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4 Celebrating Twenty-Eight Years of In Flight USA August 2012

ON THE COVER

By Mike Heilman and Joe Gust

The Dayton Ohio Air Show organ-izers had a tough decision to makewhen planning the 2012 show.

Should they continue with the traditionalthird weekend in July or move the showdate up two weeks in order to have theUnited States Navy Blue Angels as theheadline act. The organizers choose tomove the date up. Little did they knowthat the July 7 - 8 show at the DaytonOhio International Airport would be heldin record-breaking heat.

The weather played a major factor inthe attendance of this year’s show with thetemperature at Saturday’s show reaching102 degrees, and 91 degrees for Sunday’sshow. The two-day event normally drawsabout 70,000 people and generates an esti-mated $3.5 million for the local Daytonarea, but this year the crowd was estimat-ed at just over 47,000 people. TheSaturday show on average has the highestattendance, but this year only 19,000 spec-tators attended and the attendance Sundaywas 28,000. The 2011 show drew an esti-

mated 65,000 people.Headlining this year’s “hot” show

were the Blue Angels who performedboth days in their F/A-18 Hornets. It wasa homecoming for Blue Angel PilotLieutenant John Hiltz. “I grew up aboutan hour from Dayton in Fort MitchellKentucky. I have visited the Air ForceMuseum on multitude of occasions. I amvery excited to showcase what we do infront of so many family and friends.Being able to show what the Navy doesin my own backyard is a real privilege,”said Hiltz who flies the Number two jet inthe Blue Angel diamond formation.

The United States Air Force (USAF)was also represented at this year’s show.The highlight for many was the USAFHeritage flight of two QF-4 Phantomsand a P-51 Quick Silver. The QF-4 is amodified F-4 Phantom that is used as aremotely controlled target or with a pilot.The drone fleet is operated by the 82ndAerial Targets Squadron at Tyndall AFB.The two QF-4 Phantoms made severalsolo passes in front of the crowd before

DAYTON 2012 AIR SHOW

Gene Soucy and Teresa Stokes performing their wing walking act in hazy skies of the2012 Dayton Air show. (Mike Heilman)Continued on Page 6

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TABLE OF CONTENTSVolume 28, Number 12 650-358-9908 • Fax: 650-358-9254 • E-mail: [email protected] • www.inflightusa.com August 2012

ON THE COVER

DEPARTMENTS

NEWS FEATURES COLUMNS

Aviation Ancestry: The Military Constellation

by Scott Schwartz ....................17

From Skies to Stars: Speed is the Thing

by Ed Downs ..........................26

What’s Up?!: In Case You Didn’t Know

by Larry Shapiro ......................28

Homebuilder’s Workshop: RV-14

by Ed Wischmeyer ....................31

Safe Landings: What Would You Have Done?............34

The Pylon Place: Let’s Go Racing

by Marilyn Dash ......................45

Calendar of Events ........................................................9

Classifieds ....................................................................54

Index of Advertisers ....................................................58

DAYTON 2012AIR SHOW

COVER STORY

Cover Photo By Mike Heilman

INDIANAPOLISAIR SHOW

PHOTO FINISH

GAMA: Competitiveness of U.S. Aviation Industry....................8

NATA Selects New President ........................................................8

NASA Offers Condolences on Passing of Sally Ride ..............27

GAMA Testifies on Alien Flight Student Program ....................40

Sun ‘n Fun Consolidates Organizations ....................................41

Wounded Warrior, Trauma Care ..................................................47

AirSatOne Optimizes SatCom with Flightstream AOC ............50

Cessna Grand Caravan EX..........................................................50

Museum Honors Flying Tigers and American Forces ..............51

Story Begins.....Page 47Photo Finish.....7

ByMike Heilman

Story by Mike Heilman and Joe Gust

Page 4

A Brief History of Travel AireBy Edward H. Phillips ................................................10

Using Your Noodle By Sidney Djanogly ..................................................11

Editorial: Good Old DaysBy Ed Downs ..............................................................12

Pride, Passion, Planes – A Day with the Patriots By Sagar Pathak ......................................................13

Flying With Faber: Eastern Germany

By Stuart Faber ..............................................................29

What Was Hot at Oshkosh? By Ed Wischmeyer ....................................................39

Why, How and When the Sport of Air Racing Was Born By Alan Smith ..........................................................42

Are Pilots Control Freaks? By Herb Foreman ......................................................51

SPECIAL SECTION: NEWS FROM AIRVENTURE 2012.....................35-39


joining up with the P-51 for the Heritageflight. The P-51 also flew a solo demonstra-tion

AB-52 “Stratofortress” from the 307thBomb Wing at Barksdale AFB in La. madeone pass over the airshow on Saturday. TwoF-16 “Fighting Falcons” from the 180thFighter Wing based at the Toledo, Ohio AirNational Guard Base opened the show eachday with several passes.

Two civilian Jet acts performed at theDayton show. The Warbird HeritageFoundation’s A-4B “Skyhawk” flew a solodemonstration. The A-4B is painted to rep-resent an A-4C that was the only air-to-airkill by a Skyhawk during the Vietnam War.Lieutenant Commander Ted Swartz iscredited with shooting down a MIG-17over North Vietnam. Art Nails flew a pri-vately owned British FA2 Sea Harrier dur-ing the show. Nails flew the Harrier in theMarine Corps and as a test pilot.

The Tora! Tora! Tora! team recreatedthe Dec. 7, 1941 attack on Pearl Harbor atthe Dayton show. The airplanes used inthe show were built by Twentieth-Century Fox for the movies Tora! Tora!Tora! and Midway. Private collectorsbought the planes after the movies andthe Commemorative Air Force (CAF) got13 of them. The CAF planes are replicasof the Zero fighters, Val dive bombers

and Kate torpedo planes the Japaneseused in the surprise attack.

Mike Goulian was the headliner forthe civilian portion of the show. Goulianperformed a high-energy routine in hisExtra 330SC. It has been 10 years sinceGoulian has been to Dayton, “I was lasthere in 2002 and the same people arehere. That is what makes Dayton such agreat show is the professionalism of vol-unteers. They know what they are doing”explains Goulian.

Gene Soucy Air Shows performed abarnstorming and wing-walking act at the2012 airshow. Gene Soucy and TeresaStokes performed a wing-walking rou-tine in their modified Grumman Ag CatStearman. Soucy and Stokes have beenperforming at airshows since 1988.Soucy also flew the 450 horsepowerShowcat in a solo demonstration.

The J-3 Piper Cub Celebrated its75th anniversary at the 2012 Daytonshow with a flying demonstration andstatic display. The Piper AircraftCompany built the J-3 between 1937 and1947. A North American T-6 owned bythe Tuskegee Airman National HistoricMuseum and used at the Tuskegee ArmyAirfield from 1943 to 1945 for pilot train-ing performed a fly-by.

The all-woman skydiving team, the

Continued from Page 4Dayton Air Show

Mike Goulian flies his Extra 330SC over the National United States Air Force Museum.Goulian is the three time member of the United States World Aerobatic Team.

(Mike Heilman)

The Misty Blues jumped in the Americanflag each day of the show. The MistyBlues are the only all-women skydivingteam in the world. (Mike Heilman)

Quick Silver P-51 makes a pass over theDayton 2012 air show. It is painted with themarkings of allied aircraft during the D-dayinvasion in World War II. (Mike Heilman) Continued on Page 20


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By Craig L. FullerPresident and CEO AOPA

Sometimes, even on a beautifulsummer day, you can tell there’s astorm coming. In the world of gen-

eral aviation, this is one of those times.The leading edge will hit this fall and thestorm could rage all winter long.

Following the November elections,Congress will reconvene and take upsomething called “sequestration.” Con-gress will have a few weeks to slash thefederal budget deficit dramatically. Ifthey can’t reach agreement, sequestrationwill take effect on January 1, 2013, trig-gering automatic cuts across just aboutevery sector of government in an attemptto reduce the federal budget deficit by

$1.2 trillion.If that happens, the consequences

are frightening. The FAA’s air trafficorganization will have to lay off an esti-mated 2,000 employees, including 1,200air traffic controllers and 900 technicians.The agency also would likely close morethan 200 contract towers. Another 600safety and aircraft certification personnelwould be lost through attrition and notreplaced. The NextGen ATC moderniza-tion initiative would not be spared either,potentially receiving cuts of up to eightpercent or $160 million.

Along with budget cuts will comeattempts to raise revenue. The battle overuser fees that could follow will make ourpast fights over this issue look like a walkin the park.

The stakes are incredibly high. GAhas some stalwart friends in Congress,including 186 members of the House GACaucus and 39 members of the SenateGA Caucus. These supporters haverepeatedly acted to defend general avia-tion, protect the interests of pilots, andprevent the imposition of new user fees.But come January 1, even their supportmay not be enough.

None of the alternatives is pain free– and many are very painful.

But AOPA is not waiting for the stormto hit before we take action. During the nextfew weeks, we will be attending bothnational party conventions. Together withthe National Business Aviation Association,we will be recognizing federal, state, andlocal officials who support GA.

We’re also encouraging our mem-bers to visit their elected representativeswhile they are in their home states thissummer. It doesn’t hurt to remind law-makers that people in their communitiesare depending on them not to agree touser fees that could damage GA.

And, of course, we’ll be asking forhelp from the entire GA communitywhen the timing is right.

In the next few months, the propos-als will start coming fast and furious. Sonow, in the calm before the storm, let mesay thank you for supporting general avi-ation. All of us at AOPA are standingready to defend our freedom to fly. I hopewe can count on you to stand with us.

A STORM IS BREWING

Earn a tailwheel endorsement, fly awarbird, transition to a glass cockpit air-craft, go up in a hot air balloon, or just getback into flying during AOPA AviationSummit in Palm Springs, Calif., in October.

The desert mountain scenery promisesto be spectacular, so take advantage of flight

training opportunities at nearby JacquelineCochran Regional Airport. AOPA will beproviding free transportation from PalmSprings to Jacqueline Cochran Regionalfrom Wednesday afternoon, Oct. 10,through Saturday, Oct. 13. These flightopportunities, open to AOPA members and

nonmembers alike, coincide with Summit,which runs Oct. 11 through 13. This allowsyou to augment what you are learning in theair with educational and safety seminars onthe ground at the Palm Springs ConventionCenter. The association has lined up a hostof aviation experts to lead seminars ranging

from technique to navigation.A new feature this year, the training

opportunities showcase AOPA’s efforts tohelp more pilots get back in the air andbecome better, safer aviators. So pickyour flying goal and find out how AOPAAviation Summit can help you reach it.

CLEAR PROP: NEW TRAINING EXPERIENCES AT SUMMIT

The Senate Aviation Subcommittee,chaired by Senator Maria Cantwell (D-WA), today held a hearing on the state ofthe U.S. aviation industry and how theindustry can maintain its global leader-ship. Pete Bunce, President and CEO,testified on behalf of the General AviationManufacturers Association (GAMA).

In his testimony, Mr. Bunce under-

scored several items that are key to thesuccess of aviation manufacturing,including improving the Federal AviationAdministration (FAA) product certifica-tion process, addressing airspace man-agement and aviation infrastructureissues in emerging aviation markets, andmaking key investments in research anddevelopment and workforce training in

the United States.“GAMA commends the leadership

of the Subcommittee for convening thishearing which is of vital importance tothe competitiveness of the aviation man-ufacturing industry,” said Pete Bunce,GAMA's President and CEO. “We appre-ciate the fact that the hearing highlightedso many issues that GAMA believes are

key to the future growth of GAMA com-panies. We look forward to continuing towork with the Subcommittee on initia-tives that will lead to a stronger generalaviation industry and also increased jobopportunities for our citizens”.

GAMA’s written comments can beaccessed online at: http://www.gama.aero/node/11517.

GAMA TESTIFIES BEFORE SENATE AVIATION SUBCOMMITTEABOUT COMPETITIVENESS OF U.S. AVIATION INDUSTRY

The National Air TransportationAssociation (NATA) Board of Directorsis pleased to announce the selection ofThomas L. Hendricks as the association’snew president. He succeeds James K.Coyne, who has served as NATA’s presi-dent since 1994. Hendricks will start hisduties on Sept. 1, 2012.

Hendricks most recently served as thesenior vice president, safety, security andoperations for Airlines for America, wherehe was responsible for all core airline tech-nical and operational functions. He wasalso responsible for developing and shap-ing advocacy and policy positions on flightoperations, safety, engineering, air traffic

management and security.“I am pleased to be joining NATA at

such a critical time in aviation,” saidHendricks. “Aviation drives our globaleconomy, and I understand well theissues and opportunities we face. I lookforward to working with NATA membersand other stakeholder groups to continueimproving an environment that puts safe-ty first and enables general aviation toplay a critical role in delivering service,creating jobs and facilitating commercialgrowth.”

“We are proud to add Tom Hendricksto our team and to have him lead NATA,”said Jim Sweeney, NATA chairman. “Tom

brings a wealth of aviation experience andknowledge to the National Air Tran-sportation Association. His experience andsuccess with driving policy and advocacyprograms will bring the visibility thatNATA needs to grow and to continue to bea strong influence in the aviation industry.”

“I am pleased that the board has cho-sen someone of Tom’s caliber to take thereins at NATA. I look forward to workingwith him as he transitions into his newrole,” Coyne said.

Hendricks previously worked withDelta Air Lines as director of line opera-tions and a chief pilot for flight operationsin Atlanta, Georgia. During that time,

Hendricks represented Delta on several keyindustry groups. Hendricks has also testi-fied frequently before U.S. Senate and U.S.House of Representatives subcommitteeson safety, security and aviation operations.

A retired Air Force Reserve coloneland career fighter pilot, Hendricks servedon active duty as a United States Navyofficer on the USS Midway (CV-41) andas an instructor pilot at the United StatesNavy Fighter Weapons School. A nativeof Fairfield, Ohio, Hendricks graduatedfrom The Citadel in Charleston, SouthCarolina, with a Bachelor of Arts inMathematics with secondary emphasis inBusiness Administration.

NATIONAL AIR TRANSPORTATION ASSOCIATION SELECTS NEW PRESIDENT


Craig L. FullerAOPA President and CEO

It should come as no surprise that AOPA’s Aviation Summit is one of my favorite events of the year, and our entire team is busy getting ready to welcome thousands of pilots to Palm Springs this October 13 through 16.

the excitement with you, and invite you to join us for what promises to be the most vibrant Summit yet.

Palm Springs is a favorite Summit location, and the only place you can see dozens of aircraft, large and small, taxi down city streets in the Parade of Planes. Following the parade, the planes will be positioned around the convention center, where you can get an up-close look at the best general aviation manufacturers have to offer.

Meanwhile, inside the convention center hundreds of exhibitors will show off the latest avionics, newest pilot gear, and best services.

There are also endless learning opportunities with dozens of seminars. Topics include medical issues, fun destinations,

aircraft maintenance, and many more. Specialized tracks make it easy for you to choose the seminars that match your interests and experience level. Whether you are new to GA or have thousands of

of learning opportunities, giving you the chance to earn a tailwheel

Whatever your goal may be, experts at AOPA’s Aviation Summit can help you reach it.

After a full day of shopping, learning, and training, it’s time to play, and we’re offering a variety of social events, including a charity golf

want to relax among friends, old and new, be sure to stop by the

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By Edward H. Phillips

In the wake of the war to end all wars,the budding aviation industry in theUnited States was built by men who

had the vision, determination andcourage to give wings to their dreams.Three such men were Walter H. Beech,Lloyd C. Stearman and Clyde V. Cessna.

All three joined forces late in 1924to form Travel Air, Inc., and initiatedmanufacturing operations in crampedquarters at the rear of the Kansas PlaningMill at 471 West First Street in down-town Wichita, Kan. The company’s firstbiplane, dubbed the Model A and pow-ered by the ubiquitous and often cantan-kerous 90-horsepower Curtiss OX-5engine, was chiefly designed byStearman and was similar in appearanceto the “New Swallow” he created in 1924for the Swallow Airplane ManufacturingCompany.

Priced at $3,500, selling the ModelA proved a difficult task for salesmanBeech. Potential buyers, however, soonrealized that the new Travel Air wassuperior, if only by a small margin, overthe war-surplus Curtiss “Jennies” andStandard J-1 biplanes. As orders for theModel A increased, Stearman designedthe Model CH – a much larger airplanefeaturing an enclosed cabin seating fourpeople, with the pilot still seated aft in anopen cockpit where he could “hear thewind in the wires.”

The flood of orders for Travel Air’sModel A soon outstripped the originalshop’s ability to keep pace, and opera-tions were relocated to a larger buildingon West Douglas Avenue. Throughout1926 the company’s employees built aseries of airplanes including theimproved Model B powered by the newand expensive Wright J-4 static, air-cooled radial engine of 200 horsepower

A BRIEF HISTORY OF TRAVEL AIRAn infant company that began building airplanes in an oldplanning mill grew to become one of America’s largest air-

frame manufacturers during the halcyon days of the“‘Roarin Twenties.”

Continued on Page 14

The first facility used by Travel Air waslocated in downtown Wichita in an oldplaning mill behind the Broadview Hotel.Manufacturing of the Type "A" biplanewas soon moved to a larger building onWest Douglas Avenue.

In 1927-1928 Travel Air built a smallfleet of Type 5000 cabin monoplanes thatprovided reliable service for National AirTransport's route between Chicago andDallas. By 1929 the company was pro-ducing a series of modern, cabin-classmonoplanes such as the Type 6000B thatproved highly popular with companiesand corporations of the day.

The company's “bread and butter” air-plane throughout its short existence wasthe Type 2000 biplane powered by a 90-hp Curtiss OX-5 or OXX-6 engine. Morethan 600 Type 2000s were built, repre-senting nearly 50 percent of total produc-tion from 1925-1932.

By Sidney Djanogly

When was the last time you prac-ticed a simulated approach to aforced landing? If it’s been a

while, you might be a little shy to try onewhen it’s the only safe way out.

About 18 years ago I was invited toa wedding in Mexico City. My account-ant and friend Don had never flownbefore – in any plane. I mentioned thetrip to him and he was excited aboutcoming along after his busy tax season. Ihad flown in Mexico before and knewthe hardest part of the flight would be the11,000-foot mountains surroundingMexico City. We flew our rented PiperCherokee from Los Angeles down theGulf of California to Guadalajara, stop-ping for fuel in Los Moches andMazatlan. We had good VFR weather,which is typical for western Mexico.

I filed our flight plan, always arequirement in Mexican airspace, and leftGuadalajara for Mexico City about noon.Again, good VFR was forecast, but myprevious experiences flying in Mexicotaught me the best weather informationwas whatever I saw off the nose of theplane. Over the mountains about 200miles west of Mexico City, a towering

cumulus began to form. In a matter ofminutes, we faced a solid line. We hadplenty of fuel so we decided to head backto Guadalajara and wait for better weath-er, but as we turned around we realizedthat the storm line had encircled us. Theceiling began to lower. Soon the moun-taintops were obscured. We dodged thebuildups for a few minutes, but as the tur-bulence and the hail got worse, I decidedI had to get the airplane on the groundright away.

I had been practicing simulatedforced landings for about a week beforeour trip, as part of the commercial pilottraining. Without hesitation, I formulateda plan. I picked out a clear spot on theside of a mountain, above the timber line,and flew the Cherokee onto the mountainfacing about 45 degrees uphill. At thatangle the ground roll was extremelyshort. We had been lucky to avoid therocks and we parked the airplane side-ways on the hill. We were thankful to beon the ground safely, knew more or lesswhere we were, and were sure to be res-cued as soon as our overdue flight planwas noticed by the Mexican authorities.

We were sure that we’d found themost desolate spot on earth, but in just afew minutes, we were approached by

about a dozen men on horseback carryingrifles. Had we survived our emergencylanding only to be victims of the localbanditos? Two things probably spared usfrom harm. In my Spanish dictionary Ifound the word for “ lost” – Perdido –and the men became our allies. Still theywanted us to give them some of our valu-ables. They were fascinated by us and theairplane, but mostly by our cargo. We had

filled the back seat and the baggage com-partment with a load of Manichewitzkosher noodles for the chicken soup atthe wedding ceremony. The men begandevouring the noodles raw. The noodlesand a bottle of tequila were enough tobegin a party celebrating our arrival. Asword spread, people began arriving fromall directions. We had worn light white


Founder ..................................................................................................................Ciro BuonocorePublisher/Editor................................................................................................Victoria BuonocoreManaging Editor ........................................................................................................Toni F. SielingAssociate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen..................................................................................................................................Russ AlbertsonStaff 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 NalliProduction Editors ..............................................................................Anne Dobbins,Toni SielingCopy Editing ............................................................................................................Sally GersbachAdvertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280Web Design ..................................................................................................................Josh Nadler

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In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continentalUnited States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In FlightPublishing.

In Flight USA is not responsible for any action taken by any person as a result of reading any part of anyissue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit offlight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff orcontributors. 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 prohib-ited 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 adver-tised 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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Editorial By Ed Downs

Arecent conversation with friendand fellow writer, Steve Weaver,sparked some memories and

brought to mind a safety issue that hasheads spinning in the magical world ofFAA training gurus. As “old” pilots oftendo, we reminisced about the days whenbasic skills and common sense were con-sidered “high technology.” Today’s versionof “high technology” has progressed in themanner one might expect when havingcrossed into a new millennium, but someare concerned about that progression.

This writer turned back the mentalclock and joined Steve in rememberinghow simple, and potentially frightening,the “good old days” really were. My“good old days” began in the mid 1950s.The flight school I flew with sold a “stu-dent pilot course” which included 12hours of dual instruction in a Champ, anda 20-hour ground school. The cost was$175, including materials. The idea wasthat you were “issued” your student pilotcertificate (solo and cross countryendorsement) at the conclusion of the 12-hour program. After this, you were wel-come to rent their Champs and go flying.Whether or not you decided to get a pri-

vate certificate so you could carry passen-gers was optional. There were no multi-ple endorsements, no 90-day “solo signoffs,” or multitude of authorizations. TheChamp had only a wind-driven generatorthat spun fast enough to recharge a bat-tery if flying at about 10 mph abovecruising speed, meaning the battery wasconstantly going dead! The low frequen-cy radio could transmit on only one fre-quency and you tuned the receiver like aMotorola console radio out of the 1930s.There was no starter or workable nav sys-tem. With 12 gallons of fuel, all-impor-tant in-flight decisions had to be made inabout two and half hours, or the “inflight” part of the trip came to an abruptend. Drawing lines on big, 25 cent, sec-tional charts was the order of the day,with a whiskey compass and E-6B youronly navigation tools. Knowing whereyou were and having alternatives in mindwere essential, as even a mild wind couldgreatly affect your flight.

But somehow, in some way, those oldplanes (Champs, Luscombes, Cubs and T-Crafts), and the planning it took to flythem, taught this pilot the need for selfreliance, careful pre-flight prep, and

“heads up” situational awareness that hasserved me well to this day. My planesbecame bigger, the speed of sound less ofa challenge and the curvature of the earthvisible. Advanced avionics, early heads-updisplays, followed by full digital cockpitsall entered this pilot’s 55-year career. I wasexcited to see this incredible technologyentering the world of general aviation and,like many other aviation professionals, fig-ured that safety and functionality of lightaircraft would increase exponentially. But Iwas wrong, as were a number of other avi-ation experts, like the FAA and NTSB.While overall safety stats have improvedmarkedly over the last half century, theyhave basically gone flat since 2000. TheNTSB and FAA have, however, noted thata new type of accident seems to haveentered the picture. While it is acknowl-edged by one and all that the modern, hightechnology cockpits should increase situa-tional awareness and safety, the reality isdifferent. The fact is, pilots are losing con-trol of perfectly good airplanes, unable toproperly manage feature rich integratedflight systems (instrument displays, dataaccessibility, auto flight capabilities and,recently, smart phone and tablet applica-

tions). Lack of positional awareness is atthe top of the list, but confusion and the cryof, “What’s it doing to me now?” can reachthe point where actual control of the air-plane is lost. The FAA and NTSB correct-ly conclude that these advanced technolo-gies do offer all the potential benefitsclaimed by their manufactures. The obvi-ous problem is a lack of training in theiruse. The FAA now requires all curriculumsfor Flight Instructor Refresher Clinics(FIRC’s) to include a discussion abouthigh technology aircraft. “Scenario based”training that includes the use of complextechnology is a mandated FIRC subject.While these training efforts are wellintended, it is this writer’s opinion that oneimportant element is being missed: basicskills in pre-flight planning.

An ever-increasing number of air-planes used for flight training incorporatemoving maps and GPS technology, oftencombined with a detailed aviation data-base. Students frequently supplement“steam gauge” technology with hand-held devices. Such hand-held devicesmay be used as primary nav systems forsport pilot check rides, and private pilot

GOOD OLD DAYS



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SMOKIN’ MENTOR SMOKIN’ MENTOR

By Sagar Pathak

If you hear a plane overhead, and youlook up to see what kind it is, then it’ssafe to assume you love aviation.

And most of us can trace back to themoment when that love first started. Forme, like millions of others of children, itwas at an airshow. Back in May I got tospend the day with 20 of these folks wholive and breathe aviation at the MarchField Airfest. They are an all-volunteerteam who maintain and fly the six sleek,all-black L-39s that make up The PatriotsJet Demonstration Team.

The day started at a jarring 0630.For those of you who don’t speak mili-tary time, that is way too early for aSunday morning. But it’s an airshow day,and soon the calm skies would be filledwith the sound of jets! First order of busi-ness: fuel up the people. Who knew thisis what really makes planes fly!

And then it was off to March AirReserve Base for the pilot’s brief. Everyairshow day starts off with all of the per-formers gathering to discuss details ofthe airshow. The Patriots were represent-ed by Dean “Wilbur” Wright, lead pilotand former USAF Thunderbird, andJohn “Boards” Posson, left wing. At thePilot’s Briefing, the Director of the air-show gave an in-depth review of theschedule, including any changes in theordering, an up to date weather brief,reminders of the show layout, and howthe show was handling early departures(including our request to leave before theThunderbirds). For the Patriots, thiswould just be the first brief of five. Even

though I was just barely waking up at 9a.m., the pilots were in airshow modeand alert for all of the information.

After exchanging pleasantries witha few of the performers, it was time tofile the return flight’s flight plans andthen head back to the jets on the hotramp. The hot ramp is where the planesthat are performing stage. Since it’s abeehive of activity, with planes and vehi-cles moving around, the airshow publicis kept at a safe distance away.

As we walked across the ramp to thejets an hour later, Wilbur told me that thiswas just the first of several safety briefsthey would have. We had just finishedthe overall brief for the airshow, and itwas time for a Team brief where they dis-cuss the team schedule for the day. Herethey would learn when the pilots wouldbe getting ready, take off times, what todo after they land and when to start pack-ing up to head home.

In this business, the more informa-tion you have, the better the chance thatthings will run smoothly. Even thoughthese are all volunteers who do this forfun, on airshow days, each and every oneof them is as professional as the BlueAngels, Thunderbirds or Snowbirds.

Each of the six L-39 jets has a pilot,and a dedicated crew chief. Then there isan announcer, a safety observer, musicspecialists, and a bevy of other volun-teers who handle whatever the day couldthrow at them. They work with eachother at the half dozen airshows that theteam will be at throughout the year, cul-tivating relationships and solidifying

PRIDE, PASSION, PLANES–A DAY WITH THE PATRIOTS


(Sagar Pathak)

(Sagar Pathak)


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as well as the company’s first cabinmonoplane – the Type 5000. Based on anearlier design by Clyde Cessna, in 1926the new monoplane won a contract fromNational Air Transport for eight air-planes. These were eventually assignedto various routes between NAT’s airlinehubs at Chicago, Ill., and Dallas, Tex.

The epic, solo flight of Charles A.Lindbergh between New York and Parisin May 1927 resulted in a nationwide epi-demic of “aviation fever” that swept fromcoast-to-coast. In the months followingLindbergh’s achievement hundreds ofnew flight schools, airframe and enginemanufacturers came into existence. Itsuddenly seemed as though the sky wasthe limit, with Lindbergh’s “Spirit of St.Louis” doing for aviation what HenryFord’s humble Model T had done for theautomobile industry decades earlier.

Lindbergh’s success, however, notonly ignited widespread interest in flyingbut also spawned development of airraces, and among the more spectacularwas a completion sponsored by pineappleking, James Dole. He offered a $25,000prize for the first commercial airplane tospan the 2,400 miles between Californiaand the Territory of Hawaii. Travel Airwas inundated with at least 17 orders tobuild highly-modified airplanes forpotential contestants, but only two orderswere honored – one from Hollywood-based pilot Art Goebel and another fromaviator Benny Griffin. Both airplaneswould be Type 5000 cabin monoplanesmodified for long-distance flying inaccordance with customer specifications.Goebel’s ship was christened “Woolaroc”in honor of his sponsor, oil magnateFrank Phillips, and Griffin’s was dubbed“Oklahoma” in honor of his Oklahoma-based supporters.

When the Dole race began onAugust 16, 1927, eight airplanes and theirflight crews were ready for departure. Ofthese, both Travel Air monoplanes tookoff without incident but Griffin soonreturned to the Oakland airport and with-drew from the competition, citing anoverheated Wright J-5 engine as thecause. Goebel and his U.S. Navy naviga-tor, William Davis, were first to land atWheeler Field near Honolulu, 26 hours,17 minutes after leaving Oakland. It wasa tremendous victory for both men andfor the Travel Air company, and served tofurther advance its reputation as a builderof sturdy, reliable airplanes.

Fueled by a booming economy andAmerica’s unwavering hunger for every-thing aeronautical, in 1927 Travel Air hadrelocated to new facilities on East CentralAvenue about five miles from downtown

Wichita. During the next two years fouradditional buildings would be built in aneffort to meet demand for biplanes andthe new, cabin-class Type 6000 seriesmonoplanes introduced in 1928. TheType 6000 was an evolutionary out-growth of the Type 5000 but was aimedspecifically at the flying businessman andcorporation. More than 150 were builtbetween 1928 and 1931, including ahighly-customized Type A6000A forfamed actor and pilot Wallace Beery andanother for Harry Ogg, president of theAutomatic Washer Company, predeces-sor of the Maytag Corporation. Togetherthese airplanes were the most expensiveTravel Airs built costing about $20,000each–a staggering sum for 1929.

In addition to guiding the companyskillfully since the departure of Cessnaand Stearman in 1927, president WalterBeech recognized the immense value ofgood publicity. The Dole Race hadproved that, but Beech wanted more.Ever the aviator, Walter worshippedspeed and when engineer HerbertRawdon approached him in 1928 withplans for a racing monoplane, Beech washooked. Teaming with fellow engineerand sheet metal craftsman Walter

Continued from Page 10A Brief History of Travel Air

In September 1929 Travel Air stunnedthe aviation world with the Type R mono-plane that won the free-for-all event atthe National Air Races. Flying at anaverage speed of 195 mph during therace, the sleek speedster defeated the bestthe U.S. Army and Navy could musterand helped accelerate the transition frombiplane to monoplane designs.

In the wake of the stock market debaclein October 1929, Travel Air eventuallycollapsed under the weight of the GreatDepression and closed its doors inSeptember 1932. The Type 12W sportbiplane was among the last designs pro-duced by the Travel Air Division of theCurtiss-Wright Airplane Company.



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Burnham, by the late summer of 1929Rawdon had supervised construction of aradical speedster that was soon dubbed“Mystery Ship” by the Wichita press,chiefly because of tight security imposedby Beech.

Powered by a supercharged WrightRadial engine rated at 420 horsepower, thenew Type R was capable of speedsapproaching 220 mph and featured astreamlined, lightweight welded steel tubeairframe, wood wings and one of the ear-liest applications of the NACA enginecowling that reduced cooling drag signifi-cantly. Flown by Doug Davis, the airplanewon the prestigious free-for-all event atthe National Air Races in September at anaverage speed of 194 mph, soundlydefeating the best the U.S. Army, Navyand commercial competitors could offer.Beech was elated. Just as he had hoped,the Type R had thrust the name Travel Airinto forefront of American aviation.

The company’s consistent successduring the past five years led to its absorp-tion into the giant Curtiss-Wright aeronau-tical conglomerate in August 1929. Theaviation boom was still on the rise and sowas Wall Street, but the bubble finallyburst in October and the ramificationswere devastating. As 1930 gave way to1931, many aviation companies ceased toexist as the onset of the Great Depressiontightened its stranglehold on the seeming-ly unstoppable American economy.Among the victims of that debacle was theTravel Air Company. Only a small num-ber of airplanes were completed in 1931,and in September 1932 Curtiss-Wrightclosed the doors forever. Companyemployee Roy Edwards was the last toleave. As he snapped the lock closed onthe factory door, it signaled the end of apioneering airplane company. Yet it wouldlive on in the memory of the men andwomen who had made Travel Air the“Standard of Aircraft Comparison.”

Continued from Page 14

A Brief History of Travel Air

applicants my use them during a checkride as a supplemental system.

As an active CFI who teachesnumerous weekend test prep classes andconducts his share of flight reviews, I amstunned to see a disturbing trend. ManyPrivate Pilot applicants who attend myclasses have already flown a dual (oreven solo) cross country, or have a signif-icant number of hours. Only a small per-centage of these students know how toread a sectional chart or plot a basiccourse. They have no understanding ofthe VOR airway structure. Many evenhave difficulty dealing with a compass,not knowing that it has 360 degrees. Ithas now become common that at leasthalf of the students attending instrumentclasses have never flown with a VOR oreven heard of an ADF, both the main linestandard of FAA instrument writtenexams. I ask flight review applicants toshow up with a short cross country (cho-sen by me) planned, ready to discuss theroute, nav aids and airspace being tra-versed. I frequently see nothing morethan a piece of paper with the three letterdesignators for each airport written downand a puzzled look. The applicantexplains, “I will give you the rest of theinfo when the GPS is fired up.” In otherwords, pre-flight planning takes placeafter the radio master switch is turned on!

More and more, pilots simply enterairport designators and follow the littleairplane. Their total situational aware-ness depends upon the mileage scale seton the GPS display. They simply turn to

keep the little plane on an electronic line,without regard to headings or windeffect. Traffic pattern entries and com-munication procedures are determined asthe destination is approached by callingup the electronic database.

It is this writer’s humble opinionthat such myopic flying is a recipe fordisaster. The old tradition of charts on thekitchen table the night (or perhaps days)before a flight, complied with clearlystated FAR’s in Part 91 created an over-all awareness that is missing from the“after engine start” form of pre-flightplanning. Seeing the entire flight laid outbefore you means that valleys, moun-tains, complex airspace and the path toalternate airports are implanted in one’smind simply because they are visible ona piece of paper. The mere act of writingdown radio frequencies or perhaps handdiagramming the traffic pattern and air-port layout means that the active decisionmaking process for a flight is well underway long before the tie down chains areremoved. Simply following the electron-ic marvels now available to pilots meansthat one is heavily engaged in the cogni-tive processes of assessing and trying tounderstand what electronic devices aretelling you. In other words, it is “brainintensive” work, meaning that one mustconstantly be interpreting information,versus flying a planned scenario that isalready in place. Any event or situationthat arises which is not being foretold bytechnology becomes a task requiring sig-nificant multi-tasking. Such a workload

Continued from Page 12Editorial



Aviation Ancestry by Scott Schwartz

Since the first flight of a Constel-lation didn’t take place until Jan. 9,1943, it should come as no surprise

that the U.S. Army Air Force (USAAF)was very interested in this fast, high-fly-ing transport aircraft. World War II waswell under way and, after all, theConstellation could out run the Mitsu-bishi Zero fighter in level flight (theoreti-cally, anyway).

Well, the initial plan was to allow the80 Constellations being built for the air-lines to be delivered to those airlines, butthe airplanes themselves would actuallybe owned by the government. TheUSAAF would then receive another 180Constellations (designated as C-69s)directly. In reality, the USAAF decided totake all of the Constellations that werealready on the production line, andordered more. A total of 313 Constel-lations were ordered, but only a fraction ofthese were ever delivered to the Army.This is because the Wright R-3350 wasturning out to be far from reliable.

Many readers will know that the B-29 was powered by the same engine, andthat one of the XB-29 prototypes crasheddue to one of the engines catching fire,killing Boeing test pilot Eddie Allen andthe whole flight crew – not to mention 14people on the ground. This did not bodewell for the Constellation though the ini-tial test flights of the XC-69 yielded favor-able results (indeed, Boeing’s Eddie Allenwas “loaned” to Lockheed because of hisexperience with the R-3350 engine andwas supposed to have said that the aircraftworked so well that he was no longerneeded. This was a month before he losthis life in the XB-29 crash.) All aircraftusing the R-3350 were temporarilygrounded.

The trouble was apparently traced tothe design of the R-3350’s carburetor, andflight testing of the XC-69 was resumed inmid-June of 1943. Once again, problems –this time in the form of leaking fuel tanks– appeared. This problem was resolved inApril of 1944; but other problems likeengine overheating and fires continued toplague the aircraft. It became so bad thatLockheed flat out accused Wright of poor-ly designing and building the R-3350.Lockheed even went so far as to recom-mend that the USAAF replace the R-3350engines with Pratt & Whitney R-2800s. Inresponse, the Army simply insisted that R-3350 production cease until its problemswere resolved.

Naturally, this delayed the testing ofthe C-69 even further. On top of this, the

C-69 became less relevant to the Army’sneeds as the war wound down. So, mostof the successes achieved with the C-69were symbolic in nature. One suchinstance occurred in 1944 when HowardHughes flew a C-69 from Burbank toWashington D.C. The trip was made inless than seven hours, and the aircraftaveraged 346 MPH along the way.Incidentally, this C-69 was painted inTWA colors (but, it had a military serialnumber), and it was to be handed over tothe Army upon its arrival in Washington.

Another aircraft, the original XC-69,had the distinction of being the last air-craft ever to be flown by Orville Wright,who was allowed to briefly take the con-trols during a flight that had departedfrom Wright Field. And, finally, anotherC-69 was flown from New York to Paris,in August of 1945. This flight was intend-ed as a demonstration of the C-69’s trans-continental capability. After all, the C-69was intended to be a high-speed, trans-continental, troop-transport. Neverthe-less, the war had more or less passed theC-69 by, with the Army opting for thelower-flying, slower Douglas C-54Skymaster. Further, as the R-3350’s prob-lems were ironed out, the needs of the B-29 program took priority. Consequently,

only fifteen C-69s were ever delivered tothe Army. After the war, most of themwere sold as surplus. Eventually, Lock-heed converted them into airliners. Theold XC-69, which was briefly consideredfor conversion to Pratt & Whitney R-2800 power, was sold to the Hughes ToolCompany. Lockheed then bought this air-craft and converted it into the L-1049“Super Constellation” prototype.

There is only one surviving C-69,painted in TWA livery. This aircraft restsat the Pima Air and Space Museum.

The lackluster success of the C-69did not mark the end of the ConstellationU.S. military service, however.

Lockheed introduced the L-749Aversion of the aircraft, which was sup-posed to be a more “economical”Constellation, in 1947. With the ability tocarry 1,555 gallons more fuel than theprevious versions, the L-749A was sup-posed to meet airline requirements for along-range airliner. During the followingyear, the newly-independent UnitedStates Air Force (USAF) bought ten L-749A cargo aircraft, which were to bedesignated as C-121As. The chief differ-ences between the C-121A and the civil-ian Model 749A was the former’s rein-forced floor and a large cargo door in the

fuselage. C-121As were later used duringthe Berlin Airlift and as VIP transport air-craft (VC-121s). Among the most famousof the VC-121s was an aircraft that wasnamed Columbine (a one-of-a-kind VC-121E) which was President Dwight D.Eisenhower’s presidential transport air-craft. By 1968 though, the C-121A hadbeen completely withdrawn from service.

But, still, the Constellation lived on inmilitary service, albeit in a different form.

Back in 1950, the U.S. Navy hadcontracted for 11 cargo variants of theLockheed Model L1049B Super Constel-lation. And, prior to this, the Navy hadordered this same airframe as the WV-2 –an early AWACS-type aircraft. Well, thenew cargo aircraft – first designated asthe R7O and later becoming the R7-1 –was actually delivered to the Navy beforethe WV-2, because, as a cargo/passengeraircraft, the R7-1 was easier to build.First flying in 1952, the R7-1 could beconverted from cargo to passenger air-craft relatively quickly. Typically, theNavy removed at least some of the pas-senger seats on long, over-water flights inorder to make room for life-rafts. A cou-ple of R-71s were used to re-supplyArctic bases, and one of them is still thereto this day. It had crashed during a land-ing attempt in 1970. By 1962, there werefifty R7-1s in the Navy’s inventory; dur-ing that year, 32 of them were transferredto the USAF, which referred to them asC-121Gs. The 18 aircraft, which hadstayed with the Navy were re-designatedas C-121Js. One of these remained inservice as the Blue Angels’ support air-craft until it was replaced by anotherLockheed product- a C-130-in 1971.

For its part, the USAF had ordered itsown version of the Super Constellation,which it designated as the C-121C. At firstglance, the C-121C was similar to theNavy version. However, there were somedifferences. For one thing, the C-121Chad square windows instead of the roundones found on the “J” model. Further, theC-121C could accommodate troops (andtheir gear), passengers, or 47 stretchers.And the seats could be stowed under thefloor so that cargo could be carried.

Like the civilian versions, the mili-tary variants of the Super Constellationwere powered Wright R-3350 enginesthat were equipped with “power recoveryturbines.” Also known as “turbo-com-pound” engines, the theory behind theiroperation was simple: the piston engine’sexhaust gases were routed through a tur-

SEEING STARS - THE MILITARY CONSTELLATION – PART II

VC-121E Columbine III, which was used by President Eisenhower. Presumably, thisphoto was taken prior to the complete restoration of the aircraft.

(Courtesy of the National Museum of the United States Air Force)

Columbine III on display at the National Museum of the United States Air Force. Thisaircraft was named by the then First Lady for the official flower of her adopted home-state, Colorado. (Courtesy of the National Museum of the United States Air Force)


clothing to stay comfortable in the tropi-cal heat. They thought we were angelssent by God with a strange new kind offood to celebrate the feast of St.Guadaloupe. When the peyote smokingbegan, we knew it was time to plan a wayto get out of there.

In my confused state I asked a sillyquestion – where was the closest tele-phone. I don’t think there was a telephonefor 100 miles but the “ tele” part connect-

ed and one of the gauchos offered toguide me to the closest telegraph office. Itold Don to broadcast mayday on 121.5 ifhe saw an airplane flying overhead. I lefthim with the airplane and began a three-hour ride down the hill, through thewoods, and eventually arrived at a tinytelegraph station next to the railroad. Iwrote a message about our forced landingto the commandante at the Mexico CityAirport, loosely translated it into Spanish,and the operator sent it. I felt confident

that the authorities would begin our res-cue as soon as they received the message.Afew minutes later my smile faded as thetelegraph replied in Spanish, “ This is notcompany business. This telegraph is onlyfor company business.”

I rode three more hours with myguide back up the hill to the airplane. Aswe approached in the dark, we beheld theeerie sight of Don locked inside the air-plane with the red rotating beacon on, andbonfires raging only feet from the fuel

tanks. It’s amazing the airplane didn’texplode. Everyone from miles aroundhad come to see this strange event. Somewere praying, some were dancing andothers were sampling the kosher noodlesfor the first time. It took a couple of hoursto settle the crowd down and convincethem that we should continue the party inthe morning. Wet, sore, scared and cold,we shivered our way through the night,wondering if we’d freeze in our sleep.

We awoke to a clear, cool morningand planned our escape. Using the hand-book in the PA-28, we calculated the dis-tance necessary for our takeoff roll. Weused the numbers for a flat takeoff roll,and figured that the roll downhill wouldonly help matters. We cleared the rocksfrom our “ runway” and placed rockpiles on the sides every 100 feet so wecould monitor our progress and abort ifwe needed to. We performed a mini-annual inspection on the airplane andwere happy to find no damage. We knewwe had only one chance to do it rightbefore we woke the townspeople and thecraziness began all over again.

We decided that despite the weddingand the chicken soup we’d get the air-plane as light as possible by unloadingthe rest of the noodles. Don and I saidgoodbye to one another, just in case ourplan ended tragically. We lined up thenosewheel, started the engine, set theflaps for a soft field takeoff and started toroll. The downhill roll acted like a cata-pult and soon we were flying. Climbingwas easy in the smooth, cool morning air.As we passed the pile of noodles atop ourmountain home, we realized that we had-n’t taken any pictures of our bizarrestopover. We wished we had pictures, butthey weren’t worth going back for.Instead we promised ourselves a heartybreakfast at the Mexico City airport.

As we flew I was glad I had prac-ticed those simulated forced landings. If Ihadn’t had the confidence to performone, we might have gotten eaten up try-ing to dodge the mountaintops whileescaping the thunderstorms. Upon arrivalat Mexico City, we proceeded to the com-mandante’s office to close our flight planfrom Guadalajara. If we had depended onthe Mexican search and rescue to comeafter us, we’d still be there. Our flightplan had never made it into their system.


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Continued from Page 11Using Your Noodle

August 2012 ww.inflightusa.com 19

increases reaction time and can quicklyoverwhelm a pilot that is not intimatelyfamiliar with the operation of complexinformation systems. When proper pre-flight planning has taken place, technolo-gy becomes a resource multiplier, not justanother task to be accomplished.

High technology cockpits, be theyinstalled or hand held, are becoming thenorm. They are terrific! Anyone who triesto take this writer’s GPS and electronicdatabase away is going to have a fight ontheir hands! But, the kitchen table is stillwhere every flight I take begins. Currentcharts are neatly tucked into a flight kitthat is easily accessible from the left seat.Active charts, and a flight log, aresnapped into a kneeboard. By the timethis pilot launches on the delight of aflight not in the vicinity of my local air-port, I can actually sketch my flight, ter-rain, airspace considerations and, intoday’s world, known TFR’s.

So here is your assignment: Put tech-nology to use and fire up the searchengine of choice. Enter “Stephen Coonts”a Viet Nam Navy pilot, aviation author(Flight of the Intruder and many more)and visit his website. Look for his book“Cannibal Queen” (Pocket Books, a divi-sion of Simon & Schuster, 1992) andorder a copy. It is the story of Stephens’srelationship with his son as he flies a1942 Stearman around the country, land-ing in all 48 states. Hidden within thepages of this delightful true adventure areremarkable examples of planning anddecision making, told in the context ofreal world flying, not in the format of atext book or ranting editorial. It is a greatread, wonderful gift and will change yourviews on what flying is all about.

Okay, are these the simply the mean-derings of an old guy who misses the“good old days” when technology did notrule the world? You bet! But I hope thereader will give some thought to the real-ities of current safety stats and … wait aminute … that was my smart phonereminding me to take a nap – see younext month!

EditorialContinued from Page 16

bine, which turned a drive-shaft that wasconnected via a fluid coupling to theengine’s crankshaft. The idea was that theturbine provided extra power to turn theengine’s crankshaft. That was the theory.In reality, the system was prone to failure– so much so that the set-up was some-

times referred to as a “parts-recovery” tur-bine.

Still, the USAF received its first C-121Cs in 1955, and the type was retiredin 1973. One variant of the turbo-com-pound Super Constellation remained inservice a little longer, though. This wasthe EC-121 Warning Star.

The idea of using the Constellationas an airborne radar aircraft germinatedin 1949, when the U.S. Navy took deliv-ery of two Model L-749 Constellationsand had them fitted with large radomeson top of, and underneath, the fuselages.The two aircraft were designated as PO-1Ws, and their use confirmed the feasi-

bility of operating powerful radar equip-ment on aircraft. This paved the way fordevelopment of the next airborne warn-ing variant – the WV-2 (the PO-1Wswere re-designated as WV-1s in 1952),which was based on the L-1049 SuperConstellation.

To Be Continued….

Aviation AncestryContinued from Page 17


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Misty Blues, opened the show each dayby jumping in the American flag and thenperformed a team jump later in the show.The only surviving member of the crewof the “Enola Gay,” Dutch Van Kirk,made an appearance at the show. VanKirk was the navigator on the B-29 thatdropped the first atomic bomb onHiroshima, Japan.

The Dayton Air Show had on staticdisplay one of aviations unique aircraft,the US Air Force E-3 Airborne Warningand Control Systems or better known asAWACS. The AWACS is a modifiedBoeing 707 and there are only 32 in serv-ice with the Air Force. The rotating radardome on top of the E-3 is 30 feet in diam-eter and six-feet thick in its center.

There were several military andcivilian aircraft on static display at theshow. U.S. Air Force aircraft on static dis-play were a C-17, KC-135R, EC-130J, F-15E, F-16 and the OC-135B “OpenSkies.” U.S. Navy static aircraft includedE/A-18C and SH-60 helicopter. The U.S.Army had two helicopters on display, aUH-60 Blackhawk and a AH-64DApache. Civilian aircraft on display werea P-51, B-25 and DC-3.

The 2012 event organizers facedmany obstacles before the airshow began.A month before the show one of the main

acts, the Brazilian Air Force SmokeSquadron, cancelled due to budget con-straints. One of the top Warbird attrac-tions, the B-17 Yankee Lady also can-celled the day before the show due tomechanical issues. Show organizers haveproven that despite the cancellations andexcessive heat they can still put on aworld-class airshow.

Dayton Air Show


A replica of the Nakajima B5N or better known as “Kate” flying over the Dayton area.The “Kate” is part of the Tora!Tora!Tora! demonstration team. (Mike Heilman)

Pilot Art Nails makes a high speed pass in his British FA2 Sea Harrier at the 2012 Show.Nails Harrier is the only privately owned combat jet that can take off straight up.

(Mike Heilman)

The Blue Angels diamond flies in tightformation. The four diamond pilots willfly only 18 inches apart during several oftheir maneuvers. (Mike Heilman)

Gene Soucy and Teresa Stokes performingtheir wing walking act in hazy skies of the2012 Dayton Air show. (Mike Heilman)

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friendships. They travel from all over,from California, the Pacific Northwest,and even Canada.

After a few minutes of answeringquestions, the team breaks off on whatseems like a bunch of random activities.But what seems like chaos, is actuallyeveryone taking care of their own specifictasks to get these six jets launched in timefor the 500,000 people in attendance.

And while most airshow acts are oneplane, The Patriots have six of them. Andbeing the only civilian owned and operat-ed team in the U.S., they do it with classand safety. To give it some perspective,the USN Blue Angels have six jets also,but more than 100 people to make surethose jets get up in the air, but the Patriotsdo it with 20.

At 11 a.m. it was time for the pilots’brief. Only an hour after the airshow brief,they were at it again. Safety, safety, safety.With a quick time check to synchronizewatches, Wilbur shares with the pilots andsafety observers the information from theairshow brief, such as weather. They thengo over the exact time to the minute whenthe jets start, taxi, take off, altitude theywill rendezvous and hold at before theshow starts, primary frequencies, back upfrequencies, alternate fields to land atshould Marchs’ runway become unusable,fuel calculations, hazards in the area, andnumerous other items. A few hours beforethey were joking about all the coffeebrought in, and now it was as if they wereplanning a precision mission.

And with that, it was time to tend toother preflight duties. The next hour and ahalf went by very quickly and before Iknew it, it was 12:30 and time for the pilotsto do a final walk around and jump in thejets. They greet their plane captains whohelp them get strapped into the cockpit.

Used as a military jet training in sev-eral countries, these L-39s have ejectionseats to help the pilots get out of danger.Then the calm and quiet afternoon wasbroken when the six Ivchenko AI-25engines roared to life and howled to anunbearable scream with the help of aSapphire-5 APU.

A flurry of hand signals, and it wastime for the jets to taxi out one by one tothe runway. I jumped in the van anddrove out to show center to get ready forthe take off.

The crowd that had been scatteredamongst the vast show grounds werenow pressed up against the fence line inanticipation of the jet’s taking off. Andwith a short introduction, from Jon“Jughead” Counsell who also happens tohold the world record for ejection speed,Patriots number one through four launch


(Sagar Pathak)

Continued from Page 13A Day With the Patriots

(Sagar Pathak)

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in a diamond formation take off, fol-lowed shortly by number five and num-ber six.

And just like that, the high impactshow starts with all six jets in tight forma-tion from right over the crowd. With thedistinctive M on Box Springs Mountainin the background, the jets scream in atmore than 400 mph to the crowds cheers.

The next 30 minutes are full ofdeath-defying maneuvers. Two jets lineup, head to head, one from the right, theother from the left on a collision course.And a split second before they collide,both roll 90 degrees to the side and passright by. To the crowd, and this photogra-pher, it seems very close, but in reality,both pilots communicate with each otherand maintain offset routes to miss eachother. Showmanship at its finest!

At one point during the show it wasa non-stop barrage of planes coming atyou from each and every direction. Fromthe left and right, then just as you lockeyes on them, another screams overheadfrom behind you, startling everyone.Some jets go high in the sky, and anotherflies so low to the ground you feel asthough you need only to reach up totouch it.

This high-energy, big-impact showis the culmination of more than 100,000combined hours of flight experience andyears of formation training. And theseguys make it look so easy, right down tothe graceful touchdown.

Finally, to the cheers of those halfmillion spectators, the act was over. Weroll back to the hot ramp and greet the jetsas they taxi back and shut down. A roundof handshakes with the crew chiefs, fel-low pilots, crowd autographs, and timefor a quick break before jumping into thePatriots air-conditioned trailer for a postflight briefing. Outside the team startsscrambling to pack up and get the jetsfueled and ready to depart for the hour-long flight back to their home base ofByron, Calif.

But Wilbur and Stache had a moreimportant task. They were going to give15 Boy Scouts and their parents their firstup-close look at an L-39 and light theirspark for the love of aviation.

What I didn’t know was that thePatriots don’t just do airshows. They arealso a non-profit group that spreads thelove of aviation in the hearts of childrenof all ages though various communityoutreach programs through their newlybuilt 35,000 square foot hangar/museumat their home base in Byron, Calif. RandyHowell put it best on why they fly air-shows, “We fly these shows so we caninspire our nation’s youth to pursue the

magic of flight. And whenever we can’tbring the kids to Byron to teach themabout planes, then we bring the planes tothe kids, like here at the March Airshow.”

After a group picture with Wilburand Stache, it was time to finish packingup and getting ready to fly home.

I helped out however I could, butjust like launching the jets, everyone hada task and got the job done to get thosejet’s launched. We got the bags in a wait-ing truck, loaded up the trailer, and start-ed the jets. There wasn’t enough time tomake sure that they taxied, so we had toget moving immediately.

I was happy to be flying back in thePatriots support jet, a Westwind JetCommander with Randy and John. Thiswas my first time in this classic privatejet. With a narrow window before theThunderbirds’ performance, we had to beready to launch seven jets. It was going tobe tight. Naturally the Jet Commanderwas parked at the exact opposite end ofthe airfield. With the show still going on,we drove past the mile long crowd lineand then waited for a March ARB C-17and KC-135 to land. Time was tickingdown and our take off window was get-ting closer. But we got to the jet in time todo a safe preflight and get the enginesstarted. A quick call to the Air Boss fortaxi and take off clearance, and it wastime to fly home.

Once we reached cruise altitude at27,000 feet, I asked Randy if he couldgive me a detailed rundown of the sys-tems of the Jet Commander. He asked if Iwas a pilot, and of course I replied yes.Maybe it was my ear to ear smile of being

A Day With the PatriotsContinued from Page 22

(Sagar Pathak)

(Sagar Pathak)


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This column continues to speak tothe natural synergies between flying andamateur astronomy. An evening ofstargazing contains many aviation likeelements. One must “pre-flight plan” theevening’s activities just as if a long,cross-country was going to be undertak-en. Star charts are studied as if they wereaviation charts, and an “observing log” iscreated to guide the astronomer.Magazines like “Sky & Telescope”(www.skyandtelescope.com) contain aneclectic selection of articles and starcharts specifically designed for eachmonth of the year. Special sections with-in the magazine even suggest “places tofly” in the form of dividing viewing intoobject categories.

Numerous star chart applications arenow available for computers, tablets andsmart phones. A check of the weather ismade once the planning is complete, hop-ing for limited cloud coverage and mod-est winds. A telescope being shaken by anunstable atmosphere is no fun to use.Finally, the car is loaded up, a check listused to make sure all the goodies andgadgets needed to optimize viewing funare onboard and our amateur astronomeris ready for “take off.”

Once at the viewing site, anothercommonality between amateur astro-nomers and pilots emerges. We are bothin a hurry. While old timers, and thosewho take pride in truly knowing the stars,carefully match star charts to the sky tolocate target objects, observers like thiswriter want to get right to the “oohhhs

and aahhhs” of viewing celestial won-ders. This characteristic is not unlike agroup of pilots launching for a joint fly-inactivity. Some relish the adventure oftraveling in a Cub while others demandthe speed of a Bonanza. Both enjoy theexperience of flying, but at a differentspeed. The question is, “do telescopeshave different speeds?”

Yes, they do. In this case, the refer-ence to speed means “how long does ittake to acquire the object to be viewed?”Experienced amateur astronomers pos-sess the ability to simply look into thesky, quickly spot what they are seeking,and manually align their telescope withastounding accuracy. This writer is work-ing hard to be one of these guys, but fornow, envy will simply have to do. It is notunlike hanging out with a fellow pilotwho has flown everything and alwaysmakes perfect landings. Fortunately, we“newbies” now have tools that alloweven the most inexperienced beginner tobe rewarded with exciting viewing,quickly. Generically referred to as “goto” telescopes, computer driven guidancesystems are available that guide the view-er to the desired object quickly and accu-rately.

“Go to” technology comes in manyshapes and sizes. Smart phone applica-tions are now available that allow one touse an adapter that actually attaches thephone to the scope. The applicationallows selection of a target, presents a“bull’s-eye” display with arrows to showyou which way to push the telescope.

Almost all major telescope manu-facturers now have some form of inte-grated “Push-To” technology available.This writer’s 12” Orion Intelliscope is soequipped, adding a scant $189 to the pur-chase price. With a price bump ofbetween $600 and $800 over the base tel-escope price (some excellent, ready togo, full up “Go To” telescopes run justunder $1,000) and one can move up tofull “Go To” and “Tracking” technology.This means that once told which object tolocate (the tracking computers may holdover 40,000 celestial objects), the tele-scope will simply fire up sophisticatedelectric motors and drive the telescope topoint directly at the object. These moreadvanced systems will then track theobject – keeping it in view center – eventhough the Earth and planets insist onconstantly moving.

At the upper end of the technologi-cal spectrum are telescopes with trackingand drive systems so accurate thatsophisticated astro-photography is possi-ble, producing images that rival those ofthe pros. Inexpensive “Push To” technol-ogy recently allowed this amateur toacquire the spectacular Lagoon Nebula(M8) in only minutes after arriving at theviewing location. More than 5,000 lightyears from Earth, this spectacular cloudof hot, interstellar, dust is more than 100light years wide and contains hundreds ofnew stars. It is called Lagoon Nebulabecause a dark cloud of cooler gases issurrounded by a glowing nebula (mean-ing “cloud” in Latin) of hot gases. The

Lagoon Nebula is a nursery for new starsthat are being formed as large clouds ofdense gas within the nebula collapseunder the weight of their own gravity. Itis spectacular!

But, there is a word of caution. Likeadvanced aircraft instrumentation, Go-Totechnology requires knowledge to use. Asimple alignment process is needed,meaning you must locate a few selectstars for alignment purposes. Early mod-els (perhaps more than five years old)were not as good as those available today.Be careful! Many, cheap, box store tele-scopes have Go-To claims screaming atyou from multicolored boxes that prom-ise fully automatic operation. Theirclaims of high magnification are oftenoverrated if not just plain false. To findreliable Go-To telescopes, look for mod-els sold by dedicated telescope distribu-tors or web-based manufacturers’ cata-logs. Before you buy, do some “windowshopping” by attending an observingnight with an astronomy club near you.Visit http://nightsky.jpl.nasa.gov/club-map.cfm for club information.

Finally, the true fun of astronomicalstudies comes from learning about theheavens, not just looking at them. The funand splendor of amateur observingquickly fades if one simply jumps fromone object to another. Go-To technology,like advanced GPS based navigation,should be used to enhance your naviga-tion skills (in this case celestial), notreplace them.

From Skies to Stars By Ed Downs

SPEED IS THE THING

in a private jet (my very first time), or thetwinkle in my eye like those Boy Scouts,but on cue, John said he wanted a quickbreak and Randy told me that it might bea little easier to explain if I jumped in theright seat. For a good 20 minutes, Ibacked Randy up on the radios and got toadjust the altitude for the autopilot.

And somewhere over the central val-ley, 12 people strapped in to L-39s saw usfly right past them.

With the speed of the JetCommander 60 kts faster then the L-39formation, we got to Byron airport a solid20 minutes before them. And just likehundreds of times before, Randy set theJet Commander down on the piano keysand as light as a feather. I saw the end ofthe runway approaching really, really

fast, but with a tap of the breaks we makea left run and just pulled onto the ramp of

the newly built hangar.After a few minutes to unload the

bags, and grab a drink of water, the fourship, followed shortly by the two ship,was on final approach for the overheadbreak for runway 30 at Byron. And aslight as Randy touched the jet command,each of the L-39s floated in with theirpilots and crew.

After a few pictures it was time tobring each of the jets into the newly builthangar.

And just like that the day was over.To think, 12 hours before I was inSouthern California to watch an airshow.

A Day With the PatriotsContinued from Page 24

(Sagar Pathak)


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In a space agency filled with trail-blazers, Sally K. Ride was a pioneer of adifferent sort. The soft-spoken Californiaphysicist broke the gender barrier 29years ago when she rode to orbit aboardspace shuttle Challenger to becomeAmerica’s first woman in space.

“Sally Ride broke barriers withgrace and professionalism – and literallychanged the face of America’s space pro-gram,” said NASA AdministratorCharles Bolden. “The nation has lost oneof its finest leaders, teachers and explor-ers. Our thoughts and prayers are withSally’s family and the many she inspired.She will be missed, but her star willalways shine brightly.”

“Sally was a personal and profes-sional role model to me and thousands ofwomen around the world,” said NASADeputy Administrator Lori Garver. “Herspirit and determination will continue tobe an inspiration for women every-where.”

Ride’s contribution to America’sspace program continued right up untilher death at age 61 on July 23. After twotrips to orbit aboard the shuttle, she wenton an award-winning academic career atthe University of California, San Diego,where her expertise and wisdom werewidely sought on matters related tospace. She holds the distinction of beingthe only person to serve as a member ofboth investigation boards followingNASA’s two space shuttle accidents. Shealso served as a member of the Review ofU.S. Human Spaceflight PlansCommittee, also known as the AugustineCommittee, in 2009, which informedmany of the decisions about NASA’s cur-rent human spaceflight programs.

However, Ride’s place in history wasassured on June 18, 1983, when she rock-eted into space on Challenger’s STS-7mission with four male crewmates.

“The fact that I was going to be thefirst American woman to go into spacecarried huge expectations along with it,”Ride recalled in an interview for the 25thanniversary of her flight in 2008. “Thatwas made pretty clear the day that I wastold I was selected as a crew. I was takenup to Chris Kraft’s office. He wanted tohave a chat with me and make sure Iknew what I was getting into before Iwent on the crew. I was so dazzled to beon the crew and go into space I remem-bered very little of what he said.”

“On launch day, there was so much

excitement and so much happeningaround us in crew quarters, even on theway to the launch pad,” Ride said. “I did-n’t really think about it that much at thetime . . . but I came to appreciate what anhonor it was to be selected to be the firstto get a chance to go into space.”

Ride joined NASA as part of the1978 astronaut class, the first to includewomen. She and five other women,along with 29 men, were selected out of8,000 applicants. The class becameknown as the “Thirty-Five New Guys”and reported to the Johnson Space Centerthe next summer to begin training. Ridetrained for five years before she and threeof her classmates were assigned to STS-7. The six-day mission deployed twocommunications satellites and performeda number of science experiments.

Following that historic flight, Ridereturned to space on another shuttle mis-sion, STS-41G in 1984. The eight-daymission deployed the Earth RadiationBudget Satellite, conducted scientificobservations of Earth, and demonstratedpotential satellite refueling techniques.She was assigned to a third flight, buttransitioned to a role on the RogersCommission that investigated theChallenger accident after that shuttle waslost in January 1986. When the investiga-tion was completed, she accepted a job asa special assistant to the NASA adminis-trator for long range and strategic plan-ning.

Ride left NASA in 1989 to join thefaculty at the University of California,San Diego, as a professor of physics anddirector of the University of California’sCalifornia Space Institute. In 2001, shefounded her own company, Sally RideScience, to pursue her long-time passionof motivating girls and young women topursue careers in science, math and tech-nology (www.sallyridescience.com).

NASA OFFERS CONDOLENCES ONTHE PASSING OF PIONEERING

ASTRONAUT SALLY RIDE


It’s summertime...okay, so you alreadyknew that. I am hoping you knowmost of this critical and important

advice, but just in case you don’t, consid-er this a gentle and kind reminder. Pleasedon’t make me send you to your hangar.

By now you already know the warmweather care and feeding of your air-planes, at least I hope so. So, what aboutthe summer rules for you and youradventurous friends – have they beenbriefed?

Here are a few simple answers forcomfort, and to some even more simplequestions: How should I dress for longwarm trips? Loose, moisture wickingclothes . . . Looser-fitting shoes as yourfeet may swell a little more than usual inthe summer heat.

Please don’t tell me you’re still sit-ting on a wallet or billfold – that must bethe “King” of bad. I could devote anentire column to this subject. Have younot noticed that those in uniform thatwear flight suits always have those abovementioned items tucked away in one oftheir many sleeve, side, or leg pockets.They never sit on them. You can try ityourself on a 10- to 15-hour leg of yournext flight. If you can walk after that, callme. By then you’ll know the answer andso will the doctor explaining why youhave pain and numbness in your back andlegs. This is when I wish I could spell sci-atic nerves . . . but I can’t. I can promiseyou that many of your very sensitiveparts will feel numb if you sit on one ofthose lumps for too long.

I always feel a little silly suggestingyou have water – plenty of water – onboard for many reasons. Survival is agood one, first aid is another, and justbecause I said so isn’t the worst reason. Ihope I wasn’t offensive; I have to believeyou already knew this.

Sunscreen weighs nothing, so takesome, along with a chapstick, some hardcandies to stick under your tongue andmaybe a clean towel or wash cloth. If youhaven’t already packed a hat, what areyou waiting for? BTW, there are manytypes of sunscreen, some just for yourface . . . yep!

My wife just yelled out, don’t forgetto mention nutrition bars... chocolatemelts, these do too but not as much. Wait,she’s yelling again – okay, I’ll tell them –sunglasses, she said you need sunglasses,remember, she said it, I didn’t.

Haute Hangar Design Advice

I always remember the first airporthangar tour I took back about 12,500 daysago. We visited some very old and tiredhangars that were being held up with oldbroom handles and duct tape. It was thator all those old bookcases full of outdatedmanuals and shelves with an assortmentof oils, plus a heap of over-stuffed andworn-out chairs and sofas. It was a bit ofculture shock and amazement to see thiseclectic collection of pure, over-the-topstinky, dirty and very stained junk. Thesesettings make a frat house rec. room looklike an O.R. – get my drift?

That’s the good part. The bad partwas that we actually sat in and on those1940 to1978 treasures. BTW, they’re stillthere, I just needed a closing date. I wasalso pretending to be thankful that thesepieces were locked in a hangar and notsitting on top of a dumpsite where birdsmight eat them and die.

Hey, you in the back . . . I heard that!Okay, I’ll tell you why I was on this tour-de-hangar-junk. I was escorting the APmanager and the fire department on theirannual tour – the one they do every decade.

I am only sharing this, and a picturewith you to let you know that this interiordecorating still exists, plus the addition ofa few large and small fridges, micro-waves, motor scooters, air compressors,computers and TVs. (even though theynever seem to work in a hangar).

I’m not even going to address thehangar wall art – not without a protectivemask on – not over my nose, but over myeyes. In conclusion, my thanks to all ofyou for your efforts and phobia, of beingafraid to throw out all that priceless/worthless junk.

My special thanks to that specialman that actually lived in his no-plumb-ing-or-electrical-stuff hangar, along withhis Stearman and a dozen-plus cats. Youhave never left my mind even after allthese years and your departure from thisearth. I have still not met anyone quitelike you, with maybe the exception ofthat down and out claim jumper that wasliving in my golf cart.


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Ihave taken deliberate steps to entitlethis article “Eastern Germany” andavoid the term, “East Germany.”

Technically, since 1989, the political-geographic region of East Germany nolonger exists.

In 1945, Germany was divided up foroccupation by the victors of WWII. TheUnited States, United Kingdom, and theSoviet Union agreed on the division ofGermany into occupation zones. Ofcourse, we also relinquished most ofEastern Europe to the USSR, but that isanother story. The portion under Sovietcontrol was comprised of the area of thepresent-day German states of Mecklen-burg-Vorpommern, Brandenburg, Sach-sen, Sachsen-Anhalt and Thüringen. In thecenter of this new group of colonies wasthe city of Berlin, which was itself dividedinto two cities, East Berlin and WestBerlin.

As readers might recall, life was dis-mal, if not oppressive for residents ofEast Germany. Known as the GermanDemocratic Republic, there was nothingdemocratic about the country. Residentswere liberated from one dictator (Hitler)only to be tethered to another (Stalin).

Thanks to the Marshall Plan, WestGermany blossomed and flourished intoone of the most prosperous and demo-cratic countries in the world. The socialand economic world of East Germanystood still – or fell backward. During myrecent visit to Eastern Germany, I listenedto horror stories from older members ofthe population about how they sufferedunder the Soviets. They loved theAmerican liberators and wished that theyhad been their occupiers. War-torn build-ings remained in ruins for many years orwere replaced by barrack-type structures.Life in every respect, from schooling toemployment was suppressed and vicious-ly regulated.

A Re-Visit to East (Eastern)Germany

I first visited Germany in the late1960s. During that period, and almostuntil the German reunification in 1989, ajourney by train from West to EastGermany was an onerous and scary expe-rience. The immaculate passenger cars ofthe West German trains were sleek andcomfortable. As you crossed the borderinto East Germany, a change of trains

was required. The contrast between thetwo Germanys was striking as soon asyou re-boarded. The passenger cars towhich we transferred were cheerless,filthy and uncomfortable. It was difficultto tell if the train conductors were whothey said they were or were military spiesdressed as conductors. The feeling wasthat you were on a train headed fromfreedom to which you would neverreturn.

During the American occupation,the western portion of Berlin soonreturned to vibrancy. As soon as youcrossed Checkpoint Charlie into EastBerlin, oppression cloaked the atmos-phere. Today, however, you can’t tell thetwo Berlins apart – beauty and vivacityare everywhere.

I decided to try two hotels in Berlin.The first was the venerable RegentBerlin. To me, this is one of the premierehotels in Europe and has joined the list ofmy world favorites. The huge guest-rooms are luxuriously furnished, eachwith a generously sized marble-cladbathroom, a walk-in shower and a deepcomfy tub. Although this is a traditional-ly designed hotel, it boasts a state-of-the-art fitness center and cutting edge com-munications technology.

Perfectly-positioned in Berlin’s his-toric Mitte district and boasting an unforget-table view of the Gendarmenmarkt Square– home to the prime museum, theatre andentertainment venues – the Regent Berlin isjust a short stroll from key landmarks suchas the Brandenburg Gate, the Reichstag andthe Opera House. Framed by a world-renowned trio of exquisite 18th centurycathedrals and the iconic Concert Hall, yeteasily accessible from local airports, itoffers a convenient and stylish gateway tothe city’s best history and cultural attrac-tions, together with outstanding upscaleshopping facilities at the world-famousFriedrichstrasse. For more information,

contact: Regent Berlin Charlottenstraße 4910117 Berlin-Mitte Germany, www.regen-thotels.com /EN/Berlin

Radisson Blu Hotel, Karl-Liebknecht-Strasse 3 - D-10178 Berlin,was an exciting surprise. I’ve never quiteseen anything like this upscale Europeanversion of Radisson Hotels. The ultra-modern Radisson Blu offers 427 guest-rooms and suites, each providing excep-tional views of the Berlin cityscape.Every guestroom features high-speedinternet access and convenient amenitiesincluding trouser press, international tele-vision stations and well-equipped bath-rooms. All rooms and suites exemplify apurist style that reflects urban trends,with dark wood and warm tones creatinga relaxing atmosphere.

At the Radisson Blu Hotel, Berlin,you can experience innovative conceptdining at the hotel’s on-site restaurantHEat. The fresh interior design of therestaurant HEat, the show kitchen withinternational delights and the splendidview of the Berlin Cathedral create anunforgettable experience. I orderedwiener schnitzel (Germany’s progenitorto American chicken-fried steak), and itwas the best I have ever had, hands down.The veal was moist and tender and thecrust was crackling and not greasy. Formore on this great hotel, visit www.radis-sonblu.com/hotel-berlin.

I roamed around Berlin for a fewdays – and nights – Berlin never sleeps.Checkpoint Charlie, the remnants ofwhich are just a few blocks from theRegent, was not easy to locate. Today, allthat remains is a parking lot with a fewplaques. I also visited the BrandenburgGate, the Holocaust Memorial which,ironically is just steps from the bunker(also now just a parking lot) where Hitlerand Eva brought the Nazi era to a closeby taking their lives. More exciting, I vis-ited the Berlin Opera House and enjoyed

a production of my favorite opera, TheBarber of Seville.

Luther Country

Luther Country, located in the heartof Germany and comprising the states ofThuringia and Saxony-Anhalt, is whereMartin Luther primarily lived, workedand changed the religious and sociologi-cal history of the world. Martin Luther,the Father of the Reformation, spent mostof his life (1483-1546) in the neighboringGerman states of Saxony-Anhalt andThuringia. About halfway betweenBerlin and Frankfurt, this region is cele-brating the Luther Decade, the 10-yearbuild-up to 2017 and the 500th anniver-sary of the Reformation.

A mere two-hour drive fromFrankfurt or Berlin, Luther Country is fastbecoming one of the most attractive areasfor U.S. travelers to Europe. The placeswhere Martin Luther lived, worked,preached and taught are all in close prox-imity. In the buildup to 2017 and the 500thanniversary celebration of theReformation, a visit to Luther Country notonly provides a walking history for thoseinterested in Luther’s life, but along thetrail are some of the most picturesque andpristine parts of Germany.

The official U.S. website, www.visit-luther.com, provides detailed infor-mation on the many possible ways toexplore Luther Country, as well as adirectory of U.S.-based travel companiesoffering customized trips.


Stuart J. Faber and Aunt Bea

Flying With Faber

A VISIT TO EASTERN GERMANY


Dramatic Lobby and Aquarium RadissonBlu Hotel Berlin. (Radisson Blu Berlin)

The Stately Regent Hotel Berlin Lobby. (Regent Hotel Berlin)

Martin Luther’s last residence. (Copyright IMG)


A few sensitive but respectfulwords

Have I ever mentioned how much Ilove “senior” pilots? I don’t use the word“old” because it lacks the respect I wantto give them. I have the privilege ofknowing some of these great aviators.No, I’m not talking about the famous air-show ones, I’m talking about the ones Iget to share many of my semi normaldays with. I actually hang out with onethat is 95, another one that’s 85 – heckthere’s even another 91 years old – andthey’re all current and loving their air-planes. I want to be careful so as not toidentify any of them, it’s a matter ofrespect and privacy. But there is a lessonhere for all of us. The question is notwhen to quit flying, but more when tostart cutting back and start asking for alittle help.

I have a neighbor that is so proudthat he belongs to that group of flyersover 80 . . . it starts with an “O” but Idon’t know how to say it, let alone spellit. He’s a wonderful guy and I would hughis spinning prop if he asked me to.

The other day I was watching himpre-flight his airplane and get ready toattack the skies. I saw a problem about tohappen, but I couldn’t run fast enough totell him to hold as he was already taxiingout. I saw his yet to be untied, tail-tiedown rope still very much attached to hisbeautiful airplane as he was starting topull out.

As he broke free from that frayed,dirty and fat piece of string it put just aenough stress on this airplane to snap thatlong antennae running from the front tothe back of his airplane. There was noway for him to know that – and yellingwasn’t going to work. I actually used mybrain and grabbed my radio and got

ground control on the air to inform him toturn around – he was dragging his tiedown behind him! Okay, so he wasn’treally dragging his tie down, but he wasdragging that very long wire antennaebehind him. Ground asked if he copiedthat, and sure enough, he executed a per-fect 180 and came back for a quick repair.So as not to embarrass him, I hid undermy desk.

I hope when he reads this, and hewill, he feels the love . . .

On final . . .

I’ve been trying to find something ofinterest and importance about the Monthof August. I’ve reminded myself that thetwo most important woman in my life willhave Birthdays . . . my wife will celebrateher first BIG one, no I can’t tell you whichone that is, she will actually read this col-umn and then that will cost me. My

Mother will turn 92 yep, 92. After that Iwill be buried in stories from and aboutOshkosh 2012, no way out of that. Thismonth I’ll start saying good-bye to thenew soon to be college crowd, I’ll try tofind a few days to sneak away to drownsome worms, and begin getting ready forthe celebration of my faith’s new year. Iguess when I think of it August isn’t sucha bad month. Of course I did miss theOlympics in London – that only stings alittle because I have a loving and long-time friend living there that keeps tellingme my room is ready and waiting.

I’m going to leave you with thisthought: Yes, it needs to be made inAmerica – especially if it’s going to beworn by our Olympic Athletes and all ourtroops. We need to love and salute them alland make sure they see and hear us do it.

Until next time . . .That’s Thirty!“Over”

Continued from Page 28What’s Up

Wittenberg-Where It All Began

Known as the Birthplace of theReformation, Luther spent most of hislife in Wittenberg. In those 35 years, hewas first a monk and student, then a pro-fessor and priest; he sparked theReformation with his 95 Theses; he mar-ried and had a family; he continued towrite about and teach the new faith; itwas here that he was buried.

You can visit the Castle Church, thedoor upon which Luther supposedlynailed his 95 Theses. While the originalwooden door no longer stands, a massivebronze memorial door marks the spot thatchanged world history. Martin Luther’sgrave is inside the church.

St. Mary’s the ‘Mother Church ofthe Reformation’ is the oldest building intown. Here, Martin Luther preached, wasmarried and baptized his six children. OnChristmas Day 1521, the first Protestantservice was held.

Luther House, a former Augustinianmonastery and now a museum, was

Luther’s home. The highlight is Luther’sLiving Room; full of atmosphere, it hasthe original desk and 500-year-old periodfurnishings. This is where Luther talkedwith university students, conversationsthat we can still read about in the book‘Table Talks’.

Although famously known as the“Cradle of the Lutheran Reformation,”Wittenberg has much to offer in additionto Reformation history. The main street iscalled the Cultural Mile, a reminder that500 years ago the university was an intel-lectual powerhouse in Europe, attractinginventors, philosophers and many others.The Cranach Courtyards commemoratepainter Lucas Cranach, who lived inWittenberg for around 45 years. As wellas a busy art studio, Cranach owned afarm, a printing company (he printedcopies of Luther’s New Testament inGerman) and a pharmacy. One of thegrandest houses in town is the 1536 for-mer home (now a museum) of PhilippMelanchthon, Luther’s best friend andcolleague.

Worthy of mention are the old streetswith historic buildings and cozy restau-rants. Throughout eastern Germany,whenever I walked by a restaurant whichserved authentic German cuisine, I could-n’t pass it up. Most popular dishesinclude sausage plates with sauerkrautand boiled potatoes, wiener schnitzel, redcabbage, roast duck and my favorite,huge beef or pork knuckle bones the sizeof my T-210 turbo. Brauhaus, inWittenberg, is one of the best.

Wiesbaden, Schmalkaken &Eisenach

The charming town of Wiesbaden, acity of cobblestone streets and 18th cen-tury buildings, was one of our stops. Iwas anxious for this visit because I want-ed to have a look at the historicWiesbaden airport.

In the spring of 1929 the Wiesbaden-Mainz airport was opened. Private andsport flying grew in popularity inWiesbaden through 1933 when the ThirdReich came into power. Soon thereafter,flight training was organized for futureLuftwaffe pilots. During WWII, the fieldwas a fighter and bomber base – as manyas 40 bombers took off every three hours.Wiesbaden was the target of numerousallied bombing missions and at one timeas many as 76 bomb craters were count-ed on the runway. To this day unexplod-ed ordnance from those bombing raids isoccasionally found during constructionprojects close to the airfield.

In late March 1945 FliegerhorstWiesbaden was abandoned by the

Luftwaffe and occupied by advancingAmerican soldiers. U.S. troops remainedon Fliegerhorst Wiesbaden after the war,and in September 1947, the U.S. ArmyAir Corps became a separate service – theU.S. Air Force. At that time in 1948,Fliegerhorst Wiesbaden was designatedWiesbaden Air Base and was the home ofHeadquarters U.S. Air Force in Europe.

During the Berlin Airlift of 1949,airmen from Wiesbaden distinguishedthemselves in support of “OperationVittles.” C54s and C84 “Flying Boxcars”of the 60th Troop Carrier Group flewmissions daily from Wiesbaden toTempelhof Airport in the beleagueredcity of Berlin. During one day’s opera-tions more than 80 tons of food and sup-plies were airlifted from Wiesbaden AirBase. The streets on Wiesbaden ArmyAirfield are named after servicemen thatgave their lives during the Berlin Airlift.

Today, USAG Wiesbaden hosts anumber of military units and serviceorganizations, including 5th SignalCommand, the Headquarters of the VCorps, the 66th Military Intelligence

Flying With FaberContinued from Page 29

Schmalkaken in the evening. (©Tourist-Information Schmalkalden)


Lutherstadt Wittenberg Church at Night.(Copyright Wittenberg Kulture e.V)

Christmas in Wittenberg.(Copyright Wittenburg Kulture e.V.)


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On Sunday at AirVenture, Van’sAircraft’s Chief Engineer, KenKrueger, was dropping helpful

hints about a new RV-14. Carbon fiber,twin engine, amphibious, vertical takeoffand landing – and aerobatic! You get theidea… Van himself mentioned an RV-14,but gave no details, and for all I knew hewas pulling my leg, too. But then onMonday, there was the RV-14 prototype.

The superficial description is that it isa two-seat RV-10, with slightly smallerdimensions. In a sense that’s true, but thestart of the RV-14 was with people whowere building RV-7s and putting in tons ofjunk so that they were overweight, aswere the pilots, frequently. Krueger saidthat some of those were so overweight asto be miniature F-104s, a nice exaggera-tion. So in one sense, the RV-14 is a gad-geteer’s version of the RV-7, able to carrymore weight, and with more room.

But the most interesting part of theRV-14 is construction details. The goal ofthe -14 was to build on everything Van’shas leaned in building kits over the lastfour decades, and they’ve learned a lot.The -14 shares components with otherRVs, but it also has new features.

What’s shared? The wings have thesame chord and airfoil as the RV-10, butare structurally different – no surprise.The ailerons are identical to RV-10ailerons, and the flaps are like shortenedversions of the RV-10 flaps. The fuselageis all-new, but aft of the baggage bulk-head, it has the same external dimensionsas the RV-9/A –more on that later. The tailsurfaces are comparable to RV-9/10 tailsurfaces, but there is only one trim tab.

There are lots of new details in thestructure. The holes are pre-punched to#30 and #40, so you no longer have todrill them out before dimpling them. Thelongerons are sheet metal instead ofextruded, so they come pre-punched anddon’t have to be bent in a vice with ahammer. Look for the -14’s tail cone tomigrate to the -9. The landing gear is flatleaf and stouter than other RVs becauseas RVs have become more popular, pilots

with – ahem – lessfinesse are landingthem harder than theoriginal target mar-ket. The landingattaches to the fuse-lage, not the wingspar, and the wing attach is outside thefuselage, not inside.

Under the fuselage is a four-into-oneexhaust system for the preferred LycomingO-390 engine. On the prototype, the induc-tion air intake is in the left cooling air inletinstead of under the chin. That costs a half-inch of manifold pressure but looks oh somuch cooler.

But wait, there’s more! Building onthe experience of the E-LSA RV-12,which comes with all the avionics and awiring harness, the RV-14 comes withwiring runs defined throughout the struc-ture, a wiring harness, and even withMolex connectors at all the right placesfor easy assembly and disassembly. Infact, the -14 will come with a wiring har-ness and a backplane with D-sub connec-tors so that avionics can be easily con-nected and changed. There will be“stock” avionics, including ADS-B. Andall the wiring will be open source so thatanybody can connect to it.

The -14 is aerobatic in the traditionalVan’s sense, meaning loops and rolls. Ithas been through a complete spin serieswith test pilot Len Fox, and although thereare no problems, the recovery takes moreturns than the FAA would like on a certifi-cated airplane, so the -14 will not beblessed for deliberate spins.

The -14 fuselage will not accommo-date a sliding canopy, so only a tilt-upwill be offered. However, they have goneto some lengths to make the canopymuch easier to install than on other RVs.

In terms of control feel and handling,the -14 is somewhere between the cruisers–the RV-9 and RV-10 – and the sporty RV-7. They’ll be fine tuning the -14’s controlharmonization before it is finalized, but itspeaks well of Van’s that they not onlywill do that work, but also can recognizethat it needs to be done.

The prototype RV-14 was beautiful-ly built and would probably win anaward for craftsmanship at Oshkosh,where the competition was ferocious.Editor’s note: awards had not beenannounced before In Flight’s press dead-line. Check back next month forAirVenture award winners.

Wing kits will probably be availablethis fall, with quick builds coming outafter the regular kits are finalized.

Ed Wischmeyer

Homebuilder’s Workshop

RV-14

Outside Van's booth early in the morn-ing, before the crowds arrived.

(Ed Wischmeyer)

Brigade, 421st Multifunctional MedicalBattalion, American Forces Network-Wiesbaden and several U.S. Air Forceunits.

Another interesting town inThuringia is Schmalkaken, the site of oneof Martin Luther’s homes. The town sus-

tained heavy Allied bombing duringWWII, the remnants of which are imper-ceptible today.

I am an ardent fan of the music ofJohann Sebastian Bach, so when theopportunity to visit his birthplace ofEisenach and wander through the BachHouse Museum arose, I could not resist.

Musical instruments of the period are ondisplay. Several times each day, residentmusicians play Baroque music on them.

Other cities, including Eisleben,Frankfurt and Wiemer should not beignored and will be the subject of a futurearticle.

The countryside between each city

is rich in greenery. We traveled overwinding roads through gorgeous forests,pristine rolling prairies and tiny villages.I hope this tranquility lasts for thousandsof years.


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Continued from Page 30Flying With Faber

A native of Los Angeles, Ride grad-uated from high school there in 1968 andenrolled at Stanford University. AtStanford, she earned four degrees,including a doctorate in physics in 1978.She also was an accomplished athletewho played varsity tennis at Stanfordafter being nationally ranked as a youth.

Ride received numerous honors andawards during the course of her career.Most notably, she was inducted into theNational Women’s Hall of Fame and theAstronaut Hall of Fame, and receivedthe Jefferson Award for Public Service,the von Braun Award, the LindberghEagle, and the NCAA’s TheodoreRoosevelt Award.


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The Board of Directors of the Sun ‘nFun Fly-In, has voted to consolidate alloperations and staff - including the FloridaAir Museum (FAM) - under the auspices ofSun ‘n Fun and its President and CEO, John“Lites” Leenhouts.

Previously, even though FAM was awholly-owned subsidiary of Sun ‘n Fun, itoperated as a separate 501(c)3 not-for-profitorganization under the direction of an inde-pendent Board of Directors. While FAMwill retain its 501(c)3 status for develop-ment and fundraising purposes, the day-to-day operations will be absorbed into the Sun‘n Fun organization.

The consolidation will incorporatesome reorganization of staff designed tominimize duplication of services andimprove the organization’s overall efficien-cy. The new structure eliminates the need fortwo Presidents within the organization.FAM President John Burton has announcedhe will be stepping down as part of the tran-sition process.

“We appreciate the contributions Johnhas made to both Sun ‘n Fun and the FloridaAir Museum over the past 13 years, especial-ly his leadership in the immediate aftermathof last year’s tornado and the remarkablerecovery that followed,” said Sun ‘n FunFly-In Board Chairman Bob Knight. “Wewish him continuing success in the future.”

Burton said he appreciates the opportu-nity to lead the two organizations over thepast 13 years and the relationships that wereestablished or enhanced during that time.

“I am truly grateful for the opportunityto have worked at Sun ‘n Fun and theFlorida Air Museum for the past 13 years asit was a time of tremendous growth, for both

organizations as well as for me,” Burtonsaid. “I am proud of everything we wereable to accomplish as a team during thattime, especially the mutually beneficial rela-tionships that were established with so manykey partners on the local, regional, state andnational levels.”

“I extend special thanks to BillEickhoff, who is the primary reason I cameto work at Sun ‘n Fun more than a decadeago and who served as Board Chairmanduring my 12 years at Sun ‘n Fun,” he con-tinued, “and to Pat Hill, under whose BoardChairmanship I served this past year atFAM.”

Burton said he hopes he and his familycan remain in the Lakeland area.

“I have initiated a job search whichincludes contacts within the national avia-tion industry but it is my strong desire to findmeaningful employment here in Lakelandor the surrounding area so that my wife,Kristin, my family and I can all remain con-tributing members of this wonderful com-munity we are proud to call our home.”

Burton was named Managing Directorat Sun ‘n Fun in July 1999, ExecutiveDirector in January 2000 and President/CEO in January 2001. He moved over to theFlorida Air Museum as President in July2011. Previously, he served as VicePresident Corporate Communications at theExperimental Aircraft Association (EAA) inOshkosh, Wis. He has also served as PublicRelations Director at Mercy Medical Centerin Oshkosh; Publications Editor atLawrence University in Appleton, Wis.; andhas worked with ABC Television Sports oncollege football broadcasts and theAmerican League baseball playoffs.

SUN ‘N FUN CONSOLIDATESORGANIZATIONS

The Aeronautical Repair StationAssociation (ARSA) submitted a writtenstatement to the U.S. SenateSubcommittee on Aviation Operations,Safety, & Security detailing the importantrole aviation maintenance services playin ensuring the competitiveness of theAmerican aerospace industry. The state-ment will be included in the officialrecord for the committee’s July 18 hear-ing, “The Global Competitiveness of theU.S. Aviation Industry: AddressingCompetition Issues to Maintain U.S.leadership in the Aerospace Market.”

ARSA’s statement details the substan-tial and positive economic impact aviationrepair stations have on the U.S. economy,highlights the important role BilateralAviation Safety Agreements (BASAs)play in ensuring competitiveness, and dis-cusses the negative impact the present banon new Federal Aviation Administration(FAA) foreign repair station certificates ishaving on U.S. companies.

As one of the United States’ leadingexports, aviation maintenance contributes$39.1 billion annually to the U.S. econo

ARSA URGES CONGRESS TOSUPPORT GROWTH OF AVIATION

MAINTENANCE INDUSTRY


This “interactive” issue of CALL-BACK, deals with two situations thatinvolve General Aviation Pilots’ encoun-ters with weather. In “The First Half ofthe Story” you will find report excerptsdescribing the situation up to the decisionpoint. It is up to the reader to determinethe possible courses of action and make adecision (preferably within the same timeframe that was available to the reporter).

The selected ASRS reports may notgive all the information you want and youmay not be experienced in the type of air-craft involved, but each incident shouldgive you a chance to exercise your avia-tion decision-making skills. In “The Restof the Story…” you will find the actionsactually taken by reporters in response toeach situation. Bear in mind that theirdecisions may not necessarily representthe best course of action. Our intent is tostimulate thought, discussion, and train-ing related to the type of incidents thatwere reported.

The First Half of the Story

Situation # 1: (PA-28 Pilot’s Report)• I had planned to make a VFR flight

with plenty of time to get to [my destina-

tion] before dark. I was told by the weath-er briefer that the entire route of flightwas showing unrestricted visibility. Ideparted…with full fuel…and about 20miles of visibility. [After I was airborne] Iheard a transmission from the Tower toanother aircraft cut out in mid-sentence.My radio (receiver) had just failed. About15 miles out, I attempted to contactApproach to see if I could get clearedthrough the Class C airspace instead ofgoing around. I did not hear a response.I set my DME equipment to the VOR andkept an arc distance of 12 DME, whichwould keep me out of their airspace andbring me right to [my destination].Approximately two miles out, the visibili-ty dropped to about six miles. I…setmyself up for a right base to Runway 24.At 600 feet AGL, the lights of the citybecame hazy and then the airplaneentered a dense bank of fog sweeping infrom the ocean. I entered the fog becausemy line of sight and visibility on theapproach looking down from 600 feetwas steeper than my actual line ofdescent, and I could not see the fogagainst the background of the ocean.Going right to the instruments and call-ing upon my recent instrument experi-

ence, I stopped my descent and climbedto 800 feet before starting a left 180-degree, standard-rate turn. I returned tovisual conditions about 15 seconds afterreversing course…. The visibility wasdeteriorating rapidly…. As I climbedabove 1,000 feet, I set a course back to[departure airport]. I noticed that densefog was obscuring the ground below meat an unimaginable rate. Within 10 min-utes I was going to be trapped on top.Then, right on cue, my GPS quit. Iattempted to contact Approach again tosee if they could provide me with theweather information at [departure air-port], and at [alternate airport] becauseif conditions were deteriorating as rapid-ly as they were here, it would be socked inIFR before I could get home. I did nothear the transmissions coming fromApproach, so with a marginal safety win-dow getting smaller and smaller, I toldmyself that…a diversion to [alternate air-port] was the best option. It was the clos-est airport, had the longest runwayaround, and had a VOR with DME. Otherthan the occasional hole just largeenough to glimpse a baseball field orparking lot through the intensifyingclouds below me, I had no ground refer-

ence to navigate by. The conditions above1,500 feet were VMC with about 10 milesof visibility.

What Would You Have Done?

Situation #2: (C172 Pilot’s Report)• I departed VFR…. The Cessna 172

contained full fuel (40 gallons usable)and one passenger. One fuel stop wasplanned. The calculated time enroute was2 hours 45 minutes. During climb out, ahand-off to Center was made and the ini-tial climb was to 11,500 feet. The climbwas continued to 13,500 feet to fly overthe scattered clouds and maintain VFR.Approximately one hour into the flight, Irealized that continuing on to my destina-tion VFR was not possible as the cloudtops were building faster than expectedand the clouds were broken to overcast.Initially a 180-degree turn to the westwas considered, but the cloud tops lookedto be building above my current altitude.The clouds below and to the north werenow broken and a VFR descent might bepossible. High clouds appeared to blockthe route to my alternate. I made the deci-sion to descend below the clouds andpossibly land at [another airport] to thewest since visual contact was made thereearlier during the flight out. Upondescending below the cloud layer, contin-uing VFR was not possible. I requestedlanding at [the alternate airport] with aninstrument approach and was advisedthat the ILS approach had greater than25 knots of tail wind and sky conditionswere 200 overcast.

What Would You Have Done?The Rest of the Story: The Reporter’s

Actions

Situation #1: (PA-28 Pilot’s Report)The Reporter’s Action:

• At 10 miles I started to give adviso-ry position reports in case they had otheroperations going on at the time. My nextposition report was at 7.2 miles and againI did not hear a response. At this time, I


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 manage-ment 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. Thesereports 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 anelectronic 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 read-ers 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.

WHAT WOULD YOU HAVE DONE?


Midway through AirVenture week, which ran July 23 through 29, it appeared that this would be one of the bestyears in recent history for arguably one of the biggest and brightest aviation events in the country. (In Flight USA meta press deadline before the week ended and will offer a complete overview of AirVenture in the September edition.)

EAA President/CEO Rod Hightower opened the annual event with a hearty welcome and a confident outlook:"Things are really shaping up beautifully this year," he said, noting that the convention grounds were in "the best shape in years. It looks like we're in for a great experience."

All the early indicators looked positive, with a three percent increase in advanced ticket sales, and aircraft parking filling up in the North 40, as well as Camp Scholler bythe first day of the event.

Member requests were attended to this year with the addition of a grass runway, the North 40 Cafe and camp store, and new family activities. The airshow also changed,with expanded variety and different type of acts than have been seen in the past. "You have all of the best of the world's finest air show performers here," Hightower said.

Exhibitors were well prepared to make announcements during the show, proving again this year that AirVenture is good for business. Below are several news-related itemsthat came out of AirVenture early on. (Visit our website at www.inflightusa.com and also the September edition for more news and information about and related to AirVenture,www.airventure.org) Meanwhile, if you couldn’t make it to Oshkosh this year, save the date for next year’s event July 29 – Aug. 4, 2013.

WITTMAN REGIONAL AIRPORT IN OSHKOSH, WISCONSINNEWS FROM AIRVENTURE 2012

Embraer participated in the 60thannual Experimental Aircraft Asso-ciation’s (EAA) AirVenture in Oshkosh,Wis. July 23-29, displaying the entry-level Phenom 100 and light Phenom 300,making a return appearance. Embraer’sA-29 Super Tucano light attack aircraftmade its Oshkosh debut.

Embraer held its annual press break-fast briefing on Wednesday, July 25 at7:45 a.m. at Booth 347 on the southwestcorner of the Phillips 66 Plaza. EmbraerExecutive Jets President Ernest Edwardsand President of Embraer North AmericaGary Spulak were in attendance andavailable for interviews.

“The annual EAA AirVenture eventis a great venue for connecting with ourcustomers and has contributed extensive-ly to our success with the Phenom 100and Phenom 300 executive jets whichmeet the needs of a wide range of opera-tions including corporate flight depart-ments, single-pilot operators, fractionalcompanies, universities and flight

schools alike,” said Bob Knebel, VicePresident Sales, North America, EmbraerExecutive Jets. “We are thrilled this yearto have our aircraft exhibited side by sidewith another highly successful Embraerproduct, the Super Tucano.”

“The Super Tucano is a versatile,combat proven platform, recognized asthe best counter-insurgency aircraft inoperation today,” said Mr. Spulak. “Itspresence at Oshkosh represents a greatopportunity for visitors to take a closerlook at the aircraft and its capabilities asa close air support aircraft.”

About the Phenom 100

Designed for high utilization, thePhenom 100 can accommodate up toeight occupants and has seven differentinterior color palettes designed in part-nership with BMW Group Design-worksUSA. Its range of 1,178 nauticalmiles (2,182 kilometers), includingNBAA IFR fuel reserves, means the air-

craft is capable of flying nonstop fromNew York to Miami; from Geneva toHelsinki; or from Sydney to Auckland.The jet has proven to be the fastest, withthe roomiest cabin and largest baggagecapacity in its class. In addition, it haslower mission costs than competitors,including turboprops. It has the latest incockpit design and a private aft lavatoryis one of its competitive features.

About the Phenom 300

The Phenom 300 comfortablyaccommodates up to 11 occupants in anexecutive seating layout and is one of thefastest aircraft in the light jet category,reaching 521 mph (839 km/h, or 453knots – KTAS). It is also equipped withmany features only available on larger jetsand designed for high utilization. It can flyat an altitude of up to 45,000 feet (13,716meters), and has a range of 1,971 nauticalmiles (3,650 km), including NBAA IFRfuel reserves, which means the aircraft is

capable of flying nonstop from New Yorkto Dallas or Houston to Los Angeles.

About the Super Tucano

The Super Tucano is an advancedtraining and light attack turboprop, cur-rently used by 10 clients around the world.In partnership with prime contractorSierra Nevada Corporation, Embraer isoffering the A-29 Super Tucano as a con-tender in the U.S. Air Force Light AirSupport (LAS) competition. After morethan eight years in action, the SuperTucano has gained an excellent perform-ance record: over 157,000 flight hours and23,000 combat hours, with no combatlosses. The aircraft is also certified formore than 130 munitions configurations.The Super Tucano is capable of perform-ing missions such as counter-insurgency,reconnaissance and ground troop support.At present, the Super Tucano has 182 firmorders and 163 aircraft delivered.

Follow us on Twitter: @EmbraerSA.

EMBRAER HIGHLIGHTS PHENOMS, SUPER TUCANO AT EAA AIR VENTURE

LISA Airplanes made an indelibleimpression on people’s mind for its firsttime at EAAAirVenture Oshkosh.

For its American premiere, LISAAirplanes presented its pre series AKOYAaircraft and opened the order book for theS-LSA version. At this occasion, theFrench company launched an exclusiveoffer, limited to the show duration.

For its first appearance on theAmerican grounds, LISA Airplaneshoped to make an impression. At theEAA AirVenture Oshkosh show heldfrom 23-29 July 2012 on Oshkosh’sWittman airport (Wisconsin), LISA

Airplanes presented its revolutionary air-craft: the AKOYA. There, the companyattributed the first delivery positions forS-LSA certified AKOYA to its Americanclientele. Scheduled for 2014, they willfollow the first European deliveries.

“AKOYA’s S-LSA certification nextyear enables us to open up our order bookto the United States. Up to now, we werefocused on developing the aircraft inorder to offer, from its first presentationon, very short delivery delays. Clientswho will book their aircraft during theshow will benefit from an exclusive offerwith multiple advantages especially

made for this occasion; and the firstclients will be able to schedule theirdelivery for 2014. This offer is to beunveiled on the first day of the show, onJuly 23rd.” explains Benoit Senellart,LISAAirplanes’ VP of Development.

On booth 446/457, visitors appreci-ated the progress of the programAKOYA. “We are happy to finally pres-ent our airplane to Americans and theoverall visitors of EAA AIrVentureOshkosh. This presentation is a majorstep in LISAAirplanes’development. Wealready have many positive feedbacksfrom America. No doubt that the presen-

tation of our pre series aircraft will emu-late people.” Vanessa Troillard is LISAAirplanes’ US Marketing Manager.

In fact, the aircraft exhibited is not aprototype. This aircraft took on boardLISA Airplanes’ team members and thefirst clients, before being shipped to theUnited States. From its pearly coating,the seats covered with leather integratedin a refined cockpit to the folding wings,all these features equip the series aircraftthat flew from Lake Bourget, the usualplayground of the AKOYA.

On Tuesday July 24th, during the

LISA AIRPLANES MAKES ITS DEBUT AT EAA AIRVENTURE OSHKOSH



airshow, LISAAirplanes held a press con-ference at 9:15 (room: EAA Press HQ).LISA Airplanes unveiled to the media theprogress of the program AKOYA, the nextsteps and the content of the “AKOYA-AirVenture” special offer.

LISAAirplanes - a French companywith international ambitions establishedin 2004 - creates, produces and distrib-

utes top of the range airplanes, productsand services that are centered on Man andhis mobility with the intention of creatinga new aviation which suggests a changein lifestyle. From this philosophy, a firstaircraft is born – The AKOYA.

The AKOYA is a two-seateramphibious airplane with a unique designand a wealth of features. From ground,water or snow, the AKOYA takes its pas-

sengers 1250 miles away (2000km)thanks to its impressive fuel efficiency of42MPG (5,6L/100km), and can reach thespeed of 135 knots (250km/h). After apleasant and quick flight, the AKOYAlands on a less than 650-feet field(200m), and fold its wings to be parked ina garage. To reach these performanceswith no compromises, LISA Airplaneshas designed an exclusive innovation in

the aviation field, which allows landingon multiple surfaces. The Multi-Accesstechnology is a unique combination oftwo hydrofoils, a retractable landing gearequipped with skis and folding wings.

The AKOYA is designed to fulfill theLSA (Light Sport Aircraft) regulation – thenew American standard that is to becomean international standard such as in Europewith the CS-LSA implementation.


LISA Airplanes Makes its Debut

Cessna Aircraft Company, a TextronInc. company, developed a unique intern-ship program this summer, which chal-lenged high-energy aviation studentsfrom around the country to see who couldgenerate the most awareness and hands-on experience for the innovative CessnaSkycatcher. The inaugural “CessnaDiscover Flying Challenge” commencedon June 23 at the Cessna Open House inIndependence, Kans., an event that com-memorated the company’s 85-yearanniversary. The internship drew to aclose at the annual Experimental AircraftAssociation’s AirVenture 2012 inOshkosh, Wis. The pilots departed fromCessna’s Independence facility in newSkycatchers with customized paintschemes that identify their participationin the program. During the program’srun, the pilots attended various fly-ins,airshows and visited Cessna Pilot

Centers. As part of their creative effortsto drive awareness and virtual engage-ment in their journey, they posted videoson the Cessna YouTube channel, andupdated Facebook and Twitter feeds doc-umenting their adventure as they flewfrom one destination to the next. “TheSkycatcher is such a unique and accessi-ble aircraft that we wanted to introduce itto the flying public in a manner thatreflected the same. We could have optedfor traditional advertising, but theSkycatcher is something that you justhave to experience – it is an awesome air-craft,” said Tracy Leopold, Cessna busi-ness leader for the Skycatcher. “Our pilotinterns had the unique ability to introducepeople to the product and take them ontraining flights to experience the aircraftfirsthand. We have found when peopleare exposed to flight in a Skycatcher,their interest in the product increases.”

Fans followed each pilot’s journeythrough the Cessna Discover FlyingChallenge website or through links on theCessna Facebook page. Followers alsotracked the pilot’s progress and could seethe schedule of appearances around thecountry.

Luke Patterson, a native of Liberal,Kans. and a graduate of Kansas StateUniversity – Salina, says the DiscoverFlying Challenge has reinforced his deci-sion to pursue aviation as a career. “Thisprogram has been incredible. I wouldhave never imagined I could learn somuch in a few short weeks. I have flownto great destinations, met so many peopleinspired by aviation and been inspiredmyself along the way.”

One of the pilot interns in the pro-gram is Zoe Cunningham – a senior atEmbry-Riddle Aeronautical University inDaytona, Fla., majoring in aeronautical

science with minors in air traffic controland applied meteorology. “I’ve had awonderful summer with Cessna and theother pilots in this program. Being able tofly the Skycatcher around the GreatLakes has just been a great privilege, andgiving orientation flights to flight instruc-tors and presenting the aircraft to othershas been rewarding. This has been a fan-tastic hands-on learning experience.”

Conor Dancy, a native of Leesburg,Va., and a senior at George MasonUniversity, says that this Cessna intern-ship has been one of the best experiencesof his life. “Cessna has given me theopportunity to fly to many new places,meet hundreds of new people, and intro-duce those people to a more cost-effec-tive way of flying in the Skycatcher. I’mtruly grateful that Cessna has developedthis program, and I believe it has been asuccess.”

INNOVATIVE CESSNA INTERNSHIP PROGRAM SHOWCASESSKYCATCHER CAPABILITY, DEVELOPS INTEREST IN GENERAL AVIATION

GA organization leaders stressed theimportance of working together to bringmore people into aviation.

EAA President/CEO Rod High-tower hosted his fellow GA organizationleaders at the Welcome Center for a dis-cussion about issues facing the industryon Wednesday.

Joining Hightower were CraigFuller, president/CEO, Aircraft Ownersand Pilots Association; Ed Bolen, presi-dent/CEO of National Business AviationAssociation; Pete Bunce, president/CEOof General Aviation ManufacturersAssociation, Matt Zuccaro, president ofHelicopter Association International; andHenry Ogrodzinski, president/CEO ofthe National Association of StateAviation Officials.

To open the session, moderated byEAA's Mac McClellan, Hightower stat-

ed, “Whatever type of flying you want toengage in is here on this stage.” Hestressed the importance of GA groupsworking together to bring more peopleinto aviation and to preserve the flightprivileges so that aviators are able toengage in “whatever type of flying-sportflying, business flying-we want to do.

“We have a tremendous passion forbringing people into aviation,” he added,citing the successful Young Eagles pro-gram for kids as well as the Eagle Flightsprogram launched a day earlier for adultswanting to pursue aviation.

“We believe one of the most impor-tant things we can do is to excite peopleabout aviation, inspire them to fly, inspirethem to build, inspire them to participate,give them something to do and activelyengage” in aviation.

Zuccaro described an ongoing issue

on which HAI has lobbied extensively-thepolitical forces that seek to wrest airspacecontrol from FAA authority. Examplesgiven were National Park Service restrict-ing airspace and the ongoing struggles toadvocate for where helicopters can oper-ate in the New York City area.

Fuller touched on the declining pilotpopulation, noting that 70 to 80 percentof student pilot starts fail to result in pilotcertificates.

It will take time (to turn around), buta shrinking constituency will affect usall,” Fuller said.

Bolen applauded GA organizationsjoining forces approach initiated byHightower shortly after becoming EAApresident in 2010. “We proved thatstronger together works,” he said, specif-ically referencing the grassroots move-ment from throughout GA that helped

overturn the DOT's attempt to preventoperators from blocking their aircraftmovements from being viewed on theInternet, formerly known as NBAA'sBARR program.

He also said that despite the manyturn-backs of user fees on GA operations,it will likely not go away since the govern-ment is in a fiscal crisis and all potentialsources of additional revenue will be pur-sued.

“Celebrate the success, but stay vig-ilant,” he told the audience.

Bunce said that the Part 23 rewritecurrently underway should greatlystreamline certification requirements foraircraft and components so that the pricediscrepancy between a new certified air-craft will not be so great as opposed toexperimentals. That is one reason the GA

STRONGER TOGETHER: GA CHIEFS DISCUSS COOPERATIVE EFFORTS


NEWS FROM AIRVENTURE 2012

The National General AviationAwards were presented at AirVenture onJuly 24 by acting FAA AdministratorMichael Huerta during a special ceremo-ny at Theater in the Woods.

The 2012 winners include MarvinHornbostel, of Junction City, Kansas,Aviation Maintenance Technician (AMT)of the Year; Rick Ochs, of Gahanna,Ohio, Avionics Technician of the Year;MCFI Hobart Tomlinson, of Huntington,Vermont, Certificated Flight Instructor(CFI) of the Year; and Jeanne Willerth, ofLee’s Summit, Missouri, FAA SafetyTeam Representative of the Year.

Recipients also received an all-expenses paid trip for two to Oshkosh toreceive their awards.

AMT of the Year Marvin Hornbostelhas been an A&P for more than a half-cen-tury and has been an IA for 40 years. He isalso an FAA Charles Taylor MasterMechanic.

After his discharge from the Army,where he received basic aviation mainte-nance training, he worked with a mainte-nance contractor at Fort Riley, Kansas,performing maintenance on Army air-craft. Thirty-two years later, he retired asthe shop supervisor.

Hornbostel and his son, Jon, ownand operate Raven Aero Service onJunction City’s Freeman Field (3JC) andspecialize in antique and classic aircraftrestoration. Hornbostel also serves on theJunction City Airport Aviation AdvisoryBoard and is president of EAA Chapter1364, “The Wing Nuts.” He representedthe Wichita FSDO area as well as theFAA’s Central Region.

Avionics Technician of the Year RickOchs owns and manages Spirit AvionicsLimited, an FAA-certified Part 145 repairstation at Port Columbus Airport (CMH)in Columbus, Ohio. He obtained his for-mal avionics training in the U.S. Navy andbegan his career on the flight deck of thecarrier USS Forrestal (CV-59) as anavionics troubleshooter. After his dis-charge, he received additional avionicseducation in the industry via a successionof positions at large and small companies.

In March 2000, he founded SpiritAvionics, which employs 10 people and

services military, federal, corporate, andprivate aircraft. In addition to serving onthe Aircraft Electronics Association(AEA) board of directors, Ochs is chair-man of the AEA’s Member BenefitsCommittee and is the FAA ambassadorfor the Columbus FSDO. He serves onNBAA’s Maintenance Committee andco-chairs the Advanced Training andEducation Subcommittee. He also serveson the board for the Youth AviationAdventure program.

CFI of the Year Hobie Tomlinsonworks at Heritage Aviation at BurlingtonInternational Airport (BTV), Vermont,and is an independent flight instructor. Afive-time Master Instructor, he was pre-sented with the FAA’s Wright BrothersMaster Pilot Award in 2010. He is also aCirrus (CSIP) certified instructor, hasserved as an FAA DPE since 1977, andhas more than 11,000 instructional hours.

Tomlinson has commercial, instru-ment, multiengine, and airline transportpilot certifications as well as flightinstructor ratings and several type ratings.He has amassed more than 35,000 totalflight hours.

Tomlinson became a CFI in 1965and has been an active CFI ever since. In1967, he joined Trans World Airlines andspent 33 years there as a flight engineer,pilot, and simulator instructor. Since2005, he’s been Heritage Aviation’sdirector of safety and a CitationCE560XL check airman. He is responsi-ble for creating and teaching safety man-agement systems curricula to all employ-ees. Tomlinson is also an EAA flightadvisor.

FAA Safety Team Representative ofthe Year Jeanne Willerth grew up inOmaha and learned to fly from her moth-er, who was an instructor and PowderPuff Derby air racer. Twice she broughtJeanne along as copilot in two AllWomen’s International Air Races, and in1998, Willerth brought her mother anddaughter on the 2,400-mile Air RaceClassic. Willerth has her instrument, sin-gle-, and multiengine commercial rat-ings, plus CFI, CFII, AGI, IGI, and MEI.She instructs at Air Associates, a CessnaPilot Center at Johnson County

Executive Airport (OJC) in Kansas City,as well as Lee’s Summit Airport (LXT),where she chairs the airport board.

Willerth presents aviation safetyseminars nationwide, is a volunteer FAAaviation safety counselor, and volunteerswith Angel Flight Central, Pilots ‘n Paws,Challenge Air, and the EAA Young

Eagles program. With more than 2,000hours instructing, Willerth teaches pri-mary, instrument, multiengine, andGarmin G1000 transition training. She’salso a mentor for late-in-life learners, spe-cializing in getting dormant pilots back inthe air successfully.

PILOT FRIENDLYSo what does “PILOT-Friendly” mean to you?

Pilot-friendly is a term

coined by ZD Publishing,

Inc some years ago to help

describe their manuals. It

means the manual is

friendly to the pilot: i.e.

easy to read, meaningful

and appropriate. The

pilot is normally faced

with decisions on how

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fleet averages 42 years old.Ogrodzinski, whose agency works on

behalf of state aviation authorities as wellas Guam and Puerto Rico, is predicting

deep cuts in airport infrastructure funding- about a half-billion dollars - in theupcoming budgeting cycle, making it achallenge to ensure safe, secure airports.

GA ChiefsContinued from Page 36

2012 AWARD WINNERS HONORED AT AIRVENTURE

Continued on


One of the biggest dangers for pilotstoday is taking their eyes off the skies toread their instrument panel. Now a newsolution from Milan, Italy-based PATAvionics is eliminating this hazard forpilots by allowing them to keep their eyeson the instrument panel and the sky at thesame time.

“Heads-up display technology wasoriginally developed by the militarybecause they realized it was a safer wayfor pilots to fly while making split seconddecisions,” said Marco Mille, ChiefTechnology Officer for PAT Avionics.“After three years of research and devel-opment, now that same technology is

finally available to make experimentaland light sport aircraft pilots safer.”

The new G-HULP heads-up orHUD display is the first product of itskind and it allows pilots to easily monitortheir airplane’s important information –such as air speed, altitude and course dataprojected on a transparent glass displayright in front of their eyes.

“No longer do pilots have to taketheir eyes off the sky to check out theircritical flight information,” said Mille.“Our solution should make flying mucheasier to learn and safer for recreationalpilots.”

The G-HULP HUD laser projectorsystem is designed for experimental air-craft, light sport aircraft and gliders. Itcomes in two versions: G-HULP StandAlone and G-HULP for Dynon SkyView.“It is affordable, lightweight, energy effi-cient and is very easy to use,” Mille said.

“Plus it is fully customizable to meet theneeds of any level of pilot – from begin-ner to the very skilled flier.”

The G-HULP HUD product willdebut in the United States at EAA’sAirVenture 2012 in Oshkosh, WI.

For more information about G-HULP, visit www.patavionics.com.


ONE MAN HAS THE POWER . . .

Eddie Andreini

Airshows

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“Eddie flies the Stearman like no other Stearman pilot out there. He’s Extreme.” Wayne Handley, Pilot, Winner, Art Scholl Award for Showmanship

Explosive Maneuvers in the Commanding Yak-9 “Barbarossa”

Look What’s Coming Soon

Support and sponsorship for the GAAwards program is provided by Women inAviation International (WAI), The Societyof Aviation and Flight Educators (SAFE),the Professional Aviation MaintenanceAssociation (PAMA), the Ninety-NinesInternational (The 99s), the NationalBusiness Aviation Association (NBAA),the National Association of State AviationOfficials (NASAO), the National AirTransportation Association (NATA), theGeneral Aviation ManufacturersAssociation (GAMA), the Federal

Aviation Administration (FAA), theExperimental Aircraft Association (EAA),the Aircraft Maintenance TechnologySociety (AMT Society), the AircraftOwners and Pilots Association (AOPA),and the Aeronautical Repair StationAssociation (ARSA).

Additional support is being provid-ed by Advocates for Aviation SafetyFoundation (AASF), AeronauticalProficiency Training LLC (AVTrain),Master Instructors LLC (MI LLC),National Aviation Safety Foundation(NASF), and Rich Stowell Consulting

Continued from Page 2012 Award Winners

HEADS-UP DISPLAY SYSTEM MAKES FLYING EASIER AND SAFER FOR PILOTS

The new G-HULP HUD should make asignificant difference on a pilot’s situa-tional awareness level.

Pratt & Whitney Canada's PW610Fengine has been selected by EclipseAerospace to power the next-generationEclipse 550 twin-engine business jet. ThePW610F has proven itself on the 261Eclipse 500 aircraft currently in servicewith exceptional performance, efficiency,and reliability.

"This agreement expands our rela-tionship with Eclipse Aerospace as wework together to bring this next genera-tion very light business jet to market,"said David Van der Wee, Vice President,Business and General Aviation, P&WC."With the PW610 engine, operators getdemonstrated performance and efficiencywith the dependability that is the hall-mark of Pratt & Whitney Canada."

The PW610F engine - one of threeengine models in the PW600 family - hasan outstanding in-service record of excel-lent performance, safety, operating eco-nomics and high dispatch reliability. Thereare approximately 2,000 PW600 enginesin service with more than one million fly-ing hours across three platforms.

"We stand behind our products withproactive, flexible customer service andaftermarket solutions to keep our cus-tomers flying and eliminate downtime,"added Van der Wee. "With our compre-hensive support capability, we are avail-able around the clock and around theworld with flexible service solutions tosupport our customers."

PRATT & WHITNEY CANADA'S PW610ENGINE TO POWER NEW ECLIPSE 550




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By Ed Wischmeyer

Unlike Sloshkosh of two yearsago, 2012’s AirVenture wasnoted by high temperatures,

which fortunately eased off a bit towardsthe end of the week.

What else was hot? The RV-14which, loosely speaking, is a two-seatRV-10, except with Van’s traditional gen-tleman’s aerobatics – more on that inHomebuilders Workshop on page 31.

Another hot new plane, at least inmy mind, is the Aerochia LT-1, a single-seat, low-wing, tricycle gear carbon fiberairplane powered by the 60 horsepowerHKS 700e four-stroke, two-cylinderengine. The LT-1 is tiny, and perform-ance and handling is still being sortedout. I got to sit in it, and it is roomy. I’mtoo tall in the torso for a vertical seatingposition, but there’s plenty of room for asemi-recumbent seating position.

Meanwhile, down in the ultralightarea, Just Aircraft has a two-seat, side-by-side high-wing taildragger with really talllanding gear with long-stroke oleo struts,fat tires and a Rotax 912s up front. Plusleading edge slats, so its takeoff and land-ing is amazing. The tall gear and big tireswould make it impractical for everydayuse on paved runways, I suspect, espe-cially with a crosswind. But it’s reallycool.

The iPad is the pilot accessory ofchoice with numerous vendors supplyinghardware, software and services so thatyour iPad can show all the weather that ison ADS-B for free (same as premiumXM weather), traffic around you, aircraft

flight instrumentation including syntheticvision, moving maps and taxi charts, andof course, all kinds of books, videos,games, you name it. The only dishearten-ing note is sunlight readability – the iPadscreen just isn’t bright enough. And youalso need someplace to mount it in thecockpit.

This was the year of the Piper Cub,with 160 or 180 or so on the field. Oneannouncer said that this might have beenthe largest gathering of Cubs ever, but I’dnot buy into that statement without read-ing through a whole lot of post-war fly-ing magazines.

Some of the most photogenic planeswere in the antiques section, and theirnumbers seemed down a tad. Some of theplanes that have been beautiful for solong are starting to fade. Along thoselines, any number of the genuine oldtimers are aging. Ron Scott, for example,has run the communications volunteersfor 52 years, and this was his last year.Jerry of the one-man band had a sign outthat this may have been his last year, andalthough his music is schmaltzy, it is verywell played. In the announcer’s booth,Roscoe was no longer able to attend andnew voices had taken his place.Meanwhile, EAA had hired a lot of newstaff members who did new things innew ways.

The best part of EAA is, of course,the people. Some have aged out, and anumber of EAA staff have moved on, butthere was still a core of passionate, dedi-cated aviation people there. It’s always atreat to spend time with those folks.

WHAT WAS HOT AT OSHKOSHAIRVENTURE 2012?

Pratt & Whitney PW610

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thought that the error might be on my endand, in such close proximity to a largeairport, I decided the best course ofaction was to try them on 121.50. I statedmy position and heading again and thatmy intentions were to overfly the field andsee if I could locate the runway throughone of the last remaining holes in thesolidifying layer while I circled. I alsocould not hear the controller’s attempts tocommunicate with me on that frequency.In a final attempt to communicate withthe approach controllers and advise themof the urgency of the situation, I selected7700 on my transponder. At about onemile DME, I asked them to turn the lightsup as high as they would go so I wouldhave a better chance of seeing themthrough the cloud deck. As I watched theDME come within .2 miles and my VORindicator switch from TO to FROM, Iknew I was right over the field. I told mypassenger to look out the window for run-way lights…. She spotted therunway…and I made a turn to the left. Ientered a left base and…my once clearview of the runway lights began to disap-pear right in front of me. At 400 feet AGLthere was nothing more than a dim glowsurrounding each light. Finally, passingthrough 300 feet, I broke out…and hadabout 3,000 feet of runway remaining. Wehad an uneventful landing. When we gotout of the plane, all the holes in the skywere gone. Since I could not communi-cate, I erred on the side of caution anddecided the best thing to do was to get theairplane on the ground considering therapidly deteriorating conditions. Theonly thing going through my mind wasI’ve been to quite a few aviation safetyFAAST (FAA Safety Team) seminars andhave heard of so many fatal accidents inwhich pilots had multiple opportunities toget the airplane on the ground and chose

to continue on or try the same approachthat didn’t work the last three timesbecause they didn’t want to cause a com-motion or get in trouble. Had the hand-held radio in my flight bag been charged,Approach could have warned me as to thestrong possibility of [destination airport]being IFR by the time I got there. A GPScan do many things, but a controller willalways be there to provide vectors, fre-quencies, weather information, ceilings,and terrain clearance altitudes. Yourradio can be your only lifeline in somesituations.

Situation #2: (C172 Pilot’s Report)The Reporter’s Action:

• I declared an emergency uponclimbing to the IFR MSA of 9,000 feetsince I expected severe icing, andrequested vectors for the ILS approachinto [the alternate airport]. At 8,000 feetMSL and entering IMC, the ice accumu-lation was rapid. The Localizer Approachwas flown and a missed approach wasmade. Upon climb out, the missedapproach procedure could not be flowndue to degraded aircraft performance. Isaw the ground visually and turned backto the airport while staying clear ofclouds. The airport was sighted and Ilanded without further incident. Lookingback, I should have never made the deci-sion to descend since I was in VMC,maintaining VFR. Instead I should haveconsulted with ATC/FSS and made amore informed decision with updatedweather. Once I realized that continuingon VFR was not possible due to weatherbuilding faster than I had expected, Icould have also opened an IFR flight planto continue onto my destination or divert-ed south where weather was predicted tobe better. I did not want to fly into IMCsince I suspected icing in the clouds.

Safe LandingsContinued from Page 34

The House Transportation Sub-committee, chaired by Chairman MikeRogers (R-AL), on July 18 held a hearingabout how to improve the effectivenessand efficiency of the Alien Flight StudentProgram. Jens Hennig, Vice President ofOperations, testified on behalf of theGeneral Aviation ManufacturersAssociation (GAMA).

The hearing focused on the securityrequirements established after September11, 2001 for foreign nationals obtainingflight training for FAA pilot certificates.GAMA specifically discussed policychanges developed jointly between indus-try and the Transportation SecurityAdministration (TSA) during the past fewyears and a GAMApetition filed in 2011 to

restructure the alien flight student program.GAMA also provided the association's per-spectives on the recommendations releasedby the Government Accountability Officeto reform the program.

“GAMA believes the restructuringof the program will provide a more effec-tive vetting of foreign nationals seekingflight training while increasing the effi-

ciency of the program,” said JensHennig, GAMA’s Vice President ofOperations. “We look forward to work-ing with TSA to adopt and implementthese changes.”

GAMA's written comments can beaccessed at: www.gama.aero/node/11513

GAMA TESTIFIES BEFORE HOUSE SUBCOMMITTEE ON TRANSPORTATIONSECURITY ABOUT ENHANCEMENTS TO ALIEN FLIGHT STUDENT PROGRAM


TELL US WHAT YOU WANT AND WE’LL DO MORE!925-691-9676 • FAX 925-691-9841

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“Our hand-crafted and custom interiors surround you with the look and smell of a new airplane.”

AIRCRAFT INTERIORS BY: BUCHANAN AVIATIONWith more than 25 years experience, BuchananAviation Services can help you design the perfect new interior tailored to your taste and aircraft. From personal jets to Oshkoshand Sun N’ Fun award-winning restor-ations. We offer the finest in vinyl, cloths and leather.

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The Board of Directors of the Sun ‘nFun Fly-In, has voted to consolidate alloperations and staff - including theFlorida Air Museum (FAM) - under theauspices of Sun ‘n Fun and its Presidentand CEO, John “Lites” Leenhouts.

Previously, even though FAM was awholly-owned subsidiary of Sun ‘n Fun, itoperated as a separate 501(c)3 not-for-profit organization under the direction ofan independent Board of Directors. WhileFAM will retain its 501(c)3 status fordevelopment and fundraising purposes,the day-to-day operations will beabsorbed into the Sun ‘n Fun organization.

The consolidation will incorporatesome reorganization of staff designed tominimize duplication of services andimprove the organization’s overall effi-ciency. The new structure eliminates theneed for two Presidents within the organ-

ization. FAM President John Burton hasannounced he will be stepping down aspart of the transition process.

“We appreciate the contributionsJohn has made to both Sun ‘n Fun and theFlorida Air Museum over the past 13years, especially his leadership in theimmediate aftermath of last year’s torna-do and the remarkable recovery that fol-lowed,” said Sun ‘n Fun Fly-In BoardChairman Bob Knight. “We wish himcontinuing success in the future.”

Burton said he appreciates theopportunity to lead the two organizationsover the past 13 years and the relation-ships that were established or enhancedduring that time.

“I am truly grateful for the opportu-nity to have worked at Sun ‘n Fun and theFlorida Air Museum for the past 13 yearsas it was a time of tremendous growth,

for both organizations as well as for me,”Burton said. “I am proud of everythingwe were able to accomplish as a teamduring that time, especially the mutuallybeneficial relationships that were estab-lished with so many key partners on thelocal, regional, state and national levels.”

“I extend special thanks to BillEickhoff, who is the primary reason Icame to work at Sun ‘n Fun more than adecade ago and who served as BoardChairman during my 12 years at Sun ‘nFun,” he continued, “and to Pat Hill,under whose Board Chairmanship Iserved this past year at FAM.”

Burton said he hopes he and his fam-ily can remain in the Lakeland area.

“I have initiated a job search whichincludes contacts within the national avi-ation industry but it is my strong desire tofind meaningful employment here in

Lakeland or the surrounding area so thatmy wife, Kristin, my family and I can allremain contributing members of thiswonderful community we are proud tocall our home.”

Burton was named ManagingDirector at Sun ‘n Fun in July 1999,Executive Director in January 2000 andPresident/CEO in January 2001. Hemoved over to the Florida Air Museum asPresident in July 2011. Previously, heserved as Vice President CorporateCommunications at the ExperimentalAircraft Association (EAA) in Oshkosh,Wis. He has also served as PublicRelations Director at Mercy MedicalCenter in Oshkosh; Publications Editor atLawrence University in Appleton, Wis.;and has worked with ABC TelevisionSports on college football broadcasts andthe American League baseball playoffs.

SUN ‘N FUN CONSOLIDATES ORGANIZATIONS

Magnaghi Aeronautica, the newowner/manufacturer of the Sky Arrowseries of light aircraft, introduced twonew models during EAA AirVentureOshkosh 2012.

The Sky Arrow is an all-composite,

high-wing tandem aircraft powered by aRotax 912S engine in a pusher configura-tion. It was first introduced in 1993 byMeteor S.p.A., which fell into bankrupt-cy in 2008. Magnaghi Aeronauticaacquired the manufacturing rights and

assets to the Sky Arrow in early 2012.The Sky Arrow was created as a

low-cost, high-visibility aerial work plat-form, designed and used for patrol, lawenforcement, environmental research,and electronic news gathering. Magnaghi

Aeronautica will announce updates to theSky Arrow design as part of the two newmodels being introduced.

For more information about the SkyArrow, visit www.skyarrow.it, orwww.magnaghiaeronautica.it

MAGNAGHI AERONAUTICA TO INTRODUCE TWO NEW SKYARROW MODELS

1978 SENECA II 1700 SMOH, full de-ice, Garmin420, 4400 TT. $79,500.

1978 SENECA II, Narco, Cent. III AP, 12 SMOHL/R, new glass new P&I & annual. $139,500 OBO.

1961 Nice AZTEC, here and ready to go.Goodtrainer/time builder. $39,500.

1973 TURBO AZTEC, 1150 SMOH, fresh annual,MX20, Garmin 430 SL3, STEC 55, AP, $84,500

1967 680V TURBINE COMMANCDER $149,500.Will finance.

1977 LEAR 24, 2500 hrs to TBO, all recordsRVSM, LR fuel, Part 135 air ambulance.

FOUGA MAGISTER, nice, custom Blue Angelspaint job, mid time engine. Show ready $39,500OBO. Will trade.

Look us up at www.chinoaircraft.com E-mail [email protected]

SHORT TERM INVESTMENT OPPORTUNITY. HIGHINTEREST SECURED BY CLEAR TITLED AIRCRAFT.

SPECIAL FINANCING – big down/minimum cred-it on learn to fly aircraft. 150s & 172s available.

Low cost Twins for rent & training. Seneca,C310, C340, C421 with safety pilot. Cherokee160 IFR trainer dual KX155 with simulator les-sons. Build complex/high performance time in aCessna 210.

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1980 BE77 Beech Skipper, 1130 SMOH, excellentradios. $28,500.

1961 F33 DEBONAIR, 260 HP, 104 gal.,D’Shannon mods. Slope W/S, new paint,$52,500.

1969 C150, square tail, 358 SMOH, $16,950.

1981 152, 1150 SMOH, new paitn & interior.New annual. $29,500.

1977 C172, 1450 SMOH, late paint, IFR. $37,500.

1977 172N, 676 SMOH, new P&I, IFR. $47,500will finance.

1977 C172, 180HP , IFR, 700 SMOH, $57,500.

1978 C172N, 5320 TT, 3 SMOH, IFR, P-modengine, will finance, trades OK. $49,500

1979 C172N, 8270 TT, 0 SMOH, $56,000. NewPaint. New annual, low down, will finance.

1981 C172P, 1000 SMOH, new paint, IFR.$52,500

1961 C175, 700 SMOH, new annual, $34,500.

2002 CIRRUS SR22, 500 SNEW, dual Garmin430, EMAX, CMAX, Dual EX5000. $165,000

1979 TOMAHAWK, in license $17,500 OBO.

1979 TOMAHAWK, 1310 SMOH, low price, offer.

1961 COMANCHE 180, 0 SMOH,IFR, AP, $54,500.

1975 WARRIOR,680 SMOH, IFR, $37,500.

1979 WARRIOR, 161, 800 SMOH, new paint.$39,500.

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

1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.

1961 COMANCHE 250/260, fueld injected, 1310SMOH, 4400 TT, no AD on propeller, tail SB com-plied with, NDH. $49,500 must sell!

1962 FORTUNE 500 G-18 hi-cabin tail dragger,350/350 SMOH, new int., Custom paint. KingIFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.

1976 BEECH DUKE, low time, new P&I, Garmin530/430, STEC AP, loaded. $189,500.

1968 CESSNA 310N, 100 hrs. Colemill conver-sion. Best offer/trade.

1973 C340, 950 SMOH recent P&I, Air/boots. 800SMOH, RAM II engines, Low down, $149,500.

1969 C401, STEC55 AP, new leather, call fordetails. Low engines. $129,500.

1977 C402, 700/700 SMOH, spar mod done IFR.

1968 C421, 350/350 SMOH, available new annu-al. $99,500.

1973 C421B, 125/125, new annual, good boots,new fuel cells, mid time engines, rec. leather,vortex generators, air, King Silver Crown, HSI,ice, AP. Lease 1 yr min w/pilot. 179,500 sale.

1974 C421B, 300/1100 SMOH, loaded. $165,000.

1967 TWIN COMANCHE, 300 SMOH, 69,500.

WE RENT TWINS CHEAP!

1956 CESSNA 310 - $80/hr.

1960 CESSNA 310 - $100/hr.

CESSNA 340 - $250/dry

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At Chino Airport


By Alan Smith

Ever since the industrial revolutionwe have found ways to race everymachine of motion that we have

built. We raced steam locomotives on themain line, and steamboats on the nation’srivers. We raced bicycles, scooters, iceskates and roller skates. We race anythingthat can move. It wouldn’t be surprising ifwe raced elevators in new office towers.

Yes, the human is a very competitiveanimal. It was natural that, a little lessthan six years after Ohio bicycle buildersWilbur and Orville Wright made theworld’s first powered airplane flight onDec. 17, 1903, that competition betweenpioneer pilots and their aircraft wouldbegin, and begin it did in France inAugust 1909.

Newspapers and their publishersalso had a lot to do with spurring compe-tition in the infant aviation world. TheLondon Daily Mail offered a prize to thefirst aviator to cross the English Channel.It was won by Frenchman Louis Bleriotwho flew his little monoplane across theChannel from England to France at dawnon July 25, 1909. He landed on soft

ground and nosed over with light damageto the airplane, but he made it. It’s amus-ing that his prime competitor, HubertLatham and his crew with a gracefulFrench Antoinette monoplane, oversleptthat morning and missed the daybreaktakeoff time.

Bleriot’s channel-crossing feat setEurope ablaze with excitement. The cityof Reims, along with winemakers in thechampagne region of France decided tohold a week-long air meet with prizes tobe won in various contests such as dis-tance flying, the highest altitude gained,and the highest speed around a coursemarked off with tall towers. The site cho-sen for the meet was the Betheny Plainoutside the city.

One must understand that pioneerslike the Wrights, Glenn Curtiss, LouisBleriot and others were dealing with acompletely new concept with no one’sprior experience to rely upon: they weregiving birth to the powered airplane andcreating the new world of aviation. Theywere simultaneously teaching themselvesto fly, and deciding what to fly. And theywere doing it without much existing tech-nology to help them. Doing this required

a mix of courage, creativity, and ingenu-ity. The Wrights had begun with gliders,but to achieve a takeoff under power, toclimb to altitude and be able to turn in thesky were quantum leaps forward. Onecould only learn so much from watchingsoaring birds. The best way to test theirongoing experiments was to invoke thehuman competitive spirit and challengeeach other.

James Gordon Bennett, the publish-er of the New York Herald and the ParisHerald, had long offered trophies andprizes for yacht racing. Bennett wasquick to jump on the new aviation band-wagon and offered a trophy and prizemoney for speed events at the world’sfirst aviation competition.

The Wrights’ 1903 success at KittyHawk N.C. in America sparked interestin the airplane on both sides of theAtlantic. The French went at it withenthusiasm with airplanes built byFarman, Bleriot, Antoinette and Voisin,and also built a few copies of theWrights’ design.

In America, Glenn Curtiss joined theWrights in pioneering aircraft design.Deciding to compete at Reims, Curtiss

hastily modified his own first design, apusher biplane called the June Bug. Heset out to reduce weight and increasepower to provide higher speed, andrenamed it the Reims Racer. Withouttime to test fly the result, Curtiss loadedup and headed across the Atlantic toReims determined to make a good show-ing in the speed contests. It was the prizemoney offered by Bennett that Curtisswas after. Despite the presence of severalcopies of their design at Reims, theWrights decided not to enter the world’sfirst aviation competition. Wilbur Wright,with their Wright Flyer, had been inFrance for several months in 1908 andhad flown many demo flights, includingseveral of long duration. The Wrightswere aware of French designs by peoplelike Bleriot and Antoinette and perhapsdid not wish to risk the embarrassment ofdefeat in direct competition.

The meet was scheduled for August22-29 and was attended by the highestranking members of European society allthe way up to royalty. There were manyaircraft there with many pilots and thecrowds were fascinated with their first

WHY, HOW AND WHEN THE SPORT OF AIR RACING WAS BORN


UAV Navigation, a leading vendorof flight control avionics and motion pro-cessing solutions, has announced itssponsorship of a plane in Reno’s NationalChampionship Air Races and Air Showin September 2012.

Guillermo Parodi, UAV Navigation’sCEO and co-founder, will fly the aircraftas a pilot. His plane nº36, dubbed N-A-Rush, is a Cassutt Special III, a single-seatracing jet designed in the United States in1951 by ex-TWA captain Tom Cassutt.

Guillermo commented, “I appreciatethe first-hand experience of flight-testingthe company’s avionics equipmentmyself. It is a direct way of understandingthe needs of the ultimate consumer and afertile ground for breeding new ideas.”

UAV Navigation has extensiveexperience in motor sports events. It hassupplied the telemetry used in the RedBull air shows and the camera stabiliza-tion for Moto GP. These extreme envi-ronments provide a highly visible andchallenging training ground for the com-pany’s equipment. Prototypes and ideascan be tested in a real and demanding

environment and later translated intofinal products in general aviation,unmanned systems and UAV Naviga-tion’s core markets.

The plane that UAV sponsors partic-ipates in the Formula One Class at theReno Air Races. Formula One aircraft areall powered by a Continental O-200engine. The fastest Formula One aircrafthas reached almost 250 mph on the 3.12-mile race course in Reno. Many FormulaOne aircraft are built by the pilots thatrace them and are a relatively inexpen-sive way to enjoy the excitement and sat-isfaction of air racing.

Founded in 2004, UAV Navigation isan ISO9001-certified privately ownedcompany that specializes in the design offlight control systems and motion proces-sors and has offices in Spain, the U.S. andIsrael. Its high performance navigation andautopilot solutions are used by many Tier1aerospace companies in a wide range ofUnmanned Aerial Systems (UAS) such ashigh-performance tactical unmannedplanes, targets, mini UAVs, helicoptersand quadcopters aerial vehicles. The cor-

nerstone of the company’s success is itstechnology for navigation, motion pro-cessing algorithms and deep integration. Amultinational team of experts with back-

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UAV NAVIGATION ANNOUNCES ITS SPONSORSHIP OF RENO RACE PLANECompany to Apply its Rich Experience in the National Championship Air Races and Air Show

John Zayac, pilot of the McDonaldRacer #37, will compete for first place inthe T-6 Gold Class, at the 49th AnnualNational Championship Air Races. Theraces will be Sept. 12-16, 2012 in Reno,Nev.

John Zayac, competes annually inthe National Championship Air Races.He has been flying in the races for thepast 12 years and is one of the top T-6race pilots in the world. Zayac took sec-ond place in the T-6 Gold Class in 2010.Unfortunately, due to the tragic P-51accident during an Unlimited Gold Classrace in 2011, the National ChampionshipAir Races were cancelled.

The McDonald Racer #37 crew iscomprised of a multitude of individualsthat all have the same goal of winning theNational Championship Air Races. Thepassion and determination of the crewkeeps the team moving towards that fin-ish line. Their 2012 goals include:Increase children’s interest in aviation,setting a new T-6 speed record, and plac-ing first in the T-6 Gold Class. To learnmore about the pilot and crew, visit:T6RaceTeam.com.

“The crew and I have been workingyear-round on the aircraft and we can’twait to get our chance at first place in theT-6 Gold Class [this year]. Overall, we’re

just looking forward to a safe, excitingyear of racing,” said Zayac.

Since 2000, the McDonald Air RaceTeam has competed annually in theNational Air Race Championships. Theyhave steadily moved up through the raceclasses and currently compete in the T6Gold Class. The crew is composed ofexpert mechanics, skilled pilots, racestrategy engineers, photographers andbusiness professionals, among others.For more information, visit: www.T6RaceTeam.com.

In September 2012, the NationalChampionship Air Races and Air Showwill return for its 49th year with six class-

es of racing aircraft and a first-class airshow exhibiting some of the world’s toppilots and aerobatic performers.Recognized as the “World’s Fastest MotorSport,” the annual event regularly attracts250,000 to 300,000 attendees. For moreinformation, visit: www.AirRace.org.

JOHN ZAYAK TO COMPETE IN THE T-6 GOLD CLASSAT THE RENO AIR RACES

view of airplanes and of the new world ofaviation. Fascinated as they were, even aheavy rain on the first day failed to dis-courage them.

The last day was for the speed timetrials and the Gordon Bennett trophy.There were five main contenders,Frenchmen Bleriot and Lefebrve, HubertLatham of England, George Cockburn ofScotland, and the American, GlennCurtiss. Bleriot was looking good with

his new monoplane. He was very fast onthe straights, but Curtiss outperformedhim in the turns. The result was Curtiss’victory by 5.8 seconds at a speed of morethan 45 mph. In 1909, that was fast.Cockburn failed to finish, hitting ahaystack on his first lap and Latham waswell back in the times. Curtiss won theBennett trophy for the two-lap contestand the French prix de vitesse in thethree-lap event. Curtiss used the $5,000

The Sport of Air RacingContinued from Page 42



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in prize money to set up his own aircraftmanufacturing operation in America.

There were five more GordonBennett trophy “races.” Glenn Curtiss’victory at Reims brought the second con-test to the U.S. It was held at Belmont Parkon Long Island, N.Y. and won by anEnglishman, Claude Graham-White. Thecontest moved to England for the thirdBennett trophy event. The winner therewas the American Charles Waymann in aFrench Nieuport with a speed of 78.11mph. Then World War One stopped allinternational sports. After the war, theFrench retired the Bennett trophy by win-ning the fourth, fifth and sixth contests.The last winner in 1920 was Sadi Lecointein a postwar designed Nieuport 29 at168.732 mph. At the time, the Nieuport 29was the fastest airplane in the world.

The media continued to fuel aviationcompetition during the airplane’s firstdecade, Scientific American magazineoffered a trophy for the first aviator to meeta three-phased challenge. The first leg wasto fly in a straight line for more than a kilo-meter. Curtis won that easily in 1908. Thesecond leg was for a distance record andthat went to Curtiss in 1909 with a flight of24.7 miles. Then the New York Worldnewspaper added $10,000 for the winnerof the third phase, the first flight from

Albany N.Y. to New York City. Curtisswon that too, and took the ScientificAmerican trophy home. The $10,000, inNew York and the $5,000 won in Franceplus three trophies made it an excellent twoyears for Curtiss. With all the media spon-sorship, the seeds of air racing as a sportwere being sown in fertile soil.

While the Wright Brothers did makethe first powered airplane flight in 1903, itwas their fellow pioneer Glenn Curtisswho accomplished more “firsts” at avia-tion’s beginning. For example, while theWrights used a wing warping method tocontrol the roll axis of their airplanes andenter turns, Curtiss introduced the aileron,a hinged and moveable control surface atthe outer trailing edge of the top wingactuated from the pilot’s control column.

The aileron led to a patent lawsuitfrom the Wrights who said Curtiss wasusing their control system to operate theailerons. This battle dragged on until sus-pended at the start of WWI. WilburWright had died in 1912 and by the war’send in 1918, his brother Orville had soldout his interest in the company andretired. The suit was never renewed.Ironically the Wright and Curtiss compa-nies merged in 1929 to form the world’slargest aircraft company.

Curtiss also pioneered the seaplane

Continued from Page 43The Sport of Air Racing


First the GREAT news!

As we are going to press today, wereceived word that we are in fact racing inSeptember. The much publicized short-fall of $1M towards the event insurancewas eradicated when the NCOT (NevadaCommission on Tourism) came forwardto provide the final $600,000.

This was the last hurdle to racing inSeptember. All of the waivers, permits,and requirements have been satisfied andnow the final checkbox has been ticked,and we are on the road to Reno!

Other good news includes the addi-tion of a new racer in the IF1 Class. BrianReberry’s new racer, September Fate, hasbeen completed, tested, approved, andregistered to race in September. It hasbeen two years since the first time I sawan artist’s rendering of the racer – and it’snow real and ready.

Reberry was introduced to the RenoAir Races through the late, great GaryHubler, another Boise, ID pilot and longtime IF1 Winner. In 2005, he started rac-ing with N-A-Rush. He sold N-A-Rushand put the time, money and energy intobuilding his new racer. You can see theresemblance in the gear to Tom Aberle’sPhantom, which has dominated theBiplane Class for years.

Brian gives plenty of credit to histeam, sponsors and his wife for all theassistance over the last two years.

Will Reberry’s design dominate theIF1 class? Will he give Steve Senegal andEndeavor a run for the Gold? We willfind out in September.

Now for the not so great news…

It looks like Czech Mate will notmake it again this year. Czech has beengoing through a speed increasing and air-frame strengthening for the last severalyears. We had all hoped the work hadbeen completed, tested and the racerwould be ready for September, but sadly,that will not happen.

John and Marcia Moore have ownedthe racer since 1997. They have madesignificant changes to it since it wasowned by Bob Yancey and have alwayssaid they would not race it if they felt itwasn’t ready – and by ready, I believethey mean tested and tested and tested,again. We will miss Czech this year, butwe know they are doing the right thing,and it’ll be racing when it’s ready.

Other not so great news…

The numbers are down. For all class-es except the Sport Class, we do not havefull fields. This fact, coupled with the lowattendance at PRS would normally send aslight panic through the air racing world.However, so many folks were waiting tohear that we were definitely racing inSeptember; there was a “wait and see”attitude. It’s too bad the news has comeso late. If we had heard by April, perhapsPRS attendance and the race numberswould have been higher.

We still have time for late entries andthere is always the hope that this will hap-pen – but even if we’re down in numbers,we expect to see a full field of fans andfun!

More info on Air Racer 3D

I wanted to end this column on avery high note. We have been workingwith the Executive Producers of the AirRacers 3D movie about possible venuesto view the movie during the Race Week.

I can now confirm that Air Racers3D will be screened at the four existingmultiplexes in Reno for an exclusive 2-

week engagement (Sept. 7-20). Showtimes will be at 7:00 p.m and 8:15 p.mevery day. Audiences can already booktickets online at via the Cinemark Theaterwebsite or through the new movie web-site http://airracers-thefilm.com/.

We are planning on a Team Rubyevent at one of the theaters during raceweek and will make sure we give every-one more details as they become available.

Finally…

Our fans have been giving us feed-back about our Ruby t-shirts. The fact isthat our current logo only works on lightcolored shirts and apparently working onairplanes is a dirty business, so we have aredesigned logo which will work onblack t-shirts. You can purchase itemswith the new logo through CafePress.http://www.cafepress.com/rubyredracing


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The Pylon PlaceLET’S GO RACING!

Reberry’s racer, September Fate(Sherawn Reberry)

Czech Mate fans will be disappointed thisyear. (Tim Adams)

The variety of classes racing inSeptember. (Bruce Croft)

Thanks to Phil Riek and Tina Leong forcreating and tweaking the new design.

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and the flying boat. The Navy NC-4 thatmade the first flight across the Atlantic toLisbon, Portugal in 1919 was a Curtissdesign.

Air racing continued to grow andbecame an arena for the development ofthe airplane and, in 1922, with the start ofclosed course air racing between severalplanes at Mitchell field on Long Island, airracing became a primary source of devel-opment of the high performance aircraft. It

is true that aerial warfare also acceleratedthis development, but air racing had pro-duced the wing flap, retractable landinggear, supercharged engines, and variablepitch propellers before the start of WorldWar II. It took a combination of creativityand engineering experimentation toaccomplish this. During the years betweenWorld Wars I and II Glenn Curtiss in theU.S., R. J. Mitchell in England and MarioCastoldi in Italy were prime examples ofthis ability.


The Sport of Air Racing

The Commissioners of the NevadaCommission on Tourism (NCOT) unani-mously approved a $600,000 sponsor-ship for the National Championship AirRaces on July 26.

The event, which is the only eventof its kind in the world, brings in morethan 200,000 visitors to the area eachSeptember and has more than $50 mil-lion in economic impact on the region.During the last several months, the RenoAir Racing Association (RARA) has

worked diligently to pursue additionaland increased sponsorships, donations,and funding to cover an increased insur-ance premium of $2 million in order toinsure the 49th annual event thisSeptember.

The details of the sponsorship will-finalize all the elements prior to the startof the National Championship Air Racesthat take place Sept. 12-16, 2012.

NEVADA COMMISSION JOINS THECOMMUNITY IN SUPPORT OF THE

NATIONAL CHAMPIONSHIP AIR RACES

Air Iceland recently completed a his-toric 2,345 nautical mile trip fromToronto’s Pearson Airport (CYYZ),Canada after the completion of a modifi-cation program by Universal Avionics’Authorized Dealer, Field Aviation. TheToronto to Reykjavik redelivery flight ofAir Iceland’s first Universal Avionics-equipped Bombardier Q200 (Dash 8) isbelieved to have been the longest non-stop flight in a Q200 – a total of eighthours and 39 minutes.

The modification program completedby Field Aviation in Toronto, Canada, fit-ted the initial Air Iceland Q200 aircraftwith a Universal Avionics equipment-based flight deck package. The packageincluded five EFI-890R Flat PanelDisplays, dual Radio Control Units(RCU), dual Vision-1® Synthetic VisionSystems and dual UNS-1Ew WAAS/SBAS-Flight Management Systems(FMS). The second identically-equipped

aircraft has since been delivered and bothaircraft are in scheduled passenger service.

“We are looking into the future withour Dash 8 operation,” said JónasJónasson, Fleet Manager Dash 8, AirIceland. “Our pilots love this new systemand find it very easy to work with,enhancing the crew’s situational aware-ness and safety,” he added.

For more information aboutUniversal Avionics’ products, includingthe EFI-890R Flat Panel Display, visitwww.uasc.com.

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HISTORIC FLIGHT

By Desiree N. PalaciosAir Force News Service

During the 2005 Base Realign-ment and Closure commissionhearings, it was suggested that

the military should consolidate all healthfacilities in San Antonio to create the SanAntonio Military Health system.

The SAMHS was established afterboth the Air Force and Army chiefs ofstaff signed a memorandum of agreementin September 2010.

Maj. Gen. Byron C. Hepburn,SAMHS director, and Army Col. MaryGarr, Fort Sam Houston garrison com-mander, explained that the goal of thesystem is to increase efficiencies andeffectiveness, while providing a cuttingedge, and state-of-the art medical activitywithin the San Antonio Military Healthsystem.

“Being mindful of our readinessrequirements, our education requirementsand also our research requirements for thenation, we are doing all of that in a verysynergistic coordinated manner here inSan Antonio,” said Hepburn, the firstdirector of SAMHS and the 59th MedicalWing commander.

The 59th Medical Wing, at JointBase San Antonio-Lackland, is the largestmedical wing in the Air Force. TheWilford Hall Ambulatory Surgical Centeris a new facility currently under construc-

tion and when finished will be the largestambulatory surgical center within thedepartment of defense.

“One of the key things that we aredoing here is research for enroute care forair evacuation for part of our Air Force

and joint mission in the medical arena,”said Hepburn.

“We take great pride in what we aredoing with our critical transport teams,where we’re taking it to the next level.”He said the center has installed partial

heart lung bypass machines that can keepwounded warriors with lung injuriesalive, with the ability to move them inter-continental distances. “We are also look-ing at how we are going to move an infec-

By Mike Heilman

The United States Navy’s BlueAngels named the IndianapolisAirshow their 2011 Airshow of

the Year. Though the Blue Angels werenot part of this year’s 2012 IndianapolisAirshow, once again the show organizersput together a great event. The 16th annu-al show was held June 22 - 24 at theIndianapolis Regional Airport.

Headlining this year were the UnitedStates Air Force Thunderbirds. TheThunderbirds closed the show each dayperforming in the F-16C Fighting Falconand performed about 40 maneuvers dur-ing their demonstration. The airshow sea-son for the Thunderbirds began in Marchand will end in November.

The Indianapolis show is widelyknown for its warbird presentation andthis year’s show did not disappoint.Forty-six various types from six differentcountries participated, while 37 warbirds

took part in the flying portion of theshow. There were aircraft from USA,Russia, Scotland, Ireland, China andRomania.

The highlight of the warbird presen-tation was a 19-plane formation fly-by onSaturday and 16-plane formation fly-byon Sunday. The formation fly-by includ-

ed a AT-6, Yak-52, CJ-6 and T-34s. TheWarbird’s show began with 24 aircrafttaxing out in front of the crowd to warmup their engines. The aircraft then took-off in sections of two to three planeseach. The warbirds that were not part ofthe formations flew in a racetrack patternin front of the crowd

An F4U Corsair, EA-1E Skyraider,P-47 Thunderbolt and a P-51C Mustangalso performed the missing man fly-byformation. The P-51C was part of the“Red Tail” Tuskegee Airman “RiseAbove” exhibit at the show. The “RedTail” Mustang was flown by Brad Langwhose father was a Tuskegee airman.

The Hoppers Jet team performed intheir L-39C advanced trainer aircraft.The Hoppers flew three L-39C in variousformations. The L-39 was built inCzechoslovakia, but was used in Russia.Jim Leavelle performed a solo demon-stration in the T-6 Texan. The warbird


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The Thunderbirds flying their famous ”diamond” formation in front of the IndianapolisAirshow crowd. (Mike Heilman)


SAN ANTONIO HEALTH SYSTEM AMONG BEST IN WOUNDEDWARRIOR, TRAUMA CARE

tious patient safely across intercontinen-tal distances, so we’ll see a lot of reallycutting edge, state of the art medicalactivity happening in San Antonio.”

According to Hepburn, SAMHS hasthe distinction of being the only level onetrauma center in the military. “We arecaring for very high acuity patients, soour doctors, nurses and technicians arelearning how to care for these traumapatients. Those skills will serve them well

if they have to go forward in combat orserve the nation for a natural disaster herein the United States.”

Hepburn also explained thatSAMHS has a unique partnership withthe Veteran’s Administration.

“Secretary Shinseki, from theVeteran Affairs, has asked us to be a pilotsite for an integrated electronic healthrecord,” said Hepburn. “It’ll really lendto an increased synergy of seamlesstransfer of care between our active duty

force and those that go on to get their carein the veterans administration system.”

In addition to developing a reputa-tion as a state-of-the-art health center andtop level trauma hospital, SAMHS offersmany facilities for wounded warriorsinjured in combat. The maxillofacialprosthetic department, laser treatment forwounded warriors, the Center for theIntrepid, and the contingency aeromed-ical staging facility are just a few areasdedicated to providing top-notch care.

“We saw tremendous change in thetraining, education and research areas inhealth care here in San Antonio,” saidArmy Col. Mary Garr, the chief operatingofficer of SAMHS. “All of the enlistedmedical training across the Department ofDefense has now consolidated throughBRAC here in San Antonio.

“In addition to the research area, weopened the battlefield health and traumacenter on Fort Sam (Houston), whichconsolidated some of our importantresearch and development. The tri-serv-ice research lab, which was headquar-tered on Brooke City Base, stayed here inSan Antonio as well and is able to contin-ue to provide much needed research inareas that support healthcare.”

Hepburn added that this transformationin San Antonio has been a win-win, for notonly the Air Force and the Army, but mostimportantly is a win-win for its patients.

“We have an A+ system and it’s onlygoing to get stronger and better in the yearsahead,” said Hepburn. “Through collabora-tion and teamwork we have a clear focus onour patients and patients’ safety and highquality outcomes. We are shifting fromhealthcare to health here in San Antonio ina very positive and proactive manner.”

Hepburn believes that it is an honorto serve in one of the military’s premierhealth institutions and is excited aboutthe future of military health care in SanAntonio. “The new San Antonio MilitaryMedical Center and the new Wilford HallAmbulatory Surgical Center, which willbe finished in 2015, are beautiful facili-ties but more importantly it’s the men andwomen, officers, enlisted and civilianswho really give it the A+ rating that it sowell deserves.”


Where2 Interactive announces thelaunch of SocialFlight, a free mobile Appthat provides pilots with an interactivemap of aviation events. SocialFlightempowers pilots and aviation enthusiastsalike to find local events, chat, uploadevent photos and network with otherSocialFlight users.

SocialFlight’s event database in-cludes nearly 2,000 activities important topilots such as Aircraft Fly-in’s, Air Shows,Pancake Breakfasts, Conventions, FAASafety Seminars and much more.SocialFlight users can search for events,add events, chat, upload photos, get email

notifications, send event notices to theirfriends and even add events automaticallyto their Google or Outlook calendar.

“As pilots, we’re constantly on thelookout for new places to fly and funthings to do. SocialFlight maps out all ofthe events and motivates us to get outthere and enjoy them. It’s the first appI’ve seen that actually promotes generalaviation and fosters our community,” saidRob Holland, world renowned aerobaticperformer and part of the SocialFlightbeta test group. “SocialFlight is intuitive,user-friendly, and will really energize GAflying by answering the age old question:

Where am I going to fly today?”Events can be viewed on the

SocialFlight interactive map or by usingthe list view; Events can be searched bydate range, event type, organization anddistance from the user’s home airport. Inaddition to having detailed information foreach aviation event, SocialFlight alsoincludes a real-time event chat forum forattendees to communicate with one anoth-er, as well as the ability to instantly takeand upload event pictures from any smartphone or tablet with a suitable camera.

SocialFlight also includes tools fororganizations such as aircraft owner’s

groups. Using a free web link providedby SocialFlight, organizations can pro-vide their members with an interactiveview of their own events right from theorganization’s web site.

SocialFlight is a Free App availableon the iTunes App Store for iPhone andiPad. It is also available on the GooglePlay Store for Android Phones andTablets, as well as on the web atwww.SocialFlight.com.

For more information, contact Where2Interactive at [email protected] or bycalling 877/564-4457.

WHERE2 INTERACTIVE LAUNCHES SOCIALFLIGHT: A NEW APP THATCONNECTS PILOTS WITH NEARLY 2,000 AVIATION EVENTS

Free Mobile App Gives Pilots Access to Events, Chats, and Photos

Continued from Page 47San Antonio Health System


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AirSatOne introduces the FlightstreamAOC aviation SatCom Optimizer and Hot-spot billing solution to the aviation market.

The portable Flightstream AOC is aproduct designed to enhance aircraftSatCom internet systems by giving theuser an overall faster experience while atthe same time reducing data usage by upto 80 percent. The Flightstream AOC alsoallows charter and fractional providers anoption to bill individual users for airtimecreating and additional revenue stream.

The Flightstream is compatible withIridium OpenPort, Inmarsat SwiftBroad-band, Swift 64, ViaSat Yonder and otheraircraft SatCom systems. Since the sys-

tem is IP based the Flightstream AOC iscapable of working with any serviceprovider and IP based SatCom systems.

Weighing in at only 1.1 pounds andthe size of a paperback book, the unitincorporates a number of technologies toreduce data usage over the satellite net-work by utilizing advanced acceleration,optimization and compression designedto account for latency and packet shapingconsiderations specific to satellite com-munication. By using these techniqueswe can deliver the same data to and fromthe aircraft with a much smaller footprint.Our onboard web cache eliminatesredundant http requests and delivers web

content directly from the FlightstreamAOC speeding up page load times andever further reducing the amount ofSatCom data used. All these technologiescombined provide a more pleasant webexperience for the user and reduces air-time cost for the operator.

The Flightstream AOC’s end to endtechnology uses ground servers to com-press and format data then reformats thedata in the Flightstream AOC AvSatrouter for use on laptops and mobiledevices on board the aircraft via an exist-ing Wi-Fi or wired router. Options areavailable for government, corporate andfleet operators to have a virtual machine

appliance running on their own dedicatedservers to ensure security and privacy.

Since the unit is portable the aircraftmodification is simple and only requires theaddition of a Mil-Spec D-sub connectorbetween the existing router and the SatComsystem. A jumper plug is included with thekit to restore the connection to its originalconfiguration when the Flightstream AOCis not onboard the aircraft.

The Flightstream AOC will be avail-able mid July 2012 at an MSRP of$6,930. For more information, visithttps://www.airsatone.com/flight-stream_aoc_router.

AIRSATONE OPTIMIZES SATCOM WITH FLIGHTSTREAM AOC

Cessna Aircraft Company announ-ced the latest innovation in the CessnaCaravan product line, the Cessna GrandCaravan EX.

The Grand Caravan EX offersincreased horsepower which improvesthe aircraft’s performance in current mis-sion profiles and allows for missions toextend into regions of the world withhigher altitudes and higher temperatures.

Powered by the new Pratt &Whitney Canada PT6A-140 engine, theavailable power in the Grand CaravanEX has increased almost 25 percent,from 675 hp. to 867 hp. This improve-ment boosts the aircraft’s performance,including a 350 foot reduction in takeoff

roll, a 20 percent improvement in the rateof climb, and a 10-12 knot cruise speedimprovement over average.

“We listened carefully to our cus-tomers when designing the EX, and wethink they will be pleased with the out-come,” said Lannie O’Bannion, Cessnabusiness leader for the Caravan. “TheGrand Caravan EX will climb faster, andhave the power and capacity to take on mis-sions in parts of the world with higher ele-vations and higher temperatures while stilldelivering on utility. It’s what the Caravanhas always been about, and the newenhancements make the Grand Caravan EXan indispensible tool for customers whooperate in diverse areas of the world.”

“We anticipate continued success forthe Caravan in business and personaluse,” continued O’Bannion. “TheCaravan has proven to be an incrediblyreliable and versatile aircraft. This signif-icant increase in performance not onlyimproves performance in current opera-tions, it will make the Grand Caravan EXa fantastic solution for customers andoperations in new markets and remotelocations. Simply put, this aircraft placesmore of the world within reach.”

The EX is the latest example ofCessna’s efforts to place more innovativeproducts in the aviation marketplace. Forthe first time since the Grand Caravanwas introduced in 1994, the Grand

Caravan EX can be modified foramphibious missions with floats provid-ed by Wipaire, Inc. The avionics suitewill remain the proven Garmin G1000,the executive “Oasis” interior will beavailable for the EX, and exterior lightsare being moved to longer-life LEDs.“We kept the customer in mind through-out the entire development process onthis aircraft,” said O’Bannion. “Whileproviding more range and power, wehave also delivered a new product thatwill have a minimal impact on directoperating costs.”

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21629 N. 9TH Ave., Suite A 623-581-6190Pheonix, Arizona 85027-2827 Fax: 623-587-1120

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Check In Flight USA’s online calendar for upcoming aviation events... www.inflightusa.com


Opening March 2013 Located inGuilin, China, the largest museum honor-ing the Flying Tigers and American fight-ing forces of WW II is planned to open inMarch of 2013 during the 10th annualAmerican Aviators Tour to China(www.TravelAireTours.com).This43,000 sq. ft museum is part of the 123-acre Flying Tiger Heritage Park beingcreated at the site of General Chennault’sCommand and Operations cave at the oldYang Tang airfield and will tell theincredible story and record for historywhat was accomplished by American andChinese forces working together todefeat a brutal Japanese enemy.

The cave will eventually be restoredto its WW II appearance using tax-deductible donations to be raised in the USby the non-profit (501c3) Flying TigerHistorical Organization and is fullyexplained on our website (www.FlyingTigerHistorical Organization.com) alongwith newsletters detailing their history.

The park will eventually have memorialwalls, statues, replica buildings and histor-ical artifacts situated in a park-like setting.

The Chinese have never forgottenwhat the Flying Tigers did for them inWW II (they use the term “Flying Tiger”to identify all Americans who served inChina in WW II - AVG, CBI, 14th AAFand others). We Americans owe much to

the Chinese who often paid the ultimateprice in protecting our airmen who hadcome to help them. Anyone shot down inenemy territory had a 95 percent chanceof getting back to his base alive if he waspicked up by Chinese before theJapanese could capture them.

The history that will be preservedhere is little known in this country but

well remembered by the Chinese people.At the end of a very long supply chain,American forces never had enough mate-rial; and yet they established combatrecords that have never been equaled andmost likely never will be. GeneralChennault was a tactical genius who usedhis meager supply and limited forces tothe utmost advantage with the help ofmany dedicated Chinese military andcivilian forces. It can truly be said, “neverhave so few done so much for so manywith so little”.

Exotic Guilin is fast becoming amajor western tourist destination whichmeans that the Flying Tiger HeritagePark and museum will be easily accessedby westerners. The friendship establishedby our American fighting forces with theChinese has left a bridge which we cancross today to build better relationsbetween our two great countries makingthis a better world for all – something forwhich the veterans of WW II sacrificed.

LARGEST MUSEUM HONORING FLYING TIGERSAND AMERICAN FORCES IN CHINA

By Herb Foreman

Iwas recently having a check up bymy cardiologist, Dr. George Cohen,at Peninsula Hospital in Burlingame,

Calif. I mentioned to him that when fly-ing in a light plane I would prefer to be inthe left seat as PIC (pilot in command)than any of their others as I felt I was acompetent pilot and trusted my judgmentand expertise over most of the pilots Ihave flown with. There are a few excep-tions such as my friends Butch Pfiefer,Carl Mauck and Walt Ramseur who areretired airline pilots with many thousandsof hours in their log books and owners oftheir own aircraft. Dr. Cohen felt mostpilots were “control freaks” and told the

following story to illustrate his remark.From 1967 to 1969, he served as a

research medical officer, USAF School ofAerospace Medicine, Biodynamics Branchat Kelly Field in San Antonio, Texas andwas involved in the space program’s exper-iments in weightlessness. They had twoNorth American F-100 Super Sabre Jetsconverted to accommodate two seats. Thearmor was removed and replaced bytelemetry equipment to measure breathing,blood pressure, heart rate and more.

Dr. Cohen recalled an incidentwhere a colonel flying the Republic F-105 “Thuderchief” needed a check out inthe F-100 Super Sabre. The check pilotwas a captain with many hundreds ofhours in the F-100. Both pilots were

wired to the telemetry equipment con-tained in the aircraft. The colonel occu-pied the front seat. As they began theirtaxi for take off, both pilots had heartsrates of 170 or more. Suddenly, a red lightwarning of a fire came on in the instru-ment panel in the front seat.

Immediately, the captain in the rearseat said, “Colonel, I have the plane.”Within seconds, his heart rate dropped to60. Dr. Cohen felt that having control ofthe plane made the big difference. Inworking with other pilots in the programhe felt the same way. Pilots want to be incontrol of their aircraft. He mentionedalso, that most pilots did not want to flyplanes where the autopilot would take theplane away from them such as the French

“Fly by Wire” Air Bus. Again, it was amatter of being in control.

I decided to test this theory a littlefurther. I asked several pilots, with thou-sands of hours in their logbooks, if theyfelt the same as Dr. Cohen. Agreementseemed unanimous. Former Air Forcepilot Jerry Penn introduced another sce-nario. He maintained that being in a seatbehind the pilot was even worse as itwould be difficult to take control shouldan emergency occur.

I continued to poll pilots that gatherfor lunch at Sky Kitchen’s center table atthe San Carlos Airport but did not findany significant different of opinion thanthat expressed by Dr. Cohen. “Pilots arecontrol freaks!”

ARE PILOTS CONTROL FREAKS

my and maintains a $2.4 billion positivebalance of trade. This trade surplusmakes the United States the world’s lead-ing exporter of maintenance serviceswith the more than 4,000 FAA certificat-ed U.S. repair stations employing morethan 274,000 Americans in all 50 states.Arecent survey of ARSAmembers foundthat the industry is optimistic aboutgrowth prospects in the coming year withmore than 60 percent of respondents

planning to add workers in 2012.“Repair stations have long been, and

continue to be, a vital part of the aviationindustry and our nation’s economy. Asthe U.S. economy recovers, we should benurturing small and medium-sized avia-tion maintenance companies, notobstructing their ability to export andcompete internationally,” reads ARSA’sstatement. To facilitate competitiveness,ARSA recommends that lawmakers sup-port the conclusion of new BASAs and

remove the prohibition on the FAA’s cer-tification of new repair stations.

BASAs are government-to-govern-ment arrangements that allow cooperationbetween aviation safety regulators in areasincluding design, production, flight opera-tions, environmental certification, andmaintenance. BASAs dramatically reduceregulatory compliance costs for the aviationmaintenance industry, make governmentoversight more efficient, help repair stationsbe more profitable, and ensure the compet-

itiveness of the U.S. aerospace industry.Despite the positive impact of avia-

tion maintenance and its role as a leadingAmerican export, U.S. international com-petitiveness is undermined by a nearlyfour-year congressional restriction on theFAA’s ability to certificate new foreignrepair stations. This has shut Americancompanies out of opportunities in rapidlydeveloping overseas markets, weakeningU.S. leadership in this critical area. The

ARSA Urges Congress to Support GrowthContinued from Page 33


Dewey Conroy, Vice President andChief Operating Officer at Pacific CoastAvionics, has announced that the compa-ny has just completed and delivered anextensive panel upgrade on a PiperMeridian. The Meridian is owned and

flown by Lance Niebauer, designer of theLancair series of aircraft.

In making the announcement Conroysaid, “We are pleased that Lance Niebauerwould select our shop for this panel upgradeand we are all very proud of the completed

installation.” The panel upgrade includesthe installation of GTN-750 and GTN-650Touchscreen GPS/Nav/Coms, a GDL-69AXM Weather/Audio Datalink, and a GarminGMA-35 Remote Audio Panel, plus a brandnew custom designed and finished instru-

ment panel with custom laser engraving.Commenting further on the Garmin

upgrades Conroy went on to say, “Thisinstallation is a prime example of howcurrent avionics technology can bringnew levels of sophistication, safety andsituational awareness to an existing gen-eral aviation aircraft. Upgrades like thisare among the best investmentsowner/pilots can make in their aircraft.”

Pacific Coast Avionics has becomeknown for its full custom panel installa-tions and has completed custom panelinstalls on a wide variety of piston, turbo-prop and jet aircraft since 1991. PacificCoast Avionics is also recognized as amajor supplier of avionics, instruments,and pilot supplies to customers worldwide,and provides sales and service representa-tion for all major avionics manufacturers.

Pacific Coast Avionics is located onAurora State Airport just south ofPortland, Oregon. Its 14,000 square footfacility can accommodate a wide rangeof personal and business aircraft up toand including business jets. Pacific CoastAvionics is an FAA approved RepairStation, No. OPXR455L, Airframe andClass 1, and 2/Limited Instrument.

For complete details contact DeweyConroy, Vice President and ChiefOperating Officer, at 503/678-6242 orfax 503/678-6292. You can also visit thecompany web site at www.PCA.aero ore-mail at [email protected].


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Aircraft Spruce & Specialty Co.began distributing their new 2012 catalogat EAA’s AirVenture Fly-In. Nowexceeding 920 pages in length, theAircraft Spruce catalog is available in aprint format, CD format, and a PDF for-mat. If attending AirVenture, stop byHangar A, Booth 1023-1029 or HangarD, Booth 4113-4114 to pick up your freecopy.

Few people today begin a homebuiltor restoration project without an AircraftSpruce catalog. Most people who own amodern, certified aircraft find it invalu-able for routine maintenance, upgrades,or pilot supplies. There are hundreds ofnew products in the catalog as one mightexpect of a company that offers over80,000 different items relating to avia-tion. The catalog lists various composite,

wood, and metal construction materials,hardware, airframe parts, engine parts,covering supplies, instruments, avionics,tools, charts, pilot supplies, as well asbooks and videos on every imaginablesubject relating to aviation.

To request your free copy of the newAircraft Spruce catalog, please contactAircraft Spruce at 1-877-4SPRUCE orvisit www.aircraftspruce.com,

NEW 2012-2013 AIRCRAFT SPRUCE CATALOG NOW AVAILABLE

WICKS AIRCRAFT SUPPLY PRESENTS TOTALLY REVAMPED WEBSITE!Wicks Aircraft president, Scott

Wick, gave the go-ahead months ago toreplace the company’s outdated website.Scott said, “We have done so much andadded so many items since we first envi-sioned our old site. We wanted to build anew site that will give customers help; wewanted a site that can grow with us.”

That’s exactly what they built, and itis up and live at www.wicksaircraft.com.

In addition to a modern look, thenew site has:

• A better search engine• A shopping cart that doesn’t time

out, allowing a chance to get everythingneeded all on one order

• Items are in stock, so customersknow whether their item will be back-ordered or shipped right away

• Many more photos which can be

enlarged to show more detail• A “compare” feature, so customers

can make better choices• Several streamlining features for

Wicks’ business customersOther enhancements are readily at

hand, as well. In addition to all the classicitems, the new Wicks site has an E-mailNewsletter sign up feature which allowscustomers to easily sign up for the com-

pany’s bi-monthly newsletter (or unsub-scribe, of course).

The site is live now. Have a look!www.wicksaircraft.com.

Wicks Aircraft Supply, 410 PineStreet, Highland, IL 62249, www.wick-saircraft.com

Orders: 800/221-9425, Help Line:618/654-7447, toll-free fax: 888/440-5727, [email protected].

It is Now Cleaner, More Informative, Faster, and Easier to Use

PACIFIC COAST AVIONICS COMPLETES GARMIN PANEL UPGRADE ONPIPER MERIDIAN


American Aircraft Sales Co.HAYWARD AIRPORT

50 YEARS SAME LOCATION

Robert Coutches

(510) 783-2711 • fax (510) 783-343321015 Skywest Drive, Hayward, CA 94541

www.americanaircraft.net

1979 Beechcraft F33A

287 SMOH, 3200 TTSN, Garmin 430 GPS,

S-Tec 55 A/P, fresh annual NDH ..$119,950

1992 Grumman Tiger

450 SFOH, 2715 TTSN, Digital IFR, A/P,

fresh annual, ................................$59,950

1999 Cessna T206H Stationair890 TTSN, King IFR, KAP 140 A/P, GPS,

Flint AUX L/R Fuel, Like New California

Airplane, NDH, .................................SOLD

1963 Cessna 182F Skylane185 SMOH, 4077 TTSN, New Updated MetalInstrument Panel, Complete New Updated GrayInterior, GPS, IFR, DME, HORTON STOL, manyupgrades ....................................................SOLD

1984 Piper Archer4400 TTSN, 624 SFRMAN, Garmin430

WAAS GPS, KAP 100 A/P, Nice Original

Paint/Interior, NDH, ..........................SOLD

1967 Beech Bonanza V351886 TTSN, 1498 SPOH, Century III Auto

Pilot, Nice original paint and interior..$54,950

1997 Mooney MSE (M20J)

1406 TTSN, King Avionics, GPS, KAP 150

A/P, One Owner, Hangared Since New,

NDH, Like New ................................SOLD

1979 Piper Warrior II 161 1500 SFOH, 6200TTSN, Digital IFR, Century 1 A/P, NicePaint and Interior, NDH...................$39,9501976 Piper Warrior II 151 1100 SMOH, 0STOH, 3260 TTSN, King IFR, FreshAnnual, NDH..................................$34,950

SOLD

Two Piper Warrior IIs

1978 Cessna 172 Skyhawk Texas Taildragger

1600 TTSN, 200 SFRAM, Digital IFR,

Original paint and interior, NDH......$49,950

1972 Grumman AAIA Lynx

2752 TTSN, 903 SMOH, 0 STOH, Very

Nice Paint/Interior, Fresh Annual,..$19,950

1981 Cessna 172RG Cutlass

0 SMOH, 7800 TTSN, New Interior, Average Paint,

Fresh Annual, One Owner, NDH,..........$49,950

SOLD

SOLDSOLD

1980 Cessna 172N Skyhawk0 SMOH, 5600 TTSN, King Digital IFR, DME,Nice Paint/Interior, NDH, Fresh Annual,...........................................................$49,950

1984 Piper Dakota 2362242 TTSN, 558 SMOH by LY-CON,Garmin 430 WAAS GPS, KAP 150 A/P,King IFR, New Compl. Lthr. int, New 3-bld.prop, hngrd in CA, NDH, like new......SOLD

SOLD

1977 Cessna 310R1864 TTSN, Cessna Avionics plus Narco

MK 12D Nav/Coms, Excellent paint and

interior, NDH, ................................$99,950

The 2013 U.S. Sport Aviation Expowill introduce a new event layout whenthe Expo opens Jan. 17-20, 2013, thanksto input from exhibitors and visitors. Theninth annual event, focused on light-sportaircraft, will again take place at theSebring Regional Airport (SEF), inSebring, Florida.

In announcing the changes, Jana Filip,director of the Expo, said, “During Expo2012, we surveyed exhibitors and visitorsformally and informally, and we receivedseveral suggestions for improving theevent. The result is a more organized eventlayout that we believe will be more accom-modating for visitors and exhibitors andcreate a traffic flow that will assure guestsvisit every area of the Expo.”

The redesigned layout will bringmore activity to the Flightline area and,thereby, more attention to the daily man-ufacturer show case flights. The FoodCourt will be relocated between theIndoor Exhibit Tents, with both indoor

and outdoor seating available. TheAeroShell hospitality tent also will berelocated adjacent to the Food Court, withan additional picnic area closer to theFlightline. “This arrangement will placethe concessions in a location that’s moreaccessible for exhibitors and will keepvisitors engaged in the central area of theevent,” Filip said. “It also moves theExhibitor Support Office to a more con-venient location for exhibitors.”

Opening and closing ceremonies andother special activities taking place dur-ing the four-day event will all be central-ly located in or near the AeroShellHospitality Tent.

The new layout also will providemore area for prominent sponsors andinclude enlarged Premier Partner exhibitspaces that will accommodate multipleaircraft as well as “offices on wheels,”Filip said.

The map is available online atwww.sport-aviation-expo.com.

SEBRING EXPO INTRODUCES NEWEVENT LAYOUT FOR 2013

Saturday School is going to bewhole lot more fun. That’s right, areateens are high-tailing it to the YouthAviation Academy beginning this fall onSaturdays at the Camarillo Airport.Facilitated by Channel Islands Aviation,the Youth Aviation Academy offers inter-ested future aviators the opportunity tolearn about airplanes and careers in avia-tion at a reasonable price.

“The response to our SummerAviation Academy was amazing, so weretooled to go all year. The YouthAviation Academy will be held once amonth on Saturday. The half-day sessionis a combination of classroom lecturesand hands-on activities,” reports SarahOberman of Channel Islands Aviation.

Participants learn the parts of an air-plane, about the instruments and their func-tionalities, how to navigate and read an avi-

ation map and how radio communicationworks with Air Traffic Control. They alsowill learn how to pre-flight an airplane,plan a flight and will log a 30-minutehands-on flight lesson in Channel IslandsAviation’s Redbird Flight Simulator.

For more information on or to registerfor the “Youth Aviation Academy,” call805/987-1301 ext. 126 or visitwww.ciaflightschool.com. The CamarilloAirport is located at 305 Durley Ave. inCamarillo.

Offering 24-hour service, 365 days ayear, Channel Islands Aviation has morethan 35 years of experience in private air-craft charter. Their vast network ofresources enables them to handle all typesof charter flights to more than 5,000 airportsnationwide. In short, the company offers allthe advantages of owning a private aircraftwithout responsibilities of ownership.

TEENS ON FLIGHT PATH TOCAREERS IN AVIATION

longer the ban is in effect, the more dam-age it will cause to the country’s edge inaviation maintenance services. AlthoughTSA has committed to completing thesecurity rules during the fourth quarter2012, if the agency does not meet its self-imposed deadline, Congress should take

action and permit the FAA to once againcertificate new foreign repair stationsARSA told lawmakers.

ARSA’s statement is availableonline at www.arsa.org/files/ARSA-SenateAviationSubcommitteeWrittenStatement-20120717.pdf

Continued from ARSA Urges Congress


InFlight USA Classifieds(All ads run for 2 months)

Classified Ad Rates: $4500 for the first 20 words, $750 for each additional 10 words, photos $750 ea.

Phone: (650) 358-9908 Fax: (650) 358-9254

flying presentation also included a PV-2Harpoon, UH-1 Huey, C-45 Expeditor,Yak-9, L19 Bird Dog, L-5 Sentinel and aShorts Tucano T.MK1.

David and Billy Werth of GreyoutAerosports performed a high speed Pittsand motorcycle act. Billy Werth flew asolo demonstration in his Pitts Specialand then raced David on the motorcycledown the runway. Jacquie Warda, wholaunched her airshow career at age 50,performed an aerobatic routine in herExtra 300.

Jane Wicker Airshows performed asolo and wing-walking act in a 450 hpStearman. Kirk Wicker flew the Stear-

man in a solo demonstration and thenwas joined by Jane for her wing walkingroutine. Tim Weber flew his Extra 300 ina high-energy aerobatic routine. The AirForce had a B-52 and C-17 perform fly-bys during the show on Saturday.

The Indianapolis Airshow continuesto grow every year because it has theright mix of civilian acts, military andwarbirds. The Indianapolis show is a not-for-profit organization and has donatedalmost $1.5 million dollars to local chil-dren’s charities since 1997. In 2013, June14-16, the Indianapolis Airshow willbring back the U.S. Navy’s Blue Angels.

THE

INDIANAPOLIS2012 AIRSHOW

THE

INDIANAPOLIS2012 AIRSHOW

The two solo pilots flying a mirror image of each other. The Thunderbirds performanceclosed the Airshow both days. (Mike Heilman)

The famous “Red Tail” P-51C of the Tuskegee Airman performed at the 2012 Airshow.The demonstration pilot Brad Lang is the son of a former Tuskegee airman.

(Mike Heilman)

Kirk Wicker flew his 450 HP Stearman in a solo demonstration at the 2012 IndianapolisAirshow. Wicker also flew a wing walking show with Jane Wicker. (Mike Heilman)

Continued from Page 47The four diamond pilots make a tight turnin formation at the 2012 IndianapolisAirshow. (Mike Heilman)

The Thunderbirds begin their show withall six demonstration jets making a passover the field and at show center the twosolo pilots break away from the four dia-mond jets. (Mike Heilman)

Kirk Wickerflew his 450 HP

Stearman in a solodemonstration at the

2012 IndianapolisAirshow. Wickeralso flew a wing

walking show withJane Wicker.

(Mike Heilman)


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Aerozona Parts..........................50

Aircraft Insurance Agency ......14

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

Aircraft Specialties Service......19

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

Airline Career Training ............39

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

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

Alliance Int’l. Aviation ............12

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

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

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

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

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

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

Assoc. Sales Tax Consultants ..49

Aviation Insurance Resources..22

Bob’s Aviation Supplies ..........20

Buchanan Aviation....................41

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

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

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

Eddie Andreini ..........................38

Elite Air Interiors ......................28

Flabob........................................14

Fly It Airplane Simulators........21

Fly It Helicopter Simulators ....59

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

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

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

Globe Fiberglass ......................48

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

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

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

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

Kitfox Aircraft ..........................34

Mach 5 Aviation........................44

Mountain High Oxygen ..........33

NorthAire ..................................40

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

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

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

R&M Steel ................................46

Remax Missy Spoon ................12

Rio Vista Muni Airport ............46

Schweiss Doors ........................50

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

Sky Ranch Upholstery..............28

Sterling Air................................27

Steve Weaver Aircraft Sales ......7

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

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

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

USAAircraft Brokers ..............13

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

Watsonville Fly-In & Airshow 43

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

Wings Over the Wine Country ..6

Zanette Aircraft Insurance..........5

ZD Publishing ..........................37

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August 2012 In Flight USA

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Transcript of August 2012 In Flight USA