In Flight USA February 2015

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

7 Palm Springs, CA: 100th Bomb Group Reunion, 1 p.m., Palm Springs Air Museum, (760) 778-6262.

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

Chino, CA: Living History Flying Event, “Lockheed Skunk Works,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

13 — 15 Imperial, CA: Imperial Valley Navion Fly-In, Imperial County Airport.15 LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m.,

Brackett Airport, (909) 593-1395.San Diego, CA: Montgomery Field Historic Aircraft Display, noon to

2 p.m., (858) 699-0251.Laredo, TX: Stars & Stripes Air Show Sectacular, 11 a.m., Laredo

Int’l. Airport, sbcalaredo.org.21 El Cajon, CA: Warbirds West Air Museum Open House & Pancake

Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org.San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San

Luis Obispo Airport, (805) 801-7641.21 — 22 Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific

Coast Air Museum, Sonoma County Airport, (707) 575-7900.27 — 28 Yuma, AZ: MCAS Yuma Airshow, Twilight Show Fri., 5 p.m./

Air Circus Sat, gates 8 a.m., www.yumaairshow.com.MARCH

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

Chino, CA: Living History Flying Event, “P-47G Thunderbolt,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

13 — 15 Titusville, FL: TICO Warbird Air Show, Space Coast Regional Airport, gates 8:30 a.m., (321) 268-1941, www.vacwarbirds.net.

14 El Centro, CA: NAF El Centro Air Show, gates i a.m., (760) 339-2519.15 LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to

2 p.m., Brackett Airport, (909) 593-1395.San Diego, CA: Montgomery Field Historic Aircraft Display, noon to

2 p.m., (858) 699-0251.El Cajon, CA: Deadline to register for Stearman Fly-In, May 14 — 17.

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

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

Chino, CA: Living History Flying Event, “Women in Aviation,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

21 — 22 Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900.

Columbus, GA: Thunder in the Valley Air Show, gates 10 a.m., Columbus Airport, (706) 243-8954, www.thunderinthevalleyairshow.com.

Los Angeles, CA: Los Angeles County Air Show, gates 9 a.m., Fox Airfield, www.lacountyairshow.com.

Melbourne, FL: Melbourne Air & Space Show, gates 9 a.m., Melbourne Int’l. Airport, www.airandspaceshow.com.

22 Oakland, CA: Open Cockpit Day, noon to 4 p.m., Oakland Aviation Museum, (510) 638-7100, www.oaklandaviationmuseum.org.

28 Riverside, CA: Riverside Air Show, 9 a.m. to 4 p.m., Riverside Airport, www.riversideairport.com.

28 — 29 Punta Gorda, FL: Florida Int’l. Airshow, gates 9 a.m., Punta Gorda Airport, (941) 627-0407.

Tuscaloosa, AL: Tuscaloosa Regional Airshow, Tuscaloosa Regional Airport, (205) 248-5800.

Biloxi, MS: Thunder on the Bay Airshow, 9 a.m. to 5 p.m., Keesler AFB, (228) 377-7329.

APRIL4 Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m.,

Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com.Chino, CA: Living History Flying Event, “B-25 Mitchell,” 10 a.m.,

Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.11 — 12 Beaufort, SC: MCAS Beaufort Airshow, 9 a.m., (843) 228-6316,

www.beaufortairshow.com.Panama City, FL: Gulf Coast Salute, Tyndall AFB.

17 — 19 New Smyrna Beach, FL: New Smyrna Beach Balloon & Skyfest, gates Fri. 4 p.m./Sat.-Sun. 7 a.m., (386) 451-8978, www.seasideballoonfest.com.

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

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

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

Continued on Page 7

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Late last spring, four years afterinitial FAA certification, theEuropean Aviation Safety Agen-

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TABLE OF CONTENTSVolume 31, Number 6 650-358-9908 • Fax: 650-358-9254 • E-mail: [email protected] • www.inflightusa.com February 2015

ON THE COVER

DEPARTMENTS

NEWS FEATURES COLUMNS

Contrails: The EpiphanyBy Steve Weaver ..............17

Flying With Faber: French CuisineBy Stuart Faber................29

Homebuilder’s Workshop: PeopleBy Ed Wischmeyer ..........34

Safe Landings: Ground Loop Lessons ............................42

The Pylon Place: U.S. Unlimited Aerobatic TeamBy Marilyn Dash ..............45

Calendar of Events ........................................................3Goodies & Gadgets ......................................................38Classifieds ....................................................................48Index of Advertisers ....................................................50

SPECIAL SECTION FEATURE

INSIDE THEGENTLE GIANT

By David BrownPage 24

Editorial: Loss Of ControlBy Ed Downs ..................................................................6

On Low TideBy Anna Servinenko ......................................................12

Flabob Flight Plan: The Little Airport That Time ForgotBy Donia Moore ............................................................16

Inside The Gentle GiantBy David Brown ............................................................24

World War I in 110 Objects, Chronicles “The Great War”By Mark Rhodes............................................................33

HAI HELI-EXPO PREVIEW.....BEGINS ON PAGE 35

HAI HELI-EXPOPREVIEW

Cover Photo Provided By Robinson Helicopters

Stories Begin onPage 35

AOPA Announces Five New Fly-Ins for 2015 ..............................8AOPA Pushes DOT to End Medical Reform Delay ......................8FAA Funding Secured through September................................10EAA, GA Working Group On Loss-Of-Control Accidents ........14FAA to Issue New Guidance on Sleep Apnea............................20EAA Signs On “Know Before You Fly” UAS Campaign ............27AOPA’s Mark Baker Receives Legacy Award ............................32Pacific Coast Dream Machines Show Set for April ..................34Green News: Boeing, Embraer Open Biofuel Research Center

in Brazil ....................................................................................40Bristell Aircraft Introduces Bristell TDO At Sebring ................ 44AOPA Offers Comprehensive Options For Flying Club Aircraft

Financing..................................................................................46Airventure 2015 News ..................................................................49


Editorial By Ed Downs

LOSS OF CONTROLAnd, the winner is … Loss of

Control! In most cases, we cheerfor a “winner,” but in this case the

“winner” makes us aviators the “loser.” Ata press conference on Tuesday, Jan. 13, theNational Transportation Safety Board(NTSB) issued its annualMostWanted Listof transportation safety improvements.Among the focus items outlinedwas loss ofcontrol issues for general aviation.According to its online fact sheet, theNTSB states that between 2001 and 2011,more than 40 percent of fixed wing GAfatal accidents occurred because pilots lostcontrol of their airplanes. This announce-ment did not mention that some of the mostcatastrophic Loss of Control events havetaken place in the airline side of aviation,with hundreds of lives lost. This announce-ment was not a surprise to this writer, as inAugust of last year, the FAA made anunusual, mid-course correction in the man-dated content of FAA approved FlightInstructor Refresher Courses (FIRCs).

Every CFI is required to attend a two-day (16 hour) refresher class every twoyears to keep his or her CFI status current.Failing to attend a FIRC causes the flightinstructor privileges to expire and renewalbecomes a real pain if that occurs, asrenewal would then require a new flighttest. FIRC curriculums are usuallyapproved for a two-year period of time,with the program this writer teaches duefor renewal this month. It is very unusualfor the FAA to change an approved FIRC“mid-term.” But in August of 2014, a newsubject was added… Loss of Control.

Past accident statistics showed thatControlled Flight Into Terrain (CFIT) wasthe biggest bad guy, but Loss of Controlhas now taken the lead. CFIT accidents aretragic and hard to explain. Basically, this isan accident wherein the plane is workingjust fine, and the pilot simply flies it intothe ground. Typically, this type of accidentis weather related, either a VFR pilot con-tinuing flight into bad weather, or an IFRpilot flying IMC in the wrong place at thewrong time. Some refer to the non-IFRside of CFIT accidents as “a VFR pilotsuddenly flying into unexpected weatherand not being able to extract himself intime to avoid hitting something hard.”

Frankly, this writer thinks the imageof “accidentally” flying into bad weatheris hooey. With nearly 60 years of aviatingbehind me, this writer has “accidentally”encountered IMC conditions only onetime, when departing from a coastal air-port, on a moonless night, with no weath-er observations available. Sure enough, Ihit a low coastal cloud condition, immedi-

ately turned to a direction that wouldinsure I did not hit terrain, and calledATC.Even before ATC could respond, I was ontop and on my way. The fact is the vastmajority of CFIT accidents resulting frominadvertent entry into IMC resulted fromscud running or continuing flight intoworsening weather with the hope (badword in aviation) that things would be bet-ter than forecasted. Avoiding hazardousconditions can prevent a CFIT accident. Inother words, CFIT is far more related todecision- making skills than flying skills.

Loss of Control is a different story.This is an accident wherein a pilot is fly-ing a perfectly good airplane and simplyloses control of it. Such accidents areoften not related to weather but to thebasic inability of the pilot to fly the air-plane correctly. This category of accidenthits CFI’s right in the tender places, as we(including this writer) are the ones whoare supposed to be teaching flying skillsand making sure they still exist whenpilots go for a FAA required FlightReview every 24 calendar months.At thispoint, please allow me to move awayfrom a third person editorial commentformat and go straight to personal opinionand anecdotal examples. I realize thatsome (perhaps many) readers will have adifferent view of this subject, so please dogo beyond grumbling and drop me a notewith your comments.

First, now that the FAA has raisedthe red flag on Loss of Control, let’s see ifthey have a good grip on what is goingon. Take a look at the official FAAdefini-tion of Loss of Control, as now requiredto be taught in all FIRCs:

An aircraft experiences Loss ofControl (LOC) when it fails to properlyrespond to a pilot’s control inputs.

LOC is divided into two categories:1.Loss of Control on the Ground (LOC-G)2.Loss of Control In-flight (LOC-I)

Read it again… do you see the samething this writer sees? It appears that theFAA is blaming the airplane for failing torespond, versus the pilot for failing to flythe airplane. One wonders if that is a fun-damental misunderstanding on behalf ofthe FAA or just poor writing. Every pilotknows that airplanes do not simply fail torespond to correct pilot inputs unlessthere is a severemechanical failure. Thereis significance in divided Loss of Controlinto ground and flight environments. Forexample, student pilots have a lower rateof Loss of Control events in flight than domore experienced pilots, but they do bangthem up during landings and roll-out, not

Continued on Page 21


President & CEO, AOPA

The 114th Congress has been sworn in and is getting down to business. AOPA’s legislative affairs team is busy reconnecting with returning GA supporters in Congress and their staff and making sure the newest members of Congress know what matters to GA pilots and owners.Three of the newest members of Congress, Reps Barry Loudermilk (R-Georgia) and Ralph Abraham,(R-Louisiana) and Sen. Mike Rounds (R-South Dakota), are AOPAmembers.Among those returning to the House are AOPA members Rep. Sam Graves (R-Missouri), co-chair of the House General Aviation Caucus, andRep. Todd Rokita (R-Indiana), both original co-sponsors of the House General Aviation Pilot Protection Act to reform the third-class medical. Their personal experiences as GA pilots and strong leadership bodes well for keeping up the pressure for medical reform. Rep. Richard Hanna (R- New York), a private pilot, AOPA member, and strong GA supporteris also returning. All three will serve on the House Transportation and Infrastructure Committee.In the Senate, AOPA member Sen. Jim Inhofe (R-Oklahoma), one of general aviation’s staunchest supporters is back. In addition, Sen. PatRoberts (R-Kansas), another stalwart for general aviation issues who was an out-front supporter of AOPA’s efforts to end unwarranted stops andsearches of GA aircraft and pilots by Customs and Border Protectionagents, was also re-elected.The start of a new Congress means rebuilding the House and SenateGeneral Aviation Caucuses from the ground up. The House GA Caucuswill need new Democratic leadership to join Rep. Graves following thedeparture of co-chair and AOPA member John Barrow (D-Georgia).Following the 2014 elections, 32 of the House GA Caucus’ 253 membershave departed, mainly as a result of retirements.The Senate GA Caucus, which lost eight of its 40 members after the election cycle, will also need to seek new leadership following theretirement of co-chair Sen. Mike Johanns (R-Nebraska) and the departureof co-chair Sen. Mark Begich (D-Alaska). At the same time, the SenateGA Caucus could be bolstered by the arrival of GA supporters who previously served in the House. Sens. Shelley Moore Capito (R-West Virginia), Cory Gardner (R-Colorado), and Steve Daines (R-Montana) areall former House GA Caucus members now serving in the Senate. Tom Cotton (R-Arkansas), a co-sponsor of the House General Aviation Pilot Protection Act, also joins the Senate.Rebuilding the GA Caucuses will be a priority for AOPA during the early months of the new Congress, because with the vitally important FAA reauthorization and long-awaited medical reforms under consideration, it will be more important than ever to have lawmakers who understand GAneeds and concerns

Back to Work inWashington

*For more information on the Aircraft Owners and Pilots Association www.aopa.org today.

Calendar of EventsContinued from Page 3

18 Louisville, KY: Thunder over Louisville, Standiford Field, (502) 767-2255, thunderoverlouisville.org.

18 — 19 Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900.

Corpus Christi, TX: NAS Corpus Christi Air Show, (361) 961-2267.Grant-Valkaria, FL: Valkaria AirFest, gates 8 a.m.,Valkaria Airport,

(321) 952-4590.19 LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m.,

Brackett Airport, (909) 593-1395.San Diego, CA: Montgomery Field Historic Aircraft Display, noon to

2 p.m., (858) 699-0251.21 — 26 Lakeland, FL: Sun ’n Fun Int’l. Fly-In & Expo, gates 9 a.m., Lakeland

Linder Regional Airport, www.sun-n-fun.org.25 Durant, OK: Take to the Skies AirFest, 10 a.m. to 6 p.m., Durant

Regional Airport, www.taketotheskiesairfest.com. 25 — 26 Vidalia, GA: Vidalia Onion Festival Air Show, gates 9 a.m., Vidalia

Regional Airport, (912) 293-2885, www.vidaliaonionfestival.com.MAY

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

Manassas, VA: Manassas Open House & Air Show, 10 a.m. to 4 p.m., Manassas Regional Airport, www.marbainc.com.

2 — 3 Abilene, TX: Dyess AFB Big Country Airfest, gates 9 a.m., www.dyessfss.com.Shreveport, LA: Defenders of Liberty Open House & Airshow, gates

9 a.m., Barksdale AFB, www.barksdaleafbairshow.com.Chino, CA: Planes of Fame Airshow “A Salute to Veterans,” Planes of

Fame Air Museum, (909) 597-3722, www.planesoffame.org.9 — 10 Davenport, IA: Quad City Air Show, @noon to 5 p.m., Davenport

Municipal Airport, www.quadcityairshow.com.Dallas, GA: Salute American 2015 Air Show, gates Sat. 1:30 p.m./Sun.

11:30 a.m., Paulding Airport, www.pauldingairshow.net.Millville, NJ: Millville Wheels & Wings Airshow, 10 a.m. to 6 p.m.,

Millville Municipal Airport, (856) 327-2347, www.millvilleairshow.com.14 — 17 El Cajon, CA: Stearman Fly-In, Allen Airways Flying Museum,

Gillespie Field, (619) 596-2020. Deadline to register Mar. 15.16 El Cajon, CA: Warbirds West Air Museum Open House & Pancake

Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org.San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San

Luis Obispo Airport, (805) 801-7641.Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m.,

Petaluma Municipal Airport, (707) 778-4404.Redlands, CA: Hangar 24 AirFest & Anniversary, Redlands Airport,

www.hangar24airfest.com.Hondo, TX: CAF Warbirds over Hondo, South Texas Regional Airport,

www.warbirdsoverhondo.com.Auburn, AL: Auburn Opelika Airshow, Auburn University Regional

Airport, www.auburnopelikaairshow.com.16 — 17 Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific

Coast Air Museum, Sonoma County Airport, (707) 575-7900.Goldsboro, NC: Wings over Wayne, gates 8 a.m., Seymour Johnson

AFB, www.wingoverwayneairshow.com.Chicopee Falls, MA: The Great New England Air Show, Westover

ARB, www.greatnewenglandairshow.com.Virginia Beach, VA: Warbirds over the Beach, gates 9 a.m., Virginia

Beach Airport, militaryaviationmuseum.org.Augusta, GA: Boshears Skyfest & Fly-In, gates 9 a.m., Daniel Field

Airport, www.boshears.com.Addison, TX: Warbirds over Addison, Addison Airport.

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

San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251.

23 — 24 Wantagh, NY: Bethpage Air Show, 10 a.m. to 3 p.m., Jones Beach State Park, airshow.jonesbeach.com.

Columbia, MO: Salute to Veterans Air Show, 9:30 a.m. to 3:30 p.m., Columbia Regional Airport, www.salute.org.

Rochester, NY: Rochester Int’l. Air Show, Greater Rochester Int’l. Airport, www.rocairshow.info.

29 — 31 Greeley, CO: Rocky Mountain Airshow, Fri. 4-9:30 p.m./Sat. & Sun. 9 a.m. to 4 p.m., Aurora Reservoir, www.cosportaviation.org.

30 — 31 North Kingston, RI: Rhode Island National Guard Open House Airshow, gates 9 a.m., Quonset State Airport, www.riairshow.org.

Suffolk, VA: Virginia Regional Festival of Flight, gates 8 a.m., Suffolk Executive Airport, www.virginiaflyin.org.

Blaine, MN: Discover Aviation Days, 7 a.m. to 4 p.m., Anoka County Airport, www.discoveraviationdays.org.

APRIL cont’d.


By Mark BakerPresident and CEO AOPA

Last year AOPA tried somethingreally different. Instead of a bigannual convention, we decided to

host a series of small one-day fly-ins atlocations around the country–and theywere more successful than we could havedreamed. We met more than 16,000 peo-ple, parked more than 2,800 airplanes,and had a great time doing it.

Our members told us how muchthey loved these relaxed, fun celebrationsof general aviation and how much theyappreciated our presence at their airports.So it was an easy decision to do it again.

The hard part was deciding where to

go. More than 40 airports invited us tohost a fly-in, and I wish we could visit allof them. But in the end we had to makechoices, so here’s what we came up with:

May 16: Salinas Municipal Airport(SNS), CaliforniaJune 6: Frederick Municipal Airport(FDK), MarylandAugust 22: Anoka County-BlaineAirport (ANE), MinnesotaSeptember 26: Colorado SpringsMunicipal Airport (COS), ColoradoOctober 10:TullahomaRegionalAirport(THA), Tennessee

This year, we’re hoping people willmake a weekend of it. So, for the first time

each AOPA Fly-In will kick off with aFriday night social event. And most loca-tions will offer on-field camping for thoseof you who’d like to sleep under the wing.

At the fly-ins themselves you canget up close to all sorts of aircraft, fromthe newest models rolling off the assem-bly line to the rarest antiques and mostvenerable warbirds. You’ll have thechance to see, test, and buy the latest avi-ation products.And you can take part in avariety of seminars and educationalopportunities with an expanded slate ofspeakers on aviation safety, maintenance,local flying tips, and aircraft ownership.

We’ll have a “Learn to Fly” area forfuture pilots and a Rusty Pilots seminar tohelp lapsed pilots get back into the air.

I’ll host a Pilot Town Hall andanswer your questions. And of course,you’ll be able to meet and talk to AOPAstaff throughout the day.

Good food is an important part ofany fly-in, so we’ll offer a traditional pan-cake breakfast for $5 and gourmet foodtrucks or local restaurants will be on handto provide lunch.

Admission to the fly-ins is free foreveryone, and those who pre-register canget special pricing for lunch.

We’re excited to be visiting newplaces and meeting more members fromall around the country. I hope to see you,too. You can find out more about the fly-ins, pre-register to attend, or start plan-ning your visit at www.aopa.org/fly-in.

FIVE NEW FLY-INS FOR 2015

It has been nearly seven monthssince the Department of Transportation(DOT) began a planned 90-day review ofthe Federal Aviation Administration’s(FAA’s) proposed medical reform rule,and members of theAircraft Owners andPilots Association (AOPA) and the gen-eral aviation community are frustrated bythe department’s inaction, AOPAPresident Mark Baker told Secretary ofTransportationAnthony Foxx in a strong-ly worded letter.

“Proposed medical reforms, whichsimply seek to expand on a standard usedsuccessfully for a decade, have beenunder review for three years, making itincomprehensible to many in the aviationcommunity that no action has yet beentaken,” Baker wrote in the Jan. 13 letter.

The standard, which allows somepilots to fly recreationally withoutobtaining a third-class medical certifi-

cate, has been in use since 2004 when theFAA adopted the Sport Pilot rule.

“The evidence is clear: Allowingpilots to fly without going through thethird-class medical process is safe,” Bakerwrote. “The FAA’s proposed rule wouldsimply extend this standard to more pilotsflying more types of small aircraft.”

The proposed medical reforms havethe support of more than 180 bipartisanmembers of Congress, who co-sponsoredlegislation known as the GeneralAviation Pilot Protection Act (GAPPA)that would have allowed thousands morepilots to fly without obtaining a medicalcertificate. Major aviation organizationsand type clubs have also publicallyexpressed support for reform, as have theFlying Physicians Association and theAOPA Medical Advisory Board, whosemembers are both doctors and pilots.

Allowing reform to move forward

will also save time and money for pilotsand the federal government, while bolster-ing general aviation–an industry that con-tributes $150 billion to the economy andsupports more than 1.2 million jobs but isstruggling, in part because of rising costs.

AOPA estimates that medical reform,as proposed under GAPPA, would savepilots $24.6 million every year. A conser-vative estimate also shows an annual sav-ings of $1.9 million to the FAA.

Because third-class medical examstake place only once every two or fiveyears depending on age, they are no sub-stitute for an honest relationship with aprimary care doctor and the self-assess-ment that pilots must conduct beforeevery flight. To help pilots accuratelyassess their fitness to fly, AOPA is devel-oping a comprehensive online education-al course, which will be offered free tothe public.

Baker also noted that even without amedical certification requirement, pilotsmust undergo an evaluation with a flightinstructor at least every two years to actas pilot in command. During these flightreviews, instructors evaluate the pilot’scognitive condition, as well as his or herphysical ability to safely operate an air-craft. If either is in question, they do notendorse the pilot.

“Our members, the general aviationindustry, members of Congress, and theAmerican people are frustrated with ourgovernment’s inability to move efficientlyand effectively on issues that will improvesafety, save money, and help create jobsand support local economies,” Bakerwrote. “On behalf of our members and theaviation community, we must ask whenthe Department of Transportation willallow third-class medical reform to moveforward? The time to take action is now.”

AOPA PUSHES DOT TO END MEDICAL REFORM DELAY

The GeneralAviationManufacturersAssociation (GAMA) today welcomedU.S. Representative Marc Veasey (D-TX) as the new Co-Chair of the biparti-san U.S. House GeneralAviation Caucus.Representative Sam Graves (R-MO) willcontinue to serve as the other Co-Chair.

The House GeneralAviation Caucusserves as a forum for highlighting andeducating members of Congress about

general aviation and its important contri-butions to the U.S. economy. Establishedin 2009, the House General AviationCaucus holds regular briefings, events,and other activities to ensure membersand their staffs stay up-to-date on theissues facing the general aviation com-munity.

“We are delighted that CongressmanVeasey–with his strong understanding of

general aviation and manufacturingissues–will join Congressman Graves inthis key leadership role in the 114thCongress,” GAMA President and CEOPete Bunce said. “Congressman Veaseyspoke eloquently at GAMA’s GeneralAviation Jobs Rally in Dallas, Tex. thispast March about the significant econom-ic and jobs impact of general aviationmanufacturing on his district and the

nation. We look forward to workingclosely with him on issues important tothe general aviation community, such asstreamlining the certification process,enhancing safety, and promoting policiesthat sustain manufacturing. CongressmenGraves and Veasey will be a powerfulteam to lead the Caucus in the 114thCongress.”

GAMA PRAISES U.S. REPRESENTATIVES GRAVES AND VEASEY FORTHEIR GA CAUCUS LEADERSHIP

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SMOKIN’ MENTORSMOKIN’ MENTOR

By ElizabethATennysonAOPA

Congress has passed an omnibus-spending bill that keeps the FAA,and other government agencies,

funded through the end of the fiscal yearin Sept. 2015. The funding bill, whichavoids a government shutdown, passedthe Senate over the weekend, followingpassage by the House earlier in the week.

The omnibus includes $12.4 billionfor the FAA, approximately $17 millionless than the FAA’s 2014 funding level.The bill also covers full operation of theair traffic control system, as well as $3.35billion for the Airport ImprovementProgram, which funds infrastructure

repairs and improvements at airports,including general aviation airports.

The agreement also includes a provi-sion that allows small airports to continuecontributing five percent of the total costfor unfinished phased projects that wereunderway prior to the passage of the FAAModernization and ReformAct of 2012.

The contract tower program willalso continue under the omnibus-spend-ing bill, with $144.5 million, including$9.5 million for the contract tower cost-sharing program.

Other ongoing programs also will bepreserved. The agreement includes$254.7 million, an increase of $7.5 mil-lion above the budget request, to advance

FAA FUNDING SECURED THROUGHSEPTEMBER 2015

Money Included for ADS-B, Avgas Research,and Certification Reform


The City of Santa Monica’s effortsto absolve itself from an agreement withthe federal government are obviouslyintended to restrict or end operations atSanta Monica Airport in violation oflongstanding federal law and a specificcontract it signed, the Aircraft Ownersand PilotsAssociation (AOPA) argued ina federal appeals court filing Thursday.

That consequence––losing the avail-ability of Santa Monica Municipal Airport(SMO)––the court filing argues, could havea detrimental impact on air transportationfor thousands of Southern Californians.

The amicus brief filed jointly byAOPAand the National BusinessAviationAssociation notes that the city took backcontrol of SMO from the federal govern-ment after World War II under the U.S.Surplus Property Act (SPA).

That law determined that airports thatwere valuable to the maintenance of ‘”anadequate and economical national trans-portation system” could be transferred tolocal government, the brief stated, butonly in consideration of the “acceptance ofreservations, restrictions, and conditionsof the Federal government.”

In 1948, the City of Santa Monicaaccepted the airport from the federal gov-ernment, which had taken it over duringwartime for aircraft production. The cityregained control of the airport with theunderstanding that the airport would oper-ate in perpetuity, which is what the SPArequired and which was set forth in terms

within the airport transfer agreement.The SPA, the amicus brief argued,

“Specified that surplus airport propertybe disposed of in such a manner so as toensure that the property remained air-ports as needed for an efficient nationaltransportation system, under the over-sight of the Federal government and thatairport property not be misallocated bytransferees for other purposes.”

But the city’s actions today, the briefargues, “could have the ulterior purposeof restricting or closing SMO once itscommitments to the federal govern-ment,” such as the acceptance of federalairport improvement funds, have ended.

That action, AOPA and NBAAargued, “Would entirely contradict boththe overt purposes of the SurplusProperty Act and the transfers made pur-suant to that law.”

The City of Santa Monica initiallysued over SMO in federal court in Oct.2013, claiming that it was not fully awarethat the Federal government had a con-tinuing expectation of the City’s compli-ance with the conditions of the 1948transfer agreement concerning the air-port.AU.S. district court judge threw outthe city’s initial case as being filed toolate to challenge something that they’veknown about for more than 65 years,leading the city to appeal to the U.S.Ninth Circuit Court, where the AOPA-NBAA amicus brief was filed.

AOPA OBJECTS TO SANTAMONICA’S CLAIMS OVER AIRPORT


By ElizabethATennysonAOPA

The Department of Transportation hasannouncedplanstocompleteitsreviewofproposed third class medical reforms on

Jan. 26, allowing theFAA’sdraft rule tomove totheOfficeofManagementandBudgetforanoth-er round of mandatory reviews. Meanwhile,AOPAhaspledgedtokeeppushingforlegislationtorelievethousandsofpilotsofthethirdclassmed-icalrequirement.

“The general aviation communityhas waited too long for medical reform,”said AOPA President Mark Baker. “Wewill keep pushing for action on everypossible front, including seeking a leg-islative solution with help from ourfriends in Congress.

“Last year’s General Aviation PilotProtection Act won the support of morethan 180 bipartisan co-sponsors in theHouse and Senate. Lawmakers recognizehow important this issue is for the futureof general aviation.We expect new legis-lation to be introduced this year, and ifwe can’t get action on standalone legisla-tion, we will do all we can to get itincluded in the FAAreauthorization bill.”

In the meantime, the proposed FAArule to reform the third class medicalprocess is scheduled to leave the DOT

nearly seven months after the departmentreceived it for a mandatory review thatwas scheduled to take no more than 90days. Once the DOT releases the pro-posed rule, it will move to the Office ofManagement and Budget (OMB), whichwill also have 90 days to review andcomment. Only after that review is com-plete will the FAA publish the notice ofproposed rulemaking for public review.

Although DOT announced theschedule on its website, there is no guar-antee that the rule will move out of thedepartment as planned. The OMB reviewcould also take longer than the scheduled90 days.

“We hope the process will finallymove forward,” said Baker. “Reformingthe third class medical certification systemwill save pilots and the FAAmoney, boostgeneral aviation, and stimulate economicactivity. These are all good things, and thegovernment should be moving swiftly tomake it happen, not dragging its feet.”

Throughout the process, AOPA andothers have been pushing regulators tomove reform ahead.

“Proposed medical reforms, whichsimply seek to expand on a standard usedsuccessfully for a decade, have beenunder review for three years, making itincomprehensible to many in the aviation

community that no action has yet beentaken,” Baker wrote in a Jan. 13 letter toTransportation Secretary Anthony Foxx.

The standard, which allows somepilots to fly recreationally without obtaininga third class medical certificate, has been inuse since 2004 when the FAA adopted thesport pilot rule. Since then, it has proved to

be safe and effective, and expanded reformhas won widespread support.

Major aviation organizations andtype clubs have publicly expressed sup-port for reforms, as have the FlyingPhysicians Association and the AOPAMedical Advisory Board, whose mem-bers are both doctors and pilots.


Founder ..................................................................................................................Ciro BuonocorePublisher/Editor................................................................................................Victoria BuonocoreManaging Editor..........................................................................................Annamarie BuonocoreProduction Editors ..............................................................................Anne Dobbins,Toni SielingAssociate Editors ........................ Nicholas A.Veronico, Sagar Pathak, Richard VanderMeulenStaff Contributors ..................................................................................................S. Mark Rhodes,.........................................................................................................Larry Nazimek, Joe Gonzalez,Columnists..............................................................Stuart Faber, Larry Shapiro, EdWischmeyer,..................................................................................................................Marilyn Dash, Ed Downs,Copy Editing ............................................................................................................Sally GersbachAdvertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280

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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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Editor’s comment: The “precautionarylanding,” is not a topic that is directlyaddressed in the FAA Practical TestStandard. A diversion to an alternate air-port is part of testing scenarios, but theconcept of simply getting the airplane onthe ground, perhaps not at an airport, isseldom taught and certainly not tested. Itis tragic that accidents, which occurevery year, could have been avoided if thePIC had simply accepted the fact thatcontinued flight was not possible. Inmany cases, a landing on a suitable sur-face could have safely prevented continu-ing flight into worsening weather condi-tions or a power-off landing caused byfuel exhaustion or mechanical difficulties.

It is interesting to note that ourCanadian neighbors face the potential ofoff-airport landings head on, especially ifflying with Anna Serbinenko, a class oneairplane and class one aerobatic instruc-tor. Anna is also the only female aerobat-ic performer in Canada. Her passion forflying lifts her away from the daily routineinto the sky with a three-dimensional free-dom called “Sky Dancing.” Anna flieswith the Canadian Flight Centre.

Established in 1979 and now in twolocations, Boundary Bay, Vancouver, BC, ,CFC has trained more than 3,000 pilotsfrom over 20 countries. Graduates ofCanadian Flight Centre are currentlyworking at airlines around the world.Today, under Anna’s leadership, CFCtrains “from tail wheel to turbine,” with abig variety of courses and aircraft. Specialprograms are now being offered to U.S.Pilots that include the techniques and skilldescribed in Anna’s latest contribution toIn Flight USA. For more about Anna andher airshow schedule: visitwww.annaserbinenko.com. For beachlanding experience and training in BC,

contact Canadian Flight Centrewww.cfc.aero, [email protected], 604/9467744.

One last note, you must visit thisarea of the world, just north of Seattle. Itis spectacular!

By Anna Serbinenko

When I was a student pilot, wewere strictly banned from any“off-airport” landings. On one

hand, now that I am a flight instructor, Ican sympathize more than ever with theschool’s mistrust of a student pilot’s com-mon sense decision making skills, and theparanoia about the insurance. On theother hand, I cannot possibly think ofendorsing a commercial pilot who hasnever landed in anything less than 2,000+long paved level runways. They are sim-ply not fit for commercial pilot duties.

In the Canadian airplane pilot syl-labus, there’s an exercise calledPrecautionary Landing. A typical sce-nario used to motivate the student is,“what do you do if you are low on fuel?”Or “ what if you have a sick passenger onboard?” Fuel management issue aside(what was so difficult about landing at thelast airport you passed and put a few gal-lons in the tanks?), why on earth wouldyou land with a sick person on board inthe middle of nowhere instead of headingto the nearest airport to get qualified med-ical help? But what if there is no airportclose by, a real issue in rural Canada(most of the country), or weather blocksaccess to an alternate airport?

The precautionary landing can beused much more often than just for theflight test purposes. In fact, CanadianCARs expect the pilot to execute one,

ON LOW TIDE


Anna Serbinenko after one of her “off-airport” beach landings. (Courtesy of Anna Serbinenko)


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should continuing the trip became unsafe,be it for a mechanical issue, weathercoming down faster than forecasted, orsimply if you are not sure of the conditionof the runway at your destination. Likethe U.S. FARs, the Canadian CARsrequire the pilot in command to exerciseemergency authority and do whatever isnecessary to prevent endangerment ofpassengers and/or persons on the ground.If that means an off-airport landing, so beit.

When flying with the CanadianFlight Centre in beautiful BritishColumbia, we teach precautionary land-ings on a daily basis. Hope Airport is aregistered airport, with a grass runway,often featuring soft conditions after BC’sliquid sunshine embellishes the region.Harrison Mills Golf Course is an airplanefriendly place with a short gravel strip,but we need to make sure curious golfersvacate the landing surface. Unimprovedback country or island strips like Tipellaor North Pender Island present a chal-lenge of the unknown. Then, of course, isour favorite off-airport training scenario,the ocean beach landing. Several beacheson the West coast of Vancouver Island arelong and straight enough for landing anairplane. Even though it might seem verytempting to try it yourself, please-please-please get proper training from an experi-enced instructor before attempting beachlandings. Even after having done multi-ple beach fly-in picnics, I’ve had situa-tions that brought up my adrenaline.

So first of all, consider the choice ofaircraft. If you have no more than oneperson coming with you, a little tail drag-ger like a Citabria is the best option. Ithandles potential rough surfaces betterthan a tricycle plane, offers good visibili-ty, and is great fun to fly. If two peoplecome with you, a Cessna 172 or 182, orsimilar machine is your plane. I wouldnot go for a beach landing with a fullyloaded 172 with four people in it.

Timing is everything. Not only isgood weather important for your flight,but you must also make sure that youhave a suitable landing surface when thetides are low. Familiarize yourself withthe tides schedule. There could be onlyhalf a dozen suitable days in a month.Low tides in the evenings are not good. Inthe unlikely event of being stuck on thebeach, you want to have a fair chance ofbeing rescued the same day and to notmake camp amongst coyotes and bears(welcome to Canada!). A non-tidal sur-face is usually too rough for landing andcovered with debris and logs. Even tun-dra tires won’t help with large obstacles.

In Canada, we file a detailed flight

plan, and stay in contact with ATC aslong as possible. We advise CanadianATC of our intentions before descendingfor landing where you will most likelylose radio contact. We also tell ATC ofour intended length of time on the beachand our expected time of the next radiocontact with them when airborne again.They can call rescue if they don’t hearfrom us as expected. In our neck of thewoods, you usually have about an hour toan hour and a half for the picnic or across-island hike through the rainforest,before the tide comes up again. Keep inmind that U.S. Flight Service and ATCmay not be as familiar with this sort ofservice as Canadian ATC, so make sure atrusted source at your departure point isin on the adventure just in case you do notreturn on time. Always be prepared for anovernight stay, with clothes, water proofmatches, and shelter and bear bangs (edi-torial note; a bear bang is like a road flarebut makes a load noise) should events notwork out as planned. You do not want tobe on a bears dining menu!

Wind can be hard to determine. Usualindications like smoke are usually notthere, cloud movement is not necessarilyan indication of the surface winds, and theocean water movements are not primarilywind driven. Tall pine trees hardly giveaway the direction of the wind. A reliablemethod of determining the wind directioncould be the drift. Find a landmark, flyright over it at about 1,000 feet (lowenough to assume the wind is the same ason the surface), and do a full 360 degreeslevel, standard rate turn (editorial note; inCanada, called a rate one turn). Notewhich way you drifted, and it will showyou where the wind is coming from andhow strong it is. When making the finaldecision on the direction of landing, con-sider obstacles. Sometimes you have toaccept a couple knots tailwind to avoidhaving to clear 300 feet tall trees on final.

To check the surface length, you caneither estimate visually or time it. Just eyeballing might work somewhere wherethere is a comparison such as buildings,fields, grid, etc. In the wild, it can be mis-leading. For timing, some flight manualsadvise to extend flaps, fly at 60 knots, and“time the field.” Each second at 60 knotsequals 100 feet of field length. Nice sug-gestion, but forget about timing the fieldat 60 knots! Be it on the beach or a grassfarmer’s field, why would you want to below and slow? Isn’t that something we’vealways been taught to avoid? It’s evenworse, low, slow and not even payingattention to flying, because you are tryingto do some sort of a field check.However, nothing bad will happen if you

Continued from Page 12On Low Tide



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do your low pass at 80 knots, time it andthen each second equals more than 100’of field length. Using 80 knots will getyou an approximate landing area lengthwith a built in 30 percent margin!

As you are doing a precautionarylanding and inspecting the surface, thetextbook “low pass” at 500 foot AGL isnot going to cut it anymore. There is noreliable way of telling a log from algae atthat altitude. For thorough inspection,you might have to go as low as groundeffect to make a land/no-land decision,and pick the best distance from water tothe touch down point where the surface isthe hardest. Too wet––you get stuck. Toodry––and you flip over. Keep in mindthat the best spot for landing is not neces-sarily the best spot for parking for thenext hour. Anticipate the change. Be sureto practice this “low pass” maneuver with

a qualified CFI over a long, hard surfacerunway, before your try it for real.

There are several islands in the areawith beaches suitable for landing withinreach of DFC’s training area. We don’t tryto land on all of them in one trip. Some areso far apart that you would hardly havetime to fly from one to the other while tideconditions are suitable. Instead, we pickone or two close by and enjoy the journey.We do mountain flying to and from ourbeach landings (lots of fascinating terrainin the Vancouver area), checking out thehumongous Martin Mars water bombersin Sproat Lake, and if you are lucky, wecatch a great view of whales playing in thePacific. This is an experience of a lifetimethat nature graciously offers to those whodare to spread the wings. Oh yes, don’tforget to rinse off the salt residues that youwill surely find on your plane after abeach landing!

Continued from Page 13

On Low Tide

EAA and the general aviation com-munity are already well ahead of thecurve when it comes to finding ways toreduce GA loss-of-control accidentsbecause of several years of progressthrough the FAA’s General Aviation-JointSteering Committee working group thathas studied those accidents.

Loss-of-control accidents in generalaviation gained visibility recently whenthe National Transportation Safety Boardnamed it as one of its Top 10 Most WantedList of transportation safety improve-ments. It was the only GA item mentionedon this year’s list, which also includes rail,mass transit, commercial trucking, andmotor vehicles driving impairment.

“The general aviation community isalready well on its way toward meetingits own goal of studying loss-of-controland finding ways to reduce those totalsthrough its exhaustive work within theGA Joint Steering Committee,” said SeanElliott, EAA’s vice president of advocacyand safety. “EAA has been a very activemember of this committee’s workinggroup, which is focused on using verifi-able data to find causes and the best waysto address the issue, while not wastingtime and resources on solutions thatwould have only a minimal impact.”

EAA co-chaired the first Loss-of-Control Working Group several yearsago and has been the lead organization

for implementing several of the group’ssafety enhancements regarding trainingand outreach. Among the solutionsadvanced by EAA through the Loss-of-Control Working Group was the recentlyFAA-approved use of a test pilot forPhase 1 flight-testing in amateur-builtaircraft. This “second pilot” program wasdetailed in the story “Education, NotRegulation - The AC 90-116 SuccessStory” that appeared in the Nov. 2014issue of EAA Sport Aviation magazine.(Story is available at eaa.org)

Elliott, who serves on the GA-JSCsteering committee, noted that the processbeing used by the GA working group issimilar to the Commercial Air SafetyTeam (CAST) program adopted by air-lines in the 1990s that greatly reduced theiraccident rate. The CAST program evalu-ates data over a longer period of time thatshows trends and specific items to addressthrough education and training.

“EAA has always believed that edu-cation is more effective than regulation,and our members have always shownthemselves to be dedicating toward mak-ing themselves better pilots,” he said.“While the NTSB focus on GA loss-of-control accidents is a good reminder, theaviation community and the publicshould know that EAA is already part ofan outstanding, substantial GA commu-nity effort toward a solution.”

EAA, GA WORKING GROUP INFRONT OF FOCUS ON

LOSS-OF-CONTROL ACCIDENTSFindings Already Providing Ideas to Address NTSB Top 10 Item


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By Donia Moore

Dropping into Rubidoux’s uncon-trolled Flabob Airport, nearRiverside, Calif. feels like wan-

dering into a 1940s time warp. Flabobstarted life as the Riverside Airport in1925. The seventh oldest surviving air-port in California didn’t get its uniquename until 1943 when emergency crewsresponding to a crash showed up atFlabob by mistake. Then-partner-owners,Flavio Madariaga and Bob Bogen, com-bined the first letters of their names tocome up with Flabob, differentiating itfrom the larger airport down the road.

Flabob Airport Café

To get a feel for the history of Flabob,visit the Flabob Airport Café. It’s in an his-toric building, which was originally thecookhouse of the NCO Club at CampHaan, the anti-aircraft auxiliary of MarchField during WWII. When Camp Haan wasclosed after the war, its buildings wereoffered to farmers for a buck a building.Flavio Madariaga had his picture taken withsome borrowed barnyard animals and con-vinced the sergeant that he was a farmer. Hedragged the building to Flabob, added thespacious porch and stone fireplace, and cre-ated the social heart of the airport. Manyaircraft designs and improvements first sawthe light of day as sketches on napkins at thecafe. Its walls are filled to capacity with oldphotos, memorabilia and airplane junk, andbig model airplanes hover overhead. Don’tmiss the cowboy mural gracing the walls, areminder of the first “manager” of the air-port, “Cowboy Aviator” Roman Warren.

Flabob has always been a haven foraviation aficionados: mayors; civic lead-ers; even the treasurer of the DemocraticCentral Committee responsible for HarryS. Truman’s nomination as vice presidentin 1944. Everybody who was anybody inthe burgeoning area of Riverside, Calif.flew. Established two years before theLindbergh Boom, many firsts in aviationinnovation, design, and education startedin Flabob. The Experimental AircraftAssociation’s (EAA) Chapter One, stillgoing strong, was founded in Flabob.

Why Riverside?

In the first decades of the 20th centu-ry, Riverside, Calif., was the wealthiestcounty per capita in the U.S., due to its richcitrus produce, beautiful climate, andtourism. Known as “The City Beautiful,”Riverside’s magnificent Craftsman and

Mission Revival style homes drew atten-tion to this inland garden spot. The lovelyMission Inn attracted a famous andwealthy clientele and soon became aninternationally known resort. “The FlyersWall” at the Mission Inn attests to the num-ber of famous aviators who visited the area.

From 1918, the site drew noted avi-ators like Clarence O. Pres, who builtmore than 50 airplanes in a former citruspackinghouse at the corner of Indianaand Arlington, using the dirt street for alanding strip. Barnstormers frequently setup shop in vacant fields surroundingtown. Riverside’s establishment knewthat a regular airport was needed to putRiverside on the air map. Theyapproached Pliny Evans, owner of theEvans Ranch, just west of the Santa AnaRiver and located on the main highwayto Los Angeles. Evans agreed to lease outthe field to the Chamber of Commerceand the Lions Club, retaining the right topasture his cattle on the land. TheRiverside Airport, as it was then known,was created.

The Cowboy Aviator

The first manager of the airfield wasa colorful character called “Cowboy

FLABOB FLIGHT PLAN: THE LITTLE AIRPORT THAT TIME FORGOT


Pegasus statue at entrance of airport.(Donia Moore)

Flabob Airport Cafe(Donia Moore)

It must seem to newcomers in ourworld of aviation that the pilots whowere flying back in “the day,” must

be conspiring to weave a universal talltale about how aviation was in the olddays. Then they take turns telling the talewhile the rest of the codgers nod insolemn assent.

In these times of six and seven dol-lar avgas and single engine piston aircraftpushing three quarters of a million dol-lars, it’s hard to visualize a world of 40cent fuel and affordable airplanes, whichthe factories were pumping out like pop-corn. Imagine a time when we had thefreedom to fly just about anywhere inalmost anything and when almost anyonewho was working could afford an air-plane of some kind.

To those of us who lived and flewduring those halcyon days, it seemed nor-mal at the time because we hadn’t knownanything else. Most of us thought that itwould continue this way always and thatwas just the way it was supposed to be. Italso seemed to us, to me anyway, thataviation was probably about the same inevery progressive country. I had no cluewhat an oasis of aeronautical privilegewe were living in.

But in the mid ‘70s I had an experi-ence that opened my eyes. I was given aglimpse of aviation in the UK and Europe,and I saw firsthand that flying there wasmostly for the wealthiest. If you can standa circuitous route to the point I want tomake, I’ll tell you the story.

In the spring of 1976, I had taken abreak from flying, my career, and life ingeneral and I was spending several weekstouring the UK; this while morosely con-templating the wreckage of my life, sincemy little world of aviation had implodedthat winter. Alas, my rascally accountanthad made off with the corporate purse,and my flying service had tumbledaround my head. Airplanes, employees,hangar, shop, charter service, and Piperdealership all had gone, and with it, myability to make a living. The banks had

swooped in and also taken everything Iowned personally that was worth taking,so I had little left but my clothes.

It was pretty apparent to me at thatpoint that I had reached one of life’s uglylittle mileposts. I needed to stop and takestock and decide what the rest of my lifewould look like. I needed a change ofscenery and a place that would help medo that.

Serendipitously, about that time acheck showed up. It was from my bank,the proceeds of a closed out and forgottenaccount. I remember holding the checkand thinking that it wasn’t enough tochange my new and admittedly horriblelifestyle, but it was enough to take a tripoverseas, where I could think more clear-ly about things. Without hesitating, I pur-chased a round trip ticket to London andstarted filling my backpack with the thingsthat I would need for a month of travel.

I hitched a ride to JFK with myfriend, Jake, who let me ride along on atrip he had in the King Air he was flying,and there I caught my flight to Heathrow.It turned out that I had unknowinglybooked on the inaugural U.S. flight forVirgin Airways. There was lots of cele-brating in First Class, and I saw a smilingRichard Branson swinging a glass ofbubbly, but the fete never made its way toSteerage.

In London, I hired a car, as they callit there. It was a Morris Mini, the grand-father of the present day Mini, and itlooked much like the present car, exceptit had wheels so small it made the carresemble a roller skate. I had seen pic-tures of them, but never had seen one forreal, and certainly not one with the driv-ing position on the right (wrong) side. Istowed my gear in the boot (trunk).

I set off with great apprehension,steering from the wrong side of the car,shifting with the wrong hand and flinch-ing as cars came at me from the wrongside of the road. My brain wasn’tdesigned for this. Roundabouts werecompletely mind blowing, and I

approached each one with fear and fore-boding, which usually turned out to beappropriate feelings for what was aboutto happen. After a few miles of this andseveral shots of adrenalin in response tocars coming around a turn on “my” sideof the road, I stopped to fill up at a petrolstation, and attendants swarmed the tinycar. With the tank full, fluids checked andpreflight complete, I stepped in the officeand settled my bill.

Back outside, I jumped back in thecar and stared dumbly at the dash panel infront of me. The steering wheel wasgone. I looked to my right and found it,smugly attached to that side of the car. Ilooked to my left and saw three smilingpetrol attendants giving me their unblink-ing attention. Thinking quickly, I openedthe glove compartment and sortedthrough the documents there, as though Ineeded something vital to my continueddriving. Clutching the owner’s manual Ijumped out of my seat and ran around towhere the steering wheel was waiting forme and quickly sped away, blushing tomy hair roots.

Well into the Northumberland coun-tryside now, I settled into the journey andbegan to relax. As the miles unfolded, Igrew ever more delirious with the rich-ness of rural England. Stonewalled farmsswam by, and the two-lane road twistedacross the green and rolling landscape tooffer new vistas at every turn. As I round-ed a bend and came out upon a long val-ley, I suddenly saw a runway off to myright. Not just a runway, it was an aero-drome, and not just an aerodrome, butone from WWII. There were QuonsetHuts set in rows and aging hangars, theirdarkened interiors guarded by shadow.The crisscrossing Emerald runwayslacked only landing Spitfires to convinceme that I had traveled back in time.

Of course I had to stop, and as Ipulled into the parking area, one of thestrangest and largest gliders that I’d everseen was being pulled from one of thehangars by a half dozen or so men.

I introduced myself to them as apilot from the U.S. and to my confusion,became a sort of instant celebrity. Theygathered about me in a circle and askedmany questions about what flying waslike in the States, one after the other sub-mitting their inquiries in a sort of verypolite interrogation.

Then they showed me their glider,which was the only aircraft on the aero-drome they said. It was a two place, side-by-side affair, the open cockpit of whichresembled a ‘30s English Roadster, andyou sat in it up to your ears in airplane.The wing span was enormous, at least 60feet, and as I looked it over, they askedme if I’d like a ride in it. Of course I saidyes, so it was trundled out to the runway,hooked to a double-decked bus, whichhad been converted into a winch tow, andoff we shot, for a short but memorablesilent tour above the greenscape.

Their hospitality didn’t stop there;back on the ground, I was to operate thewinch they said, and so I did and loggedwhat would be my career’s only winchtow.

When it was time to say goodbye, Ishook hands with these delightful menwhose hospitality and fervor for the skyhumbled me. One of them said some-thing to me as I was leaving that I thoughtabout for a long time afterward. He said,“Oh I wish you’d been here last week; wehad a powered airplane come in.”

I never forgot that statement becauseit brought home just how privileged thoseof us who love the sky have been in thiscountry, but I am saddened by how muchless accessible aviation is to the averageperson in our country now.

It’s my hope that aviation is not on aslippery slope in this country, and that wenever arrive at a place where a visit by apowered airplane is an event.


Contrails by Steve Weaver

THE EPIPHANY

GA GROUPS URGE FAA TO TAKE STEPS TO LOWER BARRIERS TO ADS-BThe general aviation community has

banded together to urge the FederalAviation Administration (FAA) toaddress critical barriers to ADS-B(Automatic Dependent Surveillance—Broadcast) equipage, including high costand lack of certified solutions for sometypes of aircraft.

In a joint letter sent to FAA

Administrator Michael Huerta on Jan.23, 14 general aviation groups represent-ing tens of thousands of aircraft ownersasked the FAA to take aggressive stepsthat would allow more aircraft to meetthe agency’s mandate to equip for ADS-B Out by 2020.

“We hear every day from memberswho want to meet the FAA’s mandate but

can’t, often because they can’t afford it orbecause there is simply no path to compli-ance,” said Mark Baker, president of theAircraft Owners and Pilots Association(AOPA). “Too many of these pilots tellme they’ll be doing a lot less flying if wecan’t find workable, affordable solutionsbefore the mandate takes effect.”

ADS-B is a cornerstone of the

FAA’s effort to modernize the air trafficsystem. ADS-B Out uses specializedGPS equipment installed in each aircraftto identify the aircraft’s location andautomatically report it to ground stationsand other aircraft. ADS-B In, which isnot part of the FAA’s mandate, providesthat information along with other data to


Aviator” Roman Warren. His first orderof business was to build a barbed wirecorral. This was not for the cattle but forthe airplanes. Since Evans retained pas-turage rights, the corral was built to keepthe cattle from eating the sweet dope fab-ric off the airplanes.

Riding the rails as a fireman’s assis-

tant, “cowboying” in Montana, barnstorm-ing across the country, Warren finally land-ed at the Riverside Airport where he putthe field on the map with a daring stunt offlying under the low Rubidoux Bridgeover the Santa Ana River, just feet from theRiverside Airport. Barnstorming pilots hadflown under bridges before but never oneas low as the 16-foot high arch. On June14, 1926, he had a ready audience as hetook off in his Thomas-Morse S4C Scout,flying 100 miles an hour. He cleared the

tiny portal by four feet, ensuring his fameas an aviator and attracting Riverside’sfinest civic leaders, doctors, and lawyers tohis flight school. In 1938, a devastatingflood laid waste to most of the airfield andits plans.

Flavio Madariaga andGrassroots Aviation

After the original Riverside Airportwashed away, the few pilots who stayedon moved their airplanes a few hundredyards downstream, where a leftover WPAtool shed offered some shelter, and is nowincorporated into Flabob’s Hangar One.With World War II looming, a Civil AirPatrol Squadron was established there.

In 1943, Flavio Madariaga and hispartner, Bob Bogen, purchased the littlestrip. Madariaga was a jack-of-all-trades, apilot, and a machinist who could make any-thing. He and his partner, Bob Bogen, anaeronautical engineer, owned a machineshop in Los Angeles. Driven by rising pop-ulation and soaring land values in LosAngeles, Madariaga and Bogen looked fora place further out, with room for an airstripto enable them to make aerial delivery ofsupplies and parts, and to bring in cus-tomers. According to Flabob legend, theyrejected many possible strips as too scenicand therefore likely to become densely set-tled. They decided on the little airstripadjoining the village of Rubidoux, close tothe City of Riverside. Madariaga movedthere with his family. He had done a lot ofwork for the movie studios, such as makingthe “vines” on which Tarzan swung, andfrom one of the studios he “scrounged” acircus tent, which he pitched under a tree tobecome the family home. Meals were on apicnic table under the tree, and the still-roaming cows helped themselves to anytasty bits they found on the table. The tentis long gone, but the tree is still there and sowere the cows, until a developer ran themoff a couple of years ago.

Flabob Today: Tom Wathen andAir Education

Today, Flabob Airport is owned andmaintained by the Wathen Foundation. In1999, Tom Wathen retired as Chairmanof the Pinkerton Detective Agency. A life-long aviation enthusiast, he determinedthat his Wathen Foundation would bededicated to aviation education andpreservation. In May of 2000, his founda-tion purchased Flabob as a “campus”where teachers, volunteers, young peo-ple, and others could interact.

The Wathen Foundation (and its air-port arm, Flabob LLC), have made many


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Flabob Flight PlanContinued from Page 16

Cowboy Aviator Roman Warren - 1stManager of Flabob. (Donia Moore)

needed improvements to Flabob Airport.The 3,200-foot runway has been widenedand resurfaced, the parallel taxiway hasbeen resurfaced and extended the entirelength of the runway, and aircraft parkingareas and taxi lanes have been paved. Theairport cafe has been refurbished. Twonew hangars have been built, and 12 moreare nearing completion.

A large new hangar and meetingplace for EAA Chapter One was dedicat-ed at Chapter One’s 50th anniversaryopen house. It serves as a meeting placefor programs of many aviation organiza-tions in addition to Chapter One.

Educational programs at Flabob are agrowing community asset. The EAAAviation Foundation worked with theWathen Foundation to present the first off-

Oshkosh offerings of its Air Academyprograms for young people, and thesehave now become a Flabob staple withsome four to six programs annually formiddle and high school students.

The community surrounding Flabobalso benefits from the Wathen Foun -dation. Academy personnel and volun-teers bring programs to area elementary,middle, and high schools. UnderFoundation sponsorship, middle and high

school students rebuilt a 1941 AeroncaSuper Chief under expert adult supervi-sion and earned subsidized flying les-sons. Two follow-up projects are under-way: a Stinson 108-3 donated by a groupheaded by EAA Secretary AlanShackleton, and a Stits Sky Coupe.

While Flabob may look like a walkthrough the early days of aviation, the“little airport that time forgot” under theWathen Foundation will remain a haven

for aviation enthusiasts for years to come.Contact www.flabob.org for informationabout upcoming events and fly-ing/driving directions.

Donia Moore is a published author and“rusty pilot,” specializing in freelancecopywriting, publicity, and web contentwriting. Contact her at [email protected], on LinkedIn, Facebook/iwritewordssc, Twitter @doniamoore


Flabob Flight PlanContinued from Page 18

the use of ADS-B for air traffic controlseparation services, support the collec-tion and validation of surveillance data,and help assess the impact on FAA’soceanic automation system. The FAA isdirected to make an investment decisionregarding ADS-B within 30 days toaddress the concern that the agency’sabsence from the program is undermin-ing its status as a global safety and tech-nology leader.

The Wide Area AugmentationSystem (WAAS) for GPS will be fundedat $98.6 million, a slight decrease fromthe budget request of $103 million.

Also included is $6 million for con-tinuing research and testing of alterna-tives to leaded avgas, up from $5.7 mil-lion requested by the president.

The agreement also includes $14.9million for unmanned aerial systems(UAS) research, an increase of $6 millionabove the budget request. Within thisincrease, $5 million dollars is provided fora new center of excellence on UAS andtwo million dollars is provided to help meetFAA’s UAS research goals of system safe-ty and data gathering, aircraft certification,command and control link challenges, con-trol station layouts and certification, senseand avoid, and environmental impacts.

The spending package also includeslanguage regarding the Small AirplaneRevitalization Act, which became law inNov. 2013. Specifically, FAA is expectedto use the resources as requested in thebudget request to support the completionof a final rule that advances the safety andcontinued development of small air-planes, as required by the act, which set a2015 deadline for the reform of aircraftcertification rules.

FAA Funding Continued from Page 10


FAA TO ISSUE NEW GUIDANCE ON SLEEP APNEAThe Federal Aviation Administration

(FAA) continually works with the avia-tion and medical communities to ensurethat pilots are fit to fly. On March 2, theFAA will issue new medical guidance toAviation Medical Examiners (AMEs)that incorporates industry andCongressional feedback balanced withthe FAA and National TransportationSafety Board’s (NTSB) safety concerns

about pilots flying with ObstructiveSleep Apnea (OSA).

OSA inhibits restorative sleep.Untreated OSA always has been a dis-qualifying medical condition and willcontinue to be disqualifying. The FAA isnot changing its medical standards relat-ed to OSA; however, it is revising thescreening approach to help AMEs findundiagnosed and untreated OSA. The

new guidance will improve safety andpilot health by reducing the burdens anddisincentives that may have preventedsome pilots from seeking an OSA evalu-ation and treatment.

Pilots will be able to continue flyingwhile they are evaluated and as theybegin treatment, if needed. Pilots diag-nosed with OSA may send documenta-tion of effective treatment to the FAA to

arrange for a Special Issuance medicalcertificate to replace the regular issuancemedical certificate.

Based on feedback from industry onthe FAA’s draft guidance, the new guidancedoes not rely on BMI and allows a pilot tokeep flying during evaluation and treat-ment. The FAA plans to publish the newguidance in the FAA Guide for AviationMedical Examiners on March 2, 2015.

The Federal Aviation Administration (FAA) is responsible for protecting thesafety of people who fly as well as the lives and property of people on the ground.The United States has an impressive safety record, but the FAA continually workswith the aviation and medical communities to ensure that pilots are fit to fly.

The FAA will issue new medical guidance to Aviation Medical Examiners(AMEs) on March 2 that will balance industry and Congressional concerns with theFAA and National Transportation Safety Board’s (NTSB) safety concerns aboutpilots flying with Obstructive Sleep Apnea (OSA).

What is Obstructive Sleep Apnea?OSA affects a person’s upper airway in the area of the larynx (voice box) and the

back of the throat. This area is normally held open to allow normal breathing by thesurrounding muscles. When an individual is asleep, these muscles become slack, andthe open area becomes smaller. In some individuals, this area becomes so small thatbreathing and resulting normal oxygenation of the blood is impaired. The person mayactually choke. This causes some degree of arousal from normal sleep levels, whichthe individual may or may not be aware of. These people do not get restorative sleepand wake feeling tired.

OSA has significant safety implications because it can cause excessive daytimesleepiness, personality disturbances, cardiac dysrthythmias, myocardial infarction,stroke, sudden cardiac death, hypertension, and cognitive impairment, such asdecreased memory, attention, planning, problem solving, and multi-tasking.

What is the background on the FAA’s actions on OSA?Untreated OSA always has been a disqualifying medical condition and requires

a Special Issuance of a medical certificate from the FAA. In Nov. 2013, the FAA pro-posed guidance that would have required treatment for pilots with a body mass index(BMI) of 40 or more. It would have grounded those pilots until they successfullycompleted treatment, if required, and they obtained a Special Issuance medical cer-tificate from the FAA. Key aviation industry stakeholders, as well as members ofCongress, expressed concern about this enhanced screening. The FAA has nowrevised the guidance to address those concerns.

What is the new guidance? BMI alone will not disqualify a pilot or require an OSA evaluation. The risk for

OSA will be determined by an integrated assessment of history, symptoms, and phys-ical/clinical findings. OSA screening will only be done by the AME at the time of thephysical examination using the American Academy of Sleep Medicine (AASM)guidance provided in the AME Guide. Pilots who are at risk for OSA will be issueda regular medical certificate and referred for an evaluation, which may be done byany physician (including the AME), not just a sleep medicine specialist, followingAASM guidelines. If an evaluation is required, a laboratory sleep study or homestudy will not be required unless the evaluating physician determines it is warranted.The pilot may continue flying during the evaluation period and treatment, if indicat-

ed. The airman will have 90 days (or longer under special circumstances) to accom-plish this. The FAA may consider an extension in some cases. Pilots who are diag-nosed with OSA and who are undergoing treatment may send documentation ofeffective treatment to the FAA to arrange for a Special Issuance medical certificate toreplace the regular medical certificate.

How is OSA treated?Though several types of treatment are available depending on the severity of

OSA, the most effective treatment involves the use of a continuous positive airwaypressure (CPAP) or Automatic Positive Airway Pressure device that is worn whilesleeping. In fact, there are currently 4,917 FAA-certificated pilots who are being treat-ed for sleep apnea and are flying with a special issuance medical certificate.

When will the new guidance take affect?The FAA plans to publish the new guidance in the FAA Guide for Aviation

Medical Examiners on March 2, 2015.

What are the FAA’s current rules on OSA?Untreated OSA always has been and will continue to be a disqualifying medical

condition. AMEs are advised by the FAA to be alert for OSA and other sleep-relateddisorders such as insomnia, restless leg syndrome, and neuromuscular or connectivetissue disorders because they could be signs of problems that could interfere withrestorative sleep.

Is the FAA changing the rules on OSA?The FAA is not changing its medical standards related to OSA. The agency is

revising the screening approach to help AMEs find undiagnosed and untreated OSA.

Have there been any accidents or incidents associated with OSA?The National Transportation Safety Board (NTSB) determined that OSA was a

contributing factor in the Feb.13, 2008 Mesa Airlines (operated as go) Flight 1002 inci-dent, in which both the captain and first officer fell asleep during the flight. They flew26 miles past their island destination into open-ocean and did not respond to air trafficcontrollers for more than 18 minutes. After normal communication was resumed, allthree crewmembers and 40 passengers onboard arrived safely at their destination.

The captain was found to have undiagnosed severe OSA. The NTSB has inves-tigated accidents in all modes of passenger transportation involving operators withsleep disorders and believes OSA to be a significant safety risk. The NTSB databaselists 34 accidents––32 of which were fatal––where sleep apnea was mentioned in thepilot’s medical history, although sleep apnea was not listed as “causal” or “contribu-tory” in those accidents. The database includes an additional 294 incidents wheresome type of sleep disorder was mentioned in the history.

For more information on medical certification, go to: http:// www.faa.gov/ licenses_certificates/medical_certification/

Fact Sheet – Sleep Apnea in Aviation

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Editorial: Loss of Controla surprise.

Basically, the loss of control beingreferred to has to do with stalls and result-ing failure to recover prior to hittingsomething hard, or spins, still a killer. Ofcourse, the spin is a result of an aggravat-ed stall. In most cases, the stall-spin sce-nario takes place low to the ground, suchas in the traffic pattern or while maneu-vering at low altitude (buzzing?). Veryoften, some form of significant distrac-tion is involved. This writer has personal-ly experienced three unintentional stallevents, two resulting in spins. One tookplace while flying a glider and attemptingto use two circling hawks to find a ther-mal. Yep, hawks have a lower stallingspeed than a glider, and the shudder andsoft “brake” gave me the clue to lowerthe nose… no harm.

One spin event occurred whiledemonstrating the slow speed maneuver-ing characteristics of a super STOL plane.I became a bit aggressive (at a safe alti-tude), and the plane broke over the top ofa turn and began a spin entry. Quickly rec-ognized, I simply relaxed the backpressureand flew out of the half turn spin.Interestingly enough, the customer beingtreated to my lack of flying skill neverknew that the spin had happened. Finally,was a demo flight to an airshow performer,certified for low altitude aerobatics.

Although the plane was not a dedicat-ed aerobatic aircraft, the performer plannedto use it as a novelty act. The performerentered an aggressive, full power stall, veryuncoordinated, and the plane snapped into arapid, power-on spin. To my shock and sur-prise, the performer continued to hold thestick full back and appeared confused. Iexecuted the pre-arranged take-over com-mand (a standard part of all my demo brief-ings) and promptly recovered. Tragically,this same performer was killed later thatsame year while performing a low altitudespin. In all three cases of my personal expe-rience, the biggest factor was distraction.This writer learned that one must not onlyhave one’s hands and feet in the game butalso one’s brain… full time!

It is interesting to note that the FAAhas recognized the “brain game” side ofsafety for years… perhaps too much so.Much of the material covered in FIRCshas to do with the psychology of flight butat the cost of allowing time for the stickand rudder side of flying. One would liketo think that all CFIs teach every studentto be as good a “stick and rudder” pilot aspossible, skilled in both technical knowl-edge and basic flying skills. The reality isoften different. CFIs, we must teach to thestandards set forth in the Practical TestStandard (PTS), which has decreased skill

requirements for years. Stall demonstrations have become a lit-

tle more than a precision maneuver. No spintraining is required, except for a ground dis-cussion and logbook endorsement that sucha discussion has taken place. 720º steepturns are out as are accelerated stalls. Newpilots learning to fly in modern trainers arequite expert at hitting the “GO-TO’ buttonbut increasingly weak in aircraft control.CRM, situational awareness, and judgmenthave become the key points in training, asrequired by the FAA. Regrettably, CFIs whohave been trained in the last 20 years havenever had the experience of knowing thatwe once stressed flying skills, not just think-ing skills.

This writer developed habits back inthe days when I was working on myCommercial and CFI certificates that haveprobably saved my hiney more than onceover the years. As an 18-year-old with aTriPacer, I would be up early every morn-ing to go to the airport and spend an hour inpracticing flight maneuvers of all kinds.That habit stuck, and I regularly just prac-ticed precision flying, edge of envelopemaneuvers, and max performance takeoffsand landings. Even today, when flying withmy twin brother in his Zenith 601A, wechallenge each other on basic flyingskills… and he is improving (he wouldprobably say the same about me)! Whatabout you? Do you really think about justhow well you fly your plane? Do you prac-tice? Is every landing a precision landing,touching down at a specific location on therunway, or do you just hope to keep it onthe airport property? Do you use the FlightReview as a real skill level check-up, orjust look for a pal who will “sign you off?”When was the last time you practiced amaximum effort 180º, like trying to get outof a canyon? How about entering a climb,pulling the engine back to idle, waitingthree seconds, and then performing an 180ºturn, like an engine failure after takeoff?

I would like to say, line up a CFI andgo up to practice, but be sure to get theright CFI. That can be tough. Make sureyour CFI is thoroughly familiar with yourplane and preferably, with a certificatethat has been “maturing” for 20 years orso. That ought to get some comments!

We can’t fix the FAA or testing stan-dards, but we can all be better pilots thatrefuse to let our planes get out in front ofus. So, here is the call to action: Get acurrent PTS, find an instructor, and see ifyou can pass the flight check for the rat-ing you now hold. If you can, step it upand get some acro training… get thejuices going! If not, lock that CFI in yourhanger until he/she can beat some basicskills back into you. Come on, reader,step up and be a real pilot!



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participating aircraft, allowing them touse an in-cockpit display to “see” nearbytraffic and weather.

The groups emphasized their sup-port for universal participation in ADS-Bbut pointed out that significant hurdles tocompliance remain.

“The high cost of equipage and thelack of certified solutions for some air-craft owners, as well as ongoing chal-lenges identified by a 2014 Departmentof Transportation Inspector General’sreport, all stand in the way of equipage bythe general aviation fleet,” the letter said.“Unless these issues are resolved swiftly,we, unfortunately, can expect to see a sig-nificant reduction in general aviationactivity when the ADS-B Out mandatetakes effect on Jan. 1, 2020.”

While the FAA has identified cost asa barrier to equipage, aviation organiza-tions want the agency to work quickly tobegin certifying lower-cost solutions thatcould serve large segments of the generalaviation community.

The groups asked the FAA to “makeworking with equipment manufacturers andour organizations its highest priority in orderto meet this mandate on general aviation.”

Failure to do so, the letter warned,could limit participation in ADS-B, pre-vent the full realization of safety benefits,reduce general aviation activity, and cre-ate economic hardships.

As of Jan. 1, 2015, only about 8,800general aviation aircraft had equipped tomeet the mandate.

Using a 1967 Cessna 150 valued at$34,000 as an example, the letter notedthat even the least expensive path to com-pliance would require the owner to spendapproximately $5,000, or 15 percent ofthe aircraft’s value, simply to continueoperating in the same airspace he or sheuses today. The owners of more than81,000 registered aircraft valued at$40,000 or less face a similar dilemma.

“That’s why we ask the FAA to be anactive partner and commit its Flight

Standards and Technical Operations teamto work with stakeholders in identifyingcost drivers in the current ADS-B Outtechnical standards and develop alternativesolutions that leverage technology to drivedown these cost barriers,” the letter said.

For some other types of aircraft,including experimental aircraft, no pathto compliance currently exists.

“ADS-B compliance requires a sup-plemental type certificate or new typecertificate for the aircraft where it will beinstalled,” the letter explained. But sinceexperimental aircraft, by definition, areone of a kind and do not have type certifi-cates, no supplemental type certificatecan be issued.”

Similar issues exist for factory-builtLight Sport Aircraft, new glass-panel air-craft and some Part 25 aircraft, leavingthousands of owners with no way to com-ply with the mandate.

The letter also cited concerns aboutthe potential for decreased activity at1,339 airports located under or withinwhat will be ADS-B-ruled airspace.Fewer operations could have significantnegative economic impacts for the air-ports as well as for the businesses andcommunities they serve.

Finally, the letter noted that gaps incoverage, technical and training issues,data integrity concerns, cost overruns,delays and other issues identified by a 2014Department of Transportation InspectorGeneral’s report must be addressed forADS-B to deliver on its promises.

The letter was signed by the leadersof the Aircraft Owners and PilotsAssociation, American Bonanza Society,Antique Aircraft Association, CardinalFlyers, Cessna Pilots Society, Citation JetPilots Owner Pilot Association, Classic JetAircraft Association, Commemorative AirForce, Experimental Aircraft Association,Helicopter Association International,Light Aircraft Manufacturers Association,National Air Transportation Association,National Business Aviation Association,and Seaplane Pilots Association.

GA Groups Urge FAA Continued from Page 17

On appeal, the city has again arguedthat it did not know that the conditions ofthe 1948 agreement were still in force,and that, in any event, a 1984 settlementwith the Federal Aviation Administrationover aircraft traffic at SMO extinguishedany rights the federal government hadunder the World War II-era statute.

AOPA and NBAA have argued thatthe city was well aware of the 1948 trans-fer conditions and that it waived its right

to object to that agreement long ago.“The city’s claim of ignorance at this

late date about the effect of the plan andrecognized language at issue amounts toa transparent and parochial effort to self-ishly achieve a city objective withoutregard to how it would effectively weak-en the national air transportation systemthat has been planned, established, andnurtured to serve the nation’s public,” thebrief states.

Santa Monica AirportContinued from Page 10

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By David Brown

When a giant turboprop cargoplane recently droned intoLong Beach in Southern

California, it marked the latest chapter ina fascinating tale.

When NASA needed to move a largebox-shaped structure some 30 ft long andof 10,000lb weight across country fromSouthern California to NASA Langley inVirginia, they did not have to look far.As ithappens, NASA owns and operates thesole remaining operational Turbine SuperGuppy (out of the five built during the ‘60sto carry outsize pieces of cargo). The SuperGuppy (NASA 941) is currently based atthe NASA facility in El Paso, Tex., andflew from there to the west coast to pick upits cargo. The payload on this occasion wasa composite, double-deck multi-bay boxmade for NASA’s EnvironmentallyResponsible Aviation (ERA) project. Thistest article represents a 75 percent scaleversion of the center section of a hybridwing-body aircraft (think of a scaled-up X-48, flown at NASA Dryden some yearsago) but now built of a lightweight, dam-age tolerant stitched-composite structuralconcept dubbed PRSEUS (Pultruded RodStitched Efficient Unitized Structure) builtby Boeing Research and Technology inHuntington Beach, Calif. and assembled inLong Beach. The innovative structurecomprises carbon-epoxy panels, which areinfused with resin and cured by vacuumpressure without having to use a large auto-clave, which would normally be required.

ERA Project Manager, Fay Colliersaid, “Stitching the layers together inPRSEUS allows aircraft manufacturers touse fewer fasteners; this in turn willreduce cost, weight, and the likelihood ofcracks developing.” After the layers arestitched, the carbon-fiber rods are insertedto add stiffening. Researchers estimate

that PRSEUS should provide a 25 percentreduction in weight compared with state-of-the art aircraft composite applications.

The task was simple, fly PRSEUS toLangley, where it would be put into a testrig (COLTS), bent, pressurized, and even-tually broken in the name of research.Andhow to get it there? According to DawnJegley, lead NASA engineer on thePRSEUS project, the Super Guppy wasthe obvious choice. It could easily accom-modate the large structure, and its crewwas well used to dealing with huge andungainly items (the Super Guppies wereused for years by Airbus to carry largeportions of their airliners between con-struction sites in Europe).

So recently the bulbous shape of

INSIDE THE GENTLE GIANT


Imposing from any viewpoint, the Super Guppy can carry an amazing variety of shapesinside its 25 ft wide, 25 ft high, and 96 ft long cargo compartment. Based on the BoeingStratocruiser and modified with a greatly enlarged fuselage, turboprop engines, rein-forced landing gear, and a side-opening cargo nose, this is the only flying example ofthe five Super Guppies built. (NASA)

SuperGuppy Specifications

DimensionsWingspan ..............156 ft 3 inchesLength....................143 ft 10 inchesHeight ......................48 ft 6 inches

Cargo bay dimensions:Length ......................................111 ftWidth ........................................25 ftHeight ......................................25 ft

WeightsEmpty weight ................101,500 lbsUseful load........................54,500lbsMax weight ....................170,000lbs

Powerplants:4 xAllison 501-D22Cturboprops of 4680 hp each

Performance:Max speed ........................250 knotsCruise speed......................220 knotsRange..................................1734 nmService ceiling................25,000 feet


NASA 941 appeared in the skies to thesouth of Long Beach airport, made astately approach, and landed. Whenparked to the amazement of spectators,the nose of the aircraft, including theflight deck, started to open, pivotingabout a hingemounted on the left side.Asthe nose was slowly opened, the cav-ernous hold was revealed. PRSEUS wascarefully loaded through the nose, thenose was moved back into position, andthe controls reconnected.

What’s the Super Guppy like to fly?According to Astronaut and Super Guppypilot, Greg Johnson, the rule is to do gen-tly banked turns. It is a big airplane withlots of inertia. The basic design stretchesback to the post-WWII Stratocruiser. Thismeans that the controls are manual ratherthan hydraulic, so it takes a lot of musclepower to hand fly the Super Guppy. It’s atwo-man effort to fly in rough air. Thenosewheel steering is mechanical, con-trolled by the pilot through a large steeringwheel down by his left knee, so taxiing is

a slow and deliberate affair, bearing inmind the huge wingspan of more than 150feet and the four big propellers out on thewings. On normal taxiways, the wingtipsare out over the grass, and keeping thenosewheel on the yellow line is essential.Super Guppy crews generally fly at bestcruise of around 220 knots and altitudes of13,000 feet to 16,000 feet. The crew com-partment is pressurized. The Super Guppyis limited to 250 knots airspeed. Range islimited, as the drag of the huge fuselage-combined with the relatively low altitudecontributes to a high fuel burn

Crosswinds are a limiting factor,both from the flying aspect, when a sidewind will push against that great sail of afuselage, and when opening and closingthe nose on the ground. Opening andclosing the nose is a precision operationinvolving multiple crew members, auxil-iary jacks and extra wheels, and verycareful lining up of marks on the hingednose and on the fuselage. Use of check-lists is mandatory because of the discon-nection and reconnection of the controlsrequired during the operation. NASAnormally operates the Super Guppy withtwo pilots, one or two flight engineersand two or more ground crew, dependingon the mission. A handful of seats is pro-vided behind the flight deck for the extracrew or passengers

Originally sized to carry sections ofthe huge Saturn rocket, the Super Guppyhas carriedmany exotic cargoes, includingISS andAirbus airliner components. Sinceit was acquired by NASA, one of the mostinteresting cargoes it has carried has beena pair of NASA T-38s. The needle-nosedjets were mounted cheek to cheek on asupport framework, each still in one piece

with wings attached, and gently slid intothe cargo bay with room to spare.

As Long Beach lay under its accus-tomed morning maritime cloud layer, theSuper Guppy took off and headed east onthe first leg of its journey to NASALangley. Over the next two days, it fleweast, hop-scotching across the States andcruising around 220 knots IAS at an alti-tude of 13,000 feet, calling first atWilliams Gateway, Ariz., and then flyinganother leg to Amarillo International air-port in Texas. After an overnight stop atAmarillo, NASA 941 flew on toCampbell Army Airfield in Kentucky;then concluded its second day of flyingwith a final leg to NASALangley, Va.

At this point, the ground troops tookover and unloaded the cargo from thisgentle giant, moving it the five blocks tothe building housing the COLTS(Combined Loads Test Section) test rig,its final destination. The next day, TheSuper Guppy was airborne again, flyingon to Ellington and NASA HQ atHouston before concluding its odysseywith a final leg back to base at El Paso.


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Continued from Page 24Inside the Gentle Giant

The nose of the Super Guppy is opened to allow access to the cavernous interior. Thecargo section is 25 feet wide at its widest point, 25 feet high, and almost 95 feet long.All the control runs have to be disconnected to allow the nose to be swung open andreconnected when the nose is closed. The entire flight deck is contained within thehinged nose section. (NASA)

The test article being transported is abox-shaped structure, which representsthe center-section of a hybrid wing-bodydesign based on the X-48 (from Boeing),which was flown at NASA Armstrong in2013 and is shown in its latest X-48Cform in the photo. (NASA)


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AUVSI, AMA, and the Small UAVCoalition Partner to Promote Safe,Responsible Flyinground the country,and safety for us has always been a coreprinciple,” said Bob Brown, AMA presi-dent. “As a co-founder of the campaign,this is a unique and important opportuni-ty to show others that flying model air-craft can be a fun experience and bestwhen done as safely as possible. We arethrilled that EAAhas decided to join us inour campaign.”

“There is a lot of excitement andenthusiasm around UAS, and we arepleased to see the campaign continue togrow as we spread the word about safeand responsible flying,” said MichaelToscano, president and CEO of AUVSI.“We want to ensure that all prospectiveoperators know what they should andshould not do with an unmanned aircraft,and the ‘KnowBeforeYou Fly’campaignwill serve as an important educationaltool in that effort.”

“Many consumers and industries are

excited to use the technology, and wewant to help ensure that people are awareof the existing safety guidelines,” saidTyler Collins, on behalf of the SmallUAV Coalition. “The ‘Know Before YouFly’ campaign was designed to make thatinformation more accessible and educateusers, across the spectrum, on safe andresponsible operations.”

The Consumer Electronics Associa-tion (CEA) also recently signed on as asupporter. The campaign plans to team upwith manufacturers and distributors toinform consumers and businesses aboutwhat they need to know before taking tothe skies. The campaign includes a web-site, educational video, point-of-salematerials, and a digital and social mediacampaign to ensure that prospective oper-ators have the information and guidanceon what they need to know before theyfly a UAS.

For more information, visitwww.KnowBeforeYouFly.org or followthe trend online with #KnowB4UFly.

EAA SIGNS AS SUPPORTER OFUAS SAFETY CAMPAIGN, “KNOW

BEFORE YOU FLY”AUVSI, AMA, and the Small UAV CoalitionPartner to Promote Safe, Responsible Flying

Uncertainty surrounding flight train-ing in restricted category aircraft, andpotentially experimental exhibition air-craft, has been clarified following EAAefforts to reach out on behalf of thosewho own these unique aircraft and trainpilots to fly them.

EAA received reports from specialty

aircraft examiners of restricted categoryaircraft that the FAAwas considering pol-icy changes that would prohibit the air-craft from being used for initial type rat-ing exams, recurrent proficiency exams,and other flights necessary to operate aspilot in command of the aircraft. The

EAA CLEARS CONFUSION OVERTRAINING IN RESTRICTEDCATEGORY AIRCRAFT



The proliferation of small, relativelyinexpensive unmanned aircraft (UAS)presents the Federal AviationAdministration with a challenge in iden-tifying people who don’t follow the rulesof the air or who endanger the nation’sairspace. So, the agency is asking the lawenforcement community for help.

The FAA released guidance to thelaw enforcement community explainingthe legal framework for the agency’soversight of aviation safety in the U.S.,including UAS operations. The guidancedescribes how UAS and model aircraftcan be operated legally, and the optionsfor legal enforcement actions againstunauthorized or unsafe UAS operators.The document also discusses the lawenforcement community’s vital role indeterring, detecting, and investigatingunsafe operations.

State and local police are often in thebest position to immediately investigateunauthorized UAS operations, and as appro-priate, to stop them. The document explainshow first responders and others can provideinvaluable assistance to the FAAby:• Identifying potential witnesses and

conducting initial interviews• Contacting the suspected operators

of the UAS or model aircraft• Viewing and recording the location

of the event• Collecting evidence• Identifying if the UAS operation was

in a sensitive location, event, or activity• Notifying one of the FAA’s

Regional Operation Centers about theoperation as soon as possible

The FAA’s goal is to promote volun-tary compliance by educating individualUAS operators about how they can oper-ate safely under current regulations andlaws, but the guidance makes clear theagency’s authority to pursue legalenforcement action against persons whoendanger the safety of the NationalAirspace System.

The guidance stresses that while theFAApractices caution by not mixing crim-inal law enforcement with agency admin-istrative safety enforcements, the public isbest served by coordinating and fosteringmutual understanding and cooperationbetween governmental entities with lawenforcement responsibilities.

FAA ISSUES UAS GUIDANCE FORLAW ENFORCEMENT

The FederalAviationAdministrationgranted two regulatory exemptions forunmanned aircraft systems (UAS) opera-tions, including the first for real estatephotography.

The agency gave the exemptions toDouglas Trudeau with Tierra AntiguaRealty in Tucson, Ariz., and AdvancedAviation Solutions in Spokane, Wash.Before these exemption approvals, theFAA had granted 12 exemptions to 11companies in a variety of industries.

Mr. Trudeau’s exemption authorizeshim to fly a Phantom 2 Vision + quad-copter to enhance academic communityawareness and augment real estate listingvideos. Advanced Aviation Solutionsplans to use a fixed-wing eBee Ag UASto make photographic measurements andperform crop scouting for precision agri-culture.

Both applicants also must obtain aCertificate of Waiver or Authorization(COA) that ensures the airspace for theirproposed operations is safe and that theyhave taken proper steps to see and avoid

other aircraft. In addition, the COAs willmandate flight rules and timely reportingof any accident or incidents.

Secretary of TransportationAnthonyFoxx found that the UAS in the proposedoperations do not need an FAA-issuedcertificate of airworthiness because theydo not pose a threat to national airspaceusers or national security. Those findingsare permitted under Section 333 of theFAA Modernization and Reform Act of2012.

In granting the exemptions, the FAAconsidered the planned operating envi-ronments and required certain conditionsand limitations to assure the safe opera-tion of these UAS in the NationalAirspace System. For example, opera-tions require both a pilot and observer,the pilot must have at least an FAAPrivate Pilot certificate and a currentmedical certificate, and the UAS mustremain within line of sight at all times.

As of today, the FAA has received214 requests for exemptions from com-mercial entities.

FAA GRANTS REAL ESTATE,AGRICULTURAL UAS EXEMPTIONS

Inthemid-60s, I embarked onmy firsttrip to Europe. Things were cheapthen. I purchased a round-trip ticket

from Los Angeles to London for $250–aFirst Class Eurail Pass for $90, whichallowed me unlimited back-and-forthtravel anywhere in Western Europe. Iroamed around for about six weeks–from Norway to Italy and from Englandto the Hungarian border.

During an interlude in Spain, I luxu-riated in an oceanfront casita on the CostaBrava for five dollars and consumed awhole lobster dinner for three dollars.After six weeks of visits to virtuallyevery country, I exhausted my $1,000worth of traveler’s checks and headedhome–broke but richer in heart and spiritthan I had ever been.

England, my first stop, was a breeze.After several days in London, I rambledon to Dover, marveled at the WhiteCliffs, and hopped a ferry (today, you cantravel under the English Channel byChunnel), to Calais, France. I boarded atrain and soon arrived in the heart of Parisat Gare du Nord.

“Bon Jour.” I hailed to the firstFrench person I encountered. Sheresponded with palpable hostility–I didnot understand the words, but her mean-ing was clear. After a few more attemptswith my high school French, it was obvi-ous that I was not welcomed. I sat on acurb and fought the tears away. As I wasabout to retreat on the next train back toCalais, two American young ladiesapproached me.

“Are you OK,” they asked? Iexplained my plight, and they immediate-ly took me under their wing. We shared adelightful week exploring every nook andcranny of Paris. To this day, Paris is one ofmy favorite cities in the world.

I’m an ardent WWII buff, so I wasanxious to visit the D-Day battlefields. Iflashed my Eurail Pass and headed to thecoast of Normandy. At Cherbourg, Istepped off the train and spotted a charm-ing seaside cafe. Of course, on the water-front, the seafood was the best.“Boisson,” I cried out. Along came aglass of wine. I rarely drink alcoholicbeverages; but after all, I was in France. Iwaited for my seafood entree. After 30impatient minutes, I again demanded,“Boisson.” Along came another glass ofwine. Politely, I consumed it.

Finally, I asked again. “Ou est mon

boisson?” Indignantly, the waiter insistedthat I already had two “boissons.” I pointedto a table where a guy was devouring atempting array of fish and shellfish. “That’swhat I ordered,” I asserted indignantly.

“Oh, Monsieur, you mean‘Poisson.’”

Mr. Hancock, my high schoolFrench instructor, was an amiable andenthusiastic teacher. He loved his subject.But in those days, rowdy and undisci-plined, we took advantage of hisextremely good nature. We teased himmercilessly and generated incessant tur-moil in the classroom. While still in thecafe, I wrote a postcard to him. I apolo-gized for our adolescent behavior andexpressed regret that I ignored his pleasto study French with passion and use itthroughout life.

My body was unaccustomed to alco-hol–even two glasses of wine. I wobbledout of the cafe as if I were flying lazyeights. I proceeded to hitchhike to OmahaBeach, the site of the first D-Day landing.(In those days, hitchhiking was very safeand common in Europe). An elderly guystopped. Between his broken English andmy horrid French, we were able to com-municate quite well. I asked him if hewas heading anywhere near OmahaBeach. “Oui,” he replied.

He turned to a direction away from thecoastline. Was I being abducted? Was he aleftover Nazi soldier taking me prisoner? Imeekly asked him where we were going.

“I will take you to Omaha Beach,”he responded. “But first, I want to showyou some magnificent chateaus, vine-yards, and cathedrals.” We spent adelightful and memorable afternoontogether. He stopped to purchase abaguette, fresh from the oven. Hegrabbed a bottle of wine and a hunk ofcheese.We sat on a cliff, and gazed at thepeaceful shore where so many perishedjust two decades before–he adamantlyrefused my offers to pay for the snacks orfor his time and transportation. He wasjust a genuinely nice man. Rarely hasanything tasted as good as that simplebread, cheese, and wine.

Although some French folks can beexasperating at times, I love France and theFrench people. The vast majority I haveencountered throughout my years weremore like the guy in Cherbourg and lesslike the nasty lady in the Paris train station.

TheMagic of French Cuisine

The mention of French food oftenarouses visions of heavy sauces, creams,and arduous combinations of ingredients.There is some truth in those perceptions.But most classic French dishes consist ofjust a modicum of ingredients. One secretis that the ingredients are the freshest andsuperior quality money can buy. Themost important secret is the love,patience, and devotion that great Frenchprofessional and home cooks devote tothe preparation of a meal.

Both professional chefs and astutehome cooks in France visit the market ona daily basis. They don’t plan a menubefore this excursion. Whatever prove-nance happens to be the freshest and bestquality that day will dictate the menuitems that night.

Those little extra steps in the prepa-ration are what make the difference. Forexample, I visited the home of a Frenchlady. She was about to make a salad.First, she chopped some fresh garlic. Shereserved a few plump cloves with whichshe scraped the inside of the woodensalad bowl for a full five minutes. Shecarefully washed and thoroughly driedthe just-picked greens. She whiskedtogether some white wine vinegar, thebest olive oil that money could buy, a fewmore cloves of garlic, freshly groundblack pepper, and a pinch of kosher salt.She dressed the greens sparingly anddeftly mixed them together with herhands. Every leaf of this simple, exquisitesalad was lightly coated with dressing.

On another occasion, I had the honorof spending the day in the restaurantkitchen of a French chef. He was about toroast a free-range chicken. Tenderly, hedried it with a clean cloth. “The drier theskin, the more crispy it will be.” Gently,he rubbed a small amount of soft butterover the surface and lightly seasoned itwith salt and pepper.

“Don’t forget the cavity,” heinstructed. He rubbed salt and pepperthroughout the cavity. Finally, he stuffedthe cavity with several garlic cloves andhalf of an onion. He placed the chicken ina 375-degree oven for about an hour anda half and basted the bird every 15 min-utes. Unequivocally, the best, juiciest,most tender and flavorful chicken I haveever eaten–and all with just four or fiveingredients. I’ve imparted this method to

numerous experienced home cooks.Without exception, none were previouslyaware of these simple steps and eachasserted that, from that point forward,their families proclaimed the chickens asthe best ever.

Over the years, I have collected andmodified the following recipes. I guaran-tee that each is relatively simple to pre-pare and the rewards to your taste budswill be enormous.

Roasted Duck withOrange/Raspberry Sauce

I’ve rarely met a person who doesn’tlove duck–but few attempt to cook one athome. If possible, purchase a Long Islandduck. They are very meaty with minimalfat. If you can’t find one, most super mar-ket frozen ducks are very good.

1 4-6 pound duck1 cup freshly squeezed orange juiceZest from 2 oranges (save the peels)1 T fresh lemon juice¼ cup chicken stock3 T apricot jam1/8 t. ground mustard1/8 t. kosher salt4 tablespoons sugar1 teaspoon freshly ground ginger (optional)2 T. butter½ t. orange liqueur¼ t. cognac1tablespoon cornstarch dissolvedin 2 tablespoons cold water¼ cup fresh raspberries

Preheat oven to 425 degrees. Cleanand dry the duck completely. Sprinklesalt and pepper on the surface and in cav-


Stuart J. Faberand Aunt Bea

Flying With Faber

FRENCH CUISINE – IT’S SIMPLE YET ELEGANT


ity. Stuff cavity with the reserved orangepeels. Fold wings back under the duck.With kitchen string, tie the legs and tailtogether. Place the duck on a rack in aheavy roasting pan. With a serving fork,pierce the skin all over. Insert the fork atan angle and pierce about ¼ inch deep.Pour about ½ inch of water into the bot-tom of the pan.

Roast uncovered for one hour. In themeantime, make the sauce. Mix orangejuice, orange zest, lemon juice, chickenstock, apricot jam, ground mustard, salt,sugar, ginger, if using butter in a mediumsaucepan. Over medium heat, bring to aboil, and add cornstarch mixture.Continue to boil until mixture thickens toapproximate gravy consistency. Addliqueur and cognac and simmer for a

minute more. Add raspberries and sim-mer for about two minutes more untilthey soft. Set aside.

Rotate pan and continue to roast foranother 30 minutes. Reduce heat to 375degrees. Baste duck every 15 minutes withsauce. Roast until the breast registers 180degrees when inserted with an instant ther-mometer-about two hours depending onsize of duck. If the skin becomes too dark,

cover loosely with aluminum foil.Remove duck from oven and place

on a cutting board. Cover with foil andallow to rest for 15 minutes before carv-ing. Serve with sauce.

Wild Rice with Pecans,Mushrooms and Shallots

A surprising number of folks I meethave never heard of wild rice. I’ve heardof it, not because I am a culinary snob–itwas a common dish in my nativeWisconsin where it grows wild. Wildrice, believed to be indigenous to thenorthern latitudes of the Eastern seaboardand around the Great Lakes, grows inwell-planned, man-made paddies withwater depths of less than one foot.Algonquin, Chippewa and Sioux Indiansand preservationists of the old ways pad-dle canoes through dense, marshy ricebeds to gather the ripened kernels. The“green” rice, is dried in huge kettles overopen fires, threshed and winnowed toremove hulls and chaffs, then placed inbirch-bark baskets for storage-and expor-tation to France. California, now a grow-er of oxymoron wild rice, harvests thegrains in a more sophisticated and effi-cient method than the original process.

1 to 1 ½ cups wild rice4 cups chicken stock1 cup chopped pecans½-1 pound shitake mushrooms3 shallots, 1 leek, diced3 cloves garlic, minced1 stalk celery, diced½ cup chopped parsley1 tablespoon fresh thyme, choppedbutter, salt, pepper

Wash rice three times. Place rice andstock in pot.Add salt. Bring to boil. Coverand simmer for about one hour until bare-ly tender. Drain rice and reserve stock. Setaside rice and reserved stock. This yieldsabout three or four cups of cooked rice.

Sauté pecans and celery in butter forabout five minutes.Add shallots, leek, mush-rooms and garlic. Sauté for about three min-utesmore.Add cooked rice, thyme, and pars-ley.Add about½ cup of reserved stock. Cookan additional three to five minutes or untiltender. Stir and fluff up. Serve.


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Flying With FaberContinued from Page 29



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Flying With Faber

French Peas withMint

3 tablespoons butter1 onion, choppedKosher salt & pepper3 cups peas1 head butter lettuceHandful chopped fresh mint

Melt the butter in a sauté pan andgently fry the onion until soft and translu-cent, about 15 minutes. Season with saltand pepper.

Pour ¼ cup water over onions andbring to a boil. Add the peas, toss to coat,cover and cook until tender.

Trim ribs from lettuce leaves. Rollindividual leaves into a log and shredwith a knife. Remove cover from pan andadd lettuce. Cook uncovered, until thepeas are completely soft, the lettucestrands wilted and the water evaporated,about five minutes. Adjust seasoning andadd mint to taste.

Monsier Le Fabre’s BeefBourguinon

This classic, flavorful French bistrodish is easy to make. Heard the old joke:What’s the difference between beef stewand beef bourguignon?Answer:About 20dollars.

1 pound assorted fresh mushrooms3 carrots6 strips bacon6 ounces pearl onions3 pounds chuck roast, cut into 1-inch squareskosher salt, pepper, thyme2 whole cloves garlic, smashedWorcestershire sauce3 tablespoons tomato paste2 tablespoons chopped parsley2 tablespoons flour

2 tablespoons unsalted butter3 cups good quality dry red wine,Pinot Noir or Cabernet suggested2 teaspoons thyme2 cups chicken stock, homemadepreferred2 bay leaves

Mise en place: Remove mushroomstems and cut crowns in half. Cut baconstrips into one-inch pieces. Cut carrotsinto one-inch chunks. Peel pearl onions byimmersing them in a saucepan of boilingwater for two minutes. Remove and placein a colander and run cold water overthem. They will then peel very easily.

In a six-quart Dutch oven, heat twotablespoons of olive oil, then add mush-rooms. Season with salt and pepper.Allow them to brown for one minutewithout stirring them. Stir occasionallyover medium high heat. Cook untilbrowned. Transfer to a plate and set aside.

Add onemore tablespoon of olive oilto the pot and add ½ of the meat. Seasonwith one-teaspoon thyme, salt and pep-per, and cook until browned on all sides.Remove the browned meat, then seasonand brown the second batch. Transfermeat to a plate and set aside. Preheat ovento 350 degrees.

Add bacon to the pot and cook overmedium heat until medium brown. Addtomato paste. Stir and cook for one minute.Add flour, stir, and cook for one minuteuntil dissolved. Add about ½ cup of thewine. With a wooden flat-ended spatula,scrape the bottom of the pan to loosen allof the fond, and add the balance of thewine, the chicken stock, the bay leafs andthe meat. Increase heat to high, bring theliquid to a boil, cover with a lid and placein the oven for about one hour. Remove thepot from the oven and place on the stove-top. (You can also return it to the oven afteradding the carrots and pearl onions, butyou have more control on the stovetop).

Add the carrots and onions. Bring liq-uid to a boil and reduce to simmer.Add theremaining one teaspoon dried thyme andabout one tablespoon Worcestershiresauce. Simmer for about one hour more oruntil meat and carrots are both fork tender.Add chopped parsley. Return mushroomsto the pot and add butter. Re-season. Stiruntil butter dissolves and mushrooms arewarmed through. Do not overcook ormushrooms will be just mush. If desired,serve over buttered noodles.

Serves six.Note: You can also add cut-up whitepotatoes when you add the carrots.This dish is better the second day, so it isa good idea to make it a day ahead.




Chocolate ChipMeringueCookies

2 large egg whites, at room temperature1/2 teaspoon cream of tartar2/3 cup granulated sugar1 teaspoon vanilla extract1 cup semisweet chocolate chips orfinely chopped semisweet chocolate

Preheat the oven to 250 degrees F.and line two baking sheets with parch-

ment paper. Set aside.In the bowl of an electric mixer, beat

egg whites until foamy.Add the cream oftartar and beat until fluffy but not at alldry. (Be careful not to over beat.)Add thesugar gradually, about three tablespoonsat a time.When 1/2 of the sugar has beenadded, add the vanilla extract. Continuebeating and adding remaining sugar inbatches, until all of the sugar is dissolvedand the meringue is very shiny and tight.Gently fold in the chocolate chips. Place

rounded teaspoonfuls of meringue ontothe lined baking sheets, leaving one-inchof space between cookies. Place bakingsheets in the preheated oven and bake forabout one hour or until the meringues arejust hardened and slightly beige. Turnoven off. Leave the cookies (undisturbed)in the oven for at least one hour more.

Another reason I enjoy preparingFrench cuisine is that I love to utter theFrench names of the ingredients. It’s justfun. Enjoy!


Flying With Faber

restrictions would have put owners in theawkward position of not being able toqualify pilots to fly their unique air-planes.

While aircraft in the restricted cate-gory are generally not associated withEAA members, such as agricultural andfirefighting aircraft, any policy change

could have an unintended effect onexperimental exhibition category aircraft,including warbirds and unique vintageairplanes.

“When we began hearing of thesereports of possible policy changes, wewent directly to the FAA headquarterspolicyholders in Washington with whomwe have built an excellent working rela-

tionships through the years,” said SeanElliott, EAA’s vice president of advocacyand safety. “EAA received quick assur-ances that longstanding FAA policy thatallows type ratings and pilot proficiencychecks in these aircraft would be contin-ued as is, just as it has been for the past50 years. It’s another example of howEAA’s philosophy of building relation-

ships and working toward solutions withfederal agencies proves to be very effec-tive.”

Elliott added that EAA is ready toassist the FAA in reviewing best possiblesolutions if further clarification is neededin this area to ensure that best practices tomaintain high safety and proficiency lev-els in these unique aircraft.


EAA Clears Confusion

Mark Baker, president of theAircraft Owners and Pilots Association(AOPA), was awarded the “HarrisonFord Legacy in Aviation Award” Jan. 23during the 12th annual Living Legends ofAviation Awards celebration in BeverlyHills.

Baker was recognized for achieve-ment in aviation and as the head of theworld’s largest aviation member organi-zation.

“It’s obviously a very proudmomentto have this kind of recognition,” Bakersaid upon receiving the award named inhonor of the actor who has served as aspokesman for AOPA’s GA ServesAmerica campaign and as chairman ofthe Experimental Aircraft Association’s

Young Eagle Program. “Anytime youcan spotlight aviation and what it can dofor people, it’s healthy. And it’s alsoabout the importance of having anAOPAsince 1939 and protecting the freedom tofly.”

Harrison Ford himself presentedwhat he called “the awkwardly named”award to Baker, whom he has gotten toknow through their backcountry flyingtogether, as well as their recent efforts topreserve the Santa Monica, Calif.,Municipal Airport (SMO).

“We are in danger of losing the gainsthat we have made in aviation, especiallyin the general aviation area,” Ford said.“The recipient of this year’s award is in aposition to do something very construc-

tive about that. Mark Baker is a long timepilot, new president of AOPA, and hasthe opportunity, the wit, and the capacityto make a great contribution to the avia-tion community in the general aviationarea.”

There are 89 “Living Legends ofAviation,” who have been recognized fortheir outstanding accomplishments andcontributions to aviation. Living Legendshonors the accomplishments made byaviation and aerospace entrepreneurs,industry leaders, innovators, recordbreakers, astronauts, and pilots who havebecome celebrities, as well as celebritieswho have become pilots.

The evening began with actor-pilot,John Travolta, the official ambassador of

aviation, inducting three new LivingLegends–SouthwestAirlines founder andformer CEO Herb Kelleher, FlightSafetyInternational President, CEO andChairman BruceWhitman andMaj. Gen.Carl McNair (Ret.), a decorated combathelicopter pilot who oversaw the Army’sAviation Branch.

Louis Zamperini, the Olympic run-ner, B-24 bombardier and Japanese POWwho inspired the book and movieUnbroken, was named an honoraryLegend.

Other award winners includedMichimasa Fujino, founding presidentand CEO of Honda Aircraft Companyand Elling Halvorson, chairman ofPapillon Grand Canyon Helicopters.

AOPA’S MARK BAKER RECEIVES LEGACY AWARD AT LIVING LEGENDSOF AVIATION CEREMONY

TheGeneralAviationManufacturersAssociation (GAMA) last month wel-comed the announcement that U.S.Senators John Boozman (R-AR) and JoeManchin (D-WV)will co-chair the bipar-tisan U.S. Senate General AviationCaucus in the 114th Congress. TheCaucus, which had 41 members in the113th Congress, holds educational ses-

sions and other events for senators andtheir staff about general aviation and itssignificant contributions to the U.S. econ-omy.

“GAMA is extremely pleased thatSenators Boozman and Manchin havetaken on this important role in the newCongress as they seek to share with allSenators the importance of general avia-

tion, and particularly general aviationmanufacturing, to the U.S. economy andjobs,” GAMA President and CEO PeteBunce said.

“Senator Boozman has been a strongadvocate for the general aviation commu-nity, including introducing the third-classmedical bill last year and working close-ly with manufacturers in Arkansas.

Senator Manchin is an aviator whounderstands firsthand the opportunitiesand challenges faced by those in the gen-eral aviation sector. We look forward tocontinuing our close working relation-ship with them and supporting both sena-tors in their new roles.”

GAMA CONGRATULATES SENATORS BOOZMAN AND MACHIN AS NEWU.S. SENATE GA CAUCUS CO-CHAIRS


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

By Mark Rhodes

Military historian, Peter Doyle’smasterful, thoughtful and fas-cinating book World War I in

100 Objects (Plume) is not only a capti-vating chronicle of The Great War picto-rially, it is also a spellbinding bit of story-telling by Doyle. The book could haveeasily functioned as a coffee table-stylebook, coasting along on the mesmerizingimages such as a Pickelhaube (a Germanstyle ceremonial hat), a nasty lookingButcher bayonet, a Trench art ring (trenchart being a sort of folk art using the resid-ual artifacts of war like shell casings tomanufacture jewelry and so on).

Author Doyle also touches on therole of aviation in the First World Warchronicling among his objects theFrench Spad XIII, which evolved quick-ly as a result of the need for aircraft thatcould maneuver skillfully with a highrate of climb and sophisticated firepow-er. Also among the objects are examplesof Aerial Photographs. Doyle points outthat the use of aviation for photorecon-naissance was of primary importance tothe participants of WWI as the Warevolved into one where positional war-fare was by and large the main strategicconcern. Use of photography by theAviation services allowed the combat-ants to monitor the strategy of position-ing, particularly the positioning of thetrenches, allowing for better and moreaccurate artillery bombardments. Iron-ically enough, this practice helped aircombat evolve, as the war’s participantssent up aircraft armed to take out these“eyes” of the participating armies.Indeed, Doyle reports that more than halfof Manfred von Richthofen’s (The RedBaron’s) kills were air reconnaissancepilots.

This is a great work for military his-tory and history and aviation buffs. Mr.Doyle’s work here is novel in itsapproach and a reminder of the influenceof the First World War on military tech-nology, attitudes about war, and evenpopular culture.

See more about Peter Doyle’s workat www.peterdoylemilitaryhistory.com

WORLD WAR I IN 110 OBJECTSTAKE A NOVEL APPROACH TO

CHRONICLING "THE GREAT WAR"

With its somewhat sinister sillhouette theWorld War I era Pickelhaube (GermanHelmet) had a fearsome and theatricalelement. (Peter Doyle/Plume Books)

Aerial photography in World War Ihelped revolutionize modern militarystrategy. (Peter Doyle/Plume Books)

Images and visions of Sagar Pathak

www.HorizontalRain.comSpecializing in Aviation Photography

EAAfounder, Paul Poberezny, saidthat people come to EAA for theairplanes and stay for the people.

For whatever reason, that seems anappropriate reminiscence on this clear,brisk Georgia winter afternoon.

The current issue of EAA SportAviation has a marvelous summary of theU.S. homebuilding movement, writtenby Richard VanGrunsven, the “RV” inthe RV series of airplanes. In addition tobeing perhaps the preeminent homebuiltkit vendor, Van knew some of the veryearliest homebuilders who coincidentallylived nearby in Oregon.

I first met Van at Oshkosh one year,about the time that the RV-4 came out. Ihad sent him three dollars or so for aninformation packet, and it came in themail.Then I noticed an ad that said that the infor-mation packet was four dollars, but he hadsent me the information packet anyway.AtOshkosh, I gave him the extra buck, andwe had maybe a brief conversation.

As my writing career took off, I hadthe pleasure of talking toVan a number oftimes, and at this point, I’ve flown all ofthe RV series, except for the RV-3, andmost of those were factory demo planes.Van was always pleasant, always knowl-edgeable, and always careful not to ven-

ture from the known facts into the specu-lative. One story I heard was that Van hadbought a 55-gallon drum of somethingrequired for homebuilts that wasn’t soldin quarts, and he filled quart containers tosell to his builders.

It’s a little repeated truism that whenyou buy a homebuilt airplane, you’re notreally buying the machinery; you’re buyingconfidence in the kit manufacturer and inthe end user who built the kit. Van has cer-tainly set the standard for kit manufacturers.

When I bought my RV-4, alreadyflying, two of my buddies, older than I,helped me debug it (it took years, for vir-tually everything on the airplane had hid-den faults) and keep it in the air. Thesetwo were also active in aviation politics,working to keep airports open inCalifornia. (The Young Eagles programwas the best thing that ever happened togeneral aviation, changing overnight thepoliticians’ perception of pilots from richnoisemakers to the people who gave freeairplane rides to kids).

One of those men had to quit flying10 or 20 years ago because his lungs,never good, continued to fail. Another isexpecting to be diagnosed with Guillain-Barré syndrome, and that will slow himdown considerably for perhaps a year.

A third friend had built half-dozenRVs, and gave me tons of advice as I waslooking for my first airplane. He got aninfection in his hand that was resistant toantibiotics, and that, plus age, has sloweddown his lifestyle considerably.

One of the reasons that I enjoyedteaching grad school so much was that Igot to be on the other end of the cross-generational information sharing, inter-acting with the students, especially thegood students. One of those students hasjust completed his initial training withDeltaAirlines and will be going back in afew weeks to learn his first airplane(s),the Boeing 757/767. (They share a com-mon type rating).

Back to the present, my garage hasin it a number of parts for a Belite ultra-light. (The rest of the parts are currentlyin the hangar). I got to know the Belite,and James Wiebe, the company owner,when I did a pilot report for another pub-lication. Wiebe bought the tooling for theKitfox Lite and started selling it as theBelite, as he had not purchased the name.Then he evolved the design––the alu-minum tubular wing spars were optional-ly replaced with carbon fiber; the woodribs optionally replaced with stampedaluminum; the welded steel fuselage

replaced with alu-minum for greater(and demonstrated)crashworthiness;and the latest ver-sion has foam wingribs with no spacing between them foreven greater ease of building, along withcool stuff in the fuselage of which I knowlittle.

Since the spinal fusion surgery threeand a half months ago, my strength andenergies have been consistently but veryslowly rebounding from the debilitating“surgical insult,” as the medicos refer toit. However, the local EAA chapter hassome energetic guys looking for things todo, so we are going to build the Belitewings in my garage.

Last night was our first meeting, andwe reviewed blueprints, assembly manu-als, and parts. The assemblymanual is foraluminum ribs (I’ve got wood), so thereare a few questions to be answered. Eachof the team members has an assignedspecialty (spars, wood parts, anti/sailstruts [anti/drag bracing], alignment, andassembly). We are working really hard tocome up with all the questions before westart assembly.

And again, it’s the people.


EdWischmeyer

Homebuilder’s Workshop

PEOPLE

There are car shows, air shows,motorcycle shows, tractor shows, makerfairs, music festivals, food festivals andliving history festivals galore. Mix themall together in one venue on one day andyou’ve got Half Moon Bay California’sremarkable, one and only Pacific CoastDream Machines Show–marking its 25thyear in 2015 with a massive celebration ofmechanical ingenuity, power and style. It'squite simply the “Coolest Show on Earth.”

The spectacular 25th annual show isslated to be held on SundayApril 26, 2015,once again a single day mega-show, from10 a.m. to 4 p.m. at Half Moon BayAirport, located in the picturesque seasidetown of Half Moon Bay, Calif. about 20miles south of San Francisco.

It's a whimsical, fascinating, amus-ing, curious and absolutely unique show-and-tell spectacle featuring 2,000 mag-nificent driving, flying, and workingmachines from the 20th and 21st cen-turies. The world's coolest cars of everyera and style, model-T fire engines, vin-

tage busses, custom motorcycles, trickedout trucks, sleek streamliners, one-of-a-kind antique engines and tractors and his-toric military aircraft will be among themesmerizing displays.

It's one of thewest coast's biggest, bad-dest gatherings of the world's coolest cars.Every automotive style and era will be rep-resented among the incredible displays..

Proud owners show up in cars thatcome in all shapes, colors and sizes.Spectators will get a rare up-close look atantique horseless carriages and FordModel T's, fanciful touring and luxurycars, powerful sports cars, custom carsand street rods, muscle cars, vintage andmodern era high-performance race cars,quirky art and pedal cars, modified streetmachines with cutting edge styles, exotichigh-performance cars, stylish Europeancars, ultra cool low-riders, sporty com-pacts, modified imports with flashy graph-ics, fashionable hip-hop urban show cars,homebuilt kit cars, super-charged turbocars and trucks, “green” technolo-

gy/alternative fuel vehicles, streamliners,dragsters, funny cars, gassers, and jet cars.

Displays also include exceptional vin-tage warbirds, classics from the ‘40s and‘50s and homebuilt aircraft, tricked outtrucks and motorcycles, Model T fireengines, vintage busses, antique enginesand tractors, helicopter and bi-plane rides,kinetic art, and rolling sculptures. To helpcelebrate their 25th anniversary event in abig way, organizers plan to bring backsome of the extreme/active attrac-tions–freestyle motocross shows, unimo-torcycle drags, monster truck rides and vin-tage warbird flyovers––as well as pay spe-cial tribute to show founders at their 2015event scheduled to be held on Sunday,April 26 at Half Moon BayAirport.

“We’re proud to say 2015 will markour 25th annual DreamMachines Show,”said event Chairman, Chad Hooker. “It’sa landmark year, and we plan to make itmore spectacular and fascinating thanever as well as celebrate the legacy of ourfirst quarter-century with tributes to show

originator, Bob Senz, and the late EddieAndreini, both of whom were instrumen-tal in founding and nurturing what hasgrown into one of Northern California'smost unique and beloved events.”

To show a car, the registration fee is$40 ($50 for entries postmarked afterApril 15) and includes a dash plaque andadmission for two people.

Spectator admission is $25 for adults(age 18-69), $15 for ages 11-17 and 70+,Free for kids age 10 and under. Ticketsare available at the gate only.

Half Moon Bay Airport, at 9850 N.Cabrillo Highway, is located on Highway1, about 20 miles south of San Franciscoand five miles north of Highway 92.

The show benefits the nonprofitCoastside Adult Day Health Center.

For information and registrationforms, call 650/726-2328 or visitwww.miramarevents.com/dreammachines

Register on-line at miramarevents.com/dreammachines/register/

PACIFIC COAST DREAM MACHINES SHOW RETURNS SUNDAY,APRIL 26, 2015 AT HALF MOON BAY AIRPORT


2015 HAI HELI-EXPO

The world’s largest helicopter tradeshow and exposition produced annuallyby Helicopter Association International,HAI Heli-Expo, feature one millionsquare-feet of exhibit and meeting space,international press exposure, numeroussponsors, 20,000 potential buyers, morethan 700 exhibitors, 60 helicopters ondisplay and many educational opportuni-ties. This year’s event is set for March 2-5, with some preliminary events begin-ning on Feb. 27. Heli-Expo takes place inOrlando, Florida and will feature a mem-bership meeting, industry career fair,online silent auction, fundraising golftournament and the annual Salute toExcellence Awards dinner. The schedulebelow features dates and times but is sub-ject to change. For more information,including tickets and lodging, visitwww.rotor.org.

For the 2015 HAI Rotor SafetyChallenge, HAI will present 52 safetyeducation events free to HAI HELI-EXPO attendees and exhibitors. Sessiontopics cover a wide range of safety issues,including fuel management, post-acci-dent next steps, and safety culture andsocial media.

Based on attendee feedback, we’veadded some features to this year’sChallenge:

•Replay Sessions are repeated, giv-ing you more opportunities to catch thesessions you don’t want to miss

•In-Depth Sessions are longer than60 minutes, allowing some subjects to becovered in more detail

No advance registration is neces-sary: your HAI HELI-EXPO attendee orexhibitor badge will admit you to anysession, but seating is limited. Make sureto check out the 2015 schedule and planto take advantage of this free HAI HELI-EXPO program.

Take the Challenge: Attend at leastsix Rotor Safety Challenge events andreceive a certificate of recognition! Learnmore at rotor.org/takethechallenge.

This preliminary schedule is subjectto change. Reconfirm dates, times, andlocations on site; complete informationwill be printed in the HAI HELI-EXPO2015 Program & Exhibit Guide, andmore information is available atwww.rotor.org.

Back by Popular Demand! Take the2015 HAI Rotor Safety Challenge! It’sfree for HAI HELI-EXPO 2015 atten-dees and exhibitors.All Challenge eventsare marked RSC.

Note: Events marked with a *require a separate registration or ticket.

HAI HELI-EXPO SET FOR MARCH 2-5, PRELIMINARYSCHEDULE ANNOUNCED

Friday, Feb. 27 – Saturday, Feb. 28, 20158 a.m.-5 p.m.: Professional Ed.Courses*Sunday, March 1, 20158a.m.-5p.m.: `Professional Ed. Courses*10 am-12 p.m.: Helicopter Tour

Operators Committee Meeting11:30 a.m.-6 p.m.: HFI Scholarship

Fundraising Golf Tournament*(Falcon’s Fire Golf Club)

Monday, March 2, 20158-10 a.m. HAI Safety Symposium:

NTSB – Managing Risk inPublic Helicopter Operations (RSC)

8 a.m.-5 p.m.: Professional Ed. Courses*9 a.m.-4 p.m. :Technical Comm. Meeting10:30 a.m.-12:00 p.m.: Safety Directors

Forum: Your Helicopter Crashed– NowWhat? (RSC)

1-3:00 p.m.: Tour Operators Programof Safety (TOPS)

7-8:30 p.m.: HAI Welcome ReceptionTuesday, March 3, 20158-10 a.m.: HAIAnnual Membership

Meeting & Breakfast8:30 a.m.-4:30 p.m.: HAI Rotor Safety

Challenge Sessions (RSC)9 a.m.-12 p.m. Offshore Forum9:30 a.m.-12:30 p.m.: CFI Mentoring

Program9:30 a.m.-12:30 p.m.: ICAOAnnex 14

Update Workshop9:30 a.m.-12:30 p.m.: Voting for the HAI

Board of Directors(for Regular Members Only)

10-11 a.m.: Introduction to HAIAccreditation Program of Safety

and Overview of IS-BAO10 a.m.-12 p.m.: Safety Committee

Town Hall (RSC)10 a.m.-5 p.m.: Manufacturer Technical

Briefings10-10:30 a.m.: HAI HELI-EXPO

Opening Ceremony10:30 a.m.-5 p.m.: Exhibit Hall Open10:30 a.m.-5 p.m.: HAI Helicopter

Industry Career Fair12:30-1:30 p.m.: HFI Pilot Mentoring Panel1 p.m.-2:30 p.m.: Finance and Leasing

Committee Roundtable1 p.m.-3:00 p.m.: Air Medical

Committee Meeting1:30 -2:30 p.m.: HFI Industry Outreachto Students Panel2-5:00 p.m.: Utilities, Patrol, and

Construction Committee Meeting2:30-3:30 p.m.: HFI Maintenance Tech

Mentoring Panel5-7:30 p.m.:Twirly Birds Annual MeetingWednesday, March 4, 20158-10 a.m.: Flight Op. Committee Meeting8-10 a.m.: Gov. Service Committee

Meeting8 a.m.-12 p.m.: IHST Regional Partner

Panel8:30-10 a.m.: Finance and Leasing

Committee Meeting8-10 a.m.: Safety Committee Meeting8:30 a.m.-5 p.m.: HAI Rotor Safety

Challenge Sessions (RSC)9-10:30 a.m.: General Aviation Assoc.

CEOs Speak on Critical Issues9 a.m.-5 p.m. :Manufacturer Technical

Briefings10 a.m.-12 p.m.: Aerial Firefighting and

Natural Resources Committee Meeting10 a.m.-12 p.m.: Bus. Management

Workshop10 a.m.-5 p.m.: Exhibit Hall Open10:30 a.m.-12:30 p.m.: Fly Neighborly/

Environmental Committee Meeting10:30 a.m.-12:30 p.m.: Electronic News

Gathering Committee Meeting10:30 a.m.-12:30 p.m.: Training

Committee Meeting1-3 p.m.: Annual DOI/USFS

Interagency Fire Briefing1-3 p.m.: Business Management

Committee Meeting1-4 p.m.: Heliport Committee Meeting2-3 p.m.:UnmannedAircraft Systems:

Challenge or Opportunity?8-10:30 p.m.: HAI Salute to Excellence

Awards Dinner*Thursday, March 5, 20158-11 a.m.: Affiliate Symposium8-12 p.m.: Chief Pilot Roundtable8 a.m.-12 p.m.: Fatigue Risk Management8 a.m.-4 p.m.: Fundamentals of IS-BAO

Workshop*9-10:30 a.m.: Be Heard! FAATown Hall10 a.m.-4 p.m.: Exhibit Hall Open1 p.m.-2:30 p.m.: Huey Owners and Type

Certificate Holders ForumFriday, March 6-Saturday, March 7, 20158 a.m.-4 p.m.: IS-BAOAuditor

Accreditation Workshop*(Friday only)8 a.m.-5 p.m.: Professional Ed. Courses*

2015 HAI HELI-EXPO SCHEDULE

The Helicopter Association Inter-national (HAI) recently announced thewinners of its acclaimed Salute toExcellence Awards in nine categories.They include, among others, two heli-copter search-and-rescue (SAR) teams, afirefighting pilot who refused to give upon a crew on the ground, and a flightinstructor with perhaps more time in oneof the world’s most popular training heli-copters than anyone else in the world.

The Salute to Excellence Awardsrecognize those who, through either asingle act or a lifetime of service and ded-ication, exemplify the best of the helicop-ter industry.

Lightspeed Aviation Excellence inCommunications Award - MichaelHirschberg

Michael Hirschberg is the executivedirector of AHS International (formerlythe American Helicopter Society) andeditor of their publication, Vertiflite. Hehas written aircraft reviews, historicalarticles, profiles and commentaries. Inaddition, Hirschberg, an aeronautical andmechanical engineer by training, haswritten numerous technical papers. In hisrole as executive director of AHSInternational (the world’s oldest andlargest vertical flight technical society),Hirschberg organizes all AHS technicalconferences andAnnual Forum, and pub-lishes theAnnual ForumProceedings andthe Journal of the AHS.

Through his work on AHSInternational publications, Michael

HAI ANNOUNCES WINNERSOF THE 2015

SALUTE TO EXCELLENCE AWARDS



Hirschberg is an important conduit forsharing vital information among the ver-tical lift industry’s technical community.

W.A. “Dub” Blessing Award forCFI of the Year – Simon Spencer-Bower, QSM

This year’s flight instructor of theyear is Simon Spencer-Bower–owner,operator, chief pilot, and chief flyinginstructor for Wanaka Helicopters inCentral Otago, New Zealand. With near-ly 21,000 total flight hours, he has been apilot since 1977, a helicopter pilot since1980, and a helicopter flight instructorsince 1984. Spencer-Bower has 12,500hours helicopter dual flight instructiongiven and since becoming a flightinstructor, has trained nearly 600 pilotsfor private, commercial, and instructorcertificates. In addition, he holds the dis-tinction of being one of the highest-timepilots of Robinson helicopters–most of ittraining other pilots in the R22model–with more than 15,000 hours inthe R22, R44, and R66.

Spencer-Bower is also the creator oftheAdvanced Helicopter Mountain FlyingCourse, the only mountain training courseapproved by New Zealand’s CivilAviationAuthority. He says his instructing philoso-phy is to teach students beyond the boundsof the standard curriculum, so they learnabove-average flight skills as well as goodaeronautical decision-making skills.

Excellence in HelicopterMaintenance Award – Patrick Cox

Chances are, anyone who owns, oper-ates, or maintains a Robinson helicopterhas either spoken with the 2015 winner ofthe Excellence in Helicopter Maintenanceaward or read some of his work.

Patrick Cox is the director of productsupport for the Robinson HelicopterCompany.As such, he is a prominent fig-ure in the development of all technicalaspects of all three of the company’smodels–the R22, R44, and R66.

Cox co-authored the maintenancemanuals for both the R44 and the R66, andhas developed many of the procedures,techniques, and special tools for all threemodels. He has taught more than 3,000maintenance technicians to qualify them towork on R22s and R44s. And as many ofthe testimonials supporting his nominationfor this award noted, he is always availableto help a mechanic, no matter where in theworld they might be working.

That accessibility, along with hisexpertise and strong focus on safety,make him the number-one person for

Robinson mechanics around the world toturn to for technical advice and solutions.

MD Helicopters Law Enforce-ment Award – US Park Police “Eagle1”Aviation Unit

The MD Helicopters LawEnforcement Award for 2015 goes to thecrew of the United States Park PoliceAviation Unit Eagle 1 for their role inresponding to the shootings at the NavyYard in Washington, DC, on Sept. 16,2013, including the rescue of a criticallyinjured shooting victim.

Located directly across the riverfrom the Navy Yard, pilot Sgt. KennethBurchell, and rescue technician Sgt.David Tolson, along with a local policeofficer to help coordinate radio traffic,were over the scene within four minutesof the initial request for help. After pick-ing up a SWAT officer, the crew returnedto the building, where a Park Police offi-cer and four civilians had taken cover.After lowering the SWAT officer to helpkeep the rooftop secure, the crew hoistedthe critically injured woman and airliftedher to a nearby hospital.

After returning to the scene and pick-ing up Park Police Officer,MichaelAbate,Eagle 1 returned to the scene to extract thethree remaining civilians while OfficerAbate provided overwatch with a longgun from the helicopter above.

All told, the crew of Eagle 1 spentfive and a half hours in the air that day,rescuing survivors and supportingground personnel in their efforts to trackdown the gunman and secure the area.

Airbus Helicopters Golden HourAward – Snohomish Co. HelicopterRescue Team

Lost or injured hikers and climbers inWashington State’s rugged CascadeMountains have no better friends than theSnohomish County Helicopter RescueTeam, which is part of the SnohomishCounty Volunteer Search and Rescue pro-gram.

2014 was another busy year for theteam, known by the call-sign Snohawk 10.In March, they were one of the first heli-copters on scene following the deadliestlandslide in U.S. history, in Oso,Washington. In the first three hours fol-lowing the landslide, working closely witha US Navy helicopter from NASWhidbeyIsland, the two helicopters pulled 14 peo-ple from the treacherous slurry of sand,silt, clay, and fallen timbers.

The Helicopter Rescue Teamresponds to an average of 80 calls eachyear. Although affiliated with the county

sheriff’s office with some positionsstaffed by deputies, most on the team arevolunteers, with many paying for theirown equipment and specialized training.

Excellence in Safety Award –Edwin McConkey

EdwinMcConkey is an unsung heroof the helicopter industry. He is not a pilotor mechanic, but he has arguably donemore to keep pilots, crews, and passen-gers safe in poor weather conditions thanany other individual.

McConkey is a mathematician andsoftware engineer with a strong helicop-ter operation background. In the late1990s, he developed the criteria and analgorithm that allow the creation of heli-copter-specific instrument approaches tolanding facilities that lack traditional all-weather infrastructure. That algorithm,refined in 2008 to account for advancesin satellite navigation, which the FAAand international aviation authorities useto develop point-in-space approaches, areespecially critical for hospital helipads.Those approaches mean air ambulancescan transport patients in visibility thatwould otherwise prohibit flight.

Sikorsky Humanitarian ServiceAward – Portuguese Air Force 751Squadron

Although Portugal is, geographical-ly, one of the smaller countries in Europe,it has a long sea-going history. The 751Squadron of the Portuguese Air Forcecontinues that nautical tradition to thisday. The squadron is a search-and-rescue(SAR) operation, and although they doperform SARmissions overland, they arebest known for their ultra-long-distance,open-water operations.

Operating from three bases, 751Squadron crews are responsible forsearch-and-rescue operations in a 2.3million square mile portion of theAtlantic Ocean. That’s an area approxi-mately two-thirds the size of the entireUnited States of America–includingAlaska and Hawaii–or roughly one-thirdof the entire North Atlantic.

Flying the three-engine AgustaWestland EH-101 Merlin, 751 Squadroncrews frequently fly roundtrip missionsof 700 nautical miles. Their longest unre-fueled mission, in terms of both time anddistance, was a seven hour, 20 minuteflight that covered 726 nm–more than1,340 kilometers.

The 100 members of 751 Squadroninclude pilots, crewmembers, rescueswimmers, and maintenance techniciansdedicated to the squadron’s motto, “So

Others May Live.”Appareo Systems Pilot of the Year

Award – Gary DahlenIn the early days of California’s

King Fire last September, the firefightingcommunity very nearly suffered a loss torival the 2013 Yarnell Hill Fire inArizona, which killed 19 firefighters orthe 1994 South Canyon Fire, whichclaimed 14 smokejumpers lives, but forthe efforts of Gary Dahlen, this year’spilot of the year.

A dozen firefighters, having beenout all night trying to establish a firebreak, were working to isolate a spot firewhen the wind came up, fanning a blazethat had been behind them and quicklycutting them off.

Ten miles away, Dahlen was waitingas his helicopter was refueled when heheard a call unlike any he had heard innearly 30 years of aerial firefighting: “Allavailable helicopters, prepare for anemergency launch.”

After locating the crew, which haddug in and deployed their individual fireshelters, Dahlen saw the crew was onlymoments from being overrun by a wall offlame. But he also saw a slim avenue ofescape. Dahlen called the crew’s leader onthe radio and told him the men had toimmediately abandon their shelters andsprint toward his helicopter. Throughoutthe crew’s dash up a dirt road, Dahlen keptin contact, guiding the crew and urgingthem on until they were clear of the flames.

Gary Dahlen’s quick thinking andactions almost certainly prevented thedeaths of a dozen firefighters that day.

Bell Helicopter LifetimeAchievement Award – Lou Bartolotta

Like many of his generation, LouBartolotta got his start in helicopters dur-ing the Vietnam War. Unlike many oth-ers, he’s been in it ever since, includingthree years working for HAI.

Bartolotta joined the U.S. Army in1969, and flew more than 1,000 hoursduring his one-year tour in Vietnam. Inthe mid-1970s, he joined BristowHelicopters and flew for them for nineyears in pre-Revolution Iran and inScotland’s North Sea oil fields.

After his stint with HAI, he joinedMBB Helicopter Corporation, the Germancompany that later merged with France’sAerospatiale to form Eurocopter (nowAirbus Helicopters). He helped MBBestablish itself in the emerging field of hel-icopter air ambulance services. From there,he moved to the Agusta Aviation

HAI Announces Winners2015 HAI HELI-EXPO



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HAI Announces WinnersCorporation–then a little-known Italianhelicopter company, but now the industrygiant known asAgustaWestland–as its vicepresident of U.S. marketing and opera-tions. In his time, he has overseen numer-ous company projects, including the intro-duction of the BA609 (now the AW609)civilian tiltrotor aircraft.

He retired fromAgustaWestland lastyear, but continues to serve the helicopterindustry through his consulting firm, L.P.Bartolotta &Associates.

Bartolotta has devoted his entireadult life to the helicopter industry, andalong the way, been an important part ofseveral industry milestones.

The Salute to Excellence Awards willbe presented at the annual Salute toExcellence Awards dinner during HAIHeli-Expo 2015. HAI Heli-Expo, theworld’s largest trade show and exhibitiondedicated to the civil rotorcraft industry,will be held in the Orange CountyConvention Center in Orlando, Fla., March2-5, with the exhibit hall open March 3-5.


2015 HAI HELI-EXPO

Bell Helicopter, a Textron Inc. com-pany, honored Papillon Helicoptersfounder, Elling Halvorson, with the BellHelicopter Vertical Flight Hall of FameAward at the 12th annual Living Legendsof Aviation Awards in Beverly Hills onJan. 16. The award recognizes individu-als who have made significant contribu-tions to the rotorcraft industry.

“I’m truly honored to be awardedwith the Bell Helicopter Vertical FlightHall of Fame award,” said EllingHalvorson. “I’ve been presented manyopportunities throughout my life to wit-ness the inspiring work aviation yields,and everyday I’m humbled by the won-derful experiences we see in the aviationindustry.”

Elling is the founder of PapillonHelicopters, the world’s oldest andlargest sightseeing company flying anestimated 600,000 passengers a year onits daily tours to the Grand Canyon. Hebegan his story in 1963 when he won abid to build a water pipeline thatstretched 13.5 miles across the GrandCanyon on some of the most difficult ter-rain in the world. The project turned outto be the single largest helicopter sup-ported construction job ever completed,using more than 25,000 hours of helicop-ter flight time and six different models ofhelicopters, including a Bell 204. Ellinghas demonstrated superior vertical liftcapability through his proven success onprojects benefitting construction, utility,travel, and tourism.

Matt Hasik, Bell Helicopter’sExecutive Vice President of CommercialBusiness, presented Elling with theVertical Flight Hall of Fame Award stat-uette.

“A visionary, an innovator, and aleader in the helicopter industry, Elling isa true pioneer for aviation,” said Hasik.“He continues to share his expertise andpassion around the world, and we admireand appreciate his tireless efforts andinfectious enthusiasm for the industry.”

Among Elling’s many careeraccomplishments, he also formed theTour Operators Program of Safety(TOPS), which is a national organizationdedicated to safety as its top priority.TOPS mission is to make helicoptersightseeing tours among the safest typeof flying possible. In addition, Elling alsodeveloped the “Whisper Jet” helicopterthat was certified by NASA as theworld’s quietest helicopter and servedtwo terms as Chairman of the Board ofthe Helicopters Association International(HAI).

Recipients of the Living Legends ofAviation Award, include Buzz Aldrin,Harrison Ford, Morgan Freeman, BobHoover, Kurt Russell, and SullySullenberger. The event is produced bythe Kiddie Hawk Air Academy and BellHelicopter is a presenting sponsor of theannual event.

BELL HELICOPTER PRESENTS VERTICALFLIGHT HALL OF FAME AWARD


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One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available toplay with. Here In Flight USA has collected a few new ones worthy of your consideration.

Bob Hoover Flying the Feathered Edge Released on DVD, Blu-ray

Flying the Feathered Edge, the definitivedocumentary about the Pilot’s Pilot, R.A. “Bob”Hoover, is now available on DVD and Blu-ray–just in time for his 93rd birthday, which wasJan. 24. The 86-minute documentary includesexclusive interviews with Harrison Ford, CarrollShelby, Burt Rutan, Dick Rutan, Col. Bud Day(Medal of Honor recipient), Gene Cernan, ClayLacy, and Sean D. Tucker.

In Flying the Feathered Edge, Hooverreveals hard-earned wisdom from a life spentpushing the edge of the flight envelope whilecontributing to aviation’s many developments.

“This film captures my life story in anauthentic and accurate way,” Hoover said. “Idon’t know how it could have been done anybetter.”

EAA Chairman, Jack Pelton, calls it “thebest aviation documentary I have ever seen.”

Award-winning producer, director, and edi-tor Kim Furst, whose previous efforts include One Six Right,

Discovery Channel’s Rocket Challenge, andWings Over the Rockies, made the film.Flying the Feathered Edge is available exclusively through the BobHoover Project

website at http://www.thebobhooverproject.com/. The DVD is priced at $28.95, and theBlu-ray is $32.95.

Aircraft Spruce Stocks the Clecall Upright Pliers

Aircraft Spruce is proud to be the exclu-sive distributor of the new Clecall UprightPliers. The Clecall Upright Pliers are faster touse and easier to activate than standard Clecopliers. They are spring-loaded to openwith lesseffort. They are 70 percent lighter than normalCleco pliers at only 4.3 oz, which helps toreduce fatigue and wrist pain. The ClecallUpright Plier’s design accommodates a 1/4”Cleco width, and the vertical profile installsclecos in tight areas with ease. Clecos can beinstalled easily on upside down surfaces withthe Clecall Upright Pliers. The Clecall UprightPliers are CNC machined and anodized forstrength.

The Clecall Upright Pliers are currentlyoffered for $29.95. For more information,please contact Aircraft Spruce at 1/877-477-7823 or 951/372-9555, and reference partnumber 12-03752

Aircraft Spruce’s complete product line is available at www.aircraftspruce.com.Request your complimentary copy of the company’s free 950+ page catalog (availablein print, CD, or PDF formats).


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1980 PIPER DAKOTAN8124S. 3952 TT, 202 SFRM, G-340, G-430, rollsteering, G-330 transponder, traffic, HSI, C-2000altitude hold. Great P&I. Logs, hangared.


1977 CESSNA 340AN314MG. 3690 TT, 1480/534 RAM I, G330, G-530W, G-330 traffic, MX-20 MFD, Known Ice, air,American intercoolers VG's 1730# useful. Nice


1966 MOONEY M20EN3378X. 1750 TT, 537 SMOH, April annual, alllogs, no damage. VFR, hangared, nice paint.


1966 CHEROKEE 140N8467R. 4481 TT, 516 SMOH, KX 155, GlideSlope, Escort II, KR 86, 650 Transponder withEncoder,G-196 GPS Gizmo Mount, Intercom, IFR.


1940 FAIRCHILD 24N25329. Rare short nosed model. 15 hours since over-haul and restoration. Hangared in Michigan. Sold withfresh annual.

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1966 CESSNA 182 N3046F. 5675 TT, 627 SFRM, IFR, good P&I, com-plete logs, same owner last 25 years. Hangared.


1966 CHEROKEE 180N8189W. 3634 TT, 220 SMOH, all logs, no dam-age, IFR, great paint and interior.


2008 COMPAIR 7 400 LYCOMINGN417RJ. 130 TT. This is truly a must see aircraft.Amazing performance, immaculate build.


1967 CESSNA 172HN2826L. 6701 TT, 1301 SMOH, IFR, recent paint,hangared, June 2014 annual.


1967 BEECHCRAFT C-33 DEBONAIRN3Q. 2950 TT, 650 SMOH, 125 since new factorycylinder kit, hangared, all logs, no damage.


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Boeing and Embraer on Jan. 14opened a joint sustainable aviation biofu-el research center in a collaborative effortto further establish the aviation biofuelindustry in Brazil.

At the Boeing-Embraer JointResearch Center in the São José dosCampos Technology Park, the companieswill coordinate and co-fund research withBrazilian universities and other institu-tions. The researchwill focus on technolo-gies that address gaps in creating a sus-tainable aviation biofuel industry inBrazil, such as feedstock production, tech-no-economic analysis, economic viabilitystudies, and processing technologies.

“Boeing and Embraer, two of theworld’s leading aircraft manufacturers,are partnering in an unprecedented wayto make more progress on sustainableaviation biofuel than one company cando alone,” said Donna Hrinak, president,Boeing Brazil and Boeing LatinAmerica. “Brazil, a pioneer in the sus-

tainable fuels industry, will play a leadingrole in establishing the biofuels industryand helping meet aviation’s environmen-tal goals.”

“Our purpose is to support work ondeveloping and maturing the knowledgeand technologies needed to establish asustainable aviation biofuel industry inBrazil with global reach,” said MauroKern, executive vice president,Engineering and Technology, Embraer.“Brazil has shown its potential and isalready a benchmark for the clean-energyindustry, having created very successfulethanol and biodiesel industries.”

Boeing’s biofuel collaboration withEmbraer is led by Boeing Research &Technology-Brazil (BR&T-Brazil), oneof Boeing’s six international advancedresearch centers. BR&T-Brazil workswith Brazil’s research-and-developmentcommunity to grow Brazil’s capabilitiesandmeet the country’s goals for econom-ic and technology development while

supporting the creation of innovative andaffordable technologies for Boeing’sbusiness units. In addition to its collabo-ration in Brazil, Boeing has active biofu-el-development projects in the UnitedStates, Middle East, Africa, Europe,China, Japan, Southeast Asia, andAustralia.

The Boeing-Embraer Joint ResearchCenter is the latest in a series of collabo-rative efforts by Boeing, Embraer andBrazilian partners on sustainable aviationbiofuel. Between 2012 and 2013,Boeing, Embraer, the Fundação deAmparo à Pesquisa do São Paulo (FAPE-SP) and the State University of Campinas(UNICAMP) held a series of workshopsin Brazil and, in 2014, published adetailed roadmap–called Flightpath toAviation Biofuels in Brazil–that identi-fied gaps in establishing this industry.These gaps will be addressed in partthrough the Boeing-Embraer JointResearch Center. In 2014, both compa-

nies signed a collaboration agreement tojointly conduct and co-fund research andshare intellectual property developedthrough the center.

Embraer also has collaborated withseveral initiatives to produce an aviationbiofuel that is economically viable andfulfills stringent aviation requirements. In2011, Embraer and engine-manufacturerGE completed test flights under a broadrange of conditions on an E-170 usinghydro-processed esters and fatty acids(HEFA). The following year, an E-195fromAzul airline flew during the Rio+20fueled with biokerosene produced fromsugar cane developed byAmyris.

Studies have shown that sustainablyproduced aviation biofuel emits 50 to 80percent lower carbon emissions throughits life cycle than fossil jet fuel. Globally,more than 1,600 passenger flights usingsustainable aviation biofuel have beenconducted since it was first approved foruse in 2011.

Green News

BOEING, EMBRAER OPEN JOINT AVIATION BIOFUELRESEARCH CENTER IN BRAZIL

Collaboration Supports Brazil’s Role in Developing Sustainable Biofuel,Helps Meet Aviation’s Environmental Goals

If zipping across the sky in a air-plane that twists, turns, and dives fuels anadventurous spirit, then Mercy FlightSoutheast (www.MercyFlightSE.org) hasjust the ticket.

The nonprofit organization is raf-fling off a chance to fly aboard anAeroShell AT-6 Texan during the team’sperformance at Sun ‘N Fun InternationalFly-in and Expo, at Lakeland LinderRegional Airport (KLAL), Fla., in April.

PilotMall.com donated the flight tobenefit Mercy Flight Southeast, whicharranges free flights for children andadults who need life-saving, far-from-home medical care.

Since 1985, theAeroShell AerobaticTeam (http://www.naat.net) has beenthrilling millions of spectators at airshows across North America with awe-inspiring formation aerial maneuvers.The North American “Texan,” nick-named “The Pilot Maker,” was intro-duced in 1938 and went on to become the

primary training platform for all U.S.combat pilots during WWII.

The Raffle prize includes a:

• A seat on an AeroShell AT-6“Texan” during the team’s scheduled Sun‘N Fun performance onApril 25, 2015.

• Round trip airfare, up to $500 toOrlando, Fla.

• Photo withAeroShell team and air-craft

Raffle tickets are $20 for onechance; $100 for six chances, and $200for 13 chances to win. The winner will beannounced April 4, 2015 at the Run fortheAngels 5K Run at Orlando ExecutiveAirport.

Raffle tickets can be purchasedonline athttp://www.MercyFlightSE.org/events orby calling 352/326-0761. Entrants neednot be present at the drawing to win.

About TheAeroShellAerobaticTeam

TheAeroShellAerobatic Team is thelongest running civilian flight demonstra-tion team in the United States. Their hall-mark is precision formation aerobatics,and their famous WWII-era AT-6 Texanaircraft with their checkerboard cowlingsand red and white paint schemes aresome of the most widely recognized inthe world. TheAeroShell Team has craft-ed not only a tremendous fan followingbut are favorites of the shows that hirethem.Airshow producers rave about theireasygoing manner, while millions eachyear wait by the show line just to see theirgraceful precision in flight, accompaniedby the visual symphony of billowingsmoke and the thunderous roar of theirmighty radials. Fans are never disap-pointed when they come for an auto-graph, and these gallant men cheerfullysign until the last admirer is taken care of.

Class, integrity, and incredible skill havemade for theAeroShell Team’s incrediblelegacy of more than 30 years of incident-free entertainment.

AboutMercy Flight Southeast

Mercy Flight Southeast is a nonprof-it volunteer pilot organization that pro-vides free air transportation to distantmedical facilities when commercial airservice is not available, impractical, orsimply not affordable. Mercy FlightSoutheast is a member of Air CharityNetwork, an association of charitable avi-ation organizations comprised of morethan 7,500 pilots who represent morethan 90 percent of all charitable non-emergency flights flown in the nation.Mercy Flight Southeast has won the sealof approval from Independent Charitiesof America recognizing Mercy FlightSoutheast as a good steward of the fundsit generates from the public.

MERCY FLIGHT SOUTHEAST TO RAFFLE OFF FLIGHT WITH RENOWNEDAEROSHELL AEROBATIC TEAM

Charity Fundraiser Offers Chance to Win a Thrilling, Once-in-a-Lifetime Flight.

Now installed on an estimated 4,500general aviation aircraft worldwide,Power Flow’s patented tuned exhaustsystems offer improved performance andincreased efficiency on the more than 20popular airframes for which it has beengranted Supplemental Type Certificates(STCs). These include Cessna’s 172 &177 series, Piper’s PA 28-140, theGrumman AA5 series, M20 B thru Jmodel Mooney’s.

Most single engine airframes pow-ered by Lycoming’s four- cylinder O-320, O-360, I/O-360, or I/O-390 enginesare candidates for the company’s provenupgrade. In response to requests fromOwner’s Groups representing the pilotsof aircraft that saw smaller productionruns, the company offers an alternativefor developing and certifying their TunedExhaust.

“The first article of any new designof our system typically costs $50K todevelop, test, and produce” according to

Mr. Darren Tilman, Power Flow’sGeneral Manager. “Add a similar amountfor FAAmandated testing and productiontooling, and you can see that undertakingthese projects based solely on the hopethat: ‘if we build it, they will come’ isfinancial folly.”


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The GeneralAviationManufacturersAssociation (GAMA) welcomed twodevelopments this week in the effort toprovide greater consistency in regulatoryinterpretation: a U.S. House Trans-portation and Infrastructure Committeehearing on the issue and the concurrentrelease of a detailed FAA plan to imple-ment recommendations resulting fromSection 313 of the FAA Modernizationand ReformAct of 2012.

On Jan. 21, 2015, Duncan AviationPresident and CEOAaron Hilkemann, whois GAMA’s Vice Chairman, testified beforethe committee on the need for greater con-sistency in regulatory interpretation and atimely resolution process. Hilkemann dis-

cussed the work of the Consistency ofRegulatory Interpretation Aviation Rule-making Committee, which, in Nov. 2012,made six recommendations to improve theregulatory process. In his testimony,Hilkemann highlighted two of these recom-mendations that would help resolve issuesof uncertainty. The first would establish asingle master source regulatory database ofregulations and all related policy, guidance,and interpretive information in a readilyavailable and searchable format to FAAandindustry. The second would set up aRegulatory Consistency CommunicationsBoard (RCCB)–comprised of FAA regula-tory and policy experts–to provide guidanceand independent assessment on the interpre-

tation and application of regulations.“We appreciate the House Trans-

portation and Infrastructure Committeefocusing attention on this important issueof regulatory inconsistency as they worktoward reauthorization of the FAAlater thisyear,” saidGAMAPresident andCEOPeteBunce. “This hearing pinpointed some ofthe challenges that exist as well as opportu-nities to work together toward a more effi-cient and effective certification process forgeneral aviation businesses andowner/operators in the future.”

Also on Jan. 21, 2015, the FAAreleased a detailed plan to implement rec-ommendations resulting from Section313, Consistency of Regulatory

Interpretation, of the FAAModernizationand ReformAct of 2012.

“We are very pleased that the FAA ismoving forward with the first step of animplementation process for Section 313recommendations. This effort must havepriority within the agency and be closelymonitored by Congress,” Bunce said. “Wealso hope that the agency will make theRCCB available as soon as possible toindustry, not only to FAA inspectors. Welook forward to working with the FAA asit continues to improve current processesand allow general aviation repair stationsand manufacturers to deliver their innova-tive services and products to customers ina more efficient and timely manner.”

GAMA WELCOMES FAA/U.S. CONGRESSIONAL FOCUS TO PROVIDEGREATER CONSISTENCY IN REGULATORY INTERPRETATION

Continued on ;Page 43


It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management ofrisk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing.In 1974, NASAcreated theAviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner.

TheASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports aregathered, 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, NASAdistributes an electronicpublication,CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted fromCALLBACK, for our readers to read,study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in theASRS program.

By definition, a ground loop is therotation of a fixed-wing aircraftin the horizontal plane while on

the ground. It is predominantly associat-ed with aircraft that have conventionallanding gear (taildraggers) due to the cen-ter of gravity being located aft of themain gear. If horizontal rotation is all thathappens, the ground loop may only affectthe landing gear or cause a runway excur-sion. Unfortunately, aerodynamic forcescan cause the advancing wing to rise,which may then cause the other wingtipto contact the surface. A ground loop thatprogresses to this stage may result inextensive airframe and engine damageand even personal injury.

While often caused by an unfavor-able wind component or adverse runwayconditions, ground loops may be causedentirely by pilot error.

To avoid a ground loop, the pilotmust respond to any directional changeimmediately while sufficient controlauthority is available to counteract theunwanted movement. In order to respondquickly enough, taildragger pilots have toanticipate the need for corrective controlinput. This means keeping ground loopcountermeasures in mind whenever theaircraft is moving.

To reinforce the need for taildraggerpilots to keep the nose ahead of the tail,this month’s CALLBACK looks at threeground “oops!” incidents. Note that whilethese reports emphasize the particularneed for vigilance in training scenarios,the basic techniques noted apply to alltaildragger operations.

Errant Cub Strikes PAPI

This J3 Cub instructor’s observationthat, “we were comfortably in controlright up to the point when it becameclear…we were going to depart the run-way” emphasizes the need for constantvigilance in a taildragger.

• I was…flying from the front seat.An ATP rated pilot was the student fortailwheel training, flying from the rearseat. We did two landings and takeoffsfrom a small grass field several milesfrom our home airport. The day was

clear with very light winds, essentiallycalm. We returned to our airport for ourfinal landing.

The student had done well with hisearlier landings, and I felt comfortablehaving him make this landing also. Ibriefed that a pavement landing wasmore challenging than grass andrequired even more precise directionalcontrol… We had previously discussedthe center of mass location relative to themain gear and how that causes a groundloop tendency in tailwheel aircraft if theaircraft is not aligned with the directionof travel or is drifting at the time of touch-down. The final approach segment wasflown precisely on speed and on glidepath. As we neared touchdown and wereinto the landing flare, I noticed that theairplane began drifting very slightly tothe right. It was my impression that thedegree of drift and the alignment of theaircraft for landing were within safe lim-its and therefore, I continued to monitorthe landing, letting the student maintainfull control.

After we touched down, just at stallwith the stick full aft, the aircraft began toturn gradually left. I began to assist thestudent on the flight controls and then said,“I have it” as the rate of turn increased.Despite full right rudder and brake, theturn developed into a progressive swerveto the left. I do not recall if I added leftaileron. I noticed a small amount of powerstill on, and I took this out. We left the run-way between the runway lights and contin-ued to roll onto the grass. The radius of theturn tightened, and I began to see the PAPIlights to our left… As the turn continued,we went past the first three lights andslowed, but the radius of the turn tighteneddespite all control inputs. We struck thefourth PAPI light.

We were moving so slowly at thetime of impact that we did not feel a dis-cernible force. I checked the brakes,bungees, and tailwheel. All seemed to beintact and functional. I initially wonderedif there could have been a mechanicalproblem because the degree of sidemove-ment seemed to be in an acceptablerange at touchdown, and I was surprisedby the ground loop. We did subsequently

note that the tailwheel springs and link-ages were somewhat loose. I have madethousands of tailwheel landings and feltthis time that we were comfortably incontrol right up to the point when itbecame clear the swerve was increasingand we were going to depart the runway.I have to conclude this was mostly piloterror for not fully recognizing that later-al limits had been exceeded, perhapsexacerbated by a somewhat loose tail-wheel steering linkage.

“Never RelaxYourVigilance”

The type of aircraft was not given inthis report, but the lessons given are goodfor any taildragger. Also, the importanceof not overestimating a student pilot’sability is good advice for instructors inany type aircraft.

• This was the first flight of a tail-wheel endorsement for a previouslyendorsed pilot who had lost his documen-tation. He had approximately 100 hoursof tailwheel time… Two hours of groundschool was accomplished covering tail-wheel aircraft andmodel specific charac-teristics. The start and taxi, includingcontrol positioning, was normal. Thetakeoff was somewhat erratic in that thecontrol yoke was “pumped” slightly;rudder control was erratic, but satisfac-tory. Slow flight at various flap settingsand stalls were accomplished. On thefirst pattern, downwind to final was satis-factory, but he elected to use 30 flapsinstead of 40. As the flare was initiated,he “pumped” the yoke initially, butquickly established a proper attitude. Asthe aircraft touched down he relaxedbackpressure and over-controlled therudder causing a minor heading change.He then reversed the rudder, addingbackpressure and causing the aircraft tobecome airborne and change direction.At this point, I commanded him to holdthe yoke with a nose up attitude and cen-ter the rudder; however, he relaxed back-pressure, allowing the aircraft to touchdown. His rudder input at this time wasexcessive (push and hold rather than thequick inputs required for a taildragger).

I took control of the aircraft (at this

time we were very slow), but I could notoverride his rudder input in a timelymanner. The aircraft did a slow groundloop, exiting the runway. It was more of aquick turn than a classic ground loop. Ireentered the runway and taxied back tothe ramp to perform an inspection. Therewas nothing wrong with the aircraft ortail wheel assembly.

I have about 5,000 hours of instruc-tor time with no incidents/accidents andhave trained many pilots, but I committeda cardinal sin in having higher expecta-tions for this pilot than warranted basedupon his experience. Could this havecaused me to relax my vigilance? It prob-ably did… When the student startedpumping the yoke at the initial round out,I should have taken the aircraft and per-formed a go-around. I also did not demothe first landing, which is usually mymethod of operation.

This event reiterated the fact that ademo is also appropriate for someonewho has never flown a particular modeland [I should] never fail to take timelycontrol of the aircraft, even though some-one has extensive experience. Never relaxyour vigilance.

WaywardWACO

Even a very experienced instructorpilot might not be able to overcome a stu-dent pilot’s error when it involves a criti-cal action at a critical time. The situationis aggravated in an aircraft such as thisWACO where the instructor was unableto see, and possibly anticipate, the studentpilot’s actions.

• The objective of the flight was topractice takeoffs and landings on a pavedrunway, which is more difficult and chal-lenging than operations from a turf run-way in a vintage aircraft of this type…The decision was made to practice at anearby field where there is a 150-foot-wide runway.

A key point in technique that hadbeen stressed…was not to touch thebrakes until the tail wheel was on theground when making a wheel landing.Moreover, one should not try to force the

GROUND LOOP LESSONS


tail down once on the ground in the wheellanding attitude but rather let the tailcome down on its own, maintainingdirectional control with the rudder only;no brakes during this phase of the land-ing roll out.

The point had been previouslystressed and understood by the studentthat forcing the tail down (pulling it downwith the stick) prematurely was a goodway to induce a ground loop because thisaction would dramatically increase theangle of attack on the wing when it stillhad enough speed remaining to generatesome lift and enough lift, if helped alongby any crosswind, to cause the aircraft toyaw and thereby cause the downwindwing to hit the ground and begin aground loop event. Application of brakeswhile the tail was still flying could alsocause enough adverse yaw to induce aground loop or even worse, flip the air-craft over.

Conditions at the time were ideal.Wind was less than five knots. When theairplane touched down on the mainwheels, directional control was good,and it was tracking straight. Then itbegan to yaw to the right as speeddecreased and the tail began to lower.This is a critical time where the pilot fly-ing needs to immediately arrest the yawwith opposite rudder even if aggressive

opposite rudder is necessary but nobrakes. Instead, the student hit the leftbrake fairly hard.

Now the right yaw, which was onlyabout 10 degrees, suddenly became asharp yaw to the left at about 45 degrees.

At this point, the airplane was headed offthe runway onto the grass, and it struck arunway light where it departed the run-way. The critical error was that the stu-dent stomped on the left brake when theaircraft began to yaw to the right while

the tail was still flying.This is an antique aircraft. The

instructor pilot sits in the front cockpit.The instructor cannot see what the flyingpilot is doing with his feet or how he hasthem positioned on the rudder pedals.


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Safe LandingsContinued from Page 42

A while back, Christopher Wardattended a Zenith Workshop, built a rud-der, and then purchased a CH 750 Cruzerkit. That is not an infrequent occurrence.However, Ward did manage to talk thefactory into hosting a workshop thatwould focus on building the horizontalstabilizer and elevator sections of his kit.In an oblique salute to the One WeekWonder (where a complete Zenith Kit wasassembled in just seven days atAirVenture2014), he brought some members of EAAChapter 429 in Jefferson City, Mo. to helpwith the construction.

There were five people working onThursday and six on Friday. Over the twodays, the builders, some who were expe-rienced, some who were pulling rivets forthe first time, were able to complete theassembly of the elevator and stabilizer.“In the end, all agreed that it was a bene-ficial and enlightening experience,” saidSebastien Heintz, President of ZenithAircraft. “The work progressed smoothlyand was completed with a level of crafts-manship that they could all be proud of.Importantly, they all had a lot of funworking on the airplane together.”

As a result of the successful experi-ence at the factory, Heintz has decided todo it again, making it available to morebuilders. Starting with the next two-dayfactory workshop (on Feb. 5 and 6),building a horizontal tail kit will be addedto the list of activities. For the past 20years, the Zenith Aircraft Company hasheld two-day workshops at the factorythat focused on assembling a rudder forthe purpose of acquiring the major skillsneeded to complete an all-metal aircraft.Hundreds of people have attended thoseworkshops, and many have gone on to

build a complete aircraft.For further information on Zenith

workshops, visit ZenithAir.com

ZENITH AIRCRAFT HOSTS EAA CHAPTER 429 PROJECT

Zenith held the first in a new series ofworkshops designed to complete the hor-izontal members of a kit owner’s aircraft.

Power Flow’s “Pre-STC” programallows owners of less prevalent aircrafttypes to join forces to “prove the mar-ket.” Based on the size of the potentialmarket, Power Flow sets a minimalearnest money deposit (typically $500)and a minimum number of required ini-tial depositors (usually 40-50). Thedepositors get a fixed purchase price andguaranteed performance improvement

benchmarks.The program started with a cam-

paign to develop a tuned exhaust forCessna’s 177RGmodel. Power Flow ini-tiated the project in 2008 after 40 RGpilots (members of the Cardinal FlyersOnline Pilot’s Group), signed-up, eachmaking a $500 deposit. Obtaining theSTC in early 2009, Power Flow deliv-ered brand new systems to each of theinitial depositors. It has since delivered

more than 125 additional systems to RGowners worldwide.

A similar action was undertaken in2010 for theAviat Husky; this time basedon deposits from 35 pilots. The companyhas now sold more than 35 additionalsystems to Husky owners seeking higherperformance for their aircraft.

Neither one of these airframeswould have “made the cut” for PowerFlow to consider a new development

effort based on the number of airframesin service. It was only with the participa-tion of owners that the company was ableto justify these projects.

Power Flow invites inquiries fromother aircraft type clubs and owner’sgroups interested in making the benefitsof the company’s proven tuned exhaustsystem available to their own members.

To learn more about Power Flow,visit PowerFlowSystems.com

Power Flow Systems Partners with Pilot GroupsContinued from Page 41


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Bristell recently introduced a new air-craft to their line-up. Called the BristellTDO, which stands for “Tail DraggerOption,” this aircraft gives owners the utili-ty of a backcountry aircraft with greaterspeed and useful load than the traditionalbackcountry LSA flyers are accustomed to.Optional 26-inch tundra tires allow theTDOto land on very rough surfaces and enablethis Bristell to go just about anywhere.

Bristell Aircraft’s Lou Mancuso said“If you ever wanted to take that trip outwest but thought it would take too long ina Cub, we’ve got the plane for you.” Withthe Bristell TDO’s wide comfortablecabin, exceptional range and categoryleading 645 pound useful load, you canpack two people, their gear and full fuel,and travel at more than 120 knots to yourdestination. Most passengers prefer side-by-side configuration. Prop clearance isexcellent with big tires. Pronounced wingdihedral provides reassuring great lateralstability. With three quarter length flaps,the Bristell can land at speeds as low as 34knots.

One unique feature of the BristellTDO is the “Sleeper Sleeve” option.Developed for the Australian market,where pitching a tent in the company ofsome of the world’s most poisonous

snakes and spiders isn’t an option,Bristell’s solution is elegantly simple;sleep in the aircraft cockpit. Lower theseats, cover the baggage area, and exposethe rear fuselage. A completely flat area isavailable for sleep. At 51-inches wide, it’sjust two inches narrower than a normal fullmattress. The optional Sleeper Sleeve justadds more utility to this great aircraft. Italso demonstrates how much Bristell lis-tens to their customers’ feedback andincorporates these features into the aircraft.

Bristell Aircraft are designed specif-ically for the American aviator. Backedby one of the longest standard warranty inits class, Bristell offers an ownershipexperience that is the envy of the marketsegment with the highest level of quality,fit and finish available on the market. Tolearn more about Bristell Aircraft, visitwww.bristellaircraft.com

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Micro AeroDynamics has receivedFAA and EASA STC approval for the VGkit it has designed for the Diamond DA42,DA42NG and the DA42M-NG twin-engine models. In flight tests, the additionofVGs to the leading edge of the wings andboth sides of the vertical stabilizer reducedVmc, provided a dramatic improvement inslow speed stability and handling, loweredstall speeds, reduced accelerate/stop dis-tance, and improved safety.

The STC for the kit is compatiblewith aircraft approved for flight intoknown icing. In addition to improved con-trollability in slow flight, flight testsdemonstrated Vmc is reduced by nineKIAS, Vs comes down by five KIAS, andVso slows by seven KIAS. Rate of climbincreases by 150 fpm, and there is nomeasurable loss of speed in cruise set-tings. Micro VG kits come with the STC,all required installation tools, detailed

drawings and illustrated instructions, tem-plates for properly positioning the VGs,spares, and Loctite Depend 330 for per-manent adhesion. Once in place, VortexGenerators are effective in keeping theboundary layer attached to the flying sur-faces at slower speed, expanding theenvelop for positive aileron and ruddercontrol while landing or taking off.

The complete package can beinstalled easily in one day. VG Kits forthe DA42 series are pre-painted“Diamond White” and sell for $2,450plus shipping and handling.

MICRO AERODYNAMICSINTRODUCES VORTEX GENERATOR

KIT FOR DIAMOND TWIN

The Team

First, I want to congratulate the U.S.Unlimited Aerobatic Team! TheUSAwill be represented by a group

of pilots who are long-time aerobaticcompetitors. Everyone on the team hasparticipated in at least one previous WorldAerobatic Championship (WAC) in thepast. This is very valuable experience!

The U.S. team is comprised ofGoody Thomas (Team Captain), RobHolland, Jeff Boerboon, Nikolay Timo-feev, Brett Hunter, Melissa Pemberton,Benjamin Freelove, Mark Nowosielski,and Tim Just.

This team will compete at the 28thFAI World Aerobatic Championships inChâteauroux-Déols (France) Aug. 19-29,2015. Who wants to go with me? I waslucky enough to help out in 2013 whenthe WAC was held at North TexasRegional Airport in Denison, Tex. I’d bethrilled to go again and support our team.

Aerobatic Performance Zone –The Box

Competition Aerobatics takes placeon a playing field just like most othersports. The only difference is our field isa “Box” in the sky.

Just like all sports there are penaltiesfor leaving the “Box.” “Outs” or“Boundary Infringements” as they arereferred to in Competition Aerobatics areverified by “Boundary Judges” that sit onthe ground and use a sighting device todetermine these penalties.

If you’ve ever seen clear panels onan Aerobatic Plane–this is why. We needto be able to see the ground positioning tostay in the box.

Sequence & Figures

The aerobatic sequence is made upof precisely defined maneuvers per-

formed in a specific order and flown in aspecified direction. Pilots are judged onboth how well they fly the maneuversand how well they follow their sequence.

TheAresti Catalog created by ColonelJosé Luis Aresti Aguirre shows each aero-batic figure via lines, arrows, geometricshapes and numbers representing the pre-cise form of a maneuver to be flown.

Judging & Flight Programs

Aerobatics sequences are judgedsimilar to say, gymnastics. Each figurecan receive a score of between 10 andzero based on the deviations from per-fect. Each figure has a degree of difficul-ty called a “k-factor.” This k-factor isthen multiplied by the score that the pilotreceived on the figure. All scores areadded up for the flight.

Pilots can fly up to four programs inthese aerobatic categories. First, they flythe qualifications program first which isknown as the “Q” program. The “Q” isthe same for all competitors and is your“rite of passage” to the next phase.

They then move on to the Freestyleor “Free,” which is a sequence, whicheach competitor creates–usually made tohighlight their specific skill set. A “Free”is created based on a series of require-ments, and it is a way for the competitorto show a little of their creativity.

If you pass through the “Free” youget to fly the Unknown. For thissequence, Teams select the figures, andthen sequences are submitted to the Jury,checked and published. Pilots can thenchoose from the available Unknowns.The competitors do not get to fly thesesequences to practice, but must jumpright into flying them in the Box and infront of the Judges.

Once the devilish Unknowns arecompleted, additional cuts in the field aremade. At this time, the Four MinuteFreestyle, aka “four-minute,” begins. Thefour-minute is held at the end of the com-

petition and is more closely associatedwith an airshow type routine. There ismusic and even smoke on some competi-tors. The timing is critical-so do not goover your four-minute allotment.

Then the waiting begins... followedby theAward’s Banquet and a new WorldChampion!

Helping Out - Sponsoring theTeam

Because of the amateur nature ofCompetition Aerobatics in the U.S.–eachone of these members are paying theirown way to get to France. They are alsospending their own money to train and toget their aircrafts there as well. This is–asyou can imagine–very expensive. Perhapsyou can see helping out by donating to theteam or to individual team members?Maybe even helping sponsor them?

I’d like to introduce you to some ofthe team members. I’ve known all ofthem for years and consider some to bevery good friends.

Introductions – Brett Hunter

Brett Hunter made the team for thesecond time. He competed at the WAC2013–where we first met. He flies aPitts–like Ruby–during his airshow sea-son, but flies an MXS in competition. Inhis words:

My first memories of flying are sit-ting on a stack of phone books so that Icould fly dad’s Piper Tri-Pacer. Eversince that day, I have been enamored withthe people and the machines that fly.Aerobatics became my passion when Irealized it was the key to unlock thesecrets of true flight. Since that first spin,I have been building my life around aer-obatics. From teaching aerobatics, tobuilding a house next to a runway, tofinding the perfect job that would supportmy interest, and finally owning a premier


Marilyn Dash’s

Old School AviationAdvanced Warbird Flight TrainingWWII Stearman and Texan AT-6

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TThhee PPyylloonn PPllaacceeINTRODUCING THE U.S. UNLIMITED AEROBATIC TEAM

WORLD AEROBATIC CHAMPIONSHIPS 2015


The Unknowns (Marilyn Dash)


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aerobatic airplane brings me here. – Brett Hunter

As you can see, Brett is very passion-ate about flying, aerobatics, and represent-ing the USA in France this August. Let’ssee if we can help make his dream cometrue! http:// www. gofundme .com /f53kjw

Go Team

I’d like to introduce you to more ofthe team over the next few months. Please

contact one of the team members or medirectly to see how you can help.

The Pylon PlaceContinued from Page 45

The Aircraft Owners and PilotsAssociation (AOPA) now offers specialaircraft financing for flying clubs as away to help new flying clubs acquirequality aircraft while aiding existingclubs that want to expand their fleets.With assistance from the AOPA AviationFinance Co., flying clubs may realizeattractive terms with which to financeand purchase an aircraft. AOPA hasdeveloped four finance options to fit theneeds of both start-ups and well-estab-lished flying clubs.

“Flying clubs offer pilots of all skilllevels the benefit of shared aircraft own-ership and a ready-made community oflike-minded aviators,” said AdamMeredith, president of AOPA AviationFinance Co. “We’re excited to offer thesenew financing options to flying clubs,whether it’s just a couple of pilots with asingle airplane or hundreds of pilots whofly a variety of aircraft. Every club willfind something to like in our flying clubfinancing packages.”

Several of those packages are tai-lored toward the needs of start-ups,including two that offer 15-year loan

terms with interest rates ranging fromfive to seven percent and down paymentsfrom 15 to 30 percent. For establishedclubs, AOPA Finance offers a 10-yearloan with no personal guarantee (higherdown payment required). For more infor-mation on flying club financing, pleasecall AOPA Aviation Finance at 1-800-62-PLANE, or visit Flying Club Finance.

AOPA’s flying club initiative aims toeducate, promote, and support current andfuture flying clubs in order to encourageand expand general aviation. Apart fromspecial financing, flying club benefits thatAOPA offers include special insurancecoverage, a flying-club finder, tool andAOPA’s Guide to Starting a Flying Club.

“As the demand for affordable fly-ing and a more-connected pilot commu-nity grows, AOPA’s flying club initiativeis expanding to build up flying clubs inAmerica,” said Kelby Ferwerda, manag-er of AOPA’s flying club initiative.“Flying clubs have been around as longas airplanes, but pilots today are realizingthe efficiency, community, and fun thatclubs offer, and AOPA is committed tosustaining that tradition.”

AOPA OFFERS COMPREHENSIVEOPTIONS FOR FLYING CLUBAIRCRAFT FINANCING

Brett Hunter’s MXS (Used with permission from Brett Hunter)

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

www.inflightusa.com


American Aircraft Sales Co.HAYWARD AIRPORT

50 YEARS SAME LOCATION

Robert Coutches

(510) 783-271121015 Skywest Drive, Hayward, CA 94541

www.americanaircraft.net

1977 Piper Warrior II 1512000 HRS. TTSN, NARCO IFR, OriginalPaint, New Interior, Needs annual comple-tion, Missing minor parts, NDH ....$19,950

2008 Cessna 172SP Skyhawk993 TTSN, G1000 Avionics, LeatherInterior, One California Hangared AirplaneSince New, NDH, Like New ........$219,950

1940 Phillips Aviation CT-2 Skylark 70 hours since new.

1967 Beechcraft V351914 TTSN, 200 SNEW Engine, A&E, NARCOIFR, A/P, Nice Original Paint and Interior ..$99,950

YOUR AIRCRAFTHERE

1980 Cessna 1524000 TTSN. 2400 SMOH. New king digitalIFR, Garmin Transponder, DME, NDH, newwindows and plastic .......................$29,950

1977 Cessna 310R 1864 TTSN A&E, NARCO IFR, A/P, GoodOriginal Paint and Interior, NDH, ..$99,950

1942 Grumman Bearcat F8F-2820 hours since new.

1955 Beechcraft T-34B MentorGray with US Aircraft markings.

SOLD

1944 North American P-51 D Mustang 588 hours since new.

New Corporate HangarsTo be built at Hayward, CA. Executive Airport

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• 110 X 55 with door clearspan 98.2’ wide by 20’height clearance.

Contact Robert Coutches at 510-783-2711 for more info.

FILE PHOTO

Inventory Needed.Sell it fast with us!

Banyan Air Service has embarkedon a FANs 1/A+ STC solution for anundisclosed Boeing 727 VIP operator.This upgrade includes the installation ofdual Universal UNS-1Lw FlightManagement Systems, Universal UL-801 Unilink, CVR-120A cockpit voicerecorder, and an ICG-220A NxtlinkIridium system.

“This upgrade will prepare the air-craft to meet the requirements ofFANs/CPDLC to allow access to theFANs airspace for increased fuel savingsand reduced cockpit workload,” said PaulRose Banyan’s VP of Technical Services.

The initial certification aircraft has

been completed, and Banyan expectsSTC approval in early 2015.

Banyan Air Service offers avionicsinstallations and repairs modificationsand is an authorized dealer for all majoravionics manufacturers. Banyan is certi-fied both FAA, EASA, and has earnedrepair station approvals for Brazil,Argentina, Colombia, and Venezuela. Inaddition, Banyan based at FortLauderdale Executive Airport (KFXE),is an award winning FBO offering tur-bine airframe and engine maintenance,aircraft sales, parts solutions, Jet RunwayCafé and Banyan Pilot Shop. For moreinformation, visit www.banyanair.com

BANYAN PROVIDES FANSSOLUTION FOR BOEING 727

Art Nalls, Former Marine Corps testpilot and well-known air show performer, ismaking history again. Already the only pri-vate owner of a Harrier attack aircraft,known for its incredible ability to go fromhovering flight to over 650 knots in just amatter of seconds, has now added a raretwo-place harrier to his impressive collec-tion. Nalls Aviation Inc. will be flying bothHarriers this season in sound shattering rou-tines that are unmatched by any other per-former. But making sure the two-placeHarrier reached U.S shores as safety as pos-sible meant it was to be shipped by sea. Thatintroduced another whole set of challenges.

According to Art, “The dismantlingtook longer than anticipated, maintaininga long held aviation tradition of seeming-ly simple jobs taking longer than antici-

pated. Fortunately, we had terrific sup-port and the take down and “cocooning”got done with all components safe andsound. There was a lot of interest on thedocks of Liverpool as our prize wasloaded onto the ship.” To be sure, it lookslike a great job of gift wrapping has beendone. Readers are encouraged to keeptrack of reassembly progress on upcom-ing show performances on Art’s web site,www.nallsaviation.com.

“STORMS A BREWING”HEADING FOR U.S. SHORES

Aircraft Spruce has a harnessassembly shop providing avionics wireharnesses for the experimental marketranging from single avionics units to cus-tom coax cable assemblies to completepanel wiring systems. Aircraft Spruceharnesses are all professionally assem-bled and labeled neatly allowing for easyinstallation. Although many of the har-nesses are standard and stocked on theshelves for same day shipping, AircraftSpruce also offers their customers cus-tom made harnesses to specific lengthsfor each wire needed during installation.When you start working on your avionicspanel, you can rely on Aircraft Spruce’sexpertise and support for all of your har-

ness needs. For more information, please call

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Aircraft Spruce’s complete productline is available at www.aircraftspruce.com. Request your complimenta-ry copy of the company’s free 950+ pagecatalog.

AIRCRAFT SPRUCE ANNOUNCES THEIRAVIONICS WIRE HARNESS SHOP


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ENGINESQuality, Service & Price, keeping the cost of aircraft engine maintenance down. Aircraft Specialties Services, Tulsa OK, (918) 836-6872. 10/06

AIRCRAFTThe same location for 50 years.American Aircraft Sales, Hayward Air-port, CA, www.americanaircraft.net, (510) 783-2711. 3/13From Trade-ins to Aircraft Manage-ment, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 898-5151, www.tjair.com. 3/13Cessna Sales, Service, Parts & Train-ing Center. Vista Aviation, Whiteman Airport, Pacoima, CA, (800) 828-6756, (818) 896-6442, www.vistaaviation.com. 3/13Purveyor of Quality Aircraft since 1968. Steve Weaver Aircraft Sales, Philippi, WV, steveweaver.com, (843) 475-6868. 3/13Husky - America's Favorite Taildrag-ger. Call to schedule your own Husky Experience. Aviat Aircraft, Afton, WY, (307) 885-3151, husky.aviataircraft.com.

12504:TFNJ.T. Evans Aircraft Sales. Specializing in landing gear & control surfaces. Also re-covery & storage for singles & light twins. (800) 421-1729, Orlando, FL. 11/14Largest variety of quality aircraft, plus training and other services. Alliance In-ternational Aviation Flight Centers at Chino, Riverside and Brackett Field, CA, airports. www.AIAFlight.com. 11/13Sales, brokerage, acquisitions w/46 years experience. Laffery Aircraft Sales, San Jose (CA) Int'l. Airport, (408) 293-5352, www.laffertyair.com. 2/14

HOMEBUILTSThe Super Stallion, Six-Place! Fly faster, farther & carry more for less cost. Aircraft Designs (831) 649-6212, fax (831) 649-5738. 9316:TFNBEDECORP. Single to four-place. Fast build time. Builder assist facility avail-able. www.jimbede.com. 8/14Kitfox Aircraft. Building kits for 30 years. Homedale Municipal Airport, ID, www.kitfoxaircraft.com, (208) 337-5111. 8/14

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Corona Aircraft Engines. Complete engine overhauls on all Continental & Lycoming engines. ECI Titans in stock. Corona Airport, CA, (951) 736-6452, www.coronaengines.com. 8/14Aircraft Engine Parts & Service. Gib-son-Aviation, El Reno, OK, (800) 992-4880, [email protected]. 11/14Magneto specialist for TCM, Bendix, Slick, single & dual magneto. Aircraft Magneto Service, Bainbridge Island, WA, www.aircraftmagnetoservice.net, (206) 768-3099. 1/15

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HANGARS/TIEDOWNSAviation Building Systems, custom designed hangars for 44 years. R&M Steel Co., Caldwell, ID, (208) 454-1800, (866) 454-1800, www.aviationbuilding-system.com. 51217:TFNNew one-piece doors. Hydraulic or bifold. Schweissdoors.com, (800) 746-8273. 1/15

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HELP WANTEDIN FLIGHT USA, the leading source of general aviation news, seeks writers and photographers to cover all aspects of aviation. Send an SASE for writer’s guidelines to: In Flight USA, P.O. Box 5402, San Mateo, CA 94402. TFN

AVIATION ART/GIFTSPersonalized Aviation Nose Art. Qual-ity, service, lasting value. Hand-crafted to your specifications. Order now for Christmas delivery. Victory Girl, www.VictoryGirl.com, (909) 297-6688. 11/13Aviation Gifts by Wileman-Aircraft & Pilot Supplies. Mohave Valley, AZ, (928) 234-7206, www.wilemanaircraft.com. 1/15

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2015 AirVenture Oshkosh News • July 20-26

Is there an extraordinary tech coun-selor in your chapter or a pilot whoseaccomplishments and dedication to aero-nautics have “flown under the radar?”They could be candidates for two awardspresented annually at EAA AirVentureOshkosh, the Tony Bingelis Award andthe Spirit of Flight Award.

The Bingelis Award honors thememory of Tony Bingelis, EAA’s highly

regarded homebuilding authority, author,and columnist in EAA Sport Aviation.Created in 2002, the award recognizespeople who have made significant contri-butions to the encouragement of aircraftprojects for fellow EAA members, thepromotion of safety, and for maintainingthe values of EAA. A nominee must havebeen an active and current EAA technicalcounselor for five consecutive years.

Download a nomination form fromwww.eaa.org.

The Society of Experimental TestPilots and Scaled Composites establishedthe Spirit of Flight Award in 1997 to rec-ognize an EAA member who best exem-plifies the spirit of research, develop-ment, or flight-testing. They promote airsafety by presenting a pilot’s opinion,strengthening the influence of the test

pilot on aeronautical progress, and con-tinuously evaluating the adequacy offlight equipment. Download a nomina-tion form from www.eaa.org.

If you have any questions, pleasecall the EAA Safety Programs Office at888/322-4636, ext. 6864. The deadlinefor both award nominations is March 1,2015.

NOMINATIONS SOUGHT FOR TONY BINGELIS, SPIRIT OF FLIGHT AWARDS

By EAA Staff

Odbert “Bert” Cornwell, ofDeLand, Fla., has been an EAAmember since 1965 (EAA

27879) and was one of the founders ofEAA chapters 288 in Daytona Beachand 635 in DeLand. He is also a veter-an of World War II who was both apilot and flight engineer in B-17s andB-24s–but mostly B-29s.

When Chapter 635 welcomedEAA’s B-17 Aluminum Overcast toDeLand Municipal Airport for a tour stopthis week, Cornwell, 91, was given anopportunity to accompany the promo-tional B-17 flight for local media onMonday, Jan. 12.

EAA volunteer B-17 pilot, ShawnKnickerbocker, a military competencyexaminer for the FAA, spoke with Bertabout his military flying experience.

“As our conversation continuedthroughout the flight and the day, I real-

ized that Bert never received a B-17 civil-ian type rating,” he said. Cornwell hasn’tflown as a pilot in command since 2007.

Cornwell proudly shared his U.S.Army Air Corps flight records after theflight was over. Seeing the wonderfulservice this veteran has given to his coun-try over the years, Knickerbocker wascompelled to honor Cornwell’s militaryaccomplishments with an honorary B-17type rating at age 91!

Knickerbocker has been flying formore than 45 years with an excess of23,000 flight hours in numerous aircrafttypes and categories. He has an ATP certifi-cate for airplanes (ASEL & AMEL) andhelicopters, plus his commercial ticket ingliders and seaplanes. His many CFI ratingsinclude single and multiengine airplanesand gliders, CFII airplane and helicopter,and he also holds a Transport Canada ATPfor ASEL & AMEL with type ratings. He isa true example of the quality of pilots thatare privileged to fly EAA’s B-17.

Cornwell, who also helped startChapter 288 in Daytona Beach, recalledthe advice he received from EAAFounder Paul Poberezny when he askedhow to start a chapter. “Paul told me thefirst thing to do is find a place to meet,then provide something to eat, and createa newsletter,” he said. Bert served as thechapter newsletter editor for many yearsas well as president. He was also an EAAtechnical counselor for Chapter 635, andstill attends as many meetings as he can.

He had the dream to build aPietenpol since he was 14 years old, andlater in life started a project. He finishedthe fuselage, 34 wing ribs, and tail sec-tion, but had to abandon the project whenhis bride of 70 years, June, became ill.She passed away about a year ago.

Cornwell visited Oshkosh twice,first in 1971 when he and one of his stu-dents at Embry-Riddle flew up in thePiper Cub the student won in the EAAsweepstakes in 1970. They flew two-

hour legs, alternating every stop. Theother Oshkosh visit was in 1976, andJune went with him.

He also worked for a time in Akron,Ohio, on Goodyear Blimp engines, andeven has logged time in ZP3 models.“I’ve flown a bunch of stuff, but that wasthe biggest thing I ever flew,” he said.

EAA: B-17 VETERAN RECEIVES HONORARY B-17 TYPE RATING

World War II veteran pilot Bert Cornwellreceives an honorary B-17 type ratingfrom EAA volunteer pilot and militarycompetency examiner, Shawn Knicker -bocker. (Photo courtesy EAA)

A world record sky dive attempt willbe part of EAA AirVenture Oshkosh2015, with an international team of topskydivers aiming to make history at TheWorld’s Greatest Aviation Celebration.

The Skydiving Hall of Fame basedin Fredericksburg, Va., will organize the108-person jump team for the recordattempts sanctioned by the FédérationAéronautique Internationale (FAI),which is the official organization thatmaintains the world’s aviation-relatedrecords. The teams will practice and pre-pare with record attempts at SkydiveChicago in Ottawa, Illinois, before thescheduled record attempts on July 22 and

24 at Oshkosh (weather and conditionspermitting).

“Sky divers have been part of theEAA AirVenture air show for decades,but the opportunity to have a world-record attempt at Oshkosh is somethingunprecedented here and very exciting,”said Rick Larsen, EAA’s vice presidentof communities and member programs,who leads the AirVenture event organiz-ing team. “The Skydiving Hall of Fameis bringing the best of the best in theircommunity to Oshkosh, matching thestandard of performers that have madethe AirVenture air show a true all-starevent.”

The Skydiving Hall of Fame team,known as the Eagles, will jump from ashigh as 20,000 feet from its Short SC.7Skyvan and de Havilland DHC-6 TwinOtters to begin their record attempts. TheFAI and its U.S. representative, theNational Aeronautic Association (NAA),will then confirm any record.

“These seasoned skydivers, who areamong the best in the world, face enor-mous challenges,” said James F. “Curt”Curtis, president and CEO of theSkydiving Museum & Skydiving Hall ofFame. “To achieve an FAI world recordwhile performing a high-profile profes-sional exhibition requires extraordinary

skill, talent, and focus. But the opportuni-ty to attempt this at Oshkosh duringAirVenture week is a unique moment forour community.”

AIRVENTURE TO HOST WORLD-RECORD SKY DIVING ATTEMPTSSkydiving Hall of Fame to Organize International Teams of Expert Jumpers

(Andrey Veselov/Courtesy EAA)

grams to his Senate and House colleagues ever since.To do this he often reached across the aisle to work with

his Republican colleagues onCAP issues and missions vitalto the nation and thousands ofcommunities. He has alsorepeatedly promoted the costeffectiveness of CAP withgovernment agencies such asthe Air Force and FederalEmergency ManagementAgency.

Harkin has been a rated


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Our guarantee:

/ 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827T / WWW.AIRCRAFTEXEMPTION.COM / [email protected]

“Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordi-

nary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying,

and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved

us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Iffland, Partner, The I2 Group, LLC

Associated Sales Tax Consultants chairman and CEO Joseph F. Micallef has 40 years experience in the specialized field of taxation ... 10 years as a government tax auditor and 30 years as a business professional, California Courts-qualified tax expert and legislative taxpayer advocate. A private pilot since 1985, Mr. Micallef is a pioneer in the field of aviation taxation having personally trained and supervised many of the self-proclaimed pre-eminent experts in the industry.

Associated Sales Tax Consultants’ Aircraft Exemption Program is

designed to help taxpayers legally avoid California sales and use

taxes on the purchase of aircraft. Moreover, by engaging our firm to

assist you throughout the exemption process, you can save between

8.25% and 10.25% of the purchase price of your aircraft. Throughout

the company’s 30-year history of sales and use tax representa-

tion, our program has been

100% successful when we were

retained before the aircraft pur-

chase. Our success in lowering or eliminating the tax is substantial,

even if we are retained after the purchase. ASTC’s experts have pre-

vailed in securing tax adjustments and/or refunds with of an average

savings to our clients of over $62,000 or 80.1% of the tax liability as

originally proposed by the state. We will work as a team with you and

your staff, tailor every engagement to fit the unique needs of your

situation, while maintaining compliance with the sales and use tax

law. We shield you from the intense scrutinizing and burden of deal-

ing with the tax auditor yourself.

AIRCRAFT EXEMPTION PROGRAM

Pay no California sales or use tax.

$8,130 MORE NET PROFIT PER STUDENTTRAINED USING THE FLYIT PROFESSIONAL

AIRPLANE SIMULATOR

• Accurate AerodynamicModels

• Large Front and SideWindow Views

• Engine And AirframeVibration

• Mission-Based Training

• Complex AirspaceTraining

• Airport FamiliarizationTraining

For Complete Information:

www.flyit.comCall Toll Free (866) 814-9678

In Flight USA February 2015

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