In flight usa july 2015

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Attending EAA AirVenture? Stop by NBAA’s Tent #465 on the fl ight line or join us online at nbaa.org/join.

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July 2015 www.inflightusa.com 3

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]

1 — 5 Battle Creek, MI: Field of Flight Air Show & Balloon Festival, various events & times, W.K. Kellogg Airport, www.bcballoons.com.

2 — 3 Dubuque, IA: Dubuque Air Show & Fireworks, Lock and Dam #11, Mississippi River. For event info, visit radiodubuque.com.

4 Chino, CA: Living History Flying Event, “P-51 Mustang,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

Tacoma, WA: Tacoma Freedom Fair Air Show, airshow 1:30 to 3:30 p.m., Commencement Bay, www.freedomfair.com.

Mansfield, OH: Mansfield Airport Dy, 8 a.m. to 4 p.m., Mansfield Lahm Regional, www.mansfieldairportday.com.

4 — 5 Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com.

Traverse City, MI: National Cherry Festival Air Show, West Grand Traverse Bay, (231) 947-4230, www.cherryfestival.org.

Eau Claire, WI: Chippewa Valley Airshow, gates 8:30 a.m., Chippewa Valley Regional Airport, www.chippewavalleyairshow.com.

9 — 11 Arlington, WA: Arlington Fly-In, gates 8 a.m., Arlington Municipal Airport, www.arlingtonflyin.org.

9 — 12 Battlecreek, MI: WACO Aircraft Owners Meeting, group flight from Battlecreek to Mackinac Island, www.wacoaircraft.com.

11 Grass Valley, CA: Nevada County AirFest, 8 a.m. to 4 p.m., Nevada County Airport, www.horsedesigns.com.

Pensacola Beach, FL: Pensacola Beach Air Show, noon, www.visitpensacolabeach.com.

Truckee, CA: Truckee Tahoe AirShow & Family Festival, 9 a.m. to 4 p.m., Truckee Tahoe Airport, truckeetahoeairshow.com.

Tarkio, MO: EAA 1405 Wingnuts Flying Circus’ “The Greatest Little Airshow,” gates 6:30 a.m., Gould Peterson Municipal, www.wingnutsflyingcircus.com.

11 — 12 Geneseo, NY: National Warplane Museum Air Show, Geneseo Airport, (585) 243-2100, www.nwmairshow.com.

Gary, IN: Gary.Indiana AirShow, all day, Marquette Park, gary-airshow.com.Eden Prairie, MN: AirExpo 2015, Flying Cloud Airport, www.airexpo-mn.org.

17 — 18 Atchison, KS: Amelia Earhart Festival, various events/times, www.atchisonkansas.net.

17 — 19 Hillsboro, OR: Intel Oregon Int’l. Air Show, gates Fri. 6 p.m./Sat. & Sun. 9 a.m., Hillsboro Airport, www.oregonairshow.com.

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

Hot Springs, VA: Wings & Wheels Bath County, Ingalls Field, wingsandwheelsbathcountyva.com.

Kokomo, IN: Kokomo Wings & Wheels, airshow 1 p.m., Kokomo Municipal Airport, kokomowingsandsheels.net.

Siren, WI: Gandy Dancer Fly-In/Drive-In, breakfast 7 a.m., Burnett County Airport, www.gandydancerflyindrivein.com.

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

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.

18 — 19 Niagara Falls, NY: Thunder of Niagara Air Show, Niagara Falls ARS, thunderofniagara.com.

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

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

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.

20 — 26 Oshkosh, WI: EAA AirVenture, Wittman Regional Airport, www.eaa.org.25 Everett, WA: Flying Heritage Collection SkyFair, 10 a.m. to 5 p.m.,

Paine Field, (877) FHC-3404, www.flyingheritage.com.25 — 26 Milwaukee, WI: Milwaukee Air & Water Show, Lakefront, water show

10 a.m./airshow noon, www.milwaukeeairshow.com.Pasco, WA: Tri-City Water Follies/Hapo “Over the River” Airshow,

11:30 a.m., www.waterfollies.com. Fargo, ND: Fargo AirSho 2015, Hector Int’l. Airport, fargoairsho.com.Clear Lake, IA: Fly Iowa 2015, Mason City Municipal Airport,

mcwairshow.com.31 — Aug. 2 Seattle, WA: Seafair Boeing Air Show, 8:30 a.m. to 6 p.m., Lake

Washington, www.seafair.com.Elbow Lake, MN: Lakes Area Pilots’ Assn. Fly-In Flekkefest, airshow

11 a.m., flekkefest.net.

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4 In Flight USA Celebrating 30 Years July 2015

ON THE COVER...

THE 2015 VECTREN DAYTONAIR SHOW

By Mike Heilman

In a normal year, The Vectren DaytonOhioAir Show can expect more than60,000 spectators across the two-day

annual event, but 2015 was not a normalyear. The show’s lineupwas set up to pro-duce a record crowd, but the remnants oftropical storm Bill played havoc on theattendance. The 41st annual event drew acrowd of 40,000 people. Michael Emoff,Chairman of the U.S. Air & Trade ShowBoard of Trustees commented, “We arepleased with the number people thatattended despite the rain.”

Air show organizers had to makeadjustments to the grounds and schedulesdue to heavy rain that moved into the areaon Friday and Saturday. The Saturdayshow is historically the highest attendedday of the two-day event, but the heaviestrain moved in the area that morning. Theshow was delayed several hours beforethe rain and low overcast moved out.Once conditions improved, there wasonly time for five of the major acts to per-

form. Theweather on Sunday allowed forthe full air show to fly as scheduled.

Headliner for the 2015 Dayton showwas the United States Air Force Thunde-birds. The Thunderbirds returned in theirsix F-16C Fighting Falcons to the Daytonarea after a four-year absence. MajorJason Curtis, lead solo pilot for theThunderbirds, describes his role with theteam, “As the lead solo, the most chal-lenging aspect of the show is keeping allof the timing elements in place. TheThunderbirds show is a tightly choreo-graphed show, and as number five, I amthe timekeeper during our routine. Thereare three main components of the show:the diamond and the two solos, andbetween those, three elements keeping allof that in place so that we have somethingin front of the crowd at all times.”

Major Curtis also explained thatThunderbirds were prepared to deal withthe bad weather “We have three differentshows that we can fly. We fly a highshow, a low show, and a flat show. In the

Continued on Page 10

Sean D. Tucker uses an Extra 300 to provide media and an opportunity for young peo-ple to get their first flight Experimental Aircraft Association’s (EAA’s) Young Eagles pro-gram at each air show site. The Extra 300 was also on static display. (Mike Heilman)

Panchito a B-25J owned by Larry Kelly taxies back into the 2015 Dayton Air Show aftera flight. The B-25J is used to bring awareness to the Disabled American Veterans(DAV)organization. This is the thirteen year DAV has been using air shows as part of theiroutreach program. (Mike Heilman)

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TABLE OF CONTENTSVolume 31, Number 11 650-358-9908 • Fax: 650-358-9254 • E-mail: [email protected] • www.inflightusa.com July 2015

ON THE COVER

DEPARTMENTS

NEWS

FEATURES

COLUMNSContrails: Getting Ready for War

By Steve Weaver ...............17

Here I Go Again… Father’s DayBy Larry Shapiro ................24

Flying With Faber: Authentic Spanish PaellaBy Stuart Faber..................29

Homebuilder’s Workshop: Learning the RV-9ABy Ed Wischmeyer ............37

Safe Landings: Adjusting to Speed Adjustments ............42

The Pylon Place: Air RaceBy Marilyn Dash ................45

Calendar of Events ..........................................................3

Classifieds ......................................................................48

Index of Advertisers ......................................................50

FEATURE STORY FINISH LINE

TWENTY FIVEYEARS OF WWII

WEEKENDBy A. Kevin Grantham

Story begins on Page 13Photo essay on Page 49

Editorial: Six ReasonsWhyYou Don’t Need to FlightPlan To Fly Into AirVentureBy Ed Downs ..................................................................6

AOPA: Come Fly With UsBy Mark Baker ................................................................8

Airman Improves Intelligence Career Field ThroughInnovationsBy Airman 1st Class Christian Clausen ............................20

An Old, Bold Air Carrior ROP and the Meaning of LifeBy Bruce Botta ..............................................................41

THE 2015VECTREN DAYTON

AIR SHOWBy Mike Heilman

Page 4

Air Traffic System Changes Must Protect GA..............................8

ICON A5 Successfully Completes FAA Audit ............................11

Beechcraft Delivers Four T-6s to U.S. Army ..............................16

GAMA’s Statement on EPA’s Draft Endangerment Finding ....18

Two Texas Female Pilots Race To Honor Amelia Earhart ........22

Lost D-Day Plane Rescued By Kickstarter Campaign..............37

WWII Triple Ace Anderson To Marshal Truckee Tahoe Airshow ..40

GoldenWest Reg.Fly-In Features Annual EAA Competition....40

Schweiss Doors Expands Factory Space ..................................44

New Office For Nationwide Aircraft Dealer ................................46

Gavilan College Aviation Maintenance Tech Program News....47

Cover Photo by Mike Heilman


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By Ed Downs

Yep, sitting at the kitchen tableplanning that flight from the SanFrancisco Bay Area to Air-

Venture at Wittman Regional Airport inOshkosh, Wisc. is old fashioned and nolonger needed. Just pull that well-equipped plane out of the hangar, get theradio master switch turned on, and select“direct to” on the GPS. The GPS will doall the calculating for you, like speeds,time in-route, ETAs, and even fuel calcu-lations. The moving map will show yourlocation at all times and ATC flight fol-lowing will be with you all the way, mak-ing sure your path is clear of traffic.

The electronic engine monitoringsystem will display fuel flow and plottime remaining. One can get weather offthe web, and the trusty iPad will do therest with respect to tracking weather,including a display of thunderstormactivity along your route. Besides, therewill be plenty of time to keep track ofeverything, as the autopilot will be doingall the work of flying the plane. If a fuelstop is needed, an alert will let you know,and the “Nearest Airport” feature of theGPS will direct the autopilot to take youto the closest fuel stop. No worries whenyou get close to Wittman Regional, asone can pull up the EAA AirVentureNOTAM on the tablet of choice and pro-gram the autopilot to follow it to a non-eventful arrival. Yep, no sweat! Just graba breakfast sandwich on the way to theairport, bring along a good book or com-puter game, and you are on the way.

Sounds pretty good, doesn’t it? Tomany, the preceding “flight planning”description is quite real and used on adaily basis. Flying a modern, high per-formance airplane, fully equipped withan integrated flight management systemto the greatest airshow on earth can begreat fun, but it can also take the pilot incommand out of the cockpit, to bereplaced by a person who is simply a pas-senger trying to keep up with events. Infact, it is so tempting to fall prey to themethod of flight planning just describedthat the FAA and NTSB have even comeup with new ways of defining the kind ofaccident such “planning” causes.

Automation and technology depend-ency, task saturation, and mode confusionhave become common causes of lack ofsituational awareness and even loss ofcontrol. In more and more accident cases,

a perfectly good airplane crashes simplybecause the PIC is, in fact, not in com-mand of his/her plane, but simply a franticpassenger trying to figure out what is hap-pening. Let’s take a look at the most com-mon reasons why pilots are giving upgood flight planning techniques in favorof modern technology and sometimespaying a heavy price for their dependencyon sophisticated gadgets.

No piles of charts on the kitchentable for me. The moving map GPs willdo the job just fine. Sure, the GPs will doa great job of plotting a straight line(actually great circle) from one point toanother, but is that straight line the safestroute? Certainly not in the case of flyingfrom the Bay Area to AirVenture. Highand hostile terrain requires careful plan-ning that a six by nine display can simplynot show, especially after departure.While modern navigation displays cancertainly zoom and pan, it is like lookingat the world with blinders on. One must“remember” the surface he or she justlooked at and then mentally tie it in withwhat is currently being shown on thescreen. This is a tough mental task andoffers significant distractions. The oldsectional chart (my favorites are sold by awww.duracharts.com, cheaper and ofhigher quality than government charts)offer a breadth of view that clearly dis-plays preferred routs, both in terms of ter-rain and restricted airspace.

It should be remembered that a dog-leg of just 50 miles in a 300-mile leg tofly over safer terrain will add only about15 miles to the total distance, a smallprice to pay for increased safety. Old-fashioned paper charts also allow one toreview alternate routes while in flightwithout the need to alter the electronicdisplay in use or engaged autopilot navi-gation functions. Finally, “kitchen table”planning helps one develop a full four-dimensional (lateral, vertical, spatial, andtime) perspective that permits your brainto be a leader, not a follower.

Why call Flight Service or file aflight plan? A tablet or cell phone appwill provide all the information needed.Yes, many “mass disseminated” sourcesare now available to take the place ofFSS, and they are more convenient touse. But FSS is still the official source forNOTAMs and TFRs. Remember, youcan ask for one of three briefings, thestandard (you get everything), the out-

SIX REASONS WHY YOU DON’TNEED TO FLIGHT PLAN TO FLYINTO EAA AIRVENTURE



Mark R. BakerPresident & CEO, AOPA

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*For more information on the Aircraft Owners and Pilots Association

Calendar of EventsContinued from Page 3

1 Chino, CA: Living History Flying Event, “F4U-1A Corsair,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

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

1 — 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.

Quesnel, BC: Quesnel Skyfest, gates 10 a.m., Quesnel Airport, wwwquesnelskyfest.ca.

Halls, TN: Wings over Halls Air Show, Arnold Field, (731) 836-7400.7 — 9 Abbotsford, BC: Abbotsford Int’l. Airshow, gates Fri. 3:30 p.m./Sat. &

Sun. 9 a.m., Abbotsford Int’l. Airport, abbottsfordairshow.com.8 Seattle, WA: American Heroes Airshow, 10 a.m. to 4 p.m., Museum of

Flight, Boeing Field, (818) 631-8132, www.heroes-airshow.com8 — 9 Rockland, ME: Owls Head Museum Wings & Wheels, 9 a.m. to 3 p.m.,

owlshead.org. 13 — 15 Marysville, OH: All Ohio Balloon Fest & Entertainment, Union County

Airport, www.allohioballoonfest.com.14 — 15 Warsaw, IN: Air Show and Fly-In, Warsaw Municipal Airport,

www.airshowofwarsaw.com.14 — 16 West Milford, NJ: Greenwood Lake Air Show & WWII Showcase,

gates Fri. 3 p.m./Sat. & Sun. 10 a.m., Greenwood Lake Airport, www.greenwoodlakeairshow.com.

Broomfield, CO: Rocky Mountain Airshow, gates Fri. 4 p.m./Sat. & Sun. 9 a.m., Rocky Mountain Metropolitan Airport, www.cosportaviation.org.

15 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.

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.

Everett, WA: V-J Day, 10 a.m. to 5 p.m., Flying Heritage Collection, Paine Field, (877) FHC-3404, www.flyingheritage.com.

Big Bear, CA: Big Bear Air Fair, 9 a.m. to 4 p.m., Big Bear City Airport, www.bigbearairfair.com.

Comox, BC: 19 Wing Comox Armed Forces Day Air Show, CFB Comox, www.comoxairshow.ca.

Bowling Green, OH: Wood County Air Fair, Wood County Regional Airport, www.woodcountyairport.us.

Powell, WY: Wings ’n Wheels Fly-In & Car Show, Powell Municipal Airport, www.pcwingsnwheels.com.

15 — 16 Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900.

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

Chicago, IL: Chicago Air & Water Show, 10 a.m. to 3 p.m., North Avenue Beach, www.cityofchicago.org.

Rapid City, SD: “Dakota Thunder” Air Show & Open House, 9 a.m. to 4 p.m., Ellsworth AFB, www.ellsworthfss.com.

Chilliwack, BC: Flight Fest Airshow, Chilliwack Airport, (604) 795-5833.16 Chino, CA: “Spirit of ’45” — End of WWII 70th Anniversary, 10 a.m.,

Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.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) 699-0251.22 — 23 Santa Maria, CA: Thunder over the Valley, Santa Maria (Airport)

Museum of Flight, (805) 922-8758.Kansas City, MO: KC Aviation Expo & Air Show, gates 9 a.m.,

Wheeler Downtown Airport, www.kcairshow.com.Camarillo, CA: Wings over Camarillo Air show, gates 9 a.m., Camarillo

Airport, wingsovercamarillo.com.Minden, NV: The Carson Valley Aviation Roundup, 10 a.m. to 5 p.m.,

Minden-Tahoe Airport, aviationroundup.com.Prince Edward Island, Canada: Atlantic Canada Int’l. Air Show,

9 a.m. to 5 p.m., Summerside Airport, www.airshowatlantic.ca.Toughkenamon, PA: Festival of Flight Air & Car Show, gates 9 a.m.,

New Garden Flying Field, (610) 268-2619, newgardenflyingfield.com.Alberta, Canada: Edmonton Airshow, 10 a.m. to 6 p.m., Villeneuve

Airport, www.edmontonairshow.com.23 Waterford, MI: OCIA Open House & Airshow, 10 a.m. to 4 p.m.,

Oakland County Int’l. Airport, www.ociaopenhouse.org.24 — 31 Everett, WA: CAF Arizona Wing “Sentimental Journal” flight,

10 a.m., Flying Heritage Collection, Paine Field, (877) FHC-3404, www.flyingheritage.com.

28 — 29 Madras, OR: Airshow of the Cascades, gates Fri. 4 p.m./ Sat. 9 a.m., Madras Municipal Airport, (541) 475-6947, www.cascadeairshow.com.

2

AUGUST cont’d.


The chairman of the HouseTransportation and InfrastructureCommittee recently announced that hewould seek to separate air traffic control(ATC) functions from the FederalAviationAdministration (FAA) as part ofthe ongoing FAAreauthorization process.

In his June 15 remarks before theAero Club of Washington, Rep. BillShuster (R-Pennsylvania), proposed cre-ating a not-for-profit, federally charteredcorporation to operate and modernizeATC. That corporation, he said, would begoverned by a board of system users andwould be funded through a user fee sys-tem separate from the congressional

appropriations cycle.“We appreciate Chairman Shuster’s

efforts to bring needed reforms to the cur-rent FAA structure and we look forwardto continuing to work with him and thecommittee. Although we have yet to seedetails of the proposed legislation,AOPAbelieves the current method of collectingrevenues through a tax on aviation fuel isnot broken,” said AOPA Senior VicePresident for Government Affairs JimCoon, reiterating AOPA’s longstandingopposition to user fees for general avia-tion. “Moreover, we believe any air traf-fic system must preserve GA access toairports and airspace on a first-come,

first-served basis, like we enjoy today.”Shuster suggested that legislation to

create a separateATC organization as partof a larger FAA reauthorization proposalcould be considered on the House floor inJuly. Before any reauthorization legisla-tion can become law, it must also beapproved by the Senate, which has notyet indicated whether it would supportcreating a separate ATC organization orannounced a timeline for consideringreauthorization legislation. Current FAAprograms expire Sept. 30.

Many in the aviation communityagree that the current system is less effec-tive and efficient than it could be, but GA

groups and some airlines are concernedabout the potential impacts of creating aseparate user-fee funded organization tomanage air traffic.

“There is no doubt that the FAAhasspent billions over the years on efforts tomodernize our air traffic control system,and we recognize that change is neededto ensure continued U.S. leadership inaviation,” said Coon. “But wemust avoidany unintended consequences for generalaviation. We’ve seen issues in othercountries where general aviation has beenput aside, and we can’t allow that to hap-pen in this country.”

ANY CHANGE TO AIR TRAFFIC SYSTEM MUST PROTECT GA, AOPA SAYS

By Mark BakerPresident and CEOAOPA

Thepeak of summer is here, and sois the peak of flying season. Thereare always a lot of great aviation

events in the warmer months, and as apilot, I like to get to as many as possible,from pancake breakfasts to major showslikeAirVenture. But it should come as nosurprise that AOPA’s Fly-Ins are some ofmy very favorite events.

If you haven’t yet joined us for anAOPAFly-In, there’s still time to make itto one of our fun, friendly GAgatheringsthis year.

As I write, we’ve just wrapped upthe Homecoming Fly-In here at ourFrederick, Maryland, headquarters, and itwas another big success.More than 3,300people and 375 airplanes turned out forthe fly-in.

With a huge and varied aircraft dis-play, exciting fly-bys by the Breitling JetTeam, and an aerial demonstration byaerobatic pilot and Red Bull Air Racecompetitor Mike Goulian, there wasplenty of action on and above FrederickMunicipal Airport.

Seminars on topics ranging from riskmanagement to flying with an iPad andnight flying helped hundreds of pilots

brush up on forgotten skills and learnsome new ones. More than 150 peopleregistered to take part in a Rusty Pilotsseminar – a free event designed to helplapsed pilots get back into the air. Pilotswho complete the free event earn a log-book endorsement for the ground portionof the flight review and take the first stepto getting back into the cockpit. Since theprogram was launched more than a yearago, more 3,600 people have participated,with 18 percent of those reporting thatthey’re back to active flying status.

And what would a fly-in be withoutfood? A traditional pancake breakfaststarted the day off right, and lunch pro-

vided by a variety of gourmet food trucksensured there was something for everytaste. A free ice cream social in the after-noon rounded out the day’s treats.

If you ask me, it was just about theperfect way to spend a Saturday. If you’dlike come spend a Saturday with me andyour fellow aviation enthusiasts andAOPAmembers, join usAug. 22 aAnokaCounty-Blaine Airport in Minneapolis,Minnesota; Sept. 26 at Colorado SpringsMunicipal Airport in Colorado Springs,Colorado; or Oct. 10 at TullahomaRegional Airport in Tullahoma,Tennessee. Hope to see you there.

COME FLY WITH US

Just 10 days into their build, the win-ners of the GAMA/Build A Plane 2015Aviation Design Challenge successfullytaxied the Glasair Sportsman airplane theyare helping to assemble. The CHEFHomeschoolers–who won the Science,Technology, Engineering, and Math(STEM) competition for U.S. high schoolslast month–achieved this milestone a dayahead of schedule in Glasair’s well-known“TwoWeeks to Taxi” program.

“Considering these young aviationindustry apprentices have been hands-oninto this project for just a week-and-a-half, today’s successful first taxi is aremarkable accomplishment,” saidGeneral Aviation ManufacturersAssociation (GAMA) President andCEO Pete Bunce. “Being able to be withthese hard-working and highly motivatedyoung people, being mentored by a cadreof exceptional maintenance technicianshere at Glasair who skillfully double as

patient educators, dispels any doubtabout whether young people today canget just as fired up about aviation as thosegenerations before them.”

Glasair Aviation President NigelMott added, “The taxi today was the cul-mination of nearly two weeks of intenselearning for the students with hard workand attention to detail by the entire team.Glasair is privileged to host these excel-lent students and to have such a strongteam of employees to make an event likethis possible.”

The airplane was scheduled toundergo FAA inspection on June 19.Throughout the build, the students’ taskshave included bucking rivets, fabricatingmetal and composite brackets, runningcontrol cables, sanding the airframe, fab-ricating and attaching fuel lines, mount-ing the gear, and attaching the propeller.Photos and video from the build areavailable on GAMA’s Facebook page

and on Glasair Aviation’s blog, gla-sair.wordpress.com.

GAMA, Glasair Aviation, andJeppesen personnel are supporting theCHEF Homeschoolers team, as is thebuilder, Paolo Buonfante. The studentshave reported to Glasair Aviation at 7 a.m.and worked until 5:30 p.m. each day sinceJune 8, with the exception of June 14.They spent that day touring the nearbyBoeing facility in Everett, Wash., and theMuseum of Flight in Seattle with formerGAMAChairman Steve Taylor of Boeing.

GAMAmember companies are spon-soring the team’s travel, lodging, andmeals.Acomplete list of sponsors is below.

The CHEF Homeschoolers teamfrom Cuba City, Wisconsin includes stu-dents, Abri Badger, Colton Koester,Nathan Koester, and Jonathan Smythe,teacher, Tom Smythe, and chaperone,Steve Badger. They won the all-expens-es-paid, two-week trip to Glasair by

using “Fly to Learn” curricula and soft-ware powered by X-Plane to modify avirtual Glasair Sportsman airplane to flyfrom one airport to another, delivering amaximum payload as quickly and effi-ciently as possible. The competition, inits third year, attracted 74 schools in 31states and Washington, DC.Sponsors of the build include:BBAAviationEmbraerGarmin International, Inc.GEAviationGulfstreamAerospace Corp.Hartzell Propeller, Inc.JeppesenJet AviationLycoming EnginesRockwell CollinsSabreliner AviationWipaireArsenal of Democracy: World War IIVictory Capitol Flyover

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flat show, we can go all the way down to1,500 feet.” The Thunderbirds performedon both days; they flew the low showSaturday and the high show on Sunday.

The 2015 showmarked the first timesince 2003 that Dayton had more thanone jet team perform. The Breitling JetTeam made its first visit to NorthAmerica. Dayton was the sixth show onthis team’s tour. The team is made up offormer Frenchmilitary pilots and is basedin Dijon, France. The Breitling team isthe world’s largest professional civilianjet team. The team flies seven L-39CAlbatross training jets.

The United States Navy’s frontlinefighter the F/A-18F Super Hornet EastCoast Demonstration Team performed atthe Dayton show. The Super Hornetdemo team is from VFA-106 trainingsquadron based at Naval Air StationOceana, Va. The U.S. Coast Guard per-formed a simulated search and water res-cue at the 2015 show. The four-personHH-65 Dolphin Helicopter and crewwere from Coast Guard Station, Detroit.The United StatesArmy Black Parachute

Team made several jumps on Sundayonly, Saturday’s jumps were canceleddue to the low ceiling.

Headlining the civilian portion of theshowwas air show legend, Sean D. Tucker.The 2008 Aviation Hall of Fame inducteeperformed his high-energy show in his cus-tom-built Oracle Challenger III. Tucker haswon every air show award possible, and he


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Vectren Dayton Air Show

The United States Air Force Thunderbirds F-16C Demonstration Team arrives in for-mation to the 2015 Dayton Air Show. The Thunderbirds last appearance at Dayton wasin 2011. (Mike Heilman)

Sean D. Tucker flying his Extra 300 inverted. (Mike Heilman)

The United States Army provided twoUH-60 Blackhawk helicopters for staticdisplay at the 2015 Vectern Dayton AirShow. (Mike Heilman)


Continued from Page 4

On June 11, FAAofficials completeda comprehensive compliance audit atICON Aircraft’s Tehachapi, Calif. facili-ty. This allowed them to issue the first S-LSA airworthiness certificate for ICON’sA5 Light Sport amphibian. With thismajor milestone complete, ICON willnow begin customer deliveries for itseagerly anticipated aircraft, which has abacklog of more than 1,250 orders.

“The successful completion of theFAA’s audit of the A5 is one of the mostcritical milestones in our company’s histo-ry,” said ICONAircraft CEO and FounderKirk Hawkins. “This means that after yearsof intense development by the ICON team,our customers and the media will finallyget a chance to experience theA5 first handand form their own opinion.We believe wecreated one of the safest, easiest to fly, mostfun, and coolest light aircraft on the planet,and this is just the beginning for us. ICON’smission is to help reinvent flying by mak-ing it more accessible to all those whodream of it. It’s a very personal, heartfeltmission for our team, so this is anotherproud moment along that journey.”

“Given the years of work to get here,it’s awesome to finally see production-ready, conforming A5 aircraft in serialproduction,” said ICON Chief Technical

Officer, Matthew Gionta. “For me andmuch of the team, the A5 was the mostchallenging aircraft program we everworked on. Balancing the complexities ofthis aircraft’s design with ICON’sextraordinary standards of quality andusability was a monumental challenge.It’s hard to fully appreciate the massiveamount of intelligence and hard work thathas gone into this little consumer aircraft;it’s a truly amazing airplane. I’m lookingforward to our customers flying it andappreciating that effort firsthand.”

Prior to the FAA audit, ICON per-formed extensive testing, including thesuccessful structural test of the airframeof Engineering Serial Number 2 (ESN-2)in February. ICON also flew the first cus-tomer aircraft (ASN-001) for the firsttime onApril 24.

The FAA audit team reviewedICON’s production, quality, and compli-ance procedures and manuals. The auditteam included Aviation Safety Inspectors(ASI) from the Washington, D.C.,Oklahoma City, and LosAngeles offices,who assessed the manufacturing facilityand performed the airworthiness reviewof the first customer A5.

“The ICON A5 coming to market isan exciting time for all of General

Aviation,” said GAMA president PeteBunce. “At GAMA, we’ve watched theICON team every step of the way, andwe’ve been extremely impressed with theirengineering prowess, innovation, and pro-fessionalism. Their commitment to safetyinnovations like a Spin-Resistant Airframe(SRA) and Angle of Attack (AOA) gauge,and their novel, comprehensive in-house

training approach, to name a few, are exact-ly what we need to advance our industry.”

“There were no major issues duringthe FAA inspections,” said ICON VP ofEngineering Bill James. “The LSA mar-ket, and aviation in general, is about toget a real shot of adrenalin. We have theability to change the aviation landscapewith an incredible aircraft that brings avi-


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

In Flight USA is not responsible for any action taken by any person as a result of reading any part of anyissue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit offlight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff orcontributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA.

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describes how he has designed his awardwinning air show routine, “Designing anair show takes a lifetime. I have almost25,000 hours of flight time. I practice 700times a year in the low-level environmentto place every aircraft maneuver exactly, soit can be choreographed to inspire and thrillbut also be safe.”

Tucker also added, “You want topush your boundaries, but you don’t wantto step on the dangerous side either. Ittakes time to have confidence in your abil-ities and the aircraft’s capabilities, so youcan do it righteously. It just takes a longtime. I have never been perfect, but I havebeen excellent. We are still going for per-fect.”

The passion for flying takes hard workaccording to Tucker, “It is an awful lot ofwork. It’s a huge commitment. It’s a life-time’s journey. Air show flying has definedmy life. I love it, I sleep it, and it’s in myDNA, but if you are going to be good at it,you have to work hard. I love the opportu-nity to be the best I can be, and I like thatit’s hard. My commitment to excellence inthe sky is knowing that it’s a privilege andnot a right. I love sharing the magic offlight. I am just honoring the Wright broth-ers; they were the big dreamers.”

Matt Younkin made his first appear-ance at the 2015 Dayton show, but it washis Twin Beech 18 aircraft’s secondappearance. Bobby Younkin performedat the 1992 Dayton air show in the Beech18. “I am a third generation aviator. Mygrandpa and his two brothers were avia-tors. My dad was an air show pilot beforeme. Aviation is in my blood. It is all Ihave ever known. I grew up with it, and itis my passion. I live to fly, and I haveloved airplanes since I was a little kid,”explains Younkin.

Younkin tragically lost his father andsister in air show accidents, but heexplains why he keeps performing, “Lifeis an adventure, and you have to keepgoing. There are a lot of ups and downs.I rely on my faith to keep going day today. It is father’s day weekend, and I havemy 86-year-old grandpa and my five-year-old daughter here with me thisweekend. Both of them are going towatch me perform, and to share thatexperience with them is a privilege.There are so many highs in life, and thatis what we need to focus on.”

The Twin Beech 18 used inYounkin’s show was built in 1943 as anArmy trainer. Younkin comments that theBeech 18 was not built for air show aero-batics, “The air show maneuvers we willdo in this plane are not what Walter Beechintended the plane to do when he gave thego ahead to build this aircraft. This aircraft

was the Lear Jet of the 1940s.”One of most unique airplanes on the

air show circuit made its first appearanceat the Dayton air show, the Jet Waco. TheWaco known as Screamin Sasquatch hastwo power plants. The Waco is a 1929Taperwing Waco body with a Pratt andWhitney Radial engine and a J85 jetengine that produces 3,000 lbs. of thrust.The jet engine triples the amount of powerand allows demonstration pilot, JeffBoerboon, the ability to perform maneu-vers that a normal Waco cannot do.


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Continued from Page 10Vectren Dayton Air Show

The F/A-18F Demonstration team fromVFA-106 NAS Oceana, VA demonstratesthe power and maneuverability of theSuper Hornet. VFA-106 is the Navy’sreplacement and training squadron forthe East Coast F/A-18s. (Mike Heilman)

Air Show pilot Matt Younkin banks overthe Dayton Air Show during a mediaflight in his Twin Beech 18 aircraft. TheBeech 18 that Younkin performs in wasbuilt in 1943 as an Army trainer.

(Mike Heilman)

The Breitling Jet Team made their NorthAmerican debut in the L-39C Albatross.The Team is the world’s largest civilian jetteam. Dayton was the sixth stop on theteam’s North American tour.

(Mike Heilman)



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By A. Kevin Grantham

Saturday, June 6 2015, marked the71st Anniversary of the Alliedinvasion of France. It is also the

day, 25 years ago, that the Mid-AtlanticAir Museum (MAAM) chose to hold itsfirst airshow, which is cleverly namedWorld War II Weekend. In celebration ofboth of these events, the MAAM onceagain held its annual proceedings at theReading Regional Airport near Reading,Penn. over the weekend of June 5-7. Thisyear’s show was bigger than ever, whichis in stark contrast to its humble begin-nings a quarter of a century ago.

The idea that eventually grew intowhat we know now as World War IIWeekend came from the minds of RussStrine, Jim Swope, and the late PeteMalashevitz. The first few years, thisgathering amounted to some static air-craft, reinforced by a few period militaryvehicles, with people dressed up in vin-tage military uniforms. Later, Russ Strine(the Museum’s President) approachedGreg Witmer (present day Air Boss) andasked if he could help coordinate someactual flying acts for the show. Witmer,being a total warbird nut, knew numerouswarbird owners/pilots and many of theseindividuals eagerly agreed to bring theirairplanes to Reading to support theMuseum’s cause of educating the publicabout the Second World War.

A natural follow-on to this processwas to invite special guests to the eventwho had actually flown these airplanes incombat. During this time, the participa-tion of Jim Swope’s re-enactors grew atan exponential rate, and soon the showfeatured military encampments, along

with mock battle demonstrations thatstretched far beyond the designated areathat had been set aside for these activities.To accommodate the new growth, theFrench Village, which was dismantled atthe conclusion of each year’s event, wasgiven a permanent home. Additionalhangars on the field were also borrowedto house the Officer’s Club and homefront displays, and before long, Mid-Atlantic’s meager event had matured tobe one of the major airshow attractionson the east coast of the United States.

This year’s show featured severalairplanes from the Commemorative Air

TWENTY-FIVE YEARS OF WORLDWAR II WEEKEND


Greg Shelton and his FM-2 Wildcat making a high-speed low-pass over the ReadingAirport. (A. Kevin Grantham)

The Iwo Jima flag raising reenactment byis one of the more popular events of WorldWar II Weekend. (A. Kevin Grantham)

In World War II, the North AmericanB-25 Mitchell was the most produced twin-engine medium bomber with nearly 10,000built. The B-25 became famous for the 1942Doolittle raid on Tokyo. The B-25J missionduring the war was to drop bombs. Today’smission is to bring public awareness to theDisabled American Veterans (DAV). Theiconic bomber was on display and flew inSunday’s show at Dayton.

The B-25J that flew at Dayton wasrestored by owner, Larry Kelly, toPanchito, which was named after therooster in the Disney movie, “The ThreeCaballeros.” The original “Panchito”served in the 396th Bomber Squadron,41st Bomb Group, and the 7th Air Forcestationed in the Central Pacific. The cur-rent crew of Panchito honored retiredU.S. Marine and disabled veteran, VinceDec, at the Dayton show for his serviceand work with the DAV organization. Thisis the 13th air show season that the DAVoutreach program has been operating.

Heavy rains on Friday preventedseveral scheduled static aircraft fromattending the Dayton show. Highlightingthe military displays was the C-17 from445th Airlift Wing Station at Wright-Patterson AFB in Dayton and a KC-135Rfrom the 121st Air Refueling based atRickenbacker ANG base in Columbus,Ohio. There were two Army UH-60Blackhawk helicopters on display.

Highlighting the civilian static air-craft display was the Curtiss C-46Commando cargo plane. The C-46 wasdesigned as civilian airliner but was usedas transport for the military during WorldWar II. The Commando became famousfor flying the Hump, a dangerous supplymission over the Himalayas during thewar. The Air Heritage Museum in BeaverFalls, Penn. provided a C-123K“Provider” for static display. The twinengine Fairchild built C-123K was usedextensively in the Vietnam War. DrakenInternational based out of Lakeland, Fla.sent two A-4K Skyhawks for static dis-play. Draken is a privately owned compa-ny that provides airborne adversary sup-port to the United States military andother countries.

The weather may have kept theattendance down at the 2015 show, but itdid not dampen the spirits of one of theair show greats, Sean D. Tucker, “I havemade well over 20 appearances atDayton. I love coming back to the histo-ry of Dayton. It is an iconic show, and it’sthe birthplace of aviation. We need tokeep this show as an iconic figurebecause it is the home of the Wrightbrothers.”


Photo by Bruce Selyem

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Continued from Page 12Vectren Dayton Air Show

The Jet Waco, nicknamed ScreaminSasquatch is one of the most unique actson the air show circuit. The Waco hasboth a radial and jet engine, allowing thepilot Jeff Boerboon to perform maneu-vers a normal Waco can’t do.

(Mike Heilman)

A C-17 from the 445th Airlift Wing, sta-tioned at Wright-Patterson AFB inDayton was on static display at the 2015air show. (Mike Heilman)

The Thunderbird’s F-16C arrive to 2015Dayton Air Show before heavy rainsfrom the remnants of tropical storm Bill.The Thunderbirds were able to performon both days of the show.

(Mike Heilman)

Major Jason Curtis flies the lead solo,number five for the 2015 team. The leadsolo is responsible for the timing of teamduring the show. This is Major Curtis’sthird year with the Thunderbirds.

(Mike Heilman)



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ation and power sports together in oneexciting package. This is a criticallyimportant achievement on that path.”

ICON will deliver its first customeraircraft on July 20, 2015 at EAAAirVenture Oshkosh in Wisconsin.Several A5 aircraft will be present at the

event in late July, with both ownerdemonstration flights and static displays.The company will transition serial pro-duction to its new 140,000-square-footfacility in Vacaville, Calif. in September.

For more information, visitwww.iconaircraft.com.

ICON A5Continued from Page 11

Beechcraft Defense Company LLC,a Textron Inc. company, recentlyannounced at the Paris Airshow that itdelivered four Beechcraft T-6D militaryaircraft to the United States Army. Theseaircraft, which are part of the JointPrimary Aircraft Training Systems(JPATS) program, will be stationed atRedstone Arsenal in Huntsville, Ala., andwill replace the Beechcraft T-34 aircraftcurrently in use at the facility.

“We are pleased that the U.S. Armyis joining the U.S. Air Force, U.S. Navy,and countries around the world in trust-ing the T-6 to prepare and support theircombat flying forces,” said Russ Bartlett,president, Beechcraft Defense Company.“This versatile platform comprised offour aircraft will be used in a variety oftraining and mission support applica-tions.”

Upon arrival in Huntsville, the fourT-6D aircraft will perform such missionsas: Operational Support Airlift, utility,training, chase, airspeed calibration sup-port, cloud physics research, and storescomponent research and qualification.

About the T-6D

The Beechcraft T-6D is a hybrid ofthe T-6B and T-6C trainers. It features

new standard avionics, featuring integrat-ed mission computers, up-front controlpanels, multi-function displays, and aHeads-Up Display. The Army T-6D air-craft have a hard point wing to allow car-riage of up to six wing-mounted pylonsand two external fuel tanks.

Strength of the T-6 Platform

The Beechcraft T-6 delivers world-class training capability and is ideally suit-ed for teaching the most basic introductoryflight training tasks through the more chal-lenging and complex advanced trainingmissions that could previously only beaccomplished in far more expensive jet air-craft. The T-6 is being used in more than 20countries around the world to train pilots,navigators, and weapons systems opera-tors. To date, Beechcraft has deliveredmore than 850 T-6 trainers, which haveamassed more than 2.5 million flight hours.

BEECHCRAFT DELIVERS FOUR T-6MILITARY TRAINING AIRCRAFT TO

UNITED STATES ARMY

look (more than six hours before depar-ture) and the abbreviated (you defineexactly what you need, like NOTAMsand TFRs).

Flight following, radar coverage,and ELTs have caused many to believethat filing a flight plan is obsolete but notso. Quite frankly, VFR flight following isprovided on a workload permitting basis.ATC will track and talk to you when timepermits, not really caring if you go off

scope. Satellites no longer listen for121.5 but instead monitor the newer 406MHz band. No one will know if youmake an off-airport “arrival” unless youcan get a radio call out. Given that some-one reports a plane overdue, ATC willask pilots flying over the area where youmight be to simply monitor 121.5, hop-ing to hear your old ELT signal. If on aflight plan, FSS will initiate a searchwhen you do not close your flight plan on


EAA AirVentureContinued from Page 6


Contrails by Steve Weaver

Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at

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Most who are interested inWWII aviation history areaware that one of the reasons

the United States won the war was heramazing record of aircraft productiononce we were in the fight. From produc-ing scarcely more than 2,000 military air-craft in 1939 to over 96,000 in 1944, therecord year, the U.S. produced a total ofmore than 303,000 military aircraft dur-ing the war years. But where did we getthe pilots to fly them?

In 1939, the Army had a total of only4,502 pilots, including 2,007 active-dutyofficers, 2,187 reserve officers, and 308National Guard officers. The number ofnew Army-trained pilots grew rapidlyeach year as war seemed more likely,from 982 in 1939, to about 8,000 in 1940,to more than 27,000 in 1941 – but manymore were needed, and the Army by itselfcould not train the huge numbers of cadetsdesperately required. But we had a plan.

In 1938, President Franklin D.Roosevelt had given his support to a pro-gram to train 20,000 civilian pilots a year.With the clouds of a European war gath-ering in the east, the United States begana program, known as the Civilian PilotTraining Program (CPTP). Rooseveltsupported the plan to train 20,000 civilianpilots a year to create a pool of potentialmilitary pilots that he believed the coun-try would need soon. The program creat-ed a much-needed pool of civilian flierswho were ready for further militaryinstruction to fly a fast-growing armadaof U.S. aircraft.

The CPTP eventually operated at1,132 colleges and universities and 1,460flight schools, and CPTP-trained pilotsdid well in further training at USAAFschools. Recording nearly 12 million fly-ing hours, the CPTP trained 435,165pilots from 1939 to 1944.

After the attack on Pearl Harbor, theCPTP’s name changed to the WarTraining Service (WTS). From 1942until the program ended in the summer of1944, trainees still attended collegecourses and took private flight training,but they also signed agreements to entermilitary service after graduation.

Trainees from the CPTP entered the

Army Air Forces Enlisted Reserve. Manywent on to further instruction and com-missioned service as combat pilots.Others became service, liaison, ferry andglider pilots, instructors, or commercialpilots in the Air Transport Command.

The CPTP gave African Americansand women unprecedented opportunitiesin aviation. Pioneering black fliers cam-paigned hard for public awareness of theirabilities, and their efforts paid off with ananti-discrimination rule within the CPTP– a landmark in racial equality for blacksin aviation. Though training remainedmostly segregated, instruction for blackstudents began at six schools: the WestVirginia State College for Negroes,Howard University in Washington, D.C.,Tuskegee Institute in Alabama, HamptonInstitute in Virginia, Delaware StateCollege for Colored Students, and NorthCarolina Agricultural and TechnicalCollege. The program soon expanded toseveral more schools.

The best known was TuskegeeInstitute in Alabama, where the firstblack USAAF combat pilots weretrained. The CPTP graduated around2,000 black pilots overall.

Women also found new opportuni-ties in the CPTP, but these were unfortu-nately ended before the U.S. entry intoWorld War II. Four women’s colleges ini-tially participated, and women wereenrolled at other schools at a ratio of onewoman for every 10 men. When warpreparation needs demanded that allgraduates enlist, women were automati-cally excluded because they were notallowed to fly in the military at that time.Nonetheless, the CPTP trained around2,500 women by mid-1941, and many ofthem became Women Airforce ServicePilots, or WASPs.

In West Virginia, there were six air-ports where the Civilian Pilot TrainingProgram was being taught, three run bythe Navy, three by the Army Air Corps,and all as part of a curriculum with alocal college.

Close to my home, BrinkerhoffFlying Service, which operated a CPTPat College Park, Md. operated a satelliteschool at Lewis Field in Buckhannon.

The students were enrolled in the pro-gram at West Virginia Wesleyan College,where Arthur B. Gould, Professor ofChemistry and Physical Science atWesleyan, taught navigation and meteor-ology to the aspiring aviators.

In 1968 when I came to Lewis Fieldas a young instructor, the airport wasalmost deserted. Disuse and abandon-ment was the story the airport whisperedto me that cold and blustery Februaryday, and only three dust-covered air-planes rested in the dimness of the aginghangar. But it was apparent that some-thing significant had occurred here.Although more than 20 years had passedsince this hangar was home to a cog in ahuge training organization, there werestill artifacts that attested to it.

The hangar for one was larger andmore substantially built than one wouldexpect to find at a country airport with a1,600-foot sod landing strip. The passingyears had weathered it, but it remainedsturdy and square.

The smaller hangar next to it hadobviously been in the repair shop, andused parts that had been replaced by newones still lay on the shelves in numbersthat indicated that they may have main-tained small airplanes here, but they didso in a big way. In the years that I operat-ed Cubs and Champs there, I raided partsinventory many times to keep my air-planes in the air.

I discovered the airport’s greatestartifact of that wartime era the followingyear, when one of my students asked if hecould trade an old airplane that his unclehad left him for flying time. Of course Isaid, and he took me to see it.

The wings had been removed when itwas stored in that barn near Buckhannon,and on that April morning in 1969, I rolledthe dust-covered Piper out into the firstsunlight it had seen since 1951.

To my amazement, the airplaneturned out to be one of the Brinkerhofftrainers, J-3 N25911, which had taught somany pilots at Lewis Field on their wayto war. It became my beloved Sundanceand shared my life for the next 45 years.

GETTING READY FOR WAR

Parachutes were part of the dress code ofthe day.

Although the Piper Cub made up themajority of the training airplanes, manyother aircraft were utilized.

Every lesson started off with findingsomeone to give the prop a spin.

The design of the government builthangars was standardized. This hangaris identical to the one still standing at theabandoned Lewis Field in Buckhannon,West Virginia.

(All photos courtesy of Steve Weaver)

The General Aviation ManufacturersAssociation (GAMA) recently issued thefollowing response to the U.S.Environmental Protection Agency’s(EPA) release of a draft “endangermentfinding” regarding greenhouse gas(GHG) emissions from aircraft.

The global general aviation manu-facturing industry represented by GAMA

reiterates its commitment to the ongoingwork at the International Civil AviationOrganization (ICAO) to develop an air-craft emissions standard. The EPA’s draftfinding is a required step in the U.S. rule-making process under the Clean Air Actand sets the stage for the implementationin the U.S. of a CO2 standard for aircraftexpected to be adopted by ICAO in 2016.

GAMA member companies contin-ue to be instrumental in the technicalwork that began in 2010 at ICAO todevelop a CO2 standard for aircraft. Theglobal business aviation community hasalso pledged to do its part to address cli-mate change by achieving a two percentimprovement in fuel efficiency through2020 and carbon-neutral growth from

2020 onwards, subject to infrastructureand technology advances by both indus-try and governments worldwide.

“Aviation is the most global of allindustries, and it is important that avia-tion environmental standards be set byICAO,” said GAMA President and CEOPete Bunce. “The EPA’s draft finding rec-ognizes this, and we agree with theagency’s commitment to the ICAOprocess to finalize a CO2 standard that isenvironmentally beneficial and thatallows aviation to grow in a sustainablemanner.”


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A Mississippi State-led consortiumand the Federal Aviation Administrationare moving forward with groundbreakingwork to integrate unmanned aircraft intothe national airspace after a successfulkickoff summit in the nation’s capital.

“We had a fantastic first meeting,”said USAF Maj. Gen. (Ret.) James Poss,the executive director of the Alliance forSystem Safety of UAS through ResearchExcellence (ASSURE).

In May, the FAA announced thatASSURE will operate the new NationalCenter of Excellence for UnmannedAircraft Systems. The June meeting inWashington, D.C., brought together all15 core university members of the coali-tion to meet with agency officials.

“We are looking forward to a suc-cessful partnership as we take leading-edge UAS research and turn it into FAArules quickly,” Poss said.

Discussions in Washington duringthe kickoff conference early in Junefocused on key UAS research areas,including detection and avoidance, flyingbeyond visual line of sight, airworthinessstandards, airborne and ground impactstudies, and maintenance certification,among others.

Poss said that the ASSURE teamand the FAA will meet quarterly.Mississippi State will host the next gath-ering in the fall.

“We anticipate that contributions byour industry partners will continue togrow, as well,” Poss said. More than 100of the world’s leading UAS, aerospace,and related companies and manufacturersare members of ASSURE.

The FAA expects the center ofexcellence will be able to begin researchby September this year, and be fullyoperational and engaged in a robustresearch agenda by Jan. 2016.

While research will take place atmember universities throughout the U.S.and globally, the center’s work will beconcentrated at Stennis Space Center in

Hancock County to take advantage ofairspace over the Gulf of Mexico, in theMississippi Delta to conduct unmannedprecision agriculture research, andaround Mississippi State’s Raspet FlightResearch Lab in Starkville.

The directive to the FAA to establishthe national center has been included in

congressional appropriations bills sinceFY2012, with Congress appropriating $5million to support a five-year agreementwith the COE UAS. Federal funding willbe matched by ASSURE team members.

For additional information aboutASSURE, contact Poss at [email protected] or 228/688-6988 or visit

www.assureuas.org online.Discover more about Mississippi’s

flagship research university atwww.msstate.edu or www.meridian.msstate.edu, facebook.com/ msstate,instagram.com/msstate and twit-ter.com/msstate using the hashtag#WeRingTrue.


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SUMMIT LAUNCHES NEXT CHAPTER IN MISSISSIPPI STATE-LEDUAS PROJECT

By Airman 1st Class ChristianClausen432nd Wing/432nd Air ExpeditionaryWing Public Affairs

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

During one’s life, there is often amoment when something is said or donethat will stick with him or her for the

remainder of his or her life.These actions are the things that

mold us as individuals and grow ourbeliefs and morals. It can be unimagin-able how just some simple words havethe ability to change or shape one’s life.For Tech. Sgt. Kevin, a 15th Recon -naissance Squadron intelligence opera-tions supervisor and the intelligenceflight NCO in charge, his journey startedas an impressionable young man trying tomake it through basic military training.

“I remember my instructor saying ‘if

you’re not 15 minutes early, you’relate,’” Kevin said, chuckling as he remi-nisced.

Little did he know that advice wouldstrongly mold his work ethic and stickwith him 12 years later as he continues toimprove the intelligence career field andmission within his squadron here.

Stemmed from the guidance hereceived in basic training, his disciplineof time management has resulted inimproved processes and tools created formission efficiency at every duty stationhe’s been assigned to.

His latest creation is a programcalled the Squadron IntelligenceReconnaissance Interface, codenameSIRI. It’s an application being used byremotely piloted aircraft crew membersto execute the mission more efficientlywhile being more aware of the situation.

“The program will alert crew mem-bers of threats in the area, as well as,decrease the amount of time it takes tocomplete tasks so that they may focus onthe mission,” Kevin said. “That timesaved can help them pass informationmore quickly and mean the differencebetween life and death situations.”

SIRI helps aircrews by acting as asort of search engine. They can searchanswers to conversions, locations, abbre-viations, brevity words, rules of engage-ment, munitions specifications, callsigns, and many more. This is particular-ly helpful when working with coalitionpartners to quickly convert measure-

ments or identify call signs with aircraft.“Rather than having to take my eyes

off the screens to use multiple resourcesto find an answer, SIRI can relay thatinformation instantly,” said Capt. David,a 15th RS pilot. “That allows me to focuson the mission and maximize my time.”

The innovative program has beenconstantly improved over the last yearsince its inception and now can perform58 commands, much more than its origi-nal designed to complete only one.

“I wanted to write a program to cal-culate air tasking order dates, which canbe a very tedious (process),” Kevin said.“Once it was approved and in use, mem-bers of my squadron gave me tons offeedback asking for more functions, and Iimplemented everything I could.”

He attributes the success of the pro-gram to the creativity of his squadronmembers and his knowledge of how towrite computer script.

“Tech. Sgt. Kevin’s creation of SIRIis the story of how bottom-up innovationoccurs in the Air Force,” said Lt. Col.Ryan Keeney, the 15th RS commander.“Airmen see a problem, design a novelsolution, and it is rapidly adopted to helpcombat operations.”

His innovative skills aren’t new tohim, rather they are the culmination ofnearly two decades of learning and appli-cation.

“I remember when I was a kid learn-ing how to program video games on an


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AIRMAN IMPROVES INTELLIGENCE CAREER FIELD THROUGH INNOVATIONS

Tech. Sgt. Kevin is a 15th Reconnaissance Squadron intelligence operations supervisorand the intelligence flight NCO in charge at Creech Air Force Base, Nev. He created aprogram called Squadron Intelligence Reconnaissance Interface, codenamed SIRI,which is an application used by remotely piloted aircraft crew members to execute themission more efficiently while being more situationally aware. SIRI helps aircrews byacting as a search engine to quickly relay conversions, locations, abbreviations, andother information resulting in more than 58 command functions on the most used secureInternet relay chat by RPA aircrews.

(U.S. Air Force photo/Airman 1st Class Christian Clausen)


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old (disk operating system) machine,most of my Airmen probably don’t knowwhat that is,” Kevin said as he laughed.“After that, I got interested in doing webdesign and software programming.That’s where my passion is.”

This passion, coupled with his needto challenge himself, has also spawnedother improvements to the intelligencecareer field community.

As a senior airman, he saw a benefitfor having a secure online encyclopediatype website for the intelligence commu-nity to inspire collaboration and aware-ness with other units.

“I saw that the Central IntelligenceAgency and Defense Intelligence Agencywanted to create something like what Iwas having ideas about, and I started tocoordinate with them,” Kevin said. “Iworked closely with them to help imple-ment it in 2005 and now the entireDepartment of Defense uses it.”

Later, he was selected to be a techni-cal school instructor, grooming the futuregeneration of intelligence Airmen. Hespent two years teaching the enlistedoperations intelligence course, andanother two teaching the intelligenceofficer course.

While there, he created a website forthe intelligence officer’s course. Littledid he know, that his future officer incharge would go through the courseusing the same resources he had devel-oped.

“The website is a one-stop shop formany resources we use for information,”said Capt. Carlos, the 15th RS intelli-gence flight commander. “Even now, I

still use it because it’s so convenient andsaves me time.”

For such major and long-termimprovements to the intelligence com-munity and Air Force missions, it mayseem Kevin had a destiny to be in thecareer assigned to him. Actually, his jobis far from what he thought he would bedoing.

“I signed up to do computer pro-gramming, and that’s not what I do atall,” he said. “I remember my first day oftechnical school the instructor giving usbomb specifications. Not knowing whathe was talking about, I raised my handasking when we were going to start learn-ing about computers, and I received aconfused look from him.”

Despite this, Kevin never becamediscouraged. He continued to excel at hisjob and still use his computer skills tobenefit the Air Force.

Kevin has made significantimprovements to the intelligence com-munity, leaving his “footprints”engrained into the Air Force for years tocome.

“Kevin is one of those great problemsolvers who doesn’t wait for someoneelse to give him the solution,” Keeneysaid. “He took the initiative to combinehis intelligence savvy with his off-baseeducation to create a program that wouldhave taken years for our acquisition sys-tem to complete. Ultimately, his innova-tions have helped the Air Force savelives.”

(Editor’s note: Last names were removeddue to safety and security reasons.)

Airman Improves IntelligenceContinued from Page 20

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time. Does a filing flight plan sound likea better idea now?

The autopilot will do the flying andnavigating; including backing the pilot upshould he/she get caught in turbulenceand/or weather. Autopilots have limitswith respect to handling turbulence, anduse of the autopilot by pilots to penetrateweather that is not safe has been on theincrease for years, with bad results.Certainly, a good autopilot can be a greataid, but it is also mentally demanding, asmodes must be carefully monitored withnav and vertical modes constantlychecked to make sure they are doingwhat you expect them to do. Task over-load is now a recognized factor in acci-dents, often caused by a pilot being sodistracted by the complexity of interfac-ing with the autopilot that control of theairplane is lost. By all means, use thatautopilot, but disconnect it when work-loads begin to build up, like entering thearrival pattern for AirVenture.

Why worry about in-route weather?You subscribe to radar on your tablet anduse flight following, which can provideweather advisories and traffic alerts.Indeed, in-flight weather services areremarkable but not always current. Beespecially cautious of weather radar dis-plays, as some services are up to eightminutes behind the actual weather, a sig-nificant error if you are trying to navigatearound a thunderstorm in a 200 kt airplane.And, as previously stated, ATC VFR flightfollowing is provided on a workload per-mitting basis only. Center has both timeand equipment limitations that restrict theirability to help you avoid violent weather.As a VFR flight, you are a “non-partici-pant” in the system; meaning IFR guys getfirst call on every service. Be sure youhave a very clear image of weather issuesstarting at least six hours before departure,not just while you are in route. Didn’t thathappen at the kitchen table?

No need to look up airport data, asthe GPS has a full database and the tabletis an electronic flight bag. Statistically,the 10 most dangerous minutes of flightare three minutes after take-off and sevenminutes before landing. Trying to dig outairport data, either for arrival or depar-ture, from an electronic source whenclose to the airport makes as much senseas texting while driving. These devicescan be difficult to read and often take twohands to scroll for data or expand theview, very inconvenient when also tryingto fly an airplane. The old-fashionedflight log filled out at the kitchen tablemeans that critical airport informationhas been reviewed well in advance and isready for use with no additional explo-

ration of a complex, menu-driven device.Simple is good!

AirVenture arrival is no problem. Justpull up the NOTAM on the tablet and fol-low the instructions. First, the AirVentureNOTAM is 32 pages long. Try reading thatwhile grouped up with 50 other airplanesbetween Ripon and Fisk! This writer hasdone the AirVenture scene many times andcreated an “approach plate” type page foreach arrival and departure (I have 10 ofthese things) that give me all the informa-tion needed at a glance. The drill of makingup these “plates” helps implant informationin my mind and makes it easy for this pilotto flip from one arrival to another if thingsgo south in the pattern … it has happened.

For gosh sake, do not fly into theAirVenture arrival flow with the autopiloton, and make sure you can maintain a safe90 knot or 135 knot speed. Any pilot whocannot manage a high-performance single(Bonanza, C-210, Cirrus) at 90 knotsneeds some serious dual. Believe it or not,this writer has encountered planes arrivingat AirVenture that have no idea a NOTAMeven exits! Be sure to stop for fuel prior toentering the arrival path. Frankly, thiswriter’s regular stop is WisconsinAviation, located at Dodge County Airport(KUNU), located just to the south ofWittman Regional, gives me a chance to“refresh” and get the latest informationabout AirVenture arrivals. There is nosuch thing as too much planning when itcomes to attending EAA AirVenture.

The preceding is a composite of cir-cumstance rolled into a single mission,but this writer, who is also an active CFI,has heard each and every one of these “Idon’t need to” comments from dozens ofpilots, as I conduct Flight Reviews andtraining for advance ratings. Technologyis rapidly taking the place of pilot skill,and safety is not the winner. One needs toremember that modern technology issimply a tool and should be used toincrease the pilot’s awareness and abilityto command, not replace it. The kitchentable may be an old-fashioned tool of avi-ation, but it is has severed us well formany years. It is sometimes forgotten thatthe moon landings were the product of achalkboard and slide rules, not a comput-er crunching numbers by the gigabyte.Technology has exploded in the 40 plusyears since man walked on the moon, buttoday we are hard pressed to deliver aclean shirt to the low flying InternationalSpace Station without catastrophic fail-ures or the use of Russian technologyfrom the 1960s. Don’t let technologycause you to forget that it is the pilot, notthe gadgets, who is ultimately responsi-ble for the safety of those who entrusttheir lives to your skills.

EAA AirVentureContinued from Page 16

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1732 AFTT, 423 SMOH, Power Flow Exhaust, GPS: CNX80 WAAS w/ moving map, Nav/Com: SL 30, DME: KN 64,Autopilot: STEC 60, 4 place intercom and more!

HANGAR FOR SALE

Ludwig Building 80’ x 80’ x 27’ hangar with 20’ x 80’ x ‘14lean-to office space. Fully built-out with toilet and kitchenarea. Built to sustain 220 mph winds!!Located in Slidell, Louisiana at KASD airport.

Make AnyOffer...

Our Answer May Surprise You!

File Photo

THIS ONE JUST IN! PHOTO NOT AVAILABLE

Looking back over the last 14 years,I was thinking about the time anditems I must have spent packing

for my usual 3.5-day trip. That was theusual time I was gone, so packing wassomewhat simple.

Pack on Thursday night or Fridaymorning and then do the reverse onMonday morning. Seldom if ever didanything change ... unless I was leavingthe country.

I always have a flashlight or two, bigand small, first aid stuff that makes megiggle, and whatever meds I might needor am taking at the moment.

Give away goodies, which are com-mon in my business and of course, multi-ple copies of In Flight USA, which isalways a must.

This past month, I had to travel, andmy mind went blank. I actually foundmyself laughing, as I couldn’t think ofanything that I would need, let alone thethings I would want. I guess I’m stillrecovering from my sandy landing andtoo much hospital food.

First, I considered the long crossflight in a G1000 in a 182 ... and what towear on the flight. That was almost a totalwaste of time since I didn’t know theWXenroute.

Then there were the business andsocial meetings, plus I did have to work.My simple trip was no longer simplesince I was still in recovery mode.

Clothes were a real challenge sinceI’d be in multiple states and climates. So,I kept a positive attitude and kept pack-ing.

Two bags later and what seemed likeall the same things in both bags ... I washalf done. I always take four pairs ofblack pants, and then I forgot how muchweight I’ve lost, which was a majoramount and eight sizes, so nothing wasgoing to fit. Too late to shop, I’m leavingin the morning.

T-Shirts, that’s the ticket, theyalways fit. Wrong, it’s a myth. I lookedlike a walking rummage sale. I forgotrazors, a toothbrush, and too much more

to mention.And how about all the chargers I

would need to all the new electric toys Ijust got. What the heck, and extensioncords and flashlights ... I’m never sorry Ipacked them. And yes, I used them all.

It went from 90 degrees to 100-plusdegrees, and it never cooled off. Hmm, didI pack any shorts? Actually, I did! Okay,so it was an accident, but I packed them.

Now that I’m down to one leg thatchanges things a little ... make that a lot.Shoes, or a shoe, are now an issue, and allthe medical back-up equipment.Watchingme get in and out of an airplaneis worth a premium ticket. It’s a hoot.Truth be told, it takes more time butworks really well. FYI, I do take myprosthetic leg off on long trips, and I’mnot sure why I do it. When I know, I’ll besure to share that with you.

I do however get in and out withgrace, and at my age, grace is important.

But I did what I had to do.At the endof the day, weekend, and week, I wasalways wearing the wrong things. Bynow, I was up to five bags and the firstjoy came at CutterAviationAlbuquerque,N. Mex. out in the desert – they werewonderful as always.

I recommend you know where youare parking before you land ... and forme,it paid off twice: first at WisemanAviation in Flagstaff, Ariz. where mylong-time friend, Orville, runs a greatshop – one of many he has now. He’struly a prince. Mention my name andthen go have a breakfast burrito in the ter-minal building.

The ladies at Cutter spoil me withlots of goodies, and I can’t thank themenough. I tried to bring them back withme ... but you know how that is? Kissesto Kerrie, Chantel, and all the otherladies!

Seriously, two drinks, one great icecream treat, and a great new hat! Plus ...never mind, that’s none of your business.I will show you the hat when I see you.They run a class act, and I can’t wait toget back there, which should happen in a

few days.By the way, they have pilot sleeping

rooms and a lot of other pleasures just forpilots.

It’s always the best FBO whetherflying east or west and so we stayed therefor the night.

Okay, so they took us to the wronghotel, but what the heck, that was theironly mistake. All’s well that ends well,and it ended well. Morning came earlyand we had a long way to go still, so welit the fire, kicked a few tires, and off wewent to Dallas.

From there, I began to list all theneeded things I forgot to pack. I’ll savethat for later, but I will complete the listfor you in a later edition.

The trip was great ... my family wasthrilled to see me. We ate really well andwere sorry we only had a week to play.

Now begins the schedule ... veryweather dependent, but what the hell, wewere invisible. First experience with non-stop thunder and lightening and wow!What a change from the SF BayArea!

We had people to see, places to go,faces to kiss, and it got better from there.So, we started planning for the next trip.Yes, I know, we do have to fly home, butthat was a week away.

We live in a wonderful world, andwe’re all different ... that’s what makesthis so much fun ... the only element thatseems the same is in the aviation commu-nity... In that area, we are all the same.Hardly any changes, and that’s whatkeeps us safe, or safer if you prefer.

Next thing I know, I’m re-packingfor the trip home – not as challenging butjust as tedious. And what to wear for theflight home? Dammed if I know, loose,clean, and lots of pockets. I have to haveone for my camera, my phone, and chapstick ... I know there is more, but I’m notperfect.

Finally, and you’ve heard thisbefore, common sense ... it will take youa long way.

One more thing and really impor-tant...

We are seriously moving forward oneliminating the “ Third Class” Medical,which means a truckload of wonderfulnew things for us. Aside from the moneywe’re going to save, we won’t have tomake appointments. We get to make ourown decision as to whether or not we canor should be flying,

Most of us are adults or have playedone on TV and we’d all need mental helpif we got into an airplane as a PIC if wewere not hitting on all our cylinders. Iknow, I know, some might, but they’d beflying on borrowed time.

Remember this ... if you’ve beendeclined before, you might not qualifyfor this long-awaited opportunity. MyMED expired while I was recouping inthe hospital, so I won’t apply for a newone ... I am hoping I won’t need one ...when you consider that I seldom fly alonethese days, my life won’t change much.

Keep your fingers crossed and if youpray ... well, let’s put it this way, if youdon’t this is a good time to start.

On Final...

Whew, rain, rain, and rain ... I foundit all in Texas. Okay California, look inTexas; that’s where it is. To all youfathers, I hope your day was special. Iknow mine was.

Until next time...

That’s Thirty!“ Over”

About the writer: Larry Shapiro is an air-craft broker, aviation humorist and full-time grandfather of three.He’d love to have you share yourthoughts and ideas for future arti-cles.Palo Alto Airport Office: 650/424-1801 or [email protected]


Larry Shapiro

W h a t’ s U p ! ?

Sell Your Airplane fast with an In Flight USA Classified Ad.Turn to Page 48 for details.

HERE I GO AGAIN . . .(OR how about a title like: “My trip for Father’s Day”)



$24,900


N5401W – Only 1935 TTSN! 220 SMOH! NDH! April Annual, KX-170B Nav/Com, KT-76A Transponder, Excellent paint! Call Maryat 920-386-2402.

2006 CIRRUS SR22 GTS

N128BV – 2150 TTSN, 550 SMOH, January 2015 Annual,SkyWatch, WX-500 stormscope, TKS, EMAX, CMAX, eTAWS andXM WX Datalink, Tanis engine/floor heaters and more!

1978 PIPER NAVAJO C

N510CC – 45 SFRM! 45 SPOH! Dual 530Ws! MFD, Century IVAutopilot, RDR-150, and XM Weather! Chart view. Excellent inand out! 9135 TT, August annual.

$249,500

1979 PIPER ARROW IV

N705WH – Only 4160 TT, 340 SMOH, February Annual, GarminGNS 430! Autocontrol IIIB Coupled Autopilot, Good Glass & GoodPaint!

$75,900

1977 CESSNA 414

N126BT – 3500 TT, 912/874 SMOH, 367 SPOH, Februaryannual, KX-165, KX-155, Argus 5000, Trimble 2000, 696 WX,VGs.

BLOWOUT PRICE! MUST GO! $119,000!

$29,500A great plane for only $239,000!

N4359X – 4465 TT, 2045 SMOH, Fresh annual! Recent interior,IFR with a Stormscope! KX-155, Aera 560 GPS with XM Weather!Great time-builder/IFR trainer!

1981 PIPER SENECA III

$184,500

1979 CESSNA 310R

N2638Y – October Annual, 9485 TT, 1140 SMOH, 1040SPOH/175 SNEW, rare 203-gal fuel, Garmin 430W, HSI, colorradar, boots and hot props, hangared in Midwest.

Reduced to $104,500!

Serving the General AviationCommunity Since 1981

N8407R – 90 SFRM & 90 SPOH, 135-ready! Known ice! GNS-530,GNS-430, GDL-69 Satell i te Weather, WX-500, KFC-200Autopilot/Flight Director! More!

Corporate Headquarters • Watertown Municipal Airport • 1741 River Drive • Watertown, Wisconsin 53094 • (920) 261-4567e-mail: [email protected] website: WisconsinAviation.com

OODIESADGETSANDAND

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.

GOPRO FRAME MOUNT

The Frame is the smallest, lightest way to mount yourGoPro, and enables ultra-compact, low profile mounting.The open design delivers optimal audio capture during low-speed activities, plus access to the camera's microSD, MicroHDMI and USB ports for easy data offload, live-feed videoand charging.An extendable support arm allows you to con-veniently attach an LCD Touch BacPac or Battery BacPac(sold separately), and holds the BacPac securely in placewhile shooting. The integrated latch makes removing your

GoPro from The Frame quick and easy. Includes a glass Protective Lens to help guardthe camera lens from scratches, dirt, and debris.

• Smallest, lightest way to mount your GoPro• Minimalist design for compact, low-profile mounting• Enables optimal audio capture during low-speed activities• Allows full-time access to all camera ports for convenient data offload, live-feedvideo and charging• Integrated latch makes removing the camera quick and easy• Extendable support arm allows you to easily attach an LCDTouch BacPac or BatteryBacPac (sold separately)• Includes a glass Protective Lens to help guard the camera lens from dirt, dust andscratches

GOPRO HELMET FRONT MOUNT

Mount your GoPro to the front of your helmet ina headlamp-like position. Capture forward-facingfootage, or adjust the extendable arm so the cam-era is facing you for self-portrait videos and pho-tos. The mount can be removed by heating theadhesive bond with a hair dryer then peeling offmount.

• Mounts to the front of most helmets• Capture forward-facing footage or self-portraitphotos and videos• Can be removed by applying heat to adhesivebond• Warranty: 1 Year

Learn more about these and other GoPro productsat www.gopro.com or visit Aircraft Spruce at www.aircraftspruce.com

*Note: GoPro products can only be shipped within the USA. Cannot ship internationally.


DIVORCE – PATERNITYMEN’S RIGHTS

If you are Involved in a Divorce or Paternity Case...

...you Should Know That:

1. You may have an excellent chance of obtaining child custody;

2. It’s your child...she doesn’t own it;

3. There are numerous legal methods of avoiding alimony;

4. There are numerous legal methods of avoiding loss of your property;

5. If properly represented, you won’t be “taken to the cleaners”,

6. Courts can be legally required not to favor the woman;

7. You can fight against false charges of child abuse or spousal abuse.

8. You can emerge from a divorce emotionally and financially sound;

9. Men do have rights!

10. California cases only.

Contact: Lawyers For Men’s Rights213-384-8886

or visit us at www.mensrightslawyers.comLAW OFFICES OF STUART J. FABER

Amelia Earhart, see what you start-ed? The week of June 19 (and on the 87thanniversary of the dayAmerica’s aviatrixbecame the first woman to cross theAtlantic in flight) two young grads fromLeTourneau University – one of thenation’s top aviation schools – competedin the all-female Air Race Classic.

June 22 through 25, in the 39thannual “Air Race Classic” (Fredericks-burg, Va. to Fairhope,Ala.), Jovita Perez-Segovia and Rebecca Davidson flew2,400 miles – continuing the all-femalerace tradition founded in 1929 by Earhartand 19 other pilots. The Air RaceClassic’s forerunner, The First Women’sAir Derby, originally flew from SantaMonica, Calif. to Cleveland, Ohio. Nowthe Indy 500 of women’s air racing, theAir Race Classic draws pilots ages 17 to90. From wide and varied backgrounds,and in teams of two or more, they fly“VFR” (virtual routing and forwarding),daylight only, with four days to score aflyby at each enroute timing point. Eachplane travels in race form to determine itshandicap speed; each team wants actualground speeds as far as possible over thehandicap speed.

Track Jovita and Rebecca’sRace Progress in Real Time

“The FAA says six percent of pilotsare women, and we aim to improve that,”Fred Ritchey, dean of LETU’s School ofAeronautical Sciences said. “Youngpilots like Jovita and Rebecca – womenwith vision and purpose – inspire moreyoung women to believe for themselvesthat the sky’s the limit.” (Or as Perez-Segovia says, “The sky is not the limit.The sky is home.”)

In the way their hero lifted notionsof “girls’work,” Jovita and Rebeccawantto end limitations for other youngwomen. In the air and in life, Davidsonsays, “nothing is out of reach.”

For more information on the AirRace Classic, visit: AirRaceClassic.org

About the Pilots

Jovita Perez-Segovia of Mission,Tex. is a Dec. 2014 graduate of LETU’sSchool of Aviation – a school and majorshe locked in on while still in highschool. The deal closer was her on-cam-pus Aviation Preview. Jovita likedLeTourneau’s small, family-feel, person-al campus. She liked the faculty-studentrapport. She liked the idea of attending acollege that would also build her faith.Currently an enrollment officer atLETU’s School of Aviation, Jovita justknows whatever she does she’ll fly.Airlines, corporate or military – God willopen the right doors. The sky is not thelimit, Jovita says; the sky is home.

Rebecca Davidson, a May 2015graduate of LETU’s School of Aviation,grew up overseas as an Air Force brat.From Panama to New Mexico to Italy –her constant was the airplanes around her.By the time her family settled in NorthTexas, just before her freshman year inhigh school, Rebecca saw her future inaviation. She earned her A&P mechaniccertificate and her commercial single andmultiengine pilot certificate both throughLETU. Currently she’s completing herflight instructor certificate and is an air-craft dispatch coordinator for the LETUSchool ofAviation. On theweekends, sheworks at East Texas Skydive. Whatwould she like to tell other young avia-tors? She’d like to tell them that nothingis out of reach.

TWO TEXAS FEMALE PILOTS RACEACROSS U.S.

TO HONOR AMELIA EARHARTAnd to Inspire More Young Women

From left to right: Jovita Perez-Segovia,LeTourneau President Dale Lunsfordand Rebecca Davidson.

Subscribe to In Flight USA today for home deliveryof your source for aviation news,

information and features, call (650) 358-9908


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Cessna Aircraft Company, a sub-sidiary of TextronAviation Inc., a TextronInc. company, will debut a newly config-ured Cessna Grand Caravan EX demon-strator at this week’s Paris Airshow. Theaircraft features a variety of special mis-sion applications, such as a surveillanceconsole and amedical stretcher, as well asa variety of cabin and seating configura-tions, including newly designed light-weight production seats in a half clubconfiguration and a stowable utility seat.

“With a high percentage of ourCaravan sales going into special missionroles around the world, this platform hasproven to be a truly versatile multi-tasker,” said Dan Keady, vice president,Special Missions. “Having a fullyequipped special missions GrandCaravan EX demonstrator in the marketallows our customers to experience first-hand the extensive range of capabilitiesavailable on this platform.”

The Grand Caravan EX is particular-ly well suited for a wide array of opera-tions due to its spacious cabin, high use-ful load of more than 3,500 lbs. (1,588kg), large cargo door and the ability tooperate from short, unimproved surfaces.These aircraft have proven to be success-ful in a variety of special mission applica-tions, including aerial survey, air ambu-lance, paratrooper, amphibious opera-tions, surveillance, training, and utili-ty/transport. The Grand Caravan EX canalso be manufactured with structural pro-visions for two hard points on each wing,allowing the aircraft to be configured formissions that require armament.

The demonstrator aircraft is makingits global debut through the year withappearances scheduled in Europe, the

Caribbean, Latin America, Middle East,Africa, and Asia Pacific.

About the Grand Caravan EX

Companies and individuals aroundthe world count on the dependable andversatile Grand Caravan EX for itsexceptional and efficient performance.The powerful 867shp power plant offersimproved climb rates and cruise speedsand increased performance in demandinghot and high environments and floatplaneoperations.

Segment Leadership

This year, Cessna celebrates 30 yearsof the Cessna Caravan and expects todeliver its 2,500th aircraft in the comingmonths. The fleet, which is now certifiedin 100 countries, has amassed more than13 million flight hours since the aircraftwas introduced in 1985. Caravans fulfillroles for multiple missions, ranging fromflight training to recreation, commuterairlines to VIP transport, cargo carriers tohumanitarian missions. For more infor-mation about the various Caravan aircraftand their capabilities, go toCessna.txtav.com/Caravan.

Special Mission Offering

Textron Aviation offers the largestproposition of special mission platforms inthe industry, with the entire product rangeof Beechcraft and Cessna products avail-able in special mission configurations.From piston-engine aircraft to the largestCitation jets, all current production aircraftfit numerous mission profiles.

CESSNA GRAND CARAVAN EXSPECIAL MISSION DEMONSTRATOR

MAKES PARIS DEBUT

(Cessna Aircraft)


WWW.BRISTELLAIRCRAFT.COM

WIDER THAN A CIRRUSFASTER THAN A SKYHAWK

A great aircraft combined with GPAsafety training make an outstanding combination.

Lou Mancuso • 516-658-1847 • www.thelandingdoctor.com

See us at AirVenture Booths 268 & 269

Golden West Regional Fly-in 2015NEW DATE: October 17 • 9 a.m. to 3 p.m.

at Yuba County Airport (MYV),Olivehurst,California

Take a step““Back to the Future” and capture the old fashioned fun of a home town fly-in. This one

day event features great food, education, hangar flying and an experience geared towards intro-

ducing new generations to the fun side of aviation. The traditional Golden West airshow is being

replaced by a fun-filled day of visitor participation in a number of fun flying events.

Pancake Breakfast • Forums • Aircraft Displays • RC aircraft

New Drone Zone • Exhibits • The KidQwest Hangar (aviation-related hands

on activities for kids of all ages) • Young Eagles Flights for kids ages 8-17

4th Annual EAA Chapter vs Chapter Aircraft Competition

www.goldenwestflyin.org

2011 Lancair ES-P 1979 Beechcraft C23 Sundowner

14,588 TTAF. Fully Paid on JSSI. Both Engines LastOverhauled 1997. N767WF, recently upgradedbeautiful interior, completely redone and powdercoated instrument panel, avionics upgrade with -42engines fully paid on JSSI......................$1,100,000

4061 TTAF. 908 SFRM. nice, clean, Montana andCalifornia owners since new - no corrosion. 908hours on a factory remanufactured engine, no struc-tural damage history, priced to sell. Current ownersince 1998, health issues forcing sale.........$69,900

4179 TTAF. 172 SMOH. Clean, nice cosmetics, su-perb maintenance, low time engine overhaul by PennYan. Neat little well maintained run-around airplane,trainer or time builder, with an engine that will offeryears and years of trouble free service........$49,900

230 TTAF. 230 SNEW. Cruise at speed and style at235 KTAS and 25,000´ in absolute comfort. Elegantand clean design, fully IFR capable, highly capablepressurized airframe, state of the art avionics and in-strumentation. ...........................................$229,000

NEW OFFICE IN SAN CARLOS NOW OPEN!Steve Feldman • Sales Manager

(650) 394-7610 • [email protected] Carlos Airport • 795 Skyway Road • San Carlos, California 94070

www.airplanesusa.com

1966 Beechcraft V35 Bonanza1977 Beechcraft King Air 200

PiperAircraft is proud to announce acollaboration with the legendary watch-maker, RaymondWeil, with the introduc-tion of their first-ever pilot watch, thefreelancer Piper.

“We are honored to collaborate withanother esteemed manufacturer,” saidSimon Caldecott, President and CEO ofPiper Aircraft. “ Raymond Weil wasfounded on principles similar to our own:passion for the trade, quality of the mer-chandise, and vision for the future. LikeRaymond Weil, Piper is committed toprecision and performance in the deliveryof a distinctive product.”

The 45mm inaugural pilot watch ismade of titanium and stainless steel, fea-turing a mechanical self-winding chrono-graph movement with date and GMTfunctions. The minute and hour hands arecrafted in blue, mimicking the rotor bladesof an aircraft, while the red GMT handreferences a compass. Each feature of thefreelancer Piper was inspired by a passionfor aviation, including the small secondssub-dial that reflects an attitude indicator,as well as the openwork black leatherstrap of the timepiece.Aviation and watchenthusiasts alike will appreciate the free-lancer’s tachometric bezel, 100-meterwater resistance, and 46-hour powerreserve. Each freelancer Piper watch willbe offered in a special box, which willinclude a model of a Raymond Weil –branded Piper M500Aircraft.

“We are thrilled to be partneringwithbest-in-class manufacturer, Piper Aircraft,Inc. on our first-ever pilot watch.Raymond Weil was not only a visionary

and daring entrepreneur but also a pas-sionate pilot and the proud owner of aPiper plane,” said Elie Bernheim, CEO ofRaymondWeil. “ The freelancer Piper is afitting homage to my grandfather and theinvaluable heritage he left us. I am sure hewould be immensely proud of this newintroduction.”

Bearing the name of its originalfounder, the company was established in1976. Raymond Weil’s life and careerwere defined by visionary and independ-ent thinking. Progressive in business,Raymond Weil demonstrated dedicationand determination in career and pastimeshe pursued. An enthusiastic pilot, Weilreveled mountainous flights in his Piperplane during his travels in Switzerland.The freelancer Piper pays tribute to hispassions, emphasizing both his admira-tion for aviation and appreciation for thespectacular Swiss Alps.

About RaymondWeil

Founded in Geneva in 1976,Raymond Weil is one of the last remain-ing Swiss independent family-owned andfamily-operated watch making compa-nies. Based in Geneva, home ofSwitzerland’s most prestigious watch-makers and of the industry’s topmostexpertise in component and material sup-ply, the Brand enjoys a unique position inthe exclusive world of luxury with a col-lection of refined timepieces that embodyan elegant and contemporary blend ofelements inspiring emotions with bothcustomers and partners.

PIPER AIRCRAFT AND RAYMONDWEIL ANNOUNCE

THE FREELANCER PIPER

As part of Embry-Riddle’s commit-ment to continuing professional educa-tion and lifelong learning, the universityis hosting a variety of aviation-focusedshort courses and seminars taught by avi-ation industry subject-matter expertsfrom Embry-Riddle’s Daytona Beach,Fla., and Prescott, Ariz., campuses andthe Worldwide Campus.

These industry-focused courses aredesigned for aviation professionals

involved in the operation, management,and supervision of aerospace organiza-tions. The staff at Embry-RiddleProfessional Programs can also createspecialized programs to offer on-site,customized education and training in avariety of aviation, safety, and investiga-tion subjects.

For registration and a complete listof course offerings, visitwww.proed.erau.edu.

EMBRY-RIDDLE OFFERS SHORTCOURSES IN AVIATION SAFETY,

ACCIDENT INVESTIGATION AND MORE

Several years ago, I traveled to theValencia region of Spain. The city isa glittering blend of modern and tra-

ditional architecture. Dramatic, ultra-mod-ern bridges, which soar from the ground,serve as a backdrop to colorful, centuries-old buildings. Spanish cuisine is also ablend of modern and traditional.Contemporary Spanish cuisine is a bit toofussy for my tastes, so I selected the moretraditional restaurants.We visited an estab-lishment, which is revered as the birth-place of paella. We gathered on the patioand joined in to make some incrediblepaella. The locally grown rice was slowlycooked on wood-fired grills and servedwith chicken, rabbit, mussels, and clams.

I returned home with my newly pur-chased paella pan, a supply of genuineSpanish Bomba rice, and some ridiculouslyexpensive saffron. I fired up my grill, invit-ed some folks over to the house, and stagedmy first annual paella festival. My guestsraved joyfully at the inaugural festival andhave stood at the doorstep each year there-after. My paella is authentic (well, almostauthentic). I generally use chicken, assortedshellfish, cut ears of corn, and sometimes,baby back ribs. I prepare a few tapas forappetizers. Soon thereafter, I place the hugepaella pan on a table and invite folks to digin and fill their plates. Everyone comes backfor seconds, many for thirds. By the end ofthe evening, the pan is licked clean.

I love to share this recipe. The dish issomewhat labor intensive, but the reso-nant flavors of the offering and thedelight of the guests are well worth theeffort. You can purchase a good stainlesssteel pan (don't settle for other than stain-less), online. Bomba, or other short grainrice, is available in some specialty storesor online as well. You could substituteArborio rice, which is used for risotto.

Tapas

I mentioned to a Central Americanfriend that I planned to make some tapas.“What are tapas?” I was thunderstruck. Itdid not occur to me that tapas, Spanishappetizers, are relatively unknown to theLatin Americans. Try these:

Mushrooms Stuffed with BreadCrumbs and Parmesan

12 large brownmushrooms-cut off stems,chop and reserve

3 tablespoons butter4 garlic cloves, minced1 1/2 cups fresh bread crumbs-use about2 slices of stale white bread1/4 cup chopped mushroom stems1 1/2 teaspoons oregano5 tablespoons finely grated Parmesancheese2 tablespoons chopped Italian parsley

Preheat oven to 350 degrees. With aspoon, carefully scoop out the insides ofthe mushrooms. Lightly coat each mush-room with olive oil.

Place a large skillet over mediumheat. Melt the butter.Add garlic and sautéone minute. Do not allow it to brown.Add the breadcrumbs, mushroom stems,oregano, parsley, kosher salt, and freshlyground black pepper to taste. Mix welluntil the crumbs are coated and goldenbrown – about two minutes. Mix in thecheese. Cool slightly.

Spoon the mixture into the mush-rooms and pack down firmly. Place themushrooms in a shallow baking dish.Bake for about 20 minutes.

Stuffed Baby Bell Peppers

These little guys are fabulous. Mostmarkets have packages of the baby bellpeppers.12 baby bell peppers1 1/2 cups chopped spinach and choppedbutter lettuce or argula1/2 cup chopped Italian parsley1tablespoon capers1 small can flat anchovies, oil drained5-6 tablespoons balsamic vinegarKosher salt and freshly ground black pepper

Preheat oven to 325 degrees. Cut thetops off of the bell peppers, then scrapeout the insides with a small spoon. Standthe peppers, cut side up, in a baking dish.Drizzle with olive oil. Bake for 45 min-utes or until tender. Cool completely.

Chop the vegetables, capers, andanchovies. Carefully drizzle the vinegarand mix everything well. Add justenough to moisten everything. Seasonwith salt and pepper. Stuff each pepperand serve. You could also stuff thesebabies with chopped olive combinations.

AlmostAuthentic Valencia

At first glance, this recipe may lookcomplicated and time consuming, but it isnot. The secret to this extraordinary pael-la is: (1) to make your own stocks, if pos-sible, (2) don’t use short-cuts, (3) use top-notch ingredients, (4) plan each step, and(5) have the entire array of ingredientsready at your fingertips during each seg-ment and before final assemblage.

I have designed this recipe to be per-formed in steps that will enable you toprepare some components while othersare being cooked. Not only will you savetime, you will be rewarded, with a picturethat could grace the cover of any culinarymagazine and a gastronomic masterpiecethat will burst with a symphony of flavorsand textures. Believe me, from start tofinish, especially if you follow the timesequence, the entire process will take nomore than two hours.

The recipe, which calls for an 18-inch paella pan, will serve eight gener-ously. You can reduce the ingredients byabout one-third, cook them in a 15-inchpan, and serve four.

Step 1. Mise en place: It’s a goodidea to cut all of the vegetables at onetime. Then, place each prepared veg-etable in a separate vessel for their forth-coming usage. Read the entire recipe,then prepare and place other items foreach particular step with the choppedvegetables for that step.

Sofrito

1 red onion, chopped4 cloves garlic, minced2 tablespoons flat-leaf parsley, chopped2 teaspoons Spanish paprika-or sweetpaprika2 ripe tomatoes chopped or grated (I usea 14-ounce1 can of San Marzano wholetomatoes instead.)

Trinity

This is the foundation formany great


Stuart J. Faberand Aunt Bea

Flying With Faber

A FESTIVAL WITH AUTHENTIC SPANISH PAELLA


Almost authentic Spanish Paella (Stuart J. Faber)

A peck of baby stuffed peppers.(Stuart J . Faber)

Stuffed mushroom tapas.(Stuart J . Faber)

savory dishes from braised short ribs tojambalaya. This version is more than atrinity because I have added garlic, plusone red pepper for color. It's also called“mirepoix.”1 yellow onion, medium chopped1 green bell pepper and 1 red bell pepper,medium chopped1 stalk of celery, medium chopped

4 cloves garlic, chopped

Other Items thatYouWill Need1 whole chicken, cut up1 1/2 pound raws shrimp with shells. Iprefer 12-15 per pound size1 dozen mussels and ½ dozen clams-orany combination4 lobster tails cut in half1 sausage; chorizo, andoullie or mild

Italian, cut into ½ inch slices3 ears of corn, each cut into 3 pieces andpar boiled1 pinch saffron2 sprigs fresh rosemary and 1 sprig freshthyme, tied with a stringCoarse salt, oregano, freshly groundblack pepper2 or 3 cups short grain Spanish rice.Bomba rice is the best. In a pinch, you

could substitute long grain rice orArborio rice.1 handful of chopped flat-leaf parsley1 bunch of scallions, chopped½ cup fresh or frozen green peas

Step 2.Make the sofrito and the trin-ity: The sofrito and the trinity are themother’s milk of authentic paella.

If you are using canned whole toma-toes, crush and break them up with yourhands. If you are using fresh tomatoes,remove skins and chop the tomatoes.Heat two tablespoons of extra virginolive oil over medium heat in a separateskillet. Or, you can use the paella pan andwash it after this step. I prefer to use aseparate skillet and reserve the sofrito inthe skillet until ready to add to the paellapan. Sauté the red onion and parsley untilthey become fragrant, about eight min-utes. After seven minutes, add the garlic.Add the tomatoes and their juice and twoteaspoons of sweet paprika (preferablySpanish paprika), and cook until all of theliquid from the tomatoes has almostevaporated and the sofrito has the consis-tency of jam. Set aside.

To make the trinity, use the sofritoskillet. Add two tablespoons of olive oiland sauté everything, except the garlicuntil translucent, about five minutes.Addthe garlic and sauté for 30 seconds more– don't allow the garlic to brown. Mix thesofrito and the trinity together and setaside.

Step 3. Cook the chicken: You cancook the chicken in the paella pan. Mypreference is to use a separate skillet onthe stovetop – if I have someone to washthe dishes.

If using the paella pan on an outdoorgrill, place it over medium high heat. Ifyou cook the paella over a stove burner,the diameter of the burner will be less thanthe diameter of the paella pan, and this willresult in an uneven distribution of heat.

For this step, you will need thechicken parts and the sausage. First, placeabout two tablespoons of extra virginolive oil in the pan. Heat the oil, and thenadd the chicken and sausage in a singlelayer. Occasionally, turn the chicken andcook until all sides are golden brown.After about five minutes, sprinkle thechicken with a light layer of pepper andcoarse salt. It will take about 15 minutesto brown the chicken. I prefer to cook thechicken until it is ready-to-eat done –about 40 minutes more. Remove thesausage when fully cooked.

As an alternative, you can finishcooking the chicken after you add the riceand stock, however, the rice may becomecompletely cooked before the chicken is


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done. When chicken is cooked, eitherpartially or completely (your choice),remove and reserve.

Step 4. Prepare the mussels andclams:While the chicken is cooking, youcan prepare the mussels and clams. In a12-inch skillet, place enough water tocome up the sides about an inch. Addabout half a cup of dry white wine andtwo tablespoons of butter. Add the mus-sels and clams. You could also par-boilthe lobster tails, shrimp, and crab legs inthis pan. Cover and simmer over low heatuntil the clams and mussels open. Themethod produces a modified court bouil-lon. When the clams and mussels aredone, transfer them to a bowl. Also,remove lobster, shrimp, and crab. Strainthe juice and reserve. Discard the shrimpshells. This juice (court bouillon) will beadded to the chicken stock and will yieldextra flavor.

Step 5. Cook the shrimp, lobster,and crab: I prefer cooking the shellfish bysautéing in a separate skillet. This methodproduces a better flavor. Over mediumheat, add two tablespoons of butter andone tablespoon of olive oil. Cook theshrimp, lobster, and crab, turn occasion-ally until the shrimp are pink inside andform a light golden crust. Cook crab andlobster for about five minutes. Do notovercook. Remove and set aside.

Step 6. Build the paella: After cook-ing the chicken, add another tablespoonof oil if necessary. If just starting with thepaella pan, add two tablespoons of oliveoil. Add the trinity-sofrito mixture. Addthe rice and mix well until the grains areslightly coated with oil and thoroughlymixed with the sofrito-trinity. Keep stir-ring and cook the rice for about oneminute. Add the chicken stock and courtbouillon. The ratio of liquid to rice will beabout two cups of stock to one cup ofuncooked rice. The level of the liquidshould be about one inch above the top ofthe rice mixture. The stock will start tobubble and reach a light boil. The riceshould be completely cooked in about

15-20 minutes from this point. It is notnecessary to stir the rice. You can shakethe pan once or twice to distribute andlevel the rice. In the course of cooking therice, it may be necessary to add morestock. I generally add it in increments ofone half a cup.

As soon as the stock begins to bub-ble, crush the saffron threads to releasetheir flavor and stir them into the stockand rice. Saffron requires boiling liquidto blossom. Add the rosemary-thymebouquet garni. Remove after 10 minutes,or it could overpower the other flavors.Add the cooked chicken and sausage andtuck into the rice. After about five min-utes, add and stir in the chopped parsleyand the chopped scallions. Add salt andpepper to taste. But be careful. Many ofthe ingredients will release a substantialamount of salt.

Add the cooked lobster tails and tuckthem into the rice. Add the peas and stirthem into the rice. The rice is done whenslightly al dente and creamy. Allow therice to toast on the bottom for a few min-utes. The toasted rice is called “socarrat”and is prized in Spain. Be careful, howev-er, not to burn the rice. During the lastfew seconds, add the corn, shrimp, andcrab just to re-warm them. Check thethick part of a breast and thigh to makecertain that the chicken is cookedthrough. I check for 170 degrees F. withan instant thermometer.

Stir everything to fluff up the rice.Bring the pan to the table and place thechicken, sausage, clams, mussels,shrimp, corn, and crab legs around thetop of the rice. Move other ingredientsaround, mix the colors so that everythingis displayed and easy to self-serve. Take aphoto, then serve immediately. I guaran-tee that your guests will scream withdelight.

Notes: You can use many otheringredients such as artichoke hearts,green beans, olives, capers, calamari, rab-bit, ham, white fish, or pork ribs in thisrecipe. InValencia, the birthplace of pael-la, traditionalists use snails and duck.

Flying With FaberContinued from Page 30

Beechcraft Defense Company LLC,a Textron Inc. company, recentlyannounced at the Paris Airshow that itdelivered four Beechcraft T-6D militaryaircraft to the United States Army. Theseaircraft, which are part of the JointPrimary Aircraft Training Systems

(JPATS) program, will be stationed atRedstoneArsenal in Huntsville,Ala., andwill replace the Beechcraft T-34 aircraftcurrently in use at the facility.

“We are pleased that the U.S. Armyis joining the U.S. Air Force, U.S. Navy,

BEECHCRAFT DELIVERS FOUR T-6MILITARY TRAINING AIRCRAFT TO

UNITED STATES ARMY



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Santa Monica Municipal Airportfaces a fresh and potentially potent threat,with two members of Congress havingendorsed a seven-point plan to shutter theairport. They have called a July 8 meet-ing with FAA Associate Administratorfor Airports Eduardo Angeles to discussthe plan.

City officials and members of thecommunity who have waged a decades-long effort to shut down this historic andimportant Southern California relieverairport are expected to attend the meet-ing. AOPA has called on members in thedistricts of Reps. Karen Bass (D-Calif.)and Ted Lieu (D-Calif.) to join a letter-writing campaign organized by the SantaMonica Airport Association to ensurethat Bass and Lieu hear from their con-stituents who understand the airport’svalue and importance to the community,the region, and the nation.

Santa Monica Airport has survivedmany attempts to shut it down, mostrecently courtroom challenges and, afterthe legal effort was turned back by a

judge, a strategy of slow strangulationemployed by city officials. The airport’sopponents have not been swayed by stud-ies showing that the birthplace ofDouglas Aviation and the DC-3 supportsmore than 1,500 jobs and 175 businesses,with 250 based aircraft. The airport gen-erates $250 million in economic activityeach year and reduces congestion in theair and on the roads that would otherwiseincrease if traffic were to be divertedelsewhere in the busy Los Angeles area.

AOPA has joined in legal actionsand supported ballot initiatives seeking topreserve this airport, and remainsfocused on that important task. Membersliving in the 33rd and 37th CongressionalDistricts now have a role to play: speak-ing up and sharing their support of theairport with their elected officials.

Opponents hope to gather 1,000 let-ters from anti-airport advocates to send toBass and Lieu demanding the airport beshut down for good, and the aviationcommunity must see to it those messagesare balanced by facts, context, and theheartfelt support of Santa MonicaMunicipal Airport’s many allies.

FIGHT FOR SANTA MONICA SHIFTSCongress Enlisted by Airport Opponents

By ElizabethATennyson

Coast Guard Vice Adm. PeterNeffenger has been confirmed as the newhead of the Transportation SecurityAdministration (TSA). Neffenger, whohas served as Vice Commandant for theCoast Guard since May 2014, was con-firmed June 22 in an 81-to-1 Senate vote.

“We look forward to working withAdministrator Neffenger to ensure thatwe strike the right balance between secu-rity and freedom of movement for gener-al aviation,” said AOPA President MarkBaker. “His experience in using a risk-based approach to managing the securityof our waterways will be an asset as he

takes on the task of overseeing securityfor all modes of transportation.”

The TSAadministrator sets the strat-egy for security across all civilian modesof transportation, including general avia-tion. But the new administrator is unlike-ly to immediately turn his attention toGA. The TSA is once again under fire forsecurity lapses at commercial airports. Inrecent weeks, revelations that some TSAemployees were hired despite alleged tiesto terrorist groups along with the failureto detect simulated explosives and otherweapons during tests have raised ques-tions about the agency’s hiring practices,training, and equipment.

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Kitfox does it again, adding utilityand dramatically reducing take-off andlanding ground roll with a new, optionalwing. Once again, Kitfox answers the “ifonly” questions heard thousands of timesat EAAAirVenture every year. And whatis the “If Only” question? All of us whohave enjoyed the thrill of EAAAirVenture have kicked the tires of thecountless planes.Wewalk from vender tovender, looking for the ideal recreationalflying machine, but we always stop shortof plunking down our money with thewords like “if only it could take off andland shorter,” or “if only it cruised faster,”or “if only it cost less,” or …well … youfill in the blank. We all know the perfect“if only” plane exists, as we have seen itin that great magazine, PopularMechanics. You know, the flyingmachine that will take off and land verti-cally, cruises 200 mph with a full familyon board, needs no pilot’s license andcosts less than $40K. Of course, thatplane never seems to materialize, and wedreamers are left to wander the vastnessof AirVenture, looking for that plane thatwill do everything we want.

Well, wander over to the NorthAircraft Display area, show sites 634 and635, and take a look at what the folks atKitfox have come up with. According toJohn McBean, President of Kitfox LLC,located in Homedale, Idaho, “The KitfoxS7 Super Sport kit and the ready-to-flySuper Sport LSA have always offered anincredible array of options and versatility,but we continued to hear requests for a ver-sion of the Kitfox that could literally flyfrom a large backyard or long driveway.

“With existing take-off and landingground rolls of around 300 feet, I havepersonally flown the Kitfox Sport in all

types of off-airport environments, rang-ing from beaches in the Bahamas to riversand bars in Alaska, but we continue toget requests for impossibly short take-offand landing distances.” This writer staysin touch with the kit plane and LSAindustry and just learned that Kitfox hascome up with yet another option for theirproven design. Recently developed andto be shown at EAAAirVenture this yearis a new wing that cuts take-off and land-ing ground roll by up to an incredible 50percent yet reduces the cruise speed byless than 15 percent, a fair price to pay forsuch performance.

One should also note that while anumber of kit and LSA aircraft boastfolding wings, the total width of theKitfox, including the span of the horizon-tal stabilizer, enables the Kitfox to bestored in a single car garage, a claim thatmany folding wing competitors cannotmake. This means home storage is actu-ally practical and even utility sheds cost-ing under $1,000 can serve as a homehangar.

This writer took a look at Kitfox’sclaim of being the “if only” plane andstarted working on amatrix, listing all theoptions and variations that were possible.With two wing choices (they are inter-changeable), six factory engine optionsthat include a true radial engine, fuelinjection and turbo charging, plus propoptions, multiple landing gear configura-tions, skis, straight and amphibiousfloats, tundra tires, and a host of interiorand avionics configurations, I stoppedwhen I hit more than 100 variations.Cruise speeds can range from 100mph towell over 140 mph with useful loadsranging from 550 lbs. to nearly 800 lbs.

KITFOX, ANSWERS THE“IF ONLY” QUESTION

Kitfox announces new, optional, super STOL wing, cutting ground rolls in half and low-ering landing speeds to 30 mph. (Kitfox Aircraft)


EAA AirVenture OshKosh Review July 28 – August 3


The Goodyear Tire & RubberCompany’s newest airship, WingfootOne, will continue a long tradition ofOshkosh Goodyear appearances with itsinaugural visit to EAA AirVentureOshkosh 2015, the 63rd annual Experi-mental Aircraft Association fly-in, atWittman Regional Airport in Oshkosh.

Wingfoot One is the first ofGoodyear’s new generation of semi-rigidairships. First flown in spring 2014, theairship was manufactured by Germany’sZLT Zeppelin Luftschifftechnik andassembled by a team of Zeppelin andGoodyear engineers. It represents the firstmajor structural change of a Goodyearairship in nearly 70 years.

The new airship features advancedon-board avionics and flight control sys-tems with the capability to travel at fasterspeeds and hover in place. The spaciouspassenger gondola will provide anenhanced in-flight experience withsweeping, panoramic windows.

Wingfoot One is scheduled to arrive inOshkosh on Tuesday, July 21, and will beon display and fly at the event throughSunday, July 26. EAAAirVenture Oshkosh2015 attendees will have the opportunity tosee Wingfoot One perform in various airshows and meet theWingfoot One pilots ata variety of events ranging from autographsessions to forum presentations.

“The excitement we have forGoodyear’s return to Oshkosh is not onlythe unmatched sight of one of its iconicairships over our event, but as aviationpeople, we have a true curiosity regard-ing its background and construction,”said Rick Larsen, EAA’s vice president ofcommunities and member programs,who coordinates EAA AirVenture fea-tures and attractions. “Goodyear has beenan important AirVenture exhibitor formany years and we are thrilled that it isbringing Wingfoot One to next month’sevent as a pinnacle of lighter-than-airinnovation and technology. We are hon-

ored that it will grace the sky above EAAAirVenture Oshkosh 2015.”

The Wingfoot One appearance con-tinues a more than 40-year tradition ofGoodyear airship appearances at the pop-ular event. The first Goodyear blimpappearance at the EAA fly-in was in1971, when the airship America came toOshkosh. Several generations ofGoodyear airships have flown to andover EAA fly-ins since then.

Goodyear will continue its participa-tion as an EAA AirVenture exhibitor in2015 – this year as part of the GoulianAerosports booth (No. 488). In addition,there will be a special Goodyear store thisyear where EAA AirVenture attendeescan purchase Goodyear airship merchan-dise at Booth No. 2131.

“As EAAAirVenture Oshkosh is theworld’s most unique gathering of flight,it’s only fitting that Goodyear’s newest air-ship will participate,” said Pierre Jambon,vice president, Off-Highway Tires,

Goodyear. “Goodyear Aviation has beenan aviation tire industry leader for morethan 100 years, and a proud AirVentureparticipant for many years. The presenceof Wingfoot One extends our tradition ofparticipation at Oshkosh.We are excited tohelp sponsor this great event.”

Goodyear will introduce two addi-tional semi-rigid airships to the skies overthe next two years as it phases out its tworemaining GZ-20 models based inPompano Beach, Fla., and Carson, Calif.

Goodyear’s aerial coverage of mar-quee events in 2015 has already includedthe NBA Finals, college football’s BCSChampionship, the Kentucky Derby, theU.S. Open golf tournament, and the NHLStanley Cup playoffs.

NEW GOODYEAR AIRSHIP WINGFOOT ONE TO MAKE FIRSTOSHKOSH APPEARANCE

Ford Motor Company is once againsupporting the Experimental AircraftAssociation’s youth aviation programs byunveiling and donating for auction a one-of-a-kind Mustang on July 23 during theEAAAirVenture Oshkosh fly-in.

The Apollo Edition Mustang is aspecially designed and built 2015 FordMustang that is the premier item avail-able during the live auction at EAA’sGathering of Eagles gala, which supportsthe organization’s year-round youth avia-tion programs. Ford is the exclusive auto-mobile sponsor of EAA and EAAAirVenture Oshkosh, the annual eventthat is July 20-26 at Wittman RegionalAirport in Oshkosh. The event draws

10,000 aircraft and an attendance of500,000 to Oshkosh each year.

“Ford has helped EAA buildunmatched pathways for young people todiscover the world of flight through itssupport of the Gathering of Eagles, ouryouth programs, and AirVenture,” saidJack Pelton, EAA chairman of the board.“With its eighth Mustang donationinspired by aviation, Ford continues toexcite with its specialty vehicles, whichreflects the depth of Ford’s commitmentto EAA, its members, and the future offlight.”

The unique Mustang to be auctionedat Oshkosh draws its design cues fromNASA’s Apollo program that successful-

ly sent and returned men to the moon.Ford Design Manager, MelvinBetancourt, led the design and engineer-ing teams that developed this unique car.

“The Ford Apollo Edition Mustangsalutes man’s greatest technologicalachievement, with the ingenuity, preci-sion, and power that defined the spirit ofAmerican innovation,” said Edsel B.Ford II, a member of the Ford Board ofDirectors. “Inspired by the Apollo pro-gram, Ford Motor Company committeditself to including exhilarating power,cutting-edge technology, and extraordi-nary craftsmanship in this automobile,which will support the next generation ofpilots in EAA’s aviation education pro-

grams for young people.”To participate in the auction for this

unique Ford Mustang, candidates mayprequalify by contacting the EAA devel-opment office at 800/236-1025 [email protected].

EAA’s Gathering of Eagles is heldannually at the EAA AirVentureMuseum, drawing more than 1,000 avia-tion enthusiasts who support the aviators,engineers, and flight professionals oftomorrow. The event has drawn such per-sonalities as actors, Harrison Ford, JohnTravolta and Morgan Freeman, sportsluminaries, Arnold Palmer and JackRoush, and aviation legends such asastronauts, Jim Lovell and Gene Cernan.

ONE-OF-A-KIND FORD APOLLO EDITION MUSTANG TO SUPPORT EAAYOUNG EAGLES PROGRAM AT OSHKOSH

Car to be Auctioned on July 23 at EAAAirVenture Oshkosh’s Gathering of Eagles

Five EAAchapters have been selectedto receive sets of project Give Flight wingsbuilt by volunteers and attendees at EAAAirVenture Oshkosh 2015. The wing setswill serve as the start of chapter buildingprojects resulting in completed airplanes.

The Give Flight project challengesconvention attendees to build to comple-tion five sets of wings in one week, a fol-

low up to last year’s successful OneWeek Wonder project where attendees

built an entire airplane during the seven-day event. The project is made possible

by the generous donation of wing kitsfrom three leading kit manufacturers,Sonex Aircraft LLC, Van’s Aircraft, andZenith Aircraft Company. AircraftSpruce and Specialty will also supportthe Give Flight project by donating manyof the tools needed.

Wings will be built at the project site

CHAPTERS SELECTED FOR EAA GIVE FLIGHT PROJECTChapter Wings461-Bolingbrook, Illinois Zenith CH750 Cruzer245-Ottawa, Ontario, Canada Zenith CH750 Cruzer84-Snohomish, Washington Zenith CH65027-Meriden, Connecticut RV-12555-Las Cruces, New Mexico Sonex Waiex



There are few areas in America thatcan rival the beauty and grandeur ofNorthern Idaho. Idaho is well known forits national wildlife areas, forest, and spec-tacular mountains with secluded valleysavailable only from the air, serviced byclassic backwoods airports. Regrettably,due to the national reserve status of muchof this beauty, home and land ownership inthis wonderland is difficult to secure. Butthat story has a new beginning.

Tomlinson/Sotheby’s InternationalRealty in San Point, Idaho, has recentlyannounced that River Dance Ranch, theultimate North Woods sanctuary, locatedjust eight miles from quaint Priest River,Idaho, and even closer to Priest RiverAirport (1S6) is now being listed for sale.Priest RiverAirport is a year-round facilitywith a 3,000 ft. runway, tie downs, and self-service fuel. While seemingly secluded inhigh mountains, the field elevation is a rea-sonable 2,200 ft. with clear approaches.The 25 acres of the River Dance Ranchoffers varying elevations, old growth andsecond growth forests, and usable pastures,all bordered with a 1,400-foot frontage onthe dramatic Priest River.

Shale ledges and deep water makefor safe jumping/diving, a celebratedfishing hole (teeming with fish) andwater conditions for swimming and pad-dle sports. Panoramic mountain views,frequent wildlife sightings and mind-blowing crimson river and sky sunsetscome as “standard equipment.”

The two-story craftsmen, two-bed-room log cabin has been heavily influ-enced by designer, Ralph Lauren, andartist, Thomas Kincade, featuring exqui-site blue-pine custom kitchen/bath cabi-nets, divided glass/metal clad windows,French Doors, wrap-around decks, andbalcony.Add to that, an upstairs office/denwith fantastic up-river views, and youhave the perfect pre-flight planning envi-ronment. A stoutly built step-system leadsto a 20’ x 20’ cantilevered “river deck”that can be used as a social center and/or

platform for tented “Idaho under-canvas”overnight guest accommodations.Outbuildings include a substantial stor-age/shop/carport and RV structure.

This exceptional 25-acre parcel hasbeen legally subdivided to provide moreoptions and offer greater flexibility forfuture planning. An under 20-minuteflight (C-172) from Priest River Airportto vacation destination, Coeur d’Alene,

or Spokane, and only a few minutes’drive to nearby towns including scenicSand Point makes River Dance Ranchtruly a “convenient seclusion.” With theprice now reduced to only $599,900,River Dance Ranch offers both living andincome opportunities. For more informa-tion, contact Carline Peterson at 208/290-5700 or [email protected]

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TTHHIISS IISS NNOOTT YYOOUURR AAVVEERRAAGGEE CCAAPPTTAAIINN SSPPEEAAKKIINNGG!!If you ever wanted to know what goes on behind the cockpit door and in the

heart and soul of the Pilot in Command of your life, you need to read this book!

Thoreau said, “The mass of men lead lives of quiet des-peration.”

Many aviators tend to transcend reality as we transcendgravity. In so doing, we often find ourselves living “lives ofquiet desperation.”

Bert Botta is an aviator who felt the pain of his own“quiet desperation” after four divorces, the gradual erosionof his 26-year flying career, and the total loss of an identityhe had spent his whole life so carefully constructing.

Fast Lane to Faith is his powerfully inspiring memoir. This book will “ground” you in a good way, as you follow

Bert through his life as the teenage builder of “the fastestcar in San Francisco” in the glory days of the Northern Cal-ifornia hot rod scene.

He then takes his need for speed into flying jets for TWAand then Netjets while he continues to attempt to outrunthe fear and insecurity that drives him every step of the way.

In a desperate search for his own identity as a man, hesets off on a round-the-world spiritual journey, sitting at thefeet of Indian gurus, and living with and exploring the se-crets of the Philippine faith healers.

He finally returns back home, having learned the les-sons that every man needs to know: how to know God andyour real purpose in life, how to love women – and be lovedby them – and how to truly know when you’ve achievedsuccess.

Not only will you travel with Bert on his journey of majortransformation, you will be able to apply these lessons di-rectly to your life, regardless of whether you fly airplanes ornot.

This is one man’s journey that will change the life ofevery man (and their women) who reads it.

Order a personally auto-graphed version of his book at:[email protected]

Or at his book’s website:

fastlanetofaith.comYou can buy the book in print

or ebook format at:www.Amazon.com

Bert is also a Professional Freelance Copywriter. He writes advertising copyfor aviation companies, individuals, FBOs and “anything aviation.”

His copywriting website is: http://www.bertbotta.comContact him for book signings, speaking engagements, or personal appearances

at: [email protected] or via cell at: 415/320-9811

located on EAA Square, at the intersec-tion of Celebration Way and KnappStreet Road on convention grounds in theheart of EAA AirVenture Oshkosh.Anyone is welcome to participate in theproject by pulling a rivet.

“The Give Flight project provides aplatform to talk up two of EAA’s coreofferings: homebuilding and chapters,”said Charlie Becker, EAA director ofchapters, communities, and homebuiltcommunity manager. “By encouragingattendees to come by and pull a rivet on awing that will eventually be a completedaircraft, we are hoping to open some eyesto the idea of building an aircraft. Sincethe wings are being given to five chap-ters, it will also be a great opportunity to

talk about joining your local chapter.”Once the wings are completed, each

chapter receiving them will be responsi-ble for raising the funds necessary tocomplete the aircraft.

“As for the chapters themselves, thisis going to launch them on a two-yearjourney to see if they can get the aircraftfinished, so it can be flown toAirVentureOshkosh 2017!” Becker said.

While EAAchapters are not allowedto operate aircraft, members are welcometo form independent flying clubs wherethey can let their new wings take flight.To find out more information about form-ing a flying club, download Establishinga Nonprofit Flying Club: EAA’s FlyingClub Manual.

EAA Give Flight ProjectContinued from Page 34

In fact, the full fuel payload of the S7Super Sport kit can equal or surpass thatof many Cessna 172 type aircraft.

A full firewall back kit price starts atonly $21,990 while the ready to fly SuperSport LSA goes out the door wellequipped for only $95,995, as much as$50,000 less than competing designs.Add to this a range of more than 700miles and service ceilings that can reachover 21,000 ft., and one has a very prac-tical cross country machine. For thoselooking for the higher gross weight of thekit version but wish to fly without a med-ical, start building, as new rules will soonbe passed, eliminating the need for a pri-vate pilot to hold a medical certificatewhen flying recreationally.

John McBean added an interestingnote, “Many manufacturers refer to theirproduct as uncompromising when itcomes to quality and function. “Without adoubt, we at Kitfox feel the same way, butin the world of recreational airplanes, thecustomer is expected to compromise. Ourintent at Kitfox LLC is to deliver anuncompromised airplane to an uncompro-mising customer.” There is a lot to look atwhen visiting EAA AirVenture, but besure to stop by the EAAAirVenture NorthAircraft Display 634 & 635 and take alook Kitfox. It will be time well spent.Visit www.kitfoxaircraft.com to learnmore about Kitfox LLC. Send emailinquiries to [email protected] orcall 208/337-5111 for additional informa-tion about the Kitfox line of aircraft.


Kitfox

and countries around the world in trustingthe T-6 to prepare and support their com-bat flying forces,” said Russ Bartlett, pres-ident, Beechcraft Defense Company.“This versatile platform comprised of fouraircraft will be used in a variety of trainingand mission support applications.”

Upon arrival in Huntsville, the fourT-6D aircraft will perform such missionsas: Operational Support Airlift, utility,training, chase, airspeed calibration sup-port, cloud physics research, and storescomponent research and qualification.

About the T-6D

The Beechcraft T-6D is a hybrid ofthe T-6B and T-6C trainers. It featuresnew standard avionics, featuring integrat-ed mission computers, up-front controlpanels, multi-function displays, and a

Heads-Up Display. The Army T-6D air-craft have a hard point wing to allow car-riage of up to six wing-mounted pylonsand two external fuel tanks.

Strength of the T-6 platform

The Beechcraft T-6 delivers world-class training capability and is ideally suit-ed for teaching the most basic introductoryflight training tasks through the more chal-lenging and complex advanced trainingmissions that could previously only beaccomplished in far more expensive jet air-craft. TheT-6 is being used inmore than 20countries around the world to train pilots,navigators, and weapons systems opera-tors. To date, Beechcraft has deliveredmore than 850 T-6 trainers, which haveamassedmore than 2.5million flight hours.

Web page: Find T-6 product infor-mation on our website.

Continued from Page 31Beechcraft T-6

Sowith the RV-9A in hand, it wastime to learn to fly her properly. I’dmade a few landings with the pre-

vious owner, and knew that I could landher safely, but that’s not nearly the sameas flying the plane well.

Some of the quirks had to do withkeeping the cylinder head temperatures atan acceptable level on climbout. A friendand I pulled the top cowling and found airleaks, fixing the easy ones at the front ofthe cowl. The engine still runs warm ontakeoff and climb, but at 110 knots or so,the CHTs stay below 400 (most of thetime) and the rate of climb is good, evenwith a fixed pitch prop. Even with the airleaks fixed, the engine air inlets are sizedfor cruise, so the high temperatures inclimb may just be a fact of life.

With that relatively high climbspeed, the RV-9A would not be good formixing it up with Cessna 152s and 172sin the pattern. You’d eat ‘em up in theclimb part of the traffic pattern.

The level off technique is like inother airplanes, only more so. In myCessna, I’d start easing the power off 100feet below the desired altitude, with theclimb speed being the same as the patternspeed, 90 MPH or 80 knots. In the RV-9A, pattern speed is 60 knots, way slowbecause the plane doesn’t go down andslow down very well. The technique is topull the power back to 1,200 RPM, traf-fic pattern power setting, a full 300 feetbelow pattern altitude. This lets you coastup and slow down at the same time.

While practicing in the pattern, I’dnoticed a few peculiarities, like with full

flaps (32 degrees) and idle power, the air-plane only descends at 500 feet perminute. Sure, it’s clean and has a bigwing, but... And when I land on a longrunway in the touchdown zone and let itroll out, 5,000 feet later, the plane hasonly slowed to 38 knots. Takes lots ofbraking to slow her down.

Yup, it’s the idle speed. Or was.Cold, the engine idled at 700 RPM, butwarmed up, the idle was more like 950.The idle mixture was too lean as indicat-ed by no RPM gain when pulling themixture back to cutoff. And there was ajam nut missing on the mixture adjust-ment clevis at the carb.

A friend fixed all those for me yes-terday, and the RV-9A now should fly awhole lot more like an airplane, andmaybe I’ll be able to fly faster patternsand still slow down for landing. The idlespeed (warm) is now 550 RPMwith a 40RPM increase when the mixture is pulledback to idle cutoff. Need to get over thelast symptoms of this stupid bronchitisbefore I go try it though.

My RV-8 has the same out of adjust-ment symptoms, but with the short wingand constant speed prop, it has no problemsdescending like a brick when I ask it to.

With a new (to you) homebuilt, youalways need to be careful about everything,and I’ve found some electrical quirks in thenew bird, but I wasn’t expecting to findanything as generic as the carb being mis-adjusted or maladjusted, perhaps...

• • • • •The RV-9A has a Garmin G3X touch

screen on the left side, and I got the plane

right after Garmin made round dials avail-able on the G3X. The G3X is pretty slick,and there’s a lot to like about it, but it’s notperfect. The two major, and these are seri-ous, unacceptable on a factory built air-plane flaws: (1) the primary flight displaydoes not clearly annunciate the source ofthe data you’re navigating with. If it saysGPS and somewhere nearby it says“INT,” then the G3X is using the InternalGPS, but if it just says GPS without the“INT,” then it’s an external GPS, like theGTN 650 in my airplane. Having the lackof an annunciation convey meaning is amajor no-no. A minor point, perhaps, butthe kind of minor point that is a link in anaccident chain, waiting for the other linksto show up; and (2) there is no full timedisplay of electrical system health. Thereis a narrow, vertical stack of engine instru-ments, and you have a little bit of controlover what’s shown there, but not enough.The built-in algorithm gives precedence tofuel flow and fuel pressure over volts oramps, for instance. I’m planning to installa separate voltmeter.

In order to get rid of hand helddevices in the cockpit, especially under acanopy, I’m consolidating the avionics toalmost all G3X.As I bought it, the airplanehad four different display or autopilot sys-tems from four different manufacturers,but I value uniformity more than the abun-dant diversity of manufacturers. Part of myconsolidation is the Garmin autopilot, andit’s really slick. I hope I’ll still think soafter I install it and get it working.

There are two servos for RV-9Aautopilots, the roll servo in the right wing

and one behind thebaggage compart-ment, next to the ele-vator bellcrank. I gotthe old roll servo outwithout too muchhassle, but since I’d left the iPad at homewith the installation manual, I didn’tinstall (physically) the new one – and thewiring is a whole ‘nother kettle of fish. Afriend came over and helped me thisafternoon, with outside temperatures inthe high 90s. We got both servosinstalled, physically, but wiring will be amulti-session process.

The installation manual for the G3Xsystem, will all the hardware and airplanepermutations, and all the settings, is morethan 700 pages but fairly readable.

What is in the future for the RV-9A?Constant speed prop for sure, the interiorneeds some fix-ups or maybe replacement,and if I get exorbitant, a new paint job.

• • • • •On another note, Gulfstream did not

extend my four-year contract, as is theircustom, and I’m now officially retired –at least until something really fun andchallenging comes up in avionics design,aviation safety, human factors, teaching,journalism, whatever. Then again, I’mglad to have the time off so that my backcan continue to heal from the spinalfusion surgery last fall so that I can getthe house completely organized andknow what I’ve got and where it is, espe-cially the tools in the garage, or guy-rahg,as it is now pronounced.

EdWischmeyer


Homebuilder’s Workshop

LEARNING THE RV-9A

After successfully securing the$75,000 needed to rescue That’s All,Brother, the plane that led the D-Dayinvasion, the Commemorative Air Force(CAF) has set a new stretch goal to raise$250,000 on Kickstarter to supportrestoration and education efforts. Theplane will be a signature part of the non-profit’s collection of 162 historic aircraft,its national education programs and plansfor a new museum attraction in Dallas.

“We are humbled and honored bythe resounding support in the first fewdays of the fundraiser and hope we cankeep the momentum going to accomplishthis critical mission of restoring That’sAll, Brother to fly again,” said CAF

President and CEO Stephan C. Brown.“We can’t believe that this plane has beenfound and now rescued. We have a dutyto restore this world-class artifact andshare it with future generations.”

The transport aircraft that led the D-Day invasion of Normandy, France morethan 70 years ago was discovered in anaircraft boneyard in Wisconsin earlierthis year. Believed lost to history, the air-plane was slated to be cut apart andremanufactured as a modern turbo-prop.The CAF launched a Kickstarter fundingcampaign on June 4 to save the planefrom being scrapped for parts. Within 48hours, the CAF obtained their goal of$75,000 in donations to acquire the plane.

These funds will go directly towardsacquiring the plane from Basler TurboConversion, who is currently holding theplane in their boneyard.

A portion of the additional donationswill go towards exterior paint, engine over-hauls, installation of original seats, avionicsand radio and radar equipment. As part ofits educational mission, CAF plans to turnThat’s All, Brother into a “flying class-room.”The planewill travel throughout thecountry and allow visiting school childrento become “paratroopers for a day.”Guidedby costumed reenactors, they will gothrough a series of exercises that use thesame skills that the paratroopers had to useon D-Day: teamwork, critical thinking,

problem solving, and creativity.The aircraft will be based in Dallas

as an iconic centerpiece of CAF’s newnational aviation museum attraction. TheCAF also plans to fly the aircraft toEurope in the summer of 2019 to partici-pate in the 75th anniversary of D-Day,the last opportunity for living veterans toattend a major commemoration event.

Plans are now being made to haveThat’s All, Brother on display at EAAAirVenture Oshkosh, July 20 through 26.

The Kickstarter fundraising pagecan be accessed at www.ThatsAllBrother.org.

LOST D-DAY PLANE RESCUED BY KICKSTARTER CAMPAIGN -NOW HELP FUND ITS RESTORATION

CAFAnnounces $250K Stretch Goal to Restore Historic C-47 to Flying Condition


OUT-PERFORM ALL OF YOUR BUDDIESNOW WITH A TURBO-CHARGED OPTIONOUT-PERFORM ALL OF YOUR BUDDIESNOW WITH A TURBO-CHARGED OPTION

Homedale Municipal Airport (S66)www.kitfoxaircraft.com 208.337.5111Kitfox Aircraft - all-American made, here since 1984 www.stick-rudder.com 208.477.1318

Gowen Field -Boise (BOI)Learn to fly, continue your

backcountry flight training, or takea sales demonstration flight

Building kits in Idaho for 30 years,and now ready-to-fly certified

models are available.

See the New Super STOL Wing at EAA AirVenture, 2015North Aircraft Display 634 & 635

There’s a new and different flyingclub in town! Max G Aviation is sure tosatisfy your desire for adventure and getyou addicted to a whole different side ofaviation. Do you ever find yourself boredwith your pilot certificate? Take it to the“next level.” That’s what we always say.But what do we mean by “next level?” Formost of us, the most common definitionhas to do with pursuing another rating, butthere are SOMANYmore options. Flyingshould be fun and challenging, and as anew or even an experienced pilot, there aremany options open to us to expand ourskills and learn new ways of flying, allwhile having fun! Let’s discuss some...

First and foremost, go get a tail wheelendorsement! Also known officially as“conventional” landing gear airplanes,taildraggers are great for improving yourbasic airmanship. This is probably themost accessible and inexpensive optionsimply because there are plenty of flightschools that have some sort of a tailwheelaircraft on their flight line. Most of these,like the ubiquitous Citabria, are much lessexpensive per hour than their “nose-drag-ging” glass cockpit friends. Some of themost fun and exciting aircraft out there aretail wheels, and this endorsement opensthe door for you to enjoy them. On top ofthis, flying a tail wheel aircraft makes you

better! This training is not just about land-ing an aircraft that has the wheels mount-ed in the “correct” places. Tail wheel train-ing usually entails learning how to slipproperly, since most of these aircraft arenot equipped with flaps.

At our club, we include cross-con-trolled stalls, falling leaf stalls, and evenspin training in some cases. It is challeng-ing and rewarding, not to mention, theskills you build and sharpen while flyingconventional gear aircraft will directlytransfer into any aircraft you fly there-after. This training also serves as a gate-way to flying some of the coolest aircraftand most challenging styles of flying, forexample, most bush pilots are tail wheelnuts! Getting this endorsement and train-ing in your logbook is also an excellentway to go about your Flight Review.MaxG has several tail wheel airplanes!

Go learn aerobatics. Learning aero-batics is one of the best ways to sharpenyour situational awareness skills andhave lots of fun. Many flight schoolshave access to some type of aerobatic air-craft. The most common aerobatic train-ing aircraft is the Decathlon, and it is awonderful platform upon which to buildyour aerobatic foundation. Being a tail-dragger, it is great for learning acro whilealso honing your conventional gear skills.

What could be better than that?At Max G Aviation, we provide acro

training in a Super Decathlon, GreatLakes, Pitts, and an Extra. Even withaccess to such high performance aerobaticmachines, we always recommend theDecathlon (or Great Lakes) for the basics.The Decathlon is a very capable aircraftbut not nearly as powerful and maneuver-able as the Pitts and Extra, which meansthat it requires attention to detail in order toperform properly. While flying in generalexposes you to the third axis, the “Z” axis,aerobatics allows you to truly explore it.Most of your flight training has empha-sized avoiding the edges of your aircraft’sflight envelope. When learning aerobatics,we encourage you to explore and be com-fortable flying on the edge. One of themaneuvers you will be very well versed inby the end of your training is spins. Wehave found that there is a huge lacking ofspin training knowledge, skill, and confi-dence among our entire industry, and therereally is no reason for it.

In aerobatic training you learn torecover from a variety of spins, and wehave found, surprise-surprise, if you actual-ly know how to do a spin on purpose, youare much less likely to enter one by acci-dent. A very fun side of aerobatics is theopportunity to fly competitions. There are

IAC (International Aerobatic Club) sanc-tioned competitions all across the countryand provide great opportunities to demon-strate your skill and learn from informedpeers. There are many different levels ofcompetition, starting with Primary, thatallows even the most novice aerobaticcompetitor to enter the arena. At Max G,we have an aerobatic team that consists ofour students and clients who have learnedto fly acro from our school. We take theDecathlon, Pitts, and Extra to regionalcompetitions, to which our clients haveaccess.Youwill find this training to be veryrewarding andmaybe someday, youwill beglad you had it in your bag of tricks!

Go fly awarbird! If you are reading thisarticle, chances are you have been to an airshow and have seen very beautiful vintageaircraft fly in front of the crowds in forma-tion. The look and the sound of several air-craft flying by can be awe-inspiring. Thereare two topics Iwould like to cover here.The

A NEW SPIN ON FLYING CLUBS



Purveyor of Quality Aircraft Since 1968Route 3, Box 696, Philippi, WV 26416

Phone: 843.475.6868Fax: 803.753.9761

Website: www.steveweaver.com • e-mail: [email protected]

Steve Weaver Aircraft Sales

“Are you looking to move up in aircraft ownership? Your perfect aircraft may be privately owned and cannot be traded for. Letme turn your present aircraft into cash and more than double the number of airplanes available to you.” Steve Weaver

Let 43 years of experience go to work for you.

The Watsonville Municipal Airport,in partnership with Watsonville Fly-In &Air Show, Incorporated, is hosting“Wings Over Watsonville,” an excitingfree admission Fly-In.

The event takes place on Labor Dayweekend at the Watsonville MunicipalAirport. The fun starts early Friday, Sept.4 with aircraft arrivals, and sunset youthmovie night returns with Disney’s“Planes: Fire & Rescue” on the terminallawn. On Saturday, Sept. 5, the Fly-inbegins early with a pancake breakfast,arrivals of antique and historic aircraft,and the roll out of Watsonville’s “work-ing aircraft.”

“Wings Over Watsonville” is anopportunity to see what a community,city, and county asset Watsonville’sMunicipal Airport really is. The econom-

ic value and benefit of our airportbecomes clear when local citizens cansee, “up-close-and personal” that the air-port is more than just a fenced-in area.The Airport is introducing “Wings OverWatsonville” as a new free fly-in byopening the airport gates to the commu-nity and beyond. The goal is to commem-orate the 70th anniversary of the end ofWorld War II, honor those Watsonvilleveterans who served, and showcase theviability and value of this long-standinggeneral aviation airport.

“Wings Over Watsonville” willinclude a number of aerial activities,including “fly-bys,” introductory aircraftand helicopter rides, free flights for chil-dren ages eight to 17 from EAAChapter119 (on a first come, first served basis,with parent signed waiver), parachute

demonstrations, learn-to-fly seminars,and more. Throughout the day, vendorswill be serving delicious food items, socome hungry and enjoy the day.

Pilots arriving early may campovernight. Sign up for the “Dawn Patrol”and obtain discounted fuel during theFly-in. Additionally, pilots will have anopportunity to showcase their aircraft,and attendees are invited to vote on thebest of type aircraft; a “people’s choiceaward” for display aircraft.

Everyone is invited to visit! The pre-miere of “Wings Over Watsonville” contin-ues an annual aviation event, but new thisyear are the “working aircraft” of the localagri-business community, including corpo-rate and business aviation flight departments.

Coming back to the only airport inSanta Cruz County are the historic fight-

er aircraft from nearby collections, theAmerican Aeronautical Foundation,Gooney Bird Group, Planes of Fame, andthe Wings of History Museums. In addi-tion to these classic aircraft, visitors willhave an opportunity to see general avia-tion first responder’s aircraft from theCalifornia Highway Patrol, Santa CruzCounty Sherriff, Cal Fire, CalSTAR, andothers. The aviation assets will includeactive duty military static aircraft (pend-ing sequestration availability).

What you need to know: The WingsOver Watsonville Fly-In on Saturday,Sept. 5, 2015; Gates open at 8 a.m. at theWatsonville Municipal Airport, 100Aviation Way, Watsonville. Admission isfree and parking on the field is $5. Formore information, contact Theresa Byers,Special Events 831/768-3575.

MUNICIPAL AIRPORT OPENS TARMAC TO COMMUNITY, SHOWCASESTHE “WORKING AIRCRAFT OF WATSONVILLE”

first is those cool vintage aircraft known as“warbirds.” These aircraft seem so distantand unattainable to most pilots, but youwould be surprised at how accessible theyreally are, especially the trainers. At Max GAviation, we have a few warbird trainers: anAeronca L-3 and a BT-13 Vultee. We alsohave limited access to an AT-6 Texan,Stearman, and even a T-34Mentor.

These aircraft have a certainromance about them. For plenty of peo-ple, flying a warbird is an opportunity tofly with the ghosts of years past. Anyonewho owns a warbird knows that they arebut a steward of that aircraft, tasked withkeeping that part of history alive and inthe best of condition. It’s a real honor tobe able to look inside these windows tohistory. Some even have those big“round” engines with lots of power andunmistakable sound, but more than that, Ibelieve they are time machines. Whenyou fly a warbird, you are taken back tothe 1930s and ‘40s, and it would not take

much to picture being a young Cadet inflight training getting ramped up to flyfighters and bombers. There are a surpris-ing number of these aircraft available forrental and even for sale, so take a lookaround and see if you can take to the skiesin one of these magnificent time portals!

Go fly formation! The second topicfrom the previous paragraph is formationflying. If you thought that flying to thatairport for lunch by yourself was fun, youshould try coming into the overhead breakwith three aircraft off your wing, landing,and all taxiing to the ramp together in per-fect harmony! If done correctly, formationis demanding but safe, extremely exciting,and a great way to sharpen skills. At MaxG, we offer formation courses from basicwing through lead. Although there arevery few regulations restricting formationflight, we believe that it is something thatshould be very disciplined and thoughtout. A solid briefing is imperative. Onceyou get in the air, it is a true test of yourfine-tuned skills. When you are flying

along as a single, a 20-foot deviation inaltitude or a two-degree accidental head-ing change or even a three-knot accelera-tion is no big deal; in formation, it is hugeand very noticeable! We believe that for-mation flying is the best team sport. Thecamaraderie that comes from being atrusted lead or trusted wing man is a feel-ing you would be hard pressed to findelsewhere in the civilian world.

All of the above are examples of funand exciting ways to build deeper skillsand expound on the certificate you alreadyhave. In all of the suggestions mentioned,we highly recommend finding a school orclub that specializes in what it is that youare pursuing. Always seek out properground and flight instruction when learn-ing new skills.Although we offer all of theoptions listed at Max GAviation, there aremany places across the country that offersome of these courses. It is easy to forgetthe original reason we all decided to fly,why? We are all the same when it comesto the passion we all share for flight. We

get to do something that past generationsand all the history of humanity could onlydream of, yet, we still get bored with thismagnificent privilege. Back to my originalpoint, there are many options you havewhen you find yourself bored flying to the$100 hamburger and wondering “what’snext?” If you ask us, we say, “Take it to thenext level.”

AboutMax G

Jerod Flohr is the Owner/ChiefInstructor at Max GAviation in Palo Alto,Calif. He is a commercially rated pilot,holds a CFI and CFII, a NorthAmerican T-28 Type Rating, as well as a 500 FT airshow competency card, which he uses tofly air shows in Max G’s Extra 300L. MaxG Aviation’s team of highly experiencedinstructors teach in a variety of high per-formance aerobatic airplanes and warbirds. For more information, visit Max G’swebsite at www.maxgaviation.com or visittheir office located at Palo Alto Airport.

A New Spin on Flying ClubsContinued from Page 38


The Golden West Regional Fly-inscheduled for Saturday, Oct. 17, 2015, willagain be sponsoring the EAA Chapter vs.ChapterAircraft Competition atMarysville(KMYV), Calif. This new date is expectedto bring cooler weather and less wind forthis year’s event. Open to all EAAChapters, the event is being organized andconducted solely by EAA volunteers, pro-viding a Saturday fly-out, free breakfast,and Chapter fundraising opportunity.

GoldenWest 2015 takes a step back tothe old-fashioned fun of a hometown fly-in, with a one-day event that crams greatfood, education, hangar flying, and anexperience geared toward introducing new

generations to the fun side of aviation.EAAChapters will have a larger role

this year with the inclusion of YoungEagle Flights, safety seminars, and

expanding the annual ChapterCompetition that includes both aircraftjudging and a flying competition.

The winning Chapter will be award-

ed a First Place Photo/Plaque, along witha check for $350. The 2014 winner wasChapter 1175, Grass Valley.

This year’s contest will include threejudging entrants per Chapter: two home-builts plus one Antique throughContemporary (1971 or earlier production)aircraft. The Flying Competition is forfixed wing aircraft only. Each Chapter mayenter two aircraft of any year, make, ormodel. Each Competitor (and their passen-gers) will receive a breakfast voucher forthe event’s pancake breakfast.

More information on the contest rulescan be found at www.goldenwestflyin.org

GOLDEN WEST REGIONAL FLY-IN 20154TH ANNUAL EAA CHAPTER COMPETITION

Chapter 1541 Lincoln: 2014 EAA Chapter Contest Winner (Golden West FlyIn)

On May 13th, 2015, Shutter Pilotswas granted a Federal AviationAdministration (FAA) exemption tooperate drones for the use of aerial imag-ing and computer animation. MikeMabin, Ed Sargeant, and AlexanderMabin founded Shutter Pilots in 2014.

Shutter Pilots joins a small field ofcompanies to have received an FAAexemption, as the FAA had just granted

more than 300 upon date of approval.Shutter Pilots’ exemption allows the com-pany to operate the DJI Phantom 2Vision+and DJI Inspire 1 drones at altitudes of 400ft and below. In addition, the exemptionwas the first in the nation to outline a mis-sion of using the captured footage to pro-vide 2D and 3D visualization services tosupport various industries.

“By combining aerial imaging and

2D/3D animation, Shutter Pilots is at theforefront of the industry and is able toprovide services that would have beenunimaginable just a few years ago, statedfounder and Managing Partner, MikeMabin. He continues, “The technologycan be utilized in a variety offields––from doing flyovers and 3D ren-derings of real estate developments tocapturing historic sites and reconstructing

what they might have looked like hun-dreds of years ago.”

Shutter Pilots has partnered withAgency MABU, a nationally recognizedfull-service marketing and communica-tions firm, to help provide additional digi-tal and 3D animation services. To learnmore about Shutter Pilots, visit them onsocial media or at www.shutterpilots.com.

SHUTTER PILOTS AWARDED FAA EXEMPTION FOR AERIAL IMAGERY

ByWilhelmine Zoe Peersand Evan Peers

Inspiration toYoungerGenerations

This is a special year for the TruckeeTahoe AirShow & Family Festival, asColonel Clarence “Bud”Anderson returnsto be theAir Show’s GrandMarshal for anhonorary “Salute to Veterans.” This is afree event slated for July 11, 9 a.m. - 4 p.m.with the opening ceremony at 10 a.m. atthe Truckee Tahoe Airport.

Here exists an unparalleled opportuni-ty for younger generations tomeet a legend,a World War II Triple Ace Fighter Pilot,who was most recently bestowed theCongressional Gold Medal in WashingtonD.C. “That’s the highest recognition thatCongress can give. That was pretty hum-bling to me,” noted Anderson. One weekbefore, a life-sized statue of him with his P-51 Mustang was unveiled at the AuburnAirport, dedicated to his passion of flying

and honoring his service and achievements.This year’s air show will highlight

Anderson in a free speaker’s forum wherehe’ll relive through storytelling and videohis first-hand experiences fighting inWorldWar II. The presentation will educate andcaptivate audiences of all ages, leavingeach person with a memory of what it waslike to serve one’s country in the 1940s andthe skills needed by fighter pilots.

Event attendees will be able to telltheir children that they were there with agreat American hero, and everyone willhave an opportunity to see a P-51 upclose and hear it roar through the sky.

ATripleAce Earns ExceptionalStatus

Flying aces earn their military aviatorstatus by shooting down numerous enemyaircraft during aerial combat. Over theyears, the number of aerial victoriesrequired to qualify as an “ace” has varied,butmost commonly it’s aminimumof five.

During World War II, Andersonearned his TripleAce status by destroyingmore than 16 enemy aircraft in aerialcombat and another one on the ground.During WWII, he served two combattours escorting heavy bombers overEurope in the P-51 from Nov. 1943through Jan. 1945. He flew 116 combatmissions (480 hours).

Today, of the 1,447 pilots whoattained “Ace” status, Anderson is one ofless than 75 still alive.

Fighting during WWII was verymuch about outsmarting the enemy. Herelates: “Tactics varied by the theater youwere in. You used the tactic that fit the sit-uation best. There was not just one maneu-ver but more like a bag of tricks to fit themany different and changing situations.”

The year of the VeteranCelebrated at the Show!This is the year of the veteran – 70

years since victory in Europe. Veteransfrom all over will attend the Truckee

Tahoe AirShow to share in patriotism,dedication, inspiration, and honor foreach other and their country.

The show will have a Veterans’WelcomingCeremony, high-flying aerobat-ic performances, numerous static displays,a Family Festival, vendors and much more!

With no exception, this event will beanother inspirational year at the air show!For more information visitwww.TruckeeTahoeAirShow.com

WW II TRIPLE ACE, BUD ANDERSON, RETURNS AS AIR SHOW’SGRAND MARSHAL

Free Air Show & Family Festival Honors Veterans and Inspires Youth

Airshow Grand Marshal Bud Anderson.(Photo courtesy Truckee TahoeAir Show)

By Bert Botta

Ishould have known better, thinking Iwas through flying and bolting intoretirement seven years before the

clock struck 60, leaving my air carrierhome of 26 years.

The bailout frommy airline was morereaction to the morose conditions createdthere by a corporate raider than logic. Butit was also part of my quest to satisfy somesilly, primeval longing for a deeper spiritu-al life in a world that continues to threatenthe theft of an aviator’s soul.

My “retire now” knee-jerk reactionshould have triggered a fail flag in mybrain, to move slowly, consider myoptions. Just like a bad sim ride, every-thing I’ve done in a hurry I’ve screwed up.

ElderMoments in Upgrading

After 23 years of apprenticeship atmy carrier, I was finally chosen from thecollege of copilot cardinals to be anoint-ed by the FAA Vatican to upgrade. Bythis time, my reflexes were shot, and mybrain was so mushy that I couldn’t evenread back a clearance without first typingit into the notes section of the FMS.

My motor skills had been so hope-lessly conditioned by flying from theright seat and an ingrained second incommand inferiority complex that it tookme three sim periods in captain upgrad-ing just to line up on the centerline.

I took out a membership at 24 HourFitness just to strengthen the atrophiedthumb of my newly anointed left stabiliz-er trim hand.

But the day I flew the LDAto 30L atSTL Lambert on the final leg of my cap-tain check ride, I swear I saw a column ofwispy smoke rise from the chimney of alittle church in south St. Louis, announc-ing to the world that a new captain hadbeen chosen.

The Lure of Luxury

Those bright, shiny baby jets alwaysfascinated me. Taxiing out in the old dayswith one of the mini liners sandwichedbetween my MD80 and some other firebreathing, kerosene guzzling sky hogalways stoked my imagination.

What’s it really like planting a puny10 tons of Citation Jet down on a 4,500-foot strip in the middle of nowhere? Doyou really have to pump your own Jet Ain Ainsworth, Nebraska? What kind ofpeople, capable of plopping down a cooltwo million dollars for starters just to

hold their spot on a waiting list for theirfractional folly, chase each other aroundnaked in the teak paneled, gold faucetedboardrooms of those things?

The Need to Belong

After waiting 23 years to upgrade atmy 121 home and then leaving it afterthree short years in the left seat, I had adeep sense of not belonging to my avia-tion “family” any longer. So what reallyshook loose inside of me as I shuffledthrough the back allies of my retirementhome in northern New Mexico for sevenyears was the recognition of my need tobelong once again to an elite band of avi-ation brothers.

I needed to be worthy again to strollthrough airline terminals in full regalia, tojump seat, fraternally connected to mybrothers and sisters, in the jetliner cock-pits that I had been banned from without“proper identification.”

A full cycle of my life had transpiredbefore my new fractional boss graced mewith the opportunity to belong once again.

Indoctrination Rites

I was ecstatic at “Indoc,” the two-weekaviation boot camp that doubled as a wel-coming and weeding process at my newfractional home. I was the equivalent of aborn again HarleyDavidson rider, saved for

the black leathers and attitude. I belongedonce again. I had rediscovered my purposein life: to hang with other aviators, to banterabout flying and its characters, to exchangelies with my younger classmates.

I found myself anticipating forsomeone, anyone, to inquire into my fly-ing background. I would feign humility,look down at my shuffling feet andmum-ble that I was “retired airline,” hopingthat they would prompt me further.

God it felt good to belong again!Every day at Indoc I anticipated theissuance of my company ID card. One ofthe primary motivations to survive train-ing was the apparition of my receivingthis ticket to ride.

That wasmy turf. But it was different.There were detailed explanations of climbgradients amidst furious thumbing to andfro in aircraft performance manuals to seehow that would apply in the real world; allthat was part of my reentry rite of passage.

It was also part of the carefullydesigned flexibility training that wouldhelp me survive at my new home. I wassoon to learn that flight plans were madeto be broken, that an enroute call from thecompany was a call to cover for a brokenbird. This was not Kansas, Henry.

Make a Nest at the Best

I loved it at my new mildly dysfunc-tional fractured, er, fractional family. The

company grew so fast that one day’s pol-icy was the next day’s shredder food. Themoney started out dismal back in 2000when I first got hired. But it improved.Then again, what’s money when you’rehaving a ball, eh?

If any of you guys and gals readingthis covet those prestigious airline jobs, for-get it. Make your nest at the fractional best.

The prestige of the airlines is gone.The good ole days of seven-day layoversand safari in Nairobi are figments of oldimaginations.

AMajor Drag

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AN OLD, BOLD AIR CARRIOR ROP (RETIRED, OLD PILOT)DISCOVERS THE MEANING OF LIFE AT A FRACTIONAL


Bert Botta in the cockpit.(Courtesy Bert Botta)


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 proactive aviation safety programs. Additionally, NASA distributes an electronicpublication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerpted from CALLBACK, for our readers toread, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in theASRS program.

Airspeed adjustments during arrivalsare common at high-density airports inorder for ATC to maintain desired landingrates and comply with separation require-ments. On the other hand, aircraft energymanagement is the responsibility of thePilot-In-Command (PIC) who must takeinto consideration the aircraft’s inertia,flight characteristics, and limitations.WhenATC instructions conflict with the PIC’sresponsibilities and cannot be compliedwith, this must be communicated toATC.

The followingASRS reports empha-size the fact that good communicationalong with mutual appreciation of Pilotand Controller requirements are neces-sary for safe and efficient speed adjust-ments during arrivals.

“I Feel the Need… the Need for(Reducing) Speed”

Having been assigned what they con-sidered to be an unrealistic speed to interceptthe localizer, this CRJ200 Flight Crew initi-ated a speed reduction. According to theAeronautical Information Manual (AIM)Sect. 5-5-9, Speed Adjustments: “Pilotsshould complywith speed adjustments fromATC unless the minimum or maximum safeairspeed for any particular operation isgreater or less than the requested airspeed. Insuch cases, advise ATC.” Maverick andGoose of Top Gun would agree.

•We were assigned 250 knots or bet-ter. We maintained 290 knots untildescending below 10,000 feet at whichtime wemaintained 250 knots. ATC turnedus to a heading of 090, which was going toset us up for about a 15 NM final on theILS. While on the base leg of theapproach, we began slowing to 180 knotsin order to begin configuring for landing.ATC questioned what speed we were fly-ing. I reported 180 knots and theController informed us that we should nothave slowed without telling him. I ques-tioned if we had an assigned speed, towhich he responded that we were expect-ed to maintain 250 knots until told to slow.

Being turned on base for a 15 NMfinal, it is necessary to begin slowing downin order to configure the airplane and be

stable by 1,000 feet. I did not even consid-er that the Approach Controller would stillwant us at 250 knots as we approached theturn onto the localizer in IMC. Technically,ATC was correct. However, expecting aCRJ200 to be at 250 knots while intercept-ing a localizer in IMC on a 15 NM final isnot a realistic expectation and would havelikely resulted in a go around.

TooMany Expectations

Expecting that they would be mak-ing a short approach, this Flight Crewslowed before the Controller expectedthem to. More communication and lessexpectation on everyone’s part wouldhave helped to clarify the situation.

• On downwind for Runway 27L,Approach instructed us to slow fromassigned 310 knots to 250 knots, descendfrom 14,000 feet to 7,000 feet, and advised,“Expect a short approach.” The PilotFlying slowed to 250 knots and asked forFlaps 5 to expedite the descent. Shortlythereafter, we were given further descent to3,000 feet and once again advised,“Expect a short approach.” Since we werestill high, the Pilot Flying slowed to 200knots and asked for Flaps 10 to help getdown quicker, thinking Approach wasgoing to turn us on a base soon.

Approach asked our speed, and I toldhim 200 knots. Approach gave us a 20-degree vector to the right to increase spac-ing. We continued receiving vectors toRunway 27L where we landed uneventful-ly. As we were exiting the runway, Towernotified us of a possible pilot deviation.

The Controller’s comments aboutmaking a short approach several timesled us to believe he wanted us to descendand slow for the approach rather than flyfast away from the airport.

It’s OK to Slow, but LetATCKnow

This Flight Crew was given a speedrestriction to maintain until the FinalApproach Fix THEN cleared for theapproach. Their subsequent speed reduc-tion prior to reaching the fix should have

been cleared with ATC.•On theArrival, wewere told tomain-

tain 250 knots and then it was reduced to230 knots. This resulted in our being slight-ly high on the arrival and approach…. Iacknowledged another speed assignment of“Maintain 180 knots until [Final ApproachFix] then cleared for the approach.” Twomiles from [FAF], the Pilot Flying slowed to145 knots to prevent being high and fast. Hechose to slow then descend fully configuredto correct to the glide path.

We did not inform the Tower of thespeed deviation. Tower called out trafficjust prior to [FAF] and then asked ourspeed. Due to the traffic call just ahead,we had thought he was going to say weneeded to slow, but when I told him wewere at 145 he told us we were in non-compliance with the speed restriction. Wehad slowed to comply with our stabilizedapproach criteria, but we did not coordi-nate that with the Tower.

Holding UpTraffic

On the ATC side of the speed adjust-ment issue, a Controller’s report confirmshow important it is to communicate anyneed to deviate from an assigned speed,especiallywhen other aircraft are following.

• The B737 checked on frequencydescending to FL250. Since he was goingto be first in line, I cleared him direct to[FIX] as soon as I was able. A few min-utes later, I noticed that the second air-craft in line was catching him eventhough he was assigned a slower speed of300 knots. I asked the lead B737 what hisairspeed was, and he said 290 knots. Itold him that he was supposed to be doing“310+ knots” and to speed up. I had toslow the second aircraft to 280 knots tokeep separation. I also had to slow anoth-er air carrier that was behind the secondaircraft earlier than planned because ofthe speed reduction given to the secondaircraft. I listened to the recordings andfound that the previous sector had giventhe lead aircraft the clearance to transi-tion to “310+ knots” 11 minutes prior tome questioning him about his speed.

The B737 created a dangerous situ-

ation by not flying the speed assigned byATC and also by not alerting us to thatfact. He had 11 minutes to reach thespeed and failed to do so. I would like thepilots to take ATC speed clearances seri-ously and communicate if there is a prob-lem with flying the assigned speed.

“Cleared for theApproach”

According to the “Air TrafficControl Handbook” (JO 7110.65V) Sect.7, Speed Adjustment: … “At the timeapproach clearance is issued, previouslyissued speed adjustments must be restat-ed if required. Approach clearances can-cel any previously assigned speed adjust-ment. Pilots are expected to make theirown speed adjustments to complete theapproach unless the adjustments arerestated.” This Flight Crew, having beencleared for a visual approach, was correctin believing they had the authority toslow without advising ATC.

• Inbound on the RNAV Arrival, wewere slowed to an assigned speed of 210knots. Turning downwind, we were told todescend andmaintain 7,000 feet. Approachtold us we were number one for the airport.We switched to a different ApproachControl frequency and we were given anadditional descent to maintain 3,000 feet.We were told to expect an eight-mile final.Approximately nine miles southeast of theairport, we were asked if we had the air-field in sight. Upon answering yes, we weregiven a vector of 360 degrees.

Shortly after that vector, we weregiven a new heading of 330, and we werecleared for a visual approach…. Havingbeen cleared for a visual approach, withno additional airspeed instructions, Ibegan slowing the aircraft. Almost imme-diately, Approach asked us what airspeedwe were flying. The PM responded 190knots. Approach told us that in the futurewe were to maintain last assigned air-speed until further instructed.

I made the assumption that upon clear-ance for a visual approach, with no furtherassigned airspeed restrictions, it wasmy dis-cretion to maneuver and slow the aircraft asnecessary to ensure a stable approach.

ADJUSTING TO SPEED ADJUSTMENTS

keep one’s mind finely attuned to thearcane art of aviation, no groveling at thefeet of wealthy clients to build one’s char-acter, no potty seats occupied by peopleholding a lap kid, no staring down of somerich guy’s unruly, spoiled, entitled brat.

There’s another downside to flying“the big ones,” as if you ever get to fly thereal “big ones,” without being so decrepitthat you need to hire a personal valet tohelp you in and out of the cockpit.

It’s a little known secret that theinsidious spread of accelerated dementiain the 121 pilot ranks is due to a lack ofmotivation and challenge that stems fromtoo many hours learning how to sleepwith your eyes open in those big, com-fortable, automated behemoths.

Comfort yourself with the knowl-edge that this will never, ever happen atthe Fractionals. The pace at those compa-nies is rife with challenge, with vastopportunities for personal growth andspiritual enlightenment.

Differences Training:AirlinesVs. the Fractionals

In my old air carrier days some ofmy biggest challenges were figuring outwhether to bid aMay or September vaca-tion, or what to eat on those long, boringcross-country legs. Then at my fractionalit became trying not to pee on the pottypedestal with my head scrunched upagainst the overhead while hoping thatthe compression of my cervical vertebraewouldn’t turn me into some contortedhumpback pilot.

Before the company issued new tiesto replace those old yellow polyesterones, I had to factor in time on my daysoff to shave the frayed edges off of thatrag. The tie was good for about two toursof dragging it across the throttle quad-rants during the contorted ingress andegress of our tiny cockpits before itlooked like the scraggly beard on an oldShinto priest. One of my former fraction-al buddies went so far as to design a clip-on tie because of his near death experi-ence when he closed the baggage com-partment door of a Citation Ultra on hisstandard issue tie. As he flailed about,hanging by his tie and turning blue, a lineboy ran over and cut him down. Heflopped to the ramp like a spastic rag doll.

The good news was the companyapproved the pilot’s expense reportwherein he gave a five-dollar tip to theline boy for saving his life. The presswould’ve had a field day with that one:“Distraught fractional pilot hangs selffrom baggage compartment door inprotest over pay dispute!”

As a 155-pound runt on my highschool football team, I dreamed of beingsix foot two and 220 pounds. When I gotmy new company medical insurance, Iconsidered a thyroid transplant thatwould shrink me to four foot eight, so Icould bound effortlessly in and out ofthose tiny cockpits to more expeditiouslyserve our clients.

Don’tWorry, Be Happy...

For you future flyers on the edge,don’t even think of jumping ship to themajors. If you bolt, you would be subjectto another airline pilot occupational haz-ard: stashing all that money somewhereand then having to endlessly researchwhere to place it for maximum return.That can occupy one’s total existence,leave room for little else and turn you intoa boorish chump.

Should you decide to opt for airlinejail, you could be caught in an economicdowndraft that so typifies our chosenoccupation. There’s no way to accuratelyforecast this kind of economic flatulence.Being on the bottom of the seniority list,or even worse, experiencing a furlough intough times is no fun.

ATwoHundred and a HalfDecision

So fellow aviators, remember hastemakes for screwed up decisions. Moveslowly and consider the options on whereyou too, will inevitably grow old. But be

bold and, once you have weighed all thefactors, move decisively, move swiftly. Ifyou opt for the big bucks, the comfort,and the bloated retirement package, youmight need a good chunk of it just to payyour therapy bills as you attempt torecover the meaning of an aviator’s life...

Bert Botta, The Grateful Dude

The Grateful Dude retired after a 26-year career at TWA where, for the lastthree of those years, he took up space asa line instructor pilot and FAA check air-man. Then, after a seven-year hiatus fromflying, he found out in 2000, at age 61,that he was an old “hottie” and ripe forfractional picking.

At an age when most intelligent avia-tors have retired and aremastering their golfswing or adding a deck to the house, hereturned to the cockpit as a doddering acefor a large fractional company and loved it.

Until he got tired of 1 a.m. wake upcalls, reporting to the FBO to standby for14 hours and a deteriorating lack of sup-port from chief pilots that seemed to for-get from whence they came, the Dudealso played his trade as a licensed profes-sional counselor, immediately engender-ing a distinct lack of trust amongst his fel-low aviators. He was also a personalleadership trainer for a powerful adultmen’s rite of passage.

He authored his latest book, FastLane to Faith: A Jet Jockey’s Search forSignificance while staring out the win-dow of his MD-80 for an untold amount

of hours.He loves working with aviators and

professional road warriors, helping themdiscover their long held, abandoneddreams, and helping resurrect them; thedreams that is.

He hawks his book wherever andwhenever he can while he continues towrite stuff that fine-tunes his dementedsense of humor. You can find the book at:www.Amazon.com.

Or if you’d rather have him squigglea personal signature for you, his emailaddress is: [email protected]

Are you mouse or man/woman?Carefully consider the options before youtake the cowardly way out. If you reallywant to fly the waymanwasmeant to fly,fractional is the way to go, not just forpilots either. Since 9/11, the moneyedaristocracy has increased their cash throwat us as well.

“You Never Forget How to Ridea Bicycle...”

Little did I know when I scooped upmy stack of early retirement chips that Iwould forage for a living in the “realworld” for the next seven years, awaitingthe moment when the “return to flying”warning bell sounded from somewheredeep inside. Then I would emerge frommy neutral corner, flailing to completethe final rounds of my flying career.

Maybe it was the fact that it took me23 years to upgrade to captain that I was-n’t ready to hang up my spurs.


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Continued from Page 41An Old, Bold Air Carrior


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“Recent growth in the door marketdue to our innovative electrical door engi-neering concepts and our growing roster ofdoor products made this expansion neces-sary,” says Mike Schweiss, owner ofSchweiss Doors. “This new building,20,000 square feet, offers assembly spacefor our engineering purposes. Additionally,the electrical room is attached to our exist-ing warehouse and manufacturing plant,effectively centralizing all the operations atthe company headquarters under one rooffor even greater efficiency.”

The steel framework of the newfacility and layout utilizes the space’sclose proximity to the sales and market-ing teams. The new building has energy-saving in-floor heat, overhead cranes, alarge 45 x 16 foot bifold entrance door,an 18 x 16 foot bifold door along with a16 x 16 foot fast-opening hydraulic sidedoor. Utilizing a five-overhead trolleysystem, it’s easier for employees to movehydraulic cylinders and new Red Powerunits throughout the electrical room.

The new building also has stream-lined the process of delivering the recent-ly introduced Schweiss liner/insulationpackages. The clean looking, highlydurable energy-saving liner/insulationpackage stops cold transfer because thepanels mount on the exterior of the door-frame. Highly reflective, durable linerpackage panels install quickly and easilywith no exposed fasteners. The panels

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For 35 years, Schweiss Doors hasspecialized in innovative door design,engineering, project management, andconstruction of hydraulic and bifold lift-strap doors, ranging in size from six feetwide to 140 feet wide and as tall as 60 feet.Doors are custom made to any size for anytype of new or existing building for archi-tects and builders determined to do amaz-ing things with their buildings, includingthe doors. Schweiss also offers profession-al installation crews that travel throughoutthe country. For more information, call507/426-8273 or visit www.bifold.com orwww.hydraulicdoors.com. For moreinformation on the Build Your Own Doorkit, visit http://www.bifold.com/build-your-own-door.php

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MEET US AT OSHKOSH

Air Race 1 – Tunisia

I’ve heard the question a hundredtimes, why is International Formula OneAir Racing called International? Well,Jeff Zaltman and his team have put theInternational back into IF1.

Last year, in their inaugural season,Air Race 1 put together a great race inSpain. This year, they have a three RaceSeries, starting in Tunisia and finishing inReno, Nev. They are revisiting their rootsin Spain in the middle of the season. Infact, the teams are heading to Spain as wego to press.

First thing you’ll notice is a bunch offamiliar names from the IF1 Class atReno. Only two competitors are not RenoAir Races veterans, and the planes arevery familiar as well!

This is the first Air Race to be host-ed on the African continent. The crowdswere treated to a series of great races and

a few tricks here and there. Apparently,the rules in Tunisia are a little bit morelax than here in the USA.

Thom Richard, you know –Precious Metal Thom – ended up win-ning the Gold on Sunday with his newIF1 plane, Hot Stuff. You may rememberthis aircraft being built and flown byBrian Reberry several years ago. Now, itwill be making the rounds in the IF1Circuit. Congrats to Thom and the rest ofthe teams! I loved hearing the stories andreceiving picture from everyone. I wish Icould have been there!

Pylon Racing Seminar – 2015

For the third year in a row, PRS hadrecord breaking attendance. The increasein Air Racing Students is a serious sign offaith for the upcoming event inSeptember.

The breakdown was three Biplanes,eight IF1, 10 Jets, 12 Sport Class, two T6,and just two Unlimited Students. In fact,

the two included Dan Martin who hasbeen racing at Reno off and on for years.He will be sharing the flying duties withSal Rubino on Grim Reaper.

Mike Brown, a former NationalChampion Unlimited Racer in 232, wasunable to attend with his aircraft. Herecently purchased Risky Business andsome changes are still being made andthe racer wasn’t available. We are hopingto still see Mike and Risky in September.

Other interesting notes include twonew types of Jets – one is the L139, whichis a one off aircraft, bridging the gapbetween the L39 and the L59. Vicky

Benzing will be flying this beautiful Jet inSeptember. The other is a Soko G-2, whichis a Yugoslavian Trainer – looks a – butdefinitely Eastern European. Rookie, PeterIreland will likely be flying her.

See you in September?

Entries were due June 26th – whichmeans we should hear what the preliminarynumbers are soon. Full packages are duetowards the end of July – so we have a fewmore minutes to get our paperwork together.

We certainly hope you have sched-uled your vacation, purchased your tickets,reserved your hotel rooms, and made yourflight arrangements. We are racing inSeptember – and we hope to see you there!

If you are looking to sponsor aBiplane Racing Team, check out ourRubyRedRacing.com website. There is aDonate button on the left side. Also, we’dlove to talk with you about other oppor-tunities.


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OPERATINGOUT OF:

Sonoma Jet

Center

The Pylon PlaceAIR RACE

No Pilot Plane Plane Name Avg MPH

1 Thom Richard 3M1C1R Hot Stuff 231.87

45 Jay (Jaybird) Jones Cassutt Quadnickel Racer 215.36

33 Michael Mundell Cassutt IIIM Second Wind 211.54

99 Kent Cassels Cassutt IIIM Margaret June 204.2

20 Philip Goforth Cassutt Pooder 175.24

53 Justin Phillipson Cassutt Kermit 175.24

87 Steve Temple * Boyd GR-7 Panther Madness 207.29

No Pilot Plane Plane Name Avg MPH

20 Philip Goforth Cassutt Pooder 184.01

53 Justin Phillipson Cassutt Kermit 177.15

11 Des Hart Cassutt IIIM Hart Attack 171.61

2 Trevor Jarvis Shoestring Silver Bullet DNF

15 Dave (Homey) Cassutt IIIM Last Lap Player DNSHolmgren

Results - Class: Air Race 1 World Cup Monastir 2015Round: Gold Final • Time: 16:00 Date: Sun, Jun 07 2015

Results - Class: Air Race 1 World Cup Monastir 2015 Round: Silver Final • Time: 14:00 • Date: Sun, Jun 07 2015

Goforth and Philipson going for theSilver. (Jane Jarvis /Air Race 1)

Thom Richard, Jay Jones and MichaelMundell in the Gold. (Air Race 1)

Thom Richard in Hot Stuff. (Air Race 1)

Nationwide aircraft dealer and bro-kerage firm, AirplanesUSA AircraftSales, has opened an office at San CarlosAirport, just south of San Francisco.“This is our fourth airport sales office,”said Steve Feldman, one of the foundersof AirplanesUSA. “We have had, formany years, our offices at Ft. Lauderdale,

Schaumburg Airport in the suburbs ofChicago, and our Seattle area office atRenton Airport,” Steve said. “And wethink that this office at San Carlos will bea very nice fit for us.”

Feldman and Manny Camacho, bothcareer pilots and longtime aircraft salesbrokers, founded AirplanesUSA in 2005.

Feldman is a former Air Force U-2 pilotand was based at Beale AFB in the early‘90s. “I used to teach at the Beale AeroClub, and it was there that I really devel-oped my passion for General Aviation.”They combined their two operational air-craft sales businesses into one and brand-ed the unified business as AirplanesUSAmore than 10 years ago. The company isa recognized and respected player in theindustry, and the name and logo with itsdistinctive jet with a swoosh are trade-marked by the two.

The business operates as a brokeragefirm as well as licensed retailer (dealer),which entitles the company to buy andsell in addition to consignment sales.

“We pride ourselves on successthrough brutal honesty,” he continued. “Ifa plane has damage, we put it in the ad. Ifa plane has hail marks, we put it in the ad.If a plane has missing logbooks, we put itin the ad.” This integrity at its purest hascontributed to a remarkable repeat clientlist. “There are many airplanes out therethat we have sold multiple times, and ourgreatest compliment comes from a buyerbecoming a seller”.

AirplanesUSA Aircraft Sales aver-ages approximately 50 to 65 transactionsper year, representing both buyers andsellers, as well as many overseas clients.

The company has exported and importednumerous airplanes around the world.Some are ferry tanked and flown, and oth-ers are disassembled and loaded into 40-foot high cube cargo containers. As theU.S. dollar has gained in purchasingpower against many foreign currencies,Feldman sees the shift to import again.“We are getting calls again to bring someof these planes back to the U.S., which isa refreshing shift from the last 10-yeartrend. In 2008 and 2009, when the Eurohit the high 1.40s, it was a frenzy. We hadoverseas clients wiring money into escrowoften at or very near the ask, almost in apanic trying to lock in the dollar.”

AirplanesUSA’s fourth airport officeis located in the Bel-Air Internationalbuilding on the Highway 101 side of theSan Carlos Airport. “We look forward toserving the pilots of Northern Californiaand are excited to integrate into the localbusiness community.”

The core business, however, is stillbasic brokerage, or contractual consign-ment. “Clients hire us to help them buy orsell, and for that we earn a commission,”said Feldman. “It is a simple agency rela-tionship, and it has made me a lot of won-derful friends around the world.” That, hesaid, “Is absolutely the best part.”


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Summer temperatures inside aircraftcockpits can rapidly rise to unhealthy lev-els. The options for air conditioning insmall aircraft have been expensive.However, that changed this summer withthe introduction of IcyBreeze, an eco-friendly air conditioning cooler that willswiftly bring down ambient air tempera-ture and keep the cockpit cool on longcross country flights. An IcyBreeze unitcan easily be stored in the back seat orbaggage area of any single or light twin tokeep beverages cold and cockpit air cool.

“We are able to provide all the bene-fits of a cooler plus true air conditioning,in a compact and portable unit that has no

Freon or chemicals and gives off noharmful exhaust,” said Andrew Jenkins,IcyBreeze CEO and President. Withsome ice and a little bit of water, the 38-quart smart cooler can blast cool air recy-cled from inside the cockpit and drivenby a small electric pump. Many peopleare surprised at how well IcyBreezecools, providing a 25-mph breeze at tem-peratures 35 degrees cooler than the sur-rounding air.

The air conditioner feature is pow-ered by a rechargeable 12V battery,which keeps cool air running up to sevenhours on the standard setting. The batteryallows pilots to use the cooler in their air-

craft, boat, camper, or at a picnic or sport-ing event. There are two adaptor optionsfor continuous use. When stocked withice and water, an IcyBreeze weighs 46pounds, including a battery (dry weight is21 pounds). The cooler measures 23.5”long X 16.25” wide X 18.5” high.

Pilots can choose from one of threeprice packages and a choice of colors atIcyBreeze.com or by calling 855/216-6300 for more information.

Using a common plastic cooler, IcyBreezehas come up with a simple, inexpensivesolution for aircraft that develop highcockpit temperatures in the summer.

ICYBREEZE COOLS COCKPITS QUICKLY AND CHEAPLY

NEW OFFICE FOR NATIONWIDE AIRCRAFT DEALERAND BROKERAGE FIRM

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

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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

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

1963 P35 Bonanza 3000 TTSN, 0 STOP, king digital avionics freshannual ........................................................$54,950

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.

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

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

Size of Hangars Available:• 110 X 109 with doors on

both north and south sidewith clear span 98.2’ wideby 20’ height clearance.

• 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

1979 Beechcraft F33A3329 TTSN, 345 SMOH, Garmin 750 IFRGPS, Garmin 327 Transponder, HSI, S-TEC 55 A/P, Fuel Flow, NDH, FreshAnnual.

1970 Cessna 310Q3700 TTSN, 968 SMOH L/R, King DigitalIFR, HSI, Auto Pilot, De Ice Equipped,Recent Paint and Leather Interior,..$49,950

At the recently concluded Sun-N-Fun Aviation Expo and Fly-In inLakeland, Fla., Power Flow Systems,Inc., the maker of high performanceTuned Exhaust Systems for numerouspopular GA aircraft, unveiled a novelresponse to every pilot’s request for a sig-nificant “Show Special” discount.

The company’s market leading TunedExhaust System is well proven to add sig-nificant performance to aircraft poweredby Lycoming’s four cylinder O-320, O-360, I/O-360 and I/O-390 engines. Chiefamong those gains are: An increase of 30-130 rpm in static thrust, a reduction of100’–300’ in ground roll on take-off, anincrease of 50–150 fpm in rate of climb,and a reduction in fuel burn of .5–1.5 gphin cruise. In addition to the above benefits,aircraft equipped with constant speedprops typically see an increase in cruisespeed in the range of 5–7 knots.

Described by corporate officials as aprogressive discount, the company start-ed with their popular “Pick Your Price”

lead time based discounts as a baselinefor the first five orders and then added$100.00 to each Customer’s discountevery time five more orders were placedduring the show.

By the conclusion of Sun-N-Fun onApril 26, a total of 13 orders had beenplaced, yielding an additional $200.00 insavings for every Customer.

Customer response to the programwas very positive to the point that PowerFlow is planning to offer a similar pro-gram during the upcoming AirVenture atOshkosh in July.

DISCOUNT PROPELS POWER FLOWSALES AT SUN-N-FUN/AUGURS

WELL FOR ENCORE AT AIRVENTURE

The Gavilan College AviationMaintenance Technician program wasestablished in the mid 1960s at theHollister, Calif. Airport in 2010. The pro-gram was relocated to the GavilanCollege’s main campus with a satellitehangar facility at the San Martin (SouthCounty) Airport with the idea of eventuallymoving entirely to the South CountyAirport. After years of negotiations andplanning, there is great news! We now havea completed design for a new hangar andclassrooms to be built and a target move indate in May of 2016 pending all the SantaClara County Airport Board approvals.

The Gavilan College offers prospec-tive students the following program.

The Aviation Program is accreditedby the Federal Aviation Administration.The college grants a Certificate ofAchievement for completion of the two-year course with a minimum GPA of 2.00.

The FAA requires a minimum of1,150 hours of instruction to qualify foreither the airframe license or the power-plant license. To qualify for both, 1,900hours are required. These hours include

both academic work and shop experi-ence. Following completion of theGavilan program, students are preparedfor the FAA Mechanics Examination.

The skills learned in the programalso prepare graduates for employment infields such as welding, sheet metal, elec-trical systems, hydraulics, fuel systems,and automotive repair. Students receivinga degree or certificate will have entry-level skills for the following occupations:aviation mechanic, aircraft service personor repair, or salesperson of aircraft acces-sories and airframe specialist.

Students will also be prepared for jobsin the following unrelated fields: welding,sheet metal, electrical systems, hydraulics,fuel systems, and automotive repair.

Courses in Aviation MaintenanceTechnology are currently offered onlyduring the day.

For fall 2016, the semester startsAug. 12. For spring 2016, the semesterstarts Jan. 14. Young visitors to EAAAirVenture 2015 can now act upon thecareer possibilities seen at the show withthis new Gavalin College program.

GAVILAN COLLEGE AVIATIONMAINTENANCE TECHNICIAN

PROGRAM NEWS


Land here. Live here. The Moon Dance Ranch, a 100-acre compound. Offered at $4,300,000. Kathleen Leonard, Pa-cific Union/Christie's, (707) 938-8000, www.TheMoonDanceRanch.com. 7/15

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Aircraft Insurance WARNING!Don’t even think of calling another agent until you’ve called Aviation Insur-ance Resources first! Access the entire market with just one call. Best rates. Broadest coverage. All markets. Toll-free (877) 247-7767, www.AIR-PROS.com. 1716:TFN

AIRCRAFT FINANCINGGet Top Retail for Your Aircraft

Aircraft sales, jet sales, management, financing. USA Aircraft Brokers, (877) 417-3069. 51218:TFN

AVIATION CONSULTANTS“Doing it right the first time”

Home of Peninsula avionics, sales & service. Jorgenson-Lawrence Aircraft Sales & Management, Palo Alto, CA, Airport. Larry Shapiro, (650) 424-1801.

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ManagementNAAA-certified appraisals, FDIC & RTC approved. Sterling Air, Carson City, NV, (800) 770-5908, (775) 885-6800, www.sterling-air.com. 11601:7

AVIATION TRAVELThe original "Self-Fly Safari." Self-piloted bush flying in Southern Africa, planned by Hanks Aero Adventures. [email protected], (518) 234-2841, www.SelfFlySafari.com. 7/15

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. 11/13

230 VIDEOS/PHOTOGRAPHYSpecializing in aviation photography.www.horizontal rain.com. 1/15

PUBLICATIONSAvionics Checklists & Quick Refer-ence gudes. Available in book, card & new iPad editions. www.Qref.com or from your favorite supply shop. 8/14

AIRCRAFT PARTSYour one-stop center for aviation products. San Carlos Aviation & Sup-ply. Two Calif. locations: San Carlos, (650) 592-2322, & Palo Alto, (650) 213-8784, www.sqlaviation.com. 3/13Aircraft Tool Supply. Ring jobs just got easier. www.aircraft-tool.com. 8/14

PILOT SUPPLIESScheyden Precision Sun Eyewear & new “Reader X” Lens. One frame for light, dark, near and far. (800) 851-2758, (714) 843-1975, scheyden.com. 10/06The Airport Shoppe, Reid-Hillview Air-port, San Jose, CA, orders (800) 634-4744, www.airportshozppe.com. 10/06Aircraft Spruce & Supply. Free 700-page catalog, Corona, CA & Peachtree City, GA, www.aircraftspruce.com.10/06

www.sportys.com

your single source for qualityeducational aviation products—

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DuraCharts — Best print quality, resis-tant to tearing and liquids. Produced by pilots for pilots. www.DURACHARTS.com. 8/14No cheap imitation watches at HME!To order or for information, (888) 464-6660 or www.hmewatch.com. 1/15

SIMULATORSThe new Standard in Airplane Train-ing. FAA-approved for any level 1 through 3 Flight Simulation Device. FLYIT Simulators, (760) 603-8200, toll-free (866) 814-9678. 3/06

FUELFuel Cells. Repair, overhaul or new. New tanks with 10-year warranty. Hartwig Aircraft Fuel Cell Repair, www.hartwigfuelcell.com. 2/09

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

OXYGEN SUPPLIES

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PAINTING/UPHOLSTERYSpecializing in GA & Corporate Air-craft for 40 years. Giottto's Aircraft Interiors, San Jose, CA, (800) 315-1095, www.giottoaircraftinteriors.com. 11/14Protecting your aircraft in & out.www.aircraftpaintprotection.com, an Aero Tect company. La Verne, CA, [email protected]. 11/14

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

FBOsNorthgate AviationChico Jet Center®

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Shell Aviation ProductsChico, CA, (530) 893-6727

Diamond Service Center, maintenance, rentals, flight school, tiedowns, and hangars. 7707:TFNServing the General Aviation Com-munity since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviation.com.3/13Corona Air Ventures. Low fuel prices, amenities, tie-downs & hangars. Co-rona Municipal Airport, (951) 737-1300, www.CoronaAirVentures.com. 8/14

SERVICES

Protect your assets. Legally avoid California Aircraft Sales and Use taxes. Call for free consultation. Associated Sales Tax Consultants Inc., (916) 369-1200 or visit www.astc.com. 3/06Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 384-8886, www.mensrightslawyers.com. Offices of Stuart J. Faber. 4/10Susan Biegel, MD, Certified FAA Medical Examiner, Upland, CA, wwww.susanbie-gelmd.com, (909) 985-1908. 8/14Let your dreams soar! Aircraft loans tailored to your needs. Liberty Bank, (831) 338-6477, libertybk.com. 1/15

HOMES/AIRPARKSClassic Northern Idaho Retreat. 25-acre riverfront subdivision. Carlene Pe-terson, Associate Broker, (208) 290-5700, [email protected]. 7/15

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. 3/13Purveyor 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. 2/14Bristell Aircraft. Wider than a Cirrus; faster than a Skyhawk. With GPA safety training. Lou Mancuso, (516) 658-1847, www.bristellaircraft.com. 7/15

HOMEBUILTSThe Super Stallion, Six-Place! Fly faster, farther & carry more for less cost. Aircraft Designs (831) 649-6212, fax (831) 649-5738. 9316:TFNKitfox Aircraft. Building kits for 30 years. Homedale Municipal Airport, ID, www.kitfoxaircraft.com, (208) 337-5111. 8/14

SAILPLANES/SOARINGFast-track soaring training. Arizona Soaring, Estrella Sailport, Maricopa, AZ, (520) 568-2318. 11/07

FLIGHT INSTRUCTIONOld School Aviation. Advanced War-bird training. Contact Dan Vance (707) 972-1293 at Sonoma Jet Center, Santa Rosa, CA. 8/14Aerobatics instruction and air shows. Anna Serbinenko's Sky Dancer, (604) 946-7744, www.cfc.aero. 7/15

TYPE RATINGSArizona Type Ratings

CE-500/CE-525 type ratings or recur-rent. Insurance approved, staff examin-er. www.arizonatyperatings.com, (602) 614-7994. 9309:7

AVIONICSAvionics for Every Mission. Installation, bench repair, a/p specialist, all major brands. Airtronics, Calaveras County Airport, CA, www.airtraonicsavionics.com, (209) 736-9400,. 11/14Basic installs to complete panel and glass retrofits. Great service and value pricing. Pacific Coast Avionics, (800) 353-0370, www.PCA.aero. 7/15

PROPELLERSComplete Propeller & Governor Ser-vice. Tiffin Aire, Tiffin, OH, (800) 553-7767, (419) 447-4263. 2/08

The World Beneath Their Wings, A New Millennium of Female Aviators" by Julie Jervis. Dealer inquiries invited. To reserve your copy, call (650) 358-9908.

51108:TFNThings My Flight Instructor Never Told Me & other lessons for aviators of all levels. (561) 752-3261, www.tmfintm.com. 11/07

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

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AIR TRANSPORT FOR KIDSWITH CANCER

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AVIATION FOR HUMANITYA non-profit humanitarian organization dedicated to providing safe, cost-effi-cient and reliable air transport in remote areas to fellow humanitarian agencies. www.afh.aero. 5/08

Air-Serv InternationalProvides essential transportation to those critically isolated from emergency aid in East & Central Africa, Central America, former Soviet Union, Middle East, and Indonesia. www.airserv.org.

2/07West Valley Flying Club, San Francisco Bay Area.. Palo Alto (650) 856-2030, San Carlos (650) 595-5912, Hayward (510) 781-0101, South County (408) 683-4102., www.wvfc.org. 7/06

MUSEUMSPlanes of Fame Air Museum

Chino, CA(909) 597-3722

www.planesoffame.org

Palm Springs Air MuseumPalm Springs, CA

(760)778-6262, www.psam.org

Flying Heritage CollectionPaine Field, Everett, WA

(877) FHC-3404www.flyingheritage.com

Historic FlightPaine Field, WA

(425) 348-3200, historicflight.org

Allen Airway Flying MuseumGillespie Field, El Cajon, CA

(619) 596-2020

Olympic Flight MuseumOlympia, WA

(360) 705-3925

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Force, including their Boeing B-29,Consolidated B-24A/LB-30, DouglasSBD, and both of their C and D-model P-51 Mustangs. The Yankee Air Force alsobrought their Boeing B-17, NorthAmerican B-25, and Douglas C-47.These airplanes and more offered rides tothe public and were constantly in the air.Unlike many other airshows, there is nonull period between the static and flyingparts of the show as there is always someactivity going on somewhere around thefield, like mock battles and lectures byspecials guests who tell the listeners whatit was like to participate––first hand––inthe greatest conflict in human history.

Michael Kennedy (BT-13), KevinRusso (SNJ), Ed Messick (FG-1D), and

Dan Damiano (P-40) provided aerobaticthrills. All of these fine pilots put on anoutstanding show of airmanship, but theprize for the best aerobatic routine went toGreg Shelton and his powerful EasternAircraft FM-2 Wildcat. Shelton flew hisFM-2 at very low altitude and did thingswith his Wildcat that can only be properlydescribed by personally witnessing hisperformance. So, if you have a chance tosee Shelton and his Wildcat, do not miss it!

The vintage aircraft that attend WorldWar II Weekend are always fun, but thethings that really make the Mid-Atlanticshow stand out among its peers are the re-enactors that support the show each year,as well as the paying spectators who cometo the event “dressed to the nines” in peri-od clothing. Every aspect of 1940s life dur-

ing the war years is represented. There aretons of military vehicles and equipment ondisplay, as well as tributes to the homefront activities, like the radio stationWRDG where the Spirit of the AirwavePlayers broadcast live performances,including commercials that capture thegolden age of radio. New this year was theopening of the Victory Theater that project-ed wartime films for the cost of a free tick-et. One of the most popular ground eventsduring the show is when the Parris IslandHistorical and Museum Society’s LivingHistory Detachment recreates aflamethrower demonstration. This year, thegroup had three flamethrowers whoseoperators simultaneously directed thedeadly streams of fire towards an enemybunker represented by several bales of hay.

Later, the group also reenacted the IwoJima flag raisings, and it was comforting tohear the parents in the crowd explainingthe significance of this act to their children.

There is more to Mid-Atlantic’s air-show event than one can describe in afew sentences. Twenty-five years ago asmall group of people came up with anidea to help educate the public to whatwent on during the war years of the1940s––not to glorify conflict but to offera unique window into the past so that itwill never happen again. As someoneonce said, “the best prophet of the futureis the past.” So, if you want to learn aboutWorld War II history and have fun doingit, come to Reading, Penn. June 3-6, 2016and help the Museum celebrate the 26thAnniversary of World War II Weekend.


TWENTY-FIVE YEARS OF WORLD WAR II WEEKEND

Clockwise from Right: Veteran warbird pilot Ed Messick performed aerobatic maneuvers that highlighted the capabilities of the Goodyear FG-1D Corsair; The Yankee Air Force'sBoeing B-17 offered the public rides in this majestic bomber all weekend; Replica German tank that saw action during the filming of the movie Saving Private Ryan; The businessend of a deadly flamethrower; German re-enactors staging for their upcoming mock battle with allied forces; American Airpower Museum's Republic P-47D Jacky's Revenge taxi-ing in front of the spectators (All photos courtesy of A. Kevin Grantham)


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Lafferty Aircraft Sales ........11

Lane to Faith/Bruce Bottas 36

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Max G Aviation ..................16

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Pacific Coast Avionics ........21

Pacific Oil Cooler ..............16

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

R&M Steel ..........................14

River Dance Ranch, Idaho ..52

San Carlos Aviation Supply..12

Schweiss Bi-Fold Doors ....44

Sky Dancer ..........................21

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

Steve Weaver Aircraft Sales..39

Tiffin Air..............................43

TJs Aircraft Sales ................23

Truckee Tahoe Air Show....32

USA Aircraft Brokers ..........6

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Wisconsin Aviation ......25, 31

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Land Here...on Petaluma Municipal Airport’s (KO69) 3700 ft. long runway, a sitethat honors our country’s first sanctioned airmail flight which origi-nated from Petaluma in 1911.

PETALUMA (Pop. 52,000) is the southernmost community in fabledSonoma County’s Wine Country. Founded in 1858, it is less than onehour’s drive to San Francisco, a short drive to the quaint town ofSonoma, and about ½ hour’s drive to neighboring Napa. The historyand charm of the area converge downtown with “Farm to Table”fresh produce from several Farmer’s Markets, wonderful Wine Tast-ings, and at the turning basin, where visiting yachts cruise up thePetaluma River to be hosted by the Petaluma Yacht Club.

within only 7 minutes to the PETALUMA MU-NICIPAL AIRPORT. Spectacular MOON DANCERANCH, located in the heart of Sonoma’s WineCountry, is strategically positioned on thesouthwest slope of Sonoma Mountain. This up-scale ranch/estate property overlooks thePetaluma Municipal Airport by day and the citylights of Petaluma at night. The coastal moun-tains serve as a dramatic backdrop to the ex-pansive valley views below.

MOON DANCE RANCH is a rare 100-acre com-pound, including year-round creeks, wood-lands, pastures and hilltops…even a troutpond stocked with Rainbows. Surroundinghigh bluffs on the property offer dramaticviews of San Francisco and the Bay, and punc-tuate the charm and privacy of the 4 bedroom/ 3 bath nearly 3,000 sq. ft. custom Montana-built log home. Complete with Bocce ball court,tack room, barns, wine bistro and other struc-tures intended to enhance guest entertainmentand personal pleasure.

An artistically inspired entry gate and perimeter fencing assure significant privacy but stand in contrast to the surprising convenience tolocal services just minutes away. 12 minutes to Highway 101 and only 7 minutes to the PETALUMA MUNICIPAL AIRPORT.

Offered at $4,300,000 • www.TheMoonDanceRanch.com

Petaluma is a good place to visit…and an even better place to live!

Call Kathleen Leonard of Pacific Union/Christie’s for more detail.

[email protected]

707.938.8000

Live Here...

Wine Bistro / Party Barn

Airman’s View of Moon Dance Ranch

Stocked Trout Pond

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