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ON THE COVER

NEW UAT COMPANY OFFERS REAL TIME – REAL LIFE IFR UNUSUALATTITUDE TRAINING IN SPECIALLY-EQUIPPED L-39 TURBOJET

Turn, Burn and Learn: Stallion 51 launches their new Unusual Attitude TrainingProgram in the specially equipped L-39 Turbojet over Avon Park Range, Avon Park, FL

(Paul Bowen)

Stallion 51 Corporation, the Kissim-mee, Florida-based organization, hasannounced that it will now offer real-time,real-life Unusual Attitude Training in a spe-cially equipped L-39 turbojet. The newprogram, which will be identified by theunique acronym UAT, is the next evolutionin Stallion 51’s 25-year heritage of offeringtraining in high performance aircraft.

“Our new Upset Prevention andRecovery Training Program definitelyraises the bar even higher for pilots whofly for a living and under all types of con-ditions,” said Lee Lauderback, Stallion51’s president. The former chief pilot forgolf legend Arnold Palmer noted that theunique curriculum has been five years inthe making. “We now have a comprehen-sive program that covers all areas of pre-vention, recognition and recovery fromunusual attitudes of flying.”

“Every pilot’s definition of unusualattitudes is a little different,” Lauderbackcontinued. “The FAA defines them as aposition in excess of 25 degrees nose up,10 degrees nose down and 45 degrees ofbank angle. However the real life defini-tion is pilot-specific and is based on varia-tions of experience. Addressing those vari-ations is what sets this program apart fromsimulation or other training. We tailor ourinstruction specifically to the individual.”

The newly formed UAT Company islocated within Stallion 51’s facility at theKissimmee Gateway Airport. Its purposeis to train pilots to recognize and respondaccurately and quickly before the situa-tion progresses into one from which theymay be unable to recover. This type ofcomprehensive training, with syllabi inboth aeromedical and aerodynamics sub-

Continued on Page 10

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TABLE OF CONTENTSVolume 29, Number 4 650-358-9908 • Fax: 650-358-9254 • E-mail: [email protected] • www.inflightusa.com December 2012

ON THE COVER

DEPARTMENTS

NEWS

FEATURES

COLUMNSContrails: Meeting Leroy

by Steve Weaver ......................17Aviation Ancestry: From Gusto to Oxcart, Part III

by Scott Schwartz ....................26What’s Up?!: World Class Stupid and Dangerous Too

by Larry Shapiro ......................28Safe Landings: Adverse Weather Planning ..............41From Skies to Stars: The Christmas Star

by Ed Downs ..........................43The Pylon Place: That is One Fast Glasair

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

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

UNUSUALATTITUDEFLYING

COVER STORY

Cover Photo By Paul Bowen

TWOVETERANSBY PETE SHIRK

PHOTO FINISH

GAMA Welcomes Inclusion of GA Safety on NTSB’s List..........8

Embry Riddle to Test Precision Landing at Small Airiports ......8

EBneter’s E-1 Sets Another Record ..........................................10

EAA Safety Efforts Aim to Lower GA Accident Rate................11

California Zeppelin Grounded by Economic Storms................13

GAMA Issues Third Quarter Shipment Report ..........................24

The Lindbergh Foundation 35th Anniversary ..........................30

Tuskegee Airman Herbert Carter Dead at 95 ............................32

Honeywell Green Jet Fuel Powers Flights to NBAA ................38

US Sport Aviation Expo Line-Up for Twilight Air Show............44

7On The Cover ... Page 4

Editorial: Elections Have Come and GoneBy Ed Downs ................................................................6

Volunteering for Target PracticeBy Russell Woolard, MITRE Corp. ..................................10

Author Craig Harwood’s New Book: Quest for FlightBy S. Mark Rhodes ......................................................12

A New Aviation Classic: The Dog StarsBy S. Mark Rhodes ........................................................20

Destination: Friendly FrankfurtBy Stuart Faber ............................................................29

Two VeteransBy Pete Shirk ................................................................57

Turn, Burn and Learn: Stallion 51 launches their new UnusualAttitude Training Program in the specially equipped L-39 Turbojetover Avon Park Range, Avon Park, FL.


Editorial By Ed Downs

It is traditional in many publications touse December editorial space to talkabout the year that has just flown

past. To be sure, that is a fine tradition,but perhaps the future is a topic of moreinterest and need. Aviation is enteringsome challenging times, and we need totake some positive steps to make sure themost unique aviation structure in theworld remains healthy. But first, let’s justdo some griping!

2012 was an election year to beremembered. Unfortunately, that remem-brance is most likely not going to bebecause of the important issues that werecovered or principles of governmentbeing argued. Instead, we will remembersome of the most negative campaigningin this country’s history. But even moredisappointing, was the manner in whichpoliticians and pollsters divided up thecountry into opposing voting groups, or“classes.” Rich were pitted against poor;the middle class was pitted against bothincome “classes.” Age groups weredefined and divided, with political“pitch” ads catering to each group as if in

opposition to another age group.Certainly ethnic groups were carefully“classed” and addressed as if they livedin different countries. Women werefocused upon as if their America wascompletely different from the one thatmen live in. This writer is sure that thereis, somewhere, a set of stats that breaksAmerica down by shoe and hat size,characterizing folks with big feet andsmall heads as voting in a particular styleand needing to see particular politicalads. The old axiom of “divide and con-quer” is alive and well. The fact is, thedivisiveness of 2012 has been the policyof politicians at all levels for some yearsand we must assume that it will continue,until we voters finally stand up and callfor a stop.

So, what does this have to do withaviation, the kind we generally think ofas personal, recreational or business fly-ing? What do these past trends of politi-cal divisiveness mean for our future andthe future of airports and FBO’s acrossthe country? Tough questions that canlead to uncertainty and fear that our sec-

tor of aviation is in for big changes. Butthis writer sees the trends of recent past asa sign post ablaze with instructions onhow to deal with an uncertain future. Thisis not the time to “dig in” with a siegeattitude as federal and local governmentscome after resources needed to keepAmerican aviation healthy. This is not thetime to give in to user fees and highertaxes. This is the time to learn from thepast and take the kind of action that willabsolutely destroy the “divide and con-quer” methods now being employed.Private and business aviation (includingFBO’s) must not allow our industry to besingled out as a “rich entity,” separatefrom other recreational and businesstools, to be punished for its success anduniqueness in the world marketplace.

For those of us in the commercial(we make a living from aviation) end ofthe business, it is time to go to our vari-ous alphabet groups (like AOPA, EAA,NBAA, GAMA and many others) andencourage and support more efforts towork together with a common goal ofprotecting all aspects of aviation. It is

time for a national alliance. We mustform a common industry front. Membersof these organizations must insist andsupport their alphabet group of choice todevelop a national plan that fits in withmaintaining an entire industry, not justtheir specific member profile. Manyreaders are not members of any nationalorganization, often complaining that“they just do not do enough for my kindof flying.” Well, it is time to drop thatnonsense and pick a side. Remember,doing nothing is the same as joining withthe enemy. Cough up the bucks and join.And do not forget the many local airportand state organizations, all of whichbring folks of common interest together.Sure, this will take some money andtime, but use that to your advantage whenwriting to local and federal politicians.Let them know that you are now support-ing national and local organizations withyour time and money, not them. Take itfrom a guy who spent four years “insidethe beltway” supporting aviation inter-ests, that such a message will get noticed.

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EXPOJANUARY 17-20, 2013

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

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By Russell Woolard,MITRE Corp.

It’s a beautiful day to be flying yourCessna above Maryland’s scenicEastern Shore, taking in the view of

the Chesapeake Bay, when, out ofnowhere, an F-16 fighter jet suddenlypulls up beside you because your planehas no business being there.

Charlie Martinez, Rick Micker andRobert Bolling know the feeling.Recently the trio – MITRE colleaguesand members of Civil Air Patrol’sCongressional Squadron – flew a CAPCessna 182 to pose as intruders inrestricted airspace.

In effect, they were targets, givingU.S. Air Force Air Defense F-16 fighterpilots charged with defending Washing-ton, D.C. a chance to practice their inter-cept procedures.

Martinez and Micker, both of whomhave previously participated in F-16exercises with Civil Air Patrol, some-times make the pilots work for it. On themost recent exercise, for example, whenthe F-16 pilot came on the simulatedemergency frequency asking the Cessnacrew to identify itself, Martinez respond-ed in Spanish, “‘No hablo Ingles; mi pilo-to esta muerto” (“I don’t speak English;my pilot is dead”).

“About five minutes later, they cameon the radio again in Spanish to talk tous,” Martinez said. “And then Rick gotback on and said, ‘How’s your French?’They said, ‘Not so good,’ and we said,‘OK, we won’t pull that one on you.’”

Watching it all, Bolling, who wastaking part in his first F-16 exercise buthad flown the fighter jets himself, wasimpressed with how well the pilotsresponded. “It looks like they have accessto people who can speak multiple lan-guages that they can call upon in thesekinds of situations, which is kind ofneat,” he said.

CAP is the congressionally char-tered, federally supported, non-profit cor-poration that serves as the official civilianauxiliary of the Air Force. Several CAPwings in the Washington, D.C. area taketurns with the F-16 intercepts. Congres-sional Squadron members generallyknow a few weeks in advance when it’stheir turn. They have a very detailed tele-

phone briefing with the fighter group andthe controlling groups in the Air Forceand CAP to determine the date and timeof the intercept as well as the generallocation. The volunteer pilots don’t revealto the fighter pilots what scenarios theywill use until the scenario is executed.

For all the detailed discussionsbeforehand, the exercise itself can still bejarring, even for veterans like Martinez.

“Although we knew that we weregoing to be intercepted, and we knewexactly when we were going to be inter-cepted, when that airplane pulls up rightalongside you, it still gives your heart athump,” he said.

But more than thrill seeking moti-vates Martinez, Micker and Bolling,though all three of them love to fly. Theysee the exercises, and their CAP work ingeneral, as a patriotic imperative.

“My feeling is that I am doing moreto help with homeland security than inany other effort that I have done,” Mickersaid. “I just feel that this is helping thepointy end of the spear. “Those intercep-tors – those are the guys that are protect-ing the National Capital region. Thoseguys are sitting there in flight suits wait-ing to launch.

“And if we can help them improvetheir efficacy, we’re doing a phenomenaljob,” he said.

That spirit applies to the other volun-teer opportunities CAP offers. The organ-ization sometimes calls squadrons to helpwith search and rescue. Micker has takenpart in such missions – both exercisesand the real thing – in Virginia for over-due planes subsequently identified ashaving crashed in an area.

Washington, D.C. squadrons haveworked with the Maryland HighwayPatrol monitoring traffic on theChesapeake Bay bridge and advisingofficials of congestion. CAP also getsinvolved in disaster recovery – for exam-ple, flying more than 1,000 hours duringthe 2011 oil spill in the Gulf of Mexico.

Meanwhile, the MITRE Civil AirPatrol volunteers are waiting for theirnext rendezvous with an F-16. Bollinghopes to be on board again. “If I’m avail-able, I absolutely will go,” he said.

And the F-16 pilots might be well-advised to practiquer leur français.

VOLUNTEERING FOR‘TARGET’ PRACTICE?


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

General Aviation ManufacturersAssociation (GAMA) President andCEO Pete Bunce responded to the Nov.14 announcement by the NationalTransportation Safety Board (NTSB)regarding the inclusion of “GeneralAviation Safety” to the agency’s “MostWanted List.”

“The general aviation (GA) industryhas long made safety its number one pri-ority. The GA manufacturing industryhas aggressively taken on numerous ini-tiatives to further reduce and ultimatelyprevent (GA) accidents and incidents.

GAMA is leading the rewrite of

safety standards for small airplanesthrough the FAA’s Part 23 Rewrite,Aviation Rulemaking Committee (ARC).This effort is focused on simplifying thecode with the goal of doubling safetywhile reducing the cost of product certifi-cation by half. The effort has participa-tion from regulators around the worldincluding authorities from Australia,Brazil, Canada, China, Europe, NewZealand, USA, and OperatorOrganizations.

The FAA, along with GA industrystakeholders, has revitalized the GeneralAviation Joint Steering Committee

(GAJSC) to look at loss-of-control acci-dents and develop mitigations to reducethese accidents. The GAJSC supports theFAA’s goal of reducing the fatal accidentrate in GA to no more than one fatal acci-dent per 100,000 hours of flight time.Key focus areas include: enhanced angle-of-attack awareness for pilots, improveddecision-making tools, and a streamlinedapproach to installing safety enhancingtechnology, such as advanced avionics,on GA aircraft. The GAJSC safetyanalysis team is co-chaired by GAMAand the FAA Office of AccidentInvestigation and Prevention. The NTSB

has recognized the progress made by theGAJSC to advance safety.

The GA industry has made extraor-dinary strides in improving safety andaddressing critical issues that have longplagued the GA community. Our valu-able and productive working relationshipwith government agencies, includingNTSB, will continue as we all aim for thetop level of safety for the entire GAindustry. We appreciate the NTSB high-lighting the importance of makingprogress in general aviation safety.”

GAMA WELCOMES INCLUSION OF GA SAFETY AGAIN ONNTSB’S MOST WANTED LIST

By Craig L. FullerPresident and CEO AOPA

It’s easy to get caught up in the day-to-day, or even moment-to-moment,issues that dominate our waking

lives. But there’s something to be said fortaking the long view, too.

Every day, the staff of AOPA isdoing literally hundreds of differentthings. Our advocacy team can be work-ing dozens of issues at a time, attendingmeetings with the FAA and other agen-cies, talking to members of Congress onCapitol Hill, and spending time in statelegislative offices. Our Pilot InformationCenter team is answering member ques-tions about everything from choosing aflight school to buying an airplane.

Members of our publications team areworking on two magazines, multipleelectronic newsletters, and numerouswebsites. And at any given moment, peo-ple in every AOPA department are look-ing for ways to serve you better whetherthat means developing new tools like theFlyQ app, producing new interactivecourses from the Air Safety Institute, orhelping you find the right kind of insur-ance for the way you fly.

In short, our offices are always ahive of activity. It can be a little over-whelming.

If you stop anyone in the hallway andask what they’re working on, you’ll get athoughtful, and probably highly technical,answer – and each person’s answer will bedifferent. But stop those same people and

ask them why they’re working on thatproject or issue and you’ll get the sameanswer every time. They do what they doto protect our freedom to fly. Your passionis their passion too.

That’s the long view and it underliesthe work done by every member of theAOPA staff each and every day. We pro-tect the freedom to fly not only by advo-cating for GA interests with governmentdecision makers. We do it by helping ourmembers stay informed, fly more often,resolve medical issues, choose the perfectairplane, get the right legal coverage, andfind the right flight instructor.

There are thousands of ways wework for our members and for the GAcommunity as a whole. Anything we cando to help strengthen general aviation is a

step in the right direction and ultimatelycontributes to keeping all of us in the air.

We’ve got our work cut out for us.We can expect a renewed push for userfees as the economy continues to strug-gle. We are still headed for a fiscal cliffthat could spell big cuts for the FAA andNextGen. And we’ve got a long way togo to reverse the steady decline in thepilot population, to name just a few of thechallenges ahead.

But, with your help, we’re ready totackle those issues and any others thatcome our way. We never forget thateverything we do is possible because ofmembers like you. Thank you for beingpart of AOPA and for doing your part toprotect our freedom to fly.

TAKING THE LONG VIEW

A team of researchers at Embry-Riddle Aeronautical University hasreceived funding for a project to assessthe performance of pilots when they landsmall airplanes at small airports using anapproach normally employed at airportswith longer runways. The results couldhelp shed light on the feasibility of lettingsmall aircraft use GPS-aided approachesfor small airports.

In the project, funded by the Federal

Aviation Administration and sponsoredby the MITRE Corporation, instrument-rated pilots from central Florida will con-duct approaches and landings using aLevel 6 Cessna flight simulator that canreplicate low-visibility conditions. Theresearch, led by Dr. Michael Wiggins,professor of aeronautical science, willtake place at Embry-Riddle’s campus inDaytona Beach, Fla., beginning nextsummer.

The purpose of the research is to seeif precision approaches normally used toland on longer runways can be used forlanding at the shorter and narrower run-ways found at small airports.

In the study, pilots of small planeswill simulate GPS-guided approachesdown to the minimum altitude they can flyto in poor visibility and land using varioussimulated runway and lighting conditions.

The project will help researchers

evaluate different runway and lightingconditions at smaller airports and assessthe feasibility of letting the GPS instru-ments guide small planes to lower alti-tudes in conditions of poor visibility.

Pilots for the project will be recruit-ed beginning in the spring of 2013.

For more information, visit www.embryriddle.edu, www.mitre.org.

EMBRY-RIDDLE TO TEST PRECISION LANDING APPROACHESFOR SMALL AIRPORTS


Craig L. FullerAOPA President and CEO

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jects, has not been readily available tocivilian pilots until the inception of thisprogram.

At AvMed, the medical division ofStallion 51, Flight Surgeon (AME) Dr.William Busch, also a UAT instructorpilot, teaches the physiology and aeromed-ical aspects of spatial disorientation thatcan cause the onset of unusual attitudes.

“Our curriculum offers pilots insightinto when and why physiological sensa-tions are experienced in the upset envi-ronment, how to overcome them, andthen safely respond. Flight simulators arevery limited in reproducing those disori-enting sensations. That is why our pro-gram is a safe way to fully realize thosesensations and train for appropriateresponses.”

The UAT L-39 is outfitted with a

state-of-the-art Electronic Flight Instru-ment System with the design capability towithstand extreme flight attitudes. TheEFIS equipment closely simulates cur-rent corporate and executive aircraftcockpit layouts. The UAT L-39 is alsoequipped with specially-designed on-board cameras that allow for accuratevisual and audio debriefs of the trainingfrom both inside the cockpit and outsidethe airplane.

The NTSB recommends that flightdepartments provide training in therecognition and recovery from unusualattitude and aircraft upset situations. TheUAT program does just that in a mannerthat has not been done before. This FAA-approved program teaches techniquesthat will not only create safer pilots, butwill hopefully lower insurance rates foraircraft owners as well.

Attitude TrainingContinued from Page 4

By EAA.org

Arnold Ebneter, 84, of Wood-inville, Wash., appears to haveset another world aviation record

for airplane fuel efficiency in his incredi-ble E-1 airplane.

Ebneter, EAA 450548, unofficiallyset the record on Oct. 5 during a nonstopflight from Harvey Field in Snohomish toSpokane; Pendleton, Ore.; and back toSnohomish, using 62 pounds of fuelachieving 55 mpg. That shattered the oldmark of 67 pounds in the less than 1,100pounds aircraft category.

The record will require verificationby the Fédération Aéronautique Inter-nationale (FAI) before becoming official.In July 2010, he flew his E-1 nonstopfrom Paine Field, Everett, Wash., toFredericksburg, Va. – an 18-hour, 27-minute flight covering 2,327 miles – toset a new world mark for the longest non-stop flight in an experimental aircraftweighing less than 1,100 pounds. Heshattered that by eight percent, well overthe one percent required by FAI rules.

Ebneter’s E-1, an all-metal stressedskin, tapered low-wing aircraft poweredby a Jabiru 2200 engine, is the product ofa 52-year design, build, and test phasethat started in 1958 as the subject of hissenior engineering thesis at Texas A&M

University. It flew for the first time inJuly 2005. It has a 74-gallon fuel capaci-ty and a maximum speed of 175 mph.

He spent 22 years in the Air Force,15 as a fighter pilot flying F-86 Sabresand F-100 Super Sabres, and retired as alieutenant colonel after flying 325 mis-sions. Ebneter also was an engineer withBoeing. After the military, Ebneterdesigned and tested balloons and once –as a test balloon pilot for General Mills –flew 325 miles overnight. In honor of thatflight, Arnold gave E-1 the same registra-tion number as that balloon: N7927A.

He’s also an FAA DPI at HarveyField and is chief instructor for the heli-copter flight-training program. All told hehas logged more than 20,200 hours offlight time.

EBNETER’S E-1 SETS ANOTHERRECORD

Ebneter’s E-1 is the product of a 52-yearproject that began in 1958.

(EAA/Arnold Ebneter)

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EAA is continuing to lead and col-laborate on a variety of programs that arefocused on lowering the general aviationaccident rate, with efforts that range fromaircraft construction to pilot decision-making.

These EAA initiatives, both long-standing programs and new partnershipswith other aviation organizations andindustry members, are aimed at a singlegoal: Enhancing GA safety. They alsoshow the continuing work of the GAcommunity to raise safety awareness asthe National Transportation Safety Board(NTSB) studies ways to improve aviationsafety. The NTSB on Nov. 13 released itsannual “Most Wanted List” that includedgeneral aviation safety on a list that alsoincluded safety issues in automobiles,buses, trains, and pipelines.

“Everyone agrees that safety is anever-ending priority and that’s whyEAA has been so active in working withother organizations such as AOPA, aswell as type clubs, pilot groups, manufac-turers, and government agencies,” saidSean Elliott, EAA vice president of advo-cacy and safety. “We maintain that educa-tion is a far better way to improve safetythan regulation. That includes educationfrom our organization and the safety

mindset that every aviator must have.Many of the accidents we see are fromcommon avoidable factors. We can neverstop learning from each other.”

Among EAA’s recent participationin safety initiatives include:

• Co-founding the Type ClubCoalition, which represent aviators in avariety of aircraft types who are seekingbest practices in flight operations

• Leadership within the FAA’s Lossof Control Working Group, part of theGeneral Aviation Joint SteeringCommittee, which is studying accidentfactors and possible ways to minimizethose risk areas

• Participation in the FAA’s Part 23committee that is studying aircraft certifi-cation

These efforts reinforce some ofEAA’s long-standing programs that haveproven to enhance safety for EAA mem-ber builders and pilots to participate inthem. Those include the TechnicalCounselor program (http://members.eaa.org/home/homebuilders/about/tech_counselors.html) that offers guidance foraircraft builders and the Flight Advisorprogram (http://members.eaa.org/ home/homebuilders/about/flight_advisors.html), which allows pilots who are tran-

sitioning to new or unfamiliar aircraft toevaluate their piloting skills and seekadditional training, so they are fully pre-pared when initially flying that aircraft.

“We have worked with the NTSB,FAA, and other agencies to find the waysthat are the most effective for pilots to beaware of safety and make that a part of

every flight,” Elliott said. “The GA acci-dent rate has dropped drastically over thepast quarter century, but there’s more thatcan be done. The flying community unit-ing in these efforts will help enhancesafety and preserve the freedoms to flythat we enjoy.”


Founder ..................................................................................................................Ciro BuonocorePublisher/Editor................................................................................................Victoria BuonocoreManaging Editor ........................................................................................................Toni F. SielingAssociate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen..................................................................................................................................Russ AlbertsonStaff Contributors ......................................................................S. Mark Rhodes, Roy A. Barnes,.....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez,........................................................................................Alan Smith, Herb Foreman, Pete Trabuco Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer,..........................................................................................Marilyn Dash, Ed Downs, Anthony NalliProduction Editors ..............................................................................Anne Dobbins,Toni SielingCopy Editing ............................................................................................................Sally GersbachAdvertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280Web Design ..................................................................................................................Josh Nadler

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

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

All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohib-ited without written permission of the publisher.

In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft adver-tised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.

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Fully 20 years before the WrightBrothers flew at Kitty Hawk, N.C.,a California aviation pioneer and

inventor named John J. Montgomerymanaged to fly heavier than air craft in1883 marking the first such flights in theWestern Hemisphere. Authors and avia-tion historians Craig Harwood and GaryFogel have recounted the story ofMontgomery and have helped place theAmerican West (and Montgomery) incontext with regard to aviation historywith their new book, Quest for Flight:John J. Montgomery and the Dawn ofAviation in the West (University ofOklahoma Press). Mr. Harwood was niceenough to correspond via email with InFlight USA’s Mark Rhodes about thiswork and John Montgomery’s legacy asan aviation trail blazer.

IF USA: The story of JohnMontgomery is of particular interest toyou is it not?

CH: “John Montgomery was thebrother of my great grandfather, James,and his story was relayed to me by my

grandmother (John’s niece) and my greatgrandmother (his sister-in-law).”

IF USA: What kind of person wasJohn Montgomery? Did he resembleother early aviation pioneers?

CH: “He was obviously brilliant andhad an extraordinary capacity in the dis-ciplines of mathematics and science aswell as being prolific in invention. I canonly make assumptions about his person-ality but he appears to have been surpris-ingly modest and unlikely to draw unusu-al attention to his inventive work, and didso only when encouraged by friends andcolleagues, or in some instances whenattempting to counter loss of intellectualproperty for example. He appears to havebeen sensitive and reticent in public. Heresembled some other aviation pioneersin that he pursued visionary ideas andtheories even in the face of dauntingobstacles and he felt that achieving con-trol in the air (aircraft control) was by farthe most important aspect of the flyingproposition.”

IF USA: How did Montgomery(and other western aviation aviators) getso overlooked and/or overshadowed withregard to their successful aviation efforts?

CH: “The narrative of Americanaviation history tends to be very formula-ic and the formula followed is devoted tothe overly simplistic idea that the solutionof human controlled flight came througha single source centered in Dayton, Ohio.While that idea served the Wrights andtheir business aspirations, it isn’t actuallyhow invention in important evolvingtechnology actually occurs. As the litera-ture has repeatedly presented such a sim-plistic narrative, decade after decade, thepersonal histories and contributions ofothers who were also engaged in the tech-nological pursuit have tended to becomeobscured. To some degree, some of theother Californian contributions havemerely failed to be brought to light in theliterature.”

IF USA: Montgomery’s life andexploits were dramatized in the 1946 filmGallant Journey (starring Glenn Ford anddirected by William Wellman). This filmis not available on DVD, however, haveyou seen it and is it accurate with regardto the facts of his life and work?

CH: “ There are unofficial DVD’s ofGallant Journey out there (varying frompoor to high quality). I have a high-qual-

ity direct transfer from 16mm reel toDVD. It would be accurate to say it is adramatization of his story as certainthings were played up, the occasionaldetail introduced artificially, and othersrearranged in time frame to serve thestory telling from a dramatic arts point ofview. Some things were pretty well doneand others rather corny, but given the1946 time frame it is pretty good movie.John’s brother James (my great grandfa-


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ther) wasn’t particularly enthusiasticabout some of the story tweaking though.Turner Classic Movies has a good discus-sion of the movie on their main webpage.The movie must have hit a sore spot withthe Wright camp as its productionprompted a lengthy campaign by OrvilleWright’s chief advocates (with help fromOrville himself) to apply repeated pres-sure on Columbia Pictures to abandon theproject (see the Epilogue in the book).”

IF USA: In researching this book,what kinds of things did you discover asan aviation historian that surprised you?

CH: “I was surprised to discoverhow quickly relevant contributions andachievements become lost to obscurity. Iwas surprised to discover the phenome-non of how history-writing gets so quick-ly biased once an evolving technologygets grasped and exploited by its first suc-cessful capitalists. Its an old story.”

IF USA: You touch on the role ofwomen in the development of aviationduring this period. What was the impactof this involvement for the developmentof women’s influence in the field of avia-tion?

CH: “Well in the gilded-ageAmerica, the male population tendedtoward the belief that high-risk fields andtechnological fields were very much aman’s domain. Convenient thinking, Isuppose, unless you start to consider thehardships and challenges women over-came every day bringing boys up tobecome men in a man’s world. So whenwomen began doing high-altitude trapezework and parachute jumps from balloons,designing and piloting airships and air-craft in this period it tended to be seen asan even more significant accomplish-ment as they were assumed to be over-coming even greater odds and being evenmore daring than if a man had done it. Isuspect some of these trail blazers were

happy to allow the public to perceivethem as the weaker sex. Some of thisstory has become lost to history and wehope to stimulate more interested in thisaspect.”

IF USA: As has been noted, you area distant relative of Montgomery’s, didthis fact make this a challenging prospectfor you as a historian and author?

CH: “I don’t see my genealogicalconnection as a challenge. Some peoplewould tend to assume I am blindly suc-cumbing to family bias, but if you reviewour bibliography and references whichsupport our book you will see how wehave founded our various thesis posi-tions.”

IF USA: If Hollywood were to takeanother shot at telling the story ofMontgomery who do you think mightplay him this time around?

CH: “Well Johnny Depp would bemy personal choice because I would liketo meet him, but realistically I thinksomeone like Robert Duval would be avery good choice.”

For more on John Montgomery seewww.johnjmontgomery.org. For more onthe authors see their Facebook pages (search“Craig Harwood” and “Gary Fogel”).

Montgomery with his peers and earlyaviation pioneers (L to R) John Leonard,Baloonist Frank Hamilton, AeronautDaniel Maloney and Montgomery him-self (Courtesy of Craig Harwood)

The recent past is not pretty, with adevastated economy and government thatis basically hostile to aviation. But thatpast gives us a very clear path to futureevents and the action all pilots need totake to make sure private aviation

remains a strong and viable part of thenational transportation system. In short,the future certainly holds some chal-lenges, but if we just group together, stopindustry infighting and saddle up, we canmake one heck of a posse!

Continued from Page 6

Editorial

Visit In Flight USA’s website for the latestaviation news...

www.inflightusa.com

Continued from Page 12Quest for Flight


The National Transportation SafetyBoard has released its 2013 Most WantedList which includes the need to improvegeneral aviaton safety.

The new annual list of the independ-ent federal safety agency’s top advocacypriorities calls for ending distraction inall modes of transportation. Distractionwas the cause of multiple accidentsinvestigated by the agency in recentyears, and its deadly effects will onlycontinue to grow as a national safetythreat.

The list covers all transportationmodes.

“We’re releasing the list now so it isavailable to policymakers at the state andfederal levels as well as industry groupsas they craft their priorities for 2013,”Hersman said. “We want to highlight theresults of our investigations and ensurethat safety has a seat at the table whendecisions are made.”

The NTSB’s 2013 Most WantedList of transportation priorities includes:• Improve Safety of Airport Surface

Operations• Preserve the Integrity of

Transportation Infrastructure• Enhance Pipeline Safety• Implement Positive Train Control

Systems• Eliminate Substance-Impaired

Driving• Improve the Safety of Bus Operations• Eliminate Distraction in

Transportation• Improve Fire Safety in Transportation• Improve General Aviation Safety *• Mandate Motor Vehicle Collision

Avoidance Technologies* Improve General Aviation Safety

The following is the NTSB’s report onGeneral Aviation:

While commercial aviation contin-ues to have a strong safety record of twoyears without a fatal accident, the NTSBcontinues to investigate about 1,500 acci-dents each year in general aviation. Inmany cases, pilots did not have the ade-quate knowledge, skills, or recurrenttraining to fly safely, particularly in ques-tionable weather conditions. In addition,the more sophisticated “glass” cockpitdisplays present a new layer of complica-tions for general aviation pilots. And notonly are pilots dying due to human errorand inadequate training, but also they arefrequently transporting their families

who suffer the same tragic fate.In general aviation accident investi-

gations, the NTSB sees similar accidentcircumstances time after time. Adequateeducation and training and screening forrisky behavior are critical to improvinggeneral aviation safety. For example,guidance materials should include infor-mation on the use of Internet, satellite,and other data sources for obtainingweather information. Training materialsshould include elements on electronic pri-mary flight displays, and pilots shouldhave access to flight simulators that pro-vide equipment-specific electronic avion-ics displays. Knowledge tests and flightreviews should test for awareness ofweather, use of instruments, and use of“glass” cockpits. And there should be amechanism for identifying at-risk pilotsand addressing risks so that both the pilotand passengers can safely fly.

Human error in general aviationaccidents is not solely a pilot problem.Aircraft maintenance workers shouldalso be required to undergo recurrenttraining to keep them up to date with thebest practices for inspecting and main-taining electrical systems, circuit break-ers, and aged wiring.

Statistics

General aviation has the highest avi-ation accident rate within civil aviation.The rate is six times higher than for smallcommuter operators and 40 times higherthan for transport category operations.Although the overall general aviationaccident rate has remained relativelysteady at an average of 6.8 per 100,000flight hours, the components of that fig-ure have changed dramatically over thelast 10 years. In particular, personal fly-ing accident rates have increased 20 per-cent, while the fatal accident rate hasincreased 25 percent over the same 10-year period. The NTSB sees this statisticplay out frequently, having investigatedan average of 1,500 general aviationaccidents each year, in which more than400 pilots and passengers are killedannually.

For complete information on the topten challenges for 2013 report, visitwww.ntsb.gov/safety/mwl.html. Formore information on the GeneralAviation recommendation section of thisreport, visit www.ntsb.gov/safety/mwl5_2012.html

NTSB’S MOST WANTED LISTIDENTIFIES TOP TEN TRANSPORTATION

CHALLENGES FOR 2013

He arrived on our ramp one sum-mer afternoon in a spanking newCherokee Six 300. I met him as

he climbed down from the wing, a smallman, portly, thirtyish, a nondescriptappearance accented by the pipe protrud-ing from his round face. He shook myhand and introduced himself and I smiledback, completely clueless about how thisman was going to change my career inaviation forever and put my life in a spin.

This was the mid-70s and I’d beenon a wild ride in the aviation business forthe past few years. The little flying schoolthat I’d started at a small grass field inBuckhannon some years back hadexploded with activity and when theopportunity came to bid on the FBO at alarge airport in Northern West Virginia, Ijumped at it. This airport had paved run-ways a mile long, a Flight Service andeven (gasp) a tower. This airport wouldbe perfect for the growth I wanted toachieve. This airport, I thought, would bethe key to success.

My company quickly secured aPiper dealership and added a half dozennew Cherokees to the flight school,which thanks to the GI Bill and a good

advertising program was going gang-busters. Our shop too became busy, notonly with the maintenance on our ownfleet, but providing service to aircraftowners from the Tri State area. We hadreceived our 135 certificate while still inBuckhannon, but once we were settled inour new ‘big city’ home, that part of thebusiness rapidly expanded until we wereflying two Aztecs, a Seneca and aNavajo, providing air taxi, as it wascalled at that time, to many of the localbusiness folk. We were mortgaged to thehilt, but we were doing a good businessand just as happy as clams.

A charitable description of my reac-tion to the sudden change from a mom-and-pop flying business to a good-sizedand modern FBO would be to say that Iwas hanging on and doing the best Icould. I certainly had no business back-ground to prepare me for what I nowfound myself doing, but we were mud-dling along and succeeding, I suspect inspite of us.

Looking back, I think one of the fewthings that I did right during this time wasto hire good people to run the differentparts of the business. Charter, aircraft

sales, flight training and maintenance arethe pillars upon which a successful fixedbase operation stands, and all of theexperts that I convinced to come to workfor us and oversee those departmentswere specialists in their particular field.Each part of the business was doing whatit was supposed to.

Doing not so well was the accountingdepartment, which contained a bookkeep-er, a secretary and sometimes me. No onein the organization, including me – proba-bly especially me, had any experience run-ning a business the size that this one hadsuddenly morphed into. We suddenly had15 employees, money was flying in andflying back out again, and I was regardingthe whole process rather dazedly.

Serendipitous occasions I’ve found,can work in both good and bad ways.Serendipitous it was then, when Leroyappeared on my ramp. I was not to findout until much later that it was not thegood kind.

Leroy, it seemed, was fromBaltimore. He said he was a CPA whohad made a lot of money from invest-ments and was now working as anaccountant in the world of high-fashion

clothing. He was doing this not becausehe needed to work, but because he want-ed to stay busy. However, Leroy’s reallove was aviation and he longed to beinvolved in it, to be a part of the world ofaviation. His dream, he told me duringthe course of the several conversationsthat were to follow this meeting, was tofind an aviation business that needed histalent and to give them an unbelievablebargain, hiring his expertise for a pittancein exchange for him being able to work inthe aviation industry.

Hmm, I thought. I am the idealrecipient of this amazing talent, and thisis indeed a match made in heaven. Howwonderful, I thought. We could providehim with a genuine aviation experiencepar excellence, while he provided us withthe missing and mysterious accountingknowledge that we needed to sort out themess in the office. This is where the littlelight should have come on, but apparent-ly the bulb had burned out.

After a few weeks, many phone con-


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versations and a couple more visits byLeroy via the gleaming Six, we struck adeal. He would come and work with ourburgeoning flying service at a salary thatwas perhaps half what it would take toemploy an ordinary CPA. An ordinaryCPA would be one without the frenzy tobe in with the aviation “in crowd” andperhaps, as I was to later think, one with-out ulterior motives.

In no time at all Leroy had quit hisBaltimore job and moved into town. He

bought a house and returned to Baltimoreto marry and import a new wife to his newlife in West Virginia. In a few monthsthings had settled down to the routine ofhaving an accountant in the office. Thebills were getting paid and the office wasrunning smoothly and I could concentrateon the myriad of other details that areinvolved in running a flying business.

What a relief. No longer did I haveto fret about who to pay and when to paythem because Leroy handled all thesethings. I no longer had to worry about

withholding taxes and sales tax and pay-roll because Leroy was on top of it. Hebecame a familiar figure shuffling aroundthe office, trailing a plume of fragrantpipe smoke and he seemed to be wellliked by the staff and the students andcustomers who were constantly in andout of the office.

One day after being with us for sixmonths or so, Leroy made me a proposal.He wanted to use his Cherokee Six andfly the body transport that the companywas doing for the funeral homes. He

pitched that he would subcontract with usand we would still make money on theflying, but wouldn’t have to worry aboutthe details. This actually made sense tome, because the Six was the ideal aircraftfor this mission. We didn’t have one onthe line and were using the Seneca at ahigher operating cost. I knew he missedflying and I think probably because I feltguilty about paying him so much less thathe was worth, I agreed to the plan. Hesaid he would do most of the trips atnight, so his office duties wouldn’t suffer.

Time slipped by and Leroy did histransports and the whole company stayedbusy. Our flying hours were increasingeach month and finally that October theyhit the magic 1,000-hour mark. We wereflying up a storm in both the flight schooland the charter department. Our trainerswere in the air from morning until wellafter dark and charter trips were comingin by the score. The business was hum-ming like a well-oiled machine, butsomething strange had begun happening.We started getting calls from vendorscomplaining about slow pay, or in somecases no pay. Meetings with Leroy con-firmed that in spite of all the flying wewere doing, there were more bills thanthere was money to pay them. Howstrange was this?

About the time we started to havecash-flow problems, Leroy confided tome that he had personally had a stroke ofluck. It seems his old company inBaltimore had called and asked if hewould consider flying software patternsto their plants in different parts of thecountry. This would require a twin for themission, but he was willing to upgradehis aircraft and accept the contract.Happy that someone was having goodfortune, I agreed to let Leroy accept it andstill keep his position with the company,although it meant he would be gone morethan with the body transport trips.

It wasn’t long then until Leroyappeared with an almost new Cessna310Q. It stood tall and proud on our ramp,making our Pipers look just a little dumpyand I confess that I experienced just atwinge of jealousy. He then explained thatbecause the company wanted him to pres-ent a professional appearance, he got fittedfor an airline pilot’s uniform, completewith four stripes and epaulets. When thesuit arrived he shared with us that thecompany needed him to have his portraittaken by a professional photographer,standing in front of the 310 and resplen-dent in his pilot finery, presumably for thecompany brochure.

By now the whole airport was takingnotice of Leroy and we all watched as an


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instructor, specializing in 310 trainingand flown in by Leroy from somewherein the West, gave him training in theCessna and he became multi-engine ratedand qualified in the airplane. A largeleather briefcase appeared and becamepart of Leroy’s riata and was almostalways at his side. He once let us peekinside and we saw sealed manilaenvelopes that he confided held the pat-terns for the sewing factories, very secretpatterns and much sought after by com-peting fashion manufactures.

The trips to deliver the patternsbegan, and over the next several monthsthey ranged the length and breadth of theUS. The 310 would come and go, Leroyalways with the mysterious briefcasepresent, its importance giving the impres-sion that it was just this side of beinghandcuffed to his arm. On one trip heflew to California, but the company pres-ident, who needed to meet personallywith Leroy, happened to be in Hawaii. Hestated that he had no choice but to jumpon an airliner, briefcase in hand and jet onover to the island to meet with the CEO.

Meanwhile our cash flow seemed tobe flowing mostly in the out direction andcalls from angry vendors were increasingat an alarming rate. I contacted anaccountant friend who came in andlooked through the books and appearedas baffled as I. One thing for certain, hetold me, unless we changed somethingdrastically, we couldn’t continue in thedirection we were heading.

It was time to do something, waypast time in fact. I arranged for an inde-pendent accounting firm to conduct anaudit. Three somber suits appeared withadding machines and legal pads and start-ed crunching numbers. Strangely, the sec-ond day of the audit Leroy failed to cometo work. Two days later the accountantssomberly announced that at least$175,000, a fortune in 1976 dollars, andprobably more than that, had been appro-priated by Leroy in a multitude of cleverways designed to surreptitiously siphoncash from our poor company. The policewere alerted, a search was mounted, butLeroy was gone. He had left home, wife,Cessna 310 and…the briefcase. A screw-driver and 10 seconds was all it took todefeat the lock and we looked in on the20 or so sealed envelopes. Seconds laterwe were gazing at their contents, thefabled secret patterns, consistingof…blank paper. Each envelope wasfilled with about 20 sheets of blank paper.

We stood looking at each other, all ofus struggling to get our minds around thefact that all of this had been make believe.It had been a play, written by and starring

‘Leroy the Professional Pilot’ and ourcompany was the unwitting producer.There was no contract, no company, nofactories and the flights had been to ran-dom destinations, delivering nothing. Itwas an incredible, sick production,enabling Leroy to act out a role that hehad obviously needed to cast himself in.

He was never found. He was indict-ed by the county Grand Jury and the story

made the papers for a while and then wasforgotten. He was traced to California,but there the trail grew cold. Our compa-ny declared bankruptcy and all of theemployees, me included, were out on thestreet. I went to work for the Cessna fac-tory as a multi-engine demonstrationpilot and the other employees eventuallymoved on, most to other work in aviation.An exciting chapter with a sad ending

had closed in all our lives.These days I sometimes run into

people from the old FBO since most of usstayed in aviation and it is, after all, asmall world. Talk usually turns to the olddays, as it does with people of a certainage, and when it does, almost withoutexception, we reminisce about thestrange little man who took an entire air-port for a ride.


Continued from Page 18Contrails


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By S. Mark Rhodes

Author Peter Heller is well knownfor his innovative and adventur-ous non-fiction and journalistic

work including Kook: What SurfingTaught Me about Love, Life and Catchingthe Perfect Wave, an account of severalmonths of the author’s life learning tosurf under the guidance of surf gurus inMexico and California. He also famouslylearned to fly in less than a month,offered in a Men’s Journal piece entitledHow to Be a Bush Pilot in Less than aMonth.

Mr. Heller’s debut novel, The DogStars (Knopf) connects directly to hisinterest in aviation. The Dog Stars tellsthe story of a pilot named Hig whoattempts to cope in a post-apocalypticlandscape by piloting his 1956 Cessnaaround what used to be Colorado (withhis dog as a co-pilot).

With this work, Mr. Heller hasemerged as a unique voice in Americanletters, someone whose storytelling abili-ty bears watching. Mr. Heller was niceenough to speak with Mark Rhodes aboutThe Dog Stars, aviation and other aspectsof his adventurous existence.

IF USA: This is your first novelafter several well-received works of non-fiction, many of these works revolvedaround your own personal experienceslike surfing or flying. What was it like toconstruct something fictional?

PH: “Almost all of the non-fictionwork grew out of magazine assignmentsto wild places. These were very intenseassignments to places like Antarctica andremotest Tibet. So writing about big char-acters in extreme circumstances had to bevery helpful to crafting The Dog Stars.Also, writing about them taught me a lotabout pacing, about how to keep a storyriveting, and about how to draw charac-ters quickly and convincingly so that theyjump off the page.”

IF USA: What is the process for youto write about the sensation of flight?

PH: “Pulse quickens just talkingabout flying. Like Hig, I came to it assomething that I’d been meant to do mywhole life. To see the world from the air,the way landscapes, topography fittogether, how the creeks thread, the riversunwind. You get this sense flying a smallplane not too far from the ground that theworld below is perfect. Neat. Everything

in its place. And you are detached from it.It’s like flying through a landscape paint-ing. All the earthly problems: sickness,poverty, death, they vanish, they can’ttouch you. Then you get hit by turbulenceand you are jolted sideways and you stopbeing all poetic and right the controls andget an adrenalin rush like nothing else –so fun. I got my pilot’s license in 20 daysin northern Montana with crazy bushpilots. It was an assignment for Men’sJournal: How to Be a Bush Pilot in ThreeWeeks kind of thing. When I showed up Ididn’t even know what a flap was, a rud-der. It was like drinking from a fire hose.And I was not a natural. Dave Hoerner,my instructor, turned to me after one ofmy landings in the first week and said,“You came in like a sick goose. That wasatrocious!” He had been a logger all hislife. To haul out and use the word “atro-cious” was a very special circumstance. Iloved it.”

IF USA: Was there any reason youhad your protagonist, Hig, pilot a ‘56Cessna?

PH: “It’s the plane I own. Sameplane, down to the tail number. And Ikeep it at Erie Airport just north ofDenver, just like Hig. After I learned fromHoerner, he called and said that a friendof his wanted to sell the old Cessna he’dused for years to track radio collaredwolves in the Rockies. He was getting tooold to fly it. I jumped on it.”

IF USA: Where did the title TheDog Stars come from?

PH: “It came from Hig’s proclivityto make up constellations when he sleepsout under the stars every night. He used tohave a book of the stars, but now he does-n’t. So he makes them up. His are almost

AUTHOR/ACTION HERO PETER HELLERCREATES A CLASSIC OF AVIATIONLITERATURE IN THE DOG STARS


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always animals, and his favorite being, atthis point in his life, his dog Jasper.”

IF USA: You somewhat famouslylearned to be a pilot in less than a month.Do you have any other goals with regardto flying/piloting?

PH: “I’d just like to fly more. I am apretty low-hour pilot, about 180 hours,and I’d like to take more longer trips toCalifornia and Montana and just get to bea better pilot.”

IF USA: Is there a particular film orbook that you feel captures the essence offlying?

PH: “Yes. Two jump to mind. Ialways loved Saint-Exupery’s Wind,Sand and Stars. The flying scenes arevery evocative and beautiful and some-times hair-raising. Also Beryl Markham’sWest with the Night about early flying inAfrica.”

IF USA: If you were to have this

book optioned who do you see being agood actor to play Hig?

PH: “The book has been optioned. Ican’t wait to see who they get. Brad Pittwould be good.”

For more on Peter Heller seehttp://www.peterheller.net

Continued from Page 20Peter Heller: The Dog Stars

By S. Michelle Souder

What do you get when you crossa field full of classic Beechairplanes, a couple hundred

airplane folks and a few days of beautiful,fall, Tennessee weather? Why, the BeechHeritage Museum’s Beech Party ofcourse!

The annual event was held the thirdweek of October this year and brought anoverwhelming turn out of aircraft fromthe early days of Beechcraft up throughsome of the newer models. This fly-incelebrated three very important Beechmilestones: the 65th anniversary of theBonanza, the 75th anniversary of theBeech 18, and the 80th anniversary of thestylish Beech Model 17 Staggerwing.

Less than 30 years after the first doc-

umented controlled flight, Walter andOlive Ann Beech introduced the firstmodel 17 to the world. Quickly knownfor its negative-staggered wings andretractable landing gear, the 17 broughtluxury to flight. Personal aircraft began tobe seen as something more than a barn-stormer’s worn Curtiss Jenny.

During the same time period as thePiper Cub and Douglas DC-3 began pro-duction, the Twin Beech model 18 alsofound its way into the sky providing newopportunities for business and commercialtravel. From 1937 until the end of its pro-duction run in 1970, the Beech 18, with itsnumerous configurations, served both civiland military uses in a myriad of ways.

Both models 17 and 18 haveendeared themselves to generations of

AN AIRPLANE CELEBRATION…LET THE PARTY BEGIN!


An American flag proudly waves from a Beech AT-11 Kansan, a military variant of theBeech 18, as it sits on the flight line at Tullahoma Regional. (Michelle Souder)

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1941 PORTERFIELD LP-65

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1985 SOCATA TB-20 TRINIDAD

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

1952 CESSNA 170B

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

1967 AMERICAN CHAMPION 7-KCAB

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

1978 CESSNA 182Q SKYLANE

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

From Trade-Ins to Aircraft Management, Financing and Appraisals, we canoffer you a complete service. We know the aircraft sales industry and canassist you quickly and professionally with our experience and knowledge.

1967 MOONEY M20C

5642 TT, 136 hrs SMOH, Garmin GNS 430, ApolloSL 30 w/GS #2 Nav/Com, and lots more. Nice paintand blue leather seats! Come see this one!

1969 BEECHCRAFT 36 BONANZA

Call for Details, 1/7th Ownership: 8444 TT; 2008Paint; 2008 Int., Garmin avionics, 300HP engine.

1965 PIPER CHEROKEE 180

3420 TT, 571 FRMN, S-Tec 60-2 electrically drivenAutopilot w/ Alt Hld, lots of additional equipment!Sharp!

1966 CESSNA 182 SKYLANE

9321 TT, 840 SMOH, 273 SPOH, Call about thisone...


2150TT, 285 hours since complete refurbishment with fac-tory A/C, Garmin 430, 3 Bladed Prop, Gami Injectors, GEM,King Avionics, Paint & Interior in 2007, NDH. Very sharpand always hangared airplane! See this one!

1958 CESSNA 175/180 CONVERSION

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

All specifications and representations are believed to be accurate to the best knowledge of the seller. However, it is the buyer’s responsibility to verify all information prior to purchase.

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1977 AMERICAN CHAMPION 7-GCBC

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The General Aviation ManufacturersAssociation (GAMA) on Nov. 7 releasedthe results of the first nine months of gen-eral aviation industry shipments andbillings for 2012. Airplane shipmentsincreased 4.2 percent compared to 2011while the accompanying value of the air-plane deliveries rose 1.4 percent.

“What we heard from our customersrecently at AOPA’s summit and NBAA’sconvention indicate that purchase deci-sions continue to be delayed due to fiscaluncertainty in our North American andEuropean markets,” said GAMA’sPresident and CEO, Pete Bunce. “Nowthat the U.S. election is behind us, wehope that legislators quickly act on thenation’s budget crisis so that individualsand businesses can begin to chart theirown long range fiscal paths.”

Piston engine powered airplane ship-ments grew 3.5 percent to 597 for the firstnine months of 2012 compared to lastyear. Turboprop airplanes saw thestrongest growth with 368 units com-pared to 333 in 2011, which is a 10.5 per-cent increase. There was one more busi-

ness jet delivered year-to-date in 2012compared to the 2011 shipments.

“GAMA will continue to addressimportant industry issues, such as theresearch and development tax credit,depreciation policy, user fees, NextGenand aircraft certification streamlining,”said Bunce. “Additionally, GAMA willengage with global regulatory authoritiesto identify bureaucratic inefficiencies andunnecessary regulation that drive upcosts, increase unemployment, andseverely hamper our industry’s recovery.”

First Nine Months of Shipments ofAirplanes Manufactured Worldwide

2011 2012 CHANGEPistons 577 597 +3.5%Turboprops 333 368 +10.5%Business Jets 427 428 +0.2%Total Shipped 1,337 1,393 +4.2%Total Billings $12.1B $12.3B +1.4%

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pilots and airplane watchers. It is no sur-prise that they are still appreciated nowfor their design and long history. TheBeech Party was graced this year withnine model 17s and 12 Beech 18s – allactively flying. Included in the visitingTwin Beeches was even a militarybomber variant complete with nose gun-ner position intact. The quality of mainte-nance and condition of the attending air-craft was a testament to the owners whocare for them.

Not to be left out were a number ofTravelairs and Twin Bonanzas tucked inbetween quite a large turn out ofBonanzas and Barons. V-tails sat proudlyon the field – living proof that they havelong outlived the “dangerous” imageonce bestowed on them. Daily formationflights highlighted the famous Bonanzasilhouette and the pilots’ finesse.

As with any truly enjoyable aviationevent it was the people who made theBeech party more than just a neat air-plane show. The Parrish family andmuseum staff worked diligently to main-

tain and prepare the grounds for theevent. The beautiful facilities providednot only a wealth of history, but a place torelax and socialize as well. Educationalopportunities gave those who attendedadditional support to help keep their olderaircraft flying well into the future.

Once a person has experienced theaviation fellowship provided inTullahoma, he finds a permanent desireto return on a regular basis. Folks arrived

An Airplane CelebrationContinued from Page 22

The the P & W R-985 radial sings its lowmelody in a model D17S BeechStaggerwing at the Beech HeritageMuseum's Beech Party. (Michelle Souder)


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Aviation Ancestry by Scott Schwartz


Having been intended for a Navyaircraft that was canceled, thePratt & Whitney J58 had already

been run for roughly 700 hours prior tothe program’s cancellation. The 26,000pounds of thrust generated by this enginewould have enabled the canceled Navyairplane to hit Mach 3 for a short burst –a few seconds at most. Of course, theBlackbird would require its engines torun with their afterburners on for longperiods of time – enabling cruise speedsof Mach 3 at 100,000 feet.

Well, once all of the necessary mod-ifications were made to the J58, theengine was generating 32,500 pounds ofthrust. The reader should ponder this fora moment. By the time Skunk Worksengineers were through altering the J58engine, it was the most powerful non-rocket engine ever built. What’s more,the J58 was the first jet engine capable ofrunning its afterburners continuously –burning 8,000 gallons of fuel per hour inthe process.

As powerful as its engines were, bythemselves, they generated only 25 per-cent of the thrust that was needed for theaircraft to cruise at Mach 3. Another issuewas the need to slow the Mach 3 airdown to sub-sonic speeds so that it couldbe fed into the engines’ compressors. Thelatter problem was solved through the useof moveable cones or “spikes” at thefronts of the engine nacelles. Sensing theaircraft’s pitch, roll, and yaw, a computer(of the analog variety) retracted thespikes up to a maximum of 26 inches.Thus, the spikes became throttles – open-ing and closing, and in so doing, varyingthe amount of air entering the enginesinlets in relation to the aircrafts speed andaltitude. So, what did all this have to do

with obtaining more thrust from the J58engines? As the aircraft’s speed in-creased, the air entering the inlets wascompressed and heated as it passedthrough the narrow openings in the inlets.This super-compressed and super-heatedair was directed into the engines’ com-pressor stages, which, well, compressedthe air even further, before it passedthrough the turbines and into the after-burners. With the inlets providing 64 per-cent of the engine’s thrust at full throttle,this system rendered the J58 engine ahybrid ramjet/turbojet engine thatreached 84 percent propulsion efficiencyat Mach 3. At the time, this was 20 per-cent better than any supersonic propul-sion system ever built.

Naturally, the complexities involvedwith the development of the J58 propul-sion system, as well as with the aircraft asa whole, led to delays. In addition, flighttests could not be conducted at just anyair base, using just any pilot who hap-pened to be available.

Given the top-secret nature of theprogram, test-flying the A-12 at EdwardsAir Force Base – that bastion of Air Forceflight testing – was out of the question.No, the tests would have to be conductedat a place where the prying eyes of civil-ians and uninvolved military personnelwould not get a glimpse of this mysteri-ous aircraft. Yet, the test site would haveto be accessible via aircraft and beequipped with sufficient infrastructure tosupport a lot of personnel. The answer, ofcourse, was to return to the “top secretbase in Nevada” that had previously beenutilized for the U-2 flight tests.

As for A-12 pilot qualifications; theywere simple, really. The applicant onlyhad to:

1. Be between 25- and 40-years old.2. Be under six-feet tall.3. Be less than 175 pounds.4. Be married.5. Be emotionally stable.6. Be highly motivated.7. Have current experience with high per-formance aircraft (somehow, this writerdoes not think that Lockheed’s definition of“high performance” was the same as thatfound in the civilian Federal AviationRegulations – namely an aircraft whoseengine produces more than 230 horsepower. The reader should note that A-12pilots were technically civilians, who wouldbe “borrowed” from military service.)8. Be experts in the field of air-to-air refu-eling.

Needless to say, Lockheed’s customer,the CIA, was not happy about the delays –not all of which were caused by the enginedevelopment problems and pilot selectionprocess. Un-anticipated problems with thetitanium had occurred, because it was hard-er to work with than expected, and becauseLockheed was receiving titanium that con-tained impurities.

Indeed, when told by Kelly Johnsonthat there would be a three- or four-month delay, which would push the A-12’s first flight back to Dec. 1, 1961, CIADirector Richard Bissell told Johnsonthat he was shocked there would beanother delay, because he (Bissell) wasunder the impression that the problemswith the titanium had been resolved.Bissell, who was normally a friend andsupporter of Lockheed, told Johnson inno uncertain terms that nothing short ofan earthquake would be an acceptableexcuse for further delays.

But, even without an earthquake, the

delays – especially with the developmentof the J58 engine – continued to the pointwhere Johnson decided to fit the lesspowerful Pratt & Whitney J75 engine tothe A-12 for the initial flight tests.

To be continued…

Visit the authors blog at [email protected]

FROM “GUSTO” TO “OXCART” – PART III

The Pratt & Whitney J58’s massive afterburner; super compressed and heated airfrom the inlets was routed into these afterburners in order to provide thrust for sus-tained Mach 3 flight. (Scott Schwartz)

Moving a maximum of 26 inches fore andaft, the inlet cones, or “spikes” regulatedthe flow of air entering the engine inlets-more or less acting as a throttle. An ana-log computer moved the spikes based onthe aircraft’s speed, attitude, and pitch.

(Scott Schwartz)

By Jim Moore for AOPA

The last B-29 Superfortress in theworld that is still able to fly isdown for maintenance, and the

Commemorative Air Force will need asix-figure sum to get Fifi back in the airnext season.

The CAF, which operates a fleet offlying warbirds, said the famous B-29landed safely after one of its four engines

failed in flight during the last airshow ofthe season. Repairs, and the purchase of abackup engine, are expected to cost morethan $250,000, the organization an-nounced, and a separate website has beenestablished to collect donations specificto this effort. (www.keepfififlying.org)

Neils Agather, commander of the B-29 Squadron of the CAF that operates theaircraft, said the continued flight of Fifi is“at risk.” The organization tours the

country, offering veteransof World War II, and thegenerations that fol-lowed, a chance to expe-rience a part of historyfirsthand.

“We need your help,each one doing a little bit,to continue to spread themessage,” Agather saidin a news release.

LAST FLYING B-29 GROUNDED BY ENGINE TROUBLE

CAF’s famous B-29 Fifi. (Photo Courtesy of AOPA)


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2000 VAN’S RV-6AN596JB. 710 hours TT, 710 on a Lycoming IO-360.EFIS, and a Trio autopilot with altitude hold.


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1981 MOONEY 231N9384R. 2388 TT, 105 SMOH, fresh annual andIFR. All logs, no damage and always hangared.A very pristine 231.


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1969 PIPER TURBO AZTEC DN6621Y. Total time 1050 hours! Recent beautifulpaint and September annual. Always hangared,with immaculate logs.


1979 TURBO 182RGN2182S. 4100 TT, 900 SMOH by Western Skyways.Recent leather interior. Hangared and pristine.


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

Last month I shared with you aboutHangar Flying on the CTAF and prob-lems it can create. Here’s one more thingthat can cause problems – at the same air-port about the same time – an airplane on

down wind decided to stop flying and ranout of sky before it made it to the runway.Nothing really newsworthy about thatwith one small exception...it was threeyears out of annual. Maybe I should have

a contest and ask you to send in yourcomments on this one, we could all use agood laugh and my head is buzzing witha million silly things to say about thisworld class act of being really stupid. So?Any comments?

Commuting by Flying VersusDriving by Habit

And now Ladies and Gentlemen...the envelope please...and the winner is:flying. A few months ago we sold a real-ly beautiful 172 to a young, overly ener-getic and motivated student pilot. I’vechecked in on him now and then and withless than four months of ownership, andstill sitting on one of those yellow/beigetickets, I asked him how many hours hehad logged. Anticipating a boastful 25-30hours he casually answered more than80! When I caught my breath and recov-ered I asked if he’d been home lately?

He informed me that he figured hesaved three hours a day on the L.A. free-ways by flying, and that his commute towork each day was about 22 minuteseach way.

When I calmed down I actuallyfound another SoCal pilot was doing thesame commute and without taking off hisshoes to count, he said it was actuallymore cost effective to fly to work ratherthan drive his car...I’d like to argue thispoint, but I can’t.

I know many airline drivers whocommute from their majestic mountainhomes in northern California hills to oneof the local San Francisco area GA air-ports and then drive an airport “beater”(car) in order to earn a living at SFO,OAK, and SJC so that they can pay forthat mountain home I mentioned.

So, I guess the bottom line is simply,if it works for you, “Go for it!”

“The Impossible Turn” Up-date & Follow up

The best way for me to judge howmany of you actually read my column arethe responses and challenges I get. I lovethat part. One more thing, I’ve said itbefore and I’ll keep saying it until I’mtotally grounded and then some, airplanesdon’t just quit, break or crash withoutsending the pilot a message of some sort.The big problem is that pilots forget tocheck or read their “mail.” So, here’s an

update on the Truckee incident I reporteda few issues ago.

An attempt was made to take off onthe previous day and the take off wasaborted.

The second attempt the next morn-ing, with two medics on board, was alsoaborted. After the pilot dropped off histwo passengers he was seen trying a thirdtime. Presumably he thought he could flyoff some of the fuel load before tryingagain with his PAX, but that’s conjecture.(Please keep in mind a very loaded air-plane and density altitude.)

On the third attempt the nose wasseen to be lifted two or three times beforeit was jerked off quickly; the plane took offin ground effect and immediately yawedoff to the right zooming over three rows ofhangars before dropping suddenly throughthe roof of a hangar. Thought it was appar-ently full of fuel there was no fire.

The plane was reportedly heavilyloaded with medical supplies intendedfor South America where this doctor vol-unteered his services. It may have alsohad an aft C.G. His intended passengerswere also medics but that is all I know.

We believe that he attempted to takeoff with insufficient airspeed. The longtake-off run and high ground speed due tothe high-density altitude situation (proba-bly above 7,000 feet) could have led himto disbelieve his air speed indicator. Ormaybe he did not look at it?

This high ground speed (maybeclose to 70 mph) was enough to lift offthe runway in ground effect. Above thatthe plane was mostly ballistic with little ifany control available because once out ofground effect it stalled.

Immediately after the accident, thegas pump was shut down until a qualitycheck could be made confirming its qual-ity. SOP! I understand that it was soonreopened.

The whole row of hangars was tem-porarily quarantined due to the fuelspillage.

This apparently required digging outthe floor of the damaged hangar and ofthe two adjacent hangars.

We applaud the airport personnel,police, firemen, NTSB and others who


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THIS IS “WORLD CLASS” STUPID . . . AND DANGEROUS TOO!

When planning an overseas trip,what do most Americantourists look for in their selec-

tion of a foreign city? Safety, of course, isof primary importance. Other criteriainclude cost, ease of getting around,locals who speak English, availability ofgreat hotels, restaurants and shopping,plus culture, museums and indigenousicons with sufficient foreign elements todeliver the unique flavor of the country.

Frankfurt, Germany has all of thoseelements, plus much more. A major por-tion of today’s Frankfurt was built afterWWII. The result is a modern, hi-rise citythat faintly resembles a cross betweenNew York and San Francisco. The hi-rises are smartly designed and tread light-ly on their surroundings. The financialdistrict flows seamlessly as it fades intothe charming walking districts. Frankfurtis a big, small town with a river runningthrough it.

Located on the River Main, Frank-furt, the financial capital of ContinentalEurope, is the home of the EuropeanCentral Bank, German Stock Exchangeand hosts major trade shows such as theFrankfurt Auto Show and the FrankfurtBook Fair. You can visit museums untilyour heart’s content or saunter along atangle of downtown pedestrian streets.Take a visit to19th century neighbor-hoods such as Bornheim, Bockenheim orNordend and rarely cross paths withanother tourist.

Shopping, Strolling and Hanging Out

Whatever shoppers are looking forwill most likely be found on Frankfurt’smost popular shopping mile, the “Zeil.”Local department stores and a host ofboutique shops offer an extensive rangeof goods. The nucleus of transportation todowntown is the Hauptwache, the stationwhere all trains converge. Perpetualdroves of giddy shoppers stream from theHauptwache. The Hauptwache buildingwas built in 1730 as a militia headquar-ters. Over the centuries, it has servedmany purposes including a prison.Footsteps from the Hauptwache, are theshopping centres, “Zeilgalerie” and“Frankfurt Hoch 4.” A special attractionis a viewing platform on the roof of theZeilgalerie from which you can gaze overthe tops of skyscrapers and see the entire

city against the backdrop of the TaunusMountains. Shoppers can take a break inone of the cafes, snack bars or restaurants– or just sit outside on a bench along oneof the tree-lined streets.

The stretch of the walkway betweenOpernplatz and Börsenstraße is actuallycalled “Große Bockenheimer Straße,” butto the locals, this pedestrian zone is alwaysthe “Fressgass” – the place whereFrankfurt’s local and international culinarytemptations are particularly irresistible.

Goethestraße is Frankfurt’s “FifthAvenue” where classy shops display thelatest collections of international topdesigners ranging from Armani, Cartier,Tiffany to Versace. Items more moderate-ly priced can be purchased on the adjoin-ing streets. Schillerstraße and Steinwegare popular and both are connected via acovered passageway with shops andrestaurants. Every Friday, a weekly mar-ket with around 50 stalls is held inSchillerstraße.

Museums

If you enjoy museums, you will loveFrankfurt. More than 60 are scatteredthroughout the city including 13 along thebank of River Main. The Stadel Institute ofArt is housed in a series of historical andmodern buildings and has one of Europe’smost comprehensive collections of artranging from the middle ages to contem-porary. The Liebighaus features sculpturesfrom antiquity to neo-classicism. Severalother museums of note include theGerman Film Museum and the German

Architecture Museum as well as theSenckenberg Natural History Museum.

Hotels

Jumeirah Hotel, Thurn-und-Taxis-Platz 2, Frankfurt, 49-69-297-2370.www.jumeirah.com/frankfurt

Whenever I sink into a blasé moodwith an attitude that I’ve seen everythinga hotel has to offer, I discover an architec-tural surprise that elevates hotel design toa new level. The Jumeirah in Frankfurt isone of the most stunning hotels I haveever seen. I often feel that moderndesigns are sterile and lacking in charac-ter. But this hotel has more architecturalcharisma than I have witnessed in a longtime. The colors, the lighting and theflow of the public areas are astounding.Located in the heart of the city, the hotelis within walking distance of the financialcenter, the prestigious Goethestrasseshopping street and the train station.

Jumeirah Frankfurt houses 218 spa-cious guestrooms and suites. The interiordesign from Peter Silling & AssociatesHotel Interior Design is crisp, imagina-

tive and sophisticated, with spacious, airyguestrooms and suites. The guestroomsare finished in a palette of warm hues ofwalnut, honey and nutmeg, with naturalmaterials such as timber floors, silk car-pets, and original artwork.

The enormous bathrooms have botha bathtub and a stand-alone mosaic rainshower. All rooms and suites areequipped with the latest technical facili-ties, media hub with a selection of plugs,Nespresso Machine, BOSE sound sur-round system and a 42-inch LCD TV.

The hotel’s signature restaurant“Max on One” serves exquisite Germanand Austrian cuisine. The restaurant wasdesigned by leading Japanese designerTakashi Sugimoto and his team at SuperPotato, one of today’s most innovativerestaurant design consultancies. Therestaurant includes an open displaykitchen, a private dining area and a com-fortable lounge.

Villa Kennedy Hotel, Kennedyallee 70,Frankfurt 60596, +49 (0)69 717 120,[email protected]

Rocco Forte’s Villa Kennedy islocated on Kennedyallee, just off thesouth bank of the River Main. The hotelwas developed around the circa 1904Villa Speyer. Nestled within ramblinggardens, the hotel offers an invitingretreat from the bustle of the city yet isstill within easy reach of the main busi-ness and leisure areas.

Villa Kennedy is a stylish combina-


Stuart J. Faber and Aunt Bea

Flying With Faber


FRIENDLY FRANKFURT, GERMANY

Skyline Room at the Jumeirah Hotel

The Villa Kennedy Hotel was builtaround the 1904 Villa Speyer.

Frankfurt at night.


To celebrate its 35th anniversaryyear, the Lindbergh Foundation is pleasedto offer donors and friends a rare oppor-tunity to acquire one of a very limitednumber of prints signed by AstronautNeil Armstrong and General JamesDoolittle.

In 1977, when the LindberghFoundation was formed, Neil Armstrongand General James H. Doolittle co-chaired the fundraising committee. Aspart of that effort, the National Air andSpace Museum gave the Foundation a setof numbered, signed prints of each man,made from pencil drawings by the well-known artist Paul Calle. The prints ofNeil Armstrong were signed by bothArmstrong and Calle; likewise, the printsof Jimmy Doolittle were signed by bothDoolittle and Calle. Most of these printswere sold at that time, but the Foundationretained a small collection.

Additionally, the Foundation has afew remaining prints of “Lindbergh ArrivesOver Paris” by artist Robert Carlin. Theseprints, also created 35 years ago to cele-brate the 50th anniversary of Lindbergh’sflight, are numbered out of a series of 100,and are signed not only by the artist, but byJames Doolittle, Neil Armstrong, JamesLovell and Alan Shepard.

In May of this year, the Foundationheld a special 35th AnniversaryCelebration at the Explorers Club in NewYork. This event included special guestsNeil Armstrong, James Lovell and GeneCernan. All three astronauts have beeninvolved with the Foundation, and allthree have supported its efforts. Each inturn spoke about the significance of thevision that Charles and Anne MorrowLindbergh promoted throughout theirlives – that we must balance technologywith the environment to improve the

quality of life. Foundation officials feel so very for-

tunate that Neil Armstrong was able toattend the event, in light of his loss thispast summer. In honor of the efforts thatNeil Armstrong and James Doolittlemade to help the Foundation in its earlydays, they are now offering some of thefew remaining signed prints to donorsand friends.

Suggested Donations for each of theprints:“Lindbergh Arrives Over Paris” -$15,000“Astronaut Neil Armstrong” - $10,000“General James H. Doolittle” - $2,500

For information on these prints, and todonate, visit www.LindberghFoundation.org

THE CHARLES A. AND ANNE MORROW LINDBERGH FOUNDATION35TH ANNIVERSARY DONOR OPPORTUNITY

from all over the US to visit, talk airplanesand fly to their heart’s content – many get-ting an opportunity to be carried aloft in awonderfully restored piece of history. Thecommon bond of aviation plus the sharedinterest in Beech airplanes lend them-selves to making life-long friendships.While Beech was the focus, certainly anyaircraft model was a welcome addition;just ask the Howard owner who wasparked amidst the Beechcraft lines.

All good things must eventuallycome to an end. The 2012 Beech Partyconcluded with good weather and folksheading back to their normal lives – until

next year when the party starts again. Thepassion for airplanes brings folks togeth-er, and there’s always room for one more.Come join the “Party” in Tullahoma nextyear, won’t you?

Michelle Souder flies her 1949 tailwheelPiper from a little airport in New Market,Virginia on “sanity” flights around theShenandoah Valley. She is blessed to bein a circle of aviation friends who thinkold airplanes are what any normal per-son would fly.

An Airplane CelebrationContinued from Page 24

had to handle the immediate effects of thisneedless tragedy. It is never nice work.

Like I said, there were many mes-sages to the pilot and he didn’t read hismail.

Here’s another reason to loveAviation...

I’d like to tell you about an 85-year-old inspiration I had the joy of meeting afew weeks ago. Out of respect I won’tmention his name because you will allwant to meet him and he just doesn’thave the time, he’s too busy.

I met him in his Northern Californiahangar where he kept the love of his life,his 1946 Taylor Craft...loaded with

almost nothing. It was pure joy just lis-tening to him tell me about flying this lit-tle jewel around the USA and a trip hedid in her to New York. He asked me toguess his average altitude for that flight.Any guesses? The answer was 250-feetAGL – and on 4.5 gallons of petrol (cargas). After all, how much octane do youneed for a 75 horsepower engine? By theway, we are selling this treasure anddonating the proceeds to a charity of hischoice, which I believe makes buying ittax deductible.

While I’m At It...A simple ride!

I recently had a client from Francevisiting with me. We completed our busi-

ness late on a Friday, Veteran’s Dayweekend to be exact. I mentioned to himthat if he had time and wanted to take ashort flight around our area code that Iwas free to do that. Before the words leftmy mouth he was flashing his fresh newUSA pilot papers – I mean ticket – he hadjust gotten that morning. Well then I said,“let’s test it and see if it works.”

We met up again the next morning,flipped a coin to see which airplane wouldhave the pleasure of me sitting in it, andoff we went into the lovely, always blue,northern California sky and headed for thenearest ocean. We considered a stop atHAF, but opted for the Golden GateBridge for some picture taking on the“ocean side” instead of the tourist side. Itwas a good choice and picture perfect.

When his heartbeat got back to nor-mal he suggested we find a place forlunch, so we continued north to the winecountry with a stop at Petaluma on ournon-existing flight plan for some caloriesand indigestion.

As we were well into our finalapproach we couldn’t help but notice aplethora of every airplane of our dreamslining the ramp. Both of us were speech-less, yes, even me.

Forgetting it was Veteran’s Dayweekend we realized that one of usshould land the airplane since we wereboth busy staring out through the win-dows and forgot 172s don’t land them-selves . . . you know what I mean.

In his country, as he told me, one

What’s Up



Right: Basking in the glow of the lateafternoon sun, a Beech Staggerwingawaits its evening flight.(Michelle Souder)


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tion of tradition and innovation. Anexpansive central courtyard is the centre-piece of this 163-bedroom, 36-suite hotel.The furniture and lighting have beenscrupulously chosen to make guests feelas comfortable and serene as they wouldin their own home.

Each bedroom has timber floors andfull-length mirrored walls. All rooms fea-ture state-of-the-art technology, includingflat-screen televisions and dedicatedworkstations. The suites are colossal insize with lounge and dining areas, walk-inwardrobes, dedicated dressing areas andseparate guest washrooms. The bathroomshave separate shower units, limestonevanity tops, glass panelling and mosaicfloors. The stately and secure presidentialsuite, with its bullet proofed windows andseparate entrance, is located on the topfloor of the original Speyer Villa.

A highlight of the hotel is the expan-sive spa area including private garden,which is split over four levels and com-prises a 15-metre indoor pool with raisedrelaxation area, sauna, team room, yogastudio, gym and eight treatment rooms.

Business clients can select fromseven meeting rooms for groups of six to45 people. There is also a 3,500-squarefoot ballroom with its own entrance and agrand lobby. All rooms have natural day-light and are equipped with the ultimatein technology. The hotel has undergroundparking spaces reserved for hotel guests.

Dining Around Frankfurt

I love German cuisine. I can consumehuge portions of wiener schnitzel, red cab-bage and dumplings for days on end. Mostof the restaurants are quite casual andhomey. Of course, beer is one of the maincourses. But I prefer my food in the solidstate. Lorsbacher Tal, Rittergasse 49 is oneof my favorites. I generally launch with asoup – and in Frankfurt, they are thick andhearty. Potato, goulash or cabbage soup,take your pick. For a main course, I love aplate of sausage with sauerkraut andboiled potatoes – or a whole pig knucklewith the same sides. For a group of four, Isuggest the whole goose dinner with allthe trimmings.

Borussia, Mainwasenweg 31, tele-phone 069-651185, near the River Mainoffers both German and Mediterraneancuisine. The restaurant is traditionalGerman with a colorful garden, whichoverlooks the river. Borussia serves excel-lent fish dishes including a local perch.They also serve great salads with fish andshrimp, plus a limited pasta menu.

If you have a surplus of money left

over and crave a respite from sausage,Holbein is one of the leading restaurantsin Frankfurt. Located in the courtyard ofthe Stadel-Museum, the interior is show-cased by soaring glass walls decked withold world paintings. You can order asumptuous Argentine filet mignon or agrilled Canadian lobster. The address isHolbeinstrasse 1, phone 069/660-566-66.

The Square at the Airport

Directly at Frankfurt Airport, atopthe high-speed train station, and adjacentto the motorway, lies The Squaire. Thebuilding houses more than 1.5 millionsquare feet of usable space. Within thisarea are two ultra-modern hotels, a hostof restaurants and food courts, shoppingof every description, office space andconference rooms. If you are visitingFrankfurt for both business and leisure, Ican hardly think of a better place to set upheadquarters. If you require an office fora few days, or space for a meeting, TheSquaire has many varieties to offer – it’slike a city within a city. To reach thehotel, the train station or the airport termi-nal, you never have to step outdoors.

Anchoring The Squaire is a pair ofside-by-side hotels; the spiffy HiltonFrankfurt Airport and it’s sibling, the

Flying With FaberContinued from Page 29

Frankfurt Airport (Roland Horn)

The Squaire at Frankfurt Airport (Martin Joppen)

The Hilton Frankfurt Airport


Retired Col. Herbert E. Carter diedNov. 8 at East Alabama Medical Center. Hewas 95. Carter was a university alumnus andmember of the original cadre of the 99thFighter Squadron of the famed TuskegeeAirmen. He flew combat missions duringthe North African, Sicilian, Italian andEuropean campaigns of World War II.

“Col. Carter’s entire life was aninspiration to generations of students not

only at Tuskegee University but also toyouth and adults throughout the UnitedStates, Europe, Africa, Latin America andAsia,” said Tuskegee University presi-dent, Gilbert L. Rochon. “He fought forfreedom from tyranny internationally andfor freedom from discrimination at homein America. His commitment to excel-lence and determination to succeed willset the standard for the next generations

of Tuskegee Airmen.”Carter also served as a professor of

air science and commander of the AirForce ROTC Detachment 15 at TuskegeeInstitute (now Tuskegee University) from1950 to 1955 and professor of aerospacestudies from 1965 to 1969.

Carter earned a Bachelor of Sciencedegree in 1955 and a master’s degree ineducation in 1969 from Tuskegee Institute.

After his retirement from the United StatesAir Force, he served at Tuskegee as assis-tant dean for student services and associatedean for admissions and recruiting.

“Col. Carter has left a great legacynot only for Tuskegee University’sAFROTC detachment, but the UnitedStates Air Force. The Air Force’s corevalues of integrity first; service beforeself; and excellence in all we do are thevalues the Tuskegee Airmen portrayed inwinning a victory against fascism abroadand racism at home,” said Kelly Primus,commander of the Tuskegee UniversityAir Force ROTC.

Carter was one of several originalTuskegee Airmen who returned toTuskegee University to celebrate the filmpremiere of Red Tails in January. Producedby George Lucas, the movie mogul behindStar Wars and Indiana Jones, Red Tailsportrayed the experience of the airmenduring World War II. Primus said Carterremained a familiar figure on campus,even during his later years.

“He had spoken to our cadets numer-ous times about the Tuskegee Airmen’splight and how they became the “best ofthe best.” He also reminded them that, asfuture officers, they must portray the corevalues and continue to keep airmen’slegacy alive,” Primus said.

Among Carter’s prestigious militarydecorations are: the Air Medal, fourClusters, Air Force CommendationMedal, Distinguished Unit Citation,European Theater Medal, five BronzeStars, National Defense Medal, oneBronze Star and the Air Force LongevityAward, five Oak Leaf Clusters.

On June 6, 2004, the president of theFrench Republic, Jacque Chirac, an-nounced that Carter had been chosen forthe Chevalier of the Legion of Honor,France’s highest civilian award. The awardwas for “outstanding service renderedFrance during the second World War.”

In February, Gen. Martin E. Demp-sey, the 18th Chairman of the Joint Chiefsof Staff, paid tribute to the TuskegeeAirmen during a visit to the university.He presented Carter with the OutstandingLeadership Award.

“Who will put their lives at risk?Who will work to help others? Col.Carter did that for his generation,”Dempsey said during the presentation.

Some of Carter’s professional affilia-tions include the Presidential Scholars Re-view Committee and American Associationof Collegiate Registrars and AdmissionsOfficers. He was a former member of theBoard of Trustees of St. Andrews School(St. Andrews, Tenn.) Since 1984, Carter had

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served as a consultant for StudentRecruitment and Admissions, CollegeBoard, Educational Testing Service. He alsoserved as the president of the Tuskegeechapter of Tuskegee Airmen Inc.

Carter was married for more than 60years to Mildred L. Hemmons Carter, apilot who was also counted among the

Tuskegee Airmen. Mildred Carter died inOctober 2011.

In remembrance of Carter, theAmerican flag near the Gen. Daniel“Chappie” James Center for AerospaceScience and Health Education was low-ered to half-mast and a moment ofsilence was observed during an Air Forcecadet dinner held shortly after his death.

Continued from Page 32Herbert Carter

Hilton Garden Inn Airport. Before ourreturn to America, we spent two nights atthese hotels. What a delightful interludebetween the twilight of our trip and theflight home. It felt as if we were visitinganother city. We kicked back around thehotels, roamed through The Squaire,engaged in a modicum of work, enjoyedtheir impressive breakfasts and lunchesand when the mood arose, walked about5 minutes to the train station and headedfor downtown Frankfurt, a ride of about15 minutes.

These sparkling new hotels havegenerously-sized rooms with posh bath-rooms and tasteful decorations. Theyhave thoughtfully designed workstationareas with plenty of European and U.S.electrical outlets, Wi-Fi and ergonomicdesk chairs. The executive floor roomsand suites include access to the executivelounge, private check-in/check-out andfree breakfast. Between working, goofingoff and sojourns into town, we made sev-eral forced visits to the well-equipped fit-ness center.

When it was time to board a planeand return home, we were in for onemore pleasant surprise. A few hoursbefore flight time, we took a short walkfrom the hotel to a special counter,checked our bags and obtained ourboarding passes. We returned to the hoteland lounged around until about 15 min-utes before boarding time – the best waitin an airport we’ve ever had!

For more on these two outstandinghotels, visit hiltongardeninn3.hilton.com/en/hotels/hesse/hilton-garden-inn-frank-furt-airport-FRAAPGI/index.html orwww3.hilton.com/en_US/hi/search/find-hotels/results.htm.

Frankfurt, a city of consummatecharm, sophistication and vitality, hassomething for everyone. We strolled formiles and had no concern of losing ourway or feeling unsafe. If we veered off-course down a strange road, we trans-posed our plight into a new explorationand adventure. On occasion, I practicedmy inept German. However, most of thetime, in restaurants, hotels, departmentstores or just engaging in conversationwith a local, I had no trouble findingEnglish speaking folks.

Whatever café we ventured intoresulted in an impressive culinary experi-ence. The hotels are unparallel in serviceand ambiance. And the prices were quitemanageable. Every turn of the corner pre-sented itself with a thrilling new land-scape. Frankfurt is a world class big city-and a world class small city.

For both the seasoned traveler andthe first-timer to Europe, I recommendFrankfurt as an ideal destination. Frank-furt is decidedly German in its culture,ambiance, cuisine and tradition-with apinch of an American influence to makeanyone feel right at home- but remember,when you travel, you don’t want to feeltoo much at home. Foreign countries aresupposed to be foreign.


Flying With Faber

does not have this kind of access to air-planes unless they are in a museum. Idoubt that he will ever recover from thenext four hours of seeing, touching, pho-tographing, and talking with all the veryaccessible pilots. We even met and visit-ed the newest of the P-51s in the neigh-borhood belonging to one of the coun-try’s great airshow pilots and I won’tmention Eddie’s name because he’s soshy and unassuming.

As to Francois, well... his life

changed that day and as I told him, and asexcited as he was seeing all these historicairplanes, my excitement came fromwatching him and the joy glowing on hisface. I guess that’s what it’s really about;bringing joy to those not as fortunate asmany of us are who are able to live in theworld of aviation, and the thrill of watch-ing others visit it.

I wish you could have been with uson our ride back to PAO. Again wepassed the Golden Gate Bridge, this time-



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

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Dan Poynter’s book, titled Tail-winds: Adventures of a Young Aviator,takes place in the late 30s and early 40sand is illustrated with black-and-whitephotos that were taken at that time andmaps depicting all the places the younghero visits. Fascinating videos provideback up material and almost all were

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The ZoomersVesna Ajic’s love of flying, combinedwith her passion for teaching was whatlead to the writing of The Zoomers. Shenoted that while children’s “airplanecharacters” did appear in some books andtelevision shows, little existed that helpedkids understand what flying is, and how itactually works. The Zoomers is a uniquebook that combines adventure andknowledge with family values and a par-ent/child relationship that is filled withlove and learning. The book stars Zuluand Victor Zoomer, two airplanes who

are very much in love and fly all aroundthe world together. Zulu and Victor longto share their knowledge of aviation andtheir beautiful world with young, newplanes. One early morning, the mechan-ics Mike and Charlie finally finish theirwork and surprise The Zoomers.“Mama” Zulu and “Papa” Victor are elat-


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A small plane crash in Jackson,Miss. on Nov. 13 killed three of Civil AirPatrol’s Mississippi Wing members –Col. John E. Tilton Jr., former member ofCivil Air Patrol’s Board of Governors andAlabama Wing and Southeast Regioncommander; the Mississippi Wing’s stan-dardization/evaluation officer, Lt. Col.David Williams; and Capt. William C.Young, finance officer for the Maj. JamesMcKinnie Composite Squadron.

The Piper A-32 the three men wereflying in crashed in a residential areashortly after takeoff about 5:10 p.m. fromHawkins Field Airport, according toauthorities. The plane wasn’t part ofCAP’s fleet, and the men weren’t on aCAP mission; they were headed to aFederal Aviation Administration safetymeeting in Raymond, Miss., about 30miles away.

“The CAP family is deeply saddened

by this tremendous loss,” said Col.Carlton Sumner, Mississippi Wing com-mander. “These fine men served selfless-ly in the military and/or in CAP. Theirlegacy will be marked by tireless service,devotion to duty and with great personalintegrity and character. They touchedinnumerable lives as friends, businessassociates, mentors, instructors and lead-ers.”

“My condolences go out to the fami-lies of these great Americans,” Sumnersaid. “May their families know their serv-ice to the members of their respectivecommunities as Civil Air Patrol volun-teers was greatly appreciated and was inkeeping with the highest traditions of theorganization.”

Maj. Gen. Chuck Carr, CAP nation-al commander, cited the “tremendous losssuffered by Civil Air Patrol.” In a mes-sage to the organization’s 61,000 mem-bers nationwide, he said, “Each of us inthe CAP family is shocked and saddenedby this loss, and I ask that you keep thevictims, their families and friends in yourthoughts and prayers during this very dif-ficult time.”

Tilton, who joined CAP in February1998, was 65. He had served as theMississippi Wing’s safety officer sinceJune 2011. His wife, Col. Rebecca Tilton,is the wing’s government relations adviser.

Tilton served as Alabama Wing

commander from April 2002 - February2006 and as Southeast Region command-er from February - October 2006, then asnational safety officer from October 2006- December 2007. He served as an at-large member of CAP’s Board ofGovernors from August 2007 -November 2009.

He was an experienced aviator, hav-ing flown as a helicopter pilot in the U.S.Army, where he retired as a lieutenantcolonel and held FAA qualifications as acertified flight instructor.

Williams, who also served as theMcKinnie squadron’s operations andstandardization/evaluation officer, joinedCAP in August 1994. He was 69.

He previously served as the wing’svice commander, chief of staff and direc-tor of operations. He had also been theMcKinnie squadron’s deputy commanderand Web security administrator for theSinging River Composite Squadron.

His aviation credentials includedmilitary service as an Air Force F-101fighter pilot, and he held FAA qualifica-tions as a certified flight instructor. Youngjoined CAP in May 2011. He was 78. Hisaviation credentials also included qualifi-cations as an FAA certified flight instruc-tor.

The National Transportation SafetyBoard and the FAA are investigating thecrash.


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ed to meet their new little airplanes, Echoand Oscar. With engines humming, thisnew family takes to the sky where newadventures await them.

With great illustrations, TheZoomers is a perfect Christmas gift forthat future aviator.

Vesna Ajic was born in Lazarevac,Serbia in 1961 where aviation, especiallyfor women, was nearly unheard of. That,however, did not stop Vesna as a younggirl, from dreaming of taking to the sky.While maintaining her dream to fly, Ms.Ajic entered into criminal law, practicedprofessionally and started a family. In1989, with war looming in her nativecountry, Vesna, along with her family andthen two-year-old daughter, emigrated toAmerica with hopes of a safer andbrighter future. Unbeknownst to her at

the time, that future would include aremarkable group of friends that not onlyintroduced her to flying, but lead her to anew career. She now flies Citation Jetsand conducts pilot ground training at thewell-known jet flight school, Arizona TypeRatings (www.arizonatyperatings.com).

Vesna’s book, The Zoomers, may bepurchased on line at www.TheZoomersBooks.com.

Vesna Ajic, author and pilot.

Continued from Page 34Goodies and Gadgets

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Business Aviation News


The National Air TransportationAssociation’s (NATA) annual AviationBusiness Roundtable once again broughtkey executives in the industry togetherwith some of the most influential decisionmakers in Washington, D.C. The two-dayevent (November 12-13) consisted ofhigh-level meetings to discuss criticalfinancial and political issues affecting theaviation business community.

Highlights from the 2012 AviationBusiness Roundtable included a:

• Luncheon with an opening speechby EADS North America Chairman ofthe Board and CEO Sean O’Keefe.

• General Aviation panel discussion

with Ed Bolen, President and CEO,National Business Aviation Association,Pete Bunce, President and CEO, GeneralAircraft Manufacturers Association,Craig Fuller, President and CEO, AircraftOwners & Pilots Association, and ChuckSuma, Senior Vice President, GlobalAsset Management, NetJets, Inc.

• 2012 election analysis with RobChamberlin, Executive Vice Presidentand Business Development Director,McBee Strategic, and Sam Whitehorn,Executive Vice President and Recruitingand Hiring Director, McBee Strategic.

• Reception and dinner featuring leg-endary athlete and aviation business

owner Bruce Jenner.• Transportation Security Admin-

istration roundtable with The HonorableJohn S. Pistole, Administrator.

• National Transportation SafetyBoard roundtable with The HonorableDeborah A.P. Hersman, Chairman, andThe Honorable Robert L. Sumwalt,Member.

• Federal Aviation Administrationroundtable with The Honorable MichaelP. Huerta, Acting Administrator.

“This time each year, NATA assem-bles panels and presenters to help usunderstand the most important issues thatour industry faces,” stated NATA

President and CEO Thomas L.Hendricks. “From leaders on Capitol Hillto experts within our own industry, thisyear’s Roundtable provided a robust plat-form for our members to learn the latesteconomic, political, security and legisla-tive issues that will affect their business-es in 2013 and beyond.”

To download the 2012 AviationBusiness Roundtable program visithttp://www.nata.aero/data/files/abr/roundtable2012.pdf

O’KEEFE AND KEY GOVERNMENT OFFICIALS FEATURED AT NATAAVIATION BUSINESS ROUNDTABLE

Gulfstream Aerospace Corp.announced Nov. 14 that it has deliveredits first super mid-sized G280 aircraft.The fully outfitted business jet went to aU.S.-based manufacturer with a world-wide presence spanning 190 countries.

The best-in-class G280 aircraft earnedtype certificates from the U.S. FederalAviation Administration and the CivilAviation Authority of Israel on Aug. 30.

“Gulfstream is excited to deliver this

aircraft to a dedicated customer who hasworked so closely with us on the G280program,” said Scott Neal, senior vicepresident, Sales and Marketing,Gulfstream. “In preparation for our firstdeliveries of this aircraft, we took a G280to several fixed base operators around theUnited States, so their employees couldfamiliarize themselves with the handlingrequirements for the G280. That was justone of several efforts intended to ensure a

smooth entry-into-service for this aircraft. “This is an illustrious occasion that

signifies the beginning of full-scale G280manufacturing. We congratulate theG280 design and build teams, our suppli-ers and our customers for their tremen-dous contributions to the G280 program.It won’t be long before we’re seeing theG280 landing and taking off at airportsaround the world.”

The G280, a joint effort between

Gulfstream and Israel AerospaceIndustries, offers the most comfortablecabin and the longest range at the fastestspeed in its class. With its fuel-efficientHoneywell HTF250G engines, the aircrafthas a range of 3,600 nautical miles (6,667km) at Mach 0.80. This makes it the onlysuper mid-sized aircraft that can reliably flynonstop between London and New York.

For more information visitwww.gulfstream.com.

GULFSTREAM BEGINS DELIVERING G280 AIRCRAFT TO CUSTOMERSA U.S.-Based Manufacturer Receives First Fully Outfitted Super Mid-Sized Aircraft

On Nov. 16 an El Paso, Texas juryfound a defective flight control compo-nent caused the fatal crash of a U.S.Custom and Border Protection (CBP)Eurocopter AS350B3 helicopter on May22, 2007. The crash killed the pilot and

critically injured the other crewmember. The two-week trial centered on

claims by the pilot's family and theinjured crewmember that a manufactur-ing defect in a flight control servo madethe aircraft uncontrollable and caused the

crash during a routine border securitymission. Defendants, Eurocopter andGoodrich, contended that the accidentwas caused by the pilot entering vortexring state.

Dallas area aviation attorney Jon

Kettles and El Paso attorney EnriqueMoreno represented the widow of thepilot killed in the accident.

JURY FINDS DEFECT IN EUROCOPTER AS350B3 FLIGHT CONTROL SYSTEM

Avjet Corporation, an internationalprovider of aircraft charter, sales andmanagement solutions, has announcedthat its charter fleet has been equippedwith high-speed wireless internet access.

“We're excited to meet our passen-gers’ needs for staying connected in-flight,” said Mark Lefever, Avjet's presi-dent. “We've seen an increase in the num-ber of smartphones and tablets on board.Now passengers can do more on the way

to their destination. WiFi access helpsmake private jet charter the most produc-tive, and the most relaxing, way to fly.”

Avjet's charter aircraft have beenequipped with either Aircell Gogo Bizhigh-speed internet service or InmarsatSwiftBroadband. The network technolo-gies were made available by Aircell, aleading provider of in-flight connectivityequipment and services to the businessaviation market.

Gogo Biz allows passengers andflight crews to enjoy high-speed internetcapabilities above 10,000 feet in the con-tinental U.S. and portions of Alaska,using their own WiFi-enabled laptops,tablets, smartphones, electronic flightbags and other mobile devices. InmarsatSwift Broadband provides voice andhigh-speed data simultaneously.

“The addition of onboard wirelessaccess is part of Avjet’s commitment to

lead our industry in safety, comfort andcustomer service,” said Lefever. “Weserve VIP travelers who expect – anddeserve – the very best.”

To learn more about Avjet, visitwww.avjet.com. To connect with Aircell,visit www.aircell.com and on Twitter atwww.twitter.com/aircellbizav.

AVJET CHARTER FLEET GOES WIRELESSAvjet’s Charter Aircraft Now Equipped with Aircell Gogo Biz and Inmarsat SwiftBroadband


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Cessna Aircraft Company made sev-eral key announcements at the NationalBusiness Aviation Association’s annualconference relating to innovation in air-craft design, commitment to customerservice and addressing customer needs.

“This year, we are thrilled with thesteps we have taken to deliver what ourcustomers want and need,” said ScottErnest, Cessna President and CEO.“These innovations further underscoreour commitment to bring cutting edgeaircraft and service to market for todayand tomorrow and to exceed our cus-tomers’ expectations year after year.”

Innovation Continues at Cessna:Introducing the new Citation

Sovereign

The New Citation Sovereign nowdelivers increased range, updated technolo-gies and enhanced capabilities. Features ofthe New Citation Sovereign include:

• New cockpit with Garmin G5000 avionics suite

• Increased range by 150 nm, boosting the New Citation Sovereign total rangeto over 3,000 nm

• Powered by the new Pratt & Whitney PW306D engine

• New cabin amenities including the integrated Cessna Clarity™ cabin management system, in addition to improved seat design

• Improved short runway performance• Integrated automatic throttles• Winglets have been added, giving the

aircraft a distinct appearance and an aerodynamic boost

• Improved ground cooling performance

Line flow has already started on theNew Citation Sovereign, and entry intoservice is expected in the early third quarterof 2013. The new Sovereign will also beavailable with a utility configuration, withoptions to carry payload, people, or both,depending on the mission requirements.

The New Citation X; Retainingthe name that started it all

Much to customers’ delight, theCitation X name will live on. When theplans were drawn to improve on theCitation X systems and performance, thataircraft was to be called the “CitationTEN”. Through the design and certifica-

tion process, the Citation TEN hasclaimed the title of world’s fastest busi-ness jet, but customers have told Cessnathat they prefer the new aircraft retain theCitation X name.

“You can see customer input presentthroughout the entire process,” saidRoxanne Bernstein, senior vice presidentof Marketing. “We’ve implemented cus-tomer input with various designs, wevalue customer feedback with services,and we also listen to the customer when itcomes to guidance with naming our air-craft. Customers value the performanceand system improvements with the updat-ed aircraft, the fact that the new Citation Xis the world’s fastest business jet with atop speed of Mach 0.935, and they valuethe original name. So Cessna has decidedthat, moving forward, this aircraft will becalled the new Citation X.”

Commitment to CustomerService: Smart Global Growth

in Europe

Cessna also reinforced the company’sactivities tied to the smart global growthstrategy including opening CitationService Centers in the United Kingdomand Spain. The company announced thefirst Cessna-owned Citation ServiceCenter in the UK, located at Robin HoodAirport Doncaster Sheffield. The newly-acquired 50,000-square-foot facility,rebranded as the Doncaster CitationService Centre, offers a wide range ofservices to Citation customers, from main-tenance to modernization and paint.Previously known as Kinch AviationServices, the business has operated for 15years and been a Cessna authorized servicefacility for the past four years.

Cessna highlighted the grand open-ing of its new regional Citation ServiceCenter in Valencia, Spain. The 100,400-square foot (9,328-square meter), state-of-the-art facility is located at ValenciaAirport (ICAO: LEVC) in eastern Spain,convenient for Citation customers acrossWestern Europe and North Africa. TheCenter offers a one-stop shop for compre-hensive repair, completion, fulfillment,maintenance and customization services.

In addition to Cessna’s extensiveU.S. based network, Cessna now oper-ates four Citation Service Centers inEurope, with Valencia and Doncastercomplementing facilities in Paris, France,and Prague, Czech Republic.

CESSNA MAKES KEYANNOUNCEMENTS AT NBAA

PRESS CONFERENCE

on the tourist side, then over downtownSan Francisco, and finished up by flyingover SFO. Not bad for just a simple ride.

I’m Just Saying . . .

And now a few words about holidayflying: We eat (too much), we drink (too

much) and we are usually in a hurry toget there and or get back from there.Sometimes we might be just a smidgeover grossed because of warm clothes,

gifts, and snacks of course. I have alwayschosen not to fly on special holidays likethe ones coming up. I’ve always felt thatI never wanted an unavoidable incidentlinked to a holiday. So with that in mind,please be extra careful out there and don’tend up with your name in this column. Isay this with love because, I’m just say-ing . . .

On final . . .

I am still recovering from myTurkey hangover and I’ve found all theweight I lost while in a holiday rehabcenter. Now it’s time to gather all thosewe love and or tolerate and everythinggood and fattening. Lots of hugs andkisses, and a fair amount of hangar fly-ing, will be shared and enjoyed. With allthat is happening in other parts of ourworld that is not as happy, find a way toshare this time with those that are with-out. As 2012 comes to a close, I thankyou again for allowing me into yourminds and private time. I look forward tospending another year with you and help-ing all of us find more things to smileabout.

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


Continued from Page 33What’s Up

UOP LLC, a Honeywell company,has announced that Honeywell Green JetFuel, produced using Honeywell’s UOPRenewable Jet Fuel process, powereddemonstration flights by GulfstreamAerospace to this year’s NationalBusiness Aviation Association (NBAA)convention.

Five Gulfstream aircraft traveled onOct. 27 and 28 from Gulfstream’s head-quarters in Savannah, Ga., to Orlando, Fla.,for the NBAA convention, the world’slargest civil aviation tradeshow.

Both engines of the aircraft werepowered by a 50/50 blend of HoneywellGreen Jet Fuel and petroleum-derived jetfuel. The renewable fuel was made withnatural oils from camelina, an inedibleplant that grows in conditions whereother food crops cannot. This marked thefirst time Gulfstream’s entire fleet hasflown on renewable jet fuel.

“Honeywell Green Jet Fuel has been

proven repeatedly throughout the avia-tion community as an alternative fuelsource that not only meets strict flightspecifications, but also offers significantemissions reductions,” said Jim Rekoske,vice president and general manager ofHoneywell’s UOP Renewable Energyand Chemicals business unit. “We arepleased that Gulfstream chose to incorpo-rate Honeywell Green Jet Fuel into itscompanywide sustainability initiative.”

Gulfstream G150, G280, G450,G550 and G650 aircraft participated inthe flights. Previously, Gulfstream’sG450 was the only Gulfstream aircraftflown using renewable jet fuel.

Each gallon of camelina-basedHoneywell Green Jet Fuel burned insteadof petroleum reduces the net carbon diox-ide equivalent emissions by 68 percent.Depending on the feedstock, HoneywellGreen Jet Fuel can offer a 65 to 85 per-cent reduction in greenhouse gas emis-

sions relative to petroleum-based fuels. When used as part of a 50 percent

blend with petroleum-based jet fuel,Honeywell Green Jet Fuel is a drop-inreplacement for petroleum-based jet fuelthat requires no changes to aircraft tech-nology and meets all critical specifica-tions for flight.

Honeywell’s UOP Renewable JetFuel Process technology was originallydeveloped in 2007 under a contract fromthe U.S. Defense Advanced ResearchProjects Agency (DARPA) to producerenewable military jet fuel for the U.S.military. The process technology is fullycompatible with existing hydroprocess-ing technology commonly used intoday’s refineries to produce transporta-tion fuels.

In addition to using Honeywell GreenJet Fuel, Gulfstream’s aircraft feature awide range of Honeywell Aerospace tech-nology that improves energy efficiency

and the environmental footprint.Honeywell’s Flight Management Systems(FMS) aboard Gulfstream’s large-cabinaircraft enable the most efficient use of air-space in all phases of flight. The HTF7250propulsion system installed on theGulfstream G280 super mid-sized aircraftfeatures the latest SABER1 combustiontechnology, which reduces nitrogen oxideemissions by 25 percent.

In 2011, a Honeywell-operatedGulfstream G450 became the first air-craft to fly from North America to Europewith a 50/50 blend of Honeywell GreenJet Fuel and petroleum-based jet fuel,powering one of the aircraft’s Rolls-Royce engines. It was also the first busi-ness jet to be powered by a biofuel.

For more information, go towww.uop.com.

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

manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. Thesereports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes anelectronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our read-ers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.

Two Perspectives

According to the FAA GeneralAviation Pilot’s Guide to PreflightPlanning, Weather Self-Briefings, andWeather Decision Making, many pilotswho hear about a weather-related acci-dent think, “I would never have tried tofly in those conditions.” But interviewswith pilots who survived weather-relatedaccidents indicate that they thought thesame thing – until they found themselvesin weather conditions they did not expectand could not safely handle. This CALL-BACK presents weather-related ASRSincident reports along with correspon-ding National Transportation SafetyBoard (NTSB) accident reports involvingthe same type of aircraft in similar weath-er conditions. The ASRS reports offer afirst-hand account of what were oftennarrow escapes from adverse weatherconditions. The NTSB reports are sec-ond-hand accounts about pilots who werenot as fortunate in their weather encoun-ters. The ASRS incidents are often seenas precursors to the accidents reported bythe NTSB.

Three of the many lessons that can belearned from the ASRS reports are: 1)review and know the procedures for deal-ing with adverse weather in your aircraft,2) avoid adverse weather if possible and,3) have an escape plan in the event of anunexpected encounter with dangerousweather. Failure to learn the lessons pre-sented here can lead to an ASRS incidentreport if you are lucky or an NTSB acci-dent report if you are not. But, smart pilotsremember the old axiom: You start with abag full of luck and an empty bag of expe-rience. The trick is to fill the bag of expe-rience before you empty the bag of luck.

Event #1

Aircraft: PA-32 with weather data linkcapability Situation: Entry into an area of rapidlybuilding thunderstorms

ASRS Report #1“I Came Close to Being a

Statistic”

Even with good preflight planningand onboard weather data link capability,it took the help of ATC to successfullyextricate this PA-32 Pilot from an area offast-building thunderstorms. The all-too-close encounter highlights a critical fac-tor about the timeliness of NEXRAD(Next-Generation Radar) weather data.

While in cruise flight, it became nec-essary to deviate due to existing andbuilding thunderstorms. ATC hadadvised me of the largest storm which Ihad visually... I was also using XM down-loaded NEXRAD weather information.When the NEXRAD data indicated it wassafe to turn more northerly, I advisedATC that I was starting my turn... I wentIMC momentarily and when I broke outthere was a large buildup at my twelveo’clock position. The main storm was stilloff to my right. I could see several breaksaround the buildup and requested a climbto 10,000 feet in an attempt to remainvisual on the buildup. I was unable to doso and encountered IMC. While IMC, Iflew into a fast building area of weatherthat was joining up with the known cell tomy right. I advised ATC of my dilemmaand was very surprised to see how quick-ly the cell was developing. ATC vectoredme through the safest part of it. I wasusing every method from my training –turning the autopilot off, slowing, andkeeping the wings level. At one time, withclimb power, I was descending at 1,500feet per minute. I eventually exited theweather and looked out my right rearwindow to see the huge storm that wasdeveloping behind me. ATC advised thatit had completely closed up. Only thendid the NEXRAD downloaded weatherupdate to reflect the actual conditionsthat existed. A meteorologist friendassisted me in downloading archivedradar images that showed how fast theseair mass cells/thunderstorms were devel-

oping and how I came close to being astatistic. I knew not to use the NEXRADfor storm penetration prevention, but didso in error. I am very lucky that the out-come was good…. The delay of the[NEXRAD] update with the speed of thebuildup of these air mass thunderstormsresulted in an inaccurate pictorial that Iwas using to determine my route of flight.

NTSB Report #1

This NTSB report details howanother PA-32 Pilot apparently relied onoutdated NEXRAD weather informationin an attempt to escape an area of rapidlydeveloping thunderstorms.

The airplane was on a cross-countryflight in level cruise at about 8,000 feetMSL when the pilot flew into an area ofheavy rain showers. The pilot informedan Air Traffic Controller that he wasdiverting around an area of thunder-storms. The pilot last reported that hewas in “bad” weather and was going totry to get out of it. Following that trans-mission, radio and radar contact waslost. A witness on the ground heard asound resembling an explosion…Themain wreckage consisted of the entireairplane except for the left wing, verticalstabilizer, rudder, and the right wing tipfuel tank. Those components were locat-ed about 200 feet north-northeast of themain wreckage. An examination of theleft wing spar showed that the wing failedin positive overload. A weather study ofconditions in the area at the time of theaccident indicated the potential for heavyrain showers, thunderstorms, wind inexcess of 45 knots, clear air turbulence,and low-level wind shear…The pilot hada global positioning system (GPS) unitwith a current subscription for Next-Generation Radar (NEXRAD).

The GPS unit owner’s manual statesthat NEXRAD weather data should beused for “long-range planning purposesonly,” and should not be used to “pene-trate hazardous weather” as the

NEXRAD data is not real-time. On June19, 2012, the NTSB issued a Safety Alertto warn pilots using in-cockpit flightinformation services broadcasts (FIS-B)and satellite weather display systems thatthe NEXRAD “age indicator” can bemisleading. The actual NEXRAD datacan be as much as 20 minutes older thanthe age indication on the display in thecockpit. If misinterpreted, this differencein time can present potentially serioussafety hazards to aircraft operating in thevicinity of fast-moving and quickly devel-oping weather systems. The NTSB deter-mines the probable cause(s) of this acci-dent to be: The pilot’s inadvertentencounter with severe weather, whichresulted in the airplane’s left wing failingin positive overload. Contributing to theaccident was the pilot’s reliance on out-dated weather information that hereceived on his in-cockpit Next-Generation Radar (NEXRAD).

Event #2Aircraft: C182 Situation: Carburetor icing

ASRS Report #2“The Engine Stopped Running”

A C182 Pilot learned that severe car-buretor ice can form even though no air-frame icing is seen. The Pilot was luckyto break out of the clouds and restart theengine.

We were at 12,000 feet on an instru-ment flight plan in communication withApproach. The Controller directed us todescend and maintain 9,000 feet. Flightconditions were IMC, -4 degrees C, andno airframe icing was being encountered.We reduced throttle in order to descendand within a few seconds of reducingthrottle, the engine stopped running.After completing the Engine FailureChecklist, with no success, we declaredan emergency with Approach… We con-tinued on our present heading with theintent of making an emergency landing at

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

1979 TOMAHAWK, in license $17,500 OBO.

1979 TOMAHAWK, 1310 SMOH, low price, offer.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Avfuel’s popular pilots rewards pro-gram, AVTRIP, rewards members withmore than just points and cash awards.Every year since 2000, AVTRIP hasawarded a lucky pilot with a $2,000scholarship to put towards continuingaviation education.

“The aviation community is madeup of truly passionate people alwayseager to learn more,” said MarciAmmerman, Avfuel Vice President,Marketing. “Avfuel’s hope is that ourAVTRIP scholarship can give these pilotsthe boost needed to pursue a goal, be itmore flight time, instrument ratings, orflight instructor certification.”

Behind every goal is a story, saidAmmerman, which makes picking arecipient as difficult as it is rewarding.“Our application process involves anessay component. We get a personalglimpse into the life of each applicant.We read stories that are heartwarmingand heartbreaking; inspirational andinspiring. The common thread that runsthrough all the essays is how sincerely

committed these applicants are to avia-tion.” Often, the company selects severalsemi-finalists for smaller awards,because, Ammerman says, “It becomesnext to impossible to pick just one worthyrecipient.”

This year’s $2,000 AVTRIP scholar-ship was awarded to Taylor Ratliff, anAerospace Administrations and Opera-tions, Professional Pilot major at Okla-homa State University.

“I originally came to OklahomaState University as a pre-vet student,”said Ratliff, whose father is a pilot. “Itook a private pilot ground school courseas an elective. After my first class, I knewthis was the path for me.” Ratliff, who isinvolved in aviation-related extracurricu-lar activities such as serving as the VicePresident of Oklahoma State’s Women inAviation chapter and a member of theFlying Aggies, plans to use her funds tosoften the overall financial burdens offlight training. “I’m at the point in myaviation training where the costs are real-ly beginning to add up,” she said. “This

will mean so much to achieving my goalas a professional pilot.”

A $500 semifinalist award wasgranted to Joshua Armbruster, chief pilotfor AirOptions Aviation. Armbruster hasan extensive background in flight instruc-tion and plans to use the scholarshipfunds to attend an upset training courseand earn a tail wheel endorsement. “Thisknowledge will make me a safer pilot,”said Armbruster, “but it also will give methe necessary skills and the confidence tobetter instruct my students.” Armbrustervolunteers his free time with the YoungEagles program and as an Aviation MeritBadge counselor with the Boy Scouts. “Ilove to work with local organizations tohelp young people realize their dreams offlight,” he said. “I try and instill theresponsibility but also the joy a pilot haswhen flying.”

Ammerman said that despite theobvious age, experience and gender dif-ferences of the candidates, their applica-tions stood out to the scholarship selec

AVTRIP SCHOLARSHIP, NOW IN ITS TWELFTH YEAR, STRENGTHENSGENERAL AVIATION THRUGH THE PROMOTION OF AVIATION EDUCATION

Taylor Ratliff was this year’s winner ofAVTRIP’s $2,000 scholarship.

Joshua Armbruster was awarded a $500semifinalist award.Continued on Page 47


From Skies to Stars By Ed Downs

The holiday season offers a hugenumber of both aviation and astro-nomical topics to write about.

From the aviation standpoint, gift givingis made easy. Pilots will love anythingthat has to do with their flying activitiesor cherished flying machine. We are aneasy “gift buy” group. Astronomy alsohas a firm connection with the Christmasseason, with the Star of Bethlehem (theChristmas star) playing a major role invirtually every aspect of holiday decora-tions, lore and tradition. The biblical ref-erence in Mathew 2:2 begins our tradi-tion of “the Star in the East” and the holyjourney of the three Magi, referred to as“The Three Kings” in late medievaltimes. It would be hard to imagine theChristmas tradition without this celestialmiracle. A quick search in this writer’sbiblical concordance comes up with noless than 10 references to the stars. And,it must be remembered that many biblicalhistorians believe the Magi wereastrologers, skilled in many arts and sci-ences, having familiarity with theprophecies of Daniel. While today astrol-ogy is considered a completely differentsubject than astronomy, they were onceone and the same, and perhaps the oldestof all scientific understandings by ancientcivilizations. Indeed, the stars are an inte-gral part of the holiday season.

As an amateur astronomer, thiswriter recalled continuing work beingdone to try and verify, scientifically, thatthe Star of Bethlehem existed in a physi-cal sense that can be verified through the

science of astronomy and astrophysics. Iam intrigued by such research and a greatfan of biblical archeology, but myresearch disclosed that I was treading ondisputed ground. To millions, the realitythat the “Star” was a miracle contained inthe Word is absolute proof of its exis-tence. Elements of the Christian faitheven disagree as to meaning of the “Star.”To challenge faith-based views withphysical evidence is, in fact, insulting andupsetting to some. It is not the intent ofthis writer to do either. But, as a Christianwith a telescope, I cannot help but look tothe heavens in admiration of a God thatcreated everything in an instant.Astrophysicists know this as the “singu-larity” while we common folk think interms of the “Big Bang.”

Those who search for the Star ofBethlehem run into a variety of chal-lenges. The calendar, as we know it, didnot exist, and competing calendars flour-ished. The precise historical birthday ofJesus is not known. Our current celebra-tion was established centuries after theCrucifixion. Astronomers (astrologers?)of the time did not have hard drives intowhich data could be stored, and scientificrecords that might have existed weredestroyed when the remarkable docu-ments contained in the Library ofAlexandria were lost through a series ofdevastating wars covering a period ofnearly 600 years. But, today’s computerscan roll back time. We can see that thetime of Christ’s birth did contain someunusual conjunctions of planets, especial-

ly between Jupiter and Venus, meaningthey were so close together that they maywell have appeared as a single, new,bright “Star.” This conjunction wouldhave appeared in the constellation Leo,known as the “Lion of Judah,” long asso-ciated with the coming of a King. A pass-ing comet could certainly have beenviewed as the “Star” and may haveseemed to have stayed in one position,but comets were traditionally viewedduring ancient times as “the coming ofbad things” and not likely to be associat-ed with such a holy event. Additionally,records that do exist make no mentions ofa comet, something that would havemade “the 10:00 news” of the day.

It is interesting to note that Chineserecords (avid and skilled astronomers) ofthe time do speak of a sudden bright lightin the sky that lasted for months. Thiscould well have been a supernova, thesudden and explosive death of a star. Asupernova occurs when a star’s centralthermonuclear core burns out, or runs outof fuel. The core shuts down suddenlyand the enormous mass of the star col-lapses in on itself. The unimaginable heatand energy caused by this collapse cre-ates an enormous explosion that is bil-lions of times brighter than our own sun.This would most certainly have beenobserved in all parts of the ancient worldand recorded. But only Chinese accountssurvive. One might think that the explo-sive death of a star is hardly a good omenfor the birth of a Savior, but think again.The death of a star is actually a birth! The

heat and energy expelled by a singlesupernova causes massive molecularchanges to occur within its own atomicstructure, creating every known chemicalelement. These elements are cast out intothe universe as building blocks for newstars, planets and life forms, like us.

Speculation persists, but for this ama-teur astronomer, a look through my tele-scope is all that is needed to fire up theimagination. Imagine you are standing onthe shore of the Sea of Galilee, lookinginto the night skies with a powerful tele-scope. Your view falls upon a beautifulopen star cluster known as M22, 2,000light years from earth. With thousands ofstars huddled together by gravity, it is nowknown that at least some of those starswill have planets, and one of those planetsmight have an advanced life form that islooking back at you at that very moment.But you would not see them looking back,because the light from that planet took2,000 years to reach you, so you wouldsee their living history, in real time. Andthey would not see you, but would see ourplanet’s living history as it was 2,000years ago. Our M22 friends might see abig gathering on the shores of a lake, witha man in a robe serving fish and bread, fol-lowed by a speech from a mount. Theywould see this in real, living, time. Andimagine – He was the only one in thatcrowd that knew we would be celebratingHis birthday, more than 2,000 years later.Happy birthday, Jesus. And happy holi-days to all.

THE CHRISTMAS STAR

a nearby CTAF airport…Upon furtherdiscussion with the Controller, however,we elected to head for a nearby Class Dairport…As we descended (still in IMC)we were able to restart the engine…Wecontinued to descend towards the airportand broke out of the clouds into VMC atapproximately 4,800 feet… It is clear thatthis engine failure incident was caused bysevere carburetor ice – just below thefreezing level, in clouds, with visible icecrystals. Although the ice crystals werenot of the type that created airframe ice(no airframe ice was reported in our

area), it was ideal for causing carburetorice, which built up more rapidly than wewere able to clear using carburetor heat.

NTSB Report #2

An NTSB report recounts howanother C182 Pilot experienced carbure-tor icing, but was unable to restart theengine and wound up losing his airplanein a tree.

The pilot received a weather briefingfrom FSS the evening before departureand a friend at the destination told himthat the area had been free of fog for the

last several days. Upon descent to 1,500feet at the destination, he could not spotthe airport due to a fog layer. He decidedto divert to his alternate. After turningtoward the alternate airport, the enginebegan to run roughly. The pilot wasunable to remedy the power loss byapplying carburetor heat, switching fueltanks, leaning the mixture, and checkingthe magnetos in the both position. As heturned back toward his original destina-tion airport, the engine continued to runrough and he was unable to arrest theairplane’s descent. He was just above thefog layer, saw the runway through the

fog, and turned back to the runway.During the turn, he went into the fog andthe airplane collided with treetops andlodged in branches. The occupantsnoticed fire in the floorboard area, exitedthrough the pilot’s door, and jumped tothe ground. The fuselage was consumedby fire… The NTSB determines the prob-able cause(s) of this accident to be: A lossof engine power due to carburetor icingand the pilot’s failure to use carburetorheat in conditions conducive to icing.

Safe LandingsContinued from Page 40

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Three-time U.S. National AerobaticChampion Patty Wagstaff, along with 12members of Team RV will fire up theirengines for the first-ever Twilight AirShow at Expo this coming January. Theperformances will begin at 5 p.m. onFriday and Saturday evenings, January18 and 19, during the Expo 2013.

“We are very pleased that Patty isheadlining at Expo 2013,” said ExpoDirector Jana Filip. “We hope many peo-ple will join us to see Patty Wagstaff dis-play her awe-inspiring aerobatic skillsand Team RV’s amazing twilight show.”

Patty Wagstaff has performed in air-shows since 1984, and is known for hersmooth, aggressive style of flying and forher thrilling and precise aerobatic de-monstrations. Patty puts the planethrough its paces, performing knife edgespins, lomcevaks where the airplane tum-bles end over end, torque rolls and preci-sion maneuvers – including the invertedribbon cut at 22 feet, upside down, abovethe ground. She flies inside, outside, andevery way but right side up!

A pilot since 1980, Patty is the first

woman to win the title of US NationalAerobatic Champion and one of the fewpeople to win it three times. Five yearsafter gaining her pilot’s certificate, sheearned a spot on the U.S. AerobaticTeam, and she’s been thrilling crowdsthroughout the world ever since.

Team RV is the world’s largest air-show act and includes 12 pilots flyingVan’s RV recreational aircraft in preci-sion flying formations, including forma-tion aerobatics. Most of the pilots havebuilt the aircraft they fly in the show.Their Twilight Air Show includes smoketrails and lights that add to the visualexperience. Kari Morris, public relationsofficer for Team TV, described the twi-light air show as magical. “The time fromofficial sunset to darkness is so short thatin the span of the show those watchinghave a totally different experience; yougo from seeing all the colors from thenavigational lights to seeing the ‘after-burner’ glow in the smoke behind the air-craft. It is truly a magical show.”

With a combined total of more than100,000 hours of flying time in military,

commercial, and civilian aviation, theprofessional pilots of Team RV bring adiverse background to their airshow rou-tines. “Our routines require intense con-centration, highly developed stick-and-rudder skills, and complete trust in ourfellow wingmen…especially when we’reflying as close as three feet apart attimes,” said Mike Stewart, the Team RVflight leader and founder.

Other features for the ninth annualExpo include educational forums, a saluteon opening day to honor the 75th anniver-sary of the Piper J-3 Cub, Bahamas Dayon Sunday, a model airplane contest.

Sponsors

Sponsors for the 2012 Expo includeHighlands Today, Sebring RegionalAirport, Trade-A-Plane, SoutheastAviation Show, Plane & Pilot Magazine,Aviators Hot Line, Powered Sport FlyingMagazine, Cessna Owner & PipersMagazines, Coffee News of FLA, AVweb,Atkins, Aviation Digest, Avbuyer.com, GABuyer Europe, Flight Design, EAA,

FATA, AeroShell, Ultra Light FlyingMagazine, SportPilotTalk.com, MidwestLSA Show, Rocky Mountain RegionalAirshow, In Flight USA, Breezer Aircraft,MATCO Mfg, igourmet, RNDC, PilotMag, Jabiru USA Sport Aircraft & ArionAircraft, Aircraft Spruce, & Specialty Co.,Fly-Low Publications, Bristell USA,LoPResti, General Aviation News, andHeartland National Bank.

About U.S. Sport Aviation Expo

The Sport Aviation Show featureslight sport and sport aircraft, and includesconventional aircraft, kit planes, poweredparachutes, trikes, gyros, amphibians, andinnovative designs such as electricallypowered aircraft–over 150 aircraft on dis-play. The 9th annual event will again takeplace at the Sebring Regional Airport(SEF), in Sebring, Florida from January17-20, from 9 a.m. to 5 p.m. daily.

For details such as discounted onlinetickets sales, schedule of events, exhibitspace and sponsorship opportunities visitwww.sport-aviation-expo.com.

U.S. SPORT AVIATION EXPO ADDS THREE-TIME U.S. NATIONAL AEROBATICCHAMPION PATTY WAGSTAFF TO LINE-UP FOR TWILIGHT AIR SHOW

12-Member Team RV to Also Perform on Friday and Saturday

Honoring my commitment tocover all of the Race Classes atReno, not just the Unlimiteds, I

wanted to introduce you to Jeff LaVelle,the 2012 Sport Class Gold Champion andhis Glasair III.

A seemingly mild mannered GlasairIII, one that looks remarkably like theothers you may see each weekend flyingto the next $100 Hamburger location.However, this one is special – very spe-cial. But all that is special is on the inside.

Jeff LaVelle, like so many other racepilots, started out racing something else,for him it was motorcycles. He alwayshad a competitive spirit that made himlook for ways to improve. He became apilot about 20 years ago and later attend-ed the Reno Air Races, setting his sightson competing there.

He founded a company in 1989 inaerospace manufacturing providing prod-ucts to industry giants including Boeing,Lockheed Martin and NorthrupGrumman. Watching and learning andfinally taking some of his ideas for hisclients probably helped him create hisplan of attack at Reno.

He purchased a Glasair kit in 1998and his focus turned to the brand newSport Class. This provided him the per-fect opportunity to use his piloting skills,his love for speed, and his knowledge ofmechanical things. He attended PRS in2007 and won Rookie of the Year for theSport Class that year.

His first qualifying time in 2007 was292.193 – more than 100 mph less than

this year. Now, that is serious improve-ment. By 2008, he was already makingincredible strides qualifying at 335.180mph that year. In 2009 his number was357.863 and another smaller improve-ment in 2010 to 362.481.

A much larger difference was madeby 2011. He qualified first at an amazing396.730 and really turned some heads.Unfortunately, the races were canceledand he never got a chance to back up thatnumber with a win. John Parker wascrowned the winner in 2011 based on theSport Class heat 2Aresults on Friday. Jeffperformed a precautionary landing dur-ing that race, based on an errant radiocall. He assumed he had the weekend to

make up ground, but things didn’t workout that way.

The changes he has made includeturbochargers, a larger engine with morehorsepower, different propellers andsome aerodynamic changes. He says they

do something each year, trying to makethose modifications pay off. And theyfinally did.

This year, he wanted to win. He hasbeen making changes through the yearsand this was his time. He won FastestType, Fastest Qualifier, every heat raceand then the final championship race onSunday.

He is missing only two records atthis point: fastest qualifying time(409.297) for the class and the champi-onship race record (402.896) – bothrecords currently held by Jon Sharp withhis NemesisNXT.

Jeff has a new engine ready to be puton the Glasair for next year and he has afew other changes up his sleeve. I believehe will capture Jon Sharp’s records nextyear. And, I will be happy to cheer him onand wish him luck.


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Jeff LaVelle rounding the pylons in his Glasair III. (Bruce Croft / twozerowest.com)

Jeff preparing for a practice session at PRS in June. (Bruce Croft / twozerowest.com)

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Cessna launched the CSOA cam-

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National Business Aviation Association

65th Annual Meeting and Convention.

�We, along with our many volunteer

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our seventh CSOAin support of bringing

athletes and coaches to the 2014 Special

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involved and be a part of the Games.�

With its seventh occasion of organiz-

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then return them to their home bases on

June 21, 2014.

� T h e C i t a t i o n S p e c i a l O l y m p i c s

Airlift is one of the most spectacular tra-

ditions of our national Games,� said Bob

G o b r e c h t , P r e s i d e n t a n d M a n a g i n g

D i r e c t o r o f S p e c i a l O l y m p i c s N o r t h

America. �The generosity of Cessna,

their industry partners and the Citation

owners not only provides our Programs

with a much needed solution to the costs

associated with transporting delegations,

but it also gives our athletes a once-in-a-

lifetime aviation experience.�The first CSOAin 19877involved

more than 130 Citations carrying athletes

to and from South Bend, Ind. The last air-

lift, in 2010, included 165 Citations trans-

porting 830 athletes to and from Lincoln,

Neb.

Corporations and individual Citation

owners and operators in every state are

needed to donate their Citation business

jet(s), pilots and fuel for the airlift. While

the Games are located in the Northeast,

more than 3,500 athletes will travel from

all over the U.S. to compete; more than

1,000 of those athletes will arrive in

Cessna Citation business jets.

�Organizing and coordinating the

airlift for the seventh time is a great honor

for Cessna. The team effort behind-the-

scenes with all of our many partners �

Citation customers, the FAA, Ronson

Aviation, Cessna employees and so many

others � is unbelievable and makes the

airlift a great success,� said Rhonda

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a joy it is to see their smiling faces as they

fly through the air, some for the first time,

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Registration is exclusively online at

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The 2014 Special Olympics USA

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states and the District of Columbia will

compete in 177sports. An estimated 10,000

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spectators will be in attendance. Learn

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On Nov. 15, EAAinducted five new

members into the Sport Aviation Hall of

Fame during the annual induction dinner

held in the museum’s Founders’Wing in

Oshkosh.

I n d u c t e e s i n c l u d e We s S c h m i d

( H o m e b u i l d e r s ) , C l y d e S m i t h J r.

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G i l e s H e n d e r s o n ( A e r o b a t i c ) , a n dPreston “Pete” Parish (Warbirds). (For

v i d e o b i o ’s o f e a c h m e m b e r, v i s i t

www.eaa.org.) EAAhas congratulated

their new hall of famers and thanked

them for their many contributions to

EAAand to aviation.

In addition, Oshkosh resident Tom

Shepeck received the Henry KimberlyE A A E

N S H R I N E SF I V EI N T OHA L L O FFA M E


The San Diego Air & SpaceMuseum, with generous sponsorship fromthe Ford Motor Company Fund, havelaunched “Fly Your Ride!,” an excitingand engaging competition designed forstudents. The competition involves build-ing a vehicle that can race down a ramp tosee if it can soar over a gap. “Fly YourRide!” is fun, creative and open for anystudent in grades 6th through 12th in SanDiego County. Participants are eligible towin one of many scholarship prizes.Complete details are available at:www.sandiegoairandspace.org/events/fly-yourride

“This competition is designed toengage and encourage students who arenot typical science fair winners,”explained Francis French, the Museum’sEducation Director. “It requires creativethinking, imagination, and a sense of fun;we think all students will have excitingideas, whether they have traditionally per-formed well in science and math or not.”

Prizes: Money scholarship prizeswill be awarded. First prize (one per agerange): $2500. Second prize (one per agerange): $1500. Third prize (one per agerange): $500. Creativity prize (two perage range): $200.

There are two age ranges in the com-

petition: Grades 6-8, Grades 9-12.The ramp will gradually be widened

as the competition proceeds. The gap willbegin at two feet, then be increased tothree feet, then three and a half feet. Ifnecessary, it will continue to be wideneda half foot at a time, at judge discretion, tochoose a winner. Distance – The Museumwill award a prize for the vehicle thatjumps the widest gap and is able to touchthe horizontal ramp surface on the other

size. Creativity – What was it about yourdesign that was new, special, original?The Museum will award a prize for orig-inal thinking, even if that vehicle does notjump the gap furthest.

The deadline for entries is Jan. 7,2013. For complete details on the compe-tition and to submit an entry, visit:www.sandiegoairandspace.org/events/flyyourride

The San Diego Air & Space

Museum is California’s official air andspace museum and education center. TheMuseum is an affiliate of the SmithsonianInstitution and it was the first aero-themed Museum to be accredited by theAmerican Association of Museums. TheMuseum is located at 2001 Pan AmericanPlaza, Balboa Park, San Diego, CA92101. The Museum and gift store areopen daily from 10 a.m. to 4 p.m. ClosedThanksgiving Day and Christmas Day.


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tion team due to their similarities: “Bothof these pilots are devoted to general avi-ation, to the point where they’ve not onlycommitted their professional lives butmuch of their personal time as well,” shesaid, adding that it was appealing to helptwo people at opposite ends of the expe-rience spectrum achieve the same com-mon goal. “Avfuel is thrilled that we canencourage an established pilot whoworks to inspire the next generationwhile at the same time assisting a mem-ber of that generation.”

In addition to the scholarship funds,AVTRIP rewards applicants, semi-final-ists and scholarship recipients with bonusAVTRIP Points that accumulate towardAVTRIP awards.

The Avfuel AVTRIP Scholarship isawarded yearly to aviators pursuing con-tinued aviation education. Winners arechosen based on eligibility requirementsand a written essay. Applicants can applyyear-round and must be current AVTRIPmembers. To enroll, visit www.avfuel.com/avtrip.


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BUILD A FLYING CAR AND WIN AT THE SAN DIEGO AIR & SPACE MUSEUMMuseum Launches Scholarship Competition for Local Students

Spirit of Leadership Award, given annual-ly to an Oshkosh-area resident who isdedicated to EAA and the community.Tom is a longtime volunteer at Air-Venture, leading tours for governmentofficials and business leaders, and show-casing the best that EAA and the commu-nity have to offer.

Captain Julie Clark was presentedthe Aero Club of Northern California(NAA) Chrystal Eagle Award FridayNov. 9, 2012 at the Hiller Air Museum atthe San Carlos Airport. Ironically herhome town and where she learned to fly

in the 60’s!The Aero Club Crystal Eagle is pre-

sented annually by the Aero Club ofNorthern California to recognize an indi-vidual whose accomplishments have sig-nificantly contributed to the advance-

ment of aviation or space technology.Clark now shares this prestigious honorwith luminaries such as General James“Jimmy” Doolittle (the first year recipi-ent in 1983), Brigadier General ChuckYeager, Hayne Handley, Eileen Collins,and “Bud” Anderson (2011 recipient), toname a few.

The inscription on her award reads “Inrecognition of her outstanding contribu-tions to the field of aviation while over-coming great personal adversity to becomeone of the world’s foremost air show aero-batic artists and as one of the modern pio-neers who opened the flight decks of themajor airlines to women pilots” 2012

Juice Plus+ and Julie ClarkTake Live Life to the Plus+

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Juice Plus+®, the whole food basednutritional brand, today announced anational partnership with acclaimed air-show pilot, Julie Clark. The partnershipbetween Clark and Juice Plus+ is ideal asboth parties echo the importance of healthylifestyle and living life to its fullest.

Clark truly embodies the JuicePlus+ brand and Live Life to the Plus+.With more than 40 years of flight experi-ence and an average of more than 20 air-show performances each year, Clark hasspent much of her life engaging with andbringing excitement to those around her.

“Having a healthy lifestyle is incred-ibly important to me,” said Clark. “Imaintain my health by eating well andexercising regularly. I’ve been a cus-tomer and fan of Juice Plus+ for morethan 14 years and am excited to embarkon this new journey representing a prod-uct that has made a difference in my life.”

Juice Plus+, which is marketed as“the next best thing to fruits and vegeta-

bles,” helps bridge the gap between whatwe should eat and what we do eat everyday. Juice Plus+ understands that noteveryone can consume the United StatesDepartment of Agriculture’s (USDA) rec-ommended seven to 13 daily servings offruits and vegetables and works to providea simple solution for improving the fami-ly diet. With their innovative support ofthird-party clinical research, Juice Plus+®has been shown to positively impact car-diovascular wellness and the immune sys-tem, among other health benefits.

“Live Life to the Plus+ is all aboutindividuals, such as Clark, who gobeyond the ordinary and accomplishextraordinary things,” said RandyMathews, vice president of U.S. sales forJuice Plus+. “She has used Juice Plus+products for many years and genuinelyunderstands and represents what westand for as a brand. With her affinity forleading a healthy lifestyle and her crowd-pleasing performances, we’re proud topartner with her.”

Juice Plus+® is dedicated to healthyliving and lifestyles and this new partner-ship will help share that story. The spon-sorship begins in December 2012 andwill kick off with a complete re-design ofClark’s “Smokin’ Mentor T-34” planeand uniform, which will prominently fea-ture Juice Plus+. The partnership willalso include to-be-announced co-market-ing activities.


Access to property which is located on airportgrounds is by your private gated road/driveway.Deeded access to adjoining (direct access) runway.One hangar 125x100 with 2,500 sq. ft. of offices (5),restroom/shower facilities (2), reception area withbar, 3 storage/machine shops, sleeping rooms, PLUS100x100 or 10,000 square feet of clear span aircrafthangar space. Second 44x45 clear span aircrafthangar is detached and can be rented for additionalincome. Airport to be expanded and upgraded innear future. PERFECT TIME to get in on futuredevelopment. This 2.92 acre property is fully fencedand can be used as storage, manufacturing, wear-housing or what it was built for, AIRPLANES!!Seller will consider lease. Seller may help withfinancing with good offer. Airport has fuel facilities,restaurant, repaved runway. California CityMunicipal Airport covers 245 acres and is locatedtwo miles (3 km) northwest of the business districtof the California City, in the Freemont Valley ofKern County, California. The airport is open to thepublic, and lies at an elevation of 2,450 feet abovesea level.

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JULIE CLARK HONORED WITH CHRYSTAL EAGLE AWARD ANDANNOUNCES NEW PARTNERSHIP WITH JUICE+

Sandra Clifford presenting the ChrystalEagle Award to Julie Clark.

(Frank Sweeney)

Images and visions of Sagar Pathak

www.HorizontalRain.comSpecializing in Aviation Photography

EAA Chairman Jack Pelton presents the2012 EAA Hall of Fame induction class (lto r): Taras Kiceniuk (Ultralight), GilesHenderson (Aerobatic), Wes Schmid(Homebuilders), Preston "Pete" Parish(Warbirds), and Clyde Smith Jr. (Vintage).

EAA Hall of FameContinued from Page 46

The Sky Kitchen at the San CarlosAirport lays claim to having threeexcellent ladies serving pilots and

others displaying a fondness for airportsand aircraft – Marilyn Riley, GabriellaNayorga and Betsy Neyra. Each one ofthem brings their own brand of charmthat makes breakfast and luncheons ahappy experience guaranteed to digestthe specialty of the day.

Marilyn Riley was born and educat-ed in South San Francisco. Marilyn hasthree daughters ages 29, 39 and 42. Shehas been working at the Sky Kitchen fornine and a half years. She moves quicklyto get the job done. She has a good mem-ory and has a pretty good idea of whateach of her guests like best on the menu.The menu consists of 41 kinds ofomelets, 16 different sandwiches, salads,burgers, beverages and more.

While in school, Marilyn loved artand did many art projects including por-traits and landscapes. Her real passionhowever was sports, including softball,modern dancing, archery and track. Shereceived a scholarship to art school but itwas never used.

Next is Betsy Neyra an escapeefrom South America. She was born in thecity of Lima, Peru and received her ele-mentary and high school education thereincluding a year at the prestigiousUniversity of Lima majoring in BusinessAdministration before heading north.When pressed, she admits to being a stu-dent of the ballet and a member of theswimming team. We call her the Ladyfrom Lima or the Lima Lady.

Betsy presently lives in San Mateo.She recently graduated from the Collegeof San Mateo with an AA Degree inNursing. Betsy has yet to take the StateBoard tests required before she can apply

for her first postion. She likes the SkyKitchen, however and doesn’t appear tobe in too much of a hurry to move on.She has been a resident of the U.S. for 10years.

Waitress number three of the trio isGabriella Mayorga. Gabriella is anotherbeauty from the south although not quiteas far south as Betsy. She was born in ElSalvador and is married to Julio.Gabriella boasts about her four-month-old baby Abigail, another beautiful girl.She loves sports and played basketballwhile in school. Gabriella can makesome pretty quick moves with an arm-load of dishes as she dodges customerson crowded days at the Kitchen.

Special Charm

Each of the three ladies bring theirown special charm to the Kitchen. Theyall seem to have memorized what theircustomers like best and work hard toplease them. They help to make dining anexperience that continues to bring cus-tomers back day after day. Some occu-

pants of the “Center Table” make it therealmost daily throughout the year. Therealways seems to be room for new facesvying for those 12 seats, however. If youhave the chance, drop by and check it out.Besides the food and the lovely waitress-es, there is lots of airplane talk. You can’tbeat the combination.


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

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THREE LOVELY LADIES BRIGHTEN CENTER TABLE AT THE SKY KITCHENMore Than Eggs and Hash Browns

Marilyn Riley (Herb Foreman)

Betsy Neyra and Gabriella Nayorga cel-ebrating Halloween. (Herb Foreman)

Gabriella Mayorgaand her beautifuldaughter Abigail.

(Herb Foreman)

In light of recent high-profile disas-ters related to faulty or worn-out hard-ware,* Wicks Aircraft has assembled a lotof the most-popular hardware compo-nents into a handy kit for shop, club, oreven for over-the-road support at specialevents. It contains hundreds of AN bolts,nuts, and washers, organized into a sturdyrack with four slide-out segmentedboxes.

A new addition to the Wicks onlinecatalog, the rack (p/n RACK-L, list price,$62.99) keeps all four “hardware kits”neatly and securely stacked for transportand to take up minimal benchtop space.With the “Large Hardware Kit” that alsoincludes four classic Wicks “packs”(NP100, BP100, WP100 and CP100 –individually available, with their contentsall listed on the Wicks website) carriesspecial discounted pricing of $299.00.

“That’s like getting a discount on thefour hardware packs, plus getting the $60dollar rack free,” notes Scott Wick,President of Wicks Aircraft. “Reliable air-craft hardware, in good condition, easilyaccessible: when you get right down to it,that’s one of the most-effective and least-expensive safety items on an aircraft.”

At this time of year, as flyingmachines come in for off-season mainte-nance and projects start to get build-sea-son attention, this package is the perfectway to supply and organize the work area.

For more information, visitwww.wicksaircraft.com.

*A Lesson from Reno, 2011-2012Copyright ©2012 by Tim Kern. Reprintpermission granted, provided this piece isused in full, with copyright notice andcredit intact. All rights reserved.

In the middle of September’s raceweek 2012 in Reno, the NationalTransportation Safety Board held a semi-nar for pilots and crew. The topic coveredthe results of the investigation of thecrash the year before, of JimmyLeeward’s Galloping Ghost, a highly-modified Mustang that had crashed at theraces in 2011, killing Jimmy and tenspectators, and injuring scores more. Theconclusions, after the most-complicatedcrash examination ever, were frighteningand simple; but understandable, in thatwe’ve all done things like those cited ascontributing elements in the report.However, we don’t all fly 500 mph, andwe don’t do a lot of those elements simul-taneously, and we’re not flying under thepressures of competition.

What the Board found was thatJimmy was incapacitated (or possiblykilled) early in the sequence, whichinvolved a sharp, 17-g pitch up, a high-speed stall, and an uncontrolled divetoward the stands. The precipitating cir-cumstance seemed to be the failure of acontrol, which led to flutter, which led tomajor structural failure.

The Board noted that the GallopingGhost had never flown that fast before,

that only minimal high-speed testing hadbeen performed, and that what seemedlike obvious hints (the fuselage’s twistingin flight, the canopy’s being forced awayfrom the windscreen in turns) wereignored.

But what led to the failure?Ultimately, they concluded, the flutterwas allowed by looseness in the fittingsin the empennage, specifically on the oneoperable horizontal trim tab. (The otherwas fixed in place during the racing.) Thehinges for this tab were secured by tinyself-locking nuts – “fiber-lock” or“nylock,” we call them. These nuts hadbeen re-used so many times that investi-gators were able to run the screws intothem with their fingers, meaning thatthese “locking” nuts were not locking atall; they came loose. Some of these nutshad been painted when they were alreadyon the airplane… in 1986. They did notknow how long they had been in place,before then.

Nuts and washers and bolts are asystem. Each is designed to do a specificjob. Washers used in tension applicationsshould be replaced every time the nut isloosened; they are designed to crush asmall amount, and when they have beencrushed once, that value changes, andleads to a joint that is not predictable.Nuts, ordinarily harder than washers, arestill generally softer than bolts. They arere-used sparingly (though in some appli-cations should not be re-used at all), and

should never be used when theirlock/drag torque drops below their speci-fied limits.

Assembly lubes of various types, too,must be factored in. Not only do lubesincrease the bolt’s tension for any giventorque on the nut, they reduce the fasten-ers’ natural tendency to stay in place oncetightened. Whether the lube is intentional,as used on the threads of a spark plug; oraccidental, like old oil that has crept intothe threads, it needs to be recognized.Many applications call for lubes – specif-ic lubes – and if they don’t, the manufac-turers expect us to assemble them cleanand dry. Here, following directions canmean the difference between success andfailure, life and death.

Airplanes, and particularly race air-planes, do not run wide safety margins.Reducing these margins is a necessaryresult of seeking maximum performance;but ignoring best practices, without a com-pelling reason and sufficient knowledge,is increasing risks for no reason at all.

Given all the contributors to thecrash at Reno 2011, it is not clear thatnew hinge nuts would have averted thefailure; but it is clear that using worn-outparts did not enhance safety.

Tim Kern has written for more than 40aviation publications, and attends theReno Air Races each year.


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WICKS AIRCRAFT OFFERS AIRCRAFT HARDWARE: PLENTIFUL,ORGANIZED AND ACCESSIBLE

October 17-20, 2012 Select Airpartsjoined the Beech Heritage Museum attheir annual “Beech Party” in Tullahoma,Tenn. to honor several significantBeechcraft milestones. This year markedthe 65th anniversary of the Bonanza, the75th anniversary of the Beech 18 “TwinBeech,” and the 80th anniversary of thehistoric Beech Model 17 “Staggerwing.”

Select Airparts was pleased to spon-

sor an American Bonanza Society ServiceClinic as one of the event’s training semi-nars. During the seminar attendeesobserved as an ABS technical advisorinspected a Bonanza and explained propermaintenance procedures. Select Airparts,located in Virginia, is one of the largestindependent suppliers of Beechcraft air-frame parts in the world. They have beensupplying quality Beech parts at signifi-

cant cost savings to aircraft owners andmaintenance shops since 1990.

Select Airparts supports efforts tohelp keep Beech aircraft flying safely.They offer parts for all models of Hawkerand Beech airplanes with outstandingcustomer service to the HawkerBeechcraft community.

SELECT AIRPARTS JOINS BEECH HERITAGE MUSEUM TO CELEBRATEBEECHCRAFT MILESTONES


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AirVenture 2013 attendees will seethe benefits of this fall’s $5.2 millionproject under way at Wittman RegionalAirport in Oshkosh, which will improveaccess, safety and convenience in severalareas on the airport and the AirVenturegrounds.

Airport Director Peter Moll said theupgrades, which include a federally man-dated 10-foot perimeter fence and serviceroad, are being 90-percent funded by theFAA’s Airport Improvement Program,with the state of Wisconsin andWinnebago County each funding fivepercent.

Some of the existing fencing, espe-cially on the south and west sides of theairport, is in disrepair and well short ofTSA and FAA standards. The new fencewill also prevent wildlife from enteringthe airport grounds and decrease the

potential for runway incursions. “We’ve even had some instances

where hunters have inadvertently strayedonto airport property,” Moll added.

EAAworked with airport officials tomodify initial plans that would haveaffected the flow of foot and vehicle traf-fic during AirVenture, and potentially cutoff a portion of the Vintage aircraft park-ing area. EAA also noted potential con-flicts that could have closed off accessfurther south in the aircraft parking areas,recommending changes that reduce vehi-cle/pedestrian conflicts. In addition, themodifications make operations at theultralight AirVenture runway safer byrouting foot traffic away from the south-east approach to the airstrip.

What visitors will see in 2013 fromthe project, which began in September,on the southeast, south, and southwest

sides of the airport is a new fence on theeast side of Runway 18/36, CountyTrunk N, Knapp Street Road, and thesouthernmost transient aircraft parkingarea (“North Fond du Lac”) and to whatbecomes Wittman Drive. Proceedingnorth to the ultralight runway, the fence-line then jags back west to Knapp andcontinues north to Theater in theWoods.

The new perimeter fence and roadcreate other means of access to the con-vention grounds for attendees as well asexhibitors, said Steve Taylor, EAA facil-ities manager. The perimeter road willmake it easier for attendees to head to thesouth end during the convention andallow greater access to the Vintage areaby fuel trucks, trams, and pedestrians.

“It really enhances service amenitiesfor the members,” he said. “Working

with the airport, we minimized theimpact a project like this might have hadon our event.”

Also included will be a new loop forshuttles as well as a new pick-up pointfor the AirVenture Seaplane Base shuttleand a new walkway along Knapp StreetRoad extending south from Theater inthe Woods. Additional trees are beingplanted to replace those that are felled forthe airport project. A small number ofvintage aircraft parking spots immediate-ly south of Theater in the Woods will alsobe eliminated because of the federallymandated project.

North 40 campers will see a smallchange in their area, too, as a new sectionof perimeter road will be built off thewest end of Runway 9. The perimeterroad will now extend west to the fenceline in that area.

There’s also an unexpected bonusfrom the project for those who camp onthe west side of Camp Scholler. Insteadof being trucked off-site, soil taken fromthe airport project will be used to build aseven-foot, sound-deflecting bermbetween the west edge of Camp Schollerand Poberezny Road. Measuring 1,200-foot long, the berm will help reduce traf-fic noise from U.S. 41.

Depending on the severity of thewinter weather, Moll expects the projectto be completed well in advance ofAirVenture 2013. “Work will proceeduntil the ground freezes, then we’ll pickit back up in the spring,” he said.


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tion is available where products are sort-ed by price in addition to product type tohelp with your holiday purchases. Viewin dollar increments ranging from giftsunder $50, $100, $200, $500, or over$500. View based on product type to lookat a wide array of options including deskpen sets, headsets, clocks, mugs, apparel,games, key chains, calendars, and more.Aircraft Spruce gift cards are also avail-

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AIRPORT, AIRVENTURE GROUNDS BENEFIT FROM FENCE/ROAD PROJECT

The 7-foot sound-deflecting bermbetween the west edge of Camp Schollerand Poberezny Road will improve the vis-itor experience for AirVenture campers.

(AOPA)

EAA Works with Airport Officials to Add Convenience, Safety


American Aircraft Sales Co.HAYWARD AIRPORT

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Robert Coutches

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1979 Beechcraft F33A

287 SMOH, 3200 TTSN, Garmin 430 GPS,

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

1992 Grumman Tiger

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

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

2008 Cessna 172SP Skyhawk993 TTSN, G1000 Avionics, Leather

Interior, One California Hangared Airplane

Since New, NDH, Like New ........$219,950

1967 Piper Cherokee 180426 SFRMAN, 4041 TTSN, Garmin GPS,last owner flew it every Saturday since1980 ......................................................$29,950

1979 Piper Archer II 1811847 SFRMAN, 8184 TTSN, King IFR, A/P,

DME Excellent Maintance History, NMDH

.......................................................$36,950

1965 Skyhawk Avcon 180 HP

2069 Since New Engine, 3931 TTSN, C/S

prop, show quality paint, new windows, nice

interior, King IFR, NDH..................$36,950

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

SOLD

Two Piper Warrior IIs

1978 Cessna 172 Skyhawk Texas Taildragger

1600 TTSN, 200 SFRAM, Digital IFR,

Original paint and interior, NDH......$39,950

1972 Grumman AAIA Lynx

2752 TTSN, 903 SMOH, 0 STOH, Very

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

1981 Cessna 172RG Cutlass

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

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

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

1978 Cessna 1521540 SFOH, 6690 TTSN, Nice RecentPaint and Leather Interior, IFR......$29,950

1977 Cessna 310R 1864 TTSN, Cessna Avionics plus Narco

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

1964 Piper Cherokee 2352635 TTSN, 915 SMOH, Garmin GPS, JustCompleted Very Extensive AnnualInspection........................................$39,950

SOLD


Engine Components International(ECI) of San Antonio, Texas andAmeritech Industries, Inc. the parentcompany of Eagle Engines and AmericanPropeller Service of Redding, California,announced that they have entered into adealer sales agreement for the line ofexperimental 4 cylinder engines.

With over 35 years of general avia-tion experience Ameritech Industries, Inc,will be offering the Titan EXP experimen-tal series factory assembled new engines.

The Titan EXP series includes theOX-320, IO-320, OX-340 Stroker, IO-340 Stroker, OX-360, IO-360, OX-370Stroker, IO-370 Stroker and the IOX409.

The ECI Titan EXP series comes ina variety horsepower ranges. Horse-power ranges available are: 320 seriesfrom 154 hp - 169 hp, 340 Stroker seriesfrom 180 hp - 185 hp, 360 series from175 hp - 191 hp, 370 Stroker series from192 hp - 205 hp and the 409 which devel-ops 230 hp. Engines are available inDynafocal #1 and Conical mounting con-figurations and the prop governor adapteris included on constant speed models. Anupdraft cast sump is standard on mostmodels with an option for cold air induc-tion available. Angled oil filter adapterand oil filter are provided.

Accessories packages availableinclude: fuel pump, carburetor or fuelinjection system, magnetos, ignition har-ness, spark plugs and lightweight starter.Additional options are available thatinclude electronic ignitions and high com-pression pistons (limited to select models).

With this arrangement, Ameritechcan now offer the experimental aircraftbuilder their choice of factory builtengines by Superior (XP Series) or theECI (Titan EXP Series). Ameritech alsooffers its XTREEM engine series for theexperimental builder looking for a morecustom, high performance engine built toAmeritech’s high standards of quality.

Ameritech, offers all your propulsionneeds: engines, propellers and governorsin one location. For further details call800/292-7767 or email [email protected].

AMERITECH NOW OFFERING THETITAN EXP SERIES ENGINES

Aircraft Spruce will be launchingtheir entirely redesigned website onTuesday, Nov. 6, 2012. While most ofyou have become accustomed to the cur-rent aircraftspruce.com website, AircraftSpruce has identified some areas thatneeded improvement. Aircraft Sprucebelieves they have addressed these con-cerns and incorporated the solutions intotheir new design. The website uses a vari-ety of new web standard techniques thatthey believe to be more intuitive andmore user friendly. While the new web-site includes many new features such asimproved product search and navigation,Aircraft Spruce will always maintaintheir high standard of customer serviceand competitive pricing.

On USA Election Day Tuesday Nov.6, www.aircraftspruce.com changed to thenew design. The old site, will run in tan-dem with the new site for a period of

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AIRCRAFT SPRUCE ANNOUNCESLAUCH OF NEW WEBSITE


InFlight USA Classifieds(All ads run for 2 months)

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

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VETERANSVETERANSTWOTWOBill Larkins photographs 0972 –again – at Sonoma CA Sept. 23,2012. (Roger Cain)

BuAer 0972 undergoing restora-tion during 2012. (Bill Larkins)

F3F-2 BuAer 0972, Oakland Airport November 1938. (William T. Larkins)

F3F-2 BuAer 0972, Sonoma CA, Sept. 23, 2012. (William T. Larkins)

By Pete Shirk

“Warbirds” come in an increasingvariety. Among the most special are theoldest – Biplanes. Grumman F3F-2Bureau of Aeronautics (BuAer in Navyparlance) 0972 is among the most spe-cial. There are only a few F3Fs on theU.S. Civil Air Register and none areknown to exist outside the U.S.

Aviation photographers also comein a wide variety. William T. Larkins isamong the most special of that category.At 90-plus years old, he still activelyshoots photos most every day. And hiswork is widespread and prominent. Hehas authored numerous articles andbooks, and his photos have been includ-ed in many other author’s books as well.Good examples of Larkins’ work are inthe San Francisco International Airport– in the International Terminal, whichhas an indoor reconstruction of the1930s terminal as it was then. There are21 large black and white prints bearingLarkin’s signature. (Located in theLouis A. Turpen Aviation Museum.)

BuAer 0972 is an F3F-2, whichmeans it is the second variant of the thirddesign by Grumman for the U.S. Navy.Part of the rarity of this between-the-warsbiplane stems from the small productionruns of depression era warplanes. ThisF3F-2 was manufactured in 1937, part of acontract for 81 aircraft (BuAer Nos0967/1047). Built at Bethpage, N.Y., itwent to the U.S.M.C. initially and its serv-ice record shows it was taken on charge byVMF-2 on Dec. 19, 1937 in San Diego,Calif. It was photographed by Bill Larkinsat the Oakland Airport in November of1938. Larkins recalls that the pilot hadflown up from southern California whereit was based with VMF-2, and he wantedto attend the Cal/USC game.

Grumman Aircraft Engineering wasincorporated in Long Island, N.Y. onDec. 5, 1929 and after manufacturing

truck bodies for several years, it began itslong legacy of building stout NavalFighters from 1931 through 1991. Longfamiliar and famous aircraft such as theF4F Wildcat, the F6F Hellcat, F7FTigercat, the F8F Bearcat, and F9FPanther and Cougar – culminating in theF-14 Tomcat – were all preceded by theF3F. No formal name was given, but dueto its portly appearance it became knownas the “Flying Barrel.”

Its service record indicates that0972 was part of a trio of F3Fs fromU.S.M.C. Squadron VF-211, whichcrashed in Hawaii June 24, 1941. Theflight also included BuAer 1028 and1033. As the damage was extensive andbiplanes had become obsolete, the air-craft were stricken from U.S.M.C.records on July 31, 1941. Total Time on0972: 1,152.1 hours.

The wreckage was recovered andeventually found its way to Jim Fauszand the Lone Star Flight Museum inGalveston, Tex. It was reconstructed byHerb Tischler and the Texas AirplaneFactory in Fort Worth, but “reconstruct-ed” is a major understatement and theproject deserves a whole separate arti-cle, which will follow. It was flown in1993, became water-damaged while inTexas and then was acquired andrestored again by Chris Prevost inSonoma County, Calif. According tothe FAA Registry it appears now asN20RW. Bill became aware of the air-plane and helped Chris’s team get themarkings accurate. Larkins’1938 photoof the airplane when it was an opera-tional, frontline U.S.M.C. fighter wasused as reference!

Following its most recent restoration,it was flown in mid-September, 2012. Tokeep up his record of this airplane, it wasrolled out of the hangar Sept. 23, 2012, theprop was positioned “just so,” and Larkinsphotographed 0972 again to update hisfiles.


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