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4 Celebrating Twenty-Eight Years of In Flight USA October 2011

I n Flight USA wishes to express ourdeep condolences to the families,friends and fans of those who per-

ished at the Reno Air Races on Sept. 16.Our thoughts and prayers are with allaffected by this tragic event, especiallythose who witnessed it or were otherwisedirectly affected.

We have dedicated several pages tocoverage for two reasons: First, as a partof the general aviation community, weshare with our readers the need to try tounderstand and comprehend the magni-tude of this tragedy. Secondly, our writersare professionals yet as witnesses to theevent, they bring a unique perspectiveand also reflect on the emotional impact.Some of the writing is their personalaccount as it happened and therefore, thewords are sometimes powerful and raw.We also publish some writing and photosof race events prior to the accident,acknowledging the great effort racers putforth preparing for the races each yearand recognizing that fans travel acrossthe country and beyond to attend.

We wish to note that some of ourwriters also speculate on what might havehappened and perhaps what can be doneto prevent such events in the future.However, we also publish the prelimi-nary report from NTSB and await thefinal analysis in the months to come to

determine the cause beyond speculation. For anyone wishing to help the vic-

tims and families of those who affected,“Think Kindness,” a northern Nevadanon-profit, has started a fund to assist themfinancially. Please visit www.thinkkind-ness.org for more information.

Our coverage begins on page 45.Again, our condolences to the families ofthe victims, our prayers to the survivors,and to Mr. Jimmy Leeward, our thanksfor years of aviation entertainment andjoyous thrills. With a heavy heart, wewish you blue skies…

RENO 2011:OUR COVERAGE

Race #42 Honest Entry of the Condor Squadron an AT-6 Texan piloted by Chris Rushing. (Kevin Collver)

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TABLE OF CONTENTSVolume 28, Number 2 650-358-9908 • Fax: 650-358-9254 • E-mail: [email protected] • www.inflightusa.com October 2011

ON THE COVER

DEPARTMENTS

DESTINATION

NEWS FEATURES COLUMNS

Soaring With Sagar by Sagar Pathak ......................12Contrails by Steve Weaver ......................17Aviation Ancestry by Scott Schwartz ....................23What’s Up?! by Larry Shapiro ......................26Safe Landings ..............................................27Homebuilder’s Workshop by Ed Wischmeyer ....................35Goodies & Gadgets ................................................37The Pylon Place by Marilyn Dash ......................45

Calendar of Events ........................................................9Classifieds ....................................................................62Index of Advertisers ....................................................66

RENOMEMORIALIZED

COVER STORY

Reno At Dawn: Stillness and Sadness by Kevin Collver

WINECOUNTRYAIRSHOW

PHOTO FINISH

EAA, AOPA Launch Plan to Expand Driver’s License Medical..6

Aviation Industry United Against Taxes, User Fees ............8

California Flight Training Industry Wins Relief Law....................8

CA Flight Training Background Report By AOPA ........36

NBAA Welcomes Bigger Voice on TSA Policies ..............11

F-22 Raptors Resume Flight Operations ............................20

NBAA Trumpets Plans for Exciting Convention ................39

Reno Coverage......................................................................45

Cessna Launches New Light Biz Jet ..............................53

Green News: Embry-Riddle Students Fly Hybrid ............56

By Hayman Tam

Story begins on Page 10

Stories start on

Page 4 and continue

on Page 45.

9-11 Remembered At Wine Country AirshowBy Hayman Tam ..........................................................10

Editorial: Just Because I’m ParanoidBy Ed Downs ................................................................16

Author Jack Whitehouse’s Fire Island HistoryBy S. Mark Rhodes ........................................................14

Author Maltin On His Aviation Film FavsBy S. Mark Rhodes ........................................................31

Sara Schwarz: Success Story In The MakingBy Herb Foreman ..........................................................32

The Oxygen Lady Fielding Questions ........................60

Flying With Faber: A Trip to Mackinac IslandBy Stuart J. Faber ..........................................................50

2011 AOPA AVIATION SUMMIT WRAP-UP.........................BEGINS ON PAGE 40


By J. Mac McClellan, Director of Publications, EAA

EAA and AOPA jointly announcedon Saturday, Sept. 24, at AOPASummit that the associations

would petition the FAA for an exemptionallowing pilots who have completedrequired aeromedical awareness trainingto fly recreationally with a driver’s licensemedical standard in place of the FAAThird Class medical certificate.

The request for exemption wouldallow pilots to fly airplanes of up to 180hp during daylight VFR carrying no morethan one passenger even though the air-plane may have up to four seats.

Though a number of requests forexemption from the Third Class medicalrequirement have been made in the pastthis proposal differs markedly becausepilots would be trained to understand

medical issues that can affect safety offlight.

“We have more than five years’experience now with the Sport Pilot cer-tificate and the driver’s license medicalstandard,” EAA president and CEO RodHightower said. “In that time, we havenot had a single medical incapacitationaccident. The standard works.”

“Our petition would enhance safetyby requiring initial and recurrent trainingabout health awareness and medical self-certification for any pilot choosing thedriver’s license standard,” added AOPApresident Craig Fuller.

AOPA and EAA plan to file therequest for exemption after the first of theyear to allow time to fully develop a cur-riculum for the aeromedical awarenesstraining. Under the proposed exemptionpilots holding recreational, private, com-mercial or airline transport pilot certifi-

cates could opt to fly under the same dri-ver’s license medical self-certificationstandards.

The health educational training pro-gram proposal is being developed jointlyby EAA’s Aeromedical Advisory Counciland AOPA Air Safety Institute in consul-tation with AOPA’s Board of Aero-medical Advisors. The goal of the train-ing is to provide an equivalent level ofsafety as the Third Class medical by giv-ing pilots the information and tools tomake informed and safe decisions abouttheir fitness to fly.

“Pilots must always assess theirmedical fitness to fly every day, not juston the day they visit their AME, so thisprogram would give pilots the informa-tion they need to make safe and healthydecisions,” Hightower said.

EAA and AOPA estimate that theexemption could save pilots who current-

ly fly with medical certificates nearly$250 million over 10 years, and save thefederal government more than $11 mil-lion over the same period.

The number of basic single engineairplanes with 180 hp or less is believedto be more than 50,000 so pilots wouldhave instant access to familiar airplanesto fly under the driver’s license alterna-tive. “The safety record for pilots flyingbasic single engine airplanes under day-light VFR is already good, and the med-ical awareness training can only make iteven better,” Hightower said.

There is no way to predict how longthe FAA will take to act on the request forexemption but among the first steps in theprocess will be to post the request formember comments. EAA and AOPA willkeep their members informed of progresson the request and tell them when andhow to comment to the FAA.

EAA, AOPA ANNOUNCE PLAN TO EXPAND DRIVER'SLICENSE MEDICAL OPTION

Aeromedical Awareness Training Would Replace Third Class Medical

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By Craig L. FullerAOPA President and CEO

Ilove to give away airplanes. Really,who wouldn’t? The day I hand thekeys to a new owner is always one of

the best of my year. Regardless of the air-craft and its story, I am excited. But thistime is even more special. This time it’spersonal.

In 2012 AOPA will be giving awayan Aviat Husky – not just any Husky butone that has already proven it’s tougherthan a tornado.

I’ve always admired the Husky. It’ssuch a capable airplane, good for every-thing from backcountry flying to routinetravel. It can handle short fields, soft fields,and, of course, more typical runways.

I first met the Tougher than aTornado Husky at Sun ‘n Fun in April. Ihad been looking at the airplane and talk-ing with Aviat President Stu Horn andJohn McKenna, president of theRecreational Aviaiton Foundation (RAF).John suggested it might make a good

sweepstakes airplane.Then, a sudden and violent storm hit

Sun ‘n Fun. We captured what happenednext in what has become one of the mostwidely watched videos on AOPA Live.The new 2011 Aviat Husky parked infront of the RAF tent was picked up bythe storm, turned 180 degrees and backedinto a curb where it bounced and rockedand road out the high winds of the storm.

At that moment, N40WY became theTougher than a Tornado Husky and, withthe RAF’s encouragement, we began theprocess of acquiring her, repairing thedamage to “better than new” condition,and making her our 2012 AOPASweepstakes aircraft.

This is a plane I am drawn to. Thefirst time I saw the aircraft on display, itstruck me as something that just had to be

pure fun to fly. In my 40-plus years offlying, I had not flown a tailwheel air-craft, and that certainly needed to be cor-rected. Nor, had I flown with the remark-able view you have when your passenger– if you have one – is sitting behind you!

At about this time, a low-time 1998Aviat Husky appeared on the market. It justseemed like a great opportunity. I couldhave my own Husky to learn with and Iwouldn’t have to give it away in 12 months.

The 2012 Sweepstakes Husky startsmoving around the country in lateSeptember right after the AOPA Summitin Hartford. So, if you see N40WY andanother yellow Husky parked next to it,along with two smiling people, there is agood chance it will be our sweeps air-plane and me in for a visit! I hope you’lljoin us and, with a little luck, you couldbe the next winner. You’ll find out nextOctober at AOPA’s Aviation Summit inPalm Springs.

THIS TIME IT’S PERSONAL

Tougher Than a Tornado Husky (AOPA)

EAA and more than two dozen otheraviation organizations, including GA, air-line, and labor groups, sent letters toHouse and Senate leaders on Sept. 21urging them to reject president Obama’sproposal for additional taxes and fees onthe aviation industry.

Among the bipartisan group ofCongressional leaders receiving the letterwere House Majority Leader JohnBoehner (R-OH) and Senate MajorityLeader Harry Reid (D-NV), as well asmembers of the congressional “super-committee” working on deficit reduction

strategies. The statement included repre-sentatives from nearly the entire U.S. avi-ation industry and urged Congress to“reject proposed increases in taxes or feeswhich will stifle the important contribu-tion that aviation makes to our economythrough travel and trade, and underminean already fragile economic recovery.”

The letter pointed out that aviationrepresents 5.6 percent of the nation’s totalGross Domestic Product, $1.2 trillion ineconomic activity, and 11 million jobs.

“What is noteworthy about the letterto congressional leaders is the across-the-

board agreement by the national aviationcommunity, from GA to airlines andlabor groups,” said Doug Macnair,EAA’s vice president of government rela-tions. “There is no doubt regarding theunity shown in opposition to what addi-tional taxes and fees could do theAmerica’s aviation industry, whichremains a major export industry for ournation.”

The letter also recommended thatCongress and the Administration focuson increasing U.S. international competi-tiveness in aviation. That includes ensur-

ing “that tax and infrastructure policy arefocused on strengthening U.S. aviationleadership and furthering the safety andmodernization of the aviation system.”

Visit www.eaa.org/news/2011/ Boehnertaxletter.pdf to read the letter to HouseMajority Leader John Boehner. Visitwww.eaa.org/news/2011/Reidtaxletter.pdfto read the letter to Senate MajorityLeader Harry Reid.

A letter was also addressed to PresidentObama. See page 24.

AVIATION INDUSTRY UNITED AGAINST ADDITIONAL TAXES, FEES

The National Air TransportationAssociation (NATA) announced thatCalifornia Governor Jerry Brown hassigned Senate Bill 619 into law asChapter 309. SB 619 was introduced byState Senator Jean Fuller, sponsored byNATA and supported by many in theindustry. SB 619 provides relief to manyof the flight training facilities that werefacing burdensome regulation from theCalifornia Bureau of PrivatePostsecondary Education (BPPE). Withthe signing of SB 619, flight training

providers and flight training programsthat pose no financial risk to students areexempted from the BPPE's regulations.

The fight for relief began in early2010 after the California legislatureincluded flight training in the BPPE's reg-ulatory authority with the passage ofAssembly Bill 48. Flight trainingproviders were never included in thedevelopment and debate over this bill andthe result was regulation that threatened toharm flight training severely in the state.

“While we wish this long process

could have been avoided in the first placethrough inclusion of flight trainingproviders in the legislative process, today'ssigning of SB 619 speaks volumes aboutthe power of our industry when we allstand up and work together,” said NATAPresident and CEO James K. Coyne.

“Today's signing of this bill marksthe end of a long battle to ensure thatCalifornia flight training remains avibrant contributor to our state economy.I am proud to have worked alongsideNATA and many others in the flight train-

ing industry in passing this legislation,”commented Senator Fuller, a pilot andauthor of the legislation.

Under the new law, flight trainingproviders and programs that do notrequire upfront payment of fees in excessof $2500 and also do not require studentsto enter into contracts of indebtedness areexempted from regulation by the BPPE.

Editor’s Note: For background informa-tion, see AOPA’s story on Page 38.

BILL PROVIDING RELIEF TO CALIFORNIA FLIGHT TRAININGINDUSTRY BECOMES LAW


Together we can

Craig L. FullerAOPA President and CEO

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

In some ways it’s hardto believe that the

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By Hayman Tam

Close to 25,000 airshow fans cameout for the Wings Over WineCountry Airshow put together on

Aug. 20-21 by the Pacific Coast AirMuseum (PCAM) in Santa Rosa, Calif.This two-day show takes place at CharlesSchulz – Sonoma County Airport (STS)and is the museum’s major fundraisingevent. The cloudy skies cleared and thetemperature warmed up to perfect, justright to put in earplugs and sunscreen andenjoy the festivities.

This year’s airshow honored twonational occasions occurring this year, theCentennial of Naval Aviation and the10th Anniversary of the 9-11 attack.

The Navy theme was echoed on theground by the museum’s F-14A Tomcat,F-16N Viper, F-5E Freedom Fighter, A-4E Skyhawk, F-8 Crusader and A-6EIntruder. Wings of Gold took to the air inthe form of flybys with several USN T-28Trojans and a very rare C-1A Trader, along-retired carrier onboard delivery air-craft. The popular Greg Colyer traded hisnormal USAF T-33 for one with a U.S.Navy “Blue Angels” motif, exciting thecrowd as the only featured jet performer,showing how nimble a 50-plus year-oldjet can be.

As for the more somber of the twoanniversaries, the Santa Rosa FireDepartment displayed a section of steelfrom the ruins at Ground Zero that theywere honored to receive. Prior to the startof the airshow, the flightline was packedwith first responder vehicles from localagencies to mark the occasion. The twist-ed section of I-beam was displayed nextto PCAM’s latest acquisition, the “FirstResponder” F-15A Eagle. This aircraft

was the first fighter to fly combat airpatrol over the skies above New York thattragic day ten-years ago.

Guest flybys included a U-2RDragon Lady from Beale AFB and a pairof F-15E Strike Eagles courtesy ofKlamath Falls ANG in Oregon.

Solo aerobatic performances includ-ed Vicki Benzing, Tim Decker, and EddieAndreini. The aerobatic headliner wasKirby Chambliss, stepping in to replacethe recently departed Greg Poe. Kirbywowed the crowd in his Red Bull Edge540, with his impressive very short fieldtakeoff followed by an immediate verticalpull up, demonstrating why he is a two-time Red Bull Air Race champion.

9-11 REMEMBRANCES ATWINE COUNTRY AIRSHOW

A piece of Ground Zero was on display next to the ‘First Responder’F-15 Eagle.(Hayman Tam)

This Curtiss P-40N Kittyhawk is one ofapproximately 25 flyable P-40s remaining.

(Hayman Tam)

Brian Sanders flies by in a beautifulHawker Sea Fury. (Hayman Tam)

Continued on Page 65

The National Business AviationAssociation (NBAA) on Sept. 19 wel-comed House subcommittee passage of theTransportation Security Administration(TSA) Administration Authorization Act of2011, which would allow increased indus-try input toward airspace governance andother TSA policies impacting companiesthat rely on business aircraft.

“We commend the House subcom-mittee leaders for passing this legislation,which gives business aviation a greatervoice in the security policies that impactour industry,” said NBAA President andCEO Ed Bolen.

The legislation passed out of theHouse Homeland Security Subcom-mittee on by a 6–3 vote.

If approved by the full House, theSenate and the president, the bill wouldcreate an Aviation Security AdvisoryCommittee that would include a sub-group specifically derived from organi-zations representing general aviation.

Additionally, within a year of enact-ment, the bill would require the TSA to

develop procedures and protocols to per-mit business-aircraft operators access toairspace closed by temporary flightrestrictions. Such airspace, usually sur-rounding a traveling dignitary and majorsporting events, has for the past decadesince 9/11 been closed to virtually allcivilian traffic. The subcommittee’s billcalls for reopening that airspace to gener-al aviation under some circumstances, aslong as doing so does not affect security.

The measure also contains anamendment, included by SubcommitteeChairman Mike Rogers (R-8-AL), aimedat bringing consistency to the TSA’s useof “security directives” (SDs).

That issue was the subject of a lettersent to Chairman Rogers on Sept. 13 bya coalition of aviation groups includingNBAA, the Aircraft Owners and PilotsAssociation, the Air Transport Assoc-iation, the Airports Council International,the General Aviation ManufacturersAssociation and the National AirTransportation Association.

“We support your amendment to the

Transportation Security AuthorizationAct of 2011 on the issuance of securitydirectives,” the letter to Chairman Rogers

states. “While we agree that TSA needsthe ability to issue security directives

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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) 873-0280Advertising Sales ....................................................Karyn Dawes (Southern CA) (760) 471-1144Web Design ..................................................................................................................Josh Nadler

P.O. Box 5402 • San Mateo, CA 94402(650) 358-9908 • Fax (650) 358-9254

��

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.

NBAA WELCOMES HOUSE MEASURE ALLOWING INCREASEDINDUSTRY VOICE ON TSA POLICIES


Every two years, the best of the bestfrom across the Air MobilityCommand get together at Joint

Base Lewis McChord, Wash., in anundisputed, winner-take-all competitionthat pits more than 50 aircraft and 2,500airmen from across the world in a skillscompetition to crown the best of the best.This year, I had the chance to observe theMarch ARB Team as they participate inthe Air Mobility Rodeo 2011.

First held in 1945, the AMC Rodeois a weeklong competition that has fea-tured more than 2,500 competitors fromacross the globe. More than 50 aircraft(C-17, C-5, C-130, KC-10, KC-135, T-1,C-37, C-32, etc.) fill the ramp atMcChord Field and compete in contestssuch as air-to-air refueling, on/off load-ing cargo, aero-medical evacuations,low-level flying and air drops.

As we took off from March ARB,our team was already in the first event ofthe competition and would be judged onour landing. We had to land at McChordField at exactly 10:05 a.m. and within3,000 feet of the end of the runway. Anddelay in flight or lack of accuracy on thelanding would cause our team to losepoints. After the few-hour flight toMcChord, the team landed one secondearly and right on the mark. It was a greatstart to the competition.

The Airmen from across the globe,including the U.S. Air Force, Air Force

Reserve, Air National Guard, and morethan 30 international teams eagerlyawaited Brig. Gen. Rick Martin, theRodeo’s 2011 commander, to officiallystart the competition. With the largestattendance in 55 years, this year’s Rodeowas shaping up to be one of the bestevents to date.

One of the signs of increasing glob-al cooperation between the USAF andthe other countries across the world isevident by the number of internationalcompetitors and observers attending theevents. No matter what flag was on theirshoulder, they shared a common bond offlying cargo airplanes, and along withthat came instant respect from any air-man, from any base. Their words mayhave been different, but at the end of theday, they all performed the same mission,and all had the highest level of profes-sionalism. This year, the flying interna-tional participants hailed from the RoyalNetherlands Air Force, Pakistan AirForce, Swedish Air Force, Belgium AirForce, Spanish Air Force, Republic ofKorea Air Force, and the Royal Saudi AirForce; each flying their C-130s.

After observing the various eventsduring the week, I was reminded of thepreparation that the numerous crews


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Soaring With Sagar

Story and Photos bySagar Pathak

AIR MOBILITY COMMANDRODEO 2011



A Patriotic Tribute inRed, White & Blue!

A Patriotic Tribute inRed, White & Blue!

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T W I L I G H T A I R S H O W W I T HS P E C T A C U L A R F I R E W O R K S !

SMOKIN’ MENTOR SMOKIN’ MENTOR

must have gone through to get in shapefor the events. March ARB was no differ-ent. The crews and maintenance thatmade up the team were some of the finestat the competition. After observing themfirst hand and measuring them up basedon how I saw the other teams perform, itwas clear that they were pouring theirhearts into the events.

They competed in the various eventssuch as the ERO (Engine RunningOnload) competition where their C-17aircraft pulled up with its engines on, andan Aerial Port Team from another basescrambled to load a vehicle and somecargo onboard as quickly, and safely aspossible.

This competition required the PortTeam to work closely with the Load-master of the airplane to get it loaded andmake sure the center of gravity is correct.Some of the team drives the vehicleswhile others guide them into precise posi-tion. Not to mention, you didn’t want toback something into the aircraft and dam-age it. The second half of the challenge isto safely offload the cargo and vehicle.

With competitions ranging fromprecision flying to daily maintenanceinspections, March ARB and the other

teams had their hands full every day. Buteven when the March Maintenance teamcompeted early in the morning, the air-crew was there to cheer them on. And 12hours later, when the aircrew had a verylate night sortie, the maintenance folkswere there to make sure the jet launchedand didn't break down.

It was this spirit that made theRodeo competition a success forTeamMarch. And just like that it wasover for AMC Rodeo 2011. With severeweather delays in the beginning of theweek, the schedulers had their hands fullgetting all of the crews in the air and thecompetitions closed out. But they did it infine fashion, and when it was all over anddone, the 97th Air Mobility Wing fromAltus Air Force Base, Okla. earned the“Best Air Mobility Wing” title.

Continued from Page 12

Soaring With Sagar

By S. Mark Rhodes

Embedded within the pages of JackWhitehouse’s new book, FireIsland: Heroes & Villains on Long

Island’s Wild Shore (History Press) is thefascinating, but mostly forgotten story ofthe creation of one of the first U.S. NavalAir Station’s on Long Island near thecommunity of Bay Shore, New York in1917. Whitehouse, an author/historianwith a fascinating resume that includesgraduation from Brown, a stint as thecommanding officer of a patrol gunboatas well as having had the honor of beingthe first Naval Officer to participate in anexchange program with the RoyalNorwegian Navy was nice enough tocheck in with In Flight’s Mark Rhodesabout his book and this unique chapter innot only Long Island, but U.S. aviation.

In Flight USA: Bay Shore was basi-cally the second American community toget a United States Naval Air Station.What do you think the rationale for locat-ing it there was in particular?

Jack Whitehouse: “The Navy hadseveral good reasons for selecting BayShore, located in approximately the geo-graphic middle of the south shore ofLong Island, as a location for a U.S.Naval Air Station. First, in 1916 theSecond Battalion of the Naval Militia ofthe State of New York had built an eight-acre base in Bay Shore on the edge of theGreat South Bay. The purpose of thenaval militia base was to train naval vol-unteers in flying and aviation mechanics;thus to a great extent the site was alreadyfunctioning as a naval air station.”

“Second, Bay Shore was in a strate-gic location. The town lay within a fewmiles of the vital sea-lanes into New Yorkharbor. Third, Bay Shore was withinclose proximity to other important navalaviation related facilities such as GlennCurtiss’ Curtiss Aeroplane Company andYale and MIT universities which con-tributed so much to providing many ofthe first navy pilots. Bay Shore was alsovery close to important research anddevelopment companies such as theSperry Gyroscope Company developersof the flywheel catapult system, the gyro-compass and other vital aviation technol-ogy.”

IF USA: There was a lot of press atthe time about activity and training at theNAS in Bay Shore. How was it that thispart of Long Island’s lore was eventuallyforgotten?

JW: “Naval Air Station Bay Shorewas forgotten because no one has evermade the effort to preserve the memory.Following World War I and the May1919 closing of Naval Air Station BayShore, U.S. domestic problems becameso significant that efforts to focus onmemorials to World War I accomplish-ments fell by the wayside. Prohibition,lawlessness nurtured by rampant rumrunning, the rise of organized crime, theemergence of the “new” Ku Klux Klanand a runaway economy followed by theGreat Depression – and then World WarII – contributed to eventually makingNaval Air Station Bay Shore a near-for-gotten part of Long Island history.”

IF USA: Was there a figure associ-ated with the base at Bay Shore that wasparticularly memorable or magnetic?

JW: “As with his more famous con-temporary Glenn Curtiss, the man whoowned the property on which the Navybuilt N.A.S. Bay Shore was a multi-tal-ented engineer and patriot. The landedand wealthy Charles Lanier Lawrancehad trained to be an architect but foundhis calling as an aviation inventor with apassion for design engineering. It wasBay Shore’s Lawrance who came upwith the revolutionary air-cooled aircraftengine design when water-cooledengines had been the standard.”

“In the late 1910s, Lawrance estab-lished the Lawrance Aero-EngineCorporation eventually demonstrating aworking model of his air-cooled engineto the Navy. The Navy found themachine more durable and reliable thantheir water-cooled engines and so fos-tered a union between Lawrence’s com-pany and the Wright AeronauticalCorporation, the firm founded by Orvilleand Wilbur Wright.

“Charles Lawrence went on to


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design the immediate predecessors to theWright Whirlwind aircraft engines.Without these engines, the spectacularlysuccessful long-distance flights ofAdmiral Byrd, Amelia Earhart, CharlesLindbergh and others would not havebeen possible. Despite the considerablefame brought to Earhart, Lindbergh, andthe other pioneering pilots, Bay Shore’sLawrance, remained a relative unknown.When asked about his lack of publicrecognition he liked to say, ‘Who remem-bers Paul Revere’s horse?’”

IF USA: Long Island’s aviation her-itage is uncommonly rich. Do you thinkthat this early episode in military aviationhistory contributed to what happenedlater?

JW: “If asked, most people probablywould point to Mr. Leroy Grumman’slandlocked firm in Bethpage, which firstopened its doors in 1930, as LongIsland’s original contributor to U.S. navalair power. Indeed, the Grumman AircraftEngineering Corporation built some ofthe Navy’s most well-known carrierbased aircraft including the TBF Avenger(flown by the first President Bush in thePacific in WWII), the F6F Hellcat andlater the A-6 Intruder and the F-14Tomcat. But, as we have seen, longbefore Mr. Grumman came along, the lit-

tle town of Bay Shore, together withentrepreneurs from the surrounding area,played a key role in placing the U.S. onthe road to becoming the world’s preem-inent naval air force.”

(Many thanks to Barbara Forde and thestaff of the Long Island MaritimeMuseum for assistance with this piece.http://www.limaritime.org)


Postcards from the heyday of the Bay ShoreNaval Air Station reflect the drama andenergy of early military aviation on LongIsland. (Long Island Maritime Museum)

Editorial

By Ed Downs

Is there anyone reading this who can-not complete the title of this editori-al? Sure, it goes, “just because I’m

paranoid doesn’t mean they are not out toget me.” Now, according to our friends atWikipedia, the word paranoid, or para-noia, is defined in somewhat negativeterms. It includes, “Paranoid thinkingtypically includes persecutory beliefs, orbeliefs of conspiracy concerning a per-ceived threat towards oneself.” Wow, thatdefinition looks a lot like the guy lookingback at me in the mirror every morning.But the fact that I continue to see thatreflection is, perhaps, an indication themy “paranoid” behavior has served mewell for an aviation career that has lastedwell over half a century.

Early in my flying days I read aquote by Wilbur Wright that ended withthe concept of “deliberately acceptingrisk.” Indeed, that is what we do in avia-tion. We exercise a metered level of para-noia and try to figure out what is out

there, “conspiring” to get us. This couldbe weather, aircraft design, marginalskills, carelessness, overconfidence,human error and many other gremlinsthat can conspire to spoil your day.

Have I convinced you that “para-noid” can be a good thing? If so, you areinvited to direct your “paranoia” to thefuture of ownership and private use ofpersonal and business aircraft, an activitytypically clumped together by the term“General Aviation,” or “GA.”

To be sure, the GA industry has beenworking its way through regulatory andeconomic challenges for years, as do allindustries, but something has changed.Never before has this writer seen the typeof anti-GA rhetoric being hurled about aswe have seen in the last several years.

Think about it. Business aviation hasbeen vilified at the highest levels of ourelectorate. The use of advanced aircraftas tools for conducting global businesshas been openly criticized as wastefullavishness. The TSA took the time toissue a major press release just prior to

the 10-year commemoration of 9/11 thatclaimed private aircraft represented thegreatest threat we have from terrorists.Major news networks picked up on thisand conducted “exposé” type reportswhile walking amongst rows of Cessnasand Pipers. Reporters pointed out theneed for much tighter controls over smallplanes and played reruns of the tragic sui-cide flight into an IRS office in Texas.Certified Flight Instructors (CFI’s) andflight schools are now burdened withrequirements to positively determine(through a passport or birth certificate)that new student pilots, or existing pilotsupgrading their ratings, are U.S. citizens.It seems as though pilots are presumed tobe “bad guys” unless they can prove dif-ferent. Once citizenship is determined,records must be maintained and multiplelogbook endorsements made.

Even this writer, as an instructor forFlight Instructor Refresher Clinics, isbound to verify the identity of eachattendee through the review of personaldocuments. CFI’s are required to ensure

that foreign national students undergo acomplete background check, and then theCFI becomes an integral part of the TSAbureaucracy in keeping track of foreignnationals. In other words, the GA instruct-ing world has been conscripted to beunpaid employee of both the TSAand INS.

Adding to the political vilificationand civil rights issues directed at person-al aviation, is recent legislation that pro-poses a $100 tax on each and every flightinto controlled airspace. And finally, ifyou can afford to fly after paying newtaxes and meeting complex TSA restric-tions (multiple TFR’s), the hue and cry isout to stop all airport related fun activi-ties, like fly-ins and air shows, just tomake sure that our big brother is keepingus safe. How’s your blood pressure? Wehave admired the problem, so let’s getparanoid and get to work.

Even a slight application of paranoiawill cause most aviation enthusiasts torealize that the current environment hasplaced our right (yes right, check out the

JUST BECAUSE I’M PARANOID


Jack Whitehouse’s Fire Island

Icrouched miserably behind theinstrument panel of the shuddering,heaving Aztec, listening to what

sounded like a million BBs being shotagainst my windshield. I was reviewingmy options as well as my sins, and I tookwhat comfort I could from an observa-tion that I remembered by someone whohad been there; that when you’re reallyflying in hail, you won’t wonder if that’swhat it is. I was still wondering, so thismust still be rain. But rain like this I’dnever seen. This was like being inside agarbage can that was being shot with firehoses. I wondered how the engines couldcontinue to run, since they seemed to beunder water. Lightning was streaking oneach side of me and almost at the sametime the deafening crash of the thunderwould for an instant, block the noise ofthe rain and even the engines. I was

smack in the middle of a thunderstormand I was not a happy young aviator.

It was the early 70s and after surviv-ing nearly 5,000 hours of VFR flying,doing flight instruction, banner towing,VFR charter and whatever other flyingthere was to do, I had at last, a brand newinstrument ticket. No more sitting on theground waiting for the weather to clear.No more scud running to stay VFR. Nomore scheduling my trips around theweather. I was now a cloud dancer, and Icould run with the big guys who madethe airplane noises come from the insideof clouds. This was more like it.

I’d made a few tentative forays intomild IFR conditions and everything wasworking just as it was supposed to. Theflight plans were accepted, the clearanceswere issued and I took my place with allthe other murk lurkers and experiencedno surprises. I even sounded like I most-ly knew what I was doing, and most ofthe flights were smooth and the mini-mums high. I was a real IFR pilot, and Iwas gaining confidence in myself, theequipment, and the system. I liked IFRflying. Life was good.

The never-to-be-forgotten trip thatchanged forever these warm, fuzzy feel-ings about instrument flying was acrossthe mountains of West Virginia, to a mid-sized airport in Virginia. It was summer,and the forecast contained the usual“chance of scattered afternoon thunder-storms” warning, but the weather lookedgood to me when I checked in at FlightService. This was well before internetaccessible radar and, I believe, beforeFlight Service had a radar repeater, or atleast before they let you look at it. Youwere simply read the teletype informationpertaining to your flight, while you tookfrantic notes and tried to assemble the jum-ble of facts and numbers into somethingyou could use. I did this, as best I could,and it looked to me like this day would bejust another good IFR experience.

The Aztec was almost new, and onewe were using in our charter service. Itwas well equipped for its day, but lackedradar, and of course the Stormscope wasstill locked up somewhere in Mr. Ryan’sbrain and yet to be born. I’d built up mymultiengine time flying VFR, so I wasquite familiar with the airplane and its

systems. I remember I was happy andproud to file IFR in the PAZT, and wassoon issued a clearance to my destinationairport.

With my nose wheel on the num-bers, the throttles came up smoothly andthe fat-winged and lightly-loaded Piperlevitated smartly into the summer sky.The air was warm and smooth and theAztec climbed quickly, with just the fueland I on board. Soon I was closing thecowl flaps, adjusting the trim and settingthe props and mixtures for cruise at 9,000feet, just above the scattered clouds thatdotted the landscape below. For a timewe skimmed the scattered tops, then theclouds began to thicken and rise, andsoon I was on instruments. I asked forand received 11,000, but by the time I got


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SMACK IN THE MIDDLE OF A THUNDERSTORM


there, the clouds were there too. Well, Ithought, this is why you get an instrumentrating.

I remained at 11,000 feet and soonthe ride grew choppy and it started to rainlightly. I was just starting to think aboutdoing something else but hadn’t yetdecided what that might be, when the rainintensity increased to moderate, and the

clouds grew darker inside. WashingtonCenter came alive with requests to divertfor weather, some by airliners, and therain intensity increased again to heavy. Atthis point I was belatedly attempting tocall center to tell them I would like todivert too, but didn’t know in what direc-tion, and did they have a suggestion? Bynow the frequency was completely filledwith moaning pilots and static, and the

transmissions that I could fit in didn’tseem to be getting through to center,since they certainly weren’t answeringme. I remember feeling quite at a loss asto what to do, for without clearance fromcenter, I felt I could not deviate from myflight plan. Just then I flew directly into amature thunderstorm.

All my worries about being off myflight plan and running into another air-

plane evaporated, for suddenly I realizedI was the only idiot in this very dangerouspart of the sky. The one thing I did rightwas keep the wings level and let the alti-tude take care of itself. I throttled wayback and tried to keep the airspeed rea-sonable. Other than that, I just hung onfor several of the longest minutes of myyoung life and tried not to panic. Irecalled reading reports from pilots whohad done this very thing and lived towrite about it. I fervently hoped I coulddo the same. I also remembered a largerock by the Tygart River just in front ofmy parent’s home, where as a boy Iwould sit and watch the airplanes passhigh overhead and project myself intotheir cockpits. I wished I were there rightnow, watching this thunderstorm. ?

Suddenly the clouds around mebrightened and in an instant I was back inthe clear blue summer sky and smoothair. The contrast was startling and I turnedand looked back at the monster that hadjust spit me out. It was a brilliant, grow-ing cumulus, stretching to over 20,000feet; something that no pilot in his rightmind would ever enter, but I had. I hadcome in the back door, which had lookedto me benign and inviting, and because ofmy own ignorance been led down it’shallways to a chamber of horrors.

When I arrived at my destination, Ichecked the Aztec for signs of damage,but missing paint on the nose was all Icould find. I finished my business at theairport and once again I checked theweather. It was still calling for a chanceof afternoon thunderstorms, but nowthere was a chance that they could formin lines or clusters. My flight home wasVFR, contritely done by a much wiserand very humble instrument pilot.


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Continued from Page 17Contrails

wording in Title 49 of the Code ofFederal Regulations) to fly. Free travelacross our great country is at serious risk.It is this writer’s opinion that it is time toestablish “situational awareness” anddetect that our circumstances havechanged, estimate our need to react,shoose an outcome we can live with,Identify what we need to do, do what isrequired and then evaluate the effect. Didthat sound familiar? It should, as it camedirectly from the DECIDE model con-tained in the FAA’s Pilot’s Handbook ofAeronautical Knowledge, Chapter 16(ADM), page four. Let’s use theDECIDE model as a guideline to see ifwe can direct our paranoia towards somepositive and effective outcomes.

DETECT – Are we chugging alongin a business-as-usual environment, or dowe see a rapidly approaching storm? Youhave read my thoughts on that question;what are yours? This writer sees a stormof unparalleled intensity.

ESTIMATE the need to react – Willdoing nothing allow us to avoid thestorm? Shall we simply hold our currentheading and plow into the storm atmaneuvering speed, hopeful that ourmachine will simply stand up to theonslaught? That is certainly not this oldpilot’s choice!

CHOOSE an outcome – Definewhat you want success to look like, donot simply wave your arms and com-plain! Do you wish to fight for theAmerican tradition of unrestricted flightand mobility, or will you accept somelosses of freedom in the name of not get-ting stuck with a worst case scenario?Are the “alphabet” groups representingyour view of success? This writer refusesto accept any result that ends up with asystem mimicking the burdensome andinnovation-killing standards (high taxes,massive constriction of available airspaceand overwhelming bureaucratic policies)employed by many other countriesaround the world.

IDENTIFY what we need to do –With outcome defined, decide whatactions you will take. Perhaps it is con-tacting or joining the powerful “alpha-bet” groups (AOPA, EAA, NBAA,GAMA, ICAS and many more). Maybeyou have access to local business groups.The web can help you communicate withelected officials. Can you contribute edi-torial comments to local news sources?Can you develop and practice a “30 sec-ond drill” that allows you to present GAsargument to those who have no knowl-edge of what is going on (more on thisthought in editorials to follow)?

Do what is required – Act! Don’t

just talk about it with a group of pilots.Tell your elected representatives whatyou really think. Invite elected officials toairport events, and see if they are willingto explain how the destruction of anentire infrastructure and loss of thou-sands of jobs helps America. Be aggres-sive! Remember, you will seldom avoid asevere storm in an airplane with only a10-degree change in heading!

EVALUATE the effect – Did yourefforts work? Does one maneuver solvean emergency issue involving an airplanein flight? The issues we are dealing withtoday have been building up for years,with an intense acceleration of hostility inthe last two years. Your first shots mayhave a positive effect, but in all likeli-hood, follow-up will be needed. This willcertainly not be the only editorial this

writer will offer on the subject. There are certainly many more

words that can (and will) be written aboutthe current challenges facing GA. Butthese challenges are going to remainchallenges unless we all begin to getinvolved and act. Words written byFriedrich Gustav Emil Martin Niemöller(14 January 1892 – 6 March 1984)

October 2011 ww.inflightusa.com 19

Continued from Page 16Editorial: Just Because I’m Paranoid



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The F-22 “Raptor” that has beengrounded since May was back fly-ing again, at least temporarily. The

“Raptors” have been grounded due tosafety concerns with the on-board oxy-gen generation system. The Air Force lift-ed the grounding of the F-22 stationed atLangley AFB, Va. due to hurricaneIrene’s potential impact on the area. OnFriday Aug. 26, 28 F-22s and four T-38sbegan flying to Grissom Air ReserveBase in North Central Indiana. Grissom

is located near Kokomo, Ind. and is hometo the 434th Air Force Refueling Wing.

The majority of the F-22s were fromthe First Fighter Wing based at Langley.There were also F-22s from the 154thFighter Group based at Hickam AFB,Hawaii, and the 49th Fighter Wing and53rd Fighter Group based at HollomanAFB, N. Mex. On Aug. 30 the “Raptors”left Grissom and returned back toLangley without incident. The F-22 willremain grounded until engineers can fixthe oxygen system.

RAPTORS IN INDIANA

An F-22A “Raptor” from the 49th Fighter Wing departs Grissom Air Reserve Baseheading back to Langley AFB. This Raptor is configured with drop tanks.

(Mike Heilman)

(Courtesy of the Secretary of the AirForce Public Affairs) United States Air Force

The Secretary of the Air ForceMichael Donley and Chief of Staff Gen.Norton Schwartz have recently approvedan implementation plan developed by AirCombat Command officials that willallow the F-22 Raptor to resume flight

operations after a four-month standdown.

The commander of Air CombatCommand directed a stand-down of thefleet May 3 as a safety precaution, fol-lowing 12 separate reported incidentswhere pilots experienced hypoxia-likesymptoms. The incidents occurred over athree-year period beginning in April

F-22 FLEET TO RESUMEFLIGHT OPERATIONS

The Secretary of the Air Force Michael Donley and Chief of Staff Gen. NortonSchwartz have recently approved an implementation plan developed by Air CombatCommand officials that will allow the F-22 Raptor to resume flight operations after afour-month stand down. (USAF File Photo)



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2008. Officials remain focused on thepriorities of aircrew safety and combatreadiness. The return-to-fly plan imple-ments several risk mitigation actions, toinclude rigorous inspections, training onlife support systems, and continued datacollection.

“We now have enough insight fromrecent studies and investigations that areturn to flight is prudent and appropri-ate,” Schwartz said. “We’re managingthe risks with our aircrews, and we’recontinuing to study the F-22’s oxygensystems and collect data to improve itsperformance.”

In a task force approach to imple-mentation, Air Combat Command offi-cials developed a comprehensive incre-mental return-to-fly plan that balancessafety and the expedient qualification ofpilots against the inherent risks of flyingadvanced combat aircraft, officials said.

The entire fleet will undergo anextensive inspection of the life supportsystems before returning to flight, withfollow-on daily inspections, officialssaid. The aircraft is capable and author-ized to fly above 50,000 feet. Pilots willuse additional protective equipment andundergo baseline physiological tests. Thereturn-to-fly process will begin with

instructor pilots and flight leads regain-ing their necessary proficiency, then fol-low with other F-22 wingmen.

Prior to the stand down, ACC offi-cials convened a Class E SafetyInvestigation Board in January 2011 tolook into hypoxia-related reports. At thesame time, a Hypoxia Deep-DiveIntegrated Product Team began an in-depth study on safety issues involvingaircraft oxygen generation systems.

In June 2011, the Secretary of theAir Force directed the Air ForceScientific Advisory Board to continuethe oxygen generation study concurrentwith the ongoing SIB. A releasable reportwill be made available later this year.

The F-22 Raptor entered service in2005. As of May 2011, the Air Force hasfielded 170 of the aircraft. As America’sprimary air superiority weapon system,the F-22 has flown more than 300 mis-sions in support of Operation NobleEagle and deployed on a rotational basisto the Pacific region and Southwest Asia.F-22 overseas deployments support theDepartment of State’s Theater SecurityProgram, formal arrangements with ourforeign partners to establish defensecooperation, promote regional stability,and deter potential aggression.


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regarding involvement in social changeseem appropriate to GA’s situation today.As many others have done over the years,allow me to alter some of his propheticwords to meet the issues we face:

When they attacked business aviation,I remained silent;I did not own a business airplane.

When they assailed civil rights and dignity,I remained silent;I was not in training and did not travel by airline.

When they sought to shut down airport

festivals and airshows,I remained silent;As I have no time for such events.

When they levied tax restrictions againstthose who use ATC services,I remained silent;I fly only recreationally.

When they told me my kind of flying hadno value and must stop,I called for help;but there was no one left to speak out.

This editorial reflects the views of thewriter but not neccesarily the views of InFlight USA.

(SDs), we believe that regulatory optionshould be strictly reserved for situationsinvolving an immediate threat, as is stip-ulated in the Aviation and TransportationSecurity Act (ATSA) and in current TSAsecurity regulations. We do not believethat Congress intended to provide TSAsuch latitude that it could issue SDsabsent an identified threat.”

“Security has always been a top pri-

ority for business aviation, and in theyears since 9/11, the industry and govern-ment have collaborated on a host ofmeasures to further protect against securi-ty vulnerabilities without jeopardizingmobility and flexibility,” Bolen said.“The measure passed by the HouseSubcommittee supports this effectiveapproach to security policy, and we lookforward to supporting its full passage byCongress.”

NBAA Welcomes HouseContinued from Page 11

Continued from Page 20Just Because I’m Paranoid


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With the introduction of surface-to-air missiles (SAMs), achange in tactics was needed.

First coming off the production line in1957, the B-52E was not much differentfrom the venerable “D” model. However,one of the changes incorporated into the“E” model was the installation of “low-level” Doppler radar. This enabled the B-52E to do something that is hard to imag-ine possible for such a large aircraft. TheB-52 could now fly below hills andmountains in order to evade SAM radar.Plus, the B-52E could launch AGM-58“Hound Dog” cruise missiles (withnuclear warheads) – which reduced theaircraft’s exposure to enemy anti-aircraftweapons.

Intended for the nuclear-deterrentrole only, the B-52E was not built in greatnumbers – a total of 100 were construct-ed, and the “E” model was finally retiredduring 1970 – although a few lingered onas training aircraft.

At first glance, the next B-52 variantlooked just like all of the other B-52models. However, a closer look at the jetengine pods would reveal a large bulgeon the left engine in each pod. Prior B-52models were equipped with alternatorsthat were powered by small turbines. Theturbines, in turn, were powered by bleed-air from the engines themselves. In otherwords, the alternators were not connectedmechanically to the engines. Enter the B-52F, which first flew in May, 1958. TheB-52F’s alternators were geared to theleft engine in each pod – this arrangementwas sometimes referred to as the “hard-drive” alternator system.

These “hard-drive” B-52Fs were thefirst Stratofortresses to be flown on ARCLIGHT missions, the first of which was

flown on June 18, 1965. To say that thismission was unsuccessful would be anunderstatement. Enemy casualties werenegligible. In fact, so few enemy troopswere killed, that some speculated thatthere were no Viet Cong in the target areato begin with. On top of this, two of theB-52s collided with each other in mid-air.Both crews were killed. Nevertheless, theB-52Fs were used on ARC LIGHT mis-sions until April, 1966; by then, the “BigBelly” B-52Ds had been deemed readyfor action.

By now, it should be apparent thatthe B-52 was a constantly evolving air-craft. Next on the “evolutionary” scalewas the B-52G, which differed from theother models in several ways.

In an effort to lighten the aircraft,nearly eight feet were lopped off the ver-tical stabilizer. This saved nearly 12,000pounds. That was only one item. Thewings now became “wet,” meaning thatthe wings themselves were filled almostcompletely with fuel. Since there were noseparate internal fuel tanks in the wings,fuel capacity was increased by 7,500 gal-lons, and the aircraft’s weight wasreduced by another 6,000 pounds. Thisenabled engineers to reduce the size ofthe B-52G’s external fuel tanks, whichwere mounted under the outer wing pan-els.

The other major change was theelimination of the manned tail turret. Thetail gunner now operated his guns byremote control from the forward crewcompartment. Radar and closed-circuittelevision were used to aim the tail guns.

Ironically, the B-52G’s combat-loaded gross weight was 40,000 poundshigher (488,000 pounds) than previous

BUFF: PART IV

A B-52G in flight; notice the faired over tail gunner’s position. Unlike previous B-52models, the B-52G’s tail gunner fired his guns by remote control from the forward crewcompartment. Also notice the smaller outer wing fuel tanks.

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



B-52 models. This was due, in large partto the new ejection seat for the “tail” gun-ner and his new fire control system, newElectronics Counter Measures (ECM)equipment, and the additional wiring andplumbing that was associated with the“Hound Dog” Air Launched CruiseMissile (ALCM).

First coming off the Boeing assem-bly line in July, 1958, B-52Gs were usedon record-breaking flights almost imme-diately. One crew flew more than 9,000miles without refueling in December of1958. Roughly one year later, anothercrew flew 10,000 miles – again withoutrefueling.

Although these record-setting flightsdemonstrated the B-52G’s incrediblerange, it should not be forgotten thatmanned bombers were now vulnerable toattack by surface-to-air missiles. Hence,the development of “stand-off” weaponssuch as the GAM-77 “Hound Dog,”which was an early cruise missile. Its

Pratt & Whitney J52 jet engine enabled itto fly at speeds greater than Mach 2, andthe B-52G was the first B-52 model thatwas specifically designed to launch theHound Dog (which was intended for useagainst radar facilities and SAM launchsites, although it could be fitted withnuclear warheads for use against strategictargets), as well as the GAM-87A“Skybolt” ballistic missile.

Because it was designed to air-launch missiles, the B-52G’s internalbomb load was limited. Still, B-52Gswere used during the Linebacker andLinebacker II operations over Viet Nam,where they flew alongside B-52Ds.

During July, 1973, crews began fly-ing their B-52Gs home, where they wereplaced back on nuclear alert status. TheB-52Gs remained on nuclear alert untilJanuary, 1991. Trouble was brewing inthe Middle Eastern sand, and the B-52Gswere called to action once again – 33years after the first B-52G came off theBoeing production line.


Aviation Ancestry

The nation’s leading general avia-tion (GA) associations on Sept. 19 force-fully opposed user fees for GA flightsproposed in President Barack Obama’sproposal for addressing the nation’sdeficit and job crises.

The Aircraft Electronics Assoc-iation, the Aircraft Owners and PilotsAssociation, the Experimental AircraftAssociation, the General Aviation Manu-facturers Association, Helicopter Assoc-iation International, the InternationalCouncil of Air Shows, the NationalAssociation of State Aviation Officials,the National Air TransportationAssociation and the National BusinessAviation Association jointly issued thefollowing statement.

“As primary representatives of thegeneral aviation community, we areexpressing our unified opposition to thenew $100 per flight tax in your proposal.We believe this per-flight tax not onlyimposes a significant new administrativeburden on general aviation operators whocurrently pay through an efficient per-gal-lon fuel charge at the pump, but it will

also necessitate the creation of a costlynew federal collection bureaucracy.

“As you know, the issue of howgeneral aviation can best contribute rev-enue to the federal government has beenthe subject of significant study anddebate as part of the FAA reauthorizationprocess. After careful consideration, bothchambers of Congress have passed billsthat endorse the per-gallon fuel chargesrather than adopt a per-flight tax similarto the one you propose. In fact,Democrats and Republicans in the Houseof Representatives felt so strongly aboutthis issue that 116 members of that bodysent you a letter earlier this year sayingnew aviation charges like the one you arenow proposing would be ‘dead onarrival.’

“Mr. President, many foreign coun-tries have imposed per-flight charges ongeneral aviation and the results havebeen devastating. Please do not go downthe dangerous path and cost jobs in ourcommunity.

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Isuppose there wasn’t any way this col-umn could have been written withoutthe mention of Reno. After all, this is

an aviation publication, I write about avi-ation, and you would have to live in a cavenot to know about Reno 2011.

Okay, my aviation friends, here’swhat I have to say about this. Peoplemuch more qualified than me, since theywere there and witnesses, are telling theirstories on other pages in this issue of InFlight USA.

Here’s what I know for sure. Renois the “Super Bowl” of aviation. WithoutReno the Reno area will take an econom-ical hit worse than a flood. Furthermore,general aviation and professional air rac-ing would simply not be the same with-out all Reno offers, from the thrillsaround the pylons to the live entertain-ment to the promotion of great skilledand talented pilots.

Do We Need It?

Reno is a major test bed for aviationtechnology and many of us benefit fromthat.

Please don’t forget how manyfolks/sport fans, are bitten by the “avia-tion bug” after being there and head fortheir local flight schools to take the firststep into the “friendly skies.” I’m not for-getting the annual reunions among thou-sands of old and new friends.

Will it affect GA and the children(i.e. pilots-to-be) that were there? Ofcourse it will but hopefully, parents willexplain to their children that this flyingaccident is not like the flying they do intheir family or rental airplane. This acci-dent was extreme. They have nothing toworry about and in time, hopefully theywill put into perspective and better under-stand what they saw and heard.

Hopefully, the same goes for the adultsand industry overall. We must rememberthat those who race and even those whocome to watch have some understandingof the risks involved

Can the sponsors of the Races obtaininsurance again for this event going for-ward? Hard to know… however, in myexperiences in aviation, I think they will.The real question is at what cost, bothfinancial and with regard to restraints andlimitations.

Does it matter what went wrong?Sure it does. Will we learn lessons, nodoubt? We already knew that thereshould be no energy towards the audi-ence. This wasn’t a controlled maneuver,so the question is moot. I do have a prob-lem with the box seating, specificallywhere it is located. When I would attendback in the day, it wasn’t there. It wasinstalled fairly recently and if someonehad asked me, I would have objected.

There are a lot of things that nowneed to be looked at in terms of the over-all event, from staging to seating andeverything in between. Some will com-plain, some might take it further with alawsuit, but this is not for discussion rightnow. It’s soon and the emotions are tooraw. As for me, I send hugs and condo-lences to those who sustained physicaland emotional injuries. I understand andfeel your pain.

Actually, just one more word or twoabout those lawsuits… Reasonable peo-ple sometime do unreasonable things. Ifthere is just cause they will come. I’mkeeping my fingers crossed that they arefew and far between. First, let’s take careof those still in bandages. The Reno Raceofficials will handle this issue honorablyif and when it occurs.

Minutes Later . . .

Within minutes I was buried byphone calls from Reno, TV stations, andmany friends sitting neck-high in debris.I felt helpless and afraid knowing howmany of my aviation family were inharms way. I made the decision not to getinvolved and leave the situation to thoseat the scene. Just FYI, one of the Docsthere called me within minutes to giveme an update. I was driving on I-5 whenI got his call. Clearly, the accident scenewas horrific and while my heart ached,my mind told me to lay low… let the proson scene tend to the hurt and their fami-lies and disseminate information proper-ly. A more spontaneous reaction on mypart some time ago might have been todrop everything and head to Reno…maybe to save the day, maybe just to helpone person… a shoulder to cry on if noth-ing else.

What are the pilots saying? Manyare my friends and acquaintances. I madethe very careful decision to give themtheir space. They need to hurt and thenheal. When the time is right, I’ll hearfrom them and we’ll talk. They knowthey can count on me to listen, maybe tocry with them and then try to move for-ward. By the way, I’ve been knee-high inphotos and stories from well-meaningfolks trying to help me cope and write. Ithank you all for your efforts.

Is This The End?

Is this the end of “Reno” as we knowit? I hope not. I know emotions are run-ning high right now but, look folks,here’s a little bit about who we really are:Those of us that love aviation, especiallyair racing, like the action and the thrills.We understand the risks involved. Pleasedon’t tell me you’d go to a NASCARevent and not expect a big crash or two.While no one wants to see anyone gethurt, we go to extreme sports to seeextreme action. The same goes for theIndy cars and all the other extreme andfast sports. The replays on TV are alwaysthat of the current roll-over or the previ-ous crash. Even replays of previouscrashes from years before get airtime.While every effort in all arenas is surelymade to keep fans safe, sometimes badthings happen. At Reno, tragedy hap-pened. Safety measures are taken, no onewants or expects tragedy to strike in thestands but I ask you, would we not benaive to think it could never happen?

I pray that reruns won’t happen withReno. I really don’t want to see anythingabout it anymore or for that matter everagain. Enough said.

I’ll close this subject by sending myprayers and wishes for quick recoveriesfor those still in bandages and thosegrieving at their loss and please, pleasefeel free to contact me if you think I canhelp or you have a story I should hear.

Other Concerns

It’s getting way too quiet on thefield. Is it the price of fuel? Is it just plaineconomics? I suppose those darn PrezTFRs aren’t helping, especially in myneighborhood where he’s been harvest-ing all those high-tech dollars. Whenhe’s around dozens of flight schools,charters, tours, and even pattern work allshut down. Will someone please talk tohim about this?

He needs a really cool tour bus and heshould fly out west on a commercial tunacan so he can be one of us. Now there’s afirst-hand taste of aviation he won’t soonforget. I want to clear security with himand watch him take off his shoes.

Where is everyone? I’m still tryingto figure out where all the pilots are ifthey aren’t at the field. They are either arethe unemployment office or looking for ajob I guess. I miss them. It’s lonely herewithout you.

Sundays were the usual quiet days,now there seems to be a lot moreSundays. No wait, Sundays were thebusy days and now I’m really confused.

So is it the price of fuel or am I miss-ing something? Will someone tell mewhy I’m all alone, with the exception ofa few hard working business owners thatwork Sundays just like me? Heck, wecan nap on the ramp.

So, this might surprise you. I havesome good words to say about the FAAthis month. Hey FAA, thanks for all thegreat safety blurbs you have been postingon-line. I actually read them and findthem of great value. I hope some of youwill do so also. They are called: FAASafer Team/Safer Skies ThroughEducation.


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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 distributesan electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for ourreaders 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.

The number of midair collisions inthe United States has averaged 30 peryear since 1978. 1 These accidents prima-rily involve general aviation aircraft, butair carrier, corporate and other operatorsare by no means immune from potential-ly serious airborne conflicts.

In the preceding 12-month period,more than 4,000 in-flight traffic conflictswere reported to NASA ASRS. Of these,235 met the ASRS criteria (within 500feet) for a Near Midair Collision(NMAC). Nearly half of these NMACsinvolved air carrier, corporate and air taxioperations.

Technological advances such as theTraffic Collision Avoidance System(TCAS) and Conflict Alert (CA) have

enhanced the ability of pilots and con-trollers respectively to resolve airborneconflicts before they become critical, butthe following ASRS reports show that the“see and avoid” principle remains a cru-cial aspect of collision avoidance in visu-al conditions.

Watch Out for the “Other Guy”

You may be following all the rules,but there is no guarantee that everyoneelse is. This SF340 flight crew had an all-too-close encounter when a crop dusterapproached out of the sun, at the wrongaltitude and apparently not watching outfor traffic.

• While level at 8,000 feet, we expe-

rienced a near collision with a turbopropcrop duster. The other aircraft was com-ing from our 11 o’clock position and trav-eling northwest to southeast. It passed300-500 feet in front of our aircraft andless than 100 feet above our altitude. Theduster was so close that we could feel itswake turbulence as it went by. Our TCASwas operating and showed no other air-craft. Center and Approach Control gaveno traffic warnings. No evasive actionwas taken as the encounter was overbefore we could take any.

We were doing everything correctlyat the time of the incident. All of ourchecklists were complete and there wasvery little distraction inside our cockpit.We had followed all ATC instructions and

our aircraft was in the correct locationfor our flight plan and ATC guidance. Itis possible that the crop duster wasblocked by my sun visor and possibly thewindow pillar, as this creates a blind spotin the direction of the other aircraft. Thataircraft was also coming at us from thesun and at the wrong altitude for thedirection of flight. Although we had all ofour exterior lights on and were followinginstructions and standard operating pro-cedures, it’s always necessary to watchout for “the other guy.” Even if TCAS isinstalled and you’re under ATC direction,“see and avoid” is still every pilot’sresponsibility.

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Who’s on Base

Tower assumed that the reporter’saircraft would “beat” another aircraft tothe runway. The reporter assumed that theother aircraft would make a 45-degreeentry to the left downwind. The resultwas not a “towering” success.

• It was VFR– clear with unlimitedceiling. I was instructing in the right seat.We contacted Tower just south of [the]Class D [airspace]. We received instruc-tions to make left traffic and were clearedto land. We executed a 45-degree entry toa left downwind. Abeam the Tower, Irequested a short approach to give thestudent a simulated engine-out arrival.

The tower controller had clearedanother aircraft to “enter left traffic.” Hetold me later that he thought we wouldbeat the aircraft to the runway. Just pastabeam the runway end, the other aircraftestablished not on a downwind, but per-pendicular to the runway on a left baseand streaked in front of us (… way insidethe normal power-on base leg area). Itook the controls and executed an evasiveturn to the right...

The other aircraft clearly didn’t fol-low instructions to enter the pattern forleft traffic and instead headed directly toa left base entry. We received no trafficadvisories on the conflict and came veryclose to colliding with the other aircraft.We saw and avoided, fortunately. [I] real-ly wouldn’t like to come that close to amidair again.

Easing Out of Formation

On short final, a Cessna 172 got soclose to a B757 on final for a parallel run-way that separating safely became a con-cern for the First Officer who submittedthis report.

• Checking in with the tower, we wereadvised of traffic, a Mooney, which weboth saw. The visual approach was normaluntil short final. I commented to theCaptain that if I had to go-around, I wasconcerned about avoiding the Mooney.

Below 400 feet, I heard the TCAS“traffic” call. I looked up from my primaryscan on the runway and said that I had theMooney in sight. I was unaware that theTCAS alert was not for the Mooney!

After the 300-foot callout, I noticedsomething to my left. I looked and saw aCessna through the Captain’s window. Itwas very close and I feared a collision.The Cessna was in a shallow left turn,descending. It was less than 100 feetaway and we had wing tip overlap. Ithought quickly about my options and togo-around meant that our wing would hithim. If I turned right in avoidance, my leftwing would have come up to impact theCessna. I believed the only option was tocontinue straight and duck under him. Icould not use much pitch input for fear ofimpact with the ground.

The Cessna had overshot the leftrunway final and had come into ourspace. We were at reference speed plusfive knots so we passed him very quickly.

The tower did not issue a traffic call-out to us about the Cessna... Tower statedthat the person responsible for trafficseparation was briefing someone elseduring the incident and that they failed tonotify us of the traffic. He stated that theCessna had been informed of our posi-tion and had a visual on us.

I believe that if I had not had manyhours of formation time, we probablywould have hit that Cessna.

1FAA statistic cited at SeeAndAvoid.org, a website created by the AirNational Guard Aviation Safety Divisionwith the ultimate goal of eliminatingmidair collisions and reducing close calls.

Safe LandingsContinued from Page 27

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By S. Mark Rhodes

Leonard Maltin’s Movie Guideshave been a great resource forfilmgoers to discover new

favorites and re-visit old chestnuts. Hismost recent addition, Leonard Maltin’s2012 Movie Guide, from Signet, is near-ly 1,700 pages and weighs in at nearlytwo pounds (it can crush the Kindle!).

Embedded within this guide areinsightful, capsule interviews of some ofthe most noteworthy aviation films thatHollywood turned out in its golden age.

Mr. Maltin was nice enough to speak toIn Flight USA’s Mark Rhodes about someof his favorite aviation films and how theaviation film genre might make a come-back.

In Flight USA: Once upon a timethe aviation film was as much a part ofHollywood genre films as the detectivefilm, the western, the science fiction filmand so on. What do you think are the rea-sons that the genre declined?

Leonard Maltin: (Long Pause) “Iam just guessing mind you, but I think alot of it has to do with gaming (videogames) which maybe has taken the placeof the excitement audiences used to getwith aviation movies. When Top Gun(1986) came out in the 80s there was a lotof comment then about how some of thecombat flying sequences resembledvideo games. And in those interveningyears, those games have become reallyvivid and even realistic. This (the rise ofgaming) might have replaced some of thethrill that films like Top Gun used to pro-vide movie audiences.”

IF USA: A lot of legendary actors

like John Wayne, Gregory Peck, ClarkGable and William Holden portrayed avi-ators. Do you have any favorite actingperformances in aviation films?

LM: “Right, it (playing anaviator) was part of the reper-toire. With regard to actors play-ing aviators I have to say they allconvinced me (laughs). I am arank amateur, but I have friendswho are aviation buffs who wouldhave sharper opinions than my own.As a kind of inexperienced audiencemember they all did the job for me. Ithought Gregory Peck was great in 12O’Clock High (1949), and Wayne wasconvincing in High and the Mighty.”

IF USA: What are the aviation filmsthat have made an impact on you as anaudience member?

LM: “Speaking of John Wayne, Ithink Island in the Sky (1953) is a veryunderrated and under appreciated film. Itis not as well known as a film called theHigh and the Mighty (1954) which cameout a year later with some of the samecast including John Wayne and the samedirector, William Wellman, and based

also on a novel by Ernest Gann.“Island in the Sky was striking

because it dealt so much with the nutsand bolts of aviation at that time; thetechnical and navigational challengesthat they faced; it is kind of quaint todaywith all of the sophisticated technologyrelated to modern aviation.


FILM CRITIC AND AUTHOR LEONARD MALTIN ON SOME OFHIS FAVORITE AVIATION FILMS


By Herb Foreman

She is the proud possessor of aBachelor’s degree in aviationoperations and business, received

in May 2011 from the prestigious pro-gram offered at San Jose State Univer-sity. Sara Schwarz is equally proud ofachieving her private pilots license and islooking forward to the next step in hercareer, the instrument license. It hasn’tbeen easy because of the recent downturn in the global economy but she isdetermined to find a role that will lead toa successful future.

At the present time, Sara is workingat the front desk for U.J. Emetaron’sDiamond Aviation at the San CarlosAirport. She will be happy to accept yourmoney for an introductory ride or a baytour. She can introduce you to one oftheir ten excellent flight instructors.Diamond boasts a fleet of five modern,well-equipped, aircraft that include fourC-172SPs and a 230 hp C-182Tequipped with the Garmin 1000 GPS AP.An Elite PCATC Simulator equippedwith the IFR Garmin 430WASS makes

learning easy and less expensive than fly-ing the real thing.

Her father, a private pilot, got herinterested in flying. He owns a Columbia400 and has taken her along on many ofhis flights. Sara became enchanted withaviation and began flying lessons in boththe C-152 and C-172. Her first solo wasin the 172 at the San Carlos Airport in

May 2007. Her private license wasachieved in May 2008. Her CFI was theexcellent John Bell. Sara’s total flighttime exceeds 100 hours.

Sara confesses that her flight timewould be greater had she not focused ongetting through school. With the accom-plishment of her degree, she feels ready tomove forward in her flight up the ladder.Her work at Diamond will be a positivestep in that direction. After the instrumentticket, she will be able to log time in herDad’s Columbia, an exciting prospect.The look in her face and the direct mannerof her answers in my interview seem toproject a determination to complete anyactivity she may become involved in.

She knows that with the economybeing what it is, she may have to combineher determination to fly with a look atanother profession. She would not ruleout some kind of medical work; LifeFlight, Interplast, nursing, etc. She wouldconsider entering a nursing program if itbecame necessary.

I needed some pictures of Sara forthis article and asked world-ranked aero-batic pilot Norm DeWitt if I could sched-ule a photo shoot with him in the beauti-ful Edge 540 that he has flown to winmany trophies.

Norm was happy to oblige and wemet in his hangar at the San CarlosAirport on Aug. 8. As an EAA boardmember, Norm was eager to help bring anew pilot into the profession.

Sara was intrigued by the Edge 540,and at Norm’s invitation climbed into thecockpit to check the difference betweenthe C-172 she has been flying and theEdge. She hopes that Norm can introduceher to a demonstration flight in the near

future. She has already been performingspins under the tutelage of John Bell whoproclaims her to be fearless and proficient.

We couldn’t leave without talking toanother champion, Joe Locasto whosehangar is directly across the taxiwayfrom Norm’s. Joe is a four-time worldchampion at Booneville. He was the firstdriver to exceed 200 mph in gas-poweredstock cars in the early 1960s. Joe has con-structed a 1934 Curtiss P6-E that wasonce a first line fighter plane in the ArmyAir Force. Sara was able to check outGail Turner’s exceptionally beautifulMarquart Charger and Jeff Short’sStarduster 11 that occupy the hangar, too.

Born on April 28, Sara’s “sun sign”is Taurus. According to those who studyastrology, the Taurus woman is the salt ofthe earth bearing a combination of ster-ling qualities, including emotional andmoral courage. She’s a solid practicalthinker with feet planed firmly on theground. Most Taurus women have anappreciation for art and music. Many aregifted with the love of horseback riding.

The above qualities have alreadyshown up in Sara’s background. She wasalways into sports while in elementaryschool and loved to sing in the choir atNotre Dame High School in Belmont,Calif. She began to jump horses while inhigh school as well, but it was flying thatwon her heart.

One does not have to be around Saralong to see that she is an exceptional per-son. The future of aviation looks to be ingood hands. It will be interesting towatch her progress in the coming years.


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SARA SCHWARZ: SEEKING SUCCESS IN 21ST CENTURYAVIATION ACTIVITIES

Sara with Norm DeWitt and the beautiful Edge 540. (Herb Foreman)

Sara with two champions, Norm DeWittand Joe Locasto. (Herb Foreman)

Sara in front of Jeff Short’s StarDuster II. (Herb Foreman)


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Most exciting for me is to see thebeginning of the grumbling about thepossibility if you can drive a car, you canfly an airplane. Of course you can, duh!This will make a hangar full of dudesvery happy and save a trillion buck-a-roonies by eliminating the third classticket exam. Anyone in their right mindwho would get into an airplane as PIC butstill has to ask someone to drive’em to

the airport, has to be nuts.If the pilot drove himself or herself

to the aerodrome, them let’um fly! Beingable to perform that task tells us they cansee and hear. This is causing me a greatamount of unneeded trouble and a wasteof my very valuable time.

Here’s a blurb from Aviation eBrief: Proposed: The Aircraft Owners and

Pilots Association have joined forceswith the Experimental Aircraft

Association to propose changes for themedical requirements for private pilots.The groups would like to expand the "dri-ver's license medical" from sport pilots toadditional groups of private pilots. Sportpilots show a valid driver's license asproof of medical eligibility.

I’ve been preaching to you all foryears about “common sense.” Trust meon this, it works and will continue towork.

On Final

I’m putting some of my other itemson hold for now. I want you to dwell onwhat I’ve just shared with you.

Other than have a safe Trick-OrTreat-night out, a reminder that the“Blues” are flying into the SF Bay Areathe first week of this month. This is agood thing as Fleet Week is a biggiewhere I live, plus it lights a very big avi-ation fire under the seats of the little onesin the audience.

Finally, I’m off to remind myselfwhy I live and love California so much. Iwill leave for Texas soon to take someretraining in “two-year-old” talk. Havinggrandchildren is the reward you get forhaving children. I get to practice my“Y’alls’” and “Howdys.”

That’s Thirty!“Over”

Larry Shapiro is an aircraft broker, aviationhumorist and fulltime grandfather. He’d loveto have you share your thoughts and ideasfor future articles. Palo Alto Office: (650)424-1801 or Larry@Larry Shapiro.com


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“Island in the Sky also addresses theparticular camaraderie that aviators, par-ticularly aviators that came throughWorld War II share. This is what makesthis a moving and affecting film for me.

“Another film that I had the pleasureto re-discover recently was Night Flight(1933) which was an MGM productionthat had been out of print for 75 years.The film is an adaptation of the novel byAntoine du Saint-Exupery (The LittlePrince) and is an interesting attempt byMGM to try to make an existential movieabout man’s relationship to the heavens.Mind you, this was attempted within theframework of a mainstream Hollywoodproduction. And, as with Island in theSky, there is that rare sense of the wonderof early aviation with the fliers in an opencockpit and relying on primitive methodsto chart a course and navigate.”

IF USA: What do you think itwould take to revive the aviation filmgenre?

LM: “All it takes is one good film torevive a genre. Amelia (2009), a high-profile aviation oriented film with a high-end cast could have done this. Ameliawasn’t a bad film; I liked some of the per-formances and it had good productionvalues, but in the end it was a little toouninspired to really spark a genrerevival.”

Continued from Page 31Aviation Films

What’s UpContinued from Page 26


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Ninety minutes north ofOklahoma City by car is VanceAFB in Enid, Okla., where my

nephew recently got his Air Force pilotwings.

Leon Vance was a native of Enid –the Air Force folk refer to them as“Enoids” – and a WWII bomber pilotwho won the Congressional Medal ofHonor. The transport plane bringing himhome was lost over the North Atlantic,after he survived a harrowing and heroicditching of his B-24. But the relationshipbetween Air Force and community isdeeper than that – the citizens of Enidbought a wheat field and donated that forthe then Army Air Corps to build a train-ing base.

Wheat? In Oklahoma? Yes. Enidactually has the world’s third largestwheat storage capacity, and a grouping ofmaybe 30 concrete silos is referred to bythe pilots as “the battleship.” This year,though, the drought is ferocious and thisJuly was a contender for being the hottestmonth ever. Cloud bases were at 9,000feet and the 25-knot wind did no coolingbut only parched those out on the 100-plus degree flightline. Coming back intothe air-conditioned flight ops building,there is a large fan at chest level to helpyou cool off.

Vance AFB hosts three kinds oftrainers – the T-6 “Texan II” (what anunimaginative name. You’d think that thefolks at Army Air Corps II could think ofsomething better); the venerable T-38which first flew in 1959, the year that myancient Cessna was built; and the T-1,known in civilian circles as the Beechjet.Everybody starts in the T-6, and then,giving the best students first choice, thetracks are assigned: T-38 for the fighterand bomber pilots, T-1 for the tanker /transport pilots. And of course, those lat-ter two are referred to (as ungraciously aspossible) as gas passers and trash haulers.

I’m told that the T-38 is a hot jet onlyin one sense – its air-conditioning is pret-ty minimal. It certainly looks odd to seethem taxi in 100-plus degree weatherwith the canopies open, but that’s thecooler alternative. Low-level trainingmissions are apparently not much fun inhigh temperatures. And the plane isunderpowered too, a notion that we two-bladed propeller folks may not be entire-ly sympathetic to.

Vance normally has three runwaysopen, and each aircraft type nominallyhas their own runway. But with one run-way closed for repairs, the T-6s stay ontheir short runway, the runway only they

can use, and the T-38sand T-1s alternatehours on the otherrunway. The sky isfilled with airplanesto two effects: one –it’s very clear thattraining is the missionof this busy base; and two – if you hearan airplane overhead, you probably knowwhat it is and don’t need to look up.There’ll be another along shortly.

I got a personal tour of the flightlineand got to look inside a T-6 cockpit, notall that impressive with the electronicsturned off; and I got to fly a T-38 fixedbase simulator. I did kind of okay, andwe’ll attribute this to a compressedtimetable and no pre-flight briefing. TheT-38 is not all that easy to land, I’m told,and final approach speed is 164 knots,only a little slower than the cruise speedsof the Bumblebee Cessna and theAirCam combined.

Graduation was a nice 90-minuteceremony, and family members wereencouraged to come up front and takepictures of the new pilot. There were 25graduates: 15 T-1 pilots, and 10 T-38pilots, of whom two were Italian and onewas from Iraq. (He’s to be the first IraqiF-16 pilot). Later that night was a ban-quet, and the relieved tension was obvi-ous among the happy graduates.

I had my chance at Air Force OCS,but I chose grad school at MIT. Am I jeal-ous? Of course I am, but my body insteadhas aged to the point where I’d probablyhave tremendous difficulties doing allthat my nephew will be doing, likepulling more than nine Gs in the F-22. Ireally wouldn’t mind trying out the F-22at 6 Gs, though.

AirVenture

Had to leave Oshkosh early this yearfor reasons you just read about. Got tomeet old friends, some of whom haveimpressive credentials and I was honoredto be with them.

Maybe I’m getting jaded, or maybethere wasn’t that much new aeronautical.There was an LSA legal aerobatic plane,and the pilot explained that they weren’tgoing to kit it because it cost almost asmuch to put out a kit version as a fullyassembled version. Besides, he said, thisplane was high-tech. Hmm, thought I,looking at the pop-riveted aluminumwings, what’s high-tech? He patientlyexplained that the wing was high-tech

Ed Wischmeyer

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VANCE AFB, OKLAHOMA



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because it was a 9 G wing – 9 G ultimateand 6 G design load. Right thought I, thattells me all I need to know.

I did have dinner with Ken Krueger,all around good guy and chief engineer atVan’s Aircraft. He told me, on the record,that they are working on a new airplane.It is a twin engine, turbine, biplanecanard that is aerobatic. And amphibious.You read it here first.

The antiques were way down inattendance this year, and some of thatmay have been due to a line of stormsacross Illinois about even with Chicago.Those storms blocked arrivals from theeastern half (by population) of the coun-try. Too bad, for the antiques are, I think,the most photogenic airplanes on thefield.

The big news from Garmin is thatthey have slashed prices on the G3Xseries to gain market share, as the small-er manufacturers were eating their lunchin that market. They’ve also announcedsome price cuts in electronic databasesubscriptions. As I’ve noted before, elec-tronic data is now so expensive that youcan go for the $100 hamburger withouteven having to go to the airport.

Tom Poberezny surprised people byannouncing his retirement. His wholecareer has been at EAA, and I’ve got tobelieve that it was a tough ride for him, attimes, what with all the conflicting opin-ions he dealt with. EAA is now a majorforce in the aviation world, especiallybecause of AirVenture, and much of thathappened on his watch. I wish him well.


Homebuilder’s Workshop

On Sept. 21, the General AviationManufacturers Association (GAMA)joined with 26 leading aviation and laborassociations in a letter expressing theiropposition to proposed tax and feeincreases on the aviation industry. Theletter was sent to leadership in the Houseand Senate as well as all 12 members ofthe “Super Committee.”

GAMA President and CEO PeteBunce added, “We join our fellow indus-try and labor colleagues in opposition to

the Administration’s aviation tax and feeproposals. As President Obama contin-ues his perplexing assault on aviation, itis critical that everyone in aviation standtogether to reject these ill-advised pro-posals. We have much at stake in thisdebate and we will continue to worktogether with Congress to develop pro-posals that support economic growth andjob creation, improve our aviation infra-structure, and enhance safety.”

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Get iPAD Freedom with MyClipMore and more pilots are incorporating theversatile iPad in with their flying. The onlyproblem is, where do you put the iPad dur-ing a cross country flight? MyClip hascome up with a practical solution thatturns the computer into a kneeboard. Thisallows hands-free operation while airbornewhile making it easier to type or changescreens. It also secures the iPad whenworking on tables or other slippery sur-faces.

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Garmin International Inc., has announced the aera796 and aera 795, a new series of portable aviation navi-gation devices. As Garmin’s new flagship portable avia-tion product, the aera 796 incorporates the popular fea-tures of the GPSMAP 696, while also adding new capa-bilities such as a touchscreen user interface, pilot-selec-table screen orientation and 3D Vision. The aera 796 alsotakes the pilot one step closer to a paperless cockpit witha digital document viewer, scratch pad and pre-loadedgeo-referenced AeroNav IFR and VFR enroute charts.The aera 796 and 795 was on display at the AOPAAviation Summit.

“Pilots continue to embrace touchscreen in the cock-pit because they see how much faster and easier it is toaccess information while in flight,” said Gary Kelley,


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By Dan Namowitz (AOPA)

California flight instructionproviders who waited more thana year for relief from crippling

regulatory burdens imposed under a2009 education-reform law got the newsthey were waiting for Sept. 21, whenGov. Jerry Brown signed a bill exempt-ing them from its provisions.

“Since we learned a year and a halfago about AB 48 and its unintended dev-astating consequences on the Californiaflight training industry, AOPA has beencontinuously working to convince thelegislature that the health of aviation inthe state is vitally important to the healthof the whole state economy,” said AOPACalifornia Regional Representative JohnPfeifer.

“Working with our allies, theNational Air Transportation Association,and many other organizations and indi-viduals, we were successful. The passageof Senate Bill 619 provides the relief nec-essary to keep flight training alive inCalifornia. We are especially grateful toSenator Jean Fuller and her staff for car-rying this bill forward to completion,” hesaid.

The California Private Postsecon-dary Act of 2009 was intended to protectthe financial wellbeing of students whoseek an education at a postsecondaryschool. The regulations posed unintend-ed consequences for flight trainingproviders by posing a financial burdenthat many flight providers would havebeen unable to bear.

The bill signed by Brown exemptsfrom its provisions providers or pro-grams that provide instruction pursuantto FAA regulations and meet both of thefollowing criteria: The flight instructionprovider or program does not require stu-dents to enter into written or oral con-tracts of indebtedness, and does notrequire prepayment of instruction-relatedcosts in excess of $2,500.

Recognition and Recovery

Following the 2009 act’s passage,AOPA’s state legislative affairs teamactively worked to ensure that the law didnot inflict potential damage on an alreadyfragile training industry in a state facing ahuge budget deficit and 12-percent unem-ployment, near the highest in the nation.

Working with AOPA’s allies in thelegislature and aviation groups, Pfeifershepherded the process of finding a fixfor the problem. The first step was win-

ning a delay of implementation of thepostsecondary education law’s provi-sions for flight training businesses, andcontinuing with development and pas-sage of a permanent solution.

Pfeifer’s testimony before numerouslegislative committees was a key ingredi-ent in the joint effort to inform lawmak-ers of the potential damage to Californiaaviation training enterprises, and keepthe bill on the legislative front burner.

On Oct. 19, 2010, AOPA and itsallies succeeded in winning a delay in theeducation law’s implementation untilJuly 2011while a permanent solution wasfashioned. (A previous measure provid-ing for the moratorium had been vetoedon Sept. 24, 2010 by then-Gov. ArnoldSchwarzenegger because of unrelatedprovisions.)

Finding the Solution

Having gained time to develop asolution, the effort next focused onpreparing legislation to achieve that goal.It emerged on Feb. 18 as Senate Bill 619sponsored by Sen. Jean Fuller (R-Bakersfield). On April 25, the SenateCommittee on Business, Professions, andEconomic Development passed the billunanimously. Pfeifer testified that thepostsecondary act “clearly stated that itwas the intent of the legislature to ensurea regulatory structure that provides anappropriate level of oversight.

“I submit that onerous and expan-sive regulations that put flight instructorsout of business even while there is nofinancial risk to the flight students is farfrom an appropriate level of oversight,”he said. Flight instructor MarcSantacroce, and Bridgeford FlyingServices CEO Mark Willey also testifiedin support of the bill, which passed theSenate 39-0 on May 23.

The bill cleared another major hur-dle June 28, when the Assembly’sBusiness, Professions and ConsumerProtection Committee voted unanimous-ly in favor. Pfeifer, who worked closelywith Assembly Member Jerry Hill (D-San Mateo) was present and testified insupport of the bill, which passed the fullAssembly Aug. 25. The bill, also co-sponsored in the Assembly by. AnthonyPortantino (D-Pasadena), contained anurgency clause which would allow it totake immediate effect upon final passage.

Editor’s Note: Gov. Jerry Brown signedthe bill into law in September. (See relat-ed story on page 8.

AOPA REPORT: CFIS, STUDENTSWIN TRAINING RELIEF IN CALIFORNIA

When the ribbon is cut to formallykick off NBAA’s 64th Annual Meeting &Convention (NBAA2011) in Las VegasNev., convention planners report that thisyear’s event, taking place Monday, Oct.10 through Wednesday, Oct. 12, is antici-pated to meet or exceed expectationsfrom previous years, in large part becauseof the excitement surrounding the manyofferings planned for NBAA2011.

“We are very excited to be returningto Las Vegas, and we are delighted thatour Monday-through-Wednesday showlineup is being enthusiastically receivedby exhibitors and attendees alike,” saidNBAA President and CEO Ed Bolen.

For example, Bolen noted that theopening general session at the start of thefirst day will feature an outstanding line-up of leaders from industry and govern-ment, including U.S. Senator JosephManchin III (D-WV), Federal AviationAdministration Administrator J. Ran-dolph “Randy” Babbitt, NationalTransportation Safety Board Chair-woman Deborah A. P. Hersman, JohnDeere & Company Agricultural and TurfDivision President Dave Everitt and doc-tor, pilot and former U.S. Senate MajorityLeader Bill Frist of Tennessee.

The second-day opening session willinclude aviation legends and luminariessuch as actor Harrison Ford, famed air

show performers Sean D. Tucker andR.A. “Bob” Hoover, FAA AdministratorBabbitt, astronaut Gene Cernan, and for-mer Thunderbirds lead pilot and retiredU.S. Air Force General Lloyd “Fig”Newton. All will gather to honor industrylegend Clay Lacy, who will receiveNBAA’s highest award, the MeritoriousService to Aviation Award. The sessionwill also include a panel of general avia-tion organization presidents moderatedby NBAA President and CEO Ed Bolen,as well as a presentation of the CombsGates Award by representatives with theNational Aviation Hall of Fame.

For all three days, the event willinclude hundreds of exciting indoorexhibits featuring all that’s new in theworld of business aviation, as well as afirst-of-its-kind Static Display of Aircraftlocated right next to the Las VegasConvention Center, which will comple-ment the larger Static Display atHenderson Airport.

More than 100 education sessionswill also be offered for business aviationprofessionals who are interested in seeingand learning the industry’s latest trends,including a host of sessions covering allaspects of maintenance and operations.

Last, but certainly not least, theConvention will help raise money for aworthwhile cause. Funds raised for the

15th Annual Chairman’s Charity ClassicGolf Tournament on Sunday, Oct. 9, willsupport NBAA Charities; money raisedfor the NBAA/CAN Charity Benefit onTuesday, Oct. 11, will support the mis-sion of the Corporate Angel Network, anorganization that utilizes empty seats onbusiness aircraft to transport cancer

patients to clinics for treatment.“Once again, NBAA’s Convention

will be the must-attend event for anyonewhose passion or profession involvesbusiness aviation,” said NBAA Presidentand CEO Ed Bolen. “We look forward toseeing everyone in Las Vegas.


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Garmin’s vice president of marketing. “Not only does the aera 796 have the increasing-ly popular touchscreen user interface, but it is so robust with features and capabilitiesthat only a dedicated aviation device can offer. With everything from 3D Vision to elec-tronic charts and weather data, it’s almost like having a glass cockpit that you can fit inyour flight bag.”

The aera 796 has a high-resolution, 7-inch capacitive touchscreen display that canbe viewed in portrait or landscape mode. The physical design has been optimized to fiton the yoke and is sized perfectly as a knee-mounted device. There are four touch keyson the bezel of the unit representing “Back,” “Menu,” “Direct-To,” and “Nearest” forquick navigation to frequently used functions. And because the aera 796 is customiz-able, the user can pick favorite features or pages to anchor as icons along the bottom ofthe screen for faster access. The display has large, finger-touchable icons with intuitivepictures and labels to indicate their function such as: map, terrain, 3D Vision, WPT info,FPL list, active FPL, numbers, doc viewer, charts, weather, SiriusXM and tools. Pilotscan choose any of these functions by simply touching the appropriate icon. The touch-screen interface also allows the pilot to quickly pan across the map and pinch zoom.

The aera 796 features 3D Vision, a unique 3D view of database-generated terrain.3D Vision uses GPS position and the terrain-alerting database to recreate a behind-the-aircraft perspective view of the topographic landscape.

North American customers that do not require XM WX Satellite Weather andSiriusXM Radio, may be interested in the aera 795 Americas that has identical featuresto the aera 796 except that it is not XM capable.

The aera 796 and 795 are available immediately for an expected street price of$2,499 and $2,199, respectively.

Continued from Page 37Goodies and Gadgets

NBAA TRUMPETS EXCITING PLANS IN MONDAY-WEDNESDAYLINEUP FOR 2011 CONVENTION

AOPA AVIATION SUMMIT 2011 WRAP-UP TO

J. Randolph Babbitt, Hartford, Conn.,September 23, 2011(Remarks as Prepared for Delivery)

Ialways enjoy coming to the AOPASummit. As your website says,there’s “aviation action”–great

phrase–for all ages and all levels of avia-tion enthusiasm. It’s also a nice combina-tion of fun and serious discussion aboutthe challenges this industry faces today.

On that subject, let me take a fewminutes to talk about what’s taking mytime these days. Safety is the FAA’s pri-mary mission and top priority. I’m proudto say that we have the safest aviationsystem in the world, bar none. Millions ofAmericans travel safely through our skiesevery year. And the number of airplanesin Hartford this week is proof that gener-al aviation can provide safe transporta-tion, not to mention a lot of fun, for peo-ple who love aviation.

But I am still very troubled by thenumber of fatal accidents we see in gen-eral aviation. The long-term trend wasmoving down, in part due to all the workwe have done together. But it has leveledout over the past 4-5 years. The summerof 2011 has been an especially painfultime. Between June and September, wehave lost 195 people in 114 GAfatal acci-dents. That hurts all of us.

We don’t always have a good handleon what causes general aviation acci-dents. But one thing we do know is thatthere is usually a chain of events thatleads to an accident … and the humanelement is almost always a link in thatchain. That’s why I have been talkingabout professionalism since Day One asFAAAdministrator.

I want to thank AOPA, EAA, andothers in the general aviation industrylike GAMA, NATA, NAFI, and SAFEfor being so helpful in getting the wordout to your members. We can have all theprograms in the world, but it means noth-ing if we can’t get through at the grass-roots level. Working together, we can,and we must, redouble our efforts to fig-ure out what’s driving these accidents andget the needles moving in the right direc-tion.

Speaking of working together: I am

very pleased today to announce an initia-tive we are taking to update the aeronau-tical knowledge training and testingmaterials used for pilot and instructorcertification. Specifically, we are charter-ing an Aviation Rulemaking Committeeto make recommendations on improvingthese materials.

This initiative is part of our five-yearplan for transforming GA safety. Likeother parts of this plan, it’s something weare doing in partnership with the aviationcommunity. We don’t have all theanswers for GA safety, so we need yourhelp. The people who work day in, dayout on the flight lines of aviation safety,training and assessment are the ones withthe best insight on what kind of knowl-edge pilots need to operate safely intoday’s national airspace system. You arethe ones who know how to teach it. Andyou know how to measure it throughgood testing. We’re going to be knockingon some of your doors very soon to askfor participation.

Speaking of participation, let mealso thank AOPA and other organizationshere today for working with us on ourAirport System Strategic Evaluation TaskStudy (ASSET). Everyone in this audi-ence understands the vital role that GA,and GA airports, play in our national avi-ation system. Our study, conducted withyour input, will help us better define andexplain the role of GA airports. We expectto have the final report early next year.

Now let me turn to another big partof our mission: NextGen. NextGen is thecomplete transformation of our nationalairspace system from ground-based navi-gation and radar to satellite-based naviga-tion and surveillance. It is one of the mostimportant things we can do to improvesafety and efficiency in a system that isvital to the American people and to ourcountry’s economic health. Civil aviationaccounts for more than 11.5 million jobs,and those jobs produce $396 billion inwages.

NextGen technology is already takingus to the next level of safety and efficiency,and it is also helping us to make aviationmore friendly to the environment. I’m curi-ous about something. Raise your hand ifyou have ever flown a WAAS-enabled

RNAV GPS approach, such as an LPVapproach. Great stuff, isn’t it? If you raisedyour hand, then you’re already benefitingfrom the satellite-based navigation ele-ments of NextGen. And I bet you’d agreethat the investment you made to equip witha WAAS-capable GPS navigator paid offthe first time an LPV approach got you intothe airport where you wanted to land.

Automatic Dependent Surveillance-Broadcast, or ADS-B, is another invest-ment that will pay off in terms of safety,efficiency, and situational awareness--notonly for air traffic control, but also foryou. ATC uses ADS-B to improve surveil-lance and separation, and to provide thoseservices in areas that radar can’t reach,such as the Gulf of Mexico. That’s whywe are requiring ADS-B Out by 2020 tooperate in certain kinds of airspace. ButADS-B In can also benefit pilots.

How many subscribe to some kindof weather service? Again, it’s great stuff.Most pilots I know are amazed by howthese services expand situational aware-ness. They’re like GPS: once you’veflown with this kind of information, youdon’t want to go back to flying without it.

ADS-B In will provide traffic andweather information right to your cockpitdisplay, with no need for a subscription.And it may not take that long for the costof acquiring and installing new equip-ment to pay for itself in savings from thesubscriptions you buy right now.

And here’s another reason to putADS-B on your equipment upgrade list. Alot of the efficiencies we expect fromADS-B and other NextGen technologiesdepend on a system where most aircraftare using them. In most circumstancesright now, the best equipped aircraft willbe best placed to benefit from the manyefficiencies that this equipment enables.And more ADS-B equipped aircraft meanmore efficient operations for everyone.

Some of you have asked what bene-fit there is for non-IFR aircraft in the sys-tem. You don’t have to be flying IFR tobenefit from traffic information andweather information. You don’t have tobe on an IFR flight plan to benefit fromVFR flight following in places with littleor no radar coverage. Everyone will ben-efit from the airspace management effi-

ciencies we can get from using ADS-Band other NextGen technologies.

I’ve been around this business formy entire life--I started as a line boy inFlorida, and later worked as a flightinstructor before moving on to the air-lines and eventually to the seat I havenow at FAA headquarters. I have seen alot of change over the years because ofadvances in airframes, avionics, and air-space management. I have to say, though,that this position has given me a wholenew appreciation for both the present-dayvalue and the future benefits of NextGen.I am convinced that it won’t be too longbefore we look at some of today’s tech-nologies with the same kind of grins wehave now when we hear about coffeegrinder avionics and A-N radio ranges.

Let me close today with an updateon what is happening at the FAA. Thetaxpayers have entrusted us with operat-ing the safest aviation system in theworld. We will keep doing that--we willnot compromise safety.

But it was a very challenging summer,especially when the July funding lapseforced us to furlough nearly 4,000 FAAemployees. And it wasn’t just about FAAemployees. As a result of the lack of anauthorization, we had to stop work on over200 aviation construction and researchprojects across the country. Thousands ofpeople in the construction trade had to gohome and suspend work on a number ofcritical projects around the country.

We were relieved to get the immedi-ate crisis resolved, but we still need along-term FAA funding bill in order togive the taxpayers the aviation systemthis country deserves. Since September2007, Congress has passed short-termextensions of the FAA’s spending author-ization 22 separate times. It’s tough toplan and execute the kind of long-termprograms we need when funding comesin 30- and 90-day increments. We willcontinue to work with Congress to craftthe kind of legislation that our aviationsystem needs and that the American peo-ple deserve.

Again, it’s great to be here with peo-ple who are so enthusiastic about aviationin this country, and thank you for all youdo to keep it strong.

FAA KEYNOTE SPEECH AT AOPA SUMMIT: "REDOUBLING OUR EFFORTS"

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By Julie Summers Walker (AOPA)

Less than one year after the firstAOPA Flight Training Summit,the AOPA Flight Training Student

Retention Initiative presented its findingsat a gathering of nearly 100 participantsin Hartford, Conn., prior to AOPA Avia-tion Summit. AOPA Chief OperatingOfficer Rob Moran greeted flight schooloperators, flight instructors, aviationbusiness owners, and aviation enthusi-asts. They are among those who gatheredin Long Beach, Calif., last year when theinitiative launched. Moran thanked theparticipants for their involvement in this“national conversation.”

“We have a huge possibility andpotential before us,” he said, introducingAOPA President Craig Fuller.

“The issue I worry about the most –and the one that keeps me up at night – isour declining pilot population,” Fullersaid. “We must protect our precious free-dom to fly.” Otherwise, issues such asuser fees, closing airports, and security“become impossible to deal with.”

AOPA Director of Flight TrainingInitiatives Jennifer Storm has spearhead-

ed the initiative. She and her team havecanvased the country in the past 10months, conducting meetings in six dif-ferent cities. The information and inputfrom the hundreds of attendees at thesemeetings have resulted in several key ini-tiatives, most notably including flighttraining scholarships, the relaunch of theFlight School Business newsletter, andthe development of “My FlightTraining,” a personalized online studentsupport system.

Additionally, the initiative hasresulted in an unprecedented collabora-tion of the “alphabet” groups in aviation,such as the Experimental AircraftAssociation, National Association ofFlight Instructors, Society of Aviationand Flight Educators, National AirTransportation Association, and others,all focused on the concerns of a decliningpilot population.

AOPA initially created two flight-training scholarships of $5,000 each andlaunched an online application system inJune. The results were so overwhelming– and the submissions so inspiring –Aviation Supplies & Academics (ASA)and Jeppesen approached AOPA to each

contribute an additional $5,000 scholar-ship to the program. The four winnerswere announced Sept. 24 at AOPAAviation Summit.

Flight School Business, an emailnewsletter designed to help, inspire, andeducate flight school operators, wasrelaunched after Summit last year. Theinformative newsletter now has morethan 3,500 subscribers.

A demonstration of the “My FlightTraining” student support programdebuted during the summit Sept. 21.AOPA will be signing up student pilots atSummit to test the program, and theirinput will be evaluated before the pro-gram’s public launch.

After the initial presentation, partici-pants broke into focus groups to discussan underlying issue identified during theregional meetings – that flight schoolsneed more assistance to be successful assmall businesses. The groups focused onthe key five areas: finance and account-ing; marketing and advertising; sales andcustomer service; management and lead-ership; and safety/risk management andinsurance. “Flight schools know how totrain; they’re asking for support on the

business side,” said Storm.AOPA enlisted the support of part-

ner associations to facilitate the discus-sion groups. Jason Blair, ExecutiveDirector of the National Association ofFlight Instructors; Michael France,Manager of Regulatory Affairs for theNational Air Transportation Association;Jens Hennig, Vice President ofOperations for the General AviationManufacturers Association, David Oord,Government and Advocacy Specialist forthe Experimental Aircraft Association;and Doug Stewart, Chairman of theSociety of Aviation and Flight Educatorsserved as facilitators for the five topicareas. At the end of the summit, AOPAChief Operating Officer Rob Moranmoderated a panel of the facilitators tocapture noteworthy points from the oper-ator and the customer perspective.Several key themes emerged, includingselling the experience rather than the cer-tificate, the importance of instructor andstaff professionalism, as well as recog-nizing outstanding employees, leadingby example, and the value of delegation.

SHIFTING THE TRAINING PARADIGMAOPA, Aviation Groups Gather to Address Declining Pilot Population

By Mike Collins (AOPA)

Liberty Sport Aviation unveiled anew light sport airplane, theBristell, at AOPA Aviation

Summit on Sept. 22. The all-metal,low-wing airplane, designed by MilanBristela – who was behind the EvektorSportStar and PiperSport (nowSportCruiser) LSAs – is manufacturedby BRM Aero in the Czech Republic.Powered by a 100-horsepower Rotax912 ULS engine, the airplane cruisesas fast as 117 knots; its fuel capacityof 34.3 gallons provides endurance ofup to eight hours.

An example was on display atAirportfest, at Hartford-Brainard Airport,through Sept. 24. “It’s a great flyer,” saidBarry Pruitt, a partner in Liberty SportAviation who flew the airplane 2.5 hoursfrom Lancaster, Pa., to Hartford onWednesday. “It performs great. It’s verycomfortable even after a long period oftime.”

The Bristell represents a fifth-genera-tion design for Bristela, who began work-

ing in aviation 20 years ago, initially infatigue analysis and testing. “It gave memuch experience about the structure,” hesaid. “The whole airplane is designed withCATIA software. Even the smallest, mostbasic part is done with CNC machines.”Should repairs ever be needed, they will bevery easy, he said. “It’s just replacement ofthe damaged parts.”

John Calla, also a partner in LibertySport Aviation, said the company – found-ed in 2005 – has been looking for the idealLSA to introduce in the U.S. market.“We’ve been to a lot of airshows; we’vetalked and listened to a lot of customers.We’ve been looking for the perfect air-plane and we have found it.”

“We have been looking quite a whilefor another airplane that would meet whatthe market has been asking for,” Pruittagreed. They’ve considered 15 or 20 mod-els, he said, explaining that the airplanewould have to have a company and theright attitude behind it to assure success.

The Bristell is fun to fly, comfortable,and on the fast end on the light sport per-formance spectrum. “It’s a pleasure on

long trips.” Pruitt said they saw fatigueproblems with some other designs;Bristela’s stress analysis background andmaterials choices set the airplane apartfrom other aircraft they considered. “Byhaving that safety and longevity, I think wehave a winner here.”

Pruitt believes the airplane will bewell suited for the U.S. training market.Features such as tire-size choices and brakecomponents ensure that parts are accessiblein the United States. “While we have greatsupport from the factory in terms of theknowledge base, we won’t be shippingparts back to the factory for repairs.”

Bristela said a Russian dealer hasbeen using the airplane to train pilots.“They already operate five airplanes intheir flight school,” which plans to teach3,500 future airline pilots. “They started ayear and a half ago. In the first six months,with four airplanes, they had 6,000 flighthours and more than 12,000 landings.”After 125 hours in the Bristell they moveon to a twin-engine airplane, he said.

The airplanes flew an average of sixto seven hours daily in all weather condi-

tions. “It shows the strength of the struc-ture and how the undercarriage is attachedto the plane,” Bristela said. “This is a verygood one for flight school training.”

“One of the features that will stand outto you is that it has a 51-inch cabin width –measured at the shoulder, where you reallyneed it,” Calla noted. The rudder pedals areadjustable and the composite wing lockersare watertight. Currently there are 42Bristells flying around the world.

Base price for the airplane is$125,000, and the cost can go as high as$150,000, depending on customer options.Slots for delivery are available inFebruary. “He has enough orders comingfrom the rest of the world that we’re com-peting for slots,” Pruitt said.

NEW BRISTELL LSA INTRODUCED AT SUMMIT


By Thomas A. Horne (AOPA)

Amidnight rendezvous joins anairline pilot with AOPA’sCrossover Classic

United Airlines First Officer EricShort was making his usual 1 a.m. arrivalon a trip from San Francisco toWashington’s Dulles InternationalAirport. But he had one more stop afterthat. With assistance from United, thestop was carefully coordinated by AOPAstaffers on a mission: to inform Short thathe was the winner of AOPA’s 2011Crossover Classic sweepstakes.

Choreographing anything in themiddle of the night can be a challenge,but with the help of a network of willingaccomplices all the elements of the plancame together. An AOPA staffer withconnections at United learned of Short’sschedule. United’s Dulles Operationsstaff agreed to pick up Short right at hisarrival gate, and then drive him–alongwith the captain of the flight–to theSignature fixed base operator on the field.

Short thought nothing of the shuttle van’satypical routing on the airport grounds.“Some of these roads are flooded,” hewas told, and so a different path had to betaken. And it made sense. TheWashington area had been experiencingdays of heavy rains. It was only when thevan pulled to a stop on the Signatureapron that Short sensed things weren’tquite right.

His confusion grew when the vanpulled up in front of two massive hangardoors. As the doors rumbled open AOPAPresident Craig Fuller emerged–trailedby a video crew, greeted Short inside thevan, and told him he was the winner ofthe fully refurbished and restored 1974Cessna 182P. Understandably bewil-dered, Short was led into the hangar.There, bathed in spotlights, was theCrossover Classic. Eventually, Shortcracked a smile, and then beamed withthe realization that he had in fact won.

“A few minutes ago, we were flying200 people,” he said. “And now here I amwith a new airplane!”

Short, who lives in Paulden, Ariz.,has spent his life in aviation and served a20-year stint in the Air Force. A son fol-lowed in his footsteps, who graduatedfrom the U.S. Air Force Academy and iscurrently flying in the Air Force.

By 2:30 a.m. the festivities wereover and Short went to his hotel to rest upfor the next day’s trip back to California.But more milestones were to come. Shortand his family arrived in Hartford onSept. 22 and appeared on stage withFuller and FAA Administrator RandyBabbitt at the opening session Fridaymorning.

“I’d like to explain that deer-in-the-headlights look,” he said. “I have been anAOPA member since I was 17 and havewished and hoped to win. But this year Ihaven’t been following the sweepstakes;I didn’t know the airplane. My son hadjust told me about the 2012 sweepstakesand I thought, ‘Is it the Husky?’ but I ampretty happy it’s the 182 – it’s better thanflying the Triple 7!”

“Don’t get me in trouble with

Boeing!” Fuller replied.It won’t be long before the

Crossover Classic finds its way to its newhome – most likely at the Ernest A. LoveField in Prescott, Ariz.

In sum, a fine airplane is finallymatched up with a quality winner. It’s afitting finale to the year-long restoration-and-upgrade process that’s transformedthis very special Skylane into one of themore popular sweepstakes projectsAOPA has ever pursued.

And for the other 399,999 or soAOPA members, who didn’t win thisyear, there’s always the 2012 Tougherthan a Tornado Husky! They’ll find out ifthey’ve won at next year’s AOPAAviation Summit, Oct. 11 through 13,2012, in Palm Springs, Calif.

WE HAVE A WINNER!

By Thomas B. Haines (AOPA)

The AOPA Foundation’s annual ANight for Flight online auctionand banquet generated more than

$200,000 for the organization.Foundation President Bruce Landsbergreported the news at the second-annualfundraiser banquet Sept. 22 at AOPAAviation Summit. The dinner featuredacrobatic performers with AiRealistic.

The online auction, which launched

Aug. 11 and closed the evening of Sept.22 during the banquet, offered 120 itemsfor sale, from aviation-related paintingsto a lunch and flight experience with pilotand actor Harrison Ford. The Ford expe-rience generated the highest bid, $50,200.However, other experiences, including aprivate tour of the Ronald Reagan ranch($13,000) and a day of aerobatic flyingwith Sean Tucker ($10,200) also provedto be popular items.

At the auction, Allan Schrader,

founder of the Lightspeed Foundation,provided the AOPA Foundation with acheck for $12,000 – an amount donatedby Lightspeed customers and the compa-ny itself. The Lightspeed Foundation’sgoal is to support aviation nonprofits. Thepublic can vote on the most deservingsuch entities. Schrader reported that theAOPA Foundation received about threetimes the votes of the next nearest non-profit.

FAA Administrator Randy Babbitt

addressed the more than 200 attendees,saying, “I hope you raise a ton of moneyfor safety tonight because you will makemy life a lot easier.”

Landsberg reported that all of thefunds from the auction and banquet willbe used to support the AOPA Foundation,which has as its goals improving the per-ception of general aviation, protectingairports, growing the pilot population,and improving safety through the AirSafety Institute.

AOPA FOUNDATION RAISES MORE THAN $200,000

By Mike Collins (AOPA)

The Tuskegee Airmen – black air-men who trained as pilots inTuskegee, Ala., during World War

II as an “experiment” because the mili-tary didn’t believe they could learn to flyand fight – proved themselves in combatas the military’s first black pilots. Shortlyafter the war, they were largely responsi-ble for desegregation of the Air Force, thefirst branch of the military to desegregate.

Their contributions were recalled atAOPA Aviation Summit on Sept. 22 byOscar Award-winning actor Cuba

Gooding Jr., one of the stars of Red Tails,a new film by George Lucas set forrelease in January that tells how theTuskegee Airmen continued to overcomeadversity to prove themselves heroicallyin combat. And a new traveling exhibitoperated by the Commemorative AirForce’s Red Tail Squadron, Rise Above,was on display at Airportfest at Hartford-Brainard Airport through Sept. 24. Thecenterpiece of the exhibit is a restored P-51C Mustang, painted in the distinctivered tail paint scheme the TuskegeeAirmen acquired in Europe – but theexhibit is really about the multimedia

presentation shown in the portablepanoramic theater.

Gooding, who is not a pilot but saidhe’s spent a lot of time in simulators andaround pilots, was interviewed by AOPAPresident Craig Fuller on AOPA Live.

“The closest I came to actually con-trolling in flight was a movie I did calledOutbreak,” said Gooding, who performedseveral helicopter takeoffs – but not thelandings, he quickly added. “I’d nevertrained to be a pilot but I’ve been behindthe stick of a few Cessnas.”

Gooding starred in a 1995 film, TheTuskegee Airmen. When the movie Red

Tails was announced, agents said theydidn’t want to use any actors from theoriginal movie. But the Tuskegee storyappealed so much to Gooding that hemounted a campaign, and was able to sitdown with the director. It turns out that

ACTOR, EXHIBIT HONOR TUSKEGEE AIRMEN


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the director had him in mind for the rolehe landed in the film. “The first one wasa $2 million HBO film. This one wasGeorge Lucas’ passion project,” heexplained. “It’s a nice bookend piece forthe original Tuskegee movie, where Iwas a pilot.” In this film, Gooding’s char-acter – Maj. Emanuelle Stance – is in aninstructional role.

“I always am excited when there’s arole in development about a real-life

character,” he added, explaining that itheightens his desire as an actor to get thedepiction right – especially if the personis still alive. “You get to embody a senseof who that person is and present that tothe world. That’s always really excitingto an actor. One of my goals as an actoris to continue to do that. It’s alwaysenriching and rewarding.”

The veteran actor has not yet seen thefilm, which is still in post-production.“From the materials I’ve seen, I’m very

proud of the accomplishments…the emo-tional impact that I’ve seen it have on me.[The film] really conveys the tribulationsthey went through in combat.”

Gooding shared a little inside infor-mation, as well: Look for the release ofDouble Victory ahead of the movie.“Lucas put together a two-hour docu-mentary on the history of the TuskegeeAirmen.”

Several of the original TuskegeeAirmen were on the set every day inPrague, in the Czech Republic, whereGooding filmed for 13 weeks. “Theywould sit and talk about stories and itwould remind them of something…theywould tell us more. They were checkingour uniforms and moving our belts. Ifthere was anything too heightened inreality they would pipe up,” he said.“There’s a connection,” Gooding said,explaining that he’s called to storiesthemed around the African-Americanexperience. “Those stories to me are veryattractive–they’re very telling.”

The airplane was restored in 2001and flown to honor the TuskegeeAirmen, explained Doug Rozendaal, oneof the Mustang’s pilots. It was damagedduring a landing accident after the enginefailed in 2004, and pilot Don Hinz waskilled. At the time, the squadron had nomoney and wasn’t sure what to do. “Weused the Tuskegee Airmen as an exampleof what to do,” he said. “We pulled it

together and then we just kept going.Don’s vision was to use [the airplane] foreducation.”

That led to the portable theater and atraveling exhibit. The Texas FlyingLegends, a museum at Ellington Field inHouston, saw what the squadron was try-ing to do and was so impressed by theTuskegee Airmen that they provided thefunding for the Rise Above exhibition.

The trailer is an immersive experi-ence, Rozendaal said. “You’ve got to cre-ate an experience in order to changebehavior,” he said, paraphrasing FAAflight instructor training materials. “Oursense is that we’ve created an experi-ence.” Some of the multimedia content isfrom Red Tail Reborn, a documentarythat features the Mustang’s secondrestoration, following the crash.

The Rise Above exhibit debuted atEAA AirVenture in Oshkosh in July andhad only been on the road for 45 days,Rozendaal said. The squadron plans todisplay the exhibit two or three timeseach week, often taking it off-airport.“We’re planning a 40-week tour for nextyear, over nine months,” he explained.“We’ll take it to wherever the kids are.”

While they seek to take the story toyoung people – and ideally bring kids outto the airport – the primary goal is to tellthe story of the Tuskegee Airmen. “Atthe end of the day, it’s about the kidsdrawing a target on the wall for what theywant to be when they grow up,”Rozendaal said. “We all have overcomeadversity. And these guys showed theworld it could be done.”

For more information on the RedTail Squadron’s Rise Above exhibit, forschedule information when it becomesavailable, or to support the tour, visitwww.redtail.org.


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Continued from Page 42Actor, Exhibit Honor Tuskegee Airmen

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�

By now most of you have heard ofour tragedy at the Reno Air Raceson Sept. 16. I have still not come

to a point where I can talk about what Isaw and what I experienced. But, I want-ed to tell you a story.

They say that extraordinary peopledo extraordinary things. And I will saythat every single one of the pilots andcrew at the Reno Air Races are extraordi-nary people. They breathe a little deeper,love a little harder, stand closer to theedge. We know there are dangers in doingwhat we do – but we never thought ouractivities would hurt anyone else. Losingone of our own is a tragedy. Losing peo-ple who were only there to cheer us on isa catastrophe. Sometimes, these extraor-dinary things go extraordinarily wrong.

Let me tell you about JimmyLeeward.

Jimmy learned to fly at a young age.He was a second-generation pilot andproceeded to raise two more generationsof flyers. They were a flying family, liv-ing in their own dream community –Leeward Air Ranch in Ocala, Fla. Thebiggest thing for a new pilot was to havetheir first solo at the Ranch.

Jimmy was also a movie stunt pilot,actor and aviation consultant. He wasinvolved with no less than eight moviesincluding Amelia, Tuskegee Airmen andCloud Dancer. He had thousands ofhours in hundreds of aircraft. He was agifted professional.

The first time I met Jimmy we talkedabout Cloud Dancer and his role in themovie. He was gracious and kind and

didn’t mind answering stupid questionsfrom a newbie. Our friendship continuedover the years. He always had time for hisfriends and his fans. If you stopped himfor a picture (he never shied away from acamera) he had to shake your hand and

chat with you for a minute. If you stoppedhim for an autograph, he made time foryou. I have tried to model my public lifeafter Jimmy and professionals like him.

He was a showman who loved thesport, loved to fly and loved the people

around him. My life is better for havingknown him and I will always rememberhis warmth and kindness.

Marilyn Dash’sThe Pylon PlaceSEPTEMBER 16, 2011 – THE SADDEST DAY

RENO: DEDICATED TO THE MEMORY OF JIMMY LEEWARD AND THE FANS WHO LOST THEIR LIVES

“He was a showman who loved the sport,loved to fly and loved the people aroundhim. My life is better for having known himand I will always remember his warmth andkindness.”

Marilyn Dash

In Flight USA provides this list withrespect to the families of the fanswho lost their lives.

• Cheryl Elvin, 71, of Lenexa, Kan.

• Wendy Hewitt, 56, of Fort Mohave, Ariz.

• George Hewitt, 60, of Fort Mohave, Ariz.

• James McMichael, 47, of Graham,Wash.

• Craig Salerno, 50, of Friendswood, Texas

• Regina Bynum, 53, of San Angelo, Texas

• John Craik, 47, of Gardnerville, Nev.

• Gregory Morcom, 47, of Stanwood, Wash.

• Sharon Stewart, 47, of Reno, Nev.

• Michael Wogan, 22, of Phoenix, Ariz.


Nevada Senator Harry Reid madethe following remarks on Sept. 19 on theSenate floor about the fatal plane crash inReno. Below are his remarks as preparedfor delivery:

I was saddened to hear of a terribleaccident on Friday at the Reno air show,which killed 10 people and injured manymore.

My heart goes out to those who were

hurt. And my thoughts are with the fami-lies of those who lost their lives, includingthe pilot of the World War II-era planethat crashed into spectators.

I commend the many first respon-ders who rushed to the scene Friday.Their quick thinking and skillful assis-tance saved many lives.

While this crash was devastating, I amglad the pilot took quick action to prevent

additional loss of life by avoiding a grand-stand packed with thousands of spectators.

My four grandchildren attended theshow on Thursday. And my oldest grand-son, Mitchell was at the even with hisscout troop earlier on Friday.

Although officials are still investi-gating the crash, initial reports indicatethat a piece of the plane’s tail broke offprior to the accident.

I hope this terrible event – the first ofits kind in this nation – will not deter peo-ple from attending air shows in the future.

Thousands of people enjoy theseshows every year. The late Senator TedStevens attended the Reno show manytimes and told me it was the best of itskind.

I will continue to monitor the inves-tigation.

NEVADA SENATOR HARRY REID: “MY HEART GOES OUT TO THOSEHURT AT RENO AIR SHOW”

NTSB Identification: WPR11MA45414 CFR Part 91: General AviationAccident occurred Friday, September 16,2011 in Reno, Nev.Aircraft: NORTH AMERICAN/AEROCLASSICS P-51D, registration: N79111Injuries: 11 Fatal, 66 Serious.

This is preliminary information, sub-ject to change, and may contain errors.Any errors in this report will be correctedwhen the final report has been completed.

On September 16, 2011, about 1626Pacific daylight time, an experimentalNorth America P-51D, N79111, impact-ed terrain following a loss of controlwhile maneuvering at Reno SteadAirport, Reno, Nevada. The airplane wasregistered to Aero-Trans Corp, Ocala,Florida, and operated by the pilot as Race177 under the provisions of 14 Code of

Federal Regulations Part 91. The com-mercial pilot sustained fatal injuries; theairplane sustained substantial damage.Casualties on the ground included 10fatalities and 74 injured. As of the time ofthis preliminary report, eight of theinjured remain hospitalized, some in crit-ical condition. Visual meteorologicalconditions prevailed at the time of theaccident, and no flight plan had been filedfor the local air race flight, which depart-ed from Reno Stead Airport about 10minutes before the accident.

The airplane was participating in theReno National Championship Air Racesin the last event of the day. The airplanehad completed several laps and was in asteep left turn towards the home pylonwhen, according to photographic evi-dence, the airplane suddenly bankedmomentarily to the left before banking to

the right, turning away from the racecourse, and pitching to a steep nose-highattitude. Witnesses reported and photo-graphic evidence indicates that a piece ofthe airframe separated during thesemaneuvers. After roll and pitch varia-tions, the airplane descended in anextremely nose-low attitude and collidedwith the ground in the box seat area nearthe center of the grandstand seating area.

Investigators from the NationalTransportation Safety Board (NTSB) andthe Federal Aviation Administrationexamined the wreckage on site. Theydocumented the debris field and identi-fied various components of the airplane’scontrol system and control surfaces. Thewreckage was removed to a secure stor-age facility for detailed examination at alater date.

The airplane’s ground crew noted

that the airplane had a telemetry systemthat broadcast data to a ground station aswell as recorded it to a box on board theairplane. The crew provided the groundstation telemetry data, which includesengine parameters and global positioningsatellite system data to the NTSB foranalysis. The onboard data box, whichsustained crush damage, was sent to theNTSB’s Vehicle Recorder laboratory forexamination. Investigators recoveredpieces of a camera housing and multipledetached memory cards from the air-plane’s onboard camera that were in thedebris field. The memory cards andnumerous still and video image record-ings were also sent to the VehicleRecorders laboratory for evaluation.

The Federal Aviation Administrationand the Reno Air Race Association areparties to the investigation.

NTSB PREMILINARY REPORT

By Alan Smith

At 4:20 p.m. on Friday, Sept. 16 atthe 2011 National Cham-pionship Air Races held at Reno-

Stead airport, a beautiful day of racingbecame a nightmare. We had enjoyed 13races in all classes that day and werewatching the start of race 14, a Gold cat-egory heat race. Among the primary con-tenders were Stewart Dawson in the RareBear with its 4000 hp Pratt & Whitney4360 engine, two-time Gold winnerSteve Hinton Jr. In the 500+ mph Stregaand Jimmy Leeward in the modified P-51D #177 Galloping Ghost.

The start went smoothly with SteveHinton in the T-33 pace plane pulling upwith his standard announcement: “gen-tlemen, you have a race!” Steve Jr. inStrega quickly got the lead, followed byDawson, Leeward, and the others. Forthree laps, they screamed around theeight-plus mile course. Then, at the start

of lap four, the air racing world blew up.Just past the start/finish line,

Leeward in Galloping Ghost pulled upsharply, shifting slightly to the right.Mechanical, we thought. Forced landingcoming up. But he continued steeplyupward past 1000 feet, slowed at fullpower, and appeared to stall. ThenGalloping Ghost rolled into a verticaldive downward. From where my associ-ate Lisa Silva and I were, there was noevidence of an attempt to recover. Ilooked at Lisa (who was at the races forthe first time) and said “he’s dead.”

At impact, he was. And so were sev-eral other people. The victims on theground were audience members in thefront rows of the box seating section atthe west end of the grandstand. The P-51hit the ground like a missile, reportedlystill at full power, and the site was filledwith pieces of the aircraft and the bodiesof the people who had been seated at theimpact point.

In some wire service photos, there isevidence that the pilot made a last secondattempt to avoid hitting the audience.Without that, he would have gone intothe grandstand with even more disastrousresults.

What do we think? First of all, whatcaused it? Evidence recovered at and nearthe crash site indicate that the trim tab onthe left elevator failed and left the airplane.The trim tab enables level flight to bemaintained at varying airspeeds. At 400+mph the nose would be trimmed stronglydownward so the pilot would not have tomaintain strong forward pressure on thecontrol stick to stay level on a race course.

If that trim tab tore loose, as it appar-ently did, the aircraft would pitch nose upviolently and it is not only possible butprobable that the pilot would momentari-ly black out due to sudden blood lossfrom the brain. We have seen that happenonce before at Reno, but in that case, thepilot recovered quickly enough to realize

where he was and immediately land theP-51.We talked about it later that day andhe said that his hearing came back beforehis vision and the sound of a Rolls RoyceMerlin V-12 at full power gave him aclue as to what was going on and he real-ized where he was. We saw the initialskyrocket climb, saw the stagger of apower on stall, and then the nose camedown and the airplane steadied and sweptaround to a fast but safe landing.

Sadly, perhaps we can say thatJimmy Leeward did not recover in timeto deal with the problem and that his lastconscious act was the slight move awayfrom the grandstand that may have savedmany more lives.

Now what? There is a lot of staticsaying that air racing should be no more.As the author of soon to be publishedRacing on the Sky I did a great deal ofresearch on the history of the world’sfastest motor sport. It began in France in

TRAGEDY AT 2011 NATIONAL CHAMPIONSHIP AIR RACES


Story and Photos by Pete Shirk

Air racing is a high-risk game butall the safety precautions andcare usually keep it safe.

Sometimes the best intentions are just notenough, and that happened in a horribleway on Friday, Sept. 16, 2011.

Jimmy Leeward, a veteran pilot andair racer, had taken all the precautions,and yet on lap three of the Gold Race,coming off pylon eight on the west end ofthe course and heading down the homestretch in front of the flight line, crowd,bleachers, VIP tents, trailers, food andbeverage concessions, FAA trailer, andcontrol tower, all the care, safety precau-tions, experience and expertise gave wayto catastrophe.

As it came into the home stretch,Race 177 drifted outward from the courseracing line, toward the ramp and crowd.While passing the pit area, a relativelysmall but critical part came off, the air-craft violently pitched up into a climb,half-rolled to the right at the top, turned90 degrees back toward the race course,and dove almost straight down impactingthe ground in the box seating area H3.The explosive force of the impact killed11 and injured 70. (As of this writing,9/21/11, final casualty figures are notknown but two people remain missing.)

The pilot was highly experiencedand the aircraft had a long air racing his-tory. In fact it had raced at the finalCleveland Air Races in 1949 when anoth-er racer hit a pylon killing two on theground as well as the pilot.

But the Galloping Ghost had morehistory than just Cleveland, and whenUnlimited Air Racing resumed in Renothis aircraft returned as Race 69, ownedand flown by Dr. Cliff Cummins, aSouthern California radiologist. The air-plane was competitive and well-flown,but in 1970 during the Silver race onFriday in the fourth lap, Race 69 whichhad moved from fifth place passing ClayLacy and heading for Lyle Shelton lead-ing in Grumman Bearcat Race 77, Cliff’sengine blew. He pulled up for a dead-stick landing on runway 26 but was not

able to get the altitude and distanceworked out, and crash-landed intoLemon Valley to the east of Stead. Cliffwalked away but the airplane was signif-icantly damaged. After a rebuild it wasraced again, went through a succession ofowners, and went into storage in 1989. Itre-emerged at Reno again in 2009 in thehands of Jimmy Leeward.

In addition to Galloping Ghost’sCleveland racing experience, the furtherirony of the 2011 Reno Air Races is theentry of an ultra-rare F2G Corsair. Race74 (NX5577N), which also ran atCleveland in 1949.

Leeward had qualified well at 466mph. In the Gold Race on Friday at thestart he was several airplanes back fromthe lead, but beginning to overtake otheraircraft. On the beginning of the third lap,the accident struck quickly.

One of the startling things about this2011 accident is how it unfolded. He wasrunning side-by-side with Race 11 (MissAmerica). When coming off pylon eighthe started to drift away from the race lineand was heading for the home stretch infront of the stands when the violent pitch-up occurred.

Now it is known that Leeward’s air-craft lost the left elevator trim tab. That isa relatively small piece (approximately6” x 30”) on the trailing edge of the ele-vator. Its function is to modify the effectof the elevator which controls up/down,which means it is important – but intu-itively, losing it does not sound as drasticas losing an entire control surface like anaileron or an entire elevator. But appar-ently it is almost that bad.

A similar previous incident illustrat-ed how. In 1998 Bob Button of Winters,Calif. had thoroughly prepared his Race5, Voodoo, in a real bid to win the RenoUnlimited class. Voodoo had been the topqualifier in the unlimited class at a 452.55mph average.

The pilot, Bob Hannah was leadinganother very competitive entrant, DagoRed in a preliminary heat race onSaturday. As with Jimmy Leeward, theleft elevator trim tab came off the eleva-tor at racing speed. Voodoo pitched up so

violently that pilot Hannah was subjectedto 10 Gs of acceleration force, causinghim to lose consciousness. When Hannahregained consciousness he found himselfat 9,000 feet. He was able to regain con-trol and recover to a safe landing, but trimtabs had made their point in the mostgraphic manner.

These WWII fighter aircraft arehighly engineered and well-built warplanes. They are not delicate or fragile,and many times brought their pilots homedespite major damage. And yet sheddinga trim tab at 460 mph apparently sochanges the aerodynamics, that a crash isentirely possible. Jimmy Leeward’s sud-den pitch-up is thought to have beencaused by the loss of the trim.

This accident was probably the mostclosely observed and well-documentedaviation disaster in history. This data isbeing given to the NTSB investigatingteam. The NTSB and FAA were evenpresent at the event. Race 177 transmittedengine, airspeed, and other operating databy telemetry back to its crew in the pits.

The NTSB report will be thoroughand likely answer all questions, but willprobably take a long time for a compre-hensive report to be completed. The inves-tigations are conducted in a very “assumenothing, prove everything” manner, andbeing that deliberate takes time.

If you feel the need to understandwhat happened and how this accidentoccurred – and most of us who witnessedit do – here is some advice:

Don’t listen to people who are tryingto sound authoritative but aren’t. Anyonewho begins “I’m not a pilot, but …” or “Iwasn’t there, but ….” will probably nothave any relevant information.

Important decisions regarding thefuture of air racing will be made in thecoming months. It is best to base decisionson information, analysis and reason. Ifpublic hysteria about safety is fed by rumormongers, poor decisions will be the result.

Until the NTSB report is issued it isbest to not speculate if you love aviation.Speculation only confuses and misleadsthose who don’t understand it, and workscross-purpose with those of us who do.

“FLYING A FULL CIRCLE”



1909. The first meets were time trials ofsingle aircraft around an oval closedcourse marked by towers. The first, at afield outside Reims in August 1909 waswon by the American, Glenn Curtiss, in amodified version of his famous June Bugthat he named the Reims Racer. His speedwas about 50 mph.

In the 102-year history of air racing,no spectator has ever been injured or killeduntil this year at Reno. No audience hasever had racers even come close to them.

Why do we race airplanes at all? Asan industrialized culture, we have alwaysraced anything mechanical we built thatcould move. Over the years, this hasincluded railroad steam locomotives, pad-dle wheel river boats, sailing ships, oceanliners, and, of course cars and motorcy-cles. Why not airplanes? Could air racing

be of benefit to the world of aviation?It has, big time, and will continue to

be. Over the years, racing airplanes hasled to the design and construction of highperformance aircraft. During the tenyears prior to World War II, retractablelanding gear, wing flaps, variable pitchpropellers and aircraft engine supercharg-ers all came from air racing. Before thatfrom 1913 to 1931, the Schneider Trophyevents for racing seaplanes led to speedsof over 400 mph. The Supermarine “S”series of high performance seaplanesdesigned by Reginald Mitchell atSupermarine let Great Britain retire theSchneider Trophy in 1931 after three con-secutive wins. Mitchell used what he hadlearned from air racing to design thefamous WW II Supermarine Spitfirefighter in 1937.

What about now? What can air rac-

ing contribute to aviation? Yes, the racersof the unlimited class are modified clas-sics from the World War II years. Militaryaviation has long ago moved to the jetage. But, look at the other classes atReno! Look at the sport class where awhole series of high performance lightaircraft test each other every year. Theseare fast, economical airplanes, many ofwhich can be built from kits in a two-cargarage. The ones that race at Reno haveeither been home built or assembled bythe kit manufacturer for competition witheach other that leads to improvement inboth design and performance.

Even the sport biplanes fit into thehome built competition category. Look atTom Aberle’s Phantom. Here we have250 mph out of 180 horsepower. Hishighly-modified design came out of thechallenge of air racing.

But, yes, we still have the tragedy of2011 drifting over us. It never happenedbefore, and, no, that can never happenagain. Back again to the cause. Both air-frame and pilot failure. An out of controlhigh powered unlimited racer with a semi-conscious pilot in the cockpit is a travelingbomb. It was proved once before that if apilot can return to the task, and recognizethe danger, he can solve the problem. Canwe eliminate the loss of pilot capabilitythat can go with a partial airframe failuresuch as the loss of a trim tab?

What about requiring G-suits for allunlimited race pilots? If we can eliminatethe capability loss, we will never have afully out of control airplane even withminor airframe damage. We will neverhave the kind of spectator loss that dark-ened 2011 at Reno. Once in 102 years ismore than enough.


Tragedy at 2011 National Championship

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There are several ways to reachMackinac Island. The most popu-lar is by boat or ferry. My favorite

is to fly over the water at an altitude suf-ficient to glide to land should that config-uration suddenly become mandatory.Swimming is another option - sharks area rarity in the Great Lakes.

As winter reaches its peak, the 15-mile straits that separate the mainlandfrom the island freeze over. Locals havenamed the frozen path “The MackinawBridge.” Thousands of snowmobiles andother conveyances make their winter pil-grimages across the bridge. Each year, afew folks disappear. The more seasonednatives with whom I spoke wisely avoidthe Mackinaw Bridge.

Airports

The expanse of fifteen milesbetween land-masses presents little causefor concern for pilots. Those who prefertaking a ferry across the straits can parktheir airplane at nearby CheboyganCounty Airport (KSLH) or MackinacCounty Airport (83D) which is just acrossthe bridge in St. Ignace.

From either of these fields, it’s ashort drive to the harbor where you canpick up one of the hourly departures ofthe Arnold Company Ferry at either theSt. Ignace and Mackinaw docks. Formore than 133 years Arnold TransitCompany has served the straits area andMackinac Island. The Arnold Line fea-tures the large, fast, comfortable, twin-hulled triple-decked catamarans. Enjoymagnificent views from the open-airdecks or relax in the large, comfortable,glass enclosed, passenger lounges. Formore information on ferry schedules andfees, visit arnoldline.com or call 800/542-8548.

The ferry ride is wonderful, but theexperience of flying across the straits andlanding on the island should not bemissed. Mackinac Airport rests atop a hillat an elevation of 739 feet above sealevel. The sole runway is concrete and

well maintained. Runway 8-25 is 3500 x75 feet and can be reached by an IFRapproach, if necessary. The choice isbetween a GPS or VOR/DME approachto Runway 26. Unicom/CTAF can bereached at 122.7. You had better top offthe fuel tanks prior to your arrival. Thereis no fuel service at the field. For moreinformation, call the airport office at906/847-3231.

The Discovery of MackinacIsland: Fort Mackinac

Just north of the harbor, FortMackinac is perched on a hilltop andstands guard over the island as it has formore than 200 years. The Fort wasfounded during the American Revo-lution. Believing that Fort Michilimac-kinac, at what is now Mackinaw City onthe mainland, was too vulnerable toAmerican attack, the British moved thefort to Mackinac Island in 1780.Americans took control in 1796. In July1812, in the first land engagement of theWar of 1812 in the United States, theBritish re-captured the fort. In a bloodybattle in 1814 the Americans attemptedbut failed to retake the fort. However, itwas returned to the United States after thewar. I must confess with some embarrass-ment that I was unaware that the War of1812 extended as far west as Michigan.

Since invasions are now unlikely, thefort has now been preserved as a NationalPark. In many respects, the compoundappears similar to its 1812 architecturalconfiguration. Many of the buildings havebeen restored to how they looked duringthe final years of the Fort’s occupation in1885. It is a great place to enjoy lunch ora picnic while gazing at the panoramicviews of the island and the straits.

Until the War of 1812, MackinacIsland was primarily a military outpost.After the Civil War, wealthy Americans

were in search of new vacation spots. Inthose days, travel on an excursion boatwas a popular way of exploring much ofAmerica which was yet to be “civilized.”Mackinac Island was discovered. Soon agroup of easterners constructed statelyvictorian mansions on the island. Alongwith the mansions came tennis courts, golfcourses, hiking and biking trails. Soon asmall village emerged. Stores wereopened to serve the new community. Thewaterfront grew into a bustling and color-ful harbor. All of this was accomplishedwithout firing a shot at the fort.

Fortunately, many of those homeshave survived the modern frenzy to oblit-erate history. Downtown has grown, yet itretains its 19th century charming simplic-ity. The harbor is postcard-perfect. Today,a number of the historic mansions as wellas many of the small cottages are avail-able for summer rentals. Accommodationchoices include bed-and-breakfast places,large and small hotels and resorts, andsome condos.

A Trip to the Past

In many communities, especiallySouthern California, our cars havebecome our additional appendages. IfCalifornians want to visit the neighbortwo doors down the street, they hop intheir cars and drive 100 feet. That may bean exaggeration, but it spotlights thedependence we have on our motor vehi-cles. The moment you set your feet onMackinac Island, you had better treatthose feet very well – they will be yourclosest friends and one of three modes oftransportation during your entire stay.The other means of getting around are byhorse-and-buggy or bicycle. Should younot be able to overcome your addiction toa vehicle propelled by an internal com-bustion engine, your other option is to getsick so that you can be transported in theisland’s solitary ambulance – or join thefire department and hop on the solitaryfire truck.

Mackinac Island is a magical place.The absence of automobiles results in aserene oasis of quiet and cleanlinessrarely found in a city. The only exhaustthat permeates the atmosphere emanatesfrom the horses – and that gets cleaned upbefore it reaches the ozone layer.

As soon as we stepped foot off theferry, we were caught up in the magic.

Just one block from the harbor is “down-town,” an expanse of approximately fivecity blocks. The streets are lined withone-of-a-kind shops and family ownedrestaurants. Three I would recommendare Yankee Rebel Tavern, Seabiscuit

Tavern and Carriage House. As you walkeast from downtown, you will be sur-rounded with many of the grandVictorian homes that were built duringthe last years of the 19th century. A fur-ther stroll brings more modest cottagesinto view – small but charming neverthe-less.

Buggy Riding with Faber

In the course of my travels, I’vepiloted, driven or ridden in a variety oftransportation devices from jets tocamels. This month, the column could beentitled Buggy Riding with Faber. Imoseyed into Jack’s Livery Stable, a vin-tage place that has been operated by thesame family since 1935. I sauntered up toa CBI (Certified Buggy Instructor – nodouble I ratings), and signed up for a fewlessons on how to operate a horse andbuggy. It’s not much different from anairplane. Left rein results in a left turn,right rein a right turn. However, pullingback on the reins won’t raise the nose.But it will bring the team of horse to a fullstop – something you can’t do in the air.Jack’s offers two-, four-, and six-passen-ger models. A two-seater side-by-sidewas sufficient to accommodate Cheryland me. I took the left seat. As soon as Icompleted my check-out, I was handed amap and off we went for an adventuroushour of galloping around the island. NoGPS required. The horse (Tootsie), knewthe way. For more on renting a horse andbuggy, or just a horse, visit jack’s at


Stuart J. Faber and Aunt Bea

Flying With Faber


A TRIP TO MICHIGAN’S MACKINAC ISLAND

Buggy riding with Faber.

Victorian homes on the island. (Stuart J. Faber)

www.jacksliverystable.com.

Magnificent Mission Point

If you leave the hustle-bustle ofdowntown Mackinac Island and walk (orbuggy-ride), due east, within ten minutesyou will be in the midst of an expansivegreen area the borders of which are thewaters of the Great Lakes. This isMission Point.

The Mission Point area was first set-tled in the early 1820s when ReverendWilliam Ferry, a protestant missionary,built the Mission House. Shortly there-after, a church was erected, then a scatter-ing of homes. The area, which becameknown as Mission Point, would eventual-ly evolve into a college. Finally, it becamethe site of the Mission Point Resort.

Construction of the resort began inthe mid -1950s. The huge trusses, whichsupport the structure were constructed ofNorway Pine. Fifty tons of native stoneform the outer walls of the building.

The Main Lobby, one of the mostdistinctive architectural structures on theisland, has a ceiling composed of nine-ton trusses, which resemble a great

teepee. Straits Lodge, completed in 1957is a prime example of skilled woodcraftsmanship, and has a huge marbleencased fireplace as the focal point.

Mission Point Resort, one of thelargest and most complete resorts onMackinac Island, is headquarters for funand recreational activities for the entirefamily. The best deal is that kids eat freeat the resort and, even better, the resort ispet friendly.

The guestrooms are located in twolarge buildings, the Main Lodge and theStraits Lodge. The Main lodge contains109 rooms including the presidentialsuite and five specialty/honeymoonsuites and features the resort’s three main

restaurants, plus the Great Hall with itssix massive fireplaces (kept burningthroughout the summer season) and the“library” with its numerous shelves ofbooks and comfortable over-stuffedcouches and chairs.

The Straits Lodge, which is the onlysection of the resort that remains openduring the winter season, has 133 rooms,including 14 two-room hot tub suites andhouses Johnson Hall with its huge fire-place and galley kitchen.

Many Things to Do

Resort guests may drop by theActivity Center to arrange any number of

recreational activities. Everything fromold-fashioned hayrides, picnics, boating,fly-fishing, lighthouse tours and off-island excursions through Michigan’sscenic Upper Peninsula is available. Theresort also has a championship 18-holeputting golf course and a theater showingfirst run movies.

The Activity Center rents a varietyof bikes for exploring the 2,200-acreisland and its 100 miles of hiking, bikingand horseback-riding trails.

Kids can meet at the resort’s “KidsIsland Club, a 3,000-square-foot indoorchildren’s activity center. Two to four-year-olds can have fun at Mission Pointwith storybook circle times, balloons andbubbles fun and teddy bear picnics.“Tweeners,” ages 11 through 15, canhang out in the resort’s game room wherepool and pizza parties, video games andteen tie-dye parties take place.

Great for Meetings-Big and Small

Mission Point Resort is the largestand most complete resort for meetings onMackinac Island. In addition, the resort is


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

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

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

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

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

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

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

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

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

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

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

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

1979 TOMAHAWK, in license $17,500 OBO.

1979 TOMAHAWK, 1310 SMOH, low price, offer.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

1967 TWIN COMANCHE, 300 SMOH, 69,500.

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1956 CESSNA 310 - $80/hr.

1960 CESSNA 310 - $100/hr.

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Flying With Faber

Incredible workmanship in the MainLobby. (Brian Walters Photography)

Cozy digs at Mission Point Resort.(Brian Walters Photography)

the perfect place to bring the family whilethe adults attend the meetings.

More than 11,000 square feet ofmeeting/banquet space is located in sixrooms in and above the Main Lodge,while the adjacent Conference Center hasmore than 12,000 square feet of meetingspace, including an amphitheater that canseat 65, and nine private offices for meet-ing planners. There is also a 2,900-square-foot theater that can seat 575 with a 23-foot by 30-foot stage and a foyer/lobbythat can seat 50 banquet-style. Locatedabove the activities center is a sound stage,which was used by Paramount during thefilming on the island of the 1980 motionpicture, “Somewhere In Time,” starringChristopher Reeve and Jane Seymour.

If you intend to pop the question, do itat the Resort. Mackinac Island has beenreferred to as “America’s Summer WeddingCapital,” and Mission Point Resort is theleader for weddings on the island.Charming ceremonial sites such as theenchanting Water’s Edge Gazebo graces thegrounds for that magical waterfront back-drop where vows are exchanged. Plus, howmany places provide a horse-drawn carriagewith a just-married sign on the back?

Take a Romantic Excursion onthe Mackinac Breeze

The Mackinaw Breeze is a 40-footcatamaran sailboat offering sailing tours

in and around Mackinac Island and thestraits. Guests aboard the MackinacBreeze, which can accommodate up to 25passengers, can relax for either a shorthour and a half sail, or can schedule ahalf-day or full-day sailing tour.

The Spa

The 7th Heaven Salon and Spa, withbeautiful views of the Straits, offers haircare and styling, skincare, massage,make-up, nails, boutique gifts and bridalhair styling.

The latest equipment in the fitnesscenter includes Cybex and cardiovascularequipment, saunas and locker rooms withshowers – all services are available freefor hotel guests. Tanning and massagetherapy sessions are available by appoint-ment, for an additional charge.

The Best Cuisine on the Island

Most of the restaurants on the islandare locally owned. Although several arequite good, some of the restaurateursdevote more effort to getting the touristsfed and back in the souvenir shops ratherthan dedicating themselves to culinaryachievement.

The best cuisine on the island was,without a doubt, at the Mission PointResort. A new, young, very talented chefhas introduced a perfect blend of contem-porary cuisine with traditional flavors.

After 12 years with the Walt DisneyCompany where he worked his way upfrom line cook to sous chef, and threeyears as executive chef for the WolfgangPuck Café, Keith Schockling was readyfor a change and an opportunity to devel-op his own culinary signature. He hasbrought new, elevated levels of cuisine tothe Resort.

Chianti is a newly designed smartcasual Italian dining room. Classic Italiandishes include steak pizziaola, veal picat-ta and chicken parmesan, plus someinventive items such as osso buco ravioliwith leek and wild mushroom fricassee.In addition, the desert menu featuresfreshly made zeppole (Italian) donuts,tiramisu and crème brule.

The Bistro on the Green overlooksthe resort’s putting course, “The GreensOn Mackinac” and its interconnectedlakes. Seating is primarily outdoors. Themenu serves an array of tapas, all ofwhich were outstanding. We sampledplatters of espresso rubbed beef, grilledlocal lamb chops, ahi tuna, glazed shrimpand locally smoked fish.

Lakeside Marketplace offers tradi-tional coffee shop style selections forbreakfast, lunch or dinner.

A Slice of American History

Hardly a day goes by where I don’thear a person in the throes of nostalgiayearning for “a return to yesterday.” I am

not sure what yesterday means. My yes-terday was bereft of television, comput-ers, cell phones and microwaves. I did notknow any better, but if I had, it would nothave mattered. We had Lake Michigan atour doorstep, the fruit and vegetabledepartment was down the street atPeterson’s farm and we walked the milefrom our house to the movies neverthinking of not returning home safely.

I chuckle when I listen to a contem-porary teenager rhapsodize about “the olddays.” His or her old days are the late1990s. Could he or she have survived inmy old days? Mackinac Island has thebest of the genuine old days with anacceptable level of modernity.

During my visit to the island, I didnot miss my automobile for even a sec-ond. Thoughts of Big Macs never enteredmy mind. I never turned on the TV. I didkeep my cell phone strapped to my bodylike a gun in a holster, the need for whichcould have arisen at any moment. If nec-essary, I could have my trusty horse,Tootsie hooked up at a moment’s notice.

What I loved about Mission PointResort was that I could seclude myselfwithin its beautiful grounds, yet I wasaccessible to downtown at any time Iwanted to avail myself of its excitement.Yes, Mac Island and Mission Point aredelightful today with just the rightamount of yesterday.

Mission Point Resort is located at6633 Main Street, Mackinac Island, MI49757, 800/833-7711.

For more information on MackinacIsland, visit www.mackinacisland.com


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Continued from Page 51Flying With Faber

Golf At The Resort. (Brian Walters Photography)

Arch Rock. (Stuart J. Faber)


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Cessna Aircraft Company, onSeptember 26 launched the Citation M2,a new light business jet that fills the gapbetween the Citation Mustang and theCitation CJ family.

The Citation M2 features GarminG3000 avionics, engines similar to thosefound in the Citation CJ series and an all-new cabin design. The aircraft is an alu-minum airframe with a T-tail and astraight wing that includes LED lights. Acabin mock-up of the Citation M2 will beon display at Cessna’s exhibit in the LasVegas Convention Center during the 64thNBAA Annual Meeting and ConventionOct. 10-12.

With room for two crew and up to sixpassengers, the $4.195 million CitationM2 has a maximum cruise speed of 400knots true airspeed (741 kilometers perhour) and a range of 1,300 nautical miles(2,408 kilometers). The aircraft can oper-ate at airports with runways as short as3,250 feet (991 meters) and will climb to41,000 feet (12,497 meters) in 24 minutes.

“Operator feedback and ownerinsight have indicated a market for aCitation with the size, speed and range ofthe Citation M2. We expect to see cus-tomers new to the Citation family,Mustang owners looking for a logicalnext step or CJ1+ operators who want anew, more advanced Citation,” said ScottErnest, Cessna president and CEO.

The Citation M2 is powered by a pair

of FADEC-controlled WilliamsInternational FJ44-1AP-21 turbofanengines, each producing 1,965 pounds ofthrust. This new and improved version ofWilliams’ FJ44 engine incorporatesimprovements gleaned from more than 6million hours of operation of the 4,000FJ44 engines in service. The FJ44-1AP-21 produces 10-15 percent more altitudethrust (depending on conditions) and con-sumes less fuel at long-range cruise thanthe previous version, enabling the M2 toclimb quickly and cruise fast and far. Theengine also provides significantly higherperformance at hot and high conditionsand an increase in the time between over-haul (TBO) from 3,500 to 4,000 hours.

The Citation M2’s clean cockpitdesign is anchored by the fully integratedGarmin G3000 avionics suite that seam-lessly integrates numerous system com-ponents into an easy-to-use flightdeck tosimplify operation and enhance situation-al awareness during flight and when taxi-ing. The G3000 system centers on three14.1-inch LCD primary and multifunc-tion displays and two infrared, touch-screen control panels. The touch-screencontrollers react to changes in an infraredgrid rather than traditional surface resist-ance sensors for better response under avariety of conditions. The controllersallow multi-function display page navi-gation as well as audio and FMS control.

The MFD and PFD provide split-screencapability so that two separate verticalpages may be viewed side-by-side. Pilotsmay simultaneously view maps, charts,TAWS, flight planning or weather.

Popular options from other Citationmodels are standard on the Citation M2.Among the standard features of theavionics system are weather radar, TCASI, terrain awareness and warning system(TAWS) and ADS-B Out.

From the cockpit divider aft throughthe rear lavatory, the main passengercabin of the Citation M2 is 58 incheswide (1.47 meters) and 11 feet (3.3meters) long with a 5-inch dropped aisleproviding a cabin height of 57 inches(1.45 meters). Eight large windows,roomy pedestal seats and intuitive cabinappointments highlight the all-new interi-or, of which materials and colors can behand-selected by customers.

Cessna’s proprietary cabin manage-ment system that includes the latest inter-face options for greater in-flight produc-tivity and connectivity is optional.

First flight of the new Citation M2will be in the first half of 2012, withFederal Aviation Administration certifi-cation (Part 23) expected in the first halfof 2013, followed by deliveries begin-ning in the second half of 2013.

For more information, go toCessna.com.

(Cessna Aircraft)

CESSNA LAUNCHES NEW LIGHT BUSINESS JET: CITATION M2

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“We try to reach the market any waywe can after we list an aircraft. Using ourinternet ad program and time-honoredmethods, like our quarterly newsletterthat goes out to more than 8,000 FBOsand high performance aircraft ownersnationwide, we can guarantee our clientsthe best possible exposure for that aircraftand sell it at top retail dollar,” said owner

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Cirrus Aircraft has announced thatCo-Founder Dale Klapmeier has beennamed Chief Executive Officer. BrentWouters, previously President and ChiefExecutive Officer, is no longer with thecompany. ??

In accepting the new role, Klapmeiercommented: “At Cirrus, we are passion-ate about airplanes and flying, and I ampassionate about this company. Alongwith our new owners, our commitment isstronger than ever to the same goals andideals that we had when we started thecompany more than 25 years ago. Andthat goal is to make the dream of flight areality for more people, both in the U.S.and around the world. Today we are at thebeginning of the next chapter of the rein-vention of personal transportation.” ??

For nearly 10 years in a row, theCirrus SR22 family of aircraft has beenthe best-selling four-place airplane in theworld. Known for incorporating luxuryautomotive ergonomics, pilot-friendly

avionics and advanced safety featuresinto its high performance airplanes,Cirrus has delivered nearly 5,000 newpiston airplanes over the last decade.Cirrus pioneered the use of theFAAcertified Cirrus Airframe ParachuteSystem™ that is standard equipment onall Cirrus aircraft. Earlier this year, CirrusAircraft was selected to provide a fleet oftraining aircraft for the United States AirForce Academy.

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At 4:30 p.m., Sept. 7, a team of stu-dents from Embry-Riddle AeronauticalUniversity demonstrated a first in avia-tion history. At that moment, in the skiesover Daytona Beach, Fla., test pilotMikhael Ponso transitioned the EcoEagle, a hybrid propulsion aircraft theydesigned, from gas power to full-electricpower.

Ponso reported that when heswitched the Eco Eagle from gas powerto electric power, the airplane’s efficiencyincreased and its noise fell to all butsilent, with the only sound a low whir ofpulleys and propeller.

“This aircraft challenges the currentefficiencies of light airplanes,” said PatAnderson, professor of aerospace engi-neering at Embry-Riddle and the team’sfaculty advisor. “With this technology-breaking propulsion system, Embry-Riddle’s student designers are demon-strating that airplanes can be green, too.”

In their technology demonstrator, theEmbry-Riddle students incorporated anefficient gas motor with an electricpropulsion system powered by batteries.This allows the airplane to climb on themore powerful 100-horsepower gasmotor. When it reaches a cruising alti-tude, the airplane transitions seamlesslyto a full-electric mode with 40 horsepow-

er for the rest of the flight.While all-electric airplanes may be

the future of aviation, today’s technologyis still too heavy for most airplanes. TheEmbry-Riddle students believe theirhybrid propulsion system yields the best

combination of speed, climb rate, range,and endurance for currently availabletechnology.

Over the past year and a half, around200 students from different academic dis-ciplines completely designed, manufac-

tured, and tested the airplane’s propulsionsystem. They were supervised by facultyand staff and led by Lori Costello, a grad-uate student in aerospace engineering.

“A hard-core group of 40 studentscame in after classes and jobs and workedmany long hours,” Costello said.

“It is unusual for university studentsin the United States to design, manufac-ture, and test a manned aircraft technolo-gy demonstrator,” Anderson said. “Notonly have these students designed andflown a completely new propulsion sys-tem, they are contributing to the greeningof aviation. It will challenge the statusquo for aircraft performance.”

The Embry-Riddle team has set itssights on demonstrating the aircraft atNASA’s Green Flight Challenge, Sept.25-Oct. 3, and at other aircraft perform-ance expos.

Funding for the project came fromgenerous contributions by the AviationEducation Foundation and its founderJames Ray; Randy Fiorenza, an Embry-Riddle alumnus; David Robertson, anEmbry-Riddle trustee; Rotax AircraftEngines; Flight Designs; MT-Propeller;Drivetek ag, Lockwood Aviation; StemmeAircraft; and Moonshine Aviation.

EMBRY-RIDDLE STUDENTS FLY FIRST-OF-KINDGAS/ELECTRIC/BATTERY HYBRID AIRPLANE

New Propulsion Design Challenges Current Efficiencies of Light Airplanes

As Embry-Riddle student researchers watch, including team leader Lori Costello, sec-ond from left, test pilot Mikhael Ponso makes final adjustments before the Eco Eagle’shistoric flight. (Embry-Riddle)

The U.S. Department of Transpor-tation’s (DOT) Federal Aviation Admin-istration (FAA) and Australia’s Depart-ment of Resources, Energy and Tourismhave reached a Memorandum of Under-standing (MOU) to continue research anddevelopment of clean, sustainable alter-native aviation fuels. U.S. Secretary ofTransportation Ray LaHood and Austra-lian Ambassador to the United StatesKim Beazley signed the agreement onSeptember 13.

“Air travel is global and we need

international partners to develop theseinnovative new fuels,” Secretary LaHoodsaid. “Our ultimate goal is to work withall of the Asia Pacific nations to achievea sustainable, independent energy futurefor aviation, and this is an exciting firststep.”

The MOU calls for Australia and theUnited States to exchange informationabout policies, programs, projects,research results, and publications, and toconduct joint studies in areas such as fuelsources and environmental impacts. The

memorandum also facilitates analysis offuel source supply chains. The signingnations agree to cover the associated costs.

“The DOT and FAA are committedto making aviation as clean and as ener-gy efficient as possible as part of ourNextGen air traffic modernization goals,”said FAA Administrator Randy Babbitt.“This agreement and others with ourinternational partners will enable theFAA to better share and exchange tech-nologies and research to attain thesegoals not only for U.S. aviation but air

travel on the global level.”In U.S. aviation, public, academic

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U.S. AND AUSTRALIA AGREE TO COOPERATE TO DEVELOPALTERNATIVE AVIATION FUELS



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After successfully introducing a newmodel at AirVenture 2011, Remos Aircrafthas rolled out another configuration of theGX series: the GXeLITE. With a baseprice of $133,924, the GXeLITE is con-figured for day/VFR only.

Providing the same high level of pre-cision engineering along with the identi-cal performance and flight handling char-acteristics as the other GX models, theeLITE offers a simplified instrumentpanel that is designed for basic VFRflight. Remos has focused on the SportPilot with the eLITE, responding to daytrips and weekend flying by people whoare in it for the fun and adventure insteadof the technology of avionics. It has whatpeople look for in a J-3 Cub, but the han-dling is better, the speed is faster and the

technology of the airframe and power-plant are far more advanced.

“We’ve essentially removed a lot ofthe bells and whistles that people don’tneed for recreational flight,” said SueParker, U.S. Sales & Marketing Managerfor Remos. “If people decide they want toupgrade later, there is an extensive list ofoptions they can add on if they feel it willenhance their flying experiences. This isthe most economical version of a Remos,but we’ve done nothing to compromisethe precision or performance that madethe company a leader in the industry.”

For more information on RemosAircraft visit www.REMOS.com or tele-phone Ms. Sue Parker, U.S. Sales andMarketing Manager, at 1-831/229-4743.

Remos Aircraft is one of the world’s

leading manufacturers of Light SportAircraft. Founded in 1994, REMOS is aninternational aerospace manufacturingcompany with operations in Europe andNorth America. Like the GXAviator IIand GX Supreme, Remos’ newGXeLITE aircraft is an all-composite,single engine, recreational aircraft certi-fied by the FAA and EASA.Manufactured in a state-of-the-art facilityin Pasewalk, Germany, Remos aircraftare distributed and supported world-widethrough an expanding network of exclu-sive sales, maintenance and flight train-ing programs.

The Remos GXeLITE makes high levelsof performance and precision availableat an affordable price.

REMOS AIRCRAFT ROLLS OUT GXELITE60 Celebrating Twenty-Eight Years of In Flight USA October 2011

Do you have questions about avia-tion oxygen equipment? Do you have abuilt in System? A portable system? Doyou need equipment overhauled? Re-placed? Upgraded? Recertified?Cylinder hydro tested?

The Oxygen Lady has been answer-ing questions posed by pilots and aircraftowners for more than thirty years. Sheconsiders no question or concern to beeither stupid or unnecessary, and she con-tinues to learn from her customers – evenafter all these years. She can also helpyou better understand - and perhapsenhance or upgrade - the equipment youare currently using in your aircraft and/ oradvise you about the best equipment foryour specific needs or aircraft.

The Oxygen Lady - Phoebe Peasley

– is the sole proprietor of The AirportShoppe (at Reid Hillview Airport in SanJose, Calif.) and has been in business atthis location for more than thirty years.She and her longtime manager, Marilucan talk to you about portable or built-insystems; masks or cannulas; constantflow or diluter demand or pressuredemand equipment. Both are knowledge-able about the newest oxygen equipmentin the aviation marketplace – no matterthe OEM - be it Scott, Puritan, Avox,Zodiac, Aerox, Precise Flight, BEAerospace – you name it.

The Airport Shoppe also providescylinder hydrotesting, assembly recertifi-cation, EROS mask overhaul or repairsand regulator overhauls. Need an oxygenrefill station? Other equipment? Their

government contractor’s license allowsthem to quote on any component. Theystock a complete line of portable systemsand ship other equipment – for general,commercial or military aviation - to bothdomestic and international destinationson a daily basis.

Take advantage now of The OxygenLady’s specific knowledge. Call 877/634-4744 or access her extensive website atwww.aviationoxygen.com, which willanswer most fundamental questions aboutpricing, availability and maintenanceservices. This website has well earned itsreputation of being the best website avail-able for aviation oxygen systems andequipment, and The Airport Shoppeenjoys a flawless reputation for excellentcustomer service and sales.

WANNA TALK OXYGEN?

Cessna Aircraft Company hasannounced its McCauley PropellerSystems division has achieved ASTMcompliance for a new two-blade, fixed-pitch composite propeller for the 162Skycatcher.

“This is the first of a planned familyof composite propellers we have in devel-

opment, designed for a range of aircraft,”said McCauley Vice President andGeneral Manager Peter Wilkinson.“We’re excited to have this announce-ment come on the heels of our consolida-tion of McCauley.”

The 1L100 is a new all compositefixed-pitch propeller specifically

designed for the Skycatcher’s TeledyneContinental Motors O-200D engine. Itconsists of a continuous fiber, singlepiece design giving it high strength aswell as light weight. McCauley will con-tinue testing to gain Federal AviationAdministration CFR Part 35 certification,making the propeller available to a wider

range of aircraft.Cessna consolidated its McCauley

operations in early July to better focusresources on development programs suchas the 1L100. McCauley is owned byCessna Aircraft Company.

MCCAULEY GAINS ASTM COMPLIANCE ON COMPOSITEPROP FOR SKYCATCHER


American Aircraft Sales Co.HAYWARD AIRPORT

50 YEARS SAME LOCATION

AVAILABLE: FLIGHT SCHOOL / OFFICE SPACE927 sq. ft. plus 10 tiedowns

Robert Coutches

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

www.americanaircraft.net

1978 Cessna 152 0 SMOH, 10,050 TTSN, Digital VFR, NDH.......................................................$24,950

1979 Beechcraft F33A

287 SMOH, 3200 TTSN, Garmin 430 GPS,S-Tec 55 A/P, NDH ......................$139,950

MAKE OFFER

2004 Cessna 182 Skylane

G1000 Glass Panel, 265 hrs. Since New,One Owner, Hangared, NDH, Like New!....................................................$249,950

1977 Cessna 172 N 1518 TTSN, KX155, GPS,Fresno Ca Since New, Well Maintained,NDH..........................................................$39,9501980 Cessna 172 N 900 SMOH, 6000 TTSN,King Digital IFR, GPS, Nice P/I..............$44,9501973 Cessna 172M 1330 SMOH, 12318TTSN, King Digital IFR, Good P/I...........$34,950

1971 Bellanca Super Viking 17-31ACompletely Refurbished in 2002 and Han-gared, 3478 TTSN, 1311 SMOH, DigitalIFR, A/P, Like New...............$49,950

1976 Piper Arrow 200

1249 TTSN, One Owner and Hangared SinceNew, All Original, NDH, Like New.........$69,950

1976 Piper Archer II 181

King Digital IFR, Garmin 150 GPS, 2000SFRMAN, 7400 TTSN, NDH ........$33,950

1956 Cessna 180 307 SMOH, 5407 TTSN, GPS, NewPaint/Interior, Hangared, Like Brand New......................................................$99,950

1947 Piper J3 Cub 585 SMOH, 6404 TTSN, Restored to Orig-inal Condition,................................$34,950

1997 Mooney MSE (M20J)

1406 TTSN, King Avionics, GPS, KAP 150A/P, One Owner, Hangared Since New,NDH, Like New............................$149,950

1978 Piper Warrior II

1285 SMOH, 7502 TTSN, King IFR, DME,A/P, Fresh Annual ........................ $29,950

SOLD

Three Cessna Skyhawks

1976 Cessna 150M

3478 TTSN, 1650 SMOH, 380 STOP, niceoriginal airplane, NDH ..................$19,950

MAKE OFFER

Subscribe to In Flight USA today forhome delivery of your source for aviation news,

information and features.

Wicks Aircraft Supply will hold itsfirst annual Red Tag Pre-Inventory SaleNovember 18 – 19 from 9 a.m. to 5 p.m.at their Will-Call Store. Discounts will beavailable on the entire warehouse inven-tory. Those who pay with cash willreceive an addition two percent savings.There will be special bargain bins forselected building materials, vendors willbe on hand to demonstrate their productswith sale pricing, and EAA Chapter 64will be providing lunch for donations.

Those who want to fly in can land atSt. Louis Metro-East (3K6), in St. Jacob,Ill., where shuttle vans will be availablefor the 10-minute drive to the factory.Door prizes will be awarded each dayand there will be bulk discounts on 4130steel tubing. In addition, everyone whomakes a purchase will automatically beentered in the daily grand raffle. A newDynon DX-15 handheld transceiver willbe given away each day. There will be an

area where pilots can assemble andengage in “hangar talk.”

Wicks Aircraft Supply is located at410 Pine Street in Highland, Ill. For moreinformation visit www.WicksAircraft.comor call 800/221-9425.

WICKS HOLDS FIRST RED TAGPRE-INVENTORY SALE

Scott Wick

Hilton Software LLC has announcedsupport for the XRX PCAS TrafficSystem from Zaon Flight Systems.

WingX Pro7 connects wirelessly tothe portable XRX traffic system to pro-vide real-time display of traffic threats onits moving map. WingX Pro7 also intro-duces its new field-tested traffic symbolo-gy. These new color-coded and easy-to-read symbols improve the visualergonomics and reduce interpretation timeand errors. WingX Pro7 is compatiblewith both new and existing Zaon XRXsystems. A small wireless dongle costingless than $100 is required for connectivity.

“Our WingX Pro7 design philoso-phy is safety-driven. WingX Pro7 was thefirst and is currently the only iPad appli-cation to seamlessly integrate a numberof safety features including SyntheticVision, AHRS-driven attitude, dynamicterrain overlays, and in-flight weather.The addition of in-flight traffic togetherwith our new traffic symbology increases

traffic awareness and therefore flightsafety,” said Dr. Goldstein, CEO ofHilton Software LLC.

Kevin Van Drunen, Vice Presidentof Zaon Flight Systems commented“We’re excited to be working with HiltonSoftware to increase pilot and passengersafety. WingX Pro7 users will now beable to see the surrounding air trafficdepicted on top of the moving map ontheir iPad application that they’re alreadyusing for navigation, increasing their sit-uational awareness.”

WingX Pro7 is available for down-load from the App Store and iTunes.WingX Pro7 is iOS 3, iOS 4, iPad, andiPad 2 compatible. Synthetic Visionrequires iOS 4. Zaon traffic support isplanned to be released in October, 2011.For additional information about HiltonSoftware LLC or its products, call408/268-8418 or email [email protected], or visit www.hiltonsoft-ware.com.

WINGX PRO7 ADDS ZAONFLIGHT SYSTEM PCAS TRAFFIC


InFlight USA Classifieds(All ads run for 2 months)

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

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

The Team Rocket duo put theirhomebuilt Harmon Rockets through theirpaces, even sharing airspace with DanBuchanan in his hang glider. TheSonoma County Sheriff’s Bell 407, withtheir SWAT team dangling underneathlike garlic bulbs on a string, sprang intoaction as part of an air/ground action torescue a school bus held hostage by badguys.

Warbirds took turns in center stagewith flybys of Nanchang CJ-6’s. Theheavy iron took turns performing, start-ing with trainers such as T-6 Texans andStearmans, finishing with the fighterstaking to the air with a whole herd of P-51 Mustangs, a P-40 Warhawk, and aYak-3U. The fighters were joined by arare flyable A-26 Invader.

Brian Sanders executed one of themost aesthetic warbirds performancesever seen with his Hawker Sea Fury. Hissmoke trails looked laser-printed on theblue sky, making the others appear cray-on-like in comparison.

Of the dozens of planes on static dis-play, military jets, old and older, dominat-ed the area. PCAM owns a large, impres-sive collection of jet fighters, and manywere set up for open cockpit display.Vietnam veterans could appreciate clas-sics such as the F-105 Thunderchief, F-106 Delta Dart, A-6 Intruder, A-4Skyhawk, and F-4 Phantom. Relativelynewer jets included the F-16 FightingFalcon, F-14 Tomcat, and AV-8 Harrier.These, and many others, had their cock-pits open for the public to clamber intoand pretend to be a jet pilot for a few min-utes.

Vintage warbird fans drooled overthe P-63 Kingcobra that the Palm SpringsAir Museum flew in only for static dis-play.

A few current military aircraft wereon static exhibit, including a CanadianCF-18 Hornet, a C-17 Globemaster IIIfrom March ARB, a CH-46 Sea Knightfrom Camp Pendleton and a MH-60Seahawk from North Island NAS SanDiego.

Charles M. Schulz - SonomaCounty Airport is located just north ofSanta Rosa, approximately 65 milesnorth of San Francisco. Constructed in1939, operations in and out of STSinclude air cargo, private and corporateflights, military, search and rescue, firefighting, law enforcement and training.The name was changed to Charles M.Schulz - Sonoma County Airport inMarch 2000 to honor Santa Rosa’s mostfamous resident.

9-11 Remembrances at Wine Country AirshowContinued fromi Page 10

Greg Colyer dismounts from the Navy T-33 he flew in the show. (Hayman Tam)

A rare C-1A Trader unfolds its wings prior to a Navy warbird flyby. (Hayman Tam)

Kirby Chambliss races earthward in hisZivko Edge 540. (Hayman Tam)

Left: The local SWAT team in actionwith air support from the SonomaCounty Sheriff. (Hayman Tam)

Below: These P-51 Mustangs put a littlepeer pressure on the lone P-40Warhawk. (Hayman Tam)

Eddie Andreini and his signature SuperStearman. (Hayman Tam)

Eddie Andreini and his signature SuperStearman. (Hayman Tam)

AD INDEX66 Celebrating Twenty-Eight Years of In Flight USA October 2011

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

"Still Specializing In First Time Buyers And Student Pilots Needs"

JORGENSON-LAWRENCE AIRCRAFTSALES AND MANAGEMENT

“Doing it Right The First Time”HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT

Voted Best “After the Sale Customer Service” for the 15th Straight Year

75% New Interior, low times and priced right!

Also providing services as: • Expert witness for aviation based legal cases, appraisals, and

bank repossessions• Guest Speaker for aviation related subjects • Aviation humorist and speech writer

Located at the beautiful Palo Alto Airport (PAO) in the Baylands RecreationalArea where aviation, golf, nature and good food live in harmony creating a com-fortable and convenient setting to select a new airplane. South of San Franciscoalong the west side of the bay, north of San Jose.

This is the one with the "Stick" and 160 HP

Rare Opportunity to Own a Piece of Aviation History.

The best equipped 1974 Cessna 310 and too beautiful for words

Happyy October!! Enjoyy thee weather,, Halloweenn && thee Comingg Holidays

ACT ........................................48

Aerial Avionics ......................33

Aero-Tax ................................12

Aerozona Parts........................26

Air Options................................6

Aircraft Insurance Agency ....27

Aircraft Magneto Service 28, 59

Aircraft Specialties Service....19

Aircraft Spruce ................15, 59

Aircraft Supply ......................43

Airport Shoppe ..............2, 3, 59

Airtronics ..........................17, 58

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

American Aircraft Sales ........61

AMR&D Inc...........................54

AOPA..................................9, 58

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

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

Assoc. Sales Tax Consultants 49

Attitude Aviation ....................58

Aviation Insurance Resources22

Bel Air Int. ..............................57

Bob’s Aviation Supplies ..20, 59

Buchanan Aviation..................48

Carson Aviation Adventures ..59

Chino Aircraft Sales ..............51

Corona Aircraft Engines ........36

Dash Air ..................................16

Divorce for Men ....................38

DRE Communications ....38, 58

Eddie Andreini ........................10

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

Fly It..................................21, 67

Flying Tigers Wine ................13

Gibson Aviation ......................22

Giottos Aircraft Interiors ........54

Globe Fiberglass ....................44

Hartwig Fuel Cells..................20

Hiller Aviation Museum ........58

HME Watches ........................34

Jorgenson-Lawrence ..............66

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

Loop Net ................................44

Mountain High Oxygen ........14

Nice Air ..................................55

Oakland Air Museum ............32

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

R&M Steel ..............................54

Rio Vista Municipal Airport ..37

Rotorcraft Ground School......35

San Carlos Airport ..................24

Schweiss Bi-Fold Doors ........48

Select AirParts ..........................7

Sheble Aviation ................30, 31

Sky Ranch Upholstery............27

Start Pac ..................................10

Sterling Air..............................35

Steve Weaver Aircraft Sales ..29

T.J. Aircraft Sales....................23

Tiffin Air..................................53

Travel Aire ..............................14

Tsuniah Lake ..........................28

USAAircraft Brokers ............37

Vista Aviation ............11, 25, 58

West Valley Flying Club..58, 68

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

Zanette Aircraft Insurance........5

october 2011 in flight usa

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