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A Dubai investment firm, Medrar Fi-nancial Group, will acquire a majority interest in Diamond Aircraft Holdings, Canada, securing the future of the com-pany’s D-JET program (pictured).

“The current state of the economy high-lights the need and potential for aircrafts like the D-JET,” said Jamil Marmarchi, CEO of Medrar. “Diamond has success-fully demonstrated its ability to leverage its designs and technology to create en-tire product lines for the piston airplane market — we are excited not only by the D-JET but also by the derivative models to follow.”

The new majority owners noted they are “equally bullish” about the company’s pistons, especially “in support of profes-sional flight training.”

DiamondAircraft.com, MedrarFinancial.com

Cirrus Aircraft’s SR20 has been se-lected to join the fleet of the Civil Aviation Flight University of China (CAFUC), which claims to be the largest flight uni-versity in the world with more than 8,000 full-time students. The fleet of 20 Cirrus SR20s will join the existing CAFUC fleet of 200 airplanes on the Luoyang sub-col-lege campus. CAFUC also will become a training center, where it will train techni-cians to perform maintenance and other service work on Cirrus Aircraft.

CirrusAircraft.com

Embry-Riddle Aeronautical Univer-sity has launched a series of videos fea-turing faculty members in their areas of expertise. All the videos are on the ERAU YouTube Channel.

Embry-Riddle.edu, YouTube.com

Cessna will increase the price of its Light-Sport Aircraft, the Skycatcher, to $149,900 in 2012, the company informed customers in a letter sent late last month.

The company did note there are a “limited number” of Skycatchers available for de-livery before the end of this year at the old price, but are available only on a “first-come, first-served basis.”

When the Skycatcher was introduced in 2006, it had a base price of $109,900. Cessna reports it had more than 1,000 or-ders for its LSA.

Cessna.com

The “grand experiment” at the Redbird Skyport in San Marcos, Texas, officially began Nov. 8. The Skyport was built by Redbird Flight Simulations, which manu-facturers the FMX full-motion simulator for general aviation. Company officials, along with GA luminaries, including John and Martha King, partnered on the new venture, which is designed to change the way pilots are trained.

The Skyport will be a laboratory of sorts, studying everything involved in flight training, while at the same time inte-grating flight simulation into the process. The thinking is that students will become

proficient in a maneuver in the sim before ever trying it out in a plane. All data gath-ered at the Skyport will be shared with the entire GA community, according to Red-bird officials.

RedbirdSkyport.com

Piaggio Aero Industries has delivered its 100th Piaggio Aero P.180 Avanti air-craft in the United States.

The centennial aircraft, serial #1216, was recently delivered to the company’s biggest customer, Avantair Inc., based in Clearwater, Florida, who operates the world’s largest fleet of Piaggio Aero air-craft. The latest P.180 Avanti II aircraft acquisition takes its fleet size to a total of 57 aircraft.

PiaggioAero.com

The board of directors of the General Aviation Manufacturers Association (GAMA) has elected Caroline Daniels, chairman and CEO of ATP, as GAMA’s chairman for 2012. Daniels previously served as GAMA’s vice chairman of the

board and as chairman of GAMA’s Safety Committee. Brad Mottier, vice president and general manager of Business and General Aviation at GE Aviation, has been selected vice chairman. He will continue to serve as chairman of the Technical Pol-icy Committee.

GAMA also approved three new mem-ber companies, including Bell Helicopter, its first helicopter company. Other new members are Jet Support Services, Inc. (JSSI) and Wipaire, Inc.

GAMA.aero

The FAA has named Addison Airport (ADS) in Texas the winner of its Excel-lence in Construction Safety Award for the recent completion of a runway re-construction project, which included up-graded and improved approach and air-port lighting, drainage and grading along the airport’s 7,200-foot runway. In addi-tion, the runway received a new layer of asphalt and portions of the runway were reconstructed down to its base. Work at the airport included 1,263 truckloads of asphalt, 181 miles of new paint, 22 miles of electrical cable, and enough grass to cover 35 professional football fields.

AddisonAirport.net

Air show legends Jim and Ernie Moser, Julie Clark, Steve Oliver and Suzanne As-bury-Oliver will be inducted into the In-ternational Council of Airshows (ICAS) Foundation Hall of Fame Dec. 7 in Las Vegas during the annual ICAS Chair-man’s Banquet.

Airshows.aero

The Fédération Aéronautique Inter-nationale, which establishes rules for the control and certification of world aeronau-tical and astronautical records, recently awarded the Louis Blériot medal to air-

Briefing

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BRIEFING | See Page 4

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A D V E R T I S E R I N D E X

racing pilot Richard “Smokey” Young at a ceremony in Los Angeles.

The Blériot medal may be awarded up to three times every year to record setters in speed, altitude or distance categories in light aircraft. It is named in honor of Louis Blériot, an early air racing pilot and aviation pioneer.

Young established his world speed re-cord Sept. 11, 2010, at Thermal, Calif., in a Western Air Racing Formula 1 aircraft. The record, for aircraft weighing between 660 pounds and 1,100 pounds, was set at

242.7 miles per hour. He established the record flying on 100SF, an alternative fuel being developed by Swift Enterprises as a replacement for 100LL.

SwiftEnterprises.com

The Red Bull Air Races will not return in 2012, after this year’s races also were cancelled. Instead, company officials said a “revamped concept and a fixed race cal-endar will be revealed in 2013.”

RedBullAirRaces.com

General aviation icon Burt Rutan was presented with a lifetime achievement

award at the Dubai Air Show in Novem-ber. Rutan has designed everything from homebuilts, such as the VariEze and Long-EZ, to SpaceShipOne, which won the X-Prize for successful private space flight. Rutan retired earlier this year from Scaled Composites, but there are reports he’s al-ready working on a new design, this time a combination ship and seaplane.

Scaled.com

Massachusetts Governor Deval Pat-rick recently declared November “Gener-al Aviation Appreciation Month,” making that state the 34th the recognize the im-

portance of GA. General aviation activi-ties at Massachusetts’ 39 airports generate $3.8 billion annually in economic activity and support roughly 28,000 jobs.

November also was proclaimed ‘Avia-tion Appreciation Month’ in Texas by Gov. Rick Perry. This is the second time Perry has recognized GA in the Lone Star State, which boasts 400 GA airports and more than 31,000 GA aircraft. Accord-ing to Perry’s proclamation, GA in Texas generates a total of $14.6 billion in direct, indirect and induced economic activity, or about $580 for every man, woman and child in the state.

BRIEFING | From Page 3

Cessna is joining forces with Veterans Airlift Command to provide free trans-portation for injured veterans.

Cessna has designated a Citation Mus-tang, named the “American Patriot,” to fly missions for VAC, a nonprofit organiza-tion that provides free medical and com-passionate transportation for wounded veterans and their families through a na-tional network of aircraft owners and pi-lots. Its priority is to help the veterans of Iraq and Afghanistan.

“Our men and women in uniform have given our country a tremendous service, and many have paid a heavy price. Our commitment of the ‘American Patriot’ to support the Veterans Airlift Command al-lows us to demonstrate our gratitude and provides Cessna with a way to give back to our wounded warriors,” said Scott Er-nest, Cessna president and CEO. “I en-courage those who have not yet registered their aircraft with VAC to join up and fly with us so no travel need goes unmet.”

The “American Patriot’s” inaugural

mission, held right before Veterans Day, transported veterans Bobby Henline and Matthew Miles from San Antonio to VAC’s annual fundraiser in Pinehurst, N.C.

The “American Patriot” Mustang fea-tures a paint scheme that salutes the men and women who serve or have served in the U.S. Armed Forces. On each side, the “Patriot Defender” character holds a shield featuring the four branches of the Armed Forces as a large American flag unfurls down the side of the aircraft.

“Many of our veterans return from combat facing devastating injuries and long-term rehabilitation. Many times, they are recuperating hundreds of miles away from family. Our goal at VAC is to be that bridge that brings families to-gether to help our veterans heal,” said Walt Fricke, VAC founder and air boss. “We are fortunate to have Cessna join us in providing our wounded warriors with this crucial service.”

VeteransAirlift.org, Cessna.com

Cessna taps Mustang for VAC missions

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The U.S. Sport Aviation Expo at Flori-da’s Sebring Regional Airport has added an AvBid Auction, during which the com-pany will not only auction airplanes but also three vacation packages with pro-ceeds going to charity. Also new this year is a seaplane base, a model airplane con-test, and a closing awards ceremony.

The Light Sport Aviation (LSA) Show, slated for Jan. 19-22, 2012, features con-ventional aircraft, kit planes, powered parachutes, trikes, amphibians, and elec-trically powered aircraft, with more than 150 aircraft expected to be on display, ac-cording to Jana Filip, Expo director. “If it exists in the recreational aviation market, it will be presented here at the U.S. Sport Aviation Expo this January,” she said.

Returning this year will be demonstra-tion flights, EAA educational forums, and exhibitors showcasing the latest and greatest in products.

Kicking off the new events, AvBid Air-craft Auctions will feature a live auction

Saturday beginning at 11 a.m. with 40 to 50 aircraft to be auctioned. A live video stream will allow bidders to buy aircraft from any location.

Another first for the Expo is the Sea-plane Base at Lake Jackson, sponsored by the Seaplane Pilots Association. Splash-In dates are Jan. 20-21. Shuttle service will be provided both days.

Two anniversaries will be recognized during the show: Sebring Airport will celebrate its 70th anniversary, while next-door neighbor Sebring International Race-way celebrates its 60th anniversary.

The first Light Sport Expo became a re-ality in 2004 in cooperation with Sebring Regional Airport. This year will mark the eighth annual U.S. Sport Aviation Expo in Sebring. More than 180 exhibitors travel from the U.S. and as far away as Africa, China, Romania, New Zealand, Australia, Italy, and the Czech Republic to attend this first aviation event of the year.

Sport-Aviation-Expo.com

Auction, seaplane base added to Sebring

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The Society of Aviation and Flight Edu-cators (SAFE) has launched a fundraising campaign that offers a shot at an intro-ductory flight in the dual-control P-51TF Mustang known as “The Little Witch.”

Valued at $3,250, the session includes two hours of pre- and post-flight brief-ings, plus one hour in the aircraft with an instructor from Stallion 51, a company

based at Florida’s Kissimmee Munici-pal Airport (ISM), that offers orientation flights and more in the P-51.

“We are extremely grateful to ‘The Lit-tle Witch’ owner Jim Goodwin for offer-ing his beautifully restored aircraft to us for this campaign, and to the wonderful folks at Stallion 51,” said SAFE Execu-tive Director Doug Stewart.

The winning ticket will be selected at random on Saturday, March 31, 2012, during Sun ’n Fun in Lakeland, Fla.

The winner will not only help create the flight’s mission profile, but will also be given the opportunity to do most of the flying.

A maximum of 2,000 tickets will be is-sued for donations of $20 per ticket. Tick-

ets are available exclusively through the SAFE website.

SAFE represents nearly 700 aviation educators in 49 states and nine foreign countries. The organization offers a men-toring program, as well as a CFI liability insurance program, and is leading the Pi-lot Training Reform Initiative.

SafePilots.org

Want a chance to log some P-51 time?

In a move designed to attract more young people to aviation, Flabob Airport (RIR) in Riverside, Calif., instituted an After School Program for fifth and sixth grade students at local schools.

Now in its sixth year, the program al-ready has 28 engagements lined up for the fall and winter months and expect more by spring, airport officials said. The goal is to introduce the students to the role and accessibility of general aviation and air-ports like Flabob, officials add.

The Wathen Foundation, which owns Flabob, offers the schools three pro-grams that are taught after regular school hours. The first, taught by Al Gester and Kathy Rohm, focuses on the history of flight and how to build a variety of paper airplanes. The second, led by Kevin Mc-Kenzie and Kathy Rohm, deals with the

fundamentals of flight, which are taught using aircraft models. At the conclusion of the session the students are each given a balsa airplane kit. In the third program, the teachers from the first two sessions combine forces with Flabob personali-ties to give the kids a tour of the airport’s DC-3 and the four famous replica racers that were commissioned and owned by Tom Wathen.

“The response to the program has been universally enthusiastic and positive,” said Bill Sawin, director of development at Flabob. “We hope that this kind of ini-tial contact will entice them to return for Young Eagle flights and possibly enroll in one of the numerous Air Academies we host each year. Some of these kids wind up enrolling in our aviation high school.”

Flabob.org

Reaching the next generation

A group of 5th and 6th graders tour Flabob’s DC-3 with Al Gester.

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Cessna120-140 ....................................U0451000 ..... $835.77 ......$752.19140A .........................................U0451111 ... $1164.52 ... $1048.07Cessna 150 S/N 17001 to 52915 .......... U0451114-1 ..... $859.21 ......$773.29 S/N 52916 to 64532 ........ U0451114-29 ..... $819.53 ......$737.58 S/N 64533 to 71128 ........ U0451114-32 ..... $819.53 ......$737.58 S/N 71129 and up ............. U0451120-1 ... $1254.46 ... $1129.01Cessna 152, All .......................... L0451003 ... $1754.00 ... $1578.60

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TaylorcraftLeft, Right ............................ UB-A50-L, -R ... $1286.49 ... $1157.84

Cabane Vee AssemblyJ-3, for SN 8278* and up ....... U30602-006 ..... $212.18 ......$190.96

*Required on J-3’s upgraded to 1220 gross weightPA-11 .................................... U30602-006 ..... $212.18 ......$190.96PA-18, SN 1-3780 .................. U30602-006 ..... $212.18 ......$190.96 SN 3781 and up ................. U30602-007 ..... $229.10 ......$206.19PA-18A, SN 3786-5294 .......... U30602-007 ..... $229.10 ......$206.19 SN 5295 and up ................. U30602-010 ..... $264.08 ......$237.67

Shock Strut AssemblyJ-3, SN 8278 and up .............. U31423-000 ..... $629.32 ......$566.39PA-11 .................................... U10536-002 ..... $543.15 ......$488.84PA-18/18A ............................ U10536-002 ..... $543.15 ......$488.84

Short Shock StrutJ-3, SN 1-8277....................... U30442-006 ..... $258.38 ......$232.54 SN 8278 and up ................. U31392-000 ..... $204.98 ......$184.48PA-11 .................................... U31392-000 ..... $204.98 ......$184.48PA-18/18A ............................ U31392-000 ..... $204.98 ......$184.48

Long Shock StrutJ-3, SN 1-8277....................... U30562-000 ..... $176.88 ......$159.19 SN 8278 and up ................. U31382-000 ..... $188.86 ......$169.97PA-11 .................................. U10537-002* ..... $234.04 ......$210.64PA-18/18A .......................... U10537-002* ..... $234.04 ......$210.64

*U10537-002 replaces 10537-000

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Luscombe 8E and 8F Exhaust StacksExhaust Stack, Left Hand U09604 ...... $339.25 .... $305.33Exhaust Stack, Right Hand U09605 ...... $295.00 .... $265.50Cabin Heat Shroud – �ts on U09604 Stack (8E/8F) and the 8A 2-piece Stacks* .....U486065 ..... $271.31 ......$244.18Carburetor Heat Shroud – Fits on U09605 Stack* .............U086126 ..... $553.17 ......$497.85

*Note: Not for use with stainless steel stacks

Luscombe Crossover Exhaust SystemAluminized Mild SteelFits all A-65 Continental EnginesRear Crossover U08627-5 ..... $219.50 ...$197.55Left Hand Stack U08627-3 ..... $193.73 ...$174.36Right Hand Stack ....................... U08627-7 ..... $193.73 ......$174.36Exhaust Clamp ...................... U08627-100 ....... $39.46 ........$35.51Complete Assembly (includes 2 exhaust clamps) ................... U08627-C ..... $500.20 ......$450.18

Ercoupe Stainless Steel Exhaust StacksLeft ...................................U-415-40401-S ..... $605.11 ......$544.60Right .................................U-415-40402-S ..... $638.73 ......$574.86Mu�er ................................. 415-40511-1 ..... $761.09 ......$684.98

TaylorcraftFor all 65 hp Continental engines in B through BC12 seriesExhaust System UBC-A6031.......... $945.00 ......$850.50Exhaust System (metalized) UBC-A6031M ..... $1327.90 ... $1195.11

Piper PA-18 – 125, 135, 150 hpFront Stack Assembly ............ U12457-012 ..... $614.49 ......$553.04Rear Stack Assembly ............. U12457-013 ..... $629.86 ......$566.87Mu�er Assembly (less shroud, includes bail) .......................U12433-015 ..... $550.00 ....... $495.00

PA-22Front Stack Assy, 125-160 hp .. U12043-023 ..... $723.59 ......$651.23Rear Stack Assy, SN 354 & up (with rear seat heater) ...... U13238-005 ..... $750.00 ......$675.00Rear Stack Assy, SN 1-806 ..... U12043-022 ..... $900.48 ......$810.43Mu�er with bail ................... U10308-003 ..... $850.00 ......$765.00Tail Pipe* ............................... U11417-004 ..... $154.25 ......$138.83

*Excludes shrouds and clips

Exhaust Components

Stinson1) Mu�er SN 1-3109 ............................ 108-6221702 .....$782.53 ...$704.28 SN 3110 and up .................... 108-6222702 .....$782.53 ...$704.282) Perforated Tube SN 1-3109 ............................ 108-6221708 .....$205.06 ...$184.553) Perforated Tube SN 3110 and up .................... 108-6222708 .....$205.06 ...$184.554) Tailpipe, Left Hand SN 112-3109, (bolt on)......108-6221711-0 .....$305.72 ...$275.15 SN 3110 and up, (clamp on)..108-6222711-0 .....$279.59 ...$251.635) Tailpipe, Right Hand SN 112-3109, (bolt on)......108-6221711-1 .....$336.28 ...$302.65 SN 3110 and up, (clamp on) 108-6222711-1 ...$265.80 ...$239.22

All parts listed are for the 1946, 1947 and 1948 models of the 108 series Stinson, unless otherwise speci�ed. Please include your aircraft model and serial number when ordering any parts or supplies.

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PA-18 Special Landing GearsBecause of landing gear modi�cations using di�erent wheel and brake arrangements, and (in some cases) the need for heavier tubing, Univair o�ers special landing gears. All of the gears in the table below have lower leg reinforcing gussets for extra strength. All 1½-inch gears have removable bearing stops to allow for ski installation. The gears with 1½-inch axles will require STC-SA17RM for approval. STC sold separately ..........................................STC-SA17RM .......... $115.89 .......$104.30

Part Number Side Axle O.D. Wheel & Brake Leg Tubes List Price Sale PriceL10033-008HD ...............Left ............... 1.25 x .156 in. ................ Goodrich ..............................Heavy Duty .............. $517.93 ........ $466.14L10033-007HD ...............Right ............. 1.25 x .156 in. ................ Goodrich ..............................Heavy Duty .............. $517.93 ........ $466.14L10033-008A .................Left ............... 1.25 x .156 in. ................ Goodrich ..............................Standard .................. $509.64 ........ $458.68L10033-007A .................Right ............. 1.25 x .156 in. ................ Goodrich ..............................Standard .................. $509.64 ........ $458.68L1015-00 .......................Left ............... 1.5 x .156 in................... Cleveland 40-84 ..................Standard .................. $531.43 ........ $478.29L1015-01 .......................Right ............. 1.5 x .156 in................... Cleveland 40-84 ..................Standard .................. $531.43 ........ $478.29L1015-20 .......................Left ............... 1.5 x .156 in................... McCauley D-30291 ..............Standard .................. $531.43 ........ $478.29L1015-21 .......................Right ............. 1.5 x .156 in................... McCauley D-30291 ..............Standard .................. $531.43 ........ $478.29L1015-30HD ...................Left ............... 1.5 x .156 in................... Cleveland 40-84 ..................Heavy Duty .............. $517.93 ........ $466.14L1015-31HD ...................Right ............. 1.5 x .156 in................... Cleveland 40-84 ..................Heavy Duty .............. $517.93 ........ $466.14

Standard Gear Tubes: Front 13⁄8 x .058 in.; Rear 1¼ x .058 in. Heavy Duty Gear Tubes: Front 1½ x .058 in.; Rear 13⁄8 x .058 in.

Tail Repair SectionsOur jig-welded 4130 steel repair assemblies include: tail post, bottom rudder hinges, stabilizer rear brackets, tail spring and brace tube attached �ttings, jack screw tower, and top and bottom longeron stub tubes. Kit includes splice tubes, STC and instructions.Short Tail Repair Section List Price Sale PriceJ-3, PA-11..........................SA00002DE-02 .... $2125.51 ... $1912.96PA-12 ..................................DA24056-201 .... $2211.57 ... $1990.41 PA-18 w/Jackscrew Tower ... STC-SA4077NM-02 .... $1679.95 ... $1511.96 w/o Jackscrew Tower ........... U12183-TSK .... $1040.91 ......$936.82

Long Tail Repair SectionJ-3, PA-11 ............................SA00002DE-01 .....$3019.76 ....$2717.78PA-12 .....................................DA24056-200 .....$3577.38 ....$3219.64PA-18 ............................ STC-SA4077NM-01 .....$3474.23 ....$3126.81

Shown: PA-18 Long Tail – top view113.5”

71.5”28.875”

9.75”

23.25”

7AC Front Strut .......................UA-1000-2S ..... $520.32 ......$468.29For Heavy Duty Struts and other Aeronca Models, see P/N U5-392-S

11AC Front Strut .....................UA-1000-4S ..... $488.24 ......$439.4211AC Rear Strut ......................UA-1000-1S ..... $424.50 ......$382.05Decathlon Front Strut ................. U5-368-L ..... $766.10 ......$689.49Decathlon Front Strut .................U5-368-R ..... $766.10 ......$689.49Decathlon Rear Strut ................. U4-1535S ..... $428.98 ......$386.08Scout Front Strut ........................... U5-379 ..... $461.06 ......$414.95Scout Rear Strut ............................ U5-382 ..... $429.52 ......$386.57

Heavy Duty Front Strut(.049 wall tube) ..............................U5-392S .......$520.32 ......$468.29

Aeronca Models: 7AC, S7AC, 7BCM, 7CCM, 7DC, S7DC, S7CCM, S7EC, 7ACA • Champion Models: 7EC, S7EC, 7FC, 7HC, 7JC, 7GC • Citabria Models: 7ECA, 7GCA, 7GCB, 7KC, 7GCAA, 7GCBC, 7KCAB

Heavy Duty Rear Strut ................ U5-268S ..... $424.95 ......$382.46Aeronca Models: 7AC, S7AC, 7BCM, 7CCM, 7DC, S7DC, S7CCM, S7EC • Champion Models: 7EC, S7EC, 7FC, 7HC, 7JC, 7GC • Citabria Models: 7ECA, 7GCA, 7GCB, 7KC, 7GCAA, 7GCBC, 7KCAB

Lift StrutsNew, improved steel struts – sealed and oiled to prevent internal

corrosion (except Decathlon aluminum front struts)120-140 Lift Struts (FAA/PMA Approved)

Left Hand .............................. U0422340-8 ... $1690.75 ... $1521.68Right Hand ............................ U0422340-9 ... $1690.75 ... $1521.68

Piper (includes strut fork) Front SALE Rear SALEJ-3/PA-11 ........U85547-002 ... $460.79 U85548-002 ...$460.79J-4 ...................U85549-002 ... $460.79 U85550-002 ...$460.79J-5/PA-12 ........U85552-002 ... $447.73 U85553-002 ...$447.73PA-14 ..............U85552-002 ... $447.73 U85553-002 ...$447.73PA-15/17 .........U85556-002 ... $498.38 U85557-002 ...$498.38PA-16 ..............U85558-002 ... $449.69 U85559-002 ...$449.69PA-18 ..............U89497-002 ... $449.69 U89498-002 ...$449.69PA-20/22 .........U85560-002 ... $479.05 U85559-002 ...$449.69

PA-25, Left and Right .............L64038-002 ... $2848.44 ... $2563.60

Taylorcraft Front ........................................UA-A815 ..... $575.78 ......$518.20 Rear ........................................UA-A854 ..... $499.00 ......$449.10


PLANE AND PILOT CARICATURES

[email protected]


An online petition has been created at “We the People” to gather support against a new FAA policy to begin charging for downloads for charts and navigational products.

The Aeronautical Navigational Prod-ucts Directorate (Aeronav), which cur-rently makes the latest charts and other navigational products available online for free, says it has to recover the costs associated with developing and hosting the products, so it will begin charging for them April 5, 2012.

If the petition receives 25,000 signa-tures by Dec. 14, White House staff will review it, ensure that it’s sent to the ap-propriate policy experts, and issue an of-ficial response.

Launching the petition was Radek Wyrzykowski, president of IMC Club In-ternational. The club “strongly opposes the FAA’s announcement that it will be-gin charging for NOS chart downloads

that were previously free,” club members said in a statement. “This means charg-ing fees to companies for downloads and no longer allowing individuals to access them at all. As of April 5, only those with distribution contracts with Aeronav will be able to download the data. This ac-tion will put a severe financial burden on flight instructors, pilots and students. It will affect small aviation safety material distribution companies like ForeFlight. Only large aviation corporations will be able to offset these expenses. This policy will have serious and wide-ranging impli-cations for the general aviation economy as it will restrict access to basic safety and proficiency materials.

“Besides its immediate impact on avia-tion safety, this FAA action will set a sad and dangerous precedent for the future of aviation in the United States,” the club’s statement continues. “It will open the door to imposing future additional charg-

es such as weather briefings, calls to ATC while enroute, and formerly free usage of the ATC system. During these tough fi-nancial times, where student pilot enroll-ments are already drastically reduced, one has to ask the simple question: How many flight instructors, students and pilots will have extra funds to cover additional ex-penses? Pilot safety is at risk. Forcing the general aviation community, the very backbone of aviation safety, to incur ad-ditional expenses will surely lead to less proficiency, poorly educated pilots, and will drastically compromise the safety of aviation.”

The backlash in the GA community to the FAA’s announcement is widespread. Officials with the Aircraft Owners and Pi-lots Association (AOPA) have organized several meetings to discuss the possible implications on safety and the cost of fly-ing. The association and other aviation representatives will meet with the FAA on

Dec. 13 to discuss the new policy.“We are anxious to see the FAA’s pro-

posal and will work to mitigate any im-pact on our members,” said Heidi Wil-liams, AOPA senior director of airspace and modernization.

AOPA officials notes that Congress has given the FAA authority to charge for its products to recoup investment costs as-sociated with producing and distributing materials. In fact, the FAA has charged for its paper products for quite some time. While digital products were initially giv-en away free, the “explosive” growth led the FAA to apply its model for charging for paper products to its digital ones, ac-cording to AOPA officials, who note that the FAA is not allowed to make a profit on the sale of its products.

To sign the petition, go to WhiteHouse.gov/Petitions, click on Open Petitions, then put FAA into search bar.

AOPA.org, IMCClubs.org

Petition launched against charges for nav downloads

By CHARLES SPENCE

Unless Congress passes an FAA reau-thorization bill soon, it will be some time before a long-term bill is passed by any Congress, according to Sen. John (Jay) Rockefeller IV.

Speaking to the Washington Aero Club, he said he is both angry and frustrated by the delays in getting a full reauthorization bill through both houses of Congress. He noted that Congress and the aviation in-dustry should work to pass a long-term bill this year, pointing out that tougher federal budget times are “virtually inevi-table.” Another shut-down like the one that occurred this summer is possible, he said, adding stop-gap measures have dras-tically impacted the agency.

The FAA has been operating the past four years under 22 short-term authori-

zations, making it difficult for long-term planning, especially for NextGen, the new air traffic control system.

Rockefeller cited the differences over the years that have resulted in failures to agree on a bill. In 2007, one of the dis-putes was over who was to pay for the NextGen system. Then differences cen-tered on a fight between airlines over pen-sion policies, followed by conflicts be-tween FedEx and organized labor. These delays have kept “hundreds of millions of dollars” from going into the aviation trust fund, he said.

Rockefeller chided the audience, say-ing “everyone here shares in the blame for how we have come to this point.” While admitting that Congress has not done its job, he blamed the aviation industry for lack of action. “Depending on the day of the week or the group one is talking to, the

message changes far too often,” he said.Additional funds will be needed, he

added. He said it will become increasing-ly difficult to maintain the current levels of payments by aviation. “I believe you will see calls for the aviation system to pay more.” The current Senate version of the FAA bill includes an increase in fuel taxes, which the House is opposing de-spite support from some within the gener-al aviation community, he said. He com-mended GA groups for supporting a fuel tax increase instead of the $100 per flight charge proposed by President Obama. He jokingly added that this proposal makes his efforts “to impose a $25 per flight fee look like a very good deal.”

On several occasions in his talk the Senator was complimentary about gener-al aviation, although most of his remarks were about airlines. Rockefeller said he

was challenging everyone to compromise more, advocate more, work harder, work smarter, and work as a team.

Business aviation, a recent target for President Obama’s charges of “fat cats,” reacted quickly to Rockefeller’s urgency for FAA reauthorization. Ed Bolen of the National Business Aviation Association (NBAA) noted his group “has long said that a multi-year FAA reauthorization bill is the best way to ensure that the agency has the guidance needed for long-term initiatives, including implementation of a Next Generation Air Traffic System. We know that as everyone in Congress works toward a long-term bill, the passage of a short-term extension of existing funding levels in January, if needed, would ensure that FAA employees continue working on existing priorities, including airport main-tenance and construction.”

Rockefeller angry over FAA bill delays


WASHINGTON, D.C. — Politics in Washington, normally baffling, is even more so now that the Super Commit-tee has failed to reach an agreement on funding, with a highly contested election approaching and the nation facing a mas-sive $15 trillion debt.

When the Super Committee was formed, Congress included in the bill a provision that if the committee failed to reach an agreement by Nov. 21, an automatic $1.2 trillion in spending cuts would start in 2013. About half of these cuts would come from defense and en-titlements.

But when you talk in the trillions, that still leaves substantial cuts to come from other government activities, including aviation. Will Congress move to change those automatic cuts or will those man-dated reductions take effect? Expecta-tions here are that Congress will change the mandated cuts.

In fact, Congress started to undo its own automatic cuts plan even before the failure of the Super Committee was an-nounced.

Whichever way lawmakers go, avia-tion funding will be one of many issues of contention. FAA reauthorization still must be ironed out before the 22nd short-term authorization runs out in January. NextGen needs definite funding. Airport development will be under scrutiny. Air traffic controller numbers may have to be reduced.

Congressman John Mica (R-Fla.) says savings could be made now in one matter affecting aviation. He recently released a report on the Transportation Security Ad-ministration, compiled by the staff of the House Transportation and Infrastructure Committee and the House Oversight and Government Reform Committee. The re-port was issued on the 10th anniversary of creating TSA after terrorist attacks on New York’s World Trade Center, the Pentagon, and the thwarted attack by the aircraft forced to crash in Pennsylvania.

Mica said the report shows TSA “has strayed from its security mission and mushroomed into a top bureaucracy that includes 3,986 headquarters staff, mak-ing $103,852 per year on average, and 9,656 administrators in the field. TSA has 65,000 employees.”

Rep. Darrell Issa (R-Cal.), who chairs the Oversight and Government Commit-tee, said the TSA was envisioned and sold to the American people as a protec-tive agency that would strategically em-ploy the latest technology and cutting-edge tactics to protect travelers. “Despite these high ambitions,” he added, “the agency has become a backwards-looking dinosaur that seeks employees through

pizza box advertising and struggles to detect actual terrorist threats.” Rep. Paul Broun (R-Ga.) said, “Americans have spent nearly $60 billion funding TSA, and they are no safer today than they were before 9/11.”

TSA is one of 21 agencies in the De-partment of Homeland Security and turn-overs in the top post of TSA administra-tor have been excessive. Mica said he wants a leaner TSA. “While we are safer

today than we were 10 years ago, this is largely due to the vigilance of American citizens and passengers,” he noted.

General aviation groups have been active in developing and implementing programs to maintain security at GA air-ports, such as the Aircraft Owners and Pilots Association’s Airport Watch pro-gram.

CONTROLLERS ENDORSE OBAMA

The National Air Traffic Control-lers Association has endorsed President Obama and Vice President Biden for sec-ond terms. In announcing the endorse-ment, NATCA said aviation contributes more than 5% of the nation’s gross do-mestic product and this administration “has demonstrated strong leadership and a commitment to improving the safety

and efficiency of our air space system.” This endorsement was not unexpect-

ed. NATCA and the FAA have clashed under Republican presidents over union positions. The controllers’ union also credited President Obama for efforts to get the Congress to pass a long-term re-authorization bill.

Most organizations representing avia-tion are reluctant to openly endorse any political candidate or party. Realizing the pitfalls of promoting one side and alien-ating the other, they prudently maintain middle-of-the-road public position and work more quietly behind the scenes.

Charles Spence is GAN’s Washington, D.C., correspondent.

Capital CommentsCharles Spence

Super Committee’s failure and GA


The Oct. 7 issue of General Aviation News included several articles warning against the dire consequences of user fees being proposed by our federal gov-ernment. In a letter to the editor, Kevin Mossey even made the astounding claim that we “all need to sacrifice” by accept-ing higher fuel taxes. One can only imag-ine that he works for the government, the only sector of our economy that has not experienced Great Depression-era unem-ployment the past three years.

In this same issue of GAN, LSA ex-pert Dan Johnson reported that 122 new S-LSA models have been certified in the past six-and-a-half years. Congratula-tions Dan! Most of these aircraft come from European nations that have funded their aviation infrastructure through user fees for decades, hardly consistent with

the gloom-and-doom predictions from our aviation alphabets.

As someone who flies regularly in my second home of Germany, I do not see this purported devastation over there. One major difference, however, is that many German recreational pilots are members of clubs that own a fleet of well-maintained aircraft and operate their own private airfields, which typically include

nice amenities such as restaurants, play-grounds, and camping facilities. Many such clubs have reciprocity agreements with others that result in very low user fees, if any at all.

What federal aviation services do we — as sport aviators — really require? Most of us fly day VFR from uncon-trolled airfields, many of which are pri-vately-owned. We get our weather and occasionally file a flight plan via the In-ternet. We can check weather and traffic enroute with handheld devices, and we communicate with CTAF (if anyone is listening) without the help of ATC. We pay for our own fuel infrastructure, our hangars, maintenance, and training. A pay-as-you-go system is consistent with the means through which all consumers acquire goods and services now from the private sector, which, through the magic of free markets, guarantees us the best value and selection from a multitude of suppliers.

Those GA pilots who do fly IFR and operate out of large controlled airfields where user fees would be higher are more likely to be using aircraft for business and can — unlike sport aviators — de-

duct many of their expenses, depreciate their aircraft, and pass their aviation-re-lated costs on to their own customers.

I suggest that the aviation alphabets stop screaming “Wolf!” and have a look at how things are being handled in Ger-many these days. One thing is certain: The way we’re now funding things, with temporary budget extensions, creates uncertainty that has in fact added to the devastation of our sport aviation commu-nity in recent years. Instead of looking for a solution to come from the source of most of our problems — our own gov-ernment — I recommend a sharp turn to starboard and push to privatize as much of our aviation infrastructure as possible. The industry-driven ASTM method of LSA certification and the success of Eu-ropean flying clubs and private airfields are two good indicators that this is the best course to follow in the future.

Kent Misegades is an aerospace engineer, aviation sales rep for U-Fuel, and president of EAA1114 in

Cary, N.C. He also writes the Gafuels Blog at GeneralAviation-

News.com with Dean Billing.

LETTERS TO THE EDITORMORE ON RELIGION & GA

I just read Mr. Warog’s comment in the Letters to the Editor in the Oct. 21 issue “Separation of church and GA?” regard-ing Deb McFarland’s gratitude toward the Lord’s “good hands” in her Short Final column “A field of family” in the Sept. 23 issue.

This morning I was offended by the conversation taking place at the booth behind me at the coffee shop, but I was not intimidated and I did not ask them to cease because in this state they have the right to their conversation.

Don’t be intimidated by people who are afraid to hear about your faith. Thousands of people love your writing, and embrace your thoughts.

Aviation has the ability to unify people who believe differently about other things. Say what you believe in your space, and allow Mr. Warog to say what he believes in his.

RAY WILLIAMSYuma, Ariz.

Dear Mr. Warog: I am offended by your remarks concerning Deb McFarland’s re-mark: “I think the Good Lord just wanted us to be in good hands, and we were (with Todd).”

You don’t seem to realize you’re prac-ticing a religion by being an “atheist.”

You should be thankful you’re not in Afghanistan, Pakistan, Egypt or Libya (to name a few countries), where you’d be considered an infidel and would stand a good chance of getting beheaded or shot.

KEITH WICKETTLaurel, Neb.

In response to Chet Warog’s response to Deb McFarland’s writing style: Chet, I am not a religious person myself but I do respect the right of others to have their own opinion. If Deb feels it was God’s will, then she has a right to feel that way.

I can think it was luck, Karma, or none of the above without getting upset about it and feeling like she is infringing on my “rights” to read anything I want without having to be subjected to a religious doc-trine or, in this case, just a comment.

I read many different things every day and I do so to get the viewpoints of others, as well as for my entertainment. You have a right to disagree, but you do not have a right to be offended by someone else’s opinion or feelings.

JASON HAUCKSandpoint, Idaho

CYCLING THE PROPRe: Ask Paul, “What’s the proper pro-

cedure to cycle a prop?” in the Nov. 4 issue: I ran my O-470R to 1,600 hours (100>TBO).

I cycled the prop once after a five-min-ute warm up, summer or winter. It never missed a beat and was flown in rough conditions — Alaska on wheels, skis and floats.

CHRIS PHILLIPSvia GeneralAviationNews.com

OIL TEMPSRe: Ask Paul: “Why is my oil temp so

hot?” Nov. 4 issue: This may or may not apply to this particular engine. A high time engine with worn rings can have increased oil temperatures due to piston ring blow-by. The hot gasses leaking around the pis-ton rings super heat the engine oil.

Also, if an engine was run too often with excessively high CHT, that eventu-ally would cause the piston ring spring tension to be weakened, allowing more piston ring blow-by.

Also, saying the “baffling is in great shape” is in the eye of the beholder. I’ve seen aircraft right out of an annual inspec-tion with “good baffling” that didn’t seal properly.

The baffling may look good with the cowling off, but take a look inside the en-gine compartment to see how it’s actually sealing.

DOUG RODRIGUESvia GeneralAviationNews.com

WE MUST NOT TAKE NO AS AN ANSWER

I wish to express my outrage at unrea-sonable and completely irrational limits in the proposed Driver’s License medical standard. I fly a Citabria (150-hp) and a C185 (300-hp). If I’m fit to fly one, I’m fit to fly the other.

I fly in the Sierra Nevada Mountains —

a 10,000 foot limit is a joke around here! And again, if I can self-certify at 10,000 feet, I can do so at 12,500 and beyond.

This is completely absurd! If I’m fit to fly fixed-gear, I’m fit to fly retracts. If I’m fit to fly one prop, I’m fit to run multiple engines.

What am I missing? Start making sense, for crying out loud.

The 3rd class medical requirement for private pilots flying “not-for-hire” (and FAA’s historical disposition to-wards meaningful dialog) is a violation of individual’s rights, civil liberties and constitutes unfair, unconstitutional and (presumably) un-American governmental abuse of power.

There is no room for this kind of sense-less compromise at a time when we have an extremely rare opportunity to assert what is right — PERIOD.

After years of waiting for this moment, I am disgusted at EAA’s and AOPA’s lack of backbone in standing up for my rights as an American aviator!

I know the license is deemed a privi-lege, but we have — and must vigorously defend — guaranteed rights as individu-als, even in that context.

We have truth and now a documented track record behind us.

We must not take “no” for an answer! Insist on what is right, rather than expedi-ent.

EAA and AOPA: If you want to claim to represent aviator’s rights, start acting like it.

BERND SCHRODERvia email

Have something to say? Send comments to [email protected] or fax 858-712-1960. Include your full name, address and telephone number (for verification purposed only). Please limit comments to 250 words or less.

What’s wrong with user fees?

Guest editorial Kent Misegades

“I recommend a sharp turn to starboard

and push to privatize as much of our

aviation infrastructure as possible.”


It’s been more than a year since one of the most attention getting moments in the history of aviation and law enforce-ment took place. John and Martha King famously ended up in handcuffs and were stuffed into the back of police cars for the devious criminal exploit of landing a privately owned airplane at a public use airport.

It all turned out to be a paperwork prob-lem that was entirely beyond the control of the Kings — yet there they were being held at gunpoint as if this cheerful, com-pliant, nationally known couple were as threateningly dangerous as Bonnie Parker and Clyde Barrow in their prime.

The capture of the Kings was entertain-ment for some, it was serious business to others. Often, an individual’s reaction to the situation depended on which side of the blue line of law enforcement they stood on. Because of that unfortunate re-ality, I think it’s worth revisiting that inci-dent, and the core causes of it in the hopes that we can prevent such a thing from happening again in the future.

Police have a unique perspective that can be difficult to understand for those of us who are not involved in their line of work. They have that in common with pi-lots, frankly. We’re both minority groups when compared to the larger community, we both take our work very seriously, and we both have to deal with the reality that people who view what we do from the outside often don’t understand what we’re doing at any given moment, or why we do it.

The overzealous use of intimidation and potential force is no joke. When armed law enforcement officers draw their weap-ons and point them in your direction, bad things can happen. Even if the bad thing is a mistake, it can’t be taken back. There are no do-overs when you shoot someone, whether it’s intentional or not. To say the police over-reacted when dealing with the Kings would be a gross understatement. But to say they did it maliciously would be to misunderstand the situation.

Pilots are trained to be on guard for mistakes we can make ourselves, because those mistakes can result in a potential-ly life-threatening accident. Police are trained to be on guard for aggressive be-havior from others because those encoun-ters may escalate, resulting in the injury or death of themselves, or others.

Basically, the unfortunate incident that saw the Kings being surrounded and cor-ralled by the law came about due to two industries, aviation and law enforcement, that don’t communicate very well.

We can fix that. More accurately stated: You can fix that. Yep, I’m talking to you. This is your issue as much as it’s mine, or John and Martha’s. I’m using the word

“we” in the literal sense. We can fix this!John and Martha displayed tremendous

grace and restraint in the aftermath of their very public experience with law en-forcement. I respected them before their short-term incarceration, but I respect them even more for the way they handled themselves afterward. They didn’t scream and yell and wave their arms. They didn’t sue. They did the most noble and selfless thing they could — they turned a near tragedy into a teachable moment that both sides can benefit from.

Any one of us can do that same thing, if we choose to.

I got together with my city manager and police chief after the original incident happened to discuss how we might avoid similar occurrences here in our town. To be honest there wasn’t much interest. To the bulk of the population it appeared to be an isolated incident that would be un-likely to see a repeat performance. Cer-tainly it was unlikely the same sort of is-sue would pop up here in Winter Haven, Fla. So the issue lay dormant for many months. What’s the rush, right?

Unlike the Kings, I haven’t yet felt the embrace of steel on my wrists or been tossed in the back of a paddy wagon. I am a dangerous desperado, however. So are you. Because we are aviation enthusiasts who dare to pass through the chain link and barbed wire fences that surround our airports. We saunter onto the ramp and move freely among the aircraft tied down there. We fly.

To many of our neighbors that’s unset-tling activity. In fact many of the law en-forcement professionals in our communi-ties share the concern of our non-aviation enthusiast neighbors – not because they’re paranoid, or evil, or have a deeply hidden desire to control every aspect of our lives. The problem is much more basic than that. They’re worried about our airport activi-ties and access because they simply don’t understand the airport. They don’t know how it works, they don’t know the dif-ference between a normal operation and truly suspicious activity, and they don’t know how to tell the good guys from the bad guys.

We can fix that. Actually, we can fix that fairly easily.

On Monday this week I was once again in a meeting with my city manager and our police chief. Using a large aerial pho-to of our airport as a guide, we engaged in a conversation about where the access

points to the airport are, who was allowed to pass through those access points, and what constituted normal areas of aircraft movement, pedestrian movement, and ve-hicular traffic.

That’s just a formal way of saying that we talked about who can go to the airport, how they get onto the grounds, and how they should behave when they’re there. It’s a start. This is a teaching opportu-nity. And the more we know about each other, the less likely we are to have trust issues, misunderstandings, or unnecessar-ily drawn weapons.

I offered myself up as an educational provider to the chief and his troops. I told him that I would be happy to get together with our airport director to gain access to the field so that we can teach the police force how the airport works, and how they can work more effectively with the people they find at a general aviation airport.

You can do the same thing in your town, I assure you. There’s nothing special about me that allows me to interact with people at all levels of city government.

Imagine you’re a police officer who takes his or her job seriously. You’re the kind of cop who tries to make the commu-nity safer for its residents. Then one day you get a dispatch call that someone at the airport is acting suspiciously, so you mo-tor on out to the field and follow up.

All you know is that a white middle aged male is near the airport fence, acting suspiciously. And so you try to fulfill your duty as a cop to secure the airport, protect the community, and prevent any criminal activity from taking place.

That’s a tough situation to be in if you’re a good cop who has no idea how a general aviation airport works. Is it legal for an airplane watcher to be taking pho-tos of airplanes through the fence? Some might consider that suspicious activity. Others would consider it an enjoyable hobby. It could be seen as a peaceful in-dividual standing on public property do-

ing something that is legal in all 50 states. Then again, it could be seen as a precursor to a violent act.

Perspective is everything at the airport — especially when you’re not entirely sure what you’re dealing with.

As the cop gazes through the fence, he or she may see multiple people walking across the ramp, approaching airplanes, climbing on them and under them, open-ing hatches, removing covers, climbing inside, draining fluids — all of which are normal activities for those of us who fly — and all of which are suspicious to someone who has no familiarity with air-craft or pilots.

Let’s dedicate ourselves to meeting law enforcement half way. I’m going to en-courage you — nay, challenge you — to approach your police chief, your airport manager, or your local civic leadership to offer a solution to the problem before it truly becomes a problem. Why not invite the police and firefighters out to the airport in groups to experience the facility in per-son? What could be the harm in designat-ing the entry points to the airport clearly and specifically so that everyone involved knows where pedestrians and traffic can enter and leave the field? Why not make sure the folks we need most in an emer-gency get to know our faces and names so that we’re not all getting acquainted for the first time in the midst of an unfolding crisis situation?

We can do this. It will require some ef-fort, but virtually no expense. And it will be worth your effort, because our com-munities, both aviation and non-aviation, will be well served by the relationships we establish by embarking on this mission.

We don’t have to be viewed as despera-does on the loose. All we have to do is start a conversation, and keep it up. What could be easier and more worthwhile than that?

Dillinger…out.

Jamie Beckett is a CFI and A&P mechanic who stepped into the po-litical arena in an effort to promote and protect GA at his local airport. He is also a founding partner and regular contributor to FlightMon-keys.com. You can reach him at

[email protected].

Desperadoes on the loose

Politics for PilotsJamie Beckett

SAFE appoints first executive director

“When armed law enforcement officers draw their weapons and point them in your

direction, bad things can happen.”

The Board of Directors of the Society of Aviation and Flight Educators (SAFE) recently appointed Doug Stewart as the organization’s first executive director.

According to one board member, Stewart “was a logical choice to become our first executive director. He had ably chaired the board since our founding in 2009, and he has the credentials, admin-istrative experience, and industry contacts necessary to successfully fulfill the job requirements.”

The SAFE board also decided that Vice-Chair Mark Adams will serve as SAFE’s Chair while the Vice-Chair seat will remain unfilled until the next election

of officers scheduled in July 2012. The board’s focus between now and the July election will be on strategic planning and organizational development, including a review of current strengths and needs, operational procedures, fundraising strat-egies, member recruitment, public rela-tions, and short- and long-term organiza-tional objectives.

SAFE represents nearly 700 aviation educators in 49 states and nine foreign countries. The organization offers a men-toring program as well as a CFI Liability Insurance program, and is leading the Pi-lot Training Reform Initiative.

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Q My brother Lee and I have my Dad’s PA-20 and, while stored indoors,

it hasn’t flown since 1964 or so, but I’m thinking (perhaps foolishly) about putting it back together. I’m thinking the old O-290-D-2 (while in excellent shape and only 200 TT, but 7/16ths valves) will have to go. An O-320 is approved in the Wag Aero and Copper River STCs for the PA-20 (so is a 160 by another company). I don’t know why the O-320 works out so well in the Pacers, it’s only another 15 hp.

The big question is that I have found several narrow deck O-320s for sale and wondered if that engine is any more or less worthwhile than the wide deck ver-sion. There’s lots of rumors, but no facts.

AL ROBINSONvia email

A Al, it looks to me like you’ve got a real gem in the rough and I’d like to

encourage you and your brother to turn the flame up on getting your Dad’s PA-20 out of storage and getting to work on its restoration.

As far as the engine, I guess it all de-pends how much money you want to spend and how quickly you want to get your Dad’s plane flying again. That being said, if the O-290-D2 only has a total time of 200 hours, I think that may still be a viable choice. However, if it were mine, I’d probably do a little investigation work first before firing it up and flying off.

I would suggest that you review the contents of a couple of Lycoming Ser-vice Instructions. The first is Lycoming Service Instruction 1070Q dated July 16, 2010, which covers “Specified Fuels.” This information should be read and di-gested and then read Lycoming Service Letter L185B, which discusses “The Use of Higher Octane Aviation Fuels” in en-gines rated for 80/87 octane fuel. You may gain enough knowledge to assure you that operating the engine in its cur-rent configuration is OK, and other than the guidelines and inspections called for in those publications, all is well as is.

You may prefer to go a different direc-tion and comply with Lycoming Service

Instruction 1246A, which covers the “En-gine Conversion For Use of 100/130 or 100LL Fuel.” This may be cost prohibitive for you at this point, but it is something to consider. Complying with this publication will eliminate the inspections called for in Service Instruction 1070Q.

Before jumping into a conversion, you may want to run the numbers on the up-grade to an O-320 engine, as you men-tioned. There is nothing wrong with an older model that uses narrow deck cylin-ders. Should you ever encounter a prob-lem, Lycoming continues to supply new narrow deck cylinders. It does not supply narrow deck crankcases any longer, so if your crankcase should develop a crack that required it to be replaced, you would have to locate a used serviceable case from a source other than Lycoming. There is no doubt that the number of these cases will decline as the years pass, so that in itself may be a good reason to consider spending a little more money now and go-ing with a newer wide deck engine.

The front main bearings are the same whether it’s a narrow deck or wide deck. The front main bearing is only different on the O-320-E2D and subsequent mod-els. Remember, if you should find a 320 series, it must be a “conical mount” and not a “dynafocal” type mount.

Getting back to “if it were mine:” I’d probably do a bulk strip of the engine by removing all of the cylinders and giving them a thorough detailed inspection. I’d look for any signs of corrosion, check-ing the dimensions of all the components.

I also would do a good inspection of the cam and tappet area using a light and an inspection mirror and be on the lookout for any signs of corrosion. If no corro-sion is seen, I’d say you’re in pretty good shape and would consider putting the en-gine back together.

As good shop practice would dictate, the cylinder barrels should be honed and new piston rings installed. Some people might ask why hone the cylinders and install new rings with only 200 hours on the engine? The reason is that once you disturb the marriage between the cylinder wall and the rings once they’ve seated, you cannot assume you’ll have the same compatibility. The risk is you may end up with a high oil consumption problem. If that happens, the only cure is to remove the cylinders and hone them and install new rings, so why take that chance? If you do it right the first time it will prove to be a money saver for you compared to do-ing it over because you thought you could save some money the first time through.

If you decide to pursue an STC, I sug-gest you talk with the STC holder or someone who has completed the conver-sion to get all of the facts. There is no doubt that an additional 15 horsepower would improve aircraft performance, but the question remains: Do you really need it when you balance the improvement in performance for how you’ll use the air-craft versus the cost? Remember, you have to pay for horsepower.

Al, I hope I’ve helped dispel some of the rumors and offered you a few facts. I wish you well with your project. I will say one more thing: Whatever you decide, please get your Dad’s plane back flying again because I know it will mean so much to you and your brother.

Engines expert Paul McBride re-tired after 40 years with Lycoming. Send your questions to AskPaul@

GeneralAviationNews.com.

Tips to get Dad’s Pacer flying again

Ask PaulPaul McBride

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The deadline is looming for grant pro-posals to the Wolf Aviation Fund, which provides grants to individuals and orga-nizations doing “great work” in general aviation.

To date 307 projects or programs have received awards, with applicants receiv-ing the funding and recognition that is so vital for folks working on new ideas, ac-cording to fund officials.

Applications must meet certain cri-teria and fit into the fund’s seven major program areas, which are: Developing Public Policy and Airports; Networking and Mutual Support; Development and Alternative Resources; Communications, Media, and Community Relations; Gen-eral Aviation Technology, Safety, and Noise; Improving Public Understanding and Perception; and Aviation and Space Education.

Illustrating the wide variety of success-ful grant applicants, several of the 2010 projects include:

Talkeetna Build A Plane, a program • offering high risk Alaskan youth a three-dimensional entry into avia-tion by rebuilding wrecked aircraft;A two-day national conference orga-• nized by Doug Stewart and the Soci-ety of Aviation and Flight Educators (SAFE), focusing on the changes needed in pilot training doctrine, standards, and curricula;The Neuse Basin Boy Scouts Avia-• tion Merit Badge Camporee, a first time major jamboree involving more than 300 scouts and their adult leaders providing intensive training for aviation merit badges;Teachers Day at AirVenture 2011, • organized by Lyn Freeman and

Build a Plane, designed to educate teachers how to use aviation in the classroom to motivate students in Science, Technology, Engineering, and Math (STEM) subjects;Gregory Lawrence’s “You Can Fly” • presentation for schools for the Deaf, DeafNation Expos, and Fly-Ins, showing that general aviation is open and available to almost ev-eryone;Centennial Celebration of the 1911 • Wright Glider organized by the First Flight Foundation to observe and celebrate the record-setting soaring flight of Orville Wright, flying for 9 minutes and 45 seconds on Oct. 24, 1911;Aerospace Adventures Summer • Youth Program, the startup of a new summer youth aviation camp for middle and high school students, featuring a college level campus and the facilities at the Aviation Center of Excellence, Florida State College at Jacksonville, and the participation of prior grant recipient Youth Avia-tion Adventure;An online safety course for volun-• teer pilots and their organizations produced by the Aircraft Owners and Pilots Association (AOPA) Foundation’s Air Safety Institute;“Ballooning As A Gateway To Gen-•

eral Aviation” Dede and Kenneth Anderson’s new program involv-ing hot air balloon demonstrations, rides, and associated educational activities;Jen Sachs’ documentary on Sophie • Blanchard, a pioneering French woman gas balloonist; and Huntington Airport Terminal Build-• ing, a project to kick off refurbishing an unused historic facility and using it as a center for aviation activities, a focal point for community airport awareness and pilot education, and aviation gateway to the local econ-omy.

Proposals often received partial sup-

port, because by providing partial fund-ing as challenge grants the recipients then may use the honor and recognition of a Wolf Aviation Fund grant to approach others and seek additional funding, fund officials explained.

The Wolf Aviation Fund is a non-prof-it foundation created thanks to Alfred “Abby” and Constance “Connie” Wolf, who left their estate for the purpose. Connie was a world record-setting gas balloonist and Abby was a prominent Philadelphia attorney and one of the five founders of the Aircraft Owners and Pi-lots Association.

Wolf-Aviation.org

Deadline looms for Wolf Aviation grants

Participants in the Talkeetna Build A Plane program showing off their “Real Kids Building Real Airplanes” T-shirts. The program won a grant last year.

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The Pacific Aviation Museum Pearl Harbor has opened its American Volun-teer Group/“The Flying Tigers” Exhibit in honor of the pilots and support personnel who protected the China skies. The per-manent exhibit is housed in the museum’s Hangar 79.

A Curtiss P-40 Warhawk Flying Tiger, which was one of the most popular and successful American aircraft of World War II, joined the aircraft collection at Pacific Aviation Museum Pearl Harbor in July 2010 and is the centerpiece of the new exhibit. The aircraft is valued at $1.5 million and is on loan to the museum from FedEx.

Prior to the United States involvement in World War II, a group of volunteers was formed to train and equip the Republic of China Air Force with fighter aircraft. They soon became the only aerial support for a country under attack. Parallel to the effort was a group of air transport pilots

who “flew the Hump” carrying war mate-rial, food, and other supplies.

According to Executive Director Ken-neth DeHoff, “The P-40 displayed in our new Flying Tigers exhibit is depicted as number 67, flown by pilot Robert Prescott. On the tail horizontal stabilizer are the names of some of the American pilots and crew who supported the 90 P-40 aircraft received in China to fight.”

Artifacts to be included in display cases around the exhibit include uniforms and patches that were worn by both American and Chinese members of the three fighter squadrons and the transport group, tools and gear carried by the crews, and origi-nal photographs of the aircraft, people and airfields.

Manufactured by the Curtiss-Wright Corporation, the “67” on the side of the plane represents the original number that crashed early in the fighting. A red illus-tration on the front fuselage represents the

Third Pursuit Squadron, “Hells Angels.” An insignia on the wings represents the

Chinese Air Force.PacificAviationMuseum.org

Flying Tigers exhibit opens

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By DAN JOHNSON

A wide range of people recently sat in a room used all day by the ASTM Commit-tee that develops the Light-Sport Aircraft certificate standards. Apparently sitting in a room all day — while the sun shone brightly and the flying would have been

great — was not enough punishment for this hard-working crowd. Indeed, nearly 30 people willingly stayed into the eve-ning. What drove such dedication? Elec-tric-powered aircraft.

The G-30 assembled to work at form-ing the Electric Aircraft Development Alliance (EADA), a new industry orga-nization specifically aimed at electric-powered aircraft. Representatives came from Sikorsky, Yuneec, Pipistrel, Sonex, Alternair, Electra One, Cessna, Bye Aero-space, Lockwood Aircraft, Embry Riddle, FAA, EASA, LAMA, and others. LEAP, the Lindbergh organization, lent energy to

help assemble the group and, indeed, drew a number of people who had not traveled to Florida for the ASTM meeting.

Passion was on display as individuals spoke strongly about the need for an in-dustry organization and how to bring it to reality. The brain trust in the meeting saw many potential applications for elec-tric power from leisure aviation to mili-tary (for duties such as surveillance) to air transport.

Yet for now, the focus is on Light-Sport Aircraft and true Part 103 ultralights, the latter being viable electric aircraft today. Yes, you can go out and buy and fly a pure

electric Part 103 ultralight now from Elec-tra Flyer. Does it seem too far out to you, especially those who will not consider an ultralight?

Perhaps, but celebrated developer Calin Gologan grasps the charm and appeal of Part 103 and stated that he plans to bring a legal Part 103 Electra One — with bat-teries counted in the tight 254-pound limit and meeting Part 103’s speed and other parameters — to market possibly by May 2012. I quizzed him to be sure he meant total empty weight of 254 pounds in-cludes the battery. He did, noting this will deliver a 20-minute flight under power. However, with a great glide (30:1) and with solar collectors to recharge the bat-teries, 20 minutes of power could yield hours of flying.

Now this aircraft will be a more ex-pensive choice (beyond $100,000) but it is different than most Part 103 aircraft as it has a full fuselage and enclosure, plus composite structure. Even a small number of buyers would allow Gologan to collect data valuable to further prove the electric concept to regulators and others.

Gologan observed that while battery de-velopment continues, airframe and motor investigations should continue. Assuming batteries evolve that store plenty of power and charge quickly, it would be a shame if the aircraft or regulation development fell behind, he noted.

Part 103 aircraft require no pilot license, no medical, and no N-numbers. Aircraft can be sold ready to fly. A few buyers in-trigued by electric flight could choose the Part 103 Electra One and enjoy high-tech electric-powered flying in a “real” aircraft in the very near term. Those early adopt-ers would be contributing to the develop-ment of electric airplanes.

For more on Sport Pilot and LSAs, see Dan’s Splog (Sport

Pilot Blog) column on page 39 or go to ByDanJohnson.com

Electric Aircraft Development Alliance formed

Together we can

Craig L. FullerAOPA President and CEO

*For more information on the Aircraft Owners and Pilots Association and the issues that affect your flying go to www.aopa.org today.

I have been flying general aviation aircraft for more than 40 years. I suppose it goes without saying that I got started because I loved aviation. But I also saw the practical uses of GA for transportation.

Throughout my career, I’ve had plenty of reasons to travel for work. I haven’t always had the option of flying for myself, but whenever I have had the opportunity, I’ve seized it.

So from the earliest days of my flying career, the majority of my flight hours have been spent trying to get from point A to point B. Over the years I’ve owned or flown a variety of Cessnas, Bonanzas, and other aircraft—mostly for business transportation.

When you need to move from place to place, there’s no more enjoyable way to do it than GA. But what about flying just for fun? I’ve sometimes had trouble squeezing in a $100 hamburger or personal travel between the demands of business trips.

Well, for the first time in my four-plus decades of flying, I am making flying for fun a priority. Earlier this year I purchased a good-as-new 1998 Aviat Husky. Learning to fly a tailwheel has been an enjoyable challenge, and the Husky is the perfect vehicle for visiting all kinds of new airports and back-country airstrips in remote and beautiful locations. And that’s just what I’ve been doing.

I recently tagged along on a magazine photo shoot, taking my Husky to New England while AOPA Pilot magazine’s Dave Hirschman flew the Tougher Than a Tornado Sweepstakes Husky. The weather was perfect, the leaves were colorful, and the flying was some of the most relaxing and enjoyable I’ve done in years.

If the weather in your part of the country permits, I hope you’ll take some time out of this busy holiday season to go fly just for fun. You can bet I will.

Experiencing the Fun of Flying


By BEN SCLAIR

“The Nation’s Hangar: Aircraft Trea-sures of the Smithsonian” peers into the aircraft collection that is the National Air and Space Museum’s Steven F. Udvar-Hazy Center. The book packs more than 225 full-color and 75 black and white photos in its 254 pages. Author F. Robert Van Der Linden offers much detail be-yond the pictures.

The book begins with background on the Udvar-Hazy Center, which opened in 2003. Much of the work since open-ing has been focused on the $55 million Phase Two, now complete, which allows for an on-airport, state-of-the-art restora-tion facility. Phase Two replaces the 23 buildings used by NASM at the Paul E. Garber Preservation, Restoration, and Storage Facility, which is named for the museum’s first curator.

Tremendous photography and detail accompanies chapters on “Restoration and Conservation,” “The Early Years of Flight,” “The Golden Age of Flight,” “The Second World War,” “Air Warfare

in the Pacific,” all before a chapter titled, “Civil Aviation in the Postwar Years.”

This chapter, with photos that include an Ercoupe over Washington D.C. (try that today), Bob Hoover’s Shrike Com-mander, and the Cessna 180 “Spirit of Columbus” feels like walking down the ramp at your local airport in the 1950s and 1960s. The planes appear familiar (most of them anyway) and approachable, and the accompanying details complete the story behind the pictures.

A two-page photo spread includes four pictures of a Fulton Airphibian, a plane I’ve never seen before. In 1950, it re-ceived “the first approved type certificate for a flying car.” What a beauty.

The book concludes with a chapter ti-tled, “Postwar Military Aviation and Ver-tical Flight.”

There is something for everyone in this book. Priced at $29.95, it would be a great additional to any library.

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The Experimental Aircraft Associa-tion’s upcoming aviation orientation pro-gram for adults, which is scheduled to launch in spring 2012, now has an official name: EAA Eagle Flights.

The program, which is based on the successful EAA Young Eagles flights for youth, will focus on one-to-one flight ex-periences and pathways that help adults discover more about flying and eventual pilot certification.

“As we reviewed names for the pro-gram, it became evident that EAA should properly build on the success and legacy created by the Young Eagles efforts over the past two decades,” said Rod Hightow-er, EAA president and CEO. “The EAA Eagle Flights name evokes a strong con-nection to that mission of creating the next generation of aviators, yet stands alone as a unique program for adults to become engaged in aviation through participating in ways that relate best to them.”

As with the 1.6 million youth flown through the Young Eagles program since 1992, EAA Eagle Flights will supply ori-entation flights free of charge by volunteer EAA-member pilots. Registration mate-rial, structure, and additional insurance coverage will be provided through EAA. Eagle Flights participants can be flown either in single flights or as part of larger rallies typically hosted by EAA chapters.

EAA first announced that it would cre-ate a flight introduction program for adults during EAA AirVenture 2011. The Eagle Flights program is part of EAA’s effort to reduce barriers to entering aviation and encouraging participation, officials said.

EAA.org

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R & M Steel Co.


By BILL WALKER

I received an iPad for Christmas last year and put it to use straightaway in my Skyhawk.

Not knowing which aviation applica-tion to use, I tried several. I purchased ForeFlight, Flight Guide and Pilot My-Cast by Garmin, and did a 30-day trial of WingX Pro from Hilton Software. Now, nearly a year on, I use ForeFlight most of-ten with My-Cast a close second.

With these apps I can plan a flight, re-view the weather anytime, fly the plan or change it on the move using an easily readable and seamless electronic sectional — and take advantage of the cheapest fuel stops enroute. In deteriorating conditions I can use the approach plates with georef-erencing of my position as a backup to the IFR-certified GPS in my plane.

I bought a mount from Ram and the iPad sits on the yoke without covering any instruments. To connect with the In-ternet, I use Verizon’s Hotspot, a pocket-sized device that costs about $40 a month. The Internet connection even allows me to check email, file an order with Sporty’s or Aircraft Spruce, or read the best of General Aviation News online — all these on the ground, of course.

Once underway from MAO, my home base at Marion, S.C., I rarely fly above 5,500 feet and my cross countries seldom exceed 350 miles. I have had no problems

receiving information in flight. But the connection can be lost, just like with cell phones.

ForeFlight works problem-free with my iPad’s built-in GPS. My-Cast also pairs nicely with it. Flight Guide recommended its add-on GPS receiver (now $299) and I bought it. It works fine as well.

The apps show your plane’s location on the maps and approach plates. Pilot My-Cast superimposes weather on the sec-tional while ForeFlight requires a change to another page.

The iPad viewing screen is bright, clear and easily expands to show increased de-

tail. I set maximum lighting intensity and use a cigarette lighter charger plug to save the iPad battery. Even the brightest set-ting can be washed out by direct, brilliant sunlight, but I can count on one hand the number of times screen fadeout has been an issue. Also, a dark shirt offers less re-flection on the screen in all conditions.

In hot weather keep the iPad out of di-rect sunlight or it will overheat and shut down until cool. Mine has never over-heated while mounted on the yoke with the plane in motion. My iPad has never been exposed to temperatures lower than freezing in the cockpit, so I have had no experience with shutdowns because of extreme cold.

The most important decisions I made this past year using the iPad were the ones not to launch. At least half a dozen times, after a look at weather on the iPad while sitting in the plane, I chose to fly another day.

On the days I decided to fly, the iPad was more than helpful. Once, on a 112-mile flight to Burlington, N.C., the early morning report at BUY showed light winds and good visibility. But underway a few hours later a nasty crosswind and lowering ceiling showed up on the latest METAR. The information didn’t improve conditions, but I was prepared for arrival long before I listened to the Burlington ASOS.

One Saturday I craved a barbecue sand-wich from my favorite airport restaurant, Stanton’s near Bennettsville, S.C., 29 miles away. I got a late start and didn’t land on Stanton’s quirky, inclined, dog-leg grass strip until after one.

When I walked back outside in mid-afternoon there were Cb buildups in three quadrants. The iPad radar painted an ominous red and yellow squall line to the northwest with the opening back to Mar-ion dotted with patches of rain. I got off the ground almost immediately and flew a zigzag course home, dodging scattered circles of heavy rain that were easy to see out the window and also on the Pilot My-Cast screen. I landed in a calm drizzle at Marion and three hours later the storm ar-

rived, packing a wallop that would have overwhelmed my aircraft.

I bought a farm this past summer and that involved the iPad in an unusual flight. The farm has a pasture ideal for an air-strip. After working each day to clear the weeds, I flew down to the farm in late evening to relax and to see what the ap-proaches would be like. On each 10-mile trip, with the sun already below the hori-zon, I would set up for a landing and fly the planned runway at about 100 feet.

One evening darkness caught up with me on the return. No reason for alarm, I knew. This was my home territory and I’d catch the MAO beacon in a moment. Only there was no beacon. And no run-way lights.

I found out later a construction team at the airport shut down all exterior electri-cals when they quit work. That left only blackness beyond the cow pastures where the airport should have been illuminated. I could have easily diverted to a lighted field. But what if I had been a stranger to the area, low on fuel and desperate to land?

On that evening, I called up the Fore-Flight Runway 4 GPS approach plate with two finger taps. The miniature airplane on the screen pinpointed my position and I rolled left to intercept the initial approach fix, then turned again moments later di-rectly for Fokav, the final fix. A few min-utes later the fuzzy outlines of the runway stripes emerged from the darkness. This would also have been an ideal situation to use WingX Pro7’s new synthetic vision add-on, which I don’t yet have.

I include the iPad in my refresher train-ing to stay IFR current, using it as a back-up to the older Garmin 300XL GPS in my aircraft. Seeing your exact position on the iPad approach plate is superb for situ-ational awareness under the hood while shooting GPS or VOR approaches.

In the final analysis, the iPad, like my handheld transceiver and portable GPS, is a safety backup. I could do without it, but

Lessons learned during my iPad year

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iPad Year | See Page 17

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WASHINGTON, D.C. — On his 77th birthday, U.S. Sen. Jim Inhofe’s (R-Okla.) Pilot’s Bill of Rights (S.1335) reached a milestone in the U.S. Senate, gaining its 60th co-sponsor.

The number means the measure has reached a filibuster-proof majority of U.S. senators, and can pass the Senate, accord-ing to Inhofe.

Inhofe is a member of the Senate Gen-eral Aviation Caucus and a CFI with more than 10,000 flight hours.

“This is quite a birthday present,” said Inhofe. “The support this bill has received, including a majority of the members of the Senate Commerce Committee, is in-dicative of the common sense approach to correcting problems faced by general aviation pilots. We are seeking to give pi-lots access to evidence that is being used against them while ending the guilty-until-proven-innocent approach that the FAA has taken, improve the Notice To Airmen (NOTAM) system, and correct problems with the pilot medical certifica-tion process. I look forward to this being taken up and passed in the Senate in the near future.”

The bill would:Require that in an FAA enforcement • action against a pilot, the FAA must grant the pilot all relevant evidence 30 days prior to a decision to proceed with an enforcement action. This is currently not done and often leaves the pilot grossly uninformed of his violation and recourse, Inhofe said.Clarifies statutory deference as it re-• lates to National Transportation Safe-ty Board (NTSB) reviews of FAA actions. Too often the NTSB rubber stamps a decision of the FAA, giving wide latitude to the FAA and making

the appeals process meaningless, In-hofe said.Allows for federal district court re-• view of appeals from the FAA, at the election of the appellant.Requires the FAA undertake a Notice • to Airmen (NOTAM) Improvement Program, requiring simplification and archival of NOTAMs in a cen-tral location. The process by which NOTAMs are provided by the FAA has long needed revision, the senator noted. This will ensure that the most relevant information reaches the pi-lot. Currently, FAA makes pilots re-sponsible for knowledge of pre-flight conditions. Non-profit general avia-tion groups will make up an advisory panel.Makes flight service station commu-• nications available to all pilots. Cur-

rently, the FAA contracts with Lock-heed Martin to run its flight service stations. If a request is made for flight service station briefings or other flight service information under the Free-dom of Information Act (FOIA), it is denied because Lockheed Martin is not the government, per se. However, they are performing an inherently governmental function and this infor-mation should be available to pilots who need it to defend themselves in an enforcement proceeding, he said.

The bill also requires a review of the FAA’s medical certification process and forms, to provide greater clarity in the questions and reduce the instances of misinterpretation that have, in the past, led to allegations of intentional falsifica-tion against pilots.

Inhofe.Senate.gov

Pilots Bill of Rights hits milestone

that would take my flying back to a less informed, less safe arrangement. Obvi-ously, I will not go back. But I might go forward soon to the even faster iPad2.

Costs: An iPad2 ranges from approxi-mately $550 to $700. ForeFlight offers a VFR plan for $74.99 yearly and Fore-Flight Pro with additional instrument pro-cedures and diagrams is $149.99 yearly. Pilot My-Cast basic is $99 per year and the full package is $180. Flight Guide be-gins at $99 yearly and the IFR standard plan is $129, the IFR Plus Data Plan is $199. Flight Guide has also partnered with Zaon to offer traffic alerts directly on the sectional. Wing X Pro7 is $99 yearly and the Synthetic vision add-on is $99. Add $75 for georeferencing of your aircraft on the charts and another $30 for fuel prices.

Apple.com, ForeFlight.com, Garmin.com, FlightGuide.com,

HiltonSoftware.com

iPad Year | From Page 16

“Rule one: No matter what else happens, fly the airplane.”

— Aviation cliche


By JANICE WOOD

Just a few months ago, John “Lites” Leenhouts was thinking about retirement.

“My life was set,” the 27-year Navy veteran said. “I was going to retire after 10 years at Northrup-Grumman and we knew exactly what we were going to do.”

He and his wife Nancy had built a good life in Jacksonville, Florida, during the decade at Northrup-Grumman. They had two homes, one on an airpark designated an “aviation haven” filled to the rafters with thousands upon thousands of avia-tion memorabilia Lites has been collect-ing since his teens. He’d fly his Stearman or Waco and dream of building a Van’s RV so he could get into mock dog-fights with his airpark neighbors.

But that all changed when he opened an email from a friend telling him about an opening at Sun ’n Fun for the top spot, created when long-time president John Burton became president of the Florida Air Museum, which is on the Sun ’n Fun campus on Lakeland-Linder Regional Airport (LAL) in Florida.

“My friend said ‘this has your name all over it,’” Lites recalled.

He agreed and immediately fired off an email expressing interest in the job, along with his resume. Lites was one of 180 people to apply for the position.

He survived several rounds of cuts, but thought he had blown it when they asked him to interview and he said he couldn’t make it on the designated day because he was in Los Angeles on business. To his surprise, they pushed the interview up two days.

Lites, who has volunteered at Sun ’n Fun for years, camping under the wing with Nancy, remembers driving from Jackson-ville to Lakeland for the interview. “I told my wife ‘don’t get too excited, I so don’t have this,’” he remembers, adding with a laugh, “I thought maybe we’d get two VIP tickets for the next show out of this.”

He admits he “just about passed out” when they called to offer him the job. He becomes only the third person to hold this position, following Burton’s 12-year ten-ure, who was preceded by one of Sun ’n Fun’s founders, Billy Henderson.

“Sun ’n Fun represents what my life is all about,” Lites said. “This is a calling — preaching at the Church of the High Speed Pass.

“I became enamored by what Sun ’n Fun means to the aviation world and the avid enthusiasts of all aviation,” he con-tinued. “We have everything from home-builts to classics to warbirds, but what I think makes Sun ’n Fun special is we have all that in a relaxed, enjoyable envi-ronment. The fun factor here is the high-est of any air show.”

Taking the top spot at the nation’s sec-ond largest air show, topped only by Air-Venture in Oshkosh, is a long way from where Lites began.

Born in Bryan, Texas, he admits he was a kid on his way to trouble when he decided to hitchhike to an air show at Cars well Air Force Base just outside Fort Worth. As he walked around the show, he

was surprised that the pilots would actu-ally take the time to talk to a kid. “Then a light bulb came on and I realized there is a future in aviation,” he said.

After graduating in 1973 from Okla-homa State University with a degree in Aerospace Engineering, he joined the Na-vy’s Aviation Reserve Officer Candidate Program. He did his initial flight training at NAS Kingsville in Texas. During his first tour he completed three deployments aboard aircraft carriers, flying the A-7 Corsair. One of his duties was Landing Signal Officer, which gave him the perk of training in another aircraft. He chose the F-14 Tomcat, and recalls writing out a syllabus for his training on a Sunday af-ternoon. “One week later I was qualified to fly the Tomcat,” he said.

For the last 10 years of his 27-year ca-reer in the Navy he flew the F/A-18. But he also took every chance he could to fly

all the other planes in the Navy fleet. “I would go to different squadrons and ask if I could fly with them,” he said.

The list of what he’s flown while log-ging more than 10,000 hours is extensive: A-7, F-14, F/A-18A-F, A-6, E-2, C-1, C-2, S-3, P-3, SH-3, SH-60, T-33, T-28, F-16, and F-5, Cessna 150, 152, 170, 172, 182, Piper 140, 160, 180, Beech T-34 B&C, B-17, B-24, B-25, B-26, B-29, PT-13, PT-17, BT-13, AT-6, SNJ, P-51, AD-5 and TBM.

During Operation Desert Storm, he ac-cumulated more than 100 combat hours in 24 missions, leading strikes into Iraq and Kuwait. He still holds the distinction of performing more landings (or “traps”) on an aircraft carrier than any other naval aviator, with 1,645 arrested landings.

During his Navy years, Lites indulged his love for all things aviation by volun-teering at Sun ’n Fun.

Lites takes the reins at Sun ’n Fun

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“He has been a regular and active par-ticipant at virtually every Sun ’n Fun Fly-In over the past 30 years,” said Bill Eickhoff, Sun ’n Fun chairman. “The only events John has missed are when he was away from the United States on active duty with the Navy.”

That volunteer background has helped in the transition, but Lites concedes, “to say it’s been hectic is an understatement. It’s been a whirlwind. I missed last year’s tornado, but I feel like I’ve been in one for the past three months with things coming at me fast and furious.”

Of course one of the things he’s had to deal with as he learns his new job is hand-ling the fall-out from last year’s tornado, which struck Thursday, March 31, dam-aging airplanes, tents and buildings, but luckily causing only minor injuries.

Sun ’n Fun officials have received some flack from people who say they weren’t warned about the tornado. Lites is work-ing with other fly-in officials to create a process on how to get the word out to ev-erybody — from exhibitors to campers — that danger is imminent. They’re consid-ering loudspeakers in the exhibit hangars, which would only be used in emergencies. Of course, that won’t reach the campers or the folks out in Paradise City.

“We had considered a siren, but the general public may not know what that means,” he said. “The last thing we want to do is create panic. What we want to do is disseminate controlled knowledge of impending danger. We’re anxious to en-sure that we are never caught by surprise again.”

With that said, Lites echoes many of the comments from last year about how quickly Sun ’n Fun was able to clean up after the afternoon tornado so the show could reopen for the big crowds expected on Friday, Saturday and Sunday.

“My hat is off to every one of the volun-teers, staff, city and county workers who cleaned up the mess created by Mother Nature so the show could go on,” he said. “Without those herculean efforts, Sun ’n Fun would have been done — it would have been financially devastated.”

Lites points out that Sun ’n Fun is a 501(c)3 non-profit organization, which means “there are no giant reserves.”

In fact, once all the bills are paid, what-ever is left goes into aviation education, he said, noting the organization has given close to $1 million to the Central Florida Aviation Academy, which is also on the Sun ’n Fun campus. “That’s for kids to go to school and find a life in aviation — that’s what it’s all about,” he said.

Reaching that goal of supporting avia-tion education means reaching another goal: “To produce the very best aviation experience on the planet,” he said.

He’s quick to point out that Sun ’n Fun is not trying to outgrow Oshkosh. “We want Sun ’n Fun to be a cornerstone of the aviation experience,” he said, adding the fly-in is proud of its reputation as the event that kicks off the flying year. That’s why a few years ago the slogan “Spring Break for Pilots” was coined. “We want people to recognize Sun ’n Fun as a world

class, premiere aviation experience that they can’t miss.”

To achieve these goals, Lites unveiled three “tenets” to help produce the “very best aviation experience on the planet.”

“Can we make it easier for guests?” he said. “Can we make it more enjoyable? And can we make it more rewarding?”

Tackling the first tenet, Lites told a group of volunteers at a meeting in No-vember that everyone involved in Sun ’n Fun, from the staff to the volunteers, will wear buttons with the simple phrase “May I help you?” This makes everyone a “Sun ’n Fun ambassador,” he said.

Expect to see people at the front gates helping direct the crowds so getting into the show is easier. Parking will be easier this year as a paving project is almost done.

Next focus: Improving the quality of the experience. “We want to be sure there is something for everyone, from the young-est kid to the oldest person,” Lites said.

Last, but not least: The experience has to be rewarding. “When each guest leaves, I want them to think ‘I got more than I paid for,’” he said.

“We want to make this a Mecca for peo-ple who love aviation,” he said. “We have to make it so at the end of the event, peo-ple start planning for next year’s event.”

While he’s busy learning his new job and building a new house in Lakeland, Lites still flies his 1941 Stearman N2-S

and 1930 Waco RNF, often up to Jackson-ville to visit his daughter and grandbabies, and check on his home at Haller Airpark (7FL4), which has been turned into a mu-seum, housing his collection of aviation memorabilia. Called “Trader John’s Fly Boy Bar,” the museum “gets a lot of at-tention,” Lites admits.

“I’ve been an avid collector for 40 years,” he said. “I’ve never sold anything,

but I do trade a lot.”The 7,000-square-

foot home is filled with display cases to show-case the “tens of thou-sands” of items in his collection. “It’s pretty extensive,” he says, noting that people of-ten say it’s “sensory

overload” when they walk through the house.

While he had thought about building an RV to help him win in “dogfights” with his neighbors at the airpark, he concedes he just doesn’t have the time now. But he’d still like to fly one.

“We were thinking of an RV-6, which will help us get back and forth to Jackson-ville quickly,” he said. “The RV-6 would make it a 40-minute flight, compared to an hour and a half in the Stearman. Plus I could be part of the formation flying at the airpark.”

Lites admits he’s “obsessed” with all things aviation. “I’m eaten up with avia-tion,” he said. “It’s a bad habit and I can’t break it.”

Sun-n-Fun.org

Before my interview with Lites, I asked on the General Aviation News Facebook page (Facebook.com/GANews) if our readers had any ques-tions they’d like to ask the new Sun ’n Fun president. Here are a few, along with answers from Lites:

Lori Darlin: What is the coolest thing planned for this year’s show? The year I went (2007) they had those cool dot matrix type skywriters and I loved that! I also met Bob Hoover and Scott Crossfield and the president of Hartzell ... banner year.

A: Things are still in the planning stages, with Sun ’n Fun officials head-ing to the International Council of Air Shows annual meeting in Las Vegas in early December to select the acts they want to perform at next year’s event.

“We will be looking at some new ones,” he said, noting he wants a “va-riety” of air show acts.

He noted that a military jet team will perform at the 2012 show, but while he’s 99.9% sure, he couldn’t reveal the name until all the contracts were signed. He could reveal that the Black Diamonds, a jet team based at LAL, will be performing.

Also invited to the show: Gene Cer-nan, the last man to walk on the mooon; actor Gary Sinise and his Lt. Dan Band;

and the Commemorative Air Force’s B-29, which will give rides.

Also in the works is an incentive pro-gram for pilots who fly into the show, giving them a free program, a hat and a pin.

Look for more details as plans are firmed up.

Sebastien Heintz: What’s the focus of Sun ’n Fun? Is it an air show for the general public or a fly-in convention for pilots and aircraft owners/builders? Over the last few years it seems that or-ganizers have become more interested in putting on a show for the general public (at the cost of grass roots avia-tion), as evidenced by this past year’s response to the tornado.

A: We are literally both. We are do-ing everything we can to attract the fly-in community, so we are a fly-in that, by the way, has an air show too. The importance of the forums, plus bring-ing historic people to the event, such as Gene Cernan or Bob Hoover, are de-signed to get people to fly in.

At the same time, how do we reach out to those outside aviation? They can drive their cars in and, maybe out of curiosity or an interest in the air show, they will say, ‘hey, maybe I can do that,’ and we inspire more people to get involved in aviation.”

Why he is called ‘Lites’?Sun ’n Fun’s new president has

a nickname: “Lites”, which is his Navy call sign.

“You don’t pick your call sign,” he explained. “In the first six months, you usually do something that stands out — something that goes south, like a stupid human trick.”

During Leenhouts’ first six months as a young Naval officer, he admits he had a “zealous approach and not enough sense to manage my ener-gy.”

His commanding officers noticed he had a lot of enthusiasm, but “not a lot of judgment,” he said. “They said I was clueless, and since my last name sounded like lighthouse, they said the lights were out in that house.”

He admits he was “Lites Out” for about three years, “until I start-ed making better decisions” and it changed to just “Lites.”

For a while, when he was the unit’s PR person, his nickname changed once again — to “Lites, Camera, Action.”

Today, everybody calls him Lites. “Just don’t use the word ‘out’ and I’ll be OK,” he said with a smile during the volunteer meeting.

Facebook friends

“This is a calling — preaching at the Church of the High

Speed Pass.”Lites Leenhouts


Each year, the Iowa Department of Transportation, Office of Aviation holds a photography contest, which officials say is a fun way of not only documenting, but celebrating aviation throughout the Hawkeye State.

“We started the contest in 2004 as a way to build a photo library of aviation activ-ity in Iowa,” said Tim McClung, planning and outreach manager for the department, who handles the contest every year. “The project has been very successful in docu-

menting that activity and providing an outlet for those who like to combine avia-tion with their photography hobby. Hun-dreds of people have submitted literally thousands of photos over those years.”

Photos are submitted in a variety of cat-egories, from agricultural aviation to air shows to kids in aviation.

To see all of the winners, go to Iowa-DOT.gov/Aviation and click on Photogra-phy Contest on the navigation bar to the left.

Flying in IowaTaking first place in the Warbirds category (above) was Jonathan Apfelbaum, while Bill Weyers took third place in the Kids in Aviation category (below).

First place in the Airshows category went to Mike Macke (photo above), while first place in the Airshows Military category (below) went to Nate Burrows.

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Shelley Bennett took first place in the General Aviation category with her photo that featured a rainbow, while Tessa Huffaker took first place in the Balloons category.

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Megan Vand Voort took first place in the Kids in Aviation category (above, left), while Phil Conn took first place in the Business Aviation category (above right). Wilbur Suiter took second place in the General Aviation cat-egory (right), while Star Novak took first place in the Agricultural Aviation category (below).

Cover Photo by Jay Sharp, who took second place in the Kids in Aviation category.


Flying around the worldBy J. DOUGLAS HINTON

It is the dream of many pilots to fly around the world. But the task of plan-ning such a trip is overwhelming, even for the most seasoned aviator.

Just the thought of dealing with land-ing permits, customs and immigration, and navigating across the oceans can make a pilot hesitate in deciding to make this epic journey — then add in making hotel arrangements, dealing with possi-ble medical emergencies, and all the oth-er things that can happen. Wouldn’t it be nice if you could leave all the details to someone else so all you had to do is con-centrate on flying your own airplane?

You can, thanks to Air Journey, a com-pany founded more than 10 years ago by Thierry Pouille (tee-airy poo-ee), who settled in Jupiter, Florida, after moving to the U.S. from France.

Earning his pilot license at age 16 (he couldn’t get a drivers license until age 18 in France), he followed in the footsteps of his grandfather, who flew in World War I, and his father, a pilot and business-man who owned a number of airplanes, among them various Pipers (including a Cheyenne), a Queen Air and King Air.

While working at a travel agency in the States, Pouille felt the wanderlust tugging at him to get back in the air, so he and a few friends rented some air-planes and took off for a 10-day trip to the Bahamas. It was such a success he knew he could make a business out of such adventures.

Air Journey was founded in 1998 and has been growing ever since. The company now offers 33 trips each year, ranging from a four-day excursion to the Bahamas to 72 days around the world. Packages are offered to Carnival in Rio, around South America, Europe, around Africa, Alaska, Canadian Maritimes, Iceland and Greenland, as well as the Galapagos Islands.

Here’s how it works: You do the fly-ing in your own plane. Air Journey does everything else: Provides a tour director for the whole trip (Air Journey has eight contract pilots on call), books hotels and tours, does the weather analysis and flight planning, ensures fuel availability, notifies customs, arranges clearances and landing permits, and conducts a thorough trip briefing before every leg of the trip.

Most stops include two or three days for sightseeing. The odysseys have become so pop-ular that Pouille maintains 98% of the trips are with repeat cus-tomers.

In 2007, Air Journey, hav-ing conducted several Atlantic cross-ings, made its first around-the-world trip and two more since. The rallying point is Quebec City and from there it’s on to Greenland, Iceland, Scotland, France, through the Mediterranean to Malta, then Egypt, Dubai, India, Thailand, Hong Kong, South Korea, Russia, then via the Aleutians to Alaska, and back home. (I may have missed a couple of countries, but you get the idea.)

The Journey Around The World trip is limited to turboprops and jets with a minimum 1,200 nm range following one bad (but not fatal) experience with a Pip-er Malibu that developed engine trouble over Myanmar, eventually traced to des-ert sands clogging up the air filters to the turbocharger. Departures for a particular leg of the journey are sequential, with the slowest planes departing first and the fastest last so that everybody more or less arrives at the same time for purposes of Customs and Immigration.

So what kinds of pilots sign up for an Around The World excursion?

“Obviously, well-to-do folks, usually company owners,” answered Pouille. “One of the big problems is for them to be away from their businesses for 72 days. Beginning six months before departure we hold a series of three briefings that include a financial commitment. Perhaps surprisingly with the egos involved, ev-erybody gets along famously.”

Communications are “VHF all the way,” he said. “On the rare occasions we lose contact, we can relay through an air-liner or satellite phone.”

Landing fees are about equal to the cost of fuel for the trip, he said, noting a TBM 700 turboprop, burning 55 gal-lons per hour, will have a fuel bill for the entire trip of about $22,000. “Landing fees will equal that,” he said. “For ex-

ample, we pay $1,200 to land in Russia and $4,000 in South Korea. Except for Hong Kong, we haven’t as yet obtained permission to land in China.”

The final leg of the trip back to the States is from Russia to Anchorage, Alaska, via a fuel stop at Dutch Harbor in the Aleutians. The problem is there are no customs facilities there, Pouille said. So with Anchorage’s approval, a state trooper performs the protocol and

they’re on their way home.Steve Walenz, a pilot from Pompano

Beach, Florida, made the most recent Around The World flight with Air Jour-ney. A retired paving contractor, Walenz owns a Socata TBM 850 single-engine turboprop. Joining a Pilatus PC-12, a Ci-tation 501, and a Piper Malibu in Que-bec City, the group departed across the Atlantic in May 2010. Accompanying Walenz was his wife and oldest son. It

One of the many stops on the around the world journey was Angkor Wat, a temple complex in Cambodia, where pilots and fellow travelers “struck a pose” with some of the local residents.

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was his second trip with Air Journey. “We made a 40-day trip around South

America and this fall we’re going to cir-cumnavigate Africa in 54 days,” he said.

Flying around the world was the “trip of a lifetime,” he declared. “I’d do it again in a heartbeat. I kissed a cobra in Marrakesh, visited the air museum on Malta, and rode an elephant and a Bengal tiger in Thailand.”

“Not everybody that goes on these trips has experience flying outside the United States, but the professionalism of Air Journey makes it a breeze,” he

continued. “They do everything for you. Accommodations are great, the food delicious, the sights wonderful, and the whole experience seamless, all thanks to Thierry Pouille.”

Pouille was also critical in helping his wife get emergency medical care dur-ing the trip. She developed a severe eye infection leaving Quebec City. A lower eyelid had turned in on itself and was causing an irritation that became ulcer-ated. When they got to Paris, he insisted she see a doctor before going on as medi-cal care beyond Europe was uncertain. She was operated on with Pouille acting as interpreter, then continued the trip.

It wasn’t the first medical emergency on one of the journeys. On another occa-sion, an airplane owner turned bright red, a result of severe dehydration. But they were able to find an American doctor in Egypt who gave the owner five infusions, correcting the problem, Pouille said.

Don’t want to fly with a gaggle of peo-ple, but still dream of circling the globe or circumnavigating South America? Air Journey offers a concierge service. They arrange clearances for you, flight plans, hotels and so forth. The only thing miss-ing is the tour director.

AirJourney.com

From Sumo wrestling matches and fancy dinners in Japan to strolling the streets of Paris, the Around the World Journey covers it all.

THE BOTTOM LINESo, how much will a Journey

Around The World cost? “It would depend on the aircraft weight, fuel consumption and so forth,” Pouille said, “but with everything included, as an example, the TBM 700 would run about $250,000.”

The company’s next Journey Around the World is slated for May 8, 2012, through July 21, 2012. It will cover 25,000 nm, with stops in 27 countries and 38 destinations.

WANT TO SEE MORE?To see photos of last year’s Around The World journey from the Walenz family,

go to Walenz.org. There’s also links to Air Journey’s blog and the blog of another pilot who made the journey.

You definitely hone your piloting skills, gaining experience landing on some of the world’s most “interesting” runways.


By MEG GODLEWSKI

Teaching someone to fly is always a challenge. Now imagine that the person you are teaching is disabled.

It happens every day, thanks to Able Flight, a non-profit organization founded in 2006 by Charles Stites, a pilot who be-lieves that the life-changing experience of learning to fly is best shared. That’s why he created an organization to award schol-arships to help people with disabilities pursue flight training.

As of this summer, Able Flight had awarded 34 scholarships, with most of those being full scholarships that led to a license, Stites said. Several covered “return to flight” training for people who already had their licenses and were com-ing back after an illness or injury. There have also been Flight Training Challenge scholarships for people not yet ready to go for a license, as well as Career Train-ing Scholarships for those who want to fix airplanes, as well as fly them.

The training is done at several locations around the country, but one of the busiest is Hansen Aero Group in Atlanta.

“We had the Sky Arrow 600 with the adaptive hand controls that gave Charles the idea for Able Flight,” said Mitch Han-sen, the first CFI to work with Able Flight scholarship recipients.

The Hansens are the North American distributors for several Light-Sport Air-craft, including the tandem-seat Sky Ar-row. The entire family is involved in avia-tion. Mitch and his twin brother Mike are airline pilots when they are not selling airplanes with father Jon and uncle Ron. They’ve been backers of Able Flight since the organization was created and, in fact, donated all the aircraft time for the first two Able Flight scholarship recipients.

According to Stites, the creation of the Sport Pilot certificate was critical in the creation of Able Flight, because it lowers the cost of training. Instead of requiring a minimum of 40 hours to be eligible for a private pilot certificate, the student can qualify for a Sport Pilot ticket in as few as 20 hours.

Able Flight’s goal, says Stites, is to get as many people into the cockpit as pos-sible. The scholarships are supported by donations.

The program was such a quick success that Mitch Hansen soon found himself looking for more CFIs.

The first was Mike Davidson, a fur-loughed Delta pilot who is now a captain at Jet Blue. “He got involved when I met him on a hotel bus at the Atlanta airport and we started talking about flight in-structing,” Hansen recalls. “The students love him cause he knows his stuff and it’s like flying with a cross between Jeff Foxworthy and R. Lee Ermey. He’s been donating his time since January 2007 and helped me get Able Flight’s first graduate, Brad Jones, ready for his check ride. He is still helping out.”

Next to join in the effort was Matt Han-sen, Mitch’s second cousin. “I helped him get his private pilot’s license and then his

Sport Pilot CFI while he was in college,” Mitch says. “He was our only full-time in-structor here and flew with a lot of the stu-dents. In fact, he received the Able Flight instructor of the year award because of all the students he flew with. He spent last year flying in the Bahamas for the United Methodist Committee on Relief, even do-ing some flights to Haiti. He just got mar-ried and started class at Express Jet/ASA and is moving to Winnipeg, so I don’t know how much time he’ll have available in the future.

According to Hansen, one of the biggest challenges for CFIs is having to change the way they communicate concepts, “such as ‘more right rudder’, because you can’t say ‘step on the ball’ when the client doesn’t have the use of their legs.

“You have to be innovative,” he contin-ues. “All students bring their own unique challenges, but Able Flight students pres-ent challenges a CFI wouldn’t normally expect to see. You might have to engineer a strap to help them hold the stick, figure out how to get in the aircraft, teach them how to make sure the oil is good when they can’t reach it, use a 50-pound bag of

cat litter as ballast. When confronted with a new challenge, the instructor has to au-tomatically think ‘we’ll find a way’. Find-ing ways to meet those challenges is what the program is all about for the students, as well as the instructors. It’s also why I’m especially proud of my Able Flight students and instructors.”

It also helps if the CFI is familiar with LSAs and their characteristics. “The light wing loading and high performance can be a challenge to some CFIs,” said Hansen.

One of the best parts of being a flight instructor is when one of your students decides to become one. Sean O’Donnell, the second person to become a Sport Pilot through Able Flight, did just that.

“O’Donnell participated in Able Flight’s special Oshkosh training proj-ect in July 2007, working with instructor Kate Bernard,” said Hansen, noting that O’Donnell did his training in a Sky Ar-row 600 and passed his check ride on the opening day of AirVenture 2007.

Fulfilling dreams with Able Flight

The Sky Arrow 600 is a favorite among the Able Flight scholarship recipients.

The adaptive hand controls in the Sky Arrow 600 allow disabled pilots to achieve their dreams of flight.

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“Later in 2007 Sean purchased an adapted Sky Arrow 600 and opened Philly Sport Pilot, a flight training operation in the Philadelphia area. In 2008, he and fel-low Able Flight pilot Brad Jones were the pilots of the Ability Barnstorming Tour, which covered seven cities in a week with an arrival in AeroShell Square on the opening day of AirVenture 2008.”

In January 2011, O’Donnell and Able Flight scholarship recipient Heather Schultz conducted Freedom Flight, a multi-state goodwill campaign to spread the word about Able Flight and to help make it possible for wounded veterans to become pilots through Able Flight schol-arships.

THE SKY ARROWThe Sky Arrow 600 is a particular fa-

vorite of Able Flight, because it’s fairly easy for someone with limited mobility to get in and out of, and there is space for a wheelchair.

“It’s the hardest-working LSA in the business,” says O’Donnell of his Sky Ar-row. “It flies about 250 hours a year. We are currently partnered up with Aeroways at New Castle Airport (ILG) at Wilming-ton, Delaware. Aeroways was very wel-coming and allows us to be their Light-Sport Arm, if you will. We utilize their instructors to bring the light sport market to the area,” he says, adding that they have helped approximately 50 people acquire Sport Pilot certificates so far, including about 10 disabled pilots.

O’Donnell, who already has a full-time job as director of distance learning edu-cation at Villanova University, considers the flight school his calling. “I had an overwhelming desire to ‘pay it forward’,” he said. “I was able to train through the kindness and generosity of others, which I think all student pilots feel to some de-gree. But mine was amplified by the fact that I had been given a scholarship and the ability to fly a rare plane with hand controls.”

ONCE AROUND THE PATCHMany years ago, when I was working as

a television news reporter, I spent a day in a wheelchair so that I could get an idea of what it was like to be disabled for a story on the American With Disabilities Act. I

remember how challenging it was to use a water fountain, get in and out of a car or an elevator, even maneuver in an office. These were all things I did everyday with-out thinking. I wondered if I would have a similar experience if I flew the Sky Arrow 600 with hand controls.

During last year’s U.S. Sport Aviation Expo in Sebring, Fla., I had the opportu-nity to fly the Sky Arrow with the hand

controls. Mitch Hansen was my ever-so-patient instructor with nerves of steel.

For starters, Hansen said he usually puts a rudder block on the pedals when he is flying with someone who doesn’t have the use of their feet or legs, because if they can’t feel the pedals they may not know they are blocking or jamming them. Instead of rudder pedals, the pilot uses handles on the left and right side of the cockpit to manipulate the controls.

I am ambidextrous, but I was having a challenge getting my hands to do what my feet normally do during taxiing.

It’s a good thing that Sebring Regional Airport has a lot of apron and wide run-ways, because I was having a terrible time keeping the Sky Arrow on the centerline of the taxiway — and I was going too fast. I found that I had a tendency to twist my whole body rather than the levers in my hand when I was trying to manipulate the controls. It took a few minutes to figure out how much force would give me a turn and how much throttle was needed to move the aircraft along.

Takeoff was pretty straight forward. Apply power, a little back pressure and let the aerodynamics do the rest.

It’s easy to over control with your hands. I worked the pitch trim heavily. I felt like I was chasing the controls for the first 10 or 15 minutes.

When I attempted to do turns for the first time, the airplane wallowed with the grace of a drunken dock worker.

The ball slid this way and that. “Step on the ball” doesn’t work when you are not using your feet for rudder control, so I thought “slap the ball” was a better choice.

Slow flight and stalls were a challenge because of the T-tail. I kept remembering the dire warnings I’d received during my training about keeping the ball in the cen-ter because T-tails are not as forgiving as the Cessna when there is a stall. Hansen coached me through it. I kept my eye on the ball as if it was a child misbehaving in church.

Recovery was straightforward and quick, but I could see how it could be “festive” (flight instructor speak for MY AIRPLANE!) if I had not been prepared.

I asked Hansen to do the landing but followed him through on the controls. It was very windy that day and I wasn’t con-fident in my ability to handle a crosswind in an unfamiliar airplane with hand-con-trolled rudders.

He handled it like a master and I am happy to report that by the time we tax-ied back to parking I had the rudder and throttle control figured out.

AbleFlight.org, Aerowaysinc.com, PhillySportPilot.com

Sean O’Donnell and Heather Schultz at last year’s LSA Expo in Sebring, Fla.

When Chris Gschwendtner was air-lifted to a field hospital after a rocket exploded next to him in Bagdad, no one could look ahead and see where he is to-day. The concussion of the explosion left the young infantryman with a traumatic brain injury (TBI), the hidden injury so common to those serving in Iraq and Af-ghanistan. For Gschwendtner, it was the second TBI he had experienced in less than six weeks.

Even after his injuries he made it his mission to continue serving his country as a member of the U.S. Army Reserves. He also wanted to prove he could still excel as a student — this time in avia-tion. Studying doesn’t come as easily for the recipient of two Purple Hearts as it did when he earned a degree from Penn State, so he says he simply works harder. That’s how he became a Sport Pilot, and that’s how he has now become a certified Light Sport Repairman.

With tuition and expenses paid through an Able Flight Career Training Scholarship, Gschwendtner graduated with a 98 on his final exam at Rainbow Aviation in California, and within days was hired by the maintenance depart-ment at Chesapeake Sport Pilot near his home in Maryland.

“Chris is an outstanding example of why we created this scholarship,” said Charles Stites of Able Flight. “With the help of a generous donor we paid for his training, and Chris has now proven he deserved the opportunity. During his training at Rainbow Aviation I heard that he didn’t even take a weekend day off.

He just kept pushing himself to learn as much as he could. Now his dedication has paid off with his new job at Chesa-peake Sport Pilot.”

“This opportunity has opened so many new doors for me,” Gschwendt-ner said. “I hope that I can live up to that and make all the people who make Able Flight possible very proud. I want to thank them once again for seeing the potential in me and giving me this amaz-ing opportunity.”

RainbowAviation.com, Chesa-peakeSportPilot.com

Wounded vet earns career in aviation

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By SPARKY BARNES SARGENT

During World War II, approximately 6,000 people were trained as glider pilots for the U.S. Army Air Force. They proudly wore the silver wings with the “G” desig-nation, which officially stood for Glider, although some of the men declared that the “G” really stood for Guts.

During the 1960s, a few of these men decided to form a national organization to safeguard and preserve the glider pilots’ unique history. The National World War II Glider Pilots Association was founded as a non-profit veterans organization, hold-ing its first reunion in Dallas in August 1971, attracting 65 pilots.

This year, their 41st reunion was held in Oklahoma City at the end of September. These heroic pilots are now well into their octogenarian and nonagenarian years, which lends a sense of poignancy to the reunions. According to Doug Flynn, pres-ident of the association, 25 glider pilots attended the reunion in 2011. Many fam-ily members also attend these reunions, and at least a few have expressed a desire to continue reuniting each year.

“The best part of the reunions is renew-ing old friendships,” says Flynn, “and just visiting with each other, as well as remem-bering those who aren’t with us. We also welcomed visitors from Holland, France, and Finland at the reunion — regulars, I might say — one was the son of a glider pilot and the others authors. Next year’s reunion may be held in San Antonio, Tex-as, but we haven’t made that definite.”

Flynn served in the 312th Squadron, 349th Group. Briefly reflecting on his experience, he shares, “I graduated from Lubbock in March 1943, and was lucky enough not to go overseas. I was an in-structor in the glider program in dead stick training, then in advanced CG-4 training, before going to the 312th.”

George Boyle also attended this year’s reunion, accompanied from California with his wife Trudy and daughter Con-nie Harris. Boyle, 90, was with the 319th Troop Carrier Squadron-1st Air Com-mand Group, in the China/Burma Theater. He flew 11 glider missions in the CG4-A during 18 months.

Another attendee was George Williams of Idaho, who served with the 87th Troop Carrier Squadron-438th Troop Carrier Group, and well remembers flying the Horsa glider. Today, this spry 91-year-old enjoys running to stay in shape.

Norman Wilmeth of Oklahoma was with the 91st Troop Carrier Squadron-439th Troop Carrier Group, and contin-ued flying after World War II; he proudly holds a commercial certificate with instru-ment ratings for airplane and helicopter.

George Theis served with the 98th Troop Carrier Squadron-440th Troop Carrier Group, and is treasurer of the as-sociation, as well as its webmaster.

Don Abbe, curator of the Silent Wings Museum in Lubbock, also enjoys visit-ing with the veteran glider pilots dur-ing the reunion. Abbe says the museum “is the only museum in the U.S., and in

the world, that is solely dedicated to the World War II Combat Glider program and the pilots who made it successful. Ad-ditionally, most visitors enjoy seeing the restored CG-4A glider that we have in our hangar gallery. These gliders are so rare that only around eight can be seen in the U.S. Visitors are uniformly in awe of its size, and amazed at its simplicity and the fact that it was able to do such a vital job so successfully.”

The Silent Wings Museum was first located in Terrell, Texas, from 1984 up until 2001, but moved to its current loca-tion in Lubbock in 2002. The facility is home to thousands of artifacts, and also houses the Adams Library and Reading Room, which offers excellent research opportunities. Displays include hangar and combat galleries, and an ongoing res-toration project of a British Horsa glider. The museum is within walking distance of the Lubbock Preston Smith Interna-tional Airport (LBB).

SilentWingsMuseum.com, WW2GP.org

On silent wings

The Silent Wings Museum in Lubbock, Texas.

A C-4 glider replica was on display at this year’s reunion.

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Glider pilot George Boyle, who is now 90, during the war years.


Last year the Terrafugia Transition, a flying car developed by a small group of MIT graduates, passed an important regulatory hurdle when the FAA agreed it could be certified in the Light-Sport Air-craft category, which means it will be only the third flying automobile to be certified by the FAA; the other two were certified in the standard category.

The concept of a flying car has capti-vated the imaginations of aviation dream-ers for decades. Many visionaries have dreamed of mating the car with the air-plane and producing a practical personal transportation vehicle. Only a few made it into the air and fewer into production. The first serious attempt was probably the Curtiss Autoplane of 1917.

Introduced at the Pan-American Aero-nautic Exposition held in New York City in February 1917, the Curtiss Model 11 Autoplane had an aluminum automo-bile body with celluloid windows. The pilot/chauffeur sat alone in the front of the cabin with two passengers behind. It was powered by a front-mounted 100-hp Curtiss OXX engine. The engine drove the rear-mounted pusher propeller by a shaft running through the cabin and then through a system of belts up to the pro-peller shaft. The triplane wings were from a Curtiss Model L. Two booms carried the stabilizer, elevators, fin and rudder. A unique feature was that the wings and tail could be removed as a unit, allowing the car part to operate as a road vehicle.

So unusual in design and so epoch making was this new craft that stories and photographs of it were printed in newspa-pers and magazines all over the world.

From Aerial Age Weekly, Feb. 19, 1917: “One of the greatest attractions of the Pan-American Aeronautic Exposition last week was the ‘autoplane’ exhibited by the Curtiss Company. Great secrecy sur-rounded the exhibit prior to the opening of the show, when it was formally unveiled before Governor Whitman and a party of distinguished visitors at 8:10 p.m. Feb. 8.

“The machine is really a ‘limousine of the air’ and compares favorably with the appearance and furnishing of the mod-ern sedan or limousine. Upholstery and tapestries have been given much thought and, except perhaps for slight reduction in size, the car leaves nothing to be desired in appointment.

“In performance there is every reason to believe the machine to be quite practical, in spite of its bulkiness and the rather high headwind resistance which it possesses. The body has been partially streamlined to reduce resistance, an advance over or-dinary limousine design.”

In Glenn Curtiss’s patent application, he discussed some of the design rationale for

the Autoplane. He recounted that in only rare instances had there been built a prac-tical machine in which accommodation for more than two was provided. Another objection he had to the type of machines then existing was that no provision was made for the housing of the occupants. The usual fuselage was characterized by an absence of conveniences and equip-ment necessary for comfort during flight in cold or inclement weather.

In airplanes back then, both the pilot and passengers were partly — if not en-tirely — exposed, and body movements were restricted. Curtiss felt that speed — and not comfort — seemed to have been the prime consideration in the design of aircraft before the Autoplane. As a com-mercial and pleasure craft, the airplane had been undeveloped, as the demand for military machines overwhelmingly di-rected development at that line.

He felt his invention, aimed at over-coming these defects and objectionable features, sought to introduce into the aeronautical realm the many comforts and conveniences present in automobiles. The interior did resemble a contemporary car as it was upholstered in tapestry and enhanced with electric lighting.

There is no record of the Curtiss Auto-plane having been flown and, with the United States entering World War I short-ly after the aeronautical exposition, devel-opment was halted on the flying car.

Over the years, other attempts at flying cars made it into the air, but none reached real production levels and commercial success. The first to actually fly was cre-ated by Waldo Waterman, a former asso-ciate of Glenn Curtiss. The Waterman Ar-rowbile flew in 1937. Just five were built.

After World War II, some major U.S. aircraft firms looked into developing new markets, including aerial automobiles. Convair progressed further than others and actually developed a flying prototype of its ConVairCar. After its crash in 1947, the project was abandoned.

More successful was the Fulton Air-phibian developed by Robert Fulton. After two prototypes were finished, Ful-ton received the first Type Certificate for a flying automobile in 1953. After three were built, rights were sold to Taylorcraft, which didn’t undertake any further devel-opment.

The most successful of the flying cars was the Aerocar developed by Molt Taylor of Longview, Wash. The first flight was in

1949 and over the years seven were built. The design won FAA certification as a standard-licensed airplane in 1956.

Like the Curtiss Autoplane, the Taylor Aerocar received much publicity and was even shown in a TV series. One of the Taylor Aerocars can be seen on display at the Museum of Flight in Seattle.

Not much has been accomplished on the flying car since the Aerocar, so con-gratulations to the Terrafugia developers on keeping the flying car dream alive!

Dennis Parks is Curator Emeritus of Seattle’s Museum of Flight.

He can be reached at [email protected].

The Curtiss Autoplane

Flight & FlyersDennis Parks

The Terrafugia Transition during May 2009 testing.

The Curtiss “Aerial Limousine” was the hit of the Pan-American Aeronautical Exposition held in New York City, Feb. 8-15, 1917.

A close-up side view of the cabin/car portion of the Autoplane. The uphol-stered limousine-like cabin even had curtains.

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This drawing referring to the Auto-plane as an “Aerial Limousine” ap-peared in a brochure issued by the Curtiss Company in 1917.


Accident ReportsThese December 2009 accident reports

are provided by the National Transporta-tion Safety Board. Published as an educa-tional tool, they are intended to help pilots learn from the misfortunes of others.

Aircraft: Cessna 172.Injuries: None.Location: Mt. Comfort, Ind.Aircraft damage: Substantial.

What reportedly happened: The stu-dent pilot was attempting to land. The airplane touched down smoothly on the main gear but as the nose gear settled, the airplane began to drift to the right. The student applied left rudder, but it didn’t keep the plane from going off the right side of the runway and into the grass.

The post-accident inspection revealed the firewall was dented.

Probable cause: The pilot’s failure to maintain directional control while touch-ing down during landing.

Aircraft: Cessna 172.Injuries: None.Location: Diamond Point, Wash.Aircraft damage: Substantial.

What reportedly happened: The pilot was landing at a non-controlled airport where variable gusty winds were pres-ent. While on final, she encountered a right crosswind and then both updrafts and downdrafts as she crossed over a cliff under the flight path. The touchdown was uneventful but, as the plane slowed during the landing roll, a crosswind gust lifted the right wing. The left wing hit the runway and the airplane nosed over.

According to the pilot, there was no indication of any problem with the flight control or nose-wheel steering systems. She also stated that the winds from the north were unusual for this airport, and that she based her assumptions as to what would happen on the runway on the nor-mal westerly or southeasterly winds.

Probable cause: The pilot’s inadequate compensation for the variable and unfa-vorable wind conditions.

Aircraft: Cessna 172.Injuries: 4 Fatal.Location: Kissimmee, Fla.Aircraft damage: Destroyed.

What reportedly happened: The pri-vate pilot, who had logged about 150 hours, did not have an instrument rating, but had about 5 hours of simulated instru-ment flight experience. He departed for a night cross-country flight while IMC ex-isted at the departure airport. He requested and received a special visual flight rules clearance.

After departure, the airplane was ob-served on radar climbing to an altitude of 2,400 feet MSL. Approximately one min-ute prior to the last radar return, air traffic control cleared the flight “on course” and the clearance was acknowledged by the

pilot. Subsequently, radar data indicated that the airplane began a 180° right turn and its altitude decreased from 2,400 feet MSL to sea level in about 12 seconds as the airplane crashed into a lake.

The dark surface of the water in a rela-tively unlit area would have provided the pilot limited external visual reference and could have resulted in him becoming spa-tially disoriented or affected by a visual illusion. The pilot’s logbook revealed that he had visited the departure airport sev-eral times before the accident.

Probable cause: The pilot’s decision to depart under special VFR flight at night when instrument meteorological condi-tions prevailed and his continued VFR flight into IMC, which resulted in his spa-tial disorientation and subsequent loss of aircraft control.

Aircraft: Beech A36.Injuries: 1 Fatal.Location: Eagle Pass, Texas.Aircraft damage: Destroyed.

What reportedly happened: The pi-lot was on an instrument approach to the non-towered airport, which was shrouded in fog. He was flying the RNAV (GPS) 31. The published minimums for this in-strument approach are a 400-foot ceiling and one-mile visibility. The automated weather station about 33 miles northwest of the accident site reported calm winds, temperature 41° Fahrenheit, dew point 41° Fahrenheit, visibility less than 1/4 miles in fog, and an indefinite ceiling. The last radar plot showed the airplane at an altitude of 1,200 feet MSL but slightly east of the runway, and approximately 435 feet from the accident site.

The plane hit the airport’s perimeter road fence and terrain about 750 feet east of the runway. The pilot appeared to have mistaken the east perimeter road for the runway landing point.

Probable cause: The pilot’s decision to continue the approach below minimums without visual references, and subsequent collision with the perimeter fence/terrain.

Aircraft: Piper Cherokee.Injuries: 1 Fatal.Location: Helfin, Ala.Aircraft damage: Destroyed.

What reportedly happened: The stu-dent pilot, who had logged 26 hours, de-parted on a night cross-country flight in his recently purchased airplane to visit his girlfriend. He had not received cross-country or instrument flight training, and did not hold the appropriate endorsements for the flight. Witnesses and recorded weather observations revealed the pres-ence of heavy rain and high winds in the vicinity of the accident site and the stu-dent pilot’s flight instructor and a friend told him not to fly on the day of the ac-cident due to the weather.

The airplane crashed about 35 miles east of the departure airport along a direct

route to the destination airport. A lack of damage to surrounding trees and the sym-metrical aft crushing of both wings indi-cated that the airplane hit the ground ver-tically, while in a stall/spin.

Toxicology testing and evidence found in the wreckage suggested that the pilot had likely taken at least twice the pre-scribed dose of stimulant medications in the 40 hours preceding the accident, and likely ingested alcohol around the time of the flight. The pilot had denied any medi-cal conditions or medications in his appli-cation for a medical certificate less than two months before the accident.

Probable cause: The student pilot’s failure to maintain adequate airspeed dur-ing night, adverse weather conditions, which resulted in an aerodynamic stall/spin. Contributing to the accident was the student pilot’s decision to attempt a flight that he was not qualified for and his de-cision to ignore known adverse weather conditions. Also contributing was the stu-dent pilot’s impairment due to prescrip-tion medication and alcohol.

Aircraft: Stinson 108-3.Injuries: None.Location: Clarksburg, Calif.Aircraft damage: Substantial.

What reportedly happened: The pi-lot was attempting to land. His approach was high and fast. The airplane overran the runway and collided with blackberry bushes and a tree about 20-25 feet from the end of the runway. The firewall was substantially damaged.

Probable cause: The pilot’s improper touchdown point and excessive airspeed during landing, which resulted in a run-way overrun.

Aircraft: Stinson 108-1.Injuries: None.Location: Selawik, Alaska.Aircraft damage: Substantial.

What reportedly happened: The pi-lot was on a cross-country flight in a ski-equipped airplane when he encountered whiteout conditions. He turned around to return to the departure airport. As the vis-ibility continued to diminish, he elected to land on a frozen, snow-covered lake. The airplane landed hard on the uneven terrain, and the left main landing gear col-lapsed and the left wing hit the snow.

Probable cause: The pilot’s failure to maintain a proper descent rate during landing, resulting in a hard landing.

Aircraft: Cessna 172.Injuries: None.Location: Albion, Idaho.Aircraft damage: Substantial.

What reportedly happened: The pilot reported that he was conducting an aer-ial observation flight during night visual meteorological conditions. As the plane approached the ridge tops of a mountain

range at an altitude of about 800 to 1,000 feet above ground level, the airplane rolled uncommanded into a 90° left bank. The pilot corrected the roll and regained his original heading. Shortly after, the plane encountered “another gust” and rolled to the right. As he was rolling back to level flight he realized that the top of the hill was higher than his altitude and remained in a right turn.

During the turn, the pilot saw the ground illuminated by the landing light and then the airplane hit the ground.

Probable cause: The pilot’s failure to maintain clearance from mountainous ter-rain while maneuvering in gusting winds.

Aircraft: Cessna 182.Injuries: 1 Minor.Location: Bowie, Texas.Aircraft damage: Substantial.

What reportedly happened: The pri-vate pilot topped off both fuel tanks prior to departing on a cross-country flight. Each fuel tank held 40 gallons. The pilot stated that he had difficulty securing the fuel cap on the right wing tank. About two hours into the flight, with the fuel selector on the left tank, the engine stopped pro-ducing power. The pilot noted that the left fuel gauge read empty and he attempted to switch tanks. He was unable to restart the engine and made a forced landing to a snow-covered field.

Examination of the airplane revealed substantial damage to the wings, firewall, and fuselage. In addition, both wing fuel tanks were empty and the fuel cap on the right wing was missing.

Probable cause: A total loss of engine power due to fuel exhaustion as a result of the pilot’s failure to properly secure the right wing fuel cap and monitor the avail-able fuel supply.

Aircraft: LongEZ.Injuries: 1 Fatal.Location: Dexter, Ky.Aircraft damage: Destroyed.

What reportedly happened: A wit-ness on the ground saw the experimental, amateur-built airplane in a steep bank. Af-ter about 30 seconds, he saw the airplane crash into trees and explode in flames.

The post-accident examination re-vealed that the engine’s single magneto P-lead terminal end had made contact with an adjacent fabric-covered steel braid oil cooler hose line. Closer examination of the ignition lead disclosed that chaff-ing had exposed the metal strand layer of the hose. The grounding of the magneto would have rendered the engine unable to produce power due to the lack of an igni-tion source. The condition of the propel-ler blades at the wreckage was consistent with the engine not operating at the time of ground impact.

Probable cause: The loss of engine power due to the chaffing and grounding of the single magneto’s ignition lead.


Cessna Flight Gear Bag now at Sporty’s

The contents of your flight bag can vary from a few items to provisions for a weekend trip. Sporty’s new Cessna Flight Gear Bag adapts to each mission, giving you the choice of a traditional portfolio bag or a backpack.

An extra-strong shoulder strap attaches to reinforced metal hardware when the bag is in the bag mode. When the load gets too bulky, two concealed straps con-vert the bag into a backpack, making it easier to transport.

Features include an iPad/tablet pocket, external pockets for a flashlight and a fuel tester, a Sporty’s patented split flap pocket to use for your transceiver, and a padded GPS pocket. Inside the bag is an inter-nal organizer for E6B, glasses and pens, along with a key clip, as well as a padded computer sleeve that fits most laptops up to 17 inches.

Price: $99.95.Sportys.com

Beringer debuts tailwheelBeringer Wheels & Brakes has intro-

duced a lightweight tailwheel assembly for the Pipistrel Sinus, with applications for other aircraft.

The two-piece anodized aluminum wheel with sealed ball bearings and its 6-ply 200 x 50 tire and tube weighs 29 ounces. It rides on the 8mm diameter Si-nus axle, so no aircraft modifications are required, company officials said.

The tire, delivered already mounted and pressure-tested, is $249 US.

Beringer-Aero.com

Control Rod Rigger now available

Now available is the Control Rod Rig-ger, a new tool that allows mechanics to duplicate the length of any AN-3 through AN-6 control rod to ± .005 when chang-ing worn rod ends.

Using this tool will eliminate poorly measured control rods requiring aircraft re-rigging, said company officials, who note “the tool is easy to use and satisfac-tion is guaranteed.”

The 24-inch Control Rod Rigger lists for $145.

PropPastie.com

PilotMall.com kicks off headset trade-in program

PilotMall.com has unveiled a new headset trade-in program. It allows any customer to trade in an old headset model after purchasing one of the qualifying new models and receive a credit toward their purchase.

Qualifying headset models include Bose A20, Lightspeed Zulu 2, Sennheiser S1, Beyerdynamic HS800, or David Clark X11. Once a customer has made their pur-chase, they receive an order number to include when they trade in old models like the Bose Aviation X Headset or the Lightspeed Zulu Aviation Headset. Once a trade-in headset reaches the PilotMall.com warehouse and passes a thorough in-spection, the customer’s account will be credited for the appropriate trade-in val-ue. At that point, a new headset is shipped to the customer.

Trade-in value is calculated based on multiple factors, but can range from $415 for a Bose X headset to a maximum credit of $390 for a Lightspeed Zulu model.

PilotMall.com

Sierra/Garmin G501SP glass panel retrofit receives STC

The FAA has approved Sierra Industries’ Supplemental Type Certificate, which al-lows the installation of the three-screen digital flight deck suite in all Cessna Cita-tion 501 model aircraft, utilizing the same displays as the Garmin G1000 system.

The G501SP flight deck includes indi-vidual Garmin GDU 1040 10.4-inch LCD Primary Flight Displays for pilot and co-pilot and a centrally-mounted 10.4-inch

LCD Multifunction Display. The standard package is available at an installed price of $284,000. Typical installation time is estimated at five weeks.

SIJet.com, Garmin.com

Lock it upExecutive Associates at the Wiley Post

Airport in Bethany, Okla., has introduced four new Control Locks that will work for PiperSport and SportCruisers, all Van’s Aircraft except the RV8/8A, and nearly every other plane with a control stick, ac-cording to company officials.

The new control lock is designed to protect the ailerons and elevator from be-ing damaged by the wind or being blasted by another airplane while parked outside. The new control lock weighs 3.5 ounces and is made of aluminum, anodized bright red. It locks the control stick with the con-trols in the neutral position, eliminating the need to secure them with the seat belt. This is accomplished by special miniature quick release locking pins on the under-side of the instrument panel that can only be released by the pilot. When not being used it collapses and can be stowed out of the way.

Price: $44.AircraftSpruce.com, USSportAircraft.com

New Cheetah dealer namedMidwest Sport Aviation has appointed

AeroSport as an authorized dealer of the Cheetah XLS Light-Sport Aircraft from Rainbow Aircraft.

Owned by Jeremy and Daniela Knoll, the AeroSport office is located in Twin Lakes, Wis., with their maintenance han-gar and private strip located nearby in He-bron, Ill., about two miles north of Galt Airport (10C).

The Cheetah XLS is available in both taildragger and nosewheel configuration and with your pick of motor: The Rotax 912 80 and 100 hp motors, the Rotax 582, or the Jabiru 2200a.

The aircraft is offered ready-to-fly as a certified LSA. It is also available in kit form as an experimental amateur built air-craft or as an ELSA.

CheetahUS.com, AeroSportplanes.com

Rainier Flight Service expands

Rainier Flight Service has expanded its Renton, Wash., location. Improvements include an integrated online scheduling and billing system and a fleet expansion to five aircraft, including three Cessna 172s, one of which is a G1000.

The school also has installed a Redbird SD Advanced Aviation Training Device, which can be configured to simulate a round dial 172, a G1000 172, or a Piper Seneca.

RainierFlightService.com

Dallas Airmotive expands mobile service fleet

Dallas Airmotive has added a new mo-bile service vehicle to its U.S. fleet. Based in St. Louis, the new mobile unit will cover the central United States, including the Chicago area, and offer a range of en-gine repair services, including on-site hot section inspection for Honeywell 36 se-ries auxiliary power units and compressor carbon seal repairs.

Among the features of the mobile unit are shop level retractable work centers, cleaning and inspection equipment, ergo-nomic lifting and moving devices, tele-scopic engine and APU winching. The mobile unit carries LRU spares, tooling for line level maintenance and trouble-shooting, technical data access and in-spection tooling and equipment.

BBAAviationERO.com

New FBO opens at GEUExecutive Aircraft Maintenance of

Scottsdale, Ariz., has opened Glendale Aero Services, a full service FBO at the Glendale Municipal Airport (GEU) in Arizona.

In addition to maintenance and fuel, the FBO offers an array of customer services, including concierge services, rental cars, crew car, catering, pilot/flight planning lounge, and aircraft storage.

Future plans include construction of ad-ditional hangar storage and maintenance space, along with executive office space.

GAS-az.com

New Products

Have a new product or ser-vice you’d like to tell our readers about? Send press releases (in word docu-ments, no PDFs please) to: [email protected]. Please put “On the Mar-ket” in the subject line. Send photos separately.

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FLORIDA

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Eastern United StatesDec. 1-2, 2011, Tampa, FL. Overview of

Aviation Safety Mgmt Systems Train-ing (TPA) 727-417-2767.

Dec. 3, 2011, Goldsboro, NC. GWAA Pancake Breakfast Fly-In (GWW) 919-648-8108.

Dec. 3, 2011, Morristown, NJ. Fly-In/Drive-In w/free lunch and Wings Semi-nar (MMU) 973-267-3223.

Jan. 19-22, 2012, Sebring, FL. US Sport Aviation Expo 863-655-6444 x117.

March 7, 2012, Washington, DC. Aviation Week 54th Annual Laure-ate Awards 212-904-4682.

March 13-14, 2012, Orlando, FL. Aviation Week Innovation Chal-lenge Showcase 212-904-4682.

March 27-April 1, 2012, Lakeland, FL. Sun ‘n Fun Fly-In (LAL) 863-644-2431.

April 3-6, 2012, Washington DC. 55th Annual AEA Conference/Trade Show 816-347-8400.

April 28-29, 2012, Suffolk, VA. Virginia Festival of Flight (SFQ) 757-372-0148.

North Central United StatesDec. 4, 2011, North Canton, OH. Santa Fly-In

at MAPS Air Museum. 330-896-6332.Mar. 14-16, 2012, St. Louis, MO. CASR

Professional Development Courses in Aviation Safety 314-977-8725.

Mar. 14-16, 2012, St. Louis, MO. Safety Across High-Consequence In-dustries Conf 314-977-8725.

July 23-29, 2012, Oshkosh, WI. EAA Air-Venture Oshkosh, Wittman Regional Airport (OSH) 920-426-4800.

South Central United StatesDec. 3, 2011, Salina, KS. Candy Canes

and Airplanes (SLN) 785-827-3914.Dec. 3, 2011, Addison, TX. Fly-In/Drive-In w/free

lunch Wings Seminar (ADS) 972-407-0295.Dec. 3, 2011, Pineville, LA. 1st Sat Pan-

cake Breakfast (2LO) 318-452-0919.Dec. 3, 2011, McKinney, TX. First Sat Cof-

fee/Donuts Fly-In/Drive-In (TKI)Dec. 10, 2011, Olathe, KS. Santa Visits

Air Associates (OJC) 913-764-4800.March 8-10, 2012, Dallas, TX. Women in

Aviation Conference 937-839-4647.April 3-5, 2012, Dallas, TX. Aviation Week

MRO Americas 212-904-4682.May 12, 2012, Brewton, AL. 3rd Annual

Spring Fly-In (12J) 251-867-9997.

Western United StatesDec. 3, 2011, Oceano, CA. Toys for

Tots Fly-In (L52) 805-709-6619.Dec. 3, 2011, Hollister, CA. Frazier

Lake Airpark Antique Aircraft Display/Fly-In(1C9) 831-726-9672.

Dec. 9, 2011, Erie, CO. 4th An-nual Wine & Wings at Spirit of Flight Ctr (EIK) 303-460-1156 x21.

Dec. 17, 2011, Mojave, CA. Vintage Air-craft Display (1CL2) 661-824-2839.

Dec. 18, 2011, LaVerne, CA. Holi-day Antique Aircraft and Car Dis-play (POC) 626-576-8692.

Jan. 7, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672.

Jan. 15, 2012, LaVerne, CA. Antique Aircraft/Classic Car Display (POC) 626-576-8692.

Jan. 20, 2012, Beverly Hills, CA. Living Leg-ends of Aviation Awards 303-668-2688.

Jan. 21-Feb. 5, 2012, Clarksburg, CA. Clarksburg Airport Open House (CN13) 916-747-1125.

Feb. 4, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672.

Feb. 25-26, 2012, Puyallup, WA. Northwest

Aviation Conference 866-922-7469.Mar. 3, 2012, Hollister, CA. Frazier

Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672.

Mar. 31, 2012, Riverside, CA. 20th An-nual Airshow 2012 951-682-1771.

Apr. 7, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672.

May 5, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672.

May 12, 2012, Oceano, CA. Oceano Airport Celebration Day (L52).

May 19-20, 2012, Denver, CO. 2nd Annual Rocky Mtn Light Sport Expo (FTG) 303-755-1525.

June 2-3, 2012, Hollister, CA. Fra-zier Lake Airpark Antique Aircraft Dis-play/Fly-In (1C9) 831-726-9672.

June 7-9, Brigham City, UT. URA’s 5th Annual Rotors Over The Rock-ies (BMC) 801-803-0408.

June 8-10, 2012, Marysville, CA. Golden West Fly-In (MYV) 530-852-0321.

July 7-8, 2012, Hollister, CA. Fra-zier Lake Airpark Antique Aircraft Dis-play/Fly-In (1C9) 831-726-9672.

July 11-15, 2012, Arlington, WA. Arling-ton Fly-In (AWO) 360-435-5857.

Aug. 4-5, 2012, Hollister, CA. Fra-zier Lake Airpark Antique Aircraft Dis-play/Fly-In (1C9) 831-726-9672.

Sep. 1, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672.

Oct. 6, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672.

Nov. 3, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672.

Dec. 17, 2012, Hollister, CA. Fra-

zier Lake Airpark Antique Aircraft Dis-play/Fly-In (1C9) 831-726-9672.

AlaskaMay 5-6, 2012, Anchorage, AK. 15th

Alaska State Aviation Trade Show/Conference 907-245-1251.

InternationalDec 2-4, 2011, Nassau/Paradise Is-

land, Bahamas. Junkanoo Grand Fi-nale Fly-In (MYNN) 800-327-7678.

March 7, 2012, Budapest, Hungary. Maint Reserves Training School 441342324353.

March 7, 2012, Budapest, Hungary. Managing Tech Aspects of Leased Asset 41342324353.

March 7, 2012, Dubai, UAE. Aviation Week MRO Middle East 212-904-4682.

May 14-16, 2012, Geneva, Switzerland. 12th Annual EBACE +32 2 766 00 73.

May 28-31, 2012, London, UK. Operating Lease Training Seminar 414342324353.

June 25, 2012, Tianjin, China. Aero-mart Tianjin +33141864186.

Oct. 1-3, 2012, Guadalajara, Mexico. Aerospace Meetings Guadalajara +33141864186.

Dec. 4-6, 2012, Toulouse, France. Aero-mart Toulouse +33141864186.

The Calendar of Events is published as a public service for our read-ers and is available in its entirety on our website (GeneralAviation-News.com). To submit an event, go to General AviationNews.com, click on Calendar, then follow Submit an Event instructions, or fax your infor-mation to 253-471-9911.

Calendar of Events

Aeronca - 1050

FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMA’d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, www.univair.com

CITABRIA, AERONCA Scout, Decathlon, salvage, sur-plus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax:1616. [email protected] www.rainbowflying.com

CITABRIA, AERONCA Scout, Decathlon, salvage, sur-plus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax:1616. [email protected] www.rainbowflying.com

Aerostar - 1110

1977 AEROSTAR 700, 3000TT, 400 left engine, 1300 right engine Much equipment! .Recent annual by Winner Aviation (WING). Call Jim-330-397-5769,

Aviat - 1400

AVIAT HUSKIES- 2008 thru 2009 used. VFR, IFR, tak-ing 2012 orders. Call for details. Jim Taylor, McCreery Aviation, 956-686-1774.

Beech Bonanza - 1505

1966 V35, 5727TT, 1297SFRM, 3-blade Hartzell 454 TSN, GNC-300XL, KX-170B. NDH, $69,500. Very Nice! 575-760-7800, 806-640-4088. See more detail/pictures:: http://www.ddaviationnm.com

1965 S35 Bonanza S/N-D7913. AFTT-4220, EngTT-33FactoryTSN, IO520B. Exterior-paint-1996. New 1-piece Windshield, PropTT 33 since McCauley FN. Fast airplane. Price reduced!. 208-733-5920

Beech Travel Air - 1614

1958 BEECH Travel Air. Many Many mods. IFR, 450 SMOH, Reduced $63,000 or Trade. West One Air 208-455-9393. [email protected]

Cessna 120/140 - 1902

1946 CESSNA-140 4650 TTSN, 450 SMOH, wheel pants, King digital avionics. Nice glass/paint/interior. All logs. Asking $21,500. John 512-869-6153.

48-CESSNA 140, C-90, all-metal, new-cyls 8-11, Cleve-lands-2010, VG’s, oil-filter, Alt, strobes, new-seats and door-panels 2010, always-hangared, super-paint. 605-645-1787, $30,000. [email protected]

Cessna 150 - 1904

1967 C-150G Mechanically excellent. TT-6415, SMOH-480, xpdr, MX-300, a/c cover, NDH, Factory C-150 Man-ual included. Flies Great! $15,850. (TIW) 253-380-7240

BUYING OR FLYING A CESSNA 150/152?Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. You’ll love it! www.cessna150book.com

Cessna 172 - 1907

1977 C-172N, 2670-TTAF, 1420-TTE O-360 Lyc-180hp, all logs, Flybuddy-GPS, DME, full-IFR, NDH. CSP, new annual, hangared Bandon OR, $59,000. 907-305-3056.

1976 C-172N TTAF-8553, TTE-252, new Lyc-360, Artex 406-ELT, Garmin-530W, black steel panel. Annual 04-06-ll. $49,500. 509-843-3497. See Pictures at www.generalaviationnews.com

Cessna 172 - 1907

1969 CESSNA 172 2500TT, 500 SMOH, 2-720NC, KLN90 GPS, GS w/3 light, 4place intercom, 4cyl EGT, long-range tanks, new baffling & door seals, radio mas-ter. EXCELLENT! paint/interior & glass. April annual, IFR certified. Bill Smith 479-871-0413, [email protected]

1963 C-172 project, engine (lower-end together). All new parts & new 4-cylinders, panel converted to center stack, new glass/interior in box. Has STC’s Lyc.-160hp. $15,000 paint job. $36,000. Earl Pearson, 360-292-7220. 360-754-5221

1977 CESSNA 172N Skyhawk-N80628 w/float kit, 2670-TTAF, 1420-TTE, O-360 Lyc 180hp, conv ,all-logs, Fly-buddy, GPS, DME, Full-IFR, NDH, CSP, “needs-annual”, hangared. $44,000USD/FIRM. 541-347-4318, Marion See pictures at www.generalaviationnews.com

1974 CESSNA 172, $22,900/ MAKE OFFER! fresh an-nual, high airframe and engine times. Gran Aire Inc Mil-waukee, WI. [email protected] 414-461-3222.

1979 C-172N Skyhawk. Excellent condition. 3000TT, 1700 hours engine time. Full-IFR, Fresh-annual. $50,000 or trade. 614-832-7218. [email protected] See pic-tures: www.generalaviationnews.com

Cessna 180/185 - 1908

1980 CESSNA 180/185- 4220-TTAF, 430-SFRM (300hp IO-55O!), Kenmore G/W increase: Useful=1,257lbs. Gar-min 430/155, King-HSI, WX-500, JPI EDM-800, dig-tach, No-autopilot, no float-kit. Skymachines, 888-651-2257.www.skymachines.com

1956 C-180 2657-TT, 353-SFRM, 818 SMOH-Propeller, airplane 9+in/out. Bass-equipment, P-Ponk, 800-tires, King-equipment, GPS moving-map. Too much to list. Look. You won’t be disappointed. $75,000/Offer. 208-382-3247.

Cessna 182 - 1909

1974 C-182P Skylane, IFR, King digital-panel, 4,022TT, O-470R-engine, 990SN, 120hrsSTOH, leather-interior, extensive records, hangared. $79,500. Located at Paine Field. 206-949-0532.

1978 SKYLANE 30 SMOH, 275hp, 1350 TT, Garmin 430 SL40. 300A A/P. Like New! $124,900/Offer. John 916-716-0390 or Bill 208-949-9389

2002 CESSNA Turbo 182T, 865TTAFE, Nav II w/storm-scope, HSI. All original, good P&I. Desert plane/no corro-sion, $172,900 www.N5156M.com SkyMachines, 888-651-2257.

1964 C-182 3800 TT, 985 SMOH, IFR, GPS, fresh annu-al. $45,750. West One Air, [email protected]

1973 182P, 919hrs P-Ponk ,530W, 340-audio, HSI, ME406 ELT, SR8A-analyzer, 3bl-prop, King-155, 2Light-speed, 4pl-oxy. Loads of TLC. $117,000. 541-882-1887,[email protected]

WA: 1962 C-182E, 3950 TT, 400TTE, WAAS cert GNS 530W with A/P STEC-30. $79,900. 714-263-3362, 949-632-7439. See pics at http://maverickairbrokers.com

Cessna 200 Series - 1912

1969 C-P206D 2730TT, 765-SFRM, kit & Bracketts on tail, standard tires & Fairings included. $74,500. 707-965-2411. More details/pics: www.generalaviationnews.com

1970 CENTURION 210K “Turbo” 60SMOH, 60SPOH, KLN90B GPS Colored-re-map. New leather interior. To-tally refurbished by Western Aircraft. $107,750. 208-455-9393. [email protected]

Cessna - 2020

CESSNA WING rebuilding, using factory jigs. CRS #UDIR892K. Aircraft Rebuilders 2245 SO. Hwy 89, Perry UT 84302 435-723-5650.

Cessna Parts - 2030

CESSNA WINGS REBUILT ON JIGSBEECH/CESSNA Control surfaces reskinned on jigs

Call for quotes. West Coast Wings 707-462-6822.

FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts for 120-185.Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

SELKIRK AVIATION Inc. has FAA approval on compo-site cowlings for all Cessna 180, 185 & years 1956-1961 Cessna 182 planes. Also interior panels, extended bag kits, glare shields & nose bowl for most C-170 to U206 models. www.selkirk-aviation.com or 208-664-9589.

Champion Parts - 2055

FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts Univair, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll-free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Citabria - 2150

CITABRIA, AERONCA Scout, Decathlon, salvage, sur-plus, 5-ply birch formers, gear-legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/[email protected] www.rainbowflying.com

Citabria Parts - 2155

FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

DeHavilland - 2400

1956 DEHAVILLAND BEAVER, 5-hours since stunning new paint and leather interior. SN-994. 12,100TTSN, 830since Covington Major. 20-hours on 3-bladed Hartzell Wipline 6000-Amphibs. $465,000w/free delivery in North America. (just more opportunity for me to fly it). Ron, TX/806-662-5823-cell; [email protected]

Ercoupe - 2550

FREE UNIVAIR INVENTORY LISTING Thousands of type Certificated parts direct from our factory. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Lancair - 3160

BEAUTIFUL LANCAIR ES, red/blue/white, grey interior, Garmin 430, IFR 700 HRS, fresh annual, $149,500. 469-432-2211, [email protected] See pictures atwww,generalaviationnews.com

Luscombe - 3300

LUSCOMBE SUPPORT: Parts, PMA, NOS, used; knowledgable technical help. www.Luscombe.org. 480-650-0883.

Luscombe Parts - 3310

FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMA’d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, www.univair.com

Maule - 3400

MAULE AK WORLDWIDE has various MAULES for sale at competitive prices. High performance 3&2 blade props, floats, etc. 707-942-5934, www.maules.com.

Mooney - 3500

LAKE AERO STYLINGYOUR ONE STOP MOONEY “MALL”

Lasar Plane Sales, service, parts, engine work, mods, upholstery, avionics, etc. Servicing your Mooney needs since 1966. Free Mooney buyers guide or mod brochure:

Email: [email protected] www.lasar.comPARTS: 800-954-5619 or 707-263-0581

OFFICE 707-263-0412 FAX 707-263-0420

Mooney - 3500

LASAR PLANE Sales has many Mooneys on consign-ment. Call for info & free Mooney Buyers Guide, 707-263-0452, Fax: 707-263-0472. See us on the internet: www.lasar.com, email: [email protected]

MOONEY'S LARGEST Factory Authorized Parts Serv-ice Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, fax [email protected]

RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Email [email protected]

Navion - 3600

1948 NAVION 150 SMOH, 150 SPOH, Long range fuel. Must sell! $29,750. West One Air [email protected]

1948 NAVION-A/L17B 4832-TT, Cont-E185-9, 205hp, 1033-SMOH, 411.1-STOH, 25hrs-prop, Aug-annual, full IFR, DME/GPS, updated-panel, PA-tail, always-hang-ared, many-military records, $40,000/will consider any offers. 360-239-1291.

1962 NAVION Range Master G-H. IO-520BA-285hp, 902-SRMN, 168-STOH, 902-SN-3-bl-prop, 5,246-TTAF, Very well maintained, $89,900/OBO. 937-430-2482. See more details/pictures at: www.generalaviationnews.com

North American - 3680

1945 NORTH AMERICAN P51D Mustang, 1305TTSN, 135SMOH by Nixon, Rolls Royce Merlin 1650-7 with transport-heads. Dual-controls. New Martin-radiator, new hoses, new tubes new hydraulics, fresh annual. $2,145,000, will accept Harvard or AT6 on partial trade. Ron Fernuik 806-662-5823; [email protected] ad#201

Piper Single - 3800

NEW CONTROL LOCK for Pipers! Holds the ailerons neutral and the stabilizer down. Installs in seconds, weighs 3oz., easy to store. Only $39.95. Airplane Things, Inc, 866-365-0357 or see at www.airplanethings.com

Piper Archer - 3802

1980 PIPER Archer II (PA28-181) 1,000-SMOH, 3,000-TTSN. Garmin GPS, A/P, air-conditioning, NDH. Nice paint & interior. $59,950. American Aircraft 510-783-2711

Piper Arrow - 3804

1968 ARROW, Garmin 430W IFR GPS w/Garmin 696, S-Tec AP, modern P&I, full speed-mods, NDH, 1599-SMOH, 4085TT, $44,950. 510-783-2711,www.americanaircraft.net

Piper Cherokee Series - 3806

1964 CHEROKEE-180, TT-3360, SMOH-50, KA-134 au-dio-panel, Garmin-SL40 radio, Collins-720 Nav/Com, AT50Aw/Mode-C, shoulder-harnesses, copper-wiring, hangared. $35,000. 541-883-3982. For pictures see:www.generalaviationnews.com

1975 CHEROKEE Arrow II, 200 hp, IFR, always hang-ared. Idaho, Montana airplane. $49,750. West One Air, 208-455-9393. [email protected]

Piper Comanche - 3809

1959 PIPER Comanche 650 SMOH, IFR, Turbo charged $48,750. West One Air 208-455-9393 [email protected]

Piper Super Cub - 3820

SMITH REPLICA Piper Super Cub. 85hrs on O-360. 2010 Copperstate Fly-in award top custom-built tube&fabric Grand Champion. Price reduced! 928-706-0904. See pictures: www.generalaviationnews.com

Piper Saratoga - 3822

2003 PIPER Saratoga II Turbo, 1400TTAFE. LOADED: Avidyne MFD w/TAWS, XM & Traffic; Garmin 530/430, S-Tec 55X w/HSI, FD; TKS, airbags; A/C, nice P&I. $299,900.See www.N720KM for photos, details.

December 2, 2011 General Aviation News — Classified Pages 31

Avionics - 6500 Avionics - 6500

Avionics - 6500 Avionics - 6500Piper Tri-Pacer - 3826

HOW TO Lock Pacer Tri-Pacer Controls with Rope. Send $15.00 to Havener Consulting, 1409 Sixth Ave. Sterling IL 61081.

Piper Parts - 3920

FREE UNIVAIR INVENTORY LISTING Thousands of FAA-PMA’d and original Piper parts for J-3 through PA-22 and PA-25. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Stinson - 4455

FREE UNIVAIR INVENTORY LISTING. Thousands of Type Certificated parts direct from our factory Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Taylorcraft Parts - 4605

FREE UNIVAIR INVENTORY LISTING FAA-PMA’d approved parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Experimentals - 5300

EXPERIMENTAL CUB O290 G4. 52 hrs since built. $20,000. Oregon. 503-838-0572.

3795 Fly Park Drive • Rockledge, FL 32955(321) 635-8005

www.sea-plane.com • [email protected]

Floatplanes - 5400

Seaplane Ratings & Solo Rentalsin central Florida and Minnesota

PA12 & C172 available www.adventureseaplanes.com 612-868-4243 - 612-749-1337

Gliders - 5410

1966 SCHLEICHER KA8B Vintage Glider. Fresh annual, 992-TT. Flying Condition. Hangared. Enclosed Aluminum Gehrlein-Built Trailer Inc. Asking/$7,200. NJ. Call D.D.-973-923-1795

Helicopters - 5600

1988 ENSTROM F28F, S/N 755, AFTT 5460, Eng TT1135. 15K spent on MRH, good light machine. $145,000. 208-733-5920.

Announcements - 6375

PLEASE DONATE your aircraft, engines, avionics, avia-tion equipment. We provide Humanitarian Air Service World Wide. Donations tax deductible. 800-448-9487.www.wings-of-hope.org

Appraisals - 6405

NAAA/USPAP APPRAISALS / CONSULTING.Northwest US and Western Canada. Call Russ, Bow Avi-ation, www.bowaviation.com 360-766-7600.

Avionics - 6500

STORMSCOPES: BUY, sell or trade. Exchange compo-nents available. Specializing in Stormscopes since 1994. www.stormscopes.com Valentine Aviation 972-495-3284 [email protected]

Avionics - 6500

Books, Cards & Gifts - 6560

NEW BOOK! “Tales of Timeless Wings- Present-Day Aviators and Their Flying Machines,” by Sparky Barnes Sargent. http://home.windstream.net/av8terz/book2.html or email [email protected]

Business Opportunities - 6576

FOR SALE Part 135 multi-pilot business, hangar and two aircraft. Yakutat, Alaska. 907-784-3231, [email protected]

Charts & Maps - 6590

CHARTS, WIDEST range of NOS/NIMA, Canada, Worldwide charts. Lowest cost. Next day service availa-ble. The Pilot Shoppe. 623-872-2828 Fax 623-935-6568.

Cylinder Overhaul - 6605

CYLINDER FLOWMATCHINGl for more power and ef-ficiency for Continental & Lycoming cylinders! Aircraft Cylinder Repair. www.aircraftcylinderrepair.com 1-800-622-7101.

Employment - 6900

AIRJOBSDAILY.COM - Largest source of Aviation and Aerospace Jobs on the Internet! New Jobs Posted Daily. visit our website: www.AirJobsDaily.com

CUSTOMER SERVICE representative Needed, Ability to perform Multi-Task and Work extra hours. Must be a computer literate, Valid Identification Identity Needed, Earn $450/Weekly. Resumes to [email protected]

Engines - 6950

KAWASAKI PACKAGE - SAVE 50%Engine, reduction drive, carburetor, and tuned exhaust. 0-time, 64 lbs, 40hp. J-Bird, 262-626-2611

Engines - 6950

ENGINES FROM $200 GUARANTEED:Kawasaki, Rotax, Hirth, and most other brands with the BEST reduction drive, carburetor, exhaust selection of accessories with top-notch service from our friendly staff.

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Engines - 6950

CASH: WE BUY Cont & Lyc engines & parts. Used, new, damaged. Jerry Meyers Aviation [email protected]

1959 APACHE PA23-160, low time 2450-TTAF, 1018-SMOH, 2-Mk12B’s, VOR, localizer, GS, ILS, xpdr,out of annual, as is/where is, $20,000/obo, 818-792-1531/cell.

Piper Apache - 3902

Engine Parts - 6955

LYCOMING O-320-160, 1018 SMOH, FWF with all ac-cessories including prop, spinner, carb, exhaust, running condition, $15,000/obo. 818-792-1531/cell.

The Very Best in Airport Information!

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32 General Aviation News — Classified Pages December 2, 2011

Equipment - 6990

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Door Seals - 6700 Door Seals - 6700Engines - 6950

OVERHAULED, RECONDITIONED, reground. Com-plete aircraft engine machine shop services. Heat treat-ing, plating, NDT. Also complete new and used parts sales. Call for free brochure and pricing. AIRCRAFT SPECIALTIES SERVICES, 800-826-9252.

ALLOWS THE use of an O-200 crankshaft, rods, and pistons in C-85 engine, for less than the cost to replace your C-85 crankshaft. Complete w/FAA certification & STC paper work. For more information & prices call AIR-CRAFT SPECIALTIES SERVICES, 800-826-9252.

Engine Parts - 6955

CASH FOR your steel engine parts. Crankshafts, cam-shafts, lifter bodies, rods & gears. Call Aircraft Special-ties Services, 800-826-9252 or www.aircraftspecialties.com

PARTING OUT Lycoming and Continental engines, all parts, large and small! Cores and overhauled parts avail-able. Jerry Meyers Aviation. [email protected]

Equipment - 6990

Equipment - 6990

Equipment - 6990

ALLOWS THE use of an O-200 crankshaft, rods, and pistons in C-85 engine, for less than the cost to replace your C-85 crankshaft. Complete w/FAA certification & STC paper work. For more information & prices call AIR-CRAFT SPECIALTIES SERVICES, 800-826-9252.

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Fuel Cells - 7220 Fuel Cells - 7220

Equipment - 6990 Equipment - 6990

Equipment - 6990

Financial - 7050

TITLE SEARCHES: Same day reports if called before noon CT, most searches. 800-666-1397 or 405-232-8886. Visa/ MC. Aircraft Title Corp. Established 1957.

Float Equipment - 7170

Fuel - 7215

Fuel - 7215 Fuel Cells - 7220

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Instruction - 7350 Instruction - 7350Hangars & Tie-Downs - 7300 Hangars & Tie-Downs - 7300

Hangars & Tie-Downs - 7300

AUBURN AIRPORT, WA: Metal T hangar 40’X16’ high. $450 per month!! Long term lease. 360-981-8796.

PEARSON FIELD VUO. T-hangars w/42’doors, paved-floor, electrical, $308-$345. Full service airport w/instru-ment approach. Closest to downtown Vancouver and Portland. Contact Willy [email protected], www.cityofvancouver.us/pearson

BUY HANGAR BUILDINGS direct from manufacturer. T-hangars or individual hangars, instruction, R&M Steel Company, Box 580, Caldwell ID 83606. 208-454-1800.

PORT TOWNSEND WA Hangar for sale. 70x60 R&M steel bldg. 50x14-Schweiss BI-fold door. Walls/ceiling & door insulated. 200amp service. 360-821-9474.

TACOMA NARROWS Airport (KTIW) Two 40’T-Hangars priced at $53,500 and One 50’Box priced at $232,500. Call Kyle for info. 253-314-4704

ECONOMICAL AIRCRAFT HANGARSwith the Banyan Steel Arch Systems. Will ship world-wide. (800)533-7773, (317)849-2246, Fax: (317)849-5378, www.banyansteelarchsystems.com

CONDO T-HANGAR A14 with loft/Water/Extra lighting. 39x29, Arlington/WA. AWO NE end of R/W. $59,900. or will rent $250/mo. Ray 360-435-4980.

POWER METERS for hangars. Recover the cost of elec-tricity used by tenants, Davidge Controls, 800-824-9696, www.ezmeter.com

NEW RICHMOND WI(RNH) hangar, floor-heat, 60’door. 50’x100’. 5,000sqft log cabin office, bathw/shower, natu-ral-gas, $249,000. 330-283-3200. See more details/pic-tures: www.generalaviationnews.com ,costar.com

BURLINGTON, WA Condo Hangar For Sale. “Skagit Re-gional” on Runway 4-22. 100 amp panel. $55,000, 360-629-2228. [email protected]

"THE NEW LIFT STRAPS" BI-FOLD DOORS By Schweiss for airplane hangars. Electricall operated.Lose no headroom, we install and deliver. Schweiss Bi-

Fold Doors 800-746-8273. Visit www.bifold.com

95X95 CORPORATE Hangar Paine Field. 80x22 Hydro-swing door. Office with Bathroom/Shower. High Gloss Floor. For information call Russ Keyes 425-827-6588.

HANGAR FOR SALE at Olympia Airport, Olympia, WA. T+sawtooth hangar, built-2006, 45’x51’bi-fold door, room for motorhome or large boat in addition to aircraft, $65,900/firm, Graham, 509-876-2643,509-540-0749. See picture at www.generalaviationnews.com

Hangars & Tie-Downs - 7300

ELMA, WA T-Hangars $97.50/mo Completely enclosed w/lockup. Pilot controlled runway lights. 360-482-2228.

PIERCE COUNTY Airport. Brand new T-Hangars and Sawtooth. Ready for move-in. Purchase or rent. 800-281-8678.

LOPEZ ISLAND Hangar for Sale. 33FT. Deep, 42FTWide. Door opening 12FT High. Excellent Condition. Contact Ken Andrus, 253-332-0084, 253-846-8162.

JAMES ALLEN INDUSTRIAL PAINTINGSpecializing in aircraft hangar floors

JAMESA1967DE WA•OR•ID•NV • 360-366-9135www.jaindustrialpainting.net [email protected]

CHINO, CALIFORNIA: NEW HANGARS FOR SALE OR RENT, 50x50 insulated, metal halide lighting, Schweiss bifold door. $199,000. Financing available. One 50X50 for rent $1150/month. 949-533-0298. [email protected] or www.pacificcommercecompany.com

Headsets - 7310

Instruction - 7350

FLY FLORIDA-Aerobatics, TailWheel, Emergency Ma-neuvers; Master CFI-Aerobatic. Super Decathlon and Pitts S2A;. Country Airport; Lodging at Country Inn. 772-485-6761, www.dylanaviation.com

FRANCIS IFR HOOD Best “NO-PEEK IFR training hood!”

You’ll be a better IFR pilot training with the FRANCIS

IFR HOOD. $29.50 plus S&HSee your pilot store first!

www.francisifrhood.com

TAILWHEEL SPECIALIST Maule & J 3-PiperCubs. BFR, private, tailwheel, mountains spin-awareness, EMT, SportPilot or just plane fun! 20,000hr George Kirkish, 206-567-4994. www.island-air.com, [email protected]

Instruction - 7350

• 39 Years Experience.• Train for Skybolt, Eagle, Model 12, S-1S, ANY taildragger.• We love low time pilots. Based in sunny Phoenix, AZ

Visit us at www.airbum.com

Plus 5 Aviation, LLC.602-971-3991 • [email protected]

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We Can Teach ANYONE to Land a Pitts!

Instruction-Multi-Engine - 7355

GUARANTEED MULTI ENGINE ratings, $1395+ exam-iner. Bring a buddy, $1195 ea. Beech Travel Aires, ma-ture ATP rated instructors. Multi engine training, Arling-ton TX. 817-557-4004. 19yrs in business. Experience counts.

Instruction-Seaplane - 7360

Instruments - 7380

Insurance - 7400

Ehrhardt Aviation Insurance800 394-2062

33 years experience in ALL things [email protected]

Insurance - 7400

TITLE SEARCHES & INSURANCE: Same day reports if called before noon CT-most searches. 800-666-1397, 405-232-8886. Visa/MC. Aircraft Title Corp. Est 1957.

REGAL AVIATION INSURANCE: Your insurance pro-fessionals. Representing all aviation insurance compa-nies. Dedicated to General Aviation since 1978. 800-275-7345(OR), 877-676-1229(ID) www.regalaviation.com

Interiors & Upholstery - 7405

330-669-9099

yoke reconditioning

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eather overingL C&Instrument Panel Fabrication

Rudder Pedal ExtensionsOrganizer Consoles

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Maintenance - 7460

ROYAL FLYING Service Inc. Eastern WA. Maintenance Repairs & Restorations. 509-346-2417.

MAGNETO SERVICE. Quality Bendix magneto over-hauls and repairs. Mansfield Magnetos, Inc. 318-872-2026, [email protected]

Materials & Supplies - 7465

RAMOS PLATING and POLISHING: Repolish your aluminum spinners, chrome pitot tubes, airsteps, valve covers, nuts, bolts. Also cadmium plating. 45yrs OK City, OK 405-232-4300.




Parts - 8225 Parts - 8225

Parts - 8225 Parts - 8225 Parts - 8225 Parts - 8225

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Parts - 8225 Parts - 8225 Parts - 8225 Parts - 8225

Oil Coolers - 8110

Parachutes - 8150

PILOT’S EMERGENCY Parachutes --hundreds of new and used rigs --military and aerobatic types. Prices from $250 and up. Western Parachute Sales, Inc., 29388 SE Heiple Road, Eagle Creek, OR 97022. 503-630-5867 or fax 503-630-5868.

Partnerships - 8200

OUR FREE web-based partner and partnership-finder works worldwide for any aircraft. Join today to fly more and pay less!

Parts - 8225

WING EXTENSION Kit for S2R Thrush. NIB includes STC. Also G-164 all models. $6500 plus 200 crating, 509-689-2712.

Parts - 8225

RMD Aircraft Lighting Inc.

Phone/Fax: (503) [email protected]

www.rmdaircraft.com

New from RMD - MaxPulseAircraft Landing Light Pulser!

Simple installation: does not require outboard heatsinks, rheostats or other

packages! Only weighs 1 oz (28g)!FAA STC/PMA approved.

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Propellers - 8400 Propellers - 8400Pilot Supplies - 8360 Pilot Supplies - 8360

Pilot Supplies - 8360 Propellers - 8400

NORTHWESTPropeller Service, Inc.

McCauley, Hartzell, Sensenich, Hamilton Standard, MT, PZL

Authorized McCauley Service CenterApproved Hartzell Network Shop

Visit our website: NWPropeller.com

253-770-7400

[email protected] 103rd Ave. Ct. E.

Puyallup, WA 98374Pierce County Airport (KPLU)FAA Approved Repair Station

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Space for lease - 8855

TERMINAL SPACE with Aircraft Parking for rent. Kis-simmee Gateway Airport. Call Terry Lloyd. 407-518-2516

Skis - 8870

Software - 8890

Survival - 9000

Title Services - 9210

TITLE SEARCHES: Same day reports if called before noon C.T., most searches. 800-666-1397 or 405-232-8886. Visa/ MC. Aircraft Title Corp. Established 1957.

Tugs & Towbars - 9300

The Plane TugAffordable Cordless Power TowThe Plane Tug is the answer to moving heavy aircraft

in and out of tight spots. The Tug makes the retrieval of your plane from storage a safe and easy task.

The Plane Tug is like having your own personal line-man any time you want to move your aircraft.

The Plane Tug has a battery operated cordless electric drive motor.

The Plane Tug is very easy to use.

The Air Store Box 456 Osmond, Nebraska 68765 402.748.3860 • www.AIRSTORE.BIZ

Video, Audio, DVD - 9400

QUAD CITY CHALLENGER VIDEO. 45 minutes of fly-ing fun on floats, ski’s, soaring and other neat stuff. Send $10 to QCU, POBox 370, Moline IL 61266-0370. Money back if not totally satisfied Also see our web site. www.quadcitychallenger.com For VISA/MC order call 309-764-3515.

Real Estate/Airport Property - 9650

Alabama - 9650

MOBILE BAY. Terrific 50’X60’hangar w/1600sqft studio apartment attached. 1 1/2 acres. Hangar built of treated rough-sawn lumber over I-beam frame; apartment is matched stucco. Located on 2600’ grass field flying com-munity. (5R7) near Mobile Bay. $300,000. 251-751-0003. See more pictures on GA website.

ALABAMA GULF Coast area Hangar/Home Located at Shields Airport(AL5) http://www.airnav.com/airport/AL55 70x75 Hangar, 3.8acres, 3BD/3BA. Reduced/$443,000. 205-706-0169. See more details/pictures: www.generalaviationnews.com

Arizona - 9650

7.1 RECREATIONAL acres on runway in Arizona. Move-in-ready-home, 24x36 garage or convert to hangar, ATV riding, horses, low maintenance landscaping. $240,000 Must see! 928-671-1597, see pics at www.GeneralAviationNews.com.

GORGEOUS HOME and Hangar, Five acres, Gated pri-vate airpark, Hard Surface runways and taxiways. 928-231-9500, www.airporthomesandhangars.net. See pic-ture at: www.generalaviationnews.com

Arkansas - 9650

ARKANSAS VALLEY A/P Cotter. Fall Sale 35% off ad-vertised prices below: Runway lot $64,900. 2.44-acre taxiway-tract 200’ from White River $69,900. 4% mort-gage available. 870-430-5545, [email protected]

ARKANSAS BULL Shoals Lake acreages w/airpark, 3+ acres, $25,000-$80,000, Village Land Office, 870-404-2059, 870-453-2966 eves, www.villagelandoffice.com [email protected]

California - 9650

FLY-IN RETREAT. House, garage, hangar, grass-strip on 40ac. NE Calif Close to Tahoe, Reno. Call for price. See pics: www.generalaviationnews.com 775-358-6918.

LIVE WITH Your Plane with Runway and Taxiway Ac-cess. Home and Hangar. 3000ft paved lighted runway, near fishing, boating, water and snow skiing, Major shop-ping, boat launch to the Sacramento river, Only!! $399,000. Call Mel 530-347-3164, email [email protected] www.lakecalifornia.info

MAKE OFFER 1 acre & 1-1/2 acres alongside runway for sale. Adelanto Airpark, So.California, near Victorville Broker Bill 760-792-8072. [email protected]

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Sisson’s iPad Kneeboard

Sisson’s Satchels 3900 Coachella Dr. St. Louis, MO 631251-800-538-1050

Easy & secure way of using the iPad, iPhone or tablet. Fits comfortably either leg and has adjustable strap. The base is Velcro. Can be

kneeboard is a must have for any pilot!

$15.95 plus $3.50 shipping

in the U.S.A.

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Real Estate/Airport Property - 9650

NORTHERN CALIFORNIA. Reduced AGAIN! Access to private F25 Airport. Airstrip has been recently paved. Property features 3-hangars on 5 beautiful acres. Re-modeled 3br, 2.5ba, 2100sf home+ separate guest/in-law/caretaker studio w/bath & kitchenette. Close to 3 rec-reational lakes. Level & private land yet only 30 minutes to Oroville (driving time) or Marysville. Fabulous views. $349,000. www.dianehelms.com 530-271-1669.

CALIFORNIA IDEAL climate, Pine Mountain lake. (E45) Taxiway homes or lots in the Sierra foothills near Yosem-ite Nat'l Park. Gated community with boating, golf, tennis and stables “Red” Rossio, The Flying Broker, Pine Mountain Lake Realty, 209-962-7156.

EVERY PILOT’S Dream(O61)Excellent-level .43acre-lot-joint use roadway. $160,000. Yvonne Rand, Lyon Real Estate 916-673-8226 [email protected], CA DRE# 01834318. Details/pics: www.generalaviationnews.com

PINE MTN Lake, CA(E45). Taxi to your airpark home or live on the lake. Championship golf, tennis, stables in gated community near Yosemite. Capt LarryJobe. “UAL” retired. www.YosemiteAreaRealtors.com 209-962-5501

Colorado - 9650

KELLY AIRPARK CO. Lot-#50. 4.4 AC site, survey, soils test and septic perc test done. $98,500. 719-358-9437. [email protected] kellyairpark.com

Florida - 9650

Florida - 9650

CANNON CREEK Airpark. Florida’s Finest just got bet-ter. 600+acres, 2-Runways along I-75 North Fl. at Lake City and I-10. The best approaches, Golf and Tennis and snack Bar by Golf Cart. 4,000Ft Turf 4,000 paved. 150 Homes Now and growing. New section greater than 40 lots, Incredible Beautiful Lots. No rush to build, Finance and no interest, 10 lots set at $19,000. Each DoorBuster Pricing. CCAIRPARK.COM Call 386-984-0283, Ray Ses-sions After 35years of Building this Airpark and starting others at Sun N Fun, This is my last Subdivision, time to find a Honey, give her a Home. I’ll be 70 this year. Time to see The Grandchildren in Kissimmee and San Anto-nio. Call me, you will get the buy of a LifeTime. No Salesmen, Direct to you.

SPRUCE CREEK FLY-IN REALTYSERVING THE SPRUCE CREEK

COMMUNITY SINCE 1985America’s Premier Fly-In & Country Club Community,

Daytona Beach, (East Coast of Florida). Taxiway homes from $450,000, non-taxiway homes from $200,000, con-do’s from $139,000. Lots-available. Long and short term

rentals available. SPRUCE CREEK FLY-IN REALTY, Pat & Lenny Ohlsson, 800-932-4437.

www.fly-in.com [email protected]

SARASOTA FLORIDA Hidden River Airpark, 2640’paved+ lighted runway, lots w/homes 5-20acres. Katty Caron, Realty Executives [email protected] 941-928-3009 www.floridaaviationproperties.com

ORLANDO AREA Aviation-properties, hangars, hangar-rentals, Some priced like bank-owned. Chandelle Prop-erties. Call Ron Henderson 407-712-4071 Keller Wil-liams/Advantage II Realty www.chandelleproperties.com

Illinois - 9650

CHICAGO IL Private Airpark Home. Beautiful, Large, Warm and Elegant high end custom home located in Brookeridge Aero. Direct access to private airport, fabu-lous 49x55 attached heated hangar, paved & turf run-ways Free recorded info & current market price. 800-554-3462x3003. Hangar Homes Realty info/pics: www.649millbrook.com 312-543-1220.

Indiana - 9650

Michigan - 9650

SUGAR SPRINGS Airpark Home, 1840SF 2-level, 4BD/2/BA, full basement, 2garages, indoor heated pool, access to golf course/pro-shop/restaurant/pub. $169,000 989-430-0966, www.SugarSpringsRealty.com

AIRPARK DEVELOPMENT for sale. 200 acres, utilities in. $1,800,000. www.torchport.com 231-632-2412

Missouri - 9650

FREDERICKTOWN, MO. 4cd remodeled home. 2400 sqft hangar w/one piece Hydro door and office/media room. 3.61 acres lot. Lots of wildlife. 80' x 2000' grass runway. Homeowners association contract, restrictions being drafted and available. Pictures on request. Scott Frisella 314-359-2392.

Montana - 9650

BEAUTIFUL 5-ACRE lot on private airpark. OUT-STANDING PANORAMIC VIEWS in all directions. All utilities. 406-862-4932, [email protected]/pictures at www.generalaviationnews.com

MONTANA, WINDSOCK SKYPARK. The Last Best Place! Only 20-lots left for sale. One-acre or larger, on the Shores of Beautiful Fort Peck Lake in NE MT. City water, sewer, nat-gas, underground-utilities installed. paved-streets, taxiway to 37S public airport. Call Lanny Hanson at 406-526-3535 or 263-1154. Visit our website: www.windsockskypark.com Don’t miss the opportunity to Live in a beautiful hunting and fishing recreational para-dise! LOTS NOW SELLING $60,000.

Nevada - 9650

NW NEVADA Airstrip property. 5+ acres 35miles SE Lake Tahoe- 40 miles S. Carson City. $115K Terms available. NV 775-266-3796

New Mexico - 9650

PICTURESQUE MOUNTAIN VIEWS! Hangar & log home in SW New Mexico on private airpark. 60’x60’hangar on runway, includes 3bd/3ba custom log home on 1.5acres overlooking runway. Nancy Whatley 214-587-1763, [email protected]

North Carolina - 9650

NO CAROLINA airpark 8NC2. Acreage lots starting at $24,500. Between Ashville & Charlotte NC. 1.5mi to Hwy 74 bypass. 2500’x90’ turf-runway, landing-lights, private lounge w/bath/hangar space. $125/mo, 864-812-0482.

AVIATION, INVESTMENT & residential properties. Li-censed in both Carolina’s. Sell airpark & airstrip property That’s what we do.www.NC-Airparks.com 877-279-9623

Ohio - 9650

A RARE find. 3112ft rw, 3-hangars, 1768sqft home, Pan-dora, OH(6C2). $290,000. 419-235-2278 Ron Leopold/Ron Spencer Real Estate. More info/pictures:www.generalaviationnews.com

EXCELLENT BUILDING Site. 5.73 Acres with Frontage. Some Restrictions. Union County, Ohio, Between Marion and Marysville. Near 2000 Ft. Private Airstrip. $35,000. Call Gale 740-943-2773. Email [email protected]

Oregon - 9650

“320 ACRES Christmas Valley/ Level/ surveyed (Cent. OR) Hunt/Dunes. Reduced!! $150,000. OCC/Meg 541-347-4318/ [email protected] See pictures at www.generalaviationnews.com

Pennsylvania - 9650

New airpark, Northeast Pennsylvania, 29-lots for sale. 1.25-3 acres, great views, underground utilities, sewers, some lakefront. EZ flight/drive to NYC, Philadelphia, New Jersey, Connecticut. At Seamans Airport (9N3), 2500’paved IFR approach, lighted, all services, Build Your Dream Home This Spring! “Model Home Being Built Now”. 866-924-7787 or www.SkylineEstates.us

South Carolina - 9650

NORTH of Hurricanes, SOUTH of snow 3300turf. 10mi to Myrtle Beach. 1, 5,10,acre lots Low taxes/insurance, “free DVD”. 843-602-8220. www.hardeeairpark.com

A MUST SEE IN CLARENDON COUNTY SC “WE’RE IN THE MIDDLE OF IT ALL”

Gated airpark with underground utilities in place.

www.palmettoairplantation.comPalmetto-POBox 777-Manning-SC 29102-803-473-2199

Tennessee - 9650

DISTRESS SALE!! Pilot’s Dream. Only home on 3500’paved-runway in Tennessee-mountains. 6.18acres. 4800sqft 5br/4ba, lodge. Price reduced/$300K. W/trade for late model Piper-6X. 904-669-9661.

Texas - 9650

NORTH TEXAS PILOT'S DREAM! Exclusive community of 140 homesites in a 340-acre residential airpark. Live with your plane in quiet seclusion only 5 minutes from shopping, restaurants and universi-ties, just 25 minutes North of DFW, near 23,000-acre lake. Taxi from the paved runway to your home. Several 1-acre lots available, also some homes. 940-321-5758, www.hiddenvalleyairpark.org [email protected]

MIDLAND, TX- 5,500Sqft hangar on taxiway, includes 4BR/3.5BA-home on 1.5acres. Call Realtor for price. Sandy Hanson/Legacy Real Estate 432-618-0613.www.legacyrealestate.com

Washington - 9650

Publisher’s notice: All real estate advertising in this newspaper is subject to the Fair Housing Act which makes it illegal to advertise “any preference, limitation or discrimination based on race, color, religion, sex, handicap, familial status or national origin, or an intention, to make any such preference, limited or discrimi-nation.” Familial status includes children under the age of 18 living with parents

or legal custodian, pregnant women and people securing custody of children under 18. This newspaper will not knowingly accept any advertising for real estate which is in violation of the law. Our readers are hereby informed that all dwellings advertised in this newspaper are available on an equal opportunity basis. To complain of discrimination call HUD toll-free at 800-669-9777. Toll-free number for the hearing impaired is 800-927-9277.

DIAMOND POINT:. 2 bedroom 1 bath home, 40x40 hangar w/guest quarters and bath above:40x40 shop/ garage below $225,000. 360-683-1022.

WA-FRONTIER AIRPARK(WN53) A premier Seattle Air-park Gorgeous-custom built home & hangar on private/gated 5-acres w/pond. $699,500. 360-658-5850. View pix: www.wrepix.com/12010-120

WA87 PILOTS DREAM. Beautiful airpark!! Grass and paved-runway. Huge-hangar with everything you could want. 360-635-3100. See more details/pictureswww.HomesbyOwner.com/20109 www.generalaviationnews.com

7 ACRE Custom home, hangar, barn, outbuildings. $850,000. Flying H Ranch, Buckley, WA. 253-862-3030, 253-740-1175. See more details/pictures atwww.generalaviationnews.com

2.5 ACRES on Parkside Airstrip, 3000sqft, 3bd/4ba, 42X38’hangar. Vancouver, WA No income-tax state! $459,000 Sandy Scott Uptown Realty, 360-608-6166.

SAN JUAN AVIATION ESTATESBLAKELY ISLAND, WA. Premier Recreational Airpark. Paved lighted runway. Exceptional marina. Owner access to 3000ac forest preserve w/2 - 70ac lakes: fish/swim/boat. Taxiway cabin, room to build hangar, $379,000. Airpark Marine View Home: $550,000 $490,000.DECATUR ISLAND, WA. Decatur Shores Airpark. Community dock plus waterfront park. Taxi to octagonal home w/hangar $800K. Adjacent lot w/nearly new hangar: $400,000.

Judy, Flying Island Realty, 360-375-6302www.flyingislandrealty.com [email protected]

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FANTASY FIELD (FA99): 2.96acres, 748sqft 1bdrm, home w/attached 1892sqft hangar, large deck, heated 10'x18'shop. 2150x84' grass runway. REDUCED! $190,000. 360-262-9335, 253-906-7799.



Merry Christmas! OK, this is a rather early holiday greeting, though you’d never know it from the number of TV ads about the holidays that started appearing even before Thanksgiving. My point isn’t about shopping for gifts so much as pre-paring for a new season of aviation.

Preparations are most definitely under-way for the U.S. Sport Aviation Expo, the eighth running of this focused event.

The annual gathering in Sebring, Flori-da, occurs about the third week of January each year and, as such, kicks off the avia-tion calendar. (Sun ’n Fun now starts the season of recreational flying.) Recently we visited the show site to make some final decisions and we found new direc-tor Jana Filip has very ably taken the reins from founding director Bob Woods. Jana has been associated with the show since the beginning, so she already knew the fla-vor of the LSA-focused event. Yet filling the ex-Colonel’s shoes wasn’t easy. Bob Wood left the show in fine shape, but set an aggressive pace for his staff and small army of volunteers. He’ll stay to help the transition and will remain a volunteer, but Sebring is now Jan’s baby.

Sponsorships are up. Exhibitors have filled almost every available spot…and I have no doubt it will be a sellout with two months to go. Forums are plentiful. Meetings are abundant. Activities are up. The mood at Sebring is bright, so bring on the show. For those stuck in the snow up north, Florida is a desirable destination.

The Light Aircraft Manufacturers As-sociation (LAMA) will hold its fifth an-nual dinner for LSA professionals during the Sebring show. Experimental Aircraft Association (EAA) President Rob High-tower will speak to the opening evening assembly in the AeroShell tent. Some 300 LSA businesspeople will be in attendance, the largest such gathering in the world.

Sebring has become the place where LSA companies show their newest aircraft or products for the new year of flying. The show doesn’t announce attendance figures, but reliable estimates are 12,000 to 15,000 attendees, making the Sebring U.S. Sport Aviation Expo one of the main events of the year. Get ready for a Happy New Year!

Sport-Aviation-Expo.com

LSA MARKET REPORTBy several measures and based on mul-

tiple conversations, 2011 is shaping up to be a better year than 2010. Of course, that’s not saying much as all of aviation was slow last year and in 2009. When you’re near the bottom of the well, every-thing starts looking up.

With those thoughts in mind, we pres-ent the newest market share report, this one through the third quarter of 2011. In

recent years we’ve had folks tell us we ought to show charts of this year’s or this quarter’s performance. But most readers want to know the “installed base,” to bor-row a phrase from the trend-setting tech industry. When people talk about Win-dows versus Apple market share or iOS versus Android, they generally mean how many of all buyers have those systems.

Nonetheless, we recognize pilots are

hungry for more recent info. So for sev-eral years, we have discussed near-term performance in the text of our articles even while we present a graphic showing FAA N-number registrations since the be-ginning. The chart has become a staple of this industry used by all sorts of people: Airframe producers, avionics and other equipment manufacturers, insurance com-panies, FAA, and member organizations. (Note: As always, all numbers are derived from FAA’s N-number registration data-base. These figures are not identical to sales logged by the companies, although, over time, the numbers get closer.)

For the last nine months, Cessna is far and away the leader, with 140 registra-tions logged in 2011. The Wichita giant once boasted of nearly 1,000 Skycatcher customers and it has been fulfilling those orders with increasing speed. Following

Cessna is CubCrafters with 29 registra-tions so far this year. Other top producers include CSA’s SportCruiser (20), Flight Design (17), and Jabiru USA (8).

One new arrival in the top 20 is Arion and its Lightning (6 in 2011). Another up and comer is Pipistrel, fresh from its third-in-a-row victory at the NASA Green Challenge.

A few kit producers deserve mention, even though we struggle to count these numbers accurately due to confusion by entry clerks regarding the fuzzy distinc-tions between kit ELSA, amateur-built kits, and ELSA converted from two-place ultralights (the latter being, by far, the largest single component of what are called Light-Sport Aircraft in America). Nonetheless, with 132 FAA N-number registrations, Van’s Aircraft and its RV-

12 earned our attention. Rans is another significant kit producer of aircraft meet-ing all parameters of LSA — the Kansas company also sells SLSA and ELSA ver-sions of some models.

Cessna’s rise to the #2 slot from the #8 place at the beginning of the year pushed everyone else down. One-time #2 produc-er American Legend now finds itself in #5 with 5 new registrations in 2011.

Yet the top 10 have remained remarkably stable, and indeed, they account for more than 70% of all SLSA fixed wing airplanes delivered since day one in April 2005.

LSA GLOBALSince the beginning of LSA time, way

back in 2005 (when the first LSA was ap-proved), LSA have arrived on American shores from overseas factories. American producers also sold airplanes to Yankees,

but none went overseas as governments of other nations had not yet accepted ASTM certification standards. In the last year, a lot has happened.

At least four companies are selling LSA in other countries: Arion Aircraft, U.S. Sport Aircraft (representing Czech Sport Aircraft), Remos Aircraft, and Flight Design.

Arion Aircraft is one of the first all-American companies to go global with its production. The Marysville, Tenn., company — related to Jabiru U.S., which supplies the J230 and other high wing models to LSA buyers in the USA — has sent aircraft to Australia, one of the first to use ASTM certification after the new ap-proval method was introduced by FAA in America. Arion’s Pete Krotje also told me of interest from Brazil, one of the newest countries to OK use of ASTM certifica-tion standards.

U.S. Sport Aircraft spokesman Donato Martino said, “We believe we are the first company to actually sell and deliver an LSA to a customer in Brazil. Paul Kramer was our ferry pilot who commanded the entire 4,300 nautical mile flight in Piper-Sport/SportCruiser N297PS from Fort Pierce, Florida, to Curitiba, Brazil. It took several months of planning but we did pull it off and will most likely be deliv-ering more SportCruisers to Brazil.” The SportCruiser is built in the Czech Repub-lic by Czech Sport Aircraft.

Reorganized German manufacturer Re-mos Aircraft has been renewing dealer-ships around the world, including a tour through the USA. The company also re-ports winning approval in India and Brazil for its GX design, while in South Africa, Remos obtained a Type Certificate.

LSA market leader Flight Design has delivered aircraft to China, where the Ger-man company has earned a Type Certificate under Chinese rules. It was the first LSA manufacturer to gain support from China aviation authorities and, like other aviation enterprises, Flight Design anticipates sales growing significantly as that country opens aviation to personal use for the first time.

As the second-largest aviation market in the world after the USA, Europe also factors large. The approximate equivalent to FAA, EASA has now issued its Certifi-cation Specification for LSA (CS-LSA) so EU countries can also move toward sales of LSA types. Costs remain a concern as EASA charges manufacturers for approv-als and oversight, where in the U.S. these costs are borne by taxpayers.

Another difference: In Europe, no speed limit exists for this category of aircraft; in-flight adjustable props are permitted to generate higher cruise speeds. Since ASTM standards accommodate these fea-tures, this presents no problem, even if American buyers have a speed limit and must use fixed pitch props.

My LAMA Europe affiliate, Jan Frid-rich, first coined the phrase “LSA Global” and, increasingly, it appears his foresight is proving accurate.

For more on Sport Pilot and LSA: ByDanJohnson.com

Looking ahead to the new year

SplogDan Johnson

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Hartzell Engine Technologies E-drive StartersImmune to Kickbacks saving hours of service time and replacement costs, 2 year unlimited warranty, No Bendix, Lightweight, High-Torque, High perfor-mance In-line starter that’s aviation engineered & aviation sourced. No automotive parts used. FAA/PMA Approved.ERZ-8011 - 12V, 149 tooth ....P/N 07-01102 ...$454.00ERZ-8012 - 12V, 122 tooth ...P/N 07-01103 ...$454.00ERB-8011 - 24V, 149 tooth ....P/N 07-01099 ...$479.50ERB-8012 - 24V, 122 tooth ....P/N 07-01101 ...$479.00

Sky-Tec High-Torque HT ModelStarters are designed for rugged, demanding applications. HT Starters weighs only 8.4 lbs., spin twice as fast as heavier OEM starters and feature a noseless, cantilevered heavy duty drive with no Bendix for unmatched durability.High-Torque HT Model 122-12HT .....P/N 07-06250 .. $423.00Flyweight Starter Model 122-12PM ...P/N 07-06252 .. $380.00NL Starter Model 122-NL ..................P/N 07-00761 .. $431.00NL Starter Model 149-NL ..................P/N 07-00762 .. $431.00NL Starter Model 149-NLR ................P/N 07-00763 .. $431.00

Fuel Scan 450 from JPI Instruments provides continuous display of fuel burned in gal/hour (liter and lbs. available on special order). Fuel Scan 450 also provides total fuel used, fuel remaining, endurance in hours and minutes, fuel required to next waypoint, fuel reserve at next waypoint, and nautical miles/gal. P/N 10-00135 ...............$658.75

EDM-700 Digital/Analog EGT/CHT - All pilots know that running their engines at peak performance means maxi-mum efficiency! Max. efficiency means substantial sav-ings in fuel burned and engine maintenance. EDM 700 assures pilots of Peak Precision Engine Performance Simply and Economically. EDM-700-4C................. $1,400.75EDM 700-6C ................. $1,856.75EDM 700-7C ................. $2,035.75

EDM-700-8C................. $2,375.75EDM-700-9C................. $2,630.75

The Kannad 406 AF-compact is the lightest, smallest, and least expensive on the market. Longer transmission dura-tion, six year battery, no aircraft power required, Internal alarm buzzer, Nav interface compatible. Complete Kit comes with remote switch, install manual, mount hardware and all con-nectors. Rod or whip antenna sold separately.Compact ELT ................P/N 11-05786 ..........$811.00Compact ELT Int.. .........P/N 11-06314 ..........$835.00

406 AF-COMPACT

Free UPS Ground* Shipping in 48 StatesNo UPS Hazardous Charge ~ Pay Price of Battery - That’s It!

FULL MFG. WARRANTY - SHIPPED SAME DAY ORDEREDAll batteries listed are with acid unless otherwise noted.

Call for pricing for batteries without acid.*Batteries up to 50 lbs. **This battery weighs 112 lbs.-does not ship free.

G-25 ....$149.95G-35 ....$186.95G-242 ..$327.95G-243 ..$354.95G-246 ..$364.95

G-247.......$409.95G-25S ......$136.95G35S .......$198.00G243S .....$389.00G6381E $1,234.00

Batteries

CB-25 ...................$189.95CB-35A .................$233.95CB24-11 ...............$419.95CB24-11M ............$432.95RG24-15 ...............$439.00RG24-15M ............$448.95RG-12LSA ............$207.95

RG-25 ...................$179.95RG-35A.................$225.95RG24-11 ...............$409.00RG24-11M ............$419.95RG380E/44** ......$2,366.00RG-35AXC............$239.95

WE TAKE TRADES!NEW LOWER PRICES!

GARMIN GPSMAP 696 & 695GPSMAP 696 America’s P/N 11-07022....$2,199.00GPSMAP 695 America’s P/N 11-07023.....$1,899.00

Aera 500 Americas (Paci� c and Atlantic also available)......................P/N 11-08044....$699.00Aera 510 Americas ......P/N 11-08045 $1,099.00Aera 550 Americas (Paci� c and Atlantic also available)......................P/N 11-08046 $1,249.00Aera 560 Americas.......P/N 11-08047 $1,599.00

aera™

5W typ. (PEP), 1.5W (CW) output power • Side tone • function allows you to hear your own voice via a third party aviation headset • LCD backlight for night time operation • ANL (Auto Noise Limiter) for noise reduc-tion • Low battery indication and beep alert • Adjustable microphone gain setting • BNC type antenna connector

IC-A14 (Simple Key) .............. P/N 11-05903 ............$231.00IC-A14 (Full Key) .................... P/N 11-05904 ............$231.00IC-A24 Nav/Com .................... P/N 11-02942 ............$349.00IC-A6 ..................................... P/N 11-02944 ............$299.00

ICOM Transceivers

Special Pricing on ZuluQuantity Orders.

Call or visit our website for details.A distinctive new look and continuous innovation make the Zulu.2 the ultimate blend of design, technology and high per-formance. The Zulu.2 once again sets the standard by which all premium ANR (active noise reduction) headsets are mea-sured. New features like full-function Bluetooth™ Connectivity and more!

Zulu-Circumaural, Dual GA Plugs, Battery Power .. P/N 11-09692 ...........$900.00Zulu-Circumaural, Single LEMO, Panel Power ....... P/N 11-09716 ...........$900.00

S1 Digital Headset - The Quiet Revolution. The S1’s exclusive NoiseGard™digital technology accurately analyzes the cock-pit’s noise levels to achieve superior noise cancellation during all phases of flight-from take-off to landing. Treble boost for customized audio clarity. Bluetooth connectivity for both music and cell phone. Optimized audio filters optimize clarity for communica-tions and music. P/N 11-09919 ...............Introductory Price $995.00 (S1 Digital Headset will be regularly priced at $1095.00)

GMA-240 Audio Panel - P/N 11-06619 ...........................$795.00

GMS-340 Audio Panel - P/N 11-08061 ....................... $1,343.00

3 Locations! Corona, CA - (951) 372-9555Peachtree City, GA - (770) 487-2310Brantford, ON Canada - (519) 759-5017

X11P ............................................................................. $799.00X11 ............................................................................... $799.00H10-13Y Youth ............................................................. $306.90H10-20 .......................................................................... $302.25H10-30 .......................................................................... $251.10H10-60 .......................................................................... $345.96H10-13.4 ....................................................................... $306.90H10-13.4S .................................................................... $311.55H20-10 .......................................................................... $327.36H10-13X ANR (battery) ................................................ $628.68

With a choice of portrait or landscape orientation, the aera’s “virtual reality” � ight graphics can be framed with GPS-derived indications of ground track, altitude, groundspeed, vertical

speed and turn indication – all updated 5 times per second.796 Americas,XM ......P/N 11-10033 $2,499.00795 Americas ...........P/N 11-10034 $2,199.00795 Atlantic...............P/N 11-10035 $2,199.00795 Paci� c ...............P/N 11-10036 $2,199.00

NEW GARMIN AERA 796/795

GANEWS SECOND DEC2_2011_s.indd 1 11/4/11 9:33:40 AM

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Dec. 2, 2011