Dec. 6, 2013

$2.95 • December 6, 201365th Year. No. 23

Special Focus: Charity Flying P. 23

Fight on to save Reno races P. 6

Flying a 180 into LAX P. 17

When a pilot has to be perfect P. 16

The Golden Age of flying

PERIODICALS - TIME-SENSITIVE DATED MATERIALS

December 6, 2013 www.GeneralAviationNews.com — facebook.com/ganews 3

PubLIShER

Ben Sclair | 800-426-8538

[email protected]

EDITORIAL

Janice Wood, Editor | 888-333-5937

[email protected]

Meg Godlewski, Staff Reporter | 800-426-8538

[email protected]

CONTRIbuTINg WRITERSJamie Beckett • Dean Billing • Todd Huvard Dan Johnson • Paul McBride • Deborah McFarland Kent Misegades • Dennis Parks • Charles Spence Drew Steketee • Ben Visser • Bill WalkerGeneral Aviation News accepts unsolicited editorial manuscripts and photos but is not responsible for return unless submissions are accompanied by a stamped, self-addressed envelope.

PubLIShERS - 1970-2000

Dave and Mary Lou Sclair

[email protected]

ADVERTISINg SALES — DISPLAy

Ben Sclair | 800-426-8538

[email protected]

ADVERTISINg SALES — CLASSIfIED

800-426-8538

PRODuCTION & WEb DEVELOPMENT

Russell Kasselman| 800-426-8538

[email protected]

buSINESS OffICE & SubSCRIPTIONS

Kathleen Elsner-Madsen | 800-426-8538

[email protected]

READER INfORMATION

General Aviation News makes its subscription list

available to other companies for their products and

services. To be excluded from such offers, send a copy

of your mailing label to General Aviation News, Attn:

Mail Preference Service, PO Box 39099, Lakewood

WA 98496.

General Aviation News is a publication of Flyer Media,

Inc. General Aviation News endeavors to accept only

reliable advertisements, but shall not be responsible

for advertisements nor are the views expressed in

those advertisements necessarily those of General

Aviation News. The right to decline or discontinue any

ad without explanation is reserved.

General Aviation News (ISSN 1536 8513) is published

semimonthly by Flyer Media, Inc., 7504 86th Street

SW., Suite 150, Lakewood, WA 98498. Periodicals

Postage Paid at Lakewood, Washington, and additional

mailing offices. POSTMASTER: Send address changes

to General Aviation News, POBox 39099, Lakewood,

WA 98496-0099. Publications mail agreement num-

ber 40648085. Return undeliverable Canadian ad-

dresses to P.O. Box 1051, Fort Erie, ON L2A 6C7.

Courier delivery: 7504 86th Street SW., Suite 150,

Lakewood, WA 98498 Phone numbers: 800-426-

8538, 253-471-9888. Fax: 253-471-9911. E-mail:

[email protected]. Internet: www.

GeneralAviationNews.com.

BriefingThe first Jubilee edition CTLSi (pic-

tured) have arrived in the U.S. The lim-ited edition model — only 25 will be built — commemorate the 25th anniver-sary of Germany-based Flight Design.

With all 25 Jubilee aircraft sold, the company now turns its attention to the limited edition Americas Edition, which will feature a special paint and accent package and the newest digital instru-ments. Price is set at $167,700.

FlightDesignUSA.com

Orders are now being taken for the next batch of factory-built RV-12s, ac-cording to officials with Van’s Aircraft. Built by Synergy Air, the RV-12s range in price from $115,000 to $123,000, de-pending on options.

Synergy Air officials note the com-pany is expected to build 30 RV-12s in the coming year and up to 50 the fol-lowing year.

VansAircraft.com, SynergyAir.com

Hartzell Propeller has been selected by Red Bull Air Races to provide pro-pellers for the upcoming Red Bull Air Race World Championships. Hartzell will provide its three-blade structural composite propeller known as “The Claw,” carbon fiber composite spinners and lightweight governors to each race team.

The Red Bull Air Race World Cham-pionship will be back in the skies in February 2014 with a seven-race World Championship staged in six countries on three continents. There will be two races in the U.S.: Fort Worth, Sept. 6-7; and Las Vegas Oct. 11-12.

RedBullAirRace.com, HartzellProp.com

Mogas has been added at the Harde-man County Airport (M08) in west Tennessee, also known as Whitehurst Field in Bolivar. According to research developed by the county’s airport com-mittee, the nearest airport for mogas was Murray, Kentucky (KCEY).

Adding mogas is the latest in a long line of improvements at the airport be-gun in 2008, including extending the runway to 5,000 feet, adding T-hangars and, in April of this year, opening a new 24/7 fuel depot with Jet-A and 100LL.

HardemanCountyAir.com

Three New Jersey airports, Ocean County Airport, Essex County Air-port, and Linden Airport, have re-ceived grants for runway and taxiway improvements totaling $1.6 million. The majority of the money will come from the FAA, with the state contribut-ing 5% of the cost of the projects and

the airports coming up with the remain-ing 5%.

The state also has received $367,139 from the FAA to cover 90% of the cost of two studies. One will analyze the condition of pavement at 17 airports to help guide maintenance investments, while the other will evaluate the eco-nomic benefits of 37 airports on local and state economies.

NJ.gov

The “Save Voodoo 006” campaign is nearing its goal to raise $25,000 to re-store a CF-101 Voodoo jet, according to officials with the Jet Aircraft Museum in London, Ontario. Over the past few months $10,990 was raised through on-line donations to save the retired Cana-dian Air Force jet. A museum member also has extended a $10,000 loan to the project, museum officials noted.

SaveVoodoo006.com

The third quarter Avionics Market Report from the Aircraft Electronics Association shows that in the months of July, August and September, total worldwide avionics sales amounted to more than $1.72 billion. So far this year, the 20 manufacturers participating in the report have had sales topping $5 billion. Last year’s total year-end sales amounted to nearly $6.3 billion. The 2013 year-end report will be unveiled at the AEA International Convention & Trade Show, March 12-15, 2014, in Nashville, Tenn.

AEA.net

Gov. John Kasich has declared De-cember to be General Aviation Appre-ciation Month in Ohio, which is widely known as the “Birthplace of Aviation.”

This is the third consecutive year Ka-sich has issued a formal recognition of the vital role of general aviation in the state. The state boasts 98 GA airports, which provide 17,352 direct and indi-rect jobs paying a total of $498 million annually. Ohio’s GA airports contribute nearly $5.56 billion to the state’s econ-omy each year.

Governor.Ohio.gov

SkyRunner, a new recreational sports vehicle that is part all-terrain ve-hicle and part light-sport aircraft, made its public debut at the Fort Lauderdale International Boat Show last month. SkyRunner, which uses reflex paraglide wing technology, weighs 926 pounds and can accelerate to 60 mph in 4.3 sec-onds, with a top speed of 115 mph on the ground and 55 mph in the air, ac-

Cash or Check MasterCard Visa

1 year - $35

2 years - $55

Charge will appear as Flyer Media Inc. on your credit card statement

Please allow 4-6 weeks for delivery of first issue. Canada - add $10 ad-ditional postage per year. First Class postage (U.S.) - $78 per year. The subscription rate is $85 per year for countries outside of Canada and Mexico. All payments in U.S. dollars. Washington State residents add 8.5% sales tax.

Card# Exp.

Name

Company

Address

City, State, Zip

Billing address if different from above

Address

City, State, Zip

Put GAN in your hand!

Sample copy only $4.50 Mail completed form to P.O. Box 39099, Lakewood, WA 98496-0099

General Aviation News • 65th Year, No. 23 • December 6, 2013 • Copyright 2013, Flyer Media, Inc. • All Rights Reserved.

BRIEFING | See Page 4

Phot

o co

urte

sy F

light

Des

ign

4 General Aviation News — 800.426.8538 December 6, 2013

A.C. Propeller Service ................... 34Aerocet Inc ................................. 37Aerotech Publications .................. 14Aircraft Door Seals ....................... 36Aircraft Specialties Services ............ 2Aircraft Spruce & Specialty ........... 40Airpac Inc ................................... 37Airplane Things ............................ 32Alaskan Bushwheel Inc................. 34Ameritech Industries ...................... 8AOPA Membership Publications ..... 13Aviation Insurance Resources ....... 32Avionics Shop Inc ........................ 34Bolivar-Hardeman County Airport ... 34Cannon Avionics Inc ..................... 34Cee Bailey’s Aircraft Plastics ......... 32Corvallis Aero Service ................... 36

Danny Cullin ................................ 34Desser Tire & Rubber Co. ............. 33Dynon Avionics ............................ 12Eagle Fuel Cells ........................... 33Ehrhardt Aviation Agency .............. 32Electroair ...................................... 6Flight Design USA ........................ 39Floats & Fuel Cells ....................... 32General Aviation Modifications Inc . 15Genuine Aircraft Hardware Inc ....... 32Gibson Aviation ........................... 12Great Lakes Aero Products Inc ...... 37Hangar Trader ............................. 37Hansen Air Group ........................ 15Hooker Custom Harness ............... 38Hydraulics International .................. 5KS Avionics Inc ............................ 32

MatchBox Aeronautical Systems ... 33MH Oxygen Systems ...................... 6Micro Aerodynamics ..................... 14Nevada Aircraft Engines LLC ........... 8Niagara Air Parts .......................... 15Northwest Propeller Service .......... 37O & N Aircraft Modifications .......... 17Optima Publications LLC ............... 36Pacific Coast Avionics ................... 33Pacific Oil Cooler Service ........ 32, 33Para-Phernalia ............................. 37Petersen Aviation ......................... 37Powerlift Doors ............................ 17R & M Steel .................................. 5RMD Aircraft Inc .......................... 33Schweiss Doors ..................... 34, 38Sheltair Aviation .......................... 37

Sky Ox Limited ............................ 36Soloy Aviation Solutions ............... 14Sporty’s Pilot Shop ........................ 9Stewart Aircraft Finishing Systems ... 8Suffolk Executive Airport ............... 33U-Fuel ........................................ 37Univair Aircraft Corporation ....... 7, 37Wings West Governors ................. 37Zephyr Aircraft Engines ................. 36

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

cording to Stewart Hamel, SkyRunner founder and CEO. It is powered by a 1.0 liter EcoBoost direct injection turbo engine. Company officials say it will see a 500 mile road range (at 53 mpg) and 200 nautical miles in the air. It is priced at $119,000.

Over the next few months SkyRun-ner will seek ASTM S-LSA approval, company officials said. First deliveries are expected next year.

FlySkyRunner.com

The Texas A&M Board of Regents has approved the establishment of the Lone Star Unmanned Aircraft Sys-tems Center of Excellence and In-novation at the university’s campus in Corpus Christie. The center will conduct research, development, testing and training to support integrating un-manned aircraft systems (UAS) into the national airspace.

It’s a move by Texas A&M to become one of six UAS test sites designated by the FAA, a decision expected by the end of this year. More than 35 communities have submitted applications to become test sites.

University officials note that even if it isn’t picked as an official FAA test site, research and development of UAS will continue in Corpus Christi.

TAMUCC.edu

Meanwhile, the FAA has tapped Kansas State University Salina to test

certification standards for small UAS (those weighing 55 pounds or less). K-State Salina will apply for airworthi-ness certification for its own unmanned aircraft systems using the standards set by the F38 ASTM technical committee. The university is tasked with determin-ing if the F38 standards need further development or if they are too “overly presciptive,” FAA officials noted.

Salina.K-State.edu

The Experimental Aircraft Asso-ciation has three new board members: Dick VanGrunsven, founder and CEO of Van’s Aircraft; Joe Brown, president of Hartzell Propeller; and David Pasa-how, founder of Blue Line Advisors, an executive search firm focused on the aerospace industry.

EAA.org

Steve Taylor, president of Boeing Business Jets, has been elected chair-man of the board for 2014 for the Gen-eral Aviation Manufacturers Associa-tion (GAMA). Joe Brown, president of Hartzell Propeller, has been selected as vice chairman.

GAMA.aero

Signature Flight Support at Kis-simmee Gateway Airport (ISM) in Florida raised more than $3,100 for the Wounded Warrior Project over Veter-ans Day weekend through a fly-in pan-cake breakfast and silent auction.

SignatureFlight.com

Hollingsworth Funds has given $25,000 to Greenville Downtown Air-port (GMU) to assist in adding play-ground equipment and a picnic pavilion to an aviation-themed community park being developed at the South Carolina airport.

GreenvilleDowntownAirport.com

BRIEFING | From Page 3

SULPHUR SPRINGS, Texas — American Legend Aircraft Co.’s Super Legend has completed S-LSA approval and FAA certification review.

The Super Legend is a Lycoming-powered version of the Legend Cub. It features wing flaps, larger tail feathers, an enhanced baggage area, extended windows, carbon fiber components and adjustable seating.

The Super Legend airframe, based on the Legend Cub, is mated with a high- performance Lycoming O-233 engine. The result is a higher power-to-weight ratio than similar backcountry and sport aircraft, company officials explain.

The Super Legend cabin is wider than traditional Cubs, and clamshell doors are standard on both sides of the fuselage, company officials added.

Typically configured, the Super Legend incorporates electronic flight displays, Night VFR capability, and more, com-pany officials noted.

The Super Legend airframe satis-fies the S-LSA gross takeoff weight (GTOW) of 1,320 pounds with nearly 500 pounds of useful payload. As an amateur-built kit, the same airframe/wing structure can be certified to 1,750 pounds GTOW, company officials not-ed.

The certified Lycoming engine is rat-ed for continuous power up to 115 hp at 2,800 rpm, and is capable of running on low octane unleaded automotive fuels, as well as aviation gasoline, company officials said.

Pricing starts at $146,800.Legend.aero Ph

oto

cour

tesy

Am

eric

an L

egen

d Ai

rcra

ft C

o.

Super Legend wins S-LSA approval

NOTICE: The next issue will be mailed Dec. 20, 2013.Cover Photo by Jim Koepnick

www.aviationbuildingsystem.comemail: [email protected]

HANGARS!44 Years of Manufacturing Excellence

Buy Factory Direct !

R & M Steel Co.Call Today !

Onboard Oxygen BottlesHigh Altitude Low Opening (HALO)Tires

AccumulatorsStrutsLife Rafts

Primary use for filling or topping off...

Even if your source gas pressure drops below 300-PSI

INCREASE SYSTEM REFILL CAPACITY

UP TO 50% AND ELIMINATE CASCADING

www.hiigroup.com HYD-3289

OXYG

EN &

NIT

ROGE

N B

OOST

ERS

Hydr

aulic

s Int

erna

tiona

l, In

c.

Model 3G-SS-20-0

Watertight enclosure on wheels and retractable handle Integral hand pump assemblyHigh-pressure air controls (5-foot hose with regulator

and on/off valve)Oxygen fill accessory kit (inlet 5-foot hose with CGA-540 connector and outlet 5-foot hose with filter, gauge,

on/off valve, bleed valve and CGA-540 connector)Model HIHPG4-29031

SYSTEM ACCESSORIES

COMPACT BOOSTERAir or manually operated model 3G-SS-20Lightweight, only 10 lbs.Compact, only 12” x 3” x 3”Air consumption at 60 cycles/min is less than 4 scfm

HII

8243-704-818 )xaF( 0043-704-818 )enohP(9201 Independence Ave., Chatsworth, CA 91311 USA

Hydraulics International, Inc.


Swift Fuels has received final ASTM approval for 100SF, the unleaded fuel it has been developing for the past several years as an alternative to 100LL.

The approval, received in early No-vember, comes on the heels of the com-pany opening a new production facility at its Purdue, Ind., facility, which will have the ability to produce 10,000 gal-lons a month.

This, according to company offi-cials, is a production level benchmark required by the FAA’s Unleaded Avgas

Transition Rulemaking Committee.According to company officials,

100SF has been tested in the fleet at Embry-Riddle Aeronautical University, as well as in all kinds of aircraft en-gines, from Pratt & Whitney to Lycom-ing to Continental to Hirth.

It will be up to the general aviation airframe and engine manufacturers to certify the new fuel for each specific model.

The other promising candidate for an 100LL replacement, G100UL being de-

veloped at General Aviation Modifica-tions Inc. (GAMI), has been approved by the FAA for all certification testing activities, GAMI co-founder George Braly reported at this summer’s Air-Venture.

The company and the FAA reached an agreement on the list of airplanes that have to be tested to receive AML-STC (Approved Model List Supplemental Type Certificated) approvals.

Braly estimates the company will have the testing completed in about a

year. “When we are through, we should have an STC list for all the airplanes in the FAA database,” he said.

The FAA is set to begin testing candi-date fuels to replace 100LL next year at its William J. Hughes Technical Center in Atlantic City, N.J.

Certification of the “winning” fuel is not expected for several years beyond that. Some peg 2018 as the date to ex-pect fleet-wide approval of the new fuel.FAA.gov, SwiftFuels.com, GAMI.aero

Swift Fuels gains ASTM approval

In four pages of comments, officials with the National Transportation Safety Board note the board has no data to support a proposed FAA AD that would require thousands of ECi cylinders with fewer than 500 hours or more than 1,000 hours time in service be replaced.

The comments note that the NTSB has investigated the failure history of ECi cylinders for many years. The NTSB issued a safety recommendation in February that ECi cylinders produced between May 2003 and October 2009 be retired once the cylinders reach their normal recommended TBO life.

The proposed FAA AD divides af-fected ECi cylinders into two groups based on serial number. The NTSB notes that Group A cylinders are already flying under an ECi mandatory service bulletin that demands repetitive inspec-tions for cracks every 50 flight hours af-ter the cylinder accumulates 500 hours. The NTSB comments note that cylinder head cracking in this group of cylinders could cause loss of compression, but is unlikely to result in a cylinder head-to-barrel separation.

The NTSB comments also noted that cylinders in Group B should have re-

petitive inspections, but added it does not believe there is any safety benefit to be gained by removing the cylinders before their normal recommended TBO is reached.

The NTSB comments state that the board “does not understand the fore-seeable safety benefit of the FAA’s pro-posed action.”

The NTSB comments go on to note that the FAA’s proposed rule “would affect many more cylinder assemblies than the NTSB included in our recom-mendation letter.”

The NTSB calls on the FAA to pro-

vide any new or additional data that could support expanding the cylinder action as proposed in the AD.

Industry insiders note that it is un-usual for the FAA to call for more ex-pansive action than the NTSB.

“The NTSB comments on the AD fall largely in line with the general aviation industry that has been unable to find suf-ficient data and safety reasons to retire thousands of cylinders early at a cost of millions of dollars to airplane owners,” officials with the Experimental Aircraft Association noted in an online report.

EAA.org, NTSB.gov

NTSB questions scope of FAA’s ECi cylinder AD

Your Complete Oxygen System Source.Portable, Built-In and Ground Support Aviation Oxygen Equipment and Supplies

MOUNTAIN HIGH EQUIPMENT & SUPPLY CO. www.MHoxygen.com

MH-O2D2 *FADOCTM

Two person EDS Pulse-DemandTM

from $800

MH-O2D1 *FADOCTMOne person EDS Pulse-Demand

TM

from $600

AMH

FAA/CAMI Tested(FAA Civil Aerospace Medical Institute)

XCP Cross Country Pilot1-6 Place Portable System

Complete from $445

Full Authority

Digital Oxygen Control

*

Check out our

new web site

**

**

Pulse-DemandTM Systems Cannulas Masks Regulators Cylinders Fittings Adaptors Transfillers Emergency Systems


The board of directors of the Reno Air Racing Association (RARA) are fighting to save the races and ensure a 51st race happens next year.

In an open letter sent to air race fans, RARA President and CEO Mike Houghton makes it very clear that a first priority is to “raise $500,000 in com-mitments, funds and debt reduction by Sunday, Dec. 15, of this year” to ad-dress operational costs for next year and beyond, including an “oppressive insurance premium.”

The letter begins by praising this year’s races: “On the heels of a spectac-ular and historic 50th National Champi-onship Air Races, the Reno Air Racing Association is looking forward to the next 50 years. This year’s event marked a recovery from the many emotional, financial and operational challenges of the last three years. The crowds were back, the weather was good and the rac-ing was thrilling and safe.”

He is, of course, referring to the 2011 races when Jimmy Leeward’s “Gallop-ing Ghost” P-51 lost control while trav-eling at 445 knots and crashed into the stands, killing Leeward and 10 specta-tors. Another 64 people were injured, 16 of them seriously.

While the races returned the next

year, the organization has posted finan-cial losses for the third year in a row, Houghton reported.

In the wake of the losses, the orga-nization has implemented furloughs and wage and benefit reductions for all staff. “Additionally, we have made the heartbreaking decision to eliminate cer-tain positions,” he said in the letter.

“I have always believed that the fans, volunteers, pilots, staff and sponsors of the Reno Air Races are a family and these decisions were not made lightly,” he continued. “I have been humbled by the dedication and response of our staff as they diligently work to con-tinue this world-class event. In fact, our third-party marketing partners — both of which we have had long-standing relationships with — have committed to continuing to work with us, without a formal contract, ensuring no notable changes to our marketing and commu-nication efforts.”

While Houghton acknowledges that raising $500,000 in the next few weeks “might seem like a daunting task,” he notes the organization has already made “substantial strides in accomplishing this goal.”

One of those strides was restructur-ing the RARA board and bylaws, so

that the organization can become “more agile” to “grow this historic event far beyond 2014,” he said.

He reported they are developing a new fundraising campaign, expected to be released around Thanksgiving (and after this issue’s deadline).

He also noted that existing reserved and box seat holders are now able to order their 2014 tickets, while general

admission, unreserved boxes and seats will be available to the public starting March 1, 2014.

“We recently celebrated 50 great years of air racing and are optimistic that we will celebrate many more. This can only happen with the continued and increased support of our worldwide family,” he concluded.

AirRace.org

Fight on to save Reno Air Races

Phot

o by

Ben

Scl

air

FreeFlight Systems has launched its online ADS-B University, a series of seven video briefings that give pilots, aircraft owners, aviation professionals and others a practical understanding of how Automatic Dependent Surveil-lance-Broadcast (ADS-B) works and the equipment needed to operate in the NextGen airspace system.

Each video chapter in the free series combines text, graphics and a voice-over from FreeFlight Systems ADS-B expert and pilot Pete Ring. The short videos discuss ADS-B technologies, requirements, applications and benefits

in five minutes or less. The entire series can be viewed in less than 30 minutes, according to company officials.

The series kicks off with Chapter 1, “The Basics of ADS-B,” which covers the background, operation and benefits of the ADS-B network.

Chapter 2, “The Ins and Outs of ADS-B,” explains the 978 MHz and 1090 MHz ADS-B Out frequencies and the benefits of ADS-B In weather and traffic services.

Chapter 3, “How Traffic Works with ADS-B,” tells how pilots can receive and view traffic information in flight no

matter which technology they use.Chapter 4, “ How Weather Works with

ADS-B,” takes a deeper look at how the subscription-free weather system deliv-ers in-cockpit aviation weather data.

Chapter 5, “How ADS-B Ground Stations Work,” details available ser-vices and service ranges.

Chapter 6, “ADS-B In The Rest of The World,” explains the extent, status and requirements of ADS-B deploy-ments around the world.

Chapter 7, “ADS-B Solutions,” de-scribes ADS-B solutions available from FreeFlight Systems for a variety of air-

craft types, flying needs and compat-ibility with existing avionics.

“The ADS-B University video series gives pilots the practical essentials of ADS-B in a highly efficient series of videos that can be accessed or reviewed at their convenience,” said Tim Taylor, CEO of FreeFlight Systems. “It pres-ents the finer points of ADS-B in an approachable, friendly, pilot-to-pilot way to help you make informed avion-ics decisions ahead of the Jan. 1, 2020, deadline.”

ADSBUniversity.com, FreeFlightSystems.com

ADS-B University now online

Elevator, 105-150 hp, uncovered U12770-000 .......Stabilizer, 105-150 hp, uncovered U12769-000 .......Rudder without strobe bracket, uncovered ...........................................U40622-007 ........ Rudder with strobe bracket, uncovered S/N 7509123 and up ...........................U15726-002 ........Vertical Stabilizer, uncovered .....................U40592-000 ........

Info Phone ...................................................Fax ...................................Email .......................................................info@univair.comWebsite .................................................. www.univair.com

................... ..... ........................ .....

.................................U4-1033 ........ ................................................. U4-1033-10 ........

120-140 ..................................................... U0451000 ........ .......................................................... U0451111 .....

S/N 17001 to 52915 ............................U0451114-1 ........ S/N 52916 to 64532 ..........................U0451114-29 ........

..........................U0451114-32 ........ S/N 71129 and up ...............................U0451120-1 .....

............................................L0451003 .....

, ...................................................F31920 .....

.......... .....

J-3 ...........................................................U71163-000 ........J-5 ...........................................................U00032-016 .....

......................................................U10576-000 ........ .................................................U10070-000 ........

...................................................... ........

.................................U12209-000 ........ ........................... 12351-012 ........

.................................U12351-011 ........ .................................U12351-015 ........

115-125 hp (1950-51) ........................ ..... 125-135 hp, (1952-53) ........................ .....

125 hp (SN 1-353) ............................... ..... ......................... .....

.................................. ..... .......................U13034-000 .....

.............. .....

.............................. U7-436-10 ........ ....................................... U7-1004-10 ........

.................................U4-1139 ...................................................U7-451 ........

1 - Left Jack Strut ........................................... ........ ......................................... ........

2 - (S-9) Fork End ........................................ .......... ........................................... ........

..................................... ........ ....................................... .....

.......................................... .....

........................... ........

........................... ........

................................. U10033-006, -005 ........ ............................... U30452-000, -001 ........

................................. .....

............................. ..... ..................... U11554-000, -001 ........

........................... ..... ........................... ..... .......................... U13016-000, -021 ..... ........................... L60277-002, -003 .....

.............................................. .....

.........................U30602-006 ........*Required on J-3’s upgraded to 1220 gross weight

J-5 ...........................................................U30473-000 ........ ......................................................U30602-006 ........

....................................U30602-006 ........ ...................................U30602-007 ........

............................U30602-007 ........ SN 5295 and up ...................................U30602-010 ........

................................U31423-000 ........ ......................................................U10536-002 ........

..............................................U10536-002 ........

.........................................U30442-006 ........ ...................................U31392-000 ........

J-5 ...........................................................U30442-006 ........ ......................................................U31392-000 ........

..............................................U31392-000 ........

.........................................U30562-000 ........ ................................... ........

J-5 ...........................................................U30432-000 ........ .................................................... ........

............................................ ........*U10537-002 replaces 10537-000

1

5

42

3

............................................ ..... .................................................... .....

w/Jackscrew Tower ................... ..... w/o Jackscrew Tower ........................... .....

............................................ ..... .................................................... ..... ............................................ .....

.................................................................. .......

.................Left ........................ 1.25 x .156 in. ...................... ......................................... ............. ................. ...................... 1.25 x .156 in. ...................... ......................................... .............

...................Left ........................ 1.25 x .156 in. ...................... .........................................Standard ................. ................... ...................... 1.25 x .156 in. ...................... .........................................Standard .................

L1015-00 .........................Left ........................ 1.5 x .156 in. ........................ .............................Standard .................L1015-01 ......................... ...................... 1.5 x .156 in. ........................ .............................Standard .................L1015-20 .........................Left ........................ 1.5 x .156 in. ........................ .........................Standard .................L1015-21 ......................... ...................... 1.5 x .156 in. ........................ .........................Standard .................

.....................Left ........................ 1.5 x .156 in. ........................ ............................. ............. ..................... ...................... 1.5 x .156 in. ........................ ............................. .............

Front 13⁄ 3⁄

Exhaust Stack, Left Hand U09604 ......................

U09605 ......................

...................... ........

.............................. ........*Note: Not for use with stainless steel stacks

Aluminized Mild SteelFits all A-65 Continental Engines

......................Left Hand Stack

...................... ......................................... ........

........................................ ..........

2 exhaust clamps) ..................................... ........

Left ....................................................U-415-40401-S ........ ..................................................U-415-40402-S ........

...................................................415-40511-1 ........

For all 65 hp Continental engines in B through BC12 seriesExhaust System

...................Exhaust System (metalized)

...............

..............................U12457-012 ........ ...............................U12457-013 ........

includes bail) ......................................U12433-015 ........

..........U12043-023 ........

(with rear seat heater) ........................ ........ ...............U12043-022 ........

................................... ........Tail Pipe ..................................................U11417-004 ........

*Excludes shrouds and clips

SN 1-3109 ......................................... ........ SN 3110 and up ................................. ........2) Perforated Tube SN 1-3109 ......................................... ........3) Perforated Tube SN 3110 and up ................................. ........4) Tailpipe, Left Hand SN 112-3109, (bolt on)................... ........ SN 3110 and up, (clamp on) ........... ........

SN 112-3109, (bolt on)................... ........ SN 3110 and up, (clamp on) ........... ........

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

1 5

42

3

Left Exhaust Stack ................................... ........ .................................U70671-000 ........

....................................................U71053-002 ........

........................................ ........For Heavy Duty Struts and other Aeronca Models, see P/N U5-392-S

...................................... ........ ....................................... ........

.................................. ........ .................................. ........

...................................U4-1535S ........Scout Front Strut .............................................U5-379 ........Scout Rear Strut .............................................. ........

(.049 wall tube) ............................................U5-392S ........Aeronca Models: 7AC, S7AC, 7BCM, 7CCM, 7DC, S7DC, S7CCM,

Champion Models:Citabria Models: 7ECA, 7GCA, 7GCB, 7KC, 7GCAA, 7GCBC, 7KCAB

................................... ........Aeronca Models: 7AC, S7AC, 7BCM, 7CCM, 7DC, S7DC, S7CCM,

Champion Models: Citabria Models: 7ECA, 7GCA, 7GCB, 7KC, 7GCAA, 7GCBC, 7KCAB

New, improved FAA/PMA approved steel struts – sealed and oiled to prevent internal corrosion (except Decathlon aluminum front struts)

Left Hand ................................................ ..... ..............................................U0422340-9 .....

Front Price Rear PriceJ-3 ................. .... .....J-4 ................. .... .....

............ .... ..... ...... .... .....

............ .... ..... ....... .... .....

............ .... ..... ............ .... .....

....... .... .....

.......................... ........ ......................... ........

.............................. .....

Front ......................................................... ........ Rear ......................................................... ........

EAGLE ENGINE

dba: Eagle Engines and American Propeller

Overhauls to “Zero Time” NewEngine Limits and Current FactoryTBO, (Continental and Lycoming)Cylinders Port Matched and Checked for EfficiencyDynamic and Static BalanceAccessory PackagesElectronic Ignition UpgradesTest Run

Copyright 2013 Ameritech Industries, Inc. 8199-10-1

NEVADA AIRCRAFT ENGINE LLCwww.nevadaaircraftengines.com

Airplane & Helicopter Piston Engine

Overhauls

Repairs Prop Strike Inspections Cylinder Overhaul

R-22 & R-44 Helicopters

702-565-5959250 Sunpac Av. Henderson, NV 89011

FAA Certified Repair Station N5ER485X


A bill has been introduced in the U.S. House of Representatives that would require the FAA to go through the rule-making process before implementing new policies regarding sleep disorders.

The bill was created in response to a surprise FAA policy change that would require pilots with a body mass index (BMI) over 40 to be tested for obstruc-tive sleep apnea by a board-certified sleep specialist.

Federal Air Surgeon Fred Tilton wrote in a recent medical bulletin those pilots “will have to be evaluated by a physician who is a board certified sleep specialist.” Those diagnosed with OSA must be treated before they acquire a medical certificate, Tilton wrote. “We will gradually expand the testing pool by going to lower BMI measurements until we have identified and assured treatment for every airman with OSA.”

“We are grateful to our friends in Congress who stepped forward to offer this legislation,” said Mark Baker, pres-ident of the Aircraft Owners and Pilots

Association. “The policy change is arbitrary and capri-cious and doesn’t make sense given the data.”

A detailed review of a decade’s worth of fatal general aviation accidents found no cases in which sleep apnea was a causal or contributing factor, ac-cording to AOPA officials.

In 2011, the FAA identified 124,973 pilot who are considered obese, making them potential candidates for testing under an expanded policy. AOPA esti-mates the cost of such testing to pilots at between $99 million and $374 mil-lion. That does not include the time and costs associated with seeking a special issuance medical certificate. The poli-cy would also add significantly to the 55,000-case backlog of special issu-ance medicals awaiting FAA attention,

AOPA officials noted.“The FAA has failed to demonstrate

the justification for this proposed new policy when it comes to general avia-tion,” said Rob Hackman, AOPA’s vice president for regulatory affairs. “We object to the FAA’s apparent decision to make this policy without any sort of public comment period. The FAA is already staggering under the load of reviewing tens of thousands of medi-cal applications from pilots working through the agency’s special issuance process. This new policy could add thousands of applications to that pro-

cess, increasing wait times and delay-ing the FAA’s handling and issuing of medicals, thus preventing pilots from flying.”

The bipartisan legislation would “en-sure that any new or revised require-ment providing for the screening, test-ing, or treatment of an airman or an air traffic controller for a sleep disorder is adopted pursuant to a rulemaking pro-ceeding.”

The policy comes from a recommen-dation made by the National Transpor-tation Safety Board in 2009.

AOPA.org, FAA.gov

Sleep apnea policy spawns new bill

Delays in the delivery of aircraft caused by the federal government shut-down in October held up $1.9 billion worth of aviation assets, according to a report issued last month by the U.S. Of-fice of Management and Budget (OMB).

That number is based on the delay of 156 aircraft deliveries slated to have taken place between Oct. 1 and Oct. 16, during the second-longest government shutdown since 1980.

The OMB report estimated the U.S. economy suffered a loss of between $2 billion and $6 billion in lost output as a result of the shutdown.

The delay in aircraft deliveries came about because the FAA Aircraft Regis-try, based in Oklahoma City, was closed for the 16-day duration of the govern-ment shutdown.

The registry closure came at an es-pecially bad time for aircraft manufac-

turers, dealers and brokers, as a high number of aircraft deliveries tradition-ally occur during the fourth quarter, officials with the National Business Aviation Associa-tion noted.

“Imagine if no citizen of the United States could buy or sell a car, purchase or refinance a home, or if the sale of any other critical goods came to a complete and grinding halt — that’s what has basically happened in business aviation,” NBAA President and CEO Ed Bolen said at a Capitol Hill rally of aviation leaders held during the shutdown to draw attention to its effect on the industry. “Because business avia-tion is more regulated than other indus-tries, the shutdown has had a far more dire impact on business aviation than for other industries.”

In addition to the financial toll from delayed aircraft transactions caused by the closure of the FAA registry and highlighted by the OMB study, the gov-ernment shutdown also prompted some transactions to be cancelled entirely, fur-ther deepening its impact on the indus-try, NBAA officials reported.

WhiteHouse.gov/OMB, NBAA.org

Government shutdown proves costly for GA

Dr. Frederick Tilton

Phot

o co

urte

sy F

AA

Ed Bolen

Headsets

S-20 #5121AS-20Y #7026AS-58 #8054AS-AR #8604A

S-1 (Digital) #9333AS-1 (Passive) #4021AHMEC 26 #7864AHMEC 26T #7971AHMEC 46 #7887AHME 46 (Passive) #4021A

DC Pro-X #7359AH10-13.4 #4830AH10-13S #7888AH10-13X #9370AH20-10 #4682A

A20 Headset with Bluetooth Battery powered #1631A Aircraft powered #4000A Helicopter #5548A

Flight Training Essentials

ASA FAR/AIM#M475A $9.98

Flight Gear Mission Bag#5515A $62.95

Sporty’s Logbook#8120A $11.95

Sporty’s E6B Flight Computer

#7095A $59.95

1631A

9333A

1.800.SPORTYS (776.7897) SPORTYS.COM

©2013 Sportsman’s Market, Inc. GA1323A

SP-400 Hand-Held NAV/COM #SP-400A $369.00

Air Scan V #7772A $99.95

IC-A24 #2491AIC-A6 #1756AA-14 #6284A

FTA-230 #7175AFTA-310 #7762AFTA-720 #8218A

iPad Accessories

Visit our Fly-in storeClermont Co. Airport (I69)

Cincinnati, Ohio

The Best Pilot Supplies for Over 50 Years

GPS

FREE Shipping!

5121A

aera 796 #1602AGPSMAP 696 #5355AGPSMAP 695 #1309Aaera 500 #7889Aaera 510 #5554A aera 550 #1017A aera 560 #4219A

1602A

5355A7095A 8120A

Zulu.2 #1711ASierra #2472A

Video Courses

9277A

Hand-Held Radios

New Low Price!

Solo Course #D233A $49.00Learn To Fly Course #7310A $199.99Instrument Rating Course #7660A $199.99

Free demo at sportys.com/courses

STRATUS

Garmin GDL 39 ADS-B Receiver 9277A $699.00Garmin GLO GPS 2458A $129.00

Ba d Elf Pro 4753A $149.95

Dual XGPS 150 9044A $99.95

Fli ght Gear iPad Kneeboard7951A $39.95

SECOND GENERATION

7281A

Stratus Second Generation 8217A $899.00

Stratus First Generation 7281A $799.00 $599.00

7359A

1711A

5515A

4753A

GA1323A.indd 1 11/25/13 4:03 PM


WASHINGTON, D.C. — Congres-sional passage of the Small Airplane Revitalization Act could mean substan-tial savings for general aviation, with German manufacturer Flight Design estimating perhaps as much as 50% can be cut on the production costs of an air-craft like its four-place C-4 model.

Other manufacturers are not reveal-ing specifics, but slashing certification expenses is certain to make production costs drop.

Currently, about three years are needed to weave through the massive and complicated process to bring a new or altered product to market. Teams of engineers must spend these years and company money testing, proving, and filling out reports.

Manufacturers spend $75 million to $100 million on an aircraft model be-fore the product can be marketed. In many cases, manufacturers have prod-ucts for which the FAA does not have a regulation. As an example, turbine engines have been available for general aviation aircraft since the 1960s, but the FAA only recently issued rules for them.

Modifications also require FAA ap-proval. This deters manufacturers from installing new and different equipment on current models. Any equipment in-stalled on an aircraft means a testing and certification period must be followed. Available technology often is withheld from pilots and aircraft owners because the extensive costs of certification can be more than the limited profit may be on the product.

Handheld instruments may be used by a pilot without certifying the air-plane for them, so long as they are not installed on the aircraft. However, this can affect safety by requiring awkward handling and division of attention be-tween the panel and the handheld in-strument.

The new legislation gives the FAA until Dec. 31, 2015, to complete the changes in Part 23 of the regulations. The agency’s work will not be in a vac-uum. Worldwide, airplane manufactur-ers have had 200 people actively work-ing on committees for more than a year to develop new certification rules. Their work will continue and intensify.

The changes will not be issued as one entirely new Part 23. Although the en-tire set of new regulations is not due for two years, effects of the changes will be felt and seen earlier. Changes are ex-pected to begin trickling into the mar-ket over the coming months.

Manufacturers are optimistic about what this regulation change can mean for general aviation. They see this re-moval of government stagnating regu-

lations as an opportunity to produce air-craft that will be safer, have the newest technology, and sell for considerably less than today’s airplanes. Some see this legislation to assist the manufactur-ing side of GA as the start of another period of growth for personal and busi-ness flying.

Members of Congress see the value of GA and the need to update Part 23 regu-lations. At a time when Washington is embroiled in partisan politics, passage of the Revitalization Act moved with unusual swiftness and bi-partisanship. By an almost unheard-of action, the House of Representatives passed the bill by a vote of 411 to 0. The Senate passed it by a voice vote. Only minor differences were in the House and Sen-ate bills. These were swiftly resolved

and a completed bill sent to the White House. Although the bill was approved by Congress Nov. 14, as of the date this was written, President Obama had not yet signed it, but it was anticipated that he would.

Various organizations in Washington working on behalf of general aviation were quick to express their thanks to members of Congress for their quick action.

New law could cut costs, spur growth

Capital CommentsCharles Spence

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

“Some see this as the start of another

period of growth for personal and business flying.”


The Lakewood Historical Society in Lakewood, Wash., honored my father recently by creating the “David Sclair Journalism Award.” As Mom and I at-tended the meeting to accept the award on Dad’s behalf, I looked around the room. At 43, I was the youngest person in the room — with the possible excep-tion of the program speaker — by at least a decade.

It would seem general aviation is not the only group of like-minded folks struggling to attract the next generation. Historical societies, or at least the Lake-wood Historical Society, seems to share

that struggle. As we drove home, Mom and I discussed the thought. Would my kids rather watch a Ken Burns documen-tary on PBS or attend a historical society meeting and program? My guess would be the former.

There is no doubt the next generation is interested in aviation...and history. But there are just so many other op-tions available in today’s society. What worked for my Dad’s generation may not work for my kids’ generation.

But equally important to note is what works for my kids’ generation may not work for my Dad’s generation. What works, and what doesn’t, cuts both ways. To ignore that is to choose ignorance.

What to do about it? Hmmm. Anyone have any ideas?

LETTERS TO THE EDITORA GREAT DAY

I want everyone to know there are still hardy pilots out there hungry for flight — and a good meal! On Nov. 2, a number of brave souls took to the sky over Alabama to attend what we called a fly-to. No airshow, no reindeer games, just plane fun in the sun at Weedon Field Airport (KEUF) in Eufaula, Alabama.

We had 16 planes on the ground at one time and probably that many without their rides and a bunch of looky-loos. A fairly heavy wind out of the west pre-vented more traffic. A nice place staffed by a great cook and FBO. Watch for it next year.

Aviation is alive in the South.TED COWAN

Opelika, Alabama

THE FINAL TOASTRe: Robert Jaques’ story in the Nov.

22 issue, “The final toast,” about the Doolittle Raiders: A great story about even greater men! God bless ’em all!

MICHAEL SUNDSTROMvia GeneralAviationNews.com

I pray that these United States of

America can survive and I give thanks for the men who participated in the Doolittle Raiders and for all the men and women in all branches of military service.

These are the people who give the su-preme sacrifice and deserve much more than our governing bodies even think about giving to them!

DAVID WILSONvia GeneralAviationNews.com

LOOMING PILOT SHORTAGEI started my flight training in 2000.

At the time I was interested in a career but knew I would one day have a wife who would want some luxuries in life, like food, clothing, and shelter.

I did not finish, and didn’t even get my private ticket. My ultimate decision to stop training was strictly due to the costs and I had run out of play money. The reason I stopped chasing after the dream was the long and payless life ahead of me to get into that first ATP/freight cockpit.

Sometimes I wish I had stayed the course, but generally I reflect and real-ize I made the best decision for myself

and what would be my future family.I do still dream and often think of

going back to at least get my private ticket. But until my employment situ-ation improves I am grounded and left to my inner teasing with trips to the lo-cal field to watch from outside the fence where I witness someone following their dream.

GORDON ARCHvia GeneralAviationNews.com

I, like so many disenchanted pilot-ing professionals, decided that GA, as a business, had nothing to offer me and left in 1978 at age 34.

The sooner the entire GA industry gets down to serious business and ends this pre-puberty “fun” sandbox behav-ior, perhaps the “bird” (GA) can be saved before it crashes and burns.

Don’t buy the financial motive? Then ask this question: Why are the major FBO chains aiming to be profitable as their objective? It’s a business first and, incidentally, it’s also aviation, but in that order.

The solution? Bring in experienced/educated business people to do what they do best — management and mar-ket — and let the pilots/instructors/

A&Ps do what they do BEST — fly/instruct and repair. Now doesn’t that sound easy?

ROD BECKvia GeneralAviationNews.com

This is precisely why the various avi-ation groups need to join forces rather than compete. All have something to contribute. The modelers (Academy of Model Aeronautics), the Experimen-tal Aircraft Association, the Aircraft Owners and Pilots Association, the Air Line Pilots Association need to get in the game and on the same team. Fixed wing and rotary, small, biz jets, mili-tary and heavy iron — we are all in the same boat.

ED WATSONvia GeneralAviationNews.com

There are many reasons why gen-eral aviation (It’s a hobby for me — a damned expensive hobby!) has become so expensive — from purchase, to parts, to fuel, to mechanical intervention.

After my son and I bought a new model Cessna 182, after having earned my certificate in an old model 172, I

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.

Touch & GoBen Sclair

Ben Sclair is Publisher. He can be reached at [email protected].

The elusive next generation

LETTERS | See Page 11

Phot

o by

Ben

Scl

air


It doesn’t take long to realize that ev-erything around us changes through the years. By the time we’re in high school we notice that friends have moved away, even as new friends magically ar-rive in town. The familiar old drug store becomes a realtor’s office, then might be torn down to make way for a new medical facility in the heart of town. So it goes.

The airport is no different than any-place else, really.

What was once a big flat field where airplanes simply landed into the wind is transformed into a more modern fa-cility with an established runway. That runway might have started out as grass or dirt, but somewhere along the way it may have been paved. Maybe a second runway was added, and in some places a third popped up.

This all adds up to a farmer’s field transforming into an airport of consid-erable size over a period of years. Often some of the construction that made that growth possible came from the federal government.

That’s a double-edged sword, frankly. Because while accepting federal funds can allow even a small municipality to improve its airport considerably while only contributing a meager percentage of the total cost of construction, accept-ing that federal money obligates the air-port owner to accept certain conditions that pertain to the use and operation of the field.

Imagine that your airport has been expanded over the years, or a runway has been repaved, or hangars have been built, or a weather station has been in-stalled using federal dollars. Those im-provements, as good as they may be, take your city out of the driver’s seat when it comes time to make decisions about how the airport will operate.

Should a new business come to town with the intention of opening up shop and conducting operations in the air, you no longer have the ability to uni-laterally give a thumbs up or down on that operation.

The FAA is now a part of the con-versation, and the FAA deems that all public use airports that have accepted federal funds make the field available to all comers. Specifically, the FAA in-cludes in various documents language like this: “Airport sponsors who accept federal funding are obligated to make the aircraft facility available to all aero-nautical activities…”

I’ve never been a big fan of the word “obligated,” but there it is, removing

pretty much all doubt from the situa-tion.

So let’s say you’ve got a quaint little airport that you love. Somewhere along the line your city accepted federal dol-lars to help resurface a runway, extend a taxiway, and put in a new fuel farm. Well then, as you can plainly see in the language above, you’re obligated to let that new helicopter operator set up shop on your field, or welcome the glider operator from out west to estab-lish a satellite base of operation, or give a big thumbs up to the powered para-chute manufacturer that wants to build a factory on your field and start high in-tensity training from your runway.

Then again, maybe you’re not as obligat-ed as the documenta-tion might suggest.

While accepting federal dollars for air-port construction and improvements does open the door to ac-cepting all aeronauti-cal operations on your field, that’s not a slam dunk by any means.

There is one issue that rises above federal funding and extends to all aeronautical activities on any field, whether federally funded or not: Safety.

And if safety is job number one in ev-erything you do, there may be no more important time for your municipality to take a serious look at how safe your airport is, or how safe it will be in the future, than when the idea of adding a new type of operation to the mix pops up.

There are certainly airports that can handle multiple types of operations.

But that doesn’t mean all operations can be safely conducted simultaneously at all airports.

Consider the mix of helicopter and fixed wing traffic at an airport with a single runway, an operating control tower, and no significant obstructions for miles in any direction. That mix would be no problem. But add a second runway, and make it intersect with the first, then take away the control tower and the whole situation has changed. Has safety been degraded? Maybe. That has to be evaluated on a case-by-case basis with the knowledge that real people will be impacted by the ultimate

decision.Fortunately, no air-

port is alone in this decision-making pro-cess. You can always ask for an even big-ger return on invest-ment for that federal funding by contact-ing your local FSDO to ask for a safety evaluation. The feds will schedule you into their work load, make an evaluation about the status of your fa-

cility, the operations currently being conducted, and provide insight and ad-vice about whether that new operation can be included in your traffic pattern without negatively impacting safety.

The process isn’t quick, but it shouldn’t be, either. There is no more important topic in aviation than safety. To get in front of that and discuss the issue seriously, with a real commitment to serving the airport users and tenants as well as you possibly can, is impera-tive to the ultimate safety of the field and those who use it.

was checking the sumps when my flight instructor said, “do you know why this plane has so many check points when the 172 only had two?” My answer was, “no, I was wondering that myself?” His reply — “lawyers.” I rest my case.

B.J. SUFFRIDGEvia GeneralAviationNews.com

UPGRADING YOUR PLANERe: Upgrading your plane in the Nov.

22 issue: I own a 1969 Piper Cherokee 6-260. Recent IFR upgrades that add value include the $1,200 software up-date to my GTX-330 Mode-S transpon-der to join the fully compliant ADS-B crown seven years before the 2020 mandate. Now I get not only weather on my iPad for free (via tax dollars, of course), but also traffic. This adds to the TIS traffic on my 530W/430W

stack, helping situational awareness. I also added a 406MHz ELT, Icarus SAM GPSS Steering, a JPI EDM-830 engine monitor (cheap upgrade from the ex-isting EDM-800), and an LED belly strobe.

After going to Oshkosh for the first time, I added new LED wingtip NAV lights that offer a strobe option. Yep, I wanted wingtip strobes, but did not want to fork out $1,000 for the strobes and $700 to fish wires wingtip to wing-tip to sync them. So I did the next best thing and got an Aircraft Sextant NAV system with constant+fast strobe. I rec-ommend these to anyone who has tra-ditional incandescent NAV lights. Even if you never use the strobe function (re-ally nice in fog, better ramp visibility), they are so much brighter than the old lights, you’ll never regret the upgrade.

JEFF SUMERACKIvia GeneralAviationNews.com

I’ve had a lot of upgrades on my 1966 Cessna Skymaster, as well as a lot of future upgrades. I don’t expect all will be done, but it is a wish list.

Upgrades already done include: Re-place all seals (landing gear, brake, engine covers) as they were leaking; Sky-Tec Starters; repaired both alterna-tors (one did not work, the other was temperamental); Nav and Position light replaced with LEDs, three-point strobe added; combined antennas from four to two (meaning GPS removed and Comm/Nav antenna with GPS con-nection used); replaced both spinners; rebuilt engine instrument clusters; re-placed and added several small gauges (clocks, OAT with density altitude, electronic CO detector, EGT); Garmin 347 audio panel; and 406 ELT replace-ment. Total cost was about $15,000.

I also replaced the instrument panel (upper and lower) with circuit breaker

panel, throttle plates and some rede-signing of the entire front. Total cost was $17,000. Didn’t expect to pay any-where near this much and it took nine months to complete.

What would I like to add next (not necessarily in this order)? AM/FM/XM radio with Bluetooth/cell phone, and iPod hookup; cargo pod; O2 glass door mod; reseat front windshield (it looks like someone used chewing gum to mount it); oxygen system install; three-point seatbelt for all six seats; Garmin GTN 650; Garmin GNC 255; Garmin Remote Transponder Garmin ADS-B In; Aspen PFD and MFD; autopilot (DFC90 if possible); Plane Power alter-nator replacement; JPI or Ultra Engine Monitor System; diesel engine replace-ment and conversion; interior refurbish-ing; and exterior paint.

KARL DEJEANvia email

Politics for PilotsJamie Beckett

Everything changes

LETTERS | From Page 10

Jamie Beckett is a CFI and A&P who stepped into the political arena in an effort to promote and protect GA at his local airport. He founded and serves as a member of the Polk Aviation Alliance in central Florida, and is an unabashed aviation advocate. You can reach him at [email protected]

“There is one issue that rises above federal funding and extends to all aeronautical activities on any

field, whether federally funded or not: Safety.”

display.” - Stephen Pope, Flying, October 2012

Introducing the new D2 Pocket Panel - with a little more attitude. Feeds data to your iPad, tablet, or smart phone aviation app, plus adds a second screen G-Meter.

A little Attitude for Everyone

www.DynonAvionics.com/D1 [email protected] Seattle, Washington

NEW - Lower price for D1 - $1,195 NEW - D2 with WiFi and G-Meter Let Gibson Aviation Return to Service your Cylinders in Overhauled, Yellow

Tagged Condition for $345.00. Cylinders must be crack free and the bore must be in manufacturer’s specifications for return to service. The price is inclusive of all parts stationary in the cylinder. (Valve Guides, Seats, Studs, Bushings, etc.) Any moving parts, (Valves, Pistons, Rings, etc.) constitute an additional charge which varies from each different make & model.

For additional charges we can supply rings, gaskets and any other related parts you may need.

Same Day Shipment for Exchange Stud Assemblies(Ready to install valves, etc.)

$445.00

Complete Assemblies also Available, Call for Price for Your Make & Model. New or Serviceable Parts as Requested.

$345.00 Overhaul of Your Cylinders.

(See Below)

Prices Effective 1-1-9

2 Working Day Turnaround

“The Name to Remember for Aircraft Engine Parts and Service”

Serving General Aviation Since

1970

Phone: 1-800-992-4880 1-405-262-4880Fax: 1-405-262-2959E-mail: [email protected]


Q I bought my first plane, a 1981 Cessna T182RG, in May 2012. I have been flying it frequently

and have put over 300 hours on it in the last calendar year. I can tell you that in 2005 it received a factory remanufac-tured engine from Lycoming and at the 1,000 hour mark got a complete top end overhaul. Now Lycoming shows the TBO at 2,000 hours, but I found docu-mentation from Lycoming that put the TBO at 2,200 hours providing you are running at 40 hours a month. For me that translates to the more you run the engine, the more hours you can squeeze out of it.

How do they quantify that number? Is that based on history of engines run-ning those hours having less mechani-cal issues at higher hours? Does that simply translate to 2,200 hours TBO for my engine?

How does the top end overhaul effect my TBO?

I can tell you that the compression

is 4-6 pounds higher per cylinder now than when I did a pre-buy on the plane a year ago. It hadn’t run much in the few years previous to purchase so I am thinking blow-by was the culprit.

I ran it wide open everywhere I went for the first six months and there were some pretty good oil stains on the belly from the exhaust, along with higher than expected oil consumption. The compression is now in the mid- to high- 70s and barely any exhaust streaks and low oil consumption. Not sure if that was a good idea, but the results seem to indicate it helped.

I love the plane and the engine has been rock solid.

DONNIE SNIDERvia email

A Donnie, I’m certain many oth-ers have had this question in the back of their minds at some

point. Your particular engine, the O-540-L3C5D in the Cessna T182RG, does in fact have a TBO (Time Between Over-haul Periods) of 2,000 hours. Even with the 1,000 hour complete top end over-haul, the TBO time remains at 2,000 hours...sorry.

The Lycoming documentation you

discovered where it mentioned a 2,200 hour TBO is found in Lycoming Ser-vice Instruction 1009AV dated July 8, 2013. This Service Instruction lists TBO times for all models of engines, but does contain Notes that are very im-portant. These Notes vary from model to model, and should be read carefully to determine if they apply to your specific engine model and how it may affect that model’s TBO time.

The O-540-L3C5D engine model has two Notes that apply, the first of which simply tells you that this en-gine was designed to incorporate ex-haust turbocharging. The second speaks specifically about TBO times. The re-quirement for obtaining the 2,200 hour TBO time for this engine clearly states “if an engine is being used in ‘frequent’ type service and accumulates 40 hours or more per month, and has been so op-erated consistently since being placed in service, add 200 hours to the TBO time.”

From the information you provided, I don’t think you have met that criteria, but I’m certain you can understand the reasoning behind the Note in the Ser-vice Instruction. The secret to adding the 200 hours to the TBO time comes from the “frequent” operation and must be accomplished from the beginning of the engine’s service life.

The worst thing you can do to any aircraft engine is to expose it to long

periods of inactivity. This becomes a breeding ground for serious internal corrosion, which will contribute to a shorter service life. Some of the results of internal corrosion come in the form of camshaft and tappet spalling, and in-creased oil consumption from corrosion on the cylinder walls, which accelerates

ring wear.There is no sub-

stitute to flying the aircraft as frequently as possible, but not everyone can do 40 hours or more per month. However, those who can receive the reward of adding

200 hours to their TBO time.Regarding your operation of the air-

craft following its purchase, it sounds to me like you did a good job of saving the engine from a shorter life because of its past inactivity. This is not always the end result, so Donnie, I compliment you on your success here.

Fly more, longer TBO?

Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to: [email protected].

Ask PaulPaul McBride

“The worst thing you can do to any aircraft engine is

to expose it to long periods of inactivity.”

“The engine is the heart of an aeroplane, but the pilot is its soul.”

— Sir Walter Raleigh, Royal Air Force historian

What’s the buzz?

A huge part of what AOPA does is about representing pilots before government leaders and decision makers. In other words, advocacy.

Because we’re an advocacy organization, we have to go

amount of time in Washington, D.C.

Don’t get me wrong, we also spend a lot of time out in the states, at airports, with pilot groups, and taking care of

things are best handled inside the beltway.

taking this job, I’ve spent a good bit of time in the Capitol myself. I’ve met with more than a dozen senators and congressmen, spent time with the FAA administrator, and had meetings with leaders from other agencies, too. There’s just no substitute for face-to-face discussions with the people whose

If you’ve spent any time dealing with the government—whether that means paying your taxes or reading the FARs—you know that government-speak can take years of practice and a law degree to master. But a lot of that falls away when you can sit down across from someone and tell them about what matters to members. Just as important, it gives you a chance to hear about what matters to them

these let you get to the meat of the issues quickly, they also let you build personal relationships—and that’s important when you have to deal with tough issues like major funding cuts, reforming aircraft

I plan to spend a lot more time in Washington, and I think our work in D.C. is so important that I’ve

to give Congress and regulators the information they need to make decisions that will help, not hurt, general aviation.

Time on the Hil

www.aopa.org today.

Mark R. BakerPresident & CEO, AOPA


The Lightspeed Aviation Foundation has revealed the 10 aviation charities chosen through online voting by pilots to share grants totaling $60,000.

In ascending order of number of votes received for the Pilot’s Choice Awards for 2013 are:

10. Air Race Classic, which encour-ages and educates women pilots. The Lightspeed Aviation Foundation grant will be applied to collegiate outreach.

9. JAARS, which provides aviation support, transportation and informa-tion services to speed the task of Bible translation around the world. The Pi-lot’s Choice award will help fund new JAARS projects in Tanzania or South-east Asia.

8. Missionary Flights International, which meets the air support needs of missionary families in Haiti, the Do-minican Republic and the Bahamas. The Lightspeed Aviation Foundation grant will help fund a turbine DC-3 to assist efforts in Haiti.

7. Angel Flight West, a volunteer-driven organization that arranges free, non-emergency air travel for children and adults with serious medical condi-tions and other compelling needs. Grant funds will enable necessary modifica-tions in the Angel Flight IT system.

6. Mission Aviation Fellowship, which uses aviation, technology and faith to meet the physical and spiritual needs of isolated people in dozens of countries. The Lightspeed Aviation Foundation grant will be used to oper-ate ongoing programs, launch new ini-tiatives, and expand services.

5. Recreational Aviation Foundation, which is keeping recreational aviation strong by preserving and maintaining backcountry and recreational airstrips throughout the U.S. The foundation will use the grant funds to further its mission.

4. The Ninety-Nines, which promotes aviation among women through educa-tion, scholarships, and mutual support. The Lightspeed Aviation Foundation grant will be used for increased out-reach and a new scholarship award.

3. Civil Air Patrol, which has more than 61,000 members nationwide, oper-ates a fleet of 550 aircraft. It performs 90% of continental U.S. search and rescue missions. Volunteers also play a leading role in aerospace education and serve as mentors to more than 26,000 young people in the CAP cadet pro-grams. The grant will help fund the K-6 Aerospace Connections in Education program.

2. New Tribes Mission, which equips and coordinates pilots and technicians to provide missionary aviation support in remote areas. The grant will go to-ward the cost of overhauling a Robin-son R-44 helicopter.

1. Pilots N Paws, which provides a

forum for pilots and plane owners to assist with the transportation of rescue, shelter or foster animals. The grant will go toward increasing awareness of the organization in the GA community.

“Since its inception, the Pilot’s Choice voting and awards have introduced us all to dozens of worthy charities and amazing people that are making a sig-nificant impact around the world,” said Allan Schrader, president of Lightspeed

Aviation. “With twice as many votes as last year, the awards are having a mean-ingful impact on expanding awareness and appreciation for aviation.”

Nominations and grant applications for the 2014 Pilot’s Choice Awards are now available online at Lightspeed-AviationFoundation.org.

Aviation non-profits committed to growing the pilot community and using their gifts for compassion and service

to others are eligible to apply, accord-ing to foundation officials.

The Lightspeed Aviation Foundation was established in 2010 by the Light-speed Aviation Corp.

LightspeedAviation.com

See more on charity flying — and some of the Lightspeed Aviation Foundation grant winners — in our special focus on Charity Flying that begins on page 20.

Lightspeed reveals grant winners

450 PAT KENNEDY WAY, S.W. OLYMPIA, WA 98501-7298

E-MAIL: [email protected] WEB: www.soloy.com

Established in 1969

AA APPROVED REPAIR STATION # HP6R595N

SOLOY AVIATION SOLUTIONS

AVIONICS INSTALLATION AND REPAIR

NOW AN ASPEN AVIONICS AND S-TEC DEALER.

MICRO VORTEX GENERATORS

Micro VGs are installed on the leading edge of the wings and on tail surfaces to help keep air attached longer at slower speeds. This reduces the Stall Speed, improves controllability, improves characteristics, creates a more stable instrument platform and gives better aileron response and rudder authority.

M A D E I N U S A


CubCrafters has unveiled a range of updates for the Carbon Cub SS (pic-tured) and Sport Cub S2 light-sport air-craft for the 2014 model year.

New are improvements to the interi-ors, instrument panels and, specifically for the Carbon Cub SS, updates to the powerplant.

CubCrafters’ high-performance, 180-hp Titan 340CC engine, built by ECi and used on the Carbon Cub SS, gets a new magnesium accessory case that ac-cepts a spin-on oil filter. The company will include a thermostatic oil cooler bypass valve (vernatherm) as standard equipment in 2014. Together, these im-provements reduce net engine weight by 1.5 pounds.

The carburetor on the 340CC engine gets a new fuel nozzle designed to im-prove vaporization and distribution of

the fuel/air mixture to all cylinders. The new nozzle employs a proprietary “per-foration pattern” that promotes even circulation of the mixture, increasing consistency of exhaust gas tempera-tures (EGT) and cylinder head tempera-tures (CHT) at cruise and higher power settings. By leveling EGT and CHT, the 340CC engine runs more efficiently, smoothly and produces increased pow-er, company officials explain.

CubCrafters also made a number of updates to its instrument panel offer-ings. The standard panel now includes a new CHT monitor and Garmin GTR 200 Comm Radio.

A new panel option for 2014, the World VFR, features Garmin’s 796 GPS and Electronics International CGR 30P Engine Monitor. The panel also in-cludes a Trig TT21 Transponder and

Trig TY91 Comm Radio. The TY91 includes 8.33 and 25 kHz channel spac-ing, making World VFR suitable for in-ternational markets.

CubCrafters is now accepting orders

for 2014 Carbon Cub SS and Sport Cub S2 models. Base prices remain unchanged at $172,990 and $134,950 respectively.

CubCrafters.com

Carbon Cub SS and Sport Cub updated

An industry-FAA working group has issued recommendations that will offer clearer written and practical test stan-dards for student pilots and those pur-suing advanced certificates.

The group overhauled and drafted new standards that students could be

tested on during both written and prac-tical exams, once the FAA adopts them, according to officials with the Aircraft Owners and Pilots Association, which co-chaired the group.

The group also suggested the FAA use the same standards for both, so stu-

dents could apply what they’ve learned for the written exam throughout their training and on their practical test.

Currently, the FAA requires a pilot to study a mix of regulations, various handbooks and guidance documents for the knowledge test, and then train to the Practical Test Standards for the flight exam. Those requirements can leave student pilots unclear about what they need to study and often encourage rote memorization rather than a funda-mental understanding of the material, according to AOPA officials.

“We believe our recommendations present a more practical, relevant ap-proach to pilot training and testing,” said David Oord, manager of regulato-ry affairs for AOPA and co-chair of the Airman Testing Standards and Training Working Group. “Pilot testing should be based on real-world situations be-cause that’s what pilots need to fly safely. These changes will make testing more realistic and relevant.”

The recommendations are available online. Go to FAA.gov and put Docu-ment 1482 into the search box.

Recommendations for pilot training, testing releasedPh

oto

cour

tesy

Cub

Cra

fters

CessnaStarter AdapterOverhaul Kits

Available

“CALL TODAY - FLY TOMORROW”Exchange Starter Adapters Available “NOW” at no extra charge

FAA accepted as “directreplacement” for original

copper cooleron PA-18 / 19 / 20 / 224lbs lighter and 50%

more cooling

streCeerFstreCeerF

CONTINENTAL STARTER ADAPTER SPECIALISTS

“Certified” Brand New Oil CoolersFor 1955 thru 1976 model100, 200, 300 series

Don’t Repair - Replace at a Fraction of OEM costNo Core required!

Save time, money and shipping expensesGet everthing you need in one package!

Used, metal contaminated, fatigued/crackedoil coolers are a lot like old cylinders.

Both belong in the scrap heap! You can’t makeold new again!

300/360/470/520/550 series engines

WindowLatches

“CALL TODAY - FLY TOMORROW”

Large selectionof in stockExchange Adaptersavailable

New 5 rollerversion available

“HAND PULL” CLUTCHFOR CONTINENTALS

Delco-Remy 1971890R

800-565-4268 or visit us online

www.niagaraairparts.com

The Specialists inLight Sport, Heavy Fun

Have a LSA for You!

FK12 Comet

FK9 Executive

Sky Arrow 600

FA-04 Peregrine

www.hansenairgroup.com


The National Aeronautic Associa-tion, in partnership with the Air Care Alliance, a nationwide league of hu-manitarian flying organizations, recent-ly presented the 2013 National Public Benefit Flying Awards.

This year’s recipient for Distin-guished Volunteer Pilot is Hank Stoe-benau of Angel Flight East, “for dem-onstrating extraordinary commitment, generosity, and dedication to the mis-sion of Angel Flight East for over 13 years by serving as a pilot, organizer, and board member.”

The Outstanding Achievement in Public Benefit Flying was presented to AERObridge “for creating a nationwide network of volunteer aircraft owners, operators, FBOs, and pilots willing to donate their time, effort, and funding for the alleviation of the suffering of those in need due to disaster or circum-stance — all of which was put to use in their tremendous response in the after-math of Hurricane Sandy.”

The Civil Air Patrol was also pre-sented with this award, also in response to Hurricane Sandy, according to NAA and Air Care Alliance officials.

In the aftermath of the super storm, CAP “provided a remarkable level of support and information regard-ing damage, impact, and surveillance,

which was crucial to the recovery ef-forts, as well as setting a new standard of service for future natural disasters,” officials noted.

The Public Benefit Flying Teamwork Award was presented to ORBIS and FedEx, “in recognition of their 30-year partnership in public benefit flying to fight blindness and vision impairment around the world through the use of fly-ing eye hospitals and medical personnel which have aided more than 18 million people since the program’s inception.”

The first recipient of the Champion of Public Benefit Flying this year was the Air Safety Institute for its “Public Benefit Flying: Balancing Safety and Compassion” online course for increas-ing public benefit flying’s safety culture by helping volunteer pilots manage risk and avoid harm.

The second recipient was the Greater Washington Aviation Open, honored for its more than 25 years of fundraising efforts “to benefit organizations flying cancer patients, wounded warriors, and educating future aviation leaders while bringing the entire aviation community together “Fore a Great Time…Fore a Great Cause.”

“The recipients of the 2013 Public Benefit Flying Awards demonstrate again the diversity of public benefit fly-

ing in America and the many different people who benefit from it,” said NAA President and CEO Jonathan Gaffney.

“We honor these recipients not only for their own contributions but also because they represent all those others who fly patients for care, respond fol-lowing disasters, provide educational flights for youth, protect our environ-ment, help our veterans, and provide support in many other ways to those in need,” added Air Care Alliance Chair-man Rol Murrow. “We truly enjoy working with NAA to celebrate these worthy individuals and groups.”

The Public Benefit Flying Awards were created to honor volunteer pilots, other volunteers, and the organizations engaged in flying to help others, and those supporting such work.

Since 2003, dozens of awards in the

five categories have been presented at a celebratory “Above and Beyond” awards ceremony, held each fall in Washington, D.C.

Members of the 2013 Public Benefit Flying Selection Committee were Gaff-ney; Linda Daschle, LHD and Associ-ates; Pete Bunce, president and CEO of the General Aviation Manufacturers Association; Karen Gebhart, vice presi-dent of business development, Heli-copter Association International; and Lindy Kirkland, Rick Durden, and Judy Benjamin of the Air Care Alliance.

Information on the procedures to nominate someone for a 2014 Pub-lic Benefit Flying Award are online at NAA.aero or AirCareAll.org.

See more on charity flying in our special focus that begins on page 20.

Public Benefit Flying Awards presented


By ZAC NOBLE

A few weeks ago my wife and I de-cided to fly to North Carolina to visit our daughter in college. She is attending school in Greensboro, N.C., and we live in northern Virginia. I had been watch-ing the weather forecast and it looked as though the weather was going to fa-vor a pleasant weekend, so we planned to fly our Cessna 172 on the trip.

We base our airplane at Orange County Airport (KOMH), a small, yet very nice airport in Virginia. As I be-gan my morning on the day of our trip, I checked the weather observations and forecasts for KOMH and Piedmont-Triad International Airport (KGSO) in Greensboro, with a few locations along our route of flight. The weather was not as the extended forecast said it would be. Big surprise there right?

My wife and I talked and decided to go to the airport since it is enroute to Greensboro anyway and go through the process of getting the airplane ready for the 1 hour and 40 minute flight. During that preparation time we could further evaluate the weather to see if it would improve. If the weather didn’t support the flight, we’d continue the trip in our car.

We arrived at the airport that Saturday morning and I conducted the preflight inspection of the airplane and fueled it up with full tanks of 100LL. After I was done preparing the plane I did a final check of the weather. The weather was Scattered at 800, Overcast at 1200, and visibility was greater than 6 miles be-low the clouds.

My wife asked me what I thought and I responded with, “I don’t really see any reason why we can’t fly.”

I would have to file an IFR flight plan and we would be in the clouds for the duration of the flight, but there was no turbulence or thunderstorms reported or forecast throughout our time of flight.

My wife’s response to me was “OK.” So with her approval and my own con-fidence in my ability and the airplane, I called flight service and received the full briefing and filed an IFR flight plan.

I’m a professional pilot by trade, fly-ing a single-pilot IFR helicopter, and maintain IFR proficiency. Our airplane is nicely equipped and certified for in-strument flying. It just doesn’t have an

autopilot; a nice piece of equipment that I’m used to having in my profes-sional flying.

Last chance to call a weather abort prior to strapping in: My wife has flown with me many times in different air-planes over the years but never in IMC. This would be her first IFR flight in a small airplane. I was sure to make her aware that we would be in the clouds for the duration of the flight. She under-stood and said she would be reading a magazine anyway so it wouldn’t matter to her. With that we continued. We tax-ied out, completed the run-up checks, and took off.

As we climbed out I transitioned to my instrument scan. Just as the weather was reported, we punched in at 1,200 feet and continued our climb to 4,000 feet as directed by Potomac Approach. Turning and climbing to the heading and altitude directed by ATC, I glanced over at my wife and she was reading a magazine. The air was smooth, the air-plane was performing as advertised, my wife was content, and I was happy.

I’m used to flying in IMC conditions. In my career I’ve flown many airplanes and helicopters in the military and ci-vilian sectors. Almost all of my instru-ment flying has been in a King Air 200. I have several hundred hours of IMC time in that aircraft. The model I was flying in those years was top of the line with navigational equipment, an auto-pilot, and always had another pilot on-board.

After a few minutes of getting my “kung fu” straight in the Cessna with my wife next to me, we leveled off at 4,000 feet. I set the power for cruise and there we were, in the soup with at least another hour and 15 minutes to reach our destination. I asked my wife how she was doing. She looked out the window, then looked at me, smiled,

and said she was doing fine. It was at that precise moment when I looked at her that I said to myself with my inside voice, “I have to be perfect.”

Regardless of what happens now, there is no room for error. Whether we turn around and go home, continue to our destination, or have an in-flight emergency, I have to be perfect.

I am in the soup in a single-engine airplane. I am on an IFR flight plan. I don’t have an auto-pilot. I have at least another 75 minutes to reach KGSO, and most importantly, I am the only person in the airplane capable of flying this machine safely to the ground. If all of that were not enough pressure to perform well, the person next to me is more important to me than anything else in the world and she willingly and enthusiastically got in the plane with me, having complete confi-dence in my ability and the airworthi-ness of our Cessna 172.

This is not a story about bad luck or a pilot overcoming huge odds to land a broken aircraft. This a short story about risk management, quality training, pi-lot ability and confidence, and decision making.

The flight was uneventful from take-off to landing. The weather was as the Flight Service briefer said it would be.

But I have to tell you, by the time we broke out on the ILS approach into Greensboro, I was happy to see the run-way. I was also a little fatigued. I had not flown that much hand flying IFR in honest IMC conditions since my days at Fort Rucker, Alabama, when I was

attending Army flight training many years ago. Even then, however, there was an instructor sitting next to me in the UH-1 to point out every mistake — and you better believe he made sure I knew how many mistakes I was mak-ing.

Looking back, the experience was great. My wife wasn’t bothered by the lack of scenery and she got to see firsthand the skills and focus required

to pilot an aircraft in instrument weather conditions. We had a pleasant lunch with our daughter. We spent some time on the ground with the very nice ladies at KGSO and Landmark FBO. Then we filed another IFR flight plan and did the same thing in reverse, fly-ing home.

That experience was also very insight-

ful to me for a different reason. As I mentioned, I am a pilot of a Part 135 Air Carrier Helicopter Operation. I fly sin-gle pilot IFR in IMC conditions when required and the weather meets the cri-teria of our operations, specifications and company minimums. I always have passengers onboard. Like my wife, they always get onboard and have complete confidence in the pilot.

Committing to IMC in a single pilot situation requires the pilot to take in-ventory of his or her ability, confidence, knowledge, and machine. If there are weaknesses in any of these areas, the pilot should take measures to correct those items before flying in that envi-ronment.

If you fly single pilot in the clouds, you have to be perfect.

When a pilot has to be perfect

Zac Noble, who has logged more than 5,300 hours, has a number of ratings and certificates, including Multiengine Airplane ATP, Single Engine Airplane Commercial, Helicopter Rotorcraft Commercial with Instrument, CFII Helicopter, and CFI Single Engine Airplane. He can be reached at [email protected]

“There is no room for error. Whether

we turn around and go home, continue to our destination, or have an in-flight emergency, I have

to be perfect.”

Phot

o co

urte

sy Z

ac N

oble

Quickturns Quickturn1/16 Page Pricing

2.18”x2.8”$156/issue

12-month contract, paid by credit card only

Call (800) 426-8538 to reserve this space

Modifying a standard Cessna with the installation of a Rolls-Royce (Allison) 250-B17F/2 gas turbine engine, is only the �rst step in what results in a totally re-manufactured aircraft, known as The Silver Eagle – a perfect option for today’s private plane owners looking to upgrade!

The Silver Eagle Featuring a Rolls-Royce

450 HP Engine.

210 Windsock Ln, Seamans Airport [9N3], Factoryville, PA 18419 USA

Phone: (570) 945-3769 Fax: 570-945-7282 www.onaircraft.com

Your Silver Eagle Conversion Specialists!

855-368-9595 www.PowerLiftDoors.com

L uc W, W

F ,

POWERLIFTHYDRAULIC DOORS™

We work with you every step of your project: designing, engineering, fabricating and installing your door.


By MICHAEL MAGNELL

The first time I ever piloted a plane into Los Angeles International Airport (LAX) was in 1970. I was a young flight instructor with about 600 hours and I flew a 206 on that short flight with a load of passengers from Long Beach, Calif. Six years later I would find my-self flying out of LAX on a regular ba-sis as a pilot for Western Airlines on the B727 and B737.

Now long retired as an airline cap-tain, I was wondering what it would be like to fly into LAX in my 1976 Cessna 180J. Some of the big airports around our country have restrictions on pri-vate plane operations, but LAX does not. So come along with me on a fun little adventure in my C180 as I ply the skies, with a smile on my face, between Chino, Calif., and LAX.

Disclaimer: I recommend only ex-perienced pilots attempt to fly into an airport like LAX. All others please go with a flight instructor.

Prior, proper planning is the main ingredient for any successful endeav-or, so the first thing I did was to go to AOPA.org and print off all of the charts for LAX, including the very important airport taxi chart.

Keep in mind LAX is a busy world-class airline airport. On average a plane goes on a runway at LAX every 55 sec-onds. The busiest time for arrivals is be-tween 8 p.m. and 11 p.m. LAX also has a lot of ground vehicle traffic, includ-ing trucks, cars, vans, etc. That means there are clearly marked roads around the airport for the ground traffic. These roads are marked off using white lines, while taxiways are marked with yellow lines. I say this because it could be easy for a first timer to mistake a road for a taxiway at LAX. Just remember to fol-

low the yellow lines and you will have no problems.

There are two FBOs, Atlantic Avia-tion and Landmark Aviation, on the south side of LAX just off of runway 25L. So naturally you want to land on 25L, if possible. That will save a long taxi and possibly getting stuck behind one of those big kerosene burners on the ground where just the idle speed from the jet engines is at hurricane in-tensity of around 50 mph.

Another important point: There is NO avgas available at LAX, so plan accord-ingly. I don’t know if the lack of avgas is some kind of a hint or just a product of contemporary circumstances.

The other big issue to never forget is that the wing tip vortices coming from any of those airliners is catastrophic to

a small plane. If following a big plane on approach, stay slightly higher than it on the glide path and touch down on the runway a little past where it lands. The exact location where a big bird first touches down on the runway will be easy to see because the tires will give off a large blast of smoke at that mo-ment.

On the day I was going to go to LAX, I phoned SOCAL approach just to give them a heads up that I was com-ing. They said “sure, come on, we will be looking for you.” I gave them my tail number and said I would be leav-ing Chino shortly. I had a private pilot friend with me who I would be drop-ping off to catch an airline flight out of LAX.

It was Sept. 1, 2013, a perfect CAVU

day. I filed IFR even though it wasn’t necessary. I was cleared straight off of Chino to fly a heading to intercept the localizer for 24R at LAX. Oops, 24R is on the north side of the airport and remember I wanted to land on the south side on 25L. It was clear SOCAL ap-proach was planning on me landing on 24R until I asked them for 25L. That was my first clue that the controllers are not used to having small planes like my C180 land at LAX. The rest of the arriv-al went fine after a left 360 somewhere between Compton and Hawthorne for spacing with the faster jet traffic.

I parked at Atlantic Aviation where everyone came out running to see with amazement this little taildragger C180

Flying a Cessna 180 into LAX

LAX | See Page 30

Phot

o co

urte

sy M

icha

el M

agne

ll


CASA GRANDE, Ariz. — More than 500 aircraft and 6,100 attendees from 12 countries and 37 U.S. states converged on the 41st annual Copper-state Fly-In & Aviation Expo at the Casa Grande Municipal Airport (CGZ) in late October.

This attendance figure tops the 2012 number by more than 600, according to fly-in officials.

Due to federal budget cuts from se-questration, this year’s fly-in was the first year in which CGZ operated as a non-towered airport.

Fly-in officials noted they were pleased by how smoothly the event functioned in a non-towered environ-

ment. “I monitor the aviation forums, and I can’t find any complaints,” says Denny Cunningham, Air Operations Chairman.

This year, 329 volunteers were on hand — an increase of about 100 peo-ple compared to the 2012 fly-in.

Sixty-one exhibitors (an increase from last year’s event) — including a handful of food vendors — were on-site for all three days of the fly-in.

For day-by-day event highlights, a list of the 2013 aircraft judging awards recipients, and more photos, go to Copperstate.org

Next year’s fly-in is slated for Oct. 23-25.

Scenes from CopperstatePh

oto

by B

ill K

ivia

t

Phot

o by

Bill

Kiv

iat

Phot

o by

Bill

Kiv

iat

Phot

o by

Bill

Kiv

iat

Photo by Dennis Crowley

December 6, 2013 www.GeneralAviationNews.com — facebook.com/ganews 19Ph

oto

by M

orris

Aero

Pho

toPh

oto

by B

ill K

ivia

tPh

oto

by B

ill K

ivia

tPh

oto

by B

ill K

ivia

t

Phot

o by

Bill

Kiv

iat

Phot

o by

Bill

Kiv

iat

Phot

o by

Bill

Kiv

iat

Phot

o by

Bill

Kiv

iat


CUYO, Philippines — Mission Avia-tion Fellowship (MAF) and New Tribes Mission (NTM) are working hand-in-hand to deliver food, clean water, and other critical aid to remote island com-munities of the Philippines in desperate need following Typhoon Haiyan.

The missionary organizations are among many that are providing aid to the typhoon-ravaged area.

NTM already had four aviation per-sonnel stationed in the Philippines, op-erating two small airplanes and one he-licopter. When the disaster struck they were uniquely positioned to help, ac-cording to the organization’s officials.

MAF’s experienced disaster response personnel travelled to the Philippines to assist the NTM crew with logistics.

The team is focusing its efforts on small, isolated islands that no one else

is assisting, officials noted. They have established an air bridge to transport relief supplies to the island of Cuyo. From there, the NTM helicopter deliv-ers aid to people in desperate need.

“We have heard that the smaller is-lands have had 70%-80% destruction and no one is helping to meet this need in this remote corner of the Philippines devastated by Typhoon Haiyan,” said John Woodberry, MAF manager of di-saster response and security.

The MAF/NTM team has been deliv-ering rice, tarps, and other needed sup-plies. They are working with the Philip-pine Red Cross to distribute food and hygiene kits, and doing survey flights to identify isolated areas in need of as-sistance.

“We are partnering with the local church and local municipal leaders to find

the best way to meet the needs and serve those most vulnerable,” said Woodberry. “The local church in Cuyo, where the helicopter is based, is putting together family packs with rice and canned pro-tein to sustain families in remote islands devastated by the Typhoon.”

Those wishing to support the Phil-ippine relief effort can give online at MAF.org or NTM.org.

“We are thankful to all those who are giving so that the NTM/MAF team can continue to deliver hope and life-saving supplies to these hurting families,” said Pam McCurdy, an NTM spokeswoman.

Founded in 1945, Mission Aviation Fellowship is a family of organizations with a singular mission: To share the love of Jesus through aviation and tech-nology so that isolated people may be physically and spiritually transformed.

Recent MAF work has combatted ma-laria and Ebola outbreaks in the Demo-cratic Republic of the Congo, enabled Bible translators and evangelists in Asia, Africa, and Indonesia, provided relief flights to support the Dadaab refugee camp in Kenya, and supported rebuilding efforts following numerous natural disasters in Haiti.

New Tribes Mission is an internation-al church-planting mission organization that works among groups who have had little or no access to the Bible, mostly in remote locations in Africa, Latin America and the Asia-Pacific Region. While providing practical help such as medical care, community development and literacy education, missionaries also share Bible lessons that allow the people to choose for themselves what to believe.

Bringing aid to the Philippines

SPECIAL FOCUS — CHARITY FLYING

Phot

os b

y D

ave

Forn

ey


By DAVE FORNEY

On Nov. 22, Dave Forney, a Mission Aviation Fellowship pilot/mechanic serving in Kalimantan, Indonesia, took these photos and filed this report from the Philippines, where he is assisting in the relief efforts:

Yesterday I went out on the helicop-ter, first flight of the day, to the small islands in the little Quiniluban Archi-pelago. I spent the day going from is-land to island, overseeing the safe off-loading of food and relief supplies from the helicopter into the hands of hungry villagers.

While waiting for each subsequent heli-load, I was able to visit with vil-lage leaders and locals on each island, assessing their current needs and find-ing out how best we could serve them. Everywhere I looked there were signs of the destruction from the super ty-phoon that ripped through this area a

A Pilot Report from the islandsweek and a half ago. Many people lost almost everything they had to the ty-phoon — homes, boats, etc.

I can’t count the number of times I was personally thanked by the men, women and children for the help that we brought them. These are small is-lands, each one with 30 to 400 houses. In a situation like this, where so many hundreds of thousands are in desperate need throughout the Philippines, the at-tention of the world is focused on the areas with high population densities — big cities and towns. Smaller places like these islands are completely off the radar screen of the massive humanitar-ian effort reaching places like Tacloban. If not for the combined efforts of New Tribes Mission, MAF and the local Philippine churches here, the beautiful people on these islands would have re-ceived no relief supplies. They realize that, and are deeply grateful for the help we’re providing!

I really wish that I could have writ-ten down every comment, or recorded them, so that each and every person who’s been involved in this response ef-fort could be encouraged the way I was from the gratitude that I heard. Many people commented that they had eaten very little or nothing since the typhoon, until we brought them food.

Mrs. Nelpe Solis in Sitiu said, “Thank you, thank you, thank you! This is the first food that anyone has brought us since the big storm. We are very hun-gry, but now we can eat. The people are so happy.”

The tarps are also extremely helpful because in some places 70% or more of the homes are completely gone or just a pile of rubble, and many of the ones still standing have no roof. On one island the little school children were meeting in the highly-damaged church build-ing, under a tarp for a roof, because the school was destroyed.

I was able to share with Mrs. Nelpe and the local village leaders there and in each of the other island villages that we served yesterday that this was a gift from MAF, New Tribes Mission, the local Philippine church, and many Christian people around the world who want to help them. It’s such an encour-agement to also see the way the local church in Cuyo is doing everything they can to help in every possible way. This is a great opportunity for them and for NTM to show the people who live on these islands Christ’s love for them in a very tangible way — meeting real needs.

In Silad, Christine Salvador said, “The people here were so, so happy when they know the helicopter will come to help us! All the people here just want to say ‘thank you’ for God’s bless-ings to us of food and help. We were so very hungry, but now we can eat.”


Do you have what it takes to be a missionary pilot?By CHRIS BURGESS

The Cessna 206 soared past the ridge and immediately plunged into a narrow canyon. Rocks melded into a reddish blur as the pilot-in-training aimed for a thin grass strip tucked amid the canyon walls. He relayed a mock mayday mes-sage into the radio before zooming past the airstrip and out of the ravine.

This simulated engine failure is one of many exercises a prospective pilot per-forms in the Idaho backcountry before serving overseas with Mission Aviation Fellowship (MAF). But there are other steps a pilot must complete before even arriving at the non-profit organization’s headquarters in Nampa, Idaho.

MAF is a Christian organization that partners with more than 600 organiza-tions in 14 countries to bring physical and spiritual help to people living in isolated regions. Using aviation and technology, MAF’s staff provides ac-cess to medical care, community devel-opment, disaster relief, and the Gospel message.

Ron Hilbrands, who has been with MAF for 31 years, has served as a pi-lot-mechanic in Indonesia and Lesotho. Now MAF’s manager of recruiting, he offers some insight into mission avia-tion and the process of becoming a mis-sionary pilot with MAF.

General Aviation News: What is dif-ferent about missionary aviation?

Ron Hilbrands: The biggest differ-ences are the cross-cultural aspects and the motivation for our work. We’re fly-ing small airplanes, but we do it in re-mote places in a cross-cultural context. And we have a very good safety record because of the training we do. We’re flying into unimproved strips — grass, gravel, sloped. Most general aviation guys would probably never fly into the types of airstrips we go into.

Also, the motivation of our pilots is very different, in that our whole attitude is one of service, of wanting others to have the chance to hear the Gospel.

GAN: What are the requirements to become an MAF pilot?

RH: MAF is a Christian organization so being a Christian is the first priority.

The other things are what I call the big three: Number one, they have to have an A&P mechanics license; num-ber two they need to have a minimum of 400 hours total flying time with a commercial license and instrument rat-ing with a minimum of 50 hours high-performance time; and the third thing is that we do require Bible training — at least 12 college-level credit hours of Bible classes or the equivalent.

GAN: Why do you focus on recruit-ing pilot-mechanics?

RH: MAF likes to recruit pilot-me-chanics, where our staff pilots are also mechanics, because we are not always able to recruit enough mechanics. From the founding of our organization, it’s always been harder getting mechanics than pilots. MAF decided that in order to meet the maintenance needs for our aircraft, we would require the pilot to also have his mechanics license. That model has worked well for us for 68 years.

GAN: Is MAF looking for a certain type of person to be a missionary pi-lot?

RH: We have all types of personali-ties within MAF, but the most success-ful missionary pilot will be someone with a servant’s heart and a certain amount of flexibility. Someone who is

also a learner — doesn’t know it all, but is always willing to learn. They also need to be technically competent and be a spiritually mature Christian.

We have the full gamut of people contacting us to serve. I mean, I have had junior high kids contact me and ask what they can do to prepare to become a missionary pilot. And I treat them with as much validity as I do college students. There are a lot of MAF staff who knew in junior high that they were going to become missionary pilots. We hear from many college-age or high school students, but we also talk to ex-perienced aviators — men and women who are in the military or are commer-

cial pilots. We talk to the whole range — those that have 10,000 hours of fly-ing to inexperienced junior high kids.

GAN: How do MAF pilots get fund-ed?

RH: All our pilots and other overseas staff raise their own financial support before heading to the field. People are often scared about raising support. But the really cool thing is that MAF’s min-istry partnership department trains and works with them so that when they go out to raise support, they go out with the confidence that they know what they are doing.

The Right Stuff


MAF | See Page 23


By MEG GODLEWSKI

There are few aviation activities more rewarding than taking a child for an air-plane ride. Their eyes light up as they break the surly bonds of Earth and their smiles grow exponentially as the flight continues. It is even more poignant when the child has special needs.

Those children are the focus of Chal-lenge Air, a not-for-profit organization based in Dallas.

Challenge Air was established in 1993 to match up special needs chil-dren between the ages of 7 and 21 with volunteer pilots for what is often a posi-tive, life-changing flight for both the child and the pilot.

“We provide flights to kids who ex-hibit physical, medical, cognitive and behavioral challenges,” said April Cul-ver, executive director.

Challenge Air hosts an average of nine events each year.

In many ways, the flights are similar to the Experimental Aircraft Associa-tion’s Young Eagles flights. However, the focus of a Challenge Air flight is not necessarily to recruit more pilots, but to give children a self-esteem boost, and perhaps encourage them to develop an interest in and appreciation for aviation, according to Challenge Air officials.

Volunteer pilots are recruited from aviation organizations and flying clubs and by word of mouth at host airports. To participate, pilots must have logged at least 250 hours and must supply copies of a current medical certificate, aircraft insurance, and current pilot li-censes.

Challenge Air has a network of ap-proximately 3,500 volunteers nation-wide who serve as pilots, ground crew, fundraisers, planning committee mem-bers, and support staff to make the events happen.

A lot of the work is done before the actual event, of course. But on the day of the event, the first thing pilots do is attend a pre-flight briefing, which in-cludes a review of the route, weather information, and weight and balance for each aircraft.

Each flight lasts 15 to 20 minutes. The special child sits in the co-pilot’s seat and is referred to as the co-pilot.

Challenge Air requires that each pilot and co-pilot be accompanied by a par-ent or guardian. This is for the safety of the pilot and family, Culver noted.

At every event there are volunteers to escort the children and family mem-bers to and from the airplanes. When the children are not flying, there are a myriad of activities, from games and crafts to tours of the airport and an age-appropriate ground school, to keep them busy.

Very often non-aviation civic groups provide support staff and activities for the children, according to Challenge Air officials.

Organizations must apply to host a Challenge Air Fly Event. Applications are available on the Challenge Air web-site (ChallengeAir.org), along with tips for being approved to host an event.

For example, the application notes that a host airport must have a control tower, and the organization applying to host the event must show that there is community support in the form of mon-etary and in-kind donations. It is recom-mended to allow at least six months to plan a Fly Day. It takes that much time to round up enough money and volun-teers — including pilots —to make the Fly Day a success, Culver said.

“There are two types of Fly Days — a Phase I and Phase II,” she said. “If a city is hosting a Phase I event, eight to 10 pilots are needed to fly a maximum of 50 co-pilots. In a Phase II event, 20 to 25 pilots are required to fly 125 to 150 co-pilots.”

Pilots are provided breakfast and lunch and often the FBOs will offer fuel discounts, Culver said. Pilots also are given a letter from Challenge Air that they can use as a form for a tax de-duction.

While all that is great, the reason pi-lots volunteer is the children. And many say they have just as much fun — if not more — than the children.

“The best part, by far, is the kids ac-tually get to fly the plane,” said Dave

Wheeler, an 11,500-hour pilot from the Pacific Northwest who has donated both his flying and organizational skills to the events. “When it clicks for them that when they turn the yoke right, the plane turns right, that’s what it is all about.”

He said it’s also fun to let them talk on the intercom.

“When they figure out that they are hearing themselves talk, it will often get very loud,” he said.

Culver echoes Wheeler’s experi-ence, noting, “The best part of working with Challenge Air is when I receive an email from a parent sharing a story about how the gift of flight changed the life of their child. We get amazing sto-ries after each event. The testimonials motivate me every day to do more and do what we do better.”

Many of the testimonials are shared on the organization’s website, including one from a Texas couple whose son has flown with Challenge Air in the Dallas-Fort Worth area several times: “When he first started, he could not sit up by himself enough to sit in the co-pilot seat. Now, he has flown the plane sev-eral times thanks to several wonderful

pilots. We cannot begin to express the joy and pride on his face as he is loaded on the plane from his wheelchair, flies, and then gets off the plane — all to the cheers of the crowds and numerous devoted volunteers! It brings joy to our hearts and tears to our eyes each time.”

Or this one, featured prominently on the organization’s home page: “If you ever question if the effort is worth the emotional drain, it is. Travis, who has Spina Bifida, told us that he’d never imagined freedom like that. Thank you!” Paul and Mia Boyer.

ChallengeAir.org

Helping special kids take flight

Phot

os c

ourt

esy

Cha

lleng

e Ai

r

GAN: How long does it usually take to go through the recruitment process?

RH: It depends on what you want to call “the start.” I’ve seen it take eight to 10 years in terms of someone start-ing his or her training, going through the process and then going to the field. But if you are talking about someone coming to MAF with all the technical requirements — the A&P, the hours, and the commercial license — it may take just a few years...several months going through the evaluation and ac-

ceptance process and then a year or so raising financial support, and then the final training before going overseas — where they spend the first year in lan-guage school.

GAN: What drives people to stick through such a long process to serve in a job that is probably going to be pretty tough and not pay well?

RH: From a human and financial per-spective, it doesn’t make sense, does it? You invest time and expense in techni-cal training, then you have to go out and raise your own support! Yet I have seen people leave very good jobs to serve as

missionary pilots in difficult locations with few comforts. It requires a strong commitment and a certainty that you are called by God to do this. We be-lieve that it’s really worth it at the end. After all this training and all this stuff that they have to do, they have a fulfill-ing life doing what they feel like they are good at and doing it for the sake of expanding God’s Kingdom. When you look at those kind of things, it really is worth it.

It is a long road for missionary pilots to make it to MAF’s Idaho headquar-ters where they zip through canyons

and practice landing on gravel airstrips in the backcountry, but Idaho is not the final destination. MAF pilots go on to serve in some of the most remote places on earth — from Africa to Indonesia to Central Asia and Latin America. They fly church leaders, doctors, medical supplies, community developers, mis-sionaries, and others to and from places that would otherwise be inaccessible.

For MAF pilots, bringing help and hope to the people living in isolation is ultimately worth the long years of train-ing and preparation.

MAF.org

MAF | From Page 22


By JANICE WOOD

For his 80th birthday, Maryland pilot Elliott DeGraff didn’t want a big party. Instead he wanted to celebrate by sav-ing the lives of some puppies.

DeGraff, a volunteer pilot for Pilots N Paws, has saved more than 400 ani-mals in his Cherokee 140, so when he asked rescue workers to ensure they had a flight for him on his special day, they were more than happy to oblige. They even brought a birthday cake with the Pilots N Paws logo to Frederick Munic-ipal Airport (FDK) on the big day.

“He says it was one of his favorite birthdays,” says Kathleen Quinn, ex-ecutive director of the non-profit orga-nization.

DeGraff is one of more than 3,900 general aviation pilots who have be-come devoted to saving animals through Pilots N Paws, which was founded in 2008 when Debi Bois, a retired nurse and long-time animal rescuer, asked her friend, Jon Wehrenberg, to fly a Dober-man from Florida to South Carolina to save the dog.

Since that first flight, Pilots N Paws has saved thousands and thousands of animals, according to Quinn, who es-timates it totals about 15,000 animals a year.

Helping the group add to that total is Jeff Bennett, a Cirrus SR22 owner from Big Pine Key in Florida, who recently rescued his 2,000th animal.

“I had a plane but I was not flying as much as I liked,” Bennett says. “I love dogs and I love flying and through Pi-lots N Paws I’m flying about 200 hours a year now.”

Ask Bennett about his most memo-rable flight and he conjures up a not-so-nice memory: “Early on I had a flight that made me realize how bad the over-population problem is,” he recalls. “A border collie needed to be transported immediately. The only thing that spared him from death was that the freezer at the shelter was already full and there was no place to put him. That showed me just how bad things were.”

Another memorable flight was in 2011 when he flew a black and tan coon hound who was emaciated and on the verge of renal failure to a woman in Tennessee who eventually trained the

dog to become a search and rescue ani-mal. “I always liked that one,” he said.

But you’ll have to forgive Bennett if he can’t remember every dog he trans-ports. That’s because he’s gotten the reputation of transporting a lot of dogs at one time.

“Some joke my Cirrus is like a clown car,” he said, noting that the most ani-mals he’s had in the four-seater at one time is 51. “Most of those were pup-pies,” he notes.

The day before we spoke, Bennett had transported 40 dogs — six adults, the rest puppies — from a shelter in Greenville, Alabama. “I dropped half off in Orlando and the other half off in Palm Beach,” he says.

Most of his deliveries are from “kill shelters” to rescue groups. That means he doesn’t usually know who the final adopters are of the animals he rescues. But sometimes he gets emails from those people who adopted a dog he rescued.

“That makes me feel good,” he says.Bennett admits there’s at least one

animal in every transport he’d like to take home and adopt himself. “My wife also loves dogs — we have four of them — but if I bring one more home, I’m the one who is going to be in the dog house,” he jokes.

It’s not just dogs that have been pas-sengers in Bennett’s plane. He’s also transported cats, pot-bellied pigs, a boa, eagles, falcons and a tortoise.

The animals are in crates, which are provided by one of Pilot N Paws’ main sponsors, Petmate.

“The most hilarious stories are from the pilots who let the dogs loose in the

Saving lives one flight at a time


Phot

os c

ourt

esy

Pilo

ts N

Paw

s


planes,” Bennett says.He tells of one pilot who had a border

collie in a harness, rather than a crate. When the taildragger lifted off, the dog slipped out of the harness, came to the front of the plane and put his paws on the panel, looking out the front window for the entire flight.

Then there’s the puppies who get loose and find their way under the rud-der pedals — not such a sentimental picture.

Figuring out how to deal with ani-mals in the plane — and thus becoming a better pilot — is one of the benefits of volunteering for Pilots N Paws, accord-ing to Quinn.

There are no minimum hour require-ments for pilots. “If pilots are legally able to fly, that’s good enough for us,” she says.

She notes the organization has many student pilots who build their hours fly-ing missions with their flight instruc-tors. “It’s a great tool to take their train-ing above and beyond,” she says.

One important aspect is weight and distribution, she notes. “If you have three crates and four dogs, how do you load the plane?” she says.

“Instead of flying around the patch practicing stalls, you can do some good,” Bennett adds.

Also, because Pilots N Paws is a 501(c)3 non-profit, a portion of each flight’s expenses are tax-deductible.

But the most important aspect is that these missions add “meaning” to flights, Quinn says.

It’s not unusual for the organization to get emails or cards from people who have adopted animals, telling of how the animals have impacted their lives, she says.

“People fall in love with these ani-mals,” she says. “Sometimes they are service dogs or comfort dogs who end up with someone who is struggling with something. They’ll send an email saying how the dog has changed their lives.”

“These are more than rescue ani-mals,” she continues. “Often these dogs are literally hours away from being put to sleep. The people who fly for us are saving these dogs and, in some cases, the dogs are saving their new owners.”

Pilots who are interested in volun-teering can go online to PilotsNPaws.org to find out more.

Want to help, but in a different way? The non-profit operates off volunteer efforts and donations, along with help from its sponsors Petmate and Subaru. Donations are used to ship out crates and collars to the volunteer pilots, as well as buy booth space at airshows to spread the word. You can donate online using a credit card or PayPal.

Feel like doing a bit more? Pilots sometimes hold fundraisers for Pilots N Paws at their local airports, such as a pancake breakfast, and then mail in the proceeds to the organization.

PilotsNPaws.org

26 General Aviation News — Buyer’s Guide Marketplace — 800.426.8538 December 6, 2013

By MEG GODLEWSKI

The 1930s was the Golden Age of Aviation and the Golden Age of Radio. Sometimes the two combined in the form of serials, such as “The Air Ad-ventures of Jimmie Allen.”

From 1933 to 1937 thousands of peo-ple tuned in to hear the adventures of the 16-year-old pilot who flew around the world in a 1929 Stearman Speed-mail. The show was sponsored by Rich-field Oil Co., which operated Skelly Service stations. Children begged their parents to patronize these service sta-tions so they could collect the show’s promotional items, such as puzzles, whistles, and the oh-so-coveted Jimmie Allen Flying Club Junior Cadet pilot wings. The club newspaper was sent to 600,000 listeners a week, and Jimmie Allen Air Races — attended by tens of thousands of people — were held in major Midwest cities where the show was heard.

On the radio the part of Jimmy was played by 40-year-old John Frank. For public appearances 16-year-old Murray McLean played the role. Often Jimmie would arrive at these public appear-ances aboard a 1929 Stearman Speed-mail, just like the one he flew in the program.

Fast forward to 2013.The very 1929 Stearman Model 4E

Speedmail that was used to promote the show now belongs to Sarah Wil-son. The airplane, which has been fully restored, was on display at this year’s SUN ’n FUN in front of the Vintage Club House. Judging by the crowds

that surrounded the vintage machine, Jimmie Allen is still remembered by a great many people.

Wilson, a pilot with more than 4,500 hours and a sense of adventure that ri-vals Indiana Jones, sees the Speedmail as more than just an airplane.

“Back then aviation’s role really

hadn’t been defined,” she said. “Charles Lindbergh had just flown across the At-lantic and that flight had a global im-pact. Suddenly people were seeing the adventure in aviation.”

The entertainment world was quick to capitalize on this new source of ad-venture and “The Adventures of Jimmy

Allen” was born. “It was more than a radio show,” she said. “The original Jimmy Allen Flying Club was incred-ibly unique. I think the most important aspect of it was not just to introduce kids to aviation and make money for Richfield and Skelly by getting the kid’s parents into gas stations where the kids could get the premiums touted on the Jimmy Allen show. The show was a goodwill mission. Everyone could love the idea of an airplane — the airplane was a metaphor. It was like, ‘think of the adventures airplanes could take us on and where we could go in them.’”

Wilson’s interest in Stearman Speed-mails began in 2006. At the time she owned a Stearman Primary Trainer and had just finished the American Barn-stormers Tour. On the tour, the owners of pre-1939 aircraft flew around the country dressed in costumes recreating the barnstorming days of the 1930s.

Back then, pilots would fly across the country landing in farmers’ fields to give rides to the locals and demonstrate

A return to the Golden Age

“Everyone could love the idea of an airplane — the airplane was a metaphor. It was like,

‘think of the adventures airplanes could take us on and where we could go in them.’”

— Sarah Wilson

Phot

o by

Jim

Koe

pnic

k

December 6, 2013 www.GeneralAviationNews.com — Buyer’s Guide Marketplace — facebook.com/ganews 27

their airplanes to the curious. “Barnstorming is more than getting

from place to place,” Wilson explained. “In an open cockpit airplane you are so much more part of the environment than you are in a closed-cockpit airplane. In an open cockpit you smell the earth and feel the wind on your face.”

Another tour pilot, Ron Rex, offered Wilson a ride in his Stearman Speedster Model 4.

That flight changed Wilson’s life.“I thought, ‘I am gonna have one of

these. This is the last airplane I will own,’” she said.

Through aviation acquaintances she learned there was a Stearman Speedster airframe at Jim Kimball Enterprises, a vintage aircraft restoration shop in Zell-wood, Fla. At the time she was working at Fantasy of Flight in Polk City, Fla., and Zellwood was a short flight away.

“The Stearman belonged to a man named Barry Advent,” said Wilson. “I called him and told him I was inter-ested in buying it. We talked for about an hour, him asking ‘why do you want it?’ and by the end of the conversation he agreed to sell it on two conditions: One, that Kimball Enterprises would do the work, and two, that he could fly into Fantasy of Flight and we could have lunch when he brought me the logbooks.”

For the next five years Wilson made several trips to Kimball’s to “visit my parts,” as she says, and to check on the

progress of the project. Often it was a challenge to find all the parts necessary for the restoration.

“I was very particular,” she explained. “For example, I have two bubble com-passes. It was very important to me to have the correct needle pointers on the instruments and to have them the right color — silver and black with the cream lines.”

Wilson relied on newspaper clippings and old photographs to get the paint scheme of the airplane right. Graphic artist Mirco Pecarari recreated the let-tering on the side of the airplane with painstaking detail.

“He started with a rendering of my

airplane to place the letters exactly to scale, exactly as it was on the airplane, and then applied graphic technology,” Wilson explained, noting the airplane did have some mysteries.

“Most of the Stearmans have a MMA plate, which is a manufacturer plate with the circle and star and Stearman logo. Mine doesn’t have that. Mine only has the data plate,” she said.

Another mystery was a design on the side of the fuselage that looks like a gold medal.

“I wrote the Smithsonian and I wrote to folks in California thinking it might have been a state seal,” she recalled.

Through a historian at Flabob Air-

port, she found an article that had ap-peared in “Popular Aviation” talking about Dudley Steel running an airport and being the aviation chairman for the American Legion. As it turns out, the symbol comes from the American Le-gion.

“I pulled up the American Legion online and there it was,” she continued. “The color of the original medallion is still a mystery because we didn’t have any color images, so we pulled out sort of an antique gold because the icon would have been painted in the field so we took a guess.”

When the airplane is on display, Wil-son takes care to create the setting of

Phot

o by

Meg

God

lew

ski

Phot

o by

Meg

God

lew

ski

Phot

o by

Meg

God

lew

ski


an old-time barnstormer stop. That in-cludes hanging empty Richlube cans off the exhaust stacks to catch the oil that drips from the radial engine.

In the baggage compartment Wilson carries memorabilia from the Jimmy Allen radio show, including flight logs that were used when the airplane was traveling around the country, and a knife in a leather sheath.

The knife had special meaning for me, because a few months before SUN ’n FUN when I was going through my recently departed father’s tool box, I found one of the Jimmy Allen knives in the leather sheath. The leather sheath was worn and brittle, and the gold-stamped image of the eagle was nearly worn off. I knew nothing of the heri-tage of the knife until Wilson showed me the one she carried. Learning my aviation-loving father had been one of the Jimmy Allen junior pilots triggered an emotional response.

Because it is a working airplane, Wilson faced the challenge of installing modern conveniences, such as a tran-sponder and radios, without impacting the integrity of the vintage design. For example, the map case on the right side

of the cockpit holds the radio. An en-gine monitoring gauge is mounted on a hinge beneath the rear cockpit. Dur-ing ground display it swings up out of view.

“The Stearman flies as good as it looks,” said Wilson. “In the air it is very docile and smooth; it flies like it should. Some of the older airplanes look like they don’t fly well and they don’t. They are like slugs — sky slugs. This one has more power and it is physically heavy. You feel the weight of the airplane all the time, but once you get it moving you can fly it with two fingers. Because it has a skinny wing it takes awhile to bleed off speed, so I have to keep ahead of the airplane and plan my approaches carefully. I need to get it slowed down before I enter the pattern.”

Like all taildraggers, forward visibil-ity is limited, so serpentine taxiing is a must.

For Wilson the first few hours in the cockpit of the Stearman were nerve-wracking, not because of the airframe so much, but because of its historical value. During her restoration research Wilson learned that Charles Lindbergh flew the airplane on April 2, 1930.

“The first 20 hours or so when I flew it my hands were shaking,” she laughed. “When I landed I kept thinking ‘Lind-bergh flew it! Don’t break it!”

Wilson sees the restored Stearman as a means of getting people of all ages — but especially children — to pur-sue their own adventures. When the air-plane is on display she has a drawing of the airplane, which she gives out to children, inviting them to color it. On the drawing is the slogan “where will you go on your adventure?” and there is a space for the children to write their

name and where they plan to go.“It’s more than the physical aspect of

travel,” she said. “I want them to think about what they want to do with their lives. The goal for me is not to get the drawings back — it is to send them out. I actually hope they get forgotten in desk drawers and boxes to be found decades later, as a reminder to the now grown up kid....where they had dreamt of going and to go there ASAP!”

Wilson is still a barnstormer at heart. You can follow her travels at Sarah-WilsonPilot.com.

Phot

o by

Meg

God

lew

ski

Phot

o by

Meg

God

lew

ski

Phot

o by

Meg

God

lew

ski

Phot

o by

Jim

Koe

pnic

k


Accident ReportsThese December 2011 accident re-

ports are provided by the National Transportation Safety Board. Pub-lished as an educational tool, they are intended to help pilots learn from the misfortunes of others.

Aircraft: Wittman Tailwind.Injuries: 1 Fatal.Location: Fulton, N.Y.Aircraft damage: Destroyed.

What reportedly happened: The pilot, who was also the builder of the experimental aircraft, was making the flight to become more familiar with the plane in order to complete the required 40 flight hours of the phase one oper-ating limitations. The pilot had logged 759.6 hours of time, including 111.8 hours in the accident airplane.

Several witnesses on the ground said the engine was sputtering as the air-plane pitched nose down and crashed into trees.

The post-accident examination did not uncover any pre-crash mechanical difficulties. However, investigators de-termined that, based on the temperature and dew point at the time of the ac-cident, the conditions were favorable for serious carburetor icing at a cruise power setting. The carburetor heat con-trol was in the off position at the time of the crash. Investigators determined that it was likely that the airplane experi-enced a partial power loss, possibly due to carburetor icing, and further deter-mined that the pilot, still becoming fa-miliar with the handling characteristics of the airplane, likely became preoccu-pied with restoring full engine power and maneuvering the airplane toward the airport to land and unintentionally entered an aerodynamic stall.

Probable cause: The pilot’s failure to maintain adequate airspeed, which resulted in an aerodynamic stall. Con-tributing to the accident was a partial loss of engine power due to the forma-tion of carburetor ice.

Aircraft: Piper Pawnee.Injuries: 1 Fatal.Location: Jacksonville, Fla.Aircraft damage: Destroyed.

What reportedly happened: The pi-lot was working as a banner tow pilot. A security camera video showed the air-plane climbing with the banner trailing behind before it disappeared from the camera’s view.

Shortly after, witnesses saw the ban-ner free falling to the ground and the airplane in a right spin before it crashed in a parking lot in a nose-down atti-tude.

During the autopsy it was determined

that he had recently ingested marijuana. Although the investigation could not determine precisely when he had last used the drug, the levels detected in-dicated that he was impaired and most likely posed a hazard to flight safety.

Probable cause: The pilot’s in-flight loss of control during climb after a ban-ner pickup. Contributing to the accident was his impairment due to marijuana.

Aircraft: Cessna 120.Injuries: None.Location: Montague, Mass.Aircraft damage: Substantial.

What reportedly happened: The pilot was attempting to takeoff. As the airplane accelerated to 40 mph, the engine sputtered and the pilot reduced power to abort the takeoff. The sputter-ing ceased, so he added power to con-tinue the takeoff. The engine sputtered a second time, so he reduced power again.

He was concerned about running out of runway because at the end of the run-way was a ditch. Rather than risk hit-ting the ditch the pilot opted to go off the left side of the runway. The airplane hit a runway sign before coming to a stop. The pilot de-fueled and moved the airplane before it could be examined. Therefore, it was not possible to verify the fuel quantity or determine if any fuel contamination was present.

Probable cause: The pilot’s delay in performing a rejected takeoff after experiencing an intermittent loss of en-gine power, which resulted in a runway excursion.

Aircraft: Piper Cherokee Six.Injuries: 2 Fatal.Location: St. Ignace, Mich.Aircraft damage: Destroyed.

What reportedly happened: The pilot took off from an airport on the mainland with the intention to drop a passenger off on an island about five miles off shore. No IFR flight plan was filed, although instrument meteorologi-cal conditions prevailed at both the de-parture and destination airports around the time of the accident.

The pilot did not land on the island, but instead headed back to the depar-ture airport with the passenger still on board. The airplane crashed in trees on the shoreline approximately 1.4 miles north of the departure airport. Inves-tigators speculated that the pilot was most likely attempting to follow the shoreline back to the airport.

Probable cause: The pilot’s decision to initiate visual flight in instrument me-teorological conditions and subsequent failure to maintain adequate altitude.

Aircraft: Cirrus SR22.Injuries: None.Location: Farmville, Va.Aircraft damage: Substantial.

What reportedly happened: The purpose of the flight was for the pilot to regain his night currency. According to the pilot, he was attempting to land using the GPS approach. The plane was lined up on the runway centerline with the approach lights in sight. At 500 feet AGL, the pilot extended the wing flaps to the full down position. The airspeed suddenly decreased and the rate of de-scent increased. He added full power to arrest the descent, however, the airplane came down hard 2,000 feet short of the runway. It bounced twice and then went off the side of the runway and came to rest in the grass.

Probable cause: The pilot’s failure to maintain the proper approach path, which resulted in a runway undershoot.

Aircraft: Cessna 182.Injuries: None.Location: St. Paul, Minn.Aircraft damage: Substantial.

What reportedly happened: The tower controller informed the pilot that the wind was from 230°. The pilot had the option of landing on runway 27 or runway 14, and chose runway 14, which gave the airplane a quartering tailwind. The pilot said the visual approach was stabilized as he approached the runway, however, the plane encountered a gust of wind during the landing flare and it landed hard on its nose.

Post-accident examination revealed that the firewall was bent. The pilot reported that there was no mechanical malfunction or failure of the airplane. Five minutes after the accident, the reported surface wind was 240° at 19 knots gusting to 26 knots.

Probable cause: The pilot’s deci-sion to land on a runway with a gusting, quartering tailwind and his inadequate compensation for the wind, which re-sulted in a hard landing.

Aircraft: Beech Bonanza.Injuries: None.Location: Cheyenne, Wyo.Aircraft damage: Substantial.

What reportedly happened: The pi-lot stated that he was landing with a 40° crosswind. During the flare, when the plane was about 5 feet above ground level, it veered to the right. The pilot was unable to regain control before it touched down and went off the run-way, down an embankment, and into a fence.

Probable cause: The pilot’s inad-

equate compensation for the crosswind, which resulted in a loss of directional control.

Aircraft: Cessna Caravan.Injuries: 1 Minor.Location: Kwigillingok, Alaska.Aircraft damage: Substantial.

What reportedly happened: The pilot reported he was flying in visual meteorological conditions for most of the flight. As he approached the airport, he inadvertently entered an area of in-strument meteorological conditions that resulted in a buildup of ice on the airframe and windscreen. He attempted to make a 180° turn to get out of the conditions but was unable to maintain sufficient airspeed. The airplane stalled and crashed.

Probable cause: The pilot’s decision to continue visual flight into instrument meteorological conditions with moder-ate icing, which resulted in structural icing and an aerodynamic stall.

Aircraft: Grumman American.Injuries: None.Location: Furnace Creek, Calif.Aircraft damage: Substantial.

What reportedly happened: The pilot told investigators he was attempt-ing to land and he flared too high. The plane landed hard and bounced. The pi-lot added power during the bounce to do a go-around, then changed his mind and decided to abort the go-around. The plane went off the left side of the run-way. The nose landing gear collapsed and the plane nosed over.

Probable cause: The pilot’s improp-er landing flare, inadequate recovery from a bounced landing, and loss of di-rectional control.

Aircraft: Piper Navajo.Injuries: None.Location: Kaltag, Alaska.Aircraft damage: Substantial.

What reportedly happened: The pi-lot, who was attempting to land in icing conditions, had a hard time seeing the runway. He retracted the landing gear to prevent ice from building up on the gear. As he applied power to abort the approach, he suddenly saw the runway and decided to continue the landing. He forgot to re-deploy the landing gear and the airplane landed gear-up and slid into a snow berm. The pilot said that due to fatigue and other distractions, he failed to re-extend the landing gear.

Probable cause: The pilot landed without lowering the landing gear. Con-tributing to the accident was the pilot’s self-reported fatigue.


SocialFlight is the most comprehensivetool ever created for finding aviation-related events! Aircraft Fly-in's, Airshows,Pancake Breakfasts, Conventions, FAASafety Seminars... they're all here! WithSocialFlight, you can also chat with otherattendees and even upload & view photosof the events!

Whether you love flying, watchingairplanes, ultralights, balloons or anythingelse airborne, this is the place for you.Keep exploring to discover all the featuresthat SocialFlight has to offer.

Nowget outthere and FLY!www.socialflight.com

WEEK OF APRIL 1, 2013Calendar of Events

POWERED BY

Formore events and to stay up-to-date, go towww.socialflight.com

WEEK OF APRIL 1, 2013Calendar of Events

POWERED BY

Formore events and to stay up-to-date, go towww.socialflight.com

taxi in. They parked me next to a B747-400 owned by a Saudi prince. What a contrast!

There are no fees at LAX. Atlantic Aviation charged me nothing. But you can bet the big birds are definitely pay-ing!

After dropping my friend off, I called clearance delivery for a VFR clear-ance back to Chino. The runways 25L and 25R are each two miles long. That leaves a lot of left-over real estate for my C180 to operate on, so I asked for an intersection departure on 25L, but was told to taxi all the way to the ap-proach end. I responded by saying that I only need 700 or 800 feet to takeoff. It only took a little while for that to sink in and for the controller to realize I was

a different animal from what they are used to there and then I was immedi-ately cleared to depart from the next intersection. I was quickly up and gone with a left turn at the shoreline and out of their hair rapidly heading southeast out of class “Bravo” airspace.

On my flight back to Chino one of the approach controllers I talked to going to LAX asked if they actually let me land on 25L, and when I said yes he was real happy with that. Some of the controllers seemed entertained with this little event.

On arrival at Chino one of the gas boys came up to me and said he fol-lowed me on FlightAware.com to LAX. (Check FlightAware.com and punch in N9991N to see my flight path from CNO to LAX.) I think he must have heard me file my IFR clearance to LAX

prior to departure. I guess a C180 going from Chino to LAX is a very rare event these days.

Back in the 1970s it was common for small planes to fly into LAX and con-trollers there knew how to handle us and enjoyed us coming in. I even flew a

C152 in there once in the 1970s and the LAX approach controller actually got a kick out of it.

It is certainly a different world today. Just like Western Airlines serving free champagne on all of their flights back then — the good old days are gone!

LAX | From Page 17

Western United StatesDec. 28, 2013, Cottonwood, AZ.

Verde Valley Flyers Saturday Cof-fee & Doughnuts, 928-567-5322

Dec. 28, 2013, Yakima, WA. Saturday Morn-ing Coffee and Social, 509-952-2468

Jan. 04, 2014, Coolidge, AZ. Coolidge Fly-in Breakfast, 520-723-5354

Jan. 04, 2014, Cottonwood, AZ. Verde Valley Flyers Saturday Cof-fee & Doughnuts, 928-567-5322

Jan. 04, 2014, Portland, OR. EAA 105 breakfast

Jan. 04, 2014, Yakima, WA. Saturday Morn-ing Coffee and Social, 509-952-2468

Jan. 07, 2014, Yakima, WA. Meet-ing of the IMC Club Chapter of Yakima, 509-945-1985



Jan. 11, 2014, Albuquerque, NM. 99s Flying Companion Seminar, 505-974-5305

Jan. 12, 2014, Fullerton, CA. Fullerton Airport Antique Airplane Display

Jan. 14, 2014, Englewood, CO. IMC Club Denver South-Inaugural Meeting, 303-858-1600

Jan. 15, 2014, Payette, ID. Payette Idaho EAA Chapter 837 Monthly Meeting

Jan. 17, 2014, East of Dam, AZ. Grapevine Airstrip Monthly Fly-In Roosevelt Lake, 520-826-2112

Jan. 17, 2014, Beverly Hills, CA. Living Leg-ends of Aviation Awards, 303-668-2688


Jan. 18, 2014, Hanford, CA. Display Day & Breakfast, 559-585-2589


Jan. 18, 2014, Mojave, CA. Clas-

sic aircraft display dayJan. 19, 2014, La Verne, CA. Antique Aircraft

Display/Car Show and Hot Dog BBQ

South Central United StatesJan. 07, 2014, Houston, TX. EAA 12

buisness meeting, 936-661-7467Jan. 11, 2014, Carlisle, AR.

EAA Fly-in BreakfastJan. 16, 2014, San Marcos, TX. Redbird

Skyport IMC Club Chapter meeting

North Central United StatesDec. 28, 2013, Minneapolis, MN. Club

Cherokee Flyers, 952-334-7171Jan. 01, 2014, South Saint Paul, MN.

Fleming Field Aviation AssociationJan. 04, 2014, York, NE. BreakfastJan. 04, 2014, Minneapolis, MN. Club

Cherokee Flyers, 952-334-7171Jan. 07, 2014, South Saint Paul, MN.

Fleming Field Aviation AssociationJan. 07-20, 2014, Osceola, WI. Private

Pilot Ground School, 715-557-0395Jan. 09-20, 2014, Osceola, WI. Instrument

Rating Ground School, 715-557-0395Jan. 09, 2014, West Chicago, IL. Fox

Flying Club Membership MeetingJan. 11, 2014, Minneapolis, MN. Club

Cherokee Flyers, 952-334-7171Jan. 13, 2014, Jackson, MI. Breakfast Fly-InJan. 14, 2014, South Saint Paul,

MN. EAA Chapter 1229Jan. 15, 2014, Lakeville, MN. IMC

Clubs Twin Cities Chapter Month-ly Meeting, 6127107141

Jan. 16, 2014, Oshkosh, WI. EAA’s Aviation Adventure Speaker Series, 920-426-6823

North Eastern United StatesDec. 29, 2013, Taunton, MA. Ameri-

can Aero Services Breakfast FlightDec. 29, 2013, Bennington, VT.

Free 10 gallons of avgasJan. 01, 2014, Norwood, MA. Plane Talk by

IMC Radio LIVE Broadcast, 866-594-4844

Jan. 04, 2014, Stow, MA. Han-gar Talk, 978-897-3933

Jan. 04, 2014, Williamsburg, VA. Sat-urday Morning Coffee & Dough-nuts, 757-206-2995

Jan. 05, 2014, Bennington, VT. Free 10 gallons of avgas

Jan. 07, 2014, Palmyra, PA. Monthly Scenario Discussion, 717-304-4187

Jan. 07, 2014, Stafford, VA. EAA 1099 Chapter Meeting, 540-809-9334

Jan. 08, 2014, Norwood, MA. Plane Talk by IMC Radio LIVE Broadcast, 866-594-4844

Jan. 08, 2014, Nashua, NH. IMC Club Chapter Meeting

Jan. 09, 2014, Sussex, NJ. EAA Chap-ter 891 Monthly Meeting

Jan. 11, 2014, Nashua, NH. Grum-man Winter Lunch

Jan. 12, 2014, Bennington, VT. Free 10 gallons of avgas

Jan. 14, 2014, Norwood, MA. IMC Club Flagship Chapter Meeting

Jan. 15, 2014, Norwood, MA. Plane Talk by IMC Radio LIVE Broadcast, 866-594-4844

Jan. 18, 2014, Lititz, PA. North-east Bonanza Group — Shake Off the Frost, 610-678-0942

Jan. 18, 2014, Cambridge, MD. Grumman Lunch

South Eastern United StatesDec. 28, 2013, Columbus, GA. EAA Chapter

677 Young Eagles Rally, 706-580-3767Dec. 29, 2013, Graniteville, SC. South Caro-

lina Breakfast Club S17, 803-446-0214Jan. 05, 2014, Aiken, SC. South Carolina

Breakfast Club KAIK, 803-446-0214Jan. 09, 2014, Fort Lauderdale, FL. EAA

Chapter 133 Meeting, 954-326-3439Jan. 09, 2014, Stuart, FL. IMC Chap-

ter Club Meeting, 586-801-6146Jan. 10, 2014, Belleair, FL. Flight For A

Cure Golf Classic, 727-531-2080

Jan. 11, 2014, Guntersville, AL. 2nd Saturday Breakfast, EAA 683, 256-486-5121

Jan. 11-12, 2014, Griffin, GA. EAA SportAir TIG Welding Workshop, 800-967-5746

Jan. 11, 2014, Clearwater, FL. NAA’s 8th An-nual Auto & Moto Show, 727-531-2080

InternationalJan. 04, 2014, Alberta, Canada. 3hills

Coffeebreak, 403-443-8434


Turn your smartphone into a wind meter

Now your smartphone can display real-time wind readings by plugging a new compact meter from Sporty’s into your phone’s headset jack and down-loading a free app.

The app gives you a clear overview of average, actual and maximum wind speed, as well as a real-time graph. The unit of measurement — m/s, Kmh, mph, Kts, Bft — can be changed on the fly by tapping the screen, Sporty’s of-ficials said.

The Smartphone Wind Meter works with all iPhones and iPads running on iOS 6 or 7. The meter also works with Samsung Galaxy S2, S3 and S4 phones.

Price: $49.95.Sportys.com

PilotWorkshops releases Garmin GTN manuals

PilotWorkshops has released its “Pilot-Friendly” GPS Manuals for the Garmin GTN 650 and GTN 750.

Written by renowned GPS author and trainer John Dittmer, the manuals guide pilots through complex GPS proce-dures in a simple, step-by-step format, according to company officials. They take a hands-on approach, so you can master new procedures and processes quickly by actually doing it.

PilotWorkshops also provides digital, PDF versions of the GTN manuals so

pilots can access them on their iPads.PilotWorkshop.com

EQ-Reverse Link debutsJust introduced is the EQ-Reverse

Link wireless communication system, which provides a wireless connection between any conventional, wired avia-tion headset or helmet and an aircraft’s intercom sys-tem.

The system is comprised of two modules. The Reverse Link module is designed to accept input from conventional wired general aviation headsets (either two-plug GA style or single-plug helicopter style plugs). The Reverse Link module is worn by the pilot and makes a wire-less connection with the EQ-Link mod-ule, which is plugged into the aircraft’s intercom system. This allows the user up to 30 feet of wireless communica-tion range between his headset and the aircraft’s audio panel with the standard system or over 100 feet with the EQ-Reverse Link/Long Range system.

WirelessAviationHeadsets.com

Rosen introduces adjustable iPad mount

Rosen Sunvisor Systems has intro-duced an adjustable iPad mounting sys-tem for monorail equipped cockpits.

The system features multi-directional adju-stability, adjust-able deployment presentation and one-hand tension control and lock-ing on monorail equipped cock-pits. It clamps on any Rosen mono-rail system or monorails with a diam-eter of 5/16 inches, and allows pilots to position the iPad for easy viewing of navigation apps above the glare shield. The multi axis mount allows the pilot to place the iPad in virtually any posi-tion or placement desired, company of-ficials said.

The system, which accommodates iPads I, II, III and iPad mini tablet sizes, retails for $185.95.

RosenVisor.com

CarpenterDev develops Wireless AirData System

CarpenterDev has introduced its Wireless AirData System for the gen-eral aviation market, as well as FAA certification of its Aircraft Device Cra-dle, which is approved for all models of

Cessna 172, Cessna 182, Piper PA-28 and Piper PA-32 airplanes.

The patent-pending Aircraft Device Cradle is a silicone rubber part that at-taches to airplane wingtips for holding a variety of portable wireless electronic devices, such as true air data sensors for differential air pressure, air temperature and barometric pressure, that com-municate using Bluetooth technology with custom apps running on Apple’s iPad, Android devices, or on portable Electronic Flight Instrument Systems (EFIS).

The cradle is the certified centerpiece of the Wireless AirData System the company will begin producing in part-nership with manufacturers of exist-ing handheld equipment and software developers, according to company of-ficials.

With the Aircraft Device Cradle and its Wireless AirData System, pilots can add backup airspeed capabilities, and the other instruments at a much lower cost. Several different product bundles will be offered, officials add.

CarpenterDev.com

Flying On a BudgetA new ebook, “The Pilot’s Guide to

Flying On a Budget,” has been released by Brent Owens, the force behind FixedWingBuddha.com and iFlyBlog.com.

The book offers general aviation pi-lots strategies for saving mon-ey, according to Owens. “No matter what your point of entry, this guide has something for everyone,” he said. “It doesn’t matter if you are a beginner, a student, a rated pilot, an owner, or even a homebuilder. It is constructed in a way that keeps you on topic and gets right to the actionable information.”

The book will be offered initially in electronic format for $21.25 with a 100% money-back guarantee. Purchas-ers are entitled to all future editions free of charge.

FixedWingBuddha.com

PropShot Smarty premieres

Deohako has released the PropShot Smarty to improve aerial videography captured on a smartphone.

Pilots and aerial videographers often experience propeller distortion — pro-peller imagery that hinders clear video footage — when filming flights. To re-solve this problem, Deohako created a universal smartphone lens and mount for the iPhone, Samsung, or other mo-bile phone to capture video footage without the propeller distortion and jello effect usually experienced while shooting aerial videography, according to company officials.

The Deohako PropShot Lens uses a special lens combining a dual circular polarizer lens and a neutral density fil-ter and comes with a universal smart-phone holder and mount that suctions to the pilot’s window.

Deohako.com

New Products

Have a new product or service you’d like to tell our readers about?

Send press releases (in word documents, no PDFs please) to: [email protected].

Please put “On the Market” in the subject line. Send photos separately.

Aviation Sunglasses

Looking through the new AV-Sun 180’s, you have better than 180 degrees of protection from the sun and when you look down at the instruments, the tinting fades to clear, making it easier to read a map or GPS. The 180’s are also available with bifocals. Only $149.95 or $159.95 with bifocals. www.av-sun.com Toll free 866-365-0357

All FFC fuel bladders are manufactured with REGISTERED TSO-C80 constructions... KNOW what you are installing.

Quality products at competitive prices.

TSO-C80 FUEL CELLS

Pacific Oil Cooler Service, Inc.Specializing in F AA-PMA Factory New…

800-866-7335www.oilcoolers.com

THE ENGINE PROTECTORSBest EGT/CHT

Presentation Available

Hexad II (6 cyl.)Tetra II (4 cyl.)

Multichannel Continuous

Engine Diagnosis

Pointers Align for Cruise!

MIXTURE MIZER IIFor less costly engine

protection.

Above systems featureshock cooling alarm.

KS AVIONICS, INC.25216 Cypress Avenue, Hayward, CA 94544

(510) 785-9407 (800) 346-4469

Manufacturers of reliable instruments since 1967

www.ksavionics.com

www.ceebaileys.com

WINDSHIELDS & SUNSHADES

WINDSHIELDS/WINDOWS

ROSEN SUN VISOR SYSTEM COWL PLUG SET

AIRCRAFT SUNSHADES

AIRCRAFT ACCESSORIES

CALL NOW TO ORDER (800) 788-0618ORDER ONLINE 24/7 www.ceebaileys.com

(800) 788-0618

Save Time... Save Money!Best Rates...Broadest Coveragewww.AIR-PROS.com877.247.7767

Call Us

Today!

AviationInsurance

Resources

Ehrhardt Aviation Insurance800 394-2062

33 years experience in ALLthings [email protected]

ADVERTISE!in the marketplace

Call Ben Sclair(800) 426-8538

[email protected]/Advertise

CC&RS DIRECTORY LINKS FLOORPLANS RESOURCES

www.LivingWithYourPlane.com


www.PCA.aero 1.877.202.0023Aurora State Airport • 22783 Airport Road, N.E. • Aurora, OR 97002 • Fax: 503.678.6292 • Mon. – Fri. 7:30 – 5:30 PST

Price and availability subject to change.

We Are Your Panel Upgrade & Installation Specialists!Why Choose Pacific Coast Avionics?Simple. Because avionics is what we do, and we do it better than anyone. From pistons to turbine and light jets, our expert staff will help you select the right equipment, layout your new panel, then put it all together, ready for you to fly out. Our state-of-the-art facility is one of the leading avionics facilities in the western U.S. and we are authorized dealers for all the top brands in avionics. If you’re talking avionics upgrades, talk to Pacific Coast Avionics.

CALL FOR A QUOTE ON YOUR AVIONICS UPGRADE!

HANDHELD RADIOSICOM IC-A6 ComICOM IC-A24 Nav/Com

Yaesu FTA-230 Com . . . . . $229Yaesu FTA-720 Nav/Com . . $289

aera® 500. . . . . . . . $599aera® 510. . . . . . . . $899aera® 550. . . . . . . . $999aera® 560. . . . . . . $1299

aera® 795. . . . . . . $1699aera® 796. . . . . . . $1999

GPS

ANR HEADSETSPCA-ANR . . . . . . . . . . . $225Sennheiser S1 . . . .$1095 $995Lightspeed Zulu.2 . . . . . $900Bose® A20. . . . . . . . . . $1095FREE SHIPPING ON THESE HEADSETS!

BLUETOOTH GPS& ADS-B for iPAD

Dual XGPS150A GPS ............$99Garmin GDL-39 ADS-B/GPS .. .$699Dual XGPS170 ADS-B/GPS .. $599.99Sagetech Clarity SV ADS-B/GPS .....................$1400

Cessna 182New equipment includes: Aspen EFD-1000PRO EFIS, Garmin GTN-750 Touch Screen GPS/Nav/Com, Garmin GNC-255A Nav/Com, Garmin GTX-3330/ES Transponder, PS Engineering PMA-8000BT Audio Panel, S-TEC System 30 Autopilot System, JP Instruments EDM-930 Color Engine Monitor, and all new custom designed panels with laser engraving.

Beechcraft A-36Garmin G-500 EFIS/MFD, Garmin GTN-750 Touch Screen GPS/Nav/Com, Garmin GMA-35 Remote Audio Panel, Garmin SL-30 Nav/Com, Garmin GTX-33/ES Remote Mode S Transponder, Garmin GTS-800 Traffi c system, Garmin GDL-69A XM Weather Datalink, Garmin GPSMAP-696 with AirGizmo Panel Dock, L-3 Avionics Trilogy EFIS, JP Instruments EDM-830 Color Engine Monitor, and all new custom designed panels with laser engraving.

Piper MeridianGarmin G-500 EFIS/MFD with Synthetic Vision and Weather radar interface, GTN-750 and GTN-650 Touchscreen GPS/Nav/Com’s, GDL-69A XM Weather/Audio Datalink, and Garmin GMA-35 Remote Audio Panel, plus all new custom designed and fi nished instrument panel with custom laser engraving.

HUGE INVENTORY. CALL FOR ITEMS NOT LISTED

NOSALES

TAX!

CALL FOR NEW LOWER PRICES!

FREESHIPPING!

PERSONAL LOCATOR BEACONSSPOT 2 Satellite Messenger$85

ACR ResQLink+ PLB$279

PCA-13-010.GAN.18-13.indd 1 11/21/13 9:52 AM

Cessna 150, 152, 172, 180, 182, 185,

206, 210 & RV4, RV6,

RV8

RMD now offers new “�berglass” wingtips with

landing lights installed for your Cessna aircraft. Can be used

continuously for ground operation or in-�ight recognition.

STC and FAA/PMA approved

WINGTIP LANDING/RECOGNITION LIGHTS

12405 SW River Rd. Hillsboro, OR 97123

Phone/Fax: (503) 628-6056RMD Aircraft Lighting Inc.www.rmdaircraft.com

email: [email protected]

Quality and safetyTop Notch Technical Support

10yr new cell warranty5yr overhaul warranty

FAA Certified Repair Station NL5R071N -Factory overhauls - Exchanges

FAA Certified Manufacturer - Fuel Cells - PMA / Vintage / Custom - Stainless steel drain valve kits

Tel 715-479-6149 Fax 715-479-6344

800-437-8732Online catalog www.eaglefuelcells.com

Pacific Oil Cooler Service, Inc.Specializing in FAA-PMA Factory New…

800-866-7335 www.oilcoolers.com

Shell Aviation

Call for daily fuel prices.

1200 GENE BOLTON DRIVESUFFOLK, VA 23434

PH: 757.514.4411 FAX: 757.538.0240

YOUR ONE STOP AIRPORT ON THE EAST COAST FLYWAYAircraft Ser

T

r

110LL rJET-A rvice

757-514-4411

UNICOM 122.7 Flight Companions

130 OLd Moody BlvdPalm Coast, FL 32164(386) 313-6960Located @ KXFL

Aeronautical Systems

FC-1

AI-1

Call (800) 426-8538 now to advertise in the Marketplace


50’x48’ 2400 sq ft warm and cozy aircraft hanger with every comfort of home, two story hot tub living area with a full bath kitchen washer dryer painted and wood floors. Owner can carry with down payment.

Danny Cullin (310) 714-1815 [email protected]

HANGAR FOR SALE –$290,000Mammoth Yosemite (MMH)

New price! $265,000

M08 in Bolivar, TN:Whitehurst Field’s triple play…

800 Airport Lane Bolivar, TN 38008 (731) 658-7556

100LL $4.98

And now: 93 Mo Gas! $4.65

www.hardemancountyair.com

JetA $4.50…Rotax-quali�ed AP/IA on �eld.

17725 48th Drive N.E., Hangar A&B 1-360-435-0900Arlington, Washington, 98223 fax: 1-360-403-9304www.cannonavionics.com [email protected]

Garmin G500 - G600

Visit us at our new location on the west side of Arlington Airport!

Avionics Dealer for:

We’ll pay the sales tax on your GTN-750, GTN-650,

G500 or G600 installation.

rev2

0120

113

A.C. Propeller Service, Inc.Overhaul & Repair Since 1967

A.C. Propeller Service specializes in selling, overhauling and repairing McCauley, Hartzell, Hamilton Standard and Sensenich propellers. We also overhaul and repair McCauley, Hartzell, Hamilton Standard and PCU 5000 governors.

You can trust that A.C. Propeller Service will take pride in your propeller!

Call Us Today!

Avionics Shop, Inc.Tacoma Narrows Airport1026 26th Ave. NW, #A, Gig Harbor WA 983351-800-821-9927 [email protected]

Avionics Shop, Inc.Avionics Sales & ServiceYour Premier NW Garmin Installation Center

Garmin - G500

Garmin - G600

Garmin - GTN750

FAA Approved Repair Station #FP4R188M

ASPEN VIDYNE HELTON AVID LARK

GARMIN ONEYWELL L S-ENGINEERING S-T ANDEL HADIN , AND MANY MORE!

Call (800) 426-8538 now to advertise in the Marketplace


!"#$%&'()(*+,+!"##$%&&'()$*+,-.,"$/.0.12)$3456789:8;$<=$!..'$(>.?8$ @A9B;C$ D7=<E67DFAD9CG<H$ <9$ 333C67DFAD9CG<H$ 29'8:9$B<II'=9::$JJJ'%KK'L%KKC$!<9:DM7$<98:9;$@AN$@<;BAM:C

/,0.O",.P$.:9<7GAP$QG<6BP$R:GAB5I<7P$;AIFAM:P$;69@I6;P$L'@IN$ SD9G5$ =<9H:9;P$ M:A9$ I:M;$ ;B9ADM5B:7:8P$ 9:@AD9P$3D7M$D7;@:GBD<7$TDB;C$".,+O2U$L&V'WXL'YX&XC$9<7@EZ<;DC7:B$333C9AD7S<3=IND7MCG<H

!-"#.&'%(/0'-1.$%()(**2+

[&&W$Q*(#"$R:GAB5I<7$[JY'00C$.776AI$8<7:$YY4Y4[&YKC$,!"$(A7:IP$LK&$)A9HD7C$\YXVP&&&C$/AII$R3DM5BC$KX&'LWJ'[LJ%P$KX&'%K&'&%%VC

3""&0(3'#$%()(*4+5

YVWW$ O."2+'LLP$ YWWV'00P$ :7MD7:;'KYXP$ @9<@;'[X[P$ AI'3AN;$5A7MA9:8P$@:9=:GB$ I<M;P$7:F:9$8AHAM:8P$)(Q'LK&$U..QP$ S<<B;P$ G<I<9$ 9A8A9P$ B9A==DGP$ AGG6H6IAB<9;P$ H6G5$H<9:]$\YL&^P$XY&'VXL'VWLL4(.C

[&&&$O."2+$LJ$YLV%CY00P$YLV%CY1#$JXCW"#P$W%K'@9<@C$+R_P$>!RP$QTN3ABG5$%VWP$0.UQP$QB<9H;G<@:P$G<I<9$9A'8A9P$^!/'[[L$.(P$G<H@I:B:4<9DM$I<M;C$>.^#$2!!#"C$.9B$O:9A98P$JYK'[JW'J&&&P$JYK'V[J'%Y%YC

/"66%'(*,+()(*2+7

O*`,+)$2"$!1`,+)$. /#QQ+. YL&4YL[a":A8$B5:$G<H@I:B:P$A6B5<9DBABDF:$M6D8:]$Q:G<78$$(9D7BD7M]$2==DGDAIIN$:78<9;:8$SN$ B5:$YL&4YL[$/I6S]$!IN$;A=:9P$;AF:$B5<6;A78;C$ <̀6?II$I<F:$DB]$333CG:;;7AYL&S<<TCG<H$

/"66%'(*85()(*2+8

YVW[$/'YW[P$[Y&&'00P$YJ&5@$1NG'[&&Q+P$[AbD;$.(P$:bB9A$3D7MBD@$ BA7T;P$ =6II$ ,!"P$ D7B:9D<9$ F:9N$ 7DG:P$ 7::8;$ @AD7BP$\%LP&&&C$KX&'WL%'L[[YP$KX&'[V['W[[&C

/"66%'(*9+:*9,()(*2+9YVL%$ /'YJ&P$ %&K&$ 00P$ K&$ Q>2_P$ K&$ Q+("2(P$ ^D7MP$QB9<S:;C$+:3$(c,P$H6G5$H<9:]$\WWP&&&C$X%Y'VKK'%KYXP$X%Y'WWW'&%V%C$

/"66%'(*95()(*2+2

YVXK$ Q^`1.+#$ YJ[!$ K[&&00P$ J&&$ Q/>2_P$ [$+AF/<H;P$Y)QP$%@I$,/P$><8:$/P$<DI$=DIB:9C$\%&P&&&42O2C$[&V'LKK'KXWVC

/"66%'(;++(<"#."6()(5++,

YVXY$ /'KY&!P$ %LVX00P$ 1#'%JL'Q>2_P$ "#'VWW'Q>2_P$[&59;$ <7$ +#U$ _A9Bd:II$ ['SIA8:$ @9<@P$ /I:F:IA78$35::I;cS9AT:;P$ )<<8$ (c,P$ -:9N$ GI:A7P$ \KVP&&&C$ X%Y'VKK'%KYXP$X%Y'WWW'&%V%C

/"66%'(7++(<"#."6()(5+*+

YVW&$/'%[Y$JKJ&'00P$"#'VLQ>2_P$1#'YX&&Q>2_P$VL'Q(2_P$"<S:9B;<7$Q021'TDBP$ 1<7M'"A7M:$ =6:IC$05D;$ D;$ A$-:9N$+DG:P$/I:A7$/'%[YOC$\VVP&&&C$X%Y'VKK'%KYXC$X%Y'WWW'&%V%C

/"66%'()(5+5+

/#QQ+. U,+)$ 9:S6DI8D7MP$ 6;D7M$ =AGB<9N$ eDM;C$ /"Q$f*R,"JV[^C$.D9G9A=B$":S6DI8:9;$[[%L$Q2C$_3N$JVP$(:99N$*0 J%K&[$%KL'W[K'LXL&C$

/"66%'(='#>6()(5+;+

/#QQ+.U,+)Q$"#O*,10 2+$g,)QO##/_4/#QQ+. /<7B9<I$;69=AG:;$9:;TD77:8$<7$eDM;/AII$=<9$Z6<B:;C$U:;B$/<A;B$UD7M;$W&W'%X['XJ[[C

!"##$ %&&'(.)#$*+,-.,"$/.0.12)$3DB5$ 56789:8;$ <=$!..'(>.?8$ @A9B;C$ 298:9$ B<II'=9::$ JJJ'%KK'L%KKP$D7=<E67DFAD9CG<H$<9$333C67DFAD9CG<H$!<9:DM7$<98:9;$@AN$@<;BAM:C

Q#1^,"^$.-,.0,2+$ ,7GC$ 5A;$ !.. A@@9<FAI$ <7$ G<H@<';DB:$G<3ID7M;$=<9$AII$/:;;7A$YJ&P$YJL$c$N:A9;$YVLX'YVXY$/:;;7A$ YJ[$ @IA7:;C$.I;<$ D7B:9D<9$ @A7:I;P$ :bB:78:8$ SAM$TDB;P$ MIA9:$ ;5D:I8;$c$7<;:$S<3I$ =<9$H<;B$/'YW&$ B<$*[&X$H<8:I;C$333C;:ITD9T'AFDABD<7CG<H$<9$[&J'XX%'VLJVC

/0'-1.$%(='#>6()(5+,,!"##$ %&&'(.)#$*+,-.,"$/.0.12)$3DB5$ 56789:8;$ <=$!..'(>.?8$ @A9B;C$ 298:9$ B<II'=9::$ JJJ'%KK'L%KKP$D7=<E67DFAD9CG<H$<9$333C67DFAD9CG<H$!<9:DM7$<98:9;$@AN$@<;BAM:C/.>'?#.'()(5*,+

/,0.O",.P$.:9<7GA$QG<6BP$R:GAB5I<7P$ ;AIFAM:P$ ;69@I6;P$L'@IN$ SD9G5$ =<9H:9;P$ M:A9'I:M;$ ;B9ADM5B:7:8P$ 9:@AD9P$ 3D7M$D7;@:GBD<7$TDB;C$".,+O2U$L&V'WXL'YX&X4=AbYXYX9<7@EZ<;DC7:B$333C9AD7S<3=IND7MCG<H$

/.>'?#.'(='#>6()(5*,,


!"##$ %&&'(.)#$ *+,-.,"$ /.0.12)C$ 05<6;A78;$ <=$BN@:$G:9BD=D:8$@A9B;$8D9:GB$=9<H$<69$=AGB<9NC$298:9$B<II'=9::$JJJ'%KK'L%KKP$ D7=<E67DFAD9CG<H$ <9$ 333C67DFAD9CG<H$!<9:DM7$<98:9;$@AN$@<;BAM:C

@#&$A1"()(5,,+

@#&$A1"()(5,,+

YV%X$ #"/2*(#$ %YL/$ 1DM5B$ Q@<9B$ .D9@IA7:C$ \[&P&&&C$+V%YLW$Q4+$Y%J&C$#H@BN$3:DM5B$VYY$IS;C$05D;$5A;$S::7$A$B59::$A78$A$5AI=$N:A9$@9<e:GBC$27:$9:@AD9$A78$HA7N$6@'M9A8:;C$ 05:$ 6@M9A8:$ ID;B$ D;$ F:9N$ I<7MC$ ,=$ D7B:9:;B:8$ GAII$R:A74VLY'[XL'%WXW$=<9$8:BADI;C$05:$AD9@IA7:$D;$5A7MA9:8$<7$O9AGT:BB$.D9@<9BP$^(2/P$D7$1A-:97:$/AID=C$.II$3<9T$3A;$@:9=<9H:8$SN$H:P$A7$.c( A78$,. 34H<9:$B5A7$L&$N:A9;$:b@:9D:7G:$ A78$ A$ =<9H:9$ !<97:N$ !,$ #9G<6@:$ 8:AI:9;5D@$A78$=IDM5B$;G5<<IC$VLY'[XL'%WXWC

BA6&$-?"()(;;++1*Q/2>O#$Q*((2"0h$(A9B;P$(>.P$+2QP$6;:8i$T7<3I':8MASI:$ B:G57DGAI$ 5:I@C$ 333CI6;G<HS:C<9M$ %J&'XL&'&JJKC

BA6&$-?"(='#>6()(;;*+


C$$%"D()(;,++1.^#$ .#"2$ Q0`1,+)h`2*"$ 2+#$ Q02( >22+#`j>.11kC1A;A9$ (IA7:$ QAI:;P$ ;:9FDG:P$ @A9B;P$ :7MD7:$3<9TP$H<8;P$ 6@5<I;B:9NP$ AFD<7DG;P$ :BGC$ Q:9FDGD7M$ N<69$><<7:N$7::8;$ ;D7G:$ YVXXC$ !9::$ ><<7:N$ S6N:9;$ M6D8:$ <9$ H<8$S9<G569:h$1A;A9><8;EA<ICG<H$$333CIA;A9CG<H$(."0Qh$J&&'VL%'LXYV$ <9$ W&W'[XK'&LJY2!!,/#$ W&W'[XK'&%Y[$!.l$W&W'[XK'&%[&C

1.Q."$ (1.+# QAI:;$ 5A;$ HA7N$ ><<7:N;$ <7$ G<7;DM7'H:7BC$ /AII$ =<9$ D7=<$ c$ =9::$ ><<7:N$ O6N:9;$ )6D8:P$ W&W'[XK'&%L[P$ !Abh$ W&W'[XK'&%W[C$ Q::$ 6;$ <7$ B5:$ D7B:97:Bh$333CIA;A9CG<HP$:HADIh$@IA7:;AI:;EIA;A9CG<H$

>22+#`?Q$1.")#Q0 !AGB<9N$.6B5<9Dd:8$(A9B;$Q:9FDG:$/:7B:9C$ 1A9M:$ ;6@@IN$ <=$ 8D;G<7BD6:8$ @A9B;C$ 1<7:$ QBA9$.:9<P$JJJ'LXX'KWJYP$@A9B;E1<7:QBA9.:9<CG<HP$=Ab$[Y&'VWV'&[[XC

"#1,.+0 .-,.0,2+C$><<7:N$@A9B;4$;:9FDG:$;D7G:$YVW[C$1A9M:$D7F:7B<9NC$#HADI$9:IDA7BCAFDABD<7EHD78;@9D7MCG<H

General Aviation News Classified Ad Form

1 2 3 4 5

6 7 8 9 10

11 12 13 14 15

16 17 18 19 20

21 22 23 24 25

First 20 words is $27, each addtional word is $1.34 per word. Name:

Address:

City: State: Zip:

Phone: Fax:

Email:

Classified Payment Information Classified Fee: $

Check Visa Mastercard Amex

Credit Card #

Billing Address:

Signature:

Two issues Addt’l Issues

20-word ad (min. order) $27 per ad .67 per word

20-word ad (all bold) $44 per ad $1.10 per word

Color Photo (3” max) + word fee $60 per inch $30 per inch

Color Logo (3” max) + word fee $78 per inch $39 per inch

Classified Ad Pricing Info

Fax completed form to (858) 712-1960 or mail to:General Aviation News P.O. Box 39099, Lakewood, WA 98496

TIME TO UPGRADE? Sell your “classic” in our classi�eds

Two issues Addt’l Issues

20-word ad (min. order) $27 per ad .67 per word

20-word ad (all bold) $44 per ad $1.10 per word

Color Photo (3” max) + word fee $60 per inch $30 per inch

Color Logo (3” max) + word fee $78 per inch $39 per inch

Classified Ad Pricing Info

Call (800) 426-8538 to place an ad

Classifieds

Door and Window Seals engineered with the latest technology

• FAA-PMA approved• air tight “leak proof”• adapts to form the perfect seal

NEWWing walk coating

• easy to apply polyurethane rubber base paint

• can be applied over existing wing walks

We also manufacture quality soft glareshields for updating your aircraft!

Aircraft Door Seals, LLC

www.aircraftdoorseals.com

”perfect seal

E$$#(<"'F6()(48++ E$$#(<"'F6()(48++

FAA Certified Repair Station #V56R854K

Avionics SalesAnd Service

ASPEN • AVIDINE • GARMIN • S-TEC • JPI • L-3 • AND MANY MORE

GTN 750-650 PFD 1000 MFD 500

5695 S.W. Airport Place,Corvallis, OR, 97333www.corvallisaeroservice.comPhone: 541-753-4466Fax: [email protected]

Contact Us For A Quote!GTN 750 650 C

!G.$%.&6()(4,++ !G.$%.&6()(4,++

H$#>0(!-"#.&'%()(;49+

YV%L$ +2"0_$ .>#",/.+$ (LYR$ >6;BA7MP$ YK&L00Q+P$YKLQ>2_$ SN$ +Db<7P$ "<II;$ "<NG:$ >:9ID7$ YXL&'W$ 3DB5$B9A7;@<9B'5:A8;C$R6AI'G<7B9<I;C$+:3$>A9BD7'9A8DAB<9P$7:3$5<;:;P$ 7:3$ B6S:;$ 7:3$ 5N89A6IDG;P$ =9:;5$ A776AIC$\[PY%LP&&&P$3DII$ AGG:@B$_A9FA98$<9$.0X$<7$@A9BDAI$ B9A8:C$"<7$!:976DT$J&X'XX['LJ[KP$9<7=:976DTE5<BHADICG<H=.1"#(<.%IF"()(;9++

+#U$ /2+0"21 12/^$ =<9$ (D@:9;]$ _<I8;$ B5:$ ADI:9<7;$7:6B9AI$ A78$ B5:$ ;BASDIDd:9$ 8<37C$ ,7;BAII;$ D7$ ;:G<78;P$3:DM5;$K<dCP$:A;N$B<$;B<9:C$27IN$\KVCVLC$.D9@IA7:$05D7M;P$,7GP$JXX'KXL'&KLW$<9$;::$AB$333CAD9@IA7:B5D7M;CG<H$<>.%6$%()(77,,

!"##$ %&&'(.)#$ *+,-.,"$ /.0.12)C$ 05<6;A78;$ <=$BN@:$G:9BD=D:8$@A9B;$8D9:GB$=9<H$<69$=AGB<9NC$298:9$B<II'=9::$JJJ'%KK'L%KKP$ D7=<E67DFAD9CG<H$ <9$ 333C67DFAD9CG<H$!<9:DM7$<98:9;$@AN$@<;BAM:CJ'DF$#&#'K>(='#>6()(74+,

!"##$%&&'(.)#$*+,-.,"$/.0.12)C$3DB5$56789:8;$<=$!..4(>.?8$ @A9B;C$ 298:9$ B<II'=9::$ JJJ'%KK'L%KKP$D7=<E67DFAD9CG<H$<9$333C67DFAD9CG<H$!<9:DM7$<98:9;$@AN$@<;BAM:CLF$'>1F'%"6()(,7++

Q#.(1.+#$".0,+)Q$.+R$Q212$"#+0.1Q$ D7$ G:7B9AI$!I<9D8A$ c$>D77:;<BAC$ (.Y[$ c$/YW[$ AFADIASI:C$ XY['JXJ'%[%K$'$XY['W%V'YKKWP$333CA8F:7B69:;:A@IA7:;CG<H

!12",R. Q#.(1.+#Q'_,$(:9=$ 4$/<H@I:b$Q#Q$c$>#Q$"ABD7M;P$ (FBP$ G<H?I$ c$.0(C$ 1AB:$H<8:I$ >A6I:;P$ /IA;;DG$UD8M:<7C$333C=IN=I<AB@IA7:;CG<H$%&W'KKY'LXLLC

M"F.&$1>"#6()(,4++

[&&[$ O#11 [&X1%P$ :bG:II:7B$ G<9@<9AB:$ 5D;B<9NC$\YPVWLP&&&C$"<7$J&X'XX['LJ[KP$9<7=:976DTE5<BHADICG<H$

VX#/$O#11 *_'Y_C$!9:;5$.776AIC$\WWLP&&&C$Y&&$5<69;$<=$GDFDIDA7$6;:C$/AII$)A9N$OIAD7$AB$%&X'XWY'[WJV$<9$%&X'[L['XVKW$=<9$H<9:$D7=<9HABD<7C

O#11 [&X$ 1YP$ YKP%%Y'00.!C$ !9:;5$ .776AIC$ \LL&P&&&C$/AII$ )A9N$ OIAD7$ AB$ %&X'XWY'[WJV$ <9$ %&X'[L['XVKW$ =<9$H<9:$D7=<9HABD<7C!.#K#'-"(/$%6>#A&>.$%()(4;++

.,"!".>#$ /2+Q0"*/0,2+h$ %YK&$ QB::I$ B6SD7M$ A78$;5::B$H:BAIP$AII$0DM$3:I8:8P$G<H@I:B:$HAG5D7:$A78$=AS9D'GABD7M$ =AGDIDBNC$.II$H:BAI$ AD9=9AH:$ G<7;B96GBD<7$ @:9$ !.";C$ $QBA986;B:9;P$QTNS<IB;P$>A9Z6A9B$/5A9M:9P$<9$N<69$8:;DM7C$/6;B<H:9$;6@@ID:;$AII$AD9=9AH:$89A3D7M;C$UAIT:9$.D9@IA7:$#7B:9@9D;:P$ Y&XW$ .H:9DGA7$ QBP$ QA7$ /A9I<;P$ /. V%&W&C$"<7$UAIT:9P$.(4,.P$AYAD9@IA7:H:G5EA<ICG<HP$XL&'LVK'L&Y&C!%%$A%&"-"%>6()(4;8,

Q#1>. .,"(2"0 RD;@IAN$RAN$_:I8$ <7$ B5:$ B5D98$QAB69'8AN$<=$:AG5$H<7B5C$,7=<4$/<7BAGBP$/AII$/.4LLV'JVX'Y&&YC

(1#.Q#$R2+.0#$N<69$AD9G9A=BP$:7MD7:;P$AFD<7DG;P$AFDA'BD<7$ :Z6D@H:7BC$ U:$ @9<FD8:$ _6HA7DBA9DA7$ .D9$ Q:9FDG:$U<9I8$UD8:C$R<7ABD<7;$BAb$8:86GBDSI:C$J&&'%%J'V%JWC333C3D7M;'<='5<@:C<9M

!11#'.6'F6()(47+,

+...4*Q(.( .((".,Q.1Q$4$/2+Q*10,+)C$+<9B53:;B$*Q$A78$U:;B:97$/A7A8AC$/AII$"6;;P$O<3$.FD'ABD<7P$333CS<3AFDABD<7CG<H$KX&'WXX'WX&&C

/0'#>6(N(C'16()(4,2+

The Very Best in Airport Information!

Optima Publications

866-880-4686www.pilotsguide.com

/_."0QP$U,R#Q0 9A7M:$<=$+2Q4+,>.P$/A7A8AP$U<9I8'3D8:$G5A9B;C$1<3:;B$G<;BC$+:bB$8AN$;:9FDG:$AFADIASI:C$05:$(DI<B$Q5<@@:C$X[K'JW['[J[J$!Ab$X[K'VKL'XLXJC$

/DF.%O"#(PG"#0'AF()(44+,

/`1,+R#"$ !12U>.0/_,+)$ =<9$H<9:$ @<3:9$ A78$ :==D'GD:7GN$=<9$/<7BD7:7BAI$c$1NG<HD7M$GNID78:9;]$.D9G9A=B$/NI'D78:9$ ":@AD9C$ 333CAD9G9A=BGNID78:99:@AD9CG<H Y'J&&'X[['WY&YC

@-1F$D-"%>()(42++

Q#.Q2+.1 !1,)_0Q##,+)$ @DI<B$ @<;DBD<7$ AFADIASI:$ D7$g67:A6P$ .^$ <@:9ABD7M$ Q#Q$ B69SD7:$ 2BB:9P$ >AN'Q:@C$L&&&00P$ [&&&$ =I<AB;$ A78$ B69SD7:$ :b@:9D:7G:$ 9:Z6D9:8C$#HADI$9:;6H:$B<$3AN7:E3D7M;AD93AN;CG<H

@%I.%"6()(42,+

^.U.Q.^,$(./^.)#$'$Q.-#$L&m#7MD7:P$ 9:86GBD<7$ 89DF:P$ GA9S69:B<9P$ A78$ B67:8$ :b5A6;BC$&'BDH:P$X%$IS;P$%&5@C$g'OD98P$[X['X[X'[XYY$

/.Q_h$U#$O*` /<7B$c$1NG$:7MD7:;$c$@A9B;C$*;:8P$7:3P$8AHAM:8C$g:99N$>:N:9;$.FDABD<7$JJJ'JVK'KK&YCHBAFDABD<7EIDBBI:A@@I:B:G5CG<H

#+),+#Q$!"2>$\[&&$)*.".+0##Rh^A3A;ATDP$"<BAbP$_D9B5P$A78$H<;B$<B5:9$S9A78;$3DB5$ B5:$O#Q0 9:86GBD<7$ 89DF:P$ GA9S69:B<9P$ :b5A6;B$ ;:I:GBD<7$ <=$AGG:;;<9D:;$3DB5$B<@'7<BG5$;:9FDG:$=9<H$<69$=9D:78IN$;BA==C$g'OD98P$[Y&$>AD7$QBP$^:3A;T6H$U,$LK&%&P$[X['X[X'[XYY$

@%I.%"(='#>6()(42,,

(."0,+)$ 2*0 1NG<HD7M$ A78$ /<7BD7:7BAI$ :7MD7:;P$ AII$@A9B;P$IA9M:$c$;HAII]$/<9:;$c$<F:95A6I:8$@A9B;$AFADIASI:C$g:99N$ >:N:9;$ .FDABD<7C$ HBAFDABD<7EIDBBI:A@@I:B:G5CG<H$JJJ'JVK'KK&YC$

@QA.1-"%>()(422+

www.SkyOx.comcall 800-253-0800

ForPORTBLE OXYGEN

SYSTEMSOr WINDSOCKS

Or visit us at Oshkosh and AOPA

L.%'%&.'F()(8+,+

0,01#$ Q#."/_#Qh$ QAH:$ 8AN$ 9:@<9B;$ D=$ GAII:8$ S:=<9:$7<<7$ /0P$ H<;B$ ;:A9G5:;C$ J&&'XXX'YKVW$ <9$ %&L'[K['JJJXC$-D;A4$>/C$.D9G9A=B$0DBI:$/<9@C$#;BASID;5:8$YVLWC

!"#$%&'())*+,--&.&/01/,0&'/-2

1/#)345)6"%)7819:;,')<5)6"%)7819:

=44>?3@>=6A=

36 General Aviation News — Classified Pages — 800.426.8538 December 6, 2013

='#>6()(955, ='#>6()(955, ='#>6()(955, ='#>6()(955,

LF$'>(@QA.1-"%>()(8*8+

LFD.%I(/FA?()(85++!1`,+)$/1*O' (DI<B$c$). S6II:BD7$S<A98P$;5A9:$:b@:7;':;P$ HAT:$ 7:3$ =9D:78;$ c$ 5AF:$ =67$ =IND7MC$ !"##$ !"##$!"##h$333C@DI<B;5A9:B5:9D8:CG<H

+#U$1Q. !1`,+)$/1*OC$>:HS:9;$3DII$<37$B5:$.D9G9A=BC$2INH@DA$.D9@<9B$A78$;699<678D7M$A9:AC$+::8$L$@:<@I:C$ ,$5AF:$ <7:$ AI9:A8NC$ .D9G9A=B$ D;$ #9G<6@:C$ #A9I$ (:A9;<7P$KX&'WL%'L[[YP$KX&'[V['W[[&C

LA"F()(85*,

1,000g Mini-Fueler ......................$38,0005,000g Box Station ......................$68,0008,000g Two-Product....................$99,000 (all turnkey w/ credit card reader)12,000g Storage Tank .................$88,000 (turnkey w/ on/off/recirculation)

World’s Best Above-ground Fuel SystemsWorld’s Best Above-ground Fuel Systems

#1 in self-service

Contact Kent Misegades, [email protected](919) 946-7096 UFUEL.com

(turnkey w/ on

#

C t t K t Mi

M'%I'#6()(8;++

Q0.+R."R$ 0'_.+)."$ ;@AG:$ AFADIASI:C$ 1<<TD7M$ =<9$3D7B:9$ ;B<9AM:$ =<9$ N<69$ AD9G9A=Ba$ -. _DM5IA78;$ .D9@<9B$n-g,o$.SD7M8<7P$-. 5A;$0'5A7MA9?;$AFADIASI:$<7$A$H<7B5'$B<'H<7B5$I:A;:C$(I:A;:$GAII$[WX'X[J'[V&V$<9$:'HADI$6;$AB$FeD%XE:HSA9ZHADICG<H$ =<9$H<9:$ D7=<9HABD<7C$29$FD;DB$6;$<7ID7:h$333CFA5DM5IA78;AD9@<9BCG<H

FREE Complimentary Listing

www.hangartader.com

��

M'%I'#6()(8;++

*+_#.0#R$_.+)."$345D'=<I8$ 8<<9;P$ %%?Ub%&?RbY[k_$n@D:';5A@:8oP$ D7$A$X'SAN$5:bAM<7AI$5A7MA9$AFADIASI:$ =<9$9:7B$AB$^D7M;B<7'*I;B:9$.D9@<9B$n[&+o$D7$B5:$S:A6BD=6I$>D8'_68;<7$-AII:NC$/<7BAGB$gDH$=<9$8:BADI;$J%L'LV%'%%LLC

#/2+2>,/.1.,"/".!0 _.+)."Q3DB5$B5:$OA7NA7$QB::I$.9G5$QN;B:H;C$UDII$;5D@$3<9I83D8:C$nJ&&oLKK'WWWKP$ nKYWoJ%V'[[%XP$ !Abh$ nJXXo'JJX'&L%WP$333CSA7NA7;B::IA9G5;N;B:H;CG<H

#+/12Q#R$ 0'_.+)."Q 7:A9$ :̀IH$ U.C$ \JLC&&$ @:9$H<7B5C$*IB9AIDM5B;$AI;<$3:IG<H:C$/AII$ODII$KX&'JV%'K%LKC$

p0_#$+#U$1,!0 Q0".(Qp$O,'!21R$R22"Q$ON$QG53:D;;$=<9$AD9@IA7:$5A7MA9;C$#I:GB9DGAII$<@:9AB:8C1<;:$7<$5:A89<<HP$3:$D7;BAII$A78$8:IDF:9C$QG53:D;;$OD'

!<I8$R<<9;$J&&'W%X'J[WKC$-D;DB$333CSD=<I8CG<H

(2U#"$>#0#"Q$=<9$5A7MA9;C$":G<F:9$B5:$G<;B$<=$:I:G'B9DGDBN$6;:8$SN$B:7A7B;P$RAFD8M:$/<7B9<I;P$J&&'J[%'VXVXP$333C:dH:B:9CG<H

.*O*"+$ U. .,"(2"0 O<b$ _A7MA9$ =<9$ 9:7BC$ L&bX&?C$

.FADIASI:$+<3C$/AII$ =<9$8:BADI;C$%[L'L&K'JLYYP$<9$A;T$ =<9$):<9M:$AB$[&X'JWJ'W[WY

(#."Q2+$ !,#1R$ -*2C$ 0'5A7MA9;$ 34%[?8<<9;P$ @AF:8'=I<<9P$ :I:GB9DGAIP$ \K&J'\K%LC$ !6II$ ;:9FDG:$ AD9@<9B$34D7;B96'H:7B$A@@9<AG5C$/I<;:;B$B<$8<37B<37$-A7G<6F:9$c$(<9B'IA78C$ /<7BAGB$ UDIIN$ 3DIINC3DIIDAH;<7EGDBN<=FA7G<6F:9C6;$KX&'%JW'JXYVP$333CGDBN<=FA7G<6F:9C6;4@:A9;<7

#1>.P$ U. 0'_A7MA9;$ \VWCL&4H<$ /<H@I:B:IN$ :7GI<;:8$34I<GT6@C$(DI<B$G<7B9<II:8$9673AN$IDM5B;C$KX&'%J['[[[JC

R%6>#A&>.$%()(8;,+/2>(1#0#$ 0_#$ M9<678$ @<9BD<7$ <=$ N<69$ !IDM5B$ ":FD:3$<7ID7:P$ D7$ N<69$ <37$ 5<H:P$ <7$ N<69$ ;G5:86I:C$ 1<MS<<T:78<9:;:H:7B$M6A9A7B::8$=<9$<7IN$\[VCVLC$-D;DB333CU,+);":AIDBN#R*CG<H

.#"2O.0,/QP$ 0UP$ ;@D7;$ c$ :H:9M:7GN$ HA7:6F:9;C$ L';BA9$ !I<9D8A$ F:76:h$ >A;B:9$ /!,'A:9<SABDGP$ @9<F:7$ ;NIIA'S6;P$Q6@:9$R:GAB5I<7P$G<67B9N$AD9@<9BP$1<8MD7M$AB$/<67'B9N$ ,77C$ 333C8NIA7AFDABD<7CG<H$ eDHE8NIA7AFDABD<7CG<H$WW['%JL'XWXYC$

Flight Training Courses • DVDs • Headsets • GPS • RadiosFlight Bags • Kneeboards • Flashlights • and Much More

sportys.comfax:1(USA) 513.735.9200 phone: 1 (USA) 513.735.9000

Clermont County/Sporty’s Airport 2001 Sporty’s Drive Batavia, OH 45103-9747 USA

R%61"&>.$%6()(8;7+.>.0#*"$ O*,104$ 1DM5B$ Q@<9B$ .D9G9A=B$ .U$ D7;@:GBD<7C$!9A7T$ Q@:9A78:<P$ R."P$ =67GBD<7$ G<8:;$ %X4%W4%J4YY4Y[C$HD;;q@:A9IEG<bC7:B$%WV'L[Y'[X&VCR%6>#A&>.$%)CAF>.)@%I.%"()(8;,,

)*.".+0##R$>*10,$#+),+#$9ABD7M;P$\YKVLr$:bAHD7':9C$O9D7M$A$S688NP$\YYVL:AC$O::G5$09AF:I$.D9:;P$HAB69:$.0( 9AB:8$D7;B96GB<9;C$>6IBD$:7MD7:$B9AD7D7MP$.9ID7MB<7$0lC$JYW'LLW'%&&%C$YVN9;$D7$S6;D7:;;C$#b@:9D:7G:$G<67B;C$R%6A#'%&"()(87++

0,01#$Q#."/_#Q$c$,+Q*".+/#h$QAH:$8AN$9:@<9B;$D=$GAII:8$ S:=<9:$ 7<<7$ /0'H<;B$ ;:A9G5:;C$ J&&'XXX'YKVWP$%&L'[K['JJJXC$-D;A4>/C$.D9G9A=B$0DBI:$/<9@C$#;B$YVLWC

C'.%>"%'%&"()(874+>.)+#02$ Q#"-,/#C s6AIDBN$ O:78Db$ HAM7:B<$ <F:9'5A6I;$ A78$ 9:@AD9;C$ >A7;=D:I8$ >AM7:B<;P$ ,7GC$ KYJ'JW['[&[XP$:M<9HA7G@AE37<7ID7:C7:BC.6&"FF'%"$A6()(88++

0#l.Q$.-,.0,2+$ 2+1,+#C$ .II$ B5D7M;$ 9:IAB:8$ B<$ 0:bA;$AFDABD<7C$333CB:bA;AFDABD<7<7ID7:CG<H

='#'&0A>"6()(9*,+

(,120?Q$ #>#")#+/` (A9AG56B:;$ ''56789:8;$ <=$ 7:3$A78$6;:8$9DM;$''HDIDBA9N$A78$A:9<SABDG$BN@:;C$(9DG:;$=9<H$\[L&$A78$6@C$U:;B:97$(A9AG56B:$QAI:;P$ ,7GCP$[VKJJ$Q#$_:D@I:$"<A8P$#AMI:$/9::TP$2"$VW&[[C$L&K'XK&'LJXW$<9$=Ab$L&K'XK&'LJXJC

='#>%"#60.16()(95++

2*"$ !"## 3:S'SA;:8$ @A9B7:9$ A78$ @A9B7:9;5D@'=D78:9$3<9T;$3<9I83D8:$ =<9$ A7N$ AD9G9A=BC$ g<D7$ B<8AN$ B<$ =IN$H<9:$A78$@AN$I:;;]$

='#>6()(955,

U,+)$ #l0#+Q,2+ ^DB$ =<9$ Q["$ 0596;5C$ +,O$ D7GI68:;$Q0/C$ .I;<$ )'YX%$ AII$ H<8:I;C$ \XL&&$ @I6;$ [&&$ G9ABD7MP$L&V'XJV'[WY[C

=$F.60.%I('%O(=F'>.%I()(9;9+

".>2Q$(1.0,+)$ A78$(21,Q_,+)h$":@<ID;5$ N<69$ AI6'HD76H$;@D77:9;P$G59<H:$@DB<B$B6S:;P$AD9;B:@;P$FAIF:$G<F':9;P$76B;P$S<IB;C$.I;<$GA8HD6H$@IABD7MC$%LN9;$2^$/DBNP$2^$%&L'[K['%K&&C

=#$1"FF"#6()(97++

<$K>S'#"()(992+

BCD)*,+/'0,D)$.)EF/'G-)&-)"$H/D/0)IJ)K$#&,+L+&(MG7-//)",(/)A4:

L$D)%$D/)/F/'G-),'0)G$)-G,J)C">G$>0,G/5($)G$2))HHHN-$#&,+.+&(MGN#$%

December 6, 2013 www.GeneralAviationNews.com — Classified Pages — facebook.com/ganews 37

<A#G.G'F()(2+++

J.>F"(<"#G.&"6()(25*+0,01#$ Q#."/_#Qh$ QAH:$ 8AN$ 9:@<9B;$ D=$ GAII:8$ S:=<9:$7<<7$ /C0CP$ H<;B$ ;:A9G5:;C$ J&&'XXX'YKVW$ <9$ %&L'[K['JJJXC$-D;A4$>/C$.D9G9A=B$0DBI:$/<9@C$#;BASID;5:8$YVLWCT.O"$U(!AO.$U(ETE()(27++

s*.R$/,0` /_.11#+)#"$-,R#2C$%L$HD76B:;$<=$=IND7M$=67$ <7$ =I<AB;P$ ;TD?;P$ ;<A9D7M$ A78$ <B5:9$ 7:AB$ ;B6==C$ Q:78$\Y&$B<$s/*P$(2O<b$KW&P$><ID7:$,1 XY[XX'&KW&C$><7:N$SAGT$ D=$ 7<B$ B<BAIIN$ ;ABD;=D:8$ .I;<$ ;::$ <69$ 3:S$ ;DB:C$333CZ6A8GDBNG5AII:7M:9CG<H$ !<9$ -,Q.4>/$ <98:9$ GAII$K&V'WX%'KLYLC

V"'F(@6>'>":!.#1$#>(=#$1"#>D()(24,+

.",t2+..,"(."^$("2(#"0,#Qh,B?;$ B5AB$ BDH:$ <=$ N:A9CCCC8<7?B$ S:$ GA6M5B$ <6B$ D7$ B5:$ G<I8$V[J'[KY'VL&&P$ >A9B5A$ _<H:$ A@DI<B5<H:G[YEA<ICG<H$333CAD9@<9B5<H:;A785A7MA9;CG<H

-#"R#$ -.11#` .D9@A9T$ _<H:h$ .9Dd<7A$ MAB:8$ AD9@A9TP$IA9M:$ABBAG5:8$5A7MA94"-4MA9AM:$A78$H<9:C$(AF:84IDM5B':8$9673ANP$GI<;:$B<$Q:8<7AP$M9:AB$=IND7M$3:AB5:9C$237:9$7::8;$B<$;:II]$C\LVLP&&&C$V[J'K&Y'[[Y[P$J&&'%JK'VX[YC

+2"0_$0#l.Q$(,120uQ$R"#.>]$#bGI6;DF:$G<HH67DBN$<=$ Y%&$5<H:;DB:;$ D7$ A$K%&'AG9:$ 9:;D8:7BDAI$ AD9@A9TC$ 1DF:$3DB5$ N<69$ @IA7:$ D7$ Z6D:B$ ;:GI6;D<7$ <7IN$ L$ HD76B:;$ =9<H$;5<@@D7MP$ 9:;BA69A7B;$ A78$ 67DF:9;DBD:;P$ e6;B$ [L$ HD76B:;$+<9B5$ <=$ R!UP$ 7:A9$ [KP&&&'AG9:$ IAT:C$ 0AbD$ =9<H$ B5:$@AF:8$ 9673AN$ B<$N<69$5<H:C$Q:F:9AI$Y'AG9:$ I<B;$AFADIA'SI:P$ AI;<$ ;<H:$ 5<H:;C$ 333C5D88:7FAII:NAD9@A9TC<9M$ V%&'K[Y'LWLJP _D88:7-AII:N.D9@A9TE@9<8DMNC7:B

1*l*"` _2>#$ c$ L&bX&$ _.+)."$ 34YX? _N89<;3D7M$8<<9$<7$MAB:8$KC%AG9:;$34DHH:8DAB:$AGG:;;$B<$[W&&?967'3AN$AB$#F:9M9::7$QTN$(A9TP$.6S697nU.oC$O6DIB'[&&XP$AII$S9DGT$5<H:P$KS89H;P$rS<76;$ 9<<HP$[CLSAB5;$r<6B;BA78'D7M$ A9G5DB:GB69:C$ (DI<B?;$ 89:AH$ 5A7MA9$ 345:AB:8$ =I<<9;P$@I6HS:8$34G<H@9:;;:8$ AD9P$ [[&$ <6BI:B;C$ (9<@:9BN$ 5A;$ DB$AII]$O:9T;5D9:$_AB5A3AN$":AI$#;BAB:P$(A6IA$_6;:P$":AI'B<9P$[&X'LY&'KVWXC$@A6IA56;:E@739:AIBNCG<H5BB@h44A@DCFdAA9CG<H4FD8:<;4Y[LYVWWC:HS:8

!#.W$%'()(24,+

>2)2112+$.,"(."^$D;$A$@9DFAB:$=<69$;:A;<7$=IN'D7$9:;'D8:7BDAI$ G<HH67DBN$ D7$ B5:$ U5DB:$ ><67BAD7;$ <=$ .9Dd<7A$34L&&&?9673AN$ A78$ 5<H:;$ A78$ I<B;$ D7$ A$ 3D8:$ 9A7M:$ <=$@9DG:;C$"<77D:$O69B<7P$/<I83:II$OA7T:9$":AIBN$V[J'[%&'&WL&C$333C9<77D:S69B<7CG<H4

!1 '̀,+$%$;:A;<7$GASD7$34[S84[SArS<76;$9<<H$c$,/)$<7$G6I'8:';AGC$ UAIT$ B<$ BD:'8<374GI6S5<6;:C$ ><M<II<7$ .D9'@A9TC$ XPL&&$ :I:FABD<7C$ "<77D:$ O69B<7P$ /<I83:II$ OA7T:9$":AIBNP$V[J'[%&'&WL&P$333C9<77D:S69B<7CG<H4

!#X'%6'6()(24,+."^.+Q.Q$O*11 Q5<AI;$ 1AT:$ AG9:AM:;$34AD9@A9TP$ Kr$AG9:;P$ \[LP&&&'\J&P&&&P$ -DIIAM:$ 1A78$ 2==DG:P$ JW&'%&%'[&LVP$ JW&'%LK'[VXX$ :F:;P$ 333CFDIIAM:IA78<==DG:CG<H$H:A9;E;<6B5;5<9:CG<H/'F.K$#%.'()(24,+

/.>#"2+$.,"(."^$n2XYoC$_<H:$<7$9673ANP$%'ORP$K'O.P$[W&&';Z=BP$5A7MA9$A78$MA9AM:C$\KVLP&&&C$+DGT;<7$c$.;;<GCP$O^"C$#bGI6;DF:C$LK&'XWW'VWX&C

(,+#$>0+$1AT:P$/.n#%LoC$0AbD$ B<$N<69$AD9@A9T$5<H:$<9$IDF:$ <7$ B5:$ IAT:C$ /5AH@D<7;5D@$ M<I=P$ B:77D;P$ ;BASI:;$ D7$ $MAB:8$G<HH67DBN$7:A9$ <̀;:HDB:C$/A@B$1A99Ng<S:C$j*.1k$9:BD9:8C$333C <̀;:HDB:.9:A":AIB<9;CG<H$[&V'VX['LL&Y$

[4$ Y4[$ .G9:;$ AI<7M$ ;D8:$ "673AN$ \%LP&&&C.8:IA7B<$ .D9'@A9TP$Q<C$/AID=P$7:A9$-DGB<9FDII:P$O9<T:9$ODII$WX&'WV['J&W[P$SDIIS:9M;e<EF:9Dd<7C7:BLF$#.O'()(24,+

/.++2+$/"##^$.D9@A9TC$!I<9D8A?;$!D7:;B$e6;B$M<B$S:BB:9C$X&&rAG9:;P$['"673AN;$AI<7M$,'WL$+<9B5$!IC$AB$1AT:$$/DBN$A78$ ,'Y&C$ 05:$ S:;B$ A@@9<AG5:;P$ )<I=$ A78$ 0:77D;$ A78$;7AGT$OA9$ SN$)<I=$/A9BC$ %P&&&!B$069=$ %P&&&$ @AF:8C$ YL&$_<H:;$+<3$A78$ M9<3D7MC$+:3$ ;:GBD<7$ M9:AB:9$ B5A7$ %&$I<B;P$ ,7G9:8DSI:$O:A6BD=6I$1<B;C$+<$ 96;5$ B<$S6DI8P$!D7A7G:$A78$7<$D7B:9:;BP$Y&$I<B;$;:B$AB$\YVP&&&C$#AG5$R<<9O6;B:9$(9DGD7MC$//.,"(."^C/2>$/AII$KJX'VJ%'&[JKP$"AN$Q:;';D<7;$.=B:9$ KLN:A9;$ <=$ O6DI8D7M$ B5D;$.D9@A9T$ A78$ ;BA9BD7M$<B5:9;$AB$Q67$+$!67P$05D;$D;$HN$IA;B$Q6S8DFD;D<7P$BDH:$B<$=D78$A$_<7:NP$MDF:$5:9$A$_<H:C$,?II$S:$W&$B5D;$N:A9C$0DH:$B<$ ;::$05:$)9A78G5DI89:7$ D7$ ^D;;DHH::$ A78$QA7$.7B<'7D<C$/AII$H:P$N<6$3DII$M:B$B5:$S6N$<=$A$1D=:0DH:C$+<$QAI:;'H:7P$RD9:GB$B<$N<6C

R.R?Q$#Q0.0#$Q.1#h$[$.D9@<9B;P$K$"673AN;C$K&$.G9:;$1AT:$!9<7B$3DB5$A7$.D9;B9D@$I<GAB:8$7:A9$1AT:$+<7Ahh05D;$M<9M:<6;$ @D:G:$ <=$ @9<@:9BN$ D;$ <7$ 1AT:$ ):7B9NC$ ,B$ D;$ D7'GI<;:$@9<bDHDBN$B<$05:$1AT:$+<7A$(9<e:GB$A;$3:II$A;$S:'D7M$Y&HD76B:;$=9<H$29IA78<C$05D;$@9<@:9BN$D;$I<A8:8$3DB5$@<B:7BDAI$A78$5A;$B5:$A88:8$S<76;$<=$S:D7M$M9::7'S:IB:8$3DB5$ I<3$ BAb:;C$ ,B$ 5A;$W&&=B$ <=$ IAT:'=9<7BAM:C$ ,B$ AI;<$5A;$A88DBD<7AI$9<<H$=<9$:b@A7;D<7C$05D;$D;$A$H6;B$;::$=<9$A7N$D7F:;B<9$<9$8:F:I<@:9$A;$3:II$A;$@9DFAB:$ D78DFD86AI;C$Y&&$AG9:;$<7$1AT:$):7B9NC$05D;$A$<7:$<=$A$TD78$@D:G:$<=$@9<@':9BN$3DB5$A7$D7G<H:$@9<86GD7M$GDB96;$M9<F:C$,B$5A;$@AF:8$9<A8'=9<7BAM:$<7$1AT:$):7B9N$A78$ D;$ I<GAB:8$ D7$2;GG<IA$/<67BNC$.88DBD<7AI$2@BD<7$B<$(69G5A;:$(9<@:9BD:;$,7GI68'D7M$L'X$_<6;:;$A;$3:II$A;$YW$Q:@A9AB:$(A9G:I;$<=$1A78C$(I:A;:$/<7BAGB$/59D;BN$E$KJX'%XX'%JKJ$=<9$H<9:$D7=<C

Q.".Q20. !1 _D88:7$ "DF:9$.D9@A9TP$ [X%&? @AF:8$ A78$IDM5B:8$ 9673ANP$ I<B;$ 345<H:;$ L'[&AG9:;C$ ^ABBN$ /A9<7P$":AIBN$#b:G6BDF:;C$333C=I<9D8AAFDABD<7@9<@:9BD:;CG<H$TAB:GA9<7E9:AIBN:b:G6BDF:;CG<H$V%Y'V[J'K&&V$

Q("*/#$/"##^$!1 '̀,+$"#.10`Q#"-,+)$0_#$Q("*/#$/"##^

/2>>*+,0` ;D7G:$YVJL.H:9DGA?;$ (9:HD:9$ !IN',7$ c$ /<67B9N$ /I6S$ /<HH67DBNP$RANB<7A$O:AG5P$n#A;B$/<A;B$<=$!I<9D8AoC$0AbD3AN$5<H:;$=9<H$\%L&P&&&P$7<7'BAbD3AN$5<H:;$=9<H$\[&&P&&&P$G<7'8<?;$=9<H$\YKVP&&&C$1<B;$AFADIASI:C$1<7M4$;5<9B$B:9H$9:7B'AI;$AFADIC$Q@96G:$/9::T$!IN',7$":AIBNP$(AB$c$1:77N$25I;';<7P$J&&'VK['%%KWC$333C=IN'D7CG<H$;AI:;E=IN'D7CG<H

2"1.+R2$."#. .FDABD<7'@9<@:9BD:;P$ 5A7MA9;P$ 5A7MA9'9:7BAI;P$Q<H:$@9DG:8$IDT:$SA7T'<37:8C$/5A78:II:$(9<@:9'BD:;C$ "<7$ _:78:9;<7$ %&W'WY['%&WY$ ^:II:9$ UDIIDAH;4.8'FA7BAM:$,,$":AIBN$333CG5A78:II:@9<@:9BD:;CG<H

R%O.'%'()(24,+

.,"(2"0 !2"$Q.1#$_2O."0P$ ,+C$KPY[L?9673ANP$[&&r$;:I=$ ;B<9AM:$ 67DB;P$ K'S89H$ 5<H:C$ >6G5$ H<9:C$\YPKVLP&&&C$ 333C_<SA9BQTN"A7G5CG<H$ _A7MA9$ _<H:;$":AIBNC$KY['L%K'Y[[&CC.&0.I'%()(24,+

U.1^2*0 ".+/_$3DB5$X&?bWJ? 5A7MA9$c$3<9T;5<@$<7$[%>C$Y&&=Bb[L%K=B$IDM5B:8$M9A;;$;B9D@C$+$<=$)9A78$"A@D8;P$>,C$\YV&P&&&C$XYX'XWJ'WLJ[C

C$%>'%'()(24,+

>2+0.+.P$ U,+RQ2/^$ Q^`(."^C$ 05:$ 1A;B$ O:;B$(IAG:]$ 27IN$ [&'I<B;$ I:=B$ =<9$ ;AI:C$ Y'AG9:$ <9$ IA9M:9P$ <7$Q5<9:;$<=$O:A6BD=6I$!<9B$(:GT$1AT:$D7$+#$>0C$/DBN$3AB:9P$;:3:9P$ 7AB'MA;P$ 678:9M9<678$ 6BDIDBD:;$ D7;BAII:8P$ @AF:8$;B9::B;P$ BAbD3AN$ B<$ KWQ$ @6SIDG$ AD9@<9BC$ 1A77N$ _A7;<7$-D;DBh$ 333C3D78;<GT;TN@A9TCG<H$ %&X'L[X'KLKLP$ %&X'[XK'YYL%C$R<7?B$HD;;$B5:$<@@<9B67DBN$B<$1DF:$D7$A$S:A6BD'=6I$567BD7M$A78$=D;5D7M$9:G9:ABD<7AI$@A9A8D;:]$120Q$+2U$Q#11,+)$\X&P&&&CH"?#'6X'()(24,+

!.">$U,0_$ KPL&&? M9A;;$ 9673ANP$ G9<@IA78P$ M9A;;$ A78$B9::;$ 7:A9$ 1D7G<I7P$+:S9A;TAC$O6N$X&'YYJr$AG9:;C$-D:3$AB$333CBSA9e7:CG<HC$%&['LYV'K[L[C

H"G'O'()(24,++U$ +#-.R. .D9;B9D@$ @9<@:9BNC$ Lr$ AG9:;$ KL$ HDI:;$ Q#$1AT:$ 0A5<:$ KJ$ HDI:;$ QC$ /A9;<7$ /DBNC$ \VL^$ 0:9H;C$ +-$WWL'[XX'KWVX

!.>,1` .,"(2"0 QU$<=$1A;$-:MA;$nK1[oC$[%?bXJ? ;@:G$S6DIB$H<SDI:P$YK[?bYK[? I<BC$[%?bKX? MA9AM:$34$Y&? G:DID7MC$#bB9A;C$\WVPL&&C$W&['W[K'L%KVC

H"S(C"Y.&$()(24,+

_.+)."$!2"$QAI:$X&?bX&? D7;6IAB:8$5A7MA9C$QD8:$3AII;$YX? 5DM5P$ LX?bY%? ;BAGT$ 8<<9P$ Y%?b?Y%? <F:95:A8$ :I:GB9DG$8<<9P$[%?b[%? ABBAG5:8$GA9@<9BC$1<B$YAG9:C$O6DIB$[&&YC$!6II$SAB59<<H$ A78$ 6BDIDBN$ 9<<HC$ "-$ 5<<T6@;$ D74<6B$ 5A7MA9C$"673AN$ K%&&?lK&?C$ 1<GAB:8$ <7$ ;<6B5:97$ :8M:$ <=$ )DIA$+ABD<7AI$ !<99:;BC$ +>XVP$ >DHS9:;$ +:3$ >:bDG<C$ +A7GNP$7I35ABI:NY%EMHADICG<H$P[Y%'LJW'YWXKC$\YLVP&&&C

H$#>0(/'#$F.%'()(24,+

.-,.0,2+P$ ,+-#Q0>#+0 c$ 9:;D8:7BDAI$ @9<@:9BD:;C$ 1D'G:7;:8$D7$S<B5$/A9<ID7A?;C$Q:II$AD9@A9T$c$AD9;B9D@$@9<@:9BN$05AB?;$35AB$3:$8<$333C+/'.D9@A9T;CG<H$JWW'[WV'VX[KC$

P#"I$%()(24,+

1*l*"` L'OR$5<H:$<F:9I<<TD7M$.;5IA78P$2"$AD9@<9BC$['HA;B:9$;6DB:;C$\XVJP&&&C$>6;B$;:IIC$.II$<==:9;$G<7;D8:9:8C$UDII$=D7A7G:C$.3:;<H:$Z6AIDBNC$L%Y'V%%'YX&&C

="%%6DFG'%.'()(24,+

+#U$ .,"(."^h$ +<9B5:A;B$ (:77;NIFA7DAP$ [V'I<B;$ =<9$;AI:C$ YC[L'K$ AG9:;P$ M9:AB$ FD:3;P$ 678:9M9<678$ 6BDIDBD:;P$;:3:9;P$;<H:$IAT:=9<7BC$#t$=IDM5B489DF:$B<$+`/P$(5DIA8:I'@5DAP$ +:3$ g:9;:NP$ /<77:GBDG6BC$ .B$ Q:AHA7;$ .D9@<9B$nV+KoP$ [L&&?@AF:8$ ,!"$ A@@9<AG5P$ IDM5B:8P$ AII$ ;:9FDG:;P$O6DI8$ <̀69$R9:AH$_<H:$05D;$Q@9D7M]$ j><8:I$_<H:$O:'D7M$O6DIB$+<3kC$JXX'V[%'WWJW$<9$333CQTNID7:#;BAB:;C6;$

V"'F(@6>'>":!.#1$#>(=#$1"#>D()(24,+

<$A>0(/'#$F.%'()(24,+

.>*Q0 Q##$,+$/1."#+R2+$/2*+0` Q/$jU#?"#$,+$0_#$>,RR1#$2!$,0 .11k

)AB:8$AD9@A9T$3DB5$678:9M9<678$6BDIDBD:;$D7$@IAG:C333C@AIH:BB<AD9@IA7BABD<7CG<H

(AIH:BB<'(2O<b$WWW'>A77D7M'Q/$[VY&['J&K'%WK'[YVV

+2"0_$<=$_699DGA7:;P$Q2*0_$<=$;7<3$KK&&B69=C$Y&HD$B<$>N9BI:$ O:AG5C$ YP$ LPY&PAG9:$ I<B;$ 1<3$ BAb:;4D7;69A7G:P$j=9::$R-RkC$J%K'X&['J[[&C$333C5A98::AD9@A9TCG<H

J"Y'6()(24,+

W0W'+2$.,"(2"0 !##Qi$ 7<$ (2. =::;i$ IDM5B:8$ LP&&&=B$@AF:8$+4Q$A78$[J&&=B$8D9B$#4U$9673AN;C$K&&&;Z=B$5<6;:i$[L&&QZC=BC$;5<@i$KWL&$QZC=BC$5A7MA9i$<7$YC[$AG9:;i$AII$YL&$NA98;$ =9<H$ @AF:8$ 9673AN$34@9DFAB:$ BAbD'3AN$ B<$ 9673ANC$LW&&;Z=B$ 5:AB:8$ A78$ AD9'G<78DBD<7:8C$ \W%LP&&&C$ !<9$ =69'B5:9$ D7=<$ A78$@DGB69:;$ G<7BAGB$QA78N$ gC$_A7;<7P$"#.1'02"$ AB$ 1:MAGN$ ":AI$ #;BAB:P$ %K['XKJ'KJYV$ <9$;A78NE;A78Ne5A7;<7CG<H$D7$>D8IA78P$0:bA;C$

Z'60.%I>$%()(24,+

(2QQ,O1#$O.` FD:3$<7$A@@9<bC$Y4[$AG9:$3DB5$AGG:;;$B<$RDAH<78$ (<D7B$ .D9@<9BP$ UA;5D7MB<7$ QBAB:C$ >A7N$ B9::;C$\Y&&P&&&C$WY%'XYL'J&X[C

(*O1,Q_#"?Q$+20,/#h$.II$9:AI$:;BAB:$A8F:9BD;D7M$D7$B5D;$7:3;@A@:9$ D;$ ;6Se:GB$ B<$ B5:$ !AD9$ _<6;D7M$ .GB$ 35DG5$HAT:;$DB$DII:MAI$B<$A8F:9BD;:$jA7N$@9:=:9:7G:P$IDHDBABD<7$<9$8D;G9DHD7ABD<7$SA;:8$<7$9AG:P$G<I<9P$ 9:IDMD<7P$;:bP$5A78D'GA@P$ =AHDIDAI$ ;BAB6;$<9$ 7ABD<7AI$ <9DMD7P$ <9$ A7$ D7B:7BD<7P$ B<$HAT:$ A7N$ ;6G5$ @9:=:9:7G:P$ IDHDB:8$ <9$ 8D;G9DHD7ABD<7Ck$!AHDIDAI$;BAB6;$D7GI68:;$G5DI89:7$678:9$B5:$AM:$<=$YJ$IDF'D7M$34@A9:7B;$<9$I:MAI$G6;B<8DA7P$@9:M7A7B$3<H:7$c$@:<'@I:$;:G69D7M$G6;B<8N$<=$G5DI89:7$678:9$YJC$05D;$7:3;@A'@:9$3DII$7<B$T7<3D7MIN$AGG:@B$A7N$A8F:9BD;D7M$=<9$9:AI$:;'BAB:$35DG5$D;$D7$FD<IABD<7$<=$B5:$IA3C$269$9:A8:9;$A9:$5:9:'SN$D7=<9H:8$B5AB$AII$83:IID7M;$A8F:9BD;:8$D7$B5D;$7:3;@A'@:9$A9:$AFADIASI:$<7$A7$:Z6AI$<@@<9B67DBN$SA;D;C$0<$G<H'@IAD7$<=$8D;G9DHD7ABD<7$GAII$_*R$B<II'=9::$h$J&&'XXV'VWWWC$0<II'=9::$76HS:9$=<9$B5:$5:A9D7M$DH@AD9:8h$J&&'V[W'V[WWC

/.Q/.R#$ >2*+0.,+$ M:BA3ANP$ J&bK&&? I<B$ =9<7BD7M$1<;B$"DF:9$.D9;B9D@$nUY[oC$UDI8:97:;;$A9:AP$567BD7MP$=D;5'D7MP$ G9<;;'G<67B9N$ ;TDD7MP$ 9<GT$ GIDHSD7MP$ 5DTD7MC$ (TM$ D7'GI68:;$ ;:I='G<7BAD7:8$ [X? LB5$ 35::I$ A78$ ![L&$ %b%P$KVPV&&P$KX&'WKK'JX%[C

U.')2")#2*Q$ ":;D8:7BDAI$ .D9@A9T$ D7$ 0<I:8<C$ 1<B;'YCKKAG9:;P$3AB:94:I:GB9DG$ B<$ @9<@:9BNC$ (A7<9AHDG'FD:3$ <=$>BC"AD7D:9c$>BC$QBC_:I:7;C$\JLP&&&C$KX&'JX%'X[WYC$237:9$!D7A7G:C$%m$D7B:9:;BC$

Q.+$g*.+$.-,.0,2+$#Q0.0#QO1.^#1` ,Q1.+RP$U.C$(9:HD:9$":G9:ABD<7AI$.D9@A9TC$(AF:8$ IDM5B:8$ 9673ANC$#bG:@BD<7AI$HA9D7AC$237:9$AG'G:;;$ B<$ K&&&AG$ =<9:;B$ @9:;:9F:$ 34[$ '$ W&AG$ IAT:;h$=D;54;3DH4S<ABC$0AbD3AN$ GASD7$ 3DB5$ 9<<H$ B<$ S6DI8$ N<69$ 5A7MA9$\KXLP&&&C$1DT:$7:3$A9G5DB:GB$8:;DM7:8$9673AN4$HA9D7:$FD:3$5<H:h$\L&&P&&&C$

g68NP$!IND7M$,;IA78$":AIBNP$KX&'KWL'XK&[333C=IND7MD;IA789:AIBNCG<H$$$$$$$e68NE=IND7MD;IA789:AIBNCG<H

Q*++` .",t2+.h$/'[$G<HH:9GDAI$I<B$A@@9<bC$YCY$AG9:;$,78DA7$ _DII;$ .D9@A9TC$ \LXP&&&C$ ,II:7:E26BSAGT$ ":AIBNC$V[J'JLV'%Y%YC

!*11 12)$KS84[SA$G5AI:B$348:GT;$MAI<9:$c$ I<7M'9A7M:$FD:3;C$!IN'D7P$BD:'8<37$c$3AIT$B<$=9<7B$8<<9C$[GA9'MA9AM:P$;5<@P$c$:bB9A$I<B$=<9$5A7MA9C$Q@:GBAG6IA9]$"<77D:$O69B<7P$/<I83:II$ OA7T:9$ ":AIBNP$ 333C9<77D:S69B<7CG<H4$ V[J'[%&'&WL&C

/*Q02>$%S84KSA$G5AI:B$<7$[CKWAG$=<9:;B:8$I<BC$R:BAG5':8$KXb%J$5A7MA9$343<9T;5<@C$.B$:78$<=$BAbD3AN$A78$6@'M9A8:;$ MAI<9:C$ "<77D:$ O69B<7P$ /<I83:II$ OA7T:9$ ":AIBNP$V[J'[%&'&WL&C$333C9<77D:S69B<7CG<H4

.",t2+.h$ ,78DA7$ _DII;$ .D9@A9T$ [$ S:89<<HP$ [$ SAB5P$ D7'M9<678$@<<IP$%&b$%J$5A7MA9$=9<7B;$<7$9673ANC$\[VLP&&&C$26BSAGT$":AIBNC$V[J'JLV'%Y%Y

U,'%&&&;Z=B$5<H:$<7$%VAG9:;$34[KAG9:$IAT:P$S9DGT'GA9:'BAT:9?;$ 5<H:$AI;<C$ K&bW&cW&bY&&$5:AB:8';5<@;C$ L[bLX$5:AB:8'5A7MA9$AB$ I<GAI'AD9@<9B34Y%bYJ$SD'=<I8$8<<9C$[&Y&$J&5@'B9AGB<9$34I<A8:94@<7B<<7$S<AB4e:B;TD$c$ 8<GT$ D7GI68':8$/AII$=<9$@9DG:C$WYL'LJ%'[L%&'G:II4WYL'WL%'%XX%C

Z.6&$%6.%()(24,+

333C1DFD7MUDB5 <̀69(IA7:CG<H

38 General Aviation News — Classified Pages — 800.426.8538 December 6, 2013

Proudly sponsored by


At the NBAA show this fall, multi-million dollar business jets and work-ing aircraft were the focus. No surprise. After all, the organization is the Nation-al Business Aircraft Association. While I’ve attended a few times (and am al-ways stunned by the size of the exhibit hall and the opulence of the displays), I was caught off guard when I heard that some reporters asked Cessna’s Presi-dent and CEO Scott Ernest about the Skycatcher.

One thing that did not surprise me was Ernest’s comment: “No future.”

Yes, it was that tersely worded and when pushed, he merely repeated the statement.

It makes one wonder about the sever-al dozen Skycatchers already received from the Chinese subcontractor and in the USA. Most of these new airplanes, reportedly in various states of comple-tion, remain unsold; it is said some do not yet have an engine installed, for ex-ample.

Why the storied company would let these new aircraft languish seems hard to explain. For more than a year, the company has made almost no effort to market them. Maybe they only rep-resent “spare parts?” I don’t know and Cessna is tight-lipped about them.

So what does this mean for Light-Sport Aircraft?

Right or wrong, the market simply did not embrace Skycatcher. Even with the golden brand name of Cessna, this aircraft didn’t inspire the pilot commu-nity or very many flight schools.

The design was constrained in use-ful load — partly a decision to install the heavier Continental O-200 engine that Cessna mechanics know so well. Partly this was an effect of the steep price increase that Ernest implemented after replacing Jack Pelton as head of the company.

Regardless, from a one-time lofty 1,000 or so delivery positions sold, less than 300 were registered and about 200 are flying. Certainly, jets make lots more profit per unit, but nobody learns how to fly in a Citation.

The Wichita powerhouse appears willing to cede this market to others.

What does the rest of the LSA man-ufacturer base think of this? Mostly, nothing. I’ve asked several producers

and nearly all see it as a non-event for their company. The bigger LSA play-ers are doing fine, as are some with specialty aircraft that have a loyal fol-lowing. They may be making fewer deliveries than when the economy was strong and the market brand new with pent-up demand. Yet when comparing similar $150,000 LSA, most fare better than Skycatcher and the market quickly came to realize this.

When Cessna first announced Sky-catcher, many said this “validated” the LSA concept and it was widely viewed as a positive. While some LSA produc-ers surely became nervous about com-peting again a multibillion-dollar en-terprise like Cessna, in the end a quick and nimble company has advantages that a huge, sprawling enterprise lacks. The Bible story of David and Goliath springs to mind.

In the brave new world of ASTM industry consensus standards whereby manufacturers are able to rapidly change their airplanes to better suit the market, smaller and less regimented businesses can often respond better. Just ask Mi-crosoft what they think of Google. Once the former corporation owned the world of PCs and Google didn’t even exist. In a dozen years Google passed the market capitalization of Microsoft. Back in 2001, no one would have be-lieved that could happen.

For Cessna, Piper, and Cirrus —

each of which briefly entered the LSA space — the LSA phenomenon may have proved too challenging and not financially worth the gamble. Certainly $75,000-$150,000 aircraft cannot throw off the profits of an $800,000 airplane or a $10 million business jet.

BRAVE NEW WORLDInto this melting pot we introduce the

Part 23 rewrite project and the work of a new ASTM committee with the dull name “F44.” This group is working on industry consensus standards that should one day allow a Type Certified aircraft — something an LSA is not — to meet a more responsive set of rules than having to gain FAA approval the way it has always been done.

Will the legacy producers like Cessna follow this direction? Or, will the six

LSA manufacturers who are planning four-seat designs come to dominate this entry end of aviation? Will Cessna con-tinue its focus on jets, while Piper and Cirrus sell sophisticated aircraft like the Meridian and SR22 Turbo? Does this mean the new upstarts will take over the lightest end of aircraft design and building? So many questions … we can only wait to see what tomorrow has in store. Cessna may not have all the right answers about the future.

SplogDan Johnson

Skycatcher and the future

For more on Sport Pilot and LSAs: ByDanJohnson.com

Company officials say there’s “no future” for the Skycatcher.

Phot

o co

urte

sy C

essn

a

Everything for Airplanes! Lowest Prices Guaranteed!

3 Locations! Corona, CA - 951-372-9555Peachtree City, GA - 770-487-2310Brantford, ON Canada - 519-759-5017

CALL TOLL FREE

1-877-4-SPRUCE7 7 7 8 2 3

Everything for Airplanes! Lowest Prices Guaranteed!

INSTRUMENTS

ENGINE PARTS

GPS SYSTEMS

TIRES & TUBES

TOOLS

LANDING GEAR

COVERING SUPPLIES

AIRFRAME PARTS

HARDWARE

COMPOSITE MATERIALS

IPAD / IPHONE ACCESSORIES

WOOD PRODUCTS/SUPPLIES

BOOKS & VIDEOS

AVIONICS

METALS & PLASTICS

HEADSETS

ELECTRICAL

FBO SUPPLIES

PILOT SUPPLIES

FLIGHT TRAINING

FREECATALOG

Proud Sponsor of

Documents

Dec. 6, 2013