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Calendar of EventsTo list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email [email protected]

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

Chino, CA: Living History Flying Event, “B-25 Mitchell,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

11 Palm Springs, CA: Commemorative Series - Killing Hitler by Dr. Ed Gordon, 1 p.m., Palm Springs Air Museum, (760) 778-6262.

11 — 12 Beaufort, SC: MCAS Beaufort Airshow, 9 a.m., (843) 228-6316, www.beaufortairshow.com.

Panama City, FL: Gulf Coast Salute, Tyndall AFB.17 — 19 New Smyrna Beach, FL: New Smyrna Beach Balloon & Skyfest, gates

Fri. 4 p.m./Sat.-Sun. 7 a.m., (386) 451-8978, www.seasideballoonfest.com.18 El Cajon, CA: Warbirds West Air Museum Open House & Pancake

Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org.San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San

Luis Obispo Airport, (805) 801-7641.Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m.,

Petaluma Municipal Airport, (707) 778-4404.Louisville, KY: Thunder over Louisville, Standiford Field, (502) 767-

2255, thunderoverlouisville.org.Palm Springs, CA: Commemorative Series - F-86 Sabre, 1 p.m., Palm

Springs Air Museum, (760) 778-6262.18 — 19 Napa, CA: Vintage Aircraft Display, 10 a.m. to 4 p.m., Napa Airport,

(707) 944-9236.Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific

Coast Air Museum, Sonoma County Airport, (707) 575-7900.Corpus Christi, TX: NAS Corpus Christi Air Show, (361) 961-2267.Grant-Valkaria, FL: Valkaria AirFest, gates 8 a.m.,Valkaria Airport,

(321) 952-4590.19 LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to

2 p.m., Brackett Airport, (909) 593-1395.San Diego, CA: Montgomery Field Historic Aircraft Display, noon to

2 p.m., (858) 699-0251.21 — 26 Lakeland, FL: Sun ’n Fun Int’l. Fly-In & Expo, gates 9 a.m., Lakeland

Linder Regional Airport, www.sun-n-fun.org.25 Durant, OK: Take to the Skies AirFest, 10 a.m. to 6 p.m., Durant

Regional Airport, www.taketotheskiesairfest.com. Palm Springs, CA: Commemorative Series - Age of the Atom (Bomb),

1 p.m., Palm Springs Air Museum, (760) 778-6262.25 — 26 Vidalia, GA: Vidalia Onion Festival Air Show, gates 9 a.m., Vidalia

Regional Airport, (912) 293-2885, www.vidaliaonionfestival.com.26 Half Moon Bay, CA: Pacific Coast Dream Machines, 10 a.m. to 4 p.m.,

Half Moon Bay Airport, dreammachines.miramarevents.com.MAY

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

Manassas, VA: Manassas Open House & Air Show, 10 a.m. to 4 p.m., Manassas Regional Airport, www.marbainc.com.

Peachtree City, GA: Aircraft Spruce East - Customer Appreciation Day, 8 a.m. to 4 p.m., (770) 487-2310, (877) 477-7823.

2 — 3 Abilene, TX: Dyess AFB Big Country Airfest, gates 9 a.m., www.dyessfss.com.

Shreveport, LA: Defenders of Liberty Open House & Airshow, gates 9 a.m., Barksdale AFB, www.barksdaleafbairshow.com.

Chino, CA: Planes of Fame Airshow “A Salute to Veterans,” Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

9 — 10 Davenport, IA: Quad City Air Show, @noon to 5 p.m., Davenport Municipal Airport, www.quadcityairshow.com.

Dallas, GA: Salute American 2015 Air Show, gates Sat. 1:30 p.m./Sun. 11:30 a.m., Paulding Airport, www.pauldingairshow.net.

Millville, NJ: Millville Wheels & Wings Airshow, 10 a.m. to 6 p.m., Millville Municipal Airport, (856) 327-2347, www.millvilleairshow.com.

14 — 17 El Cajon, CA: Stearman Fly-In, Allen Airways Flying Museum, Gillespie Field, (619) 596-2020. Deadline to register Mar. 15.

16 El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org.

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

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

Redlands, CA: Hangar 24 AirFest & Anniversary, Redlands Airport, www.hangar24airfest.com.

Hondo, TX: CAF Warbirds over Hondo, South Texas Regional Airport, www.warbirdsoverhondo.com.

Auburn, AL: Auburn Opelika Airshow, Auburn University Regional Airport, www.auburnopelikaairshow.com.

Continued on Page 7

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4 In Flight USA Celebrating 30 Years April 2015

ON THE COVER...

Planes of Fame Air Museum is proudto present Planes of Fame Airshow 2015,May 2 and 3 at the ChinoAirport in Chino,Calif. “We invite you to celebrate the histo-ry, contributions, and sacrifices of our vet-erans as we give ‘A Salute to Veterans.’”

This year’s airshow will feature near-ly 50 historic aircraft and featured per-formers include: U.S.A.F. F-22 RaptorDemo Team and Heritage Flight, Sean D.Tucker-TeamOracleAerobatics, CanadianForces CF-18 Hornet DemonstrationTeam, Sea Fury Aerobatics by SandersAeronautics, Clay Lacy's LearjetDemonstration, Rob Harrison and theTumbling Bear, Gregory Colyer T-33,John Collver's AT-6 Aerobatics, and morethan 40 WWII aircraft including the B-25Mitchell , P-47 Thunderbolt, and P-51Mustang. In addition to many other fan-tastic airplanes that will be performing,there will be a special panel discussionwith honored veterans. There will also beMilitary vehicles, a ‘Kids Zone’, Food,Drinks and Vendors!

Start Your Air Show Weekend

Friday, May 1, with a “Preview Day andTwilight Show.” Enjoy flights at twilightand watch the afterburners light up thesky, in particular the special demonstra-tion by the Royal Canadian CF-18Hornet! Food, Drinks, and vendors willbe open. NOTE: Saturday and Sundaywill not have a twilight show, the GoldenAge ofAviation flight or a Greg Colyer T-33 solo flight demo.• Friday, May 1 Preview Day &Twilight Show runs from 10 a.m. to 8p.m.• Saturday and Sunday,May 2-3 Planesof FameAirshow 8 a.m. to 4 p.m.• Save $5: Order tickets online!(Hurry! Limited time offer)* FreeAdmission for Kids 11Years &Under, General Admission is $25* Free Parking! (Preferred Parking$15)For more information and tickets go

to www.planesoffame.org.

PLANES OF FAME AIRSHOWSLATED FOR MAY 2-3

In commemoration of the Planes of Fame Airshow coming up in May, this awesome P-47 Thunderbolt air to air shoot was taken back in May 2014 during the Planes of FameAir Museum Airshow. Two Razorback Thunderbolts and two Bubbletop CanopyThunderbolts in formation right at sunset.(Photo by Moments Capture Photography: Britt Dietz Photography/Planes of Fame)

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TABLE OF CONTENTSVolume 31, Number 8 650-358-9908 • Fax: 650-358-9254 • E-mail: [email protected] • www.inflightusa.com April 2015

ON THE COVER

DEPARTMENTS

NEWS FEATURES COLUMNSContrails: The Life and Death of the Roma

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

Flying With Faber: My Annual Visit to San FranciscoBy Stuart Faber................29

Homebuilder’s Workshop: The $800 HamburgerBy Ed Wischmeyer ..........34

Safe Landings:VFR Flight into IMC ..................................42

The Pylon Place:What’s New at the Reno Air RacesBy Marilyn Dash ..............45

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

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

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

ON THE COVER FINISH LINE

GEARING UP FORAIRVENTURE

Page 49

Editorial: Crisis of ConfidenceBy Ed Downs ..................................................................6

Flights Of Mercy – Liga InternationalBy Donia Moore ............................................................14

An Active Vacation RedefinedBy Anna Serbinenko ......................................................24

Doolittle Tokyo Raiders To Receive Congressional GoldMedal

By Diana Bachert (USAF National Museum) ....................28

“Biggest Little Air Show” Offers A Fun EducationBy Ray Manuel..............................................................40

PLANES OF FAMEAIRSHOW

SLATED FOR MAY 2-3

Cover Photo by Britt Dietz, warbird-photos.com

Page 4

Recipients of The 2015 National General Aviation Awards ........8Doc’s Friends Hold Rollout For B-29 Known As “Doc”............11Battle Ground: Segments Of SMO to Convert to Park..............13Women In Aviation Conference Inspires Members ..................20FAA Streamlines UAS COAs For Section 333............................32James Herman Banning Comes To Life In Living History! ......33Something New Is Coming To Sun n’ Fun: Buddypilots ..........34NBAA's 2015 Leadership Conference Sets Records ................36An “Out Of Africa” Adventure Awaits Modern Day Pilots ........37Pick A Mountain, Pick A Plane ....................................................38Future Flight: GoldenWest Fly-In ..............................................39Dream Machines: Festival Marks 25th Year ..............................41AOPA Air Safety Offers Transitioning Course............................445th Annual Idaho Aviation Expo ................................................46


See us at Sun ‘n Fun • Booth N-75

Editorial By Ed Downs

The crash of Germanwings Flight9525 has left the entire aviationcommunity stunned and horri-

fied. It is becoming increasingly clearthat this terrible loss of life was not theresult of an accident but of murder. It isalso being disclosed that the co-pilotwho perpetrated this mass murder wasmentally unstable and that a large num-ber of individuals knew that. How cansuch a thing happen?

First, and most importantly, the staffat In Flight USA extends our sympathiesand prayers to the families and friends ofthose lost. Such words are appropriate,but we understand they are completelyinadequate. We are so sorry. The entireaviation community is looking inward tosee how such a tragedy can be avoided inthe future. Sadly, this is not the first timea flight crew member has taken the livesof innocent passengers while trying tosatisfy a raging desire to “get even” byending their own lives and the lives ofinnocent others. Suicide remains a diffi-cult problem in many societies, as med-ical experts try to figure out why it is thatseemingly rational people having no con-nection to any form of “suicide culture”feel that taking their own lives is some-how a solution to supposed unsolvableproblems.

But now comes the self-examinationand proposal of solutions and rules thatwill be aimed at preventing such an eventfrom happening again. The large numberof pilots reading these opinions will beconfronted by non-flying friends andfamily with the question, “What is theFAA doing about this?” Now comes atime when knee-jerk regulations mightbe passed that propose to solve the threatof suicidal pilots by simply enforcingmedical standards and examinations thatwill virtually eliminate average peoplefrom becoming a pilot. So, what can yousay to non-flyers about how Americadeals with mental issues that can lead todisaster? On the positive side, Americanpilots are highly regulated, with FAR61.16, 61.23, 61-53, 91.19 and 91.1047all addressing the pilots’ responsibilitiesto be healthy, both physically andmental-ly, when they act as pilot in command.There are probably more regs this writerhas missed. Health issues are not sweptunder the rug. Additionally, all pilots arenow trained in the skills of AeronauticalDecision Making, or ADM. This is psy-chological training that deals heavilywith the human factors side of flying.ADM skills are tested in the writtenexams and on the practical flight test.

Nearly 1/3 of the mandated hours inFlight Instructor Refresher Clinics dwellon human factors topics. The OperationsSpecifications under which airlines andcharter companies fly (a private set ofrules approved by the FAA for commer-cial operators) are required to address avariety of human factors, wellness anddrug and alcohol issues. Finally, as open-ly discussed in the media, U.S. airlinesmust have a second person in the cockpitat all times, or the cockpit door must besecured in an open position while beingblocked from the cabin. Finally, there arethe medical certificates that we all carry,unless exercising the privileges of a SportPilot. Certainly, that medical certificatehelps keep us safe, right?

There is no doubt; aviation inAmerica takes the wellness of pilots seri-ously. This writer pondered the difficul-ties involved in spotting an issue involv-ing illness, either physical or mental, andreflected upon anecdotal experience.How has the FAA medical systemworked out? The fact is, pilot health is onthe honor system. Every professionalpilot knows that his/her career is but oneFAA medical exam away from beingover. It is not the employer who will firea pilot for reporting a medical issue butthe loss of the government issued med-ical certificate that prevents the pro pilotfrom working. Thousands of corpora-tions and businesses deal with employeemedical issues on a daily basis with nothreat of job loss. Medical leave, generalleave of absence, and company spon-sored health programs that include drugand alcohol rehabilitation, plus mentalhealth services are common...but not forprofessional pilots. Their medical fate isdetermined by a government bureaucra-cy, with the employer standing aside,simply letting the bureaucracy make adecision as to whether or not a pro pilotcan continue to work. The company,which may have hundreds of thousandsof dollars invested in a professional pilot,has no way of salvaging their investment.The FAAmedical system is not designedto help pilots stay healthy, but simply toprevent a pilot who fails to meet an arbi-trary standard from flying. Supposedly,this benefits the flying public. This reali-ty causes thousands of pilots to protectthemselves by dealing with medicalissues “in the dark,” out of the pryingeyes of regulators. Too strong of a claim?Let this writer extend a challenge. I wantto hear from any pilot who has not, assome point in time, omitted or failed to

CRISIS OF CONFIDENCE

Continued on Page 21


President & CEO, AOPA

For years, passing FAA knowledge tests has been a hurdle that pilots must jump—almost unrelated to the rest of the training process and full of questions about equipment and procedures today’s pilots were unlikely to encounter.

standards developed by industry and the FAA are making the tests part of a more integrated and systematic

may not make passing the knowledge tests easier, it will make the whole experience more meaningful.Gone are questions about outdated topics including automatic

deleted questions that required the use of non-standard scalesfor measurements or calculations, and questions that requiredpilots to interpolate across multiple charts to determine weather or

the knowledge test and the practical test tasks, linking the two

More Meaningful Tests

www.aopa.org

Calendar of EventsContinued from Page 316 — 17 Napa, CA: Vintage Aircraft Display, 10 a.m. to 4 p.m., Napa Airport,

(707) 944-9236.Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific

Coast Air Museum, Sonoma County Airport, (707) 575-7900.Goldsboro, NC: Wings over Wayne, gates 8 a.m., Seymour Johnson

AFB, www.wingoverwayneairshow.com.Chicopee Falls, MA: The Great New England Air Show, Westover

ARB, www.greatnewenglandairshow.com.Virginia Beach, VA: Warbirds over the Beach, gates 9 a.m., Virginia

Beach Airport, militaryaviationmuseum.org.Augusta, GA: Boshears Skyfest & Fly-In, gates 9 a.m., Daniel Field

Airport, www.boshears.com.Addison, TX: Warbirds over Addison, Addison Airport.

17 LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395.

San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251.

22 — 24 Columbia, CA: West Coast Taylorcraft Rendezvous, Columbia Airport. Contact Ron Sawyer (209) 536-9415.

23 — 24 Wantagh, NY: Bethpage Air Show, 10 a.m. to 3 p.m., Jones Beach State Park, airshow.jonesbeach.com.

Columbia, MO: Salute to Veterans Air Show, 9:30 a.m. to 3:30 p.m., Columbia Regional Airport, www.salute.org.

Rochester, NY: Rochester Int’l. Air Show, Greater Rochester Int’l. Airport, www.rocairshow.info.

25 Palm Springs, CA: Memorial Day Flower Drop & Air Fair, 1 p.m. to 2:30 p.m., Palm Springs Air Museum, (760) 778-6262.

29 — 31 Greeley, CO: Rocky Mountain Airshow, Fri. 4-9:30 p.m./Sat. & Sun. 9 a.m. to 4 p.m., Aurora Reservoir, www.cosportaviation.org.

30 San Martin, CA: Wings of History Air Museum & San Martin Airport Open House & Fly-In, 7 a.m. to 4 p.m., San Martin (South County) Airport, www.wingsofhistory.org, (408) 683-2290.

30 — 31 North Kingston, RI: Rhode Island National Guard Open House Airshow, gates 9 a.m., Quonset State Airport, www.riairshow.org.

Suffolk, VA: Virginia Regional Festival of Flight, gates 8 a.m., Suffolk Executive Airport, www.virginiaflyin.org.

Blaine, MN: Discover Aviation Days, 7 a.m. to 4 p.m., Anoka County Airport, www.discoveraviationdays.org.

JUNE5 — 7 Reading, PA: Mid-Atlantic WW II Weekend “A Gathering of Warbirds,”

gates 8:30 a.m., Reading Regional Airport, www.maam.org.6 Chino, CA: Living History Flying Event, “Douglas DBD Dauntless,” 10 a.m.,

Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.Ada, OK: Ada Air Expo, Ada Municipal Airport, www.adaairexpo.com.Salt Lake City, UT: Skypark Aviation Festival, 9 a.m. to 4 p.m.,

Skypark Airport, www.skyparkutah.com.Fishers, IN: Indiana Wing CAF Warbird Expo, 9 a.m. to 5 p.m.,

Indianapolis Metropolitan Airport, www.warbirdexpo.com.6 — 7 Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m.,

Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Waco, TX: The Heart of Texas Airshow, 9 a.m. to 6:30 p.m., TSTC

Campus Airport, www.heartoftexasairshow.com.Rockford, IL: Rockford AirFest, 9 a.m. to 5 p.m., Chicago Rockford

Int’l. Airport, www.rockfordairfest.com.13 Knob Noster, MO: Wings over Whiteman AFB, (660) 687-2950.

Virginia Beach, VA: Flying Proms, gates 3 p.m., Military Aviation Museum, www.militaryaviationmuseum.org.

13 — 14 Ocean City, MD: OC Air Show, 9 a.m. to 4 p.m., 14th to 20th streets off the boardwalks, ocairshow.com.

20 Granite Falls, MN: Ray Fagen Memorial Airshow, Fagen Fighters WWII Museum, Granite Falls Municipal Airport, (320) 564-6644.

Pekin, IL: Wings and Wheels Fly-In Cruise-In, Pancake Breakfast 7 a.m., Pekin Airport, pekinmunicipalairport.com.

Carson City, NV: Carson City Airport Open House & Fly-In, 7 a.m., RSVP (775) 841-2255, www.flycarsoncity.com.

Los Angeles, CA: American Heroes Airshow, 10 a.m. to 4 p.m., Hansen Dam Recreation Center, (818) 631-8132,

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

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

El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org.

20 — 21 Napa, CA: Vintage Aircraft Display, 10 a.m. to 4 p.m., Napa Airport, (707) 944-9236.

Dayton, OH: Vectren Dayton Airshow, Dayton Int’l. Airport, www.daytonairshow.com.

El Cajon, CA: AirShow San Diego, 9 a.m. to 5 p.m., Gillespie Field, (619) 259-5541.

Hollister, CA: Hollister Airshow, www.hollisterairshow.com.Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific

Coast Air Museum, Sonoma County Airport, (707) 575-7900.

The FAA will present individualplaques to these four National Honorees inJuly during EAA AirVenture 2015 inOshkosh, Wisconsin, and their names willbe added to the large permanent plaquelocated in the lobby of the EAAAirVenture Museum. Also included in theprize packages for the four NationalHonorees are all-expenses-paid trips toOshkosh to attend the awards presentationand other special GAAwards activities.

“These awards highlight the impor-tant role played by these individuals inpromoting aviation education and flightsafety,” said GAAwards board chairmanArlynn McMahon, “The awards programsponsors are pleased that these outstand-ing aviation professionals will receive therecognition they so richly deserve beforetheir peers in Oshkosh.”

2015 National Certificated FlightInstructor (CFI) of theYear

MaryA. Schu ofTualatin, Oregon hasbeen named the 2015National CertificatedFlight Instructor oftheYear. She current-ly owns and operatesMary A. Schu Avia-tion, providing Des-ignated Pilot Exa-miner (DPE) services and freelance flight

instruction in the Portland, Oregon area,as well as conducting four to five FlightInstructor Refresher Courses (FIRCs)each year. She also operates Mary A.Schu Consulting, providing program sup-port for business, government and educa-tional entities who are developing oradding aviation programs.

Mary has been an active flightinstructor since 1977, with more than20,000 hours of flight time logged,including more than 14,000 hours ofinstruction given.She holds ATP and CFIcertificates for airplane single and multi-engine land and instruments and is typerated in the Cessna Citation 500. She is aDPE for private, commercial, instrument,ATP and flight instructor checkrides insingle andmultiengine airplanes, and alsofor sport pilots.

Mary grew up on a wheat farm ineastern Washington and was driving atractor at age five. Her dad and threebrothers took her to car races, and shesecretly dreamed of becoming a race cardriver. She earned a BS in Psychologyand Child Development at WashingtonState University and an MS in Educationand Learning Disabilities at WesternOregon University. She holds teachingcredentials in Oregon, and taught in thepublic school system until she found hertrue passion: teaching aviation.

For 23 years, Mary owned and oper-ated Wings of the Cascades in Redmond,

Oregon, a comprehensive aviation schooltaking pilots from first flight to an avia-tion career complete with a collegedegree; Wings closed in 2011. Her previ-ous flight instructing experience includedstints at Western Skyways, Kansas StateUniversity and the KSU Flying Club,FlightSafety International, Utah ValleyState University, and Delta ConnectionAcademy. She also served as a contractpilot for jet, turboprop and piston aircraftfor 10 different companies.

Mary is FAASTeam Lead Repre-sentative for the Portland-HilsboroFSDO, providing numerous presentationand safety seminars. She is one of 31industry leaders (and only three DPEs) toserve on the FAA Aviation RulemakingAdvisory Committee (ARAC) AirmanCertification System Working Groupassisting the FAAto develop newAirmanCertification Standards (ACS) that isexpected to replace the current PracticalTest Standards (PTS) by the end of 2015.Mary is also an active volunteer flightcrew member for the B-25 Mitchellbomber “Killer Bee” based in Titusville,Fla., and has seven hours PIC timelogged toward her B-25 type rating (witha goal of becoming a B-25 DPE)[email protected]

2015 NationalAviationMaintenance Technician(AMT) of theYear

Donald D.Streitenberger, Jr. ofCincinnati, Ohio hasbeen named the 2015National AviationM a i n t e n a n c eTechnician of theYear. Don is ChiefInspector for TheKroger Company atCincinnati LunkenAirport, where he is

responsible for directing inspections ofKroger’s fleet of bizjets, establishingmethods, techniques and practices usedto comply with all applicable FARs andmanufacturer recommendations, andapproving aircraft for return to service.He started working for Kroger as a linemechanic nearly 30 years ago and hasbeen Chief Inspector for more than 11years. He holds FAA certificates as aRepairman and a Mechanic withAirframe and Powerplant ratings andInspection Authorization (A&P/IA).

Don has served on the board ofdirectors of the OhioAircraft TechniciansSociety (OATS), which is the Cincinnatichapter of the Professional AviationMaintenance Association (PAMA).


By Mark BakerPresident and CEOAOPA

Legislators in both the House andSenate recently introduced billsknown as the Pilot’s Bill of

Rights 2 (PBR2) that could finallybring long awaited third-class medicalreform and other protections. Within acouple of weeks of introduction, thatlegislation had earned 15 cosponsors inthe House and 16 in the Senate–andmore than 31,000 AOPA members hadwritten to their elected officials askingthem to show their support by becom-ing cosponsors themselves.

Whether or not you’re an AOPAmember, I hope you’ll get in touch withyour members of Congress and ask themto support the legislation. It’s easy, quick,and important.

The GA community has waited toolong for third-class medical reform, andthis legislation could finally get it done.

Under PBR2, pilots flying recre-ationally in a wide range of aircraftwould no longer need to obtain a third-class medical certificate. The bill wouldallow private pilots to make noncommer-cial VFR and IFR flights in aircraftweighing up to 6,000 pounds with up tosix seats. Pilots also would be allowed tocarry up to five passengers, fly at alti-tudes below 14,000 feet msl, and fly nofaster than 250 knots. PBR2 also includesa provision to ensure that pilots can flyunder the new rules even if the FAA failsto comply with the bill’s provisions 180days after enactment.

And while that’s a top priority, it’snot the only benefit the legislation offers.

PBR2 also would improve the notice

to airmen (notam) program by establish-ing a rating system to prioritize notams,including TFRs in the program, and cre-ating a repository to maintain the infor-mation in a way that makes it accessibleto the public. That system would be con-sidered the sole source location for pilotsto check for notams. The legislationwould also protect pilots from enforce-ment action if a notam is not included inthe repository and prohibit enforcementof notam violations if the FAAhasn’t fin-ished the system within six months ofPBR2 being enacted while providing anexception for national security.

To help pilots facing enforcementactions, PBR2 would ensure that datacollected by contract towers and otheroutsourced FAA programs is subject tothe same Freedom of Information Actrequirements as data from the FAA itself.

The exception would be aviation safetyaction reports, which are designed to pre-vent accidents by encouraging voluntaryreporting of safety concerns by employ-ees of FAA contractors.

The measure would also protectpilot certificates by preventing the FAAfrom requiring a re-examination of a cov-ered certificate holder without clear evi-dence of wrongdoing or unsafe behavior.

I’m optimistic that we can get med-ical reform this year with your help. So, ifyou haven’t taken action already, pleasecontact your legislators and ask them tocosponsor H.R. 1062 in the House andS.571 in the Senate. The form to send isonline at www.aopa.org/take-action.

When voters get involved, lawmak-ers listen.

A NEW PILOT’S BILL OF RIGHTS


RECIPIENTS OF THE 2015 NATIONAL GENERAL AVIATION AWARDSMaryA. Schu of Tualatin, Oregon – Certificated Flight Instructor (CFI) of the Year

Donald D. Streitenberger Jr. of Cincinnati, Ohio – Aviation Maintenance Technician (AMT) of the YearRicky D. Hestilow of Arlington, Texas – Avionics Technician of the Year

Christopher J. Hope of Kansas City, Missouri – FAASafety Team (FAASTeam) Representative of the Year

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During that time, he has served asPresident, Vice President, Secretary andTreasurer of OATS. He has facilitatedand taught numerous OATS-sponsoredIA renewal seminars at Cincinnati StateTechnical College, and for years has beendeeply involved in helping to put on theannual Lunken Airport Days AviationCareer Fair. He has also been involved inthe local Boy ScoutAviationMerit Badgeprogram, served as Ramp Boss forLunken’s annual airshow, and has been aFAASTeam member.

Don is the recipient of seven FAAMaintenance Technician Award, (six sil-ver, one gold), the NBAA 24-YearMaintenance Technician Safety Award,and has received certificates of apprecia-tion for his pro-bono work for the avia-tion maintenance community fromPAMA/OATS/FAA every year since2007. [email protected]

2015 NationalAvionicsTechnician of theYear

Ricky D. Hesti-low of Arlington, Tex.has been named the2015 National Avi-onics Technician ofthe Year. Rick has hada widely varied 40+year career in the avi-ation maintenancefield, but for the pastdecade his primary focus has been onachieving professional recognition andcertification of aircraft electronic techni-cians (AETs). This phase of Rick’s careerbegan when he drafted several grantrequests submitted to the NationalScience Foundation, which resulted in$1.3 million in funding for the NationalCenter for Aerospace & TransportationTechnologies (NCATT). Rick serves asNCATT’s Program Director, Director ofStandards and Certification, and DirectorofAccreditation. In these roles, he helpeddevelop industry standards for avionicstechnicians, developed an education andtraining curriculum for avionics and air-craft electronics technicians, and createda testing program for certification ofAETs. Most recently, he has been work-ing on the development of certificationstandards for technicians working onUnmannedAircraft Systems (drones).

Prior to his involvement withNCATT, Rick’s aviation maintenancecareer included 30+ years as anA&P/IA,a Designated Mechanic Examiner(DME), a Designated AirworthinessRepresentative (DAR), a Director ofMaintenance for multiple Part 145 Repair

Stations, owner/operator of three FBOsthat provided maintenance services, andan instructor at a Part 147 AMT school.He is also the holder of six Sup-plementary Type Certificates (STCs).Rick has a long association with TarrantCounty College in Fort Worth, Tex.,where he has taught numerous courses inaeronautical technology and served ascoordinator of special [email protected]

2015 National FAASTeamRepresentative of theYear

Christopher J.Hope of Kansas City,Missouri has beennamed the 2015 Na-tional FAA SafetyTeam Representativeof the Year. Chrisfirst volunteered asan FAA AviationSafety Counselormore than 10 years

ago. When that program morphed intothe FAA Safety Team in 2009, Chrisbecame a FAASTeam representative.According to his FAASTeam ProgramManager, Chris has been one of the mostactive andmost self-motivated reps in theKansas City District. During the past 12months, he has conducted 11 safety sem-inars. In 2013, he founded the KansasCity IMCClub that meets monthly to dis-cuss real-life issues of instrument flying.

Chris holds ATP, CFI and GI certifi-cates. He is a Gold Seal CFI and MasterInstructor. Chris has been a volunteerpilot for the EAAYoung Eagles programsince 1992, with more than 500 young-sters flown. He as served as an AngelFlight mission pilot since 2001, and since2013, has served as Chairman of theAngel Flight Central Safety Committee.

In 1969, Chris graduated from theUnited States Air Force Academy with aBS in Civil Engineering. He then wentthrough pilot training at Sheppard AFBand C-141 school at Altus AFB andserved as a C-141 pilot for the MilitaryAirlift Command out of McChord AFBfor three years. In 1974, he returned to theAir Force Academy as a flight instructor,and concluded that teaching aviation washis true calling. He enrolled in the busi-ness school at the University of NorthernColorado, graduating in 1977 with hisMBA degree. From 1977 to 2005, heworked as a civil engineer while doingfreelance flight instruction. In 1997, hebecame involved in the KCN FlyingClub, now the Kansas City Flying CLub.He has served as Manager and President

Continued from Page 8General Aviation Awards

Ricky D. Hestilow(National GeneralAviation Awards)

Christopher J.Hope(National GeneralAviation Awards)


By: Doc’s Friends(www.b-29doc.com)

Seventy years ago, on March 23,1945, a B-29, one of 1,644 man-ufactured in Wichita during

World War II, rolled off the assemblyline at Boeing and was delivered to theU.S. Army Air Forces. Last month, onMarch 23, 2015, that same aircraft wasrolled out and “delivered” again, incommemoration of its restoration andprogress back toward flying condition.More than 200 supporters came towatch it shine as it once again rolledout in the city of its birth.

“Many of us, especially our dedicatedvolunteers, have waited a very long time tosee this day because it means Doc is thatmuch closer to being ready to fly again,”said Jeff Turner, Chairman, Doc’s Friends.“Doesn’t the aircraft look great? Can youimagine how much better Doc will lookwhen it’s back in the air?”

On track to fly later this year, Docwill be one of only two restored B-29s inflying condition.

Spirit AeroSystems President andCEO Larry Lawson helped to reenact theoriginal delivery of Doc to the Army AirForces, as he presented Colonel JamesDermer, Vice Commander, 22nd AirRefueling Wing, McConnell Air ForceBase with a special replica B-29 horn but-ton. Horn buttons from the yoke of aircraftwere often kept as souvenirs by pilots,crew, and mechanics following the war.

“We know you will display thesereplica B-29 horn buttons proudly at thebase,” said Lawson. “Having spentmost ofmy career serving the needs of our nation’sarmed forces, it is my distinct privilege tobe with you today to honor both the legacyof our veterans and the tireless efforts ofvolunteers to preserve an important pieceof history. Doc represents the sacrifices of‘the greatest generation,’ to whom allAmericans owe their freedom.”

Colonel Dermer commented, “Mc-Connell Air Force Base is very lucky tohave such caring neighbors with suchenthusiasm for aviation history. OurAirmen feel the support of the “Air Capitalof the World” everyday in the communi-ties where we live, work, and play aroundWichita. Doc is in great hands!”

Part of a squadron of eight WWII eraB-29s named for Snow White and theSeven Dwarfs, “Doc” was eventuallydecommissioned in 1956, and parked inthe California Mojave desert where itserved as a ballistic target on a China LakeNavalAirWarfare CenterWeapons range.

That’s where aviation enthusiast TonyMazzolini, found it in 1987. Restorationbegan in California and resumed when the

plane returned to Wichita in 2000. Alongwith other historians, Tony knew Docneeded to be rescued.

“Even back then, there weren’tmany of these beauties left,” said TonyMazzolini. “Saving it from that situationin the desert was one thing, but the dreamwas always to restore Doc to flying con-dition and turn it into a flying museum to


Founder ..................................................................................................................Ciro BuonocorePublisher/Editor................................................................................................Victoria BuonocoreManaging Editor..........................................................................................Annamarie BuonocoreProduction Editors ..............................................................................Anne Dobbins,Toni SielingAssociate Editors ........................ Nicholas A.Veronico, Sagar Pathak, Richard VanderMeulenStaff Contributors ..................................................................................................S. Mark Rhodes,.........................................................................................................Larry Nazimek, Joe Gonzalez,Columnists ....................................SteveWeaver, Stuart Faber, Larry Shapiro, EdWischmeyer,..................................................................................................................Marilyn Dash, Ed Downs,Copy Editing ............................................................................................................Sally GersbachAdvertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280

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

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

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

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

1986B36TCBONANZA

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1981A36TCBONANZA

3198 TT, 446 SFRMN, King digital radios, GPS, HSI, KFC-200AP/FD/YD, tip tanks, EDM-800 engine data, oxygen.

3320 TT, 830/830 SMOH by RAM, G-600 PFD/MFD w/syntheticvision, GTN-650 w/fuel flow & WAAS, GDL-69A data downlinkw/XM wx/radio, TCAS, stormscope, KFC-250 AP/FD/alt prese-lect /YD, known ice, EDM-960 engine management, VGs, lowthrust detectors, standby gyro.

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TURBO

210N7753 TT, 481 SNEW, Apollo radios, dual Nav/Coms, GPS,MFD, DME, stormscope, Cessna 400B AP, JPI GEM, 6-placeoxygen, hot prop, intercom.

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BONANZA4398 TT, 1452 SMOH, 1073 STOP, dual Collins Microline, KingDME & ADF, HSI, STec-30 w/altitude hold, GEM, flap & gapseals, 4-place intercom w/music input, large baggage door.

1984 TKSANTI-ICING

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DOC’S FRIENDS HOLD ROLLOUT FOR B-29 KNOWN AS “DOC”



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of the Club, and currently serves as ChiefFlight Instructor.

In 2008, Chris started submittingarticles to various flying publications. Hisarticles have been published in EAASport Aviation, AOPA Flight Training,NAFI Mentor, and Aviation News. In2013, he became a regular columnist forAircraft Owner magazine.

Chris founded the Dictionary ProjectKansas City in 2003 with the intent to

encourage reading in his community byproviding free dictionaries to inner-citythird graders. Over the past 12 years, theprogram has grown to the point that itnow presents more than 25,000 free dic-tionaries to all third graders in the eight-country Kansas City metropolitan area, aswell as to children throughout Missouri.For more information about the GeneralAviation Awards program, visitwww.generalaviationawards.org.

Continued from Page 10

General Aviation Awards

help keep the memories alive. That’s whywe brought it to back to Wichita, where itwas first built and delivered.”

Over the past 15 years, hundreds ofvolunteers have worked on Doc. Skilledworkers and retirees from Boeing andSpirit AeroSystems, veterans, active dutymilitary, and others wanting to honorthose who served, have spent tens ofthousands of hours on Doc’s restoration.Countless individuals and organizationsalso made financial and in-kind contribu-tions to keep the project going.

When the restoration hit a long snagdue to a poor economy and no availablehangar space, a group of local Wichita busi-ness leaders and aviation enthusiasts formeda nonprofit organization, Doc’s Friends.Doc’s Friends restarted the restoration, andBoeing donated a hangar. The aircraft is nowvery close to being flight-worthy.

“It’s good to see the progress becausewe are running out of time to get this donefor the volunteers, many of whom havebeen with the project since the beginning,

and are in their 80s,” said Turner.The Doc’s Friends project is divided

into three phases:• Complete the restoration and get

Doc flying.• Secure a permanent home for the

aircraft.• Operate it as a flying museum.Doc’s Friends estimates it will take

$7-9 million to finish the restoration, getthe aircraft flying, and secure permanenthangar space. The organization has com-mitted to keeping the aircraft in Wichita.

Learn more about the history of theproject, see photos and videos, donate orvolunteer via the Doc’s Friends website:www.b-29doc.com.

Doc’s Friends is a 501c3 nonprofit boardmanaging the restoration of the Boeing B-29 Superfortress known as Doc. The groupwas formed in 2013 and is led by retiredSpirit AeroSystems CEO, Jeff Turner alongwith other Wichita business leaders. Youcan find more information about Doc’sFriends at www.b-29doc.com.

Doc’s Friends Hold RolloutContinued from Page 11

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By Elizabeth A Tennyson, AOPA

At a contentious meeting March24, the Santa Monica CityCouncil voted unanimously to

change lease terms for some tenants atSanta Monica Municipal Airport(SMO) and convert segments of airportproperty to park land.

More than 100 people signed up tospeak at the meeting, which turned into afive-hour marathon with many attendeesbeing forced to watch from outside thecrowded council chambers. The counciladopted a series of recommendationsfrom the city attorney that include the fol-lowing:

Continued planning and legal workthat will enable the city to determine thefuture of the airport, including the closureof all or part of the airport;

Reducing the adverse impacts of air-port operations;

Promoting airport self-sufficiencywith increases to rates and charges;

Reducing and eliminating aviationuses of land released from aviation use;

Continuing to receive communityrecommendations on all aspects of airportoperations and use of land now occupiedby the airport.

The council determined that sometenants, including Atlantic Aviation andthe Museum of Flying, will receive three-year leases with one-year extensions atthe discretion of the council. Other lease-holders, including Krueger Aviation andAmerican Flyers, will be switched tomonth-to-month leases. About 12 acresof airport property that has been released

from aviation uses will be converted toparks, with the aircraft now located therebeing moved elsewhere on the airport.

“This is the latest in a long line ofattempts to undermine the viability ofSanta Monica Municipal,” said AOPAPresident Mark Baker. “The courts haverepeatedly said the airport must remainopen, so airport opponents are turning tostrangulation tactics that make it increas-ingly difficult to operate at SMO. The air-port is vitally important to regional airtransportation and to the community, andAOPA will continue to fight for it.”

The city council adopted the recom-mendations despite objections from air-port supporters who pointed out thatsome of the city attorney’s recommenda-tions conflict with federal law and thecity’s agreements with the FAA.

AOPA had urged members to attendthe meeting and express their support forthe historic field, which serves as a vitalreliever airport for Los AngelesInternational, delivers some $250 millionin annual economic impact, hosts 175businesses, and is responsible for 1,500jobs in Santa Monica.

SEGMENTS OF SMO TO CONVERT TO PARK

Supporters, Opponents Pack Santa Monica Council Meeting

Santa Monica Airport (Photo courtesy AOPA)

Provided By AOPA

In March 2008, the city of SantaMonica, Calif., adopted a new ordi-nance prohibiting certain aircraft fromoperating at Santa Monica Airport(SMO). The ban would impact jets thathave approach speeds of between 139and 191 mph. They include aircraft suchas the Gulfstream IV, BombardierChallenger 604, and Cessna Citation X.

The Federal Aviation Admin -istration (FAA) wasted no time inresponding to the new Santa Monicaordinance that would ban the larger,faster “Category C and D” jet aircraftfrom SMO. The ordinance was set to gointo effect April 24. After the city coun-cil adopted the ordinance late in theevening on Tuesday, March 25, theFAA issued an “Order to Show Cause”

AOPA’S Regional Affairs Brief: Santa Monica Municipal Airport

The issue: Santa Monica Attempts to Implement Restrictions



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Atrain trip through the dustySinaloa desert of Mexico gavebirth to the idea, which became

Liga (League) International (FlyingDoctors of Mercy). When physician,Iner Sheld Ritchie, traveled to MexicoCity from the U.S. to treat then-President Abelardo Rodriguez in the1930s, he noticed great illness and suf-fering as he passed through the countryof the Yaqui Indians, some of Mexico’spoorest residents. He discussed the sit-uation with the President, who offeredhelp. Dr. Ritchi’s idea grew during histhree-month long “vacation” horsebacktrips into Sinaloa, Sonora, and Baja,California to treat his impoverished“patients.” Word of his healing expedi-tions went the rounds of his medicalcolleagues, and it wasn’t long before hehad a cadre of physicians joining himto help. Liga was on its way.

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Maria and mom traveling to US for surgery in Liga Volunteer pilot Tim Murphy'sCessna. (Courtesy of Liga)

Pilot Volunteer Tim Murphy and friends.(Courtesy of Liga)

Liga clinic in El Fuerte. (Courtesy of Liga)


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blink of an eye,” he says. “We take somuch for granted in our society that com-ing from a culture of “haves” to one of“have-nots” for the first time is a culturalshock in its own right.”

Tim is an attorney who got involvedin Liga almost 15 years ago when he meta doctor through a family friend. Thedoctor needed a ride to El Fuerte,Sinaloa, Mexico to treat a patient. Timwas flying a Cessna 172 XP at that timeand had never made a trip like this before.Upon their arrival, the doctor needed helpand had Tim assisting him in the OR anhour after they touched down. Timremembers feeling very grateful for hisprior 37 years of experience and special-ized training as a firefighter. AnotherLiga adventure had him transporting atelevision show crew between the clinicsas they filmed a documentary aboutLiga’s work. Through their eyes, as theylistened to the stories of the patients, doc-tors, and villagers, he saw a side of Ligahe hadn’t before and wouldn’t trade theexperience for anything.

A New Way of “Seeing” Life

Surgical removal of cataracts causedby exposure to the harsh environment inwhich many people exist here is a majorpart of clinical treatment. One of Tim’sfavorite experiences involved a case ofmistaken identity–his. He was wearingscrubs and helping to clean the clinicafter a full day’s use when a lady shylyapproached him, hugged him, and beganto cry. She had mistaken him for one ofthe ophthalmologists. She had just hadcataracts removed and could see her sonfor the first time in six years through hertears of happiness.

When Tim met five-year-old Mariaand her mother, his own life changeddrastically. Maria had a large tumorgrowing on her face. Her mother broughther to the clinic to get help. Because ofthe nature and location of the life-threat-ening tumor, surgery couldn’t be per-formed in Mexico due to the high riskinvolved. After the surgeons had clearedit with a hospital in California and withthe Mexican government, he flew to ElFuerte, picked up mother and child andbrought them back to the U.S. for thedonated, scheduled surgery. Maria’smother stayed with Tim and his graciouswife during her daughter’s operation andhospitalization. Although Tim and hisfamily tried to make them welcome, therewas still some hesitation over the foodthey offered. Suddenly a light clicked onin Tim’s mind. He took the mother to anearby market that carried Mexican food.

After hearing her story, the kind ownerinvited the mother to choose whatevergroceries she needed. When Tim reachedinto his pocket to pay, the grocer insistedon donating the cost of the groceries.“This is often the experience that Ligaengenders–extending the reach of kind-ness.”

Liga Season

October to June is Liga season.Volunteers fly to Sinaloa, Mexico on thefirst Friday of every month and returnhome on the first Sunday. They spend afull day in the clinics, located in El Fuerteand San Blas, about 50 miles apart.

El Fuerte Clinic is in a rural agricul-tural village of 30,000 people. Datingfrom 1564, the town nestles on the banksof Rio Fuerte, serving as a departurepoint for eastbound Copper Canyon visi-tors. The clinic opened its doors in 1969and sees an average of 400 people permonth for services, including dental, eye,orthopedic, and gynecology.

San Blas Clinic serves the small sea-side community of San Blas, an area inwhich gray whale sightings are frequent.Opened in 1978, the clinic originallyoffered general medical services. Today,the staff sees an average of 300 peopleper month. The services offered hereinclude dental, eye, podiatry, pediatrics,urology, neurology, and cardiology.

Many Little Hearts

Liga has established five major pro-grams in Mexico. The Children’s Heart

Flights of MercyContinued from Page 14


Liga volunteer Renee Vinyard and friendswith plane in Mexico. (Courtesy of Liga)

Dental Exam with Liga Volunteer Dr.Steven Cavagnolo, DDS.(Courtesy of Liga)

Almost anyone who would bereading this column has heardof the airship Hindenburg, and

of the terrible fate that it, it’s crew andit’s passengers suffered in that field inNew Jersey in 1937. Very few peoplehowever, have heard of the airshipRoma, which met a similar fate somefifteen years before. I wouldn’t haveknown about it either, if it hadn’t beenfor Uncle Harold.

Built in Italy in 1919, the Roma’sspeed, its payload and its range haddrawn attention throughout Europe andfinally the attention of the U.S. gov-ern-ment, which purchased it for the Army in1921. The Roma was at that time thelargest semi-rigid dirigible in the world,and she cost the United States $200,000in 1921 dollars.

The craft was almost inconceivablybig, and by the standards of the day,breathtakingly fast: 410 feet long, 92 feettall, capable of hauling passen-gers andcargo at a mile a minute. It had an aston-ishing 42,000 pounds of lifting capability.

The semi-rigid construction was acompromise between zeppelins, whichowed their distinctive cigar shapes to alight metal skeleton beneath their fabricskins, and blimps, which depended on thepressurized gas within their skins to

maintain their form. It lacked a skeleton,but its gasbag was held somewhat inshape by a metal-ribbed nose cap and arigid keel that ran along the bag's under-side, from nose to tail. This keel housedthe con-trol room, navigation space, pas-senger cabin, the outriggers on which theengines rode, and – far aster – a huge, boxkite affair that served as the ship's rudderand elevator.

In addition to the 11 cells of hydro-gen within its skin, it housed six cells ofair, called ballonets, into which addition-al air could be pumped if the gas-bagdrooped or flattened.

After delivery to the U.S. Army in1921, the Roma was found to be under-powered by U.S. standards, and the airshipwas delivered to Hampton Roads, Va.where the engines were changed from theoriginal Italian Ansaldo engines to the 400horse power American Liberty engines, ofwhich the Army had an almost unlimitedsupply from the Great War.

When the refitting was complete, theRoma’s commander, Captain DaleMabry, called a celebration for the nightof Feb. 20, 1922, the evening be-fore theairship was to make its maiden flight withthe new engines. A for-mal ball was heldat the base and the crew, resplendent intheir dress uni-forms, and selected guestsfrom the newspapers and the town attend-ed the event. The next morning, the Romamade it’s last flight.

The accounts of the survivors and ofeye witnesses as to what happenedappeared to agree that the huge kite-likestructure of the stern rudder, itself as largeas a bombing plane, had slipped to oneside as the Roma drove along a thousandfeet above the army base.

An official list of the survivors, deadand missing in the Roma disaster wasreceived from Langley Field by the armyair service on Tuesday night fol-lowingthe accident. Thirty-four men were killed,eight were injured seri-ously, and threewere injured or only slightly bruised

when the giant army airship with hercrew and a number of civilians, totaling45 in all aboard, plunged from a thousandfeet or more in the air to the ground at theHampton Roads Naval base.

A broken rudder presumably causedthe accident, and as the big dirigibleplunged to earth, it capsized across a hightension electric line bursting in a roaringfurnace of blazing hydrogen gas.

Long after dark that Tuesday night,many hours after her fall, the ship wasstill a mass of flames from end to end ofher 140 foot mass. The fire fed on themillion cubic feet of gas, which had dis-tended the great bag for the flight andmade all attempts at rescue futile.

Barely a dozen of those aboard werepicked up alive, and one of those died onthe way to the hospital. All of those whosurvived the fire escaped by jumping asthe ship struck. The others penned in thehull were burned to death.

I learned about the Romamany yearsago, not from reading history, but ratherfirst hand from my uncle, Harold Holmes,who married my aunt late in life, after bothhad been widowed. When he found that Iwas a flyer, he told me the story of theRoma and about his brother, SargentGrayson Holmes, who had been a crewmember on that fateful morning. He waskilled along with most of the rest of thepeople on board. When I questioned himfor more details, he told me to go look ina chest in an outbuilding where I wouldfind a newspaper account of the accident.

I remember standing above the

opened chest in the dim light of the out-building, looking down into it. It wasfilled with his dead brother’s possessions,and I had the very strong feeling that itwas a time capsule and not an old woodenchest that I had just opened. Lying at thevery top of the chest was his brother’sdress uniform, with the distinctive insigniaof the Army Lighter Than Air Corps. As Iunfolded it to get a better look, I heardpaper crinkle in an inner pocket.

There have been occasions in my lifewhen fear caused the hair on my neck tostand up, but this time it was the pureintensity of the moment, the realizationthat I had literally reached back into thepast that caused it.

I stood there in the soft light of theshed numbly holding in my hands, prob-ably the first to touch it since the handsthat placed it there, Sargent GraysonHolmes’s formal invitation to the RomaBall.


Contrails by Steve Weaver

THE LIFE AND DEATH OF THE ROMA

(Photos courtesy Norfolk Ledger Dispatch)

(Courtesy of Steve Weaver)

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Program was created in 1996 to providenecessary surgery. Start-up funds weredonated by Liga volunteers to transportchildren needing surgery from theirhomes in Mexico to the United States.Currently, the majority of patients havesurgery in excellent hospital centers in thecities of Obregon and Culiacan in Mexico.In the past year, with support from gener-ous donors, Liga has averaged one to twooperations a month, including high-riskpatients in need of complicated surgery.

The Liga Eye Ophthalmology pro-gram is the busiest of all the projects, per-forming hundreds of cataract and othereye surgeries annually. Once a year, theclinic arranges to have an anesthesiolo-gist and pediatric ophthalmologist pres-ent to operate on children and adults witheye muscle problems.

Liga also provides audiology, dental,and orthopedic programs.

Clinic trips may be short, but thedetermined volunteer teams treat every-thing from cleft palates to hernias,

cataracts to clubfeet. Occasionally, med-ical team members come across condi-tions requiring more extensive treatment.Arrangements are made and patients aretransported by Liga planes to hospitals inCalifornia and other areas to treat moreserious cases, such as heart surgeries.

Mind and Body

The medical clinics represent a largeportion of Liga’s activity, but there ismore to providing opportunities for a bet-

ter life. Education is still out of reach formany young people in Mexico, and Ligahas stepped in to help fill the breach.

Several self-supporting medical,agricultural, and industrial schools werefounded with Liga’s help. The largest ofthese is Colegio del Pacifico, nearNavojoa in Sonora. This school houses300 students, training them in a vocationand encouraging them to return to themore isolated areas of Mexico wheretheir time and talents are sorely needed.Universidad de Montemorelos, one ofMexico’s major universities, has benefit-ed from Liga’s direct establishment of itsSchool of Medicine, School of Nutrition,School of Dental Technology, and theDental Residency Program.

Does Liga Need Me?

Yes. Liga needs pilots, physicians,doctors in all specialties, dentists, phar-macists, and support volunteers. Mem -bers can expect to work in and around theclinics–maybe flying teams to Mexico,helping in a clinic, checking in patients,translating, keeping records of treat-ments, cleaning the clinics, and more.They are assigned tasks based on theclinics’ needs, and extra hands are alwayswelcome.

Pilot Volunteer Requirements

Pilot Volunteers need to meet thefollowing profile requirements:

• Instrument rated - Recommendedwith more than 400 hours total time.

• FR Pilot with More than 600hours total time

• U.S. and Mexico Flight Insurance• Signed Volunteer and Pilot

Waivers• Be a paid member of LIGA

International• Mexico Flight Experience Not

Required!

In addition, Pilot Volunteers arerequired to download, review, and submita number of documents found on theLiga website. An experienced Liga pilotwill be assigned to accompany new pilotvolunteers flying for the first couple trips.Flights generally travel in a coordinatedflight plan effort, checking in with eachother on a regular basis.

Non-Pilot VolunteerRequirements

• Register for the trip on the websiteat www.LIGAinternational.org

• Be a paid member of LIGA


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Continued from Page 16Flights of Mercy

on March 26, mandating the city toexplain how the ordinance did not violateexisting federal grant assurances betweenthe city of Santa Monica and the FAA.

The FAA also issued a cease anddesist order to the city of Santa Monicaafter the city tried to enforce the ban atSMO. The order is the latest move in anincreasingly contentious fight overaccess to the publicly funded airport.

The FAA issued the order April 24,the same day the ban was to take effectand one day after the city refused to with-draw a letter warning pilots that theycould face fines and even jail time forviolating the ban. After receiving theorder, city officials held meetings withthe U.S. Attorney’s office and did notimmediately enforce the ban.

Federal attorneys sought andreceived a temporary restraining order inU.S. District Court. The temporaryrestraining order is the first step in theprocess to overturn the restrictions after

almost six years of discussions with thecity that failed to resolve disputes relatedto public safety and aircraft access to thegeneral aviation airport.

Subsequently, on May 15, 2008, theU.S. District Court in Los Angeles heardthe city of Santa Monica’s appeal to thetemporary restraining order issued onApril 24, 2008. The court upheld theFAA’s restraining order. As a result, thecity of Santa Monica is now appealingthe lower court’s decision and the tempo-rary restraining order that will be heard in

the 9th Circuit U.S. Court of Appeals.On the evening of May 27, the FAA

issued their director’s determination(DD) on the order to show cause andcomplaint that told the city three things:

1. The airport is obligated until 2023through Federal Airport ImprovementProgram (AIP) grants.

2. The Surplus Property Act obli-gates the airport in perpetuity.

3. The FAA will act through theDepartment of Transportation to with-hold ALL city of Santa Monica federal

transportation funding.

Airport history

Santa Monica Municipal Airport(SMO) is an important general aviationreliever airport owned and operated bythe city of Santa Monica, Calif. Given theairport’s proximity to the downtown LosAngeles business district, it has become apopular facility and is home to more than400 based aircraft and more than 165,000

Santa Monica AirportApril 2015 www.inflightusa.com 19


International • Pay a Pilot Reimbursement Fee,

covering part of the fuel• Assist the pilot with caring for the

aircraft upon return to home base.• Pay a Liga Mission Support dona-

tion. All non-pilot volunteers are matched

with geographic location of their pilots byLiga’s travel coordinator.

Ready, Set, Go!

Volunteers need a valid passportwith them to enter and leave Mexico.

Bring money for meals and hotelstays, as these are not included in the Ligafees. Liga has monetary guidelines, hoteland dining suggestions, and packinginformation on the Liga website.(www.ligainternational.org)

Ready to roll with Liga? Contact PatSavage at Liga International ([email protected]).Take the timeto talk with an experienced Medical Staffmember or Pilot Volunteer before you go.

You’ll be changing lives––maybeeven your own.

By Donia Moore, Rusty Pilot and free-lance writer for “iwrite words Writingand Editing Service”


Flights ofMercy



Despite a snowy start in Dallas, the26th Annual Women in Aviation,International Conference (WAI)

fulfilled its promise to “Connect. Engage.Inspire.” with three days jammed withactivities. The Hilton Anatole in Dallaswas the site of the 2015 InternationalWomen in Aviation Conference heldMarch 5-7, 2015.

“A WAI Conference is like noother,” said Women in Aviation,International President Dr. PeggyChabrian. “This year, we had the samehigh level of enthusiasm and the sameupbeat attitude along with an environ-ment conducive to sharing, mentoringand networking.”

Four women were inducted intoWAI’s International Pioneer Hall ofFame during a banquet Saturday night.They include Pat Blum, Co-founder ofCorporate Angel Network; PhoebeOmlie, the first woman in the UnitedStates to earn a commercial pilot certifi-cate and pioneering airshow performer;and Deanie and Nancy Parrish, a mother-daughter pair who have preserved andrecorded the history of the WASP.

“So many of our Pioneers would

remain footnotes in history if their nameswere known at all,” says Dr. Chabrian.“Inducting these women into our PioneerHall of Fame gives them internationalattention and ensures their accomplish-ments will not be forgotten.”

Long lines in the exhibit hall ofpilots attempting to get job interviewswere eliminated this year with anenhanced Fast Pass system whichallowed conference-goers to sign up inadvance for interviews and briefings byairlines which were held in meetingrooms rather than in the exhibit hall.Elsewhere in the exhibit hall, conference-goers networked and browsed, bought, ormade plans to buy a host of aviationproducts and services. Friday andSaturday mornings were general sessionswith both afternoons reserved for a selec-tion of education sessions.

An expanded program of communityoutreach - now called Girls in AviationDay - brought 192 girls and their chaper-ones from the Dallas metroplex to be intro-duced to aviation and have hands-on expe-rience. This event took place on Saturdaywith girls ages 10 to 17 participating inactivities ranging from learning to read a

sectional chart to building an airport tocrafting wire bracelets with the tools andguidance from the Association of Womenin Aviation Maintenance (AWAM). Acareer panel gave the girls an overview ofthe many jobs available in the aviationindustry while providing role models forthem of women already in these positions.Representatives from colleges and univer-sities with aviation programs were on handto speak to the older girls.

“Our members love Girls in AviationDay and are eager to welcome and coun-sel the girls who participate,” says Dr.Chabrian. “It’s a positive program wherewe are planting seeds for years to come.”

Other Conference highlights include: - Attendance of 4,572 representativesincluding 183 international attendees.Representing 16 countries (including theUnited States), the largest number of inter-national attendees were from Nigeria,Canada, and Cameroon, in that order. -The Exhibit Hall displayed 151 separatecompanies and organizations (tying aWAI record for most exhibitors), repre-senting all aspects of the aviation commu-nity. - 125 attendees took part in AOPA’s

WOMEN IN AVIATION, INTERNATIONAL 26TH ANNUAL CONFERENCECONNECTED, ENGAGED AND INSPIRED ITS MEMBERS

At Women in Aviation’s ChapterReception Rose Dorcey, WAI 12645,of the WAI Oshkosh Chapter was pre-sented the Dorothy Hilbert ChapterVolunteer of the Year award for hercontributions to her local chapter’soutreach and fundraising efforts.

For the past four years theOshkosh Chapter has hosted a cupcakecompetition and, from the start, Rosehas cheerfully led the execution of the

Continued on Page 21 Continued on Page 21

Dorothy HilbertChapter Volunteer ofthe Year Award

Rose Dorcey is Women in Aviation’svolunteer of the year. (Photo courtesy Women in Aviation)


24 YEARS OF GIVING PILOTS THE BEST PRICING AND BEST SERVICE!

report some form of medication or minormedical event when taking an FAA med-ical exam because “you simply did notthink it was important.” In doing so, youhave violated the law. It is a big club. It isthis writer’s opinion that a strong caseexists that it is the mandatory medicalcertificate that prevents pilots from “fess-ing up” and getting help that could cor-rect both physical and emotional issues.This writer knows of a remarkable airline(to remain unnamed and no longer underthe same managment) with a flight man-agement team that dealt with healthissues head on and privately. A pilot, orcabin crew member, with a problem(physical or mental) could approachflight management through their unionfor help. Other crew members couldreport on behavior that concerned them,privately, with no concern of retaliation.The company would arrange for the trou-bled person to meet with an aero medicalexpert, who would employ other special-ized resources, if needed. A leave ofabsence would be arranged, quietly, ifneeded. Long term issues would includea fixed base pay being paid to the crewmember while under treatment. Unresol -vable problems typically resulted inanother job being offered in the companyor an early retirement. All of this wasdone without FAA involvement. Nothingthis airline did is in violation of FAA reg-ulations. Procedures requiring a report

upon application for a medical certificatewere reported but simply after the prob-lem was corrected and all required testingand care administered. I know lawyersreading this will be appalled by the liabil-ity being taken on by this unnamed com-pany, but hiding behind the FAA will notsoften aggressive lawsuits if a problemgoes unreported. Lufthansa is about tolearn this truth. Actually, this airline wasdoing little more than many corporationsdo. The flight crews working for this air-line knew the company “had their six,”with productivity and morale reflectingthat fact. Flight crew members with aproblem had confidence that reportingtheir issues to proper union or companymanagement served to protect them fromloss of license. Was such a culture inplace at Germanwings?

Perhaps it is time for Congress totake a long hard look at the FAA medicaldivision. Sport Pilots already fly withoutmedical certificates. Both an NPRM andFederal legislation are in play to elimi-nate the third class medical for PrivatePilots. Perhaps it is time for regulations toaddress health from a required perform-ance standpoint, with airlines required toincorporate a health system within theirOperations Specification. Perhaps it istime to realize that the FAA medical sys-tem is nothing less than “governmentmedicine.” How well is that working forour war veterans?

Editorial: Crisis of ConfidenceContinued from Page 6

Rusty Pilot Seminar, including 45 localpilots, while 70 attendees, including fivelocal IA’s, received their IA renewal inAWAM’s on-site program. - 102 scholar-ships were distributed to WAI members atevery stage of life from university stu-dents to mature members seeking a mid-

life career change to aviation. A total of$606,730 in scholarships were awarded.

The 27th Annual InternationalWomen in Aviation Conference will beheld at the Gaylord Opryland Resort inNashville, Tennessee from March 10-12,2016. For more information, visitwww.wai.org.

Women in AviationContinued from Page 20

event. She has been passionately perfectingher cupcake baking and decorating skills,driving everyone in the chapter to try togothe extra mile with their own creations andgiving the event and related cupcake salesthroughout the year a positive reputation.

While the cupcakes were baking,Rose also worked hard to create effectivemarketing materials to promote thefundraiser to teams wishing to compete,and attract community members to comeand buy. And when those details aresquared away, she serves as an essential

point-person for all things Frosting forFlight, making sure all of the additionalevent needs–from door prizes to thankyous–are met.

Above and beyond her key effortstoward the chapter’s annual fundraiser,Rose is a constant presence in chapterbusiness and at monthly meetings, help-ing to coordinate speakers and chapteractivities and promote the chapter withinour local and statewide community.

A special thanks to Rose for all ofher hard work on behalf of her chapter!

Volunteer of the YearContinued from Page 20


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operations per year, 60 percent of whichare itinerant aircraft.

A single Runway 03-21 serves theairport. This runway measures 4,987 feetin length and 150 feet in width and safe-ly accommodates all aircraft currentlyusing the airport, including theGulfstream G-IV. Due to the airport’slocation and surrounding terrain, it isimpossible to achieve a standard runwayarea (RSA) at the runway ends. RSAs aredesigned to provide a safe stopping areafor aircraft that leave the runway pave-ment. Residential and other noncompati-ble land uses make it impossible to estab-lish runway protection zones (RPZs) ateither end of the runway. FAA airportdesign standards use RPZs to avoid con-centrations of persons in the areas imme-diately off the end of a runway. There area number of large general aviation air-ports with non-standard runway safetyareas throughout the United States.

In 1984, the FAA and the city exe-cuted an agreement that addressed anumber of disputes and litigation con-cerning aircraft noise impacts on thecommunity and access restrictions.Under this agreement, “the city mustoperate and maintain the airport as aviable functioning facility without dero-gation of its role as a general aviationreliever airport...or its capacity in termsof runway length and width, taxiway sys-tem, and runway weight bearing strengthuntil July 1, 2015.” In return, the city isable to prohibit the takeoff of aircraftbetween the hours of 11 p.m. to 7 a.m. onweekdays and from 11 p.m. until 8 a.m.on Saturday and Sunday. Single eventnoise exposure levels are capped at 95dB.

Despite this agreement, local resi-dents continue to express their concernsregarding the noise, pollution, and jettraffic at the airport. The city has reactedto those concerns from the local commu-nity by proposing various new accessrestrictions. However, local pilots haveprotested these attempts, and the FAA hasruled in their favor, often citing the 1984agreement as the basis for no additionalrestrictions.

Since approximately 2000, Rep.Henry Waxman (D-Calif.) has proposedreducing the length of Runway 03-21 toestablish a full 1,000-foot RSA. The FAAresponded, “A reduction of the runwaylength to 4,000 feet would restrict theability of certain types of aircraft to oper-ate at the airport and would be contrary tothe city’s commitment under the [1984]Agreement.”

On April 23, 2007, the city of SantaMonica passed a resolution to shorten the

runway by a total of 1,200 feet–600 feetat each end. The FAA is urging the city toconsider enhancing the runway’s safetythrough the use of an engineered materi-al arresting system (EMAS). This light-weight, crushable concrete deceleratesthe aircraft when it rolls through thematerial. To date, there have been fourincidents where the technology hasworked successfully to keep aircraft fromoverrunning the runway and, in severalcases, has prevented injury to passengersand damage to the aircraft.

Currently at dispute is the size of theproposed EMAS installation. The FAAhas proposed an EMAS installation thatwould reduce the length of Runway 03-21 by approximately 145 feet and utilizeas much land as is available at each end.The city has rejected this proposal, claim-ing it is inadequate.

The accident history at SMO doesnot indicate any discernable trends withregards to jet aircraft. The majority of theaccidents on the airport have involvedpiston-powered aircraft landing short.Between 1981 and 2007, there have beensix runway overruns at SMO. All six ofthese incidents involved piston-poweredaircraft. Reducing the length of the run-way could have an adverse impact onsafety.

For the past several years, CaliforniaAssembly Member Ted Lieu has intro-duced a bill that would require SMO tokeep statistics to help gauge the effects ofaircraft pollution on the health of nearbyresidents. Although the bill never passed,a recent study conducted by the SouthCoast Air Quality Management Districtand funded by the EPA found elevatedlevels of lead near runway sites and sur-rounding communities, but at levels thatare still below federal and state standards.A final report that will include the fullanalysis of the study’s results is beingwritten.

The airport last accepted a federalAirport Improvement Program (AIP)grant in 1994. Approximately $9,949,563in federal AIP grants has been invested atSMO. The airport once housed an Armyfacility and is considered federal surplusproperty, effectively requiring the city tooperate it as an airport in perpetuity.

AOPA’s Position

This airport has been under threat fordecades, and AOPA has worked hard tokeep it open and accessible. AOPA hasbeen engaged in these challenges withSMO at local, state, and federal levels.We will continue to fight for this vitalreliever airport and stand ready to assistthe FAA in this most recent battle as

Santa Monica AirportContinued from Page 19

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ByAnna Serbinenko

Some pilots spend their precioustwo weeks annual break fromwork frying themselves in the

Hawaiian or Mexican sun. Others climbJomolungma or hike on the North Pole.Most spend a less exotic period of time ata major theme or national park. Whenback, we aviators often pack up familyand friends and drag them to the nearestairshow, for nothing else but to promiseourselves–like every single one of theprevious 10 airshows–that one day I willbecome an aerobatic pilot.

Let’s start with those who simply say“One day, I will become a pilot.” I amgoing to bust two myths here–about timeand about money:

1. “Pilot license is expensive.” Ioften hear that from people inquiring, andinstead of avoiding the topic, I ask themstraight: “Okay, how much do you thinkit costs?” I’ve heard everything from$10,000 up to $200,000. Many peopleare actually surprised how affordableearning a pilot’s license is, often cheaperthan your next house repair and a fractionof the cost of the next car you buy.Depending on location, less than $8,000dollars can get you to a private pilotlicense! The new Sport Pilot License(“Recreational Pilot License” inCanadian terms) can drop that cost tounder $4,000. There are a number ofscholarships and grants available, espe-cially for women in aviation.

2. “It takes a long time to become apilot.” Actually, not that long. Doing itfull time, a private pilot license can becompleted in six to eight weeks. If youare doing it on weekends at your localflying school, count on about six monthsor so. Again, the Sport Pilot license cantake half as long. If the flight school ofyour preference is far away from home,plan on combining vacation time withflying and come home with wings.

Many of us entered a flight schoolfor the first time inspired by the likes of“Top Gun” and other adventure films orbooks, only to end up flying straight andlevel for that $100 dollar hamburger forthe next 10 years. Only at airshows arewe sometimes reminded why we got intoflying. For me personally, aerobatics wasa second breath of air, a fresh wave ofexcitement after the first 1,000 hours ofroutine professional flying. The problemmost face in wanting to pursue aerobaticflying–how do I start or find an “AcroClub” or flight school that can help merealize the original dream?

Even though aerobatic aircraft andaerobatic instructors are more rare than

the stereotypical “Cessna 152Specialists,” some of the well-knownperformers that you have seen at airshows are accessible for flight training.Your flight with one of them is perhapsjust a phone call away!

Take a look at this short list I havecompiled of the top five destinations foryour next “make-your-coworkers-jeal-ous” vacations:

1. Florida - PattyWagstaffAerobaticInstruction. Aerobatic instructors or Pattyherself teach in a Decathlon or an Extra 300.https://www.facebook.com/Aerobaticschool

2.Arizona – Flipside Aerobatics.Will Allen provides upset training andaerobatic instruction on his Pitts.http://flipsideaerobatics.com/

3.Alabama – Sky Country Lodge.Greg Koontz himself trains you on aDecathlon out of his bed-and-breakfastlodge with a private grass strip.http://www.gkairshows.com/

4.California –TutimaAcademy ofAviation Safety, Sean D. Tucker. Theschool offers aerobatic training on a Pittsand an Extra. www.tutimaacademy.com

5.British Columbia – CanadianFlight Centre. Anna Serbinenko (that’sme!) provides aerobatic training on herairshow Super Decathlon. The schooloffers all range of flight training, from tailwheel to turbine. After your loops androlls in the decathlon, consider taking aCFC’s Citabria for a beach landing pic-nic. Your BC vacation promises to beunforgettable! www.cfc.aero andwww.annaserbinenko.com

And what do real pilots have to sayabout the acrobatic experience we offer inbeautiful British Columbia? This is whatRyan Abel, a commercial student pilotAnna met in Fort MacMurray airshow,Alberta, says about his aerobatic trainingexperience in Canadian Flight Centre:

What a great place to learn to fly!Especially if you like aerobatics, or wantto learn! Anna is a fantastic aerobaticspilot and instructor, and is well connect-ed in the aviation community! I had theopportunity to spend a week doing aero-batics training with Anna in July 2014and it was the most fun I’ve ever had!!! Itis a true art!!!

Thanks Anna and team!!!Safe flying!!!- RyanAbel-

Opportunities for a true flyingadventure await those who are willing tosee the world from a different angle. Stopdropping your dreams into a bucket and,fire up your computer andmake a contactthat will change your life. You have

AN ACTIVE VACATION REDEFINED


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The Good, The Sad, and TheUgly, PlusAFewWords On

Marriage

My column this month was a realchallenge and for good reason. So manythings have been happening from crazyweather to gas prices that require you flywith your banker or a line of credit goodfor at least a 1,000 miles.

My dilemma was deciding whetherto start with the good stuff and end withthe bad, or start with the bad stuff and endwith the good. If my memory serves meright, I was always told to say somethinggood before you say something bad,hence, here’s the good parts first.

Keeping UpWith The Thomas’

Now pay attention to this storybecause some of it will be on the final.OK, here goes. A broker to be named at alater date sells a really nice 172 to a cou-ple of best friends. Golf and the 19th holebecame more important than flying andafter just three months of pride of owner-ship, plus a basket full of $$$ for some up-grades, they decide to sell their airplane.

Theymade this decision on the spur ofthemoment and after a few cocktails, to selltheir airplane to someone they described as,“A really nice guy!” They not only soldtheir 172 Beauty for almost 10 Geeeeeeeesless than they paid for it but they deliveredit with a fresh annual because as they said,“he’s a really nice guy!”

I helped with the paperwork, and theonly thing missing was the new buyerwhom, I might mention I hadn’t met yet.Weeks went by, and then a couple ofmonths, and then one day the phone rang.A charming, really nice voice said, “Hi,I’m the really nice guy that bought thetwo best friends 172.”

After some small talk, we agreed tomeet soon and that we did. He began bysharing his story about having owned aT-6 some years ago, and while he didn’thave a ticket then, he liked flying aroundin his T-6 with a qualified pilot, of course.

He went on to tell me about his per-sonal life and why he wanted the air-plane. Now this is where you have to payattention if you want a passing grade. Hetold me he wanted to get his ticket, havehis son get his license, and in addition, healso wanted his ex-wife to learn to fly.

So far so good, right? No! He wenton to say that his ex-wife runs his busi-

ness, lives in his house with her presenthusband and he, his girlfriend and son alllive in some kind of blissful co-existence.Every Friday they are at their airplaneadding hours to their logbooks and theend of this story is this, “He’s a reallynice guy!”

Hey, did you know I was a pilotbefore I married you?

Which now brings me to anotherongoing saga of the single pilot that getsmarried and now he periodically has toremind his or her life partner of that fact.Note: Once a pilot, always a pilot!

It reminds me of all the divorcedwomen I dated before I lost my fear ofcommitment and they all complainedabout how bad a father/mother their exwas etc., etc., etc. I always queried themwith, if he/she was bad when you gotmarried, why do you think now thatyou’re divorced that she would be better?If you thought your spouse would getbetter, you should have stayed married tothem.

OK, Shapiro, where are you goingwith this? Good question, here’s theanswer. If you marry someone six feettall, it probably wouldn’t make sense towish they were shorter after you weremarried. If you marry a pilot and youknow how much being an aviator meansto your spouse, why surround your pilotwith words of guilt and expressions thatmight be construed as suggesting yourpilot lacks responsibility by wanting tofly, when there are a few tax deductionsrunning around the house. I can’t countthe number of stories like this I hear inany given month. Come on, folks, lightenup! Flying is great therapy and will prob-ably help keep the flame alive in thebunkhouse. Remember, you marriedthese dudes for better etc., and some stuffabout sickness and health and flying wasnot an issue...did you copy?

AhoyMate, Thar she Blows!

Afewmonths ago, I heard about twoof the flying clubs around my area plan-ning two very interesting trips. They eachhad at least two things in common, waterand flying. One of the clubs was doing aschool flight to Mexico to pet the whales.Now there is something I hadn’t doneyet. (But I have now). The other schoolwas doing a cruise to Mexico, another

great idea as a way to get to know someof your club members without a flightbag dragging behind them. Both tripswere great successes, and the second fly-ing trip has just been completed.

I, on the other hand, had to admit Inever in my life got to pet a whale. NowI want to. I also have admitted that I havenever been on a cruise ship, and by thetime you’re bored with this, I will havejust completed a 10-day cruise on theMexican Riviera, compliments of mywife. It was the first trip of my life thatdidn’t include an airplane and hopefullyincluded a whale. It probably won’tinclude a cell phone or computer unless Isneak it aboard.

Turn off Your Cell Phone! ThisPart is serious!

When we lose a pilot, especially oneof great experience, it always poses thequestion of why. We lost another one ofthat type last month known by many inSouthern California. His name was RickVorhies, and there is no acceptable reasonfor his loss, but he too is gone. With thatsaid, I want to end on a positive note.

The 200,000 “G”Maneuver

It’s hard to believe it was almost 15years ago that most of the airshow com-munity west of the Rockies, and anyonethat took aerobatic flying seriously, metout at theAla Doble Ranch. That was thetrue field of dreams and the creation ofthe late and wonderful Vern Dallman Jr.

The best of the best, and the truelovers of aerobatic flying were alwaysthere. That was a time when you wereshoulder to shoulder with WayneHandley, Sean D. Tucker, Julie Clark,and of course Amelia Reid. This is theshort list. I promise you the list was muchlonger. I’d better add EddieAndreini, BillCornick, and many other great pilots.

I remember a spectator flew in withhis brand new Pitts S2C. That was a daythat Sean “D” was supposed to do spindemo and would you believe, he showedup in a Cherokee. I casually asked the newPitts owner if I could borrow his airplaneand thinking I was joking, he said yes.

A short time later, it was time forSean to do his demo flight, and we allgathered outside of the big hangar, wewere sitting in and via a handheld radio,we joined Sean in the Cockpit.As he was

doing his spin demo, the nice man whohad loaned me his Pitts joined the crowd,and began staring at the blue sky with therest of the 500 people there. It was only afew minutes later when we heard thescream; “oh my G-d, that’s my airplane!”

As many of you know by now, Seanpracticed what he preached inApril whenhe had to abandon his favorite airplanefor all the reasons you’ve probably readabout already. My point is that Seantaught us what to do in an emergency,and he put his parachute where his mouthwas. I’m sure in the weeks to come wewill read and hear from Sean about hisexperience and hopefully we will alllearn from it. My personal thanks to Seanfor not just being a Super Star but a superrole model.

Insulin Is My Co-Pilot

When I decided to write on this sub-ject, I had planned on ending my columnlast month with this statement: “I hopeyou’ll stop by for what I feel will be themost important column I’ve ever writ-ten.” The subject will be aviation and dia-betes and my wish is to change somelives after it’s read and maybe add a fewmore pilots to our roster. The truth is itgot lost during my final edit while I wascaring for my diabetic mother whowas atthe time, a day away from the cemetery.

Don’t discount the power of prayer,she’s now home again and back betterthan ever. (Age 94) So, Mom, I’ll dedi-cate this column to you and look forwardto many more years of your nagging.Heck, while I’m at it, I should mentionthat my stepmother is also a diabetic.

My research has taken me so muchfurther into this subject than planned for,and the information gained has openedmy eyes to the fact that Insulin dependentfolks are well ensconced among those ofus in aviation. To that, I say, bravo! Themore I looked, the more encouraging thisavenue became. So, I kept going downthe road, and it was well worth it.

Some of you may recall that a fewyears back I talked about a love story thatwas born during one of the annualAerobatic Safety Seminars. We sharedwith you the discovery that one of theattendees found he could move from RCflying to the friendly cockpit of an air-


W h a t’ s U p ! ?

Larry Shapiro


WITH A VERY HEAVY HEART, HERE I GO!(Ten Years Ago I Wrote)


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craft with seats and onboard pilot. Thatwas about 200 plus flying hours ago forPrivate Pilot Fred and now we offer youthe next chapter. This time the name isTerry, and he’s a real Hummer; I mean hedrives a real Hummer.

The initial motivation for this columnwas meeting this now newly soloed stu-dent pilot and aiding him in his pursuit ofthe right “First Airplane.” One of our firstquestions, when interviewing prospectivebuyers, is to ask whether they have a cur-rent medical certificate. His answer was afirst also; he said he had two of them. Itwas at this time I found he was an AirTraffic Controller from the OaklandCenter, a facility that controls one tenth ofthe earth’s surface (a little trivia for thoseof you who didn’t know that).

Well, his answer, to say the least,provoked my next semi-intelligent com-ment, huh? He explained that he held asecond-class certificate for his day joband a third class certificate for flying. Iknow, I know, a little confusing which iswhy you may send your questions to me,and I’ll forward them to Terry. He’s theman with the answers.

I should mention that I thought Imight be talking to the one guy out ofmany that was in this predicament, wrong!I was almost knocked off my non-skidhangar shoes when he shared with me thatthere might be as many as 500 Insulin-dependent pilots spending time with us inthe now Insulin-friendly skies.

So far this might sound like, sowhat? Big deal! Yeah, it is a big deal, andthese special folks walk really close to abed of hot coals getting and keeping thesetickets. Gee, I wonder howmany Insulin-dependent drivers we have out therehelping us make commute traffic?

A thumbnail sketch of the regimenthey go though in the way of testing canbe daily, weekly, and monthly right downto testing during flight.And talk about thehonor system, you must report numbersthat aren’t within the “OK” limits. If youget caught not being Abraham Lincoln,you’re back to flying elevators andanswering phones at the FAA with, howmay I direct your call?

Here’s just a sample of what it can belike for those doing and those who mightwant to do it. You start with about threepages of medical requirements for a classthree medical. For the class two, add see-ing an endocrinologist every three months

and an ophthalmologist every year.While performing his day job, Terry

checks his blood glucose level three min-utes before his shift and every two hoursduring his shift.

Perhaps a little history on Terrymight help those of you who are readingthis and saying “wow!” I can really dothis! Well, at least I want to try.

It was on his 30th birthday whenTerry found he was the proud owner ofType I Diabetes. He was the first Insulin-dependent diabetic to work in theWestern Pacific Region and the second inthe country. Now others may be hired ifthey follow the right protocol.

Of course there is more specific dataand technical information available forthose of you who are interested. It’s wayover my head, and my hope was to lightthe way for those readers who want toexplore this avenue further.

I’d like to end this segment bytelling you that I lost a grandmother, abrother and, as I mentioned above, some-day soon probably my mother to this dis-ease. If these few words help to opensome doors for you, then we’ve succeed-ed, and I can allow myself to feel that mygrandmother and brother lit the way forme to explore this avenue even furtherwith and for you. By the way, my motheris now 93 and still sends me to my room.

On a personal note, I’d like to thankyou for your time and attention and inviteyou to please feel free to forward yourquestions, email addresses, or phonenumbers tome, and I’ll be pleased to passthem on to Terry.

On Final

As we approach the celebrations ofEaster and Passover, I once again remindall of you of the value and importance of“family.”At my age, this value continuesto grow and become more valuable. Tomy family, I love you all more with eachpassing day.

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

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

Continued from Page 26What’s Up

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• Aerobatics Instruction and Air Shows •

By Diana BachertNational Museum of the U.S. Air Force

Seventy-three years ago, 80 menachieved the unimaginable whenthey took off from an aircraft carri-

er on a top secret mission to bomb Japan.These men, led by Lt. Col. James H.“Jimmy” Doolittle, came to be known asthe Doolittle Tokyo Raiders.

In recognition of their outstandingheroism, valor, skill, and service to theU.S. military service during World WarII, the Doolittle Tokyo Raiders will beawarded a Congressional Gold Medal onApril 15, by leaders of the House ofRepresentatives and Senate.

The medal, the highest civilian honorthat Congress can bestow, will be present-ed to the National Museum of the U.S.AirForce by Raider, Lt. Col. Richard “Dick”E. Cole, during a ceremony at themuseumon April 18, the 73rd anniversary of theraid. Raider Staff Sgt. David J. Thatcher isalso planning to attend.

Today, just three of the men survive:Cole, a co-pilot of Crew No. 1; Lt. Col.Robert L. Hite, a co-pilot of CrewNo. 16;and Thatcher, an engineer-gunner ofCrew No. 7.

The medal will be on permanent dis-play at the museum following the cere-mony as part of the Doolittle TokyoRaiders diorama which features a NorthAmerican B-25B Mitchell on the simu-lated deck of the USS Hornet.

Each year, since the end of WorldWar II, with the exception of 1951, theDoolittle Raiders have held an annualreunion. The museum had the privilegeof hosting the Raiders in April 1965(23rd), 1999 (57th), 2006 (64th), 2010(68th) and 2012 (70th) and also hosted

Cole, Thatcher and Lt. Col. Edward J.Saylor, during their final toast to theirfallen comrades on Nov. 9, 2013.

“Given our mission, the NationalMuseum of the U.S. Air Force providesthe most appropriate home for theDoolittle Tokyo Raiders CongressionalGold Medal,” said retired Lt. Gen. JackHudson, the museum director. “It isimportant to pay tribute to the DoolittleRaiders for uplifting the spirits of allAmericans and for their supreme exam-ple of courage, professionalism, creativi-ty, leadership, and patriotism. Here at themuseum, their story will live on to con-tinue to educate and inspire future gener-ations of Airmen and visitors fromaround the world.”

The raid, which took place April 18,1942, was an extremely important eventin the development of American airpower. It marked the first combat use ofstrategic bombardment by the U.S.ArmyAir Forces in World War II. While theattack itself caused little actual damage toJapanese war industry, the psychologicalimpact on the Japanese military and theAmerican public proved to be immense.It forced the Japanese military to pullforces back from the front lines to protectthe home islands and showed Americansthat the war could be won. The U.S. AirForce has drawn upon the DoolittleRaiders for inspiration ever since.

In honor of these World War II avia-tion heroes, theAir ForceMuseumTheatrewill show The Doolittle Raid: A Missionthat Changed the War, with guest speakerCindy Chal, daughter of Cole, on April 17and 18. For more information about theApril 15 reception or the shows on April17 and 18, visit the museum’s website athttp://www.nationalmuseum.af.mil/

DOOLITTLE TOKYO RAIDERS TO RECEIVECONGRESSIONAL GOLD MEDAL

The USS Hornet had 16 U.S. Army Air Forces North American B-25B Mitchells ondeck, ready for the Tokyo Raid on April 18, 1942. (U.S. Air Force Photo)

Each annual trip to San Franciscoreveals new, dramatic changes –some are impressive, others give

me concern. Of course, I endorse citygrowth. I want every citizen to flourish.But why not develop growth within thebounds of the historical and architec-tural integrity that originally made SanFrancisco one of the world’s greatestcities? Why install modern arms on theVenus de Milo?

Some developers, those with con-science, passion and integrity, are erect-ing structures that enhance the fabric ofthe city. Others are building people ware-houses – just four dreary cement walls tohouse the droves of pilgrims who want tolive in town.

As we do every year, we roamedaround the town – paid visits to where Ilived as a kid during WWII and visitedseveral restaurants, some old and somenew. Here is a list of what I considersome of the city’s hotel and restauranttreasures.

TheAirport

My airport of choice is OaklandInternational (KOAK). Oakland andKSFO are virtually equidistant from thecity. The Oakland field is more generalaviation friendly. One ILS runway,27R/9L, is reserved for GA. KaiserAir,510/569-9622 is my usual stop.Landmark Aviation, 510/633-1266 is theother FBO. Kaiser can arrange for arental car, which can be left at the FBOupon your departure.

Hotels

Intercontinental Hotel, 888Howard Street, San Francisco, CA94103, 415/616/6500, www.inter conti-nental san francisco.com

This hotel represents an excellent

example of graceful, modern architec-ture. The soaring tower of translucentcool blue has become one of the city’smost admired modern landmarks.

Located directly adjacent to theMoscone West Convention Center, thisgleaming structure occupies a strategiclocation for both business travelers andleisure visitors. The hotel is within easywalking distance of Union Square, pre-mium shopping areas, including theWestfield complex, and some of thecity’s best restaurants and saloons and thetheater district.

Reaching 32 stories above the trendysouth of Market Street District, the hotelembodies 550 rooms, 14 suites, 43,000square feet of flexible and diverse meet-ing space, a spa with 10 treatment rooms,a full-service fitness center, and an indoorheated lap pool.

Club Intercontinental, offered forjust a few extra bucks, is a classy clublounge where, throughout the day, youcan grab a coffee, enjoy an extensivebreakfast buffet in the morning or down afew cocktails and hot snacks duringhappy hour. On the top three floors, theClub Floor accommodations deliver spec-tacular views. Other Club Floor goodiesinclude twice-daily maid service, premi-um robes and slippers, complimentarylocal calls, and a special pillow menu.

In addition to customary hotel servic-es, the Intercontinental offers complimen-tary luxury sedan service, babysitting, freeWi-Fi and foreign currency exchange. Allrooms, elegantly appointed with luxuriouswood and marble touches, have largeworking areas, LCD televisions, hi-speedand Wi-Fi Internet, and floor to ceilingwindows affording spectacular views ofthe San Francisco skyline.

Decorated to reflect modern sophisti-cation, the 14 top-of-the-line hotel suitescan operate as a perfect place to conductbusiness as well as a superior location forleisure time with family or friends.Four Seasons Hotel, 757 Market

Street, San Francisco, CA94101, 415/633-3500, fourseasons.com/sanfrancisco.

Majestically soaring above MarketStreet, just two blocks from the financialdistrict in one direction and three blocksfromUnion Square and luxury shopping inthe other direction. this hotel offers unpar-alleled grace, luxury, and charm in a set-ting, which is understated, pampering, andrelaxing. Although I consider the FourSeasons to be the classiest hotel in town, no

one gave me that supercilious look as Istrolled through the lobby in my raggedyjeans. This hotel is ideal for both a high-powered business meeting or just to kickback.

“The demographics are changingdramatically,” Doug Housley, the Gen-eral Manager, told me. “High-tech youngmen and women are moving to, or visit-ing San Francisco for business. Thisgroup demands the best, but they eschewthose pesky haughty attitudes.”

“Culinary and libation tastes arechanging as well,” said Erissa Kido, theFood and Beverage Assistant Director.Folks demand fine wines, fun drinks, andhealthy, understandable food.”

This hotel is the epitome of luxury,while at the same time, an inviting casualretreat for guests of all ages. Enter thestately lobby and feel the warmth of thepaneled walls, the soft, earth-tone colors,and the friendliness of the efficient,down-to-earth staff.

The guestrooms exude subtle refine-ment and a residential ambiance with softhues of rich mocha, teal, and pewter.

Views from the floor-to-ceiling win-dows are breathtaking. Marble bath-rooms are huge, all with a deep soakingtub and a glass-enclosed shower. Theaccommodations have large dressingareas, comfy lounge chairs, dedicatedworking areas with executive desks, and

huge flat screen TVs.Available to guests is the next-door

Equinox Sports Club with a 75-foot pool,127,000 feet of workout and wellnessspace, and even a place to gather a pick-up game of basketball.

Bring the kids – the hotel providesthem with special coloring books andother toys, milk and cookies, and top-notch babysitters.

Restaurants

John’s Grill, 63 Ellis Street, SanFrancisco, CA 94102, 415/986-0069,www.johnsgrill.com.

If Dashiell Hammett ate here, it’scertainly a place one should try. Thislandmark, the partial inspiration and set-ting for The Maltese Falcon, has beenone of my haunts for years.

Many of the dishes hark back to themid-twentieth century. Such classical itemsas a jumbo prawn cocktail, Maine lobsterravioli in a creamy tomato sauce or genuineNew England clam chowder, on the endan-gered list at most places, are impeccablyprepared and presented at John’s Grill.

Steaks, from Harris Ranch areCertified Angus and are carefully aged.The choice ranges from bone-in NewYork, rib eye to T-Bone or porterhouse.Served with a huge baked potato andfresh vegetables, these steaks are juicy,succulent and extremely tasty. Othermeat dishes include outstanding lambchops or calves’ liver and onions.

The interior is a masterpiece of mid-century design. Genuine wood-paneledwalls, soft lighting, cozy booths, period


Stuart J. Faberand Aunt Bea

Flying With Faber

MY ANNUAL VISIT TO SAN FRANCISCO


One of the luxurious King Executiverooms at the Intercontinental Hotel.

(Courtesy Intercontinental Hotel)

The Four Seasons (Mary Nichols)

The Four Seasons (Ed Caldwell)

(Courtesy of John’s Grill)

furnishings and a virtual museum ofsome of San Francisco’s early goldenyears. The walls are adorned with blackand white photos of famous patrons ofthe past.You will feel as if you were step-ping back to another time; yet, serviceand cuisine present just the right subtleamount of modern touches.

The restaurant is within walking dis-

tance ofMoscone Convention Center, thedowntown theater district, Union Squareand many of the major hotels.Osso Steakhouse, 1177 California

Street, San Francisco, CA 94108,415/771-6776, www.ossosteakhouse .com

Notwithstanding admonitions frommy cardiologist, my journalistic endeav-ors often embed me in danger. My mis-sions are not as perilous as those of a war

correspondent, but I do expose my arteriesto butter, steaks, sauces and too many car-bohydrates. I love every moment of it –and at my advanced age, I can still fly anairplane and perform 100 pushups. I per-formed both on this trip. Plus, I write acolumn titled “In Search of the UltimateSteak,” so what choice do I have?

We visited two steakhouses.Although miles apart in terms of décor

and culinary philosophy, each was out-standing.

Atop Nob Hill, Osso has a spiffy,modern design with soft lighting, boothswith white tablecloths and an impressiveopen stainless steel kitchen. Service ishighly efficient and attentive but certain-ly not overbearing. You will be comfort-able either in jeans or tailor-made attire.

The folks at Osso are scrupulous,even fanatic, about the proper aging andpreparation of their prime beef. Steaks areaged in a special facility for up to sixweeks in a sanitized and closely monitoredenvironment where the ambient tempera-ture must be maintained within a degree.Humidity must be exactly 15 percent, andthe flow of air must be at 15 feet per sec-ond around the exposed meat. Then, thebeef is cut to Osso’s specifications.

The steaks are cooked in extremelyhot cast iron skillets–a method I haveemployed at home for many years. Pancooking allows greater control, excellentsearing, and the means by which the cookcan gather the juices and baste the steak.The result will be one of the juiciest, fla-vor-packed steaks youwill ever encounter.

Ordinarily, I’m not much of a filetmignon fan. However, Osso’s two-inchthick bone-in version was absolutely outof this world! Osso offers a Porterhousesteak where they divide the filet portionfrom the New York co-tenant. Sidesinclude a wonderful mac and cheese anda roasted potato-vegetable combination,which is outstanding.

Franciscan Crab Restaurant, Pier43 1/2 Fisherman’s Wharf, SanFrancisco, CA 94133, 415/362-7733.www.franciscanrestaurant.com.

My annual visits are not completewithout a stopover at Franciscan. Perhapsit’s trifle touristy, but who cares? The


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Flying WIth FaberContinued from Page 29


(Courtesy of Osso Steakhouse)

(Courtesy Franciscan Crab Restaurant)


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seafood is among the freshest in town,the service is impeccable, and the pricesare far from tourist-aggressive.What bet-ter endorsement than the many localswho frequent the place.

High ceilings and 20-foot windows,offer unforgettable views of SanFrancisco Bay, the Golden Gate Bridge,the Bay Bridge, San Francisco’s spectac-ular skyline, Alcatraz, and of course, his-toric Fisherman’s Wharf. Built in the late1950s and recently remodeled, theFranciscan restaurant has been a long-standing component of San Franciscoseafood dining and Fisherman’s Wharf’slandscape. Countless visitors, both nativeand from afar, have made the Franciscanrestaurant a local tradition in seafood din-ing on the wharf–and throughout the city,for that matter.

Now for the cuisine, I recommendstarting off with a plate of fresh oysters ora crab cocktail. And by all means, don’toverlook the luscious clam chowder. Thebowl is a half loaf of sourdough breadfrom which the center has been scoopedout – I ate the bowl as well.

Just-caught fish of almost everydescription is available – halibut, salmon,sea bass, all cooked either on the grill orfried. Also offered is a wide selection ofpasta dishes. My favorite is clams fettuc-cini. You can enjoy a chicken sandwich,a crab slider, or a crab enchilada – or afilet mignon, but I came here for theseafood – and there is no better wholeroasted Dungeness crab than the critterserved at Franciscan. The waiter willplace the plated whole crab on the tableso that you are face to face with the crit-ter. Indeed, it stares you down. I staredback and almost felt sorry for its immi-nent plight. Instantaneously, my hungerovercame my sympathy. This was thefreshest, juiciest crab I have everdevoured.

Save room for dessert. They maketheir own frozen custard, just like theWisconsin variety. We took it on as achocolate sundae. I also suggest the wildstrawberry cheesecake or the chocolatetruffle cakeRN74, 301 Mission Street, San

Francisco, CA 94105, 415/543-7474,www.rn74.com

Michael Mina, one of America’smost impressive avant-garde chefs, hasplaced his imprint on a number of newrestaurants, among them, RN74. Takingits name from the highway, RouteNationale 74, which runs directlythrough the Burgundy region of France,it’s no surprise that this is a wine-centricFrench inspired restaurant.

RN74’s wine program, created by

MinaGroupwine director and James BeardAward-winning author, Rajat Parr, focusesheavily on the greatest producers andregions of Burgundy. However, the well-balanced list also showcases internationaland domestic selections. RN74 has beenawarded Wine Spectator’s highest honor,the “GrandAward” every year since 2010.

RN74’s menus are clearly inspiredby the wine program; built on a founda-tion of regional French cuisine, yet mar-ket driven with refined, modernAmerican influences.

Adam Sobel is the Executive Chefand Partner at RN74 where his creationsreflect his aptitude for melding interna-tional flavors with classic French tech-niques as well as his preference for work-ing with local ingredients. At RN74,Sobel draws from France’s culinaryimpact on different parts of the world todeliver a menu packed with dishes rootedin the spirit of classic French cooking butpresented in modern and occasionallywhimsical iterations.

Menu highlights include; Pate DeFoie De Canard with Armagnac andspiced cherries, RN74 steak tartare withVietnamese flavors, slow-cooked Alas-kan halibut with crayfish and Cham-pagne sabayon, served tableside androasted veal sweetbreads with fiddleheadferns, and English peas. For dessert, Isuggest the warm French crullers withcaramelized white chocolate and cinna-mon or the graham cracker ice creamwith praline cake.Twenty Five Lusk, 25 Lusk St., San

Francisco, CA 94107, www.twentyfivelusk.com

Sunday had arrived.We heard about arestaurant with an incredible interiordesign and fantastic cuisine.We decided towalk from our hotel, down through theMission District. After weaving through afew alleys, we started to get into the mood.After all, you can get dressed up and takea limo or taxi to some fancy joint with adoor man–or you can make finding theplace an integral part of the culinaryadventure. So here we were, in an areawhere, just a few years ago, a venture

Flying With FaberContinued from Page 29

(Courtesy RN74/San Francisco)



within would have been an exercise of badjudgment. Today, walking these streets isthe quintessence of millennia cool.

And the inside? Wow! What wasprobably a warehouse, factory or perhapsa speakeasy is now a room with huge oldbeams, brick floors, glass partitions,stainless steel and cozy booths. Now, twoadventures, getting there and seeing theinterior. But the third adventure was thebest. I opted for the brunch burger–amonster of a hunk of meat enclosed in abun of even greater proportion. The burg-er was obliged to share the bun with afried egg, a few slabs of bacon, and somefontina cheese–just what the doctor did-n’t order. But I threw caution to thewinds. Each bite produced a squirt of

juiciness that jettisoned in all directions.Perhaps the best burger of the century.

Cheryl ordered pancakes the size ofpillows. Stuffed with pineapple andwhite chocolate, the flavor and texturewere outstanding.

Also, you might consider the lobsterBenedict with poached eggs, prosciutto,wild arugula and sauce hollandaise, a porkbelly Monte Cristo with fontina, pickledginger and pear compote, or a truffle cau-liflower frittata with cheese, arugula, andMeyer lemon. I can’t wait to go back fordinner to take a look at theMuscovy duck,the fried chicken, the rack of lamb, or theSturgeon schnitzel. Most of all, I can’twait for next year to arrive for my annualtrip to San Francisco.

Flying WIth FaberContinued from Page 31

By V. Feyling

As I get suited up, I can feel myheart racing and the butterfliesstarting to flutter. To start off this

New Year, my boyfriend and I decided totake an adrenaline jump of a lifetime. Wehop in and I soon realize, there is no turningback–I’m going to jump out of this plane.

I can feel the forced smile on myface as my skydiving instructor, Sean,rotates the GoPro towards me and says,“You excited?”

All snug in this tiny little aircraft, Ilook out thewindow in fear, focusing on theabsolutely stunning Santa Barbara horizon.

It felt like it was taking hours on theway up, or it was just my mind thinkinginsane thoughts. While in the air, Seanbegins to suit us up together attachingvarious hooks to one another, which gaveme peace of mind.

As I feel my ears popping, we reachour desired altitude of 13,000 feet. Myboyfriend, Max, and his instructor openthe door of the plane and dangle their feetout of the plane. I can’t help but laughthinking, “Oh God, this is nuts.” In aninstant, they were gone.

The butterflies can’t stop–I look atthe door in awe. My body is stiff; there isa drip of sweat on my hairline, and mypalms are getting clammy in thesegloves. He hands me a pair of unfashion-able goggles and tells me to put them

on––as soon as I get them on, he starts tomaneuver both of us closer to the door.

Before long, we were dangling ourfeet out, I can feel the wind pushingagainst my black vans, and my jeans rub-bing up against this big yellow suit I’mwearing. Sean pushes my head againsthis shoulder and yells “don’t look down.”

My face is completely numb; myheart is racing and my body feels like it isbeing pushed against concrete. Our bod-ies were falling back down to earth at120MPH, and it was fantastic.

Not only was the view breathtakingenough, but the piercing wind against myface also wasn’t helping me catch mybreath.

Sean discharged the parachute, and webegan to glide through the sky as he quick-ly said, “congrats you are now a skydiver.”

Although it felt like an eternityclimbing up to 13,000 feet, it was veryrewarding after he tookmy goggles off soI could enjoy the breeze. It gave me sucha sense of fulfillment being able to say tomyself, “I had the guts to do this.”

We were gliding through the air forapproximately one minute, and it was amarvelous minute at that.We safely landedon none other than a bed of rocks, which Isurprisingly didn’t stick my landing andmanaged to slip and fall–sorry Sean!

This is a once in a lifetime opportu-nity that I hope everyone can enjoy, espe-cially in sunny Santa Barbara.

SKYDIVE

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Greatest Stories Never Told is cele-brating Black History Month by releasingthe first of their Living History videos–featuring James Herman Banning (1899-1933). Banning was the first AfricanAmerican to fly across the United Statesand the first to receive a United StatesDepartment of Commerce pilot’s license.These short vignettes are being madeavailable to schools to help tell the realstory of aviation, one in which minoritieshelped create the Golden Age of Flight.Banning was famous in his day. My part-ner, Pat Smith, discovered more than 90articles written about Banning’s exploits ina brief two-year period. Each article tells ofan adventure in flight made by Banning.

•Negro Flyers Off 3,000 Mile Dash,California Eagle, Oct. 14, 1932

•Coast-to Coast, Via the AerialHighways, Pittsburgh Courier, Oct. 22,1932

•Negro Aviators in TranscontinentalFlight, The Black Dispatch, Sept. 29,1932

•Daring Aviators Near Goal,Pittsburgh Courier, Oct. 8, 1932

•Two Aviators End Flight AcrossU.S., Atlanta DailyWorld, Oct. 14, 1932

•Local Airport Officials Pay FlyerFine Tribute, Pittsburgh Courier Feb.11, 1933

•Negro Airmen Thrill Crowds withStunting, New Journal and Guide, Aug.13, 1932

•Coast-to-Coast Flyers in Crash,The New York AmsterdamNews,Nov. 16,1932

These are just a sprinkling of thenewspaper accounts of Banning’sexploits. Yet, Banning has been forgottenby history. Why? Because these paperswere all African American Newspapers.Mainstream papers refused to write aboutan African American Hero. In 1932,when African Americans made majorcontributions to aviation, these contribu-tions were virtually ignored.

A year ago, I traveled to HistoricWilliamsburg and was enchanted by con-versations with George Washington,Thomas Jefferson, and Patrick Henry. Thepeople playing these Living History partsnever broke character. They spoke as if theywere from the past, and I was fascinated.

Yet, I couldn’t help but be a bit put-offby the lack of women and minorities beingportrayed. These famous men helpedshape America, but who else helped shapethis country? That’s when the idea of doinga series of Living History films of minori-ty and female heroes came to me.Why nothave these unknown heroes visit students

in their own classrooms?Why not start with The Golden Age

of Flight? Having worked for theSmithsonian, I was well aware that sever-al African Americans contributed to thegrowth of aviation, but few people areaware of these contributions.

Greatest Stories Never Told, a compa-ny cofounded by me and my partner, PatSmith, decided to dedicate itself to makingthis vision a reality–creating LivingHistory Videos for elementary and middleschool students across the country.

James Herman Banning became theobvious choice for our first venture. Wehad researched his life thoroughly, heachieved several milestones in aviation,and we found a Broadway actor, JeantiqueOriol, who not only looked like Banningbut who was a great actor. Lamar Cheston,also on Broadway, agreed to playBanning’s partner and mechanic, ThomasCoxAllen.Weweremissing one importantcharacter though–the Eaglerock Biplanethat Banning flew on his voyage. GeorgeJenkins generously agreed to allow his pre-cious (and may I add fabulous) Eaglerockto become one of the main characters ofthe Living History films and even flew thebiplane in a number of scenes.

We created four scripts with contri-butions from Layon Gray and KathrynErskine, both award winning writers.With the help of Producer James Castle,we began filming.

These films will take students backto a time when Jim Crow was the law inmany parts of the South and the BlackCodes were considered a way of life.Banning’ s contributions to aviation dur-ing these turbulent and oppressive timesis nothing short of miraculous and thesefilms allow students to experience thatmiracle themselves. The videos will beavailable on Feb. 1st on JHBanning.comas well as onYouTube. Join the adventureand experience the Golden Age of Flightin a new way.

Be a Banning supporter! GreatestStories Never Told is a 501(c)(3) compa-ny, visit the JHBanning website(www.jhbanning.com) Living Historypage to contribute to the journey.

JAMES HERMAN BANNING COMESTO LIFE IN LIVING HISTORY!

Jeantique Oriol (Banning) and DeanSheldon

Iquit using XM weather servicesome time ago––in fact, long beforeI got the RV-8 almost two years ago.

And when the time came to do theannual expense review for taxes, Ifound out that I’ve paid $400+ this pastyear alone for a service I thought I’dcancelled. Of course, I had no record ofthe cancellation and neither did they.Wait time to talk to a representative: 61minutes at 9:42 PM. Their voiceresponse system offered to call meback when I was first in the queue.Thanks, guys, but I’ll be sound asleepby then.

To be fair, XM gives much betterweather depiction than ADS-B. Thebiggest difference is that XM gives

detailed weather all over the country,whereas ADS-B gives detailed weatheronly within, say, 150 nm of your presentposition. Beyond that distance, all youget from ADS-B is indecipherable blobsthat say, yup, uh-huh, lots of somethinghappening way over there. Useless.

The technical reason is that there aretwo kinds of NEXRAD weather sentover ADS-B, regional and national. Youcan figure out the rest.

In the picture, the airplane is on theground at KIOB, at the top of the picture,about to fly to KDKX, in the center of thepicture. Note the fine resolution of theweather depiction to the southeast of thecourse and the terrible resolution overFlorida. The regional NEXRAD givesenough detail to help you make deci-sions; the national does not.An FAAoffi-cial said this morning that they have noplans to change things.

But if you only make one or twoserious X-C trips a year, who wants topay for onboard weather? Last time Ichecked, XM charged $75 to initiateservice, making it impractical to onlyturn it on when you need it for a trip. It’sgetting to the point where with XM anddatabase updates and hangar rent andinsurance, you can get that mythical $100hamburger...or even an $800 hamburger,without ever having to go to the airport.

• • • • •

A friend of mine recently upgraded

his avionics to include ADS-B, bothbands, in and out. His experience is…interesting.

ADS-B only sends traffic informa-tion to the vicinity of planes that arethemselves sending out traffic informa-tion. Trouble is, if you’re sending outyour own information on both ADS-Bbands, the ground system gets confusedand does not send any traffic informationto your vicinity. The air-to-air part stillworks though.

But wait, there’s still more!Apparently ADS-B divides the U.S. intofive regions, and your plane has to be“registered” to work in a region. Theregions don’t talk to one another, orsomething like that. (I may have thedetails of the problem misstated, butthere is a problem).

Lastly, Big Brother (formerly knownas Uncle Sam) records the ADS-B dataand keeps it forever. I vaguely recall thatwhen transponders came out, there was adiscussion of whether mandated safetyequipment could be used for prosecution.

• • • • •

Not being one to accept things pas-sively, my friend got in touch with anADS-B honcho. He turned loose his pro-grammers, they found the problem,reprogrammed the Jacksonville andSavannah ADS-B ground stations, andthe ground now sends correct informa-tion to his dual band system.

There are a lotof good folks in theFAA, but as in anyother organization,unfortunate eventsovershadow themany little good things.

• • • • •

Last weekend, I was going to go fly-ing in the Cessna with my instructorbuddy (my strength is recovering all tooslowly from the back surgery) and acoworker. I got to the hangar early to pre-flight and all that, and pushed the OPENbutton on the hangar door controller.There was an impressive new noise, thefar end of the hangar opened two inches,the near end stayed put, and then every-thing got quiet. The hangar door wouldnot budge. There are latches at each endthat are released automagically by cablesas the door opens, and the one at my endwas still latched, and the steel cable wastaut and then some.

I called the FBO and they sent someguys over to look at it. Before they gotinside, one of them said, oh s***, and weknew that we would not be flying thatday. Turns out that the sheet metal on theoutside, where the doors fold, had gottentwisted. I have no idea how that couldhave possibly happened, but it did.

I’m just hoping to get in a goodflight before annual inspection starts laterthis month.


EdWischmeyer

Homebuilder’s Workshop

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In our previous edition, we wroteabout Buddypilots, a Canadian startupworking on solving General Aviationmanagement problems. Two partners ofthe company will be at Sun n’ Fun tocover the event and meet pilots from allover North America.

Buddypilots offers a suite of web-based tools for pilots, aircraft owners,and fleet operators (FBOs, flight schoolsor flying clubs). Their focus is helpingyou save time and money and helpingyou fly more. With features such as ascheduler, integrated aircraft, and pilotlogbooks and maintenance tracking,pilots and aircraft owners will be able to

focus on their passion: flying!The startup has gained traction since

its launch five months ago. Nowworkingwith flight schools and operators inAmerica and Canada, the company aimsto grow its pilots and aircraft owners(partnerships included) base. To do so, aniPhone App has been developed to helpthem capture times in the cockpit.

Simply tap on your screen when start-ing your engine, taking off, landing, andstopping your engine, and you will be ableto push all this data in your pilot and air-craft logbook while tracking qualificationsand maintenance automatically. You caneven capture Hobbs and Tach if required.

The iOS App is currently in review,and the Buddypilots team is performing thefinal tests to make sure it will be just right!

In the meantime, the web applica-tion is live and helping pilots and opera-tors from all around the world. Here iswhat one of their customers has to sayabout the software:

“Buddypilots is a revolutionary newsystem designed to help flight schoolsand pilots out by providing a seamlessinterface to manage aircraft, flights, andlink pilots together. They have an out-standing user interface and really make iteasy to schedule flights and manage afleet of aircraft. We have yet to find

another software that is so feature-rich,pleasant to work with, and easy to learnsuch as Buddypilots. If we have ever hada question, the entire team at Buddypilotsis really responsive, professional, andalways wiling to go above and beyond to“make it right.” Overall, we give them abig “two thumbs up” and look forward tosharing many years of success as theyhelp lead the flight training industry.”

– Captain Rohan K. BhatiaCentennial Aviation Academy

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BUSINESS & ROTOR NEWS

The National Business AviationAssociation (NBAA) 2015 LeadershipConference concluded Feb. 26 in Tucson,Ariz., after setting records for attendanceand sponsorships.

The three-day gathering drew 445people, including aviation managers,chief pilots, maintenance managers, safe-ty officers, schedulers, dispatchers andflight attendants. The conference alsoattracted a record 38 sponsors, whichunderscored its value to the industry.

“NBAA’s Leadership Conferenceprovided a compelling platform foremerging and experienced leaders tobroaden their perspectives,” noted EdWhite, director of aviation for MBAviation, LLC and chair of NBAA’sCorporate Aviation ManagementCommittee (CAMC). “Not only does thishelp them lead more effectively, but theknowledge and skills gained hereenhance their ability to communicatewith, and interact with, executives whounderstand these concepts. This helps toproperly align the flight department as avalue-added, integrated business unit.”

In a series of in-person presentations,seven leadership experts and authorsadvised attendees how to influence,inspire and innovate in their daily jobs.The speakers included former NFL quar-terback Tom Flick, who highlighted theneed to embrace big opportunities andpursue them with urgency, and PeterSheahan, CEO of ChangeLabs and abest-selling author, who underscored theimportance of relationships and of settinggoals and working hard to achieve them.

Also at the conference, nine “gamechangers,” mostly in business aviation,delivered inspirational messages via pre-recorded video. They included RobertDuncan, of Duncan Aviation, whoapplied innovative ideas to make aviationservices readily accessible to customers;Sir Ranulph Fiennes, an English adven-turer, who inspired risk-taking by explor-ing remote regions on Earth and JoanSullivan Garrett, of MedAire, who pro-moted standardized access to medicalservices on business aircraft.

The nine game changers are:• Pete Agur, of The VanAllen

Group, who influenced business aviationleaders to better align and manage theirrespective organizations.

• Janice Barden, of AviationPersonnel International, who influenced

the quality of personnel flying airplanes.• Robert Duncan, of Duncan

Aviation, who applied innovative ideas tomake aviation services readily accessibleto customers.

• Sir Ranulph Fiennes, an Englishadventurer, who inspired risk-taking byexploring remote regions on Earth.

• Joan Sullivan Garrett, ofMedAire, who promoted standardizedaccess to medical services on business air-craft.

• Benn Isaacman, who elevatedthe importance of interior cabin design inbusiness jets.

• Chuck McKinnon, retired fromthe IBM Flight Department, who encour-aged greater cabin business amenities andthe use of technology in the cabin.

• Greg Evans, of Universal Weather,who developed new solutions to supportbusiness aviation flight access and planning.

• Russ Meyer, of Textron, a long-time industry leader and advocate wholed passage of revitalization legislationthat promoted industry growth.

Another highlight was a pre-confer-ence panel discussion on how businessaviation might be affected by FederalAviation Administration (FAA) efforts tointegrate unmanned aircraft systems(UAS) into the NationalAirspace System(NAS). For instance, flight departmentswere encouraged to offer their criticalexpertise in safety, airspace and mainte-nance when their companies decide tooperate UAS. Read more about the UASdiscussion in the side bar story below.

Additionally, a total of $10,000 inCAMC scholarships was awarded at theconference to five recipients, with pro-ceeds put toward conference attendance.

This year’s scholarship winners are:• Freeman Blakney: Blakney is a

Birmingham Flight Center contract pilotand flight instructor in Birmingham, Ala.He sees this conference as an opportunity

to help him prepare for a leadership rolein business aviation.

• Russell Canter: Canter is a full-time student at Kansas State University,and has worked as a light-wheeled vehi-cle mechanic at Fort Riley, Kan. Heserved in the U.S. Army Special Forces,including two years in Iraq.

• Jared Hicks: Hicks is a pilot forDialysis Clinical Inc. based in Nashville,Tenn. He holds a bachelor’s degree fromSt. Cloud State University and is a mem-ber of the Lakota tribe in South Dakota.

• Lee Pelkey: Pelkey is assistantchief flight instructor at the BirminghamFlight Center in Birmingham, Ala. Heholds a bachelor’s degree in aviation man-agement from the University ofOklahoma, and his goal is to be a business

aviation chief pilot.• Scott Reeves: Reeves holds an

MBA from Oklahoma State Universityand is a pilot at QuikTrip Corp. He aimsto develop his skills in management andleadership with what he learns at the 2015NBAALeadership Conference.

“The conference provided invaluablelessons on how to become a more effec-tive leader in business aviation,” said JayEvans, NBAA’s director of professionaldevelopment. “The speakers and gamechangers combined to make the powerfulpoint that every one of us can be an agentof positive change in our industry.”

Next year’s Leadership Conferenceis scheduled for Feb. 22 to 24 at theGrand Hyatt Hotel in SanAntonio, Tex.

NBAA'S 2015 LEADERSHIP CONFERENCE SETS RECORDSFOR ATTENDANCE, SPONSORSHIPS

At NBAA’s 2015 LeadershipConference last week, a panel of indus-try experts discussed the business andeconomic opportunities for unmannedaircraft systems (UAS) but also identi-fied challenges that flight departmentswould face with incorporating UASinto their operations. Panelists also dis-cussed the notice of proposed rulemak-ing (NPRM) for the commercial use ofsmall UAS (s-UAS), which wasreleased on Feb. 15 for public comment.

Panelists were:• Sarah Wolf, NBAA senior man-

ager, security and facilitation, who par-ticipates on RTCA special committeesrelated to UAS integration

• Ed White, chairman NBAACorporate Aviation ManagementCommittee (CAMC)

• Brad Hayden, president and CEOof Robotic Skies

• Dr. Brent Terwilliger, programchair for masters in science inunmanned systems Embry-RiddleAeronautical University and chairmanof CAMC’s new UAS subcommittee.

Categories of UASOperations

While the FAAhas not yet designat-ed official classes of UAS, Hayden iden-tified four categories of UAS operations:

• Consumer-Hobbyist Personalhobby flights are not covered under the

NPRM, instead they are subject to long-standing rules governing remote con-trolled aircraft.

• Commercial s-UAS Line-of-Sight Operations This category isdirectly covered by the NPRM. UASmust be less than 55 pounds and flightsare restricted to line-of-sight operationsunder tight limitations: below 500 feet,with three-mile visibility, daytime onlyand not above people.

• Autonomous/Unmanned TrafficManagement Systems “These are theones Amazon and Google want to fly,and they’re going to be flying underpre-setup flight paths in an urban envi-ronment,” said Hayden. These opera-tions would not be remotely piloted, butwould be flown autonomously.

• Remotely Piloted OperationsBeyond Line-of-Site These operationswould be flown by pilots beyond line-of-site, using first person view or other sen-sor system. Hayden predicts these opera-tions would be required to be flown byIFR-certified aircraft. “So these are goingto be flying in and out of our airports, and

UASWill Present Flight Departments withChallenges, Opportunities

More than 400 people attended the NBAALeadership Conference. (NBAA Photo)


flying up in the flight levels with our air-craft, controlled byATC,” he said.

Rules for beyond line-of-sight andautonomous UAS operations are beingdeveloped by the FAA, through its UASAdvisory and Rulemaking Committee(ARC). NBAAhas been an active partic-ipant on the UAS ARC since its incep-tion, and has participated in RTCAwork-ing groups providing industry recom-mendations on safe integration of UASinto the national airspace system.

Despite limited scope of s-UAS oper-ations permitted by the NPRM,Terwilligerpredicted substantial growth in this area.“We’re going to see significant interest inthis – significant volume of aircraft in thesky under 500 feet,” he said. Possible usesfor s-UAS include power line inspection,aerial photography and precision agricul-ture. “If I were operating a small crop dust-ing operation, I would look at having aUAS as simply having another tool in mytoolbox.” said Hayden.

Educating Small UASOperators –Inside andOutside the Company

Wolf noted that flight departmentsmay not always be approached within theircompanies about UAS operations butshould make an effort to be involved insuch discussions, since flight departmentpersonnel can provide critical experience onmatters related to safety, airspace andmain-tenance. Manufacturers of s-UAS typicallydo not provide the documentation and sup-port that flight departments are used to.“They know they want aviation-level main-tenance, but they don’t understand exactlywhat that means yet,” said Hayden.

Panelists cited education – such as

the “Know Before You Fly” initiativesupported by NBAA – as a key elementin the safe use of s-UAS. “We took awhole bunch of people, gave them an air-craft to fly, not necessarily with a pilot’slicense” said Hayden. “These peoplehaven’t yet experienced aviation litiga-tion. When you’ve been in a courtroom,that’s a whole different perspective.”

The NPRM would require s-UASoperators to pass an aeronautical knowl-edge exam and obtain an FAAUAS oper-ator certificate, with biennial reexamina-tion in line with recertification require-ments for pilots of manned aircraft.

Beyond Small UAS

Even though the NPRM only coverss-UAS operations below 500 feet, atten-dees and panelists were eager to discusspossible future UAS operations for largeraircraft and in other areas of the NAS.

“Right now Google, Facebook andDARPA are all looking at large-scaleUAS that are going to fly at altitude, inorder to bring data connectivity to placesthat are, right now, inaccessible.” saidTerwilliger. Other possible uses includeshort-haul freight and fighting wild fires.

“When we talk about UAS wetend to go to the military systems,” saidTerwilliger “A lot of what we’re going tobe seeing come into the commercialrealm are going to be derivatives of that.”

According to Terwilliger, a marketconsolidation by a few large UAS manu-facturers that can leverage economies ofscale will have a positive impact on safe-ty. “It’s the military systems that you seeright now getting these special airworthi-ness certificates,” he said. “That is whereyou have to have that documentation to

get that certification.”

Industry Input Essential

Wolf encouraged the business aviationcommunity to share their feedback on the s-UASNPRMwithNBAAat [email protected] panelists echoed this sentiment. “Weare all stakeholders in this industry,” saidTerwilliger. “We have to have these collab-

orative discussions and provide informationback to the FAA.”

“As we dig deeper and deeper intothis, it has profound implications to ourbusiness,” said White “That’s why we’rehere talking about it today, so we can getout in front of this andmake sure we havea seat at the table when it’s time for certi-fication, regulation and operation of UASin our airspace.”


You’ve been bitten by the bug; youearned your license and can’t get enoughof it. You’ve flown all over the state.You’ve flown across the country a timeor two. Maybe you have even flownnorth into Canada and Alaska or perhapssouth of the boarder. You have landed atairfields you’d never before seen andspent the day exploring places you’d onlydreamed about. With an airplane, the skyand the receding horizon are the only lim-its. The towns and people below areyours to discover. Drop in and find a newplace, new people, and a new world, anew adventure! You are an aviator andworlds open before you.

Nick and Christina Hanks took the “flying thing” to another level. In 1996they flew the Atlantic, through Europe

and the length of Africa in a HelioCourier. It was a life-changing adventurethat continues to this day. By the timethey landed in South Africa, they wereconvinced that American pilots wouldlove the “ Out of Africa” experience.They set up HanksAeroAdventures Inc.,a US-based company that enables pilotsto safely fly a C-182 from one bush campto another – the Self-Fly Safari – andexperience theAfrican wilderness as onlya pilot could imagine. For the past 19years they have organized self-pilotedbush flying experiences for individualsand escorted groups. Hanks Aero pro-vides the planes, an itinerary to bushcamps in many Southern African coun-tries, and everything the adventure mind-ed pilot will need along the way.

The Hanks’ do the flight planning,file your flight plans, get governmentclearances, check weather for you, tellyou where and when to clear internation-al customs and where to refuel. They’vesimplified it into a turn-key operation.According to Nick and Christina, “Wemake sure your adventure is all fun andno worry with trip planning, first classlodgings, gourmet meals and navigationmaterials included in the package. Ourinstructors and ATC pros will make sureyou are well prepared and familiar withall airspace requirements. During yourstay, you’ll set out twice a day in a LandRover or Land Cruiser with a gameranger who knows the terrain and isskilled at tracking lion, leopard, and theother game that lives in the area. This is

an unforgettable adventure.”With amenities that are too numer-

ous to list, readers are encourage to visitwww.SelfFlySafari.com. Or email Nickor Christina at [email protected] sure to visit Hanks Aero Adventuresat boothA48 at Sun ‘n’ Fun this year andlearn more first hand.

AN “OUT OF AFRICA” ADVENTURE AWAITS MODERN DAY PILOTS

UAS Challenges, OpportunitiesContinued from Page 36


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

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

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

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Mountain flying, a term that brings upimages of backwoods adventures, riverbank landings, deep valley airports andperhaps, that dream flight toAlaska.Alongwith these images come these dreams ofwanting just the perfect airplane to accom-plish flying feats in that wouldmakeWalterMitty proud. To be sure, this topic cannotbe covered in just a single article, butwould take a book to adequately deal withthe skills and considerations of aircraft per-formance necessary for such a journey. Butsome folks live these dreams everyday andfly that perfect airplane.

Paul Leadabrand, owner and opera-tor of Stick and Rudder Aviation locatedin Boise, Idaho, made those choices.Stick and Rudder Aviation specializes inbackcountry flying techniques and tailwheel training. As for the mountains?Within rock-throwing distance of Boiseare more than 1,000 square miles of road-less wilderness, littered with 50 short,steep twisting airstrips hidden withinsome of the most beautiful and majesticmountains in the world. Often coveredwith snow, heavily forested and flowingwith rushing rivers, the mountains andbackcountry of Idaho are world class.Amazingly, those who take advantage ofthe unique backcountry training providedby Stick & Rudder do not have to suffer

in the discomfort of rough accommoda-tions or eat canned food carried in fromsome distant point. Stick & Rudder’shome base in Boise offers up a moderncity (with excellent airline accessibility)having all the amenities one could desire,and all within sight of the wide-opencountry that will make you think youhave traveled a thousand miles just to getthere. This location gives Stick & RudderAviation a lot of wonderful trainingopportunities to work with. They haveeven designed “tank-of-gas” loopsthrough the neighboring rugged moun-tains of Idaho that offers ever-increasingchallenges, depending on the needs anddesires of the customer.

And what about Paul’s choice ofplanes? Six years in advance of AOPA’srecently announced, and much needed, on-line “transition to other aircraft” guidance,Stick&RudderAviation also saw the need.Stick & Rudder decided to combine thebeauty of Idaho with a flying communitythat has been enjoying backwoods flyingfor more than 30 years in a kit airplane thathas become the world standard for remark-able backwoods performance, the Kitfox.With over 6000 kit owners (most are esti-mated to be flying) to draw from and newKitfox owners buying the 100 percent fac-tory-built, certified, S-LSA Kitfox Super

Sport, Stick &RudderAviation trains morethan 150 pilots a year, with these numbersgrowing. Stick and Rudder provides valu-able transition training to pilots rangingfrom student to CFI, along with mountainflying skills that students can apply to vir-tually any airplane. It is also interesting tonote that the Kitfox factory is located only35 miles from Stick and Rudder’s homebase, meaning a strong relationship hasgrown between Kitfox Aircraft LLC andStick and Rudder.

According to John McBean,President of Kitfox Aircraft LLC, “Welove the work being done by Paul. Aprospective Kitfox customer can visit ourfacility and then join Paul to experiencethe real deal. Stick and Rudder operatesthree new, turbocharged, Kitfox S-LSAairplanes, all in tailwheel configurationand decked out for optimum backwoodsflying. Those who visit our factory can flywith Paul, and those who purchase a new,ready-to-fly, Kitfox Super Sport S-LSAreceive a seven-hour transition coursewith Stick and Rudder as a gift fromKitfox. We want to make sure that Kitfoxpilots, both those who buy a new planeand those who may have purchased anolder, used plane, are proficient and safe.”

The Kitfox is a plane that hasevolved over the years into the new

Kitfox Super Sport, an S-LSA certifiedairplane that is ready to fly. Availablewith the normally aspirated (now fuelinjected) Rotax 912, or the turbochargedRotax 914, the Super Sport offers bothcross country performance and extraordi-nary back country capabilities. It is inter-esting to note that cruise performance(hitting 120 mph) does not suffer fromthe use of a high drag airfoil or complex,high lift devices, like complex flaps or

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at SNF to sign up for the drawingleading edge slats. The full span aileronscan be lowered as flaps (becoming “flap-erons”), creating a “slotted trailing edge”that accelerates airflow over the top of thewing, maintaining laminar flow. Thismeans increased lift without the resultinghigh drag, typical of many planes claim-ing STOL performance, that can make ago-around difficult at high altitudes. Theturbocharged engine not only maintainssea level power up to 16,000 feet, butactually increases take off horsepower by15 percent. How many times has thereader wished for “just a bit more horse-power” to clear an obstacle? The Kitfoxcan give it to you. A large cabin area iscombined with a large cargo area, andvisibility is unparalleled. With convert-ible landing gear (tri-gear or tail wheel)and tundra tires, skis and floats available,the Kitfox leaves little lacking as the idealback country plane. Of course, a goodcruise speed and more than six hours offuel certainly doesn’t hurt when it comestime to visit Grandma, especially if she

lives in the woods!So, how has this relationship

between Kitfox Aircraft LLC and Stickand Rudder worked out? According toStick and Rudder’s Paul Leadabrand,“Terrific! We are now setting up satellitefacilities in Reno, Nev., St. George, Utah,and Sherman, Tex. with new S-LSAKitfoxes. Kitfox has become that stan-dard to which other aircraft are com-pared, and its popularity warrantsexpanding our unique back country train-ing to other remarkable locations. Andremember, the skills we teach are trans-ferable to many other planes, even thosethat may not have backcountry reputa-tions. Sure, we teach the stick and rudderpart of mountain flying, but we also teachthe headwork and decision making skillsneeded to make all flying safer.”

For additional information aboutKitfox, go to www.kitfoxaircraft.com orcall 208/337-5111. Information regardingStick & Rudder Aviation may beobtained from www.stick-rudder.com orcall 208/477-1318.


Pick a Mountain

Golden West Regional Fly-in isgearing up for its 2015 event scheduledfor Oct. 17, 2015, at the Yuba CountyAirport (MYV) in the community ofOlivehurst, Calif. This is a new date forthe event moving off the windy and veryhot June time period for the NorthernCalifornia area.

Golden West 2015 is taking a step“back to the future” with an event that cap-tures the old fashioned fun of a home townfly-in, with a one day event that crams,great food, education, hangar flying andan experience geared towards introducingnew generations to the fun side of avia-tion. The traditional Golden West airshowis being replaced by visitor participation ina number of fun flying events.

Golden West brings aviation enthu-siasts from all over the West gathering tocelebrate their shared love of flight,remember those lost in years past, andcelebrate our future in aviation technolo-gy. Pilots of all types of aircraft fromLight Sport to warbirds painted up likethey looked in the war period are expect-ed to participate. The event is as muchabout the aircraft as it is about friendscoming together to renew acquaintancesand to make new ones.

The Golden West Regional Fly-inwill be open at 9 a.m. to 3 p.m. and fea-ture a pancake breakfast, forums, aircraftdisplays, RC aircraft, including a newDrone Zone, and exhibits. The KidQwesthangar will provide aviation-related

hands on activities for kids of all agesand our Young Eagles program will beflying kids ages 8-17.

The 4th Annual EAA Chapter vs.ChapterAircraft Competitionwill also beheld during the event. The event is opento all EAAChapters and is organized andconducted by EAA volunteers. The newevent format will give an opportunity toexpand the level of activities from previ-ous years and will include the fun activi-ties added last year for spot landing andbomb drop competitions. The winningChapter is awarded a photo plaque toshow off their success and prize money.Watch for more information on the event.Consider it both a fundraising opportuni-ty for your chapter along with a fly-outactivity with a free breakfast included.

Many more exciting and interestingactivities are planned for this year’sGoldenWest Flyin 2015. For more infor-mation, visit www.goldenwestflyin.org.

About GoldenWestAviationAssociation

GoldenWestAviationAssociation, Inc.is an all volunteer 501(c)(3) not-for-profitassociation based inMarysville Calif., and isbest known for its annual fly-in. Through theevent GoldenWest “opens the gates to avia-tion” while achieving its goals of promotingaviation education and safety and preservingaviation history.

GOLDEN WEST FLY-IN, NEW DATE


By Ray ManuelSenior RC Flight Instructor

Don’t miss the Hiller AviationMuseum’s fun event on May 2,2015. Located at San Carlos

Airport, just south of San Francisco, theHiller Aviation Museum promotes avia-tion history and aviation educationalevents. Vicky Benzing will thrill visitorswith her 1940 Boeing PT-17. And, thisyear’s event takes on one of the hottesttopics in aviation with excitement, fun,and education. The topic of “drones” willbe approached head on as the BaylandsRC Pilots offer a model flying demon-stration that will take your breath away.Visitors will learn firsthand what all thistalk about “drones” is about.

The word “drone” is not what it usedto be. In the past, it was mainly used bythe military to describe their UAS(Unmanned Aerial Systems) that havegained fame for reconnaissance andattack duties. UAS’s can fly autonomouswith little human intervention aside fromtarget acquisition and pulling the triggerin combat situations. Take off and land-ings are also done automatically. A cou-ple years back, several media outletsstarted using the word “drone” todescribe something new. They are radiocontrolled helicopter type aircraft thatcould be programmed to do just aboutanything, including carrying cameras toget aerial footage like never before.

Multi-rotors burst onto the scene inrecent years and no one knewwhat to callthem. Then came the word “drone.”Dictionary.com defines the word as: A)an unmanned aircraft or ship that cannavigate autonomously, without humancontrol or beyond line of sight. B) (loose-ly) any unmanned aircraft or ship that isguided remotely. The Radio ControlModel aircraft of Baylands RC Pilots arenot “drones.” Although some RadioControlledModel aircraft have what con-temporary pilots might call an “autopi-lot,” they can be overridden by the pilotat any time and are not self-launching orself-landing. The pilot must tell themwhat to do, where to go, and are in directcommunication with them at all timesduring the flights, both electronically andby sight. They are not drones.

The media has made a big deal outof several incidents involving drones.The most recent involved a multi rotor“drone” crashing onto the White Houselawn. None of these incidents have madeRadio Control Model aviation look goodand that really is a shame since these inci-dents are not even .01 percent of the hob-byist world. The truth is that multi-rotoror “drones” are bringing many more peo-ple into this hobby than ever expected.Marketing by the biggest multi rotorcompany in the world has put drones inthe hands of anyone who can pay theprice. They are marketed with sayingslike “Easy to fly!” or “Anyone can fly,”

or “No experience required” and my per-sonal favorite “Autopilot for easy con-trol!” A 747-400 has an autopilot as wellbut not just anyone can fly one. True hob-byists are infuriated by these inflatedmarketing claims. They undermine theAcademy of Model Aeronautics (AMA)guidelines for safe and responsible radiocontrol flight! Hobby pilots have spent alot of time learning to fly their radio con-trol aircraft safely and in accordance withthe guidelines set forth by the AMA.Most importantly, AMA guidelines keepfull scale aviation and RC aviation as farapart as possible, with ground and flightsafety paramount. So the question thatneeds to be asked is this. Does the FAAreally know what it is that they need tofocus on? Are they really thinking aboutthe safety of general and commercial avi-ation? Or are they just trying to appeaseCongress and the media with a hurriedregulation that really does nothing at all?

Education is the key to RadioControl Model flying safety, protectingfull size aircraft and persons and proper-ty on the ground. Visitors to the HillerMuseums’“Biggest LittleAir Show” willsee the Baylands RC Pilots perform first-hand and learn howRCmodels have pro-gressed in fun, technology, and safety.But be prepared to get hooked! Being a“real” RC pilot has all the fun and chal-lenges of flying a “full size” airplane,along with the satisfaction of acquiringsurprising new skills. This unique pro-

gram offered by the Hiller AviationMuseum combines aviation history, fly-ing, andmodule aviation in a blend that isboth unique and original. Don’t miss it!For more information about the HillerMuseum program, visit www.hiller.orgor call 650/654-0200.

Learn more about the RC Pilots ofthe Silicon Valley by visiting:www.facebook.com/groups/1571222699759127/ and Facebook fan page atwww.facebook.com/baylandsrc. RayManuel may be contacted through hispersonal website at www.gooniac.com/

“BIGGEST LITTLE AIR SHOW” OFFERS A FUN EDUCATION

(juliekphoto.com/Hiller Museum)

"It's a pleasure to get up every dayand do what you Love!" says KeithLatour, owner and president of USAAircraft Brokers, Inc. Keith started USAAircraft Brokers in 1991 with the goal ofbecoming a nationwide network.

“One of the unique aspects of USAAircraft Brokers is that it allows individ-uals who are interested in aviation theopportunity to work in the industry andmake money doing something that theylove, without any prior experience orwithout investing a lot of money upfront” states Latour. “I started out as aflight instructor and charter pilot in 1974.By 1975, I owned and operated flightschools in three cities. I worked hard tomake these schools successful. My workweeks were usually 60 hours or longer.

One day, I sold one of my small aircraftto a flight student. This was a real eye-opener for me. I immediately realizedthat the profit from that sale was as muchas I would have earned from four to fivemonths of hard work flying.At that point,I actively began to pursue aircraft sales asa primary occupation.”

One of the unique benefits of work-ing as a broker instead of a dealer is thelow initial start up cost. Latour, who hadprior experience in the real estate indus-try, began to think of aircraft sales alongthe same lines as real estate. “It soonoccurred to me that principles used in thereal estate industry may apply to aircraftsales. With this in mind, I sold all my air-craft and began brokering, which quicklybecame extremely profitable.”

After years of success with his ownbrokerage, Latour began to expand on hisidea and build the USA Aircraft Brokernetwork, what he likes to refer to as “theRE/MAX of the Sky.” Today, USAAircraft Brokers has a network of 18Area Brokers and 53 FBO Sales Agentslocated across the country.

USAAircraft Brokers uses the latesttechnology to promote the sale of its’ air-craft, including an interactive websitethat uses audio messages from brokers topromote their aircraft and email cam-paigns to all of the FBOs in the countrywhenever a new aircraft is listed. “We tryto reach the market any way we can afterwe list an aircraft. Using our internet adprogram and time honored methods likeour quarterly newsletter that goes out to

more than 8,000 FBO’s and high per-formance aircraft owners nationwide, wecan guarantee our clients the best possi-ble exposure for their aircraft and sell it attop retail dollar.”

While pleased with the growth thatthe network has had so far, Latour feelsthat there is ample room for growth. Thecompany is not a franchise but licenserselling a license to own and operate anaircraft brokerage under the name USAAircraft Brokers. Latour offers compre-hensive training and support to allow youto start working successfully as a brokerwithin a two-week period.

For more information on becomingan aircraft broker fill out the Become anAircraft Broker application on the USAAircraftWebsite at www.usaaircraft.com.

FORMER FLIGHT INSTRUCTOR USES REAL ESTATE SALES MODEL TOBUILD THE NATION’S LARGEST AIRCRAFT BROKERAGE

Have an event coming up? Submit it for publication in the In Flight USAEvents Calendar online at inflightusa.com

There are car shows, air shows, motor-cycle shows, tractor shows, maker fairs,music festivals, food festivals, and livinghistory festivals galore. Mix them alltogether in one venue on one day andyou’ve got Half Moon Bay California’sremarkable, one and only Pacific CoastDream Machines Show – marking its 25thyear in 2015 with a massive celebration ofmechanical ingenuity, power and style.

It’s quite simply the “Coolest Show onEarth.” The spectacular 25th annual eventwill be held onSunday,April 26, a single daymega-show, from 10 a.m. to 4 p.m. at HalfMoonBayAirport, located in the picturesqueseaside townofHalfMoonBay,Calif., about20 miles south of San Francisco.

The Pacific Coast Dream MachinesShow is a whimsical, fascinating, amusing,curious, and absolutely unique show andtell spectacle featuring 2,000 magnificentdriving, flying, and working machinesfrom the 20th and 21st centuries. Theworld’s coolest cars of every era and style,model-T fire engines, vintage busses, cus-tom motorcycles, tricked out trucks, sleekstreamliners, one-of-a-kind antique enginesand tractors and historic military aircraftwill be among the mesmerizing displays.

To help celebrate their 25th anniver-sary event, organizers are bringing backsome of the extreme/active attractions thisyear – freestyle motocross shows, unimo-torcycle drags, monster truck rides, andvintage warbird flyovers – plus remote-controlled drones and aircraft aerobaticsdebut. “We’re proud to say 2015will markour 25th Dream Machines Show,” saidevent Chairman Chad Hooker. “It’s alandmark year and we plan to make itmore spectacular and fascinating than everas well as celebrate the legacy of our firstquarter-century with tributes to show orig-inator, Bob Senz, and the late EddieAndreini, both of whom were instrumen-tal in founding and nurturing what hasgrown into one of Northern California’smost unique and beloved events.”

It’s one of the West Coast’s biggest,baddest gatherings of the world’s coolestcars. Spectators will get a rare up-closelook at antique horseless carriages andFord Model T’s, fanciful touring and lux-ury cars, powerful sports cars, customcars and street rods, muscle cars, vintageand modern era high-performance racecars, quirky art and pedal cars, modifiedstreet machines with cutting edge styles,exotic high-performance cars, stylishEuropean cars, ultra cool low-riders,sporty compacts, modified imports withflashy graphics, fashionable hip-hopurban show cars, homebuilt kit cars,

super-charged turbo cars and trucks,“green” technology/alternative fuel vehi-cles, streamliners, dragsters, funny cars,gassers, and jet cars.

Hundreds of aviation wonders areexpected to be on display – headlined bylegendary vintage warbirds like the B-25Bomber and C-47 Skytrain plus stylishhomebuilts, classics from the ‘40s and‘50s, sport and ultralight aircraft. Inspiringflyovers by some of our nation’s most sto-ried military aircraft promise to be a fanfavorite and, beginning this year, will beflown in memory of Eddie Andreini Sr.,world-renowned aerobatics pilot, foundingDream Machines contributor and pillar inthe Half Moon Bay community. Plusthere’s “Mustang Madness” – a spectacu-lar display of America’s premier WorldWar II fighter along with YAK Russianfighters and an impressive array of T-6 andT-28 military fighters and trainers.Thrilling rides will be offered in helicop-ters and vintage bi-planes.

One of the new highlights at thisyear’s show will be the inaugural “DriveMagazine Dream Machine of the Year.”Editors from Beckett Media’s DriveMagazine will select a winner from thethousands of magnificent machines on dis-play with a special trophy being awardedat a recognition ceremony during the show.

The attractions for kids are amazingand endless: a super-thrilling zip line,

Zorbs – the Human Hamster Ball racetrack, a bungee jump, climbing wall, wildand wacky waterballerz, giant inflatablerock slide and obstacle course, henna tat-toos, face painting, and a remote-con-trolled NASCAR race track.

There will be plenty of fabulousfood and delicious coastal-infused drinkwith a custom cocktail and beer just forthe show – The Aviator, a refreshing gincocktail, and Bloody Mary’s from HalfMoon Bay Distillery and ClassicMotorhead Ale from Half Moon BayBrewing Company plus tasty varietalsfrom Half Moon Bay’s Barterra Winery.

The sensational music lineup fea-tures The Ray Charles Project fronted by11-time Grammy winner, Tony Lindsay,and blues guitar great, Chris Cain;Wavelength: A Tribute to Van Morrison;and the Andy Santana Band.

The Half Moon Bay Pilots Assoc-iation Saturday Hangar Dinner will be heldon Saturday, April 25 at theAndreini fami-ly hangar at Half Moon Bay Airport.Preview some of the historic aircraft andcustom cars that will be displayed at theDreamMachines Show and enjoy a festivebarbecue tri-tip dinner party. Tickets are$30 per person, available at the door whichopen at 5:30 p.m. Parking is on the airportfield – enter off Capistrano Road.

To show a car, the registration fee is$40 ($50 for entries postmarked after

April 15) and includes a dash plaque andadmission for two people.

Spectator admission is $25 for adults(age 18-69), $15 for ages 11-17 and 70-plus, Free for kids age 10 and under. Ticketsare available at the gate only. Vehicle andbicycle parking on the airport grounds isincluded in the price of admission.

The show is open to the public onSunday, April 26 from 10 a.m. to 4 p.m.Gates open at 6:30 for those that haveregistered their machine or plan to regis-ter the day of show.

Half Moon Bay Airport, at 9850 N.Cabrillo Highway, is located on Highway1, about 20 miles south of San Franciscoand five miles north of Highway 92.

The show benefits the CoastsideAdult Day Health Center.

For event information and registrationforms, call the info-line at 650/726-2328or visit website www.miramarevents.com/dreammachines


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

TheASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports aregathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating proactive aviation safety programs. Additionally, NASA distributes an electronicpublication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerpted from CALLBACK, for our readers toread, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in theASRS program.

Visual Flight Rules (VFR) flight intoInstrument Meteorological Conditions(IMC) has been identified as a majorsafety hazard within General Aviation(GA). The cause of VFR flight into IMCis “often found to be a willful disregardfor the cues that dictated an alternate andsafer course of action.” Half of all GAweather-related accidents involvedattempts to continue to fly under VFRinto IMC. Among these accidents, morethan 72 percent were fatal versus a 17percent fatality rate among other types ofGA events. The three following ASRSreports shed some light on the humanfactors involved in the pilots’ decisionsthat led them into unintended encounterswith IMC. In the fourth report, no humanfactors were addressed, but the incidentitself offers a loud and clear lesson aboutthe dangers of VFR flight into IMC.

ADangerous Descent

NTSB accident reports dealing withVFR flight into IMC often leave investi-gators wondering just what the pilot wasthinking. This ASRS report gives someinsight into what the pilot of anExperimental, Homebuilt aircraft wasthinking when he gambled on a “some-what confident” assessment that thereported ceiling was correct.

• The clouds had broken up…andwhile the ceiling was still only around3,000 feet, I launched, confident I’d atleast be able to get to [my destination]less than an hour away…. Not long afterlaunching I ran into showers and ziggedand zagged along, until I saw broken sky.Being on top seemed a better option thantrying to cross the mountains by scudrunning. The buildup ahead seemed togrow and [my destination] was nowreporting overcast…. I knew better thanto let myself get stuck on top, and yet hereI was, unwilling to turn around and toostupid to check the weather ahead to seeif it had afforded me any options. Instead,I circled the field (as judged by my GPS),and then descended through 2,000 feet ofclouds, somewhat confident that the ATISreporting 3,900 broken was correct. It

was. It was illegal. It was stupid….There were so many better options Icould have made but didn’t.

“I Should Have TurnedAround”

An instrument rated, but not IFRcurrent, DA40 pilot got caught betweenconverging cloud layers.

• I would normally do any type ofcross-country flying under IFR, but my IFRcurrency had lapsed. Preflight weatherbriefing called for VFR conditions alongmy route of flight with ceilings…graduallydecreasing to 3,500 feet at my destina-tion…. Initial cruising altitude wasplanned to be 5,500 feet and descend asneeded to maintain VFR…. Approximately50 NM from my destination, an overcastlayer formed about 2,000 feet below me. Iwas VFR on top of the layer. ATIS at mydestination was reporting a scattered layeraround 2,600 feet. I made the decision tocontinue on until the layer broke up. Icontinued on between two layers, still inVFR conditions. In the distance it appearedthat the lower layer was breaking apartand I believed I could break through. As Ibegan descending, it was thicker than I hadanticipated. I was able to maintain VFRcloud clearance, but I was down to 1,800feet MSL and there were still clouds belowand in front of me. I did not want to scudrun or descend any further. I turned back tothe north, where it was VFR between twobroken layers. As I climbed, it appearedthat the layers were converging and therewould be no space to maintain VFR. Withno remaining safe options, I calledApproach and told them I was declaring anemergency, was unable to maintain VFR,and needed a pop-up IFR clearance to myoriginal destination. By this time I was insolid IMC. I climbed to 4,000 feet andadvised ATC of my altitude…. ATC askedme to verify I was IFR trained. I respondedthat I was instrument rated but neglected totell them I was not current. I flew an ILSapproach and landed without any problem.There were many signs of this problemarising. First, when I read the weatherbriefing, there were parts of my flight thatwere at myminimums for VFR flight. I soft-

ened my VFRminimums even though I wasnot IFR current. Furthermore, as I beganseeing overcast cloud layers above andbelowme, I continued on because I thoughtmy destination would have a layer I couldbreak through based on the ATIS. I hadneglected to consider that ATIS informa-tion is sometimes up to an hour old andbased onwhat I was seeing out the window,I should have turned around into betterconditions and landed to reassess the situ-ation. The lessons are to set strict mini-mums for VFR and IFR and don’t violatethem. Continuously analyze evolvingweather conditions during flight andproactively deal with them. Make sure youare prepared for the worst-case scenario.Have a lower threshold for turning backinto better weather conditions and land ata suitable field if you can’t. I should havetold ATC that although I was instrumentrated, I was not current.

“I Should HaveMade a No-GoDecision”

Getting short on fuel and viableoptions, this C172 pilot was lucky to getvectors to a nearby airport that clearedenough for a VFR landing. Our thanks tothe pilot for sharing a cautionary tale thatends with no less than five “I shouldhave...” observations worth remembering.

• I was planning on going on a shortlocal flight. We had been experiencing lowceilings throughout the prior week, but itusually lifted significantly once the sunrose. Upon checking the METAR for [des-tination], I found the visibility to be ninemiles and the ceiling to be 1,400 feet. Idecided to wait until the ceiling becamehigher. After about 30 minutes it appearedthat the ceiling had lifted more and I wasseeing much more blue sky than previous-ly, although it appeared somewhat hazy. Irechecked the METAR and found that theywere now reporting seven miles and a 300foot ceiling. The ceiling didn’t appear thatlow near the airport I was departing from.I thought that there were probably somelocalized low clouds at [destination] thatwere skewing the METAR reading. I elect-ed to takeoff since I thought I could

always stay in the pattern and land quick-ly if I found the ceilings to be lower thanthey appeared. Once I took off, I startedto enter the haze at approximately 200 feetand quickly found myself in IMC. I aminstrument rated, so I transitioned toinstruments and continued climbing sinceI knew that it wasn’t thick. I cleared thelow ceiling at approximately 500 feet andwas in bright blue skies, but I couldn’t seethe airport to land. I listened to the ATISand found that they were now reporting1/2 mile visibility and a 300 foot ceilingwith another close airport reporting thesame. Upon hearing that, I immediatelycalled the FSS and asked them what thenearest VFR airport was. They said thatevery airport within about 50 miles wasIFR due to fog that had rolled in quickly. Icalled the Tower and told them about mysituation and that I had about 1.25 hoursof fuel on board and asked if they had anysuggestions. Since my plane wasn’t IFRcertified/equipped, they suggested waitingfor the fog to burn off since visibilityappeared to be getting better from theirvantage point. I leaned the mixture andthrottled back to conserve fuel. Once Irealized I couldn’t wait any longer due tomy fuel, I advised Approach. TheController told me that [another airport]just became VFR, and he gave me vectors.The ceiling broke up and I was able tomake a normal descent and landing. Ilearned a great deal from this flight. WhenI saw the ceiling drop so quickly, I shouldhave pulled up the METAR for severalother airports in the area to see if theywere reporting similar weather. I shouldhave gotten a weather briefing from anFSS before I took off. Although the fuel Itook would have normally been sufficientfor the short flight I was doing, I shouldhave taken more fuel if the weather lookedmarginal, so I would have more options incase the weather took a turn for the worse.And, most importantly, I should have real-ized that the weather originally reportedbefore I took off (the 1,400 foot ceiling)was below my personal minimums, and Ishould have made a no-go decision.

VFR FLIGHT INTO IMC

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

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

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

• The FAA requires a minimum of1,150 hours of instruction to qualify foreither the airframe license or the power-plant license. To qualify for both, 1,900hours are required. These hours includeboth academic work and shop experi-ence. Following completion of theGavilan program, students are preparedfor the FAAMechanics Examination.

• The skills learned in the programalso prepare graduates for employment infields such as welding, sheet metal, elec-trical systems, hydraulics, fuel systems,and automotive repair.

Students receiving a degree or certifi-cate will have entry-level skills for the fol-

lowing occupations: aviationmechanic, air-craft service-person or repair or salespersonof aircraft accessories and airframe special-ist. Studentswill also be prepared for jobs inthe following unrelated fields: welding,sheet metal, electrical systems, hydraulics,fuel systems, and automotive repair.

Courses in Aviation MaintenanceTechnology are currently offered onlyduring the day.


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Warmweather, sunshine, and world-famous theme parks draw thousands ofvisitors to Kissimmee for spring break.Among those visitors, pilots and aviationenthusiasts flock to the area for the SUN‘n FUN International Fly-In & Expo, justa short drive from Kissimmee.

Located right next door to WaltDisney World and other Central Floridatheme parks, Kissimmee has a wide-vari-ety of attractions and activities for thewhole family to enjoy. That proximity,along with a number of special offers onlodging and activities, makes Kissimmeethe perfect place to stay and play whileattending the “spring break for pilots” inLakeland, Fla., April 21-26, 2015.

Look to the skies as pilots and avia-tion experts entertain with brilliantly exe-

cuted tricks. New this year, watch theBreitling Jet Team as they make their firstappearance in the United States. This pres-tigious aerobatic display team is the firstand largest of its kind; comprised of sevenL-39 CAlbatros jets that can reach speedsof up to 435 mph, and have flown across36 countries all over the world to-date.

Throughout the week, attendees willalso have the opportunity to view morethan 10,000 different aircrafts from home-built to warbirds, ultralights and new mod-els on the exhibit floor, and then participatein a number of hands-on activities, work-shops, forums, and view daily airshows.

Lakeland Linder Regional Airport(LAL) will become the busiest airport inthe region, with 10,000-15,000 aircraftflying in and out during the week. A con-

venient alternative is Kissimmee GatewayAirport (KISM), which offers additionalparking, tie down, and fuel conveniences,and an easy commute to the event.

This year, one lucky SUN ‘n FUNattendee will be awarded a trip to returnto the 2016 event, by entering ExperienceKissimmee’s Fly-In sweepstakes!BeginningApril 21, attendees will be eli-gible to win by texting “SUN” to 82257.The prize package for the winner and upto three guests includes:

• Round trip airfare for four• 6 day/5-night accommodations in

Kissimmee• Rental car• Four tickets to the 2016 SUN ‘n

FUN International Fly-In & Expo• A 30-minute experience in a his-

toric T-6 Texan, provided by Stallion 51For Eligibility, Official Rules, and

complete prize details, visitExperienceKissimmee.com/SUN-n-FUN.

Families interested in adding morefamily fun to their getaway should makeKissimmee their home base, choosingfrom its more than 50,000 total accom-modations. For more information onplaces to stay, things to do, and discountoffers in the Kissimmee area, visitwww.ExperienceKissimmee.

KISSIMMEE, FLORIDA OFFERS PROXIMITY TO SUN ‘N FUN,THEME PARKS AND MORE!

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The Aircraft Owners and PilotsAssociation (AOPA) and premier avia-tion retailerAircraft Spruce and SpecialtyCo., celebrating its 50th anniversary,have renewed their strategic partnership.

“We’re honored to renew this strate-gic partnership with Aircraft Spruce dur-ing the company’s 50th year,” said JiriMarousek, AOPA’s senior vice presidentof marketing. “TheAircraft Spruce nameis synonymous with quality aircraft partsand pilot supplies, and we are thankfulfor the great benefits that this family-runbusiness offers to AOPA members.”

Through the partnership, AircraftSpruce supports safety education, spon-sors popular maintenance and generalflying sections of AOPA Pilot magazineand underwrites the AOPA FlightTraining Magazine Facebook chat.

Most recently, Corona, Ca. – basedAircraft Spruce supported the AOPAAirSafety Institute seminar, “After theCrash: Surviving an Aircraft Accident,”by offering a series of survival kits forattendees. As part of its partnership withAOPA, the company also periodically

offers AOPA members special offers anddiscounts through both Aircraft Spruceand PilotShop.com. For instance,AircraftSpruce offers an AOPA Logo Collection,which includes iPad flight bags, back-packs, duffle bags, suit organizers, travelkits, Scheyden sunglasses and more, toAOPA members at a discount through apromotion code.

“We are proud to have been aStrategic Partner with AOPA for the pastthree years and look forward to continu-ing to support the good workAOPAdoeson behalf of everyone involved in gener-al aviation,” said Aircraft SprucePresident Jim Irwin.

As a strategic partner since 2012,Aircraft Spruce has backed AOPA’sAircraft Maintenance and Frugal Flyercolumns in AOPA Pilot magazine.Aircraft Spruce was also a steady pres-ence at each of theAOPAfly-ins in 2014,and it will continue to take part in theentire fly-in series this year.

AOPA Live recently chronicled thecompany’s humble beginnings in a reportto mark its 50th anniversary.

AOPA, AIRCRAFT SPRUCE RENEWSTRATEGIC PARTNERSHIP

The Aircraft Owners and PilotsAssociation’s (AOPA) Air Safety Institute(ASI) has released a new course to helppilots safely make the switch from flying afamiliar airplane to one they’ve never flownbefore–or haven’t flown for a long while.

ASI’s “Transitioning to OtherAirplanes” gives pilots vital factors toconsider as they step from one airplane toanother, no matter if the transition is froma trainer to a complex single-engine, anairliner to a tailwheel airplane, or from anairplane with traditional analog instru-ments to one with a modern glass panel.

While transitioning to a different air-plane is a rewarding achievement, statis-tics show that one of the most vulnerabletimes for pilots is during the first 10 hoursof flight in a new, unfamiliar airplane.

Like allASI safety courses, this newtransition course is available to all pilots,not just AOPA members. It was madepossible with the support of private andpublic partners, including the FederalAviation Administration (FAA), theGeneral Aviation ManufacturersAssociation (GAMA) and AOPA.

“Transitioning to Other Airplanes”explains both the obvious and subtlenuances that can trap pilots of any level.The course offers pilots the option ofselecting any of the five tracks aimed at thetype of transition they are planning, andrecommends ways to find a qualified flightinstructor to support a safe transition.

The course also includes illustrativeaccident case studies involving pilotswho transitioned to different aircraft. Theinteractive course is also optimized foruse on mobile devices.

“Whether a pilot wants to move upor down the performance scale, into anexperimental, or fly a different airplanewith similar performance, this coursecovers the areas they need to knowbefore making that transition,” saidGeorge Perry, senior vice president of theAir Safety Institute. “It’s great that theGA community could cooperatively pro-duce a comprehensive transition coursethat allows pilots to focus on known risksduring the first five to 10 hours spent fly-ing a ‘new’ airplane. Every pilot who is

AOPA AIR SAFETY INSTITUTEOFFERS COURSE ON TRANSITIONING

TO DIFFERENT AIRPLANES


The big news everyone is talkingabout is the hiring of MikeCrowell as the president and

chief executive officer of the NationalChampionship Air Races. After a fewvisits with Mike, I can say that I amvery happy to see someone of his cal-iber taking the reins.

“We are extremely fortunate to havesomeone of Mike’s caliber step in to takethe helm at the Reno Air Races,” saidJohn Agather, chairman of the RARAboard of directors. “We are looking toMike to bring his leadership, experience,and expertise in running efficient organi-zations to the Reno Air Races so that wecan ensure this important northernNevada event is successful for manyyears to come.”

Crowell’s specialty is turning aroundfinancially stressed organizations. That isexactly what we need. We also needsomeone who is not looking at it one yearat a time but sees a future for the Racesand looks forward to that future.

“I spent my entire career ensuringthat the organizations I worked for sawresults – results in sales, results in effi-cient operations, results in the bottomline,” said Crowell. “I’m looking forwardto putting those skills to work for anevent that not only makes a huge eco-nomic impact on our community, but onethat air racing fans from literally all overthe world come to enjoy each year. I’mfortunate to have the help of our dedicat-ed staff, a supportive board of directors,our sponsors, and amazing volunteers inthat effort.”

Personally, I believe Mike is just theguy to turn the races around. We spoke ofthe five things he feels we need to focuson and they are all related – theyinclude… sponsorship, attendance,media exposure, prize money to bring inmore racers and entertainment, keepingthe event entertaining to everyone.

He is already working on sponsor-ship. He understands that finding theright partner for the Races is critical toour future.

He spoke about how to bring thefans back. We need to find out what weneed to do to get the gate back up to pre-vious levels. And that is coupled with allof the other points, especially bringing inmore racers and making a more entertain-ing event for everyone.

To that end, the Breitling Jet Teamwill be there to entertain us betweenraces. This is their first trip to the USA,and we are pleased they have added us totheir schedule.

Dick Cole, Doolittle’s Co-pilot dur-ing the Tokyo Raid, is scheduled to bethere with us in September. This willcoincide with the Tora Tora Tora exhibi-

tion at Reno this year. For those of youunfamiliar, this is a very exciting aviationevent filled with history, excellent flying,and kabooms.

The Races bring in an estimated $65million in economic value to the Reno-Tahoe area. And after such a dismal skiseason this year, the area really could usethe help.

Much has been said about the factthat Mike is not a pilot. I don’t think thatis an issue. We have pilots – more than100 of them, we call them Racers – butwhat we need is for someone with visionwho can balance a checkbook. I believethe Reno Air Race Association may havejust found that guy.

I wish Mike and the Board all theluck in the world. I will be there inSeptember! How about you?


Marilyn Dash’s

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OPERATINGOUT OF:

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Center

TThhee PPyylloonn PPllaacceeWHAT’S NEW AT THE RENO AIR RACES?

Last year’s winner, Voodoo and Stevo Hinton

Exciting racing from all classes. More Unlimiteds expected to be there in2015.

changing airplanes should take a fewminutes to work through this course.”

Find the course on the AOPA website:http://www.aopa.org/Education/Online-Courses /Trans i t ion ing- to-Other-Airplanes.aspx

ASI has since 1950 served all pilotsand aviation enthusiasts – not just AOPAmembers – by providing free safety educa-

tion programs, analyzing safety data andconducting safety research. ASI offersaward-winning online courses, nearly 200live seminars annually throughout theU.S., flight instructor refresher courses,safety videos, accident case studies andother materials to help pilots be safer andbetter informed. To learn more, visitwww.airsafetyinstitute.org.

AOPA Air Safety InstituteContinued from Page 44


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Aero Mark, in partnership with theIdaho Aviation Association, will host the5th annual Idaho Aviation Expo Friday andSaturday, May 15–16, 2015 at the IdahoFalls Regional Airport (KIDA) in IdahoFalls, Idaho. Once again, organizers willutilize their Aero Mark XL hangar andfacility to host this worthy aviation eventat a facility where exhibitor booths and air-craft can be under one roof, and at an air-port where they belong. This is an all-avi-ation expo that will feature aircraft manu-facturers, maintenance and parts suppliers,avionics, clubs and associations, work-shops, guest speakers, and much more.

This year’s displays will includeAviat Huskies, the Beechcraft King AirC90GTx, Cessna TTX, and LancairEvolution aircraft. Additional exhibitswill feature warbirds and rare vintage air-craft, including the first public display ofthe newly restored P-51B Mustang“Berlin Express.” Among this year’sspeakers are Middlefork Aviation’s DaveShallow, who will talk about a day in thelife of a working bush pilot, and MasterInstructor Rich Stowell, who has pre-formed more than 33,400 spins, and willonce again be giving a live spin demon-stration over the expo.

Saturday’s Expo will feature theIdaho Aviation Association’s AnnualMeeting. An organization with more than890 members, the IAA is dedicated togiving Idaho a general aviation voiceboth locally and nationally.

The IAA works with both public andprivate entities to preserve, maintain, and

enhance aviation facilities and keep themopen for all pilots. The IAA promotes pilotsafety and education as well as a publicunderstanding of general aviation in Idaho.

The expo’s headline speaker will beIdaho native Jon S. Beesley. A graduateof the USAF Test Pilot School, Jon wasthe Chief Test Pilot for the F-35 JointStrike Fighter program, and was the firstto fly the airplane. He was also a test pilotfor the F-22 Raptor, its experimentalpredecessor the YF-22, and the F-117Nighthawk. Jon has flown more than 50different types of aircraft and has beenawarded top honors. Plan to join the funas he recounts his adventures flying theworld’s most advanced aircraft.

Admission to the Expo is $10 at thedoor, or free for Idaho AviationAssociation members and students, andincludes both days of the Expo, all work-shops and refreshments. For more infor-mation visit AeroMark.com orIdahoAviation.com. If you have anyquestions please feel free to contactThomas Hoff via phone at (208) 524-1202, fax (208) 524-8924, or [email protected].

5TH ANNUAL IDAHO AVIATION EXPO

503 Jon Beesley - F-35 Cockpit

Stop by Stallion 51’s Corral on Sun ‘nFun’s Warbird flight line to enter the specialSun ‘N Fun drawing for an autographedcopy of “The Gathering of Mustangs andLegends; The Final Round up” book andDVD. The winner will be announced at theend of Lee Lauderback’s solo Mustang airshow performance on Wednesday after-noon and another winner announced afterhis Saturday afternoon performance.

If you are the lucky winner, stop bythe Stallion 51 Corral/Bus located on theWarbird Ramp after the air show to pick upyour “Gathering Book” and DVD or youcan visit Stallion 51’s flight ops located atthe Kissimmee Gateway Airport (KISM)Monday – Friday 8 a.m. to 5 p.m. at 3951Merlin Drive, Kissimmee, Florida, 34741.Prizes will not be mailed out.

Stallion 51 is known world wide foraviation excellence, making Mustangmemories and fulfilling flying dreams.

Offering pilots and non-pilots the rareopportunity to experience the legendary P-51 Mustang and the historic T-6 Texan inflight. All hands-on orientation flights inthe P-51 and T-6 include; pre-flight brief-ing that tailors the orientation flight to theindividual’s experience, expertise andexpectations; preflight walk around andcockpit orientation; hands-on orientationflight that encourages the individual to do95 percent of the flying, followed by apost-flight briefing reviewing the three-camera video that captures all of the actionduring the flight. Flights include certifi-cate of completion, autographed photo ofthe aircraft flown, in-flight video and log-book entry, if applicable. Stallion 51 Corp.is located at Kissimmee Gateway Airport,flight information is available atwww.Stallion51.com, (407) 846-4400 [email protected].

STALLION 51 SUN ‘N FUN GIVEAWAY DRAWING


American Aircraft Sales Co.HAYWARD AIRPORT

50 YEARS SAME LOCATION

Robert Coutches

(510) 783-271121015 Skywest Drive, Hayward, CA 94541

www.americanaircraft.net

1977 Piper Warrior II 1512000 HRS. TTSN, NARCO IFR, OriginalPaint, New Interior, Needs annual comple-tion, Missing minor parts, NDH ....$19,950

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

1967 Beechcraft V351914 TTSN, 200 SNEW Engine, A&E, NARCOIFR, A/P, Nice Original Paint and Interior ..$99,950

1980 Cessna 1524000 TTSN. 2400 SMOH. New king digitalIFR, Garmin Transponder, DME, NDH, newwindows and plastic .......................$29,950

1977 Cessna 310R 1864 TTSN A&E, NARCO IFR, A/P, GoodOriginal Paint and Interior, NDH, ..$99,950

1942 Grumman Bearcat F8F-2820 hours since new.

1955 Beechcraft T-34B MentorGray with US Aircraft markings.

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

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

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

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

• 110 X 55 with door clearspan 98.2’ wide by 20’height clearance.

Contact Robert Coutches at 510-783-2711 for more info.

FILE PHOTO

1979 Cessna 172N Skyhawk II1822 TTAF, 1822 engines and props., AudioPanel with 3 Light Marker Beacon,NAV/COM, DME, ADF, Trans ponder,Factory Long Range Fuel Tanks....$44,950

1967 Cessna 182 K Skylane1363 TTAF, 107 STOH, 0 SPOH, King KX170B NAV/COM, Transponder, ACK-30Encoder, New magnetos and harness,wheel pants, NDH .........................$44,950

DuraCharts will be attending the Sun‘n Fun 2015 airshow. Their location at Sun‘n Fun will be N-75. DuraCharts booth willhave their tear and liquid resistant VFRsectional and Terminal Area charts on saleat a discounted price just for the event.

DuraCharts has been creating andprinting these charts since 2010. The chartshave proven to be brighter and more easilyreadable than any competitive chart. “Weoffer discounts online for AOPA and EAAmembers, as well as Certified FlightInstructors.” Go to www.duracharts.com toorder the best VFR Sectional and TerminalArea charts available.

About Duracharts

In 1964, if you wanted to learn to fly,you could access an airplane, fuel for theplane, and a flight instructor to teach youfor $18 per hour. A sectional chart cost allof fifty cents, was printed on paper, andafter six months of folding and refoldingwas more often than not tattered and torn.

Forty-seven years later the plane,fuel, and instructor cost $150. The sec-tional chart, until recently, was still madeof paper, still tore from the constant fold-ing and refolding, and costs $10.00.

Aeronautical Charts Services Inc.

proudly announces DuraCharts, sectionalcharts that are accurately updated and print-ed by master craftsmen with more than 25years of aeronautical chart printing experi

What makes DuraCharts special is thestock they are printed on. It is bright white,easy to read and virtually tear resistant andDuraCharts are priced below other chartson the market.

An active charter pilot could easilyspend $6,000 or more per year on lesserquality sectional charts. Now, DuraChartssectionals are available by subscription orindividually for only $8 per chart, andthey are built to last.

Joseph W. Caccamise, founder andpresident of Aeronautical Charts ServicesInc., marketer of DuraCharts, has more than40 years of general aviation flying experi-ence. He is proud to offer the aviation com-munity a superior product at a lower price.

Aeronautical Charts Services Inc. isa disabled veteran owned company.DuraCharts, as well as the special tearresistant stock they are printed on, arefully manufactured in the USA.

For More Information, Contact:• For FBO or Flight School sales:

Byron Hanna ([email protected])• For Orders and Subscriptions: John

Parlett ([email protected])

DURACHARTS ATTENDS SUN ‘N FUN

The General Aviation Manu -facturers Association (GAMA) todaywelcomed the news that rule-compliantAutomatic Dependent Surveillance-Broadcast (ADS-B) equipment is nowon board 10,000 aircraft flying in theUnited States. The FAA made theannouncement at today’s Equip 2020working group meeting that this impor-tant milestone was reached in lateFebruary. The Equip 2020 workinggroup was established by FAA DeputyAdministrator Michael Whitaker inOctober 2014 to encourage the adoptionof ADS-B equipage and address chal-lenges to equipage. ADS-B is the linch-pin of NextGen in the United States, andis being used worldwide in support of airtraffic modernization programs.

The FAA has estimated that 100,000to 160,000 general aviation aircraft willneed to be equipped with ADS-B Outbefore the FAA’s January 1, 2020 man-date. The FAA put the mandate in placein 2010 after working for years withindustry and operator groups on theequipage requirement.

“This significant milestone shows

that thousands of U.S. aircraft are alreadyexperiencing the many benefits thatADS-B equipage offers, includingenhanced surveillance, especially atlower altitudes, better situational aware-ness, and free in-cockpit weather andtraffic,” GAMA President and CEO PeteBunce said. “With over a dozen productson the market and more on the way, thecost of equipment has dropped and oper-ators have a choice of cost-effective solu-tions that meet the FAA’s mandate.

“ADS-B will be particularly impor-tant for general aviation operators as theFAA fully integrates Unmanned AerialSystems into the National AirspaceSystem, introducing thousands of UASinto a crowded airspace,” Bunce added.“By choosing to equip now, operators areinvesting in their safety; they are alsoensuring they meet the 2020 deadlinebefore installation lines grow long. Weare very pleased with the positive growthin equipage, and manufacturers will con-tinue to work with the FAA and operatorsto facilitate equipage as the 2020 dead-line approaches.”

GAMA APPLAUDS 10,000THAIRCRAFT EQUIPPED WITH ADS-B


Avionics for Every Mission. Installation, bench repair, a/p specialist, all major brands. Airtronics, Calaveras County Airport, CA, www.airtraonicsavionics.com, (209) 736-9400,. 11/14

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

AIRCRAFT PARTSYour one-stop center for aviation products. San Carlos Aviation & Sup-ply. Two Calif. locations: San Carlos, (650) 592-2322, & Palo Alto, (650) 213-8784, www.sqlaviation.com. 3/13Spark On, Game-changing spark plug resistance tester. Foster Flight, Gard-nerville, NV, www.getyourspark-on.com, (925) 789-0441. 11/14 Aircraft Tool Supply. Ring jobs just got easier. www.aircraft-tool.com. 8/14

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

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DuraCharts — Best print quality, resis-tant to tearing and liquids. Produced by pilots for pilots. www.DURACHARTS.com. 8/14Organize Your Flight Bags with The FLEX system. Use one of our designs or build your own. www.BrightLineBags.com, (415) 721-7825. 11/14Aircraft parts for GA. AN&MS hard-ware, airplane owners, A&Ps, IAs. Spe-cial orders welcome. Aerozona Parts, Phoenix, AZ, (623) 581-6190. 1/15No cheap imitation watches at HME!To order or for information, (888) 464-6660 or www.hmewatch.com. 1/15

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

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

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

AIRCRAFTThe same location for 50 years.American Aircraft Sales, Hayward Air-port, CA, www.americanaircraft.net, (510) 783-2711. 3/13From Trade-ins to Aircraft Manage-ment, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 898-5151, www.tjair.com. 3/13Cessna Sales, Service, Parts & Train-ing Center. Vista Aviation, Whiteman Airport, Pacoima, CA, (800) 828-6756, (818) 896-6442, www.vistaaviation.com. 3/13Purveyor of Quality Aircraft since 1968. Steve Weaver Aircraft Sales, Philippi, WV, steveweaver.com, (843) 475-6868. 3/13Husky - America's Favorite Taildrag-ger. Call to schedule your own Husky Experience. Aviat Aircraft, Afton, WY, (307) 885-3151, husky.aviataircraft.com.

12504:TFNJ.T. Evans Aircraft Sales. Specializing in landing gear & control surfaces. Also re-covery & storage for singles & light twins. (800) 421-1729, Orlando, FL. 11/14Largest variety of quality aircraft, plus training and other services. Alliance In-ternational Aviation Flight Centers at Chino, Riverside and Brackett Field, CA, airports. www.AIAFlight.com. 11/13Sales, brokerage, acquisitions w/46 years experience. Laffery Aircraft Sales, San Jose (CA) Int'l. Airport, (408) 293-5352, www.laffertyair.com. 2/14

HOMEBUILTSThe Super Stallion, Six-Place! Fly faster, farther & carry more for less cost. Aircraft Designs (831) 649-6212, fax (831) 649-5738. 9316:TFNBEDECORP. Single to four-place. Fast build time. Builder assist facility avail-able. www.jimbede.com. 8/14Kitfox Aircraft. Building kits for 30 years. Homedale Municipal Airport, ID, www.kitfoxaircraft.com, (208) 337-5111. 8/14

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

FLIGHT INSTRUCTIONOld School Aviation. Advanced War-bird training. Contact Dan Vance (707) 972-1293 at Sonoma Jet Center, Santa Rosa, CA. 8/14P-51 Mustang orientation flights/check-out training. Stallion51 Corp., Kissim-mee, FL, www.STALLION51.com, (407) 846-4400. 8/14

TYPE RATINGSArizona Type Ratings

CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. www.arizonatyperatings.com, (602) 614-7994. 9309:4

AVIONICSAERIAL AVIONICS

Installation & repair, Part 135 capable, upgrades, custom instrument panels and more. FAA CRS 7IAR379B. Reid-Hillview Airport, San Jose, CA, (408) 258-5858, www.aerialavionics.com.1/14

Corona Aircraft Engines. Complete engine overhauls on all Continental & Lycoming engines. ECI Titans in stock. Corona Airport, CA, (951) 736-6452, www.coronaengines.com. 8/14Aircraft Engine Parts & Service. Gib-son-Aviation, El Reno, OK, (800) 992-4880, [email protected]. 11/14Magneto specialist for TCM, Bendix, Slick, single & dual magneto. Aircraft Magneto Service, Bainbridge Island, WA, www.aircraftmagnetoservice.net, (206) 768-3099. 1/15

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

HANGARS/TIEDOWNSAviation Building Systems, custom designed hangars for 44 years. R&M Steel Co., Caldwell, ID, (208) 454-1800, (866) 454-1800, www.aviationbuilding-system.com. 51217:TFNNew one-piece doors. Hydraulic or bifold. Schweissdoors.com, (800) 746-8273. 1/15

FBOsNorthgate AviationChico Jet Center®

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

SERVICESProtect your assets. Legally avoid California Aircraft Sales and Use taxes. Call for free consultation. Associated

Sales Tax Consultants Inc., (916) 369-1200 or visit www.astc.com. 3/06Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 384-8886, www.mensrightslawyers.com. Offices of Stuart J. Faber. 4/10

Susan Biegel, MD, Certified FAA Medi-cal Examiner, 1st thru 3rd Class. Up-land, CA, wwww.susanbiegelmd.com, (909) 985-1908. 8/14Let your dreams soar! Aircraft loans tailored to your needs. Liberty Bank, (831) 338-6477, libertybk.com. 1/15

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AVIATION ART/GIFTSPersonalized Aviation Nose Art. Qual-ity, service, lasting value. Hand-crafted to your specifications. Order now for Christmas delivery. Victory Girl, www.VictoryGirl.com, (909) 297-6688. 11/13Aviation Gifts by Wileman-Aircraft & Pilot Supplies. Mohave Valley, AZ, (928) 234-7206, www.wilemanaircraft.com. 1/15

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PUBLICATIONSAvionics Checklists & Quick Refer-ence gudes. Available in book, card & new iPad editions. www.Qref.com or from your favorite supply shop. 8/14The World Beneath Their Wings, A New Millennium of Female Aviators" by Julie Jervis. Dealer inquiries invited. To reserve your copy, call (650) 358-9908.

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AAIRIRVVENTUREENTURE OOSHKOSHSHKOSH 2015 N2015 NEWSEWSCheck the In Flight USA website for more AirVenture Oshkosh News • www.inflightusa.com

SportAir Workshops Return toAirVenture

For warbird enthusiasts, it doesn’tget much better than what EAA hasplanned for this summer’s 63rd EAA fly-in and convention, EAA AirVentureOshkosh 2015, scheduled for July 20-26.Hundreds of iconic military aircraft willtake to the sky for the July 22-25 daily airshows with themed performances com-memorating the Battle Britain, Victory inEurope Day (V-E Day), Victory overJapan Day (V-J Day), and the VietnamWar from Wednesday through Saturday.

These newly confirmed warbird per-formances are updated slightly from whatwas previously announced. EAA’s dailyair shows as well as the Wednesday andSaturday night air shows are sponsoredby Rockwell Collins.

Starting on Wednesday, July 22, air-planes of the Pacific Theater of WWIIwill be featured, beginning with thereturn of Commemorative Air Force’s“Tora! Tora! Tora!” air show recalling theDec. 7, 1941, attack on Pearl Harbor.Doolittle’s Raid, the Battle of Midway,and the subsequent island hopping cam-paign will also be represented.

The V-J Day tribute culminates withthe world’s only flying B-29Superfortress, the Commemorative AirForce FIFI. The Pacific theme returns forthe Saturday, July 25, air show.

On Thursday, July 23, a specialBattle of Britain 75th anniversary per-formance launches the air show followedby a tribute to the European Theater aircampaign, featuring B-17 bombers, avariety of fighter and transport aircraft,and a Lancaster bomber.

The Friday, July 24, warbirds airshow will feature the airplanes and rotor-craft that flew in Southeast Asia in theVietnam War. And all the aircraft will beon display in Warbird Alley allowing forcloser inspection.

For more information, includingadvance purchase for admission, camp-ing, and parking, visit the AirVenture sec-tion of the EAA website (www.eaa.org).

SportAir Workshops Return toAirVenture

It’s official: EAA will again offerthree SportAir Workshops sessions dur-ing EAA AirVenture Oshkosh this sum-mer. Electrical Systems & Avionics andthe Van’s RV Assembly courses will beheld Sunday and Monday, July 19-20,and the RV course will be offered againTuesday and Wednesday, July 21-22.Workshops run from 8 a.m. to 5 p.m. andwill be held in Paul’s Aeroplane Factory.

RV Assembly course students aretaught the skills necessary to build thepopular Van’s RV series of kit aircraft.The main portion of the workshop ishands-on learning the techniques neces-sary to assemble the airplane.

Electrical Systems & Avionicsinvolves antenna mounting, coax cableinstallation, wiring of radio systems, sol-dering and crimping components, alterna-tor and electrical system requirements,installation of electrical systems, and more.

EAA SportAir Workshops are spon-sored by Aircraft Spruce & SpecialtyCompany. Sign up at eaa.org.

Bill Harrelson to Speak atLOBO AirVenture Banquet

Bill Harrelson, EAA Lifetime, whosuccessfully circumnavigated the earth viathe polar route earlier this year in his mod-ified Lancair IV N6ZQ, will be the featuredspeaker at the LOBO (Lancair Owners andBuilders Organization) annual EAAAirVenture Banquet in July on Thursday,July 23, at the Best Western PremiereWaterfront in Oshkosh.

“Bill Harrelson had a Walter Mittydream, one of building an airplane in hishangar and flying it around the world inrecord time,” said LOBO President Jeff

Edwards. “He fulfilled that dream earlierthis year while the world watched hisadventure unfold on the Internet.”

In February 2013 Harrelson con-cluded a record long-distance flight(7,051 nautical miles) flying N6ZQ non-stop from Guam to Jacksonville, Florida.“Bill’s inspirational efforts in designing,building, and flying the plane highlightthe unique capabilities and efficiencies ofmodern homebuilt aircraft when flownby a true aviator,” Edwards added.

Seating for this AirVenture dinner islimited, and tickets will available toLOBO members only until June 23. OnJune 24, any remaining seats will beoffered to the general public on a first-come, first-served basis. The banquet issponsored by Lancair International Inc.,and begins at 5:30 p.m. For more infor-mation visit: www.lancairowners.com.

‘Give Flight’ at AirVenture This Summer

Is your EAA chapter looking for anaircraft building project? If so, we havean opportunity for you! Just as a group ofvolunteers helped build the One WeekWonder Zenith CH 750 Cruzer airplaneduring EAA AirVenture Oshkosh 2014,EAA is embarking on another project atOshkosh this year to highlight aircrafthomebuilding and raise awareness of ourworldwide chapter network.

Project “Give Flight” will focus onconstructing five sets of wings for varioustypes of kit-built aircraft. The goal is to givethose completed wing sets to five differentEAA chapters to jumpstart five differentbuilding projects that we hope will lead tothe formation of five different flying clubs.

The volunteer-based project willoccur at the main crossroads of the EAAAirVenture grounds on Celebration Way– the same location where the One WeekWonder was put together. Volunteers willconstruct the wings on each of the sevendays of the convention, and like last year,anyone who walks by can participate bypulling a rivet.

The chapters that receive the complet-ed wings for free will then be responsiblefor raising the funds necessary to completethe aircraft. Although EAA chapters arenot allowed to operate an aircraft, they are

allowed to build and restore them. So if agroup of EAA members wants to gettogether and form a flying club, that’s nota problem. It just can’t be done under thebanner of an EAA chapter.

If your chapter is interested in takingon a “Give Flight” building project, sendan e-mail to Charlie Becker, at [email protected]. Charlie is the EAA home-built community manager.

What’s Going On? AirVentureTheme Days Help Plan Your

Week

There are hundreds of things goingon every day at EAA AirVentureOshkosh, but some activities deserve aspecial spotlight. Those are the ones thatwill be featured at this year’s ThemeDays at Oshkosh.

The theme days cover everythingfrom innovation to homebuilding to his-tory, and feature some of the most notablepersonalities in aviation along withunique aircraft. The lineup includes:

Monday, July 20: Opening DayCelebration – The World’s GreatestAviation Celebration opens, with forums,air shows, and the famed Opening Nightconcert on Boeing Plaza.

Tuesday, July 21: Rutan Legacy Day– Legendary designer Burt Rutan returnsto Oshkosh, with all owners of Rutan-design aircraft invited to participate.

Wednesday, July 22: HonoringApollo 13 – Featuring astronauts JimLovell and Fred Haise, along withMission Control’s Gene Kranz and othermembers of the NASA flight team.

Thursday, July 23: Gateway toInnovation – The latest and greatest inaircraft design, unmanned aerial systems,and more!

Friday, July 24: Salute to Veterans –Honoring those who served and are serv-ing, with a special Friday night concerton Boeing Plaza.

Saturday, July 25: World War IITribute – From the 75th anniversary ofthe Battle of Britain to the 70th anniver-sary of the end of the war, a look at theera through the eyes of aviation

Sunday, July 26: Only on Sunday –See aircraft flying in one place that canonly be seen at Oshkosh and on this day!

Activities for each of these days willbe announced as they are confirmed.

The CAF's FIFI, P-51 Mustangs, andmany more Warbirds will perform duringthemed air shows Wednesday throughSaturday at EAA AirVenture Oshkosh2015. (Jim Koepnick/ EAA)

A SportAir Workshop in action at lastyear’s AirVenture. (Courtesy EAA)

EAA’s Welcome Gateway (Courtesy EAA)

Bill Harrelson pictured on his Facebookpage in his Lancair IV after his polar cir-cumnavigation in January. (Courtesy EAA)

EAA’s Give Flight project at Oshkosh willresult in five new sets of wings to help jump-start chapter projects. (Jason Toney/EAA)


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Documents

In Flight USA April 2015 issuu