$2.95 • March 8, 201365th Year. No. 5

Pilot’s Report: SeaRey P. 16

An ill wind for GA? P. 9

Building a better yardstick P. 11

Seaplane tsunami P. 39

Seaplanes & Float Flying

PERIODICALS - TIME-SENSITIVE DATED MATERIALS

March 8, 2013 www.GeneralAviationNews.com — facebook.com/ganews 3

BriefingBeechcraft, formerly Hawker Beech-

craft, has formally emerged from Chap-ter 11 as a new company.

It exits bankruptcy with a “dramati-cally reduced debt load, a restructured balance sheet and the support of a well-capitalized shareholder base,” company officials said, noting it is a “rebirth of an 80-year-old American aircraft manu-facturing business.”

Beechcraft’s portfolio includes the King Air family of the 350i, 250 and C90GTx; the Bonanza G36 (pictured) and Baron G58 twin; as well as the T-6 military trainer.

Beechcraft.com

Flight Design USA dealer Airtime Aviation in Tulsa, Okla., recently notched its 100th delivery of a Light-Sport Aircraft. Founder Tom Gutmann Sr. bought the first Flight Design CT sold in the U.S. back in 2001. “What started as a hobby soon turned into Air-time Aviation,” he said.

FlyCT.com, FlightDesignUSA.com

After six months of construction and a five-year FAA approval process, Du-Page Airport has completed construc-tion to extend its secondary runway to 6,350 feet. The West Chicago’s primary runway spans 7,570 feet, making it the second longest in the Chicago area after O’Hare International Airport. The $3.5 million project was 100% funded with DuPage Airport Authority revenue.

Other improvements in the pipeline include a $9 million widening of the primary runway and interior renova-tions to the airport’s café, lobby and pilot’s lounge.

DupageAirport.com

The FAA has put out a request for proposals from state and local govern-ments, universities and other public en-tities to develop six unmanned aircraft systems (UAS) test sites around the country, which will conduct research into how to safely integrate UAS into the national airspace, as well as deter-mine what certification and navigation requirements will need to be estab-lished. FAA officials say they anticipate selection of the six test sites will occur later this year.

FAA.gov

AircraftIncidents.com has offi-cially launched with more than 70,000 National Transportation Safety Board (NTSB) reports, organizing the reports in different ways, including by country, state, manufacturer, and NTSB report type.

AircraftIncidents.com

Piper Aircraft has selected Garmin’s G1000 all-glass, integrated flight deck for its twin-class Seneca V model.

Piper.com, Garmin.com

The General Assembly of Arkan-sas recently passed House Bill 1020, which protects private airstrip own-ers throughout the state from litigation from non-commercial aviation activity on their land.

The bill, called a “common sense stat-ute” by officials with the Recreational Aviation Foundation, added aviation to the other recreational activities listed in the state’s existing Recreational Use Statute.

TheRAF.org

Signature Flight Support has signed on as a major sponsor of Able Flight, a non-profit organization that provides flight and aviation career training schol-

arships to people with physical disabili-ties. Signature joins Embraer Aircraft and Sennheiser Aviation as host spon-sors of Able Flight’s second annual benefit to be held at Fantasy Of Flight in Florida April 20. The sponsorships will cover all expenses for the event, allowing all proceeds to go directly to Able Flight’s scholarship fund.

AbleFlight.org, SignatureFlight.com

Joe Brown, president and chief op-erating officer of Hartzell Propellers, has joined the board of directors of the IMC Club. The 1,700-hour instrument-rated pilot was chosen to provide his expertise to help with development of the club, officials said.

IMCClubs.org

The College of Aviation at Embry-Riddle Aeronautical University’s Daytona Beach Campus has partnered with Rockford Public Schools in Illi-nois to establish an Aerospace Institute at Jefferson High School beginning in Fall 2013. The institute program is also in place in several other school districts in Illinois and in Florida.

ERAU.edu

AeroComputers has hired Mikael Via to fill the newly created position of executive vice president, chief operat-ing officer, assuming responsibility for marketing, sales, R&D, engineering, operations, and customer service. Via was formerly president and CEO of Glasair Aviation.

AeroComputers.com

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Meg@GeneralAviationNews.com

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BRIEFING | See Page 4

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4 General Aviation News — 800.426.8538 March 8, 2013

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C & D Associates ..........................12Cannon Avionics Inc ......................32Cee Bailey’s Aircraft Plastics ..........32Corvallis Aero Service ....................36Currituck County Regional Airport ...30Desser Tire & Rubber Co ...............30Eagle Fuel Cells Inc .......................31Ehrhardt Aviation Agency ...............31Electroair .....................................14Flight Design USA .........................39Floats & Fuel Cells ........................30General Aviation Modifications Inc ..15Genuine Aircraft Hardware Inc ........32Gibson Aviation ..............................8Great Lakes Aero Products Inc. ......37Hansen Air Group .........................15Hooker Custom Harness ................38

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

Citing the ever-increasing impor-tance of the Global Positioning System (GPS) to the global economy, a group of GPS advocates have formed the GPS Innovation Alliance, an organization dedicated to furthering GPS innova-tion, creativity and entrepreneurship. Members are drawn from a wide vari-

ety of fields that rely on GPS, including aviation, manufacturing, agriculture, construction, transportation, first re-sponders and surveying and mapping.

GPSAlliance.org

The General Aviation Manufactur-ers Association (GAMA) has three new members: CubCrafters, which manu-factures the Sport Cub S2, Carbon Cub SS and the Top Cub; SimCom, which provides pilot training services; and Taylor-Deal Aviation, which special-izes in aircraft modifications. GAMA now has more than 80 member compa-nies worldwide.

GAMA.aero Civil Air Patrol volunteers who

served during World War II may soon be recognized with the Congressional Gold Medal. U.S. Sen. Tom Harkin, D-Iowa, has introduced S. 309 and U.S. Rep. Michael McCaul, R-Texas, has introduced H.R. 755 in the 113th Con-gress to honor CAP’s founding mem-bers, who used their own aircraft to

conduct combat operations and other emergency missions during World War II. During the war roughly 60,000 ci-vilians — men and women 18-81 years old — were CAP members. By war’s end CAP had flown more than 750,000 hours and 24 million miles with a total loss of 64 members and 150 aircraft.

GoCivilAirPatrol.com

Jet Professionals, an aviation staff-ing company based in Teterboro, N.J., is celebrating its 30th year in business. It plans to open new offices in Germany and Singapore in 2013, officials noted.

JetAviation.com

Pacific Coast Avionics Corp. will continue to be the exclusive sponsor of the Internet Café at the 2013 SUN ’n FUN Fly-In in Lakeland, Florida. For this year’s event, slated for April 9-14, the Internet Café will have two locations — one at the Visitor and Con-vention Center’s hospitality area, and a second location inside Hangar E.

PCA.aero, Sun-n-Fun.org

Now available is a free app that allows you to look inside some of history’s greatest aircraft. The ACI Cockpit360º app, available from the National Mu-seum of the U.S. Air Force and Aero-Capture Images, features high-defini-tion, panoramic photos of more than 20 cockpits, including the B-29 Bockscar that dropped the atomic bomb on Na-gasaki to end World War II. Several of the aircraft include multiple “nodes,” showing various interior views.

NationalMuseum.af.mil

BRIEFING | From Page 3

ARLINGTON, Wash. — Since 2006, Glasair’s builder assist program has brought 160 Sportsman aircraft to the flightline. The first 34 kits were able to taxi in three weeks, after which the program was streamlined and renamed “Two Weeks to Taxi.”

The 160th aircraft to be completed was built by Rick and Laura Walker of Laredo, Texas. The husband and wife team “thoroughly enjoyed the construc-tion process and learned a tremendous amount about what goes into an aircraft and how it functions,” according to Rick. He noted they were “astonished by how much they could accomplish in a day’s time with the help and direction provided by the Glasair team.”

The Walkers are active in ranching and plan to use their Sportsman for sur-

veillance work and trips to cities around Texas. Walker, who’s been flying for 34 years, said he has worked with other people on their homebuilts. “I finally decided I wanted to see my own project through to the end,” he said. “It was in-tense, but very rewarding.”

He taxied in two weeks, got through the final inspection and flew his airplane within three weeks, put three hours on it and went home. He will return to pick up the aircraft after it has accumulated 30 hours and been painted. He will put the final 10 hours on it before flying home to Texas.

Glasair’s Two Weeks to Taxi pro-gram has been approved by the FAA as meeting all of the requirements for an experimental-amateur built aircraft.

GlasairAviation.com Phot

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Glasair’s 160th in Two Weeks to Taxi

NOTICE: The next issue of will be mailed March 22, 2013.Cover Photo courtesy

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March 8, 2013 www.GeneralAviationNews.com — facebook.com/ganews 5

LiveAirShowTV has partnered with the International Society of Transport Aircraft Traders (ISTAT) Foundation and the Experimental Aircraft Associa-tion to launch a new educational initia-tive called Careers in Aviation.

“Careers” is a series of videos featur-ing young professionals working in avi-ation. The series is just one step in a pro-gram to promote awareness of aviation career opportunities to middle and high school students, according to officials.

Working closely with Jeff Skiles, EAA’s vice president of chapters and youth education, Careers in Aviation was proposed to the ISTAT Foundation, which supplied the initial grant to start the program, according to Jeff Lee, pres-ident of LiveAirShowTV.

EAA is known for its Young Eagles program, and this effort takes that a step further to broaden the scope of career opportunities that students might not au-tomatically consider in the aviation field, Lee said.

“With more than 1,000 local chapters worldwide, EAA is the perfect platform to reach out to students who are inter-ested in aviation,” he said. “Careers in Aviation will introduce these young peo-ple to all aspects of the aviation indus-try. Aviation is an exciting career field with many different jobs besides being a pilot. We want to inspire young people through these videos to see how excit-ing and fulfilling a career in aviation can be.”

Production began last month in New

York with a shoot at JetBlue’s Support Center and flight operations at JFK air-port, Falcon Jet at Newark airport, and a financing company in Manhattan.

Careers in Aviation will be an ongoing

project for LiveAirShowTV and EAA. The formal website launch will be later this year, but some of the videos will be available before then, Lee noted.

LiveAirShowTV.com

New educational effort takes off

In an unexpected move, Craig Fuller, president and CEO of the Aircraft Own-ers and Pilots Association, has notified AOPA’s Board of Trustees of his intent to step down from his position.

The board will conduct a national search for his successor. Fuller will stay at his post until a successor is named.

Fuller, who took office Jan. 1, 2009, and is only the fourth president of AOPA since its founding nearly 75 years ago, will assist with the search for a new president and the transition to a new administration.

Fuller, 62, noted that he made a five-year commitment to AOPA when he

was appointed president. He said he is now looking forward to taking on new challenges and opportunities.

“I have flown since age 17, and fly-ing has been part of my life ever since,” he said. “With the end of my five-year commitment approaching, this is an ap-propriate time for me to consider new

opportunities and allow the board time to recruit a successor.”

Board Chairman William Trimble said the board will soon form a search committee and retain an executive search firm to begin looking for AOPA’s new leader.

AOPA.org

AOPA president to step down

6 General Aviation News — 800.426.8538 March 8, 2013

By MEG GODLEWSKI

Upbeat crowds and enthusiasm marked the 30th annual Northwest Avia-tion Conference & Trade Show, held at Puyallup Fairgrounds south of Seattle Feb. 22-24.

Exhibits ran the gamut from vintage, such as antique engines from the West-ern Antique Aeroplane and Automobile Museum and re-enactors from the His-toric Aviation Guild, to the latest in avi-onics and new technologies.

The conference boasted 75 hours of seminars, ranging from backcountry flying to why you should persuade your child to become a pilot. New this year was the Aviation Business & Career Forum, organized to offer a venue for people interested in the aviation indus-try to learn more about it, and for those already working in the industry to net-work and discuss some best practices.

Next year’s show is Feb. 21-23.Washington-Aviation.org

Big crowds for NW Aviation Conference

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8 General Aviation News — 800.426.8538 March 8, 2013

By CHARLES SPENCE

If sequestration goes into effect, it won’t really be felt until April 1. Will sequestration last that long? Or longer? Few even hazard guesses at this time, but if it does, what will be the effect on gen-eral aviation?

The Budget Control Act of 2011 was passed with bipartisan majorities in both chambers of Congress and signed by the President. It was to reduce the growing deficit in two ways: First by establishing caps on discretionary spending over the next 10 years in an effort to cut the defi-cit by almost $1 trillion; and second, by establishing a bipartisan Joint Congres-sional Committee that was supposed to develop a proposal to achieve at least a $1.2 trillion deficit reduction.

Sequestration was proposed by Presi-dent Obama as a way to encourage law-makers to reach an agreement, believing it would be so repugnant that Congress would cooperate and pursue a balanced deficit reduction.

But the committee failed to reach an agreement, so sequestration was set to go into effect Jan. 2. It was delayed two months by the American Taxpayer Relief

Act of 2012, which split $24 billion in def-icit reductions evenly between spending cuts and revenue increases. That brought it to March 1 when — if no action was taken — sequestration starts with begin-ning furlough announcements and other cuts to take effect, split evenly between defense and non-defense budgets.

While this issue went to press before the March 1 deadline, it looked like Con-gress would not act, allowing sequestra-tion of about $85 billion to be imposed for the rest of fiscal year 2013. Although this is a small percentage of total federal spending, nothing is exempt and money cannot be taken from one account and used on another.

With the government’s fiscal year al-most half over, a 5% cut in the FAA’s budget actually means a 10% cut to fin-ish out the year. FAA Administrator Mi-chael Huerta said the FAA will be forced to cut approximately $627 million. Al-though attempts will be made to not fur-lough any of the FAA’s approximately 47,000 employees, most will have to take one or two days off each pay period without pay.

Paul Rinaldi, president of the National Air Traffic Controllers Association, says sequestration will “significantly and per-haps permanently undermine the capac-ity of the National Airspace System.” He warns furloughing critical personnel and closing some control towers means the system will be even more compro-mised than anticipated. Once towers are closed, airports they serve may be next, he warns.

Certification of general aviation air-

craft, products, and programs would feel the pinch as furloughed days will prevent FAA personnel from doing work which, even now, is often considered by many to be unduly slow.

Licenses and upgrades for pilots and all other FAA certified individuals also may be delayed.

The Next Generation Air Transporta-tion System (NextGen) will be further delayed. Details are difficult to come by, but some estimate a $160 million bite out of NextGen funding.

Airshows will be hit in several ways. First, FAA personnel probably will not be available to work at the shows at the agency’s various exhibits. Second, any military participation will be restricted. This may cause many airshows to be cancelled, officials with the International Council of Air Shows (ICAS) say.

Craig Fuller, president of the Aircraft Owners and Pilots Association (AOPA), says that association is “deeply concerned that the FAA’s planned $600 million in sequestration cuts will compromise aviation safety and severely damage the efficiency of general aviation flights na-tionally.” He added he is “astounded that our elected leaders have put air safety in jeopardy.”

How will general aviation meet these challenges?

“We don’t know,” says Ed Bolen, pres-ident of the National Business Aviation Association (NBAA). “We have never been through something like this.”

He adds it will create significant chal-lenges, but the aviation industry has al-ways found ways to adjust in the past.

JUMPING TO CONCLUSIONSThe dire warnings about the impact of

sequestration on the FAA and aviation are not backed up by facts, say Republi-can members of the Senate and House.

“Before jumping to conclusions that furloughs must be implemented, the administration and the agency need to sharpen their pencils and consider all the options,” said Sen. John Thune (R-S.D.), ranking member of the Senate Commit-tee on Science and Transportation, Rep. Bill Shuster (R-Pa.), chairman of the House Committee on Transportation and Infrastructure, and Rep. Frank LoBion-do (R-N.J.) chairman of its subcommit-tee on aviation.

The three lawmakers said adminis-tration officials prematurely outlining the potential impacts before identifying other savings is “not helpful,” adding the FAA is well positioned to absorb spend-ing reductions without compromising the safety and efficiency of the National Air-space System. They add that Congress has been requesting information from the FAA since August, but none has been provided, bringing on the charge that the dire warnings are not backed up.

The FAA has received funding in-creases in recent years but domestic flights are down 27% from pre-9/11 lev-els, the lawmakers note. Over the last 10 years, the FAA’s annual budget has increased almost $3 billion (41%) in its operations account. The FAA spends ap-proximately $500 million on consultants and $200 million on supplies and travel, the lawmakers add.

FAA.gov

Sequestration’s impact on GA

A story in the Jan. 11 issue, “The appeal of vintage LSAs,” incor-rectly noted that there is a horse-power limit on Light-Sport Air-craft. There is no limit for LSAs.

Correction

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March 8, 2013 www.GeneralAviationNews.com — facebook.com/ganews 9

WASHINGTON, D.C. — March is a windy month. That is expected to be es-pecially true this month in the nation’s capital, with much activity, conflict and confusion as lawmakers try to sort out the nation’s fiscal problems.

All this activity brings to the fore-front several issues that general avia-tion groups have been wrestling with for many months.

Ed Bolen, president of the National Business Aviation Association (NBAA), cites three important topics on which his and other GA groups will focus: Se-questration; the President’s budget for 2013; and continuing resolutions.

As we go to press, it is still unknown if the President and Congress will allow sequestration to go into effect March 1. If it does happen, it will mean manda-tory financial cuts in all government programs.

The Budget Control Act of 2011 called for reducing the deficit $1.2 tril-lion to as much as $1.5 trillion over 10 years, while establishing a 12-member Joint Committee to come up with solu-tions. If the committee could not agree on revenue and spending, the bill called for sequestration.

Sequestration was originally sched-uled for January but was delayed with the can kicked down the road a couple of months. As it comes up in March, it could be delayed again — not solved, just unsettled.

Unfortunately, when cuts are con-sidered by the federal government, the “Washington Monument Approach” is usually used. That is, government of-ficials declare if spending must be cut they will cease running the elevator in the Washington Monument to save electricity. Opponents cry. “my good-ness, you can’t make visitors walk up all 555 feet!” “OK,” the bureaucrats reply, “we’ll keep the elevator running, but you must agree to raise taxes.”

The President’s budget for fiscal year 2014 is to be submitted in March. Once again it will call for $100 fees for every flight that uses ATC ser-vices, with most piston-powered gen-eral aviation aircraft exempt, along with medical flights and some others. When brought up in the past, Congress studied it and rejected it. This has not

deterred the President. It is another Washington Monument response: If it’s important, we’ll have to tax it. If it is refused, there’s another opportunity for finger pointing.

Changing the depreciation schedule for corporate jets is another financial is-sue expected in the President’s budget. The General Aviation Manufacturers Association (GAMA) and NBAA have

been opposing this move with strong messages about the value of flying to the nation’s economy. Again, Congress will have the final say.

These potential charges against avia-tion have been voted down in the past, but the nation’s current financial situa-tion raises concern among aviation in-terests. They fear that the debt, now approaching $17 trillion, could tempt some who are usually spending cutters to compromise and accept adding fed-eral fees to aviation.

Meanwhile, continuing resolutions have kept the nation going. The Senate has not passed a budget in almost four years.

Instead, Congress passes short-term continuing resolutions to permit the

government to continue spending and to operate. The current resolution ex-pires March 27. Some kind of action needs to be taken before then. What it will be is uncertain.

It is this record of uncertainty that puts into jeopardy programs like airport development, the Next Generation Air Transportation System (NextGen), and other long-range planning in — and out — of government.

For example, all this uncertainty af-fects the decisions of businesses across the country, including decisions about whether to buy a business aircraft, whether it is a large corporation think-ing about buying a corporate jet or a small company thinking about buying a single-engine two-place aircraft.

An ill wind for GA with fiscal crisis?

Capital CommentsCharles Spence

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

10 General Aviation News — 800.426.8538 March 8, 2013

Hangared at the Portland-Troutdale Airport (TTD) in Oregon, I got involved when I found out that a power generat-ing plant, proposed for a site less than a half mile from runway centerline, would seriously hamper operations at the airport by creating a fog plume from its cooling towers, as well as locating a dangerous, high velocity, high tempera-ture thermal plume directly beneath the north pattern.

This type of plume — not your ordi-nary stack output — had already been identified as the cause of at least one crash and has been implicated in others. A plume located beneath the ILS ap-proach at Morgantown, West Virginia, has grounded several commercial airlin-ers operated by Colgan Air.

Considering the high volume of stu-dent pilots flying at TTD, a busy training airport with more than 90,000 operations projected in 2013, the potential for an upset and spin at pattern altitude through sudden loss of visibility and pilot over-reaction, or overflight of the thermal plume, was scary.

So I protested, did my homework, contacted the FAA, attended Port of Portland meetings, and brought this situ-ation to the attention of a lot of people, asking other pilots to join me in the ef-fort.

It got me invited to Washington, D.C., to be a member of a work group of eight people convened to find a solution to

the location of these dangerous thermal plumes near airports. Included was the president of the National Association of State Aviation Officials, the director of the Oregon Department of Aviation, the director of Caltrans Aeronautics, an offi-cial with the Aircraft Owners and Pilots Association (AOPA), the vice president of regulatory and environmental affairs of the American Association of Airport Executives, as well as a member of the California Pilots Association (CalPilots) who has also been actively confronting powerplant construction near airports in California.

The FAA presented a study of the is-sue from Mitre Corp. It was thorough and comprehensive, looking at plume effect on different weights of aircraft and taking plume drift and weather into consideration.

According to FAA officials, the study will be given the official stamp of ap-proval. It will then be made available to companies that want to put plants near airports, as well as airport owners, such as the Port of Portland, who choose to sell adjacent property for plant construc-tion, so both can evaluate the risk of ac-cidents created by these plumes.

The issue is FAA regulation. Every organization represented in that work group requested some formal regulation of these plumes when they penetrate Part 77 airspace around airports — the same way the FAA regulates hard struc-tures penetrating Part 77 through the 7460 process. It was reiterated that local land use bodies and states cannot effec-tively block the siting of these dangerous plumes without the backing of the FAA.

Far too often, even state organizations lack the teeth to stop development; they can only recommend against it. FAA of-ficials conceded that consideration of a new regulation would be the logical next step, once the Mitre model is released for public use.

The pressure is still on, and additional meetings are taking place.

The issue is safety — the safety of pilots who have been able to make the

assumption that when they fly into an airport pattern they will not collide with a hard structure. Now, we need the as-surance that we will not collide with an invisible plume of hot, turbulent gasses that can upset us while we’re low and slow in the pattern. Spin recovery at 1,000 feet off the deck is not an exercise I want to undertake, thank you! The po-tential for a fatal outcome is huge, par-ticularly at airports with a high level of flight training.

Natural gas generating plants are here to stay; they are a relatively pollution-free way to generate power. They’re great — as long as they’re not located near airports.

If nobody had gotten involved — if everybody had stood back, waiting for AOPA or the Department of Aviation or the FAA or “Somebody” to do some-thing — the Troutdale plant would be a done deal. And the airport, currently thriving with GA traffic, would be ulti-mately crippled.

Land around airports, once well out-side of town, has become valuable real estate these days. You need to protect your airport. You need to defend it.

AOPA will help you if you contact them. The Oregon Pilots Association will help you if you contact us. But no-body will do anything if you stand back and do nothing.

All I did was investigate the situation and present a lot of facts to a lot of peo-ple. Ultimately, it got me that invite to Washington, D.C., and FAA headquar-ters.

That’s how easy it is to make a dif-ference. You simply have to speak up, ask questions, and point out the flaws in those “oh, it won’t affect the airport” arguments.

You can do it. You simply have to re-alize that you can. Open your mouth, let the businesses around your airport know that it’s threatened, get together with other pilots and those business owners and attend that council meeting. Speak up for your airport, for the services it of-fers, the business it brings to the city or county.

Recently, a public meeting to dis-cuss the potential closure of the Pacific City State Airport (PFC) in Oregon was crammed with local residents who want the airport kept open. They outnumbered the pilots.

If we don’t tell people why our GA airports are valuable, how they provide emergency service access, local busi-ness from pilots, UPS and FedEx access, landing sites for firefighting aircraft, as well as ag ops, they don’t realize just how valuable the airports are.

Speak up. It’s your airport.

LETTERS TO THE EDITORCONTEXT IS CRUCIAL

Re: Ben Sclair’s Touch & Go “Con-text is crucial” in the Feb. 22 issue: Ben, I’m afraid you may get beat up on this one. But I agree with what you are saying.

The bigger problem seems to be all of the programs being threatened due to a 1% reduction in the INCREASE in spending. This year the Feds are al-ready — with the sequester — planning to spend more money than they did last year. They are claiming that the sky is going to be falling if they don’t get that 1%. I find that hard to believe. If it

happens, that means we either have the worst budget managers in the history of government who are incapable of set-ting priorities or that they are trying to put out a political message.

I know which possibility I would bet on.

ROY BEISSWENGERvia GeneralAviationNews.com

PRICING US OUT?Re: “What do GA pilots think about

NextGen?” Jan. 25 issue: The govern-ment (FAA) have been trying to get the small private pilot out of the major areas for the last 25 years. Since they can’t limit us by the Constitution, they have been trying to price us out.

Well NextGen is doing just that. I

have decided that this is the last coffin nail.

I am selling my aircraft this year. And doing so since others will be doing the same in the coming years, I am trying to get a good price before the market is flooded.

JOHN JOHNSONvia GeneralAviationNews.com

AN AMERICAN DREAMRe: Deb McFarland’s Short Final col-

umn, “An American dream,” in the Feb. 22 issue: Thank you Deb, for remind-ing us how great a country we have and

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

Guest ColumnMary Rosenblum

Yes, you can make a difference

Mary Rosenblum is president-elect of the Oregon Pilots Assocation (OregonPilot.org).

“If everybody had stood back, waiting

for AOPA or the Department of

Aviation or the FAA or ‘Somebody’ to do

something — the Troutdale plant would be a done deal. And the airport, currently

thriving with GA traffic, would be

ultimately crippled.”

March 8, 2013 www.GeneralAviationNews.com — facebook.com/ganews 11

Periodically, I, like all pilots, am asked to divulge how many hours I’ve logged. How much of that total is sin-gle engine and how much is multi en-gine? I’m asked to break out the land plane time from the seaplane time. I’m asked to break out night time, cross-country time, taildragger time, and ev-ery other category of time the form’s author could envision.

My most recent entanglement with this came this past week. And once again I was forced to tell the truth — I don’t know how many hours I’ve amassed. Maybe more importantly, I don’t care.

Is my total time really an indicator of my skill level, my depth of knowl-edge, my willingness to help another pilot, or anything else of value? I think not. It’s a number, and in a society that covets information, a bigger number often signifies a better result.

Or that’s what a cursory examination of the data might suggest. That’s not al-ways the case, however. Certainly, the collection of more time has not been a reliable indicator of greater safety in aviation. Not on its own, anyway.

Let’s assume we have a 200-hour private pilot who flies two or three times each week. She’s building time toward her commer-cial certificate, and she’s motivated by a real affection for be-ing in the air. Let’s compare her to a 2,000-hour ATP who flies once a month or less. He was headed for the airlines, but things didn’t work out, so now he’s selling real estate on a full-time basis.

Which of those two individuals has the higher level of professionalism? Who is more proficient, more capable, more situationally aware while fly-ing? Which of them do you suppose is more adept at receiving a briefing, or is more skilled at shooting a precision approach?

The answers to those questions are all ascertainable. But their flight time alone will not divulge any secrets that provide real insight into their character,

their capability, or their proficiency. So why do we collect that information? I couldn’t tell you. I really couldn’t.

Now let’s deal with another aspect of this data collection issue: Bragging rights. Pilots are famous for grading themselves, each other, and whoever just landed out there on the runway — too long, too short, too hard, or with a satisfyingly gentle squeak of rubber on pavement.

I will not participate in this prac-tice. Partly because I just don’t have the ego required to pretend I’m better than anyone else. And partly because I’m not sure there’s any way to really measure who is better than whom —

especially since that distinction is often only valid in a lim-ited range of aircraft under a limited range of conditions.

Any relatively low-time CFI who has had the distinction of flying in a light sin-

gle engine GA airplane beside a high-time pilot who exclusively flies large, heavy jets has had the eye-opening experience of finding out that not all skill sets translate well from one air-craft to the next. The lowly CFI may have one tenth the time of the turbine driver, but the turbine pilot has for-gotten much about torque, the proper use of the rudder, and the limitations a low-horsepower engine can put on your in-flight plans.

That is not to say the jet jock isn’t an excellent pilot. They might be ex-ceptional in the aircraft they routinely

fly. But move them from the big iron with a crew mate sitting beside them, masses of power and multiple systems to support their decision making into a small, piston-powered machine with nothing more sophisticated in the cock-pit than a wet compass, and you’ve got a whole new level of entertainment coming your way.

So let’s at least consider inventing a new yardstick to measure our status. Let’s consider shifting the focus of our comparison systems from measur-ing ourselves against others to instead just measuring ourselves. Time totals would be useless in this new method of tabulating our potential. Recent up-grades in certificates and ratings might matter though, a newly endorsed pro-ficiency check would count, even add-ing a taildragger endorsement to your certificate would indicate a serious interest in being good, being better, maybe even being the best we can be.

If the truth be told, I don’t expect anyone to change the way they log time because I advanced this argu-ment. But I would be personally and professionally gratified if at least a few people started thinking their total time wasn’t really much of an indication of how safe they are.

We could all stand to look at the in-dustry now and then as a new appli-cant might. Each of us could do with an honest self-evaluation, too. Maybe if we weren’t quite so impressed with ourselves and our hour counts, we might take that review of our skills and knowledge a bit more seriously — which would benefit us all in the long run.

how blessed we are by folks like Gus. God gave us freedom, our founders built a system to protect it, and millions of good men and women in far places — Gus and my grandparents among them — heard its call and came here to enjoy, cherish and strengthen it.

Gus said it best: We are all blessed to be Americans, together.

JOE CORRAOvia GeneralAviationNews.com

FLYING CLUB SCHOLARSHIP

Re: “Flying Club scholarship launched” in the Feb. 22 issue: I believe that this is a great thing.

This is the kind of thing that reflects highly on the industry as well as the professionals in the industry.

This could help many people get into the profession who otherwise would probably not have considered it before.

CHAD BESSENGERvia GeneralAviationNews.com

This is an amazing idea! The industry

needs at least 100 more of these schol-arships/grants for new or struggling fly-ing clubs.

The network and community of advi-sors is another piece of the puzzle. Per-haps more valuable than the funds and extras is the knowledge this and other groups have. Should be interesting to see what kind of opportunities like this pop up in the next few years.

PAUL LEMLEYvia GeneralAviationNews.com

FLYING CLUBS, PART 2Re: Jamie Beckett’s Politics for Pi-

lots column in the Feb. 22 issue, “A newbie’s plans to join the club:” It all starts with a vision, a desire to share it, and a passion to make it happen...and it will happen! We started our flying club in 2006 with a handful of pilots, and now we’re pushing 100 club members. We’re all about “Great Planes…Great People!” and a formula that’s conta-gious.

Now we’re seeding new clubs...Sev-eral of our members have created the

first-ever Flying Club Scholarship to help get new clubs started, and others can join the “Start A Flying Club” Face-book page to learn more and get details about the scholarship (or go to StartA-FlyingClub.com to find out more).

STEVEN ROGERSvia GeneralAviationNews.com

When I started flying, the best times were spent “Under The Old Oak Tree” where everyone shared enthusiasm and knowledge. The older pilots? They were local Gods.

The flying club of today is the only way that I know of to reclaim at least a little bit of that asset. The “Oak Tree” gave much more instruction than any book or videotape.

LEE TAYLORvia GeneralAviationNews.com

THE WARBIRD CUBRe: “The Warbird Cub,” in the Jan.

25 issue: The definition of Warbird in my opinion is grossly overbroad.

Here is a simple definition that I use

to exclude many so-called “Warbirds:” A Warbird is an aircraft that was de-signed from the outset as a combat air-craft. This, of course, excludes many surveillance, FAC (Forward Artillery Control), converted trainers, etc.

Of course the reader can have their own opinion, but they can expect to get a disgusted look from me when they call a T-6 Texan a Warbird.

DENNIS REILEYvia GeneralAviationNews.com

How about any aircraft produced or applied toward the war effort from World War I to the present? Let’s be proud of our flying heritage, no matter what the form or function. We are, after all a relatively small group.

It’s just like getting guff about wear-ing a flight suit. What gives with that? I’m not trying to impersonate a military aviator. I don’t wear any insignia or patches I didn’t earn. It’s just darn com-fortable, as well as practical.

RAY KLEINvia GeneralAviationNews.com

Politics for PilotsJamie Beckett

Building a better yardstick

Jamie Beckett is a CFI and A&P mechanic who stepped into the political arena in an effort to promote and protect GA at his local airport. He serves as V.P. of Operations at SunState Aviation Flight School in Winter Haven, Florida. You can reach him at: Jamie@GeneralAviationNews.com

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12 General Aviation News — 800.426.8538 March 8, 2013

Q In 2004, I bought a Lycoming O-320 D1A, via Van’s, and started

flying it in January 2005 in a RV-9A. I broke it in according to the instructions (75% or more until oil consumption sta-bilized). In spite of having an oil filter I always do oil changes at about 30-hour intervals. All through the life of the en-gine it has used 100LL and the average power (after break in) can be estimated from the fuel consumptions of 5.9 to 6.1 max gph. Cylinder head temperatures during takeoff remain below 400°F on a calibrated (boiling water) steam gauge and at about 350°F in cruise.

In April 2010, at 676 hours, I had a sticking valve. Curiously this manifest-ed itself not at cold start-up but during

takeoff. My friend, an experienced IA, reamed all four exhaust valve guides. The grease on the reamer showed blackish material that we thought was lead. The No. 4 cylinder, which always had the lowest exhaust gas tempera-tures, was a little worse than the others. Until that time, I leaned for best power. I then changed my habit and leaned maximally to slight roughness and then just enough enrichment. Still 6 gph. Just now, at 1,110 hours, I had a stick-ing valve again, again at takeoff after a normal cold start.

I talked with the folks at Van’s, who do not have the same problems with their O320s, and who were just as puzzled as I am. The only difference we could think of is that they use more power than I do.

What can I do to prevent a repeti-tion?

JOB FABER via email

A I find this inquiry a bit different than most and I must admit it has

me scratching my head, along with you and the folks at Van’s.

My first thought in a situation like this is to think poor cooling where we’re not taking the heat away from the cylinder head when we have poor baffles or some other cause like running too lean. From the information you provided, I guess I’ll just have to use the process of elimination and hope that takes us to some place to begin.

Since the O-320-D1A is rated at 160 horsepower at 2,700 rpm, I’d expect the fuel consumption to be somewhat greater than the 6 gph you stated, even at a greatly reduced power setting. I’d think you should see something like 8 to 10 gph fuel consumption at 65% (approximately 2,350 rpm) to 75% (ap-proximately 2,450 rpm) power for a starting point.

With this lower than what I’d expect fuel consumption, I’d expect to see much higher cylinder head tempera-tures because of a lean condition.

Have you ever compared your fuel consumption with another similar RV using the identical engine? Maybe Van’s could furnish some fuel consumption data it has experienced from some of its flying or that other customers have provided.

Let’s get beyond this and see what else we might find. I don’t see any-thing with your leaning procedures, but I’m still not quite sure I like the 6 gph fuel consumption. Did Van’s have any comments regarding this fuel consump-tion?

The cylinder head temperatures you provided are excellent, providing the instruments are calibrated and con-sidered accurate and the process you mentioned should meet this require-ment. My only question regarding this subject is what type of CHT probe are you using? The best and most accurate is the bayonet type probe versus the spark plug type.

I am somewhat surprised that you’ve

experienced this problem during take-off rather than noticing it during initial start-up. It’s not that it couldn’t happen during takeoff, as you’ve experienced, but it’s not what we’d typically expect. May I ask how you learned the results of this problem? Did the stuck valve cause the pushrod and shroud tube to bend, causing a loss of oil, or was it de-tected as a rough running engine with a slight loss of power?

I commend you for having your expe-rienced IA ream all four exhaust valve guides following your first problem because if you have one exhaust valve stick, the probability of others sticking remains high. Reaming all four guides is the proper approach.

The material removed from the guides certainly sounds like burned oil carbon, which we would usually expect to see from an engine that is running hot and has high CHT temperatures. Improper cooling of the cylinder head due to poor baffling or cowling fit is the usual cause of this. This is where I, and I sup-pose others, really begin scratching our heads as to what the cause is with your engine with the operating temperatures you’ve mentioned.

While I really don’t have any specific answers for you, I will offer some sug-gestions that you may want to consider. First, if you haven’t already reamed the guides since this most recent oc-currence, I’d recommend that your IA comply with Lycoming Service Bulle-tin 388C, which tells you the condition of the valve to guide clearance.

Another thing I would consider is changing the brand of engine oil. While I believe all of the aviation grade oils available today are excellent, you may want to give this some thought.

One last question for you: Has the sticking valve problem always occurred on the same cylinder? If this is the case, then I’d look at the installation and baf-fling.

If it’s been two different cylinders, then I’m back to scratching my head again!

What is causing sticking valve?

Ask PaulPaul McBride

Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to: AskPaul@GeneralAviationNews.com.

Craig L. FullerAOPA President and CEO

When we gave away our last sweepstakes airplane—the Tougher Than a Tornado Husky—I heard from a lot of members who were saddened to see it go, especially since it was headed to someone else’s hangar. I, too, was more than a little sorry to bid farewell to this fun and capable airplane. After all, we’d often traveled the country as a flight of two, the sweepstakes airplane and my own yellow Husky.

But now that our next AOPA sweepstakes is well under way, I’m starting to hear from hopeful members who can’t wait to discover that this classic airplane will be theirs.

If you’re an AOPA member, you may have been following our work on the 1963 Debonair. It’s a beauty, with a retro style that’s unmistakable. And, of course, AOPA members are automatically entered into the sweepstakes drawing just for joining or renewing their membership.

Even if you’re not a member, it’s worth checking out the great work being done to create an aircraft with all the bells and whistles. If you own an airplane, following the restoration process can be a wonderful source of ideas. But even if you don’t, it’s fun to fantasize about how you might create your own ideal airplane, or maybe even win this one.

Already, a lot has been accomplished, and we’re just getting started. The airplane has a new N-number in honor of AOPA’s upcoming 75th anniversary. And it’s got a new, more powerful alternator—a must to accommodate the modern avionics we’ve got in store. Don’t forget the sparkling new windshield and windows that improve the aerodynamics and visibility, or the tip tanks that can offer ranges of seven or eight hours if you don’t have much to carry in the way of passengers and bags. We’ve started work on the panel, and you can get a sneak peek at what’s in store, including an innovative insert for your iPad Mini.

I invite you to follow the Debonair through its transformation on The Debonair Sweepstakes Blog, available at http://blog.aopa.org/sweepstakes_logbook. And who knows, you just may be the lucky winner who takes N75YR home.

A New take on Retro

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

March 8, 2013 www.GeneralAviationNews.com — facebook.com/ganews 13

By MEG GODLEWSKI

Airspace operations at Pearson Field (VUO) and Portland International Air-port (PDX) will remain unchanged, thanks to the efforts of Washington and Oregon elected officials, local pilot groups and the FAA.

Pearson Field, located in Vancouver, Wash., six miles from PDX, is one of the oldest continually operating airports in the United States. On Sept. 20, 2012, the FAA unveiled changes to the air-space which would have entailed Pear-son-bound traffic orbiting over neigh-borhoods until PDX tower gave them clearance to enter the shared airspace known as the Pearson Box.

The changes were slated to take ef-fect Oct. 1, 2012. Pilots were quick to tell the FAA and elected officials that the proposed box would create more problems as pilots at Pearson delayed takeoffs or landings while waiting for permission from PDX tower.

Pearson Airport Manager Willy Wil-liamson was quick to point out that PDX and VUO co-existed safely for decades before the box proposal. Al-though Pearson doesn’t have a tower, it is designated as Class D airspace, while PDX is designated as Class C.

Over the past two years, the FAA held three safety review panels to examine ways to keep the airspace safe for all air traffic. The most common recom-mendation was to put a control tower at Pearson Field. However, the FAA de-cided that a tower was not justified.

Ultimately, it was decided that how traffic had been handled for years was the best way to keep everyone safe. A few additional controls, including staff-ing a Pearson advisory position in the PDX control tower, and additional train-ing for pilots was also recommended.

“The biggest winner is the flying pub-lic,” said Williamson. “We have proven our operations and procedures are as safe as possible in this unique airspace, and that the FAA’s Safety Management System works well also.”

Williamson noted the resolution has been a long time coming and involved long discussions between the FAA, elected officials, and the flying public.

“We can’t thank our elected officials enough for their support,” he said. “We also want to thank the FAA for ensur-ing airspace safety and for being open to listening to all viewpoints.”

The airspace issue is not the only re-cent challenge at VUO. In February the National Park Service took the keys and security codes for the Pearson Air Mu-seum, citing concerns over the lease.

The museum, which sits on six acres of NPS-owned land adjacent to the airport, is operated by Fort Vancouver National Trust. According to NPS of-ficials, the trust was not operating the

museum in accordance with national park policy, which includes “maintain-ing tranquility” at parks.

The museum was the site for benefit events for non-profit organizations in the area. These events, plus donations, kept the museum doors open.

Trust officials note they tried to ne-gotiate with the NPS to obtain permits for these larger events, such as benefit concerts for servicemen returning from

Afghanistan and Iraq, but the NPS de-layed or denied the permits because the events are contrary to the NPS policy.

Elson Strayhan, president and CEO of the Fort Vancouver National Trust, noted that the museum is on land bor-dered by a railway and a freeway and it lies beneath the approach to PDX, all things contrary to maintaining tranquil-ity.

When negotiations with the NPS fell

through, rather than hand over the mu-seum building and all the artifacts, many of which are on loan to the museum, trust officials deemed the best course of action was to remove the artifacts, in-cluding aircraft. Many were placed into temporary storage in personally owned hangars at the airport. Museum officials are continuing to negotiate with the NPS to re-establish the museum.

PearsonAirMuseum.org

Pearson Field airspace issue resolved

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14 General Aviation News — 800.426.8538 March 8, 2013

Production of the ICON A5 started in December with the completion of the first tooling master, according to the most recent newsletter from ICON Air-craft, the Los Angeles company that is developing the amphibious Light-Sport Aircraft that has created a lot of buzz.

ICON’s composite supplier, Cir-rus Aircraft, will use the composite tooling produced from this master to manufacture production A5 horizontal tail skins, company officials reported. With the recent release of drawings for the wing and fuselage masters, the rest of the major airframe skins are now in fabrication as well. The master molds for the wing skins were delivered on schedule to Cirrus Aircraft in the first week of February.

In the past few months, ICON has also advanced all other major systems of the A5, company officials report.

Various compo-nents of the

avionics package, including the angle of attack (AoA) and at-titude

indicator

instruments, are currently undergo-ing pre-production manufacturing and testing. “AoA indicators significantly advance light aircraft safety but are not in widespread use in general aviation,” officials said in the newsletter. “There-fore, ICON is using a proprietary AoA system, with significant milestones in the development and component testing process being recently completed.”

Numerous other components of the avionics and aircraft systems are in the midst of testing or have been recently tested, including the radio and inter-com; antennae, including types and locations; propeller type and perfor-mance; and brakes.

ICON’s design and engineering teams have been optimizing the details of the A5, particularly around “human

factors” — how people interact with the airplane, officials report in the newslet-ter. “No detail was too small to escape scrutiny, from placing seatbelt mounts for maximum comfort and safety of oc-cupants to optimizing the throw and arc of the throttle lever so it is intuitive and natural to use to refining the font and markings on the instrument faces to op-timally balance legibility and aesthet-ics,” officials said.

The horizontal tail tip removal sys-tem is another area in which ICON’s industrial design and engineering teams have collaborated closely in recent months. The tips of the horizontal tail are removable in order for the A5 to fit within the Department of Transporta-tion’s over-the-road width limit when the aircraft is being trailered. The sys-tem has been designed around a sliding action with positive locking pin, which serves to ensure that the tip of the tail is securely installed, company officials

Development of ICON A5 progresses

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ICON | See Page 15

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March 8, 2013 www.GeneralAviationNews.com — facebook.com/ganews 15

Jonathan Evans of Bedford, Tex-as, has been chosen as the winner of Sporty’s Alaska Seaplane Adventure Sweepstakes. Evans will travel to Moose Pass, Alaska, to earn his single engine seaplane rating with Alaska Float Ratings in a PA-18 Super Cub.

“We can’t help but be a bit jealous of our winner,” says Sporty’s President

and CEO Michael Wolf. “Jonathan will spend five days flying around remote mountain lakes, tight canyons and spec-tacular glaciers. Now that I think about it, I just may have to accompany him to make sure everything goes smoothly.”

Any customer who placed an order with Sporty’s Pilot Shop between Aug. 1, 2012, and Feb. 8, 2013, was automat-

ically entered into the sweepstakes. The complete package includes round trip airfare to Anchorage for the winner and a companion, 10 hours of flight time and three hours of ground instruction, plus examiner’s fee and four nights ac-commodation in a cabin on the lake.

“It’s a $5,000 value,” added Wolf. “But the experience will be priceless.

We’re delighted to offer this unique opportunity in partnership with Alaska Float Ratings.”

This year, Sporty’s will award a Leg-end Cub as part of its annual New Air-craft Sweepstakes. The winner will be announced during Sporty’s Fly-In on Saturday, May 18.

Sportys.com

Texas pilot wins seaplane sweepstakes

said. A cockpit display, similar to those used in cars to indicate when doors are ajar, is used to inform the pilot when the horizontal tail tips are not installed, or not installed correctly.

Over the past few months, ICON’s engineers also performed many tests of various parts of the aircraft to confirm the validity of their analysis. ICON’s technicians built test articles of compos-

ite wing and horizontal tail components, which were statically tested to assess their strength before final data release of tooling to manufacturers.

Company officials also report that 310 sales were made in 2012, a 45% increase over 2011. Position list now tops 1,050.

Development of the ICON Sport Pi-lot Training Program is underway, com-pany officials add.

ICONAircraft.com

ICON | From Page 14

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16 General Aviation News — 800.426.8538 March 8, 2013

By J. DOUGLAS HINTON

In the bright new world of Light-Sport Aircraft, a dowager — defined as a dignified, elder lady — lurks: Pro-gressive Aerodyne’s SeaRey LSX.

Why “dowager” you ask? A little history: Back in the 1970s, the Rich-ter family designed and developed a number of amphibious seaplanes, the most notable of which was the Bucca-neer family of models. After selling the company in 1992, the Richters — fa-ther Wayne and son Kerry— plus Paige Lynette formed a new entity, based in Orlando, Fla., they called Progressive Aerodyne for the express purpose of designing a brand new amphibian they named the SeaRey, a two-place, high-wing, pusher prop, kit-built model that enjoyed immediate popularity.

To date, more than 600 kits have been delivered all over the world, with the amphib represented by more than a dozen domestic and six foreign deal-ers.

Though Progressive Aerodyne still sells kits, the “dowager” part came in when the company certified the SeaRey LSX to LSA standards in 2010. Since then, President Kerry Richter estimates 65% to 70% of SeaReys sold are the LSX model. Of the more than 100 LSA models on the market, the SeaRey can claim it’s been around, in one dress or another, a lot longer than most — if not all — of them.

Almost three years ago, Progressive Aerodyne accepted an attractive offer from Tavares, Fla., a town about 35 miles northwest of Orlando that bills itself as “Seaplane City,” and moved its entire operation to the shores of Lake Idamere, where the company has ramp access to the water for testing and cus-tomer demos.

The SeaRey LSX “Elite” resembles earlier models but with some significant improvements. Vortex generators have been added to the upper wing leading edge, which replace cuffs and make the aircraft virtually spin-resistant. The horizontal stabilizers have been canted upwards to keep the tail out of the water weeds and provide greater stability. The standard engine package has become the Rotax turbocharged 914 of 115 hp.

The list continues: Glass cockpit; gap seals on the flaps that offer a 7 mph low-er stall speed; electric landing gear extension/retraction standard with steerable tailwheel; an Ivo tri-bladed prop. Some of the more popular fea-tures include electric flaps, deluxe seat upgrade, oil cooler kit, ABS instrument panel, baggage compartment kit, plus nav and strobe lights.

Gross weight has been increased to the LSA-approved 1,430 pounds for amphibians. The leading edges of the wing are swept back with a straight trailing edge. And suspended from alu-minum struts are plastic floats on either wing. The structure of the aircraft is

mainly aluminum with a carbon fiber hull (fiberglass for the “Sport” model) and fabric-covered control surfaces. An engine cowling is available, mainly for looks, as it doesn’t reduce drag signifi-cantly.

This is not a business airplane, though some may use it as such for rel-atively short flights. It’s a fun airplane. With a cruising speed of approximately 100 mph, it will not set your hair on fire. But it has an endurance of about five hours and amazing takeoff and landing performance, land or wa-ter of about 400 feet, making some of the smallest lakes or landing strips accessible.

It has a roomy

cabin, even accommodating a couple of big guys without touching elbows. Visibility is superb to the front, sides and down and the individual cano-pies can be independently slid back in flight. And stability is superb. Takeoffs

and landings can even be made without touching the control stick. Bag-

Flying the SeaRey

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March 8, 2013 www.GeneralAviationNews.com — facebook.com/ganews 17

gage, totaling about 80 pounds, can be accommodated behind the front seats and in a small nose compartment. GETTING AIRBORNE

It was a beautiful, sunny day with little wind to ruffle the water as Kerry

Richter and I approached the demonstrator, perched on the

ramp outside the main han-gar. Kerry would do most

of the flying while I observed and made

notes. The walkaround is fairly standard with a few exceptions. One is to check for water in the hull, which can be recti-fied by use of the bilge pump. And if the airplane hasn’t been flown in a couple of weeks, it’s a good idea to pull the propeller through a few times (mags OFF please!) to get oil to the cylin-ders, which may have siphoned into the sump. A

short stepladder is useful for inspecting the engine area (oil, coolant level, air filters, etc). And if you anticipate dock-ing, have a paddle and a throwing rope aboard.

Climbing into the cockpit is easy. One foot on the tire, step onto the seat, other leg in and slide forward onto the floor, then strap in with the waist and shoul-der harness. The brakes and throttle are mounted behind each other on the center console. The aircraft is steered by the rudder on land or water, not the brakes. Time to aviate...

Kerry pulled out the choke, mags on and hit the starter. We were in business. As we waited for the temperatures to visit the green, I asked him what the

maximum sea state would be for the SeaRey.

“We’ve landed it in 3 foot seas,” he responded, “but we recommend a foot or below unless it’s an emergen-cy. There’s also the argument should one take off with the canopy open or

closed on the premise that if there’s a problem on a water takeoff or landing, egress from an open cockpit is easier. “Your choice...” We kept ours closed.

With a mag check before entering the lake, we taxied down a ramp into the water and turned into the wind, lower-ing 20° of flap and raising the landing gear while adjusting the elevator trim to full up. What happened next was truly astounding. With feet on the rud-der pedals to steer the aircraft, Kerry applied full power without his hands on the stick. In seconds we were on the step and off the water in about 375 feet and clocking 50 mph. Flaps up in stages and we were climbing out at 900 fpm. He then took the stick to adjust the climb, leveling at 2,000 feet.

Cruising at 75% power and 100 mph, Kerry then asked, “Want to see a full power stall?” This is not one of my fa-vorite maneuvers, based on previous ex-

Progressive Aerodyne recently made history, becoming the first company to pass the FAA’s new Light-Sport Aircraft Prototype Au-dit, obtaining airworthiness certifi-cation from the FAA Orlando Manu-facturing Inspection District Offices (MIDO), which will allow the com-pany to begin building ready-to-fly aircraft.

Shepherding the project through the process of meeting relevant ASTM standards and FAA regula-tions was Abid Farooqui, operations manager.

Immigrating from Pakistan in 1989 to attend the Rochester Insti-tute of Technology, he graduated

with a degree in computer science. Fascinated by aviation since he was a young child, he settled in Tampa with his family and started fly-ing lessons. Initially he flew trikes, started importing them from Europe, and solved many design issues for the American market. As a CFI, he trained more than 50 pilots on the trike while running Apollo Aircraft with its three compliant trike mod-els.

In 2009, Abid and his partners formed a new company called Evo-lution Trikes, featuring a super trike called the Revo, which won many

SeaRey shepherd

SEAREY PIREP | See Page 18

SHEPHERD | See Page 18

18 General Aviation News — 800.426.8538 March 8, 2013

periences in other aircraft. But hey! This is a pilot report, right? So I gave him a nod with a frozen grin. Full power, stick full back and we were off to see the an-

gels. About 45 mph (I think, because my eyes were closed), it paid off. A judder, slight shaking and the nose dipped. No wing drop, no spin entry, it just mushed down as Kerry unrelentingly kept back pressure. After two or three of these mild

oscillations, he released the stick and we were flying again.

“How about an accelerated stall?” he then asked. Before I could answer, he cranked the aircraft into a steep left turn and pulled the stick full back. Tur-bulence, but little loss of altitude and as soon as back pressure was released, we were back with the rest of the world. Clean and dirty stalls followed which are hardly worth mentioning. Mush straight ahead, release back pressure and you’re flying again.

Time for some water work, 180° turns, both downwind to upwind and vice versa. After alighting, Kerry mashed the left rudder and away we went with opposite aileron to keep the wings level. Then the opposite way. It was astounding how tight the turns were, verifying that the SeaRey could operate into and out of some pretty small ponds or lakes.

But my thrills were not over. Back at 2,000 feet, Kerry suddenly did a wing-

over and we were in a vertical dive toward the water. Just before we died, stick back and we were skimming the lake surface at about 10 feet or less, which continued for several miles. A true delight. The final act was a cross-wind landing on the water, which pre-sented no problems at all. As we tax-ied up the ramp toward the hangar, I reflected that this is some airplane. Sturdy, safe, a pleasure to fly and a joy to enjoy.

HOW DO I BUY ONE?A $5,000 deposit is required, either

for the kit or the ready to fly model, balance upon delivery. If you decide to build it yourself, a builder’s hotline is available for advice on any problems you may be having. Base price on the Sport model with the Rotax 912 ULS engine (100 hp) is $125,000 and for the Elite model with the Rotax 914 UL (tur-bocharged 115 hp) is $144,000.

SeaRey.com, 352 250-4624

SEAREY PIREP | From Page 17

awards and, as an American product, was exported all over the world. It was the first time that an American compa-ny exported a high-end trike to South America, Australia, China, Europe, South Korea, Malaysia and Israel.

In 2012, Abid let his partners take over day-to-day company operations. While at SUN ’n FUN, he walked over to the SeaRey booth just to chat and meet the principals of Progressive Aerodyne. One thing led to another and in June 2012, he was put in charge of finishing the ASTM compliance project of the SeaRey.

Leading that project as a consultant, Abid, with his team and the team at Progressive Aerodyne, worked at an extremely fast pace to accomplish the engineering compliance testing and de-sign a production and QA system that was able to pass the FAA’s AIR-200 Compliance Audit program success-fully in November.

Joining Progressive Aerodyne in De-cember as operations manager, he is now busy implementing the production system that met the FAA’s approval in the compliance audit, while also work-ing on certification of the Elite model and on Chinese certification for the SeaRey.

SHEPHERD | From Page 17

Pre-FlightLanding

Takeo�Specs & Perform

ance

SeaRey LSX

Wingspan 30 ft 10 in

Cabin Width 44 in

Length 22 ft 5 in

Gross Weight 1,430 lbs

Typical Empty Weight 930 lbs

Typical Useful Load 500 lbs

Full Fuel Payload 350 lbs

Powerplant Rotax 914, turbocharged, 115 hp @ 5,800 rpm

Fuel Capacity 25 gal

Cruise Speed 100 mph @ 75% power

Fuel Consumption 5.5 gph

Max Rate of Climb 980 fpm

Stall Speed (dirty) 38 mph

Takeoff/Landing Distance (ISA) 400 ft (land or water)

March 8, 2013 www.GeneralAviationNews.com — facebook.com/ganews 19

By MEG GODLEWSKI

Not many people can say they pur-sued their seaplane rating out of neces-sity, but Greg Corrado from Port Or-chard, Wash., can.

He always had an interest in aviation but it wasn’t until he reached his 40s that he had both the time — and a fi-nancial reason — to pursue his wings.

“My wife Mary Jo and I were run-ning a lodge in British Columbia that was accessible only by floatplane or helicopter,” he said. “After spending thousands of dollars chartering float-planes I decided why not learn to do this myself?”

He got his private ticket, then added an instrument rating and a seaplane rating and now declares, “I absolutely love flying. We bought our Cessna 180 in 2000 and have had it on floats from May to November every year since.”

The Corrado’s Cessna 180 is on straight floats, which can make flight planning a challenge because of the need to have a place to land and a place to fuel on the water — or not, as Cor-rado explains.

“I have spent many hours hauling jerry cans of avgas from local airports

to shorelines and hoisting them

up on the wing for refuel-ing,” he said. “A friend

and I flew my plane to Oshkosh a few years ago and there were only three stops on the whole trip where we were able to get avgas on the water.”

Operating off the water, says Cor-rado, presents more of a challenge than flying a land-based airplane.

“Every takeoff and landing is differ-ent,” he said. “You can say the same about wheel planes, but you are gener-ally confined to the runway and traffic patterns, whereas on floats you pick your spot each time based on wind, water, currents, boats, debris and a whole myriad of conditions that influ-

ence your decision making.”The floats allow the couple access to

places where land airplanes and even automobiles can’t go, particularly in the rugged Pacific Northwest.

“Our longest trip on floats was to southeast Alaska,” Corrado recalled. “The scenery up the coast of British Columbia is stunning and we made our first stop in Alaska at Ketchikan, where we were weathered in for a couple of days. After that we had severe clear and warm weather for 10 days and we spent a few nights in a cabin owned by the U.S. Forest Service on a lake that

is only accessible by floatplane. There are nearly 150 of these cabins in Alas-ka and they sleep four to six people and cost about $30 per night. We then headed out to Craig and Sitka, where we did fly-out fishing trips at the mouth of creeks and rivers.”

Some of the trips turned out to be more adventurous than others. A trip to Vancouver Island in 2001 turned into an ordeal because that’s where they were on Sept. 11. The Corrados waited 10 days for the post-terrorist attack TFR to be lifted.

On two separate occasions their floatplane was attacked by an aggres-sive Orca. The Orca, known as Luna, lived in Nootka Sound on the West Coast of Vancouver Island from 2001 to 2006 and became somewhat of a lo-cal celebrity.

While Orcas are social animals, Luna appeared to roam alone. His solitary lifestyle, combined with his aggressive behavior, caught the interest of whale biologists.

The couple’s first encounter with Luna happened while the airplane was parked at the dock of a fishing lodge.

“We were out fishing on a boat,” Corrado said. “We were hailed on the marine band radio and told to come back to the lodge as Luna was mak-ing love to my floats. As we arrived at the lodge we were told to stop and shut down as the whale experts were trying to get him to leave the area. He was

Embracing the seaplane lifestyle

LIFESTYLE | See Page 20

Owning a plane on straight floats means you have to be creative when it comes to fuel stops. If there isn’t a fuel pump on the water, jerry cans do the trick.

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20 General Aviation News — 800.426.8538 March 8, 2013

By MEG GODLEWSKI

Austin Watson was enamored with aviation from an early age, but it took a while for him to find the time to get his wings.

“I think I built every model plane there was in the local store when I was a kid,” Watson mused. “Dad asked me if I wanted to learn to fly at the local flying club when I was 15 and living on an Army base in Oklahoma. I said yes, but nothing came of it and I had lots of other interests, so life went on. When I got out of college a few years later with an engineering degree I went to work for Boeing and made a mental note to myself that if I wanted to be the best Boeing employee I could be, then I must learn to fly. Time went by. I left Boeing and came back several times. We raised a family. I had colon cancer at age 47. I quit working to live life. I recovered.”

In 2004 the Watson clan was liv-ing in Seattle. Watson had returned to Boeing “for good.” During orientation he learned about the flying club, where employees can learn to fly.

The Boeing Employees Flying As-sociation had several airplanes, includ-ing a Cessna 172XP on floats.

“I started flying lessons in the spring,” said Watson. “By 2007, I had worked my way through all the planes in the fleet except the floatplane and

the taildragger. The floatplane

looked inter-esting.”

Three months later he had earned

his private pilot seaplane rating. By 2009 he had upgraded to a commercial seaplane rating.

“I was hooked!” he said.According to Watson, the best part

about float flying is that it allows him to commune with nature.

“On wheels you come and go from hot, smelly concrete rectangles,” he said. “In a seaplane, it’s nature. I am on the water sharing it with the wild-life, birds, fish, otters, whales, sea li-ons. The air feels good and clean. I am

surrounded by trees, hills and moun-tains. Closeness to nature has to be my first intoxicant.”

The low and slow aspect of float fly-ing also has its appeal, he said.

“Having floats underneath you af-fords a level of comfort while flying low over water that one can never get in a wheel plane,” he explained. “When I used to fly to the San Juan Islands in a land plane, it was climb, climb, climb all the way, then descend to land. If there was weather in be-

tween it was likely a no go. On floats, it’s a different story. You actually can get places safely at several hundred feet over the water under overcast and with less than unlimited visibility.”

Takeoffs and landings in a float-plane are more challenging than they are landplanes, said Watson, and that challenge appeals to him.

“Imagine a runway that is not flat. It’s moving, perhaps up and down as

Communing with nature

continually sliding up onto the tails of my floats and actually did nearly $2,000 in damage to my water rudders.”

The second attack happened a few weeks later.

“We were staying at a friend’s cabin and my friend’s wife thought she might have broken her finger so I flew her into the closest town, which is Gold River, BC. There is a floatplane char-ter company there called Air Nootka and they have always let me use their docks, so as I taxied toward the dock I seemed to lose control of the plane and thought I must not have put my water rudders down. I reached down and the handle was in the correct position, so I

opened the door and looked back and see this damn whale is pushing on the tail of my float and turning me toward the dock where there was a deHavilland Otter and Beaver parked and I have no directional control. My spinning prop is headed right at the Beavers’ wingtip, so I just turned the mags off to get as im-mediate of a shutdown as possible and just as the prop stops, the whale dives and I am able to turn with my wing under the Otter wing, just missing the wing rope and strut. I have to restart the plane on the fly to keep the momentum to keep maneuvering in the current. That one got my attention.”

The hostile killer whale eventually met his demise when he was run over by a tugboat.

The couple’s travels have been south of the border as well.

“On wheels in the winter we have been to Florida twice, the Bahamas, 10 trips to Mexico, one to the Panama Canal, where we spent nights in every country in Central America except Be-lize,” he reported.

“I have hauled thousands of pounds of fish and crabs and the equivalent of about five whole moose,” he contin-ued. “We even used my plane to drag a moose 300 yards out of a meadow to the shoreline where we could load it into a boat to get it back to camp.”

On another occasion, Corrado hauled a 16-foot canoe tied to the floats from lake to lake for trout fishing.

“And one time after a big storm we

went in search of our prawn pots, which had managed to float nearly six miles out to open water,” he said. “We were able to land, pull them in and not only salvage the pots, but ended up with 5 gallons of spot prawns for our efforts.”

Some of the trips are shorter, but just as enjoyable. He has his local favorite spots near Seattle.

“If it is lunch time I enjoy flying down to the Spencer Lake Tavern near Shel-ton for an awesome meal,” he said. “For salmon fishing you can’t beat Nootka Sound in British Columbia, or for trout fishing any of a number of lakes in Brit-ish Columbia. I have been to many fly-ins at Sullivan Lake in Northeast Wash-ington, both on floats and wheels, and it is an excellent destination for both.”

LIFESTYLE | From Page 19

Austin Watson found that having a seaplane increased his world tenfold as places that were once off-limits suddenly opened up.

Thanks to Gary Engard of the Washington Seaplane Association (WA-SPA.org) for his help with the special focus.

Phot

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Aust

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SPECIAL FOCUS — SEPLANES & FLOAT FLYIN

G

NATURE | See Page 22

March 8, 2013 www.GeneralAviationNews.com — facebook.com/ganews 21

By JAMIE BECKETT

It started with a conversation, which lead to a thought, which resulted in a plan. In no time at all that process caused an email to be drafted and sent to approximately a dozen hopefully recep-tive recipients. That was the start of the Polk Aviation Alliance, a diverse group of aviation professionals who have com-mitted themselves to working together, collaboratively, to maximize the eco-nomic benefits of aviation to Polk Coun-ty, Florida.

All four of the county’s municipally owned airports were represented at the first meeting, as were both SUN ’n FUN and Fantasy of Flight.

But the focus didn’t stop with air-ports and tourism draws. The alliance branched out to include traditional edu-cation with representation from the Cen-tral Florida Aerospace Academy, a public high school that focuses on aviation as a career, and Polk State College, which has introduced a pilot science degree pro-gram, with plans to expand its aviation offerings in the coming semesters.

Within a year of forming, the quarterly lunchtime meeting had grown to include government entities, economic develop-ment people, engineering firms, and the Seaplane Pilots Association (SPA). More individuals arrive with each subsequent meeting, and the long-term planning for success has become a central focus of the group.

“Being a part of the Polk Aviation Al-liance really allows the SPA to serve as a role model for how aviation entities can come together for the benefit of aviation as a whole,” says Steve McCaughey, ex-ecutive director of the Seaplane Pilots Association.

He’s right, too. It’s that attitude of co-operation and collaboration that allows the various representatives to get togeth-er and work effectively to affect change.

“Every one of the alliance members brings something to the table for us,” says McCaughey. “And we hope we bring something important to the table for them, too.”

By gathering together a collection of highly professional, well-intentioned people who have expertise in a specific area of a diverse field of endeavor, the alliance is able to offer each entity a greater impact on the local economy and political representatives than it would normally enjoy on its own. That is a facet of membership McCaughey and his fellow alliance members enjoy im-mensely.

“By being a part of the alliance we can bring the value of seaplane flying to a pre-qualified assortment of aviation enthusiasts,” says McCaughey.

He has a valid point there, too. Con-

sidering that SUN ’n FUN holds the sec-ond largest aviation gathering in North America, and Fantasy of Flight hosts the annual Splash-In associated with the fly-in, and Jack Brown’s Seaplane Base is an icon of seaplane activity, it makes perfect sense for the Seaplane Pilots As-sociation to take a stand on behalf of the economic, educational, and recreational benefits of a type of flying of which their membership demonstrates themselves to be tremendously knowledgable.

Might it be possible to add a seaplane course to Polk State College’s new aero-space degree programs? Certainly the people with the answers to that ques-tion sit around the table at every alliance meeting. And that’s just one example of how the organization could lead to a more vibrant and robust aviation pres-ence in the county. That’s certainly rea-son enough to break bread together now and then to discuss the available oppor-tunities and consider how to make the most of them.

If there is strength in numbers, and all indications suggest that to be the case, then the Polk Aviation Alliance is headed in the right direction.

I mention all this for at least two reasons. Sure, there are con-siderably more than two reasons to share a success story like this in print. But one rea-son worth sharing it is that it illustrates how an organization like the Seaplane Pilots Association can serve in a leader-ship role and bring economic benefits to a wide geographic area, even without insisting that its own focus — seaplane activities — be the primary driver of any initiative.

Second, there is nothing about this story that is central Florida specific. The alliance could have been formed any-where. But it happened in central Flor-ida, where the players were all ready to take the next step, to expand their hori-zons, and to seek out willing, motivated partners to work with.

As a point of interest, you might find it worth knowing that Polk County, Flor-ida, is not a small dot on the map. It is considerably larger than Rhode Island. It’s nearly as big as Delaware. As coun-ties go, this one’s a whopper, covering more than 2,000 square miles. It also has the distinction of being located in the geographic center of a state that is par-ticularly friendly to general aviation.

As the alliance grows and continues to find new ways to support and pro-mote aviation in and outside of Florida, the question remains whether others will take a page from their book and

Towns hope seaplanes are part of their futures

By JANICE WOOD

Joey Baker says he never met a pilot who didn’t want a seaplane rating.

Working off that premise, he’s hop-ing that Sulphur Springs Municipal Airport (SLR) in Texas will become a destination for seaplane pilots across the United States.

“There’s a big gap in the middle of the United States,” he says he’s been told by seaplane pilots, who note there are plenty of facilities for them in Flor-ida, Louisiana, Alaska, Minnesota, and other states. “But here in the middle of the United States, there’s really not anywhere accommodating for them.”

He envisions starting small, develop-ing some of the basic infrastructure to accommodate seaplane pilots, such as a ramp and a dock on adjacent Lake Sul-phur Springs, connected via taxiway to the existing airport taxiways.

“We can use that as a way to test the market,” he says.

Developing a seaplane base is part of a recent update to the Airport Layout Plan (ALP), but was not part of the airport’s existing Master Plan, developed in 1999.

Since then, im-provements include a new terminal build-ing, additional ramp space, the addition of an AWOS (Automat-

ed Weather Observing System), new hangars, and upgrades to the runways.

Those improvements led the Texas Department of Transportation to name SLR “Airport of the Year” in 2003.

Other recent improvements include a runway and taxiway revitalization project, as well as new pilot-controlled runway lights, installation of a Preci-sion Approach Path Indicators (PAPI), and the approval of two new WAAS ap-proaches.

Also in the updated ALP are plans for building additional hangars. But a top priority is resolving some drainage is-sues the airport is facing.

“Being next to the lake is a blessing and a curse,” Baker admits, noting that the more structures built on the airport, the more drainage problems they have. Airport engineers are working closely with the city’s engineer to eliminate those problems.

Even with the drainage problems, having the 1,400-acre lake next to the

airport could develop into a significant economic advantage, he hopes.

Situated between Dallas and Texar-kana, Sulphur Springs is in the heart of the East Texas Lake Country. The area has long promoted itself as a premiere fishing destination, according to Baker, who notes that nearby Lake Fork is famous for the size of its large-mouth Bass and quality Crappie fishing.

There are a number of lakes available to seaplane pilots who could use SLR as a base, including Cooper Lake, Lake Bob Sandlin, Lake Ray Hubbard, Lake Tawakoni, Cedar Creek Reservoir, Lake Cypress, Lake Palestine, Lake Ty-ler, and more.

With SLR as a base, providing fuel and basic aircraft services, pilots would have infinite choices of where to fly, he says.

“We could develop into a seaplane destination in East Texas,” he says.

The airport’s central location also could make it attractive to aircraft man-ufacturers, he says, noting that SLR is already home to American Legend Air-craft Co., manufacturer of the Legend Cub. The Light-Sport Aircraft manu-facturer already uses the lake to test the floatplane model of its Cub, as well as for training.

According to Baker, another vital intangible asset the airport has is solid support from the community. The citi-zens and local elected officials have made the connection that the airport is a “significant economic engine,” he says.

That support, as well as the support of the local Economic Development Corp., the Texas Department of Trans-portation’s Aviation Division, the FAA, and local officials from the Seaplane Pi-lots Association, is a critical mechanism in the planned new developments.

In the midst of all the new develop-ments at the airport, officials will take some time this year to celebrate SLR’s 75th anniversary.

It was May 19, 1938, when the first landing was made at what was to be-come Sulphur Springs Municipal Air-port by an air mail pilot. Baker reports that research into the airport’s history led them to find the first airplane that landed there, a 1935 Stinson Reliant SR6A.

He’s not sure when the anniversary celebrations will occur, as those are still in the planning stages.

“We’ve been working on that,” he says.

SLR.aero

Texas airport looks to become seaplane haven

A tale of two cities

start alliances of their own?There is a model for success. It is cur-

rently in existence in the heart of Flor-ida. Here’s hoping there are many who

will take note and use it as a template to start their own alliances — for the bet-terment of aviation in general and their own communities as well.

Husky. America’s Favorite Taildragger.Log on to http://husky.aviataircraft.com. Check out the videos, get inspired and call to schedule your own Husky Experience!

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First In ClassYou can’t beat the Husky for STOL performance, fun flying, ease of handling, speed, comfort and range. Think of it as a passport to the backcountry. It is certified to fly with a gross weight in excess of a REAL ton (2200 lbs on floats, 2250 on wheels). The Husky is the fastest in its class, off the water at 6 seconds and is completely corrosion proofed at the factory, standard. Nothing can touch it for getting into and out of remote areas.

22 Seaplanes & Float Flying - Special Advertising Section March 8, 2013

Now celebrating its 25th year, Avi-at Aircraft produces the Pitts Special, the Eagle II kit plane, and the Husky, which is certified to fly on floats.

The Husky remains an unbeat-able aircraft for its landing configu-rations. It can be fitted with straight or amphibious floats, skis and tires

ranging from the standard 600 X 6 up to tundra tires with a 31-inch di-ameter. This allows the Husky, with its STOL performance, to take off and land on wet or frozen lakes, rivers and ponds, glaciers, open fields with 10-inch logs or rocks, dirt roads, air-craft carriers, and pickup trucks.

As the ice disappears from lakes and ponds this spring in the northern latitudes, the time is right for float-plane flying. Given its unbeatable gross weight and maneuverability, the Husky A-1C is ideal for splash and go’s, skinny dipping and the ulti-mate form of fly fishing.

The Husky is conceptually based on the world famous Super Cub, de-signed to do all the things that the Cub pilot used to say, “I wish it would do that!” More than 650 are flying all over the world, including the U.S., Canada, Australia, South Africa, all major European countries, Asia, and several South American countries. Used as an observation platform by law enforcement agencies, power and gas companies, environmental protection agencies and many others, it also is proven to have the power to be a very effective glider tug or to be used for banner towing, apart from being used as just a fun airplane for the sheer joy of flying.

New is an improved landing gear, called Flexion LG, which is shock-dampened to increase ground control.

Also new is another option for a glass panel featuring the Garmin 750GTN touch screen. The Husky was also the first to offer the Garmin 600 glass panel as an option on new aircraft.

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well as sideways, there are animals and people in or near your desired path, and you have no brakes,” he said. “As soon as you release from the dock or shore, the wind is moving you some-where, probably not where you want to go. Meeting the challenge of operating safely in these conditions is personally rewarding.”

Watson makes a point of finding a way to do some float flying whenever he travels.

Among the places he’s flown are Jack Brown’s Seaplane Base in Florida, Chowan River Rats in North Carolina, Southern Seaplanes in New Orleans, Alaska Float Ratings and Arctic Fly-ers in Alaska, and Seattle Seaplanes in Washington state.

“At every one of these schools I have learned to be a better float pilot and coming home have been able to share that with my local colleagues,” Watson explained.

Watson’s favorite local destinations are the mountain lakes in Washing-ton state. He uses these local trips to destress at the end of the week.

“One Friday, after a particularly long hard week at Boeing, I hopped in my floatplane and was on the water in a peaceful mountain lake 40 minutes later,” he said. “The week’s stress was completely drained out of me. That’s

NATURE | From Page 20

NATURE | See Page 23

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March 8, 2013 Seaplanes & Float Flying - Special Advertising Section 23

Located in North Idaho, Aerocet, Inc., is a family-oriented company ranked one of the top aircraft float manufacturers in the world and the only FAA-approved manufacturer of composite floats.

Synonymous with top-of-the-line quality, Aerocet, founded in 1987, builds composite aircraft floats that are assembled by hand and what Garry Hojan, Aerocet’s operations manager, calls “a beautiful marriage between high tech and hand crafts-manship.”

“We continue to further along the technology in our product,” Hojan said. “The floats are not only lighter but they are stronger than they were several years ago due to technology improvements. We have developed our own streamlined surface mount electronic gear controller, upgraded oleo shock and actuators and have a patent pending on our oil bath wheel design. All of this is based on engi-neering, listening to and working with customers, and then coming up with solutions and improvements that will exceed the customers expectations.”

The entire line of Aerocet’s fiber-glass floats are made from composite instead of aluminum because of the material’s superior strength, durabil-ity and enhanced performance. Two more key benefits are no hull corro-sion and no rivets (think less water pumping).

Versatility is also a key factor in owning Aerocet aircraft floats. Being able to switch off of floats and convert back to conventional landing gear, if you decide to sell your aircraft, allows for a much broader buying market than trying to sell an amphibiously designed aircraft.

Customer testimonials rave about features, which include be-

ing “quick on the step,” meaning they are able to get out of the water quickly and into the air. Aerocet float owners also claim increases in flight cruise speeds.

Floats range in size from the Aerocet 2200 straight float without landing gear, to Aerocet 3400 am-

phibious models with landing gear, for various Cessna single engine models. The Aerocet 3500 series for the Cessna single engine is a straight float without landing gear. The 3400 amphibious floats were recently certi-fied for most models of the Cessna 206 and Aerocet is also expanding its

cargo product line in the near future to include the Cessna 180, 182 and 185 cargo and fuel/cargo combo pods. Aerocet has its sights set on future expansion, not bound by land or sea.

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Aerocet: Continuing the improvement cycle

the perfect adventure for me and the one that keeps me going flying floats again and again. I am a recreational pi-lot. My airplane is an expensive video game. It’s fun and rewarding to meet the challenge. I just love to fly.”

In 2010 Watson decided to buy his own airplane, N758LM, a restored 1979 Cessna 172XP on PK straight floats.

“I fly 8LM almost every week and plan to do so for many more years,” he said. “Right now I am hard at work completing preparation for my CFI checkride and, with a little luck added to a lot of hard work, I will be a float-rated instructor by springtime this year.”

NATURE | From Page 22

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March 8, 2013 Seaplanes & Float Flying - Special Advertising Section 25

As the world’s leading manu-facturer of aircraft floats, Wipaire is known for quality, reliability, and in-novation. Wipaire currently has nine float models in production, and intro-duced the new Wipline 1450 at EAA AirVenture 2012. The Wipline family of floats serves aircraft ranging in size from the Piper Super Cub to Twin Ot-ters; the new Wipline 1450 will extend that range to Light-Sport Aircraft.

Wipline floats have been in pro-duction for more than 50 years, but they’re far from outdated. Recog-nized for their high performance and

solid, stable handling characteristics, Wipline floats also feature a reliable nose gear design that has become the industry standard and is now used by almost all other float manufacturers.

Amphibious versions of Wipline floats feature an electrically driven hydraulic landing gear system with positive locking in both positions. This ensures your gear stays where you put it, even if you should lose hydrau-lic pressure.

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For the fifth year in a row, Fantasy of Flight will host the Splash-In of the 39th annual SUN ‘n FUN International Fly-In & Expo, slated for April 9-14 at Lakeland-Linder Regional Airport (LAL) in Florida.

The Splash-In site at Lake Agnes, adjacent to Kermit Weeks’ Fantasy of Flight, will be operational Wednesday, April 10, through Friday, April 12.

The actual Splash-In competitions,

including spot landing and a “bomb drop” contest, will be held Thursday, April 11.

Pilots who want to participate in the Splash-In activities must pre-register and also must attend all briefings, ac-cording to SUN ’n FUN officials. Also, the use of a radio is required to operate at the Splash-In.

The Splash-In festivities kick off April 11 with a fly-by of the SUN ’n

FUN grounds at LAL at 10:30 a.m. All pilots who want to participate in the fly-by must attend a mandatory brief-ing that begins at 9 a.m. at Lake Agnes (FOF).

The festivities wrap up at 6 p.m. that night with the annual Seabird banquet.

Tickets for the dinner, which will be held in the Fantasy of Flight Conven-tion Hall, are $40 and can be purchased online at Sun-n-Fun.org.

Rain date for the Splash-In activities is Friday, April 12, SUN ’n FUN offi-cials note.

Camping will be available at Fantasy of Flight while the Splash-In grounds are operational.

Shuttles will be provided to and from SUN ‘n FUN to Fantasy of Flight on Thursday, April 11. Cost is $3 each way.Sun-n-Fun.org, FantasyOfFlight.com

Wipaire, Inc.: Your seaplane specialists

Fantasy of Flight to host Splash-In

Alton Bouchard, the owner of PK Floats at Lincoln Regional Airport (LRG) in Maine, died unexpectedly Feb. 17. He was 59.

Bouchard’s passion for aviation, es-pecially seaplanes, began when he was just a young boy. His family reports that he owned more than a hundred in his lifetime.

In 2000, he bought PK Floats from Devore Aviation and moved the compa-ny from Albuquerque, N.M., to a new manufacturing facility in Maine.

The company manufactures and engi-

neers floats, as well as holds more than 30 STCs for a variety of modifications.

Bouchard was a member of the Seaplane Pilots Association, Airplane Owners and Pilots Association, and the General Aviation Manufacturers Asso-ciation.

The family asks that those who wish to remember him make gifts in his memory to CancerCare of Maine, Lafayette Family Cancer Center, care of Healthcare Charities, P.O. Box 931, Bangor, Maine, 04402-0931.

PKFloats.com

PK Floats owner dies

‘Wip’ me up one too!

26 General Aviation News — Buyer’s Guide Marketplace — 800.426.8538 March 8, 2013

Accident ReportsThese March 2011 accident reports

are provided by the National Transpor-tation Safety Board. Published as an educational tool, they are intended to help pilots learn from the misfortunes of others.

Aircraft: Piper Malibu.Injuries: None.Location: Allentown, Pa.Aircraft damage: Substantial.

What reportedly happened: The pilot was attempting to land in a gust-ing crosswind. He applied a crosswind correction intending to land first on the right main wheel, which was into the wind. The plane touched down harder than he intended and swerved to the left. The nose landing gear collapsed, resulting in substantial damage to the firewall and forward baggage compart-ment supports.

Probable cause: The pilot’s failure to adequately compensate for crosswind conditions, resulting in a hard landing.

Aircraft: Kitfox Classic IV.Injuries: 1 Serious.Location: Myrtle Creek, Ore.Aircraft damage: Substantial.

What reportedly happened: While taxiing to the run-up area, the pilot noted the windsock aligned with his intended departure runway. Following an uneventful engine run-up, he taxied onto the runway and noted the wind-sock shifted to a 90° crosswind, then realigned with the runway.

During takeoff a gust of wind pushed the airplane 90° to the right. The pilot leveled the wings and felt the plane de-scending. Despite attempts to arrest the descent, the plane came down in trees.

Review of recorded data from a weather station near the accident site re-vealed wind from 170° at 7 knots, gust-ing to 19 knots about 24 minutes before the accident. About 36 minutes after the accident, the wind was recorded from 180° at 13 knots, gusting to 26 knots.

Probable cause: The pilot’s encoun-ter with a wind-shear/downdraft that exceeded the climb performance capa-bilities of the airplane.

Aircraft: Cessna 182.Injuries: None.Location: Waynesburg, Pa.Aircraft damage: Substantial.

What reportedly happened: The pilot checked the wind conditions prior to landing and calculated the maximum crosswind component to be 15 knots, which included wind gusts.

On final approach he was able to maintain runway alignment, but after

touchdown, the plane veered to the right and went off the runway, then nosed over in the grass.

The pilot said he may have relaxed his diligence on keeping the ailerons into the wind during the landing roll.

Probable cause: The pilot’s failure to maintain directional control during the landing roll, which resulted in a runway excursion and nose over.

Aircraft: Luscombe 8E.Injuries: None.Location: Taunton, Mass.Aircraft damage: Substantial.

What reportedly happened: At the time of landing, the wind was reported as variable from 30° to 300° gusting from 12 knots to 22 knots.

The touchdown was uneventful, how-ever, on the landing roll, at taxi speed, a strong crosswind gust exceeded rud-der authority, causing the airplane to ground loop. The pilot applied the brakes, which resulted in the airplane nosing over.

Probable cause: The pilot’s inad-vertent application of the brakes during recovery from a ground loop, which re-sulted in a nose over.

Aircraft: Cessna 150.Injuries: 2 Fatal.Location: Baraboo, Wis.Aircraft damage: Destroyed.

What reportedly happened: The non-instrument-rated student pilot de-parted on a 108-nm cross-country flight. He did not have an instructor’s endorse-ment to conduct the cross-country flight and was carrying a passenger, contrary to regulations. He had only accumu-lated 0.5 hours of simulated instrument training.

The weather was reported as a few clouds at 8,000 feet AGL and 10 miles of visibility. The weather near the des-tination airport was reporting IMC with four miles of visibility and an overcast ceiling at 700 feet AGL. There was no record that he obtained a weather brief-ing before the flight.

The radar track of the accident flight contained several course and altitude changes.

During the last 15 miles, the flight path was jagged and culminated in a right turn with the airplane completing about 1-1/2 turns before the end of the data. The last radar position was about 0.57 miles from the accident site and about 1,600 feet AGL.

Probable cause: The student pilot’s inadequate preflight planning and his decision to continue the flight into IMC, which resulted in a subsequent loss of airplane control.

Aircraft: Stinson 108.Injuries: 3 Fatal.Location: Dicken, Texas.Aircraft damage: Destroyed.

What reportedly happened: At the time of the accident, the pilot had over 600 hours total time with over 200 hours in make and model. He did not have an instrument rating but had logged 3.8 hours of simulated instru-ment flight time. It was not determined whether he obtained a weather briefing prior to launching for the night flight. The conditions on the night of the ac-cident were instrument conditions with overcast skies at 500 feet. There were no eyewitnesses who saw the accident.

The wreckage was located in a pas-ture area of rolling hills by a local resi-dent, approximately 1.25 miles south-east of the departure airfield.

Probable cause: The non-instrument rated pilot’s decision to fly in night in-strument meteorological conditions.

Aircraft: Piper Cherokee Six.Injuries: 3 Fatal.Location: Fredericktown, Mo.Aircraft damage: Destroyed.

What reportedly happened: The private pilot, 61, did not possess an in-strument rating. He was last issued a medical certificate on Sept. 27, 2007. At that time, he reported his total flight time as 2,900 hours. At the time of the accident, his medical had expired. He had disqualifying heart disease that had not been reported to the FAA.

The weather at the time of the ac-cident was deteriorating from VFR to IFR. The airplane was reported missing and GPS data showed that it descended below 1,700 feet MSL 11 nautical miles from the accident site. The airplane crashed in rising terrain at an elevation of about 1,353 feet MSL. The airplane configuration and the wreckage path were consistent with an impact while the airplane was in cruise flight.

Probable cause: The decision to at-tempt to maintain visual flight by de-scending below an area of deteriorating weather to an altitude that did not pro-vide adequate terrain clearance.

Aircraft: Cessna 182.Injuries: None.Location: Humnoke, Arkansas.Aircraft damage: Substantial.

What reportedly happened: The pilot and two passengers were en route to their destination when the plane’s en-gine surged. The pilot applied carbure-tor heat and engine power was restored temporarily, then surged and quit com-pletely. He performed a forced landing

to a highway during which the nose landing gear and left main landing gear collapsed.

An examination of the airplane and engine by an FAA inspector revealed approximately one gallon of fuel in the wings. Only a small amount of fuel was found in the gascolator and carburetor.

Probable cause: Improper fuel man-agement, which resulted in a loss of en-gine power due to fuel exhaustion.

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

What reportedly happened: The student pilot was practicing forward slips to a landing for his private pilot checkride, which was scheduled for the following day. He performed a no-flap landing and when he applied the brakes, the plane turned to the right and veered off the runway and hit large rocks.

Probable cause: The failure to main-tain directional control during the land-ing roll.

Aircraft: Cirrus SR22.Injuries: None.Location: Winslow, Ariz.Aircraft damage: Substantial.

What reportedly happened: The accident happened during an attempt to land in gusting winds reported as 320° at 16 knots, gusting to 27 knots. The pilot stated that the approach was stabilized, but upon landing, a gust of wind lifted the plane back into the air and it came down hard. The pilot ap-plied power and attempted to abort the landing, but could not regain control. The plane crashed after crossing the parallel taxiway.

Probable cause: The failure to main-tain directional control during landing in gusty crosswind conditions.

Aircraft: Cessna 172.Injuries: 2 Minor.Location: Statesville, N.C.Aircraft damage: Substantial.

What reportedly happened: The CFI and student took off from a private grass strip and climbed to 800 feet. The CFI reduced the power to simulate an engine out, and the student pilot turned back towards the grass strip to land. During the final approach, the plane en-countered a tailwind. During an attempt to go-around, the plane hit trees at the end of the runway.

Probable cause: The CFI’s inad-equate remedial action during the go-around, which resulted in a collision with trees.

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28 General Aviation News — Buyer’s Guide Marketplace — 800.426.8538 March 8, 2013

Soloy introduces landing light kit

Soloy Aviation Solutions has received STC approval for a LED based lighting kit for Cessna 206G and 206H aircraft.

The kit installs a second light source on the leading wedge of the right wing to complement the factory installed left wing taxi and landing lights, according to company officials. The kit converts both sides to LED illumination, creat-ing visibility improvement in taxi and landing environments. It also includes pulse light capability pulsing the land-ing light between the two wings.

Price: $6,700.Soloy.com

GRT supports interface with Trig transponders

Now available is the remote interface capability of GRT Avionics’ HXr elec-tronic flight information system with the Trig TT22 1090ES Mode S tran-sponder and its Class 2 counterpart, the TT21.

The Trig units can be remotely mounted and controlled through either one or two HXr display units, GRT Avi-onics officials said.

The TSO-certified Trig TT22 tran-sponder complies with the ADS-B Out 2020 rule when coupled with an appro-priate GPS receiver. GRT EFIS systems support a variety of ADS-B receivers, including the Radenna SkyRadar and NavWorx ADS600 series, to complete the ADS-B package.

GRTAvionics.com

Garmin debuts all-digital radar altimeter

Garmin International has introduced the GRA 5500, an all-digital radar al-timeter for general aviation.

Using patent-pending digital signal processing technology, the GRA 5500 works to provide smooth altitude track-

ing, resulting in a consistent and accurate altitude above ground indica-tion, even over the most chal-lenging envi-ronments like rough terrain, tree canopies, sand and choppy water, company offi-cials said.

The GRA 5500 has received the FAA’s Technical Standard Order (TSO) authorization and is available for $13,995 (antennae sold separately).

Garmin.com

Boston 8 folding bike now available

Montague Corp. has released the Boston 8, the newest addition to its line of full-size folding bikes, designed with the pilot in mind.

It has the same frame design and full-size 700c wheels as the single speed model, but features the Shimano Nexus 8-speed internal gear hub. This means the bike has no exposed derailleur that can be bent or otherwise damaged when stashing it in a plane, company officials said.

Price: $1,049.MontagueBikes.com

Aviator’s Practical Organizer premieres

Now available is the Aviator’s Practi-cal Organizer, a new system that helps student pilots organize and understand the knowledge needed for the oral and flight exams.

Created by Teresa Guillemot, the Avi-

ator’s Practical Organizer (APO) is cus-tomizable to the student’s flight training and specific aircraft while ensuring he or she has met all the requirements and tasks outlined in the Practical Test Stan-dard. It also works as a checklist and progress report, she noted.

The Private, Instrument and Com-mercial APO is available for $49.95 at Aircraft Spruce and Aviation Universe.

ThePracticalAviator.com

FlightLink evolvesLightspeed Aviation has released

FlightLink 1.2, an upgrade to its free app that turns iPads, iPhones, and iPod Touches into cockpit voice recorders.

The new version allows users to compress recordings into .M4A files. This file format is approximately three times smaller than the native .CAF file, reducing the space required for storage. M4A files can be stored in the iTunes li-brary and the format is compatible with a wide variety of other audio manage-ment software, according to company officials.

FlightLink captures all communica-tions through the intercom and makes them available for instant playback and permanent archiving. The entire flight can be recorded and saved for future uses, including post-flight debrief and pilot training. It also incorporates a scratchpad for the iPad, allowing pilots to make notes and diagrams with their fingertips.

LightspeedAviation.com

Lighten up in a Sporty’s pilot T-shirt

Sporty’s has added to its line of hu-morous T-shirts with three new op-tions:

JetFuel: Even more than the smell of strong coffee or the smell of the pan-cakes at a fly-in breakfast, pilots love the smell of fuel. This T-shirt announces that fact by declaring, “I love the smell of jet fuel in the morning.”

Flight Risk: You might not want to go before the judge with this T-shirt on, but it will definitely get some chuckles from your pilot friends. This shirt clev-erly states “Set My Bail High, I’m a Flight Risk.”

Wake Turbulence: Wingtip vortices and jetwash are key contributors to wake turbulence, and, generally speak-ing, the heavier the aircraft, the greater the turbulence. This T-shirt warns those behind you of the possibility of turbu-lence. The triangular warning sign is on the back to complete the look.

The shirts are priced at $16.50 each and are available in sizes Medium through XXL.

Sportys.com

Twin Commander offers two new kits for owners

Twin Commander Aircraft is intro-ducing two new Custom Kits (CK) for owners. CK 186 replaces Weldon fuel boost pumps with Parker Airborne pumps, and CK 188 adds a filler port to the supplemental oxygen system.

CK 186 contains all of the parts and instructions necessary to install the Parker Airborne pump, but it does not include the pump itself, officials note.

If the Weldon pumps have already been replaced, installation of the hard-ware in CK 186 ensures that the upgrade meets OEM and FAA requirements and approval. The conversion to the Parker Airborne pumps should take about two hours per engine.

CK 188 was developed to modify the supplemental oxygen system so the remote-mounted oxygen tank can be refilled more conveniently. Without the optional filler port, the oxygen bottle must be removed, or disconnected from the aircraft system, to be refilled. This increases the potential for damage to the bottle and fittings, company offi-cials said.

TwinCommander

New Products

Have a new product or ser-vice you’d like to tell our readers about? Send press releases (in word docu-ments, no PDFs please) to: Press@GeneralAviat ion -News.com. Please put “On the Market” in the subject line. Send photos separately.

Advertising Opportunitiesin 2013

Section Title Ad deadline

SUN ’n FUN Today March 26, 2013

Engine Marketplace April 25, 2013

Homebuilt Marketplace I June 6, 2013

Homebuilt Marketplace II June 20, 2013

Piper Parts, Mods & Maintenance August 29, 2013

Beech/Mooney Parts, Mods & Maintenance September 26, 2013

Bonus Distributions at airshowsShow Ad deadline

SUN ’n FUN March 21, 2013

Alaska Aviation Conf. April 11, 2013

Virginia Festival of Flight April 11, 2013

Idaho Aviation Expo April 25, 2013

Golden West Fly-In May 9, 2013

Arlington Fly-In June 20, 2013

EAA Airventure Oshkosh July 5, 2013

Rocky Mountain Airshow July 5, 2013

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March 8, 2013 www.GeneralAviationNews.com — Buyer’s Guide Marketplace — facebook.com/ganews 29

Eastern United StatesMar. 10, 2013, Sebring, FL. South Florida

Seaplane Splash-in, 561-414-6865.Mar. 23, 2013, Titusville, FL. TICO War-

bird Air Show, 321-268-1941.Mar. 23, 2013, Punta Gorda, FL. Florida

International Airshow, 941-627-0407.Apr. 6, 2013, Walterboro, SC. Wings and

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May 25-26, 2013, Wantagh, NY. New York Air Show at Jones Beach, 631-321-3403.

North Central United StatesMar. 3-5, 2013, Fargo, ND. Upper Midwest

Aviation Symposium, 701-328-9650.May 19, 2013, Poplar Grove, IL.

Grand Opening Aviation Resource Hangar, 815-544-0215.

Jun. 1, 2013, Kankakee, IL. Kankakee Valley Pilots Corn Roast (3KK), 815-932-4222.

Jun. 1-2, 2013, Bolingbrook, IL. Caval-cade of Planes (1C5) 630-378-0479.

Jun. 1-2, 2013, Rockford, IL. Rockford AirFest 2013, 815-969-4416.

Jun. 7-8, 2013, Manitowoc, WI. Thunder on the Lakeshore Airshow, 920-482-1650.

Jun. 14-15, 2013, Holdrege, NE. Holdrege Swedish Days Fly-In (HDE) 308-991-3641.

Jun. 14-16, 2013, Indianapolis, IN. In-dianapolis Air Show, 317-487-5004.

Jun. 15-16, 2013, Ypsilanti, MI. Thun-der Over Michigan, 734-637-8880.

Jun. 16, 2013, Stanton, MN. 23rd Annual Father’s Day Fly-in Break-fast (SYN), 507-645-4030.

Jul. 29-Aug 4, 2013, Oshkosh, WI. EAA AirVenture (OSH), 920-426-4800.

South Central United StatesMar. 14-16, 2013, Nashville, TN. Women

in Aviation Conference, 937-839-4647.Mar. 15-17, Columbus, GA. Thunder in

the Valley Air Show, 706-243-8954.May 30-Jun. 2, 2013, Junction City, KS.

National Biplane Fly-In, 785-210-7500.Apr. 20-21, 2013, Vidalia, GA. Vidalia Onion

Festival Air Show, 912-293-2885.Apr. 20, 2013, Louisville, KY. Thunder

over Louisville, 502-767-2255.May 3-5, 2013, Temple, TX. Central

Texas Airshow, 512-869-1759.May 8, 2013, Brady, TX. Armed Forces Day

Celebration/Fly-in, 325-456-6726.May 22-27, 2013, Columbia, MO. Quarter

Century Celebration, 573-449-6520.Oct. 10-12, 2013, Fort Worth, TX. AOPA

Aviation Summit ,800-872-2672.

Western United StatesFeb. 23, 2013, Buckeye, AZ.

Buckeye Air Fair (BXK)Feb.23-24, 2013, Puyallup, WA. Northwest

Aviation Conference 866-922-7469.Feb. 28-Mar. 2, 2013, Butte, MT. Montana

Aviation Conference 406-444-9580.Mar. 2, 2013, Hollister, CA. Frazier

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

Mar. 2, 2013, Ft. Jones, CA. Scott Val-ley Fly-in (A30), 350-467-3158.

Mar. 16, 2013, Mojave, CA. Classic Aircraft Display Day (1CL2), 661-824-2839.

Mar. 25-28, 2013, Las Vegas, NV. Aviation Electronics Association (AEA) Convention, 816-347-8400.

Apr. 6, 2013, Riverside, CA. 21st An-nual Airshow 2013, 951-682-1771.

Apr. 6, 2013, Ft. Jones, CA. Scott Val-ley Fly-in (A30), 350-467-3158.

Apr. 6, 2013, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9), 831-726-9672.

Apr. 20, 2013, Mojave, CA. Classic Aircraft Display Day (1CL2), 661-824-2839.

May 1-5, 2013, McCall, ID. Spring Canyon-lands Fly-In Safari (MYL), 208-634-1344.

May 4, 2013, Lewiston, ID. Art Along the Runway Fly-in Break-fast (LWS), 208-743-5626.

May 4, 2013, Ft. Jones, CA. Scott Val-ley Fly-in (A30), 350-467-3158.

May 4, 2013, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9), 831-726-9672.

May 10-11, 2013, Oceano, CA. Oceano A/P Fly-in (L52), 805-305-1506.

May 11, 2013, Ranger Creek, WA. Work Party/Chili Feed to open airstrip for summer (21W), 425-228-6330.

May 11-12, 2013, Shafter, Calif. Mad-ness Over Minter, 61-393-0402

May 17-18, 2013, Idaho. Idaho Avia-tion Expo, 208-524-1202.

May 18, 2013, Mojave, CA. Classic Aircraft Display Day (1CL2), 661-824-2839.

May 18-19, 2013, Spokane, WA. Sky-fest 2013, 509-995-8861.

May 24-26, 2013, Hollister, CA. 24th Annual Taylorcraft Rendezvous, 209-536-9415.

Jun. 1, 2013, Yukiah, CA. Annual Yukiah Airport Day & Community Festival (UKI), 707-467-2855.

Jun. 1, 2013, Ft. Jones, CA. Scott Val-ley Fly-in (A30), 350-467-3158.

Jun. 1-2, 2013, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9), 831-726-9672.

Jun. 7-9, 2013, Marysville, CA. Golden West Fly-In (MYV), 530-852-0321.

Jun. 11-14, 2013, McCall, ID. Ba-sic 4-Day Mountain Canyon Flying Course (MYL), 208-634-1344.

Jun. 15, 2013, Mojave, CA. Classic Aircraft Display Day (1CL2), 661-824-2839.

Jun. 18-21, 2013, McCall, ID. Ba-sic 4-Day Mountain Canyon Flying Course (MYL), 208-634-1344.

Alaska/HawaiiMay 4-5, 2013, Anchorage, AK. Alaska State

Aviation Conference, 907-245-1251.

Calendar of Events

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A/C .....................................Air ConditioningADs .......................Airworthiness DirectivesADF ...................Automatic Direction FinderAH .....................................Artificial HorizonA&P ......................... Airframe & PowerplantAP.............................................Audio PanelA/P................................................. AutopilotCDI ....................Course Deviation IndicatorCHT .................. Cylinder Heat TemperatureCom..........................Communication RadioC/R ...................................Counter RotatingCT..........................Carburetor TemperatureDF.......................................Direction FinderDG ..................................... Directional GyroDME...........Distance Measuring EquipmentEFIS.... Electronic Flight Instrument SystemEGT ................... Exhaust Gas Temperature

ELT ............ Emergency Locator TransmitterFD..........................................Flight DirectorFWF...................................Firewall ForwardGPS ................... Global Positioning SystemGS ......................................... GroundspeedG/S ........................................... Glide SlopeGSP ............................Ground Service PlugHF.......................................High Frequencyhp ............................................. horsepowerHSI.................Horizontal Situation IndicatorIFR.......................... Instrument Flight RulesILS ................... Instrument Landing SystemLE ..............................................Left EngineLMB............................Light Marker BeaconLOC ...............................................LocalizerLoran.............Long Range Area NavigationLR............................................ Long Range

LRT................................ Long Range TanksMB .......................................Marker BeaconMDH ........................ Major Damage HistoryMP .................................. Manifold PressureNDH............................. No Damage HistoryNM .........................................Nautical MilesNav ...................................Navigation RadioNavCom .Navigation/Communication RadioOAT ...................... Outside Air TemperatureOH .................................................OverhaulRB .................................... Rotating BeaconRDF ......................... Radio Direction FinderRE........................................... Right EngineRG ....................................Retractable GearRMI ...................... Radio Magnetic IndicatorRNAV..................................Area NavigationSBs................................... Service Bulletins

SCMOH .......Since Chrome Major OverhaulSFRM ...........Since Factory RemanufactureSHS ................................ Since Hot SectionSMOH....................... Since Major OverhaulSOH.....................................Since OverhaulS/N........................................ Serial NumberSPOH .........................Since Prop OverhaulSTOH............................Since Top OverhaulSTOL ......................Short Takeoff / LandingTBO ...................... Time Between OverhaulTT ................................................Total TimeTTAE ..............Total Time Airframe / EngineTTAF............................. Total Time AirframeTTSN ........................ Total Time Since NewXPDR....................................... TransponderVLF............................. Very Low FrequencyVOR .................................VHF Omni Range

A v i a t i o n A b b r e v i a t i o n s

Aircraft for Sale - 5020 Aircraft for Sale - 5020 Aircraft for Sale - 5020 Aircraft for Sale - 5020

Aeronca - 1050

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

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

1946 AERONCA Champ 65hp, TTE/AF-1633: New: Wood-Prop : New-Compass; New Tachw/Drivecable; Wing-Tanks (6gal-each): New Mags/Harness/plugs. All Ad’s Complied with- wings recovered/painted. Annualed. $31,000. 989-786-4908

Beech Bonanza - 1505

1947 BONANZA 7829-TTAF, 445-SMOH, 10.3-SPOH, engine 22-STOH, dual-control, IFR. 3rd-window, fresh annual, Reduced/$19,500. Will trade. Not a piece of junk. Earl 360-754-5221, 360-292-7220.

1979 F-33A, 287-SMOH, 3281-TT Garmin430 GPS, HSI, S-Tec55 A/P, very nice P&I, Beech maint, CA A/C, NDH. $119,950. 510-783-2711, www.americanaircraft.net

1950 BONANZA B35 TTAF 3215, SMOH 347, E-255 En-gine, 50 gal, No Damage History, Hangared. $28,500. Bob 253-335-3944.

Beech Muskateer - 1520

1965 BEECH MUSKETEER A-23II, 2629 TTAF, 1319 SMOH, IO-346, all logs. Annual Sept 9 2012. Useful load 933, $20,500, 208-301-1115.

Beech Duke - 1606

1975 DUKE TT2544, SFOHE L-194/R-172, 112 SPOH-L&R, known ice, htd w/s, a/c, GNS530, BLR VG/winglets, 232gal. $219,000/obo. Blair Estenson 360-293-0176.

Beech Travel Air - 1614

1958 BEECH Travel Air. Many Many mods. IFR, 450 SMOH, $69,750. Will Trade. West One Air 208-455-9393. westoneair@aol.com

Bellanca - 1650

1947 BELLANCA Cruise Air Senior, 750-SMOH new TOH, 1775-TT good-P&I. Aeromatic-prop, take-off/land 500-ft, cruise 165mph, good radios/instruments, GPS. $36,000. MS/662-931-0718.

Cessna 150 - 1904

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

Cessna 170/175/177 - 1906

1954 CESSNA 170B 180 hp, C/S prop. $47,750. West One Air. 208-455-9393, westoneair@aol.com

1975 C-177B Cardinal 500 hours SMOH, 2800 TTSN, al-ways hangared. California Airplane. Like Brand New. $64,950. 510-783-2711, www.americanaircraft.net

Cessna 172 - 1907

1961 CESSNA 172B TTAF 6070, SMOH 482, SPOH 26, Paint and glass in 2007. NDH, Hangared. $34,900, Bob 253-335-3944

Cessna 172 - 1907

1958 C-172. 2000 TT, 786 SMOH, Clean. Original, red and silver, hangared. 12/12 annual. King 125, KT-76A.. $24,500. 509-646-3451.

Cessna 182 - 1909

CreamPuff 1957-182A, 3785-TT, 1571-SMOH, 508-SPOH, Sportsman STOL(35mph), MicroAero VGs, droop- tips, ext-baggage, like new paint. New panel/en-gine instruments. Front shoulder harnesses, vertical card compass, 4pl intercom, KX155 w/ILS, KT76A, IFLY750 GPS, noise canceling headsets(2). Clean, complete, well-organized logs, 300+hrs to P.Ponk conversion! $49k/obo. Brent C702-528-8001, H801-541-9003.

1963 SKYLANE 182F 3200 TT, 800 SCMOH, 2 NavComs, 1GS, 4pl IC, Mode C, Oil Filter. $45K. 209-533-3679.

1966 C-182 4100 TT, 370 SMOH. Firewall Forward, Gar-min. $59,750. West One Air, westoneair@aol.com, 208-455-9393.

1973 182P, P-Ponk ,530W, 340-audio, HSI, ME406-ELT, SR8A analyzer, 3bl-prop, King-155, 2Lightspeed, 4pl-oxy. Loads of TLC. LnCmorstad@charter.net See pic-ture: www.generalaviationnews.com

Cessna 400 Series - 2010

1973 C421B $159,900. 2235TT, 335/330 SMOH, New-W/S’s, Robertson STOL/VG’s, Garmin-430W, 2HSIs (EFIS/analog), radar, deice, fresh annual 02/13. Trades considered. David@NoSpinAircraftSales 719-650-8667.

Cessna - 2020

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

Cessna Parts - 2030

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

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

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

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

Champion Parts - 2055

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

Citabria - 2150

CITABRIA, AERONCA Scout, Decathlon, salvage, sur-plus, 5-ply birch formers, gear-legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax1616ronp@qosi.net www.rainbowflying.com

Citabria Parts - 2155

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

DeHavilland - 2400

REDUCED!! $450,000. DeHavilland HERON-DH-114-X2 owned by Queen Elizabeth. Gipsy Queen/30 Mark-2 en-gines. 2-1/2planes+spares. Last-one flying. Parts-forever. New leather-interior. OR/541-220-1000.happymiles@comcast.net

Ercoupe - 2550

1948 ERCOUPE 415E N3460H, C-85, 194-SMOH, 4.5gal/hr Millennium-cyl, auto-gas STC, no rudder-ped-als, fabric-wings, King-radio, full-panel, 3gyros, hang-ared. fresh-annual, Non-LSA. $20,000. 307-250-4739 See picture @ www.generalaviationnews.com

DAVID CLARK headset $60, windshield $85, Bill Shea, Woodland CA 530-406-1386.

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

Grumman - 2850

1976 GRUMMAN AMERICAN AA1B. Refurbished. $23,500. West One Air. westoneair@aol.com ,208-455-9393.

1977 GRUMMAN AA5B, 3465 TT, 1456 SMOH, Dual Nav/Coms, Tsp, Auto Pilot, Complete Logs, $49,000. St. Louis 800-447-6066.

Luscombe - 3300

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

Luscombe Parts - 3310

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

Maule - 3400

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

Mooney - 3500

LAKE AERO STYLINGYOUR ONE STOP MOONEY “MALL”

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

Email: LasarMods@aol.com www.lasar.comPARTS: 800-954-5619 or 707-263-0581

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

Mooney - 3500

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

MOONEY'S LARGEST Factory Authorized Parts Service Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, parts@LoneStarAero.com, fax 210-979-0226.

RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Email reliant.aviation@mindspring.com

Navion - 3600

1949 NAVION TTAF 3292, SMOH 968, SPOH 92 E-225 engine, 60 gal, New Tires, Hangared, $24,900. Bob 253-335-3944

North American - 3680

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

Piper Single - 3800

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

Piper Cherokee Series - 3806

1967 CHEROKEE 180, 400 SFRMAN, 4000 TTSN, Gar-min GPS, King-KY97A digital Com. One owner last 30 years. $29,950. 510-783-2711, www.americanaircraft.net

1968 PIPER Cherokee 140/160hp, TTAF 5600, SMOH 720, SPOH 300, Paint 1990, Int 2004, HP Prop, Hang-ared. $24,900. Bob 253-335-3944

1962 RANGEMASTER $70K 1700TTAFE, 8SMOHEP, KNS55, HSI, GNC250XL, KNS80, ILS/DME/RNAV, KX155, KN87, KMA24H, PTT, txp/c, ltwt starter/alternator spinon filter. 425-876-0865

March 8, 2013 www.GeneralAviationNews.com — Classified Pages — facebook.com/ganews 35

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Door Seals - 6700 Door Seals - 6700

Piper Cherokee Series - 3806

1974 CHEROKEE ARROW II, 2800 TT, 600 SMOH, IFR, autopilot, hangared. $49,750. West One Air, 208-455-9393, westoneair@aol.com

PIPER CHEROKEE 6 PA32-300 w/7-pl seating, TTAF-3846, SPOH-192, SMOH-89. Michel MX300 NavCom. Narco MK12D NavCom w/DME. 6-pl intercom. $59K. 360-268-5204.

Piper Aztec - 3903

1976 PIPER Aztec PA23-250F TTAF 8135, SMOH L/R 345, SPOH L-345/SPOH R 645, 6 seats, 2-pl intercom, Bob Fredriks 253-335-3944.

1976 PIPER Aztec PA23-250F TTAF 8135, SMOH L/R 345, SPOH L-345/SPOH R 645, 6 seats, 2-pl intercom, Bob Fredriks 253-335-3944.

Piper Seneca - 3912

1977 PIPER Seneca II PA34-200T, $120,000. 1667TT, TSMOH engines: L-270, R-267 TSMOH props L-166, R-166, Paint 6/2001, 6-seats, Blair, 360-293-0176.

Piper Parts - 3920

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

Stinson - 4455FREE UNIVAIR INVENTORY LISTING. Thousands of Type Certificated parts direct from our factory Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Taylorcraft Parts - 4605

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

Antique - 5050

1946 FAIRCHILD 24 Ranger. Recovered, ready for as-sembly, 200hp, $25,000 360-497-6164.

Floatplanes - 5400

Seaplane Ratings & Solo Rentalsin central Florida and Minnesota

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

Helicopters - 5600

2002 BELL 206L4, excellent corporate history. $1,975,000. Ron 806-662-5823, ronfernuik@hotmail.com

1979 206 L1 C28, 31600hrs. This aircraft recently under-went an extensive-annual including complete strip&paint. It is equipped with AFF Garmin GNC 420 GPS high skids, led acid battery, more economical than a jet ranger to operate. $420,000. Contact 406-252-6937or 406-671-2789 with any questions.

1983 206 L1 C28, 13400hrs. Recent complete refurbish-ment includes new glass, strip and repaint. Helicopter is equipped with high skids, shoulder-harnesses, GPS and a Dec. 2012-annual. $465,000. Contact 406-252-6937 or 406-671-2789 with any questions.

Announcements - 6375

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

SELMA AIRPORT Display Day Held on the third Satur-day of each month. Info/ Contact, Call CA/559-896-1001.

Appraisals - 6405

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

Charts & Maps - 6590

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

The Very Best in Airport Information!

Optima Publications

866-880-4686www.pilotsguide.com

Cylinder Overhaul - 6605

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

Employment - 6900

AIRJOBSDAILY.COM -Comprehensive source of Avia-tion and Aerospace Jobs on the Internet! New Jobs Post-ed Daily. visit our website: www.AirJobsDaily.com

Engines - 6950

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

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

J-Bird, 210 Main St, Kewaskum WI 53040262-626-2611

CASH: WE BUY Cont & Lyc engines & parts. Used, new, damaged. Jerry Meyers Aviation 888-893-3301.mtaviation@littleappletech.com

Engines - 6950

Engine Parts - 6955

PARTING OUT Lycoming and Continental engines, all parts, large and small! Cores and overhauled parts avail-able. Jerry Meyers Aviation. 888-893-3301.mtaviation@littleappletech.com

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Equipment - 6990

www.SkyOx.comcall 800-253-0800

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Financial - 7050

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

Float Equipment - 7170

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36 General Aviation News — Classified Pages — 800.426.8538 March 8, 2013

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

Float Equipment - 7170

EDO 2880’S, fits F-24, Curtiss Robin, etc, excellent con-dition. $15,000 360-497-6164.

Flying Club - 7200

NEW LSA FLYING CLUB. Members will own the Aircraft. Olympia Airport and surrounding area. Need 5 people. I have one already. Aircraft is Ercoupe. Earl Pearson, 360-754-5221, 360-292-7220.

FLYING CLUB- Pilot & GA bulletin board, share expens-es, make new friends & have fun flying. FREE FREE FREE: www.pilotsharetheride.com

Fuel - 7215

1,000g Mini-Fueler ......................$38,0005,000g Box Station ......................$68,0008,000g Two-Product....................$99,000 (all turnkey w/ credit card reader)12,000g Storage Tank .................$88,000 (turnkey w/ on/off/recirculation)

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Hangars & Tie-Downs - 7300

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

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

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

ARLINGTON (AWO): Hangar Available- lights, power, bath on site 425-827-6588”.

Assorted Steel Buildings.Disc. Available.

Some seconds used. Can Erect, Will Deliver.

Source #18X. 800-964-8335.ENCLOSED T-HANGARS near Yelm WA. $85.00 per month. Ultralights also welcome. Call Bill 360-894-3453.

PRIME LOCATION, Eugene OR, Commercial Hangar, 80x80, 1600sqft. finished office plus shop space. Land side access located on the main ramp adjacent primary FBO. 541-954-1937, paulr@campbellre.com

Hangars & Tie-Downs - 7300

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

CHINO, CALIFORNIA: NEW HANGARS FOR SALE OR RENT, 50x50 insulated, metal halide lighting, Schweiss bifold door. $199,000. Financing available. One 50X50 for rent $1150/month. 949-533-0298. av8r46@yahoo.com or www.pacificcommercecompany.com

PT TOWNSEND WA Hangar for sale. 70x60 R&M steel-bldg. 50x14-Schweiss bI-fold door. Walls/ceiling & door insulated. 200amp service. $150,000 .830-990-8185

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

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

AUBURN WA AIRPORT Box Hangar for rent. 50x60’. Available Now. Call for details. 425-503-8511, or ask for George at 206-878-7271

PEARSON FIELD VUO. T-hangars w/42’doors, paved-floor, electrical, $308-$345. Full service airport w/instru-ment approach. Closest to downtown Vancouver and Portland. Contact Willy willy.williamson@ci.vancouver.wa.us360-487-8619, www.cityofvancouver.us/pearson

JAMES ALLEN INDUSTRIAL PAINTINGSpecializing in aircraft hangar floors

JAMESA1967DE WA•OR•ID•NV • 360-366-9135www.jaindustrialpainting.net james@jaindustrialpainting.net

AUBURN WA (S50) box hangar 55’Wx45’Dx14’H. All steel, bi-fold door, windows, polished-floor, bay-lighting, 20V, plumbed, 8-years old. Sell-$168,000. 206-790-8908. montybird747@yahoo.com

COMING THIS SPRING -BOX HANGARS AT HAY-WARD EXEC AIRPORT (HWD), California. 3 sizes: 42’x34’, 50’x40’, 50’x50’. www.haywardhangars.com

Instruction - 7350

Aerobatics, Tail Wheel, Spins and Emergency Maneu-vers: Five-star Florida venue: Master CFI-Aerobatic, Pro-ven Syllabus, Super Decathlon, Country airport, Lodging at Country Inn. 772-485-6761, www.dylanaviation.comjim@dylanaviation.com

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

Instruction-Multi-Engine - 7355

GUARANTEED MULTI ENGINE ratings, $1395+ examin-er. Bring a buddy, $1195ea. Beech Travel Aires, mature ATP rated instructors. Multi engine training, Arlington TX. 817-557-4004. 19yrs in business. Experience counts.

Instruments - 7380

Insurance - 7400

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

Maintenance - 7460

MAGNETO SERVICE. Quality Bendix magneto over-hauls and repairs. Mansfield Magnetos, Inc. 318-872-2026, egormancpa@wnonline.net

Materials & Supplies - 7465

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

Miscellaneous - 7700TEXAS AVIATION ONLINE. All things related to Texas aviation. www.texasaviationonline.com

Parachutes - 8150

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

Partnerships - 8200

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

Parts - 8225

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

Propellers - 8400

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Pierce County Airport (KPLU)FAA Approved Repair Station

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WOODEN SENSENICH 80/40 prop. Only 100 hours on it. Off Super cub. A real performer. $1250. 406-544-4641.

Skis - 8870

Software - 8890

Flight Training Courses DVDs Headsets GPS RadiosFlight Bags Kneeboards Flashlights and Much More

sportys.comfax:1(USA) 513.735.9200 phone: 1 (USA) 513.735.9000

Clermont County/Sporty’s Airport 2001 Sporty’s Drive Batavia, OH 45103-9747 USA

March 8, 2013 www.GeneralAviationNews.com — Classified Pages — facebook.com/ganews 37

Survival - 9000

Title Services - 9210

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

Video, Audio, DVD - 9400

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

Real Estate/Airport Property - 9650

Alabama - 9650

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

Arizona - 9650

MOHAVE VALLEY, AZ. 60’ monolithic dome home, 7800sqft/ 3-level elevator. 42X48’hangar w/1/2bath, Marina membership included. FSBO $175,000. Dr Steel-man 928-273-3895.

NO SNOW HERE. Great ARIZONA properties available and great price range. 928-231-9500.www.airporthomesandhangars.net

2BED, 2BA, TV RM, 1300sqfthome, 50x50 hangar w 1/2 bath, DEN AND LOFT RM, IG POOL, AUTO IRR SYS, 3500’ PAVED R.W. AND C.W.R.W. $196,000. 928-274-5001, 928-859-3796.

Arkansas - 9650

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

ARKANSAS VALLEY Cotter Airport, Final Sale. One runway lot $30,000. Seller pays all closing costs. 3% fi-nancing avail, 870-430-5545, aerov@centurytel.com

Real Estate/Airport Property - 9650

California - 9650

ONE ACRE and Hangar on taxi-way. $115,000. Adelanto Airpark, So. Calif, near Victorville, Broker Bill 760-792-8072, billbergsjo@verizon.net

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

PINE MTN Lake, CA(E45). Taxi to your airpark home or live on the lake. Championship golf, tennis, stables in gated community near Yosemite. Capt LarryJobe. “UAL” retired. www.YosemiteAreaRealtors.com 209-962-5501

BUY 3 (1acres)$20,000 each, along Taxiway. Keep the grandkids in mind. Adelanto Airpark, So.Calif, near Vic-torville, BrokerBill 760-792-8072, billbergsjo@verizon.net

Florida - 9650

ORLANDO AREA Aviation-properties, hangars, hangar-rentals, Some priced like bank-owned. Chandelle Proper-ties. Call Ron Henderson 407-712-4071 Keller Williams/Advantage II Realty www.chandelleproperties.com

DAD’S ESTATE SALE: 2 Airports, 3 Runways. 30 Acres Lake Front with an Airstrip located near Lake Nona::This gorgeous piece of property is on Lake Gentry. It is in-close proximity to The Lake Nona Project as well as be-ing 10minutes from Orlando. This property is loaded with potential and has the added bonus of being green-belted with low taxes. It has 700ft of lake-frontage. It also has additional room for expansion. This is a must see for any investor or developer as well as private individuals. 100 acres on Lake Gentry. This a one of a kind piece of prop-erty with an income producing citrus grove. It has paved road-frontage on Lake Gentry and is located in Osccola County. Additional Option to Purchase Properties Includ-ing 5-6 Houses as well as 17 Separate Parcels of Land. Please Contact Christy @ 386-466-4838 for more info.

SARASOTA FL Hidden River Airpark, 2640’ paved and lighted runway, lots w/homes 5-20acres. Katty Caron, Realty Executives. www.floridaaviationproperties.com katecaron@realtyexecutives.com 941-928-3009

DOG ISLAND FL-North Florida’s Best. Deep Gulf Front Lot. Grass airstrip. $150,000. 864-638-6113.

CANNON CREEK Airpark. Florida’s Finest just got bet-ter. 600+acres, 2-Runways along I-75 North Fl. at Lake City and I-10. The best approaches, Golf and Tennis and snack Bar by Golf Cart. 4,000Ft Turf 4,000 paved. 150 Homes Now and growing. New section greater than 40 lots, Incredible Beautiful Lots. No rush to build, Finance and no interest, 10 lots set at $19,000. Each DoorBuster Pricing. CCAIRPARK.COM Call 386-984-0283, Ray Ses-sions After 35years of Building this Airpark and starting others at Sun N Fun, This is my last Subdivision, time to find a Honey, give her a Home. I’ll be 70 this year. Time to see The Grandchildren in Kissimmee and San Anto-nio. Call me, you will get the buy of a LifeTime. No Salesmen, Direct to you.

SPRUCE CREEK FLY-IN REALTYSERVING THE SPRUCE CREEK

COMMUNITY SINCE 1985America’s Premier Fly-In & Country Club Community,

Daytona Beach, (East Coast of Florida). Taxiway homes from $450,000, non-taxiway homes from $200,000, con-do’s from $139,000. Lots-available. Long and short term rentals available. SPRUCE CREEK FLY-IN REALTY, Pat

& Lenny Ohlsson, 800-932-4437. www.fly-in.com sales@fly-in.com

Idaho - 9650

TAXI TO your cabin. Bare land in beautiful Elk River, Ida-ho. Adjacent to airstrip. New Price!.$49,999 Sean Wilson, Latah Realty, LLC, Moscow, ID. 208-596-8170.

Illinois - 9650

Illinois - 9650

PRIVATE AIRPORT home located in Brookeridge Aero. (LL22) Huge attached heated hangar+seperate garage/workshop. See more details/pictures @www.HangarHomesRealty.com or/call 312-543-1220

DWIGHT, IL Private Airport Home. Built 2005. Brick ranch, 5-acres. 72’x48’ heated hangar. $449,000. Hangar Homes Realty. 312-543-1220. info/pics: www.IL51.org

Michigan - 9650

SUGAR SPRINGS Airpark (5M6) properties available. Build your dream hangar/home on well-maintained 3500’grass airstrip. Ownership gives access to beautiful rec-reational community, pool 18-hole GC, 2 all sports lakes, more. Alice 989-430-0966 www.SugarSpringsRealty.com

Missouri - 9650

FREDERICKTOWN, MO. 4cd remodeled home. 2400 sqft hangar w/one piece Hydro door and office/media room. 3.61 acres lot. Lots of wildlife. 80' x 2000' grass runway. Homeowners association contract, restrictions being drafted and available. Pictures on request. Scott Frisella 314-359-2392.

Montana - 9650

MONTANA, WINDSOCK SKYPARK. The Last Best Place! Only 20-lots left for sale. One-acre or larger, on the Shores of Beautiful Fort Peck Lake in NE MT. City water, sewer, nat-gas, underground-utilities installed. paved-streets, taxiway to 37S public airport. Call Lanny Hanson at 406-526-3535 or 263-1154. Visit our website: www.windsockskypark.com Don’t miss the opportunity to Live in a beautiful hunting and fishing recreational para-dise! LOTS NOW SELLING $60,000.

BEAUTIFUL 5-ACRE lot on private-airpark. OUTSTAND-ING PANORAMIC VIEWS in all directions. All utilities. $125,000. Possible owner-financing. 406-862-4932, georgeshryock@yahoo.com. Details/pictures:www.generalaviationnews.com

Nevada - 9650

NW NEVADA Airstrip property. 5+acres 35 miles SE Lake Tahoe $115K Terms. Also A 62 M20C Mooney.and C-172 NV 775-266-3796

New Mexico - 9650

CUSTOM BUILT energy efficent Home, single level, 1780 sqft, 3Bedrooms/ 2Bath w/ 1600sqft hangar on 3/4 acre. $279K. 575-536-3176, C-575-574-2656.

North Carolina - 9650

AVIATION, INVESTMENT & residential properties. Li-censed in both Carolina’s. Sell airpark & airstrip property That’s what we do.www.NC-Airparks.com 877-279-9623

Oregon - 9650

PRICE REDUCED, LET’S NEGOTIATE!6bd/5ba, 9car garage w/RV parking inside. 1acre land. Very quiet neighborhood. Fully landscaped withtimed watering, large decorative pond. Gas heated with AC and the latest energy efficient systems. One minute drive to Aurora Airport &Langdon Farms Golf Course. Two minutes to I-5. Fairly priced in the current market at $695,000. Call Don at 503-260-4949.

Real Estate/Airport Property - 9650

Pennsylvania - 9650

New airpark, Northeast Pennsylvania, 29-lots for sale. 1.25-3 acres, great views, underground utilities, sewers, some lakefront. EZ flight/drive to NYC, Philadelphia, New Jersey, Connecticut. At Seamans Airport (9N3), 2500’paved IFR approach, lighted, all services, Build Your Dream Home This Spring! “Model Home Being Built Now”. 866-924-7787 or www.SkylineEstates.us

South Carolina - 9650

NORTH of Hurricanes, SOUTH of snow 3300turf. 10mi to Myrtle Beach. 1, 5,10,acre lots Low taxes/insurance, “free DVD”. 843-602-8220. www.hardeeairpark.com

A MUST SEE IN CLARENDON COUNTY SC “WE’RE IN THE MIDDLE OF IT ALL”

Gated airpark with underground utilities in place.www.palmettoairplantation.com

Palmetto-POBox 777-Manning-SC 29102-803-473-2199Tennessee - 9650

DISTRESS SALE!! Pilot’s Dream. Only home on 3500’paved-runway in Tennessee-mountains. 6.18acres. 4800sqft 5br/4ba, lodge. Price reduced/$275K. W/trade for late model Piper-6X. 904-669-9661.

Texas - 9650

TAILWIND AIRPARKA quiet country airpark 50 min east of Dallas near Canton, TX.

Lots for Custom Homes and Hangar/Homeswww.tailwindairpark.com

facebook.com/tailwindairpark903-896-4647

NICE AIRCRAFT hangar 50x60 on four acres in Silver Wings Fly-in Ranch (TS36).Central Texas. 3800’x80’lighted/paved runway. All utilities. $279,000. Barry Mc- Collom Realtor 830-896-2587, Barry@KerrLandCo.comCall/email for addl info/pics.

NORTH TEXAS PILOT'S DREAM! Exclusive community of 140 homesites in a 340-acre residential airpark. Live with your plane in quiet seclusion only 5 minutes from shopping, restaurants and universi-ties, just 25 minutes North of DFW, near 23,000-acre lake. Taxi from the paved runway to your home. Several 1-acre lots available, also some homes. 940-321-5758, www.hiddenvalleyairpark.org HiddenValleyAirpark@prodigy.net

Washington - 9650

KAPOWSIN AIRPARK (86WA) custom-rambler 4-bed-rooms, 2.5-bath, 3317sqft. Gazebo off 5-pc. Master-bath, huge hangar w/shop. 5-acres. $459,950. 425-270-3210. pictures at www.tourfactory.com/912026.

IMPRESSIVE COMBINATION of 20+ level acres of land w/deeded access to private airpark. $590,000. Evergreen Sky Ranch(51A) KeyRealty, 206-276-2651.www.tourfactory.com/724806.

Publisher’s notice: All real estate advertising in this newspaper is subject to the Fair Housing Act which makes it illegal to advertise “any preference, limitation or discrimination based on race, color, religion, sex, handicap, familial status or national origin, or an intention, to make any such preference, limited or discrimi-nation.” Familial status includes children under the age of 18 living with parents

or legal custodian, pregnant women and people securing custody of children under 18. This newspaper will not knowingly accept any advertising for real estate which is in violation of the law. Our readers are hereby informed that all dwellings advertised in this newspaper are available on an equal opportunity basis. To complain of discrimination call HUD toll-free at 800-669-9777. Toll-free number for the hearing impaired is 800-927-9277.

FOR SALE: Two Bedroom House, large Hangar w/bed-room included plus 20 acres, paved runway, near Che-lan. Call for details. 509-630-0045.

SAN JUAN AVIATION ESTATESBLAKELY ISLAND, WA. Premier Recreational Airpark. Paved lighted runway. Exceptional marina. Owner ac-cess to 3000ac forest preserve w/2 - 70ac lakes: fish/swim/boat. MARINE VIEW top-of-the-line PanAbode home near runway & marina. Owner Financing $129,000. Sunset bathed waterfront cabin near runway: $515,000. Su-perb no-bank waterfront hangar/home: $850,000. Taxi-way cabin with room to build hangar.: $379,000. Build your hangar/home on marine view lot: $205,000.

Judy, Flying Island Realty, 360-375-6302www.flyingislandrealty.com judy@flyingislandrealty.com

PRICE REDUCED TO $253,000! 1780sqft custom-built energy efficient home, single level, 3bd/2ba. 1600sq ft hangar on 3/4 acre. 575-536-3176, 575-574-2656

AIRSTRIP GREEN Trees Park-like Private Quiet Creek Elk Rambler 12min out of S Woolley Skagit. What more could you want? $535,000. 38+Acres. Sharon 360-661-6164.

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In the early days of Light-Sport Air-craft — way back in 2006 and 2007 — new models were being introduced at the torrid pace of two, three, even four a month. Aviation had no prior design outpouring to compare. The rate of de-velopment had to slow — such a pace was not sustainable — and it did. Yet the young industry continued on to the astonishing sum of 131 models and it ain’t over yet. Meanwhile, though, a new tsunami is building within the LSA sector with a wave of new seaplanes.

Current seaplanes include FAA-ac-cepted SLSA models Mermaid, SeaMax, SeaRey, and Freedom. SeaMax has a few examples flying in America and a new American representative, while SeaRey has a large fleet of more than 500 built from kits. SeaRey manufac-turer Progressive Aerodyne, which re-cently celebrated 20 years in business, is now embarking on a venture to build ready-to-fly models, fulfilling pent-up demand. Mermaid is again being manufactured in China under the new brand name Triton, but under the man-agement and direction of Chip Erwin, the design’s original developer. Free-dom has new representation and will be based at Lakeland-Linder Regional Airport, home of SUN ’n FUN. All four should be at that airshow, slated for April 9-14.

Current kit models operating in the Experimental classification include Aventura, Super Petrel LS, Dornier’s S-Ray 007, the Finnish Atol Amphibian, Brazil’s Microleve Corsario, the com-posite pusher WQS Seagle (though this company appears to have dropped off the ‘Net), and the weight shift Ramphos Flying Boat (though this model, which entered into an early China connection, has apparently gone dark).

The Aventura from Aero Adventures has new ownership. The company is well established in Florida and new management is providing new energy. In addition to the two-seat Aventura II, new boss Alex Rolinski plans to rein-troduce the Part 103-capable Aventura I. Aventura models are expected to be on display at SUN ’n FUN.

Super Petrel LS will also attend the show. Built by Edra Aeronautica and with U.S. representation, Super Petrel is expected to achieve SLSA status as

ASTM standards are also accepted in its home country of Brazil.

The three other models remain in the unlikely category for American sales anytime soon...but you never know in the always-changing world of LSA.

Models in development include ICON’s A5, Lisa’s Akoya (presently on hold while company officials work to secure funding), the made-for-elec-tric-power Equator Excursion, and Eu-rope’s FlyWhale. Regretfully, none are expected to exhibit at SUN ’n FUN.

Of these four high-end products, ICON is the only one nearing produc-tion. The company is well known, has generated a reported 1,050 delivery position orders, and has entered into production agreements with Cirrus Air-craft, manufacturer of the SR20, SR22, and VisionJet. ICON has requested a weight increase exemption from the FAA, but no announcements have been issued on this request.

Models in development include at least three aircraft I promised not to leak before their producers announced them. In two of the three I have seen extensive work. Of the serious efforts, one is extraordinarily versatile and may take on the ICON A5 for sheer panache. This particular model will have repre-sentatives at SUN ’n FUN for “special clients” who are willing to sign secrecy agreements. Very mysterious, perhaps, but the marketing may be as clever as the design.

2012 Market ShareOur annual review of LSA Market

Share shows that, while sales of new LSAs remains below par, the market appears to be experiencing spotty, but regular, recovery.

For the second year in a row, Cessna led with an impressive 94 registrations, though this is down 30% from 134 in 2011. While Cessna looked to set a new record with 76 registrations (152 annu-alized) in the first half of 2012, the pace slowed sharply in the second half, add-ing only 23, perhaps a result of the an-nouncement about switching to Prima-ry Category as a means of entering the European market. The Wichita giant is singlehandedly restarting Primary Cat-egory with the first such application in nearly 20 years, a decision that may in-spire other companies to go this route.

Perhaps the most noteworthy story in 2012 registrations is CubCrafters. It added 48 new registrations, up 33% from 36 in 2011. Company marketing boss John Whitish reported 52 SLSA. (Chart numbers are derived from the FAA’s N-number registration database.

Figures are not identical to sales record-ed by the companies, though over time the numbers draw closer.)

A remarkably steady climber is Aerotrek, which took the #3 slot for 2012 registrations, a notable improve-ment from its #5 spot in 2011.

Other top guns include perennial leaders Flight Design, which continues to lead the overall fleet with 351 LSA, adding 11 registrations last year, and American Legend, which also added 11 SLSA in 2012. SportCruiser importer US Sport Aircraft fulfilled the last of the PiperSport orders and rewrote its distributor agreement with Czech Sport Aircraft; it added another 10 SLSA.

SplogDan Johnson

Seaplane tsunami

For more on Sport Pilot and LSAs: ByDanJohnson.com

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