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BriefingQuest Aircraft Co. has received FAA

approval for an increase of 565 pounds to the maximum landing weight of the Kodi-ak (pictured). With the increase, the land-ing weight is now 7,255 pounds, same as the maximum takeoff weight.

The increase gives owners increased flexibility, especially in carrying extra fuel, according to company officials. This is significant as many of the company’s airplanes are used by missionary organiza-tions flying in remote regions.

QuestAircraft.com

Cirrus Aircraft reports that in 2013 it delivered 276 new aircraft, nearly a 10% increase over 2012, marking its best air-craft shipment performance since 2008. Company officials note the company’s market share has grown to an all-time high of 37%.

CirrusAircraft.com

Piper Aircraft also achieved double-digit growth in new airplane deliveries for 2013, fueled by increases in the sales of piston-powered training aircraft. Piper ended 2013 with a 13% increase in revenue from new aircraft sales, the second consec-utive year of 13% revenue growth.

The revenue increase was a result of a nearly 19% boost in new aircraft deliveries for 2013 — up 30 airplanes to 188, com-pared to 158 in the previous year, accord-ing to company officials. Piston-powered aircraft deliveries increased 22% to 154 aircraft in 2013 from 126 aircraft in 2012, reflecting increased trainer aircraft sales.

Piper.com

The S-20 Raven from RANS, which de-buted at the U.S. Sport Aviation Expo in January, is now available in both kit and ready-to-fly models.

RANS.com/Aircraft

Pipistrel reports that the 600th aircraft from the Sinus/Virus family has been com-pleted and delivered to its new owner in Australia.

Officials also report that the company’s entire yearly production for 2014 has been sold out already, so #700 will also be pro-duced this year.

This is the 25th anniversary of the com-pany, which has produced more than 1,200 aircraft, including other models and pow-ered hang-gliders.

Pipistrel.si Cessna notes that the fleet of Citation jets

is passing the 30 million flight hour mark.

More than 6,600 Citations have been deliv-ered to customers around the world since the first Cessna Citation business jet was put into service more than 42 years ago.

Cessna.com

The first two new production Great Lakes were recently completed, according to officials with WACO Aircraft. The first will be going to Australia, while the second will stay in the company’s home state of Michigan.

Company officials also note they will be barnstorming across the eastern half of the country, on the way to attending the Nation-al Aircraft Training Symposium at Embry

Riddle Aeronautical University in Florida, March 16-18. Stops include: Batavia, Ohio (I69); Greenwood, S.C. (KGRD); Atlanta (KPDK); Mount Airy, N.C. (KMWK); St. Augustine, Fla. (KSGJ); and Daytona Beach, Fla. (KDAB). Demo rides are avail-able at each location.

WACOClassic.com

Banyan Air Service at Fort Lauder-dale Executive Airport (KFXE) will host a Garmin seminar March 20. Presented by Garmin’s Joe Stewart, it will include up-dates on the latest avionics, including the G1000, G600, G500, G500H, GTN 750, aera 796, and Garmin’s GDL 88 and GDL 39 ADS-B solutions.

BanyanAir.com

Landmark Aviation has begun op-erations at King County International Airport (BFI) on Boeing Field in Seattle through the acquisition of Galvin Flying Services. The Houston-based company op-erates a network of FBOs through the U.S., Canada and Western Europe.

LandmarkAviation.com

Duncan Aviation has opened its 10th En-gine Rapid Response location at the Long Beach Airport (LGB) in Long Beach, Ca-lif. Services include AOG support, most scheduled and unscheduled events, as well as engine R&Rs.

DuncanAviation.aero

A new website dedicated to supporting the integration of unmanned aerial vehicles — commonly known as drones — into the existing aviation infrastructure, is now live at Droneport.com. Droneport’s mission is to help those who build, fly, operate, and maintain drones make the transition from

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General Aviation News • 66th Year, No. 3 • March 5, 2014 • Copyright 2014, Flyer Media, Inc. • All Rights Reserved.

BRIEFING | See Page 4

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4 General Aviation News — 800.426.8538 March 5, 2014

A.C. Propeller Service ......................29Aero Ski Mfg Co Inc ........................37Aerotech Publications .....................14Aircraft Door Seals ..........................36Aircraft Specialties Services ...............2Aircraft Spruce & Specialty ..............40Airforms .........................................36Airpac Inc ......................................37Airplane Things ...............................32Alaska Airmen’s Association.............33Alpha Aviation Inc ...........................32Ameritech Industries .......................16AOPA Finance ...................................5AOPA Insurance Services .................17AOPA Membership Publications .......13Aviation Insurance Resources ..........32Avionics Shop Inc ...........................29B/E Aerospace Inc ..........................31

Bill Shull Photography .....................37Cannon Avionics Inc ........................31Cee Bailey’s Aircraft Plastics ............32Champion Aerospace Inc .................12Corvallis Aero Service ......................32Desser Tire & Rubber Co .................30Discovery Trail Farm ........................38Dynon Avionics ...............................11Eagle Fuel Cells ..............................30Ehrhardt Aviation Agency .................32Electroair .........................................6Flight Design USA ...........................39Floats & Fuel Cells ..........................31General Aviation Modifications ........21Genuine Aircraft Hardware Inc ..........32Gibson Aviation ..............................18GoAirplane.com ..............................37Great Lakes Aero Products Inc .........37

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

personal experiments to commercial op-erations, according to its developers.

Droneport.com

Governor Dennis Daugaard recently is-sued a proclamation designating Feb. 20 as “Civil Air Patrol Day” in South Dakota. The proclamation commended CAP’s South Dakota Wing “for its willingness to undertake a multitude of missions and perform a variety of services in support of communities, counties and the state.”

The South Dakota Wing has approxi-mately 300 members, six aircraft and 17 vehicles available to federal, state and county governments, emergency respond-ers and law enforcement agencies to per-form search and rescue, homeland security, disaster relief, humanitarian assistance and counter-drug missions.

One of the wing’s members, Cadet Colo-nel William Small was recently presented with the squadron level Outstanding Civil Air Patrol Cadet of the Year award by the Air Force Association.

Small, the senior ranking cadet in CAP’s South Dakota Wing, has a busy next few months before entering college at the Rose-

Hulman Institute of Technology in Terre Haute, Indiana, in pursuit of a degree in electrical engineering. He will soon leave for Wuhan, China, to a language school for 12 weeks to study Mandarin.

SDCAP.us The free Aircraft Electronics Associa-

tion (AEA) convention app is now avail-able. Compatible with iPhones, iPads, iPod Touches and Android devices, the app in-cludes the convention schedule, exhibitor list and more. The convention is slated for March 12-15 in Nashville.

AEA.net

Aircraft Spruce is offering a SUN ’n FUN preorder pick-up option. Custom-ers can order products online, then pick them up at the show, which is April 1-6 in Lakeland, Fla. Preorders must be placed by noon (EST) March 27. When ordering, use “Store/Airshow Pickup” as the shipping option.

AircraftSpruce.com

A new space shuttle exhibit has opened at the National Museum of the U.S. Air Force in Dayton, Ohio. The exhibit features NASA’s first Crew Compartment Trainer.

Visitors are able to enter the payload bay and look into the flight deck. A 360° virtual tour of the new exhibit is available online.

NationalMuseum.af.mil

The second annual PS-28 Cruiser Cup will be held in the United Kingdom Aug. 29-31, according to officials with Czech Sport Aircraft. This year’s event will be organized and run by Kairos Aviation, the company’s UK distributor. The base for the race will be Compton Abbas Airfield in Shaftesbury, Dorset.

Kairos-Aviation.co.uk

Take to the Skies AirFest returns to Du-rant Regional Airport-Eaker Field March 29, presented by the Choctaw Casino. The day-long event includes an airshow featur-ing the Trojan Phlyers Demo Team and the Blue Skies Parachute Team.

Helicopters, airplanes, warbirds from the Commemorative Air Force, skydiv-ers, radio control aircraft and more will be showcased in static displays and dem-onstrations. Flights for the public will be available throughout the day in helicopters, airplanes, warbirds and biplanes, according to organizers.

TakeToTheSkiesAirfest.com

The 22nd AERO will be held April 9-12 in Friedrichshafen, Germany. The largest GA show in Euorpe, the show will feature 10 exhibit halls, including special exhibition areas such as Avionics Avenue, an e-flight-expo and the premiere of the UAS-Expo, where civilian drones will be exhibited.

AERO-expo.com

BRIEFING | From Page 3

MEXICO, Mo. — Zenith Aircraft Co. reports it has shipped 10,000 sets of plans to aircraft builders in more than 50 coun-tries. Most sets of plans are sent with com-plete or partial aircraft kits, though some go to builders who prefer to scratch-build the aircraft, company officials said.

Over the past four decades, aeronauti-cal engineer Chris Heintz has developed a dozen aircraft designs. Today, Zenith mar-kets kits for four of his concepts: The origi-nal STOL CH 701 Sky Jeep, the STOL CH 750, the CH 750 Cruzer, and the low-wing CH 650. Additional Heintz designs are built and sold by Zenith’s sister company, Zenair Ltd., in Canada.

“We allow our customers to choose how to build their own airplane, whether as a scratch-build project or from a complete kit or anywhere in between,” said Sebas-

tien Heintz, president. “It’s not uncommon to see people begin with basic materials and then upgrade to a quick build kit; oth-ers might start with a quick build rudder kit and then order basic materials for a scratch-build program because they enjoy the construction process. By far, however, most opt for the complete kits so they can get to the flightline faster.”

Detailed plans for the two-seat designs start at $425 a set. The sets contain step-by-step guides to build a complete airplane.

The company also holds monthly work-shops to give people an idea of the kinds of tools and skills required to build a Zenith design. During the two-day workshops, people learn how to build an actual rud-der for one of the designs, according to Heintz.

ZenithAir.com

Zenith ships 10,000th set of plans

NOTICE: The next issue will be mailed March 20, 2014.

Cover Photo by Mike Terry

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By BEN SCLAIR

DULUTH, Minn. — Cirrus Aircraft’s JumpStart Program will place 12 brand new and fully equipped SR20s at Cirrus training centers in select markets across the country, to give more new pilots an intro-duction to general aviation by learning to fly in a Cirrus.

The program is a collaboration between Cirrus Aircraft, Cirrus’ largest suppliers, and Cirrus’ flight training partners to allow first-time pilots to train in new airplanes. JumpStart Program components include both special incentives and growth oppor-tunities for the flight schools and sponsor owners, according to company officials.

Reading between the lines, I wondered what “special incentives” meant.

“Cirrus and the seven partners have made substantial financial accommoda-tions that allow for aircraft to be in these markets,” said Todd Simmons, executive vice president sales, marketing and support at Cirrus Aircraft.

Without asking Simmons to give away the “secret sauce,” it would seem Cirrus and its partners are underwriting the cost of these new SR20s — extensively — to place them where they otherwise wouldn’t be.

So, where are the SR20s in the Jump-Start program located?

“We have not defined all 12 markets, but we have aircraft in the program in Raleigh, N.C.; Charlotte, N.C.; Greenville, S.C.; Spokane, Wash.; Salt Lake City, Utah; Denver, Colo.; Sarasota, Fla.; Jacksonville, Fla.; and Farmingdale, N.Y.,” continued Simmons. “We continue to explore add-ing new markets and have the capacity and commitment to do so.”

After a training partner takes delivery of an SR20 as part of the JumpStart Program, Cirrus helps the partner establish the air-craft in the fleet as “a key business differ-

entiator.” Another aspect of the program is the option for pilots to purchase a Cirrus airplane and lease it back to a Cirrus train-ing center, with incentives available to the owner.

If one JumpStart SR20 leads to new business for any of these training partners, I imagine Cirrus sales staff like the chances of converting at least some of this business to new Cirrus sales. And that is where the payback exists for Cirrus and its partners.

“With JumpStart, Cirrus Aircraft and this special group of partners are making a very

real investment in expanding aviation,” said Simmons. “When new pilots learn and train in a Cirrus — a modern aircraft design with state-of-the-art technology, performance and safety systems — they are more likely to stay committed to aviation, to aircraft ownership and to accessing the personal and small business benefits that only GA can provide. The Cirrus Aircraft JumpStart Program helps make that introduction to flight and all its benefits easier by enhancing the flight training experience and reducing those initial ownership barriers.”

The program was field tested in select markets in late 2012 with encouraging ear-ly results throughout 2013.

“We have experienced firsthand the im-pact of having a new SR20 on the line as it has proven to be a clear competitive ad-vantage,” says Bob Stedman, a principal at Independence Aviation, the Platinum Cir-rus Training Center in Denver. “Both Cir-rus Aircraft as a company and the airplanes themselves…we couldn’t ask for a stronger partner to help us stand out and attract new customers. We are seeing real results.”

The Cirrus Aircraft JumpStart supplier partners involved in the development pro-gram are: Garmin, Continental Motors, Hartzell Propeller, BRS Aerospace, Enviro Systems, Fastenal, and TenCate.

CirrusAircraft.com

Cirrus partners to grow general aviation

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By MEG GODLEWSKI

A Google subsidiary, Planetary Ventures, has been tapped to take over management of the 1,000-acre Moffett Federal Airfield (NUQ) a former U.S. Navy base located four miles from Google’s Mountain View, Calif., headquarters.

The airport is the home of Hangar One, built in the 1930s to house the Navy’s 784-foot dirigible U.S.S. Macon. The airport ceased operations as a Naval facility in 1994, turning over management to NASA Ames Research Center. The Navy left Han-gar One, as well as several other smaller hangars, intact. Hangar One was threat-ened with demolition because its construc-tion, particularly the skin of the mammoth building, contained PCBs and other toxins. In response, the hangar’s skin was removed in 2012 and the metal frame left uncovered. A movement grew to protect and restore Hangar One, citing its value as a historic landmark in the San Francisco Bay Area.

On Feb. 9 of this year, the U.S. General Services Administration, which oversees disposal of property that is no longer mis-sion-critical to federal agencies, and NASA named Planetary Ventures the preferred lessee. The lease will put Hangar One to new use and eliminate NASA’s manage-ment costs of the airfield.

GSA’s Request For Proposals was issued on behalf of NASA in May 2013, kicking off a competitive process in which the pri-vate sector was provided an opportunity to collaborate with the government in the “rehabilitation and adaptive reuse” of Han-gar One and management of the airfield through a long-term lease agreement.

As part of the lease agreement, Google must renovate the airfield’s three hangars, including Hangar One. Google also has agreed to upgrade a golf course located next to the airfield.

“We are delighted to move ahead in the selection process and we look forward to working with both GSA and NASA to pre-serve the heritage of Moffett Federal Air-field,” Google officials said in a prepared statement.

Lenny Siegel, a founder of the Save Hangar One committee and the executive director of the Center for Public Oversight, noted that it might be premature to cele-brate, saying “I think we’re almost there, but we can’t quite let our guard down.”

Siegel noted that the Moffett Field Res-toration Advisory Board will be asking questions about the management of the groundwater and hazardous materials con-tamination left over from the Navy’s time at Moffett. “This is a Superfund site,” he said. “The PCBs on Hangar One were cov-ered with a protective coating rather than scraped off, so there is residual contamina-tion. We have to be sure that during con-struction that the toxins are not released into the environment.”

Another concern, according to Siegel, is a potential increase in air traffic if the air-port is opened to the general aviation pub-lic. “People have concerns about noise and safety,” he said. “There are also concerns

about the relationship between Google and NASA. People are wondering if it is too close.”

According to reports in Wired and the San Jose Mercury News, the lease is part of an “expansion binge” on Google’s part.

Google’s presence at the airport goes back to 2008 when Ames Research Center leased 42 acres around the site to Google. Google executives also keep their private jets at Moffett.

Meanwhile, the airport remains open and is home to NASA, law enforcement, the National Guard, and Lockheed Martin Space Systems. It is also the landing site of Air Force One during Presidential visits.

Google.com, SaveHangarOne.org

Google to manage Moffett Airfield

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Due to the generosity of its donors, and a hangar bay full of supplies, Bahamas Habi-tat found itself short of aircraft to fly sup-plies to The Bahamas for its 14th Fly In to Serve Others, held Feb. 20-23.

Donors from across the U.S. shipped a record amount of medical supplies, build-

ing and construction equipment, and more to the fly-in launching pad at Showalter Flying Service in Orlando. Orlando area pilots then responded to the call to help transport the goods to the Bahamas.

While a record number of pilots partici-pated in the fly-in, “a significant amount of

supplies would have been left behind,” says Steve Merritt, president of the non-profit.

“The generosity of Showalter and Or-lando area pilots ensures that these impor-tant supplies will get to their destination on time,” he says. “The fly-in gives pilots the chance to do what they’ve always wanted:

Use their aircraft and aviation skills to do some good in the world.”

Activities during the fly-in included roofing and painting hurricane-damaged homes, delivering medical supplies, and building a home for abused kids.

BahamasHabitat.org

Pilots respond to call to help Bahamas Habitat

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By MEG GODLEWSKI

In a victory for general aviation, a U.S. District Court judge has dismissed a fed-eral lawsuit brought by the City of Santa Monica against the FAA to close Santa Monica Municipal Airport (SMO) in southern California.

Santa Monica’s claim, filed in federal court in October 2013, asserted that when the city’s 1984 agreement with the FAA expires in 2015, it is no longer obligated to operate the land as an airport. The lawsuit asked the court to declare that the city held title to the land.

The FAA has consistently argued that the city is obligated to keep Santa Monica Air-port open through 2023 under assurances it gave in exchange for federal Airport Im-provement Program grants. Additionally,

the FAA argued that the city is obligated to operate the airport beyond 2023 because it acquired the land on which the airport is located cost free from the federal govern-ment in 1948.

On Feb. 13 the presiding judge ruled that the United States government “claimed a clear interest in the airport property and has never abandoned that interest.”

In his decision against the city, Judge John Walter wrote that the city either knew — or should have known — that the federal government claimed an interest in the air-port property as long ago as 1948 and, as a result, the statute of limitations for the city to claim title to the airport has expired.

The judge’s decision was good news to supporters of the airport, including officials with the Aircraft Owners and Pilots Asso-ciation (AOPA), who have been involved

in the efforts to keep the airport open.“The city was stopped in its tracks in

its most recent effort to strangle Santa Monica Airport,” said Mark Baker, AOPA president. “The city is not representing its citizens. Surveys have proven the majority of Santa Monica residents support the airport, yet the city continues to spend millions of dol-lars of taxpayer money to shut down this eco-nomic engine that pro-vides jobs and annual revenue of more than $200 million. Santa Monica Airport is vital to the city and to our nation’s air transpor-tation system and it must not close.”

The airport, which sits on a bluff and is surrounded by homes, was home to the Douglas Aircraft Co. in the 1920s. When factory operations expanded during World War II, many of the surrounding homes were built for employees. Today, the air-port, which has a single 4,973-foot runway, is home to 269 aircraft ranging from general aviation airplanes to helicopters and jets.

Over the years there have been many discussions about the future of the airport, with some in the city suggesting the airport has outlived its usefulness and should be

closed and the land re-developed. Complaints against the airport vary from noise and pollu-tion to safety concerns about runway overruns.

Those concerns have increased since last September’s fatal crash involving a jet at the air-port, said Kate Vernez, deputy city manager of special projects for

Santa Monica.“We have an obligation to the commu-

nity that demands relief from airport opera-tions,” she said.

City officials are “disappointed and sur-prised” by the court’s ruling, she added.

“Our city attorney and outside council are reviewing the ruling to determine op-tions,” she noted.

According to Vernez, the city has 60 days to make a decision about how to proceed.

SMGov.net/Departments/Airport

GA wins in fight for SMO

“The city was stopped in its tracks in its most recent effort to strangle Santa Monica Airport.”Mark Baker, AOPA president

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WASHINGTON, D.C. — General avia-tion might be seeing some light at the end of the long tunnel of decline, according to comments from General Aviation Manu-facturers Association (GAMA) officials at their annual “state of the industry” press conference, held here Feb. 19.

GAMA, which now reports world-wide data, shows that 50% of GA deliveries last year were in North America. GAMA of-ficials note that the Asia-Pacific market is growing, while the European/Middle-East also is improving. Much of the growth, however, has been in the turboprop and pure jet markets. Turboprops showed a 34% gain over 2013.

The single engine piston market pro-duced 933 aircraft, a slight increase of 2.1% over last year. Piper Aircraft accounted for 154 — 16% — of those 933 planes.

GAMA executives point to several ways they see a brighter future. Steve Taylor, president of Boeing Business Jets and chair-man of GAMA, and Pete Bunce, president and CEO of GAMA, said general aviation is getting better acceptance in other parts of the world. Much of this acceptance is in the business aircraft market, but as this segment grows, the light piston market also should increase. China is recognizing the importance of general aviation aircraft to serve its many smaller and remote areas and is pushing for more airports and less restrictive regulations.

Manufacturers find the biggest dollar volume in production of corporate aircraft, but expect growth in this market will also result in benefits and growth for light GA planes. There are at least two reasons for this. First, the current fleet of piston air-craft is 48 years old. They will have to be replaced. Second, efforts to change the cer-tification of aircraft and parts can produce better aircraft at lower cost.

Increased regulations and slow activity by regulators, plus an increase in lawsuits, have cost companies heavily, causing them to increase prices far beyond the rate of inflation. Since 1994, there have been 800 new regulations that manufacturers must meet, GAMA officials said.

In 2007 manufacturers started looking for ways to reduce production costs.

“We wanted to drive down the costs for both the government and industry,” Taylor and Bunce said.

A rulemaking committee was formed and began looking at ways to streamline

and standardize regulations. With the FAA, they coined the term “Double the safety at half the cost.”

Manufacturers began working more on Congress. Key legislators were invited to visit plants. General aviation caucuses were formed and today these caucuses have more members than any other groups. Both politi-cal parties passed the Small Airplane Revi-talization Act, signed into law last year by the President. This act set specific deadlines

for actions to be taken. A deadline of 2015 was set for the FAA to come up with new regulations. GAMA spokesmen said this means the proposals must be finished by the end of this year to enable the FAA to have all of 2015 to process changes through the long gov-ernment process.

So, is GAMA cor-rect? Are things look-ing brighter for general aviation? Probably. However, streamlining regulations is just one of the issues keep-ing GA busy looking for solutions. There is also an airport problem. The city of Santa Monica showed this recently when it wanted to close that city’s busy general

aviation airport. GA use of airports in busy areas like Atlanta, Los Angeles, Chicago, New York and other hub locations might

face new and possibly restrictive requirements if NextGen succeeds in making it easier and faster for commercial airlines to get from city to city, further crowd-ing limited airport fa-cilities.

There is a glimmer of light at the end of the tunnel, but it will need

consistent and persistent efforts to help it glow into the future all pilots want.

See more on last year’s GA airplane deliveries in our next issue.

Light at the end of a long tunnel of decline

Capital CommentsCharles Spence

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

“There is a glimmer of light, but it will

need consistent and persistent efforts to help it glow into the

future all pilots want.”


I found the next generation of pilots. But depending on where you read this, you may or may not like it, and you may or may not understand it.

Of the 58,014 (as this was written) fans of our Facebook page, 55.4% are 34 years or younger. Include those 35-44 years and it jumps to 75.4%.

On Jan. 1, 2014, we had 26,715 page likes. Our fan count has more than doubled in 50 days.

I’ve heard from many current (read that: older) pilots that have no interest in Face-book or Twitter or anything online. “Why do I care what someone eats for breakfast?” they’ve remarked with snark.

I don’t believe it has anything to do with not caring or not being interested. It has everything to do with learning something new and — worse — admitting they don’t understand something.

The irony is completely lost on them. Nobody is born a pilot or a social media whiz. Both start out like everyone starts — with a first step.

So quit complaining about the next gener-ation not being interested in learning to fly. You just aren’t looking in the right place.

THANKS DEBDeb, thank you for the years of keen ob-

servation of the aviation and aviator world in your Short Final column. Much appreci-ated was the stark reality combined with a few pounds of heart and humor. You will be missed.

GEORGE WARNERvia email

A GOOD AIRSHOWIn the article “What makes a good air-

show?” in the Feb. 5 issue, the author ne-glected to consult the people who are the MOST important: The members of the au-dience. I have attended many airshows, and have found that, in almost every case, at least 15 minutes of every half hour show is about as interesting as watching paint dry. It seems like every performer extends his/her act at least twice too long. Every good entertainer knows that it is always best to end with the audience wanting more. Air-

show performers seem to ignore this rule, leaving their audiences wanting less. And, of course, an announcer who talks too much, and who is unable to understand that the “whistle of air through the wing wires” and/or the roar of a big engine are what pleases an audience — not a motor-mouthed announcer’s constant babble.

Airshow managers need to explain to the performers that, no matter how far they’ve come to perform, no matter what they are paid, and no matter how much free fuel they’ve been given, they are allowed may-be 10 minutes of show time and no more: Take off on time, do a short but spectacular routine, and get back down, so that the next act can do the same. Anyone who violates this rule should not be invited back.

Airshows should be designed for the en-tertainment of their audiences, not for any benefit to the performers.

To help answer the question “What makes a good airshow?” it might be worth-

while to have an airshow “script” evaluated by a professional entertainer who is also a pilot. Has this ever been done?

RUSSELL DAVISTucson, Arizona

THE FLYING GRANDFATHERRe: The Flight & Flyers column in the

Feb. 20 issue, “The flying grandfather”: I was very pleased to read your thumbnail on Max Conrad. Good work, as usual!

I was fortunate to spend a couple days with Max in about 1966, autographing books at an airshow: He, autographing his biography, “Let’s Fly,” and I signing my book on Speed Holman. Max was a very Christian person, who loved the outdoors.

I always admired him for his courage and character. On the Sunday morning of our book signing, he walked two miles to at-tend church and two miles back to his hotel room before going to the airport. Made me ashamed of myself. He was a great person and one of my heroes!

The Minnesota Aviation Hall of Fame inducted Max in 1991. We have an exten-sive biographical file on him. We also have a large windup clock and a kitchen timer, donated by his family after his death. Max supposedly used these on some overseas flights for timing various stages and fuel tank switching.

NOEL ALLARDMinnesota Aviation Hall of Fame

Touch & GoBen Sclair

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

I found the next generation

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Superbowl Sunday was anything but super. Not only was the game a huge dis-appointment to anyone who enjoys com-petitive sports, but earlier in the day news broke that Philip Seymour Hoffman had been found dead in his Greenwich Village apartment.

Aviation shares something in common with sports and show business, whether we choose to believe it or not. Pilots, aircraft mechanics, air traffic controllers, even bag-gage handlers and line service workers are considered by their friends and neighbors to be different. The jobs we do are consid-ered to be slightly cooler and more desir-able.

After all, we deal in the sexy, glittery world of aviation. It is our mission in life to put hands on a machine that will launch

into the sky, travel at considerable speed, and then land someplace far away, maybe even someplace exotic.

As a result, we’re held to a higher stan-dard. We need to be above reproach, espe-cially in this modern age when aviation is a factor in our quest for national security. We are envied and we are feared, because we do something oh so fascinating, and be-cause our industry can kill not just partici-pants, but innocent bystanders as well.

All this boils down to a profession and a lifestyle that includes an implied pressure to perform. Like a football player or an ac-tor, we are critiqued, studied, evaluated, and judged on a regular basis.

Make a mistake and you’ll hear about it. Make a big enough mistake and you’ll see it in the newspaper and on the televi-sion. Heaven forbid you run off the end of the runway, land at the wrong airport, have an in-flight emergency, or put the aircraft down someplace other than an airport. Sud-denly you’re an unwilling media target.

It’s at that moment an individual finds out just how bright the spotlight of public opinion can be, and how badly it can burn.

Most of us handle this perceived pres-sure well. Some of us don’t even recognize

the challenges faced by aeronautical par-ticipants as pressure at all. But it’s there, and some of us feel the burden more than others. Some of us fret, and fuss, and wor-ry, and stress over the day-to-day machina-tions of our pursuits.

But we don’t talk about those concerns publicly, because to admit to being worried is tantamount to admitting weakness. And there’s little in life humans work harder to cover up than a weakness. So we pre-tend everything is fine, even when it isn’t. A small number continue to pretend all is well even as their lives spin out of control, headed in a direction that is undeniably detrimental to themselves and potentially to others as well.

With luck, we find help. If not there is at least a chance we’ll be found out and lose our medical, or get fired, or be stopped from doing what we do by some other means. However, some of us will continue with what we’re doing unchecked.

The darkness will continue to cloud our vision, adversely affecting our decision making. Because we aviation types are like football players who just lost the big game, or actors who are struggling with self-doubt on a scale that would terrify most people, we aren’t about to admit we’re having trou-ble. Certainly not. To stand up tall and say out loud, “I’m having a difficult time emo-tionally. I need some help,” is perceived as being absolutely unacceptable in aviation. We’re tougher than that.

We’re wrong. And if we don’t change our ways, we may find that instead of toughen-ing up and making the skies safer, we’ve merely established a system that breaks the

individual and introduces an unnecessary risk to the system — all to avoid the em-barrassment of admitting the obvious. We are human and sometimes we need a break. We need help.

Mental health is as critical to aviation hobbyists and professionals as it is to any other profession. Yet we may spend more time denying our susceptibility to the very human reactions to stress than any other profession or hobby.

We do this even with the knowledge that our peers self-medicate just like anyone else might under certain circumstances. We are not fundamentally different from our friends and neighbors. We can contract the virus that’s going around just as easily as they can. And we can suffer from mental stresses and illnesses just as easily, too.

Until we begin to address this reality, our industry will continue to be imperiled by our hubris. It is time for us to accept our humanity, our frailty, and allow the par-ticipants in aviation the freedom to address mental issues with the same open means we use to deal with physical maladies.

The Denver Broncos tanked in the big game. Each member of that team took a beating from sportswriters and fans. They’re also beat themselves up for the performance they turned in. Much as Philip Seymour Hoffman may have been beating himself up for his perceived failings.

And yes, right now there is a pilot or a mechanic or a controller who is struggling. Let’s give them the support they need to stop and get some help without risking their employment or their dignity.

It’s time.

Politics for PilotsJamie Beckett

The elephant in the room

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

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By BRENT OWENS

Flying is such an amazing experience, I can’t imagine anyone who doesn’t think it’s cool on some level.

Because of this mindset I have a real passion for seeing our industry flourish — most of us do. It’s partially selfish, be-cause if people aren’t interested in flying we shrink as a community. If we shrink too much there are obvious bad things that oc-cur.

Many folks believe we have already started this downhill slide and that recre-ational aviation in the U.S. will look more like it does overseas in a few years.

I think we can all share some responsi-bility for growing our ranks and seeing our community prosper.

One of the best — and easiest — ways to

do that is to “share the magic.”This means going out and evangelizing

the virtues of flying. Let it be known that 1) it’s not impossibly expense, 2) it doesn’t require super-human skills and 3) it’s more fun than most people can imagine.

Doing this simple thing can lead people in the right direction. Their natural curios-ity will take over and, if they venture close enough, they just might get hooked.

Going a step further, you can reach out directly to people within your sphere of influence and offer to “help” them explore flying. In this way you are taking the first step to mentor that person.

That doesn’t mean you need to be highly experienced or some kind of expert. You might be new to flying yourself. It’s the encouragement — the nudge — that they need initially. You can be the spark that sets

someone on a course that changes the rest of their life. What a powerful thing!

Let’s explore some simple ways to “share the magic.” I wouldn’t call it full-blown mentoring yet, but it’s certainly a step in the right direction.

Take social media, for example. It’s one of the easiest ways to reach people. If you have something great to pronounce about aviation, post it via social channels like Fa-cebook, Twitter, and the like. In this way you are putting it out there and someone on the other end can potentially be affected.

Depending on your circumstances, this could be thousands of friends or followers. Talk about an amazing reach!

If someone out there has an interest, they will like or comment on the post and that’s an opportunity to reach out and engage them.

With some refinement you can create a virtual short list of potential new pilot can-didates.

If you haven’t adopted social media yet, I would suggest you let go of what’s hold-ing you back and move into the 21st cen-tury, especially if you plan to reach anyone under 30.

Another more “traditional” method is to talk about flying with people around you. It could be as simple as mentioning it in the break room at work, or with neighbors when you are making small talk, or with relatives when you are at gatherings. Al-ways keep in mind any social setting is an opportunity to reel someone in.

I think we have hurt ourselves with the old jokes like, “How do you know if there is a pilot at your party? Don’t worry they’ll tell you!” Unfortunately many pilots, in an effort to avoid that stereotype, have gone underground, only talking aviation with other pilots.

The bottom line is we shouldn’t be afraid to talk about our flying. You can always change the subject. If they start to ask questions and they seem genuinely inter-ested, you’ll know to keep the conversa-tion flowing.

We have a responsibility to not only share in an effort to grow our ranks, but we are also accountable for sending the right mes-sage. You should seize every opportunity, but if you are braggadocios or overbear-ing, you are doing more harm than good. If we don’t use a little tact, we risk coming across as weirdos — not the result we are looking for.

Also, we need to be careful we aren’t putting things out there that set the wrong example about safety and regulatory com-pliance. The proliferation of YouTube is great for celebrating this wonderful ex-perience, but we should be careful of the impression we leave on our audiences (and the exposure to our tickets).

This power we have to share and men-tor stands to truly change our industry and reverse the disturbing downward trend we have seen in recent decades. If only a frac-tion of us actively mentored someone, we have a fighting chance. I would suggest that sharing is the first step in that process. It’s an easy thing to do and you’ll get back more than you give — I promise.

So the next time you have something noteworthy to say about flying, don’t be shy about it. If we don’t promote aviation, who will?

Your first task, if you accept this chal-lenge, is to let us know how you have shared aviation with others.

Brent Owens is a professional pilot and general aviation enthusiast who flies his RV-8 for fun. He maintains two blogs dedicated to flying at iFlyblog.com and FixedWingBuddha.com. He is also the co-founder and co-host of the Slipstream Radio podcast. You can reach him at [email protected].

Mentoring: Share the magic

You probably recognize AOPA as a national advocacy organization, representing the interests of general aviation pilots and enthusiasts in the halls of Congress and before agencies like FAA and DHS. But you may not think of us as a state advocacy organization, too.

well-traveled group that will be hard at work representing pilots before the 46 state legislatures in session in 2014. In a typical year, our experts will review more than 1,000 state bills with the potential to impact general aviation. About 400 of those measures will need to be tracked closely and AOPA will become heavily engaged in supporting, opposing, or trying to change about 100 of those.

We work closely with state and local pilot groups, airport organizations, and aviation businesses where possible. And we get to know the decision makers who will be introducing and voting on critical legislation.

debate. And we know that credibility is important, so we bring hard data and reasoned arguments to the table.

legislation that will help pilots.

And we’re alert for unintended consequences in bills that, on the face of it, have little or nothing to do with GA. For example, some states want to mandate ethanol additives in all automobile fuel. While that sounds OK on the surface, it’s a huge problem for aircraft that run on auto gas because they can’t operate on ethanol-enhanced fuels. And while AOPA can’t compel distributors to make ethanol-free gas available, the association can and does work with lawmakers to ensure that ethanol-free gas is legal.

through the mountains of legislation produced in the states each session, we have one thing in mind: If it matters

Action in the States

www.aopa.org today.

Mark R. BakerPresident & CEO, AOPA


The Bakersfield Flying Club, a small as-sociation of central California pilots based at Meadows Field, has donated more than $6,000 to Honor Flight Kern County.

The money was raised through a club-sponsored raffle, and will be used to send World War II veterans to the memorial in Washington, D.C.

The fundraising project started when the flying club’s board of directors decided to do something to give back to the commu-nity. Several possible projects were consid-ered, but the board settled on Honor Flight due to the urgency of the need and the logi-cal tie-in with aviation, club officials said.

“We were totally surprised when the flying club called and said they wanted to help,” said Lili Marsh, chairperson for Honor Flight in the Bakersfield area.

Honor Flight is a national organization with local chapters that raise money and sponsor trips for veterans.

“The club’s donation is one of the largest single contributions we’ve ever had,” said Marsh. “We thank you.”

The donation was delivered during a meeting of Honor Flight Kern County at the VFW Hall in downtown Bakersfield.

“It was a real pleasure to go to that meet-ing and see the faces of some of the heroes who saved the world 70 years ago,” said Bill Woodbury, president of the Bakers-field Flying Club. “The vets were grateful for the donation, but it was really us who were grateful to them for all they did and the sacrifices they made.”

Club member Jon Slikker led the fund-raising effort, organizing the drive and conducting the raffle. While the flying club spearheaded the effort, much of the cash that was raised came from the general pub-lic, not just the pilots.

“It was amazing to see how easy it was

to raise money,” said Slikker. “All I had to do was mention Honor Flight and people were eager to give.”

Donations came from all over Kern County, Porterville, even as far away as Northern California, officials said.

“All it took was a posting on our Face-book page and making a few phone calls,” he said. “It was really great to see so many people wanting to help.”

The flying club is active in the Bakers-field community, providing both primary

and advanced pilot training, sponsoring FAA-sanctioned seminars and roundtables, as well as providing school group tours of their facilities and speaking to civic groups about general aviation.

BakersfieldFlyingClub.com

Flying club makes donation to Honor Flight

Wings of Dreams Aviation Museum is working with the Ninety-Nines and SUN ’n FUN to organize a gathering of the Women Airforce Service Pilots (WASP) at this year’s fly-in, slated for April 1-6.

“We are excited that this year we will host six WASP and one WASP trainee,” or-ganizers said. “We want them to be our spe-cial guests and honor them for their service and patriotism. They are great Americans and outstanding role models for women of all ages, particularly women pilots.”

Any donation is appreciated. Organiz-ers noted that a tax-deductible donation of $500 or more will help cover the costs of lodging, shuttle transport, meals and other incidental expenses for one WASP.

Donations can be made using PayPal or by check payable to: Wings of Dreams, P.O. Box 357071, Gainesville, Fla., 32635.

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By MEG GODLEWSKI

Busy and upbeat: That describes the 2014 Northwest Aviation Conference and Trade Show, held Feb. 21-23 at the Puyal-lup Fairgrounds near Tacoma, Wash. The annual event draws aviation enthusiasts and vendors from around the country.

This year the event began with a career forum on Friday featuring representatives from flight schools, colleges, universities and airlines, including Alaska Airlines, Skywest and Penair.

“That was so amazing,” said Rachel Hansen, trade show coordinator. “People came in from all over the country to job hunt.”

The show also offered more than 75 hours of seminars ranging from improving piloting skills, weather, aviation history, and maintenance.

The number of exhibitors was up from 300 last year to 380 this year.

The show is touted as a family event. Among one of the more kid-friendly ac-tivities was the hands-on wind-tunnel and aerodynamics demonstrations by the Pear-son Field Education Center. Fans were used to create wind tunnels to provide hands-on lessons in aerodynamics. According to educator Theresa Nelson, the display is a good recruitment tool for the week-long summer camps.

For visitors looking for aircraft, Cirrus

offered an up-close chance to see the latest from the Duluth, Minn.-based company. On the other side of the spectrum there was a Kitfox for sale and a Light-Sport Aircraft, the SD-1 Minisport, which is a single-seat-er slated for certification this spring.

Hansen noted that the annual banquet and auction raised $2,000, which will go toward providing aviation scholarships.

Next year’s show is slated for Feb. 21-22.

Washington-Aviation.org

Northwest show: Busy and upbeat

A two-seat glider from Puget Sound Soaring drew a steady stream of interest from area pilots.

The SD-1 Minisport is slated for certification later this year.

Visitors check out a Cirrus SR22.

This Kitfox also captured quite a bit of attention.

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CLEBURNE, Texas — A new venture, Mallard Aircraft, has been launched to re-introduce the Turbine Mallard amphibious aircraft.

Aviation industry veteran Sam L. Jantzen, Jr. will head up the program, in-cluding market introduction and global manufacturer selection for initial Mallard production.

The original Grumman Mallard was the first aircraft certified by the FAA in the transport category. Beginning in 1970, the late J. Fred Frakes began engine conver-sions from early radial piston power to Pratt & Whitney turbine engines. He later purchased the type certificate for the Mal-lard and incorporated the turbine STC into the type certification.

The all-new Turbine Mallard heralds back to the original Grumman design, only with 21st century upgrades, including all-

new Pratt & Whitney Canada PT6 engines, Rockwell Collins avionics and a host of other details and design features, accord-ing to company officials.

Jantzen, who joins the team as manag-ing director, has worked at executive posi-tions at Cessna Aircraft, Fairchild Aircraft, Commuter Air Technology, Raisbeck En-gineering and Blackhawk Modifications. He holds a Bachelor of Science degree in Marketing from Oklahoma State Univer-sity and a Masters of Business degree from Colorado State University.

“We are thrilled to have Sam come aboard to lead this new venture and get the redesigned Mallard to market,” said Joe Frakes. “For years, customers have asked us to bring the Mallard back into produc-tion, and I can’t think of a better person than Sam to help us make this a reality.”

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Garmin is commemorating the 20th an-niversary of the Garmin GPS 155 receiving FAA Technical Standard Order (TSO) au-thorization, the industry’s first FAA TSO-C129 approach approved IFR GPS receiv-er. Approval was granted Feb. 16, 1994,

setting the bar for future GPS advance-ments in aviation, Garmin officials said.

It was the world’s first GPS navigation product to be fully certified for non-preci-sion approach use, Garmin officials noted. For the first time, pilots could fly in instru-

ment meteorological conditions (IMC) throughout the departure, enroute, and ap-proach phases of flight using GPS as their primary navigation source.

The introduction of GPS navigation commenced the phase-out of older gen-

eration ground-based navigational aids (NAVAIDs). GPS provided instrument approach capability, important for remote airports that did not have funding or acces-sibility to NAVAIDs, officials said.

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Q I have been looking for a possible STC to install a primer system on a O-320-A2D. Would you know of

one? JERRY BARNHILL

Longville, La.

A Jerry, after checking a few things out, I discovered that almost all of the O-320 series engines were

delivered from Lycoming with a factory installed primer system.

However, the O-320-A2D is the only

O-320-A series that didn’t have the factory installed primer system.

Please keep in mind that I’m speaking specifically of the O-320-A series Wide Deck Cylinder Flange configuration en-gines, where the engine serial number suf-fix is -27A.

If I had to guess why this specific model did not include a factory supplied primer system, it would be the airframe manu-

facturer didn’t want to pay the cost for the system.

I’d also guess that this particular engine was utilized in a high-wing airframe ap-plication and the airframe manufacturer thought the head pressure from the fuel tank would eliminate the need for a primer system.

The carburetor also was equipped with an accelerator pump, so a pump of the throttle prior to cranking would aid with the start-ing process. Of course, caution must be used when doing this because excessive pumping could lead to an engine fire.

If you are really convinced you need a primer, I’d look into installing one using FAA Form 337 rather than an STC, which

may cost you money to obtain.I’d suggest you discuss this with your

local FAA GADO/FSDO. I see no reason why this wouldn’t be an easy field approv-al, keeping in mind that I can’t guess how the FAA may respond.

You can show the FAA that primer sys-tems are common on most O-320-A and E series Wide Deck Cylinder Flange config-uration engines as listed in the Lycoming Parts Catalog PC-203-1.

What’s best way to install primer system?

Ask Paul

Paul McBride

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

The National Aeronautic Association has revealed its “most memorable” records for 2013. Included on the list is:

DISTANCE: 8,114.9 miles: Record for airplanes (piston engine, weighing 3,858- 6,614 pounds): With 2,200 pounds of fuel aboard his modified Lancair IV, Bill Harrel-son took off from Guam March 1 and flew non-stop for 38 hours, 38 minutes, landing in Jacksonville, Fla. He beat the previous record of 7,928 miles set in 1987.

DURATION: 18 hours, 6 minutes, 13 seconds; Record for radio-controlled air-plane with electric motor: Andre Mellin hand-launched his radio-controlled model airplane from Norris Field in Liberty, Ind., the evening of Aug. 4. Sharing the controls throughout the night with fellow pilots Da-vid Brown and Joseph Mekina, the team landed the RC airplane the next afternoon when the rechargeable batteries were ex-hausted. They beat the previous record of 12 hours, 36 minutes set in 2008.

ALTITUDE: 42,568 feet: Record for airplanes (piston engine, weighing 6,614-13,228 pounds): Taking off from the grass runway at Florida’s Indiantown Airport, Douglas Matthews flew his P-51D Mus-tang to an altitude of 42,568 feet. His re-cord set on May 22 beat the previous re-cord of 36,902 feet set in 1954.

TIME TO CLIMB TO 3,000 METERS: 5 minutes 32 seconds: Record for airplanes (electric motor, weighing 1,102-2,205 pounds): In a series of record attempts in the new electric motor classification, Chip Yates flew his lithium-ion battery-powered Long-EZ from a standing start to a height of 9,843 feet in 5 minutes, 32 seconds. His flight on Nov. 24 broke his own record of 6 minutes, 28 seconds set earlier in the year.

Top records set in 2013

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Sailplane racers will gather in Minden, Nevada, this June 10-19 to compete in the 18 Meter Nationals.

“This contest will pit up to 60 pilots who will each day fly a weather-dependent course,” said Reba Coombs, contest man-ager.

Each pilot will be towed aloft by air-planes to a predetermined release height and then dive through the “start gate.” The pilot who completes the course with the fastest speed wins. Speeds average be-tween 60 to 90 mph and pilots use GPS-enabled flight recorders to document their flights. Flight logs are downloaded after each flight to verify the assigned course was completed and confirm speeds.

The contest is open to all qualified soar-ing pilots, as determined by the Soaring Society of America (SSA).

“Racing sailplanes are the most efficient flying machines ever designed by man,” touts the SSA website.

It is not unusual to have glide ratios in excess of 60:1, where in still air, a sailplane one mile high can glide more than 60 miles.

A typical course in Minden for this type of contest is approximately 200 miles with a maximum of 450 miles.

The “start gate” is typically set by the contest director at 10,000 MSL and con-sists of a 5-mile cylinder where the pilots will climb up and then dive through to be-gin the task.

“We expect pilots from all over the country,” adds Coombs. “It has been a few years since we’ve hosted a contest, so we are thrilled to bring this back to Minden.”

Traditionally, soaring pilots fly in air that most power pilots avoid. “We seek turbu-lent air,” noted Coombs. “The rising air or lift gives us needed altitude before heading

in whatever direction we choose.”A soaring pilot must understand the

principles of flight, must have an in-depth knowledge of meteorology and an under-standing of the terrain. Without engines, soaring pilots must always be aware of their surroundings and mindful of suitable landing areas if they are unable to fly back to their airport of origin, she noted.

The 18 Meter Nationals will happen as a result of efforts from the Minden Soaring Club, the Minden-Tahoe Airport and Soar-ingNV. Minden is renown as one of the fin-est soaring sites in the world.

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Sailplane racers to gather in Minden

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By AMELIA T. REIHELD

As a fairly new pilot, some 25 years ago, I was transitioning from a Cessna 172 to my first complex airplane. Obviously, I had a lot to learn about the Mooney 231 I was buying.

The best advice my new airplane partners had to offer was this: “Join the Mooney Aircraft Pilots Association (MAPA). Those guys know more about this airplane than anybody. If you ever need advice, they have some, if you need a part, they know where to find it, their monthly magazine is full of worthwhile articles, and they throw one heck of a party every year in Kerrville, Texas.”

I did as my partners advised, joined the group, subscribed to the magazine, read the guys’ saved back issues, eventually joined type-specific Internet forums, watched and helped with annual inspections, proudly wore the T-shirt, and like most of my fel-low Mooniacs, kept a close eye on the company’s economic roller-coaster ride.

The Mooney Aircraft Co. fell on hard times, and eventually closed down its pro-duction line, keeping a very few employ-ees around to tend to cobwebs and ship what parts they still had. Things looked grim for builders of the finest GA airplane on the market.

Not so, the various Mooney fan clubs. They flourished, unfazed by the company’s misfortunes. They spread out on the In-ternet, established local groups and lunch meetings, excursions, projects and, in gen-eral, shared the joy.

Through them I found kindred spirits, pilots proud of their high-performance birds, who knew the answers my mechan-ics didn’t, people who just happened to have experiences that would save me a small fortune who were delighted to share.

Wiring diagram? Sure, I’ll shoot you a CD. Advice on interior refurbishment? Talk to these guys. And those. That rusty engine mount? Had one myself. Send it out to

Join the club

Mike Elliott, Mooney Summit founder, and his significant other, Alice Barbera, who was instrumental in putting the Feb-ruary Summit together. Elliott reports 58 people attended the Friday evening kick-off reception.

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California. They’ll do right by you.And you know what? The online consen-

sus has never steered me wrong.These forum participants fearlessly raise

operational questions I’ve longed to ask but feared sounding foolish. Thank you each very much for that! And for the right-on-target answers.

My favorite online Mooney website offers not only a forum, but photos, trip reports, advice, cautionary tales, and hun-dreds of discussions any pilot would find helpful. Their praise is unstinting of the best in the business, and they are utterly merciless to the very few bad actors.

In addition to the MAPA print maga-zine, there’s a lovely monthly Mooney e-zine, and there are several social media sites where local and regional gatherings are posted. The camaraderie to be found is outstanding.

I still haven’t made it to that famous Mooney Homecoming. The trip to Texas didn’t fit with school and work sched-ules. Imagine my delight, while perusing the MooneySpace.com forum, I discov-ered notice of a prospective gathering of Mooney owners and pilots to be held at Panama City Beach, Florida. Set during a large blank spot on my calendar, it would be a lot closer to home, and promised a program tailored to my ongoing interests. It was late, and of course, there was a wait-ing list. Happily for me, winter weather cancellations made room for one more.

What an intense and enjoyable experi-ence that conference turned out to be! The top people in the field showed up at the beach on a chilly February weekend. The Continental guys who built my engine were there with show-and-tell on maximizing its life. The people who re-sealed my fuel tanks shared close-up photos of how they

TYPE CLUB | From Page 19

Rob and Amelia ReiheldTYPE CLUB | See Page 21 The Friday night reception drew a big crowd.

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accomplished their miracles. There was a fine presentation titled, “I wish I would have known that,” with priceless mechani-cal survival tips. One of the highlights was a program by an amazing woman who has flown her own Mooney around the world — three times! I had the honor of flying with her one afternoon, and her instructor’s tips were both kind and useful.

One of the Mooney Summit’s prime movers, a marathon-running physician, ex-horted us to spend as much effort trimming our personal weight and balance as we did figuring that of our airplanes. (Right. It’s on the list. Somewhere.) There was an ex-pert who talked about interpreting arcane engine monitor information, and a rivet-ing presentation on why it’s a good idea to avoid airframe icing. Each of the seminars earned Wings credits, and the CFI ride was the icing on that cake.

Plus, there’s good news out of Kerrville these days. Now under new ownership, Mooney Aircraft Co. is back in business. By the time this is published, there will be a beautiful brand new Acclaim rolling off the factory line, and more right behind it. The Mooney is alive and well, we now hear…but we loyal Mooniacs knew that all along, didn’t we? There are some inventions that are just hard to improve on.

If you’re a Mooney owner, you need to explore some of these options. If you’re flying another brand, check it out, see what’s available with YOUR airplane’s logo prominently featured. You won’t be sorry!

MooneyPilots.com

A new DVD, “Boots on the Ground: The Men and Women Who Made Mooney,” will premiere April 10, the first night of the Mooney Aircraft and Pilots Associa-tion (MAPA) Homecoming at the Mooney factory in Kerrville, Texas.

The DVD project began in the winter of 2011 with the goal to collect as many sto-ries as possible on video from the work-ers in the Mooney factory. The result are stories from folks who worked at Mooney for 20 to more than 50 years.

Mooney Ambassadors co-founders Jolie Lucas and Mitch Latting said they were given unparalleled access to the factory and enjoyed tremendous support from the staff that was present while the company was in hibernation.

Mooney is now back in production, making the Acclaim Type S.

The premiere is open to all. The evening will begin at 6:30 p.m. with the movie starting at 7:15.

Commemorative DVDs with a limited edition Mooney Ambassador/Boots T-shirt will be available at the event. DVDs will soon be available at the MAPA web-site.

The all-volunteer Mooney Ambassadors was formed shortly after Mooney Air-

plane Co. ceased production in 2008. The Mooney Ambassadors mission is to fly Mooney airplanes to existing airport days/aviation events, display the airplanes, and

educate the public about general aviation, and the positive aspects general aviation brings to their community.

MooneyAmbassadors.com

‘Boots on the Ground’ to premiere April 10

The last day of filming: Frank Crawford, tech support, Don Muncy, camera, Bill Wheat, test pilot/engineer, Jolie Lucas, Mitch Latting (in white shirt), and Her-bie Witt, design engineer.

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SPECIAL FOCUS —

TYPE CLUBS


By MEG GODLEWSKI

Almost every pilot has a wish list of vin-tage airplanes he or she would like to own. But often a vintage design is no longer in production or no longer factory supported — known as an orphaned airplane.

If you mention in front of a group of pi-lots that you are interested in an orphaned model, be prepared to get a bucketful of opinions and unsolicited advice on why you should — or shouldn’t — get that particular airplane, and the challenges that lay before you should you commit to an orphaned design. Sometimes the informa-tion is accurate, sometimes it’s rumor, and sometimes it is completely wrong.

So how do you separate fact from fic-tion? Find the type club for that particular airplane and start researching.

Before the invention of the Internet, first contact with type clubs was often made at airshows and fly-ins where volunteers manned informational tables, ready to an-swer questions and offer guidance. Infor-mation was exchanged by telephone calls (many of them long distance) and letters and photographs. Today, while the clubs are often still represented at airshows — at both SUN ’n Fun and AirVenture, type clubs have their own dedicated spaces — their presence in the virtual world is quite pronounced. You can expect to find photos galore, forums, e-newsletters and contact information on type club webpages. Once you become a member of a particular type club (annual dues usually range from about $30 to $60 per year) you can obtain access to the webpage and all the riches it con-tains.

Access to that data, especially technical data, is key for a vintage aircraft owner, says Jim Mulvihill, communications direc-tor of the International Bird Dog Associa-tion (IBDA).

The Bird Dog, originally known as the Cessna 305, rolled off the assembly line between 1949 and 1963. Designed to be a military liaison and observation platform, it is also known by the designations L-19A and O-1. It is considered one of the “rela-

tively affordable warbirds” on the market. According to Jane’s Encyclopedia of Avia-tion, some 3,339 Bird Dogs were produced, yet it can be a challenge to find affordable replacement parts or an aircraft for sale — unless you have access to the IBDA.

“In many cases, type clubs are the sin-gular repositories for that aircraft’s techni-cal data, type certificate and information gleaned from countless hours of opera-tion,” Mulvihill explains. “Additionally, the type clubs continued to improve the breed by ensuring parts and services are available.”

Sometimes, a replacement part requires a Field Approval or is subject to a Supple-mental Type Certificate. Type clubs can help an aircraft owner find a mechanic ex-perienced with both, cutting down on the cost of repairs, as well as the downtime of the aircraft.

Type clubs can also help wanna-be own-ers from buying a cost-prohibitive restora-tion project.

Most vintage type clubs have extensive searchable databases, which can assist in the search for an airframe, as well as the

history of a particular aircraft. In addition, type club Internet forum pages and news-letters often contain information on where to find an experienced mechanic to do the all-important pre-buy inspection.

Another aspect of vintage type clubs is that they create a focal point for aircraft owners to pool resources.

This is key, says Steve Krog from the Taylorcraft Club.

“Type clubs are an excellent source — and sometimes the only source — for obtaining both technical information and replacement parts and parts sources for these airplanes,” he says. “The type clubs are great for connecting owners of these

planes, too. They can exchange ideas on how to properly make a repair.

In some situations, a group of owners can pool resources and have replacement parts made that would otherwise be un-affordable if doing this on an individual basis.”

According to Krog, among the most fre-quently asked questions from new mem-bers are: Where can I find information about this particular model aircraft? Do you know an A&P and IA who is familiar with this make and model? And is there anyone in my geographic area who owns

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TYPE CLUBS

A home for orphaned aircraft

Look for a list of Type Clubs in our next issue, thanks to sponsor Univair.

Bill Finney (left) and Mike Weinfurter, both Birddog pilots, compare notes after flying at Oshkosh.

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Two Birddogs take off during a gathering in Fredricksburg, Texas.

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By MEG GODLEWSKI

“When Hollywood calls and says they want to use your aircraft for a movie on Amelia Earhart, you say yes!”

That’s how Joe Shepherd of Fayetteville, Ga., explains how his airplane, a beautiful-ly restored Lockheed 12, became the me-chanical star of the 2009 movie “Amelia” starring Hilary Swank and Richard Gere.

During last year’s AirVenture, Shep-herd’s highly-polished Lockheed was a fo-cal point in the vintage twin parking area. Shepherd had signs around the Lockheed declaring, “Yes, this airplane was used in the movie ‘Amelia.’” During good weather he keeps the door open so people can see the signatures of movie star Hilary Swank, who played the title role, and of director Mira Nair.

According to Shepherd, one of the most frequently asked questions he gets is “Is this Amelia Earhart’s airplane?” Shepherd proudly replies that the airplane was used in the movie, but in real life Earhart flew a Lockheed 10E.

“The Lockheed 10E is bigger than the Lockheed 12, but there wasn’t a Lockheed 10E available when the movie was being made,” he explained, adding that most

of the movie-going audience probably wouldn’t notice the difference.

For the purists out there, the Lockheed 10E measures 38 feet, 7 inches in length and has a wingspan of 55 feet. The Lock-heed 12 has a length of 36 feet, 4 inches and a wingspan of 49 feet 6 inches.

Both airplanes were designed in the 1930s, ostensibly for the airlines. The Lockheed 10, which had room for 10 pas-sengers, rolled out of the factory in Feb-ruary 1934 and by August was being used by Northwest Airlines. The Lockheed 12 appeared in 1936. Although faster than the 10, the 12 had room for only six pas-sengers. It was rejected by the airlines, but found a place in the aviation world as a military and corporate transport.

Shepherd acquired the airplane in 1988. At the time, it was badly in need of resto-ration, so much so that he had to buy two other Lockheed wrecks for spare parts.

“It took 17 years to restore it,” he said. “Me and my father-in-law, Robert Parker, and a buddy of mine, Lenord ‘Bear’ Ebert, did the work. No one but the three of us touched it during the restoration. These days I maintain it myself and I have an IA who looks over my shoulder and signs off on the annuals.”

According to Shepherd, the movie mak-ers heard about his airplane from a friend.

“They called a friend of mine in Canada who has a Lockheed. His airplane was still in restoration, so he referred them to me,” he said.

The retired airline pilot flew his airplane to St. Katherine, Canada, where much of the filming was done. The air-to-air shots of the Lockheed were then placed over images of oceans or the savannahs of Af-rica to recreate Earhart’s last flight through

Joe Shepherd’s movie star Lockheed

Phot

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ourt

esy

Joe

She

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the process of computer-enhanced movie magic.

“Movie magic” was also used to trans-form Shepherd into Amelia Earhart.

“They had to, because nobody flies this airplane but me,” he said sternly. “They shaved my mustache and put me in a wig and a long leather coat for the flying scenes. For the scenes when the airplane is taxiing, they put Hilary Swank in the left seat and I am in the right seat crouched down out of view of the camera.”

According to Shepherd, Swank was genuinely interested in how the airplane worked.

“She was taking flying lessons at the time,” he said. “She was very much in the loop and really wanted to go fly in the Lockheed, but her contract forbade it. Her contract stipulated that she couldn’t fly in antique airplanes. She really wanted to go up and have hold of it in the air.”

For the air scenes, Shepherd’s copilot, Jay Maclure, was made up to look like Ear-hart’s navigator Fred Noonan.

“They shaved his mustache too,” Shep-herd said. “They had us in the makeup chairs by six in the morning and we would often be on the set until midnight, because whenever the movie people wanted to use the airplane I had to be there to protect it. They were nice people, but they don’t know anything about airplanes and don’t understand that what they want to do might damage it.”

Shepherd recalled when a member of the movie crew wanted to put screws into the fuselage to hold aluminum plates on to cover up the side windows because Ear-hart’s airplane did not have windows. “I said no, we’re not going to do it that way,

and instead we used double-sided sticky tape to hold the plates in place,” he said.

The action sequences involved a lot of takeoffs and landings, he said.

“We’d do 10 or 15 of them until they got what they wanted,” he said. “There also were a lot of taxiing scenes with Hilary in the left seat.”

Shepherd is proud of his airplane’s mov-ie career, and advises anyone who wants to allow their airplane to be used in a movie to do it, with one caveat: “Get a contract — get everything in writing!” he said with a laugh.

ElectraJr.com

To film some scenes in the movie, the airplane was stripped of its black stripe, the engine colors were changed and International Orange paint was added to the wings and tail.

Actress Hilary Swank signs the door of Joe Shepherd’s plane. Actor Richard Gere, movie director Mira Nair and others also signed the door.

Hilary Swank, as Amelia Earhart, filming a scene while standing next to the Lockheed cowling.

“They shaved my mustache and put me in a wig and a

long leather coat for the flying scenes.”

Joe Shepherd, who dressed as Amelia for the movie

because “nobody flies this airplane but me.”

Joe Shepherd’s Lockheed outside a hangar painted to look like a hangar Ame-lia Earhart would have flown from.Creative “makeup” was applied to the aircraft to film scenes like this.

Phot

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Joe

She

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The Lockheed, stored with other vintage aircraft used during the filming of the movie.

Left to right: Michelle Shepherd, Hilary Swank, Joe Shep-herd and Laura Shepherd with the aircraft.

Left to right: Jay McClure (co-pilot), Paul Austerberry (art director for the Amelia film) and Joe Shepherd on the set of the movie.

26 General Aviation News — Buyer’s Guide Marketplace — 800.426.8538 March 5, 2014

Accident ReportsThese March 2012 accident reports are

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

Aircraft: Skeeter 1M.Injuries: 1 Fatal.Location: Oklahoma City.Aircraft damage: Destroyed.

What reportedly happened: The pi-lot was flying his homebuilt airplane on a cross-country flight when the canopy came loose. He diverted to another airport to land and secure the canopy. He was on the downwind leg in the traffic pattern and an-other airplane was on final approach. Sev-eral witnesses said the Skeeter was on final approach at an altitude of 400 feet AGL when the pilot attempted to make a 180° turn at 45° of bank. The plane descended and hit the ground. Investigators speculated that the pilot likely saw the other airplane on the runway, and, not knowing its inten-tion, attempted to add more space between his airplane and the other airplane.

Probable cause: The failure to maintain control while on final approach.

Aircraft: Bellanca Citabria.Injuries: 1 Fatal, 1 Serious.Location: Brockton, Mont.Aircraft damage: Destroyed.

What reportedly happened: Witnesses said the airplane made two low-altitude, 360° turns, climbed rapidly, then descend-ed into the ground. They reported that the engine sounded normal throughout the accident sequence. A GPS receiver was recovered from the accident, however, no data was recovered for the accident flight. Data from previous flights revealed flight maneuvers at low altitudes similar to the one described by witnesses.

Probable cause: The failure to maintain adequate airspeed and control while ma-neuvering at a low altitude, which resulted in a stall and impact with terrain.

Aircraft: Piper Super Cub.Injuries: 1 Minor.Location: Fort Collins, Colo.Aircraft damage: Substantial.

What reportedly happened: The pilot was attempting to land at a private land-ing strip on his property. The flag near the landing location indicated a calm wind. The pilot said the plane encountered some turbulence and wind gusts during the ap-proach. He attempted a go-around and made a right turn to avoid the rising ter-rain, but did not maintain flying speed and the airplane stalled into trees.

Probable cause: The pilot did not main-tain adequate airspeed and control during the go-around, which resulted in the air-plane crashing in trees.

Aircraft: Quicksilver MX Sprint IIInjuries: None.Location: Willits, Calif.Aircraft damage: Substantial.

What reportedly happened: It was the student pilot’s first solo flight in the air-plane. He was attempting to land on a pri-vate dirt strip when the plane encountered a tailwind, which caused it to lose altitude and crash into trees some 20 feet short of the dirt strip.

Probable cause: The student pilot did not maintain an adequate approach/glide path and altitude, which resulted in a run-way undershoot and subsequent collision with trees. Contributing to the accident was his lack of flight experience.

Aircraft: Sportsman 2+2.Injuries: 1 Fatal.Location: Kimerling, Mo.Aircraft damage: Substantial.

What reportedly happened: The float-equipped plane was observed flying low over the lake, then appeared to make an at-tempt to land on the water. Witnesses said the engine sounded as if it was operating normally but that the plane never leveled off before it touched down. It hit the wa-ter, cart-wheeled, and came to rest upside down. Examination revealed that the land-ing gear was in the fully retracted position, consistent with a water landing configura-tion.

Probable cause: The inadequate flare, which resulted in the plane crashing into the water.

Aircraft: Allegro.Injuries: None.Location: Groveland, Fla.Aircraft damage: Substantial.

What reportedly happened: The pilot was attempting to land in a gusting, quar-tering tailwind. The airplane bounced three times. After the third bounce, he added power to perform a go-around. During the go-around, the wind blew the plane to the left of the runway, where it crashed in trees.

Probable cause: The pilot’s failure to maintain directional control during a go-around maneuver in gusty crosswind con-ditions.

Aircraft: Cessna 150.Injuries: 2 Fatal.Location: Goble, Ore.Aircraft damage: Destroyed.

What reportedly happened: A CFI and pilot receiving instruction were on a flight in an area of light rain, fog, and overcast ceilings. The plane entered a hilly area during a steady rain. There were low ceil-ings and dense ground fog that extended to above tree height. The airplane crashed

into trees. Investigators determined that it was likely hard to see the trees because of the reduced visibility.

Probable cause: The CFI’s decision to continue flight into an area of reduced vis-ibility and the pilots’ subsequent failure to maintain clearance from the hilly terrain while operating in an area of low ceilings, rain, and fog.

Aircraft: Piper Cherokee.Injuries: None.Location: Indianapolis.Aircraft damage: Substantial.

What reportedly happened: The stu-dent pilot was on a solo flight. He com-pleted three normal takeoffs and landings before attempting a soft-field takeoff. As the nose lifted, the airplane began to veer left. He attempted to correct with an appli-cation of right rudder, but lost directional control, so he decided to abort the takeoff. The airplane went off the left side of the runway and hit a visual approach slope indicator and its power-supply box. The student pilot stated that the accident could have been prevented had he maintained di-rectional control with an increased input of right rudder to counteract the left-turning tendencies experienced during takeoff.

Probable cause: The student pilot did not maintain directional control while practicing a soft-field takeoff.

Aircraft: Cessna 172.Injuries: None.Location: Brooksville, Fla.Aircraft damage: Substantial.

What reportedly happened: An airport ramp employee reported the airplane por-poised three times during the landing, fol-lowed by a tail strike. The pilot performed a go-around and remained in the traffic pat-tern for a full stop landing. The ramp em-ployee observed the pilot and his passen-gers leave the airplane without performing an external inspection.

During post-accident interviews, the pilot reported that he was performing a touch-and-go landing and bounced once during the initial touchdown. He stated that he did not land hard or experience a tail strike. However, damage to the cabin floor, the engine firewall, and the tail strike bar was discovered later in the day by another pilot preparing to fly the airplane.

Probable cause: The improper landing flare, which resulted in a hard landing.

Aircraft: Bellanca Super Viking.Injuries: None.Location: Branson, Mo.Aircraft damage: Substantial.

What reportedly happened: The pilot was attempting to land. At the time the wind was from the south at 8 to 10 knots with gusts to 20 knots. As he approached

for landing on runway 12, he crabbed the airplane into the wind and slipped it to touch down on the centerline. Upon touch-down, the airplane veered to the left. He applied right rudder, but it was not suffi-cient to keep the airplane on the runway. The left main gear went off the side of the runway, hitting a rise in the terrain, which caused the airplane to bounce back into the air, then come down hard enough to col-lapse the landing gear. Substantial damage resulted to the left wing spar. A skid mark, which veered sharply to the left side of the runway, was visible.

Probable cause: The pilot did not main-tain directional control of the airplane while landing with a gusting crosswind.

Aircraft: Cessna 172.Injuries: 1 Minor.Location: Colorado Springs, Colo.Aircraft damage: Substantial.

What reportedly happened: The pilot reported that the wind during takeoff was from the right at 9 knots, gusting to 13 knots. He rotated the airplane at 55 knots, then it started to drift. He heard the stall warning horn, so he lowered the nose and the airplane touched down.

He retarded the throttle to abort the takeoff, pulling back on the yoke to avoid a hump or ditch near the runway edge. The airplane became airborne again and climbed to about 10 to 15 feet, then came down hard and bounced. The airplane nosed over, which resulted in substantial damage to the airframe.

Probable cause: The pilot did not main-tain control during takeoff, which resulted in a hard landing and nose-over.

Aircraft: Piper Cherokee.Injuries: 1 Serious.Location: Margaret, Ala.Aircraft damage: Substantial.

What reportedly happened: The pilot and passenger departed on a local flight. The airplane was in cruise flight, about 1,000 feet AGL, when the engine lost pow-er. Attempts to restart the engine were un-successful. The pilot made an emergency landing on a road, and the airplane hit a ditch.

The post-accident examination revealed that the right fuel tank was empty. Fuel was found in the left tank, and it flowed nor-mally when the left tank was selected.

Investigators determined that it was like-ly that all of the fuel in the right fuel tank was used and, due to the low altitude, fuel from the left tank did not reach the engine for attempted restart before the pilot had to configure the airplane for an off-airport landing.

Probable cause: The pilot’s inadequate in-flight fuel management, which resulted in a total loss of engine power during cruise flight due to fuel starvation.

March 5, 2014 www.GeneralAviationNews.com — Buyer’s Guide Marketplace — facebook.com/ganews 27

Lightspeed Sierra headset now FlightLink-capable

Lightspeed Aviation’s Sierra ANR head-set is now compatible with FlightLink, the company’s free app for the Apple iPad and iPhone.

When used with headsets, FlightLink al-lows pilots to capture incoming and outgo-ing communications for instant playback or archiving to common audio management software — such as iTunes — for later re-trieval, according to company officials.

LightspeedAviation.com

New way to look at checklistsNow available in a customizable app

are Sporty’s Aircraft Checklists for iPhone and iPad. Powered by Qref, the app in-cludes written procedures specifically for your aircraft. Checklists for more than 50 models of aircraft are available, including Cessna, Cirrus, Diamond and Piper.

The app is available as a free download and includes a sample checklist that allows you to test drive the features. Each cus-tomizable aircraft model is available as an in-app purchase for $9.95.

Sportys.com

Garmin Pilot app adds 3-D Synthetic Vision

Garmin has released an updated version of the Garmin Pilot app for the iPad and iPhone featuring synthetic vision as an op-tion for premium subscribers.

3D Vision incorporates GPS-derived air-speed, altitude, and vertical speed overlaid on a 3D topographic landscape.

Garmin Pilot creates a virtual topograph-ic landscape. Instead of a blue-over-brown display, pilots will see an in-depth perspec-tive view of realistic terrain features rising into the sky. Garmin Pilot displays a clear

3D depiction of ground and water features, as well as obstacles, traffic, and the runway environment. GPS-derived airspeed, alti-tude, and vertical speed are superimposed.

When Garmin Pilot is paired with the GDL 39 3D, additional benefits include Flight Information Service-Broadcast (FIS-B) subscription-free weather, which offers NEXRAD imagery, METARs, TAFs, and more; as well as Traffic Infor-mation Service-Broadcast (TIS-B), which helps pilots gain a better understanding of the traffic picture around them, officials said.

The latest version of Garmin Pilot is available immediately as a free update to existing customers with a premium sub-scription. For new customers, it is available in the App Store as a free download for the first 30 days. After the 30-day trial period, pilots can upgrade to an annual subscrip-tion starting at $74.99.

Garmin.com

Sandel upgrades SG102 AHRS

Sandel Avionics has released its latest upgrades to the SG102 (MOD2) AHRS, which is a solid-state, three-axis instrument certified for primary heading reference and standby attitude.

Enhancements include a three-times faster initialization time (one minute), and added selectable low- and high-speed ARINC 429 output, which allows for addi-tional interface options with radar systems, satellite communicator antennas and other avionics.

Sandel.com

IS&S receives STC for auto throttle, standby display

Innovative Solutions & Support (IS&S) has received FAA Supplemental Type Certification (STC) for its Auto Throttle System and Standby Display Unit (SDU)

incorporated into its Integrated Flight Management System (IFMS), which de-buted on the Eclipse 500 jet.

The auto throttle system manipulates the throttles automatically to achieve and hold the manually selected airspeed. Under-speed and overspeed protection will auto-matically activate, regardless of the auto-pilot, in an attempt to keep airspeed from exceeding pre-defined low and high speed air targets, company officials said.

The IS&S Standby Display Unit (SDU) measures, processes and displays attitude, airspeed, altitude, heading and vertical speed information into a single display.

Innovative-SS.com

‘From Cropduster to Airline Captain’

Newly released is “From Cropduster to Airline Captain: The Biography of Captain Leroy H. Brown.”

The book begins in 1936, when Brown took his first ride in a 1929 Waco 10. More than 35,000 flight hours later, Captain Le-Roy Brown stepped out of the cockpit of a Pan American World Airways DC-10 to end a commer-cial aviation career that spanned nearly five decades.

In between, he filled dozens of log-books with tales of flying biplane crop dusters, B-17 freight haulers, surplus mili-tary trainers, jet airliners, and more than 150 personally owned airplanes.

Packed with photographs, the book chronicles the life of Brown, a 2009 in-ductee into the Florida Aviation Historical Association Hall of Fame and 2012 recipi-ent of the FAA’s Wright Brothers Master Pilot Award.

It is available on Amazon.com, but you can receive an autographed copy by send-ing a check for $29.95, plus $4 for ship-ping and handling, to LeRoy Brown, PO Box 144, Zellwood, Fla., 32798.

Brown also plans to be at this year’s SUN ’n FUN, signing copies of his book.

Preheat your aircraft engine remotely

SwitchBox Control has introduced new features to its remote power-switching de-vice, used by aircraft owners to preheat their engines during wintertime operations.

The new model incorporates heavier duty power cords with LED indicators, which allows users to know when the unit is oper-ating, according to company officials.

Operation of SwitchBox can be per-formed by a telephone call, text or the free iPhone or Android app. The app also re-ports usage, status changes, signal strength, and more.

The new model sells for $324.99.SwitchboxControl.com

Hartzell TBM prop earns STCHartzell Propeller has received FAA

Supplemental Type Certificate (STC) ap-proval for its swept airfoil structural com-posite five-blade propeller to be installed on TBM 700/850 aircraft.

Hartzell already has taken orders for the propellers and deliveries are expected to begin shortly, company officials said.

The new propeller results in faster take-off acceleration, higher cruise speeds and better climb, along with less noise, accord-ing to Hartzell officials.

Hartzell offers the new prop with a “Plus 3” warranty, which covers the propeller for three years or 1,000 hours and a 3,600-hour/six-year TBO (Time Between Over-haul).

HartzellProp.com, TBM850.com

New Products

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

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

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


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

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WEEK OF APRIL 1, 2013Calendar of Events

POWERED BY

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

Western United StatesMar. 26, 2014, Camarillo, CA. Preparing for IFR

Oral Exam and Check Ride, 805-910-6894Mar. 26-27, 2014, Salt Lake City,

UT. Air Traffic Control and Special Use Airspace, 801-777-9384

Mar. 27, 2014, Mountain View, CA. Han-gar Flying and Coffee Drinking

Mar. 27, 2014, Nampa, ID. Top Fun Fly-ers Club Meeting, 208-880-3110

Mar. 27, 2014, Spanish Fork, UT. 14 CFR Part 91: Rules We Live By, 801-794-8123

Mar. 29, 2014, Cottonwood, AZ. Verde Valley Flyers Saturday Cof-fee & Doughnuts, 928-567-5322

Mar. 29, 2014, Yakima, WA. Saturday Morn-ing Coffee and Social, 509-952-2468

Mar. 29, 2014, Mesa, AZ. Falcon Field Open House, 480-644-2450

Mar. 29, 2014, Carlsbad, CA. Flight Instruc-tor Open Forum Hosted by Pacific Coast Flyers and FAASTeam, 760-635-1284

Mar. 31, 2014, Bremerton, WA. Civil Air Patrol Meeting, 850-313-0151

Apr. 01, 2014, Yakima, WA. Meeting of the IMC Club, 509-945-1985

Apr. 02, 2014, Camarillo, CA. Engine Failure After Takeoff with Barry Schiff, 805-910-6894

Apr. 02, 2014, Salt Lake City, UT. Accident Case Study: Live, 301-695-2175

Apr. 03, 2014, Mountain View, CA. Han-gar Flying and Coffee Drinking

Apr. 03, 2014, Mountain View, CA. Spring Luncheon, 408-634-8052

Apr. 03, 2014, Kelso, WA. EAA Chapter 1111 Monthly Meeting, 503-702-3524

Apr. 03, 2014, Boise, ID. Accident Case Study: Live, 301-695-2175

Apr. 04, 2014, San Diego, CA. Fly-Days!, 619-259-5541

Apr. 05, 2014, Coolidge, AZ. Coolidge Fly-in Breakfast, 520-723-5354

Apr. 05, 2014, Cottonwood, AZ. Verde Valley Flyers Saturday Cof-fee & Doughnuts, 928-567-5322

Apr. 05, 2014, Yakima, WA. Saturday Morn-ing Coffee and Social, 509-952-2468

Apr. 05, 2014, Fort Jones, CA. Scott Val-ley Fly-In, 530-468-2211

Apr. 05, 2014, Camarillo, CA. Avoiding Pilot Errors with Adrian Eichhorn, 805-910-6894

Apr. 05, 2014, Camarillo, CA. VFR Charts & Airspace with Judy Phelps, 805-910-6894

Apr. 09-10, 2014, Phoenix, AZ. TPE331 Pilot’s Familiarization Course, 972-248-3108

Apr. 09, 2014, Palo Alto, CA. Flying The San Francisco Bay Tour, 650-856-2030

Apr. 10, 2014, Mountain View, CA. Han-gar Flying and Coffee Drinking

Apr. 11-12, 2014, Phoenix, AZ. Pilot’s Review of Proficiency (PROP 2014), 972-248-3108

Apr. 12, 2014, Tucson, AZ. Thun-der And Lightning Over Arizona

Apr. 12, 2014, Hood River, OR. Sec-ond Saturday at WAAAM Air and Auto Museum, 541-308-1600

Apr. 12, 2014, Tucson, AZ. Ryan Fly-in BreakfastApr. 12, 2014, Cottonwood, AZ.

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

Apr. 12, 2014, Yakima, WA. Saturday Morn-ing Coffee and Social, 509-952-2468

South Central United StatesMar. 27, 2014, Olathe, KS. Accident

Case Study: Live, 301-695-2175Mar. 28, 2014, Wichita, KS. Wichita 2014

FAA Aviation Maintenance Safety Semi-nar and IA Refresher, 316-941-1260

Mar. 29, 2014, Sherman, TX. Sport Air Racing League — Texoma 100 Air Race, 903-564-9410

Apr. 01, 2014, Pineville, LA. Monthly EAA Chapter Meeting, 318-452-0919

Apr. 02, 2014, Dallas, TX. CO — It’s a Gas!, 817-735-5204

Apr. 05, 2014, Pineville, LA. Monthly Pan-cake Breakfast, 318-452-0919

Apr. 08, 2014, Olathe, KS. Civil Air Pa-trol Meeting, 913-927-1317

Apr. 08, 2014, Salina, KS. Airport Hot-Spots FAA Safety Seminar & CAP open ho, 785-201-7006

Apr. 10-13, 2014, Kerrville, TX. MAPA Con-vention & Open House, 210-525-8008

Apr. 12, 2014, Taylor, TX. Sport Air Rac-ing League — Taylor 100 Air Race

Apr. 12, 2014, Cookson, OK. 25th Annual Wild Onion & Egg Breakfast Fly-In, 918-457-4774

Apr. 12, 2014, San Antonio, TX. EAA Chapter 35 Fly-In and Breakfast, 210-570-9435

Apr. 12, 2014, Terrell, TX. Pi-lots, Popovers & Plane Talk

Apr. 12, 2014, Carlisle, AR. EAA Fly-in BreakfastApr. 12, 2014, Shreveport, LA. KDTN Young

Eagles/Fly-In Swapmeet, 318-617-2132Apr. 12-13, 2014, Houston, TX. WWII Aircraft

Fly-In and Open Hangar, 281-579-2131Apr. 12, 2014, Durant, OK. Take to the

Skies AirFest, 303-862-2869

North Central United StatesMar. 26, 2014, Bellevue, NE. Accident

Case Study: Live, 301-695-2175Mar. 27, 2014, Plymouth, MI. MDOT/

EAA Chapter 113, 517-335-9792Mar. 27, 2014, Indianapolis, IN. Accident

Case Study: Live, 301-695-2175Mar. 27, 2014, Sugar Grove, IL. Chap-

ter Meeting, 630-640-6869Mar. 29, 2014, Kenosha, WI. Wis-

DOT Flight Instructor Refresher Course (FIRC), 608-266-7347

Mar. 29, 2014, Minneapolis, MN. Club Cherokee Flyers, 952-334-7171

Apr. 01, 2014, , IL. Monthly BFC Meeting, 630-712-0059

Apr. 01, 2014, South Saint Paul, MN. Fleming Field Aviation Association

Apr. 03, 2014, Naperville, IL. Naperville Flying Club (LL10) Monthly Meeting

Apr. 05, 2014, York, NE. BreakfastApr. 05, 2014, Peru, IN. 2014 GAM

Open House, 574-398-1451Apr. 05, 2014, Red Wing, MN. FAA

Wings Seminar, 715-441-1790Apr. 05, 2014, Minneapolis, MN. Club

Cherokee Flyers, 9523347171Apr. 08, 2014, Kimball, MI. EAA Chap-

ter 979 Meeting, 616-540-0068Apr. 08, 2014, South Saint Paul,

MN. EAA Chapter 1229Apr. 11, 2014, Fort Wayne, IN. Aeronauti-

cal Chart Review, 260-637-8622

North Eastern United StatesMar. 26, 2014, Norwood, MA. Plane Talk by

IMC Radio Live Broadcast, 866-594-4844Mar. 26, 2014, Bedford, MA. Accident

Case Study: Live, 301-695-2175Mar. 26, 2014, Arbutus, MD. Civil Air Patrol — Ft.

McHenry Squadron Meeting, 402-213-7969Mar. 26, 2014, Columbus, OH. Accident

Case Study: Live, 301-695-2175Mar. 27, 2014, Columbus, OH. Private Pi-

lot Ground Class, 614-292-5473Mar. 29, 2014, Ocean City, MD. Pan-

cake Breakfast, 443-880-2413Mar. 30, 2014, Ocean City, MD. Cooked

to Order Breakfast, 443-880-2413Apr. 01, 2014, Lincoln Park, NJ. IMC ClubInaugural Meeting, 805-801-7555Apr. 01, 2014, Palmyra, PA. Monthly Sce-

nario Discussion, 717-304-4187Apr. 01, 2014, Stafford, VA. EAA 1099

Chapter Meeting, 540-809-9334Apr. 02, 2014, Norwood, MA. Plane Talk by

IMC Radio Live Broadcast, 866-594-4844Apr. 02, 2014, Arbutus, MD. Civil Air Patrol — Ft.

McHenry Squadron Meeting, 402-213-7969Apr. 04-05, 2014, Columbus, OH. IFR

Refresher class, 614-292-5473Apr. 05, 2014, Stow, MA. Han-

gar Talk, 978-897-3933Apr. 05, 2014, Williamsburg, VA. Saturday Morn-

ing Coffee & Doughnuts, 757-206-2995Apr. 05, 2014, Ocean City, MD. Pan-

cake Breakfast, 443-880-2413Apr. 06, 2014, Ocean City, MD. Cooked

to Order Breakfast, 443-880-2413Apr. 07, 2014, Toughkenamon, PA. EAA

Chapter 240 Monthly MeetingApr. 07, 2014, Glasgow, KY. Accident

Case Study: Live, 301-695-2175Apr. 08, 2014, Norwood, MA. IMC

Club Flagship Chapter MeetingApr. 08, 2014, Danville, KY. Accident

Case Study: Live, 301-695-2175Apr. 09, 2014, Norwood, MA. Plane Talk by

IMC Radio Live Broadcast, 866-594-4844Apr. 09, 2014, Nashua, NH. IMC

Club Chapter MeetingApr. 09, 2014, Poughkeepsie, NY. Grass-

hopper Flying Club Monthly MeetingApr. 10, 2014, Sussex, NJ. EAA Chap-

ter 891 Monthly MeetingApr. 12, 2014, Ocean City, MD. Pan-

cake Breakfast, 443-880-2413Apr. 12, 2014, Cleveland, OH.

Youth Aviation AdventureApr. 12, 2014, Clarksville, VA. Lake Country

Festival Seaplane Splash-In, 434-738-3760Apr. 12, 2014, New Bedford,

MA. Grumman LunchSouth Eastern United StatesMar. 26, 2014, Lakeland, FL. La-

kethon, 561-948-1262Mar. 28, 2014, Lake Wales, FL. Free

Lunch Fridays, 863-651-2917Mar. 29, 2014, Warm Springs, GA. AYA Southeast

Region North Georgia Fly-In, 805-573-0449Mar. 29, 2014, Sebring, FL. War-

bird Formation Training, Sebring Air-port Open House, 863-385-8107

Mar. 29-30, 2014, Griffin, GA. EAA SportAir TIG Welding Workshop, 800-967-5746

Mar. 29, 2014, Columbus, GA. Chat-

tahoochee Valley EAA Chapter 677 Young Eagles Rally, 706-615-6964

Mar. 29, 2014, Live Oak, FL. Fly-ing In Alaska, 352-498-5533

Mar. 29, 2014, Shelbyville, TN. Shel-byville Aviation Day, 931-680-9652,

Mar. 29, 2014, Oak Island, NC. Windsock Work-shop: The Annual Inspection, 910-363-4334

Mar. 30, 2014, Barnwell, SC. South Carolina Breakfast Club KBNL, 803-446-0214

Apr. 01-06, 2014, Lakeland, FL. SUN ‘n FUN Fly-In

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Apr. 05, 2014, Fort Lauderdale, FL. Carib-bean Air Rally-5th edition, 450-969-2247

Apr. 05, 2014, Fort Lauderdale, FL. Wa-ter Survival Seminar, 450-969-2247

Apr. 05, 2014, Hickory, NC. Young Eagles Day, 828-403-4745,

Apr. 08, 2014, Malabar, FL. EAA Chapter 1288 Monthly Meeting, 321.258.1747

Apr. 08, 2014, Birmingham, AL. Accident Case Study: Live, 301-695-2175

Apr. 09, 2014, Marietta, GA. Accident Case Study: Live, 301-695-2175

Apr. 10, 2014, Fort Lauderdale, FL. EAA Chapter 133 Meeting, 954-326-3439

Apr. 10, 2014, Stuart, FL. IMC Club Meeting, 586-801-6146

Apr. 11, 2014, Lake Wales, FL. Free Lunch Fridays, 863-651-2917

InternationalApr. 05, 2014, Three Hills, AB. 3hills

Coffeebreak, 403-443-8434Apr. 09, 2014, Abbotsford, BC. Abbots-

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an airplane like mine?“A type club is the only way to get in-

formation about an out-of-production air-craft,” says Paul Mercandetti, from the Swift Museum Foundation, the type club for the Swift. “Even if the company were still alive, a type club would not be afraid to speak the truth on an issue, as opposed to the factory sales pitch. Type clubs share with their members not only information on maintenance issues and parts, but on flying tips and they dispel rumors as to how their aircraft behaves. After years and years of operating a particular type of aircraft, who better knows about it than the very people who fly and maintain them, not some bonehead who thinks he is God’s gift to aviation and then goes out on his own without any instruction and ground loops an aircraft, then badmouths it.”

Officials at the Swift Museum Founda-tion “strongly encourage” new owners to get checked out by a Swift instructor, not just any CFI.

“It has been our experience that the most problems in transitioning into the Swift are with high-time pilots with little or no checkout time,” he says. “In CFI train-ing we talk about positive transference of knowledge. There is also a negative trans-ference of knowledge — things that you can do in one aircraft type that you should not do in another aircraft type.”

The Swift Foundation also encourages new owners to contact one of its mem-ber mechanics for maintenance, he notes. “There is no point in paying someone to learn how to fix your aircraft when there are already trained people around,” he says.

It’s important to note that you do not have to own an airplane to be a member of most type clubs. Aircraft enthusiasts are also invited to join.

In the case of the IBDA, members are often people who used to own an L-19A/O-1, flew them in the service, or worked on them during their time in the military. Other clubs welcome new members who simply have an appreciation for a vintage aircraft.

IBDAweb.com, Taylorcraft.orgSwiftFoundation.org

ORPHAN | From Page 22

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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

Aero Commander - 1000

AERO COMMANDER 100, 4pl, Lyc O-320, 1900 TTAF&E cash or trade for HD trike ultralight 4-cycle. Hangared at KLS. 360-423-4795.

Aeronca - 1050

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

1946 SOUTHERN aircraft, approx 4400TT/ 600SMOH, 6gal aux wing tanks, 800x6 tires/fenders. Rebuilt Gene Richberg, Greenville/SC 1995. Nice in/out. $26,000 trade for Ercoupe-C, hangared Greenville/SC, LSA eligible, 864-993-7381.

FREE 400-PG UNIVAIR CATALOG w/hundreds of FAA- PMA’d parts. [email protected] or www.univair.com Or-der toll-free 888-433-5433. Foreign orders pay postage.

Beech Baron - 1602

2000 BARON 58 1606.7TT, 1606.7LE 99.3.7RE, 762.4props. NDH, MFD, Skywatch 497, TAWS, Storm-scope, color radar, KFC-225 AP, complete/orig logs. Make offer. Art Berard, 813-287-8000, 813-928-4141.

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

150M, RESTORATION begun,stopped at interior. 9900-TT, 180FWF, 9+/out, 3-/in, VFR, $45K spent so far. $30K or offer. 813-929-0092. no brokers.

Cessna 172 - 1907

1972 C-172, 2300-TT, 180hp Lyc-350Since new, 2axis AP, extra wing tip-tanks, full IFR, interior very nice, needs paint, $45,000. 360-273-9306, fresh annnual.

172E, IMMACULATE restoration, NDH, 3900-TT, 400-SMOH, IFR, last year manual flaps, $51K/obo, possible trade for Hiller 12C/D, 813-929-0092, no brokers.

Cessna 182 - 19091973 CESSNA 182-P, cylinders all over 7016, AP, new LR tanks, new windshield, instruments, IFR qualified,850 tires, parked MRI,[email protected], 907-274-7033.

Cessna 200 Series - 1912

1969 M206, 2900TT 1300 SMOH, 2010 paint, leather in-terior, very sharp. Too much to list/call for info. $68K/obo, 480-495-7462 [email protected].


1961 C-310F, 4596TT, LE-485-SMOH, RE-977-SMOH, 20hrs on NEW Hartzell 2-blade prop, Cleveland wheels&brakes, Good P&I, Very clean, $39,000. 641-933-4316, 641-777-0494.


1970 C-421 8380-TT, RE-95SMOH, LE-1600SMOH, 95-SPOH, Robertson STOL-kit, Long-Range fuel. This is a Very Nice, Clean C-421B. $99,000. 641-933-4316. 641-777-0494.

Cessna - 2020CESSNA 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.

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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


Citabria - 2150

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

Citabria Parts - 2155


Ercoupe - 2550

1947 ERCOUPE 415-D TTAF:2215.9 Continental O-200 Tach: 505.9. Since engine rebuild: 363.9. Winning Er-coupe in SeaHawk Colors! Annual was due Jan 1, 2014. Comm, xpdr, GPS/etc. Located Artesia, New Mexico. $25,000. Josh 575-626-6547, Percy 334-654-4126 (text/ voice). Please see pics to appreciate this Ercoupe http://joshuajayg.smugmug.com/Airplanes/Ercoupe/

FREE 400-PAGE UNIVAIR CATALOG. Thousands of type certified parts direct from our factory. Order toll-free 888-433-5433, [email protected] or www.univair.com Foreign orders pay postage.

Luscombe - 3300

LUSCOMBE SUPPORT: Parts, PMA, NOS, used; knowl-edgable technical help. www.luscombe.org 480-650-0883.

Luscombe Parts - 3310


Mooney - 3500

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

M20B, 2455TT, 355TTE, 85TTP, New Hub alternator, Sky-Tec starter, Goodyear tires, shoulder harnesses, oil pan heater, fresh annual $25,000. 541-398-1910.

MOONEY’S LARGEST Factory Authorized Parts Service Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, [email protected], fax 210-979-0226.

Mooney - 3500

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

North American - 3680

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

Piper Single - 3800

1946 SUPER Cruiser, 2800TT, O-235, in-storage 4yrs, ‘92-fabric, Clevland brakes, 800-tires, needs left tank in-stalled, Mk12, pants, trade for Ercoupe. Greenwood/SC, out-of-annual/bring trailer, $25,000, 864-993-7381.

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

1975 PA28-235, 2905TT, 718SMOH, 3-blade Top Prop 196TT, Dec 2013 annual, KMA20, KX-155 GS, KT78 en-coder, VG’s, auto fuel, staballator, gap seals, $54,500, Del 307-751-2696, want J-3.

Stinson - 4455

FREE 400-PAGE UNIVAIR CATALOG. Thousands of type certified parts direct from our factory. Order toll-free 888-433-5433, [email protected] or www.univair.com Foreign orders pay postage.

Taylorcraft Parts - 4605

FREE 400-PAGE UNIVAIR CATALOG. with hundreds of FAA/PMA’d parts. Order toll-free 888-433-5433, [email protected] or www.univair.com Foreign orders pay postage.

Floatplanes - 5400

SEAPLANE RATINGS AND SOLO RENTALS in central Florida & Minnesota. PA12 & C172 available. 612-868-4243 - 612-749-1337, www.adventureseaplanes.com

FLORIDA SEAPLANES-HI Perf / Complex SES & MES Ratings, Pvt, com’l & ATP. Late model Maules, Classic Widgeon. www.flyfloatplanes.com 407-331-5655.

Helicopters - 5600

2002 BELL 206L4, excellent corporate history. $1,975,000. Ron 806-662-5823, [email protected]

Airframe Construction - 6300

AIRFRAME CONSTRUCTION: 4130 Steel tubing and sheet metal, all Tig welded, complete machine and fabri-cating facility. All metal airframe construction per FARs. Stardusters, Skybolts, Marquart Charger, or your design. Customer supplies all airframe drawings. Walker Airplane Enterprise, 1067 American St, San Carlos, CA 94070. Ron Walker, AP/IA, [email protected], 650-593-5010.

Announcements - 6375

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

WWII PILOT Training Camp June 6-8. Learn to fly a Stearman PT-17 and T-6/SNJ. Officers Club parties 435-640-6806.

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

Appraisals - 6405

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

Charts & Maps - 6590

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

Cylinder Overhaul - 6605

CYLINDER FLOWMATCHING for more power and effi-ciency for Continental & Lycoming cylinders! Aircraft Cyl-inder Repair. www.aircraftcylinderrepair.com 1-800-622-7101.

Detailing - 6655

Learn Aircraft Detailing, Paint Touch-Up & Repairs, Alu-minum Polishing and Corrosion Treatments. Visit www.wingwaxers.com/training.html or call 800-936-4929.

Engines - 6950

ENGINES FROM $200 GUARANTEED:Kawasaki, Rotax, Hirth, and most other brands with the BEST reduction drive, carburetor, exhaust selection of accessories with top-notch service from our friendly staff. J-Bird, 210 Main St, Kewaskum WI 53040, 262-626-2611

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

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Door Seals - 6700 Door Seals - 6700

Engines - 6950

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

Engine Parts - 6955

PARTING OUT Lycoming and Continental engines, all parts, large & small! Cores & overhauled parts available. Jerry Meyers Aviation. [email protected] 888-893-3301.

Engine Parts - 6955 Equipment - 6990

Financial - 7050

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Float Equipment - 7170

EDO 2000 for Super Cub. No salt/corrosion, hatches eight wheel-fly off/storage cart, corrosionX, stored inside. Located WA. $12,750. [email protected], 509-429-2217.

Flying Club - 7200

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

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.

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 - 7300

T-HANGARS for lease at Perry-Foley Airport (40J) Perry FL. Hydraulic doors. $160/mo + tax. [email protected]

AUBURN WA (S50) Box Hangar. Lease or Sale. 60w50d14h, all steel, gas, 8-years old. Sell $249,000, Lease $1,200. 206-790-8908. [email protected]

RIVERSIDE MUNICIPAL Airport, Southern California, Exec 1 hangar for rent $340 per month, Port-a-Port. Call Michelle at Pacifica Commercial 805-237-4040.

PEARSON FIELD VUO. T-hangars w/42’doors, paved-floor, electrical, $300-$330. Full service airport w/instru-ment approach. Closest to downtown Vancouver & Port-land. Contact Willy [email protected] 360-487-8619, www.cityofvancouver.us/pearson

ENCLOSED T-HANGARS near Yelm WA. $85.00 per month. Ultralights also welcome. Call Bill 360-894-3453.

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

FOR SALE: Cave Junction Oregon (lllinois Valley Air-port)“3S4”hangar 60X40 metal. Elec and phone. On paved 5200’runwayw/paved-taxiway. PRICE REDUCED! $57,500, 541-944-8427.

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

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

50’ x 48’ Mammoth Yosemite (MMH) hangar for sale. Two story living area with hot tub, full kitchen, washer, dryer and more. Owner can carry down payment. $255,000 OBO Danny Cullen,[email protected],

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Instruction - 7350

INSTRUMENT RATING: South Carolina retired air traffic controller, will lead you through the 40hr course in 10-15 days for $6,495 including aircraft. instrumenttraining.com 843-601-2427.

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36 General Aviation News — Classified Pages — 800.426.8538 March 5, 2014

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AEROBATICS, TW, spins & emergency maneuvers. 5-star Florida venue: Master CFI-aerobatic, proven sylla-bus, Super Decathlon, country airport, Lodging at Coun-try Inn. www.dylanaviation.com [email protected] 772-485-6761.

Inspections - 7340

AMATEUR BUILT/ Light Sport Aircraft AW inspection. Frank Sperandeo, DAR, function codes 46/47/48/11/12. [email protected] 479-521-2609.

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.

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, [email protected]

Miscellaneous - 7700

TEXAS 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

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Parts - 8225

Parts - 8225

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

Photography - 8300

www.BillShullPhotography.com * (610) 524-7490Full coverage of your aviation event

Polishing and Plating - 8380

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

Propellers - 8400

Skis - 8870

Software - 8890

Survival - 9000

Title Services - 9210

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

Video, Audio, DVD - 9400QUAD 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.

Airport Property Arizona - 9650

Real Estate/Airport Property - 9650

Arizona - 9650

EAGLE ROOST Airpark. Five acres, 2400sqft 3bd, 2ba home. Attached aircraft port, great workshop, over 7000sqft under roof, $289,000 owner, 702-497-7192.

California - 9650

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

LARGE, AFFORDABLE 2.5 acre lots for sale in S. Cali-fornia on the runway: www.ancientvalleyairpark.com

Florida - 9650

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/ short term rent-als avail. Spruce Creek Fly-In Realty, Pat & Lenny Ohls-son, 800-932-4437. www.fly-in.com [email protected]

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

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

CANNON CREEK Airpark. Florida’s Finest just got better. 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 Sales-men, Direct to you.

Indiana - 9650

AIRPORT FOR SALE HOBART, IN. 3,125’runway, 200+ self storage units, 3-bdrm home. Much more. $1,395,000. www.HobartSkyRanch.com Hangar Homes Realty. 312-543-1220.

Michigan - 9650

WALKOUT RANCH with 60’ x 78’ hangar & workshop on 24M. 100’ x 2543’ lighted grass strip. N of Grand Rapids, MI. $190,000. 616-678-7582.

Montana - 9650

MONTANA, WINDSOCK SKYPARK. The Last Best Place! Only 20-lots left for sale. 1-acre or larger, on Shores of Beautiful Fort Peck Lake in NE MT. City water, sewer, nat-gas, underground utilities installed, paved streets, taxiway to 37S public airport. Lanny Hanson Visit: www.windsockskypark.com 406-526-3535, 406-263-1154. Don’t miss the opportunity to Live in a beauti-ful hunting and fishing recreational paradise! LOTS NOW SELLING $60,000.

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ARIZONA AIRPARK PROPERTIES:It’s that time of year....don’t be caught out in the cold 928-231-9500, Martha Home [email protected] www.airporthomesandhangars.com

March 5, 2014 www.GeneralAviationNews.com — Classified Pages — facebook.com/ganews 37


New Mexico - 9650

JUST REDUCED! Hangar for sale 60’x60’ insulated hangar. Side walls 16’ high, 56’x14’ stack door, 14’x’14’overhead electric door, 24’x24’ attached carport. Lot 1acre. Built 2001. Full bathroom and utility room. RV hookups in/out hangar. Runway 3400’X30’. Located on southern edge of Gila National Forrest. NM69, Mimbres New Mexico. Nancy, [email protected] ,214-587-1763. $129,000.

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

CANBY: WORKMAN Airpark beautiful custom 3400 sqft home, 1acre, 1400 sqft hangar, bi-fold door, 2240’ lighted runway, $474,900, 503-502-1126, 503-684-6659.

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, Philadel-phia, New Jersey, Connecticut. At Seamans Airport (9N3), 2500’paved IFR approach, lighted, all services, Build Your Dream Home This Spring! “Model Home Be-ing Built Now”. 866-924-7787 or www.SkylineEstates.us

South Carolina - 9650

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 29102-803-473-2199

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

Texas - 9650

NORTH TEXAS PILOT'S DREAM! Exclusive community of 140 homesites in a 340-acre residential airpark. Live with your plane in quiet seclusion only 5 minutes from shopping, restaurants and universities, just 25 minutes North of DFW, near 23,000-acre lake. Taxi from the paved runway to your home. Several 1-acre lots availa-ble, also some homes. www.hiddenvalleyairpark.org 940-765-2382, [email protected]

Washington - 9650

Washington - 9650

Discovery Trail Farm Airpark

Sequim, Washington

A neighborhood for pilots and their familieswww.DiscoveryTrailFarmAirpark.com

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, handi-cap, familial status or national origin, or an intention, to make any such preference, limited or discrimination.” Familial status includes children under the age of 18 liv-ing w/parents or legal custodian, pregnant women & peo-ple securing custody of children under 18. This newspa-per will not knowingly accept any advertising for real es-tate which is in violation of the law. Our readers are here-by informed that all dwellings advertised in this newspa-per are available on an equal opportunity basis. To com-plain of discrimination call HUD toll-free : 800-669-9777. Toll-free number for the hearing impaired: 800-927-9277.


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. Taxiway cabin with room to build your hangar $365,000. Like new architect designed runway/ marine view home: $500,000.

Judy, Flying Island Realty, 360-375-6302www.flyingislandrealty.com [email protected]

LUXURY HOME & 50x60 HANGAR w/16’ Hydroswing door on gated 3.4acres w/immediate access to 2700’run-way at Evergreen Sky Park, Auburn(WA). Built-2006, all brick home, 3bdrms, +bonus room, 2.5baths +outstand-ing architecture. Pilot’s dream hangar w/heated floors, plumbed w/compressed air, 220 outlets. Property has it all! Berkshire Hathaway Real Estate, Paula Huse, Real-tor, 206-510-3976. [email protected]

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Even as we celebrate the 10th anniver-sary of the Sport Pilot/Light-Sport Aircraft rule in 2014, many GA pilots have only re-cently become fully aware of this large and growing fleet of more than 134 designs.

Let me repeat: That is 134 new aircraft models in less than 10 years, a pace of more than one new model every single month for 10 straight years. I doubt anyone can show an example of more breathtaking develop-ment in all of aviation history, worldwide.

So those newly LSA-aware general avia-tion pilots might be surprised to note that another unforeseen wave is coming, and by that I do not mean a batch of more than 20 new LSA seaplanes that are about to flow into the aviation airways. What I am discussing here are new four-seat aircraft coming from LSA manufacturers. I refer to five at the end of this article and I am aware of at least three more, about which I have agreed to stay quiet for the time being.

WHY IS THIS HAPPENING?The answer is simple: Cost. With the

price of the benchmark Cessna 172 Sky-hawk passing $400,000, a chasm has opened between even the highest end LSA and the lowest end of basic GA Type Certi-fied designs. The stratospheric cost to de-velop a new model or even the expense of updating an old one has robbed GA of fresh innovation.

An example: The General Aviation Manufacturers Association (GAMA) com-plained that the cost to add an Angle of Attack indicator amounts to $8,000 for an FAA Type Certified airplane while it only cost $800 for a homebuilt aircraft. This is for essentially the same hardware, yet old-style certification creates 10 times the cost. GAMA’s complaint was intended to focus the FAA on the urgent need for a simpler regulation that allows safety and other de-sign changes without budget-busting cost. Most experts agree that an AoA is relative-ly simple device and $8,000 is an unneces-sarily large sum.

Fortunately, GAMA and other complain-ants were heard. The FAA has embarked on a plan to allow an ASTM industry com-mittee to write the standards to which TC aircraft of the future will be evaluated. In this step, FAA is relying on the positive experience with LSA “certified” to ASTM standards. (In truth, LSA aren’t “certified.”

They are accepted by the FAA when they can demonstrate meeting ASTM standards plus best practices of manufacturing.)

Thanks to GAMA’s persuasiveness, paired with the logic of the situation, the FAA has encouraged ASTM to establish a committee with the bland name of F44 to update and streamline those certification specifications. Certification costs should plummet, triggering more innovation than we’ve seen in the lifetime of most pilots flying today.

FAA’S BRAVE NEW FUTUREThe FAA’s mantra in all this is “double

the safety at half the cost.” Such a dramatic forward step seems well worth the effort — especially when experts will pay their own way to meetings to write the standards the FAA will later accept.

By the way, that sometimes-$8,000 or sometimes-$800 AoA indicator comes as standard equipment on the Dynon SkyView digital instrument system installed in a majority of LSA. The added cost of a SkyView AoA is just $200 for some pitot tube plumbing — the rest is software on a computer screen — proving that LSA are some of the most cost-efficient airplanes in the fleet.

An added bonus: The ASTM standards used to gain FAA approval for LSA are be-ing accepted in a growing number of coun-tries, so the method is traveling around the planet, making aircraft more affordable. In an age of declining pilot populations,

any method that produces modern, well performing, fuel-efficient, safe aircraft is something to be embraced.

Bring on the new four seaters approved via industry consensus standards. They should offer significantly lower price tags with better performance and state-of-the-art features. Here are some brand names to learn, with more to follow: Evektor, Tecnam, Flight Design, Pipistrel, and The Airplane Factory. If you don’t know them now, you will in the future.

SplogDan Johnson

The next wave in LSA

Dan Johnson, president of the Light Aircraft Manufacturers Association, is an expert on LSA. For more on Sport Pilot/LSA, go to ByDanJohnson.com.

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Mar. 5, 2014