In Flight USA August 2015

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

1 Q Preston, ID: Julys Skys Air Show, 7 a.m. to 5 p.m., Preston Municipal Airport, (208) 852-1817.Q Chino, CA: Living History Flying Event, F4U-1A Corsair, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

1 2 Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com.Q Quesnel, BC: Quesnel Skyfest, gates 10 a.m., Quesnel Airport, wwwquesnelskyfest.ca.Q Halls, TN: Wings over Halls Air Show, Arnold Field, (731) 836-7400.

7 9 Q Abbotsford, BC: Abbotsford Intl. Airshow, gates Fri. 3:30 p.m./Sat. & Sun. 9 a.m., Abbotsford Intl. Airport, abbottsfordairshow.com.

8 Q Seattle, WA: American Heroes Airshow, 10 a.m. to 4 p.m., Museum of Flight, Boeing Field, (818) 631-8132, www.heroes-airshow.com

8 9 Q Rockland, ME: Owls Head Museum Wings & Wheels, 9 a.m. to 3 p.m., owlshead.org.

13 15 QMarysville, OH: All Ohio Balloon Fest & Entertainment, Union County Airport, www.allohioballoonfest.com.

14 15 QWarsaw, IN: Air Show and Fly-In, Warsaw Municipal Airport, www.airshowofwarsaw.com.

14 16 QWest Milford, NJ: Air Show & WWII Showcase, gates Fri. 3 p.m./Sat. & Sun. 10 a.m., Greenwood Lake Airport, www.greenwoodlakeairshow.com.Q Broomfield, CO: Rocky Mountain Airshow, gates Fri. 4 p.m./Sat. & Sun. 9 a.m., Rocky Mountain Metropolitan Airport, www.cosportaviation.org.

15 Q San Luis Obispo, CA: Vintage Aircraft Associates Airport Day, San Luis Obispo Airport, (805) 801-7641.Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Everett, WA: V-J Day, 10 a.m. to 5 p.m., Flying Heritage Collection, Paine Field, (877) FHC-3404, www.flyingheritage.com.Q Big Bear, CA: Big Bear Air Fair, 9 a.m. to 4 p.m., Big Bear City Airport, www.bigbearairfair.com.Q Comox, BC: 19 Wing Comox Armed Forces Day Air Show, CFB Comox, www.comoxairshow.ca.Q Bowling Green, OH: Wood County Air Fair, Wood County Regional Airport, www.woodcountyairport.us.Q Powell, WY: Wings n Wheels Fly-In & Car Show, Powell Municipal Airport, www.pcwingsnwheels.com.

15 16 Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236.Q Chicago, IL: Chicago Air & Water Show, 10 a.m. to 3 p.m., North Avenue Beach, www.cityofchicago.org.Q Rapid City, SD: Dakota Thunder Air Show & Open House, 9 a.m. to 4 p.m., Ellsworth AFB, www.ellsworthfss.com.Q Chilliwack, BC: Flight Fest Airshow, Chilliwack Airport, (604) 795-5833.

16 Q Chino, CA: Spirit of 45 End of WWII 70th Anniversary, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395.Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251.

22 23 Q Santa Maria, CA: Thunder over the Valley, Santa Maria (Airport) Museum of Flight, (805) 922-8758.Q Kansas City, MO: KC Aviation Expo & Air Show, gates 9 a.m., Wheeler Downtown Airport, www.kcairshow.com.Q Camarillo, CA: Wings over Camarillo Air show, gates 9 a.m., Camarillo Airport, wingsovercamarillo.com.Q Minden, NV: The Carson Valley Aviation Roundup, 10 a.m. to 5 p.m., Minden-Tahoe Airport, aviationroundup.com.Q Prince Edward Island, Canada: Atlantic Canada Intl. Air Show, 9 a.m. to 5 p.m., Summerside Airport, www.airshowatlantic.ca.Q Toughkenamon, PA: Festival of Flight Air & Car Show, gates 9 a.m., New Garden Flying Field, (610) 268-2619, newgardenflyingfield.com.Q Alberta, Canada: Edmonton Airshow, 10 a.m. to 6 p.m., Villeneuve Airport, www.edmontonairshow.com.

23 Q Waterford, MI: OCIA Open House & Airshow, 10 a.m. to 4 p.m., Oakland County Intl. Airport, www.ociaopenhouse.org.

24 31 Q Everett, WA: CAF Arizona Wing Sentimental Journal Flight, 10 a.m., Flying Heritage Collection, Paine Field, (877) FHC-3404, www.flyingheritage.com.

28 29 Q Madras, OR: Airshow of the Cascades, gates Fri. 4 p.m./ Sat. 9 a.m., Madras Municipal Airport, (541) 475-6947, www.cascadeairshow.com. s

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ON THE COVER...

Reno's Pylon Racing Seminar (PRS)was held at Reno-Tahoe-Stead Airport(KRTS) to allow pilots (rookies and vet-erans) to sharpen their air racing skills forthe 2015 National Championship AirRaces in Reno this September 16-20.

Pictured here is veteran Mustangpilot, Dan Martin flying Sal Rubino'sNorth American P-51D-20NA N26PWGrim Reaper. Martin will race in theUnlimited Class Division as backup inRubino's airplane this year, after beingabsent from the races since 2010. Dan isback and looked great out there from ourperspective at pylon 4.

Martin also flew the worlds fastesthighly modified P-51 "Super Stang"Dago Red in 2006 and 2008 and was theowner/pilot of his own Super StockerRidge Runner III which he owned andoperated for 37 years until 2011 when hesold it to Pat Harker of Minneapolis!

2015 PYLONRACING SEMINARPreparation for the NationalChampionship Air Racescoming to Reno in September

(Anthony Taylor/WarbirdFotos.com)

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TABLE OF CONTENTSVolume 31, Number 12 650-358-9908 Fax: 650-358-9254 E-mail: [email protected] www.inflightusa.com August 2015

ON THE COVER

DEPARTMENTS

NEWS FEATURES COLUMNSContrails: A Hand-Me-Down Flying School

By Steve Weaver ...............17Whats Up!? Creature Comforts

By Larry Shapiro ................24Flying With Faber: New (And Old) Discoveries

By Stuart Faber..................29

Homebuilders Workshop: Oshkosh 2015By Ed Wischmeyer ............37

Safe Landings: NOTAMS ............................................42

The Pylon Place: Astronaut Hoot to Pilot StregaBy Marilyn Dash ................45

Calendar of Events ..........................................................7

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

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

FEATURE STORY FINISH LINE

GARY AIR SHOW

By Mike HeilmanStory begins on Page 33Photo essay on Page 49

Editorial: Whos in ChargeBy Ed Downs ..................................................................6

Almost There, Solo and Shirt CuttingBy Evan Isenstein-Brand ................................................14

Bravo For Adventure Celebrates Roman of Early Flight By Mark Rhodes............................................................16

Women of the Wind: Interview With Phil NussbaumBy Annamarie Buonocore ..............................................20

Smart Devices: Connectivity or DistractibilityBy Shanon Kern ............................................................22

Flying With Faber: New (and Old) DiscoveriesBy Stuart J. Faber ..........................................................29

Mentor In A Poopy SuitBy Bert Botta ................................................................36

NEWS FROMOSHKOSH 2015

By Ed WischmeyerPage 37

More Oshkosh NewsPage 27, 34-35

EAA Fires Back At ALPA for Attack on GA..................................8

Moratorium for Warbirds Lifted, Thanks to EAA........................10

ICON Delivers First Customer A5 to EAA Young Eagles ..........11

Red Bull Air Race Overview ........................................................18

Launch of the Sling 4 Two-Week Build ......................................25

Sikorsky Deal Points To Bigger Industry Trends ......................26

EAA AirVenture by the Numbers: Wrap Up................................27

NASA Aircraft Assists in FAA-Approved Drone Delivery ........28

Shared Ownership: Bristell Has Answers..................................44

Three Decades of Innovation at PS Engineering ......................46

EAA AirVenture Round-Up ....................................................34-35

Innovative Airmen Recognized by AF Vice Chief ......................40

Cover Photo by Anthony Taylor / WarbirdFotos.com


See us at Sun n Fun Booth N-75

Golden West Regional Fly-in 2015

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Take a stepBBaacckk ttoo tthhee FFuuttuurree and capture the old fashioned fun of a home townfly-in. This one day event features great food, education, hangar flying and an experi-ence geared towards introducing new generations to the fun side of aviation. The tra-ditional Golden West airshow is being replaced by a fun-filled day of visitorparticipation in a number of fun flying events.

www.goldenwestflyin.org

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According to the FAA, the Pilot InCommand (PIC) is in charge ofthe plane. Along with the title ofPIC comes enormous responsibility, suchas the daunting task of determining if theaircraft is safe for flight. That is actually aregulation and includes knowledge ofrequired inspections (annual, ADs, 100hour, transponder, static system) alongwith a careful preflight inspection. Oh yes,dont forget to make sure the airplanespaperwork, such as the AirworthinessCertificate, Operations/Limitations, andRegistration are all ship shape. On top ofall of this, comes the PICs responsibilityto be current, meaning three take-offs andlandings in the previous 90 days, a recentflight review and, of course, the neededendorsements for high performance, com-plex, or tailwheel aircraft. Shucks, noth-ing to it. It is all in the regs.

But then comes the real world, onethat is often discussed in Flight InstructorRefresher Clinics. Who is in charge ifthere is more than one pilot in the plane,such as the owner of the plane, who is aproperly rated pilot, and a friend who isalso a pilot? Lets make that question justa bit more complicated by imagining thatthe friend pilot is the more qualifiedand higher time of the two. Who is incharge now? How about one more esca-lation? Lets say the friend in the rightseat is a highly qualified CFI. Things canget pretty sticky at this point, both from aregulatory and legal liability perspective.Before continuing this discussion any fur-ther, let me be clear that this writer is nota lawyer and is expressing personal opin-ions based on experience and anecdotalinformation. There may be no finalanswer to who is in charge, but it is cer-tainly something to think about

As a young 18-year-old CFI, anexperienced instructor consoled me withgood advice. This old timer said, as aCFI, always consider yourself in chargeof the plane, as that is the way the FAAand lawyers will see it if something goeswrong. Set high standards and do not leta friend compromise those standards. Beready to take over at any point in time andbe sure to brief the other pilot on yourfeelings before engine start. If the otherguy does not like your views, do not flywith him. That may sound a bit cut anddry, but it has served this writer well fornearly 60 years of professional flying.And, it was a lesson learned early.

As a young, new CFI at a majorschool, ground school duties befell mejust as much as flying duties. A ground

school student attending my private classwas, according to the student, actuallyalready a private pilot but working on hiscommercial certificate. This studentowned the most unusual airplane, a twinNavion, and I was all too happy to accepthis invitation to fly the plane with him.The plan was to fly to a well-known near-by airport with a restaurant for dinner,meaning a night landing would berequired on a short, 2,000-foot runwaywith minimal lights. I asked if the studentwas comfortable with this, and he assuredme it would be no problem.While currentin the Navion, this was to be my firstexperience with the converted twin-engine version. I became concerned uponinspecting the plane, appearing some-what shabby and having old, poorly func-tioning radios. Additional questionsentered my mind shortly after take-off, asthis pilots skill set seemed lacking.

Upon approaching the destinationairport, the commercial student elected tomake a straight-in approach (not to myliking) and pulled the power to idle. Withfull flaps, we entered a high-sink ratetoward a dark runway. Wishing to bepolite, I said nothing, but it becameimmediately clear as we approached asink rate of nearly 2,000 fpm on shortfinal that the pilot had no idea where therunway was. I finally woke up andgrabbed the yoke, pulling full back in aneffort to contain what seemed to be a surecrash. The plane struck very hard on thenose gear, and the nose gear light wentout. The plane then slammed the maingear into the ground careened back intothe air. I applied full power and struggleto keep the plane airborne at near stallingspeed. A go-around was affected, but thenose gear was clearly damaged.

For the next 90 minutes, I tried everytrick I knew to get a down lock on thenose gear while coaxing broken radios towork. Finally successful, the plane waslanded back at my home base after atower flyby and a wobbly taxi back to theFBO. Virtually every rivet in the nosegear attach structure had been pulledloose. The commercial student took off,not to be seen again. The rest of the storyis that this commercial student was nota pilot at all; the plane had been stolenfrom a family member and was out oflicense. Law enforcement and a kindFAA official looked to hold me responsi-ble but finally acknowledged that I wasyoung and dumb and had probably savedlives. It was a hard lesson to learn, as I

Editorial By Ed DownsWHOS IN CHARGE?

Continued on Page 13


Mark R. BakerPresident & CEO, AOPA

Human beings are creatures of habit, and unfortunately pilots are no exception. But its when we break out of our routines that we rediscover the fun and excitement and passion in our `PUN (UK [OH[Z ÔH[ 0 ^HU[to encourage you to do.I was recently appointed tothe board of directors for theSeaplane Pilots Association. Asa native of Minnesota, I learned early the value of being able to SHUK VU V\Y SHRLZ HUK `PUN ZLHWSHULZ OHZ ILLU H WHZZPVUof mine for decades.

Of course, seaplanes are less common in other parts of thecountry, but theyre still fun. And thats really what I want to talk to `V\ HIV\[`PUN MVY [OL M\U VM P[(Z ^VUKLYM\S HZ P[ PZ L]LU `PUN JHU ILJVTL YV\[PUL PM ^L KVU[THRL [OL LVY[ [V TP_ P[ \W H IP[ :V PM `V\ OH]LU[ [YPLK P[ `L[ Ô`not pursue a seaplane rating?

If you live in the vast and beautiful prairie lands of our nation,Ô` UV[ Z[LW V\[ VM `V\Y JVTMVY[ aVUL HUK [HRL H TV\U[HPU `PUNJV\YZL& 0 JHU N\HYHU[LL [OH[ `PUN [OYV\NO 9VJR` 4V\U[HPUpasses with snow-covered peaks to your left and right will getyour blood pumping and give you a whole new perspective on thejoys of aviation.

If you live in a densely populated area like the Eastern Seaboard, WLYOHWZ `V\ JV\SK IYLHR V\[ ^P[O H SP[[SL IHJRJV\U[Y` `PUN >OH[could be more satisfying than landing on a remote grass strip and enjoying unique access to some of our nations most scenicplaces?

(UK L]LY` WPSV[ JHU ILUL[ MYVT ZVTL HLYVIH[PJ [YHPUPUN ;OLYLZnothing like putting the greasy side up to get a new perspective onthe world.

My point is really simplethere are as many ways and places andYLHZVUZ [V ` HZ [OLYL HYL WPSV[Z +VU[ SL[ `V\YZLSM NL[ Z[\JR PU HYV\[PUL ,_WHUK `V\Y ZRPSSZ HUK `V\Y PU[LYLZ[Z I` [Y`PUN ZVTL[OPUNKPLYLU[ ,]LU PM P[ KVLZU[ SLHK [V H UL^ YH[PUN VY JLY[PJH[Lgetting out of your comfort zone is a great way to become a morecapable and knowledgeable pilotnot to mention how much funyou can have along the way.

Flying for the fun of it

*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HLJ[ `V\Y `PUN NV [V www.aopa.org today.

Calendar of EventsContinued from Page 329 Q Everett, WA: Luftwaffe Day, 10 a.m. to 5 p.m., Flying Heritage

Collection, Paine Field, (877) FHC-3404, www.flyingheritage.com.29 30 Q Ypsilanti, MI: Thunder over Michigan, Willow Run Airport,

www.yankeeairmuseum.org.Q Midland, TX: Commemorative Air Force AIRSHO, gates 8:30 a.m., Midland Intl. Airport., www.airsho.org.Q Newburgh, NY: New York Air Show, gates 9 a.m., Stewart Intl. Airport, airshowny.com.

SEPTEMBER1 2 Q Atlantic City, NJ:Thunder over the Boardwalk Air Show, beachfront.2 Q Brantford, Ont.: Rotary Brantford Charity Air Show, Brantford

Municipal Airport, rotarycharityairshow.ca.4 6 Q Everett, WA: Historic Flights Vintage Aircraft Weekend, 9 a.m., Paine

Field, Snohomish County Airport, vintageaircraftweekend.org.5 Q Marion, IN: Fly/In Cruise/In, 7 a.m. to 2 p.m., Marion Muncipal

Airport, www.flyincruisein.com.Q Lancaster, TX: D/FW Wing CAFs Warbirds on Parade, 10 a.m. to 4 p.m., Lancaster Regional Airport, www.contrails.us.Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com.Q Chino, CA: Living History Flying Event, Cessna L-19 Bird Dog, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.QWatsonville, CA: Wings over Watsonville, 8 a.m. to 6 p.m., Watsonville Municipal Airport, (831) 768-3575, www.watsonvilleflyin.org.

5 6 Q Brunswick, ME: Great State of Maine Air Show, gates 8 a.m., Brunswick Executive Airport, greatstateofmaineairshow.us, (207) 613-8710.Q Steamboat Springs, CO: Wild West Air Fest, 9 a.m. to 3 p.m., Steamboat Airport, www.steamboatchamber.com, (970) 879-0880.

5 7 Q Cleveland, OH: Cleveland National Air Show, gates 9 a.m., Burke Lakefront Airport, (216) 781-0747, www.clevelandairshow.com.Q Toronto, ON: Canadian Intl. Air Show, show time noon to 3 p.m., over Lake Ontario, cias.org.

6 Q Goshen, IN: Duesenberg Thunder Run & Vintage Fly-In, Goshen Air Center, (830) 431-0591.

11 12 Q Reading, PA: Reding Airfest Air Show, gates Fri. 3 p.m./Sat. 11 a.m., Reading Regional Airport, www.readingairfest.com.

11 13 Q Owensboro, KY: Air Show, downtown, www.owensboroairshow.com.12 Q Camdenton, MO: Lake of the Ozarks Air Show, Camdenton Memorial

Airport, (573) 346-2227.Q Hughesville, PA: Lycoming County Balloonfest & Air Show, gates 10 a.m., Lycoming Fairgrounds, www.lcrotary.com.

12 13 Q Fort Worth, TX: Alliance Air Show, 9 a.m. to 5 p.m., Alliance Airport, www.allianceairshow.com.Q Waukegan, IL: Wings over Waukegan, gates 9:30 a.m., Waukegan Regional Airport, www.waukeganairshow.com, (847) 244-0055.

16 20 Q Reno, NV: National Championship Air Races, Reno Stead Airport, airrace.org.

18 20 Q Troy, OH: WACO Fly-In & Homecoming Waco Field, (937) 335-9226.19 Q Everett, WA: Battle of Britain, 10 a.m. to 5 p.m., Flying Heritage

Collection, Paine Field, (877) FHC-3404, www.flyingheritage.com.Q Camp Springs, MD: Andrews AFB Joint Service Open House, gates 9 a.m., www.andrews.af.mil.Q San Luis Obispo, CA: Vintage Aircraft Associates Airport Day, San Luis Obispo Airport, (805) 801-7641.Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org.

19 20 Q Virginia Beach, VA: NAS Oceana Air Show, flying @10 a.m., oceanaairshow.com.QWinston-Salem, NC: Winston-Salem Air Show, 10 a.m. to 6 p.m., Smith-Reynolds Airport, www.wsairshow.com.Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236.Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900.

20 Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395.Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251.

24 27 Q Lakeport, CA: Clear Lake Splash-In, various times/events, www.clearlakesplashin.com.

OCTOBER3 Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m.,

Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com.Q Chino, CA: Living History Flying Event, N9MB Flying Wing, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

10 Q Corona, CA: Aircraft Spruce West - Customer Appreciation Day, 7 a.m. to 3 p.m., (951) 372-9555, (877) 477-7823.

17 Q Olivehurst, CA: Golden West Regional Fly-In, 9 a.m. to 3 p.m., Yuba County Airport, www.goldenwestflyin.org.Q San Luis Obispo, CA: Vintage Aircraft Associates Airport Day, San Luis Obispo Airport, (805) 801-7641.


By Mark BakerPresident and CEOAOPA

Theres nothing simple about put-ting together a $16 billion-a-yearbudget to run a critical govern-ment agency like the FAA. So it shouldreally come as no surprise that the FAAreauthorization process, which isdesigned to guide the agencys long-termspending and priorities, is proving to be achallenge.

The last FAA reauthorization tookplace in 2012, and though the final legis-lation was comparatively cut and dried,the path to getting there was fraught withdisputes and delays. In fact, the FAAoperated on short term extensions of itsprevious authorization23 in allfrom

2007 through February 2012.This time around, the House

Transportation and Infrastructure (T&I)Committee was posed to release draftreauthorization legislation at the begin-ning of July, but then cancelled a sched-uled news conference and insteadannounced that it would be Septemberbefore legislation would be introduced.

With the FAAs current authoriza-tion package expiring on Sept. 30 and somany complex and highly nuanced issueson the table, many inside and outside theaviation community are concerned aboutwhat will happen next.

As with most legislation, the Houseand Senate will each have the opportunityto introduce and debate their own bills,and any differences between the two must

be reconciled before a final measure canbecome law. If no agreement is reachedbefore the Sept. 30 deadline, one or moreshort-term extensions could give Congressmore time to negotiate a final agreement.As a general rule, such extensions main-tain the status quo, keeping the FAA oper-ating at current levels until a more compre-hensive deal can be reached.

While we cant say for certain whateither the House or Senate legislationmight look like, we do know there aresome thorny issues to be considered.

On June 15, Rep. Bill Shuster (R-Pennsylvania), who chairs the HouseT&I Committee, said he would proposeremoving air traffic operations from theFAAand creating a separate organizationto manage air traffic control and

NextGen modernization.Coming to agreement on this issue

and dozens of others will be no easy task.And while the process may seem to bestalled, you can rest assured thatAOPA isworking on critical reauthorization issuesevery single day. We understand whatmatters to our members and we wontcompromise when it comes to protectingyour freedom to fly. Weve made it clearthat we wont accept user fees in anyform, and well fight hard to win third-class medical relief, needed certificationreforms, and other protections for GA.The road to reauthorization is long andsometimes bumpy, but well be there atevery step to make sure the needs of thegeneral aviation community are under-stood and protected.

PLANNING, AND PAYING, FOR THE FUTURE

Enhancements to the EAA Non-Owned Aircraft Insurance Plan are help-ing aviators get access to the right cover-age at the best price, 24 hours a day,seven days a week. This plan covers air-craft renters for damage to a borrowedaircraft, including damages that occur onthe ground.

Often in the case of an accident, anaircraft owners insurance policy will notextend to include an authorized user orrenter. That means the insurance compa-ny can usually pursue recovery costs foraircraft damage. In addition, many insur-ance companies will not automaticallyextend insurance protection for bodily

injury, property damage, and legalexpenses. EAAs enhanced non-ownedaircraft insurance, however, does offercoverage for such incidents.

When EAA launched its non-owned aircraft insurance plan more than15 years ago, we could truly say that wewere making flying more affordable,said Rick Larsen, EAA vice president ofcommunities and member programs.But today, with the help of our insurancepartners, were introducing enhance-ments to that plan to improve coverage,offer insurance protection for more typesof aircraft and ranges of pilots, reducerates, and simplify the purchase process.

The EAANon-Owned Aircraft Planprovides the following:

Coverage options for Single-Engine Land Standard, Light Sport(Special & Experimental), ExperimentalAmateur-Built, Gliders, Multi-EngineAircraft, Aircraft on Skis, Rotorcraft, andSeaplanes;

Exclusive enhancements for EAAmembers:

Expanded Medical ExpenseCoverage for each passenger;

Expanded Personal EffectsCoverage for each passenger (eachoccurrence); and

Expanded Expenses Coverage for

Search and/or Rescue (each occurrence). Access to purchase 24 hours per

day, seven days per week (with a creditcard).

Its easy to get a quote, start a policywith a credit card payment, or administerones own coverage online. Just go towww.eaa.org/insurance for all the details.This EAA Non-Owned AircraftInsurance Plan is part of the wide rangeof Insurance Plans offered exclusively toEAA members by EAA InsuranceSolutions administered by FalconInsurance Agency, Inc.

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The ExperimentalAircraftAssociationand other general aviation groups recentlyfired back at an inflammatory letter by theAir Line Pilots Association (ALPA) thatmade numerous false and unsubstantiatedclaims regarding the efforts to expand free-doms in general aviation and reformaeromedical certification.

TheALPAletter, addressed to all U.S.senators, urged the senate to reject anamendment to a transportation bill offeredby Sen. Joe Manchin (D-West Virginia)and Sen. John Boozman (R-Arkansas) thatwould reform the third-class medical certi-

fication for pilots. It was the first timeALPA had expressed any position regard-ing the bipartisan congressional effort thatEAA and the Aircraft Owners and PilotsAssociation (AOPA) had spearheaded forthe past four years.

ALPA surprisingly claims in its let-ter that it has been working with stake-holders to find solutions, but it has neveruttered one word to any of the generalaviation groups that have been doing theheavy lifting on this measure to bringlong-overdue reform to aeromedical cer-tification, said Jack J. Pelton, EAA

chairman of the board. It isnt aboutsafety, as ALPA claims, as much as scor-ing political points. Current and pastALPA members who also fly recreation-ally should be angered that their unionhas decided to turn its back on generalaviation.

Pelton continued that not only hasALPA never reached out to those work-ing on this vital issue, they are complete-ly out of step with the two other air carri-er unions. The Southwest Airlines PilotsAssociation andAllied PilotsAssociationhave been working with the GA commu-

nity on this issue, including endorsementof an industry-wide letter of support forthe Manchin-BoozmanAmendment.

The rhetoric from ALPA is mostdisappointing and utterly out of step withthe rest of the general aviation and airlinepilot community, Pelton added. Why itwould turn its back on the communitythat inspires, supplies, and trains its pro-fessional aviators is baffling, especiallywhen the vast majority of statistics andopinions by safety professionals, regula-tors, and other pilots agree that ALPAs

EAA FIRES BACK AT AIRLINE PILOTS UNION FOR ATTACKING GENERALAVIATION IN AEROMEDICAL REFORM EFFORT

ALPA letter to U.S. Senate Ignores Facts in Favor of Political Rhetoric



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position has no basis andmakes no sense.Its especially shortsighted when oneconsiders that the health of GA is direct-ly connected to the health of the airlinepilot community.

EAA and AOPA have been workingin support of their members and all GApilots by creating a third-class aeromed-ical exemption proposal that resulted indraft FAA rulemaking currently stalledin the Department of Transportation and by urging their members to supportthe Pilots Bill of Rights 2 developed bySen. Jim Inhofe (R-Oklahoma) and nowthe Manchin-Boozman Amendment tothe transportation bill in the Senate.

For 25 years, EAA has supportedaeromedical reform because the safetyfacts support it, and it will eliminatefinancial and other burdens to GApilots,Pelton said. This is as far as weve ever

advanced, with 55 co-sponsors to bringthe amendment to Senate floor. We needall EAA members and GA pilots to con-tact their senators now to support thisamendment and turn aside the falsehoodsand political rhetoric from groups such asALPA. Further, GA pilots who are cur-rent and past ALPA members need tostand up and tell their union that it iswrong based on facts and the views of therest of the general aviation and profes-sional pilot communities.

The Pilots Bill of Rights 2, which isalso the language used in the Manchin-Boozman amendment, currently has 55co-sponsors, just five short of the numberneeded to bring it to the Senate floor fora vote. Sen. Inhofe is also urging GApilots to act swiftly, carrying that mes-sage to numerous appearances at EAAAirVenture Oshkosh last month.

Continued from Page 8

EAA Fires Back

More than four years of work by theExperimental Aircraft Association(EAA) led way as the Federal AviationAdministration lifted a longtime morato-rium on new Living History FlightExperiences in historic aircraft, particu-larly warbirds.

Lifting of the FAA moratoriummeans that new applications andapprovals can be finalized that allowflight experiences in such airplanes asWorldWar II warbirds. Several operatorshad been continuing their flights on long-held exemptions, but lifting of the mora-torium allows additional flight experi-ences and operators to be added for avia-tion enthusiasts.

EAA had been urging the FAA toremove the moratorium in place since2011. It was initially meant as an 18-month pause to consider standardizedtraining programs but instead hadremained as a barrier to additional flightoperations. EAA continually addressedthe topic in sessions with the FAA inWashington as well as in Oshkosh duringthe annual EAAAirVenture fly-in and theWinter Recreational Aviation Summit.

Lifting of the FAA moratorium

after four long years is an important firststep, said Sean Elliott, EAAs VicePresident of Advocacy and Safety. Weremain concerned on some of the lan-guage and terminology used in the docu-ment, however, and how it might beinterpreted in the field to limit certain air-craft. We will remain watchful to ensurefreedom and consistency for these opera-tions that are extremely popular.

Elliott added that EAA is ready toassist the FAA through continued leader-ship on this issue. That could includeforming a community-agency partner-ship to provide feedback policy imple-mentation and interpretation, as well asworking to establish safety requirementsand documentation of various trainingprograms.

We will continue to monitor imple-mentation and compliance issues becausethe day-to-day FAAdecisions in the fieldare a key to determining how successfulthis will be, he said.

EAAwill continue to follow up withthe FAA on this and other key aviationissues during meetings at this yearsEAAAirVenture Oshkosh fly-in.

EAA EFFORTS LEAD TO LIFTING OFLIVING HISTORY FLIGHT EXPERIENCES

MORATORIUM FOR WARBIRDSStill Cautious Regarding Future FAAInterpretation

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www.inflightusa.com

At ICON Aircrafts exhibit at EAAAirVenture Oshkosh in Wisconsin, CEOand Founder Kirk Hawkins handed thekeys of the first customer A5 to EAAYoung Eagles Chairman and aerobaticpilot, Sean Tucker, who accepted the air-craft on behalf of the organization, along-side EAA Chairman, Jack Pelton. Theaircraft, Aircraft Serial Number 001(ASN-001), will participate in YoungEagles flights that allow children to expe-rience aviation, often for the first time, togive them exposure to and inspire theirinterest in flying.

Delivering the first product to acustomer is a transformational milestonefor any company, said ICON CEO KirkHawkins. ICONs team has worked pas-sionately over the years to create a trulyamazing aircraft, and it delivers. Our mis-sion is to make flying more accessible tothe thousands who dream about it butconsider it out of reach, including ouryouth. EAAs Young Eagles shares thatsame vision, and we couldnt think of amore worthy recipient for the first ICONA5. Old, young, and in between, the A5was specifically designed to change theway you experience personal fly-ingand it will. I cant wait to see all thesmiling faces of those youth who get to

fly in it for the first time.ICON has done a truly outstanding

job bringing the A5 to market. We areexcited that ICON has chosenAirVentureto deliver its first customer A5 to YoungEagles, said Jack Pelton, EAAChairman of the Board and former CEOof Cessna Aircraft. EAAs mission is tohelp support and grow General Aviationat every level. ICONs mission couldntbe more aligned with ours, and seeingthem succeed benefits all of GeneralAviation. Many have tried and failedwhen it comes to bringing truly revolu-tionary aircraft to market in recentdecades, so there is often understandableskepticism in our industry. But after fly-ing the A5 myself and seeing it performfirsthand, I can say unequivocally thataircraft delivers on its promise. Itsincredibly easy to fly, safe, forgiving, andridiculously fun. Not only is it the perfectaircraft to introduce young aviators to thethrill of flying, but Im getting onemyself.

Both Pelton and Tucker spoke atMonday mornings delivery event atAirVenture. I am very humbled andecstatic to be taking delivery of this mag-nificent flying machine on behalf ofYoung Eagles, said Tucker. Its exactly

the perfect aircraft for our mission ofshowing the kids across America, manyof whom would not otherwise be able toexperience the magic of flying, that avia-tion is a fun and exhilarating adventure,which empowers you to become the bestyou can be. The A5 captures the essenceof what drew so many others, including


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

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

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

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

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

1991 A36

BONANZA3996 TT, 472 SNEW, King digital radios, Garmin GX-55 GPS, S-Tec 55 AP, standby gyro, GEM, air, ground comm.

1975 B55

BARON5677 TT, 100/1498 SMOH, Garmin GNS-530W & 430, GTX-330Mode S xpdr w/TIS, stormscope, C-IV AP/FD, GEM, fuel flow,large cargo door, Pulselite, Bose Interface.

5646 TT, 1265 SFRMN, Garmin GNS-480 GPS/Com/Nav, SL-30Nav/Com, Century 41 AP, GEM, standby horizon, NEW PAINT &INTERIOR.

1979 A36

BONANZA2168 TT, 643 SMOH, Collins Microline radios, HSI, Apollo 2001 NavManagement System, VGs, GEM, standby DG, intercom.

1979 CESSNATURBO210N

7753 TT, 481 SNEW, Apollo radios, dual Nav/Coms, GPS,MFD, DME, stormscope, Cessna 400B AP, JPI GEM, 6-placeoxygen, hot prop, intercom.

1968 V35A

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

1981MOONEY 231

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2575 TT, 143 SFRMN, Garmin 430W, stormscope, KFC-200 AP/FD,speed brakes, standby alternator, fuel computer, oxygen, long rangefuel.

1960 PIPERCOMANCHE

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myself, to aviation as children, and itshows how well aligned ICON andYoung Eagles missions are. Yeah baby!ICON, you rock!

Prior to being handed over to YoungEagles, ASN-001 participated in ICONsFAA audit in June and was the first A5 toreceive an S-LSA airworthiness certifi-

cate. ICON is currently ramping up A5production at their new facility inVacaville, Calif.

At the event, the company alsodebuted a new video, which is availableonline here: www.iconaircraft.com/ the-iconexperience

For more general information, visitwww. iconaircraft.com.

Continued from Page 11ICON Aircraft Delivers

On Wednesday, Aug. 19, 2015,Flying the Feathered Edge: The BobHoover Project kicks off its national the-atrical run with distribution platformTugg to celebrate National Aviation Day.The film will be screened publicly at theU.S. Capitols Congressional Audi -torium, a 450-seat state-of-the-art theater.

We are incredibly humbled by theopportunity to share Bob Hoover's storyand have been blown away by the sup-port throughout the aviation community,said Kim Furst, filmmaker, Flying theFeathered Edge.

The film screening starts at 7 p.m.and while it is free to attend, advanceticket purchases are required viaEventbrite.

Along with conversations with actorand pilot, Harrison Ford, and air showlegend, Sean D. Tucker, Bob Hooverreflects on his remarkable career as anAir Force fighter pilot, experimental testpilot, and airshow pilot in the film. Thefilm also includes appearances by NeilArmstrong, Clay Lacy, Dick and BurtRutan, Carroll Shelby, and other expertsin the aerospace field.

Flying the Feathered Edge: The BobHoover Project is filmmaker, KimFursts, fifth aviation film. The film hasbeen showcased across the country,including at the Napa Valley FilmFestival, the Rhode Island Film Festival,and the Breckenridge Festival of Film.

Flying the Feathered Edge: The BobHoover Projectwas most recently shownat EAA AirVenture Oshkosh 2015 inWisconsin where Bob Hoover was hon-ored as a special guest and helped to pres-ent the film alongside Kim Furst andSean D. Tucker.

Screenings of Flying the FeatheredEdge: The Bob Hoover Project will takeplace across the United States on Aug. 19 inassociation with National Aviation Day,including the Capitol Hill screening. Bypartnering with the innovative distributionplatform, Tugg, fans can request a showingat their local theater. Visit the website atwww.thebobhoover project.com to bringthe film to a theater near you. CheckFacebook www.facebook.com/TheBobHooverProject and Twitter twit-ter.com/flyngfethrdedge for all the latest.

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had failed to act as the PIC in all aspects.From that moment on, the CIGARS

checklist became my standard on everyflight and has remained so through theyears. Never heard of this? It is anacronym that can be used if lacking aproper before-takeoff checklist, helpingto organize ones thoughts just prior todeparture.

Controls Free and clear, flaps set Instrument All checked and set, including radios Gas Tank selected, boost pumps on Attitude Trim set for take off Run-up Check power plants for normal ops and all engine-related power systems Safety Passenger safety (seatbelts and emergency exits) and PIC briefing

It is the last item, PIC briefing,which has proved to come into play anumber of times over this pilots career.Even when flying as a guest in anotherpersons airplane, CIGARS has become asilent mantra mumbled by myself prior toeach take off, with a polite reminder if Ithink something has been forgotten bythe left-seater. In many cases, one mightfind himself (or herself) in a completelystrange airplane with a seemingly well-qualified pilot. A PIC briefing can seemalmost rude, but it is still necessary, evenif just to let the person in the left seatknow that you will NOT help out in acrunch.

The failure to conduct a formalbriefing once again caught this writer bysurprise years after the first event wheninvited to fly a recently purchased, newairplane, which had just been introducedinto the GA marketplace. In this case, myfriend was a successful young attorney,holder of an MBA, high-time CFI, andexperienced pilot. While sometimesdemonstrating a hint of arrogance, I hadno reason to doubt his flying skills.Loaded with our wives, the owner pilotelected to utilize this busy airports shorttraining runway, only 2,000 feet long. Healso elected to not use the full length ofthe runway, leaving almost 500 feet oftake-off space behind the plane. I politely(and stupidly) said nothing but becameconcerned. Being new to the plane, thiswriter was concentrating on the basic atti-tude look of the plane as we acceleratedfor take-off and was not monitoring theinstruments.

After only a short ground roll, theplane was rapidly rotated to a nose highattitude, the stall warning started scream-ing and my eyes spun to the gent in the

left seat, to find him staring at the instru-ments. Suddenly, this experienced CFIjerked the power lever full aft and now,about 100 feet in the air, the plane shud-dered into a full stall. This rather sur-prised writer grasped the owners throttlehand and jammed in full power, pushedhard forward on the control wheel, actu-ally wrenching the controls from thefrozen hands of the left seater. Nearly thefull back stick was quickly applied justprior to impact, with full power still beingdeveloped. We hit on the main gear, veryhard. The throttle was then jerked closedand, having lost all flying energy, rolledout into a grass overrun, still in one piece.

The tower causally asked if weneeded assistance, and I remember mum-bling something about passing the toiletpaper. At this point, my friend appearedto wake up and simply explained thathe had noted the airspeed indicator hadfailed and had aborted the take off.Amazingly enough, this supposedlyexperienced CFI had become soentranced by an apparent airspeed failure(the plane had recently been washed, andtape was left over the static ports) that hewas totally unaware as to what had justhappened. In this case, I had not done aPIC briefing verbally, but had done itsilently, with my feet following the rud-der pedals, right hand touching the con-trol wheel and left hand poised at thepower lever. Mentally, I was prepared tofly the plane, and I did.

Scare stories? No, just reality, onethis writer would experience many timesduring sales demonstration flights. Manyof these flights were flown with experi-enced aerobatic show pilots, who wereassessing the aircraft I represented forshow use. The real pros appreciated athorough PIC briefing. To be sure, you,the reader, may not have had the expo-sure to the PIC issues that this writer hasexperienced, but it is an issue worth con-sidering. Legally, the definition of PIC isnot clear. Litigation has gone both waysin terms of is the qualified pilot in theleft seat always the responsible PIC?CFIs, even if not qualified in the planeand going along as a passenger, havebeen held responsible for an eventbecause they did not speak up.

As a passenger pilot, the readershould never allow himself (or herself) tobe in the position of explaining at a legaldeposition that, I knew something wasnot right, but did not say anythingbecause I was not the PIC. Such ananswer emits the strong smell of moneyto litigating layers. The FARs take theterm pilot in command very seriouslyand so should you, even if you are not in

Editorial: Whos in ChargeContinued from Page 6



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The engine starved and sputtered toa halt in my shaky hands. Afterseveral practice laps in the pattern,my instructor gave me a final handshakebefore neatly buckling his seatbelt acrossthe seat and trotting over to join thecrowd. I entered my focus mode, careful-ly examining my checklist before startingthe engine again and receiving permis-sion from the sympathetic tower operatorto taxi out to the ramp.

Just like I had done dozens of timesbefore, I made sure the plane was fit to flyand promptly received clearance to takeoff. The conditions were beautiful: littlewind, few clouds in the sky, and only sev-eral other aircraft around the airport. Itwas the 4th of July. Of course the condi-tions were perfect.

Hundreds of thoughts raced throughmy head as I began my takeoff roll downthe runway. These were not nervousthoughts about the people watching andthe cameras filming. Nor were theyscared thoughts about damaging the air-plane and hurting myself or someoneelse. All thoughts were about doing mybest to keep the airplane where I wantedit. Quickly scanning my instrumentswhile timing my corresponding controlinputs occupied all of my thoughts.Although in reality my solo was less thanperfect, it felt wonderful to feel myselfand myself alone piloting an aircraftthrough the sky.

But maybe that would be a lie. Inever felt alone, and I still never feelalone when I solo. I remember everythingso many friends in the aviation communi-ty have done to get me to this point. Iremember the names and faces of friendswho have flown west, those whom Ibelieve are still with me, especially when

I fly. Maybe Ive hung around old pilotstoo long. But every time I fly, I thinkabout all the generosity and hard workthat put me in the left seat of that plane.

Working to earn the UpwindScholarship was no easy feat. Writingessays and filming videos at the height ofmy junior year of high school was taxingto say the least, but the pay off has com-pletely overshadowed all of the stress.The Upwind Foundation has contractedwith San Carlos Flight Center to providetraining for us four recipients and sixinstructors with a primary instructor foreach of us conducting training in a rangeof four training aircraft. Quality instruc-tion and learning things the right way thefirst time have taken us this far in fourweeks and will make us competent and

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By Mark Rhodes

By the 1970s, the great comicartist, Alex Toth, (who was muchrevered for his striking, crispwork on comics such as The GreenLantern and especially in animationwhere his work for cartoons such as TheSuper Friends and Space Ghost madehim a pop culture hero for Gen X)became disillusioned by the dark turnthat mainstream comics had taken not tomention tiring of the constant interfer-ence of editors. He also realized that theopportunities for him to continue to dothe kind of work that had become histrademark style would likely diminish.The result of this was that Toth looked toEurope, which had an established tradi-tion of taking comics more seriously pub-lishing graphic albums with characterswho combined super heroic qualitiesalong with psychological complexity.

The result of this was Bravo ForAdventure reprinted by IDW Publishing(www.idwpublishing.com) as part oftheir Great American Comics Series.Bravo was a very deliberate look back toa simpler time in comic storytelling fea-turing a dashing aviator hero improbablynamed Jesse Bravo who was orphaned inhis teens but was a talented flyer workinghis way from Alaska to the Navy toHollywood where his aviation skills anduncanny resemblance to Errol Flynn gothim notice as a stunt pilot, air circus per-former and charter pilot. He met anddeveloped a rapport with Flynn andworked as an aviator in the movies. Thiskind of hero, particularly in the anti-herorich 1970s, was a very obvious throw-back to the kind of uncomplicated,adventure driven characters that Toth

appreciated as a young man such as SteveCanyon.

The plotting ofBravo For Adventureis melodramatic noirish stuff that wouldnot be out of place in an early aviationserial such as The Grey Ghost or The RedAce. Jesse Bravo has ups and downsfinancially, romantically, mechanically,and so on. This is fairly boilerplate stuff,but Toths art elevates the storytelling tosomething memorable. Toth is the rarecomic artist whose work in black andwhite is superior to his work in color,mainly due to his mastery of light, dark,and shadow, which elevates the story,giving it a narrative impact beyond thestory lines.

The back-story of Bravo is convo-luted. The original series didnt make itinto print due to the publishers poorsales and was published here and there byminor comic publishers. This edition is anice reminder and rediscovery of Tothsmasterful work as well as tonic for fansof aviation in popular culture.

BRAVO FOR ADVENTURE CELEBRATESTHE ROMANCE OF EARLY AVIATION

IN GRAPHIC NOVEL STYLE

the left seat. Be ready to offer your left-seat friend help, even if just to look up afrequency or tune a radio. Let your fellowpilot know that you will be pleased to actas a co-pilot, doing whatever may be nec-essary to reduce workload and improvemanagement of the cockpit.

Wouldnt it be great if flying buddies

could get together and openly discusshow Single Pilot Resource Management(SPRM) can quickly become CrewResource Management (CRM) when fly-ing together? In short, if you are a pilot inan airplane, be situationally aware andready to fly that plane. Do not let a lackof someone elses flying skills overrideyour ability to conclude a flight safely.

Editorial: Whos in ChargeContinued from Page 13

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When I think about the aircraftthat populated our flying busi-ness in the late 60s, I realizewhat an eclectic mix of airplanes it was.We had two-, four-, and six-place air-planes, very old airplanes, one almostnew airplane, and even a twin in the per-son of an old Aztec. Each had a role in thebusiness, and each one had a distinct per-sonality that I still remember.

At birth, except for colors andoptional equipment, airplanes are prettymuch identical to the brethren that sharethe production line. In 1977, while work-ing for Cessna, I parked my new 310demonstrator on the ramp at AlleghenyAirport in Pittsburgh while I went insideto meet with someone. I returned a halfhour later just in time to see a gentlemanthoroughly pre-flighting my 310. Iwatched from a distance while he did atextbook preflight inspection. He drainedall the sumps and inspected the fuel sam-ple for dirt or water, he checked the oil inboth engines, then slowly circled the air-plane, poking this and wiggling that.

As he mounted the wing to enter thecockpit, I walked up and gave him afriendly hello and asked where he washeaded. Akron, he said, and I asked if Imight ride along. He looked confusedand asked me why I wanted to ride along.I replied that it was my airplane and thatI should probably stay with it. Then Ipointed to an identical new 310 parkedthree spaces from my airplane and smiledat his embarrassment.

As airplanes age though, they gaintheir real identity in the aircraft world. Anaircraft salesman friend of mine oncewisely observed that when you buy aused aircraft you are also buying its his-tory along with the airplane. What kind ofstory do the logbooks and FAA recordstell? Was it treated kindly by its ownersand by the years? Has it spent time in theopen, or was it one of the lucky ones thatwere tucked away from the elements? Is

there damage history? How has it beenmodified or updated? As the years passand the hours pile up, the aircraft movesfarther and farther from the machine thatit was when it rolled out the factorydoors.

When we started our flight school in1968, we had a very limited budget forbuying trainers, so most of our airplaneswere old when we got them. This turnedout to be a good thing since we didnthave to amortize the cost of new air-planes, which as it turned out, allowed usto sell flying at about half what the otherschools in the area were charging.

As our student business grew, Iloved watching the old airplanes earningtheir keep. We called it gatheringhoney, and the patina of use and agethey wore gave me a feeling of satisfac-tion and of wellsmugness I guess, nowthat I think about it. I loved the fact thatthey could still work and earn money inspite of their age.

The Cub and the Aeronca Champwere 23 years old when we purchasedthem, the Piper Super Cruiser 22, theCessna 172 a relatively young 11 years ofage, and the Citabria, the baby of thefamily, at only three. I had less money inthese five airplanes than the cost of onenew Piper 140. I felt as fortunate as afarmer with five sons.

If the Champ had been a car, itwould have been the one you drove toyour job at the coalmine. It carried themarks of a working life, and in fact itcame to us without refurbishment from aflight school in New Jersey, which hadlost its airport to urban sprawl. It had analmost new engine though, and a heart ofgold too, and it soon earned the nameLittle Willie Fly, which was duly paint-ed on the cowling. In the summer, wetook off the door for climate control, andin winter, we wore insulated overalls tokeep warm, since the heater was no bet-ter than the air conditioner.

I found our Super Cruiser tied downat an airport a hundred miles to the southof us, looking just a little lost I thought, asif it had been retired early and found thatlife boring and wanted to go back to work.

It had been covered with linen, whichthough weathered, was still punching inthe green in spite of having been storedoutside. This airplane too had a very lowtime engine and with our no refurbish-ment before its time program, it wasready to start earning money. It becameour second most popular trainer and afamiliar sight in the sky over Buckhannon,with Charlie Brown painted on the bottomof the wings in giant letters, to create ourvery own aerial billboard.

None of these molting Matildasthough, could hold a candle to our J-3Cub. That airplane redefined the termrough, and took the 1-10 scale rightdown through zero and on up to aboutfive negative. It looked as if a drunkenprospector working at night by lanternlight built it in Alaska during a blizzard.If the FAA had ever taken a more thancursory look at it from a distance, itwould have been grounded until it wasrebuilt. The fabric covering was so baggythat it gave the impression that the air-plane could taxi the first six inches or sobefore the fabric started to move.

Why, you might reasonably ask, didI buy it? I would like to blame the badlight or demon rum or something else,but it was only my bad judgment beingpushed by a need for a trainer and theinstant availability of this airplane. I dontknow, maybe I thought it would growinto its fabric.

Looks aside though, it did its job ofgetting students into the sky, and it soonsported the name Old Yeller on its nose dueto the particularly loud muffler that it wore.

Our 172 was the right combinationof price versus value, and it proved to bea good addition to the flight school. Themore advanced students liked a chance to

move up to a modern aircraft and sinceit had a working radio and (gasp) gyros,it gave us an airplane for the students totake their check rides in. It was however,completely spring loaded and ugly with avery shabby blue paint job.

Several times I overheard mutteringsamong the students and renters thatrevealed the general impression of theairplane was, umjunky. I mention thisonly because I found it interesting thatwhen we had the airplane painted, andwithout doing another thing to it, itbecame to the same pilots, in a perceptionbecomes reality sort of thing, the prideof the fleet, a sweet airplane.

But the Citabria was my baby. Sincedetailing most of the other trainers wouldhave been much like attempting to polish acow pie, this airplane got all of my cosmet-ic attention and ablutions. It fairly gleamedwhen it rolled from the hangar, and themorning sunlight danced on the richHershey Brown dope of the wings sun-burst. No kamikaze bug stayed on the lead-ing edges more than a few hours beforethey were carefully wiped off, and the inte-rior got a vacuuming every few days.

I wonder if it would be possibletoday, nearly a half century after my owngrand experiment in aviation, for a younginstructor to gather a few cast-off air-planes and build such a business. Is therea place in this highly technical glasscockpit, GPS world of aviation for a fly-ing school that ignores convention? Isthere still a niche for a business that ded-icates itself to getting students into the airas inexpensively as possible, using oldairplanes, and flying from a rural airport?

I think there is, and if I could some-how find my way back to my 20s, Iwould happily prove it.


Contrails by Steve Weaver

A HAND-ME-DOWN FLYING SCHOOL

capable pilots by the end of the summer. As soon as it began, it was over, and

I was taxiing off of the runway. Afterreceiving congratulations from bothtower controllers and parking the plane,my shirt was ceremoniously cut, and thetradition continued. Photos were takenand lots of questions asked, but I wasexhausted and still felt like I was flying my feet still didnt feel like they touched

the ground! I felt so proud to finally flythe airplane by myself and to make all ofthe people who have supported me alongthe way proud.

As one pilot friend of mine put it, Ihave joined the brotherhood. In thewords of another, I have joined the ranksof every pilot since the Wright brothers.I felt so great after hearing that and final-ly having my place in the community.Soloing almost felt like the culmination

of everything Ive worked for since I waseight. In a way, it felt like I was finallyreturning the favor for all of the help andsupport given to me by so many people inthe aviation community. Soloing was mydream finally coming true, but a first solois hardly the final step. I cant wait toexpand my piloting abilities and havemore adventures along the way.

Almost ThereContinued from Page 14

By Ruggero Piccoli

The third act of Red Bull Air Race2015 was held on May 30 and 31in the city of Rovinji, Croatia. Onthe original planning, this race shouldhave been staged in Sochi, but during thefirst months of the year, the Air RaceStaff faced financial and organizationalproblems in Sochi due to the situation ofthe international markets, as underlined

by Erich Wolf, General Manager of theRed Bull Air Race,Our partners inRussia are facing extremely highexchange rates. This makes it impossibleto set up an infrastructure fulfilling ourhigh standards and also to provide ourfans with tickets at affordable prices.Nevertheless, we still hope to stage a racein Sochi in the future.

By the way, Rovinji has been for surea good alternative with its beautiful sce-

nario. The small city is a well-knowntourist site located in the central part of thecoast on the Istrian Peninsula. Its pre-Roman origin and the beautiful waters ofthe Adriatic Sea make the city the secondmost popular tourist site of Croatia.Together with the success of last yearsrace won by Arch who beat Bonhommefor just eight hundredths of a second, thenarrowest margin of victory in the sportshistory, these have been good guarantees

to bring the race again in Rovinji for thesecond straight year. The race in Rovinj,the first of four European stops, paid trib-ute to the rich aviation tradition in theregion, which includes nearby Slovenia,Austria, and Italy. For Dolderer and MartinSonka of the Czech Republic as well as forArch, it was also a sort of home race.

As in the past edition, the race trackwas located in the little cove in front ofthe ancient citys hill, but it had some dif-ferences, according to the pilots inter-viewed after the reconnaissance flight,The race track is similar to last years,only its a bit shorter. The big challengein this track was the wind, which can beintense with frequently changing direc-tion, Every time you complete a lap, itslike you are on a different track. You haveto think in a different way; you have touse a different path.

The pilots arrived in Rovinji andwere led by Paul Bonhomme, the topplayer on the overall ranking with 24points thanks to the victories both in AbuDhabi (UAE) and Chiba (Japan) races.Matt Hall, who finished in the secondplace in both the races, scored 18 points.The 2014 champion, Nigel Lamb, fol-lowed at third place with eight points andwill earn points on Bonhomme to defendthe title. The winner of last years raceand 2014s vice-champion, Hannes Arch,is in seventh place with five points due tothe low performance in the first two racesof the season. There are three pilots in thelower part of the rank with zero points.They are Martin Sonka and two rookies,Franoise Le Vot, and Juan Velarde. TheSpanish pilot interviewed during thetraining told us, For us, the challenge isto learn all the skills that are needs tocompete in the master class.

The aircraft were the same as in lastyears race, improved by the techniciansduring the winter stop with minor modifi-cations suggested by the pilots. MichaelGoulian has made the most particularimprovement on his Edge 540 V2 with theintroduction of a lighter canopy, a modi-fied wing, and a shorter landing gear toreduce the air resistance in flight. There arestill unresolved problems for PterBesenyei who is still fighting against thestall problems of his Corvus Racer 540 dueto the thin wings. As he said us, TheCorvus Racer 540 is a good aerobaticplane, but you cannot pull as you wantbecause the wings stall, and this results ina loss of time in respect to the other com-petitors.And during the press conferenceafter the race, Pter Besenyei stated that hewould be flying a new Zivko Edge 540 V3starting from his home race.


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RED BULL AIR RACE 2015


The Challenger Cup

To give the young pilots the chance todevelop their low-altitude flying skills underracing conditions and thus further enhancethe overall safety of the worlds fastestmotorsport series in 2014, the Red Bull AirRace staff introduced the Challenger Cup.Eight pilots participate in the Cup, but onlyfive were flying in Rovinj: Francis Barros(Brazil), Cristian Bolton (Chile), MikaelBrageot (France), Peter Podlunsek(Slovenia), and Daniel Ryfa (Sweden).

The winner of the race was Ryfa, athis first-ever win, with a 1:05.103-minutelap. In second place was Brageot whoflew the lap two seconds slower. Thesepilots have been the only two withoutpenalties. Bolton received two penaltiesfor Incorrect Level Flying and finishedin third place. Slovenian Podlunsek land-ed in fourth place and received a coupleof penalties for hitting a pylon and havingIncorrect Level Flying.

The Master Class Qualification

In the master-qualifying race,Bonhomme demonstrated his good con-dition of the moment, winning the ses-sion and putting a hand on the third sea-sonal victory. With the race formulaintroduced this year, in fact, the positionobtained during the qualifying session isvery important for the final part of therace. In the first stage of the race, calledRound of 14, the pilots are divided intoseven couples and will be matched oneon one; the winner of each match willgain access to the so called Round of 8.In this match, the couples are composedand looking at the qualifying time: thefirst qualified pilot will face the last, thesecond with the 13th, and so on.

Bonhomme and Hall were chal-lenged in the Round of 8. The winnerwas Matt Hall who reached the Final 4.After closing in at third place, Hallreached Bonhomme on the first place onthe rank championship with 25 points.Martin Sonka achieved his career-bestsecond place in the race.

The winner of Rovinji Air Race wasHannes Arch. The Austrian pilot gave tohis numerous supporters the secondstraight victory in Croatia. The two-daycompetition for Arch did not start in thebest way due to a scary pylon strike, whichcould have been catastrophic for him. Thefabric of the pylon, in fact, wrapped aroundthe wing, creating a dangerous situation,but his training and the experience allowedhim to maintain the control and perform asafety climb-out, leaving the track. Archwas able to remove the fabric from the

wing and to land safely at Vrsar Airport.The incident did not affect the pilot,

who arrived at the race in great condition.In Round of 14 Arch won against PterBesenyei, while in Round of 8 heproved better than Nigel Lamb. In theFinal 4, Hannes Arch consecrated him-self as the winner of the Red Bull AirRace in Rovinj, with the best lap in0:54.012 minutes. The second Red BullAir Race was in Budapest on July 4 and5, 2015. The race took place over the

Danube River in front of the Parliamentbuilding, for sure one of the best scenar-ios for the fourth stop of the 2015 season.

Rovinj Race Results: 1. Hannes Arch (AUT), 2. Martin

Sonka (CZE), 3. Matt Hall (AUS), 4.MichaelGoulian (USA), 5. Nigel Lamb(GBR), 6. Matthias Dolderer (GER), 7.Pete McLeod (CAN), 8. Paul Bonhomme(GBR), 9. Nicolas Ivanoff (FRA), 10.Yoshihide Muroya (JPN), 11. Kirby

Chambliss (USA), 12. Peter Besenyei(HUN), 13. Juan Velarde (ESP), 14.Francois Le Vot (FRA)

World Championship Standings: 1. Bonhomme (25 points), 2. Hall

(25), 3. Arch (17), 4. Lamb (12), 5.Dolderer (10), 6. Sonka (9), 7. McLeod (9),8. Goulian (8), 9. Ivanoff (6), 10. Muroya(4), 11. Chambliss (2), 12. Besenyei (2),13. Velarde (0), 14. Le Vot (0)


Red Bull Air RaceContinued from Page 18

By Annamarie Buonocore

In Flight USA: Tell me about yourbackground. What made you want towrite novels?Phil Nussbaum: I have been writ-

ing since I was in school. I wrote a lot ofshort stories when I was younger. As Igrew older and became more involved inprofessional aviation, I began to write

many technical articles. After severalyears in aviation, I felt the need to tap intomy creative side. I also felt that women inaviation were underserved.

IF USA: Tell me about all three ofyour novels. Which ones have been pub-lished, what are the tittles? Can you giveme a brief synopsis of each one? PN: Three have been published so

far, and I have two more in the hopper. Ill

focus on the first one, Lady Mustang. It isabout a well-to-do young woman whowanted to get into vintage aviation. Sheinherited a lot of money. It is a story abouther personal education as well as herexperiences managing people. She had tolearn to get along with various teams. Thestory follows the teams preparations forSusans race as she learns some of lifestoughest lessons along the way.

The second one is Into the Wind. It isabout an English girl in the Air Force.She ends up flying a P38. It is about thetrials and tribulations of fighting war mis-sions. She befriends an American ser-geant who kind of takes care of her, andthey eventually become boyfriend andgirlfriend. She eventually works atLockheed in Burbank, and they like herso much that they wont let her go. Aftera brief stint on the west coast and a whirl-wind cross-country tour for the factory,Lockheed sends her to the Pacific. I left itopen for a sequel.

The third one is called Boise Moon,which is about a helicopter pilot stationedin Boise, Idaho and the trials and tribula-tions she faced in her rescue missions.She spent most of her time in the MarineCorps and never had much time formotherhood. She and her husband adopta young girl with a baby of her own, andshe begins a parallel career of flying andmotherhood.

IF USA: How many pages is eachone of your books? PN: They are all roughly 180 pages.

I designed them for easy reading. You cantake them on a plane trip, and in a couplehours, youll be done. I would like tothink that I have a somewhat concisestyle.

IF USA: In the beginning, you saidthat you thought women in aviation wereunderserved. Can you elaborate on thatand tell me more about why you chosethis topic? PN: Over my years in the business, I

have come to know many women in avi-ation. They were all unsung heroes andnever received much credit for anything.I have known many women pilots, and Iwanted to pay tribute to them. They oftenjust did their jobs while the men receivedfar more pats on the back.

IF USA:You mentioned that you area pilot yourself. Tell me about your flyingcareer. PN: I started out flying in the Army.

When I got out, I worked for GeneralElectric. Then I went back to flying. Iflew for the National Baseball

Association and the Seattle Seahawksfootball team. Then I was involved in thevintage airplane movement. I am retirednow because I am 68.

IF USA: In your book, Into theWind, it talks about how your main char-acters life was shaped by circumstances.Tell me about this main character andwhat you believe about life and circum-stances. PN:Allison Booth is the main char-

acter, and she is a glider pilot fromEngland. One day, the airport called herto fly a mission for a man who was outsick. She did much better than him, sothey did not let her go after that. She didher job in all kinds of weather, and hercrew really took care of her. You neverknow what circumstances will bring. Ineverybodys life, circumstances deter-mine what we eventually become.Perhaps you didnt think you would endup in the magazine business.

IF USA: Who are some othernotable characters in your books, andwhy are they important? PN: In the first book, Lady Mustang,

Frank OBrien is the main protagonist.Hes the technical expert on the mustang.It is the story of how he and Susan even-tually learned to get along because initial-ly, they didnt. There is also an AfricanAmerican man named Smoky who is theglue who keeps everybody workingtogether. Nobody wants to disappointhim. He is eight feet tall and a gentlegiant. Overall, there are 13 characters, butthese are the ones that hold it together.


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WOMEN OF THE WINDAN INTERVIEW WITH AUTHOR, PHIL NUSSBAUM


Author Phil Nussbaum signing one of hisbooks. (Courtesy Phil Nussbaum)


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In Flight USA August 2015

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