October 1 - Fly-Low Publications

Transcription

Sweet Sixteen
Page 18
Savage Cub.... A Tame Beast
Page 16
October 2011 Vol. Issue 8
www.fly-low.com
Ernie Smith,
Pilot
How old is my great grandpa Ernie, he is ninty-three and has just passed
his medical. He is current and flies every other day. I think ninety-three is
pretty awesome to still be able to pass
the physical and fly! He flies out of
Red Oak (IA) where he has lived all
his life. Received his license in 1943.
One thing about Grandpa Ernie… If
we can’t reach him at home… we just
call the airport.
There lives a dedicated pilot in Red Oak, IA, who first began flying in the
40s. His wife offered him a choice for his anniversary present in 1940… A
new pocket watch or lessons to fly. Guess what he chose. Yep, FLYING. He
has been doing it ever since.
Amber Volquartsen
Ernie Smith has flown just about every single engine airplane you can
imagine. Having been in the Civil Air Patrol for many years, hanging around
the airport for sixty plus years, he is well versed in planes and aviation.
Multi-Engine Add-On
PV T, VFR only $1995 * 2-3 Days
PVT or COMM w/Instrument $2595 * 3-4 Days
Multi Engine Instructor (MEI) $1695 * 2-3 Days
25-hour Advanced Multi Course $4695 * 5-8 Days
Part 141 and VA approved Multi Engine courses available | * Contact us for details
Fayetteville, AR: 479 521-9400
Jonesboro, AR: 870 268-1900
email: fyv @ skyventureinc.com
www.skyventureinc.com /multi.html
2
Buy American - Invest in AMERICA
October 2011 • www.fly-low.com
Cover photo by Zlin Savage
Photo this page of Jeff Jones
of Clarksdale MS, in Chipmonk, by Mike Bond
3
4
5
6
.
- Index
- Throttle Forward
- Air Shows
- Air Events by Mail
8
9
10
12
14
16
17
18
20
24
26
28
29
30
32
- Air To Ground
- FAA News
- Steve Bill Air Shots
- Left Seat
- High Flight
- Savage Cub, A Tame Beast
- Emily Warner Honored
- Sweet Sixteen
Publisher: Ralph McCormick
Cartoonist: Rob Pudim
Contributing Writers
Hope Hagan
Steve Bill Hanshew
Pat Purcell
Bob Mack
Bob Worthington
Rose Marie Kern
Bill High
Walt Kessler
Photography - Jo Hunter
- Racing Report
- Vintage
- Texas Pilots Association
- United States Pilots Association
- Kitty The Wingwalker
- FYI: Accidents Report
- Classified
Now representing
Eastern Office
Fly-Low Publications
P. O. Box 10355
WRussellville, AR 72812
+++++++
+++++++
[email protected]
www.fly-low.com
ALL FIFTY STATES!!!
Western Office
P. O. Box 672
Ouray, CO 81427
+++++++
Main Office
479-970-1001
Publisher’s liability for damages resulting from errors in any advertising that is published or from its failure to publish any advertisement that it has agreed to publish shall be limited to the amount actually received by FLY-LOW in
consideration for its agreement to publish the advertisement in question. It shall not be responsible for any consequential damages suffered by any party. All flight information printed in this publication is printed for informational
purposes only and should not be used for navigation. Pilots must determine safe procedures from Federal Aviation Administration sources. Please refer to all FAA publications for navigation. We assume no responsibility for
data, reviews, airport information, safety stories, or advertisements. We do not knowing publish false information. It is the reader’s responsibility to verify any advertised information. Editorials by authors are not necessarily the
view or opinions of FLY-LOW. All rights reserved. Any correspondence with Fly-Low Publications, articles and photography, become the property of Fly-Low Publications. Fly-Low Publications may exit content and images.
www.fly-low.com • October 2011
3
Throttle Forward...
DIVERSITY
Aviation is such a diverse package of tricks. We have Sport to Warbirds, hanggliders to gliders, jumbo
jets to rockets, parachuting and more. If one wants to fly, there is a means available. The ability to
score that solo in any of the above will make one smile. There are organizations to go with each field of
aviation. If one gets tired of a Cessna 172, then move up to a twin or a jet.
The love of one’s life is his wife and kids, but coming in a close third is that plane in the hangar. It gets
scrubbed, flown, and loved. I understand that it may seem crazy, but that plane is an extension of one’s self. The arm with which we expand our horizons,
the tool that give one a sense of purpose, the fresh breathe of air to revitalize.
Lindbergh flew the Atlantic in the Spirit of Saint Louis in 1927, he wrote a book upon arrival back to this country. The book’s name was his expression of
how he felt about that inanimate object that carried his behind over lots of water for 33 hours… that plane became a person to Lindbergh, he called his book,
“We”.
All the more reason to get out and fly… take a kid with you.. and “pay it forward…”
RENO CRASH
We’ve all heard of the crash at the Reno Races. The crash caused a large number of fatalities and injuries. For which, all of us at FLY-LOW Publications
offer our sincere thoughts and prayers.
There will be great debate over the safety of Air Races for the next few weeks (or longer). Reno Air Race official advertising purports the event to be the only
one in the world. This is true. The difference between Reno Racing, SARL Racing, and air shows is dramatically different.
One description that came over the Internet to me compared Reno air racing to air shows as the same as hockey compared to figure skating. They both use
skates and a puck, but they are ENTIRLY different. Thus, the same as a comparison to air racing, and air shows… they both use airplanes and fuel, but the
difference is huge. The FAA handles both differently in the requirements. The last time a spectator was killed at an air show was in 1952, mostly due to the
efforts of the International Council of Air Shows (ICAS) and the FAA. That is without doubt, and awesome record.
I know this seem trite, but the non-pilots and news media are jumping on this with the “gusto of a hound dog on a bone.” Many of our air show performers
are on the Internet and TV trying to give factual information concerning this
crash and others. There was a crash in West Virginia over the same weekend
at an air show that killed the pilot and no spectators. As I said, the FAA does
a super job keeping air shows and air races safe, FOR ALL. As we know,
accidents happen… at this time it appears that the pilot in Reno had no control
over his plane due to and elevator problem… photos indicate that parts (a trimtab) came off the plane at about five-hundred miles an hour and the elevator
was not functioning in the manner it were designed.. With the trim-tab gone,
some estimate the plane surged upward at close to twenty G’s. That rendered
the pilot unconscious as some photos show. The regular media first jumped on
the fact that Leeward (the pilot) was 74 was the cause (one TV reporter had
him at 80 years old). He was actually 74. Age does not appear to have played a
part. The media needs to “cool it” until FACTS come from the FAA. They well
perform the autopsy on the plane parts and report back to us.
News on Monday morning after the disaster from CBS took about three
minutes for the story and all but 15 seconds explaining why it is dangerous to
have air events…. That 15 seconds at the end was a simple sentence like, “I
have heard others say that the air shows and air events are safe and should
continue.” The FAA did report that the tail parts have been found and they
are suspect with proof of photos in the last moments showing the elevator was
askew. Simply stated, “It was a freak accident.”
The most important item up for discussion is the well-being of those who
survived and prayers for them and the families of those who died.
Throttle Forward and Fly-Low…..
4
Air Shows
2011
Date
Sept 30-Oct 2
Oct 1-2
Sept 24-25
Oct 1
Oct 7-9
Oct 8-9
Oct 8-9
Oct 8-9
Oct 8
Oct 15-16
Oct 15
Oct 15-16
Air Show
Location
MCAS Miramar Air Show
Fort Smith Regional Airshow
Sheppard AFB Airshow
Livermore Open House & Air Show
Biplanes and Zeppelins
The Great Georgia Airshow
San Francisco Fleet Week
Commemorative Air Force
Holloman AFB Open House
2011 Air Amistad
Flight Test Nation EDW
NAS Lemoore Central Valley Airshow
Date
Oct 15-16
Oct 23-24
Oct 23
Oct 23
Oct 29-30
Oct 29-30
Nov 4-6
Nov 5-6
Nov 5-6
Nov 5-6
Nov 11-12
Nov 12-13
Nov 12-13
NKX
FSM
SPS
San Diego, CA
Fort Smith, AR
Sheppard AFB, TX
Livermore, CA
Virginia Beach , VA
FFC
Peachtree City, GA
San Francisco, CA
MAF
Midland, TX
HMN Holloman AFB, NM
DLF
Laughlin AFB, TX
Edwards AFB, CA
NAS Lemoore, CA
East Kansas City Airport
www.3gvairport.com
816.229.8868
Wings Over Houston Airshow
Amigo Airshow
Ft Worth Alliance Air Show
Los Alamitos Army Show
Randolph Air Force Base Airshow
Sertoma Cajun Air Festival
Warriors & Warbirds Veterans Celebration
Cocoa Beach Air show
NAS Jacksonville Airshow
MacDill AFB Airfest
Blue Angels Homecoming Air Show
Aviation Nation
Stuart Airshow
Turkey Mountain
Airport
Fuel Available 24/7 - 100 LL and Jet A
“Your ONE STOP to anywhere, because we are on the way!”
Close to Napoleon
Located on the Kansas City
VOR (ANX)
Sectional and L-10 & L-27
Easy in and out, no dealing
with Kansas City Class B
Air Show
MO00
Shell Knob MO
Near Blue Springs, MO
and near restaurants and
hotels.
Midwest Aircraft Services
Maintenance & Annuals
Antiques to turbo-props
Subscribe
today
Fly-In Schedule
2011
Location
EFD
BIF
AFW
Houston, TX
El Paso, TX
Ft Worth, X
Los Alamitos, CA
RND
San Antonio, TX
LFT
Lafayette, LA
EQY
Monroe, NC
Cocoa Beach, FL
NIP NAS Jacksonville, FL
MCF
MacDill AFB, FL
NPA
Pensacola, FL
LSV
Nellis AFB, NV
SUA
Stuart, FL
Sat. Oct 29
11 AM to 2 PM
Chili
$5
Final Fly-In
for 2011
No Rain Dates • No "Pilots-Eat-Free" (sorry), held in the Old Cafe.
For additional information call: Judy at 417-858-6345; Cell 417-671-1832
[email protected].
Sat. July 30
NAME: 8 AM to Noon
In-the-Bag Omelet
ADDRESS
$5
CITY:
Sat. Aug 27
8 AM to Noon
In-the-Bag Omelet
$5
STATE:
ZIP:
Two years for only $26.95
or One year for $18.95
Sat. Sept 17
11 AM to 2 PM
Send
a Check
MO00
Burger or
Money Order to Fly-Low Publications
P.O. Box 10355 Russellville, AR 72812
Air show dates compliments of ICAS - www.airshows.aero
5
Air Events
By Mail
October 7-9
October 1
Mountain View, AR – Wilcox
Airport (7M2) – Ercoupe Fly-In
(Other fliers welcome). Lots of
activities planned in this beautiful
community known as the Folk Music
Capitol of the World. See Ozark Folk
Center and the Blanchard Springs
Caverns, possible fly-out for dinner
to the Parachute Inn ( a restaurant
inside a Boeing 737) at Walnut
Ridge (KARG). Bluegrass picking
and grinning on the square in the
evenings. Information http://www.
Flippin, AR – Valley Airpark (61AR) arkmoercoupe.info/ArkMoErcoupe/
Third Annual Valley Airpark Fly-in Mountain_View_2011.html @ 5:00 PM. Approach mid field from north to a right downwind for 10 or a
left downwind to 28. Information: Ed
Ludtke [email protected]
Shell Knob, MO – Turkey Mountain
Airport (MO00) Hangar Talk 8:30 –
10:30 AM Free coffee and donuts every
second Saturday in the Red Hangar
Beaumont, KS – Beaumont Hotel by the parking area. For additional
Airport (SN07) Monthly Fly-in information call: Judy at 417-858Breakfast Land on the nice grass 6345; Cell 417-671-1832 http://www.
runway and taxi right up to the turkeymountainairport.com
Syracuse, KS – Syracuse Hamilton
County Municipal Airport (3K3) 17th
Annual Antique & Classic Fly-in.
Experimental, Warbirds, Powered
Parachutes - everyone welcome. Chili
cook-off lunch provided by Chamber
of Commerce. Contact information:
Steve Phillips 620-384-5835 email:
[email protected]
October 1
October 8
October 1
front of the hotel. Good food and
many
aircraft.
Contact:
gm@
hotelbeaumontks.com or Phone: 620843-2422
October 1
Aurora, MO – Aurora Municipal
Airport (2H2) Aurora Fall fly-in. Join
the fly in fun. Young Eagles Rides.
Door Prizes. Static displays. Music.
Bounce House for the kids. Breakfast
8 AM-11 AM & Lunch 11 AM – 3 PM
Free for fly in pilots. Contact Justin
Richmond phone 417-678-3000 / 888745-1221. www.flyauroramo.com 6
October 8
The Mississippi Aviation Heritage
Museum will be conducting their 3rd
annual Cruisin› The Coast Fly-In
and Fly-By In conjunction with the
week long - Cruisin› The Coast car
show event( www.cruisinthecoast.
com ). On October 8th many aircraft
will fly the Mississippi Gulf Coast›s
27 mile coastline at 500 feet agl
while more than 30,000 vintage
automobile enthusiasts watch below.
The event is free to all participating
aircraft.
departure
will
be
from Gulfport / Biloxi International
Airport (GPT) at 3:00 pm
October 8
Vera, OK – Sky Haven Airpark Sellmeyer Field (OK01) Fly-in; Drivein. Lunch provided @ 11:00 AM;
Candy Drop, Sky Divers; Poker Run
($15.00 entry fee). Location is ¾ mile
East of Highway 75 at Collinsville,
Oklahoma. Questions – email Bob@
aircraft-specialties.com or gary.
[email protected]
October 14-15
October 29
Shell
Knob,
MO
–
Turkey
Mountain Airport (MO00) Chili
lunch fly-in 11:00 AM – 2:00PM
$5.00 per person. For additional
information call: Judy at 417-8586345; Cell 417-671-1832 http://www.
turkeymountainairport.com
November 5
15th Annual Elm Creek Airpark
Gainesville, TX - host the Texas Fly-In, Elm Creek Airpark (ØTX6),
Seguin TX, 10 am to 3 pm. Spaghetti
Antique Airplane Association Fly-In
Lunch at noon. $7 per person. Raffle
at 1:30 pm - 2280›x80› turf, Multicom
122.9 San Antonio Sectional Airport
ID ØTX6 Contact: 210-862-8389
15th Annual Elm Creek Airpark [email protected]
Fly-In, Elm Creek Airpark (ØTX6), http://groups.yahoo.com/group/
Seguin TX, 10 am to 3 pm. Spaghetti ElmCreekAirparkFlyIn/
November 5
Lunch at noon. $7 per person. Raffle
at 1:30 pm - 2280’x80’ turf, Multicom
122.9 San Antonio Sectional Airport
ID ØTX6 Contact: 210-862-8389
[email protected]
http://groups.yahoo.com/group/
ElmCreekAirparkFlyIn/
Send your event
information to
[email protected]
Air Mail
involved in all aspects of the
transformation, including
involving our Veterans, our
youth, and teachers, as well
as the private sector, and
the military. U. S. Postage
2 Cents
FLY-LOW Publications
P O Box 10355
Russellvile AR, 72811
Tail Wheel
Endorsements
(PA-18-105S)
JCS.LLC
Jim Sheppard
Little Rock Arkansas
602-705-3482
Dear Ralph,
The
Mississippi
Aviation
Heritage Museum,
has
just purchased our first aircraft, a
1952 Martin 404 airliner. We plan
to restore her for static display or
to be returned to flying status. It all
depends on funding. The aircraft is located at the
Gulfport / Biloxi International
Airport (GPT) and we are looking
to move her to a restoration place
close to the airport. We have receive
numerous letters from civic, business
and community leaders, in support
for the purchase. We been given land
to store the aircraft by a citizen, and
the city, as well; how cool is that?
Our plans are to get our community
Since the devastation of the
Mississippi Gulf Coast at the
hands of Hurricane Katrina,
It is the commitment of the
Board Of Directors of the
Museum to continue it’s
master plan. The museum
will be a boost to the economy, a place
for entertainment, and the Martin
404 will serve as the
stepping-stone
for
many great things to
come.
Sincerely
Francisco Gonzalez
President
Brown Condor Association
601 299 2816 mena aircraft
& Blair
painting
Air Interiors
Aviation, Inc.
Serving Northeast Arkansas
Since 1973
Inside & Out Restoration With One Stop!
Discount For Both Paint & Interior!
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www.menaaircraftpainting.com
[email protected]
Mena, Arkansas
For Outstanding Quality & Service Call
866-243-9996
www.sharpaviation.com
Aircraft Sales
Single & Multi-Engine
Maintenance
Major & Minor Repairs
870-935-3880
3001 Earhart Drive. • Municipal Airport • Jonesboro, AR
7
Air
to
ATC Training vs. Movies
Just about any professional probably
gets annoyed when they watch a
movie or TV series that touches on
their profession – and the details are
just plain wrong. Take the movie
“Die Hard”. Supposedly, a group of
terrorists are able to hack into the
ATC approach control at Washington
Dulles Airport. They proceed to turn
off the frequencies for a lot of aircraft
that are in a holding pattern – then
the audience is supposed to assume
all pilots are stupid enough to hold
for nearly an hour without talking to
ATC.
In my experience, pilots in holding
patterns are anything but quiet.
Movies
depicting
Air
Traffic
Controllers transferring from one
facility to another and immediately
sitting down to work a position
unmonitored is equally ridiculous.
There is actually quite a bit of
training involved whenever we
change facilities.
Center,
Tower
and
Flight
Service specialists all begin in the
classroom.
They are required to
study all the navaids, airways,
airports, air traffic procedures and
regulations, frequencies and airspace
requirements pertinent to their area
of responsibility (AOR).
Air Route Traffic Control Centers
(ARTCC) are split into geographical
specialties, each containing from 5
to 10 high and low altitude sectors.
Controllers familiarize themselves
with the general picture for the entire
ARTCC airspace and study their
specialty in greater detail. They have
8
Ground
to know basic information concerning
each airport, traffic management
patterns, military and civilian
approach controls, restricted airspace,
and minimum safe altitudes.
the trainee has time to orient himself
with the equipment and procedures.
This allows the instructor to point out
techniques and options for various
situations.
When the trainee is
ready, he is plugged into heavier
The airspace studied by Tower traffic times. Normally the trainee
and Approach Controllers is smaller works through and checks out on one
geographically (with the possible position at a time.
exception of SoCal Approach in
California), but their knowledge
The OJT instructor plugs his
of the area is more detailed. They headset into the override on the
must know the complexities and trainee’s position. This allows him
options of their approach and to key up and take over should the
departure procedures, the ground trainee falter. He then sits behind the
traffic movement on the airports, the trainee monitoring every word with a
locations and services of government clipboard in his hands. I remember as
offices and FBO’s on the airport.
a new trainee at Albuquerque Center
I made the mistake of calling a Marine
Flight service specialists are aircraft “Navy”. Unfortunately for
required to know much the same basic me, the instructor was an ex-marine.
information as the Center and Tower Clipboards make a really loud noise
controllers, plus they are required when they hit the top of the chair
to be certified in interpretation of behind your head.
weather for use in pilot weather
briefings by the National Weather
In the ARTCC environment the
Service. When they change facilities training team may decide to work on
they study weather variations for just one or two sectors at a time and
their new AOR as well as geography move on once the trainee is certified.
and area specific knowledge packages. For instance, the trainee may work
a low altitude section first, then the
Prior to working operations, a high altitude above it then move on
training team meeting between the to the rest of the sectors until he is
specialist’s supervisor, a training certified throughout his specialty.
department
representative,
the
primary instructor and secondary
At the Towers, OJT frequently
instructor is held with the specialist. begins with flight data and clearance
After a few weeks of classroom time, delivery, then moves to ground
the trainees sit with specialists control, local control (what the pilots
actively working the position for a call “tower”) and then to departure/
period of time to observe and become approach control.
accustomed to the methods used.
Flight Service basic functions
On the job training (OJT) usually include preflight briefing, flight data,
begins during off peak traffic so that and radio.
Some specialists also
[email protected]
By Rose Marie Kern
take extra training to become flight
watch certified. In addition to their
initial training and evaluation, FSS
specialists are subject to continuous
random assessments from the
National Weather Service, and the
FAA as well as the Lockheed Martin
quality assurance branch.
Obviously a transferring specialist
will not have as much to learn as a
fresh new trainee because the basic
control techniques and regulations
have already been ingrained, but it is
rare that a transferee is fully checked
out and working a position alone
within a month of coming on duty
and depending on where he is, it may
be as much as three to six months.
Frequently the specialist has come
from a lower level facility and is
taking on the challenge of greater
and more complex traffic in order to
achieve a higher paycheck. Tower
controllers move more than others for
that reason.
So the next time you watch the
movie “Always” where the young
lady is working a level 1 tower in the
middle of nowhere, and a few months
later she is working approach at a
busy airport, then back to a level 1
tower by the end of the movie…feel a
little skepticism.
Rose Marie Kern has worked in ATC
since 1983. To ask questions you can
contact her email at
[email protected].
FAA News
FAA Updates Flight
Training Regulations
FAA Issues Revised
Cessna AD and Cirrus
SAIB WINGS Changes
This change will take effect
with the next launch of
enhancements to http://www.
On Aug. 26, 2011, the FAA issued a faasafety.gov/, tentatively scheduled area, we hope to generate increased
revised Airworthiness Directive (AD) for the late evening of September emphasis and understanding of this
vital part of flying. An increased level
for select Cessna 150/152 models 14th.
of awareness of Risk Management
as well as a Special Airworthiness
principles will have a positive impact
Information Bulletin (SAIB) for
Based on a recent analysis of
Cirrus Models SR20, SR22 and accidents in the years 2008, 2009, on the number of accidents by General
SR22T. The Cessna AD addresses and 2010, and in accordance with Aviation pilots.
a required change to the rudder paragraph 4 of Advisory Circular
stop modification kit. To allow for 61-91J, WINGS – Pilot Proficiency One of the advantages of the
full rudder travel, new kits will use Program, we have revised the automated WINGS Program on
longer rivets and allow for material required subjects at the Basic level FAASafety.gov is the dynamic
to be removed from the rudder horn of the WINGS Program. By adding nature of the requirements. When
assembly. The AD is available at Preflight Planning, Risk Management, an area that deserves greater focus
www.faa.gov/regulations_policies/ and Fuel Management as a major is discovered, we can address that
airworthiness_directives/. component of the Knowledge 3 subject
Cont’d on page 11
The Cirrus SAIB addresses an
airworthiness concern for a possible
asymmetric flap and flap actuator
overextension condition in the
abovementioned models. The FAA
recommends owners perform the
actions of Service Bulletin 2X-27-16
R1 at the next scheduled maintenance,
These
amendments
become annual inspection, or within the next
effective Oct. 31, 2011. To view the 12 months. final rule, click here or go to www.
federalregister.gov/a/2011-22308. In an effort to enhance safety, respond
to changes in the aviation industry,
and reduce unnecessary regulatory
burdens, the FAA published a final
rule, which amends regulations on
pilot, flight instructor, and pilot school
certification. Among the amendments
in the rule published Aug. 31 is the
ability for student pilots to train
concurrently for both the private pilot
certificate and instrument rating,
and for flight schools to apply for a
combined private pilot certification
and instrument-rating course. In
addition, the rule will: Allow pilot
schools to use internet-based training
programs without requiring schools
to have a physical ground training
facility; revise the definition of
“complex airplane;” and allow the use
of airplanes with throw over control
wheels for expanded flight training.
The final rule also amends the FAA›s
procedures for converting a foreign
pilot license to a U.S. pilot certificate. www.fly-low.com
Clarksville Municipal
Airport
Discount Fuel Pricing
EVERYDAY
Aircraft
Maintanence
86
29
on Field
call
479.705.1250
Clarksville, Arkansas
GARMIN changesIntroducing
the course
the GTN 650 and 750 Series
of aviation yet again
Relieving the Aches
and Pains of Aging GA
Aircraft
Aging is a fact of life that humans
and aircraft alike must face. However,
whereas humans are better able to
heed warning signs of an impending
health issue, aircraft are less likely to
divulge any critical details of an age
or fatigue-related ailment. But with
the right tools and a proactive plan of
inspecting and maintaining, you can
help keep your aircraft safe and sound
for years to come. The article “Too Old
to Fly?” on page 25 of the new issue
of FAA Safety Briefing examines this
very issue and provides readers with
number of tips and resources to help
owners keep their aircraft young,
spry, and able to fly. Paul Gauthier
501.975.9360
[email protected]
Since 1939
1501 Bond Avenue / Little Rock, AR / 72202 / 800.888.JETS (5387)
9
Steve Bill’s Air Shots
By Steve Bill Hanshew
I Get.... NO RESPECT!
[email protected]
Green Dragon Shows Leesburg, OH 937.780.6343
me. Tower told me to call this number I want the pat down. How’d I know
when I got on the ground; it was the she was Salvation Army – could have
suicide hotline. See what I mean; no been the bell.
respect.
Flight Attendants; can’t fly with
them,
can’t fly without them. I told
My wife, oh she loves pilots. She
one,
“Hey
you look cute”. He slapped
was waiting at the terminal the other
me.
I
told
another
she looked good for
day, smiling, jumping, and waving.
her
age.
How’d
I
know
she was 85?
I wasn’t even scheduled to fly. I told
But
seriously,
they
do
a
great job. I
my First Officer that my wife was a
even
had
one
compliment
my
landing.
real peach. Why, every morning she
Told
me
I
got
rid
of
her
hiccups.
As a flight instructor I was so poor would wake me with eggs and coffee.
I used to go down the flight line He said, “Me Too.”
Mechanics; don’t get me started.
pulling bird’s nests out of cowlings for
Brother,
do they have it out for me.
breakfast.
They say you make big bucks in the
I
told
him
there’s a screw loose in
airlines. Brother, what they don’t
the
seat
and
he stuck a replacement
I told this guy I was going to give know. A passenger caught me going
sticker
on
my
forehead. I walked out
him a BFR. He says now I know what through the cabin after the flight and
to
the
airplane
with a screwdriver and
that means: BE FOR REAL.
complimented me on my attention to
he
screamed,
“Put
down the weapon.”
detail. Hey, I was looking for loose
I told an instrument student I change. I even had to buy an imitation
The same for rampies, hey, I told the
was going to demonstrate a PAR of a fake Rolex.
guy
the plane’s got a forward C.G. He
approach. He said with your handicap
gave
me a slimfast. I told the fueler
I wouldn’t try it.
I just got back from my flight
to
put
10 aside and he told me he
surgeon. He’s ok. He told me to turn
already
had 20 down I wouldn’t make
Yeah, can you imagine, I applied my head. I said do you want me to
it
back
alive.
to be a Gold Seal Flight Instructor cough? NO, but the view’s better.
and they sent me a subscription to
I told the kid to make sure and
Mortuary Monthly. I tried dusting
My Chief Pilot thinks I’m great. He
deice
my tail…well you know what
crops. I ran out of Swiffers. I got a called the TSA and tried to get me
happened
next – No respect, zip,
skywriting job for a casino. They fired on the ‘Pilot No Fly’ list. As far as
nada.
Brother,
if it weren’t for bad
me as soon as I finished “You’ll like the TSA goes, they’re OK. Hey, a hot
luck.
our slots.” They said my “O” looked number in a uniform does it for me.
too much like a “U”.
No respect. That’s it – None. I’m the
They said they were going to induct
Rodney Dangerfield of flying. I mean me into the National Aviation Hall of
it. No respect. No respect. Since I was Fame. I showed up in a coat and tails
a kid I wanted to fly. I wanted to fly and they gave me a broom and mop.
so bad my Dad threw me out of the
window. We lived on the 14th floor.
The only checkride I ever passed
first time was with a narcoleptic
Mom said pilots work long hours examiner. He told me I was too stupid
and fly thousands of miles from home. to fly. I told him I wanted a second
When do you start?
opinion. He said ok, you’re ugly too.
I was in the Air Explorers for three
hours. I got lost.
I tried skydiving because they told
me it took cojones. They weren’t
kidding. My first jump I landed
straddle of a barbed wire fence. Boy
did that take cojones. I think they’re
still there.
I tried to get a job as a lineboy at
the local airport. The manager hired
me to sit in the hangar to scare off
Starlings.
Oh, they loved me at flight school. I
was so dumb. I kept wondering why a
snap roll didn’t come with glaze.
My first flight instructor got out and
told me to go do three inverted flat
spins. I’m the only guy to ever do a
departure stall on the ramp; yeah, no
respect.
I ordered a Bose headset. It came
It took me two years to find out that back voice canceling.
it was your shirttail they tacked to
the wall when you solo. I guess my
I tried to get an airline job. The
underwear is still up there.
interviewer asked, “Where do you see
yourself in the next five minutes.”
The only endorsement I ever got
from my Instructor was that I could I was so poor flying for this 135 that
fly with my eyes closed and then he my flight bag doubled as a Sam’s Club
said, “So should your instructor.” See, tote.
no respect.
The only real money I made was
I’m so popular with the FAA there’s when the passengers gave me a
an FAR with my name on it. No twenty to get them a bus ticket.
kiddin’.
Oh brother, controllers they love
10
In Aviation, We’re The
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FAA News
Cont’d from page 9
subject almost immediately.
A new syllabus has been written
for
training
providers,
course
providers, and seminar presenters
and is available now on FAASafety.
gov. We will add additional activities,
courses and seminars to the list of
available credit items over the next
several months.
Runway Status Lights
What
Are
Runway
Status
Lights? Runway Status Lights
(RWSL) are a series of red inpavement lights that warn pilots of
high-speed aircraft or vehicles on
runways. They operate independently
of Air Traffic Control. Runway Status
Lights have two states: ON (lights are
illuminated red) and OFF (lights are
off) and are switched automatically
based on information from the
airport surface surveillance systems.
RWSL will improve airport safety by
indicating when it is unsafe to enter,
cross, or takeoff from a runway. The
RWSL system has two types of lights.
Runway Entrance Lights (RELs) are
installed at taxiways and Takeoff
Hold Lights (THLs) on runways. Runway Entrance Lights Runway
Entrance Lights (RELs) are a series of
red in-pavement lights spaced evenly
along the taxiway centerline from the
taxiway hold line to the runway edge.
One REL is placed before the hold
line and one REL is placed near the
runway centerline. RELs are directed
toward the runway hold line and are
oriented to be visible only to pilots
entering or crossing the runway from
that location. RELs that are ON
(illuminated red) indicate that the
runway ahead is not safe to enter or
cross. Pilots should remain clear of a
runway when RELs along their taxi
route are illuminated. Lights that are
off convey no meaning. The system is not, at any time,
intended to convey approval or
clearance to proceed into a runway.
Pilots remain obligated to comply
with all ATC clearances, except when
Offering the Best in
Aviation Insurance
AVIATION IS OUR PASSION!
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compliance would require crossing
illuminated red RELs. In such a case,
the crews should hold short of the
runway for RELs, contact ATC, and
await further instructions.
Takeoff Hold Lights The Takeoff
Hold Light (THLs) system is
composed of red in-pavement fixtures
in a double row on either side of the
runway centerline lighting. Fixtures
are focused toward the arrival end
of the runway at the “Line Up and
Wait” point and extend in front of
the holding aircraft beginning 375’
beyond the runway threshold and
extending for 1,500’. Illuminated red
lights provide a signal, to an aircraft
in position for takeoff or rolling,
that it is unsafe to takeoff because
the runway is occupied or about to
be occupied by another aircraft or
ground vehicle. THLs that are ON
(illuminated red) indicate that the
runway ahead is not safe to takeoff.
Pilots should refuse takeoff clearance
if THLs are illuminated. Red THLs
mean do not takeoff. Whenever a
pilot observes the red lights of the
THLs, the pilot will stop or remain
stopped. The pilot will contact ATC
for resolution if any clearance is
Cont’d page 27
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11
The Left Seat
By Bob Worthington
The Dreaded Annual
A friend of mine recently had the
annual for his C-172. It cost $700. I just had my C-182 RG annual
completed and it cost $13,233. This
may be why aircraft owners dread
annuals; for those of us with older
planes, we just do not know what it
may cost.
First, some words on what an
annual is. In the FARs, Part 91.409
Inspections (a) states an aircraft
must be airworthy to be flown and
an inspection testifying to that fact
must be accomplished within the
preceding 12 months. Part 43.7
explains who has the authority to
conduct the inspection and deem
that aircraft airworthy and able to
be flown (returned to service). Part
91.403 clearly states that it is the
responsibility of the owner or the
operator to maintain the aircraft in
an airworthy condition. While most
of us pilots are not qualified by the
FAA to conduct and sign off on these
required annual inspections, it is our
duty to insure they are done and done
correctly.
What is the purpose of an annual? This can be legally confusing. The
above FARs mandate that only an
airworthy aircraft can be legally
flown. To insure that an aircraft is
airworthy, an inspection must be
conducted every 12 months (or sooner
if other repairs or maintenance has
been performed on the aircraft). Part
43.13 declares that the inspection
should be in accordance with the
manufacturer’s maintenance manual
(and other cited references). Part 91.7
Civil
Aircraft
Airworthiness,
addresses
both
airworthiness and safety. Paragraph
(a) says no one can operate a not
airworthy aircraft. Paragraph
(b) proclaims that it is the pilot’s
responsibility to insure that an
aircraft is safe to fly and is airworthy.
12
While there are other parts of
the FARs (and manufacturers’
instructions) that provide guidance
on what must be done to render an
aircraft airworthy; it is fairly clear
that what the FAA is saying is that
the plane should be in the condition
that the manufacturer envisions as
safe to fly.
There is an old saying in aviation
that the older the plane and the
cheaper it is to acquire it, the more
expensive it will be to maintain it. My friend with his 172 might disagree
with this. The opposite of this is
that the newer the plane, the less
expensive it will be to maintain. This
isn’t always true. In 1993 I bought
my first (and only) new airplane, an
American General Tiger. Less than a
year into ownership the FAA decided
that the connecting point between
wings and fuselage could be too loose
and needing a shim to correct this
danger. My plane needed a shim for
each wing, which involved removing
them and this repair was covered
by the new plane warranty. At the
same time that I discovered I needed
to get this expensive fix to keep it
airworthy, American General went
out of business. So I had a worthless
warranty and the shim fix came out
of my pocket on an eight month old
plane.
My current plane is a 1981 Cessna
182 with retractable gear. It was
rebuilt six years ago (rebuilt prop,
factory reman engine, new panel with
new avionics and communication
equipment, new interior and exterior. The engine has 925 hours on it and
the airframe has 7376 hours. In
2010, I flew it 140 hours and between
annuals, it flew 147 hours. My
annuals come in two parts. First,
the inspection to determine what is
wrong and then the repairs to render
it airworthy again.
[email protected]
This year thirty-nine discrepancies
were noted. Some were little such
as loose screws and cracks in the
plastic. Others were big such as a bad
cylinder and a broken prop spinner
and bulkhead. Some previous timelimit inspections such as transponder
and static system had expired. Other
parts were simply worn out, such
as a spark plug, ELT battery, some
gaskets, plastic interior trim, etc. Some engine probes were also worn
out, wheel bearings needed repacking,
brake parts needed replacing, and the
autopilot glide slope antenna coaxial
cable needed replacing.
In six years and almost 1000 hours,
many parts that needed replacing,
were original to the plane that is
thirty years old and has almost 7,400
hours of flying time on the airframe. The inspection, alone, cost $1700. The
overhauled cylinder cost $1175. The
wobbly spinner cost $2961 to fix. The
total parts came to $7147. The labor
was $4386 (and that include two test
flights and having the plane delivered
fifty miles back to my airport).
What my maintenance shop does
is to conduct the annual inspection. Then, emails me a list of all the
deficiencies with a notation whether
the problem must be fixed to become
airworthy (like out of spec, worn,
brake linings), recommended it be
fixed (such as an expired biennial IFR
certification), or those problems that
do not have to be remedied (such as
cracked plastic interior trim).
Then I call the shop and we discuss
what needs to be done and what is
recommended be done. We consider
options (new cylinder vs. rebuilt or
new prop spinner vs. a used one in
excellent condition). Decisions are
made.
While cost is seriously considered,
safety and the workload the plane
will be undertaking in the immediate
future (IFR 3000 to 6000 mile trips all
over the US) determines what will be
done, if choices are available.
My plane is certainly used, flying all
over the country and in IFR weather
so I want it to be in the best condition
possible. That costs money and if I
want to continue to fly when and
where I do, I have to pay the price. The day after the annual, we took
a weeklong 2300-mile trip and the
plane performed flawlessly. While I
bemoan the $13,000 annual, I do not
begrudge the maintenance people
because they keep me airworthy and
flying safely.
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Midwest Aircraft Services
Maintenance & Annuals
Antiques to turbo-props
Friggin Flying Facts
By Dan Fregin
9:1 NOTAM’s
One nice summer Sunday
early afternoon, I looked around,
sniffed the air, knew there was no
fog in the Bay area, jumped in an
airplane and headed toward San Jose
at about 5,500 feet. Since this took
me in the area of Travis AFB, and I
liked to look at the big stuff parked
or operating there, I took a heading
that would go just to the west of
midfield. I could see the field from
about 25 miles north. But at about 15
miles north I saw a spiraling smoke
trail going straight up, way thru my
altitude, almost as if they saw me
coming and wanted to warn me…….
of the air show in progress.
I had not called in for NOTAMs.
They had to have had a temporary
restricted area from ground to
however high that F-whatever
climbed straight up to.
9:2 Ice Drop
One summer evening we
were invited out to Black Butte Lake
to water ski before the sun set. The
people already out there were going to
stay overnight and spend part of the
next day there before coming back to
town. But they were running low on
ice. I had a quick flight early the next
morning so I thought I might drop a
bag of ice to them. My plan was to
approach quietly at idle, drop the sack
of ice from above 500 feet to be legal,
glide a bit farther off shore, and then
add power so as not to offend / scare
/ wake up anyone. That part worked
well, but I got a call from them later
saying the park service had asked a
lot of questions about something that
sounded like a large-bore rifle shot. It
was the sack of ice hitting the water.
9:3 Questioning the
Examiner
Maybe about one of the
nicest ladies around the airport
finally decided to take her private
pilot flight test in June of 1992. She
started flying in September 1985, had
taken the written (98%), let it lapse
and retook it (100%).
During the oral test, a question
about ‘C’ airspace came up. She knew
that a transponder and encoder were
needed to fly over, but not under, this
airspace. The examiner had it in his
mind some other way. She stood by
what she knew, so he had to look it up
and found that she was right.
She was in her late ‘70’s!!!
Sat. November 12, 2011,
World’s Oldest Free Fly-In &
Air show, Fairview Municipal
Airport, Fairview, OK Air
Show 1 pm, 580-227-3788.
Free breakfast to those who
fly in 7-10am
9:5 Wingtip Scrapes
I had recently finished getting
a student ready for the flight test and
he went off to Quincy in our 172 to do
it. It was a nice Saturday and when
he came back at mid-afternoon, some
of us were sitting in the lounge area. I said that I would be able to tell by
the way he parked the plane and
walked in whether he had passed. He didn’t seem quite as happy as he
should have been, so when he came
in the door I asked him what he got
caught on.
was fairly crowded. As the examiner
was offering suggestions over Unicom
of where to park, the right wingtip got
against a hangar. They looked things
over and decided the plane was OK if
the pilot wasn’t too rattled.
He passed the ride but was
really upset about damaging the
plane. All that happened to the plane
were a few scratch marks on the nav
light retainer, and I told him I was
going to leave it just like that for preflight inspection training material. I
think the scars are still on the hangar,
too.
Editor’s Note: This is an excerpt
from Dan Fregin’s book, Friggin.
Containing his life experiences while
It turned out that lots of flying.
pilots had decided to fly to Quincy for
breakfast that morning and the ramp
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13
High Flight!
By Bill High
Learning and Understanding
[email protected]
CFI CFII DPE FAASTeam Rep.,
A recent article in this Fly-Low
caught my eye. The article written by
Radek R. Wyrzykowski and titled “A
Change is Necessary.” Radek hit the
nail on the head. I agree with 99%
of what he said with one exception.
His article addressed the instruction
problem; “for a pilot to gain the hours
needed to be employable, he must
first become a flight instructor.” True,
not everyone can instruct, that’s a
fact. The reward in this case is logged
time; the instructor is simply building
time toward his career goals. Are
they really interested in teaching?
I believe the reason most flight
instructors leave the training field is
the lack of reward.
The basic teaching methods are
rote, application, understanding and
correlation. Rote is simply repeating
something over and over again until it
is memorized. Application is applying
what is memorized to the process
and hopefully understanding will be
achieved. Correlation is taking all
that has been learned and applying
it to each situation resulting in an
expectable action or reaction. At a
recent DPE meeting we were allowed
time to voice our concerns about the
learning environment. After several
hours of discussion it boiled down to
correlation.
Understanding and correlation are
the weakest areas of learning. Does
the student understand how applying
certain knowledge to a situation
achieves a result? Do they understand
how that knowledge intertwines
throughout the entire process? Most
applicants are great when it comes to
giving me the correct rote answer, but
do they really understand why taking
this action applies to that situation?
Let’s take one of my questions from my
oral exam check ride: If we know our
indicated airspeed and have adjusted
it for calibrated airspeed what
14
information must I have to determine
my true airspeed? The rote answer
is Density Altitude or Temperature.
BUT do they understand why and
how this affects the aircraft? If I ask
them what are the effects of density
on the aircraft? Most applicants reply
with a rote answer, but do they really
understand why and how? Do they
see and understand the reasons for
this knowledge? While testing I could
use a child’s questioning process
WHY? WHY? WHY?
The FAA has great training manuals
but the some of the information is
antiquated and needs to be updated.
If a flight instructor applicant studies
the manuals, memorizes and tabs the
important information; he has some
basic understanding of the principles
and with persistence can pass his CFI
check ride.
Mr. Wyrzykowski has proposed a
National Flight Instructors Academy;
this is where I disagree with him. Why?
It adds another layer of bureaucracy
to the process. What is needed is a
reward system that really means
something to the instructor. What
keeps good instructors in the system?
Adequate pay, based on the quality of
students he turns out. Titles like Gold
Seal and Master Flight Instructor
look good on resumes, but do they
really make a better instructor? NO!
I know several Gold Seal instructors
and they aren’t any better than non
Gold Seal instructors.
Most new instructors have less
than 400 hours under their belt
when they start teaching. Sure they
have achieved a major goal, but are
they really ready to instruct? I know
when I received my CFI rating I spent
hours studying before each lesson.
Yes, I had a lesson plan, but was I
confident in my ability? Evidently
not. I think one element, which made
me a better instructor, was training
foreign students. I had to be creative
and come up with simple ways to
make a student understand who could
barely speak English and then must
understand the language of aviation.
I spent more time studying than the
students.
My first three years as a flight
instructor I worked at a school in
Texas. Pay was poor based on the
actual time I spent with the student.
If I hadn’t loved teaching so much I
would have left. The time spent with
the student was what I billed, the
school took their cut and I received
the rest. If a student did not show,
I wasn’t paid. Colleges don’t take
this approach to teaching, why do
flight schools? This isn’t fair to the
instructor.
Today, when someone calls me and
asks me to instruct I usually get a
shocked response when I tell them
I get $60 dollars an hour to instruct
with a 2 hour minimum. Why this
response? Because the industry has
set a standard of acceptable prices for
instruction. No one thinks it’s wrong
to pay a golf instructor $50 to $75
dollars an hour for golf lesson. The
golf instructor has very little liability,
but a flight instructor has a great deal
of liability. A good flight instructor
will save the applicant money in the
long run.
What can we do to keep quality
instructors in the system? A better
working environment, better pay
and rewards for those instructors
that turn out high quality pilots. The
FAA needs to weed out the inactive
instructors. In most cases I don’t
approve of the CFI renewal clinics.
There may be some benefits of the
clinic but mostly I see a group of
inactive instructors who simply want
to keep that rating. Most people
who want to learn to fly are excited
and want to learn but there is little
guidance to aid in choosing a good
instructor.
Instructors are like doctors some
are better than others. How many
of us take the doctors word as the
truth without question? Like a
doctor, the student must trust the
instructor’s knowledge and believe
in their abilities. Many students
are frustrated when the CFI cancels
their lesson on a regular basis. I don’t
know how many times an applicant
has said this; Jim is my 5th or 6th
instructor. WHY? Usually these are
CFI’s chasing a career; they are not
interested in teaching as much as
earning money. Sorry, but you know
it’s true.
The system need to change, not only
the FAA but also the flight schools
need to change. Flight schools have
operated basically the same way the
last 50 years. Flight instructors are
paid the same way. The curriculums
are all the same thus the results are
the same. I’m not saying to eliminate
the low time flight instructor but give
him a reason to become the best he can
be. If his goal is to move on to a higher
level, then the instructor’s priority is
in the wrong place. I know there is no
glory in being a flight instructor but
to the students you are a hero, an icon
who is looked up to and admired
.
I take a great deal of pride in the
hundreds of students and applicants
that I have helped achieved their
goals. I love to spend time with the
applicant after the check ride is
over and give them pointers to make
flying a pleasure. I’m often surprised
that the knowledge I’m giving them
is something the instructor didn’t
take the time to teach. It’s all in the
details. Details make the difference
between a good instructor and a great
instructor.
Ralph, pls change two things, on the bottom
half of the picture change it to read “Learn
with some of the best! Let Matt Younkin or
any of our other qualified flight instructors
expand your piloting abilities.” Also on the
bottom change the e-mail contact to me
instead of Danny Hendricks, make it
[email protected].
Flight Training
Unusual Attitude Recovery
Spin Training (CFI Endorsement Available)
Tail-wheel Training & Sign-off
Also I need to have this in the next edition or
if you can’t, remove our flight school add till
you can. It was pointed out I show the school
as a 141 school & we have dropped that level
of approval and need not advertise it. Let me
know what you can do.
Dave
Learn with some of the best! Let Matt Younkin or
any of our other qualified flight instructors expand
your piloting abilities.
All types of flight instruction and rental
available.
Located at Bentonville, AR (KVBT) and
Springdale, AR (KASG).
Check out Matt Younkin at
www.younkinair.com
479-254-0817 [email protected]
Fly-Low remains the number
one read magazine in
outhouses everywhere
Even out west.
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15
Savage Cub,
A Tame Beast
With modern materials and techniques, the Savage Cub and its siblings actually handle much better than the
original Cub, and are lighter, tougher and more durable. Extended landing gear, bush wheels, floats and skis are
available for all Savage models.
Bill Canino, President of SportairUSA, noted that, “The off-runway capabilities of the Savage line, especially
the Savage Cubs, are impressive, mimicking the performance of the SuperCub, but in a brand new airplane
priced about the same as a good used PA-18. The Savage Cubs are also much less expensive to operate.”
The new “Bobber” is offered as a personal aircraft, customizable to express the personality and preferences of
the owner. Zlin Aviation has taken the idea from the motorcycle community, where a custom “chopper” (called
“bobbers” in Europe) is in high demand. For example, Zlin offers 15 different color options for the engine alone,
20 colors options for the fuselage, 8 types of high-quality leather upholstery, and much more.
SportairUSA, the American marketer and distributor of light sport aircraft, announces price reductions in the
entire Zlin Savage line of aircraft. The tough, versatile Savage Cub is now available in America for $78,790,
ready-to-fly including shipping, fees and registration. “Zlin Aviation builds one of the world’s most popular lines
of Cub fly-a-likes” said Bill Canino.
Cont’d next page
16
LSA Buyers
North Little Rock Municipal Airport
(KORK) August 22: To promote
fleet safety, SportairUSA, the
American marketer and distributor
of light sport aircraft, now offers free
transition flight training and afree
aircraft safety check to purchasers of
used Sting, Sirius, and Savage light
sport aircraft.
Pilot Pioneer Emily Warner Honored
Named as One of Denver’s “Women Who’ve Changed the Heart of the City”
“We have always provided free
transition flight and ground school
training to our new aircraft buyers”
said Bill Canino, CEO of SportairUSA.
“To help maintain the safety of the
fleet, as our aircraft enter the preowned market, we have decided to
offer the same service, plus a free
aircraft safety check, to buyers of used
Sting, Sirius and Savage airplanes.”
It doesn’t matter who you buy from,
bring your airplane for a free safety
check and get a factory approved
checkout for your own personal flight
safety program. SportairUSA will
provide up to five hours of transition
flight and ground training with its
experienced CFIs and A&Ps, and will
issue a course completion certificate
for your insurance company.
at the Smithsonian
Institute, she described
how she overcame
discrimination
from
an unlikely source.
“I didn’t think the
stewardesses would be
a problem,” Emily said,
“but they were more
reluctant to accept me
than the pilots.” To
remedy the situation,
she decided to show
up early for her flight
and make the coffee.
Once the stewardesses
realized it was Emily
that made the coffee
for the rest of the crew,
she was in.
That story characterizes the softspoken, intelligent style Emily used
to charm her way into the exclusive
airline pilot men’s club. She didn’t
tear down doors; she knocked on
them politely, but persistently, until
they opened.
Emily’s biography, “Weaving the
Winds,” by Ann Cooper Lewis, is
available from Powder Puff Pilot at
www.Powder Puff Pilot.com or 888801-6628.
Photo: Emily Howell Warner,
America›s first airline Capt.
About SportairUSA
SportairUSA is located at the North
Little Rock, Arkansas, Municipal
Airport (KORK).
SportairUSA, LC, is an FAA
certificated, CFR Part 145 Repair
Station. The company also distributes
the ForeSight® EVS, and is the North
American distributor for composite
low wing Sting and high wing Sirius
aircraft, the Savage Cub, Cruiser
and Classic, the aerobatic Snap!, the
SeaRey LSX amphibian, Woodcomp
and DUC propellers. For more
information go to: www.sportair.aero
Download the
current issue of
FLY-LOW
from
www.fly-low.com
Aurora, CO - On September 16,
home-grown hero Emily Howell
Warner was recognized among four
“Women Who’ve Changed the Heart
of the City” at Denver’s historic
Brown Palace Hotel. At the event, a
tea honoring remarkable “Women
Who’ve Changed the Heart of the
City,” Emily shared the spotlight
with philanthropist Janet Elway;
a champion of families touched by
autism, Betty Lehman; and former
Colorado First Lady, Frances Owens.
The event raised funds for Denver
Rescue Mission.
At the afternoon event, Emily shared
her story of perseverance, diligence,
and excellence that earned her the
status of America’s first female pilot
for a major airline, and first female
airline captain. Charmed by Captain
Emily’s grace and astounded by her
achievement, the ballroom crowd
listened intently as she told of how
she won acceptance from aircrews in
her early days at Frontier Airlines.
Dressed in her airline captain’s
uniform, a replica of the one on display
17
Sweet sixteen..
How SWEET can it be?
“Youth Sets World Record Flying On 16t
The line up o
airplanes
18
th
Several months ago, during a winter conversation, it was mentioned that
Dillon could solo many different planes on his birthday. From that seed
grew his idea to do it all with conventional geared planes more commonly
known as “taildraggers”. This older design is known among pilots to require
more training, attention, and skill than today’s tri-cycle geared planes.
Barron Aviation, one of Michael Barron’s companies specializing in
these vintage planes and their flight training, agreed to sponsor Dillon
with his effort. Not only would his first solo flights be in taildraggers,
but most would be with vintage radial engines and two of the planes
would be twin engine!
Birthday”
During the months leading up to this day Dillon Barron, his father
Michael, and the Barron Aviation crew worked many full days and late
nights repairing several planes damaged during a storm earlier this
spring. Also on the work list was the newly acquired North American AT6A purchased as salvage from a landing accident. The last two aircraft
were returned to service just two weeks prior to the big day! This didn’t
leave much extra time for training; so much of Dillon’s initial instruction
took place during challenging wind conditions. The day after final assembly
and inspection of the AT-6A was completed; Dillon’s father took it up for a
30-minute test flight then immediately began with instruction. To Dillon’s
surprise, he found the plane a pleasure to fly.
Everyone woke to rain and advancing storms on Saturday morning, June 25th.
Closer inspection of the weather radar revealed some breaks in the advancing
front and the decision to preflight all the planes was made. Both Dillon and
his father seemed quite confident they could work around the weather and
still complete the flights. A little after 9 am all of the planes were serviced,
inspected, and flight ready. It was time to begin this great adventure!
Cont’d on page 23
of solo
s.
19
October Race Report
By MIke Thompson
Race Day for the Tennessee Air Race turned out to be nice and cool, with just a touch of ground fog, which we knew would burn off before launch. It was a
wonderful change from several months of triple-digit temperatures down in Texas, and I was just happy to be there.
It was nice to drink coffee and watch the sun come up. Of course race planning was complete, with forecast winds overlayed on a course map and leg
altitudes decided. The only trick remained to stick to the plan during the race. That’s not as easy as it seems, especially when the plan called for a climb.
More folks showed up and clustered around the different aircraft, inspecting
latest mods or discussing mods yet to be done. The Tullahoma hosting team
had laid out a fine welcome the night before, and just never slowed down.
T h e
brief went
smoothly,
questions
w e r e
answered,
and it was
time
to
saddle up.
We had a
new type
in
the
field,
an
aircraft patterned after the Beech Staggerwing and called a Lionheart. The
Lionheart was a very nice... well.. staggerwing biplane with retractable gear.
We wondered how fast he really was; his registered speed was 200 MPH but
he looked faster than that, except that was a big round engine hanging off
the nose, so we’ll see. We quickly found out how fast he was when he passed
us halfway to Turn 1. We were knocking down 210 and he slowly but surely
passed on the left. I hate it when that happens!
The Lionheart finished the race at 216 I believe.
It was a nicely laid out course. The turns were just acute enough to keep
your attention, and we executed the race just as planned; Hi - Low - Low- Hi
- Low – Finish even lower, on the deck, blowing by the timers with a grin and
Cont’d next page
20
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a wave.
No one else passed us and we passed
no one - never even saw another
race plane after that Lionheart
disappeared ahead of us.
We hit all the turns right on and
executed them nice and tight, but in
the end we finished third in our class.
Not an impressive showing, but a
good time nonetheless.
Lunch and the awards ceremony
topped off the day before final fueling,
handshakes all around (hugs for
the ladies) and the launch for home.
Tullahoma, Tennessee did it up right
and it will be a pleasure to race again
there next year in the Tennessee Air
Race II.
Photo above: Lionheart - The
Lionheart sandbagged us and ran 16
MPH faster than we expected
Far left: Race17 - “Best Paint Job”
award.
Top right page:
TullahomaMorning - Calm and foggy
Race Day morning
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21
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22
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Download the current issue..
New website with racing magazine download.
Sport air racing, the best!!!
www.fly-fast.us
SWEET
SIXTEEN,
HOW SWEET
CAN IT BE?
fly this plane for the last ten years,
and now it was going to be flown by
a student pilot in crosswinds and
rain! It didn’t help when wind gusts
and a subsequent balked landing
forced Dillon to go around for another
approach and landing. While the go
around prompted a confident chuckle
with an “atta boy” from his father, no
one has been able to confirm John’s
eyes were open! This flight tied the
Dillon chose the Cessna 170-B for recorded world record for “the most
his first solo flight. A logical choice conventional geared aircraft soloed in
for him as his first plane ride was one day”.
in a 170. Now, 16 years later and
Things were starting to look
no car seat, he is going to fly one by really
ominous
to the north! A peek
himself. Dillon is also in the process
at
the
weather
radar
showed a large
of repairing and restoring a Cessna
front
of
storms
moving
into the area.
170-B for his first plane.
Some
of
these
storms
topped
50,000
feet
with
large
hail
reported.
There
After several pictures Dillon and his
would
only
be
time
for
one
more
flight
father climbed in, buckled up and fired
before
the
storms
hit
the
Hannibal
up the polished relic. A traditional
warm up flight was made then the Airport. Confident he would resume
father climbed out and sent the son on flying after the storms passed; Dillon
for his first solo flight. His takeoff was elected to fly the Cessna 195 modified
textbook perfect, but no sooner than with a 915 cubic inch Jacobs engine.
Dillon was in the air, the rain began This plane, nicknamed “Bart” is used
and the wind changed directions. by the Rapid Descent drop zone for
This seemed to be no surprise to the skydiving.
young aviator. We heard him make a radio call announcing the change Cake and conversation were enjoyed
in his traffic pattern and he circled inside the hanger while the planes
around to make a beautiful landing in got thoroughly washed by the passing
the opposite direction. Greeted with a storms. Many of Dillon’s friends
handshake and hug from Dear Old and family were there for the day’s
Dad, he had completed his first solo festivities, or possibly for the six
different birthday cakes prepared by
flight!
his grandmother, Marilyn!
For most student pilots this would be the climatic point, however, After two hours of Midwestern
there were still 6 more beautiful monsoons the rain began to subside
vintage planes waiting for their turn and thoughts again turned to the
with young Barron. The next lovely remaining three gleaming planes; two
lady would be a 1952 Cessna LC- twin-engine classics and a World War
126-C, polished and painted in the II advanced fighter trainer. These
were saved for last both as the most
bright Arctic Rescue colors.
challenging and favorites of a young
The wind and rain were vintage airplane enthusiast.
picking up when the plane taxied out As Michael climbed out of the
but this would be nothing new for this
family’s
beautifully restored 1944
seasoned bird. It turns out neither
Beechcraft
C-45H and watched it
would be of any consequence for Dillon
taxi
away,
he
realized this would be
either. He made what would be the
the
first
time
he
had ever seen it fly
best landing of the day. The only way
from
the
outside.
The polished plane
we could tell when the plane touched
with
its
sleek
lines
along with the
down was the spray behind the main
sound
of
two
throaty
radial engines
wheels from the water on the runway.
brought
goose
bumps
to
his arms and
The bright colors set against dark
legs!
“That
will
never
grow
old” he
skies and the unique sound of a radial
said
as
he
turned
and
walked
back
engine, what an impression!
toward the spectator group. Knowing
With the cross winds picking this particular plane offered the most
up Dillon’s grandfather John, was significant challenges for his son, and
getting nervous. His plane was next, the winds were now 15 gusting to 20
a beautifully customized bright red miles per hour, he watched intently as
1950 Cessna 195-B! No-one except it came in for another sweet landing!
his son, Michael, has been allowed to As his instructor, even his father was
impressed with his son’s handling of
this plane. This also showed on the
young man’s face as he exited the
plane down the airstairs. A new level
of inner confidence had been achieved!
Along with this boosted confidence
came a serious warning from dad; “do
not give these next two planes any less
attention or respect, they will bite you
if you let them!” With the respected
advice of his father he diligently
worked his way around and into his
next twin engine Beechcraft, a G-18S
used at Hannibal for skydiving. An
avid skydiver as well, Dillon has more
takeoffs in this plane than landings!
None the less, both were stellar.
He is down to one final plane, his
favorite, the one he has worked so
hard on the last four months, the
North American AT-6A! The T-6
series, also known as the SNJ series
by the Navy, was used throughout
World War II as the advanced trainer
for fighter pilots. As the last plane
they would fly before being sent out
in their assigned single seat fighter,
the design and flight characteristics
were made similar to the fighter
planes of the day. This particular
plane was manufactured in 1942 and
used by the military as well as several
subsequent civilian owners. One of
these owners was William P. Lear,
of the “Learjet” family, which “Lear
Field” (Hannibal Regional Airport)
is named after. Prior to conducting
this plane’s test flight, the last time
Dillon’s father had flown in one was
in his father’s T-6 at the age of three.
With only thirty-minutes less T-6
time than his instructor, young
Dillon looks very at home as he taxis
away with his dad standing along the
taxiway. Lulled into a relaxed state by
Dillon’s precision throughout the day,
not many people noticed the gear was
not down as he turned a rather brisk
final approach. This however did not
escape the eye of his grandmother,
also a private pilot. While everyone
else enjoyed the graceful fly by,
her heart rate was just beginning
to return to normal! After one last
beautiful landing Dillon Lee Barron
was greeted and applauded by a very
proud group of friends and family!
At the end of this eventful day,
Dillon had more than doubled the
recorded world record, got to fly some
of his dream planes by himself, and
had six different kinds of cake!
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Vintage
THOSE BAD BAD BREWSTERS
Side Slips
By Walt Kessler
Luck was with Pappy Boyington.
He was flying Curtiss P-40s and not
the Brewster Buffalo. Have you ever
heard of the Brewster Buffalo? Many
haven’t. Here might be the reason
why.
the Brewster fighters were escorting RAF squadron of American pilots but
Bristol Blenheim bombers and the they preferred the Hurricane fighter.
Blenheim had to throttle back so the
Brewster’s could keep up. American
The RAF sent Brewster’s to the
pilots were considered “lost” even Far East, and they thought as the
before they took off in their Brewster’s American’s did, that the Jap Air Force
and they were almost suicide wasn’t anything to worry about. How
Boyington was based in Rangoon for missions.
wrong they were. The Jap bombers
a while along with the RAF. One night
while eating in the Mess, he inquired
about how alerts are sounded when
the Jap’s arrived overhead. “Usually
from the east. Two Brewster’s will Mitsubishi A6 M2 Zero Sen
Brewster F2 A3 Buffalo
take off and head west, flown by 5300 lbs
Weight, loaded
7160 lbs
British pilots. You could not blame 950 hp
Power
1200 hp
them,” he was told.
330 mph
Maximum speed
300 mph
22 lbs/sq ft
Wing Loading
34 lbs/sq ft
The worst carnage was at the 1900 miles
Range
900 miles
beginning of the battle of Midway, Two 20 mm cannon
Armament
Four ‘point five’
June 4, 1943, when Marine Squadron and two 7.7 mm
machine guns
MF-221 on its first combat mission, machine guns.
(0.5 in, 12.7 mm).
sent up twenty five fighters, most of
them Brewster Buffalos.
As the very first monoplane for the were faster than the Brewster and
US Navy, the Brewster’s competitor many Brewster’s were picked off
They were attacking 107 Jap was the Grumman Biplane. The upon takeoff. In one incident, a flight
bombers and 36 escorting Zero Brewster was built far to strong, its of three did intercept Jap bombers
fighters, 19 Brewster’s were shot tubby shape akin to a fat raindrop. but of the twelve guns, only one was
down in less than a half hour. The The Saratoga was the first carrier working. Yes, even the Australian’s
pilots were demoralized as the island’s to accept the Navy squadron flying flew the Brewster in Malaya in 1941
defenses were just about wiped out.
the new Brewster’s. With the Navy and they were all destroyed within
landings came many gear collapse. three months.
The American Volunteer group, Navy pilots were blamed for the
before
sailing,
told
Boyington landing gear collapse with the shock It was discovered only one Brewster
that in the Far East the Japanese of the arrested landings.
survived the fall of Singapore,
aircraft were antiquated junk.
Malaya and the Dutch East Indies.
Plus, all the Japanese pilots wear
Brewster officials said it was really
corrective glasses and can’t fly worth the fault of “ham-fisted” Navy pilots
UNICOM 122.8
a damn. Another fallacy was when and that there was nothing wrong
5000’ X 75’ RUNWAY
the American magazine Aviation, with their landing gear.
VOR 111.6 (MON)
in 1941, informed readers that the
LOCATED 4.7 MILES SOUTHEAST OF AIRPORT
Japanese had the worlds highest
The navy would have given up
accident rate and trained fewer than on their Brewster’s except that the Lowest Fuel Prices - 24 Hour
a thousand pilots a year. Japanese fighter they really wanted was the
for 100 LL & Jet A
fighter pilots were actually superbly Grumman F4F Wildcat, but it wasn’t
trained and experienced from battles ready.
Finally, the Navy rejected
Credit Card System
over China and Manchuria, flying the Brewster for carrier flying and
HOURS: 7:30 A.M.-4:30 P.M. MON-FRI.
Zeros, a beautiful built light fighter.
turned them over to Finland to fight
against the Russians. Nobody liked
The Brewster was called a big barge, the plane. The British thought it was
heavily armor plated with guns of quite hopeless for fighting Me-109’s in
small power. There were times that Europe. They tried to give them to the
Comparison Table
Mitsubishi & Brewster
KLLQ
24
The victorious Japanese shipped it
home for tear down and testing. One
wonders what they thought of it.
Remember, the Finns also received
Buffalos - to fight the Russians. They
liked them. However, their Brewster’s
were the earlier models, much lighter
and with an improved Wright Cyclone
engine, that didn’t over heat. The
Finnish fighter pilots were excellent
and the Red Air force pilots were not.
Plus, the Russians were still flying
biplane fighters.
Thank God for American production
that brought us the P-51’s, the P-38’s,
the P-47’s and yes, even the P-40’s.
In the 44 months from Pearl Harbor
until the Jap surrender on August
15, 1945, American industry turned
out 274,684 airplanes of all types. In
the 37 years from the first flight up to
1940 less than 40,000 airplanes were
produced in this country.
The Buffalo’s of our World War II
fighter force finally became extinct.
References: Wikipedia
ELLIS FIELD
AWOS 133.32
n
Lear
ly
To F
870-367-4450
FULL SERVICE JET A
COURTESY CAR
PILOT LOUNGE
MONTICELLO, AR
X
Monticello Airport
KLLQ
LEE COUNTY PORT AUTHORITY
SEEKING EXHIBITORS
Aviation Day 2011 will be held
Saturday, Nov. 5, 2011, at Page Field
(KFMY - Fort Meyers, FL) from 10
a.m. to 3 p.m. The Lee County Port
Authority is looking for exhibitors
who would like to display and/or sell
aviation-related memorabilia or show
NOTICE
All FBO fuel prices
advertised in FLY-LOW
are subject to change
anytime during the month.
all advertised aviation fuel
prices are accurate at
press time. For up to date
fuel prices call the FBO.
their aircraft at the event. We are not Stories” about aviation history
in Southwest Florida, character
looking for food-related vendors.
appearances, clowns, face painting,
Aviation Day is a free, annual demonstrations by airport police and
community event that promotes fire departments, refreshments and
education and awareness of the more. Aviation Day 2010 attracted
aviation industry in Southwest more than 6,000 visitors so this
Florida. This year, the main attraction event provides excellent exposure for
will be a P-51D Mustang, which exhibitors.
began its service at Page Field Army
Base in 1945. In addition, visitors can Exhibitor/sales booth space is free
also view a four-engine, completely and will be housed under a large
restored DC-7B that was delivered to tent. The Port Authority will provide
Eastern Airlines in 1958 and was one a table and two chairs for each
of the last commercial piston-engine participant under the tent and will
planes built before the advent of the work with individual vendors based
on requirements and space.
jet age.
Other attractions will include
experimental, antique and general
aviation aircraft exhibits, airplane
and helicopter rides, children’s
activities including a giant slide
and bounce houses, WGCU “Untold
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We Salute You!
For more information about this
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at 239-590-4504. Space is limited, so
call today!
From all of us at FLY-LOW
NORTHWEST
ARKANSAS
AVIONICS, INC
Serving You Since 1988
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25
Texas Pilots Association News
Don Smith, President
President
Don Smith
2107 Emerson Lane
Denton, TX 76209
940 387-5126
TFRS AND UNIVERSITY FOOTBALL GAMES
part of ATC.) They don’t get nervous
if you are talking to them and are in
radar contact. That is, unless you
do something really dumb like fly
straight over the stadium or make
sudden turns or altitude changes
When football season starts, there without being cleared to do so.
is another whole set of TFRs that
all
should
be
easily
crop up in large numbers; Division I This
Intercollegiate football games. You accomplished. However, there are
might get better acquainted with two tricks that lurks to grab you. The
them because your likelihood of starting time of the game is posted
encountering one is vastly greater.
widely, and ATC knows. But the
ending time is variable. Worse, there
The stadium capacity, not the is no mechanism for ATC to find out
attendance, of over 29,999 paying when the game is over. No one is
customers triggers a TFR, which charged with telling them. Not only
encompasses a 3-mile radius that, air controllers are forbidden
around the stadium to an altitude (under harsh penalty) to listen to
of 3000 ft. AGL, one hour before the radio or watch TV, so they have
no way of knowing when to close the
and one hour after the game.
TFR. So, if there is a TFR in the area
If you plan to fly through one, file you’re flying, stay in radio contact
VFR with flight following or IFR, if with ATC. It could get important.
that is a possibility. Stay in radio
At DTO, it is easy. The UNT
contact with ATC (all towers are a
Everyone knows, in the back of their
mind, about TFRs at large crowd
gatherings. We’re familiar with large
stadiums like those for MLB, pro
football, and NASCAR racing.
T
Vice-President
Charli Lamb
4701 Carlyle Dr
Fort Worth, TX 76132
817 292-4533
[email protected]
stadium (max capacity 30,800) is close
to the airport, placing most of the
TFR inside the DTO Class D airspace
where you are required to be in radio
contact anyway and where you show
up on the tower radar even if you’re
not on flight following.
Trick number two. There are so
many football TFRs that the FAA
does not give them anywhere near the
publicity accorded other TFR events.
The TFRs for last weekend were not
posted on the FAA web site until the
day of the game. Other TFRs are
posted well ahead of time, but the
notice given for football TFRs is a lowpressure operation, leaving a heavy
part of the load on the individual pilot.
Penalties might not be low-pressure.
So, the bottom line is, football TFRs
President Don Smith
Vice President Chuck Huber
Second VP Charli Lamb
Treasurer Don Jakusz
[email protected]
Secretary-Treasurer
Donald Jakusz
1196 Valley Oaks Dr
Lewisville, TX 75607
972 316-0097
[email protected]
are easily dealt with, but not easy
to find out about. If you’re near a
division I stadium or intending to fly
near one, get the home game schedule.
Avoiding it or flying through it is easy,
but only if you know the details.
All this is extra stress for ATC.
They’ll work well with you, and
they’re good at their job. Help them
help you.
Of course, you could buy tickets and
go to the game.
TEXAS PILOTS ASSOCIATION
Membership Application
Name__________________________________Spouse____________________________
Address_________________________________________________________________
City, State, Zip___________________________________________________________
Phone (Home)____________________________ E-Mail Address____________________
Enclosed; $20.00 One year Full Membership: Includes Associate Membership in United States Pilots Assoc.,
Texas Pilots Association,
Mail to: TEXAS PILOTS ASSOC.
Visit us at: Texaspilots .org
& subscription to FLY-LOW.
1196 Valley Oaks Drive
Lewisville, TX. 75067
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26
OctoberSubscribe
2011 • www.fly-low.com today!
888-572-3322
888-572-3322 888-572-3322
or 479-646-0747 (Ft. Smith, AR)
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FAA News
in conflict with the lights. Lights
that are off convey no meaning. The
system is not, at any time, intended
to convey approval or clearance to
takeoff. Pilots must still receive an
ATC clearance to takeoff. RWSL
are in operation at DFW, SAN, LAX,
BOS, and MCO. The system will be
operational at PHX, IAH, SEA, IAD,
and LAS in 2012 and will be installed
at 23 major airports nationwide by
2016.
Straighten up and fly
right!
The round-out in a small airplane
is a slow, smooth transition from a
normal approach attitude to a landing
attitude, gradually rounding out the
flight path to one that is parallel
with, and within a very few inches
above, the runway. If you flare while
the airplane is drifting or in a crab, it
will contact the ground while moving
sideways. This can impose extreme
side loads on the landing gear, and if
severe enough, may cause structural
failure. The most effective method to prevent
drift in primary training airplanes is
the wing-low method. This technique
keeps the longitudinal axis of the
airplane aligned with both the runway
and the direction of motion throughout
the approach and touchdown. We
encourage you to visit this topic in
more depth in Chapter 8, Approaches
and Landings, in the Airplane Flying
Handbook, which is available online
at www.FAA.gov. The direct link is:
http://www.faa.gov/library/manuals/
aircraft/airplane_handbook/media/
faa-h-8083-3a-4of7.pdf
Editor›s
Note: Download
the
September/October 2011 issue of
Safety Briefing here: www.faa.gov/
news/safety_briefing/. Produced
by the FAA Safety Briefing editors,
http://www.faa.gov/news/
safety_briefing/ Address
questions
or comments to: SafetyBriefing@
faa.gov. Follow us on Twitter @
FAASafetyBrief
or
http://www.
twitter.com/FAASafetyBrief.
MAKE YOUR PLANE TAX DEDUCTIBLE
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while writing off your flying expenses.
Call Ron at 417-339-1195 for complete details.
Retired Airline Captain
download a copy
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Morrilton Municipal Airport
Annual Fly – In
October 8, 2011
If Rain, Date will be October 15, 2011
10:00 AM to 1:00 PM
#1 Airport Road
BDQ
Morrilton, AR 72110
501-215-7920
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25 papoose st., south fork, co 81154
719-873-5457
trucks will be shipped c.o.d. plus shipping.
Morrilton Airport Commission
Refreshments will be served
24 Hour
Credit Card Fuel System
Self – Serve
20 cents a gallon discount on
all Fuel day of fly-In only
27
united states pilots
association news
Having fun with your airplane.
Jan Hoynacki
Executive Director
[email protected]
417.338.2225
OFFICERS
Bob Worthington - President
Steve Uslan - VP Public Relations
VP Safety Education - Bruce Hulley
Secretary - Duane Smith
Treasurer - J. C. Zalog
www.uspilots.org
From the President
structures for our affiliate states and any other GA association. At the
our chapters. Ideally, it would be same time USPA also did what it was
great if we could come up with a dues- urging its membership to do, USPA
As this October USPA News is free membership status but we do not began writing to the members of
being typed, it is mid September and know if this is possible. The president those federal committees that would
the fall fly-in to Springfieldis still over of the Texas Pilots Association, Don have some say into user fees. User
a week away. Yet, as you are reading Smith, will chair this committee. fees, as a potential threat to GA faded
this, in early October, the meeting is During our Springfield meeting, Don away (for now at least).
actually over. Therefore, while we will select his committee members.
In August, USPA alerted all
cannot report on the meeting, we can
Often,
pilots
question
the
value
members
of the potential al Qaeda
indicate what was on our agenda.
of
belonging
to
USPA. In
addition
threat
to
GA
around the time of the
to
sponsoring
FAA
WINGS
safety
tenth
anniversary
of 9/11. In this
During our annual meeting next
alert,
we explained
May in Branson, we will hold elections
what
could
happen
of our officers. We have five positions
and
presented
options
open, as noted above in our list of
for
heightened
current officers. The nominating
security at smaller
committee chair is Bruce Hulley of
local airports. By midColorado. If you are interested in
September, nothing
becoming a candidate for any office
has happened. This
please contact Bruce at 303 344 2843
alert was sent out to
(home) or 303 261 4428 (office) or
our members in early
[email protected].
August, a full month
seminars
around
the
country
and
before
the
FBI
and
the Department of
General Aviation (GA) is facing
holding
fun-filled
fly-in
meetings
Homeland
Security
issued a similar
some tough times now. The number
around
the
country,
(Lawton,
OK;
alert
publically. And
USPA sent this
of active GA pilots is growing smaller,
Branson,
MO;
Hot
Springs,
AR;
out
several
weeks
before
any other
there are less student starts, and
Baton
Rouge,
LA;
and
Springfield,
GA
association
did.
those of us who do fly, are flying fewer
hours. This is the time when the IL are some recent trips). During membership in any GA organization our fly-ins, we conduct our business USPA tries to protect our ability to
becomes most important. Only one but also take in the sights of the area fly in the US and we offer ways to
out of every five hundred people in community and get to taste the local make flying safer. This is what we
do. Everyone in the USPA leadership
the U. S. is a pilot so we are a much- cuisine.
and management positions is a
endangered species and number-wise
The
meat
of
what
we
do
is
to
fight,
allvolunteer. The officers do their jobs
are very small. Belonging to several
out,
to
protect
the
ability
of
flying
in
and our excellent Executive Director,
aviation associations creates a louder
the
U.
S. We
create
communications
Jan Hoynacki, makes it all happen. voice, to which politicians listen. campaigns
to
alert
local
to
federal
So our dedicated staff is who pull
Single pilots complaining about some
elected
officials
of
any
potential
it all together to bring to you, the
injustice to GA does not carry as much
legislation
that
would
harm
GA. An
pilot-member, what you need to
weight as that of an aviation group.
example
of
this
is
the
package
we
put
know before any other organization. together
to
help
pilots
and
members
This information is also sent to the
Unfortunately, in these demanding
to
properly
contact
their
elected
presidents of all our affiliated states
economic times, club membership
officials
to
request
they
do
not
allow
and chapters. It is hoped that they
dues take a back seat to the
the
federal
government
to
institute
will then pass this information on to
necessities of life. USPA is aware of
any
user
fees. This
package
went
all of their members.
this and a committee is being formed
out,
via
email,
to
all
USPA
members
to examine the annual USPA budget
in
mid
July
and
it
went
out
before
and see if we can lower our dues
Spring Fly-In
Hot Springs, AR
March 22-25, 2012
28
USPA FUTURE MEETINGS
USPA will be gathering at Hot
Springs, AR, 22-25 March 2012. Our
hotel is the Austin Convention Hotel
and Spa (501 623 6600) with a cutoff date for reservations of 1 March. The daily rate is $95 plus tax. Hot
Springs has a wide variety of things
to do, places to visit, and restaurants
for excellent food. Candy Stewart will
be arranging all our activities but it
looks like we will have an evening
dinner cruise on a boat on a local
lake and enjoy one night on the town. Candy will set up group dining for us
to enjoy as well. Details on the cost
and what we will be doing will be
available later on this year. Bruce
Hulley will be setting up a Thursday
evening FAA WINGS safety seminar. The USPA Directors’ meeting will be
held on Saturday.
The annual meeting will be held in
Branson, MO 17-20 May 2012. Jan
Hoynacki is doing the planning for
this meeting. It will begin with our
safety seminar on Thursday evening,
followed by two more days of enjoying
what Branson has to offer. The USPA
annual meeting and the regular
Directors’ meeting will be held on
Saturday.
The fall 2012 USPA fly-in location
has yet to be selected but we will begin
working on this at our Springfield
meeting.
Join USPA Today
www.uspa.org
Receive FLY-LOW for 12 months when you join.
Kitty The Wingwalker
Willow Springs Memorial Airport Air Show,
August 5, 1951, Mountain Grove, MO native
Pansy “Kitty” Middleton performed her first
wing-walking act. Billed as the Skylarks,
with Carl Ferris, Lansing, Michigan piloting
the Stearman, Kitty was strapped in the
harness on the top wing.
They performed dives, barrel rolls, Cuban 8s and snap rolls. This was the first air show of this
caliber that many of the 2000 in attendance had ever seen. “Kitty Middleton” at 17 years old was an instant
sensation. Following the Willow Springs show the Skylarks continued to the Ozark Empire Fair starting August 11 in
Springfield. There too they were a big success. Their next scheduled event was the Minnesota State Fair as the featured afternoon
grandstand attraction. Labor Day, September 3, 1951 was the final day of the fair and would complete their air show season. As they began the
last maneuver, the grand finale, the spectators watched as the plane dived from the sky hitting the ground with such force it spread the landing gear out flat.
Pilot Carl Ferris was killed instantly; Kitty pulled from the burning wreckage died the next day.
Sixty years after that fateful day, Experimental Aircraft Association Chapter #1218, Willow Springs will pay tribute to Kitty during our annual Open
House/Fly-In October 8. On hand will be chapter member Don Nevels author of “Wings, Dreams and Memories” the story of Kitty Middleton, the Skylarks,
the early days of aviation in the Ozarks and the sequence of events leading up to that fateful September day. Copies of the book will be available for sale and
autographed by Don Nevels. Video clips from the Skylarks performance during the Minnesota State Fair will be shown.
The Open House will be 10 AM – 2 PM with a free burger cookout at noon. Join us at Willow Springs, Missouri Municipal Airport (1h5), Saturday, October
8th, 2011 to pay tribute to Kitty Middleton, her pioneering spirit and bravery .
For more information call EAA Chapter #1218 President Tom White, 417 252-0332 or visit the chapter website: www.eaa1218.org.
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FYI:
Aviation
Accidents
NTSB Identification: CEN11FA629
14 CFR Part 91: General Aviation
Accident Thursday, September 08
West Liberty, OH
Aircraft: CIRRUS DESIGN CORP
SR22
Injuries: 1 Fatal.
On September 8, 2011, about 1122
Eastern Daylight Time, a Cirrus
SR22 sustained substantial damage
when it was partially consumed by
a post-impact fire after it impacted
a cornfield near West Liberty, Ohio.
The private pilot, the sole occupant,
received fatal injuries. Instrument
meteorological conditions prevailed at
the time of the accident. No flight plan
was filed. The flight originated about
1116 from the Bellefontaine Regional
Airport (EDJ), Bellefontaine, Ohio.
Cessna 208B was operated by Grant
Aviation Inc., Anchorage, Alaska,
and the Cessna 207 was operated by
Ryan Air, Anchorage, Alaska. The
sole occupant of the Cessna 208B, an
airline transport pilot, sustained fatal
injuries. The sole occupant of the
Cessna 207, a commercial pilot, was
uninjured. Both airplanes sustained
substantial damage during the midair
collision. After the collision, the
Cessna 208B descended uncontrolled,
and impacted tundra-covered terrain.
A post crash fire consumed most of
the wreckage. The Cessna 207 was
further damaged during a forced
landing on tundra-covered terrain.
Both airplanes were based at the
Bethel Airport, Bethel, Alaska. The
Cessna 208B departed from the
Toksook Bay Airport about 1325,
and VFR company flight following
procedures were in effect for the flight
to Bethel. The Cessna 207 departed
from the Tununak Airport, Tununak,
Alaska, about 1315, and VFR company
flight following procedures were in
effect for the return flight to Bethel.
At 1120, the surface weather
observation at EDJ, located about
6 nautical miles (nm) to the north
of the accident site, was: winds
360 degrees at 3 knots; visibility 3
miles; overcast ceiling at 600 feet;
temperature 16 degrees Celsius (C),
separate
telephone
dew point 16 degrees C; altimeter During
29.91 inches of mercury (Hg). conversations with the National
Transportation Safety Board (NTSB)
The 51-year-old pilot held a private investigator-in-charge on September
pilot certificate with a single-engine 2, the chief pilot for Ryan Air, as
land rating. He was not an instrument well as the director of operations
rated pilot. He held a third class for Grant Aviation, independently
medical certificate that was issued on reported that both pilots had
a
close
personal
relationship.
August 29, 2010.
NTSB Identification: ANC11FA091A
Nonscheduled 14 CFR Part 135:
Air Taxi & Commuter
Accident Friday, September 02,
2011 in Nightmute, AK
Aircraft: CESSNA 208B
Injuries: 1 Fatal,1 Uninjured.
Alaska Daylight Time, a Cessna
208B (Caravan) airplane, and a
Cessna 207 airplane collided in
midair, approximately 9 miles
north of Nightmute, Alaska. Both
airplanes were being operated as
visual flight rules (VFR) charter
flights under 14, CFR Part 135, in
visual
meteorological
conditions
when the accident occurred. The
30
NTSB accident reports published in FLY-LOW are for educational
purposes only. These reports are posted on the NTSB website. This
is preliminary information, subject to change, and may contain errors.
Any errors in these reports will be corrected when the final report is
completed and posted.
unannounced climbed his airplane
above, and overtop of her airplane.
She immediately told the pilot of
the 208B that she could not see him,
and she was concerned about where
he was. She said the 208B pilot then
said, in part: “Whatever you do, don’t
pull up.” Moments later, the next
thing she recalls was the 208B’s
impact with her airplane’s right wing.
The 207 pilot reported that after
the impact, she saw the 208B pass
underneath her airplane, and it began
a gradual descent, which steepened
as the airplane continued to the left
and away from her airplane. She said
that she told the pilot of the 208B
that she thought she was going to
crash. The pilot of the 208B stated
that he also thought he was going
to crash. She said that she watched
as the 208B continued to descend,
then it entered a steep, vertical, nose
down descent, before it collided with
the ground. She said a post crash fire
started instantaneously upon impact.
The 207 pilot said that while
struggling to maintain control of her
airplane, she was unable to maintain
altitude, and she selected an area of
rolling, tundra-covered terrain as
a forced landing site. She said that
during the emergency descent, she had
limited roll control, and the airplane’s
stall horn was on during the entire
emergency approach. The airplane
touched down on the soft terrain,
During an initial interview with the and the nose landing gear collapsed.
NTSB IIC on September 3, in Bethel,
the pilot of the Cessna 207 reported On September 3, the NTSB
that both airplanes departed from the IIC, along with an Alaska State
neighboring Alaskan villages about Trooper, and a Federal Aviation
the same time, and both airplanes Administration operations inspector
were en route to Bethel along similar from the Anchorage Flight Standards
flight routes. She said that just after District Office (FSDO), examined
takeoff from Tununak, she talked the wreckage sites. The wreckage of
with the pilot of the Cessna 208B the Cessna 207 was located about 1
on a prearranged, discreet radio mile to the east of the Cessna 208B.
frequency, and the two agreed to Both aircraft came to rest in an area
rendezvous for the flight back to of tundra-covered, hilly terrain.
Bethel. She said that while in cruise
level flight at 1,200 feet msl, en route The Cessna 208B’s severed vertical
to Bethel, the pilot of the Cessna 208B stabilizer and rudder assemblies
flew his airplane along the left side of were found about one-half mile west
her airplane, and they continued to of the main wreckage site, and along
talk via radio. She said that the pilot the two airplanes’ reported flight
of the 208B then expectantly and route. A large portion of the Cessna
207’s right aileron was found near the
208’s rudder and stabilizer.
NTSB Identification: CEN11FA616
Accident Sunday, September 04
Seward, NE
Aircraft: LARSON KEN W CHRISTEN EAGLE-II
Injuries: 2 Fatal.
Central Daylight Time, a Larson
Christen Eagle-II experienced a total
loss of engine power after takeoff
from the Seward Municipal Airport
(SWT), Seward, Nebraska. The
airplane subsequently impacted into
a cornfield, and the pilot and flight
instructor were fatally injured. Visual
meteorological conditions prevailed
and a flight plan had not been filed
for the local instructional flight.
An eyewitness described seeing
the airplane flying low before it
turned left and descended into a
field. The airplane came to rest
upright on a measured heading of
320 degrees, approximately 1,865
feet from the departure end of
runway 34, and 475 feet east of
the runway’s extended centerline.
According to paperwork located in
the wreckage, the pilot purchased
the airplane on August 18, 2011.
Reportedly, the accident flight was the
pilot’s first familiarization flight since
his purchase. The flight instructor
located in the front seat had owned
the accident airplane from December
11, 2003, to March 11, 2006.
NTSB Identification: ERA11LA484
Georgetown, DE
Aircraft: NORTH AMERICAN TB25N
Injuries: 3 Uninjured.
eastern daylight time, a North
American TB-25N was substantially
damaged during the landing rollout
at Sussex County Airport (GED),
Georgetown, Delaware. The two
pilots and crew chief on board were
not injured. Visual meteorological
conditions prevailed and there
was no flight plan filed. The flight
originated from Patuxent River
Naval Air Station (NHK), Patuxent
River,
Maryland,
about
1700.
According to both pilots, they landed
the airplane and during the landing
rollout, the pilots felt the right wing
drop and heard a noise like “a blown
tire.” They attempted to maintain
directional control of the airplane, but
the right wing dropped further and
the airplane veered off of the right
side of the runway. The airplane came
to rest in the grass beside the runway;
the pilots secured the airplane,
and then exited without incident.
During a subsequent examination
of the wreckage, a Federal Aviation
Administration
(FAA)
inspector
discovered
that
the
airplane
sustained substantial damage to
the right engine firewall. Also,
the right main landing gear shock
strut drag arm was found broken.
According to FAA records, the
airplane was manufactured in 1944,
and was registered to a corporation
in 1999. It was a multiengine,
retractable tricycle gear, monoplane
that was equipped with two Wright
R-2600 series radial engines. The
most recent maintenance inspection
in accordance with a manufacturer
approved
maintenance
schedule
was performed on July 7, 2011. At
that time, the airplane had 2,220.4
hours of total time in service.
flight rules flight plan was filed for
the 14 Code of Federal Regulations
(CFR) Part 91 personal flight from
Savannah/Hilton Head International
Airport (SAV), Savannah, Georgia,
to W29.The airplane sustained
substantial
damage
and
the
certificated commercial pilot, the sole
occupant, was not injured. The flight
originated from SAV about 1600.
0800” he observed N624JS takeoff
from runway 12, climb to about
50 feet, and then heard the pilot
announce he was making a “short
landing” on the remaining runway.
He observed N624JS land and turn
off onto the runup area for runway
30. The Cessna pilot then departed
runway 12. About 30 minutes later,
the Cessna pilot heard the pilot
of N624JS announce a “straight
The pilot stated that he executed a out” departure from runway 30.
GPS approach to runway 29 though
most of the approach was flown in The airplane came to rest in a
visual meteorological conditions. It near-vertical attitude, about 750
was not raining at the time of the feet northeast of the threshold
accident but the runway was damp/ of runway 12. The wreckage was
wet and the wind was from 290 degrees tightly contained, and except for
at 4 knots. The touchdown point was the propeller and hub, no major
about 200 feet from the threshold components, including flight controls
of the approach end of runway 29, and surfaces, were found separated
and after touchdown he equally and from the wreckage. The propeller
moderately applied the brakes. The reduction gearbox was fragmented,
airplane immediately veered to the and the propeller hub was under, but
left and he released the brakes. The separated from, the engine. All three
airplane departed the left side of the blades of the composite propeller
runway and rolled onto wet grass were cracked, but remained attached
where he again applied the brakes. to the hub. The engine cowl, nose
The airplane rolled into a swale which gear, cockpit, and the leading edges of
partially collapsed the nose landing the wings exhibited significant crush
gear. The pilot further stated that he damage in the aft direction. The aft
did not notice any discrepancy with fuselage exhibited moderate buckling.
the brakes at the departure airport. Both wing fuel tanks were ruptured.
NTSB Identification: WPR11FA428
Caldwell, ID
Aircraft: Veatch Kitfox
Injuries: 2 Fatal.
On September 4, 2011, about
0832 Mountain Daylight Time,
an
experimental
amateur-built
Kitfox 7 was substantially damaged
The right main landing gear shock when it impacted airport property
strut drag arm was retained and shortly after takeoff from Caldwell
sent to the NTSB Materials Lab for Industrial Airport (EUL), Caldwell,
further examination.
Idaho. The certificated private
pilot/owner and the passenger
NTSB Identification: ERA11LA491 received
fatal
injuries.
Visual
meteorological conditions prevailed.
Accident Monday, September 05
Stevensville, MD
The pilot and airplane were based at
Aircraft: CESSNA TR182
Rio Vista Municipal Airport (O88),
Injuries: 1 Uninjured.
Rio Vista, California. The pilot and
his wife departed O88 on September
On September 5, 2011, about 1900 2 for Idaho, where they visited
eastern daylight time, a Cessna TR182 relatives, and attended a Kitfox flyregistered to Coral Bay Company, in. According to information provided
operated by a private individual, had a by Lockheed Martin Flight Services
runway excursion during the landing (LMFS), the pilot planned to depart
roll at Bay Bridge Airport (W29), EUL at 0830 on September 4, with
Stevensville, Maryland. Instrument a planned stop in Lovelock, Nevada,
meteorological conditions prevailed and a final destination of O88. A pilot
at the time and an instrument in a Cessna who taxied out behind
N624JS stated that at “exactly
The positions of the flaps and the pitch
trim tab could not be determined.
Federal Aviation Administration
(FAA) records indicated that the
pilot built the airplane in 2008. It
was equipped with a Rotax 912ULS
100 hp engine. FAA records indicated
that the pilot held a private pilot
certificate with a single-engine land
rating. His most recent FAA thirdclass medical certificate was issued
in December 2010. Review of the
pilot’s personal flight log indicated
that his most recent flight review
was completed in the accident
airplane in February 2011, and that
as of the date of the accident, he had
about 160 hours in the airplane.
The EUL 0835 automated weather
observation included winds from 110
degrees at 5 knots; visibility 10 miles;
clear skies; temperature 9 degrees C.
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[email protected]
For Sale
1974 8KCAB Decathlon, low time,
great paint, perfect for aerobatics,
recent annual
479-970-1001
888-572-3322 888-572-3322
or 479-646-0747 (Ft. Smith, AR)
For Sale Hangar
70’X70’, built in 2005, 1,000 sq ft climate
controlled, full kitchen, 1.5 bath, cheap
land lease, non-towered airport, GPS/VOR
approach, current tenants in hangar,
perfect location for business or
to protect your investment. KSLG, NW
Arkansas. $169,900, 936-524-3284.
LEADING AVIATION INSURANCE
for 61 YEARS Brokers, Risk Managers, All kinds of Aircraft Covered,
Beginner Pilots, also. Mid-Continent
Insurance Agency, Hayti, Missouri,
573-359-0500
www.midcont.com
For Sale
2001 Air Tractor 402A, PT6-11, 0 since
HOT, 10,000 hr remaining.. Terms call
Mid-Continent at Hayti (MO). Call us today
for a demo -
573-359-0500.
FOR SALE-1963 CESSNA 172 Horton STOL, Cleveland brakes, good
glass, paint and interior, new annual,
$28,500.
479-968-4303
located in AR (KRUE)
www.fly-low.com and www.fly-fast.us
(888) 359-7572 • (501) 228-7777
No. LittLe Rock MuNicipaL aiRpoRt (koRk)
Faa 14 cFR 145 RepaiR StatioN #2SuR495B
Aviation
Insurance
www.fidnet.com/~eaa
Mountain
Flying
Course
Aircraft Owners
and FBOs
Your plane advertised
HERE for
$40 bucks
Check out the new and improved
32
www. Sportair .aero
800-262-4345
Steel Clear Span Aircraft Hangars
Hi-Fold Or Hydro-Swing Doors
www.IFlyAAI.com * [email protected]
aircraft • avionics • engines • certification
Colorado high mountain flying:
4 Hour ground, 4 hour flight, tuition $260,
plus A/C. Hulley Aero Training, flying the
Rockies sinceClyde
1961,Ehrhardt
located at FTG near
Ehrhardt
Aviation
Denver (CO)
Int’l. Agency
Airport
P.O. Box 526
[email protected]
Cuba, MO 65453
Fax: 573-677-0197
573-359-0500.
Toll Free 866-833-5224
g
800-394-2062
We will build
your new
aircraft hangar.
888-572-3322
“Service you can depend on”
g
Hulley Aero Training
1971 Pawnee - 235, 2300 TT, 250
SFRM, Radios - See at Mid-Continent
at Hayti (MO). Call us today for a
demo -
Over 30 years of aviation insurance
experience including private aircraft,
corporate aircraft, helicopters, FBO’s,
charter operators, AG Operators, airports,
flight schools, and more!
SALES INSTALLATION REPAIR
ARKANSAS VALLEY AIRPORT
Call us today for a quote.
Advantage Aviation
Insurance
AVIONICS
LEADING AVIATION INSURANCE
for 61 YEARS Brokers, Risk Managers, All kinds of Aircraft Covered,
Beginner Pilots, also. Mid-Continent
Insurance Agency, Hayti, Missouri,
573-359-0500
www.midcont.com
Priority
Aviation, Inc.
Aircraft Maintenance and
Flight Training.
479-243-9152
Priority Aviation is a full service
aviation maintenance repair
facility specializing in
maintenance and modifications.
www.priorityaviation.com
This
Could
Be
YOU!!!
Aerobatic instruction,
Avionics System Repairs and
upset recovery and
Installations
spin training, Pitts
transiton, and much,
much more!
970.274.3664
Avionics & Maintenance Services
Precision
Aerospace Technologies, Inc
www.precisionaerospacetech.com
877.604.9071
870.251.2533
Flown out of
beautiful
Montrose, CO
KMTJ
“Pilots
who do it
inverted,
do it
better”
For more information go to
www.pittstraining.com * [email protected]
Turbine & Piston Repairs & Annual Inspections
King Air Repairs & Phase Inspections
Citation/CJ Repairs & Phase Inspections
Eclipse 500 Repairs & Inspections
Avionics System Repairs and Installations
24 Month IFR Certifications
406 ELT Installs & Testing
305 Runway Rd
Batesville (BVX), AR
CRS # P90R564Y
CRS # P90R564Y
Multi-Engine Add-On
PVT, VFR only $1995 * 2-3 Days
PVT or COMM w/Instrument $2595 * 3-4 Days
Multi Engine Instructor (MEI) $1695 * 2-3 Days
25-hour Advanced Multi Course $4695 * 5-8 Days
Part 141 and VA approved Multi Engine courses available | * Contact us for details
We’re read everywhere!
Subscribe today.....
Fayetteville, AR: 479 521-9400
Jonesboro, AR: 870 268-1900
email: fyv @ skyventureinc.com
www.skyventureinc.com /multi.html
33
Best Deal
Around!
Call 479-970-1001
www.fly-low.com
Visit our new websites
www.fly-fast.us
www.fly-low.com
Learn to Fly
One small step can put you a mile above everyone.
Contact your local FBO
or flight school and ask
for a trial flight. You’ll
be hooked and your life
will never by the same.
34
WOODWARD OFFICE
2220 OKLAHOMA AVENUE
WOODWARD, OK 73801
(580)256.2780
CORPORATE OFFICE
13911 QUAIL POINTE DRIVE
OKLAHOMA CITY, OK 73134
(405)755.5325
HTTP://WWW.MECE.US.COM
NEW AND IMPROVED
www.fly-low.com
Now after months of planning
our new and improved website
is online. Check it out today,
download the current issue,
meet our family of experienced
writers, photographers, and
cartoonist. While you’re there
click on the FLY-FAST icon to
download the recent racing
magazine.
35
PANEL MAKE
OVER FROM
TOMLINSON
[email protected]
The Dreaded Annual
Before
AFTER
Call us for ALL your GARMIN needs!!!
800-515-3280
Tomlinson Avionics
Government Financed
Training At Cessna Pilot Centers
NOW
YOUR NEW
CESSNA 400
DEALER!
Pine Bluff, AR
Grider Field
New Cessnas
172 through T206
Cessna
MID-CONTINENT AIRCRAFT
CORPORATION
EXCLUSIVE
DISTRIBUTOR
For Information
Call
Stan Hunter
573-359-0500
Danny Helms
573-359-0500
Dick Reade
800-325-0885
Ivan Storz
573-359-0500
Arkansas
West Tennessee
West Kentucky
Southern Missouri
St. Louis I-70 South
Southern Illinois, I-72 South
HAYTI, MISSOURI
573-359-0500
JUST NORTH OF BLYTHEVILLE, AR AIRPORT
St. Louis Office OPEN in St. Louis Aircraft Sales * Pete Sudekum - 636-532-8808
www.midcont.com • [email protected]

October 1 - Fly-Low Publications

Transcription

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