Craftsmanship Captain Bond Fueling Confusion

REBUILDING A WING THE SPY WHO FLEW SAFETY PILOT LANDMARK ACCIDENT

The Voice of General Aviation www.aopa.org/pilot | December 2015 | $6.95

December 2015

North American B–25 Mitchell

Touching History LEARNING TO FLY AN ICON p. 58

Learning to Fly a B–25 | Boss 182 | BizAv and You

Like a Boss
SOUPED-UP SKYLANE p. 74

Dealmaker
PILATUS PC–12 GETS DOWN
TO BUSINESS p. 82
www.aopa.org
THE MISSION

M20R Ovation3

/m o o n e y I N T L w w w. m o o n e y. co m s a l e s @ m o o n ey. co m sales: 830.792. 2943

 SAFETY. SPEED. STYLE.

IS YOURS

As icons of general aviation,

we strive to continue the legend.
 cash back on

1% purchases
including
aviation fuel

2% cash back at
groceries
stores

3% cash back on
automobile gas
Grocery store and gas bonus rewards apply
to the frst $1,500 in combined purchases
in these categories each quarter*

Get a 10% customer bonus when you redeem into your AOPA checking account or
any other Bank of America® checking or savings account.

The sky is the limit when you are a pilot.

Earn more cash back for the things you buy most. Plus, $100 cash back bonus offer.
CARRY THE ONLY CARD THAT HELPS SUPPORT THE AIRCRAFT OWNERS AND PILOTS ASSOCIATION.

• $100 cash back bonus if you make at least $500 in purchases in the frst 90 days†
• Earn rewards automatically
• No expiration on rewards
• No rotating categories

To learn more about the BankAmericard

Cash Rewards™ credit card beneftting
AOPA, visit www.aopa.org/creditcard.
NEW! Your AOPA credit card now comes with the EMV Chip. This extra layer of security for your credit card is now available to help protect
your information when used at chip-enabled merchant terminals.

For information about the rates, fees, other costs and benefts associated with the use of this Rewards card, or to apply, go to the website listed above or write to P.O. Box 15020, Wilmington, DE 19850.
†
You will qualify for $100 bonus cash rewards if you use your new credit card account to make any combination of Purchase transactions totaling at least $500 (exclusive of any credits, returns and adjustments) that
post to your account within 90 days of the account open date. Limit one (1) bonus cash rewards offer per new account. This one-time promotion is limited to new customers opening an account in response to this
offer. Other advertised promotional bonus cash rewards offers can vary from this promotion and may not be substituted. Allow 8-12 weeks from qualifying for the bonus cash rewards to post to your rewards balance.
*The 2% cash back on grocery store purchases and 3% cash back on gas purchases apply to the frst $1,500 in combined purchases in these categories each quarter. After that the base 1% earn rate applies to
those purchases.
By opening and/or using these products from Bank of America, you’ll be providing valuable fnancial support to Aircraft Owners & Pilots Assoc..
This credit card program is issued and administered by Bank of America, N.A. Visa and Visa Signature are registered trademarks of Visa International Service Association, and are used by the issuer pursuant to license
from Visa U.S.A. Inc. BankAmericard Cash Rewards is a trademark and Bank of America and the Bank of America logo are registered trademarks of
Bank of America Corporation.

©2015 Bank of America Corporation ARGYB8WH-07112014

 AOPA PILOT

CONTENTS
December 2015 | Volume 58 | Number 12 | www.aopa.org/pilot

66
Craftsmanship: Repair
of a Lifetime
A painstaking wing
reconstruction.
By Mike Collins
ON THIS PAGE: Cleco fasteners were
integral to Royal Aircraft Services A&P
Tom Young’s repair of a lifetime. Photo
by Mike Collins.

FEATURES
Joining the Raiders
Our chance to train in the
iconic World War II bomber.
By Thomas B. Haines
Page 58
Meet the New Boss What Can BizAv Do
‘Boss 182’ outperforms its for You?
namesake. Pilatus PC–12 shows California
By Dave Hirschman entrepreneur how to expand
Page 74 his business.
By Thomas B. Haines
Page 82
Safety Pilot Landmark
Accident: Hosed
Preventing misfueling mishaps.
By Bruce Landsberg
Page 88

www.aopa.org/pilot AOPA PILOT | 3

CONTENTS
27
COMMENTARY DEPARTMENTS
6 President’s Position
Let the good times roll.
16 Waypoints
Welcome back, Paul.
18 Proficient Pilot
Velvet hands.
20 Foundation Focus
Inspiration at the airport.
22 License to Learn
Friendly encounters
at 6,000 feet.
24 Pilot Counsel
VFR weather minimums
the simple way.
41
TEST PILOT
An elevator
plunge.
4 | AOPA PILOT December 2015
AOPA PILOT
December 2015 SECTIONS
52 Musings
Beacon and arrow.
55 Fly-Ins
2016 fly-ins announced.
99
PROFICIENCY &
EFFICIENCY
92 Proficiency
PILOT BRIEFING Don’t just check it off.
27 Behind the Scenes
Bond, the pilot. 95 Savvy Maintenance
Insurance woes.
28 AOPA News
TFR avoidance solutions. 99 ADS-B
Behind the curtain.
30 AOPA Action
Q&A on PBR2. 103 On Instruments
RNAV (GPS) approach basics.
35 Gift Guide
Gifts for travelers, geeks, and 105 Dogfight
armchair pilots. The worst FAR.
40 2015 Sweepstakes 106 Never Again
12 Letters Fly off: 150 versus 152. Scud runner.
Avionics evolution.
41 Test Pilot
116 Fly by Wire Going down. MEMBERSHIP
Index of advertisers. NEWS & NOTES
42 Red Bull Air Races
110 Pilot Protection Services
117 Tips from PIC The fast and furious.
High blood pressure doesn’t
1800wxbrief.com. require special issuance.
44 News
120 Pilots Drones to be registered.
112 AOPA Foundation
Mark Doble. Inside the IFR system.
46 Flying Clubs
Ann Arbor Flyers:
114 Products and Services
75 years young.
Four things to consider when
switching jobs.
48 ASI Chart Challenge
Enlightening chart symbols.
75 50 Budget Buy
America’s airplane.
Craftsmanship Captain Bond Fueling Confusion
REBUILDING A WING THE SPY WHO FLEW SAFETY PILOT LANDMARK ACCIDENT
The Voice of General Aviation www.aopa.org/pilot | December 2015 | $6.95
December 2015
North American B–25 Mitchell
Touching History TOUCHING HISTORY
LEARNING TO FLY AN ICON p. 58
Chris Rose photographed the North
Learning to Fly a B–25 | Boss 182 | BizAv and You
American B–25 Mitchell Panchito to
accompany Thomas B. Haines’ story
“Joining the Raiders,” which begins on
Like a Boss page 58.
SOUPED-UP SKYLANE p. 74
Dealmaker
PILATUS PC–12 GETS DOWN
TO BUSINESS p. 82
www.aopa.org
Contact us at 800-USA-AOPA (872-2672)
 “Since I've gotten my dual Avidyne IFD540s,
I find myself looking for an excuse to fly more
than ever.
I almost always file IFR, and I am really
impressed with how easy it is to enter flight
plans on the IFD540s. They’re a joy to fly with.”
Larry Levin Dual IFD540 Customer
Socata Trinidad Owner

IFD540 FMS/GPS/NAV/COM
Larry Levin received the IMC Club’s
prestigious ‘Brown Jacket Award’ for 2015,
awarded to one general aviation pilot each
year for excellence in Flight Proficiency,
Continuing Education, and Service to the
www.IFD540.com Aviation Community. Flying Made Simple™
PRESIDENT’S POSITION
AOPA President
MARK BAKER led
AOPA’s launch of
the association’s
regional fly-ins
as a way to meet
members where
they fly.
6 | AOPA PILOT December 2015
Let the good times roll
Reaching members across the nation
THE NUMBERS ARE BIG. More than 4,000 airplanes.
Close to 30,000 people. A dozen locations nationwide.
And we’re just getting started.
I’m talking about the AOPA Fly-Ins we launched last
year. With two fly-in seasons behind us, we continue to
be amazed by the enthusiasm our members around the
country are showing for these gatherings. At our last
fly-in of 2015 in Tullahoma, Tennessee, I met an AOPA
member who has been to every one of our events. Ed
Loxterkamp has traveled coast to coast to take part in
AOPA Fly-Ins, and in Tullahoma he shared his journey
with his fellow members, displaying a giant map of his
travels alongside his airplane.
Of course, not everyone can come to every fly-in, but
we’ve been impressed by how many fly-in participants
have told us they’d always wanted to come to an AOPA
event—but never were able to make it until we brought a
fly-in to them. And that’s exactly what we hoped would
happen when we started our fly-ins in 2014.
Even so, we never dreamed we’d meet so many peo-
ple so quickly. And we never thought people would be so
happy to welcome us to their airports and communities.
We’ve been overwhelmed by the number of
volunteers who have signed up to help with the
sometimes dirty work of setting up and cleaning up—
more than 300 hardy folks in some locations. And we’ve
been surprised by how far people have been willing to
travel to take part. At our last fly-in alone, people from at
least 31 states and Canada preregistered to participate.
With so many members asking when we’ll be in
their neighborhoods, and so many airports willing to
host an AOPA Fly-In, we couldn’t wait to announce our
locations for 2016. So here they are:
May 21, Michael J. Smith Field (MRH) in Beaufort,
North Carolina
August 20, Bremerton National Airport (PWT) in
Bremerton, Washington
September 17, W.K. Kellogg Airport (BTL) in Battle
Creek, Michigan
October 1, Ernest A. Love Field (PRC) in Prescott,
Arizona (see “2016 Fly-Ins Announced,” p. 55).
Some of you may be surprised that AOPA headquarters
in Frederick, Maryland, is not on the list. As much as we
love welcoming all of our members home, we wanted to
reach out to other folks in the mid-Atlantic region, too.
So for 2016, we’ll visit North Carolina’s beautiful coast
and welcome members who might not be able to make
BY MARK BAKER
AOPA President and CEO
it all the way to Maryland. But don’t worry, we know our
members love the AOPA Homecoming events, and we’ll
bring them back in the future. And members are always
welcome to stop by to visit AOPA and the Frederick area.
It’s worth noting that all of our 2016 locations are
new, and three are in states we haven’t visited before.
In past years we’ve held events in California, Colorado,
Georgia, Indiana, Maryland, Massachusetts, Minnesota,
Tennessee, Texas, and Washington.
Now that we’ve got some experience hosting these
events, we’ll be taking the best of our past AOPA Fly-
Ins and introducing some new, fun experiences that
get started Friday night before the fly-in. At each 2016
location, we’ll host a Friday night Barnstormers Party,
where members can mingle over food and entertainment.
In the past, these gatherings have included everything
from barbecue to baked potatoes, and music to movies.
For those who want to make a weekend of it, all 2016
locations will offer free on-field camping. Come early
and pitch a tent under (or next to) the wing to spend the
weekend in the company of fellow outdoor enthusiasts.
Each fly-in will officially kick off Saturday morning
with an old-fashioned pancake breakfast cooked by
AOPA staff and local volunteers. It’s a great way to fuel
up for a day full of airplanes, seminars, and exhibits.
Every AOPA Fly-In will feature a variety of seminars
from top experts on topics such as decision making,
traveling with your airplane, and making the most of
the latest software and apps. There will also be dozens
of exhibits, ranging from the latest in airframes and
avionics to software, simulators, and pilot gear.
For those who’ve been out of the air for a while, each
AOPA Fly-In will offer a Rusty Pilots seminar that can
earn you a sign-off for the ground portion of the flight
review. And we’ll have a special You Can Fly area where
you can learn about flying clubs, Reimagined Aircraft,
AOPA’s high school education initiative, and more.
And of course, I will be at every AOPA Fly-In to host
a Pilot Town Hall that will bring you up to date on all
your association’s work.
It’s never too soon to start making plans to join us.
You can find more details on AOPA.org (www.aopa.
org/fly-ins). Preregistration will begin early in the new
year, so don’t wait to sign up. I can’t wait to see you at
one—or all—of our 2016 events! AOPA
EMAIL mark@aopa.org
IN THE HEAT OF ACTION, THERE ARE THOSE WHO TRUST THEIR
LUCKY STAR – AND THOSE WHO PREFER THE EMERGENCY,
THE WORLD’S FIRST WRISTWATCH WITH BUILT-IN PERSONAL
LOCATOR BEACON.
Equipped with a dual frequency micro-transmitter, this high-tech survival
instrument serves to trigger search and rescue operations in all emergency
situations – on land, at sea or in the air. The first ever personal locator
beacon designed for wrist wear, meaning literally on you at all times, it
shares your feats around the globe while guaranteeing maximum safety.
Breitling Emergency: the watch that can save your life.

BREITLING.COM
 WEB www.aopa.org/pilot
PUBLISHER Mark Baker

ASSOCIATE PUBLISHER/
EDITOR IN CHIEF Thomas B. Haines
EDITOR Ian J. Twombly
MANAGING EDITOR Sarah Deener
TECHNICAL EDITOR Mike Collins

It’s a world,
w
SENIOR FEATURES EDITOR
Julie Summers Walker
TURBINE PILOT EDITOR/EDITOR AT LARGE

d ’t your audio
shouldn’t di be
b too? Thomas A. Horne
EDITOR AT LARGE Dave Hirschman
Get the Most out of your Audio System! SENIOR EDITORS Alton K. Marsh
Jill W. Tallman
MEDIA PRODUCTION SPECIALIST
Sylvia Horne
EXECUTIVE ASSISTANT
Miriam E. Stoner
CONTRIBUTORS Peter A. Bedell
Kathy Dondzila
Bruce Landsberg
Rod Machado
Jonathan Sackier
Barry Schiff
Learn what IntelliAudio® John S. Yodice
can do for you!
DESIGN DIRECTOR Michael E. Kline
Call or visit our website. SENIOR ART DIRECTOR Jill C. Benton
800-ICS-AERO (800-427-2376) ART DIRECTOR Elizabeth Z. Jones
CONTRIBUTING DESIGNER
www.ps-engineering.com Adrienne R. Rosone
SENIOR PHOTOGRAPHER Mike Fizer
PHOTOGRAPHER Chris Rose

EMEDIA MANAGING EDITOR Alyssa J. Miller

EMEDIA EDITORS Jim Moore
David Tulis

AOPA LIVE THIS WEEK EXECUTIVE PRODUCER

Warren Morningstar

AOPA Members
AOPA LIVE THIS WEEK ASSOCIATE PRODUCERS
Paul Harrop, Josh Cochran

ADVERTISING VP Carol Dodds

To compare rates and save on your next ADVERTISING DIRECTOR Brenda D. Ridgley
ONLINE ADVERTISING MANAGER

car rental, visit aopa.org/cars. Michael Wilcox

ADVERTISING COORDINATOR Donna Stoner
ADVERTISING MARKETING MANAGER
Eryn Althouse

ADVERTISING INFORMATION/PRODUCTION
301-695-2368

MEMBER ASSISTANCE 800-872-2672

AOPA PILOT EDITORIAL 301-695-2350

FACSIMILE 301-695-2180
EMAIL AOPA PILOT pilot@aopa.org
ADDRESS CHANGES www.aopa.org/
coa-form.html
Call 866-315-9155 for more information. Copyright 2015, Aircraft Owners and Pilots
Association. All rights reserved. No part of
this monthly publication may be reproduced
or translated, stored in a database or retrieval
system, or transmitted in any form by elec-
tronic, mechanical, photocopying, recording,
Visit aopa.org/cars to learn more. Discount applies to base rate only at participating locations. Discount varies by rental date, location or other means, except as expressly permit-
and vehicle type. Discount does not apply to taxes, surcharges, recovery fees, and optional products and services including damage ted by the publisher; requests should be
waiver at $30 or less per day. Renter must meet standard age, driver and credit requirements. 24-Hour advance reservation required.
May not be combined with other discounts. Availability is limited. Subject to change without notice. Blackout dates may apply. Void
directed to the editor.
where prohibited. E07217 07.14

PRINTED IN THE USA

8 | AOPA PILOT December 2015

 Take Courses
Offine with FREE
iPad / iPhone
Companion App!

ONLINE GROUND SCHOOL & OVER 90 COURSES—FOR BEGINNER TO PRO!

TEST PREP COURSE $279
PRIVATE, INSTRUMENT, COMMERCIAL, CFI AND ATP
Your KING Interactive Video Ground School & Test Prep Course
harnesses the power of your computer. You’ll be fully engaged—you’ll
learn faster and remember better.
And when you’re ready to take your FAA written, you’ll get your
sign-off (endorsement) instantly online.
• Learn by watching full-screen, bite-sized video segments followed
by FAA questions
• Receive instant feedback and retake missed questions on the spot
• Review FAA questions by subject area, FAA Learning Statement
Codes, questions missed, questions not yet answered, or in any
combination
• Take unlimited random interactive practice exams
“Outstanding! I came away knowing the subject, not just the answers.
A good mix of fun and facts.” Gary Vosters • San Jose, CA
ONLINE CHECKRIDE (ORAL EXAM
& FLIGHT TEST) COURSE $119
PRIVATE, INSTRUMENT, COMMERCIAL AND CFI
Relax! Pass your oral exam & fight test the frst time with the
unparalleled KING Checkride Course. No other course does for you
what our courses do. Come along with John for a simulated practical
test with a real FAA examiner and you’ll be fully prepared for your own
test.
• Sit in the “hot seat” for the oral and learn how to answer even the
toughest questions
• See stunning in-fight footage and cockpit demonstrations of each
required maneuver shot from three different camera angles for
complete understanding
“Thanks again King Schools ... successful Private & Instrument Checkride,
all within a year!” Marc Greenstein • Cooper City, FL
You’ll Get the Knowledge You Need—Fast!
Of course you’ll pass your FAA Exams—that’s guaranteed or your
money back—because KING courses are full and complete with
nothing left out. But, more important, you’ll gain the knowledge you
need to identify and manage the risks of fight—in short you’ll be
ready to be Pilot-In-Command.
Personal Learning from Legendary Flight Instructors
Through video instruction, you’ll learn directly from John and Martha
King. Their clear, simple and fun teaching has made aviation learning
accessible to hundreds of thousands of pilots world-wide.
You’ll remember their vivid and often humorous presentations as long
as you fy. Pilots have frequently told us that as they faced critical
situations in the air, the Kings’ words replayed in their minds right
when they needed them. You will always consider John and Martha
your personal aviation mentors.
Always FAA Current
The FAA frequently updates the required knowledge for each test.
King Schools continuously updates all courses, ensuring you get the
most current instruction available anywhere.
MONEY-BACK TRIPLE GUARANTEE
1. If not completely satisfed with the course, return it
within 30 days for a prompt, friendly refund.
2. Your course will be up-to-date with the latest FAA
knowledge requirements.
3. If you fail your FAA test within one year of purchase, get your
money back–AND you keep the course!

SPECIAL OFFER Buy your Ground School & Checkride together

and Get 4 FREE Single Subject Courses!
CODE: AO Call us or visit kingschools.com/kcsf
(800) 854-1001
kingschools.com
 Preserving the freedom to fly
AOPA BOARD OF TRUSTEES
TUITION REIMBURSEMENT
CHAIRMAN William C. Trimble III
Airlines now sponsoring $11,000 or more in tuition reimbursement VICE CHAIRMAN Darrell W. Crate
when you become a flight instructor with ATP.
TREASURER James N. Hauslein
Airlines
Mark Baker
Lawrence D. Buhl III
Matthew J. Desch
Amanda C. Farnsworth
Burgess H. Hamlet III
H. Neel Hipp Jr.
James G. Tuthill Jr.

TRUSTEES EMERITUS R. Anderson Pew,

Paul C. Heintz

PRESIDENT AND CHIEF EXECUTIVE

OFFICER
Mark Baker

CHIEF ADMINISTRATIVE OFFICER

Tim Fortune

GENERAL COUNSEL AND SECRETARY

Ken Mead

Airline Career SENIOR VICE PRESIDENTS

COMMUNICATIONS Katie Pribyl

Pilot Program
FINANCE & ACCOUNTING
Erica Saccoia
GOVERNMENT AFFAIRS & ADVOCACY
Jim Coon
Program Includes INFORMATION TECHNOLOGY
ê Private, Instrument, Commercial & John Hamilton
MEDIA Thomas B. Haines
Certified Flight Instructor
(Single, Multi & Instrument) VICE PRESIDENTS
ADVERTISING Carol Dodds
ê 230 Hours Flight Time / 40 Multi
AVIATION SERVICES Woodrow W. Cahall
ê Guaranteed Flight Instructor Job NEW LOCATION IN SEATTLE, WA! DEPUTY GENERAL COUNSEL
Earning up to $42,000 annually with Ronald D. Golden
GOVERNMENT AFFAIRS Melissa Rudinger
tuition reimbursement

Airline Sponsored Career Track

260 + 400 +
AIRCRAFT YEARLY PLACEMENTS
41
LOCATIONS
MEMBERSHIP Michelle Peterson
OPERATIONS & INTERNATIONAL AFFAIRS
Craig Spence
ê Graduate training in 6 months and Fly with ATP and gain access to more REGULATORY AFFAIRS David Oord
flight instruct with ATP aircraft, locations, and job placements AOPA FOUNDATI0N
ê Interview with an airline at 500 hours than any flight school, academy, or CEO & PRESIDENT Mark Baker
ê Commit and start earning tuition aviation university can offer. ATP is your INTERIM EXECUTIVE DIRECTOR/SENIOR VICE
PRESIDENT George Perry
reimbursement airline career solution from zero time to VICE PRESIDENT DEVELOPMENT &
ê Fly for your airline in just 2 years airline pilot in just two years–proven by COMMUNICATIONS Stephanie Kenyon
after starting training thousands of graduates now flying for VICE PRESIDENT EDUCATION & OPERATIONS
Kathleen Vasconcelos
ê Check ATPFlightSchool.com for more regional and major airlines. VICE PRESIDENT PHILANTHROPY
participating airlines Mike Tompos
BOARD OF VISITORS CHAIRMAN Bill Ayer
$59,995 month
FAST TRACK
Self-Paced & Housing
Options Available
AOPA HOLDINGS CORPORATION
Full Financing Available | Tuition Reimbursement
PRESIDENT Jiri Marousek

AOPA AIRCRAFT FINANCE

PRESIDENT Adam Meredith

Get Started with an Intro Training Flight AOPA INSURANCE SERVICES

Learn why ATP is your pilot career solution. VICE PRESIDENT Brenda Jennings
VICE PRESIDENT Jim Pinegar
ATPFlightSchool.com/intro
INTERNATIONAL COUNCIL OF AIRCRAFT
OWNER AND PILOT ASSOCIATIONS
ATPFlightSchool.com PRESIDENT Mark Baker
SECRETARY GENERAL Craig Spence
Call or text (470) 231-2877
10 | AOPA PILOT December 2015
All prices offered through December 31, 2015. Check ATPFlightSchool.com for details and eligibility requirements.
 LEAD
G E N E R ATO R
#thecirruslife

Start your journey | CIRRUSAIRCRAFT.COM

© CIRRUS DESIGN CORPORATION D/B/A CIRRUS AIRCRAFT

LETTERS FROM OUR OCTOBER 2015 ISSUE

Avionics evolution
Have complicated modern avionics affected airmanship? Barry Schiff’s take on the subject
struck a chord with readers.

PROFICIENT PILOT
but I always knew I needed to In top form Thanks for a
properly fly the airplane. I enjoyed your article regarding
Avionics evolution
It used to be a lot easier, didn’t it?
BY BARRY SCHIFF

Alan Edgren AOPA’s “Reimagined” program, most informative

AOPA 1465245
and the restoration/repurposing
a r t i c l e ( “ S av v y
IN THE BEGINNING, a flight instructor sat in the front seat to hear a whistle in his headset. He would continue
of an open-cockpit biplane and communicated with his fine-tuning until the whistling reached a peak. He then

Punta Gorda, Florida

student in the rear using hand signals and occasionally turned off whistle-stop tuning and knew that he was
yelling over wind and engine noise. At times he would tuned to the proper frequency. Whistle-stop tuning,
have to throttle the engine to make himself understood. however, soon became obsolete with the availability of

of those (dare I say vintage)

The first intercom was the gosport speaking tube, 90-, 180-, 360-, and 720-channel transceivers. Then we
named after the flight school in Gosport, England, changed from kilocycles (kc) and megacycles (mc) to

Maintenance:
where it was invented and first used (1917). The instruc- kilohertz (kHz) and megahertz (MHz).

Dogfight: Glass
tor spoke into a small metal funnel, and his voice carried Despite the wide variety of navcom receivers from
through a rubber tube to the other cockpit. The single various manufacturers that saturated the market in

personal aircraft. Where did

tube split into a pair of shorter tubes that led to both ensuing years, they all had one thing in common: they
sides of the student’s helmet. The student listened to his were user-friendly and could be operated intuitively. A
instructor as a doctor listens with a stethoscope. pilot could step from one airplane to another and not be

or steam?
Many of us who learned to fly in the decade fol- concerned about knowing how to operate the avionics.
lowing World War II got to use general aviation’s first That began to change, however, in the early 1990s.

the time go? It doesn’t seem all

popular two-way radio. This was a Motorola low/
medium-frequency receiver (complete with vacuum
tubes) and a single-frequency HF transmitter. Range
was limited—some believed that megaphones were
more effective—and fine-tuning the “coffee grinder”
Tectonic Shifts”). It’s
This is when avionics manufactures began to develop
and introduce integrated avionics units. These revolu-
tionary systems combined moving-map displays, GPS
and VOR navigation systems, sophisticated database
access, and VHF communications in one box.

I enjoyed the October that long ago.

receiver to the proper frequency often required the Although such systems were and are incredibly
pilot to ask the tower to recite a “short count for tuning.” capable, they are neither intuitive nor user-friendly. In

so well written that

There were no intercoms in those tube-and-fabric many cases, getting checked out in a new airplane can
trainers, and the most common way for an instructor require spending more time learning to use the avion-
to communicate with his student was to shout through ics than learning to fly the airplane. Add primary flight

“Dogfight” over glass or steam I had the great fortune of

a rolled-up aeronautical chart. Sitting in the back seat,
he also could express displeasure by swatting the back
of a student’s head with said chart, a practice to which
as a not-so-great student I served witness.
Avionics technology in general aviation took a leap
displays (PFDs) and multifunction displays (MFDs) to
the mix, and you can appreciate why training in such
airplanes emphasizes learning to use the electronics sys-
tems and deemphasizes the actual flying of the airplane.
Consider a pilot that is already checked out and

cockpits. I am one of those learning how to fly in ’83 to

forward in the early 1950s when Narco introduced its
Superhomer. This box combined a coffee-grinder VHF
receiver and a four-channel transmitter with the revo-
lutionary omni (VOR) receiver and display.
Pilots really began to live high on the hog a few years
I’d have finished if the
current in a make and model of airplane equipped with
steam gauges. At many flight schools he may not rent
the identical airplane if equipped with a Garmin G1000
integrated flight deck without first undergoing signif-
icant additional training. Learning to use the avionics

strange breed of pilots who ’84 at my local FBO. I was just

later when Narco unveiled its Omnigator. It included takes more time and study than getting checked out in
27 transmitting frequencies that were selected and the airplane in the first place.

subject were knitting

installed at the discretion of the owner (depending Integrated flight displays and automated flight con-
on the frequencies he most commonly needed). The trol systems obviously increase situational awareness

learned to fly at 55 years old in 25, and my wife, Donna, sur-

Omnigator also had whistle-stop tuning, a slick feature
that assisted a pilot in tuning the receiver. Assume that
a pilot was approaching an airport where the tower fre-
quency was 118.1 megacycles. He would digitally select
BARRY SCHIFF the proper transmitting crystal (frequency), activate the
has held five
and in-flight safety. Obtaining the proficiency and adapt-
ing to what can seem like an overwhelming amount of
flight information, however, needs to be accomplished
without sacrificing the airmanship needed to oper-
ate the airplane skillfully—a challenge that we need to

a G1000-equipped Cessna 172. prised me with a Piper “Blue

whistle-stop tuning feature, and then slowly crank the spend more time addressing.

supplies.
AOPA
world aviation
records and four tuner until in the vicinity of the desired receiver fre-
WEB www.barryschiff.com
national records. quency. As he neared that frequency, he would begin

16 | AOPA PILOT October 2015

That’s all I ever knew and that
While reading Barry Schiff’s is what I subsequently bought.
piece “Avionics Evolution,” I I did most of my instrument
found I couldn’t agree more training elsewhere and I did it
with his concluding paragraph. in a 1972 Cessna 172, which
When I started flying in was all steam gauges, stacked
1968, my training airplane was radios, et cetera. Pure vintage
a Cessna 140. On one of my first stuff. But I finished up and did
lessons, I looked toward the my instrument checkride in a
bottom of the instrument panel G1000. (I passed.)
and noticed a box-like con- In hindsight, I actually
traption. I asked my instructor found the steam gauges eas-
what it was. He said, “It’s a ier to fly IFR. Headings and
radio. Don’t touch it!” Needless altitudes were easier to hold
to say, the box stayed cold and for the simple reason that the
silent for many lessons. instruments were not as sen-
I think I had about 30 sitive. There was no “chasing
hours in the airplane before he the tape,” and keeping the
taught me how to turn on the needles centered seemed
radio and use it. It was a “coffee more intuitive than chasing
grinder” Narco Superhomer or the ball.
something similar. Less information; more
The important point is that ability for my simple mind to
he wanted to teach me to fly. focus.
Talking on the radio and using That being said, would I
a VOR came much later. trade the glass panel in my
During 40 years making my present Cessna 182 for steam
living as a pilot, 35 as an airline gauges? No way! But I think
pilot, I often found myself (I hope) I am more adept at
thankful that my first instructor handling that information
was a hard taskmaster who overload now than I was as a
taught me to fly. All the rest student pilot.
of those wonderful avionics Rich Iott
AOPA 4560736
miracles helped immensely, Monclova, Ohio
Sky Solo” course. I had the time
of my life. We had little money
for this, and at the end of earn-
ing my private ticket we simply
didn’t have the money to go on.
A day hasn’t gone by where I
haven’t cast my eyes skyward
and wished it were me as an
airplane flies over. However,
with the prospect of further
education costs, purchasing a
home, et cetera, buying, rent-
ing, or even occasional flying
was simply out of the financial
equation.
Now, at 57, my wife and I
look back at the past 30 years,
and realize we’ve both been
very successful and grateful.
Just starting to contemplate
What’s on your aviation bucket list?
Learning to fly or increasing
your certificates and ratings
Owning a certain type
of airplane
Flying to a new destination
A new flight experience
Other
Aviation eBrief poll
Gary Mello
AOPA 838454
Cambridge, Massachusetts
retirement, blowing the dust
off my old logbook seems to be
a possibility, especially with the
emergence of “older” but sol-
idly refurbished aircraft like
Two-Uniform-Charlie.
Maybe it’s a sign, but I
recently renewed my member-
ship to AOPA, purchased some
reading material to help bring
me up to date on flying, and have
made a couple of trips to the local
FBO to investigate what is needed
27%
8%
10%
27%
26%
28% 28%
26%
10%
8%

12 | AOPA PILOT December 2015

 ForeFlight Training
Video–Updated!
7402-1A $29.99
MADE FOR FOREFLIGHT

Flight Oufitters Lift Bag

8456A $99.95

Stratus is the simple-to-use, pocket-

Sporty’s SP-400
Hand-held sized, wireless receiver that transforms
NAV/COM your iPad into the ultimate flight tool.
7758A $315.00
Get subscription-free weather, GPS
information, ADS-B traffic and backup
attitude – all integrated with ForeFlight Mobile.
The new Stratus 2S offers additional features and
even better performance, but with the same pilot-
friendly design that has made Stratus the best-
selling ADS-B receiver in aviation.
Stratus 2S $899.00

>> Subscription-Free Weather >> Pressure Altitude

>> ADS-B Traffic >> Flight Data
>> Moving Map GPS Recorder
>> Backup Attitude >> Totally Wireless
Dual 2.4 Amp USB Cigarette
Lighter Charger
6588A $16.50 FOR MORE INFORMATION, VISIT: SPORTYS.COM/STRATUS
©2015 Sportsman’s Market, Inc. AP1512A
LETTERS

to bring me back to currency. I
have even gone as far to peruse
Trade-A-Plane to see what the
realities are. I was pleasantly
surprised to read your “just-in-
time” article. That brought me
that significant step closer to
again establishing myself as PIC.
I’ve even felt confident
enough that I’ve entered AOPA’s
You Can Fly sweepstakes; you
never know, someone’s going to
get the call!
deliveries in 1976. Because
those aircraft had new type
certificates under different
regulations (Part 23, I believe)
the gear and flap switches were
in the standard location (gear
on left, flap on right). I owned
for a short time a 1979 Model
35 (nonstandard) and a 1977
Model 58TC (standard gear/
flap switches) at the same
time, and it took a little extra
diligence in their operation.
to 5,800 pounds). In other
words, I always cruised below
maneuvering speed.
PILOT BRIEFING
Who’s first, Airbus or Cri-Cri?
Electrifying battle above the English Channel
used a catapult system so they
could get airborne in a much
shorter distance.
Larry Weitzman David Bormuth
AOPA 504833 AOPA 1247165
Placerville, California Plain City, Ohio
28 NEWS 32 OSH 2015 34 BUDGET BUY 38 SAVING AIRPORTS 40 TEST PILOT 47 FLY-INS
You got us there, but Cri-Cri
pilot Hugues Duval invoked the
catapult as a way of justifying
the legitimacy of his flight as the
first Channel crossing by an all-
electric airplane. And while the
HUGUES DUVAL flies the Cri-Cri E-Cristaline
airplane (above); Airbus’ electrically
powered E-Fan twinjet (inset).
Wrights set many records on

Not only are these old Both were fantastic airplanes their catapult-launched flights
BY THOMAS A. HORNE

IF THE GOAL was publicity, then E-Cristaline airplane, pow- high” altitude (the Broussard’s that Slovenian manufacturer
both organizations claiming ered by twin 15-horsepower ceiling is 14,500 feet) near Kent, Pipistrel not use its electric

aircraft being reimagined, but I
exceeding the POH airspeeds
to be the first to fly an elec-
tric airplane across the English
Channel were winners.
Airbus’ electrically pow-
ered E-Fan twinjet crossed
Electravia electric motors.
Duval said that his flight did
not begin with a conven-
tional takeoff. Instead, his
Cri-Cri was launched mid-
England, according to Duval,
who asserted that Fédération
Aéronautique Internationale,
and the Aero-club de France,
will grant him recognition as
in Dayton, it may be a failed
motor, citing safety concerns.
(Siemens is an E-Fan sponsor,
and provides electrical com-
ponents to Airbus.) Siemens
demanded the return of the

have to believe that many an old
at selected power settings,
the English Channel on July
10. Airbus said that the E-Fan
was the first electrically pow-
ered airplane to make the
flight—from Lydd in the United
air from a Broussard MH1521,
a 1950s French observation
and liaison warbird powered
by a 450-horsepower Pratt &
Whitney R-985 Wasp radial
being the first to cross in an
electric airplane. Duval also
landed in Calais.
Duval said that the launch
procedure will carry as much
analogy for the Cri-Cri. After
motor, and banned Pipistrel
from using it in the future.
Pipistrel had been plan-
ning a cross-Channel flight
of its own, using its Alpha

pilot will be, too. especially the 58TC.
Kingdom to Calais, France. That
was later qualified as being the
first twin-engine electric air-
craft to take off under its own
power and cross the Channel.
engine. Authorities prevented
Duval from taking off from an
airport for “administrative rea-
sons,” Duval said. There was no
word on whether Duval will
validity as the Wright brothers’
use of a drop-weight catapult
did back in 1903. The Wrights’
being catapulted down a launch
rail was considered the legiti-
all, the Fédération Aéronautique
Electro two-seat trainer,
which is powered by a Siemens
60kW/80-horsepower motor.
The drama has taken on
David versus Goliath overtones.

Tom Leetz One interesting note on the Internationale isn’t in the

Airbus still claims it is in the alter his claim to be the first air- mate start of a flight back then. Huge conglomerates like Airbus
record books. launched electric airplane to Airbus’ achievement has and Siemens are pitted against
Hugues Duval says he cross the Channel. been marred by allegations the tiny Cri-Cri.
made a Channel crossing the The Cri-Cri was released that it pressured electrical

AOPA 5314952 day before—in his Cri-Cri from the Broussard at a “quite giant Siemens into demanding EMAIL tom.horne@aopa.org

Elgin, Illinois TC. Since it was basically an 26 | AOPA PILOT September 2015

business of judging “firsts,” just

unpressurized P Baron, it had distance and speed records. —Ed.
Gone, baby, gone an amazingly strong airframe.
In your story on some poor It had thicker skins and a stron- Clarification Errata
aircraft designs, you remark ger spar so it didn’t come under I am sure that by now you In the October 2015 AOPA
of the nonstandard flap/gear the spar AD of the standard have been made aware that Pilot, there were two errors
switches in Beech Barons and Model 58. A demonstration the Wright brothers did not in “To Infinity and Beyond.”
Bonanzas that were finally of that strong airframe was use a drop weight catapult for SpaceShipOne is not known as
corrected in 1984 and later- the TC’s maneuvering speed, their 1903 flights at Kitty Hawk Launcher One; Launcher One is
year models. While true for the which was an astounding 170 (“Who’s First, Airbus or Cri- not a part of the human space-
Model 33, 35, and 36 Bonanzas knots. I normally cruised at Cri?” September AOPA Pilot). flight program. Also, there are
and Model 55 and 58 Barons, it about 61 to 62 percent power at They launched by the power of “well more than one dozen
is inaccurate for the Model 58P 12,000 to 14,000 feet at an indi- the Wright Flyer engine alone. female ticket holders,” accord-
and 58TC, which commenced cated 165 to 168 knots (at 5,600 Later, back in Dayton, they ing to Virgin Galactic’s Will
Pomerantz, who says Virgin does
not reveal the exact numbers, but
“I was honored just to get the chance to female ticket holders are signif-
sit in the pilot seat of a B–25,” says Editor
icantly more than one dozen as
in Chief TOM HAINES after his weekend
of learning about and flying the iconic stated in the story. AOPA Pilot
HANGAR TALK

Mitchell bomber. “To get a chance to regrets the errors.

fly it was breathtaking and had me in
awe of the young men who took them In “Diesel Rounds the Bend,”
to war—and those who work so hard
October 2015 AOPA Pilot, we
today to keep those memories alive.”
Haines earned a second-in-command incorrectly identified who flew
type rating in Panchito for his story, a Cirrus SR22 powered by a
“JOINING THE RAIDERS,” p. 58. “While Graflight V-8 to EAA AirVenture
flying the lumbering bomber was a 2014. Dick Rutan did not fly that
thrill, I confess that one of the highlights
aircraft to AirVenture.
of the weekend was climbing into the
nose compartment in flight. The view is
stunning. The gun (alas, now disabled) is We welcome your comments.
still there. Flying down the Atlantic Coast Editor, AOPA Pilot, 421 Aviation
near Georgetown, Delaware, I could Way, Frederick, Maryland 21701
imagine it might be a Mediterranean beach and those glints in the distance might be
or email (pilot@aopa.org). Let-
Messerschmitts. Scared and exhilarated all at once and completely dependent on the
pilot upstairs to get us there and back. What a responsibility those young men had. ters may be edited for length
It’s an experience I won’t forget.” and style before publication.

14 | AOPA PILOT December 2015

IT’S AMAZING WHAT AN EXTRA $2 MILLION
DOESN’T BUY YOU.
Pay millions more for a comparable twin and what do you receive? Good question.
But know this: the Pilatus PC-12 NG delivers the most potent recipe of speed, range,
cabin size and single-pilot ease in business aviation. You’ll be able to do everything
you need for business, and everything you desire as a pilot. Can value be exhilarating?
That’s a defnitive yes.

Pilatus Business Aircraft Ltd • +1.303.465.9099 • www.pilatus-aircraft.com

WAYPOINTS
Welcome back, Paul
Buffing out the rust in pilots
A SEA OF SMILING FACES, a few perhaps showing a little
trepidation as they settle in for a morning of learning. For
many, though, the reimmersion into aviation starts the
previous day when they don orange T-shirts and pitch
in to set up tables and chairs, post signs, string fencing,
or park airplanes or cars. Although their backgrounds,
ages, and experience levels are all different, they have
two things in common: They’re happy to be here and,
for any number of reasons, aviation has escaped them
over the years. Well, maybe one more thing: Those are
mostly gray heads out there. But that can mean a lot of
untapped wisdom, knowledge, and experience.
A chilly breeze is blowing across the airport at
Salinas, California, as we scurry around setting up
the exhibit hall booths on this Friday, the day before
the AOPA Fly-In back in May. As we’re lugging tables
to the booths, Paul tells me he’s here for the AOPA
Rusty Pilots program tomorrow, but happy to volun-
“It’s like a part of me was missing,” he says as we move
on to setting up chairs, two to a booth. “I’m not sure
what I’m getting into, though. A lot has changed.”
teer today as he loves getting back out to the airport.
It’s been more than a decade since he last flew an
airplane—and he had barely managed to stay cur-
rent for several years before that, as career and family
issues pressed on his time and finances. It’s a story
we hear often, and one that affects most of us at one
time or another.
When in college and immediately afterward, I barely
managed to stay current as I lived on a college budget and
then struggled to find my first job. Morning drive-time
anchor at a radio station sounds a lot more glamorous
and well-paying than it really is. Ditto for being a beat
reporter at a small daily newspaper, my second job.
But now in retirement and with the kids on their
own, Paul has the time and the money to come back to
aviation. He’s here to rekindle those embers that never
went cold over the years. “It’s like a part of me was
Editor in Chief missing,” he says as we move on to setting up chairs,
TOM HAINES earned
his pilot certificate two to a booth. “I’m not sure what I’m getting into,
at 17, and like many though. A lot has changed.”
others struggled “Like riding a bike,” I try to reassure him. “You’ll
to fund his aviation
dreams during be back up to speed in no time.”
college. Paul’s story is one I would hear repeated over and
16 | AOPA PILOT December 2015
BY THOMAS B. HAINES
Editor in Chief
over again at the rest of the AOPA Fly-Ins this year. I
helped with check-in at several of the Rusty Pilot events
later in the year, and the Pauls of the world showed up in
droves. AOPA research shows there are nearly 500,000
people under age 75 currently not flying who have at
least soloed, and most already have a pilot certificate. We
need to grow the pilot population, and AOPA and other
organizations have many programs to entice youth into
aviation—but it sure is rewarding to see those who have
already cleared the private pilot certificate hurdle find
their way back to the cockpit.
AOPA kicked off the Rusty Pilot program in 2014 to
reengage this ready audience. Local flight schools or
AOPA flight instructors host the free programs, usually
with about 100 in attendance. When we partner with
a local flight school, it stands at the ready to set up
appointments with the Rusty Pilot graduates so they
can take the next step of scheduling a flight review.
(The Rusty Pilot program’s three-hour ground school
satisfies the ground portion of the FAA requirement.)
But more important, the Rusty Pilot curriculum
helps pilots understand what’s changed since they last
flew. For some, the idea of a plastic pilot certificate is
all new. For others, a GPS or an iPad in the cockpit
is a foreign concept. The program addresses all those
issues while hitting the basics of what’s required in the
panel for day and night VFR flight, for example, and
the nuances of flying in Class B versus Class C airspace.
Over the past two years, AOPA has conducted 148
Rusty Pilot programs for more than 5,300 individuals.
Through multiple follow-up surveys we’ve found that
some 27 percent of participants go on to return to flight—
meaning more than 1,400 pilots are flying today who
weren’t before we started. It’s a small start, but for the
pilots who make the leap, their lives are changed forever.
I ran into Paul later in the day that Saturday in
Salinas. He was all smiles and showed me his logbook
endorsement, noting his completion of the ground
school portion of the flight review. “I’m going to
schedule a flight right away. I’m so glad I did it.”
I’m so glad you did, too. Welcome back, Paul.
Learn more about the Rusty Pilots program or sign
up to host an event (www.rustypilots.org). AOPA
EMAIL thomas.haines@aopa.org
SOCIAL Follow on twitter @tomhaines29
T
That Matters.
Evolution Angle of Attack
(AOA) Indicator

Reducing the likelihood

of aircraft stalls
Aircraft stalls are a major concern
for every pilot. So much so, that
the FAA has identified it as one of
its key safety issues facing general
aviation.

Aspen’s innovative Evolution

AOA indicator provides the
pilot a visual display of the AOA
trend and the approximate
available lift simultaneously in all
phases of flight. With a simple
software upgrade, Aspen’s AOA
uses unique, patent-pending
technology to calculate and
intuitively display the aircraft AOA
for both flaps up and flaps down
aircraft configurations on Aspen’s
Evolution primary or multi-function
displays without the need for
additional hardware or aircraft
modifications.

For more information, visit

www.aspenavionics.com/aoa EFD1000 Pro PFD EFD1000 MFD

www.aspenavionics.com

Copyright 2015 Aspen Avionics Inc. “Aspen Avionics,” “Evolution Flight Display System,” “Connected Panel,” and the Aspen Avionics
aircraft logo are trademarks of Aspen Avionics Inc. All rights reserved. U.S. Patent No. 8,085,168, and additional patents pending.
PROFICIENT PILOT
Velvet hands
Correcting with finesse
WHEN I WAS FIRST HIRED as a co-pilot by TWA in
1964, one of our simulator instructors emphasized the
importance of flying smoothly. “We should make every
effort,” I recall him saying, “to manipulate the controls
in a way that prevents our passengers from feeling
what we are doing with the airplane; if someone can
physically sense attitude changes or control, you are not
doing it right.”
That did not really sink in until I had the great
pleasure of flying a number of Boeing 707 cargo flights
with Capt. Frank Timoshik. This was during the days
when most pilots preferred to fly the airplane manually
during climb and descent. It was more fun, and it was
more challenging. Unlike today, the autopilot was
seldom engaged below Flight Level 180. The only times
that we shot coupled approaches were when our policy
manual required us to do so.
To say that he was smooth would be an understatement.
You seldom felt his maneuvering of the great machine;
you only observed the results.
Timoshik hand-flew the 707 as though he were
at one with the airplane. To say that he was smooth
would be an understatement. You seldom felt his
maneuvering of the great machine; you only observed
the results—not an easy chore in an airplane with such
heavy controls. He had what many refer to as velvet
hands, an ability to gently manipulate an airplane that
I have been attempting to emulate ever since (whether
or not passengers are aboard). It is as much an attitude
as it is a skill.
This is not meant to imply that Timoshik never
varied from an assigned altitude or heading. He was
human, after all. It was the manner in which he cor-
rected an error that was noteworthy. He would return
to his target altitude or heading so smoothly that it
could not be detected by someone not looking at the
instrument panel.
This reminds me of a time in 1956 when a men-
tor of mine, Paul Blackman, was checking me out in
BARRY SCHIFF his North American Navion. During cruise flight, the
flew for TWA for 34 altimeter indicated a rock-solid 7,600 feet. Blackman
years. His favorite gave me a gentle elbow to the ribs and said, “I’ll bet you
jetliner was the
Lockheed L–1011 can hold 7,500 feet just as well as you can 7,600.” He
TriStar. wasn’t being critical of my being slightly off altitude.
18 | AOPA PILOT December 2015
BY BARRY SCHIFF
What bothered him more was that I seemed willing to
accept it. Precision is as important as smoothness.
An effective way to gain proficiency in smoothness
is while practicing steep turns. Roll in and apply back-
pressure in a way that would not be detectable to a
passenger. Altitude, bank angle, and airspeed correc-
tions during the turn should be made similarly. It is
not as important to make corrections quickly as it is to
recognize excursions and apply those corrections in a
smooth and timely manner. Give yourself enough lead
time to roll out and release back-pressure with simi-
lar finesse. If you inadvertently overshoot your target
heading, smoothly and positively apply a correction
in the other direction. With the exception of the obvi-
ous increase in load factor, nothing else should be felt
during steep turns.
Many pilots use light turbulence as an excuse to yank
and shove the control wheel. But in most cases, recovery
from mild upsets also can and should be made smoothly.
A pilot should not compound the effects of a bumpy ride
with herky-jerky inputs to the flight controls.
Smoothness also applies on the ground. One of my
pet peeves is when a taxiing pilot brakes to an abrupt
halt, compressing the nosewheel strut and pitching
the passengers forward in the process. With a little
practice, a pilot can stop an airplane without anyone
on board feeling it. It is a matter of learning to release
the brakes somewhat as the airplane is about to stop,
a technique that can be practiced in your automobile
at every stop sign.
During takeoff, some pilots jerk their airplanes off
the ground—not a great way to impress passengers.
Liftoff is a process, not a mindless pull of the wheel. It
begins by lightening the load on the nosewheel a few
knots below VR so that at VR back-pressure continues
smoothly and positively while allowing some acceler-
ation. Fly the airplane off the ground; don’t pull it off.
Smooth landings are as much art as science. Most
pilots strive for smooth touchdowns because they are a
source of pride and favorably impress passengers. I have
made landings that literally could not be felt (especially
in the Lockheed L–1011). But under identical conditions
I have reconnected with Earth in ways that registered
with alarm at the Caltech Seismological Laboratory.
Good luck, because that is often what it takes. AOPA
WEB www.barryschiff.com
FOUNDATION FOCUS
Inspiration at the airport
Keeping the passion for flight alive
I WAS SITTING in the terminal of a major airport recently,
waiting to board a commercial flight. A vast wall of
40-foot windows provided an unobstructed view of
the ramp area and runway. Inside, travelers paid little
notice to the well-choreographed aviation ballet on the
other side of the glass. Almost everyone was staring or
tapping intently on a smartphone or electronic device.
Then I noticed a young girl whose family was sit-
ting near the windows. She wasn’t looking down like
the other passengers; she was out of her seat, peering
intensely out the window and pointing. “Look, Mommy,
look, Daddy—airplane! Airplane!” She was fascinated at
the marvel of aviation and the magic of flight.
As I watched, I couldn’t help but lament the ways
technology has encroached on our lives. No one except
for this child was enamored by the show just outside
the window. However, it occurred to me that the dream
of flight and the passion for aviation are alive and well.
AOPA members tell me they feel strongly that
if general aviation is to be a gift we can pass on to our
children, then we need to take action, get new pilots flying,
and reduce costs wherever possible. But technology has
made the world a much busier place, and myriad activities
compete for a potential pilot’s time and resources. GA
pilot numbers are declining, and I am often asked what
AOPA is doing about it. I’m happy to report that AOPA
and the AOPA Foundation are taking action. In the past
24 months, we have made some remarkable strides.
First, we recognize there’s no silver-bullet solution. It
will take a multipronged effort to address our collective
challenges. Here are just a few of the programs we are
working on to get young people excited about aviation
and keep the passion for flying alive in current pilots.
AOPA has designed a national program to support
and strengthen aviation-focused high school science,
technology, engineering, and math (STEM) programs.
One objective is to increase the number of pilots who
eventually will fill the looming shortage of career aviators.
A broader objective is to partner with the aviation
and aerospace industry to create a pipeline for future
employees. Additionally, AOPA’s AV8RS program helps
GEORGE PERRY
leads the work kids get inspired and become the pilots of tomorrow. The
of the AOPA Air foundation also provides scholarships designed to help
Safety Institute, young people complete their pilot training.
which is funded
by the AOPA And we aren’t just focused on the younger
Foundation. generation. Sometimes life intervenes and pulls seasoned
20 | AOPA PILOT December 2015
BY GEORGE PERRY
Interim Executive Director,
AOPA Foundation
pilots away from flying. We want them back. Through
Rusty Pilot seminars, we’ve been able to get more than
1,000 dormant pilots back in the air. To help ensure they
fly safely, the AOPA Air Safety Institute provides more
than 300 safety education products to all pilots for free.
We also want to make flying more affordable. Our
Flying Club program and Flying Club Finder help pilots
enjoy flying at a significantly reduced cost and create
a community at the airport. Speaking of community,
AOPA Fly-Ins have been an unparalleled success. With
close to 30,000 attendees over two years, we are taking
the fun of aviation to our members, letting everyone
enjoy a day at the airport.
I love going to these events and meeting AOPA
members. However, I am surprised at how many
members don’t realize that all of the programs I’ve
mentioned are funded through support to the AOPA
Foundation. If one of these programs holds significant
importance to you, then I would encourage you to go
above and beyond, and help us continue this impor-
tant work. We have many tax-deductible options
(http://foundation.aopa.org/Ways-to-Give). And
support can be in many forms. Thousands of volunteers
assist during our regional fly-ins, and members continue
to lend their voice in support of third class medical
reform and against user fees. Our strength comes from
our collective passion for GA and flying.
Technology is wonderful, but it often distracts us
from what makes life so interesting. The airplane, in its
variety of forms, is still one of the most extraordinary
and awe-inspiring inventions in the modern world. It
simultaneously defies gravity, provides freedom, and
bends the rules of time travel. The young girl clamoring
to share the magic of aviation with her parents reminded
me of that. If we allow ourselves to focus for a moment
on the real world, and stop spending so much time in the
virtual one, we can find inspiration to enrich our lives—
even in a setting like a commercial airport. The AOPA
Foundation is working hard to keep the dream of flight
alive and vibrant, so that when a child presses her face
against the glass and marvels at the magic of aviation,
she’ll have a pathway to pursue that dream. AOPA
EMAIL george.perry@aopa.org
WEB www.aopafoundation.org
 Proud S pons or of

7 7 7 8 2 3
LICENSE TO LEARN
Friendly encounters
at 6,000 feet
Back from the Colorado Springs fly-in
HAVING JUST RETURNED from AOPA’s regional fly-
in in Colorado Springs, Colorado, I can honestly say
that I didn’t find one spring in this wonderful town.
Perhaps Rod needs a divining rod. I wasn’t disap-
pointed because in my hood (Southern California),
there’s no river in Riverside—much less a big bear in
Big Bear. What I did find was another fun-filled day at
an AOPA regional fly-in.
I’m not sure anyone could have asked for better
weather than what we had at the Colorado Springs
Municipal Airport. The temperatures were mild and
the winds calm. The only white puffy thing in the air
that day was the mushroom cloud of cigar smoke sur-
rounding an old-timer in the parking lot as he exited
his car—a Ford Humidor.
Since the City of Colorado Springs Municipal
Airport rests at 6,187 feet msl, I was worried that I
might be operating at only 80-percent mental power
because of a lack of oxygen. I wondered if I could give
the same safety speech at this performance level. The
more I thought about, it the less I worried—mainly
because I was operating at only 80-percent mental
power. Somehow that satisfied me, so I moved on.
One Colorado instructor told me that he carries a
portable oxygen bottle when giving flight reviews to
lowlanders (like me). The moment he hears his stu-
dents speaking gibberish on the radio, he puts them
on oxygen. This often clears up the gibberish immedi-
ately. When it doesn’t, he knows he’s in for a long day.
During my speech, he humorously held up a portable
oxygen bottle. Since I was already down 20 percent, it
was easy to ignore him.
Without a doubt, it’s the people who make these
fly-ins special. You don’t need MTV or HBO (which
isn’t an FBO with a TV) to be amused and enlightened
if you enjoy pilots and their stories.
One fellow told me that he tried for years to get
his wife, Joy, to fly with him—without success. The
standoff held until she finally agreed to a glider flight.
ROD MACHADO Unfortunately, his wife thought the towplane would
handles “ninja”
questions as a CFII, simply tow them around town, and then back down
but demonstrates to the airport. To her, a glider was a passenger car on
other martial arts a rope. Everything went well right up until the release
skills in tae kwon
do, hapkido, and of the tow rope. Ironically, at that moment, there was
Gracie jiu-jitsu. no joy in the cockpit because Joy was in the cockpit.
22 | AOPA PILOT December 2015
BY ROD MACHADO
Another nice fellow approached me and asked if
I could name the most important set of controls on
an airplane prior to liftoff. Long ago I learned that, no
matter what you say, you can’t answer these types of
“ninja” questions correctly. Years ago I tried a similar
ninja question on my instrument flight instructor,
thinking I was privy to knowledge that he had been
denied. He replied, “Well, I guess we both know what’s
going to happen now.”
I said, “What?”
“You’re going to tell me the answer, and I’m going to
pretend that I’ve never heard that in 50 years of flying.”
It turns out that I’m always hearing things at AOPA
Fly-Ins that I’ve not heard in 46 years of flying. The
answer to this fellow’s question was “the brakes.” Prior
to takeoff, if something isn’t right, doesn’t feel right,
or doesn’t look right, hit the brakes—and don’t release
them until you make it right. Good advice, my friend.
One of my most enjoyable conversations involved a
fellow who still had a working ADF in his panel, right
next to his WAAS-enabled Garmin GNS 530W GPS. He
wanted to know what he should replace the ADF with.
I told him, “Nothing.” That got his attention.
I told him that the FAA is planning to eventually
jack up all the VOR stations, drag them onto flatbed
trucks, and tow these ancient carcasses to a VOR
graveyard somewhere. If the cleaning lady at NORAD
accidentally bumps into the master GPS switch or a
hacker infiltrates the military’s GPS system, the only
reliable electronic instrument he’ll have for navigation
will be his ADF. If he still know how to use it, he’ll be
able to navigate nearly anywhere in the world. If he
carries a sectional chart and a plotter, he’ll be able to
make his own crude instrument approaches “on the
fly” for emergency instrument letdowns. The ADF is
the only navigation instrument that the government,
the military, the cyberterrorist, or the cleaning lady
can’t keep us from using in an airplane.
Next year’s AOPA Fly-Ins have just been posted on
AOPA’s website (www.aopa.org/fly-ins) (see “2016 Fly-
Ins Announced,” p. 55). Hopefully, you can make at least
one of these events. Believe me when I say that you’ll
laugh, learn, and make some great friends. AOPA
WEB www.rodmachado.com
 Integration Made Easy
The Perfect Blend
Drive the BendixKing by Honeywell KSN 770 MFD, and you’ll discover an intuitive
blend of hard buttons, cursor control, and touchscreen. Easily control GPS Navigation,
NAV/COM, Weather, Traffic and Terrain with confidence in any flight condition. The
KSN 770 is the Next Generation, WAAS-Enabled, Integrated Safety Navigator
Technology you control. Not the other way around.

Contact your dealer at BendixKing.com to see if you qualify for our Trade Up program.
PILOT COUNSEL
VFR weather minimums
the simple way
The ‘standard’ minimums
FOR THE PAST SEVERAL MONTHS, I have been reviewing
a selection of flight rules that are intended to help pilots
avoid conflict with other aircraft. These are a follow-up
to my August 2015 column (“Pilot Counsel: The ‘See and
Avoid’ Rules”) reviewing the general “see-and-avoid”
requirement of FAR 91.113(b). In September, I reviewed
the rules that assign rights of way to aircraft; in October
I reviewed the VFR cruising altitude rules that lessen
the possibility of head-on collisions; and in November
I reviewed the requirement for aircraft lighting that
makes aircraft more visible to other pilots. As I conclude
this series, I’ll review the requirement to observe certain
VFR weather minimums—rules also obviously intended
to help see and avoid.
FARs 91.155 and 91.157 tell us the minimum weather
conditions required for a flight under visual flight rules.
For legal reasons, these rules are necessarily complex
as written. However, for most VFR flying below 10,000
feet msl, a pilot can memorize a relatively simple set
of what I call “standard” weather minimums. If a pilot
observes these minimums, he or she will automatically
be in compliance. (FAR Part 61 places a couple of
additional weather restrictions on student, recreational,
and sport pilots.) The word standard does not appear
in the regulations. It should not be confused with the
terms basic and special, which do appear in the rules
and have technical regulatory meaning.
What accounts for the complexity of the VFR
weather minimums rule is that there are several
instances in which the minimums are different from
“standard.” With one minor exception, these minimums
are less stringent (only more stringent above 10,000 feet
msl), giving pilots the opportunity for more flexibility
with their VFR flying. The benefit of this method of sep-
arating “standard” from the other VFR minimums is
that a pilot can pick and choose among the technicalities
of the other-than-standard minimums to take advantage
of one or more of the less stringent weather minimums.
I will review these technicalities next month.
The standard VFR weather minimums relate to
three weather phenomena: visibility, cloud clearance,
and ceiling. Here is what you need to memorize:
JOHN S. YODICE is an • The standard visibility minimum is three statute miles.
aviation attorney,
pilot, and longtime • The standard minimum distance from clouds is 500
aircraft owner. feet below, 1,000 feet above, and 2,000 feet horizontally.
24 | AOPA PILOT December 2015
BY JOHN S. YODICE
• The standard ceiling is at least 1,000 feet above the
surface.
If you memorize and observe these minimums, you
will be in automatic compliance in all of the airspace
below 10,000 feet msl.
In applying these standard minimums, here are
some important definitions and practical aspects.
Visibility. There is a distinction between ground
and flight visibility. Ground visibility is by defini-
tion “reported by the United States National Weather
Service or an accredited observer.” Where an airport
in controlled airspace officially reports the weather,
a pilot operating an aircraft at that airport (taking off,
landing, or entering the traffic pattern) is bound by the
reported ground visibility. Otherwise, the controlling
visibility minimum is flight visibility as observed by the
pilot from the cockpit—a very subjective observation. A
good example is an aircraft transiting an airport’s con-
trolled airspace, but not operating at the airport. In that
case the pilot is required to maintain flight visibility of
at least three miles but is not bound by the officially
reported ground visibility at the airport.
Ceiling. The ceiling minimum applies only to air-
ports in controlled airspace down to the surface. This
minimum does not apply to the many airports in Class
G (i.e., uncontrolled) airspace. Pilots sometimes misin-
terpret visual charts where an airport is underneath but
not in controlled airspace. The ceiling minimum does
not apply to airports underlying controlled airspace.
Also note that under the rule, an aircraft may not
operate VFR beneath a reported ceiling when the ceiling
is less than 1,000 feet. An aircraft may be operated VFR
above a reported ceiling—“on top”—even right over the
airport. It is different for student, recreational, and sport
pilots, who cannot operate without visual reference to
the surface.
To recap, a simple way to be in automatic com-
pliance with the VFR weather minimums in any
airspace below 10,000 feet msl is to observe the stan-
dard weather minimums. However, we can add some
additional flexibility to our VFR flying by, next month,
reviewing the VFR weather minimums that are differ-
ent from standard. AOPA
WEB www.aopa.org/pps
 E.D. Marshall Jewelers - Scottsdale, AZ | Leo Hamel Fine Jewelers - San Diego, CA | Feldmar Watch Company - Los Angeles, CA
- St. Pete & Tampa, FL | Exquisite Timepieces - Naples, FL | York Jewelers - Chicago, IL | Chalmers Jewelers - Middleton, WI
Shannon Fine Jewelry - Houston & The Woodlands, TX | King’s Jewelry - Cranberry Township, Hermitage & Monaca, PA | Madison Jewelers - New York, NY
 The Key to Protecting
Both Owners and Renters
AOPA Insurance Services ofers both Aircraft Insurance and
Renter’s Insurance so that you’ll be protected when you fy.
With the buying power of AOPA behind us, we provide you with:
• Excellent coverage
• Competitive rates
• The expertise you eserve
• The epen ability of AOPA, a name you can trust.

Plus revenue from AOPA Insurance Services goes back to AOPA

to keep your dues low and fght for important GA issues.

Go Online or Call To ay!

800-622-AOPA [2672] or aopainsurance.org

We’re the ONLY ones with AOPA in our name...and phone number.
 PILOT BRIEFING 30 AOPA ACTION 35 GIFT GUIDE 40 SWEEPSTAKES 41 TEST PILOT 50 BUDGET BUY 55 FLY-INS

Bond is back
New 007 movie, Spectre, features our hero
in more aircraft antics, p. 29
CORBIS

www.aopa.org/pilot AOPA PILOT | 27
PILOT BRIEFING

AOPA NEWS |
Sponsored by Breitling

THIS MONTH IN AVIATION

TFR avoidance solutions
December
DECEMBER 1892. The Wright brothers
ForeFlight, Garmin team through AOPA efforts

FLIGHT PLANNING app providers ForeFlight and Tips for Temporary Flight Restrictions (TFR) and Special Use Airspace

3
KEYS TO SUCCESS

Garmin are making AOPA’s TFR avoidance and

 PLAN: Check TFRs at http://TFR.FAA.GOV, call FSS
open their first bicycle shop.  TALK: to Air Traffic Control and monitor Guard (VHF 121.5)
 SQUAWK: assigned discrete transponder code
DECEMBER 8, 1903. intercept procedures available as downloads.
FLIGHT PLANNING
 Review TFRs: http://tfr.faa.gov
PLANNING REFERENCES
 Review Air Defense

Samuel P. Langley’s (Nat’l Security TFRs on Twitter: @VIP_TFR) Identification Zone (ADIZ)

ForeFlight has made available for download the

 Review NOTAMS: procedures if flying into
https://pilotweb.nas.faa.gov/PilotWeb/ U.S. from abroad:

Aerodrome, piloted … or get both TFRs and NOTAMs plus route

http://www.faa.gov/
air_traffic/publications/

NORAD TFR avoidance and intercept procedures

weather and route brief by calling us_restrictions/airspace/
by Charles Manley, 
1-800-WX-BRIEF
Review Special Use Airspace along route:

#adiz
Review Washington D.C.

crashes into the

http://www.seeandavoid.org

card. The one-page kneeboard card tells pilots how

Special Flight Rules Area
 File a flight plan—IFR, VFR, DVFR, SVFR (SFRA) procedures if
Update GPS / iPad / Electronic Apps flying within 60 nm of
Potomac River.

KDCA: (Course ALC-405)

DECEMBER 17, 1903. to check for TFRs during preflight planning, directs DURING FLIGHT
 Activate flight plan (prior to entering TFR)
https://faasafety.gov

them to other planning resources, and presents the

 IFR or flight following w/discrete squawk

The Wright Flyer lifts into the 


Monitor 121.5 on back-up radio (if able)
Get TFR updates from FSS

air at 10:35 a.m.; the flight lasts intercept procedures used by NORAD and the FAA— These procedures describe a typical Security TFR.
Check published TFR for any unique procedures.
12 seconds and covers 121 feet.
including how an intercepted pilot is expected to
VFR INSIDE THE TFR:
30 NM radius
On a flight plan DO NOT SQUAWK 1200
It is the first powered, manned, squawking discrete
code and talking to ATC
DO NOT CANCEL IFR

heavier-than-air flight. respond. ForeFlight also released an update notifying IFR or VFR landing
10 NM radius

DECEMBER 27, 1906. French emis- subscribers that the information is now available.
On a flight plan IFR
squawking discrete On a flight plan
code and talking to ATC squawking discrete

sary visits the Wrights and secures code and talking to ATC

the option to buy an aircraft for Garmin informed AOPA that it would include the
information in a future release of its Garmin Pilot
IFR or VFR departing
$200,000. VFR not on a flight plan,
no radio contact, squawking 1200
On a flight plan
squawking discrete
code and talking to ATC
DECEMBER 10, 1911. Cal Rodgers,
STAY OUT!

software. North American Aerospace Defense Command (NORAD)

piloting the Wright EX Vin Fiz, Get this checklist and more at: www.NORAD.mil/GeneralAviation

completes the first transcontinen- “No GA pilot deliberately flies through a TFR, but
tal flight from Long Island, New it still happens about 500 times per year. Through
York, to Pasadena, California. making information available and having everyone—NORAD, AOPA, and flight planning
DECEMBER 24, 1925. The Wasp,
Pratt & Whitney’s first engine, is providers—work together, we believe it will help decrease the frequency of TFR
completed. violations,” said George Perry, senior vice president of the AOPA Air Safety Institute.
DECEMBER 1, 1935. First airway traf- AOPA provides several tools to help, including a TFR email alert system and flight
fic control tower established in
Newark, New Jersey. planning tools. “Having ForeFlight and Garmin make information more readily available
DECEMBER 17, 1935. The Douglas to pilots is a good thing,” Perry said. “The world has changed for GA since 9/11. As pilots
DC–3 takes off for the first time in we have to do our part to keep the skies safe.”
Santa Monica, California.
DECEMBER 1, 1941. The Civil Air “Enhancing the ability for pilots to access TFR and safety data should increase the
Patrol is established. likelihood that a bad situation can be avoided,” said AOPA President Mark Baker. “It’s
DECEMBER 7, 1941. Japanese attack great when AOPA’s safety and government affairs divisions are able to work so closely
Pearl Harbor, Hawaii.
DECEMBER 20, with the military and commercial vendors to find common-sense, simple solutions that
1957. First flight improve safety.”
of the Boeing
707.
DECEMBER 15-16,
1965. Gemini
V1–A orbital
rendezvous flown by astronauts
HEADLINES THAT AFFECT YOU |
Wally Schirra and Tom Stafford. Recent news from the aviation world
DECEMBER 21-27, 1968. Apollo 8
orbits the moon (Frank Borman, AOPA CONVENES FIRST HIGH SCHOOL controllers is at its lowest point in 27
James Lovell, William Anders). SYMPOSIUM years, warns NATCA. —AIN Online
DECEMBER 7-19, 1972. Apollo 17 crew
AOPA invited school administrators,
makes last lunar landing (Eugene
Cernan, Ronald Evans, Harrison guidance counselors, and aviation pro- USED AIRCRAFT SALES REBOUND
Schmitt). gram directors to its first AOPA Aviation Used aircraft sales are up and business-
DECEMBER 23, 1986. Voyager flies Leadership Alliance. —AOPA Online jet aftermarket sales are expected to
nonstop around the world without grow 3 percent annually from 2016 to
COURTESY BOEING PHOTO

refueling. DRONE ACTION URGED 2025. —Aviation Week

DECEMBER 17, 2003. 100th anniver- House committee voices concerns over
sary of powered flight and first drone usage; looking for “balance.” MAGAZINE NAMES NEW EDITOR
powered flight of SpaceShipOne. —AOPA Online Stephen Pope has been named the new
DECEMBER 15, 2009. First flight of
editor of Flying magazine, replacing
the Boeing 787 Dreamliner.
DECEMBER 23, 2014. Airbus delivers
ATC STAFFING AT LOWEST POINT Robert Goyer. —Flying magazine
the first A350. The number of certified professional

28 | AOPA PILOT December 2015

 BEHIND THE SCENES |
Bond, the pilot
Flying for king and country
DANIEL CRAIG as the new James Bond flies a Britten-
Norman Islander through an Austrian villa.
WHEN IT COMES to fast cars, fast women, and
iconic airplanes, who’s your man? Only one: “TOMORROW NEVER DIES”
Bond. James Bond. The Bond franchise is Aero Vodochody L–39
Albatros.
replete with scads of aircraft, some odd, some
stylish, some ridiculous. Here’s a short list of
notable aircraft appearing in the films.
In Goldfinger, the villain’s fleet includes a
Lockheed JetStar—flown single-pilot by Pussy
Galore. Can you believe it—Galore
flew the JetStar from Switzerland to
Kentucky, nonstop. Impossible, with
those four early turbojet engines! And
COURTESY METRO-GOLDWYN-MAYER PICTURES/COLUMBIA PICTURES/EON PRODUCTIONS
too bad Goldfinger’s bad aim shot out
a cabin window and sucked him into
oblivion in an enduring—and false—
demonstration of the power of sudden
depressurization. “Where’s Goldfinger?” “YOU ONLY LIVE TWICE”
Galore asks Bond (Sean Connery) after The Little Nellie WA–116 autogyro
with its creator and pilot, Ken Wallis.
Goldfinger’s window exit. “Playing his
golden harp,” Bond deadpans.
Goldfinger also features Pussy Galore’s
Flying Circus, a fleet of five Piper Cherokee
140s fitted out with poison gas. The 140s
were flown by men, incidentally. They wore
wigs for the in-flight scenes.
Octopussy was memorable for the
opening scene in which Bond (Roger Moore)
pilots a single-seat BD–5J jet, evades a
missile attack by flying it through an open
hangar, runs out of fuel, and lands on a
highway. Where did Bond learn to fly it? It “OCTOPUSSY”
was stunt pilot Corkey Fornof at the controls. BD–5J Jet.
SPOILER ALERT: If you haven’t seen the new James Bond movie Spectre but
are wondering whether there are any aircraft scenes, we have the intel.
It’s one of the most expensive Bond movies to date, and—in addition to
destroying more than 10 Aston Martins for the special effects—the film
shows a Britten-Norman Islander flying through an Austrian villa after a
high-speed chase that includes a couple of those Aston Martins, as well as
Chuck Aaron’s Red Bull helicopter disguised in military livery.
Aaron, who retired from his signature aerobatic helicopter flying in
October, performs a barrel roll in the film. Bond, of course, is at the con-
trols of the Islander. Played by Daniel Craig, James Bond always seems to
know how to pilot an aircraft—no matter what situation he finds himself in,
as Editor at Large Tom Horne found in doing a little research.
Bond specializes in missile evasion, it
seems. Tomorrow Never Dies starts with
Bond (Pierce Brosnan)—apparently with
another type rating under his belt—dodging
rockets as he flies an Aero Vodochody L–39
Albatros.
Another movie, another demonstration
of stellar pilot skill: Bond’s (Roger Moore)
qualifications were apparently good
enough for him to fly the Space
Shuttle, the polar opposite of a BD–5J,
in Moonraker.
In Thunderball, Bond (Sean
Connery) straps on a Bell Aerosystems
“THUNDERBALL”
rocket belt to get away from the bad
Avro Vulcan B.2.
guys. Thunderball is also noteworthy
for featuring a Cold War classic: the delta-
winged Avro Vulcan B.2. The Vulcan, with
two nuclear bombs aboard, is stolen by bad
guy Emilio Largo, ditched in the Bahamas,
and used for extortion. Of course, Bond
locates the Vulcan and prevails in an
underwater knife and spear-gun fight.
And in You Only Live Twice, Bond
(Sean Connery) commands a wicked
autogyro fitted out with flamethrowers,
machine guns, and missiles. Of course, he
shoots down four of the pursuing enemy
helicopters, hampered by flying more
conventional designs.
The latest film, Spectre, opened in
theaters November 6. —Thomas A. Horne
www.aopa.org/pilot AOPA PILOT | 29
PILOT BRIEFING

AOPA ACTION |
Baker on the move
Q&A on PBR2 Since taking office in 2013, AOPA Presi-
dent Mark Baker has logged more than
100,000 miles visiting members across
Common questions on third class medical reform the country.

Why the changes in the bill’s language? The original language did not have LAST MONTH
NOVEMBER 9—High School Leadership
enough support in the Senate. It was not going to pass or move forward in its
Alliance, Lakeland, Florida
original form. NOVEMBER 10—AOPA Board of Trustees,
What if I will only support the original language? Accepting only the original Washington, D.C.
NOVEMBER 12—RTCA meeting, Washing-
language would mean failure of the entire bill. We would end up with nothing—
ton, D.C.
the same way previous efforts have ended. NOVEMBER 17-19—National Business Avia-
Will this affect me if I still want to fly as a sport pilot? You may still fly Light tion Association, Las Vegas, Nevada
Sport-eligible aircraft with at least a sport pilot certificate and a valid driver’s license.
THIS MONTH
Isn’t this just a move to a 10-year renewal of a medical? No. If you are a pri- DECEMBER 9—University of North Dakota
vate pilot and have a valid medical certificate (regular or special issuance) within
10 years from the date when the bill is signed into law, you may never have to
visit an AME again. “We’re committed to
What is the online aeromedical course, and who will administer it? The
course, taken every two years, would be a requirement to keep flying privileges.
winning third class
The course will be run and maintained through the GA community’s commu- medical reform, and we’ve
nications channels, such as the AOPA Air Safety Institute. The FAA would only come closer to getting
approve the content of the online course.
I feel fine. Why do I have to go to a doctor every four years to prove it? This
it done in 2015 than
legislation eliminates the cost, paperwork, and extra hassle of regularly seeing ever before.
a different doctor just to fly. We will keep pushing
What about new private pilots? An initial medical approval by the FAA will
ensure that a new pilot in good health can fly. That’s a one-time approval, com-
for change until we get it.”
pared to the biennial medical exam that is now required for pilots older than 40.
Will I be able to get insurance if I fly under the rules set out in the PBR2?
Contact your insurance broker or company and ask how they will handle antic-
ipated reforms.

I have held a regular or special
issuance medical certificate
within the past 10 years from
the
WEBdate the bill becomes law.
I have not held a regular or spe- I have a cardiac, mental,
cial issuance medical certificate or neurological
within the past 10 years from the condition, or I have
date the bill becomes law. had cardiac surgery.

Complete the medical If your condition is on the

No new medical certification process FAA’s list, complete the
certification needed. (regular or special special issuance process
issuance) one time. one time, even if you have
held a medical in the past
10 years.
Take online medical Take online medical
education course every education course every
two years. two years. Take online medical
education course every
two years.
Visit personal doctor Visit personal doctor
every four years, note every four years, note
the visit and any treat- the visit and any treat- Visit personal doctor
ment in your logbook. ment in your logbook. every four years, note
the visit and any treat-
ment in your logbook.
WEB www.aopa.org/advocacy

30 | AOPA PILOT December 2015

PILOT BRIEFING
ACTION IN THE STATES
|
Arkansas Lt. Gov. Tim Griffin said
the state’s “municipal and regional
airports aren’t islands and can be
key to commercial growth.”

ALASKA REGION
AOPA is working with the Alaska Flight
Service stations, National Weather
Service, and the NTSB to increase
the number of pilot weather reports
(pireps) available in Alaska. The state
has the lowest density of aviation
weather reporting stations in the
country. AOPA Alaska Regional Man-
ager Tom George serves on a working
group with industry and government
stakeholders to dig into different
aspects of the pirep system and ensure
the reports filed are making it to pilots.

NORTHWEST WESTERN PACIFIC CENTRAL GREAT LAKES SOUTHERN REGION EASTERN REGION
MOUNTAIN REGION REGION SOUTHWEST REGION Pilots from across AOPA President
The National Nevada will host AOPA is working the Southeast Mark Baker and
REGION
Association of a conference on with pilots and have donated Eastern Regional
AOPA Airport
State Aviation integrating drones airport advo- their time, money, Manager Sean
Support Network
Officials’ annual into the National cates who want and aircraft to Collins spoke at
volunteer Mike
conference Airspace System, to get public-use provide relief to the Massachusetts
Racine used the
was held in December 8-10 status for the those affected by Airport Manage-
opening of a new
Boise, Idaho; in Las Vegas. now private-use- severe flooding in ment Association
crosswind runway
followed by the California’s San only Batesville South Carolina. Annual Confer-
at Alexander
Oregon Airport Diego Air and Airport in Indiana. AERObridge ence. In Maryland,
Municipal Airport
Management Space Museum During a visit to delivered more AOPA participated
in Belen, New
Association is scheduled Columbus, Ohio, than three tons in a meeting of the
Mexico, to support
Conference in to induct nine AOPA participated of food and Maryland Airport
Angel Flight,
Corvallis; and individuals into in aviation and water to flood Managers Associa-
organizing a raffle
the Utah Airport its Hall of Fame, aerospace day at victims. AOPA tion. At Connecti-
for the honor of
Operators including Alan the statehouse. donated $5,000 cut’s Tweed New
being the first to
Association in Mulally for his EAA Chapter to AERObridge Haven Airport,
take off from the
Bryce Canyon. contributions at 77 in Flushing, to help purchase Collins met with
new runway. Pilots
In Vancouver, Boeing; Frederick Michigan, got supplies, including AOPA ASN volun-
in Hammond,
Washington, Trapnell, the first an update from food and water. teer Charlie Skel-
Louisiana, are
AOPA supports U.S. Navy pilot to AOPA on key local AOPA also ton. At the Rhode
forming a flying
a plan to change fly a jet; and Rep. issues. Runway donated $5,000 Island Airport
club. More than a
the airspace over Sam Johnson modifications are to Florida-based Corporation’s GA
dozen pilots have
Pearson Field from (R-Texas), who planned at Winona Tropic Ocean Advisory Group,
expressed interest.
Class D to Class E. flew combat Municipal Airport- Airways to AOPA listened
AOPA President
Hot Springs missions in the Max Conrad Field purchase supplies to Rhode Island
Mark Baker
County- Korean and in Minnesota. for its relief flights airport officials
spoke at the Four
Thermopolis Vietnam wars. AOPA pointed out to the Bahamas. discuss concerns
States Airport
Municipal Airport The museum will the importance of and opportunities
Conference
in Wyoming is honor EAA and maintaining the for the state’s GA
in Missouri in
opening its newly the EAA Young field’s two-runway airports.
October.
relocated airport. Eagles program. configuration.

32 | AOPA PILOT December 2015

 List Price: $795

DANIEL STEIGER
88% OFF - (Saving you $696)+S&P
VELOCITY
The Daniel Steiger

• Guarantee: 5 Year Movement Guarantee

• Case Width Approx: 44mm / 1.7in

• Case Depth Approx: 10mm / 0.4in

• Dial Colour: Black with Chequered Pattern

• Case Material: Stainless Steel

• Sub Dials: Day / Date / 24hr

• Strap type: Tire Track Black Rubber Strap

• Water Resistance: 5ATMs / 500 metres

CALL NOW TOLL FREE 24/7 ON 1-877 550 9876

ALSO
AVAILABLE
Quote promo code AO5NVE WITH
RED OR
ORANGE ACCENTS
Or order online at www.timepiecesusa.com/ao5n

Timepieces International Inc, 12800 N.W. South River Drive, Medley, FL 33178
Just in time for the holidays—AOPA Foundation’s Auction Now Open!

2015 ONLINE AUCTION

• Tickets to the 2016 • Upset & Recovery
Masters Tournament Training
• Breitling Navitimer • Items from AOPA
Limited Edition Watch PilotGear
Plus more items online!
Proceeds beneft the AOPA Foundation

Go to www.AOPAFoundation.org/auction and start bidding!

PILOT BRIEFING GIFT GUIDE

Gifts
FOR THE TRAVELING PILOT | COLLAPSE IT AND GO

SPACE AND WEIGHT are at a premium in a lot of general aviation aircraft. So what’s a traveling pilot
to do? Tell the family all they can pack is a sleeping bag and insect repellent—or load the airplane
and sneak out alone in the middle of the night? If it sounds familiar, fret no more. Here are some
space- and relationship-saving gift ideas that should allow for at least one more person on a trip.

Folding table with benches, $175 Lift headset bag, $99.95

www.picnicfashion.com
Wooden table with aluminum alloy frame, seats four.
Gocycle, $5,000
http://gocycle.com/
Cruise around town at 15.5 mph with this collapsible e-bike.
Joey Chair, $78.99
http://spenceraircraft.com/pilot-shop.html
Under two pounds, folds to the size of a California burrito.
Side Canyon Table, $28.99
http://spenceraircraft.com/pilot-shop.html
A 250-pound-capacity, foldable side table, foot rest, or seat.
http://spenceraircraft.com/pilot-shop.html
This durable bag has space for two headsets and an iPad,
plus side pockets for radio and other small essentials.
Mountain Hardwear Shifter 2 tent, $199
www.mountainhardwear.com
This tent for two lets you reconfigure in changing conditions.
Jetboil Zip Cooking System, $79.95
www.jetboil.com
Lightweight, heats food and drinks quickly.
Shifter 2 tent and Jetboil provided by The Trail House in
Frederick, Maryland (www.trailhouse.com).

www.aopa.org/pilot AOPA PILOT | 35
PILOT BRIEFING GIFT GUIDE

Gifts
FOR THE GEEKY PILOT | GADGETS AND GEAR

GADGET-OBSESSED PILOTS may already own a watch, a camera, an Automatic Dependent

Surveillance-Broadcast receiver—but with the holidays approaching, there’s always a chance
to upgrade one of those items. Here are suggestions for the geeks who already have everything.

Breitling Navitimer, $6,500 Leica D-Lux, from $1,051

www.aopa.org/navitimer http://us.leica-camera.com
Crafted to reflect the original design, the Navitimer AOPA This compact camera sports a versatile zoom lens for
limited edition features the association’s logo on the dial a variety of creative genres—think airshows and fly-ins.
and on the caseback.
Garmin VIRB, $399.99
Apple Watch, from $349 http://virb.garmin.com/en-US/
www.apple.com/watch Not only does it shoot HD video, but it also allows pilots
Get your weather (and more) on your wrist. to track and overlay speed, altitude, and more.

Stratus 2S ADS-B receiver for iPad, $899

www.sportys.com
Get subscription-free weather, GPS information, ADS-B traffic,
and backup attitude—all integrated with ForeFlight Mobile.

www.aopa.org/pilot AOPA PILOT | 37
 H
OLD10
MI NORTH
EAST OF
NAP VOR
V
ON 030 RA
DIAL ONE M
INUTE LE GS.. HOLD 10MI NORTH-EAST OF NAP VOR ON 030 RADIAL ONE MIN
UTE LEGS. H OLD 10MI NORTHEAST OF NAP VOR ON 030 RADIAL ONE MINUTE LEGS.. HOLD 10MI
NORTH EAST OF NAP VOR ON030 RADIAL ONE MINUTE LEGS HOLD 10MI NORTH-EAST OF NAPVO V R
ON 0 30 RADIAL O NE MINUTE
LEGS HOLD 10 R
MI NORTH
EAST OF NAP V OR ON 03
0 RA DIAL ONE MIN UT E LEGS.
HOL D 10MI N ORT HEAS TOFNAP
V R
VO ON 030 RA DIAL ONE M INUTE L
EGS HOLD 10MI NORTH EAST O
FN AP VOR O N 030 RAD IAL ON
EM INUTE LEGS.. HOL D 10MI N ORTHE
AST OF NA P VOR ON 030 RADIAL ONE M
INU TE LEGS.. HOLD 10 MI NORTH
EAS T OF NAP VOR ON 030 RA
DIA LONE MINUTE LEGS H
OLD 10MI NORTHEAS T OF N
AP VOR ON 030 RADIAL ONE M
INU TE LEGS.. HO LD 10 MI NORT
R H
EAS T OF NAP V OR ON 03 0 RADI
AL ONE MIN UTE LEGS.. HOLD
10M I NORT HEAST O F NAP V
OR ON 030 RADI AL ONE
MIN UTE LEGS.. HOLD 1
0MI NORTHEA ST OF N
APV OR ON 03 0 RADIAL
ONE MINUTE LEGS.. HO
LD 10 MINO RTHEAST OF NAP VO
R ON 030 RAD IAL ONE MINUTE LEGS.HOLD10
MI NORTHEAST OF NAP VOR ON 030 RADIAL ONE MINUTE LEGS HOLD 10MI NORTHEAST OF NAP VOR ON
030 RA

A PICTURE IS WORTH A THOUSAND WORDS.

Sometimes you need a second-in-command. That’s what you get when

you bring high-end flight deck technology to your cockpit with GTN. And
that’s what you need when weather is looming and fuel is limited. Capabilities
like creating and executing custom holds, loading a second approach while
going missed, animating NEXRAD weather and more. So you take the work
out of high-workload situations. Learn more at Garmin.com/aviation.
©2015 Garmin Ltd. or its subsidiaries
PILOT BRIEFING GIFT GUIDE

Gifts
FOR THE ARMCHAIR PILOT | HANGAR FLIERS

WINTER’S COMING! It gets dark early, it’s cold, and freezing levels are drop-
ping in a lot of states. Pilots grounded by weather will require an aviation
outlet when they’re inside, lounging comfortably by the fire or congregat-
ing in the hangar. What’s the next best thing to give them? Books, movies,
and an adult drink, of course.

Stacy Schiff, Saint-Exupéry, A Biography, $13.91 One Six Right, $19.95

Aviation legend and author Antoine de Saint-Exupéry Brian Terwilliger tells the story of California’s Van Nuys Airport
is synonymous with the golden age of aviation. in a newly released Blu-ray format, dispelling misconceptions
www.bn.com about living close to an airfield.
www.amazon.com
David McCullough, The Wright Brothers, $18
Get a new and intimate perspective of the story of Wilbur Planes: Fire & Rescue, $12.99
and Orville Wright. Dusty braves more adventures in this sequel to Disney’s Planes.
www.amazon.com www.amazon.com

Micah Wright, Duster, $39.99 Aviation American Gin, $32.99

This beautifully drawn graphic novel tells the story of a female
cropduster pilot fighting to save her daughter from the Nazis
in 1940 Texas.
http://www.amazon.com/Duster-Micah-Ian-Wright/
dp/1942749821
Enjoy this batch-distilled gin infused with lavender, cardamom,
and sarsaparilla on the rocks or in a gin and tonic.
http://aviationgin.com/american-gin/
Vintage aircraft logo glassware, $24.99 (set of four)
Serve that gin and tonic in style in glasses etched with
vintage aircraft logos.
www.sportys.com

—Sylvia Horne

www.aopa.org/pilot AOPA PILOT | 39
PILOT BRIEFING
AOPA 2015 YOU CAN FLY SWEEPSTAKES
Fly off: 150 versus 152
Smiles per gallon
B Y D AV E H I R S C H M A N
A FLY OFF between two bantam-
weight trainers is no clash of
titans. The Cessna 150 weighs in
at just more than 1,000 pounds
empty, and its 152 successor is
about 25 pounds heavier. Almost
all of that weight difference is
attributable to the 152’s larger
110-horsepower Lycoming
engine, compared to the 150’s
100-horsepower Continental.
But inquiring minds (read:
my editor’s and mine) wanted
to know the real performance
differences between these
once-ubiquitous trainers, so we
put them to a side-by-side test.
And it would be impossible to
find two better airplanes for the
comparison. Both the 150 and
152 are best-in-class examples
that had recently been remanu-
factured by Aviat Aircraft as part
of AOPA’s ongoing Reimagined
fleet renewal program.
40 | AOPA PILOT December 2015
On a glorious 65-degree-
Fahrenheit afternoon, we filled
the fuel tanks in both airplanes,
added a 180-pound pilot, and
prepared for an aerial drag race.
AOPA colleague Mark
Evans won the coin toss and
elected to fly N152UC, AOPA’s
2015 Sweepstakes Reimagined
152, a 1978 model. I hopped in
N150UC—an airplane that’s so
much nicer than those in which
most GA pilots of my generation
learned to fly, it’s almost
unrecognizable as a 1976 150M.
Lined up on Runway 5 at
Frederick (Maryland) Municipal
Airport, we simultaneously
added full power and trundled
into an 8-knot breeze. The 152
accelerated noticeably faster and
pulled ahead by about 50 feet
at the time that both airplanes
reached rotation speed. The 150
used slightly less runway in both
LY
F
O
Y
U N
C A
WINNERS
Takeoff and climb: 152
Max speed: 152
Slower stall: 150
Smaller turn radius: 150
Landing: Draw
normal and short-field takeoffs,
but the 152 accelerates more
quickly and its power advantage
becomes even more obvious in
its greater rate of climb.
The 152 pulled away with
a climb rate of more than 800
feet per minute, while the 150
barely did 600. The 152 has a
10-percent power advantage,
but its gross weight is only 1.5
percent more than its rival’s—
and this is where it comes into
play. Advantage: 152.
We climbed together to
4,000 feet and found the two
airplanes were in a virtual
dead heat in straight-line speed
at redline engine rpm, but the
152 was about two knots faster.
The 152’s speed advantage
was barely noticeable, but it’s
consistent, and I’ll have to
trust that both tachometers
were accurate and Evans was
VIDEO EXTRA
Watch the trainers
face off.
strictly observing the limit.
Advantage: 152.
Next, we decelerated
together to find out which
airplane stalls more slowly.
With flaps up and the stall horns
blaring in both airplanes, the
152’s wing quit flying first. The
lighter 150 managed to hang on.
We repeated the process with
full flaps, and the 150 (with 40
degrees of flaps, compared to
the 152’s 30 degrees) had an even
bigger margin. Advantage: 150.
Then we set up a turning
contest. We passed head to
head, left wing to left wing,
and banked 60 degrees in the
direction of the other aircraft.
The 150 has both a quicker rate
of turn and a smaller radius. (Or
maybe I was still mad at being
left in the dust during the takeoff
and climb, and pulled harder in
the turn.) But after 360 degrees
of turn, the 150 was well inside
its rival. Advantage: 150.
We returned to the airport
for a series of approaches and
landings. Using full flaps and
an approach speed of 60 miles
per hour, both airplanes had
a comfortable 1.3 VS margin
above stall. But at its maximum
40-degree flap setting, the 150
had more drag. It requires more
power to maintain a 3-degree
glideslope, but it also decelerates
faster, and drops like a stone the
moment the throttle is pulled
back to idle. It’s no wonder these
are the favored aircraft for spot-
landing contests. The 152 is
more forgiving because it’s less
likely to develop excessive sink
rates at full flaps and idle power.
Advantage: Draw.

In sum, the 152’s more powerful engine
gives it a distinct advantage in acceleration
and climb, and a very slight advantage in top
speed. The lighter 150 has the edge in slow
flight and, with its greater flap travel, short-
field and spot landings. Both are highly
responsive, honest, mechanically simple,
and proven primary trainers.
My main takeaway was how much fun
these airplanes are to fly, and the numbers
we worked hard to gather really don’t tell
the story—or, frankly, matter much. Who
cares if one model is two or three knots
faster in high cruise? These airplanes were
made to teach students to take off and land,
and they both do that extremely well. These
airplanes were never meant for transconti-
nental treks, although Evans and I have each
done a few in these airplanes (see “Wyoming
Transformations,” March 2015 AOPA Pilot).
During many hours of learning to fly in
a Cessna 150, taking my first checkride, and
giving rides to friends and family members,
I never saw one up close from the perspec-
tive of another aircraft. So although our
150/152 formation of bright yellow train-
ers might have looked a bit goofy from the
ground, it was a novel experience for both
pilots. The radio communications between
the two reflected that with more than the
normal share of quips, jokes, and laughter.
There are lots of ways to quantify
aircraft performance. But in terms of smiles
per gallon, these airplanes are in a league of
their own.
EMAIL dave.hirschman@aopa.org
LAST CHANCE
It’s that time of year again—no, not the
holidays, but the final opportunity to
make sure the Reimagined 152 can be
a gift in your hangar in 2016. The AOPA
2015 Reimagined Sweepstakes is open
to all members. You can increase your
chance of winning by joining the AOPA
Automatic Annual Renewal Program.
The final chance for entry is December
31, 2015. Our prize patrol could arrive at
your airport sometime in early February.
Don’t miss this opportunity to win your
JOHN HOLMS
own renovated Cessna 152. Go online
(www.aopa.org/sweeptakes) for final
rules and information.
TEST PILOT | BY BARRY SCHIFF
75
1. From reader Jeff Randolph: By now,
most pilots are aware of Automatic
Dependent Surveillance-Broadcast
(ADS-B), a cornerstone of the NextGen
air traffic control system. What is
ADS-C?
2. True or false? During World War II,
a Douglas DC–4 was stripped of its four
engines and converted into a cargo-car-
rying glider.
3. From reader George Shanks: What is
it about the Tupolev TU–4 Bull, a Soviet
bomber, that Americans in particular 6. A noncantilevered wing has at least
find so interesting? one primary strut to provide support.
Small or auxiliary struts often are used
4. A pilot begins a normal glide at in conjunction with and to support the
10,000 feet msl and maintains the best main wing struts. What are these called?
glide speed throughout the subsequent
descent to sea level. As the airplane 7. From reader John Schmidt: Betty Lou
loses altitude, sink rate Oliver holds the world’s record for sur-
a) increases. viving an elevator plunge of 75 floors.
b) decreases. What does this have to do with aviation?
c) remains constant.
d) cannot be determined. 8. At 9,927 feet msl, Leadville, Colorado
is the most highly elevated airport in the
5. From reader Stacey Taylor: The eight United States. What is the temperature
throttle knobs used by the pilot in the at Leadville when the density altitude
cockpit of the Hughes H–4 Hercules there is the same as its elevation (assum-
are logically labeled 1, 2, 3, 4, 5, 6, 7, and ing no humidity and an altimeter setting
8. Why are the first seven knobs also of 29.92 inches of Hg)?
labeled E, H, E, H, H, H, and E? ANSWERS on page 48
SPA HEADED FOR WATER
THE SEAPLANE PILOTS Association will move from its landlocked Lakeland, Florida,
headquarters to a more float-friendly Winter Haven facility after funds are raised to
support the move.
The Winter Haven City Council will provide a 30-year lease to the Seaplane Pilots
Association to develop three acres of Winter Haven Gilbert Airport’s Lake Hartridge
for a public seaplane base with floating docks, picnic tables, and ramps.
“We’re going to give that right back to them for a park after we develop it,” said
Steve McCaughey, SPA executive director.
The SPA headquarters building will be erected on two acres across from the
lakefront base with hard-packed surfaces and pilot-operated fences and gates for
access to the ramps and docks. The headquarters facility will include a 10,000-square-
foot hangar, offices, and interactive workshops and educational displays.
McCaughey said the area was a natural fit because the community has
demonstrated an affinity toward seaplanes. “There’s a lot of synergy and there are
40 lakes within the city’s boundaries, most of which are open to seaplanes on a regular
basis. It’s a real seaplane-friendly community.” —David Tulis
www.aopa.org/pilot AOPA PILOT | 41
PILOT BRIEFING

RED BULL AIR RACES |

The fast and furious

Heart-stopping entertainment in Las Vegas
B Y J U L I E S U M M E R S WA L K E R

VIDEO EXTRA
See the pilots
battle gusty
conditions and
continue rivalries
in Las Vegas.
MICHAEL GOULIAN (above) prepar-
ing for the race. Las Vegas winner
Matt Hall (right).

THE FINAL RED BULL Air Race of 2015 was the second on U.S. one-thousandths of a second. It was Australian Matt Hall in first,
soil and the American race pilots—Michael Goulian and Kirby Great Britain’s Paul Bonhomme second, and Germany’s Matthias
Chambliss—might not have made it to the podium, but they pro- Dolderer third.
vided heart-stopping entertainment nonetheless.
Goulian—who seemed to be an underdog in the Training Master DISAPPOINTMENT
Class (the 14 Master pilots fly the race course in trials on the first day His face said it all—and the commentator watching Kirby
of the two-day race)—ended up as the “fastest loser,” which might Chambliss’ reaction via the onboard Garmin VIRB called it his
sound like a bad thing but is actually a good thing. Racers vie for the “ugly face”—the races were over for number 10 in the first round.
fastest time on the course in two laps of 3.7 miles each, horizontally Chambliss has raced in every season of the Red Bull Air Race since
through three air gates (82-foot-high pylons), and straight and level its inception in 2003.
through the Chicane—a Highly competitive, Chambliss appeared to be the U.S. favor-
series of single pylons ite this year in the training rounds. The addition of winglets to his
230 MPH positioned in a line. Edge 540 V3 added speed and he was fifth in the training round. But
The Red Bull Air Race is the fastest They race head to it was not to be. Head to head against Czech racer Martin Sonka,
motorsport series in the world. head based on their Chambliss was slightly slower than the decorated former Czech air
times, which meant force pilot. Disappointingly, the day of the race was his birthday.
Las Vegas race results that Goulian’s losing
1 Matt Hall, Australia time in his head-to- CHAMPIONSHIP
2 Paul Bonhomme, Great Britain head with Austria’s Red Bull Air races are cumulative; points earned throughout the
3 Matthias Dolderer, Germany
4 Yoshihide Muroya, Japan
Hannes Arch was the race season qualify the pilot to win the World Championship.
5 Hannes Arch, Austria fastest of those who Bonhomme—with his second place finish—won the 2015 champi-
6 Michael Goulian, USA lost their heat. In the onship, his third. He breaks the three-way tie of two championships
7 Nicolas Ivanoff, France round of 8, Goulian was with Americans Mike Mangold and Chambliss.
8 Martin Sonka, Czech Republic pitted against Japan’s In a poignant end to the 2015 season, Hungarian pilot Peter
9 Juan Velarde, Spain
10 Nigel Lamb, Great Britain
Yoshihide Muroya. Besenyei—known as “The Godfather”—announced his retirement.
11 Pete McLeod, Canada Goulian and Two days later, so did Bonhomme. Dates and locations for 2016 will
12 Kirby Chambliss, USA Muroya clocked im- be announced in March.
MIKE SHORE

13 Peter Besenyei, Hungary pressive times, but this

14 Francois Le Vot, France race comes down to EMAIL julie.walker@aopa.org

42 | AOPA PILOT December 2015

NOW IS A GOOD TIME
TO REFINANCE YOUR AIRCRAFT LOAN
Interest rates are most likely lower than when you
first obtained your loan.
Aircraft refinance rates can be as low as 4%. Call one of our aircraft loan
Start saving money on your monthly payments specialists at 1-800-627-5263 to
by taking advantage of these low rates and see how AOPA Aviation Finance
extending your loan term. Our knowledgeable can help you save money on your
staff can walk you through the finance process monthly loan payments, or visit us
and answer your questions along the way. We online at www.aopafinance.com.
will take the time to understand your needs
and build a finance package for you.

aopafnance.com • 1-800-62-PLANE (75263)

PILOT BRIEFING
NEWS |
Drones to be registered
Task force will work on particulars
BY JIM MOORE
A TASK FORCE of government and
industry stakeholders will be assem-
bled to work out the details of a new
requirement to register all unmanned
aircraft systems (commonly known as
drones) at the time of sale.
U.S. Secretary of Transportation
Anthony Foxx, and representatives
of various groups concerned with
commercial and recreational use of
By some estimates, 1 million drones or more
may be sold this holiday season.
unmanned aircraft, announced the
urgent effort to ensure that every
drone is linked to a user. Commercial
operators are already required to
register unmanned aircraft, and fed-
eral officials said they can expand
that requirement to all drones based
on their existing authority and
regulations.
The task force, Foxx said, “will
work on a tight timeline to get this
done” by November 20, with the
registration requirement to be in place
44 | AOPA PILOT December 2015
by mid-December. By some estimates,
1 million drones or more may be sold
this holiday season. Foxx expects
the registration requirement will be
retroactive to drones sold prior to
December, although that is still to be
decided.
“There’s still a lot of work to do,”
Foxx added, noting that the FAA con-
tinues to work on a final rule that will
govern operation of commercial drones
that weigh less than 55 pounds. The new
registration requirement, meanwhile,
will augment various operator education
efforts, including some created volun-
tarily by manufacturers. The requirement
to register all drones will allow the FAA
and law enforcement to trace drones that
violate laws or regulations back to their
owner, and Foxx said the inability to do so
has been a significant obstacle to enforce-
ment of current regulations and rules.
Foxx said the task force will
determine which drones will be subject
to the requirement, as well as the par-
ticulars of setting up a system to gather
information from buyers. The work of
that task force will not interfere with
or delay the FAA effort to finalize the
proposed rule that will update FAA
regulations governing small UAS oper-
ations. (AOPA was among more than
4,500 individuals and groups that sub-
mitted comments  on that proposed
rule.) Foxx said the rule remains on
track to be finalized in June 2016.
AOPA will welcome an invitation
to join the registration task force and
work with government and industry
to craft specifics of the registration
requirement for small UAS, having
long advocated for safe, responsible
integration of unmanned aircraft.
The association has joined various
government and industry efforts to
educate operators, and to develop
regulations and policies that facilitate
the safe use of airspace. AOPA will
ensure the views and concerns of GA
pilots are known to all involved.
EMAIL jim.moore@aopa.org
Introducing Perfect Choice HD™
Renowned Neurotologist invents an effective and
affordable Personal Sound Amplification Device
Soft sounds and distant conversations can now be easier to understand
I
t’s truly remarkable the way
science has changed the way
NEW we live. Innovations in digital
technology have made the products
Now with more
we use more effective, simple and
power and clarity!
affordable. From smart phones
to smart cars, we can benefit from
these advances. And who better to
take advantage of new technology
and apply it to the everyday need
to “turn up the volume” on sounds
around us than a Neurotologist– a
doctor who specializes in hearing
and balance disorders? Thanks to
the efforts the doctor who leads a
well-respected hearing institute,
this product can be manufactured
Affordable,
in an efficient production process
Simple to use. that enables us to make it available a
very affordable price. This product
is the Perfect Choice HD™.
Note – It’s not a hearing aid (it’s a
Personal Sound Amplification
Product or PSAP). Hearing aids
can only be sold by an audiologist
Virtually or a licensed hearing instrument
specialist following hearing tests
impossible and fitting appointments. Once
to see. the audiologist had you tested and
fitted, you would have to pay as
much as $5000 for the product.
Why Perfect Choice HD is the best choice !
Are you or a
Lightweight / Inconspicuous Less than 1 ounce loved one frustrated
Sound Quality Excellent – Optimized for speech in these situations?
• Restaurants
Increased Loudness Yes • Dinner parties
• Outdoor conversations
Test and Fitting Required No
• Lectures • Sermons
One-on-One Personal Set Up Free • Meetings
Full refund of product purchase …and other times where
Friendly Return Policy
price within 60 days you need to turn up
Color Silver or Beige the volume
The Perfect Choice HD™ unit
is small and lightweight enough
to hide behind your ear...only
you’ll know you have it on. It’s
comfortable and won’t make you
feel like you have something stuck
in your ear. It provides high quality
audio by using advanced digital
processing to amplify frequencies
for human speech, so soft sounds
and distant conversations will be
easier to understand. Try it for
yourself with our exclusive home
trial. Some people need hearing
aids but many just want the extra
boost in volume that a PSAP gives
them. We want you to be happy
with Perfect Choice HD, so we are
offering to let you try it for yourself.
If you are not totally satisfied with
this product, simply return it
within 60 days for a refund of the
full product purchase price. Don’t
wait… don’t miss out on another
conversation… call now!
Call now toll free
for our lowest price.
1-888-481-4683
Please mention promotional code
101701.
1998 Ruffin Mill Road,
Colonial Heights, VA 23834
Perfect Choice HD is not a hearing aid.
81037
If you believe you need a hearing aid,
please consult a physician.
PILOT BRIEFING

FLYING CLUBS |

Ann Arbor Flyers:

75 years young
Feeding their flying habits
BY RICK DURDEN

IN THE WANING MONTHS of 1940, a group of pilots did what so many others had done, Musinski, who joined the club in 1975, said
and would do for decades: They formed a flying club so they could feed their flying habits that because of careful tracking of costs
at a reasonable price. Calling themselves the Ann Arbor Flyers, they purchased a Piper and setting aside money for overhauls and
J–3, based it on the Ann Arbor Municipal Airport, and flew it as much as each pilot could refurbishment, the club has never had to
afford. That action would affect the lives of hundreds of pilots and prospective pilots over assess the membership when an engine
the next 75 years. unexpectedly needed an overhaul.
At the end of the next year, the United States’ traumatic introduction to World War II The club makes sure prospective
nearly brought general aviation flying to a standstill, destroying many flying clubs. The Ann members experience their culture and
Arbor Flyers persevered, finding ways to fly during the war years and beyond. decide if it’s right for them. They attend
Club president Melanie McNichols said one of the reasons for the club’s long-term a series of monthly meetings before the
success is a strong social aspect that makes it a place for people who love to fly to come membership votes on their application.
together, whether or not they are currently flying. In addition to a monthly membership Once approved, a flight supervisor acts as
meeting, members gather once a month to wash and wax all of the club’s four IFR-equipped a mentor to new members.
airplanes: three Piper Archers and a Saratoga. There also is a financial incentive to attend—
doing so gives a credit toward the next month’s dues. RICK DURDEN is a frequent contributor to
JOHN SULLIVAN SKYPICS.COM

Each member has an equity interest in the airplanes—club members believe that a AOPA Media.
pilot takes better care of an airplane he or she owns, and the gleaming condition of the
STARTING A FLYING CLUB
airplanes shows it. Rental rates are set by the membership, based on recommendations of
Ready to start a flying club at your
the board of directors. Close attention is paid to costs for each airplane, and rates are set to airport? AOPA can help. The AOPA
allow for progressive upgrades. Dues cover the monthly fixed costs of the club, so if there flying club initiative can help (www.
is an extended period of lousy flying weather, the club doesn’t hemorrhage money. Don aopa.org/flyingclubs).

46 | AOPA PILOT December 2015

Win a fully refurbished Cessna 152!
Plus your chance to win one of 152 prizes
Prizes include a Breitling Navitimer Chronograph Watch special AOPA 75th anniversary
commemorative edition, your choice of a Garmin VIRB Aviation Package or a SkyOx 6CF
Portable Oxygen System, plus many more prizes!!!

ENTER NOW!
Choose the prizes you want to win most. Renew, join or make a special
contribution to support General Aviation.
More chances to win!
Get 5 additional entries when you enroll in Automatic Annual Renewal (AAR)
and 10 additional entries when you join at our Premier Membership Level.
AOPA members are automatically entered!

www.aopa.org/membership/sweeps
No purchase necessary to enter or win. A purchase will not improve your chances of winning. See ofcial rules for
alternative methods of entry and extra chances to win at www.aopa.org/membership/sweeps
PILOT BRIEFING
TEST PILOT ANSWERS from page 41

ASI CHART CHALLENGE | 1. ADS-C is quite different. It consists

Enlightening chart symbols

AERONAUTICAL CHARTS include a mind-boggling
array of symbols, some obscure enough to probe.
For example, the blue dot near Camden
Point in the Albemarle Sound (red circle) is a
marine light. These lights are white unless oth-
erwise noted, and “FI” indicates that the light
flashes. The FAA’s Aeronautical Chart User’s
Guide includes some two dozen marine lights
with different characteristics, including quick,
alternating Morse code; interrupted flashing;
and more. Should you plan a pilgrimage to the
Wright Brothers National Memorial at First Flight Airport (FFA) and approach from the
northwest, you’ll know what the white flashing light is all about.
Do you know what the asterisk next to the “L” symbol in Dare County Regional
Airport’s information label means? To refresh your memory: You should consult the
FAA’s airport/facility directory to determine the airport’s runway lighting limitations,
such as part-time and pilot-controlled lighting. Up for a challenge? Take this online quiz
(www.airsafetyinstitute.org/VFRchartquiz). —Machteld A. Smith
of avionics (not a transponder) that
receive and accept electronic trans-
missions or “contracts” (hence the C)
from a controlling authority to auto-
matically and autonomously provide
(via satcom) periodic, on-demand,
and conditional position reports—plus
real-time weather and other data—from
over remote (oceanic, mostly) areas.
2. False. A Douglas C–47 (military
variant of the DC–3), however, was
converted into a glider and renamed
the XCG–17. The conversion, however,
occurred too close to the end of the
war to be of value.
3. They are identical to the Boeing
B–29 Superfortress. During World War
II, four of our B–29s made emergency
landings in the Soviet Union. The So-
viets used these to reverse-engineer
(copy) the B–29, which resulted in 847
Bulls (a NATO designation).
4. (b) During a normal glide, the glide
ratio (the ratio of forward speed to

Gibson wins Reno

ROBERT “HOOT” GIBSON won the Unlim-
ited Breitling Gold Race at the Fifty-
Second Annual National Championship
Air Races in Reno, Nevada, September
20, unseating six-time gold winner Steve
Hinton Jr. Gibson flew the P–51D Mus-
tang Strega and covered the course in a
time of 7:52:54, for a speed of 488.983
mph. Defending champion Hinton, flying
Voodoo—a P–51D Mustang—did not fin-
ish the race.
Gibson, 68, of Murfreesboro, Tennes-
see, is a former naval aviator, test pilot,
retired NASA astronaut, and professional
pilot who competes regularly at the an-
nual Reno Air Races.
“It ain’t over until it’s over,” he told
the Reno Gazette-Journal. “I didn’t know
I had him until I crossed the checkered
flag and until I stopped on the ground
and I heard them say it was a clean race.”
Second: Stewart Dawson, Celina,
Texas, flying Rare Bear, a F8F–2 Bearcat;
471.957 mph. Third: Dennis Sanders, Ione,
California, in Dreadnought, a Hawker Sea
Fury T Mk.20; 420.361 mph.
Jet Class First: Pete Zaccagnino, Park
City, Utah, in his de Havilland Vampire,
Vampire; 502.370 mph. Second: Sean
Cushing, Virginia Beach, Virginia, in his
L–39 Albatros, Fast Company; 501.806
mph. Third: Rick Vandam, Reno, flying
L–39 American Spirit at 492.234 mph.
T-6 Gold Race First: Dennis Buehn, Fal-
lon, Nevada, flying an AT–6, Midnight
Miss III; 238.073 mph. Second: Chris
Rushing, Van Nuys, California, flying
Baron’s Revenge; 231.808 mph. Third:
Nick Macy of Tulelake, California, flying
Six Cat; 231.730 mph.
Sport Class First: John Parker, Reno, in
his Thunder Mustang, Blue Thunder II;
403 mph. Second: Lynn Farnsworth, Ro-
swell, Georgia, flying the Lancair Legacy
Miss Karen II; 375.483 mph. Third: An-
drew Findlay, Norfolk, Virginia, in his
Legacy One Moment; 356.811 mph.
Biplane Class First: Tom Aberle, Fall-
brook, California, in Phantom, a modified
Mong Sport; 245.109 mph. Second: Jake
Steward, Lewisville, Texas, flying his Pitts
S–1S Bad Mojo; 220.447 mph. Third: Jeff
Rose, Carmichael, California, flying a
Mong, Reno Rabbit; 200.220 mph.
Formula One Gold Race First: Steve
Senegal, San Bruno, California, in En-
deavor, a David Hoover AR–6; 239.432
mph. Second: Vito Wypraechtiger, Salz-
burg, Austria, in the Cassutt III–M Scarlet
Screamer; 238.243 mph. Third: Elliot Se-
guin, Mojave, California, in Wasabi Siren,
a Wasabi Special; 233.087 mph.
Full results from this year ’s race are
online (http://reports.airrace.org).
vertical speed) remains constant. As
an aircraft descends at a constant
indicated airspeed, its true airspeed de-
creases. This means that vertical speed
must decrease in the same proportion.
5. The Es and Hs designate which en-
gines drive electrical generators and
which drive hydraulic pumps.
6. Jury struts. Those used to connect
the wings of a biplane are called inter-
plane struts.
7. She was an elevator operator in
the Empire State Building on July 28,
1945, when a B–25 Mitchell bomber
flying in fog crashed into the north
side of the building. The cables of her
elevator car were severed and coiled
at the bottom of the shaft. That, along
with some air compression in the
shaft, cushioned her fall.
8. Minus 5 degrees Celsius (or 23
degrees Fahrenheit), which is the stan-
dard temperature for an elevation of
9,927 feet. It is determined by subtract-
ing 2 degrees Celsius per 1,000 feet of
elevation from the standard tempera-
ture at sea level of 15 degrees Celsius.
(Interestingly, the density altitude at
Leadville is 13,100 feet when ground
temperature there is only 75 degrees
Fahrenheit.)

48 | AOPA PILOT December 2015

 AOPA PILOT PROTECTION SERVICES

Dear AOPA,

On September 8, 2011, I had bypass surgery. When I woke

up, I asked the nurse the fastest way to get discharged. She
said I had to be able to take a walk. So I said “Let’s walk.” My
routine became walking my daughter’s dog, Chloe.

When my wife Darci said, “Carl, you realize you may never fly
again?” I knew she meant well, but that left the dog as the
only one who believed that I would fly again. We had some
long walks and long talks—and Chloe always agreed with me.

I contacted Dr. Warren Silberman at AOPA, who spoke with

my doctor on my behalf. We met in Oshkosh—I rode my
Harley to meet them. With their help—and lots of emails
and phone calls and perseverance and assistance from
AOPA—on September 8, 2014, I learned my medical would
be reinstated.

I think the lesson is to never give up. There are many of

us pilots throughout the country who are over 50 and
concerned about our next medical. We assume that we
get high blood pressure or something and we’re done. My
advice is to not let a negative ruling from an aviation medical
examiner discourage you. Get a second opinion. Don’t give
up. Some cases will be overturned and some won’t, but you’ll
never know if you just surrender.

Sincerely,

Carl Neuzil
12,000-hour pilot
Dallas, Texas

See Carl’s story at

aopa.org/flywithcarl

Call 1.800.872.2672 or
visit aopa.org/pps today. PILOT PROTECTION SERVICES

LEGAL | MEDICAL
PILOT BRIEFING
BUDGET BUY | VREF VALUE
Vref suggests a base
price for the Cessna 172 of
$19,000 for the 1956 model,
$29,000 for a 1967 model,
$37,000 for a 1977 model,
$49,000 for a 1986 model,
and $86,000 for a 1997
model. A new Cessna 172
with a Garmin G1000 avionics
suite is $364,000.

RECENT ADVERTISED PRICES

Listed in Trade-A-Plane at the
time this was written were
196 Cessna 172 airplanes
for sale. There were seven
1956 models ranging from
$18,500 to $32,800, eight
1967 models ranging from
$21,000 to $52,500, 10 1977
models ranging from $50,000
to $85,000, and several 1985
models with no mention
of price except for one at
$69,000.

America’s airplane
INSURANCE COSTS
AOPA Insurance Services esti-
mates an average-cost
Skyhawk flown by a low-time
pilot at $850 to $1,000 per
year to insure for models val-
Bang for the buck with a Cessna 172 Skyhawk ued at $37,000 to $49,000.

B Y A LTO N K . M A R S H HOW MANY IN THE FLEET?

AIRPAC PlaneBase shows an
FAA-registered fleet of 18,364
YOU COULD CALL the Cessna Skyhawk “America’s airplane,” although it’s debatable, especially
Cessna Skyhawk aircraft,
if your favorite airplane isn’t a Skyhawk. If you are talking about the 1940s, then the Piper Cub some overseas.
claims the title as the Model T of its era. Even with a fancy glass cockpit, the Skyhawk is still
FINANCING
the same basic airplane as the first model in the 1950s—but with a much higher price. For this AOPA Finance estimates $222
series we tend to stay at $50,000 as a “budget” buy, and that means you’ll be flying a 1980s 172 per month for a $30,000 loan
if you are talking about Vref value, or a late 1970s 172 if you are talking about asking prices. at 6.5 percent with 15 percent
down. A $50,000 loan requires
15 percent down with a 15-year
THE REAL WORLD term at 6.5 percent with pay-
Brian Schanche, owner of Adventure Seaplanes at Lino Lakes, Minnesota, in the summer ments of $370 per month.
and Lake Wales, Florida, in the winter, owns several Cessna 172s that operate mostly on AIRWORTHINESS DIRECTIVES
floats but sometimes on wheels as well. He estimates the per-hour operating cost, including Minor stuff, but failing seat-
everything, to be in the range of $80 to $90. The abuse a seaplane takes sometimes results in locking mechanisms and wear
on camshafts in the Lycom-
cracked fuel tanks, but if the 172 was a trainer, then there may have been hard landings that ing O-320-H2AD
can cause the same problem. engines in 1977 to 1980
There is very little to criticize about a Skyhawk, given its reliability. Schanche’s mechanic models gave owners fits.
says you need to watch out for damaged nose gear and if you find it, take a look at the firewall BIGGEST PLUS
and engine mount brackets. He averages seven to eight gallons per hour of fuel burn. He sug- Easy and forgiving to fly.
gests sticking with the 160-horsepower or higher Skyhawks. If you do buy a 150-horsepower
BIGGEST MINUS
172, Schanche noted that Ram Aircraft of Waco, Texas, has a supplemental type certificate to A little slow for long trips.
turn it into a 160-horsepower 172.
When asked if a 172 is a little slow, he noted you are going THINGS TO WATCH OUT FOR
WHOM TO CONTACT Corrosion, damaged flap
to pay a lot more to go faster in, for example, a retractable-gear Cessna Pilots Association, tracks, and high airframe
Cessna 172 Cutlass or Cessna 182. His best advice? Have a good 3409 Corsair Circle, Santa hours. (It may have been a
mechanic and keep up on maintenance. “Bang for the buck, it’s Maria, California, 93455; 805- trainer.)
934-0493; www.cessna.org;
the best airplane out there,” he said. email through the contact WHAT ELSE TO CONSIDER
page of the website. Piper Archer, Grumman Tiger
EMAIL alton.marsh@aopa.org

50 | AOPA PILOT December 2015

 WHY CHOOSE FREE WHEN YOU CAN

FLY WORRY-FREE
With SiriusXM® Aviation satellite weather, you don’t have to worry about the very
real limitations of ground-based ADS-B. SiriusXM also has critical features they
don’t ofer. So why choose SiriusXM? Simply put, it’s worth it.

FEATURES SiriusXM Weather ADS-B

Continuous, Coast-to-Coast Service – No Coverage Gaps
No Line-of-Sight Restrictions
No Minimum Altitude Limitation
Coast-To-Coast High Resolution Weather Radar
Lightning: Cloud-To-Cloud & Cloud-To-Ground
Graphical Cloud Cover

Choose your service package at siriusxm.com/aopa then call 855.SXM.WTHR to subscribe.

$
Purchase an eligible receiver between October 11 and December 31, 2015, activate
a new 1-year or longer subscription package of SiriusXM Pilot Preferred or Pilot Pro
from SiriusXM by June 30, 2016, maintain 90 days of service, and receive a $250
SiriusXM Rewards Visa® Prepaid Card. New SiriusXM Aviation customers only.
See Rebate Offer Details at siriusxmrewards.com/FLY250
Available on

DETAILS: Subscription and hardware sold separately. Fees and taxes apply. The subscription plan you choose will automatically renew and you will be charged according to your chosen payment method at
then-current rates. To cancel you must call us at 1-866-635-2349. See our Customer Agreement for complete terms at www.siriusxm.com. Data displays vary by device; images are representative only. SiriusXM
Services may include weather and other content and emergency alert information. Such information and data is not for “safety for life,” but is merely supplemental and advisory in nature, and therefore
cannot be relied upon as safety critical in connection with any aircraft, sea craft, automobile, or any other usage. SiriusXM is not responsible for any errors or inaccuracies in the data services or their use.
© 2015 Sirius XM Radio Inc. Sirius, XM and all related marks and logos are trademarks of Sirius XM Radio Inc.
PILOT BRIEFING
MUSINGS |
Beacon and arrow
The mark to point you home
B Y W. S C O T T O L S E N
His essential problems are set him by the mountain, the
sea, the wind. Alone before the vast tribunal of the tem-
pestuous sky, the pilot defends his mails and debates on
terms of equality with those three elemental divinities.
—Antoine de Saint-Exupéry in Wind, Sand and Stars
I have never been lost in the sky.
There have been times, though, when it was possi-
ble. When I was learning to fly, heading aloft with just
a sectional, a paper flight plan, and an E6B, there were
days when the winds would change and a landmark I
was expecting on the right side of the airplane would
appear far to the left. I know the ground here pretty well,
so I would smile, a bit nervously; adjust my course; and
carry on. No worries at all.
52 | AOPA PILOT December 2015
My pilot friends tell stories of flying low enough
to read names on city water towers. I’m sure it’s more
imagination than history. But in winter, when snow cov-
ers the prairie so deep that lakes and rivers and railways
disappear with the fields and farmsteads, I am grate-
ful for GPS and the moving map. There is something
poignant and deep about searching a landscape for the
familiar, the mark to point you home.
On the west side of Albuquerque, New Mexico, on a
bright and already hot Thursday morning, in a valley as
flat as my prairie, my boots scrape past silver leaf night-
shade, globe mallow, brittlebush, and sage. My Jeep is
SARAH HANSON
parked on sandy ruts a quarter-mile behind me. On the
lookout for snakes, I step over rabbit holes surprisingly
wide and deep.
 When someone asked
if I had heard about the old beacons
and the concrete arrows,
I had to say I had not.
In truth, though, all I can think
about is being lost in the sky. Elvis
fans to go Graceland. Some pilots
go to Kill Devil Hill. For me, the
necessary pilgrimage is here. I
am searching for the remains of
Beacon 68, once part of a network
that guided early airmail pilots
from coast to coast. I can imag-
ine that type of flying, imagine
the hope and the fear. There were
1,500 beacons, more or less. They
turned on top of 50-foot towers.
There were no charts. No reports
of winds aloft. There were instructions to
follow a river, follow a line of bluffs, keep
the lake on your left, look for the roof of a
school, follow the beacon lights. Connect
the dots. Lose your way and you could lose
your life.
I know the beacon is gone, fallen,
rusted into the desert dust. What I am
really looking for is the arrow.
I live near an old airmail route.
Minneapolis to Fargo to Winnipeg. Reading
history, I learned there once were barns
with arrows painted on the roofs to guide
the pilots. But when I would go flying to
find one, I never did. When someone asked
if I had heard about the old beacons and
the concrete arrows, I had to say I had not.
Four steel posts rise out of the brush,
the feet of the old beacon tower, each one
set in the corner of a concrete square.
Sage breaks the concrete open. On the
west side, the concrete narrows—the shaft
of the arrow—and then there is another,
smaller square for the tail. This is where a
shack housed a generator and supplies. On
the east, the concrete narrows again, and
then broadens to the shape of a pointer.
Fifty feet from one end to the other, I
think. A lizard scuttles from one bush to
another. My foot finds an old can, rusted
TM
beyond age. There is no sound of propel-
ler in the sky. WingX Pro7
I have seen this spot on Google Earth.
I have set the elevation to 500 feet agl, INNOVATION IS JUST
1,000 feet, rarely more. Even when the
arrow was painted bright yellow, it would
A TRACE AWAY
have been far too small to find from the sky.
Yet it wasn’t the arrow that was supposed
to be found. That was the purpose of the
light. Once you got here, the arrow pointed
the way. There are high mountains to the
northeast. The Sandia Range. The arrow
points vaguely east, toward a pass, toward
safety, toward the next light and the next
bit of help.
I stand where the beacon used to be
and look down the arrow’s path. Bright
blue sky and cottonball clouds. I won-
der how many pilots smiled at this turn,
banked their ship to follow the sign, their
letters and cargo safe so far. Then I won-
der how many pilots never made it here.
I have never been lost in the sky. But I
know how easy it can be. This, I think, is
New traca™ Technology
the place to give thanks. WingX Pro7 with our patent-pending traca™
Technology changes flight planning forever.
W. SCOTT OLSEN is a regular contributor to
h�lton�o�ware�co�
AOPA Media.
954-859-4632
www.aopa.org/pilot AOPA PILOT | 53
 How Does Harbor Freight SUPER COUPON SUPER COUPON

20% FREE
Sell GREAT QUALITY Tools
at the LOWEST Prices?
We have invested millions of
dollars in our own state-of-the-art WITH ANY PURCHASE
quality test labs and millions more

OFF
7 FUNCTION
in our factories, so our tools will go DIGITAL
toe-to-toe with the top professional MULTIMETER
LOT 90899 shown
brands. And we can sell them for 98025/69096

a fraction of the price because we

cut out the middle man and pass
ANY SINGLE ITEM

Limit 1 coupon per customer per day. Save 20% on any 1 item purchased. *Cannot
be used with other discount, coupon or any of the following items or brands: Inside
$ 1499
VALUE
the savings on to you. It’s just that Track Club membership, extended service plan, gift card, open box item, 3 day parking
lot sale item, compressors, floor jacks, saw mills, storage cabinets, chests or carts,
LIMIT 1 - Cannot be used with other discount, coupon or prior purchase. Coupon good at our
trenchers, welders, Admiral, CoverPro, Daytona, Diablo, Franklin, Hercules, Holt,
simple! Come visit one of our Jupiter, Predator, Stik-Tek, StormCat, Union, Vanguard, Viking. Not valid on prior
purchases. Non-transferable. Original coupon must be presented. Valid through 3/24/16.
stores, HarborFreight.com or by calling 800-423-2567. Offer good while supplies last. Shipping
& Handling charges may apply if not picked up in-store. Non-transferable. Original coupon
must be presented. Valid through 3/24/16. Limit one FREE GIFT coupon per customer per day.

600 Stores Nationwide.

CO
R
PE ON
SU UP
26", 4 DRAWER
TOOL CART
• 580 lb.
Capacity
LOT 95659 shown
61634/61952

SAVE
CO
R
PE ON
SU UP
27 LED PORTABLE
WORKLIGHT/FLASHLIGHT
Customer Rating LOT 69567
60566/62532
67227 shown
WOW 12" SLIDING COMPOUND
DOUBLE-BEVEL MITER SAW
SUPER
COUPON CO
R
PE ON
9 PIECE FULLY POLISHED
SU UP COMBINATION WRENCH SETS

Customer Rating
LOT 69043/42304 shown
METRIC
SAE

$250 SAVE WITH LASER GUIDE LOT 42305/69044

Customer Rating 58% YOUR CHOICE

SAVE
5
LOT 61776
61969/61970
69684 shown
$ 99 66%
$99 99 Customer Rating comp at
$17.97

$ 15999
comp at $349.99 SAVE
Batteries $264
included.

2 194$399
LIMIT 4 - Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 3/24/16. Limit one coupon per customer per day.

R
$ 99 comp at
$7.15 $13499 $ 99
comp at

PE ON
SU UP Customer Rating AUTOMATIC LIMIT 9 - Good at our stores or HarborFreight.com or by calling LIMIT 3 - Good at our stores or HarborFreight.com or by calling
CO
LIMIT 7 - Good at our stores or HarborFreight.com or by calling
BATTERY FLOAT 800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
CHARGER Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 3/24/16. Limit one coupon per customer per day.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 3/24/16. Limit one coupon per customer per day.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 3/24/16. Limit one coupon per customer per day.
LOT 42292 shown
69594/69955
R R R
PE ON 12,000 LB. ELECTRIC WINCH UPE ON MOVER'S DOLLY 8750 PEAK/
Customer Rating
LOT 60497/61899 SU PO
PE N
SU UP WITH REMOTE CONTROL AND S UP 7000 RUNNING WATTS
CO Customer Rating OU
SAVE AUTOMATIC BRAKE CO
62399/93888 shown
C 13 HP (420 CC)
82% GAS GENERATORS
SAVE LOT 61256
LOT 68530/69671 shown

$453 LOT 68525/69677

5
60813/61889
$ 99 68142 shown SUPER
QUIET
CALIFORNIA ONLY
• 76 dB Noise Level
SAVE SAVE
comp at
$34.99
$ 299
comp at $752.99
99 $ 99 comp at
$19.978 • 1000 lb.
Capacity
54% $459 $540 $59999 comp at $999

LIMIT 6 - Good at our stores or HarborFreight.com or by calling

800-423-2567. Cannot be used with other discount or coupon or prior LIMIT 5 - Good at our stores or HarborFreight.com or by calling LIMIT 8 - Good at our stores or HarborFreight.com or by calling LIMIT 4 - Good at our stores or HarborFreight.com or by calling
purchases after 30 days from original purchase with original receipt. 800-423-2567. Cannot be used with other discount or coupon or prior 800-423-2567. Cannot be used with other discount or coupon or prior 800-423-2567. Cannot be used with other discount or coupon or prior
Offer good while supplies last. Non-transferable. Original coupon must be purchases after 30 days from original purchase with original receipt. purchases after 30 days from original purchase with original receipt. purchases after 30 days from original purchase with original receipt.
presented. Valid through 3/24/16. Limit one coupon per customer per day. Offer good while supplies last. Non-transferable. Original coupon must be Offer good while supplies last. Non-transferable. Original coupon must be Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 3/24/16. Limit one coupon per customer per day. presented. Valid through 3/24/16. Limit one coupon per customer per day. presented. Valid through 3/24/16. Limit one coupon per customer per day.
R
PE ON RAPID PUMP® 3 TON R 4-1/2" ANGLE GRINDER R R ADJUSTABLE SHADE
SU UP PE ON PE ON PE ON
CO LOW PROFILE SU UP LOT 95578 SU UP 3 GALLON, 100 PSI SU UP AUTO-DARKENING
HEAVY DUTY STEEL CO Customer Rating 69645/60625 shown CO OILLESS PANCAKE CO WELDING HELMET
FLOOR JACK
• Weighs LOT 61282 shown SAVE AIR COMPRESSOR Customer Rating
73 lbs. 68049/62326/62670/61253 62% LOT 95275 shown

Customer Rating SAVECustomer Rating

60637/61615
SAVE LOT 61611
46092 shown

$11 11 55% 50%

SAVE 20"

$85 $ 14 comp at
99 $29.97 $ 3999 comp at
$89
$ 3999 comp at
$79.99

$ 8499
comp at $169.99
LIMIT 7 - Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 3/24/16. Limit one coupon per customer per day.
LIMIT 4 - Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
LIMIT 5 - Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 3/24/16. Limit one coupon per customer per day. presented. Valid through 3/24/16. Limit one coupon per customer per day.

LIMIT 5 - Good at our stores or HarborFreight.com or by calling

800-423-2567. Cannot be used with other discount or coupon or prior
• 100% Satisfaction Guaranteed • No Hassle Return Policy • 600 Stores Nationwide
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 3/24/16. Limit one coupon per customer per day.
• Over 25 Million Satisfied Customers • Lifetime Warranty On All Hand Tools • HarborFreight.com 800-423-2567
PILOT BRIEFING BEAUFORT BREMERTON BATTLE CREEK PRESCOTT

2016 fly-ins announced

AOPA covering the country

AFTER TWO SUCCESSFUL seasons of hosting

regional fly-ins—close to 30,000 people
have attended—AOPA will keep the
momentum going by hosting four events
in 2016. Here are the locations and dates:

Beaufort, North Carolina. May 21, 2016.

Michael J. Smith Field (MRH).
Bremerton, Washington. August 20, 2016.
Bremerton National Airport (PWT).
Battle Creek, Michigan. September 17,
2016. W.K. Kellogg Airport (BTL).
Prescott, Arizona. October 1, 2016.
Ernest A. Love Field (PRC).

The fly-ins are free and offer on-airport

camping as well as seminars, exhibits, and
displays. Many will feature aircraft demon-
strations and a Friday night Barnstormers
Party. Pancake breakfasts and on-site lunch
options are also a part of each event. There
will not be a regional fly-in at AOPA head-
quarters in 2016; it is anticipated that will
be an every-other-year event.

WEB www.aopa.org/fly-ins

www.aopa.org/pilot AOPA PILOT | 55
PILOT BRIEFING SALINAS FREDERICK MINNEAPOLIS COLORADO SPRINGS TULLAHOMA

Surpassing
expectations
COS and THA end on a high note
B Y J U L I E S U M M E R S WA L K E R

BEFORE THE COLORADO

SPRINGS, Colorado (COS),
AOPA Fly-In in September,
AOPA was projecting that
by the end of the season its
regional events would see
more than 27,000 attend-
ees—a number no one in the
association had anticipated.
With the 2015 fly-in season
concluded and great crowds
at both COS and Tullahoma
Regional/ William Northern Field
(THA) in October, close to 30,000 people
have attended an AOPA Fly-In since the
events started.
“We didn’t expect this,” AOPA
President Mark Baker told the crowds at
both Colorado Springs and Tullahoma.
But although attendee projections might
not have been this high, projections for
a great event were. “Who had fun?” he BY THE NUMBERS (COS) BY THE NUMBERS (THA)
asked audiences each time at his day’s-
2,121 Attendees 2,519 Attendees
end Pilot Town Hall. In every crowd, all
305 Aircraft 331 Aircraft
hands were raised.
63 Exhibitors 56 Exhibitors
In Colorado, more than 2,121 attend-
1,353 Lunches 1,367 Lunches
ees enjoyed perfect weather, warm
temperatures, and the happy camarade- 40 Display aircraft 42 Display aircraft

rie of aviation enthusiasts. AOPA Airport 791 Breakfasts served 617 Breakfasts served
Support Network volunteer Stephen 650 Barnstormers Party 660 Barnstormers Party
Ducoff said, “We worked very hard” to get 26 Campers 54 Campers
AOPA to host a fly-in there. “We think we 122 Rusty Pilots 119 Rusty Pilots
have a fabulous airport.”
Nearly 300 aircraft flew into COS for
the event, which featured a display of close
to 40 airplanes and some 60 exhibitors more than 2,500 people attended the Tullahoma is the home of the
enticing visitors. Colorado Springs is home event. Rain couldn’t dampen the spirits Beechcraft Heritage Museum, which
to the North American Aerospace Defense of attendees at a rocking Barnstormers played host to the event. Full to the brim
Command (NORAD); Navy Adm. William Party, which featured a band comprising with Southern hospitality, and even with
Gortney, commander of NORAD, was a fea- some of Nashville’s finest musicians. By some rainy weather thrown in, Tullahoma
tured speaker. An F–16 delighted attendees Saturday, the field was a little swampy, but was a happy—if a little soggy—end to the
with a midafternoon fly-by. the crowds came out—and so did the sun. 2015 fly-in season.
Tullahoma may not have had the By 10 a.m. the skies hummed with arriv-
same bright blue skies, but nonetheless ing aircraft. More than 330 aircraft flew in. EMAIL julie.walker@aopa.org

56 | AOPA PILOT December 2015

 N T E R
A N C E TO E
ST C H
LA AKES E
NDS 1 2 /3 1/15
ST
SW E E P

Win a fully refurbished Cessna 152!

Plus your chance to win one of 152 prizes
ry
Prizes include a Breitling Navitimer Chronograph Watch special AOPA 75th anniversary
commemorative edition, your choice of a Garmin VIRB Aviation Package or a SkyOx 6CFCF
Portable Oxygen System, plus many more prizes!!!

ENTER NOW!
c al
ci
Choose the prizes you want to win most. Renew, join or make a special
contribution to support General Aviation.
More chances to win!
Get 5 additional entries when you enroll in Automatic Annual Renewal (AAR)
and 10 additional entries when you join at our Premier Membership Lev
evel
ve
el..
Level.
AOPA members are automatically entered!

www.aopa.org/membership/sweeps
ru
ule
ess for
No purchase necessary to enter or win. A purchase will not improve your chances of winning. See ofcial rules
e ffo
or
alternative methods of entry and extra chances to win at www.aopa.org/membership/sweeps
 | NORTH AMERICAN B–25 MITCHELL |

Joining
the
Raiders
Flying through history

AS IT TURNS OUT, the tales are true. The stories of how you don’t
taxi a B–25—instead you herky-jerky your way to the runway; a
cockpit so loud it will make your ears bleed; so much vibration
you have to lock down the engine controls every second you’re
not moving them. Of course, especially during training, you’re
moving the controls all the time to keep the dueling Wrights
happy—so that last one doesn’t count so much.

BY THOMAS B. HAINES | PHOTOGRAPHY BY CHRIS ROSE

VIDEO EXTRA
View the video.

58 | AOPA PILOT December 2015

www.aopa.org/pilot AOPA PILOT | 59
 B–25 CREWS from two centuries,
two generations. (Top left, left to
right) Calvin Peacock, Larry Kelley,
Michael Horner, Paul Nuwer, and
the author. (Top right) A (much
younger) crew from the original
Panchito, taken January 30, 1945,
on Saipan. Kelley and Nuwer
(above) point out preflight
items in the bomb bay. The
hydraulically actuated bomb bay
doors can close even with the
engines off. Crews are cautioned
to clear the area (left) before
touching the door controls.

60 | AOPA PILOT December 2015

 And although I found it a
difficult airplane to fly well and
nearly impossible to taxi well, I was
almost overwhelmed with the feeling
of nostalgia and honor at the chance to fly
the iconic North American B–25 Mitchell bomber.
Earning a second-in-command type rating in Panchito,
a 1944 TB–25N, gave me a whole new level of respect
and admiration for those young men of the Greatest
Generation who climbed aboard these mechanical
marvels and launched across oceans and continents
with the most basic of navigation gear, many of them
never to return home.
The pilot and co-pilot likely would be in their early
to, at the most, mid-20s; the crew younger than that.
The same age as my own children. They would put
their faith and lives in the hands of that left-seater,
who likely had flying hours measured only in the hun-
dreds—and perhaps none of them yet in combat.
Lifting off from Runway 4 at Delaware’s Sussex
County Airport, you can immediately see the Atlantic
beach just ahead. Leveling off at 1,000 feet agl I could
imagine I was off on some bombing mission, ascending
from an airport in the Mediterranean. Or even a Pacific
airstrip, destination a Japanese-held island, although
there were decidedly few palm trees in sight. As we
made takeoff after takeoff, hundreds of spectators and
players at a high school baseball tournament just off the
end of the runway gawked up at our roaring passage
every time. What are they thinking? I wondered. Are
they in awe of this mighty machine, or simply annoyed
by the noise?
I hope it is the former, as the B–25 is the most
famous of the twin-engine medium bombers of World
War II and about the only combat airplane to see action
in every theater of the war. With nearly 10,000 built,
the Mitchell was everywhere, in service for England,
France, Holland, Canada, Australia, China, the Soviet
Union, and Brazil. But, of course, one mission in
particular cemented the bomber’s place in history: the
Doolittle Raid on Tokyo.
On April 18, 1942, 16 B–25s struggled off the deck
of the USS Hornet to bomb Tokyo. Forced to launch
earlier than planned because
of an enemy sighting, the pilots
knew their chances of a successful
landing were small—yet they went
anyway, clawing their way into history off
that pitching 467-foot deck, wing tips clearing the
superstructure by no more than six feet. Their success
was but a flea bite to the Japanese war machine, but
the psychological victory helped to turn the direction
of the war. Japan was forced to recognize its homeland
vulnerabilities and had to pull back. The United States,
bolstered by the news, amped up its efforts even more,
and the tide soon was turned.
More than 70 years later, only a couple dozen of
these icons still ply the skies, their guns long since
silenced; their bomb bays carrying only replica
bombs. But the smell of the avgas and oil and sweat,
the vibrations, and the sunlight streaming through the
green-tinted overhead are as real as ever.
With thousands of flight hours in more than a
hundred different aircraft models, I’m stumped and
flummoxed about how to usher this old airplane
through the air with any finesse at all. How in the
world did they do it?
“Become one with the airplane,” coaches Paul
Nuwer from the right seat, like some Zen instructor, as
my stop-to-stop rudder movements attempt to caress
the lumbering machine down the taxiway. I’m fearful
of even touching the brakes, because I have seen the
effect when my training partner, Michael Horner, tried
it. Even a slight nudge of the brakes jerks the airplane
one way or another—what instructors call the conga
or the Baghdad Dance. There’s no feedback through
the brakes, the pedals offering only about a half-inch
of travel—and each side responding differently to the
same application of pressure.
At first I think Horner, a corporate jet pilot, must
be putting me on as I observe from the jump seat. No,
I learn later, the brakes are just that cantankerous.
Mostly you use the rudders as best you can to direct
the big bomber, but occasionally you’ll need a touch of
brake when the castering nosewheel has you heading
for the ditch—and when you do, everyone will know it.
www.aopa.org/pilot AOPA PILOT | 61
 Nuwer is our flight instructor for the weekend second-in-
command course at the Delaware Aviation Museum Foundation,
which owns Panchito. Horner and I are among the first classes
offered by the museum, a way to allow new generations to
experience the famed bomber, as well as to offset some of the
expenses of flying and maintaining it. Nuwer recently earned his
designated examiner status in the B–25, allowing him to issue
pilot-in-command type ratings, which can be had for an invest-
ment of about $40,000—a price that includes about 11.5 flight
hours.
For Horner and me, however, there is no checkride, just an
amazing weekend of camaraderie, ground school, hangar flying,
and experiencing a legendary airplane—plus a new pilot certifi-
cate endorsement that may play well in a bar someday. Oh, and
a flight suit as well. Price for the SIC course is $5,500. There are
lower-priced orientation flight options, as well.
Crawling around in, under, and on top of Panchito for the pre-
flight, I quickly discover the benefits of the jumpsuit around an
airplane that burns some three or four gallons of oil an hour, and
deposits about that same amount on the airframe.
Our weekend experience starts with a full day of ground
school, about half of it in a classroom studying history, systems,
and limitations. The other half is spent at the airplane, seeing those
systems in operation and understanding the workings of a design
that first flew in 1939.
62 | AOPA PILOT December 2015

The next day while attempting to taxi, I recall Larry Kelley’s
explanation of the brake system—and the $8,000 cost for a set of
bronze rotors. “Brakes are a four-letter word for us,” Kelley says.
As the owner of the museum and Panchito, it’s up to him to pay
the bills, using his own money and whatever he can earn through
donations and, now, training fees. With the once-ready supply
of WWII-surplus parts now all but used up, warbird enthusiasts
often must now have parts custom made. A set of main landing-
gear tires, installed: about $11,000. Another reason to be careful
with the brakes.
After watching Horner fly, it’s finally my turn. I climb up the
ladder in the forward belly hatch and maneuver my way through
the “student compartment,” past the jump seat and into the left
seat. The cockpit is roomy and the panel surprisingly well laid out,
but festooned with buttons and knobs for controlling all sorts of
systems—including the four .50-caliber machine guns, two on each
side—at the command of the pilot. And, of course, the hydraulically
operated bomb bay doors. All in all, a B–25 may have as many as 18
.50-caliber Browning M-2 machine guns, including the nose and
tail gunners, the turret and waist gunners; Panchito had 13. The
bomb bay can carry up to 3,000 pounds of ordinance, or if range is
the goal, an extra fuel tank. Above the bomb bay and just aft of the
student compartment is a crawl space to the aft compartments for
moving around in flight. On the ground, the aft gunners can enter
via their own belly hatch.
FAST FACTS
B–25J
Max speed | 275 mph
Max gross weight | 35,000 lbs
Max overload weight | 41,800 lbs
Service ceiling | 24,500 feet
Max range (auxiliary tanks) | 2,700 miles
Max fuel | 974 gal; 1,189 gal with bomb bay tank
Max oil | 79 gal, same amount as a full fuel load
in a Bonanza
Typical crew | pilot, co-pilot, bombardier, turret
gunner, waist gunner, tail gunner
PANCHITO OWNER Larry Kelley (top left, facing page,
at center) uses aircraft parts to teach students about
the iconic Mitchell. Especially while maneuvering, the
engine controls demand almost full-time attention
of the co-pilot (facing page, center). The B–25 is
a mechanically complex airplane, but its panel is
surprisingly well laid out (above). In case you’re
wondering, neither the GPS nor the hula dancer is
stock. The original Panchito was named after the
rooster Panchito Pistoles, one of Walt Disney’s Three
Caballeros cartoon characters (far left).
www.aopa.org/pilot AOPA PILOT | 63
 Upon starting the two Wright R-2600 radial engines, I quickly
realize why it’s a two-pilot airplane, as hands fly all over the place:
Boost pumps On, punch the Energize button to engage the starter,
count six blades, turn on both mags, primer switch to On, mesh the
ignition vibrators, and hold primer on until start—while moving
the mixture to Cruise Lean. Mostly thanks to Nuwer’s deftness,
the first engine shakes itself awake, the 14 cylinders seeming to
need more coffee early on this Sunday morning. Soon Number 2
is spinning and we’re lurching to Runway 4.
Staring at 5,500 feet of smooth, level pavement, I count a few
runway stripes to estimate the length of the Hornet deck and mar-
vel again at the Raiders’ achievements. They used full flaps. We use
one-quarter, and gently advance the throttles to just 39.5 inches of
manifold pressure, instead of the maximum of 44 inches; super-
chargers, each with two stages, provide the extra boost. With
engine overhauls running some $90,000 apiece, the foundation
treats the old girl gently. Besides, no one except a photographer
is shooting at us today, so we’re in no big hurry.
With 13 feet of propeller just a couple of feet from my head,
the 1,700-horsepower engines at first just seem to create noise and
vibration, but soon the B–25 gathers herself up and we’re rolling.
Passing about 85 mph is the time for a slight rotation; allow the
airplane to lift off at about 120 mph and then quickly level off to
allow the speed to build to at least 145 mph before climbing away.
“They didn’t know anything about VMC,” Nuwer shouts as we
pass the speed at which the airplane might be controllable on one
engine. We’re soon climbing away as Nuwer busies himself raising
the gear, setting the power to METO—maximum except takeoff,
which is 2,400 rpm and 34 inches—raising the flaps, futzing with
the hydraulically actuated cowl flaps, and shutting off the boost
64 | AOPA PILOT December 2015
PANCHITO OWNER Larry Kelley shows the author and fellow student Michael
Horner (far left) how to dip the Mitchell’s fuel tanks from atop the sturdy 67-foot,
7-inch wings. The Wright R-2600 engines like their replacement oil in 2.5-gallon
jugs (left). Changing the oil requires lifting 55-gallon drums of the stuff to the
top of the wings via a fork lift. Hundreds of World War II vets have been invited
to sign Panchito’s mock bombs over the past 18 years (below, left).

pumps. Meanwhile, I’m watching those shrinking baseball players,

their heads cranked skyward like baby birds waiting for their
mamas. Some of them wave. I wave back.
Throughout our climb to 3,500 feet, Nuwer is busy with power
management, moving the throttles and props for each engine at
the same time, unlike the usual advice for a conventional engine.
The B–25 likes its hydraulics, with everything from flaps and gear
to bomb-bay doors, cowl flaps, carburetor air filter doors—and, of
course, those brakes—powered by that important system.
We practice a few maneuvers and some slow flight. Nothing
unusual here, except I’m reminded that this is a 26,000-pound
airplane and feels like it, demanding two hands on the yoke at
all times. It’s heavy in roll; lighter on pitch and yaw. Later, one
of our approaches is single-engine and Nuwer reminds me that
the minimum altitude for deciding to go around single-engine is
500 feet agl. You’re just not going to arrest that descent any later
than that and still have enough time for the solo engine to limp
you into a climb.

PRESERVING HISTORY
Panchito found its way to Kelley via a circuitous route. Built in
1944 as a B–25J, it never saw combat and ultimately landed at
the Air Training Command in 1948. In 1954 it was converted to a
TB–25N and served the Air National Guard before being retired
to Davis-Monthan Air Force Base in 1958. It was sold a year later
to a civilian for $2,100 and used as a fire bomber in Arizona and,
later, as an orange-grove sprayer in Florida.
The Mitchell sat outside at a museum for years before Tom
Reilly’s Flying Tigers Warbird Restoration Museum (nicknamed
“Bombertown USA”) in Kissimmee, Florida, restored it in 1986 as
Panchito, a B–25J that served in the 396th Bomb Squadron in the
Central Pacific. The original Panchito was set for its thirteenth
bomb run to Japan when the Japanese surrendered. Then, like
so many others, it was flown to Clark Field in the Philippines
and unceremoniously bulldozed into a ditch. Kelley bought the
restored airplane in 1997.
For Kelley and his volunteers, including Calvin Peacock,
Nuwer, and many others, keeping the airplane flying, maintained,
and on display at public events is a labor of love—especially when
they get the chance to fly disabled veterans, which is one of their
causes. Given the operating costs, no one could blame them for
parking the Mitchell in a hangar, but Kelley believes
that seeing it in flight—and hearing it—are what con- WEB
nects people across the generations to the aviation effort TO LEARN MORE
of World War II, and reminds them of the great sacri- about how to earn
fice made by so many. “When I go to the zoo, I don’t a second-in-com-
mand rating and
want to see a stuffed bear. I want to hear it roar,” he get up close and
explains. And roar Panchito does, thanks to the crew at personal with
the Delaware Aviation Museum Foundation. AOPA Panchito, visit the
website (www.
delawareaviation
EMAIL thomas.haines@aopa.org museum.org).

www.aopa.org/pilot AOPA PILOT | 65
66 | AOPA PILOT December 2015
 | CRAFTSMANSHIP |

Complicated wing rebuild tests a mechanic’s skills

PILOTS FIND BREATHTAKING BEAUTY in the curve of a propeller, the shape of a wing, even
the thoughtful interface of a piece of avionics. But who makes this stuff and, in some
cases, keeps it beautiful for decades? Our occasional Craftsmanship series explores the
people who create—and re-create—these things for us. —Tom Haines

REPAIROFALIFETIME

EVEN WITH THE MAIN DOORS OPEN, the low morning sun doesn’t quite reach the BY MIKE COLLINS
back left corner of Royal Aircraft Services’ maintenance hangar, where a Socata PHOTOGRAPHY BY THE AUTHOR
TB–21TC Trinidad has reposed for months. Beneath a thin patina of dust, she
reigns as hangar queen.
Tom Young, lead mechanic on the project to rebuild the piston single’s right
wing, has been an airframe and powerplant
mechanic since 1976. He added his
inspection authorization in 1980—the same year he earned his multiengine rating,
VIDEO EXTRA
See the video and and added instrument instructor privileges to his flight instructor certificate. Young
hear Tom Young has seen plenty of challenging projects since then—replacing countless firewalls
discuss the project.
on Cessna piston singles, and even building a Pitts S–1 from plans—but none as
challenging as the Trinidad that landed at Royal’s Hagerstown (Maryland) Regional
Airport-Richard A Henson Field hangar in December 2013.

www.aopa.org/pilot AOPA PILOT | 67
 “I’ve been involved with aviation all my life. I love little airplanes. I’ve never had interest
in the airlines or the military—this is where my heart lies.” —Tom Young

ANALYTICAL DISASSEMBLY A&P MECHANIC TOM YOUNG drills

The airframe was described as having a severe left-wing-heavy condition. “I went through rivets to remove them
as he prepares to take the right
out and flew it. It was indeed a very left-wing-heavy condition—to the point where wing skins off a Socata TB–21
after about 10 minutes of flying the airplane, my arms were getting tired,” Young Trinidad (below). The wing had
said. Experience told him it was more than a rigging issue. “The problem was been repaired improperly after an
accident. Young drills out rivets
even worse when the flaps were down.” along the Trinidad’s spar (right).
Consulting the Socata service manual, which provides dimensional and angu-
lar checks, Young fabricated a rigging board, put a digital inclinometer on it, and
started checking the angle of incidence of each wing. “I found that lo and behold,
the right wing had a full degree more incidence at the tip than the left wing.”
The Trinidad was damaged in a 2004 accident. Young surmised that repairs were made without checking the angle of incidence as
new wing skins were riveted into place. (The shop that repaired the accident damage is no longer in business.) The wing would have to
be deskinned and reconstructed. The airplane was moved into the back corner of the hangar, and Young began the disassembly process.

68 | AOPA PILOT December 2015

 This entailed more than just drilling out YOUNG FABRICATED A
hundreds of rivets, however—throughout the rigging board, and attached
a digital inclinometer, to
process, he was looking for clues as to how the measure the wing’s angle of
wing originally was put together, to guide him incidence (top). Matching
in the eventual reassembly. The service manual the right wing’s angle of
incidence to that of the
doesn’t provide step-by-step instructions for undamaged left wing
a project like this; Young and his co-workers was critical. After drilling
were on their own. through rivets, he reaches
into the wing with pliers
One challenge with the project was that to remove the remainder
Socata uses a wet wing, in which fuel tank (above).
sealant is used to seal the junctions between
structures inside the wing. There’s no rubber
bladder or fuel cell to contain the fuel, as is the case with many other piston aircraft.
And an excessive amount of sealant had been used when the wing was rebuilt. “The gas
wasn’t going to leak through the front face of the spar,” he noted, yet a large swath of the
spar was coated in sealant.
“We had to clean all that stuff off,” Young explained. Scraping off all the sealant—
there’s no other way to remove it—was the most tedious part of the project, he said. All
told, he spent a week scraping off sealant.
www.aopa.org/pilot AOPA PILOT | 69
ALL ABOUT THE ANGLE
Young knew the left wing was within factory tolerances. “I was only interested in making
the angle of incidence on the right wing match [that of ] the left wing,” he explained. One
challenge was holding the wing skins against the leading edges of the ribs, to maintain
both the close tolerances required and the correct angle of incidence. He fabricated an
adjustable jig that would contour to the wing’s leading edge—and checked the angle of
incidence every step of the way. All told, he figures he measured that angle more than
300 times.
The Trinidad wing is comprised of three skins. Socata had an inboard skin available in
Florida, and that was ordered. Royal found it more economical to fabricate the other two
skins than to order them from France. Long drill bits and angle drills were used to drill
from inside the wing structure, through the holes in the wing ribs and spar, and into the
new skins to ensure exact rivet placement. Because Socata wings use flush rivets, Young then had to countersink all those new holes.
The project held one more surprise. Oversized rivets had been used on the ribs when the wing originally was put back
together, expanding the holes in the ribs. To correct this, he fitted doublers to the affected ribs—another tedious process that
added a week of labor to the project. (Installing doublers was more cost effective than buying new ribs and having them shipped
from the factory.)
After consulting with Michael Kissel, maintenance shop
RONNIE COLE, A SHEET metal tech- manager—a frequent occurrence over the course of the project—
nician, helps Young position skins Young decided to rivet the skins to the forward sections of the ribs,
on the wing; the jig holds them
snug against the ribs (below). A then mount them to the spar as one assembly. The wing skins and
forest of Cleco fasteners holds the ribs were temporarily assembled in a jig using Cleco fasteners. The
new skins on the wing (top right). assembly was then attached to the wing—using still more Clecos—
Michael Kissel, maintenance shop
manager, bucks rivets as Young so the angle of incidence could be measured. It was spot on. Actual
drives them (bottom right). assembly could begin.

70 | AOPA PILOT December 2015

“We Clecoed all three skins and all the ribs together as one huge assembly on the bench, and then put
that on the wing to see if the angle of incidence would remain the same.” —Tom Young

www.aopa.org/pilot AOPA PILOT | 71
“After we got the entire assembly riveted together, we ended up getting the angle of incidence to within
like a half a hundredth of a degree, from left to right.” —Tom Young

72 | AOPA PILOT December 2015

HOME STRETCH THE TRINIDAD’S WING awaits an
The wing assembly is assembly of ribs and new skins—
installed and the angle which is carried from a workbench
and fitted into position (left, from
measured a final time; left to right). The finished wing
the difference from left to basks in sun and new paint, after
right is less than one-one months in the hangar (below left).
hundredth of a degree.
The completed wing has
none of the play—plus and
minus 14 degrees!—evident before the skins were attached. “The wing has that
much flexibility in it. The skins actually take all the twisting moments of the wing.”
But work isn’t done. The fuel tank must be tested, and three small seeps fixed.
“When I flew the airplane, now we had a right-wing-heavy tendency—that was
just what I wanted,” Young said. He had not removed existing aileron trim tab
adjustments, “just in case there was any kind of issue going on.” A few tweaks
and the Trinidad’s flying hands-off. He taxies the airplane to Royal’s paint shop
next door.
Scheduling complex projects like this
isn’t a problem in the nontraditional shop,
Kissel said. “We’re a team. We’re basically
working together to make the workload
flow.” Extra hands were available when
Young needed them, and he was reassigned
to higher-priority projects. The Trinidad
sat for weeks at a time while the crew
completed other jobs, or waited for parts.
The maintenance facility was founded
in December 2005, when Austin and Pamela
Heffernan—and partner Gary Cotshott—
bought the assets of an existing shop. While
hangar queens are not sought, Royal does
get a lot of jobs that other facilities don’t
want to do, or lack the ability to undertake.
“All of the insurance adjusters know us,”
Austin Heffernan said. “Word of mouth
is probably the main thing. We’re not the
cheapest shop, because we do the job right.”
The Trinidad was released after eight
months, and 406 man-hours—more than
240 of them Young’s. (In comparison, a
Cessna 172 firewall replacement averages
100 to 150 hours, not including engine
teardown and inspection—which Royal
doesn’t do in house.) He’s not sure he wants
to take on another project that complex.
“Without a doubt, this has been one of the
most intricate and complex repairs I’ve
ever done in my entire career as a working
mechanic.
“To me, it’s interesting to take
something and make it right. My reward for
doing a good job at working on airplanes
is getting in the airplane and having it
fly correctly. That, to me, is a wonderful
feeling.” AOPA

EMAIL mike.collins@aopa.org

www.aopa.org/pilot AOPA PILOT | 73
Boss
Meet the new

Better than the old boss

WIND STREAKS ON THE UPPER MISSISSIPPI RIVER SHOW

a steady southeast wind as Wipaire’s newest Boss 182 descends
toward the textured water surface.
“This power setting is just fine so there’s no need to change
anything,” says Brian Addis, a Wipaire test pilot, as he coaches
me through my first water landing in the St. Paul, Minnesota,
company’s newest creation—a beefed-up, amphibious Cessna
182 with a growling Lycoming IO-580 engine and three-blade
Hartzell propeller. “Keep what you’ve got [16 inches of mani-
fold pressure] all the way to touchdown.”

B Y D AV E H I R S C H M A N

P H O T O G R A P H Y B Y D AV I D T U L I S

74 | AOPA PILOT December 2015

www.aopa.org/pilot AOPA PILOT | 75
 After a flare, a chirp from the stall
warning horn, and a few rapid-fire slaps
from waves hitting the bottoms of the
amphibious Wipline 3000 floats, the Boss
182 settles into the middle of a mile-wide
stretch of the river.
I bring the power to idle and start to
deploy the water rudders to turn down-
wind, but Addis assures me that more
takeoff distance isn’t required—even on a
sultry day, with a steep-sided bluff straight
ahead.
“We’ll be off the water in eight sec-
onds,” he says. “We’ve got plenty of room.”
Water rudders up, flaps 20, prop and
mixture full forward, and cowl flaps open.
I add full power and stand on the right rud-
der as the airplane surges forward.
Addis recommends full back yoke until
the Boss 182 claws its way onto the step,
and then release the back-pressure com-
pletely. The Boss 182 splashes through the
water in a 15-degree nose-up attitude, and
at 40 KIAS slight forward pressure results
in a quick airspeed jump to 45 KIAS. Light
back-pressure lifts the airplane off the
water as the airspeed builds.
We are carrying almost full fuel (92
gallons capacity/88 usable) and two
adults, a load that puts the airplane near
its forward center-of-gravity limit. But the
Boss 182 climbs at 1,000 fpm at 80 KIAS
with the flaps at 20 degrees. The climb rate
diminishes slightly as I dial the prop rpm
back to 2,500, raise the flaps, and accelerate
to 100 KIAS.
We level off at 2,500 feet msl, and
the airspeed indicator shows 120 knots
at 75-percent power (25 inches of A WATER LANDING on the
manifold pressure and 2,500 rpm) while Mississippi River (right). Note
the structural modifications on
consuming 17.5 gallons of avgas per
top of the wing that allow for a
hour. Then we head back to the river for gross weight increase to 3,500
another landing. pounds. Amphibious floats allow
for landing on water, pavement,
“Floatplane pilots always want more
or grass. The hydraulic system that
performance, and that’s the Boss 182’s moves the landing gear is inside
strong suit,” Addis says. “These numbers the floats but still allows lots of
locker space (bottom).
speak for themselves.”

TRANSFORMATION
The Boss 182 began as a Cessna 182—but
it’s really meant to be a replacement for
aging Cessna 185 Skywagons that have
been backcountry stalwarts for decades,
76 | AOPA PILOT December 2015
WHAT’S OLD IS NEW
Remanufacturing programs breathe new life into older airframes

Refurbishments can give pilots access to high-quality aircraft at a fraction of the cost of factory-new
airplanes, and even—as is the case with the Boss 182—raise the airplane’s performance standard far
beyond anything the original manufacturer could have envisioned. AOPA launched its “Reimagined”
aircraft restoration program and supports similar efforts to showcase restored aircraft as a viable op-
tion to brand-new ones—especially in the training market. Aviat, Premier Aircraft, Redbird, Sporty’s,
and Yingling Aviation all are refurbishing Cessna trainers with many modern improvements.
AOPA’s Reimagined aircraft, remanufactured and sold by Aviat, set a high standard for remanufac-
turing an existing aircraft to as-new condition. Each airframe is disassembled and thoroughly inspect-
ed, and then painstakingly rebuilt using new pulleys, cables, wiring, and hardware. The engines are
overhauled, interiors replaced, panels modernized, all instruments are overhauled or replaced, and they
all include current GPS navigation systems and digital radios. The airplanes also are backed by their
restorer with warranties.
With the cost for brand-new training aircraft topping $400,000, flight schools, clubs, and individual
owners must have alternatives. Reimagined aircraft and other refurbishments are showing the way with
aircraft of exceptional quality, usually at less than half the cost of factory-new airframes.
Wipaire has been a pioneer in this area by not only restoring existing airframes, but enhancing them
with more power and new technology. The company also does total makeovers on Cessna 206s and
Caravans, among others. —DMH

www.aopa.org/pilot AOPA PILOT | 77

as well as float 182s. And the updated
airframes offer some real advantages.
The Boss 182’s cabin is 2.5 inches
wider than the 185, and its Lycoming
IO-580 engine is more powerful than
the Skywagon’s stock 260-horsepower
engine—or the coveted 300-horsepower
upgrades.
The Boss 182 also addresses the main
shortcomings of standard float 182s: a
paltry useful load and restrictive center-of-
gravity limitations. The Boss 182 provides
a gross weight increase to 3,500 pounds
(from 3,100), and useful load rises to 950
pounds (from 650).
“The 182 has always been a nice, sta-
ble floatplane,” Addis said. “But full fuel
and two adults in the front seats would
put the CG beyond the forward limit. And
for a four-place airplane, the useful load is
nothing to brag about.”
Wipaire addresses these restrictions
by acquiring steam-gauge Cessna 182S
and -T models built from 1997 through
2004. Unlike earlier versions, the S and T
airplanes were made with full factory cor-
rosion protection—a major consideration
for floatplanes.
When Wipaire starts a conversion,
technicians remove the engine, prop, inte-
rior, Plexiglas, and wings. Then it puts the
wings in jigs and add structural reinforce-
ments and stall fences for the gross weight
increase. Each airplane gets a Hartzell
three-blade composite prop, paint, a rud-
der extension, a new engine mount, a
new interior, and an upgraded instru-
ment panel that includes a Garmin GTN
750, GDL 88 (for Automatic Dependent
Surveillance-Broadcast In and Out), dig-
ital engine monitor, and PS Engineering
8000B audio panel. G500 glass panels are
an option.
78 | AOPA PILOT December 2015
SPEC SHEET
Cessna/Wipaire Boss 182S/182T
Price as tested:
$615,000 (182T)
SPECIFICATIONS
Powerplant | Lycoming IO-580-B1A
315 bhp stock
340 bhp as tested
Recommended TBO | 2,000 hr
Propeller | Hartzell Trailblazer carbon
fiber HC-F3YR-1AN/NG8301-3
Length | 29 ft 6 in
Height | 13 ft
Wingspan | 36 ft
Wing area | 174 sq ft
Wing loading | 20.1 lb/sq ft
Power loading, as tested | 10.29 lb/hp
Seats | 4
Cabin length | 8 ft 11 in
Cabin width | 3 ft 6 in
Cabin height | 4 ft 0.5 in
Empty weight | 2,550 lb
Empty weight, as tested | 2,550 lb
Max ramp weight (land) | 3,510 lb
Max dock weight (water) | 3,482 lb
Max gross weight | 3,500 lb
Useful load | 950 lb
Useful load, as tested | 950 lb
Payload w/full fuel (182T) | 438 lb
Payload w/full fuel, as tested (182T) | 438 lb
Max takeoff weight (land) | 3,500 lb
Max takeoff weight (water) | 3,472 lb
Max landing weight (land or water) |
3,350 lb
Fuel capacity, std, 182S | 92 gal (88 gal
usable)
Fuel capacity, std, 182T | 92 gal (87 gal
usable)
Oil capacity, ea engine | 11 qt
PERFORMANCE
Takeoff distance, ground roll (land) | 987 ft
Takeoff distance over 50-ft obstacle (land) |
1,836 ft
Takeoff distance, water run 1,258 ft
Takeoff distance over 50-ft obstacle (water)
| 2,465 ft
Max demonstrated crosswind component
| 13 kt
Rate of climb, sea level | 1,009 fpm
Max level speed, sea level | 125 kt
Cruise speed/endurance w/45-min rsv, std
fuel (fuel consumption) |
@ 75% power, best economy | 118 kt
6,000 ft (15.8 gph)
@ 65% power, best economy | 118 kt
6,000 ft (14 gph)
Service ceiling | 14,150 ft
Absolute ceiling | 15,708 ft
Landing distance over 50-ft obstacle (land) |
1,411 ft
Landing distance, ground roll (land) | 650 ft
Landing distance over 50-ft obstacle (water)
1,733 ft
Landing distance (water run) | 869 ft
LIMITING AND RECOMMENDED AIRSPEEDS
VX (best angle of climb) | 60 KIAS
VY (best rate of climb) | 83 KIAS
VA (design maneuvering) | 129 KIAS
VFE (max flap extended) | 104 KIAS
VLE (max gear extended) | 170 KIAS
VLO (max gear operating) |
Extend 170 KIAS
Retract 170 KIAS
VNO (max structural cruising) | 129 KIAS
VNE (never exceed) | 170 KIAS
VS1 (stall, clean) | 58 KIAS
VSO (stall, in landing configuration) | 41
KIAS
FOR MORE INFORMATION, contact
Wipaire Inc., 1700 Henry Avenue, South
Saint Paul, Minnesota 55075; 651-451-1205;
www.wipaire.com.
All specifications are based on
manufacturer’s calculations as published in
the airplane flight manual supplement, are
calculated at max gross weight with no wind
and average piloting skill, and do not reflect
performance gains from porting, polishing,
and flow balancing. Increased performance
is possible with advanced pilot technique
and skill. All performance figures are based
on standard day, standard atmosphere,
sea level, gross weight conditions unless
otherwise noted.
EXTRA
Wipaire offers the Boss 182 with a Lycoming
IO-580 that produces 315 hp from the
factory, and up to 340 hp with optional port
and polish. AOPA flew the 340-hp version.
“Floatplane pilots always want more
performance, and that’s the Boss 182’s strong suit.
These numbers speak for themselves.” — Brian Addis

THE CONVERSION
includes enlarging
the rudder (top),
installing a Lycom-
ing IO-580 and
reinforcing the wing
(middle), and add-
ing a three-blade
Hartzell propeller
(bottom).

www.aopa.org/pilot AOPA PILOT | 79
THE IMPOSING Boss 182 stands tall on amphibious floats, with the tip of
the vertical tail 13 feet off the ground, and the wing almost the height
of a basketball rim. The brawny aircraft adds range and payload that
more than measure up to other piston-powered Cessna floatplanes.

Every Boss 182 also comes with
Wipaire’s patented laser gear warning sys-
tem that senses whether the aircraft is over
land or water and audibly warns the pilot
to “Check gear!” if the wheels are down
less than 50 feet over water, or up less than
50 feet over land.
The wing-mounted laser is similar to
those used by surveyors. It emits a beam
that water absorbs and hard surfaces
reflect. The system knows the position
of the landing gear and activates when
it senses a mismatch between the land-
ing surface and gear position. (At press
80 | AOPA PILOT December 2015
time, the company was still awaiting FAA
approval of its software to activate the
laser systems.)
“We have no doubt it will save lives and
reduce insurance costs,” Wipaire CEO Bob
Wiplinger said. “The systems are installed
in every Boss 182 we’ve sold. We’re just
waiting for approval to turn them on.”
The entire transformation from stock
airplane to Boss 182 takes about six
months, and Wipaire has converted five
airplanes so far. Retail prices range from
$450,000 to more than $600,000, depend-
ing on options. The company also intends
to market wheel versions of the Boss 182
beginning late this year or in early 2016.
“The first post-conversion test flights
are done on wheels—and the perfor-
mance is pretty spectacular,” Wiplinger
said. “People step out of the office to
watch, because they’re not used to seeing
a Cessna 182 climb almost vertically like a
helicopter.”
A HARD PULL
Ready for takeoff on South St. Paul
Municipal Airport’s Runway 16, with a
quartering 10-knot headwind blowing from

left to right, I set the flaps to 20 degrees,
hold the brakes, and advance the throttle.
“Be ready to use lots of right rudder,” Addis
cautions. “This engine and prop pull hard.”
At brake release, the combination of the
airplane’s natural tendency to weathervane
into the wind and p-factor require the pilot
to hold full right rudder through the first
half of the 800-foot takeoff roll, and mod-
erate right rudder during the climb.
The fact that the main wheels are
well aft of the airplane’s center of gravity
requires a firm pull on the yoke at rotation
speed. The nosewheels come off the
pavement, and the rest of the Boss 182
soon follows.
Even though we’re staying in the traffic
pattern for several circuits, Addis advises
raising and lowering the landing gear
each time to reinforce the habit. Abeam
the touchdown point, I lower the landing
gear, and a gravelly recorded male voice
lets me know the wheels are down for a
hard-surface landing. (A recorded female
voice comes on when the landing gear is
up for a water landing—and the contrast in
voices is meant as a cue to pilots about the
different landing surfaces.)
I trim for 75 knots and 20 degrees
flaps, and carry about 16 inches of mani-
fold pressure into the landing flare. The
main wheels touch down, and I increase
back-pressure on the yoke to bring the
nosewheels down gently.
Full flaps can be used for steeper
approaches, but the airframe is plenty
draggy with the wheels down and 20
degrees of flaps. Also, the intermediate flap
setting simplifies go-arounds—an impor-
tant consideration in all of Cessna’s bigger
piston singles because of their tendency to
pitch up at full power, combined with the
nearly full nose-up trim many pilots use on
final approach.
AN ACHIEVEMENT
The Boss 182 is a highly refined aircraft
that is so much more capable than a stock
Cessna 182, it’s hard to compare them.
And really, the more meaningful compar-
ison is with the Cessna 185 it’s designed
to replace.
The Boss 182 does everything a Cessna
185 can do, and more, in a comfy, stylish,
modern package. Its powerful engine/prop
combination makes it a real four-seater,
and it has the speed, range, and carrying
capacity to fill the gap between existing
piston singles and larger, far more costly
turboprops (and turboprop conversions).
Also, the Lycoming IO-580 seems
like an excellent engine choice. The
aerobatic version of the same powerplant
is highly regarded among manufacturers
of Unlimited aerobatic airplanes like the
Extra 330 series for both its reliability and
high torque—considerations that are vital
to floatplane pilots, too.
Wipaire’s selection of relatively late-
model 182s for upgrades makes sense,
too. It’s hard to find older 182s that are
corrosion free, and the fact that the S and
T models were built with rust-inhibiting
zinc chromate on every metal part—and
stainless steel hardware—helps ensure
they will stand up to the rigors of water
flying. Many of the original engines are
timed out or facing repetitive crankshaft
airworthiness directives, so a conversion
could be timely.
Wipaire spent nearly a decade planning
the Boss 182 and getting FAA approval for
its myriad alterations. What the company
produces isn’t a refurbishment—it’s a
totally transformed airplane. The Boss
182 is so different from its former self that
it’s hard to believe they share the same
numerical designation.
“Pilots have really got to get in the left
seat and feel the power and all the engi-
neering we put into this,” Addis says. He’s
got a point. The prop is lighter, yet it out-
performs the original and is far quieter
than a two-blade. The new engine is big-
ger and heavier than the one it replaces,
yet the airplane has more payload and a
broader CG envelope.
It’s sad to see iconic Skywagons
disappearing after their decades of super-
lative service. The Skywagon may be the
best, most versatile utility airplane ever
made. But at least there’s some consola-
tion in knowing that a modern substitute
is available for those looking for similar
performance.
And both utility airplanes reflect their
times. The 185 was a Jeep; the Boss 182 is
a designer-edition Grand Cherokee. AOPA
EMAIL dave.hirschman@aopa.org
www.aopa.org/pilot AOPA PILOT | 81
82 | AOPA PILOT December 2015
 &
CONTEST
POWERED BY PILATUS

WHAT CAN
BIZAV
DO FOR YOU?
Contest winner flies dream flights to grow his business

WITH TWO GUYS LIFTING, the black plastic tub slides into the
yawning cargo doorway of the Pilatus PC–12 NG with just a
shove, filling the space usually occupied by a seat. Steve Bilson
steps back for a look and says, admiringly, “Like it was made
for there.” Pilatus Chief Pilot Jed Johnson pushes a button on
the side of the sleek single-engine turboprop, and the door
quietly closes. Johnson latches the big door, and it’s time to
load passengers for the next leg of our adventure: helping
Bilson fulfill his dream business aviation flights in support of
his company, ReWater Systems.

BY THOMAS B. HAINES | PHOTOGRAPHY BY MIKE FIZER

VIDEO EXTRA Climb

aboard the PC–12
with Steve Bilson
as he puts business
aviation to work for
his company.

www.aopa.org/pilot AOPA PILOT | 83
 Bilson’s 300-word entry in the AOPA
BizAv and You Contest, powered by Pilatus,
won him the chance to learn how a capable
business aircraft could make a difference
in his burgeoning business. “I’ve followed
Pilatus for years and I’ve been aspiring to
it for years—to be able to fly one like that,”
he says, pointing to the brightly painted
airplane. “I was like, ‘Really, I won?’”
PILATUS CHIEF PILOT Jed Johnson
(below, right) and Vice President of
Marketing Tom Aniello lift a ReWater
Systems tank and filter system into
the PC–12 NG’s gaping cargo door.
Contest winner Steve Bilson regularly
visits the California capitol to
advocate for the use of greywater
irrigation systems. The gang’s all here
(facing page). For flights crisscrossing
California, the PC–12 NG swallowed
all the gear on the ramp, plus five of
the six in the photo and photographer
Mike Fizer: (Left to right) Roger Bent,
the author, ReWater’s research and
development consultant Eric Franke,
Steve Bilson, Jed Johnson, Tom Aniello.
84 | AOPA PILOT December 2015
With the news that he had won the
chance to fly a PC–12 NG for up to eight
flight hours, Bilson set about planning
a trip that would take advantage of the
airplane’s 260-knot true airspeed, huge
load-hauling capabilities, and short-field
performance. When we arrived, he was set
for his first leg from his base at Camarillo
to the “Airport in the Sky” on Catalina
Island, 20 miles off the California coast. At
only 3,000 feet long, the runway would be
a challenge for many turboprops based on
length alone, but Catalina is particularly
tricky because it sits on a bluff battered
by winds and with a hump in the middle.
You can’t see the far end of the runway
when on short final, so pilots frequently
perceive they are running out of runway
upon touchdown—resulting in blown tires
and boltered approaches. With its trailing-
link landing gear, the PC–12 NG handles
the short runway with aplomb, even with
seven on board—including Bilson’s wife,
Jeanne, and daughter Brooke on their first
introduction to corporate flying.
Our first stop is to meet the owner
of a beach club on the island looking to
reduce its use of fresh water for landscape
irrigation. Bilson has been in the irrigation
and water conservation business for
more than 25 years. ReWater Systems has
several patents on nozzles and other gear
to use greywater for irrigation, reducing
the need for fresh water and also reducing
the amount of wastewater going into sewer
systems, a plus on both ends. Greywater is
any water used in a home other than that
from the kitchen sink or toilets. Water
from showers, washing machines, and
other sinks is collected and filtered for
irrigation use. ReWater Systems’ valves
and computer controls allow the use of
fresh water if, during a 24-hour period, not
enough greywater is available. Meanwhile,
if too much greywater is collected, the
excess is dumped into the sewer system,
as it would be otherwise.
Water conservation is especially
important in the drought-stricken West,
and ReWater Systems’ technology has
earned the attention of several large
residential builders, water districts, and
city councils. Until recently, Bilson’s
primary customers have been custom
builders of large homes only. With
an airplane like the PC–12, he has the
ability to broaden his customer base and
connect with more builders.
On Catalina Island, all fresh water is
desalinated, making it especially expen-
sive and driving up the demand for water
recycling. Upon arrival at the beach club,
Bilson immediately notices the drought-
distressed landscape plants. “They have a
lot invested here and it’s not looking good,”
he says. But in a case of best-laid plans,
the meeting with the club owner doesn’t
happen, because he is delayed at another
property on the other side of the island.
Our schedule doesn’t allow time for us to
connect with him, but at least Bilson now
knows the lay of the land at the club.
The PC–12 NG makes quick work
of the return to Camarillo, this time
with Bilson in the left seat getting his
Having won the contest, Bilson set out planning a
trip that would take advantage of the PC–12 NG’s
capabilities.
first taste of high-performance flying. A
longtime pilot, he owns a Yak 52, which
he frequently uses for aerobatics. Upon
occasion over the years he has rented
single-engine Cessnas for trips to visit
customers in California, but their payload
and space limitations prohibit him from
taking along the gear and equipment he
frequently needs to show builders.
The next morning we’re up early and
driving to a construction site to see an
installation in progress. As it turns out,
the home under construction is owned by
AOPA member Scott Barer, who is building
on a hill overlooking Camarillo with a com-
manding view of the airport where he keeps
his Cessna 182. Upon their first meeting at
the construction site, Barer and Bilson dis-
covered they were both pilots based at
Camarillo. “I’m really, really impressed by
the system,” Barer said. “Steve really knows
his stuff. I’m a realist. We live in a state with
a serious water problem. Greywater from
one house isn’t going to cure it, but you have
to start somewhere.”
As we wind our way back down the
hill toward the airport in Bilson’s pickup,
the entrepreneur explains how he has
been involved in four different legislative
efforts in Sacramento to change state laws
to make it easier to install greywater sys-
tems. Each of the four bills required some
50 trips to Sacramento, causing Bilson
to lament not having an airplane like the
www.aopa.org/pilot AOPA PILOT | 85
STEVE BILSON soaks up PC–12 NG
systems knowledge from Chief
Pilot Jed Johnson (above). Thanks
to the turboprop’s efficiency,
Bilson is able to make his pitch
to a San Diego developer just
a couple of hours after leaving
home in Camarillo (center), 140
nm away and over Southern
California morning rush traffic. The
PC–12 NG flew altitudes as high as
27,000 feet and legs as short as
37 nm (right).
“We have people that need to go here, there, everywhere all the time. Southwest
Airlines is the option if you’re going to put people all over, but that’s not very
efficient timewise.”
86 | AOPA PILOT December 2015
PC–12 NG available. “Everyone in the West
is dependent on the Colorado River, and
it’s drier than it’s ever been. We increase
the availability of water [for irrigation] by
30 percent.” Reductions in the cost of fresh
water and reducing the output of wastewa-
ter all help the homeowner to recoup the
cost of the greywater system over time.
With a ReWater Systems holding tank
and filter loaded through the PC–12 NG’s
giant cargo door, we’re set for the next leg
of Bilson’s adventure: a whole 15 minutes to
Burbank to pick up his marketing consul-
tant. Such a flight in a business jet would be
a workload-intensive affair, but because the
turboprop easily adapts to low-altitude flights
and slower speeds down low, Bilson handles
it with assurance under Johnson’s guidance.
It’s almost joyful to see the Los Angeles morn-
ing rush hour traffic backed up everywhere as
we efficiently motor overhead.
With the quick pickup of Roger Bent,
we’re off to San Diego for Steve’s most
important meeting of the whole experi-
ence. For months he’s been trying to get
in front of a San Diego developer who is
building an 1,800-home complex outside
the city. This is Bilson’s big chance to move
from supplying custom home builders with
individual systems to selling them in quan-
tity to a large builder.
Once again bypassing the Southern
California ground traffic, we soon touch
down at Montgomery Field, where we
are met by one of Bilson’s sales reps and
a technical consultant for his business.
They offload the tank and filtration system
to show to another customer while Bilson
preps for his meeting with the developer.
Ninety minutes later we emerge from
the meeting, with Bilson certain he’s made
progress with the developer. His PowerPoint
presentation and convincing facts about
water usage and costs demonstrated for the
developer how greywater systems will be
welcomed by the individual home buyers. “I
think we’re going to get some big orders from
him. Hey, I may be a customer for a PC–12
next year!” he declares.
Bilson uses the evening in San Diego
to strategize with Bent about a major mar-
keting push they are about to launch to
potential customers who have applied for
new-home building permits.
 Early the next morning we sprint over
the traffic again, arriving in Burbank to
drop off Bent just 45 minutes after leav-
ing Montgomery Field—a trip that, by car,
would take about four hours in traffic.
Then it’s on to Sacramento for a meeting
with a state senator involved with legisla-
tion regarding irrigation. With a climb to the
flight levels, Bilson gets to see the PC–12 NG
strut its stuff a bit as he diverts around some
light showers and has to deal with icing.
He’s impressed by how quickly the boots
shed the ice and with all the ways that the
PC–12 NG’s Honeywell Apex flight deck
integrates weather information. “There’s
redundancy on top of redundancy,” he says.
Sacramento International soon appears
on the moving maps across the sophisti-
cated flight deck, and we’re headed toward
the runway. Sacramento Jet Center pulls
our rental car up to the airplane, and Bilson
climbs in for the quick drive to the capitol.
There it’s clear he’s a regular as he expertly
maneuvers through security and up to the
Senate level, where he weaves his way
through the maze of hallways to the office
of State Sen. Tom Berryhill, who represents
the San Joaquin Valley agricultural region.
“Farmers compete with cities for water.
The fight goes on forever. It never ends,”
laments Bilson. Berryhill has become an
ally for Bilson because ReWater Systems
SMALL WORLD MAPS
helps city dwellers use water more respon-
sibly, which farmers appreciate.
Assured of Berryhill’s support in enact-
ing new federal guidelines at the state level
for water projects, Bilson declares the day INFO
a success. We dash back to Camarillo, cov-
FOR MORE INFORMATION
ering the 300 nautical miles in less than 90 on how an airplane
minutes—arriving in time for him to have might be useful in
an early dinner with his family. your business, search
“business use of
Reflecting on his experience, Bilson is airplane” on AOPA.
amazed at what a business airplane can do org or visit the No
for his company. “We’re always going places. Plane, No Gain website
(http://noplanenogain.
We’re always in Sacramento. California is org/).
a long state. We have builders all over the
state and soon, all over the West. We have
people that need to go here, there, every-
where all the time. Southwest Airlines is the
option if you’re going to put people all over,
but that’s not very efficient timewise.”
Indeed, trying to replicate the trips we
conducted in two days would have taken
many more days and hours of delay, and a
jumble of logistics—and there is no sched-
uled airline service to Catalina.
Of course, as a pilot, for Bilson it’s not all
just business. Piloting an airplane as capa-
ble as a PC–12 NG brings its own challenges
and pleasures. It seems he’s hooked. “I want
to keep that plane,” he says with a laugh. “I
don’t want to give it back.” AOPA
EMAIL thomas.haines@aopa.org
www.aopa.org/pilot AOPA PILOT | 87
88 | AOPA PILOT December 2015
| SAFETY PILOT LANDMARK ACCIDENT |

HOSED
Jet A in an avgas engine spells trouble

LOVE THE SMELL OF JET FUEL in the morning?

You’d better be flying a turbine or a diesel
aircraft, because Jet A in a conventional aircraft
piston engine will cause a lot of trouble. This
would seem like a simple problem to fix, but
it’s a perfect example of Murphy’s Law. This
month’s Landmark will be short on analysis
because the accident chain and decision tree is
generally short in these accidents. I will invest
more time on prevention and what possibly
could go wrong.

THE FLIGHT
On August 27, 2014, a Cessna 421C arrived at Las
Cruces, New Mexico (LRU), around 6:30 p.m.
Mountain Daylight Time to pick up a medevac
patient. While still seated in the cockpit, the
pilot asked the line service technician to put 20
gallons in each tank. The tech drove up in the
jet fuel truck and upon completion, the pilot
assisted in securing the fuel caps. The pilot
then walked to the line office and signed the
fuel ticket, which showed that Jet A had been
dispensed.
BY BRUCE LANDSBERG
I L L U S T R AT I O N B Y A L E X W I L L I A M S O N
SUMMARY
> Putting Jet A into a piston-powered
aircraft is bad news.
> Misfueling has been with us ever since Jet
A was introduced. The industry has tried
many different education programs and
technologies over the years to prevent
putting the wrong juice in the tank.
> With look-alike aircraft and diesel aircraft
coming into the market, it’s essential
to pay close attention to this seemingly
routine operation. The accident record
is very clear.

www.aopa.org/pilot AOPA PILOT | 89
 If you fly a piston aircraft that appears to use jet
fuel, watch out! Try to be present when fueling
takes place, and personally secure the caps.
The flight departed shortly
afterward with the pilot, the patient,
and two medical crewmembers. An
IFR flight plan was filed, although
the weather was good day VFR.
Shortly after takeoff one of the
medical techs called their dispatcher
to advise that they were returning
to Las Cruces because of smoke
coming from the right engine.
According to the National
Transportation Safety Board’s
preliminary report, “A witness
driving westbound on the interstate
highway reported the airplane was
westbound and about 200 feet
above ground level (agl) when he
saw smoke begin to appear from
the right engine. The airplane then
began descending and started a left
turn to the east. Another witness,
driving eastbound on the interstate
highway, reported the airplane was
trailing smoke when it passed over
him about 100 feet agl. He saw the
descending airplane continue its left
turn to the east and then lost sight of
it. Several witnesses reported seeing
the impact or hearing the sound of
impact and they then immediately
saw smoke or flames.”
The Cessna hit terrain upright
and came to rest inverted about
100 feet from the point of initial
ground contact. Fire consumed
much of the wreckage, and there
were no survivors. Investigators
who arrived the day following the
accident noted the smell of jet fuel.
LIKELY CAUSE
The preliminary report notes, “A
post-accident review of refuel-
ing records and interviews with
line service technicians showed
that the airplane had been mis-
fueled with 40 gallons of Jet A fuel
instead of the required 100LL avia-
tion gasoline.” There may be a good
reason why this accident is still
shown in preliminary status at this
90 | AOPA PILOT December 2015
writing more than a year later, but
the probable cause seems evident.
CRASH TWO
In April 2015, a Cessna 421B was
misfueled in Texas after the pilot
asked the FBO to fuel the aircraft
for a flight the following day. The
report doesn’t say if he was present
during the fueling. A preflight
inspection showed no water in the
sample and the fuel appeared blue
in color. Nothing unusual was noted
during runup but on the climbout,
the airplane vibrated slightly, and
climb performance degraded.
After reaching 2,100 feet agl, both
engines failed in quick succession,
and a forced landing was made on a
highway median. The smell of Jet A
fuel was prominent at the accident
scene. The pilot and his two
passengers survived with injuries.
The pilot had about 3,000 hours
total time and 500 hours in type.
Both engines exhibited signs of
detonation, consistent with having
been operated on Jet A. The fueling
records and the signed credit card
receipt revealed that the aircraft
had been serviced with 53 gallons
of Jet A, although placards next
to the filler ports indicated only
100LL fuel was to be used.
The FBO line service technician
noted that the nozzle on the Jet A
fuel truck was “small and round like
the nozzle on the aviation gas fuel
truck.” He had completed required
training and testing. According to
the airport manager, the larger
Jet A nozzle—with an opening of
2 3/4 inches—had recently been
switched to a smaller fuel nozzle
to facilitate fueling military heli-
copters that frequented the airport.
The FAA had issued an airwor-
thiness directive 26 years before
the accident requiring that the filler
ports be equipped with restrictors
that reduce the fuel filler diameter
to 1 5/8 inches to preclude misfu-
eling. Despite the fact the aircraft’s
maintenance records indicated the
AD had been accomplished, it was
found to have not been equipped
with the required restrictors.
The NTSB determines the
probable cause(s) of this acci-
dent as follows: “The total loss of
engine power due to the use of an
improper fuel type. Contributing to
the accident were the servicing of
the airplane with the improper fuel,
noncompliance with an airworthi-
ness directive, and the fuel nozzle
installed on the fueling truck.”
COMMENTARY
There typically are only two fuel
choices, not counting mogas—
Jet A and 100LL avgas. Turbine
engines can tolerate a little avgas,
but pistons cannot tolerate any
Jet A. Adding diesel power to
a traditionally avgas-powered
airframe such as the Cessna 172
or 182 opens up yet another can
of worms: Diesels need Jet A and
cannot tolerate 100LL.
Misfueling mishaps and
accidents apparently follow a
generational cycle as younger
pilots and line service technicians
join the workforce. That said, they
also have happened to experienced
personnel as complacency sneaks
in. There have been at least four
periods of misfueling emphasis: the
late 1970s, early 1990s, 2005, and
now we’re beginning round four.
History does indeed repeat itself.
INDUSTRY RESPONSE
Manufacturers learned in the 1970s
not to put “Turbocharged” or “Turbo”
decals on cowlings because they
could be misconstrued as “Turbine.”
Today, some pilots and aftermarket
engine suppliers still advertise that a
deep breather lives under the hood.
This is inviting trouble!
 NASA-conducted research
in the early 1980s showed that
Jet A-induced detonation would
rapidly destroy a piston engine. The
agency discovered that anything
above 2-percent contamination
would result in detonation, so a
Piper Matrix with 120-gallon fuel
capacity could begin to detonate
with as few as three gallons of Jet A.
Over an 11-year period there
were some 54 misfueling-related
accidents, but it was noted that
many more incidents likely were
caught before an accident. I spoke
to a pilot at EAA AirVenture whose
Cessna 414 was misfueled en route
to the show, but they caught it
during takeoff. The aftermath, even
without an accident, is complex and
expensive. The FBO’s insurance
company likely will replace both
engines and pay for a complete
flushing of the fuel system. There
is some difference of opinion over
loss of use and how to deal with
proration of engine time. There are
no winners in this situation.
The FAA issued airworthiness
directives to restrict tank port size,
the manufacturers put out service
bulletins, and insurance under-
writers offered free fuel-tank port
restrictors to make it difficult to
insert a large jet fuel nozzle into an
avgas tank. The General Aviation
Manufacturers Association pro-
duced color-coded decals to place
next to the fuel ports.
The National Air Transport
Association (NATA) strongly
encouraged its member FBOs to
use large “duckbill” or J nozzles
for jet fuel that would not fit into
smaller avgas ports. Alas, not all
turbine aircraft have large fueling
ports, so there is an adapter. This
is often used with helicopters, and
is designed to be switched out in
less than a minute to preclude
piston misfueling. Apparently, not
everyone follows the procedure to
switch back to the duckbill after
rotary-wing refueling. This is
inviting trouble, as well.
NATA has offered line service
training courses for decades and
the latest version was just pub-
lished online. The AOPA Air Safety
Institute also has addressed the
topic over the years.
LOOK-ALIKES
If you fly a piston aircraft that
appears to use jet fuel, watch
out! In our small sample here,
Cessna 400-series twins are vul-
nerable. Piper M-class airplanes
such as the Malibu, Mirage, and
Matrix can—and have—repeatedly
been mistaken for PT6-powered
Meridians or Jetprops, with fatal
results. Certain Piper Navajos can
be confused with Cheyennes, and
there’s even a turbine conversion of
the Beech Bonanza.
Now that diesel power is being
introduced into the piston fleet,
including such models as Cessna
172s, 182s, and the Diamond DA42,
it can get very confusing as to
which is which. Putting avgas into
a diesel is a potential accident and
guaranteed engine damage. Line
service, customer service reps, and
pilots must support each other and
make instructions clear.
PILOT RESPONSIBILITY
While line service has ample
responsibility, pilots need to trust
but verify. Sometimes that’s diffi-
cult, but here are a few suggestions:
Emphasize the type and quantity
of fuel you want to the line service
technician or the customer ser-
vice rep at the counter. I always
point out that nice, clean 100LL
is desired—not any of the nasty,
smelly, greasy stuff. That usually
elicits a chuckle, and gets them
thinking about the task at hand.
If possible, try to be around
when the truck pulls up to the
aircraft. Look for the red 100LL
placard or the black Jet A plac-
ard, as appropriate. At least look
out the window. That works most
of the time, but once in a great
while a truck is misfueled or the
fuel is contaminated—that’s really
bad luck.
If you’re flying a “look-alike”
as noted before, be paranoid about
your fuel. Try to be present when
fueling takes place, and personally
secure the caps. Sump the tanks
after the fuel has settled, look at
the sample, and smell and touch
it. Jet A has a golden, pale straw
color; a greasy, oily feel; and that
awful telltale smell.
Depending on the propor-
tion of the fuel added, however,
the foregoing may not be appar-
ent. While it requires quite a
bit of Jet A to be evident, it takes
only 2 percent to ruin the day, and
the engine(s). This also applies for
diesel-powered aircraft serviced
with avgas.
The ugly truth is that there is
often just enough good fuel in the
lines to taxi out, run up, and take
off before the bad stuff reaches the
engine. Things deteriorate very
quickly after that.
If you weren’t there to watch
the refueling, perhaps the best
way to check is to look at the fuel
ticket. It all comes back to econom-
ics, and everybody wants to get paid
appropriately. In nearly every case
reviewed, the fuel ticket
reflects what was put in the
WEB
tank. Caveat emptor. AOPA
TO LEARN MORE
about misfueling and
BRUCE LANDSBERG is the
fuel management,
former president of the see the Air Safety
AOPA Foundation and is Institute’s Safety
Advisor (www.
now a senior safety advisor
airsafetyinstitute.
for the AOPA Air Safety org/fuelspotlight).
Institute.
www.aopa.org/pilot AOPA PILOT | 91
PROFICIENCY & EFFICIENCY 95 MAINTENANCE 99 ADS-B 105 DOGFIGHT 106 NEVER AGAIN

>> Some older-technology

airliners have as many as

76
ITEMS
on the checklist for
the first flight of the
day, according to a
NASA study.

| PROFICIENCY |

Don’t just
check it off
Maybe a checklist should be a ‘think list’
BY DENNIS K. JOHNSON

92 | AOPA PILOT December 2015


PILOTS OF ALL EXPERIENCE LEVELS have
been involved in fuel-starvation accidents
after switching tanks during the prelanding
checklist. At a time when the pilot is low,
getting slow, and busy configuring the
aircraft, the checklist reads something such
as, “switch to fullest tank.” Many pilots just
do it without a thought. Why? Because the
checklist says so.
These incidents have made me
reevaluate my thought process while
completing a checklist from, “Do what it
says and check it off,” to “Think about this
and do what makes the most sense.”
Now, when I’m approaching to land and
I see the “switch to fullest tank” item, I ask
myself, “Do I have more than enough fuel
to land and fly a go-around?” I’ve actually
rewritten my checklist to say “check fuel
If you’ve run through your pretakeoff checklist a
thousand times without incident, you’ll tend to
perceive it as just a tedious task you’re required to do.
quantity.” If the tank I’m using is half full,
I won’t switch tanks. Why would you want
to switch from a tank that’s been working
properly to one that may have developed a
blockage or has been leaking?
If the tank I’m using is slurping the dregs
and the other tank is half full, of course I’d
switch. But maybe I should have done that
earlier, while I still had some extra altitude.
The point is to think about the checklist
item, not just check it off mindlessly.
ZEN AND THE ART OF CHECKLISTS
I’ve flown with guys who run through
their checklists in record speed, as if
saying the words makes it so. That may be
very Zen, but I don’t know how safe it is.
A 1990 NASA study of the human factors
that caused the improper use of, or failure
to use, checklists reached a number of
conclusions that any thinking person
knows, but pilots often fail to heed. One
was that there is a “relationship between
the speed of performing the checklist and
the quality (accuracy) of the check.” No
surprise there—and yet many pilots still
check off items at sonic speed, without
NEIL WEBB
pausing to think.
AOPA LIFESTYLES
Most pilots would agree about the
importance of checklists, but the NASA
study found that without “witnessing the
effectiveness” of checklists, pilots can be
lulled into complacency. In other words,
if you’ve run through your pretakeoff
checklist a thousand times without inci-
dent, you’ll tend to perceive it as just a
tedious task you’re required to do. But
forget to set your takeoff flaps once and
almost roll your aircraft off the runway,
and you’ll earn a new respect for taking
your time while completing the check-
list—and ensuring that every item truly
is correct.
There’s one item on checklists that
pilots don’t seem to check off automati-
cally: “lights—as needed.” Instinctively we
think about which lights are needed during
A free member
a particular flight, if any. Perhaps it’s the benefit you can
noon sun beating down on your head, or
years of your mother telling you to turn off take advantage
the lights when they’re not needed? I often
use the strobe on my airplane, even during of today!
the day, but it’s an item I think about before
flipping the switch.
REDUNDANCY AND ‘KILLER ITEMS’ Check out your AOPA
As a primary student, I quickly found items
on my checklist that seemed unnecessarily
member discounts at
redundant. One was to set the directional aopa.org/lifestyles
gyro to the compass heading right after
starting the engine. It never stayed correct
during the taxi to the runway and I always
had to set it again, so I thought, “It’s on the
checklist again later, so don’t set it now.”
I would give it a glance during the taxi to
make sure it was actually working, though.
The NASA study, which focused on air
transport aircraft but has valuable lessons
for all pilots, discussed this duplication
of checklist items. “Few airlines have Scan this QR Code
on your smartphone
opted to repeat several checklist items to access your
for redundancy and therefore reduce the discounts faster!
probability of skipping an important item
by the flight crew. Although this addi-
tional redundancy in the checklist might
www.aopa.org/pilot AOPA PILOT | 93

Book, eBook, Audiobook
This book will help you:
• Learn all pvt & comm maneuvers
• Reduce the cost of flight training
• Avoid the accidental stall or spin
• Learn “seat of the pants” skills
• Roundout and flare accurately
• Fly complex airplanes
• Understand attitude flying
• Never fear a crosswind again
• Teach more efficiently as a CFI
• And much more!
508 full color pages
1,250 pictures and illustrations
Book - $59.95/eBook - $44.95
Audiobook $89.95/Digital $69.95
Rod’s Other Products
Laugh & Learn With Rod
Ordering:
www.rodmachado.com
P&E PROFICIENCY
Your checklist checklist
• Use the appropriate checklist for your aircraft
• Take your time
• Think about each task, don’t just “check it off”
• Call out the proper reading or setting
• Double-check the “killer” items
prevent an item from being missed, over-
emphasis of many items can degrade the
crew’s overall checklist performance.” It’s
easy to understand how a pilot would lose
patience checking the directional gyro
time after time while preparing to fly, and
perhaps rush through the rest of the list.
Although experienced pilots have
advised me not to create my own check-
lists—“They’ve been developed by the
engineers who built the airplane; you don’t
want to leave any item off”—I think I can
make a better one, customized to me and
my aircraft. I did consider their advice,
and I only add or move checklist items. I
don’t remove an item completely unless
it’s not relevant, perhaps because I don’t
have a particular piece of equipment in the
aircraft.
On the other hand, there are items
of such importance that the NASA study
stated, “Duplication of a very few highly
critical items (‘killer items’), that are
based on possibly transient data, can be
beneficial.”
It might be an understatement to say
that double-checking anything called a
“killer item” could be “beneficial.” The
study was primarily concerned with
items such as flap settings and takeoff
speeds, which are calculated according to
variables such as weight, weather, and
runway length—and could change during
the start-up. My airplane isn’t quite so
complex, but I’ve added a “killer list” to
the end of my checklist, too. I check those
things that could cause a loss of power or
control again right before I roll onto the
runway: trim for takeoff, carb heat off, fuel
on, mixture rich, primer locked. It only
takes a moment.
94 | AOPA PILOT December 2015
CHECKS NOT ACCEPTED
Maybe the term check should be
replaced by words that provoke more
thought. “Check” seems to encourage
pilots just to confirm that it’s there—
whatever “it” is—and not ask, “Is this
correct?”
The NASA study found that “many
checklists examined by the authors
employ the ambiguous responses, ‘set,’
‘check,’ ‘completed,’ et cetera to indicate
that an item is accomplished. Instead,
we believe that whenever possible, the
response should always portray the actual
status or the value of the item.”
For example, perhaps a checklist
should read “oil pressure 50 to 90 psi?”
instead of “oil pressure—check.” You
could mentally, or even out loud, read “oil
pressure 50 to 90 psi?” and deliberately
read the gauge and respond to yourself,
“65 psi, good to go.”
As I read any checklist item, I now
say to myself, “What’s the best action
to take concerning this item?” Would
it be smart to switch tanks or better to
continue on the current one? What is the
oil pressure, and is that reading sensible?
Should I use the landing light or strobe
during takeoff? Don’t forget to complete
the task once you’ve made your best
decision. That’s important, too.
Perhaps instructors should teach
checklists as “think lists.” Thinking takes
longer than checking, and new student
pilots must be taught to slow down
and think about each item before they
check it off. AOPA
DENNIS K. JOHNSON is a freelance writer
and pilot living in New York City.
 P&E SAVVY MAINTENANCE
Savvy Maintenance coverage sponsored by AIRCRAFT SPRUCE

Insurance woes
When repairs are covered by
insurance, it’s the owner’s job
to keep things under control
BY MIKE BUSCH

BY THE TIME HE CONTACTED ME, the aircraft

owner—let’s call him Fred—was boiling
mad. Fred had bought an airplane last year,
and the prebuy and subsequent annual
inspection gave his new-to-him bird a clean
bill of health. Yet even before Fred ferried
the airplane to his home base, mechanical
gremlins started to appear.
The alternator failed. Some serious
exhaust issues required repair. These and
various other discrepancies started Fred
thinking that perhaps the clean pre-buy
and annual were overly optimistic.
Then ATC reported the transponder
wasn’t working. Fred sent it to an avionics
shop, which told him that it was an old
tube-type unit that was not economical
to repair, and that he’d be money ahead
installing a new transponder.
Just before ferrying the airplane to the
avionics shop, Fred discovered the autopilot
was malfunctioning. He had to pull a circuit failed in the same way as before. He pulled the circuit breaker. Soon
breaker to stop it from alarming. Then, as afterward, the avionics stack went dark. As Yogi Berra famously
he entered the pattern to land, the whole said, “It was déjà vu all over again.”
avionics stack went dark and Fred wound Fred tried to contact ATC on his handheld transceiver, to no
up landing no radio. avail. Then, he noticed that most of the engine instruments were
Fred taxied the airplane to his home- reading zero, and the oil pressure indication was only 20 psi. He
field shop, but his A&P was unable to wasn’t sure whether the oil pressure indication was accurate,
duplicate the failures or find any electrical but since “the engine didn’t sound right” he decided to make a
glitch that might have caused them. Fred precautionary landing at a small airstrip nearby.
discussed these issues with the avionics Approaching the airstrip, Fred attempted to lower the gear
shop, and they agreed to look at them once electrically without success (no surprise there), and then pulled
Fred delivered the airplane. the gear breaker and performed the emergency gear extension pro-
cedure. That didn’t feel right to him either, but at this point he was
INCIDENT FLIGHT on short final. He touched down as slowly and gently as possible,
SARAH JONES

A few days later, Fred took off to ferry the but as the aircraft settled onto the mains, one gear leg collapsed,
airplane to the avionics shop. Shortly after and then the other, and the airplane skidded on its belly for about
takeoff, he engaged the autopilot, and it 100 yards before coming to a stop.

www.aopa.org/pilot AOPA PILOT | 95

2 DAY FAA TEST PREP and FLIGHT INSTRUCTOR REFRESHER CLINICS
AVIATION SEMINARS
• PRIVATE, COMMERCIAL, INSTRUMENT AND CFII
• PASS YOUR FAA EXAM THE FIRST TIME
• 95% FIRST TIME PASS RATE
• $429 - VISIT OUR WEBSITE FOR MORE DETAILS,
DATES AND LOCATIONS
• FREQUENT CLASSES HELD IN 100 MAJOR CITIES
• FAA APPROVED FLIGHT INSTRUCTOR REFRESHER
CLINICS - $189
• ATTEND UP TO 3 MONTHS PRIOR TO YOUR
CURRENT CFI EXPIRATION MONTH
• FREQUENT CLASSES HELD IN 100 MAJOR CITIES
Offering Airline Quality Ground Schools for
Over 35 Years
• 800-257-9444 • http://www.aviationseminars.com/pilot •
Keeping Pilots Safe.
Safeguarding the Future of GA.
DOnATe TODAy!
Call Toll Free: 800-955-9115 or Donate
Online: www.aopafoundation.org
P&E MAINTENANCE
Fred was a bit shaken but otherwise
OK. Some local fellows who witnessed the
arrival helped move the aircraft off the run-
way. Fred notified his insurance company.
Then the real fun began.
REPAIRS AND INSURANCE
To quote Fred’s email: My plane was in
the shop for a year. I was on them every
few weeks asking how it was coming along.
Their standard answer was: next week, next
month, et cetera. Then, last week, the shop
informed me that my insurance would cover
less than $60,000 of the repair cost, and
that I would need to make up the remaining
$23,000 that the insurance company
wouldn’t pay for. The shop said that they’d
found numerous mechanical discrepancies
that should have been fixed before the gear-
collapse incident occurred.
Then the insurance adjuster called me.
He wanted to know if I had the plane back
yet, and why I had not responded to his
letter stating that the insurance company
had paid for $58,000 and I needed to pay
for about $3,000. I told the adjuster that
the shop was claiming that I owed $23,000,
but that I didn’t think I should be paying for
anything. The adjuster said that he’d check
with the shop again. Later, the adjuster told
me that after conferring with the shop, he
was certain that the balance of the repairs
were my responsibility. End of discussion.
I bought the plane just a few months
before the wreck. I paid an A&P/IA more
than $1,500 for a prebuy and fresh annual
inspection, and he gave the airplane a
clean bill of health. Then, within the first
few flights, all sorts of problems began to
show up. At this point, I have not signed
the insurance company’s release, and the
airplane is still sitting in the shop. Any
thoughts for me?
NO PRACTICAL RECOURSE
In my opinion, Fred had no practical
recourse but to pay the $23,000. The insur-
ance company is only obligated to pay to
repair damage that occurred during the
gear-collapse incident. It isn’t obligated
to pay to repair any preexisting discrep-
ancies, including the electrical problems
that caused Fred to make the precau-
tionary landing where and when he did.
(Had Fred landed without incident, the
96 | AOPA PILOT December 2015
 MICRO VORTEX GENERATORS
• Cessna • Beech • Piper Over 500 Models
....just to name a few FAA-STC Approved
insurance company would not have been
liable for anything.)
Fred’s principal mistakes were autho-
rizing the repair shop to make repairs to his
airplane without obtaining a detailed writ-
ten estimate for those repairs, and then
ensuring that the insurance company pre-
approved those repairs and estimates and
agreed in advance to pay for them. Instead,
he left it to the shop and insurance company
to work things out. The result was clearly not
what he had in mind. By failing to manage the
transaction proactively, Fred lost control of
the situation and relinquished control to the Micro VGs are installed on the leading edge of the wings
adjuster and mechanic, whose best interests and on tail surfaces to help keep air attached longer at
are not coincident with his own.
slower speeds. This reduces the Stall Speed, improves
The shop would be the first to testify
that the additional $23,000 on its invoice
controllability, improves characteristics, creates a more
was for repairs to discrepancies that existed stable instrument platform and gives better aileron response
before the gear collapse. The insurance and rudder authority.
gles
company would testify (correctly) that
ins & Sin
it is not responsible for paying for such (800) 677-2370 for Tw
ab le ice
preexisting discrepancies. Its responsibility 4000 Airport Road, Suite D
Avail Kit Pr$3950
to
$695
is strictly to restore Fred’s airplane to Anacortes, Washington 98221
(360) 293-8082 FAX (360) 293-5499
the same condition it was immediately Vortex Generator Technology www.microaero.com micro@microaero.com
prior to the incident. It isn’t to make
Fred’s aircraft airworthy (since it was
pretty clearly unairworthy prior to the
precautionary landing), nor to put Fred
in a better position than he was before “AERIAL DRAMA AT ITS BEST.”
the gear collapse (known as betterment
and explicitly disclaimed in every aircraft
—ERIK LARSON,
#1 bestselling author of Dead Wake
insurance contract).
If Fred still was convinced the
insurance company was wrong to deny
paying the additional $23,000, he could
theoretically bring a bad-faith lawsuit
against the company. Lots of lawyers
“EPIC.”
specialize in such lawsuits, and they often —ERIC BLEHM,
bestselling author of Fearless
take such cases on a contingency-fee basis.
But I thought it highly unlikely that an
attorney would be willing to take his case,
because Fred undertook the incident flight
“A GEM.”
—CAPT. DALE DYE,
with known mechanical deficiencies, and military advisor, Band of Brothers
because the claimed damages were far too
small to justify the cost of litigation.
Short of litigation, most insurance “LOVINGLY RENDERED.”
companies provide an informal review —HAMPTON SIDES,
mechanism for appealing claim disputes. bestselling author of Ghost Soldiers
However, without a rock-solid paper trail
to bolster your case, there’s little chance of
prevailing. Lacking written repair estimates
and adjuster preapprovals, and with his From the bestselling author of A Higher Call comes the epic true
mechanic agreeing with the insurance story of Tom Hudner, Jesse Brown, and the “Chosin Few” Marines.
adjuster, Fred was out of luck.
A Ballantine Books Hardcover and eBook | AdamMakos.com

www.aopa.org/pilot AOPA PILOT | 97
 P&E SAVVY MAINTENANCE

I also didn’t think Fred had any practi-
cal recourse against the A&P/IA he hired
to do the prebuy and annual inspection. No
mechanic has a legal obligation to find and
fix every problem with an airplane, only to
use his best efforts. For the A&P/IA to be
liable for civil damages, Fred would have to
convince a jury that the mechanic failed to
do something that “a reasonable and pru-
dent mechanic” would have done—and
that’s not easy. The fact that the aircraft’s
problems eluded several independent
mechanics—not just one—makes Fred’s bur-
den of proof nearly impossible.
Even if Fred could prove that the
mechanics were negligent, it would be dif-
ficult to show their negligence caused him
any monetary damages. Had the mechanics
found all these problems prior to the inci-
dent flight, presumably Fred would have
had to pay to have them repaired (arguably
to the tune of $23,000).
The legal system seldom offers any prac-
98 |  tical recourse in situations like the one Fred
“My plane was in the shop for a year. I was on them every
few weeks asking how it was coming along. Their standard
answer was: next week, next month, et cetera.”
faced. I told him to resign himself to paying
the $23,000 and chalk it up to tuition.
LESSONS LEARNED
It’s essential for owners to actively manage
their maintenance and always get detailed cost
estimates in writing before authorizing any
work. This is true for any maintenance trans-
action, but especially for one that involves
insurance reimbursement or warranty work.
In such cases, a prudent owner will always
submit the shop’s written estimates to the
insurance company or manufacturer and
obtain written preapproval that insurance
or a warranty will pay for repair costs before
authorizing the shop to start work.
An owner who handles such things
verbally, or simply allows his mechanic to
do whatever he feels needs to be done, is
likely to have an acute case of sticker shock.
If insurance or a warranty is involved, the
owner will be at the mercy of the insurance
adjuster or warranty administrator.
Aircraft owners often do a miserable job
of managing situations like this. The damage
to their airplanes has them stressed out, and
their business instincts often fly out the win-
dow. But maintenance management is always
the owner’s responsibility, and abdicating
that responsibility to the shop, mechanic, or
insurance adjuster almost always has unwel-
come consequences. AOPA
Mike Busch is an A&P and IA.
EMAIL mike.busch@savvyaviator.com

9AM DEMO, 10AM PURCHASE.

SM

I’ve owned Cubs, Turbine Maules, AirCams and Cessna Aircraft. I got into a Husky
for the first time last week and I was instantly impressed how much confidence
it gave me. The ailerons responded to my every move. When I got into some
mountain turbulence, no big deal. The plane is so well balanced that it just molds
itself to the pilot - all inputs are immediate. It was love at first flight. Dave Hermel
Try HuskyFlight. Your Ride to Freedom. 307.885.3151 AVIATAIRCRAFT.COM
Log on to http://husky.aviataircraft.com. Check out the videos, get inspired and HUSKY +PITTS +EAGLE
call to schedule your own Husky Experience! ©2015 Aviat Aircraft, Inc. Post Office Box 1240 Afton, WY 83110
 P&E ADS-B

Behind the curtain

Appareo transponder in flight testing
BY MIKE COLLINS

SINCE EARLY OCTOBER, a white, blue,

and red Cessna 172 has been making reg-
ular flights from Hector International
Airport in Fargo, North Dakota. The bold
Experimental lettering tells you it’s not a
routine personal or training flight, however.
Appareo Systems is using the leased
Cessna 172 for certification flight testing of
its new Stratus ESG 1090-MHz Extended
Squitter transponder. The extended squitter
function transmits Automatic Dependent
Surveillance-Broadcast Out data, mandated
by the FAA beginning January 1, 2020, for
most operations in airspace where a tran-
sponder is required today.
“Our flight tests have been going as close
to perfect as we could have hoped for,” said
Vern Miller, Appareo’s certification special-
ist. “We’re currently on schedule. The FAA
has been very supportive in working with
us on all aspects of this project.”
Appareo announced the ESG in April
during the Aircraft Electronics Association
convention in Dallas. While there are sev-
eral 1090ES transponders on the market
that can help aircraft owners meet the
ADS-B Out mandate, Appareo’s ESG could
become only the second certified 1090ES
transponder to offer an integrated Wide to develop a lightweight, low-cost flight
Area Augmentation System-compatible data monitoring system. This resulted in
GPS receiver (ADS-B Out requires a WAAS the Aircraft Logging and Event Recording
GPS position source). And at $3,490, it for Training and Safety (ALERTS) FDM
would be the first at its price point. (L-3 program, and the GAU 2000 data recording
Avionics Systems’ 1090ES transponder, device, which received FAA certification.
the NGT-9000, also incorporates a WAAS The system allowed Bristow to identify
CIRCUIT BOARDS for Stratus ADS-B
GPS—as well as ADS-B In, an interface trends that likely would have resulted in receivers are ready for final
to cockpit displays, and its own integral incidents or accidents. assembly at Appareo’s Fargo,
display, none of which the ESG offers. Since then, Appareo developed North Dakota, factory (top).
Appareo’s ESG transponder is
NGT-9000 pricing begins at $6,800.) and certified another, smaller record- installed in a Cessna 172 for
Appareo is best known among pilots ing device—the Vision 1000—which has certification flight testing (above).
and aircraft owners for its popular Stratus replaced the GAU 2000. The ALERTS pro-
TOP: JOHN PEDERSEN

line of portable ADS-B In receivers, but
they don’t represent the firm’s first foray
into aviation.
In 2006 the Bristow Group, which oper-
ates a large helicopter fleet, asked Appareo
gram provides automated events analysis,
helping to assure compliance with stan-
dard operating procedures, and offers the
ability to replay flights for training, main-
tenance troubleshooting, and incident

www.aopa.org/pilot AOPA PILOT | 99
P&E ADS-B
KRISTIN PENNIE, an Appareo manufacturing
assembler, inspects a Stratus circuit board.
investigation. It’s used on many Airbus
helicopters and a number of Piper piston-
engine aircraft, among other aircraft.
Work started on the company’s first
ADS-B project, a UAS Sense and Avoid test
avionic under an Office of Naval Research
contract, in 2009 with the product deliv-
ered in 2010. It was used for unmanned
aircraft system cooperative airspace dem-
onstrations. “It showed that we could build
things small, light, and compact,” said Jeff
Johnson, Appareo’s vice president for busi-
ness development.
In 2011, Tyson Weihs—co-founder and
CEO of ForeFlight—asked the company
about building an ADS-B receiver. That
led to a partnership between ForeFlight,
Sporty’s Pilot Shop, and Appareo for the
Stratus 1 portable receiver. “It leveraged
our ADS-B knowledge into a commer-
cial product,” Johnson said. “We were just
shocked at how receptive the market was
to it.” Introduced in May 2012, the prod-
uct line has evolved and now consists of
the Stratus 1S ($549) and Stratus 2S ($899).
The company decided to focus next
on a cost-effective ADS-B Out product for
the non-glass-panel market. A transponder
eliminates the need to synchronize squawk
codes, as well as a separate control head,
and Appareo believes installation costs will
be less than for a universal access trans-
ceiver (UAT) operating on 978 MHz. “We
100 | AOPA PILOT December 2015
decided the easiest, lowest-cost thing we
could do was create that panel-mount avi-
onic,” Johnson said.
To keep costs down, the company
developed and is working toward technical
standard order approval for its own WAAS
GPS receiver. Instead of incorporating the
optional ADS-B In, Appareo customers
who want ADS-B weather and traffic infor-
mation can continue using their Stratus
receivers. The Stratus 2 and anything
newer can receive ADS-B and GPS signals,
as well as power, from the ESG; users get
more flexibility because the Stratus no lon-
ger needs to sit on the glareshield.
Mike Paulson, manager of Fargo Jet
Center’s flight school, is piloting the cer-
tification test flights. One or two Appareo
engineers join him for each flight. A
Bendix/King KT 76A transponder was
removed from the leased 1977 Cessna 172N
to make room for the ESG. The Skyhawk
is equipped with a standard six-pack of
analog flight instruments and the panel
appears to otherwise be substantially as
delivered. Because an operating transpon-
der still is required after the ADS-B Out
mandate kicks in, Appareo considers its
solid-state transponder an important part
of the product’s value.
Miller, the certification specialist, has
planned eight different flight profiles.
“We’re looking at specific maneuvers to
ensure that we can show continuity with the
[ADS-B] ground stations,” he said. “We’re
looking to repeat them about five times,” in
different locations. After each flight, engi-
neers will correlate radar data from flight
following, as well as ADS-B data on the
flight from the FAA in Washington, D.C., and
observations from the aircraft’s occupants.
The 40 planned flights should accrue
35 to 40 flight hours, Miller said. “That’s
subject to change if we learn a lot, or other
issues come up. After a flight, we’ll put
three or four engineers on the data and
analyze it before the next flight.” Changes
can be made between flights if necessary,
JOHN PEDERSEN
he added.
Like the Stratus receivers, the Stratus
ESG transponder will be manufactured at

INDEPENDENCE,
BUILT-IN.
803.726.8884 / info@stemme.com
stemme.com
AOPA AVIATION JOB BOARD
Do you want
a career in
aviation?
Are you looking to hire
qualified people with
aviation experience?
The New AOPA Aviation Job Board—
The universe of aviation jobs in one
location, with member benefits for job
seekers and job posters.
jobs.aopa.org
P&E ADS-B
Appareo’s Fargo headquarters. The com-
pany moved into a new building—located
between North Dakota State University and
the airport—in March 2015. Manufacturing
became operational in the new facility in
May. It contains two SMT lines (surface
mount technology, where electronic com-
ponents are positioned on circuit boards
and soldered in place) and has room for
two more before the building, designed
for expansion, would have to be enlarged.
Three-fourths of the new building is com-
prised of manufacturing space; engineering
offices are located next door in the compa-
ny’s previous building.
ESG manufacturing preparations have
begun. “We have to be able to vet out the
manufacturing process, to make sure what
we designed is what we produce,” Miller
explained. “Pretty much everything’s
sourced.”
Appareo was an early participant in
North Dakota’s Centers for Excellence
program, started in 2003 to leverage
research in the state, said Tony Grindberg,
manager of the company’s aviation busi-
ness unit. The company partnered with
North Dakota State University’s engineer-
ing program in Fargo, and University of
North Dakota Aerospace in Grand Forks,
for seed funding. Appareo also will provide
free ADS-B Out and In avionics to 70 North
Dakota aircraft owners.
The company has said it wants to
complete its ESG certification submission
this year and receive FAA certification and
begin deliveries in 2016.
What’s next for the company? “ESG for
us is a starting point,” and a flagship product,
said David Batcheller, president and chief
operating officer. “We’re going to exploit
our understanding of the certification pro-
cess and the business’s ability to certify new
products.” He said he would like to jump
into Part 25 and large turbine aircraft.
“We’re also in the agricultural indus-
try,” Johnson noted, “and there’s an
intersection” between agriculture and avi-
ation—unmanned aircraft systems. AOPA
EMAIL mike.collins@aopa.org
102 | AOPA PILOT December 2015
P&E ON INSTRUMENTS
RNAV (GPS)
approach basics
Stand by for your clearance
BY THOMAS A. HORNE
LET THERE BE NO DOUBT: We fly in a GPS-
dominated environment. For most of us,
GPS is used as a sole-source means of en
route navigation. And RNAV GPS-based
arrival, approach, and departure proce-
dures are becoming more mainstream.
While it’s been 21 years since the first quasi-
GPS approaches were overlaid on VOR and
other VHF-based approaches, and 12 years
since standalone RNAV (GPS) approaches
have been augmented with the additional
satellites and ground stations necessary for
the refined accuracy of WAAS (Wide Area
Augmentation System)-enhanced guid-
ance, it’s worth reviewing RNAV (GPS)
approaches with an eye to their specifics—
as well as their gotchas.
Technical Standard Order C129a
(non-WAAS) versus WAAS GPS. If you
are flying with an older, C129a non-WAAS
GPS receiver, then you face some important
restrictions. First, you must make a pre-
flight RAIM (receiver autonomous integrity
monitoring) check for satellite availabil-
ity and integrity along your projected route
of flight if any segment uses only GPS for
guidance. That includes T-routes (RNAV
routes below 18,000 feet); Q-routes (RNAV
routes above 18,000 feet); plus RNAV SIDs,
STARs, or ODPs (standard instrument
departures, standard terminal arrivals, and
obstacle departure procedures, respec-
tively). Go online (http://sapt.faa.gov) for
this information.
Additionally, the airplane must be
equipped with VOR and ILS equipment in
order to file IFR, and the entire flight must
be able to be conducted without GPS. And
when it comes to naming an alternate air-
port, a GPS approach can be planned for
either the primary or alternate airport—but
not both.
With WAAS GPS navigation, life is eas-
ier. Yes, you have to make a preflight check of
WAAS notams for potential issues and out-
ages affecting your flight. If there are any,
then you must do a preflight RAIM check.
If not, then your WAAS GPS receiver should
warn you in flight of any signal unreliabil-
ity. Another aspect of having a WAAS GPS
receiver on board is that you can legally (if
not wisely) fly IFR using it as a standalone
source of navigation data, without any VOR/
ILS receivers—unless, of course, they are
required for an approach at the destination
or alternate airports.
LNAV (lateral navigation) approaches.
These are nonprecision approaches, mean-
ing they don’t provide vertical guidance.
They are similar to VOR approaches in
that a minimum descent altitude (MDA) is
posted on the approach plate, usually with
minimums of 400 to 500 feet and one mile
visibility. WAAS reception is not required for
LNAV approaches, meaning that preflight
RAIM checks must be made when not using
WAAS equipment.
LNAV+V (lateral navigation with an
advisory glideslope) approaches. Don’t let
that “+V” fool you. This is a nonprecision,
WAAS LNAV approach with an artificially
created, purely advisory, calculated vertical
guidance. GPS manufacturers provide this
extra feature and often call the vertical com-
ponent a “pseudo glideslope.” So you’ll never
see “LNAV+V” on an approach plate because
it’s not an official FAA approach type. Even
so, many autopilots are able to couple to the
pseudo glideslope and give you lateral and
vertical guidance that mimics the cues—and
comforts—of an ILS.
And there’s the trap. Pilots can be eas-
ily tempted to fly the LNAV+V right down to
the runway, but this can be dangerous. The
pseudo glideslope may be set up to inter-
cept a vertical descent point or the runway
touchdown point, but it’s up to you to respect
any step-down fix minimum altitudes and,
most important, descend only to the pub-
lished LNAV MDA. This is the only way to
ensure safe clearance from terrain or obsta-
cles. Another problem crops up if you fly past
www.aopa.org/pilot AOPA PILOT | 103
 P&E ON INSTRUMENTS
the MDA and then have to fly the missed
approach procedure. Because you are now
past the legal missed approach point, any
turns you make can put terrain or obstacles
in your path.
LP (localizer performance) approaches.
As the name suggests, this is an approach
with conventional, localizer-like lateral
accuracy and no vertical guidance. It’s a
WAAS nonprecision approach with a deci-
sion altitude (DA), published for airports
with terrain or obstructions that prohibit
the more precise, vertically guided LPV
approaches. Decision altitudes are missed
approach points described in terms of alti-
tude above mean sea level—as opposed
• Low Rates to decision heights (DHs), which are ref-
erenced to heights above ground level as
measured at the touchdown zone.
• Terms to 20 Years If your sole GPS quits, you
may have no guidance
• New & Used Aircraft whatsoever! This is when
having a VOR receiver or
• Refinancing two, or even—gasp—an ADF
could save the day.
• Avionics Upgrades
LNAV/VNAV (lateral navigation/
vertical navigation) approaches. These
approaches have both lateral and verti-
cal guidance, with the vertical component
calculated either by a WAAS receiver’s
internally generated glideslope, or baro-
metric data from the airplane’s altimeter or
flight management system’s navigation and
air data system. With this barometric ver-
tical navigation (Baro-VNAV) function, the
Supporting
ting G.A
G.A.
A. ffor
or number of standard, WAAS-required GPS
satellites received is reduced from five to
Over 20 Years!
s!! four. With Baro-VNAV, a vertical path is also
computed between two waypoints along the
final approach course, or created as a single
Call for a financing quote today! angle from an originating waypoint along
the course. But because nonstandard tem-
peratures create errors, there may be higher
minimums or other restrictions on baro-
aided LNAV/VNAV approaches, so pilots
should be aware of any temperature limi-
800.390.4324 tations—especially in cold conditions when
glideslopes decrease in altitude. LNAV/
AirFleetCapital.com VNAV approaches are published with DAs.
104 | AOPA PILOT December 2015
LPV (localizer performance with ver-
tical guidance) approaches. This is the
most precise of all the WAAS approaches,
with both lateral and vertical guidance. By
design, their accuracy and course sensitivity
closely match those of ILS approaches, and a
decision altitude will be published. Typically,
LPV minimums are published with 200-foot
DAs and half-mile visibilities. So if there’s
instrument weather—especially low IFR
conditions—at your destination, then an LPV
approach is your best bet.
One nice thing about WAAS approaches
is that WAAS GPS receivers do a final sig-
nal integrity test 60 seconds before the final
approach fix. If the test reveals less-than-
optimal signal quality, annunciations will
tell you—and you’ll see an “approach down-
graded—use LNAV minima” message. Now
you must fly the associated LNAV, nonpre-
cision approach to the prescribed MDA.
LP approaches are not the fail-down mode
for an LPV approach. Typically, when an
approach downgrades it will do so to an
LNAV approach, meaning no glideslope.
If the signal test fails altogether, then
you’ll get a red warning flag and a mes-
sage such as “abort approach—navigation
lost.” This is, of course, your cue to per-
form a missed approach immediately and
advise ATC of your problem. But you have
to ask yourself: Was it the GPS satellite net-
work that’s not up to snuff, or is it my receiver?
This is a major problem if you have just one
WAAS GPS receiver. With a two-receiver
setup you can compare one against the
other to find the answer. More trouble lurks
during the missed approach: With a single
GPS, you may have no guidance whatsoever!
This is when having a VOR receiver or two,
or even—gasp—an ADF could save the day.
This has been a general review of a
complicated topic. For specific informa-
tion, consult your avionics manufacturer’s
pilot’s operating handbook. Another must-
read is the FAA’s Instrument Procedures
Handbook (FAA-H-8083-16). Still more
quality operational advice is available from
presentations by Andrew Knott of the TBM
Owners and Pilots Association and in Max
Trescott’s GPS and WAAS Instrument
Flying Handbook. AOPA
EMAIL tom.horne@aopa.org
P&E DOGFIGHT: THE WORST REG
Many rules in the federal aviation regulations make pilots scratch their heads, but which FAR is the worst? In this month’s “Dogfight,”
AOPA Pilot Editor Ian J. Twombly and contributor Chip Wright debate the good, the bad, and the ugly.
An immoral regulation
‘Good moral character’
B Y I A N J. T W O M B LY
LET’S BEGIN WITH ONE GROUND RULE. Esoteric or non-general-
aviation regulations are out of the discussion. I’m focusing here
mainly on parts 61 and 91. With that in mind, FAR 61.153(2)(c) is
the most useless FAR. It says simply that to be eligible for an ATP
certificate, the applicant must “be of good moral character.”
There are myriad problems with this rule, starting with the cer-
tificate to which it applies. Any certificated pilot is allowed to carry
passengers, so one could argue that we should all be of good moral
character. With the ability to charge for their services, commercial
pilots absolutely should be held to that standard.
It also comes across as vaguely biblical (eleventh commandment,
anyone?), and it is terribly worded.
What is a good moral character? Does
that mean someone who’s never been
convicted of a crime? Never had a traf-
fic ticket? Says his prayers and calls
his mom every week? It’s ambiguous,
which is no doubt exactly how the FAA
likes it. It’s not unlike my runner-up
choice of “careless or reckless.”
Then there’s the issue of applying
IAN TWOMBLY
the nonexistent standard. There’s no
mention of the rule in the examiner’s
handbook, nor in the practical test standards. I suppose some of
the medical application questions could speak to it, but that isn’t
the same as a prerequisite for the pilot certificate.
This could mean only one thing: The FAA uses the regulation
post-incident. It’s entirely punitive. Unlike regulations that exist to
keep us safe, keep our airplanes in a reasonable condition, or protect
the public, this regulation seems to exist only to punish the pilot
after he or she screws up something unrelated.
Indeed, the case law—which is rife with juicy gossip—bears that
out. There are a handful of pilots out there who falsify documents
(who knew?), and even one who tried to extort money as a result.
Then there are two cases that almost made me press Delete on this
entire argument: An ATP lost his certificate after he was caught
trying to solicit a 14-year-old girl in the world’s oldest profession,
and another filmed a woman in a bathroom. Let’s hope losing their
ATP certificates wasn’t the worst that happened to those unsavory
pilots. And both are arguments for the moral character regulation.
Yet even in one of those cases, the FAA found it based on the
falsification of a medical certificate question—a violation in its own
right. Which raises the question: Don’t most regulations hold us to
a type of moral standard? AOPA
EMAIL ian.twombly@aopa.org
Measuring magic
VFR cloud clearances
BY CHIP WRIGHT
WE LEARN A LOT OF RULES IN AVIATION. Many are good, such as the
requirement that a student pilot be able to navigate from A to B.
Many are borne of good intentions, such as the requirement that
we perform three landings every 90 days. And many—too many—
are written in blood.
But a few FARs are just bad. The worst one, for my money, fits
the good intention category but is clearly a reach in application:
FAR 91.155, which discusses the VFR cloud clearance requirements.
The intent is to keep VFR aircraft far enough from the clouds that
an airplane operating IFR coming out of said clouds doesn’t collide
with a VFR aircraft. The problem is this: The FAR requires that the
pilot determine if the cloud is 1,000
feet/500 feet/2,000 feet away. This
rule was probably promoted by
Cessna as another marketing gim-
mick for the 152.
Last I looked, clouds don’t
often have very defined edges. If
they do, you probably want to be
either on the ground or much far-
ther from them than the distances
CHIP WRIGHT
listed in the FAR. Furthermore,
clouds almost never stay still. They
break apart and re-form. No pilot is good enough to look at a cloud
and determine his or her distance from it. If we were to put this
to the test (with a grant of immunity for the violations certain to
occur), I’d be willing to bet that no pilot would even come close.
The numbers also make no sense. You can be within 500 feet of
the cloud on the bottom side of it. Have you seen how fast a jet or
a turboprop can descend? Even at 3,000 fpm, 500 feet will be cov-
ered in 10 seconds. Chances are that if an airplane comes out of a
cloud and sees a VFR target in the way, the options will be limited.
The rate of descent probably can’t be increased or decreased fast
enough, which leaves a left or right turn with little time to think.
A golfer can buy a tool that accurately measures the distance to
the flag. We don’t have such a gizmo readily available in aviation.
We’re left with the eyeball test, one bound to fail because of speed,
limits of depth perception, and a need to spend time actually nav-
igating. In Class B airspace, the requirement is to remain clear of
clouds. Hopefully, as Automatic Dependent Surveillance-Broadcast
comes into play, consideration will be given to changing this rule to
clear of clouds in all airspace above Class G. It would be much more
logical, easier to understand, and more practical. AOPA
CHIP WRIGHT is an airline pilot and frequent contributor to AOPA
publications.
www.aopa.org/pilot AOPA PILOT | 105
P&E NEVER AGAIN

Scud runner
The trap of an impending clearance
B Y J A N W. S T E E N B L I K

THIS WASN’T SCUD RUNNING, I told

myself. That was something terminally
stupid VFR pilots did in deteriorating
weather, often ending the flight abruptly
in cumulogranite.
My passenger and I were circling
Landings Condominium Airport (82IS), a
private, nontowered airport northwest of
Chicago, in a rented Piper Cherokee 180—
granted, at only 300 feet agl, with the top of
the tail fin slicing the solid overcast.
But the visibility beneath the very defi-
nite ceiling was an acceptable three to five
miles, marginal VFR. We met the liberal
VFR weather minimums for uncontrolled
airspace—one mile and clear of clouds. The
July weather presented no risk of icing. I
was staying close to the airport, within
gliding range of the runway at all times.
And below was flat, rural Illinois.
Besides, I was a newly minted, cur-
rent instrument pilot. I was in constant
radio contact with O’Hare Approach. Any
minute now, the controller promised, he’d
have my IFR clearance. We’d climb into Lake Geneva. The Approach frequency remained silent. The solid
the clag and motor confidently on instru- overcast descended to 500 feet agl over the next few miles. Just to
ments to Lake Geneva, Wisconsin, a mere our right was Landings, where we’d landed the day before. I landed
33 miles away. there. I refiled at Landings, and we launched again. Now we listened
Where was the danger? to Approach on a new frequency. The soup above was thick with traf-
We had stayed a couple of days at Casa fic—some, like us, headed north to Oshkosh for the Experimental
de Aero, a private residential airpark seven Aircraft Association’s huge annual fly-in.
miles west of Landings. A nearby remote We orbited Landings at 300 feet for a half-hour. Approach called
antenna for O’Hare Approach afforded the every few minutes with the same message: “Cherokee Five-Five-
airpark’s residents the luxury of picking up Niner-Zero-Five, hang on. We’ll get to you soon. Maintain VFR.”
their IFR clearances on the ground. This Finally the controller suggested, “If you can get about 10 miles west,
day, however, we heard nothing on the fre- to Rockford’s airspace, they’ll be able to take you.”
quency before takeoff. “Roger,” I replied, stepping blithely into the trap. “We’ll try that.”
A weak summer cold front was on the I headed southwest to intercept Route 90, the truck route to
way, but the ceiling was 1,200 feet overcast Rockford. I’d just keep the highway on my left, and in five minutes
as we departed Casa de Aero and, like the or so, I’d be copying my new clearance from Rockford. Piece of cake.
seven-mile visibility, it was forecast to stay Good thing they don’t grow mountains here, I thought.
that way. No problem—we’d start VFR and But they grow towers.
pick up our IFR clearance in the air. “Henry!” I shouted, throwing the folded Chicago sectional at
JAMES CAREY

We flew east for a few miles, and then my dumbfounded, nonpilot passenger. “Look on the map! Find the
turned north, following the road toward tower!”

106 | AOPA PILOT December 2015

IF YOU EVER HAVE A CLAIM,
WE WON’T LEAVE YOU HANGING.
For over 50 years, Avemco Insurance Company has earned a reputation for our
desire to resolve claims fairly and quickly, not our ability to wiggle out of them.
We’ll pay your covered claim even if it’s pilot error. Even if you violate an FAR.
Even if your medical, annual or flight review accidentally expires mid-term. Call us.
We’ll be here for you, now and always.

Call ( 800) 276 5208 or visit Avemco.com/Pilot

Get a personal quote and get a free hat.

*Not all coverages or products may be available in all jurisdictions. The description of coverage in these pages is for information purposes only.
Actual coverages will vary based on local law requirements and the terms and conditions of the policy issued. The information described herein
does not amend, or otherwise affect, the terms and conditions of any insurance policy issued by Avemco®. In the event that a policy is inconsistent
with the information described herein, the language of the policy will take precedence. Free hat offer not available in New Mexico.
A subsidiary of HCC Insurance Holdings, Inc. ADS0124 (11/13)

Avemco.com/Pilot
 P&E NEVER AGAIN

Henry, suddenly all elbows and
thumbs, fumbled with the chart. Panicked,
I grabbed it back.
There, five miles west of Landings, on
the north side—our side—of Route 90, was
the blue tepee. It stood 215 feet agl, 1,119
feet msl. I glanced at the altimeter: 1,100
feet.
I immediately banked left, crossing to
the south side of the truck route. A mile
ahead, a curtain of rain blocked our path.
Our only out was a hasty retreat. I carved
a steep turn 100 feet above a cornfield. The
directional gyro card spun with a sickening
whizzing sound.
The DG now was way off; the compass
swung drunkenly in the growing turbu-
lence. I headed northeastward, guessing
at the angle across the severely rectilin-
ear grid of farmland that would put us on
course back to Landings.
Ahead, another curtain of rain mate-
rialized. It seemed so unbelievable, so
108 |  unfair. This wasn’t supposed to happen.
But it was happening. I eased back on the
yoke, pushed the throttle to full power, and
reached for the mic to declare an emer-
gency. I would have to scatter the DC–10s
and beg for forgiveness later.
Just then a beige smudge appeared
ahead and slightly to the left through the
curtain of rain. The hangars! I made a
quick turn toward the airport and a very
low, nonstandard approach to the runway.
My hands were shaking as I shut down the
engine. Henry seemed not to fully compre-
hend the peril in which I had put us.
A pilot from Cape Cod strolled over. He
and his 8-year-old son were flying a Cessna
180 to Oshkosh. “How is it up there?” he
smiled.
“Awful. We’re lucky to be alive.”
“Doesn’t look too bad to the north,” he
ventured.
“Are you instrument-rated?” I asked.
“Nope.”
“Then there’s no way,” I declared. “We
barely made it back.”
“Well, I think we’ll take a look,” he said.
They took off and immediately turned
north, leveling at treetop height. The
Cessna zoomed up to hop over a tree line,
and then dropped out of sight, the engine’s
drone fading away into the fog. I waited
until we could see DC–10s overhead at
7,000 feet before we tried it again.
Later, we met up with the Cessna pilot
at Lake Geneva. He and his son had been
incredibly lucky.
So had we. AOPA
JAN W. STEENBLIK recently retired after 34
years as technical editor of Air Line Pilot.
He looks forward to instructing in gliders
and Light Sport aircraft, flying an Aeronca
Champ, and building a Sonex in southern
Indiana.
DIGITAL EXTRA Hear this and other
original “Never Again” stories as
podcasts every month on iTunes
and download audio files free
(www.aopa.org/never_again).

Plane Easy.
Contribute to the AOPA Foundation with automatic payroll deductions via
CFC and United Way to preserve the freedom to fly with every paycheck.

The AOPA Foundation is proud to participate in the When you contribute a little each month through payroll
National Combined Federal Campaign (CFC) and deduction, your gift adds up to significant support for the
the United Way Campaign. Both promote workplace future of general aviation.
giving via a payroll deduction.
The AOPA Foundation CFC number for your pledge form is
The AOPA Foundation works to: 48466. If your employer promotes workplace giving through
– Improve Aviation Safety the United Way, you can write AOPA Foundation on your
– Preserve Community Airports pledge form.
– Increase the Pilot Population
 21,000
News & Notes
SURVEY
AOPA members have signed
the association’s medical
reform petition
PILOT PROTECTION SERVICES |
High blood pressure doesn’t
require special issuance
Medical certificate may be issued by AME
HIGH BLOOD PRESSURE, or hypertension,
hasn’t required a special issuance
medical certificate (waiver) for a long
time. In recent years, if an airman had
another medical condition that required
a special issuance and also had a history
of hypertension on medications, the FAA
would add “hypertension on medications”
to the special issuance letter.
Around March 2013, the FAA created
the Conditions AMEs Can Issue (CACI)
category of medical conditions and
included hypertension. The category
comprises conditions that require
airmen to bring some documentation to
the aviation medical examiner at each
examination for medical certificate
renewal. As long as the information fulfills
the criteria in the CACI worksheets, the
AME can issue an unrestricted medical
certificate.
CONTACT AOPA
ADDRESS CHANGE?
Send your new address and AOPA
membership number to AOPA:
421 Aviation Way
Frederick, Maryland 21701-4798
Fax: 301-695-2375
www.aopa.org
TOLL-FREE PILOT
INFORMATION CENTER
800-USA-AOPA (872-2672)
www.aopa.org
AOPA PILOT INFORMATION CENTER HOURS
Do you have questions or need information about an aviation topic? Access the team of aviation experts in our Pilot Information Center
during our convenient weekday hours. Call 800-USA-AOPA (872-2672) Monday through Friday, 8:30 a.m. until 6 p.m. Eastern time, with
your questions and our staff will be happy to assist you.
WEB Visit the website (www.aopa.org/aopapremier) to learn about upgrading to the AOPA Premier membership.
110 | AOPA PILOT December 2015
MEMBERSHIP
BY DR. WARREN O. SILBERMAN
AOPA Pilot Protection Services
An airman with hypertension who is
reporting the condition to the AME for
the first time must provide a letter from
the treating physician that informs the
FAA when the diagnosis of hypertension
was made and contains a comment about
significant personal and family history,
such as a history of heart disease or
stroke; a listing of the medications that the
airman is taking for the blood pressure;
the dosage and frequency of use of each
medication; and a mention of any adverse
side effects.
The letter also should note a couple
of blood pressure results taken after the
airman has been on the medication or
medications.
As long as the airman has no
effects of hypertension, has been on
the medications for at least two weeks
without significant side effects, and the
AOPA FOUNDATION
800-955-9115
www.aopafoundation.org
AIR SAFETY INSTITUTE
800-638-3101
www.airsafetyinstitute.org
AOPA CREDIT CARD PROGRAM
800-523-7666
www.aopa.org/creditcard
AOPA AIRCRAFT FINANCING
800-627-5263
www.aopafinance.com
blood pressure in the AME’s office is less
than 155/95, then the AME may issue
a medical certificate if the airman is
otherwise qualified. The AME does not
have to send the records to the FAA, but
should maintain them in his or her office
records.
For subsequent examinations, the
treating physician need only write a letter
that informs the FAA how the airman
has been doing since the last exam; lists
current medications and side effects, if
any; and notes blood pressure readings
in the office.
Dr. Warren O. Silberman is the former
manager of FAA Aerospace Medical
Certification and a doctor of osteopathic
medicine. A pilot since 1986, he is
recognized nationally as an expert in
aerospace/preventive medicine.
AOPA AIRCRAFT INSURANCE
800-622-AOPA (622-2672)
www.aopainsurance.org
AOPA PILOT PROTECTION SERVICES
800-USA-AOPA (872-2672)
www.aopa.org/pps
AOPA RENTAL CAR PROGRAM
866-315-9155
www.aopa.org/cars
 The best CFIs
choose to renew
with the best.
Online and In-Person, AOPA’s Air Safety
Institute Re-certifies More Flight Instructors
Than Any Other Course Provider

Both the eFIRC and FIRC programs offer unmatched features,

convenience, and quality.

Online: Receive video-based instruction from nationally-

recognized experts in an easy-to-use, tablet-friendly format.
Choose electives based on the type of fying you do and receive
credit for all those ASI courses you have already completed. The
course is 100% paperless, and, if you run into trouble, the AOPA
Pilot Information Center is just a free phone call away.

In-person: Enjoy two days of training and networking with some

of the most knowledgeable fight instructors in the industry
without the hassle of paperwork and processing.

Choose to renew with the best.

Visit www.aopaFIRC.org to sign up today!
NEWS & NOTES AOPA FOUNDATION

The AOPA Foundation relies on donations to preserve our freedom to fly,

and together we can make a difference. Join other AOPA member
philanthropists who have funded AOPA Foundation initiatives this year
(www.aopafoundation.org/donate).

AIR SAFETY INSTITUTE |

Inside the IFR system

Take a practical approach to instrument flying

DURING INSTRUMENT TRAINING, we

learn to fly within precise parameters—
an essential skill to successfully operate
in instrument meteorological conditions
(IMC). But wouldn’t it be nice to also have BEWARE THE PERILS
some real-world techniques and proce- OF AIRFRAME ICING
dures at our fingertips that can help reduce
our workload when flying in IMC?
Get ready to expand your IFR airman- THE UNRELENTING POWER of struc-
ship beyond the usual textbook limitations tural icing is one of the greatest
with the AOPA Air Safety Institute’s hazards of winter flying for general
fourth course in the IFR Insights series. aviation aircraft because it can accu-
IFR Insights: A Practical Approach (www. Whether you’re new to instrument mulate quickly, decrease lift, and
airsafetyinstitute.org/ifrinsightsapproach) flying or a veteran instrument pilot, enjoy increase drag to the point where con-
shares some of the finer points of flying tips on flying instrument approaches and tinued flight is impossible.
safely and efficiently in the IFR system. Not planning for contingencies such as chang- Accident Case Study: Airframe
only will you discover practices used by ing weather and ATC delays—and glean Icing offers a glimpse into the cockpit
seasoned pilots, instructors, and air traffic important insight into how to manage of a Cirrus SR22 as its pilot struggles
controllers, but the course—which is opti- emergencies in IMC. Course completion to escape ice-filled clouds high above
mized for tablet computers—also discusses qualifies for AOPA Accident Forgiveness the Sierra Nevada. The case study
the practical side of staying ahead of the and FAA Wings program credit. stresses the importance of decisive
airplane, effectively communicating with The course is made possible by the gen- action for pilots who venture unpre-
ATC, and how and when to make the best erous support of the Samuel Roberts Noble pared into cold winter clouds, and
use of departure procedures. Foundation Inc. and the Tom Davis Fund. it highlights the critical, lifesaving
role that pilot reports can play when
unforecast weather appears. Even
if our aircraft are equipped with
SHAKE OFF THE RUST, RETURN TO THE SKY ice-protection systems, we should
understand system limitations and
WHETHER IT’S BEEN QUITE SOME TIME or only a short hiatus since your last flight, the Air have a Plan B that will untangle us
Safety Institute’s Rusty Pilots Safety Spotlight (www.airsafetyinstitute.org/spotlight/ from unforeseen airframe icing.
rustypilots) provides a convenient way to get you back into the left seat. As you’ll learn from this accident,
This new spotlight brings together pertinent courses, videos, and publications that once an icing encounter occurs, every
help plug any knowledge gaps and get you ready for flying again. Brush up on talking second counts. We must tell ATC that
on the radio, refresh your aerodynamics knowledge, and delve deeper into today’s air- we need an immediate climb, descent,
space structure. Then, test your knowledge with a number of quizzes to solidify what or turn—and be clear that our situation
you’ve learned. Before you know it, you’ll be ready to schedule the flight review with is urgent (www.airsafetyinstitute.org/
your instructor. acs_icing).

112 | AOPA PILOT December 2015

FLEXIBLE AVIATION LOAN

Putting off your flight training or instrument rating?

Still paying for one lesson at a time?
Craving a seaplane rating?

APPLY NOW AT AOPA.ORG/FINANCEMYTRAINING

AOPA’s Flexible Aviation Loan can be put

to work right now to get you on your way
+ DO YOU WANT QUICK & EASY?
Fill out a quick, online application and be approved
in one business day.

as a better trained, more proficient pilot. + DO YOU WANT AFFORDABLE?

A $10,000 flight training loan with monthly
payments as low as $169 a month. AOPA Member
rates range from 7.74%-12.99% with terms up
to 84 months.

+ DO YOU WANT FLEXIBILITY?

You can borrow as little as you need or as much
as $100,000.

+ DO YOU WANT TO IMPROVE YOUR AIRPLANE?

AOPA’s Flexible Aviation Loan can be used to pay
for your annual, an engine overhaul, a new paint job,
an updated panel, an interior refurbishment, hangar
repairs or other aviation expenses.

GO TO AOPA.ORG/FINANCEMYTRAINING TO APPLY TODAY

NEWS & NOTES PRODUCTS AND SERVICES

AOPA AVIATION FINANCE | AOPA INSURANCE SERVICES |

Maximize your
deductions at tax time
Benefits of aircraft ownership
AMONG THE MANY REASONS to buy an airplane
are the tax advantages of owning an airplane.
The best tax advice comes from your own
tax professional, but the advantages cited here
may help you guide the discussion at tax time.
If your business is the owner of an aircraft,
you are entitled to modified accelerated cost
recovery system (MACRS) depreciation, which
allows you to deduct greater amounts during
the first few years of aircraft ownership. There’s
a lot of fine print—but as an aircraft owner, it’s
likely that MACRS affects you positively.
Some of the expenses associated with
aircraft ownership and usage are deductible
as part of a business’s operating deductions. If
you own your aircraft as an individual, you may
still benefit from these deductions when your
aircraft is used in pursuit of business.
You also should understand other legal
and financial issues that can affect you. For
example, forming a limited liability company
as the legal owner of your personal airplane can
protect you in a liability situation, even though
there are no particular tax advantages.
Call 800-62-PLANE (800-627-5263) to
speak with AOPA Aviation Finance staff. Or,
email info@aopafinance.com to begin the
application process today.
The information in this article should not be
relied upon as legal or financial advice. For the
specific tax advantages for you, consult an avi-
ation-savvy lawyer and tax professional who
will be able to provide you with advice tailored
to your state, regulatory requirements, and
personal circumstances.
Four things to consider
when switching jobs
Benefit checklist for pilots, aviation enthusiasts
WHETHER YOU FLY professionally or
recreationally, there is a lot to consider
when moving on to a new job. Take a
good look at your existing company
benefits to know what you can take
with you and what you’ll leave behind.
Health insurance
Health insurance is one of your most
important company benefits. Before
taking a new job, ask about the benefits
and how much you’ll be required to
contribute. Ask, too, if the doctors you
trust will accept your new plan.
Don’t assume you’ll be covered on
your first day. If not, ask your current
employer if you can extend your existing
benefits. You may need gap coverage.
You may sign up for a temporary
COBRA plan or purchase a policy
through your local broker on the health-
care exchange. If married, switching to
your spouse’s plan may be an option.
Retirement plans
Although tempting, withdrawing your
money from a 401(k) or pension plan
when you change jobs may subject you
to income tax and early withdrawal
penalties. Other options are to leave
your money in your old plan, roll it into
an individual retirement account, or
move it to your new employer’s plan.
If you’ve taken a loan against your
company plan, your entire balance may
have to be repaid within 60 days. Talk
to your human resources department or
plan administrator about your situation.
Some employers won’t contribute
to your retirement plan if you’re not
employed on the last day of the year.
You also may not be able to contribute
to your new employer’s plan right away,
or have to wait a few years to be vested.
If you are in a position to bargain,
negotiate with a prospective employer
to make up for lost benefits.
Paid time off
Many states require employers to
pay employees for accrued vacation
time when they leave a job. Check
your state’s bureau of labor and your
employee handbook to see what you’re
entitled to.
Life insurance benefits
Like most employee benefits, any life
insurance your employer provides is
not yours to keep. The only way to be
sure your family will be protected is to
purchase a policy on your own. It makes
sense to buy that coverage now. If you
wait, your age and any changes to your
health may make it difficult or cost-
prohibitive. Your AOPA membership
gives you access to up to $1 million in
benefits, for you and your spouse, in
the Group Term Life Insurance Plan
(http://insurance.aopa.org/life).

ANSWERS FOR PILOTS

CARIBBEAN DREAMIN’ ON SUCH A WINTER’S DAY?

WHAT COULD BE better in the snowy months than heading south to be. Procedures differ among the many countries that govern the
dig your toes in the Caribbean sand? The islands offer many general islands, so decide in advance where you want to visit. Find out more
aviation-friendly destinations and warm weather year-round. about the requirements for your winter getaway in December’s
Although the lifestyle may be laid back, the flight planning shouldn’t Answers for Pilots online (www.aopa.org/answersforpilots).

114 | AOPA PILOT December 2015

AOPA FOUNDATION’S AIRCRAFT DONATION PROGRAM

“ This aircraft served us well, and now it will

help preserve the freedom to fly...
Donate your aircraft to the AOPA Foundation
and make a big diference in the future of general
aviation. It takes virtually no time, efort or
HOW TO DONATE?

”
Donating your plane to the AOPA Foundation is
easy and fast. Often, we can accept it within 72
expense. You’ll feel good about helping preserve hours. Certain restrictions may apply.
the freedom to fly, and you’ll easily find a new
home for that beloved plane you’re no longer
using. Sound easy? It is. Simply give us a call at 800-872-2672
or fill out our online inquiry form at
WHY DONATE? www.aopafoundation.org/aircraft
The sale of just one donated plane can provide
significant, real-world diferences to those who
benefit from the AOPA Foundation’s work. Your
aircraft donation could help:
• Save lives by providing free safety training As the nonprofit, charitable arm of the Aircraft Owners and Pilots
to thousands of pilots through the Air Association, the AOPA Foundation works to improve aviation safety,
preserve and improve community airports, and encourage learning to fly
Safety Institute’s cutting-edge educational for career and personal benefit – all in the interest of ensuring the future
programs. of general aviation in America.
• Provide scholarships to dozens of student
pilots each year.
• Ensure pilots’ access to 5,200 community
airports across the country.
• Build a nationwide network of flying clubs
where members can share costs and their
passion for flying.
FLY BY WIRE ADVERTISER INDEX
Advertiser Page Internet • Telephone No. Advertiser Page Internet • Telephone No.

Accelerated Flight & 117 Cirrus Aircraft 11 www.cirrusaircraft.com • 800-279-4322

Instrument Training, LLC
Aerotrek
Aerox
Aircraft Spruce & Specialty 21
Airfleet Capital, Inc.
Airline Transport
Professionals
Airplane Things
AOPA Services
Air Safety Institute FIRCs 111
AOPA Aircraft Donation 115
AOPA Aviation Finance 43, T-19
AOPA AV8RS
AOPA Credit Card by
Bank of America
AOPA Flexible Aviation
Loan
AOPA Foundation
Donation
AOPA Foundation’s
Online Auctin
AOPA Insurance Services 26
AOPA Pilot Gear Online 100, 101
Store
AOPA Pilot Protection
Services
AOPA Professional Pilot T-11
AOPA’s Free Student Trial 36
Membership
AOPA’s You Can Fly
Sweepstakes
Liberty Mutual Insurance 31
Vref
Arcticair
Aspen Avionics
Avemco Insurance Co.
Aviat Aircraft, Inc.
Aviation Seminars
Avidyne Corporation
Ball Watch USA
BendixKing 23, T-15, T-17
Bose Corporation
Breitling Watches
www.afit-info.com • 866-270-8224 CruzTOOLS 118 www.cruztools.com • 888-909-8665
118 www.aerotrek.aero • 812-384-4972 Daher T-3 www.tbm.aero • 954-893-1414
118 www.aerox.com • 800-237-6902 Delaware Registry, LTD. 117 www.delreg.com • 800-321-CORP
www.aircraftspruce.com • 877-4SPRUCE Desser Tire & Rubber Co. 118 www.desser.com • 800-247-8473
104 www.airfleetcapital.com • 800-390-4324 Devotion by Adam Makos 97 www.AdamMakos.com •
10 Double Eagle Aviation 117 www.2-eagle.com • 800-505-0148
www.ATPFlightSchool.com • 470-231-2877 Enterprise Holdings 8 www.aopa.org/cars • 866-315-9155
118 www.airplanethings.com • 866-365-0357 Garmin Communication 38
& Navigation www.garmin.com/aviation • 913-397-8200
www.aopaFIRC.org • Garmin Communication Cover 4
& Navigation www.garmin.com/ADS-B • 844-GET-ADSB
www.aopafoundation.org/aircraft • 800-872-2672 Gleim Publications 53 www.gleim.com/xp15 • 800-874-5346
www.aopafinance.com • 800-62-PLANE Harbor Freight Tools 54 www.HarborFreight.com • 800-423-2567
47 www.aopa.org/av8rs • Hilton Software 53 www.hiltonsoftware.com • 954-859-4632
2 J.P. Instruments, Inc. 19 www.jpInstruments.com • 800-345-4574
www.aopa.org/creditcard • King Schools 9 www.kingschools.com • 800-854-1001
113 Lightspeed Aviation 109 www.lightspeedaviation.com •
www.aopa.org/financemytraining • Micro Aerodynamics 97 www.microaero.com • 800-677-2370
108 Mooney International Cover 2-1 www.mooney.com • 830-792-2943
• Ocean Aviation 118 www.flyoceanaviation.com • 410-213-8400
34 Pajama Gram 119 www.pajamagram.com • 800-GIVE-PJS
www.AOPAFoundation.org/auction • Perfect Choice HD 45 • 888-481-4683
www.aopainsurance.org • 800-622-AOPA Pilatus Aircraft Ltd. 15 www.pilatus-aircraft.com • 303-465-9099
Pilots Choice 118 www.pilotschoice.com • 512-869-1759
www.aopapilotgear.com • Piper Aircraft T-5 www.piper.com • 866-359-7473
49 Preferred Airparts, LLC 118 www.preferredairparts.com • 800-433-0814
www.AOPA.org/pps • 800-872-2672 PS Engineering, Inc. 8 www.ps-engineering.com • 800-427-2376
www.aopa.org/propilot • Rod Machado 94 www.rodmachado.com • 800-437-7080
Sandy’s Airpark @ Sporty’s 118 www.sandysairpark.com • 800-908-4359
ft.aopa.org/pilotrefer • Schweiss Doors 118 www.schweissdoors.com • 800-746-8273
57 Silver Airways 118
www.aopa.org/membership/sweeps • www.silverairwayspilots.com/AOPAPilots •
• 877-749-AOPA SiriusXM Aviation 51 www.siriusxm.com/AOPA • 855-SXM-WTHR
96 www.vrefpub.com • 800-773-8733 Sport Plane, Inc. 118 www.ikarus.ca •
118 www.arcticaircooler.com • 229-271-7905 Sporty’s Pilot Shop 13 www.sportys.com/stratus • 800-SPORTYS
17 www.aspenavionics.com/aoa • Stemme 102 www.stemme.com • 803-726-8884
107 www.avemco.com/pilot • 800-276-5208 Tailwheels Etc. 117 www.tailwheelsetc.com • 863-401-3592
98 www.aviataircraft.com • 307-885-3151 Tana Wire Markers 118 www.tanawiremarker.com • 573-796-3812
96 www.aviationseminars.com/pilot • 800-257-9444 Timepieces International, Inc. 33 www.timepiecesusa.com/ao5n • 877-550-9876
5 www.IFD540.com • 800-299-7582 Trade-A-Plane 102 www.trade-a-plane.com • 800-337-5263
25 www.ballwatch.com • 727-896-4278 Worldwide Steel Buildings 117 www.wsbhangar.com • 800-825-0316
www.BendixKing.com • 603-767-6864
Cover 3 www.Bose.com/A20 • 888-757-9985
WEB aopa.org/pilot/adindex.html
7 www.breitling.com •

AOPA Pilot magazine (ISSN: 0001-2084), December 2015 (Vol. 58, No. 12), is produced and distributed monthly by the Aircraft Owners and Pilots Association, 421 Aviation Way, Frederick, Maryland 21701. Distribution
restricted to AOPA members, those in aeronautical education (faculty and schools), libraries, and the news media. U.S. membership dues are $59, of which $18 is for an annual subscription to Pilot. Canadian mem-
bership dues $64. All other foreign membership dues $79. Single copy price $6.95. Subscription rates to qualified organizations are $21 per year in the United States, its territories, and possessions. All funds payable in
U.S. dollars only. Periodicals postage paid at Frederick, Maryland, and at additional mailing offices. Postmaster: Send address changes to AOPA Member Services, 421 Aviation Way, Frederick, Maryland 21701.
Publications Mail Agreement No. 41147511. Return undeliverable Canadian addresses to: PO Box 1051, Fort Erie, ON L2A 6C7. For change of address: Call 800-USA-AOPA or email memberassistance@aopa.org

116 | AOPA PILOT December 2015

Flightline
AVIATION’S MARKETPLACE
TIPS FROM PIC
1800wxbrief.com
BY PAUL FELDMEYER
PILOTS WHO HAVE USED DTC DUAT or
who currently use CSC DUATS have a
new option for direct user access terminal
service. Lockheed Martin’s website
(www.1800wxbrief.com) introduces
convenient features and services that go
beyond what you might expect from an
FAA online services provider.
Like other providers, Lockheed’s
service provides standard, outlook,
and abbreviated weather briefings.
You can also schedule a briefing to be
emailed to you with the content that you
specify. Other flight planning helpers on
Lockheed’s web portal are unique: for
instance, a departure planning tool that
offers a graphical summary of conditions
along your route, an altitude advisor,
and a route planner. The route planner
can select IFR low-altitude airway
routings for you, allow you to select FAA
preferred routes, or let you choose from
recent ATC assigned IFR routes.
Other helpful features include the
Adverse Condition Alerting Service
(ACAS), EasyActivate/EasyClose, and
flight plan close reminders. ACAS can
alert you to safety critical-changes along
your route before and during your flight.
EasyActivate/EasyClose allows you to
activate and close your flight plan via
one-click links emailed to you. You can
even have a reminder sent to you via text
or email if you haven’t closed your flight
plan by 20 minutes past your ETA.
These services make it easier to
file and fly VFR with a flight plan.
Find out more about the Lockheed
Martin services in AOPA webinars
on the subject (www.aopa.org/Pilot-
Resources/AOPA-Webinars). AOPA
Need help or have questions? Let our
experienced pilots help you. Call the
AOPA Pilot Information Center toll-
free, 800-872-2672.
WEB www.aopaadvertising.org
AOPA MEDIA
AVIATION’S NETWORK
Contact us for all your advertising
needs.
protect what matters
Aircraft Hangars
• Protect your investment with
strongest hangars available.
• All types of hangars - accepting
multiple door styles.
60 x 48 Hangar Kit
w/ Bi-fold door frame
starting @ $23,594
800-825-0316
www.wsbhangar.com
2-02
Flight Training
Double Eagle Aviation
IN TWO WEEKS • 9 Day Instrument Rating - $6995
• 10 Day CFI - $5595
• 18 Day Private Pilot - $8495
4 Day Private/Comm Multi-Engine add on - $4650
4 Day Instrument Finish-Up - $3495
Tailwheels Etc. Flight School 4 Day Commercial Single-Engine Land - $3895
4 Day CFII Single-Engine add on - $3995
Accredited by the Fully entitled FAA Part 61 Flight School
Flight School Association
of North America For more information call us today.
1-800-505-0148
Tucson, AZ Or log on to: www.2-eagle.com
USE PLANE SENSE
INCORPORATE IN DELAWARE
Set up a Delaware corporation to
buy your aircraft.
Call or write for our FREE
FRREEE
KIT describing Delaware’s
war
ware’s
are’
e’s
unique tax and corporate
raate
rate
advantages.
We Come To You
M P PM M
;ITVSZMHIGSR½HIRXMEPUYEPMX]WIVZMGI Guaranteed 10 Day Instrument Training. My flight
for aircraft owners at a reasonable rate. training with AFIT was a great challenge and very
enjoyable. John is incredibly knowledgeable about
instrument flying and avionics, but also has a very
relaxed approach to teaching. John doesn’t just
“teach to the test,” instead making sure I understood
the reasons for doing things a certain way and holding
me to a high standard. Now I’m Instrument rated and
my skills are better than ever, in or out of the clouds.
35111 Silverside Road #105-AP —Josh Gilmore, Sterling, Kansas
Wilmington, DE USA 19810
302-477-9800 • 800-321-CORP • Fax 302-477-9811 Visit www.afit-info.com for more
email: corp@delreg.com • www.delreg.com info or call 866-270-8224
www.aopa.org/pilot AOPA PILOT | 117
FLIGHTLINE

AV-Suns Aviation Sunglasses

The Airline of Choice for Florida
and the Bahamas offers you
the best of both worlds:
Day trips and commuting!
Designed for Pilots with good distant vision
but need reading glasses. Non-polarized. 100%
UV Protection. Flexible titanium frames.
silverairwayspilots.com/AOPAPilots Call Airplane Things - 866-365-0357
www.airplanethings.com
www.airplanethings.com

Minutes from Cincinnati

Sandy’S airpark
@ Sporty’S
(800) 908-4359 • www.sandysairpark.com
Clermont County/Sporty’s Airport (I69)

AOPA Pilot Sandy's airpark classified.indd 1 11/12/14 11:01 AM YOUR BALLS

Saved My Life
St. Louis pilot John Mozley reports
Make Your
Airport or
Heliport Safe With
TANA WIRE MARKERS

Pilot’s Choice Aviation

Aviation safety ORANGE BALLS, made of superior
durable materials, can withstand hail, and meets
209 Corsair Dr., Georgetown, TX 78628 FAA Military and Power Co. specifications. Universal
attaching device quickly installs on all wires. 9, 12,
FAA Approved Part 141 Flight School 20, 24, 30, and 36 inch balls.
• Flight Instruction • Reasonable Rates Phone: 573-796-3812
Fax: 573-796-3770
• Low Cost Accommodations TANA WIRE MARKERS
(512) 869-1759 P.O. Box 370 - California, MO 65018
www.tanawiremarker.com
Since 1986 www.pilotschoice.com

3$UHIHUUHG
LUSDUWV
1GY6WTRNWU$KTETCHV3CTVU
WRRII
//& &HVVQD3LSHU&RQWLQHQWDO
&KRVHQIRUYDOXHDQGVHUYLFH /\FRPLQJDQG0DQ\RWKHUV
ZZZ SUHIHUUHGDLUSDUWV FRP
RU

IKARUS C42/LSA
1400 Sold
48” Wide Cabin
600 Pound Payload
100 kts Cruise
Rotax 912
$57K Ready to Fly www.ikarus.ca

118 | AOPA PILOT December 2015

 Statement of Ownership, Management, and Circulation
(PS Form 3526)
1. Publication title: AOPA Pilot
2. Publication No. 0001-2084
3. Filing date: September 29, 2015
4. Issue frequency: Monthly
5. Number of issues published annually: 12
6. Annual subscription price: $21
7. Address of known office of publication (not printer): 421 Aviation Way, Frederick, Maryland 21701-4798
8. Address of headquarters of general business offices of the publisher (not printer):
421 Aviation Way, Frederick, Maryland 21701-4798
this
9. Names and addresses of publisher, editor, and managing editor: Publisher, Mark Baker, Christmas!
421 Aviation Way, Frederick, Maryland 21701-4798; Editor, Ian J. Twombly, 421 Aviation Way,
Frederick, Maryland 21701-4798; Managing Editor, Sarah Deener, 421 Aviation Way, Frederick,
Maryland 21701-4798
10. Owner: Aircraft Owners and Pilots Association, 421 Aviation Way, Frederick, Maryland 21701-4798
11. Known bondholders, mortgagees, and other security holders owning or holding 1 percent or more of It’s a gift
total amount of bonds, mortgages, or other securities: None you’ll BOTH love!
12. Tax status (for completion by nonprofit organizations authorized to mail at nonprofit rates): Has not
changed during preceding 12 months
13. Publication title: AOPA Pilot
14. Issue date for circulation data below: August 2015
15. Extent and nature of circulation: Over 200 premium
Average no. copies Actual no. copies PJs, each with:
each issue during single issue published • FREE Keepsake
preceding 12 months nearest to filing date gift packaging

Shown: Ruby Velour Lounge Set

A. Total no. copies (net press run) .................................................................268,544 ..................................257,850
• FREE
B. Paid circulation (by mail and outside the mail)
Personalized card
1. Mailed outside-county paid subscriptions
stated on PS Form 3541 .............................................................................248,839 .................................. 237,769
3. Paid distribution outside the mails ............................................................. 7,738 .......................................7,379
C. Total paid distribution ................................................................................256,577 .................................. 245,148
D. Free or nominal rate distribution (by mail and outside the mail)
1. Free or nominal rate copies included on PS Form 3541..................................797 ...........................................86
4.Free or nominal rate distribution outside the mail...................................... ...755 ........................................1,100 1.800.GIVE.PJS
E. Total free or nominal rate distribution............................................................ 1,552 ....................................... 1,186
F. Total distribution ........................................................................................ 258,129 ..................................246,334 PajamaGram.com
G. Copies not distributed ...................................................................................10,415 ...................................... 11,516
H. Total ...........................................................................................................268,544 ..................................257,850
I. Percent paid .................................................................................................99.4% .................................... 99.5%
17. Printed in the December 2015 issue of this publication.
18. I certify that all information furnished on this form is true and complete.
(signed) Mike Collins, Director of Business Operations

AIRCRAFT FINANCING ATP FLIGHT SCHOOL DAILY SPECIALS! Every AVIATOR PROPERTY FOR SALE in Shepherd
TITLE SEARCHES: Aircraft Title Corp. Estab- day we post a new limited-time special to our TX. NE of Houston TX. Lake Water Wheel Airpark.
lished 1957. 800/666-1397, 703/524-8717. website. Programs include multi-engine ratings, Half acre lot with 1932 sq. ft. 3/2 2 story home with
Fax: 405/769-9230. www.AircraftTitleSearch.com ATP certificates, and ATP written prep and exam.
3000 sq. ft. hangar and 900 sq. ft. work shop
or info@aircrafttitlesearch.com. Visit ATPFlightSchool.com.
attached. Custom home with top of the line appli-
AIRCRAFT INSURANCE GUARANTEED MULTIENGINE RATING $2095! ances, cement, tile, and wood floors, galvanized
WARNING!$$$ Don’t even think of calling another Guaranteed course in Piper Seneca, three days steel construction, 6 in. insulation. Property is
agent until you’ve called Aviation Insurance needed. ATP $2195, multi-CFI $2095. Action on the grass runway. Listed in Houston MLS#
Resources first! Access the entire market with just Multi-Rating, Groton Airport, Groton, CT 06340. 48368244, also airportsoftexas.com, click airport
one call. Best rates, broadest coverage, all markets. 800/722-2313 or 860/449-9555. homes, scroll down to Janet Webster, 360 Bonanza
Toll Free: 877/247-7767 www.air-pros.com. PRIVATE PILOT 2 WEEKS, instrument, com- Ave for pictures. $279,000 BH&GRE Gary Geene,
mercial single & multi, CFI, CFII, ATP, Tailwheel, 141, Janet 713-858-7843.
AIRCRAFT PARTS Financing, AOPA award winning flight school Lake-
www.preferredairparts.com, 11 million new RESORT, HOTELS, AND VACATIONS
land, FL 863-248-0187. www.tailwheelsetc.com
surplus aircraft parts in stock for nearly anything AFRICAN SELF-FLY SAFARIS Bush flying.
that flies! Discounts ranging from 25% to 85% off STEARMAN FLIGHT SCHOOL. Stearman and J3
Escorted and solo. Advance Kit / Cockpit Trip Kit.
list prices. Cub. Winter Haven Airport, Florida. Preston Avia-
Full Service. Hanks Aero Adventures-the original.
tion 863-956-2526 www.PrestonAviation.net
AVIATION BOOKS 518/234-2841. info@selfflysafari.com
INSTRUMENT RATING IN 10 DAYS. 757-585- www.SelfFlySafari.com
TRY THE JOHN HARDIN SUSPENSE SERIES
4FLY(4359) www.onhiswingsflightacademy.com
endorsed by Lee Child and Stephen Coonts. Great Australia, Canada, France. All-inclusive, guided,
gifts. www.philbowie.com MISCELLANEOUS self-fly adventure tours. Air Safaris International.
LOVE SAILING? LAST MINUTE? Charter 416/407-6904. www.airsafarisint.com
BUSINESS OPPORTUNITIES
directly from owner at a deep discount. Visit
AIRPLANE OWNERS-PILOTS, every flight can be NEW ZEALAND, Guided personalized vacation
www.ownertimecharters.com
a tax write-off, Shaklee, as a business. Contact me, and Mountain Flying Adventure www.flyinn.co.nz
Dick: radinkel@yahoo.com REAL ESTATE SEAPLANES
ABACO, BAHAMAS, GUANA CAY - Two elevated
EMPLOYMENT OPPORTUNITIES FLORIDA SEAPLANES - SES/MES Hi Perf/Com-
lots, ocean/sea views, deeded rights (Boat Harbor),
www.FindAPilot.com - PILOT RECRUITMENT plex MAULES, Classic Widgeon. www.flyfloatplanes.
Ready to Build your Dream House, $62K, $82K, Joe
THAT WORKS - Free listing and pilot search! com 407/331-5655.
631-513-7890.
HANGARS 4000’ PAVED RUNWAY & ROOM FOR TITLE SEARCH
PUNTA GORDA FLORIDA 12000 sq foot Hangar HANGAR. Home for sale $669K. Text P170784 to TITLE SEARCHES: Aircraft Title Corp. Estab-
for sale. Charlotte County Airport. Contact 941- 85377 for info. lished 1957. 800/666-1397, 703/524-8717. Fax:
457-6144. 405/769-9230. www.AircraftTitleSearch.com or
SPRUCE CREEK FLY-IN REALTY. America’s
INSTRUCTION AND SCHOOLS premiere airport country club community. Daytona info@aircrafttitlesearch.com.
TOMVALE AVIATION GROUND SCHOOL SOFT- Beach, Florida. Taxiway, golf, condo’s. 800/932-
WARE. Interactive and Individualized. 4437. Lenny Ohlsson www.fly-in.com E-mail:
www.ground-school.com. 613-479-2625. sales@fly-in.com.

www.aopa.org/pilot AOPA PILOT | 119
PILOTS NORTH CAROLINA CRAFT BREWER
Mark Doble
What happens when passions for flight, brewing intersect
BY MIKE COLLINS
MARK DOBLE never intended to become
a professional brewer. But then, he never
intended to become a pilot, either.
Doble learned to fly when he lived in Tampa,
Florida, earning his private certificate in 1998.
He went to buy an airplane, “and that’s when I
got sticker shock,” he recalled. So he bought a
Mustang II kit from Mustang Aeronautics and
built the aircraft in half of a two-car garage. The
project took three and a half years with the help
of his wife, Lianna, and younger brother David.
Just as the aircraft neared completion in
2003, however, Doble and his wife moved to
North Carolina. “I had to fly back down there
and put the wings on.” Another pilot handled the
test flights, and Doble flew it to their new home.
To stable the Mustang, he bought a 40-by-50-
foot hangar at Triple W Airport south of Raleigh.
Fast forward to 2008. Doble was working at
Hewlett-Packard when the economy crashed,
and he decided to take a layoff package. “The
120 | AOPA PILOT December 2015
LOGBOOK
WHO | Mark Doble, founder and
owner of Aviator Brewing Co.
HOURS | About 650
FAVORITE AIRCRAFT | Mustang
II. “That was a lot of rivets to
smash in!”
EXTRA | Doble was driving to the
state capital to file his corpo-
rate paperwork and didn’t have
a name for the business. “I just
thought Aviator sounded good.
plane is tiny and that hangar is huge,” he said. “AsI think everyone envisions that
a temporary thing, I thought I’d brew some beer flying would be fun.”
in the hangar.” A homebrewer since the 1980s,
he started brewing 300-gallon batches. Some nights, 500 people would drive down a
rough, narrow road to have a beer at the isolated airfield.
Doble was amazed. “I didn’t anticipate the brewery becoming a business—it just
went crazy.” In 2010, he moved from the hangar to a 10,000-square-foot building in an
industrial park. In 2013, he added 12,000 square feet. In 2015, he began planning a large
brewery expansion on a new five-acre site—and ordered a still to make craft liquor.
In 2009, the company opened the Aviator Tap House in an old train station in down-
town Fuquay-Varina. Now it, the Aviator SmokeHouse across the street, and the Aviator
Beer Shop in an adjoining building are leading a revitalization of the historic down-
town. And the new brewery location will include another restaurant.
The former one-man operation today employs 102 people and produces about
15,000 31-gallon barrels of beer annually. Few Aviator beers are aviation-themed—
Double Ugly, a rye pale ale that honors the McDonnell-Douglas F–4 Phantom, is an
exception—although the brewery’s tap handles are made from 6061 aircraft aluminum.
Doble has other ways to share his love for flight. “We’ve been giving away intro
flights on our brewery tours,” he said. “We ask a beer question, and the person who
answers gets a certificate. We think it’s the best way to get people into flying. We talk
it up on our tours. We need to make people feel as if flying is accessible.” AOPA
MIKE COLLINS
 Why I fly.
“To see the world from a
different perspective.”

Why Jamail flies with the Bose A20 headset

Flying from city to city gives Jamail the freedom to expand his world.
Bose A20 ® ®

Aviation Headset
And sound clarity makes all the difference, especially when he’s traveling
to multiple cities in one day. The Bose A20 Aviation Headset offers 30%
greater active noise reduction than conventional headsets, which helps
Jamail stay focused on flying. And with 30% less clamping force*, even
his longest flights are more comfortable.

1.888.757.9985 // Bose.com/A20 Now with enhanced features,

including streaming Bluetooth® audio.

Connect with us @ BoseAviation #WhyIFly #BoseA20

©2015 Bose Corporation. *When compared to conventional headsets. The Bluetooth® word mark is a registered trademark owned by Bluetooth SIG, Inc. and any use of such mark by
Bose Corporation is under license. CC016654C
The forecast calls for safety.
You’re approaching storms near Portland with wind gusts of 23 knots, low visibility and heavy
rain. Or are you? Because you saw it coming miles in advance you were able to reroute your
flight path and avoid the storm. What lies in the miles before you is no longer a mystery. Because
Vantage gives you subscription-free weather that allows you to make informed decisions relative
to weather trends. You can view graphical NEXRAD radar, METARs, TAFs, SIGMETs, AIRMETs,
NOTAMs, TFRs and more. And feel confident you’re making an informed decision on where to fly.

Discover the advantages of safety now.

See which ADS-B solution is right for you at Garmin.com/ADS-B.
Or contact our ADS-B HelpLine at 1-844-GET-ADSB or ADSB@garmin.com.

©2015 Garmin Ltd. or its subsidiaries

Subscription-Free Weather