PERIODICALS - TIME-SENSITIVE DATED MATERIALS$2.95 • August 26, 201163rd YeAr. No. 16

2 General Aviation News — 800.426.8538 August 26, 2011

In the over 20 years I have known Dave Sclair and his family, “fashionista” is not a word I would use to describe him. Good parent, loyal husband, terrific grandpar-ent, trustworthy individual are just a few of the attributes that have allowed me to call him a friend for more than two de-cades.

Many think I met Dave as a result of my being named the third president of the Aircraft Owners and Pilots Associa-tion (AOPA); but quite the contrary. To-wards the end of my 17-year tenure at the American Broadcasting Company (ABC) I started a new media project dubbed “ABC’s Wide World of Flying.”

It was in my capacity at this new video magazine as executive producer, host and marketer that I sought advice from Sclair, who was the publisher of Northwest Fly-er, an aviation print publication. In a few short minutes during our first meeting, I knew I had come to a person whose heart was in journalism, aviation and entrepre-neurship. He coached me on the advertis-ing marketplace for small publications, advice I subsequently used in establishing a revenue model for ABC’s new venture. He was a gracious host from the start, and accompanied by his wife Mary Lou, a long family and aviation friendship began.

In the first year, it wasn’t all that sweet a relationship, however. At the start of 1991, just as I assumed the AOPA lead-ership position, Dave Sclair wrote one of his scathing, from the heart editorials in the Flyer newspaper. He claimed with my broadcasting and business background as a private pilot, who flew mostly for rec-reation, I could not possibly succeed in the AOPA president’s job. He cited the outstanding accomplishments of my pre-decessor John Baker, citing I wasn’t fit to hold a candle to him. Having met Dave I knew this wasn’t personal, but more his admiration for Baker and my not coming from the aviation industry. So, with all the challenges of a new job, here was another to address — and I did so head-on.

Dave was never shy in asking for fa-

vors, and in this case, right after his edito-rial, he asked me to speak at a new an-nual pilot event in the City of Tacoma that he helped establish and grow. So, in the middle of the Winter, I climbed in the left seat of the AOPA plane and flew from Washington, D.C., to Washington state to fulfill his request. There was Dave to meet and greet me at the Tacoma Narrows Air-port, with a friendly, but cautious smile and an invitation for dinner with he and Mary Lou. Renamed the Northwest Avia-tion Conference and Trade Show, it has become one of the premier events for pi-lots in the U.S. Year after year after year, Dave kept asking me to attend and speak. This is the only event that was indelibly inked on my travel calendar for my entire 18 years at the helm of AOPA, mainly due to Dave’s persuasion and his outstanding hospitality.

In about the third or fourth year Dave and Mary Lou offered to take me and my wife to the local Tacoma Elks Club for a nice dinner. It was a bustling Saturday night at the Elks, and for a moment in time we thought we were in Florida. None of us were young, but we were in the midst of a much older crowd, and that’s where both Dave and I saw more men in plaid dress trousers than one would expect. Ev-ery year hence I begged him not to take me out to the Elks for another plaid pants “fashion experience”! These annual trips allowed us to get to know Dave and Mary Lou’s children Robyn and Ben. We were there for boyfriends, girlfriends, Ben’s marriage to Deb, and then Savannah, the first grandchild.

Asking for favors didn’t stop with just the NW Aviation event, it continued in my first year with a request I speak at the International Fellowingship of Flying Ro-tarians meeting at the AOPA convention. Dave was very active and proud of his local Rotary Club and the International Aviation group. But, it wasn’t just once — no, I spoke at the Rotary meeting at AOPA Expo every one of my 18 years.

Needless to say, Dave was quite persua-

sive, or I was an easy target — no, it was Dave.

The Flyer was subsequently renamed General Aviation News and it had a heavy western states circulation. I asked Dave if he would like to join me on a trip where I would be speaking to pilots in various Alaskan cities. I always gained a better understanding of the challenges of flying in the 49th State, and thought Dave might appreciate this. He accepted, without real-izing the non-stop nature of these Alaska treks with stops in several cities, multiple appointments, audio/video setup for each night’s speech, and long hours in the air-plane. Sclair was never a highly technical person (putting it mildly), and one night he actually tried to troubleshoot a video projector problem. Certainly a tribute to his passion for solving issues. Throughout the trip, Dave was a real “trooper,” and ended up writing an excellent article on Alaska flying.

What can I say about the other fashion statement I associate with Dave: Pink shirts! At all of the aviation events, Dave, Mary Lou, the kids, and his staff wore “hot” pink shirts. It certainly wasn’t hard to spot a Sclair or General Aviation News staff member, but Pink Shirts? C’mon Dave! Then to top it off, he had his com-pany plane painted in the same attention-getting color. Birds and other pilots flying had no trouble spotting Dave’s Baron.

Remember that editorial he wrote in the first few weeks of 1991 about my ability to handle the AOPA job? To his credit, and my relief, one year later Dave wrote an apologetic retraction indicating that he was wrong and his column was a glow-ing endorsement of my organization. That is the sign of the sort of journalist Dave was, and many in broader national media could take a lesson from this businessman and friend.

I will miss you, Dave, plaid pants at the Elks Club and Pink Shirts as the company uniform. You were taken away too soon, but have left a family and human legacy that we all admire.

Phil BoyerRetired PresidentAOPA

Ben SclairPublisher/SonGeneral Aviation News

41 years, 23 days.That is the amount of time from my

birth to Dad’s death.That is a long time. It feels like a blink

of the eye.

To be sure many enjoy more time while others less.

For me? Far less time than I would like, but wow, did we pack a lot in.

Soccer, Cub Scouts, swimming, camp-ing, publishing and, of course, flying are but a few of the many memories.

I have a treasure trove of memories from my 41 years, 23 days with Dad.

“It is never easy to be your own man and your father’s son” is a quote by Anna Wintour directed at David Lauren, son of fashion designer Ralph Lauren in the Sep-tember 2011 issue of Fast Company.

I understand that quote... fully.The picture on the cover, if you could

see my memories, is how I see Dad in my mind. Camera slung over the shoulder, ready to talk a range of topics that include flying, Rotary, municipal issues, global news, grandchildren, or any of a long list of others. The other photos in these open-ing pages are from Mom’s collection. Dad was like a lot of people. He always had a

camera with him, but he was always be-hind it, not in front.

I’ve had the pleasure of meeting many wonderful people in all sorts of industries. I’d put Dad’s ability to understand myriad and diverse topics against any of them. Perfect? No. Not even close. But perfect for me.

It is hard to sum up 41 years, 23 days in a few words. So, I’ve asked a few of Dad’s many industry friends to write about him. Many knew Dad through his words, it is my hope you might know him a little bet-ter through the words of others.

For your willingness to share about Dad... thank you!

August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 3

Dear Dave,

I know that you have a better rest-ing place. Life, it seems, is much like a runway — all way too short for our final landing.

Through the years of our aviation friend-

ship, you have always been kind and help-ful in my EAA and aviation work. Your many editorials in your publication over the years have been of tremendous help in keeping general aviation moving forward. You have been respectful to EAA, as well as FAA and our government.

I will always treasure your guidance and the support you have given me for those many years.

Look for us for our final landing.

Your friend,Paul

Paul H. PobereznyFounderEAA

Ben Sclair said something that “hit home” when he asked me to share a story or memory about his late father, Dave. He wanted the readers of General Avia-tion News to gain a better understand-ing of the “man” behind the byline that read “Dave Sclair.” Ben's note to me said, “Dad’s prolific writing led many to feel a kinship with the man many knew through words only.”

I thought about that statement for a few days before I wrote this. What a wonder-ful legacy... telling stories about a subject, which Dave loved dearly, through writ-ten words that will be preserved forever. Those words were well written by a man who was respected, honest, and accurate in reporting and extremely knowledge-able about the airplanes and people he covered. Yes, he was passionate about flying, but more importantly, he “cared” about the people he wrote about. They were more than the subject within a story, they were friends.

It's hard to capture someone’s personal-ity or “style” through one story or mem-ory that stands out. Rather than try to do that, I would like to share a description of Dave that was developed over time and from a distance.

I knew Dave Sclair for decades. The relationship started because of our com-mon interest in aviation, but ultimately went deeper than that. We did not see each other frequently, but it was often enough

over the years to allow me to call Dave a good friend.

For Dave it was family first, start-ing with his wife Mary Lou. Whenever I saw Dave at various events around the country, they were always together. They nurtured a publication that eventually in-volved their children, Robyn and Ben. As it was for me, aviation was a family affair in the Sclair household.

Dave had a quiet, but engaging person-ality that was a balance between inquisi-tive and straight forward. With Dave, “What you saw is what you got!” If he was writing a story, or conducting an in-terview, you could trust him to be fair and accurate, combined with a “little passion” showing through.

Dave loved flying, but more impor-tantly, he valued the relationships he de-veloped with the people he met. He was more than an editor or writer, he became an important member of the aviation com-munity. He shared stories with millions of people who wanted to learn or just be en-tertained. Dave could do both well.

So many times, we don’t realize the value of someone’s presence until they are gone. Dave was always there, whether it was Oshkosh, Sun ’n Fun or Arlington. I took him for granted, because I always expected to hear his warm, sincere greet-ing along with a firm handshake. He was a person that made you feel good when-ever you were with him. That's what I will

miss the most.Who was Dave Sclair? He was a fam-

ily man who shared stories that promoted aviation. He did it without fanfare or a de-mand for being on “center stage.” He rep-resented the essence of aviation through a passion for flying, his love of family and friends and a handshake. Dave Sclair was much more than a columnist or writer. He was an example of the “best that aviation has to offer!” That’s a legacy all of us would be proud of.

Tom PobereznyChairman EmeritusEAA

4 General Aviation News — 800.426.8538 August 26, 2011

Dave hired me in the mid-1980s to edit the Western Flyer, a forerunner of what is now General Aviation News. That was the beginning of an adventure for a young reporter and editor who, as the son of an Air Force pilot, had grown up around aviation. I went to Oshkosh. I interviewed famous pilots. I got to fly and describe dozens of aircraft, most of which, as just another flyer, I never would have gotten close to. I hope Dave knew how much I still treasure that opportunity and those experiences.

Many aviation enthusiasts start flying-related business. Most struggle and fail. But Dave had both the courage to launch and stick with a small business and the instincts and talents to make it grow. He learned publishing the hard way in a tough place — West Texas.

He was hands-on enough to teach me how to develop and print black-and-white film, often shaking — not nodding — his head at the results. He showed me how to

cut-and-paste long columns of type, acrid when they emerged from the clunky type-setting machine, and arrange them around the advertisements and photos on the pages, a craft, that like drafting, is now accomplished virtually.

His tutoring was always gentle. When Dave hired you, he let you do the job. I re-member only one editorial comment from him. When Kirby Grant, better known to 1960s TV viewers as “Sky King,” died in October 1985, I wrote an obituary. I put the story on the front page (but below the fold). When copies of the issue arrived at the office, Dave stopped by my desk. “Slow news week?” he asked in that soft, slow voice, seasoned by Texas.

I would not describe Dave as “color-ful.” But he had a small-town publisher’s sense of what helped sell. I winced when-ever I filled in block 16 (“color”) of an FAA flight plan form for the Cessna Sky-hawk XP that I flew on business. It was Halloween orange with black trim, garish

even in the 80s. It attracted attention on the ramp. Not, as I always hoped, from young women at airports (I saw them roll their eyes and try to conceal their snick-ers). But when approach called traffic, even in the murky skies of the LA basin, the other guy always saw me long before I saw him. Dave went one better when he added a Baron to the fleet. It had fluores-cent pink accents.

The rich and famous have buildings and bridges named for them. I don’t know if someday an airport will be dubbed “Sclair Regional.” But those of us who worked for Dave or caught up with him every year at trade shows will remember him even if he’s not memorialized on a map.

His legacy is a personal and profession-al integrity. He set an example that lives on in his family, in the businesses that he built, and, one hopes, that continues in those who worked with and learned from him for so many years.

Bruce WilliamsFormer EditorGeneral Aviation News

“Copy of the Flyer? Copy of the Flyer” meant that Dave Sclair, the publisher of General Aviation News and Flyer, was hawking papers over in the next aisle of any major airshow or convention. He used old-fashioned salesmanship, to push product and invariably make friends. General Aviation News evolved nicely over the years from the Northwest Flyer, as the Sclair family built it into one of the more recognizable GA publications.

The staff of General Aviation News is immediately recognizable in bright pink shirts at shows. It’s a closely guarded se-cret as to whether they wear them during daily activities and where the inspiration came from is a mystery, but the branding was brilliant. That pink trademark was so tastefully obnoxious that the shock value alone made people stop just long enough for Dave or Mary Lou, his lovely wife, to press a copy of the paper into their hands.

Get ‘em to try the product and they’ll come back!

The pink thing got wonderfully out of hand a number of years ago when the Sclair’s Beech Baron got the pink treat-ment. The subdued Mary Kay Cadillacs that one sees occasionally were positively invisible compared to the twin. On sever-al occasions I mentioned to Dave that he should patent the PCAS — the Pink Col-lision Avoidance System. Nobody could ever overlook the Baron while it gathered admiring or disparaging looks wherever it went. Most importantly, it signaled that General Aviation News was on the air-port.

Dave was from the old school of jour-nalism and business. He had great integ-rity and if it was in the Flyer you knew it had been well researched and was accu-rate — something that is often missing in today’s “Hurry up and get it out — we’ll

fix it later” environment. Dave’s editorials were one of the best

things about the paper. He could hold an opposing view without rancor and was articulate with a devastating logic while maintaining a respectful tone. In today’s environment the vitriol gets in the way of the message. It’s been said that a diplomat is someone who can tell you to go to Hell and you start to look forward to the trip. Dave was clearly a diplomat. He might disagree with an idea but never attacked individuals.

I had the privilege of socializing with Dave, Mary Lou and family on several occasions and the evenings were marked by too much laughter, usually too much food and too much aviation industry dis-cussion, if that’s possible. Afterwards, the feeling was that the world was probably going to be OK after all.

The Sclairs have been steady and strong supporters of the AOPA Foundation and Air Safety Institute over the years, both editorially and financially. That is one of the best validations we could hope to re-ceive and are most appreciative.

Dave left us too soon and had much more to contribute in wisdom and perspec-tive. But he leaves a solid legacy in Gen-eral Aviation News through his children, Ben and Robyn. His signature parting line was “I’m so glad you got to see me.” So am I, Dave! Thanks for everything.

Bruce LandsbergPresidentAOPA Foundation

August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 5

Sometimes the duty of an aviation writer takes a somber tone. The departure of General Aviation News founder Dave Sclair represents one of those times. My wife, Randee, and I join many others in sending condolences to the Sclair family and to the GAN team. Further, we lament the loss of a good friend, a mentor, and a genuinely fine fellow. We are so sad to say goodbye to one of our best airshow buddies.

Yet reflecting on Dave’s uplifting spirit, I won’t allow the sorrow to continue as I feel certain he’d much rather we celebrat-ed his life, perhaps sprinkled with a bit of that typical Dave Sclair humor and good cheer.

With his life partner Mary Lou, Dave was a fixture at airshows from Arlington to Sun ’n Fun and at numerous waypoints across the country. The aviation couple, family, and their staff were highly visible in their trademark pink shirts but Dave and Mary Lou were also recognized for their fine publication and their attitude of want-ing to help aviation grow and prosper. No matter the directions of the Sclair aviation enterprise, Dave steadfastly maintained a positive approach and was omnipresent in his willingness to help move aviation forward.

IN THE PINKThe family aviation newspaper, pub-

lished every other week, has transitioned through various name changes. Through-out, Dave’s steady hand gripped the con-trol yoke, while Mary Lou kept track of financial matters. For decades, it has been my pleasure to submit content to Gener-al Aviation News — or whatever it was called at the time. Because of that work I often hear from readers and I cannot re-call anyone being negative. Quite the con-trary, most appear to truly love the paper and its editorial focus, complete with its

bright pink classified ads section.Dave’s corny sense of fun often re-

minded me of my father. Both seemed to love a good pun about as much as a fine dinner. I groaned at the following, but in a living tribute to Dave, I have many times repeated his regular quip: “When does the Chinaman go to the dentist?” The answer — and I can visualize Dave with that oft-recognized grin starting to emerge on his face — is, of course, “Tooth Hurty.” I’ve repeated that silly bit hundreds of times and whenever we ran into each other, I waited for a new joke or funny line from Dave... always without fail.

My father — and my mother as well — passed away during different years while AirVenture Oshkosh was open for busi-ness. As Dave passed during this year’s summer celebration of flight, the surviv-ing Sclairs may feel a similar bittersweet reminder in future events. While perhaps bitter in the sense of loss for spouse, fa-ther, and friend, the memory recall during an airshow is also sweet. My folks got me into aviation and the Sclair family calen-dar has long revolved around airshows of which Oshkosh is the granddaddy. Dave was always enthusiastic at airshows and that’s the way I plan to remember him... just as I positively recall the encourage-ment of my parents.

Many years ago, I sold the Sclair fam-ily my hang gliding magazine, Whole Air. It was a tiny, niche publication that was eventually folded into their Sport Flyer title. When I arrived in Washington State to assist in the transition, Dave and Mary Lou welcomed me into their home, their business, and their lives as though I was a long-lost relative. I immediately felt like a family member and nothing has changed that warm feeling in the 27 years since.

OF MACS AND HAWKSWhen I occupied a guest room in the

Sclair residence on Shady Acres residen-tial airport for two months, the space had a piece of equipment that itself changed my life. It was an original Macintosh 128K computer. Always enthusiastic about new technologies, Dave must have bought one of the very first units. He let me experi-ment with it at a time (1985) when few people used a personal computer and vir-tually none owned a Mac. I never looked back and have owned Apple devices ever since. Since I make my living at the com-puter (plus iPhone and iPad), that intro-duction proved more meaningful than I could have imagined at the time.

A generous fellow, Dave also allowed me to use one of his airplanes. That Cess-na Hawk XP took my wife and I all over the beautiful northwest and into Canada and it was used to show several members of my family around the still-smoking embers of Mt. St. Helen, which had blown its top a few years earlier. Later we used the same bird as I gave biennial flight re-views to members of the Sclair family and General Aviation News staff (it was called Western Flyer then). I was an active flight instructor in those days and that flight experience helped me discover Dave and Mary Lou’s daughter, Robyn, was one of the smoothest pilots I’d ever examined. Sure enough, she went on to fly profes-sionally.

Dave and Mary Lou’s then 14-year-old son Ben was flying a B1RD ultralight. I was present when Ben flew for a chil-dren’s textbook that National Geographic was assembling. They shot something like four rolls of 36-shot slide film (remember film?) — all for a single image that was used in the book — and I thought Dave would burst with pride over this accom-plishment. Mary Lou was less enthusias-tic about the photo mission but equally proud of her little boy.

WISHING YOU TAILWINDS, DAVE!Like his dad, Ben has also become a

good friend, and through him, the Sclair relationship will continue for many more years. I think Dave would be pleased to hear that and it’s stated with the same firm conviction I saw Dave demonstrate in all the years I knew him.

So long, my friend. Your loved ones and your enterprise are in good hands and though myself, Randee, and so many oth-ers will miss your smiling presence, I still feel a part of your aviation family.

Dan JohnsonChairman/PresidentLight Aircraft Manufacturers Association (LAMA), General Aviation News Splog columnist

6 General Aviation News — 800.426.8538 August 26, 2011

BriefingSonex Aircraft’s SubSonex jet aircraft

prototype, JSX-1, made its maiden flight Aug. 10, at Wittman Regional Airport (OSH) in Oshkosh, Wis.

The SubSonex (pictured, right) was piloted by Bob Carlton, an air show per-former and owner of Desert Aerospace. The flight lasted approximately 14 min-utes and focused on exploring the low-end of the aircraft’s speed envelope, including stalls, and a low approach in the landing configuration, company officials said.

Carlton was selected to fly the Sub-Sonex based on his experience pioneering light jet aircraft, according to company officials. Best known for his air show per-formances with the Super Salto jet sail-plane, he is the developer of the Bonus Jet two-seat glider. The engines used on Car-lton’s aircraft are the same as that used on the SubSonex: The PBS TJ-100.

SonexAircraft.com

Just two days later, the four-seat elec-tric Taurus G4 (pictured below) had its maiden flight at OSH. The aircraft was developed specifically to compete at the next NASA challenge, called the CAFE Green Flight Challenge 2011. This year’s prize pool amounts to $1.65 million.

Powered by 450 pounds of lithium-polymer batteries, the twin-fuselage plane was created by combining two Taurus G2 fuselages, connected by a 5-meter-long spar. A 145-kilowatt brushless elec-tric motor, developed for Pipistrel’s new four-seat Panthera, is mounted between

the passenger pods and drives a 2-meter-diameter, two-blade propeller in tractor configuration.

Pipistrel.si

Gov. Dannel Malloy recently signed a bill creating the Connecticut Airport Authority, which will oversee Bradley International Airport and five general avi-ation airports in the Windsor Locks area. Malloy has said the new management structure will help the airports “develop their potential as economic engines” for the state.

Governor.Ct.gov

Wichita Aero Club Chairman Rob-ert Stangarone, who recently resigned as head of corporate communications for Cessna, will hand over the reins of the club to Patrick Tuttle in January. Tuttle, who previously served as club treasurer, is CEO of ADR, Inc.

WichitaAeroClub.org

August has been declared “General Aviation Appreciation Month” in West Virginia by Governor Earl Ray Tomblin. Tomblin’s predecessor, Joe Manchin, was one of the first state leaders to publicly recognize the value of general aviation in December 2009.

The proclamation notes that GA con-tributes $616 million to the West Virginia state economy.

Governor.WV.gov

Meanwhile, July was declared General Aviation Appreciation Month in Dela-ware by Governor Jack Markell and Lt. Governor Matthew Denn. Delaware is home to 11 public use airports, with 150 companies contributing to aviation’s an-nual economic benefit of nearly $1 billion in the state.

Governor.Delaware.gov

The Chico Air Museum’s newest ac-quisition, an F-15C, is expected to arrive at the Northern California museum July 31, after a 3,000-mile truck trip, crossing eight states. The F-15 Eagle, a twin-en-gine, all-weather tactical fighter designed by McDonnell Douglas, will become the museum’s ninth aircraft on exhibit, join-ing a Lockheed T-33, a Russian Antonov 2 biplane, the Taylor Titch, which raced in the Formula 1 Class at the Reno Air Rac-es, and the Experimental “Dragonfly.”

ChicoAirMuseum.org

The Civil Air Patrol kicked off its 70th anniversary celebrations earlier this month at the organization’s Annual Conference in Louisville, Ky. More than 600 attended the conference, which included training seminars and an award ceremony.

GoCivilAirPatrol.com

A documentary about Dr. Paul Moller’s 45-year journey to bring his M-400 Vol-antor, dubbed the “Skycar” by the press, to the market is now in production. Uni-versity of Southern California School of Cinematic Arts graduates Scott Hardie and Konstantin Brazhnik are in pre-pro-duction for the documentary, leading up to Moller’s upcoming flight tests in Oc-tober.

VolantorFilm.com

Aug. 1 marked the first anniversary of Fly High Lexington at the Davidson County Airport (EXX) in Lexington, N.C. The past year has seen an increase in fuel sales of 48% at the airport, according to Karel Van Der Linden, owner.

FlyHighLexington.com

The FAA has issued a Special Air-worthiness Information Bulletin (SAIB) alerting pilots and aircraft manufactur-ers of possible inner tube failures made from butyl rubber by Goodyear Aviation Tires. According to the FAA, there have been several reports of failures during cold weather operations.

Goodyear is aware of these failures and has made several attempts to improve the cold weather performance of its in-ner tubes, FAA officials note in the SAIB, which recommends that pilots check to en-sure that all tires are properly inflated and are holding pressure. Pilots also should be prepared to compensate for a flat tire dur-ing landing as this might pull the airplane

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8 General Aviation News — 800.426.8538 August 26, 2011

First six months difficult for GA manufacturers

WASHINGTON, D.C. – In the first six months of 2011, total general aviation air-plane shipments worldwide fell 15.5%, from 936 in 2010 to 791 this year, accord-ing to figures recently released by the Gen-eral Aviation Manu-facturers Association (GAMA). Billings for general aviation airplanes totaled $7.3 billion, down 22.3%.

Piston-powered air-plane shipments to-taled 387 compared to 424 delivered in the first six months of 2010, an 8.7% decrease. Turboprop ship-

ments declined 8.9% to 143 in 2011, com-pared to 157 during the same period in 2010. Business jet shipments totaled 261, a 26.5% decrease compared to the 355 de-livered in the first six months of 2010.

“These negative shipment numbers demonstrate precisely how ill-timed and potentially destructive the Obama Admin-istration’s rhetoric and policies toward corporate jets are for general aviation,” said GAMA’s President and CEO Pete

Bunce. “This adminis-tration has singled out business aircraft own-ers with political dema-goguery. It is simply astonishing that they cannot connect the dots back to manufacturing jobs and realize they are doing more dam-age to an industry that has obviously not yet clawed its way out of

this recession. Instead of demonizing our industry, President Obama should stand

up for general aviation manufacturing jobs.”

As part of his strategy to increase rev-enues, President Obama proposed chang-ing the depreciation schedule for general aviation aircraft to seven years, calling the current five-year schedule an “egregious” tax loophole. The depreciation schedule for general aviation aircraft has been in existence since the early 1980s, Bunce said, noting business aircraft are treated similarly to other assets such as cars, buses, trucks, and construction equip-ment, which can be depreciated over a five-year period when purchased for busi-

ness use. Many observers have criticized the Obama Administration’s focus on this provision because of its minimal impact on reducing the federal deficit, GAMA of-ficials add.

One of them is Tom Buffenbarger, pres-ident of the International Association of Machinists and Aerospace Workers, who said, “If President Obama ever becomes interested in creating general aviation jobs rather than using the industry as a punching bag, we are ready to work with him to advance these job and business op-portunities.”

GAMA.aero

Political rhetoric blamed for tough timesFIRST SIX MONTHS OF SHIPMENTS OF AIRPLANES

MANUFACTURED WORLDWIDE

2010 2011 CHANGEPistons 424 387 -8.7% Turboprops 157 143 -8.9%Business Jets 355 261 -26.5%Total Shipments 936 791 -15.5%Total Billings $9.4B $7.3B -22.3%

“Instead of demonizing our

industry, President Obama should stand

up for general aviation manufacturing jobs.”

GAMA’s Pete Bunce

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

Generalaviation

news

to the affected side, FAA officials say.FAA.gov, GoodyearAviation.com

Twenty-six Washington airports will receive a share of nearly $12 million in federal, state and local funds to maintain airport pavements, improve safety and en-hance security. Of that amount the Wash-ington State Department of Trans-portation (WSDOT) contributed $1.1 million through its Airport Aid Grant Pro-gram, and used $433,290 in state funds to leverage more than $9 million in federal grants, according to state officials. About two-thirds (67%) of the funding will go toward pavement projects.

WSDOT.wa.gov

A five-day AOPA-China General Avi-ation Summit will be held in September in Beijing. The summit kicks off Sept. 20

and will include Chinese civil and mili-tary aviation officials, a two-day forum on the country’s low-altitude economy, and the first GA fly-in in the country.

AOPASummit.com

The first general aviation exhibition in the Middle East is slated for March 6-8, 2012, at Al Bateen Airport in Abu Dhabi. The Abu Dhabi Air Expo will feature aircraft from ultralights to transcontinen-tal jets, according to organizers.

ADAirExpo.com

Twenty-three Kansas State University professional pilot students earned ratings this summer after receiving $70,000 in scholarships from the Connor Burton Aviation Foundation and friends.

“The scholarships helped keep the stu-dents in the air and working on ratings so that they didn’t fall behind during the summer,” said Mark Friesen, director of

development for K-State Salina. “If it weren’t for this generous gift, most of these students wouldn’t have flown be-tween the spring and fall semesters.”

BurtonAviationFoundation.org, K-State.edu

Belfort Instrument Co. has installed its DigiWx Automated Weather Observa-tion System (AWOS) at the Brunswick Executive Airport (BXM)) in Bruns-wick, Maine.

The AWOS provides real-time wind speed, wind direction, temperature, rela-tive humidity, dewpoint and altimeter setting, visibility, and cloud height infor-mation on a graphical display at the FBO office, over the airport’s Unicom radio, via dial-in telephone, and on the Internet.

BelfortInstrument.com, MRRA.us/BXMAirport

The Doolittle Tokyo Raiders 70th

anniversary reunion will be held at the National Museum of the U.S. Air Force, April 17-20, 2012.

All five of the living Doolittle Tokyo Raiders are able to travel and plan to be on-hand for the reunion events, according to museum officials.

For the first time in 70 years, Chinese survivors or members of their families who helped save the Doolittle Raiders will be special guests at the reunion. Surviv-ing sailors and officers of the USS Hornet, the aircraft carrier that sailed them to their takeoff point, also will be present.

The Doolittle Tokyo Raiders Associa-tion is working to bring 25 B-25 Mitchell bombers to the reunion. If successful, this would be the largest gathering of B-25s since World War II and would surpass the 17 B-25s that were at last year’s reunion, officials said.

NationalMuseum.af.mil

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August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 9

Several members of the U.S. House of Representatives have asked Depart-ment of Transportation Secretary Ray LaHood, FAA Administrator Randy Bab-bitt, and U.S. Environmental Protection Agency (EPA) Administrator Lisa Jack-son to spearhead federal intervention on an intended lawsuit against FBOs and fuel distributors for supplying leaded aviation gasoline in the state of California.

The allegation, by the Center for En-vironmental Health (CEH), is that FBOs and fuel distributors failed to warn the public that avgas contains lead, violat-ing the California Safe Drinking Water & Toxic Enforcement Act (Prop 65). The

center has not filed a lawsuit yet, but has threatened legal action.

“The Prop 65 lawsuit will disrupt ongo-ing efforts by the FAA and EPA, who are working with industry groups to identify an alternative to leaded fuel that can be safely and reliably used by piston-pow-ered airplanes,” the representatives say in a letter to the federal officials.

The letter goes on to point out that “the Prop 65 action would, if allowed to move forward, interfere with the national in-terest in ensuring uniform and workable regulation of aircraft engine emissions for the sake of aviation safety and our envi-ronment.”

The National Air Transportation Asso-ciation (NATA) and a coalition of small business owners consisting of FBOs and fuel distributors have filed a lawsuit against the CEH, asking a federal court in Fresno, California, to stop the misuse of Prop 65 to regulate the supply and use of leaded avgas, said NATA President and CEO James Coyne.

“The coalition believes that federal law preempts the state of California from reg-ulating in this area,” he said. “Any lawsuit under Prop 65 initiates state enforcement proceedings in California and can lead to imposition of huge civil penalties, which would cripple the small businesses that

sell avgas. Aircraft have used leaded avia-tion gasoline under FAA and EPA regula-tions for decades.”

The letter was signed by House Gen-eral Aviation Caucus Co-Chairman Sam Graves (R-Mo.), Lynn Westmoreland (R-Ga.), Tom McClintock (R-Calif.), Brian Bilbray (R-Calif.), Don Young (R-Alas-ka), Leonard Boswell (D-Iowa), Richard Hanna (R-N.Y.), Aaron Schock (R-Ill.), Tom Petri (R-Wis.), Randy Hultgren (R-Ill.), Chip Cravaack (R-Minn.), Adam Kinzinger (R-Ill.), Billy Long (R-Mo.), Lynn Jenkins (R-Kan.) and Bill Flores (R-Texas).

DOT.gov, FAA.gov, EPA.gov

Lawmakers call for federal intervention on avgas suit

Recent midair collisions involving gen-eral aviation aircraft have led to a partner-ship between the FAA and the Department of Defense (DOD) for the development of SeeAndAvoid.org.

The updated SeeAndAvoid.org website is now hosted on FAASafety.gov. The re-vised site, originally developed by the Air National Guard Aviation Safety Division and funded by the Defense Safety Over-sight Council, now includes links to the military’s Mid-Air Collision Avoidance (MACA) programs, as well as greater ac-cess to information about military aircraft movements, according to FAA officials.

“Our goal is to eliminate midair col-lisions and reduce close calls through continuous flight safety and proper flight planning,” the FAA states. “By promot-ing information exchange between civil-ian pilots and the military flight safety community, we hope to provide one-stop shopping to help all of us safely share the skies.”

SeeAndAvoid.org uses Google maps and graphics to simplify airspace restric-tions, including depictions of Military Operations Areas (MOAs) and Special Use Airspace (SUAs.)

Data on anticipated airspace closures is

also included, with all information avail-able using a simple point-and-click inter-face, FAA officials said.

SeeAndAvoid.org is aimed primarily at the nation’s civil aviation pilots, and FAA officials said they hope pilots will incor-porate the website into their regular pre-flight planning.

“As important as the weather, knowing where the military operational flying ar-eas are — and how to avoid that airspace — is crucial to a safe flight,” FAA offi-cials said.

The FAA also wants safety officers at military bases to use SeeAndAvoid.org to

develop new educational programs about how to avoid midair collisions involving military aircraft, as well as public out-reach efforts to help reduce occurrences.

The website also includes better inte-gration with the FAA’s Special Use Air-space site, as well as the agency’s military deconfliction program (MADE), agency officials note.

SeeAnd Avoid.org also utilizes infor-mation from GA industry organizations, most notably the Aircraft Owners and Pilots Association’s Air Safety Institute, FAA officials said.

SeeAndAvoid.org

Avoiding midairs

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10 General Aviation News — 800.426.8538 August 26, 2011

By MEG GODLEWSKI

Running an airport is a lot like raising a child. You must nurture it, provide it with the means to support itself, and protect it from those who would do it harm. And, just like raising a child, you often don’t know how successful all that hard work is until several years down the road.

Officials at DuPage County Airport (DPA) in Chicago received affirmation of their hard work June 9 when U.S. Secre-tary of Transportation Ray LaHood vis-ited to recognize the transformation of the airport into a model for regional airports.

A reliever for O’Hare and Midway, DPA is one of the busiest general avia-tion facilities in the country and the only GA airport in Illinois with a 24-hour FAA control tower.

It recently won praise from the U.S. Chamber of Commerce for using “busi-ness principles” to upgrade services, pay off all debts, and cut the airport’s public subsidy by two thirds. The airport now turns a profit of about $2 million a year, according to officials.

PLANNING FOR GROWTHDuPage Airport started to take shape

in the 1920s when a couple of pilots built a grass runway. When World War II be-

gan, the United States Navy took over the property and turned it into a military air-field. Uncle Sam built two runways in an “X” pattern. In 1946 the airport was sold to DuPage County for $1.

Over the next few decades operations and business at the airport expanded and contracted, reflecting the area’s economic ups and downs.

By the 1980s it became clear that the growing West Chicago community and the airport would be at odds, so an airport

authority was established to ensure that DPA would be protected from encroach-ment.

Today the airport covers 2,800 acres, with much of the land covered by a golf course and industrial park.

The golf course serves several pur-poses, according to airport officials. The 18-hole Trent Jones Jr. golf course was developed in the 1990s to provide storm water drainage at the airfield, according to Dan Goodwin, chairman of the airport authority. Perhaps more importantly, the golf course is a compatible land use that acts as a buffer between the airport and the rest of the urban West Chicago com-

Success story: Chicago’s DuPage Airport

ECONOMIC IMPACT

Back in 2006, the airport authority commissioned a study to calculate the airport’s economic impact and project-ed economic impact in 2011. What that study found is that the DuPage Airport, DuPage National Technology Park and

Prairie Landing Golf Club created $373 million in local spending. In addition, it generated 2,490 jobs with 1,430 of these employees working for the airport or its private sector businesses.

The study predicted that the airport’s economic impact would grow to $1.6 billion by 2011.

Transportation Secretary Ray LaHood (left) congratulates DuPage Airport Authority Executive Director David Byrd (center) and Chairman Dan Goodwin on the airport’s success.

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WASHINGTON, D.C. — With the lat-est temporary funding of the FAA, reau-thorization has reached adulthood — that is, temporary approvals are now at 21.

The FAA hasn’t had a full authorization vote since 2003. On 21 occasions, the Senate and House have not been able to agree. They have until Sept. 16 to finally agree or make it 22.

When members of the two sides of Capitol Hill began their sessions 21 times ago they had more than 200 differences. They have since narrowed that to 12.

When FAA funding ceased because of the failure to agree on the extension, and 4,000 FAA employees were furloughed as a result, five Democratic Senators sent

a letter to the Speaker of the House urg-ing him to quickly appoint conferees “to provide a bipartisan, long-term solution to keep the 74,000 air travel, construc-tion and FAA workers employed when the current extension expires.” But was it necessary for that claimed number to be furloughed? Not really. Furloughs could have been avoided.

Two weeks before the 20th extension expired, the House of Representatives sent an extension bill to the Senate. It con-tained riders naming cuts in the Essential Air Service (EAS) program, which gives subsidies to airlines to provide service to smaller, and perhaps less profitable, cities. There was no mention of the contentious

labor issue, which was in the original bill passed by the House and sent to the Sen-ate 21 temporary extensions ago.

The sticking point? The appointment by President Obama of a new member to the National Mediation Board, which resulted in a change to how votes for or against unionization are counted. Before the appointment, the NMB rule was that all failures to vote by eligible workers were counted as “no” votes. The new rule changed that to just a simple majority of all votes cast is the deciding answer in a union election. The Republican-controlled House wants to return to the old rule; the Democratic-controlled Senate doesn’t.

The Senate chose to make a labor question the issue for not ap-proving another tempo-rary extension. Reductions in government subsidies to some small communities do not make the news that disagreements over union voting regulations do. So the Senate chose to let the 20th extension ex-pire and allow the furloughing of some workers.

After several days of news coverage,

Secretary of Transportation Ray LaHood realized that he had the authority all along to ignore the House riders about EAS ex-tensions, so the Senate could agree to the House extension and everybody could go back to work.

FAA employees won’t lose. They had an extra paid vacation. U.S. Rep. Frank LoBiondo (R-N.J.) introduced a bill to pay them for the time off. He was joined by Rep. John Mica (R-Fla.), chairman of the Transportation Committee and Infra-structure Committee, two other Republi-

cans, and one Demo-crat.

Between now and Sept. 16, conferees may try to resolve those 12 still sticky is-sues, labor being the primary point of con-tention. But both sides seem to be dug in. Per-

haps that will mean temporary extension 22. Such are the fortunes of Washington politics.

Pilots, fasten your seat belts, there may be turbulence ahead.

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

Turbulence ahead

Capital CommentsCharles Spence

Can Congress agree on an FAA reauthorization?

“On 21 occasions, the Senate and House have not been able to agree. They have

until Sept. 16 to finally agree or make it 22.”

A new way to provide money for New Hampshire airports recently took flight, with passage of legislation creating an aeronautical fund to maintain and pro-mote state airports not eligible for federal funds.

According to officials with the National Business Aviation Association (NBAA), there are 24 public-use airports in the Granite State, but only 12 are eligible to be federally funded under the FAA’s Air-port Improvement Program. The remain-ing airports are funded by local entities or private owners.

Tricia Lambert, aeronautics director for the New Hampshire Department of Trans-portation, explained the aeronautical fund creates an alternative for helping those airports not eligible for federal money. “This is one of our biggest initiatives to

come up in the past two years,” she said. “Certainly in this economic environment, it’s been difficult to collect funds for those airports. Fortunately, the larger airports went to bat for the smaller ones — the 12 federally funded airports understood the needs for those other 12.”

The effort to create an aeronautical fund began during the 2010 state legisla-tive session, with a proposal by the Gran-ite State Airport Management Association (GSAMA) to divert some of the state’s aviation-related revenue into a dedicated fund to assist smaller airports. State Rep-resentative Christopher Nevins shepherd-ed House Bill 1506 through the session, and while it did not pass, the proposal did garner enough interest to be held for an interim study by lawmakers.

Nevins reintroduced the bill for the

2011 session, this time without revenue attachments, and it passed July 1. While there is currently no mechanism for state funds to be placed into the aeronautical fund, Lambert says having the fund avail-able is a healthy start.

“We now have an avenue to accept rev-enue,” she explains. “We’re set up to ac-cept outside revenue that may come into play in the future.”

GSAMA President Rick Dyment con-siders the fund to be “a good start. Ini-tially, the goal was to establish a fund and then request some funds to be put into it. The better thing was to establish the fund first, as a placeholder, for those airports that are not eligible for federal funds.”

The aeronautical fund demonstrates to local communities the importance of their hometown airfields, and promotes use of

New Hampshire airports, NBAA officials said. Lambert notes the state continues to offer low registration and fuel fees for pi-lots operating there. “Those fees have not been raised in years, and the hope is that will continue to attract general aviation to our state,” she notes.

Additional information about New Hampshire aviation, including how to make individual contributions to the aero-nautical fund, is available through the state’s Bureau of Aeronautics.

NH.gov, NBAA.org

New Hampshire creates airport improvement fund

“It only takes two things to fly: Airspeed and money.”

— Aviation Cliche

12 General Aviation News — 800.426.8538 August 26, 2011

I have a copy of the Federal Aviation Regulations, published by Boeing Field’s Merrell Aviation in Seattle. It dates from 1965 and is deliciously compact. For ex-ample, Part 91 spans 21 pages ranging from 91.1 (Applicability) to 91.175 (Re-built engine maintenance records).

Pulling just one section (91.5 — Pre-flight action) from 1965 reads as: Each pilot in command shall, before beginning a flight, familiarize himself with all avail-able information concerning that flight. This information must include, for a flight under IFR or a flight not in the vicinity of an airport, available weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which he has been advised by ATC. (Just 66 words from start to finish.)

Today, 91.5 is now 91.103. It reads: Each pilot in command shall, before be-

ginning a flight, become familiar with all available information concerning that flight. This information must include (a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alterna-tives available if the planned flight can-not be completed, and any known traffic delays of which the pilot in command has been advised by ATC; (b) For any flight, runway lengths at airports of intended use, and the following takeoff and land-ing distance information: (1) For civil air-craft for which an approved Airplane or Rotorcraft Flight Manual containing take-off and landing distance data is required, the takeoff and landing distance data con-tained therein; and (2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable informa-tion appropriate to the aircraft, relating to aircraft performance under expected val-

ues of airport elevation and runway slope, aircraft gross weight, and wind and tem-perature. (160 words).

That is bloat of 142% in 46 years. The language that confounds me is exactly what was added. I don’t ever recall seriously or otherwise considering the use of any runway shorter than my plane was capable of operat-ing from. Simply put, if a runway didn’t pass the pucker test, it was ruled out. I know the additional language is most likely the result of a lawsuit, but for me it boils down to an attempt to regulate com-mon sense or, put another way, to regu-late all possible alternatives, which isn’t possible. I see no benefit, as a pilot, for the additional 94 words. The original lan-guage covers all aspects necessary for a safe flight. Period.

Couple the above with an email I re-ceived from Steuart Walton asking, “Do you know people who can help public air-ports be more public friendly? Our local airport is getting a big FAA-spec fence and I’d like to speak with someone about options for the airport. I’m an avid aero-

batic pilot, but I really hate to see airports develop an off-limits feel, particularly to their often public-facing areas.”

Somehow erecting another airport boundary fence fulfills the FAA’s mis-

sion to... “provide the safest, most efficient aerospace system in the world.” Further-more, the vision of the FAA reads, “We strive to reach the next level of safety, effi-ciency, environmen-tal responsibility, and global leadership. We are accountable to the American public and

our stakeholders.” So are pilots and air-craft owners considered stakeholders or are we part of the American public?

I’d like to see if it’s possible to turn back the hands of time. Can you provide specific examples of regulations you feel are unneeded or overly burdensome? Fur-thermore, tell me WHY with sound rea-soning. “Because I don’t like it” doesn’t count. Dust off that FAR/AIM and let the editing commence.

Ben Sclair is publisher of General Aviation News.

Have you put on a few pounds?

Touch & GoBen Sclair

LETTERS TO THE EDITORPRE-BUY INSPECTIONS

Paul McBride’s urging of a mechanics inspection before purchase is excellent advice (Ask Paul: Buyer beware, July 22 issue).

Equally important is a title report to make sure the aircraft is free of liens or encumbrances. It is not unusual to find a lien dating from 20-30 years ago follow-ing the airplane around like luggage. Usu-ally, the old loan has been paid off and the bank simply didn’t bother to send or didn’t know a lien release was supposed to be sent to the FAA.

Also, many times airplanes trade hands between trusted friends and are paid for in cash, so a title report is not considered a necessity.

However, when aircraft financing is sought, and a lien shows up on the title, a bank will not make a loan against that aircraft, shooting down any hopes of fi-nancing.

The problem is that many of these old banks no longer exist and it becomes a huge endeavor to clear the title and one that usually requires the services of an air-craft title company. Title reports usually run $50 to $100 and are cheap insurance against many future headaches.

TOM STUETZERSan Diego Aircraft Sales

I cannot tell you how frustrated I’ve been over the years with people buying jets without proper inspections and then

being upset when my crew and I would tear it apart during its next inspection or walk around the plane and point out the problems. People treat planes like cars and just expect them to perform, never mind doing the required maintenance or having someone unfamiliar with the type/model doing the work.

You get what you pay for!CHRIS COOMBS

via email

Let me say that a pre-buy inspection does not always protect the buyer. I pur-chased an aircraft on the other side of the country and had a pre-buy. The aircraft in question was owned by two IAs and the condition of the engine and aircraft was deplorable. I learned to do my own in-spections.

PAUL CULLMANvia email

I am an IA and I do pre-buy inspections — and the inspection does many things, including reviewing the logs and the air-craft. However, I have no choice but to trust the logs and if a seller is going to defraud a customer/buyer, then he will anyway, and that includes falsifying log books and pencil whipping.

The one item that you neglected to mention is the customer should spend the massive sum of $10 and order the records from the FAA. These records show things that the seller will hide — gear up land-

ings, replaced major components, etc. The best investment second to a good me-chanic is to order up that FAA data.

PAT BARRYLaguna Hills, Calif.

“Airplane pilots are not cheap. They just learn early on that one can pay an awful lot for nothing.” I have used that phrase a lot, especially to the “newbies.” Not happy with it, but that is the way it is! Your job should be to instill wisdom before such things happen.

I will not do a “pre purchase” inspec-tion. I eschew such because there is no scope or detail in the FARs. I could walk into the hangar, count the wings “1, 2” and say “That’ll be fifty bucks, please.”

You had mentioned “a fresh annual” that was substandard. Had the same per-son been inspecting it year after year? That should be a “red flag” to the knowl-edgeable.

And, of course, having “a very experi-enced FAA IA and an experienced pilot” check out the plane after he paid for it was a little too late, which would have been another useful tip.

I have just completed the annual inspec-

tion on my Ercoupe and got a good job. The mechanic found some things, which was fine for they were corrected and I am quite satisfied with his work. So, basical-ly, one need not get ripped off, though one guy did try this year.

In conclusion, I will not heed your advice to “go out of my way” to plug “pre-buy” inspections. I will tell anyone who asks that a long-time pilot/owner of the type of plane contemplated is better than an A&P with no particular experi-ence with that aircraft. Most importantly I would tell them that they should go over the plane before laying out a dime. I’ve done that for just lunch.

PERCY WOODvia email

A SHORT FINAL FANI have never responded to any writer/

article before, but I wanted to tell you that I look forward to Deb McFarland’s Short Final every month. Just finished reading “The Girl In the Tree” (Aug. 8 issue) and really enjoyed it. Great article, and very well written.

BOB JOLLEYvia email

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

“It boils down to an attempt to regulate common sense or, put another way, to regulate all possible alternatives, which

isn’t possible.”

August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 13

munity. It also is an additional source of revenue for the airport authority.

There are approximately 390 aircraft ranging from single-engine pistons to small jets based at DuPage. There also are 50 businesses based at the airport, with many more companies, including Fortune 500 firms such as Sears and McDonald’s, relying on the airport for their corporate travel.

“From a revenue standpoint our most important metric is fuel sales, and more than 90% of our fuel sales are Jet A, there-fore, the corporate component of the traf-fic is extremely important,” said David Byrd, executive director of the airport authority. “However, in terms of aircraft operations, the majority of the traffic is probably general aviation because of the number of flight schools on the airport

and the number of local training opera-tions that result from flight training activ-ity.”

At last count, there were seven schools and flying clubs at the airport. But despite the extensive flight training, DuPage Air-port, like so many others, has been hit by the recession. In 2007 plans were in the works for the construction of new han-gars, but the downturn in the economy reduced the demand for hangars, so those plans were put on hold, airport officials said.

However, says Goodwin, “We are in the third year of a program to refurbish exist-ing hangars, which has greatly improved them aesthetically, structurally, and made them more marketable.”

With this attention to detail, it may seem to an outsider that DuPage Airport has made it, but airport officials said they are constantly looking for ways to im-

prove the airport well into the future.Geared toward those plans is the exten-

sion of the auxiliary runway from 5,100 feet to 6,400 feet, which will provide “op-erational flexibility in case the main run-

way is not available for use,” airport of-ficials said, adding there are also plans to strengthen and widen the primary 7,570-foot runway from 100 feet to 150 feet.

DuPageAirport.com

DuPage | From Page 10

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Corporate traffic is big business at DuPage Airport in Chicago, which was recently praised by the U.S. Chamber of Commerce for becoming a model for GA airports.

By JEFFREY BOCCACCIO

The Next Generation Air Transportation System (NextGen) is rapidly approaching and, as astute pilots, we need to start pre-paring for what influence this new system may have on our day-to-day flying.

Using the word “next” generally indi-cates the inclusion of new advancements or improvements over the previous sys-tem. For many, to learn and understand NextGen will require a certain amount of historical knowledge to comprehend a system of this magnitude. What better place to start than at the very beginning?

Throughout time our airspace system has undergone multiple changes and im-provements pertaining to increased traf-fic, safety, routing and, of course, airspace management. But how did this massive development even start? What created the need to even concern ourselves with air routing? The answers to these questions and more are found by flipping through the pages of aeronautical history and capturing those moments in time.

It was airmail, which was begun in the fall of 1911 by the U.S. Army Air Service, that demonstrated the need for organized air system management. In 1918 the U.S. postal service took over airmail and ulti-mately developed the first air routing sys-tem.

Operating off land primarily devoted to polo grounds in Washington, D.C., and later moving to a larger airfield in College Park, Maryland, airmail flights first flew from the nation’s capital to Philadelphia.

The postal service began using surplus World War I de Havilland DH-4s that were not really designed for long cross-country flying. It also flew the Standard Aircraft JR-1B that offered a bigger pay-load capacity. But it was Bill Boeing and his Model C (pictured) that achieved the first coast-to-coast airmail delivery.

For those early pilots, the only real form of navigation was pilotage using vi-

sual landmarks, defeating any chance of flying in the darkness of night. Each post-al airplane would fly during the day and transfer all its mail over to rail at night. Then, as the sun rose in the East, so did the airplanes that moved the mail to the next drop point. This procedure was re-peated over and over, establishing coast-to-coast mail delivery.

Although this procedure increased mail delivery speed considerably, not being able to fly at night raised criticism about the entire airmail system. It was this po-litical pressure that pushed the envelope for a 24-hour airmail flight schedule.

This influenced Army Air Lieutenant Donald Bruner to develop the first night

navigation system by using bonfires as beacons

strategically placed in the vast abyss of undeveloped territory. These series of bonfires provided pilots an illuminated landscape of waypoints that safely guided them to their next destination.

It was in the winter of 1921 that airmail pilot Jack Knight put the idea to the test, flying a portion of a cross-country postal relay from San Francisco to New York. His night trip started in North Platte, Neb., taking him non-stop to Chicago using the light of bonfires maintained by farmers and postal workers across the plains.

Knight’s successful night flight allowed the relay team to make a record flight time of 33 hours and 20 minutes. This was a major achievement for mail delivery, es-pecially considering the same trip usually took almost five days to complete. These lighted routes eventually paved the way to our Victor Airways still used today.

Next month: The series continues by looking at how the technological advance-ment of electricity brought huge changes

and improvements to the National Air-space System.

Jeffrey Boccaccio is a private pilot and chief engineer at MatchBox

Aeronautical Systems (Matchbox-Systems.com).

You can reach him at NextGen@GeneralAviationNews.com

or Jeff@Matchbox-Systems.com.

In the beginning, there was fireThis is the second in a series of articles looking at the impact of NextGen on GA pilots.

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14 General Aviation News — 800.426.8538 August 26, 2011

By JANICE WOOD

Even with all the chaos going on in Washington, D.C., the week of Oshkosh — from debt ceiling talks to the partial shutdown of the FAA — U.S. Sen. Jim Inhofe (R-Okla.) flew to AirVenture — twice.

He flew his new RV-8 up on Thursday, but had to return to Washington. He then flew back on Saturday to lead a forum on his recently introduced Pilot’s Bill of Rights, telling a crowd of pilots that he knows the way to get legislation passed in Washington is to garner their support.

He also took time to explain just how the Bill of Rights came to be.

In October 2010, Inhofe was investigat-ed by the FAA after he landed on a closed runway at Port Isabel-Cameron County Airport (PIL) in Texas. The long-time CFI, who has logged more than 10,000 hours, eventually agreed to take remedial training, but was so frustrated by the pro-cess of defending himself that he came up with the Bill of Rights.

A long-time real estate developer, In-hofe said he flies to South Texas on a reg-ular basis, having landed at PIL more than 200 times over the years in his Cessna 340. On the day of his incident, he said he

was cleared to land by Valley Approach. He also said he checked the NOTAMs be-fore flying and didn’t see one for PIL.

After he landed on the 8,000-foot run-way, which had construction workers on the first 200 feet, he said, he had to face the FAA. And what he found, he said, was disturbing.

“The way the law is written, when a pi-lot is accused of something, they have 10 days to answer,” he said. “I don’t know of any other instance where you are guilty until proven innocent.”

And trying to prove himself innocent was an eye-opening experience, he said. When he tried to get recordings of his clearance from controllers, it took him four months — “and I’m a U.S. Senator,” he said.

That’s why the first article in the Bill of Rights requires the FAA give a pilot all relevant evidence 30 days prior to a deci-sion to proceed with an enforcement ac-tion.

The Bill of Rights also addresses the ap-peal process. Right now, only the NTSB reviews FAA actions and that board “too often rubber stamps the decision of the FAA, making the appeals process mean-ingless,” Inhofe said. “I want to open it up to the federal courts, where it can be

judged on the basis of fairness.”He said this also will help pilots, be-

cause if FAA investigators know their de-cisions can be reviewed, this should create “a major change in behavior,” he said.

The third article requires the FAA to simplify NOTAMs, as well as create a central archive for NOTAMs.

The last article in the Bill of Rights deals with a review of the FAA’s medical certification process and forms. “There’s not a pilot in here who doesn’t have a story to tell” about problems with medi-cal certification, he said. To illustrate his point, Inhofe brought legendary air show performer Bob Hoover to the forum and had him tell the story of what happened after the FAA pulled his medical certifi-cate in the early 1990s.

One of the biggest problems with the medical certification process is the 8500-8 form pilots must fill out when they get their medical exam, added Kathy Yodice of Yodice Associates, the law firm that oversees the Aircraft Owners and Pilots Association (AOPA) legal services plan.

“The medical form is so antiquated that pilots make innocent mistakes,” she said.

And those innocent mistakes can lead to the FAA revoking all your certificates, grounding you until the mistake is cleared up. “People who falsify their information deserve that,” she said. “But people who don’t understand the question because the question is written poorly don’t deserve that.”

Question 18, Medical History, creates a lot of problems for pilots, she noted. For instance, it asks if you have had an ad-mission to a hospital. Does that trip to the emergency room count as an admission? Most pilots would say no, but the FAA

says “of course, you were admitted to the ER,” she said.

Or how about 18V, which covers arrests, convictions and other actions? “It is a 35-word question that requires a Yes or No answer in no less than 12 circumstances,” she said. “We think the question needs to be broken down into separate questions so pilots can answer them correctly.”

Inhofe has called on GA groups, includ-ing AOPA, to serve on an advisory panel to review the medical certification pro-cess and forms, as well as the NOTAM system.

At the conclusion of the Oshkosh fo-rum, Inhofe passed out copies of the Bill of Rights and told each person to contact their elected representative to support S. 1335. The sheet also included responses to anticipated objections they might have.

“There are no legitimate reasons to op-pose this,” he said. “If you agree with me, we can get this done.”

Inhofe.Senate.gov, FAA.gov

“I don’t know of any other instance where you are guilty until proven innocent.”

— Sen. Jim Inhofe

Taking it to the peopleSenator urges Oshkosh crowd to support Pilot’s Bill of Rights

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Together we can

Craig L. FullerAOPA President and CEO

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

The decision to buy an aircraft is always a big one. Whether you’re considering your first airplane or thinking about moving up to something bigger or more complex, there’s a lot to consider.

You have to ask yourself the important questions. What kind of airplane will best meet my needs? How and when will I use it? Where should I base? And, perhaps the biggest question of all—can I really afford it?

AOPA offers services to help you answer all those questions—and a brand new way to make ownership more affordable. A visit to our website at www.aopa.org or a call to our Pilot Information Center at 800/872-2672 can help you find the answers you need. And then, if you’re looking for a way to cut the cost of owning an airplane by 50 percent or more, AOPA’s new Aircraft Partnership Program can help you find the perfect partner or partners to share your new plane.

Co-ownership is nothing new, but finding the right people and aircraft to build a successful partnership has always been challenging. Now AOPA’s Aircraft Partnership Program lets you find people whose ownership goals are compatible with yours.

When you register, you can post a comprehensive personal profile that includes key factors for compatibility, such as the type of aircraft desired, budget, nearby airports to serve as a base, flying experience, and more. Pilots who are looking for a partnership can then search for and connect with others who have matching interests. Whether you want to find one, two, or more partners to buy an airplane, or you want to share ownership in an airplane you already have, you can use the system to find the right people. You can even choose to receive e-mail alerts when someone who meets your compatibility requirements joins the program.

We’ve already got about 10,000 registered users and the number is growing fast. I hope you’ll consider joining them and taking that first step toward affordable aircraft ownership. Owning an airplane is the very best way to get the most from your pilot certificate, and it can change your life. It certainly has changed mine.

Aircraft Partnership

August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 15

Managers at aviation companies are worried about finding enough qualified people to fill the millions of job openings in the aviation industry that will be cre-ated by retirements and expansion over the next two decades. Especially vexing is the relatively small number of young people who are entering aviation-career-track education programs.

That vexation led to the creation of the National Association of High School Aviation Clubs (NAHSAC), which aims

to help solve this problem by establishing an aviation club in every high school in the U.S.

The force behind NAHSAC is David Koch, executive director of the Center For Airmanship Excellence, the manag-ing sponsor of NAHSAC. Cosponsors include Southern Illinois University-Car-bondale, Lewis University, Kishwaukee College, and Women In Aviation Interna-tional (Chicago Leading Edge Chapter).

NAHSAC is also working with the FAA, Great Lakes Region, on building a pipe-line to careers in the aviation industry, of-ficials said.

In addition to assisting students with starting an aviation club in their high schools, NAHSAC is also providing a portal to the aviation community for high school students and their parents, teachers and school administrators. The associa-tion also hopes to educate students about

opportunities in aviation and aerospace education and employment through on-line resources and programming for avia-tion club meetings.

“There has never been a better time for any young person who is interested in an aviation career to prepare themselves for the unprecedented opportunities that are opening up in the aviation industry,” Koch said.

NAHSAC.org

An aviation club in every high school

A federal judge has ruled in favor of the Bureau of Land Management (BLM) and the Recreational Aviation Founda-tion (RAF) in response to a 2009 lawsuit brought by the Montana Wilderness Soci-ety and Western Watersheds Project.

In his ruling, U.S. District Judge Sam Haddon said the BLM’s management plan for the 377,356-acre Upper Missouri River Breaks National Monument “strikes the right balance between protection and recreation.”

The RAF, with support from the Mon-tana Pilots Association, joined with the BLM in defending against the lawsuit, with RAF officials noting it would have invalidated a large portion of the recently developed Resource Management Plan (RMP), which would have placed six backcountry airstrips in jeopardy.

For the RMP, the BLM was tasked with forming a plan that would balance public access while protecting the Monument as a natural resource.

Specifically referring to the airstrips within the Monument, the judge ruled that the BLM took a “middle ground” by only approving six of the then existing 10 airstrips and imposing a seasonal closure on one of the six.

The RAF and the Montana Pilots As-sociation actively participated in the six-year Monument RMP planning process by attending numerous public meetings and providing policy makers with factual aviation information, officials said.

“This was a very important case to the RAF and its members,” said President John McKenna. “In keeping with our mission of preserving public use recre-ational and backcountry airstrips, we are naturally pleased with this ruling. These airstrips provide low impact entry to the Monument and critical search and res-cue access as well. Working to preserve their use is part of the RAF mission. We look forward to continued work with the BLM to keep and preserve other airstrips around the nation.”

He added RAF officials will continue monitoring the issue to ensure that avia-tion interests are properly represented in any future action involving the Monu-ment airstrips.

TheRAF.org

Montana airstrips protected by judge’s ruling

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16 General Aviation News — 800.426.8538 August 26, 2011

By JANICE WOOD

Redbird Flight Simulations plans to open a research and development labora-tory in November at the San Marcos Air-port (HYI) in Texas.

Designated Redbird Skyport, the new facility is the culmination of the efforts of Redbird Flight Simulations and King Schools and is supported by GAMA, AOPA, Cessna, Avemco and other indus-try partners, according to company offi-cials. It will be a first step in developing solutions to the challenges of a shrink-ing pilot population, a staggering student drop-out rate and the ever increasing cost of flight training, officials added. The avi-ation laboratory will include a full service FBO, flight school, and “aviation experi-ence” center. All aspects of the project will provide a test bed for hardware, software, business processes and ideas with the goal of revitalizing general aviation.

“You can’t manage what you can’t measure,” said Jerry Gregoire, chairman

of Redbird Flight Simulations, who noted that all the data collected in the laboratory will be available to everyone in GA.

“As a step toward fixing the problems with flight training, it’s a drop in the bucket, but it’s a start,” he said.

The idea for an R&D laboratory came from the need for quantifiable data regarding the use of simulation in general

aviation training, he said. “We have al-ways believed that our systems could be a catalyst for improvements in the way pilots are trained and we needed a plat-form to test our ideas,” he added. “Early on in the process we recognized that

the only way to affect meaning-ful change was to look at all the pieces of the puz-

zle. We are building this project from the ground up to redefine the status quo.”

“Solving the two major problems in general aviation, the student dropout rate and the fatality rate, requires this funda-mental change in the way flight training is conducted,” said John King, co-owner of King Schools. “The goal is that by us-ing scenario-based training that makes abnormal situations realistic, we will produce pilots truly ready to be pilot-in-command.’’

RedbirdFlightSimulations.com

Redbird Skyport to open in NovemberForget about safety

“We kill too many people in gen-eral aviation.”

With that, John King opened an Oshkosh press conference in which he told a room packed with reporters, and officials from Cessna, Avemco Insurance Co., and other companies, that if it was up to him, he’d ban the word safety when talking about avia-tion.

“Everyone says that safety is the #1 priority, but if that’s true, how do you ever start the engine of an airplane?” he asked. “There is always a tradeoff between utility and risk. The key is managing the risk. If you want 100% safety, stay on the ground.”

He noted that the GA fatality rate hasn’t changed much in the last 10 years. “And we’ve been working hard on it,” he said. “If we just do a better job of what we’ve been doing, it won’t make a difference.”

That’s why he’s excited about the Redbird lab.

“It will explore the edges of the envelope,” he said. “Now we are teaching people to preflight things that don’t really matter, like checking an aileron hinge, because that’s the way we’ve been doing it for years. Accidents are caused by things that are going on between the ears of the pilot.”

By incorporating simulators and scenario-based training, the flight in-dustry can produce good pilots who have the essentials skills down the first time they try them in an airplane, Martha King added. “They can learn these skills in a low-risk environ-ment. This give them the opportunity to be a true PIC — a true risk man-ager.”

Another advantage to incorporat-ing sims is that it will boost reten-tion — a huge problem in GA, as up to 80% of people drop out of flight training.

One reason is the unpredictability of training. Weather, mechanical is-sues, or scheduling conflicts with instructors can stall training. Expec-tations also play a big factor, John King said.

“Students are told when they start that it will take 35 hours, but it doesn’t take them long to realize that’s not going to happen,” he said. “Low-balling people on the cost of flying is impractical.”

But incorporating simulators into the training means that every time a student drives out to the airport, there will be a lesson, whether it’s in the sim, a ground lesson, or in the air. That helps the student’s learning curve and provides a predictable rev-enue stream for flight schools — a win-win situation.

KingSchools.com

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August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 17

In one of my recent columns I stated that if an engine runs knock free on an 87 octane fuel, using a higher octane fuel will not benefit you in any way. I received several inquiries about whether this was for automobiles or airplanes.

Basically it applies to both. In your au-tomobile, if the owner’s manual calls for an 87 octane fuel, then a 91 octane will not help you at all. In premium fuel require-ment vehicles, you can run 87 octane fuel without harming your engine, but your acceleration may be reduced because the knock sensor in the engine can retard the timing to reduce the amount of knock.

In an aircraft, you need to look at the STC or owner’s manual. If the require-ment is for an 87 octane fuel, then using a 91 octane fuel will work, but it will not offer any advantage over the lower cost 87 octane fuel.

I also received the same question from several readers: “If the auto industry could solve the problems with the switch from leaded fuel to unleaded fuels, why can’t the piston aviation industry?”

There are several answers to that ques-tion. One is the volume of units sold each year. In the automotive world, millions of cars and light trucks are sold each year. That means that the cost of new systems and tech-nology can be spread over a lot of units, which means the unit cost is very low.

The other big difference is that auto-motive engines are liquid cooled, while almost all aircraft engines are air cooled. Liquid cooling has several advantages, but the main one is even cooling. This means that there are no hot spots and, if there were a rise in temperature in one area, the cooling system can carry the heat away quickly.

This is important because knock will not normally destroy an engine. The knock will raise the temperature in an area of the affected engine cylinder. Then if the cool-ing system does not carry the heat away

quickly enough, the surface temperature can rise to a point that it will ignite the incoming charge during the compression stroke. This is called pre-ignition, which can destroy an engine in very short order.

Another advantage of a liquid cooled automotive engine is that the cylinders have a common cylinder head. This is im-portant because the sound you hear when an engine knocks is the vibration in the cylinder caused by the end gas auto ignit-ing.

If you install a knock sensor, which is just a small accelerometer, on the auto-motive engine cylinder head, it will sense when any of the cylinders knock and re-tard the timing for the entire engine. On an aircraft with individual cylinders, the vibration does not transmit well from one cylinder to another, so you would need a sensor on each cylinder.

However, the biggest problem with knock sensors is that they retard the tim-ing to prevent knock. Say you are a normal pilot who has flown your aircraft for many years. You replace the engine with a new one that is of the same horsepower, but is equipped with a knock sensor system.

You take your plane on a trip and are ready to take off fully loaded on a hot day from a short field you have flown out of many times. But this time you are flying

on a lower octane fuel, which is now legal for your aircraft because of the knock sen-sors. You take off and all goes well until you leave ground effect, when all of a sud-den your engine knocks and the system retards the timing to eliminate the knock. You now have less horsepower than you expected as you head for the trees. You can see that this may not end well.

Ben Visser is an aviation fuels and lubricants expert who spent 33

years with Shell Oil. He has been a private pilot since 1985.

You can contact him at Visser@GeneralAviationNews.com.

Knock free

Visser’s VoiceBen Visser

“Pre-ignition can destroy an engine in

very short order.”

A grand opening of Michigan’s first green terminal was held Aug. 23 at Oakland County International Airport (PTK) in Waterford.

The GA airport’s new terminal fea-tures green technology such as wind and solar energy, geothermal heating and cooling, LED and fluorescent light-ing, advanced insulation, electric car charging stations, and a living wall, air-

port officials said.The public will get its first look at the

terminal Aug. 28 at the airport’s annual Open House and Air Show.

PTK is ranked as the world’s 12th busiest GA airport with an average of 120,000 takeoffs and landings annually. More than 800 aircraft are based at the airport.

OakGov.com

‘Green’ terminal opens at PTK

18 General Aviation News — 800.426.8538 August 26, 2011

Finishing touches put on at this year’s AirVenture

By MEG GODLEWSKI

It takes a lot more than a coat of paint to restore a vintage warbird to award-win-ning status.

According to Eric Hokuf, owner of Aircorps Aviation in Bemidji, Minnesota, it’s important to transport people back to the time of the aircraft’s heyday. Hokuf’s shop did the restoration work on “Twilight Tear,” the P-51D that is the latest addition to the stable of warbirds owned by Ron and Diane Fagen of Minnesota.

You couldn’t miss “Twilight Tear” during this summer’s AirVenture. It was parked on metal strips as if it was in a full-sized diorama, complete with extra drop tanks.

“Twilight Tear” came home from Air-Venture with the award for Grand Cham-pion, and Aircorps Aviation received the Golden Wrench award for the restoration.

There’s a lot more to aircraft restoration than pounding out the dents, replacing parts, and paint, according to Hokuf.

“The idea is to bring people back to that time period and to show exactly how the airplanes were back then,” he said. “That’s the idea of doing an original restoration.”

THE REAL DEAL“Twilight Tear” rolled out of the factory

late in World War II, according to Hokuf.“The airplane was sent to Duxford,

England, in January of 1945 so it got there at the end of the war,” he recounted. “It was a low-time airframe when the Swed-ish military bought it, and it spent a year or so in Sweden, then it was sold to Is-rael.”

It’s Hokuf’s understanding that the air-plane was flown by the Israeli military un-til 1958 when it was released as surplus.

“Bill Lear of Lear Jet fame was head of operations in Europe in Switzerland and he went to Israel and picked out the lowest-time, cleanest airplane and had it painted white, gave it tip tanks and or-ange stripes, and he flew around Europe and Switzerland. He wrote about it in his book, ‘Fly Fast, Sin Boldly.’ There is an entire chapter on it.”

Lear sold the airplane in 1961 to some-one living in the United States. The P-51 was outfitted to be ferried back to the U.S., but crashed in Iceland.

Restoring ‘Twilight Tear’

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“Twilight Tear” got so much attention at this year’s AirVenture, that the only time to see it without crowds of people was in the early morning. Eric Hokuf of Aircorps Aviation in Bemidji, Minnesota, (below, right) oversaw the restoration of the P-51, which took a Grand Champion award home from this year’s show. Hokuf’s company received a Golden Wrench award for the restoration.

August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 19

“The pilot who was hired to ferry it had never flown a Mustang before,” said Hokuf, noting that the pilot died of his in-juries and the airplane remained wrecked in Reykjavik for the better part of 30 years.

In 1990 another warbird-owner wan-nabe purchased the wreckage from the Icelandic government. In 2005 Ron and Diane Fagen bought the project and the restoration of “Twilight Tear” began.

Fast-forward to 2011 and Hokuf de-scribes a mad dash to get the airplane ready for AirVenture, noting that just a few days before the show the .50 caliber machine guns mounted in the wings were actually fired for the first time in more than 50 years.

“The ammunition had to be manufac-tured for it,” said Hokuf, noting that the firing test was digitally recorded and was played on a video monitor as part of a pre-sentation during AirVenture.

Ever the showman, Hokuf included a finishing aspect of the restoration as part of the presentation. His brother Shawn, wearing period correct clothing, applied the paint to put the name “Twilight Tear” on the nose.

“We flew it in here with a decal on it,” Erik Hokuf said.

Shawn Hokuf’s work was filmed during Oshkosh as part of a documentary that’s in the works about the warbird.

DOWN TO THE DETAILS“Twilight Tear” is a very clean airplane.

Many people squatted down to look into the pristine wheel wells, noting the metal stamp from the original aircraft manufac-turer, and the cleanliness of the lines.

Another unusual aspect of “Twilight Tear” are the drop tanks placed around the airplane. They held more than fuel, said Hokuf.

“The drop tanks contained a chemical that when it reacted with air created smoke.

There was a glass disk in front of the tank. When the pilot hit a switch, a squib broke the glass and allowed the smoke out. The pilot could lay down a 2,000-foot long smoke screen,” said Hokuf.

AircorpsAviation.com

After its restoration, “Twilight Tear” sparkles, with more than one Oshkosh visitor noting how clean the warbird was, from the plumbing (top left), to the wheel well (top right), with a metal stamp from the original manufacturer, down to the tires (bottom left). As part of the presentation surrounding the P-51, Shawn Hokuf (bottom right) painted the plane’s name on the nose during AirVenture. His work was captured by a film crew that’s shooting a documentary about the warbird’s restoration.

20 General Aviation News — 800.426.8538 August 26, 2011

By JAMIE BECKETT

Every summer, I face a decision that millions struggle with as much as I do. Should I go to Oshkosh to be a part of AirVenture?

If the answer if yes, another set of de-cisions follow: If I go, how should I get there? Once I’m in the neighborhood, where should I stay?

Unlike most years, my decision came late this time around. Generally speaking, the later the decision, the more complicat-ed the planning, and the less satisfactory the available options. Yet in this case, that turned out to be a blessing in disguise. I went bare-bones this year, at the last min-ute, and I had the best time ever.

I drove to the show. From my home in central Florida to Oshkosh, Wis., is 1,360 miles. Or at least it is using the route I fol-lowed. I allowed for three days driving each way, but I made it in two, without undue effort or excessive sleepiness. In fact, the trip was an adventure. While I’ve been fortunate enough to travel extensive-ly by air, rail, road, and even by motor-cycle throughout the United States, I have never had the pleasure of driving through Georgia, Tennessee, Kentucky, Indiana, and Illinois, on my way to Wisconsin be-fore. It’s beautiful country. If the postcard industry was more vibrant, I’m sure you would see more of the heartland. As it is, I’d strongly advise anyone to take the trip. Winding through the mountains of Chat-tanooga alone is worth the journey.

Because I made my plans so late, the decision of where to stay became a simple one. I decided to take a tent and pitch it in Camp Scholler. It’s been more than 30 years since I camped. But I enjoyed it when I was young, and the affordabil-ity of camping made the decision much easier for me to commit to. Admittedly, my wife’s recommendation to take along an air mattress undoubtedly improved my demeanor at the show. However, I’m fair-ly certain AirVenture would have wowed me enough to have a good time no matter what.

In the interest of full disclosure, I should point out that I did have a few outs. My local FBO offered me a Tecnam Light-Sport airplane to fly to the show, and my editor at General Aviation News, the ever

wonderful Janice Wood, offered me the extra room that was available in the house she was staying in. I appreciated both of-fers, but I turned them down. Once I had committed to the idea of roughing it, I found I liked the idea. So I packed up the Scion xB, headed north, and drove passed Orlando, through Atlanta, into and out of Chattanooga, then added Nashville, Lou-isville, Indianapolis, and Chicago to my list of major cities along the way.

I had a blast.

PITCHING A TENTPulling onto the grounds surrounding

Wittman Regional Airport at the end of my second day on the road, I was pleas-antly surprised to find the friendliest, most accommodating people on the planet there to greet me. My initial thought was that the cream of DisneyWorld’s crop had escaped and gotten to Wisconsin ahead of me. It was Saturday evening and the line of cars and RVs turning off the highway onto Poberezny Road seemed endless. Yet the crew at the camping registration booth took it all in stride. Within a matter of no more than a few minutes I was on my way to pitch my tent in any open space I could find. I got lucky. I found a space on Schi-ack Avenue and 8th right across from Ron Rogers, a fellow camper who hails from Missouri.

As luck would have it, Ron had a tent exactly like mine, and he willingly lent

a hand to erect my tent before the rains came. We just made it, too. My first night on the ground was a festival of blowing wind and streaming rain. I made a new friend, though. And I was dry. So all was right with the world.

What struck me most about camping at AirVenture was the number of non-pilots I met. After years of ei-ther going to the show, or following it in the press from a distance, it had never occurred to me that large num-bers of visitors aren’t pilots, or aircraft me-chanics, or air traffic controllers. I met scads of people who were none of these things. Not professionally, not as a hobby. Their motivation to come to the show gave me a whole new and en-tirely unexpected insight into the general aviation market. That new view of the GA community made the whole trip worth-while for me.

Each of the non-aviators I spoke with enjoy the sense of community they find at AirVenture. They revel in the technology, both new and old. And they enjoy the fact that they are welcomed with open arms

into a society of aviation enthusiasts who aren’t preoccupied with one-upsmanship in the least.

Ron, my neighbor from Missouri, has been wanting to attend AirVenture for 30 years. He was dissuaded by a co-worker back then who told him the show was too big to enjoy at that point. Attendance was at roughly 80,000 then. This was his second consecutive year, and he loved it. Every night he struggled with the decision of whether to go to the open air movie, or to the live performance at the Theatre in the Woods.

AirVenture attendees don’t lack for en-tertainment.

Barry, a newly unemployed diesel me-chanic from Texas who had been work-ing in Alaska, was camped behind me. He doesn’t fly, although he has logged time in light aircraft. He’s been coming to AirVenture for a number of years, and he’s good at the camping aspect of it. He brought a small one-man tent and a bi-cycle he picked up at an auction for $10. While I was building up my muscles and

burning calories walk-ing back and forth from our campsite to the show, Barry was whis-tling Dixie, and enjoy-ing the breeze blowing through his hair as he cycled along.

Bicycles are so prevalent at AirVen-ture that there are Bi-cycle Corrals located near the entry gates to keep them in. The next time I camp at AirVen-ture, you better believe I’ll be taking a bicycle along. They’re the cheapest, easiest, most cost-effective mode of

transportation available in the pop-up city known as Camp Scholler.

Walking has its benefits, though. I met a graphic designer from Minnesota while walking to the show down Schiack Road one morning. He’d ridden in on a mo-torcycle, while his truck driving friend

AirVenture from the ground up

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Home, sweet, home — at least for five days at Oshkosh.

EAA Founder Paul Poberezny, in his famous Red One, visits the campgrounds every year. The bicycle corral at Oshkosh.

“What struck me most about camping

at AirVenture was the number of non-pilots I met. It had

never occurred to me that large numbers

of visitors aren’t pilots, or aircraft mechanics, or air

traffic controllers.”

AirVenture | See Page 21

August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 21

As corporate sponsors of the North 40 Aircraft Parking and Camping area during this summer’s AirVenture, Aspen Avion-ics wanted to recognize the intrepid citi-zens of Oshkosh’s North 40 with Aspen’s first North 40 Camping Merit Badge.

“For those of us who spend our Air-Venture nights in air conditioned hotel rooms or view the torrents of rain from a summer thunderstorm from the dry side of the window, we can at least recognize those whose wet sleeping bags hang off the wings of their airplanes drying in the morning sun,” says Aspen Avionics’ Vice President of Marketing Brad Hayden.

To earn the merit badge, campers had to state their case, entering reasons why they

deserve it by writing in the “Merit Badge Book of Deeds.”

Campers of all ages were awarded a badge, Aspen officials noted. One child wrote, “I camped in the rain and still smiled,” while another child wrote, “I did dishes.” At the other end of the age spectrum, one gentleman wrote, “I am 80 years old and have been to Oshkosh many times.”

Additional deserving deeds from this year’s show include: “I drove people around and helped cook breakfast for 40-50 people;” “Reassured neighbors that three small children would not be a bother;” “Helped our neighbor put his cover on his plane;” and “I flew my son

to Oshkosh.”Veteran AirVenture participants are

known to say that you have not really had the Oshkosh experience until you have camped with your airplane in EAA’s North 40. One man who now has that ex-perience is an international visitor who wrote, “I traveled from Finland and got acquainted with American people who adopted me to be one of the great aviators of Oshkosh. Thanks a lot.”

“With our Aspen Avionics North 40 Camping Merit Badge, we recognize the North 40 community and all of the ‘great aviators of Oshkosh’ who make this event like no other,” adds Hayden.

AspenAvionics.com

hauled in his gear and set up his campsite. An exchange of beer was agreed on as a fair payment for this favor. Like so many campers I met, Mike the Minnesotan doesn’t fly, and doesn’t intend to. As he explained it, he thinks the most exciting technological advances in locomotion are happening in motorcycles and airplanes today, so he comes to look, and watch, and feel the excitement of getting a sneak peek at what’s coming down the pipeline next.

A CITY OF REFUGEESAll these non-pilot aviation enthusiasts

fascinated me. But what really struck me was that what can only be described as a big empty field suddenly transforms into a city of refugees for a short time each year. Entire families come en masse, couples travel together, solo performers like Ron, Barry, and me all show up — and we live peacefully together for days at a time. I never saw a policeman, or felt that one was needed. Traffic flows smoothly, but slowly, throughout the day and the night.

People shop, cook, eat, go to the movies, play cards, watch television (RVs have an advantage over tents in that department),

and surf the Internet from the comfort of the grass in Camp Scholler.

For five days this summer my home

was a Dacron tent with an air mattress in-side. I grilled bratwurst for my neighbor Ron and myself on a little charcoal grill, I made friends, and I slept well — all in a field on the side of the road in Wiscon-sin. Oh yeah, I saw one heck of a great airshow, got to see airplanes I’d never heard of before, and ran into people from all over the continent who I’ve known for years.

You can’t see it all. You just can’t. Air-Venture is too big for that, and the sun only shines for so long each day. But you can have one heck of a time trying to fit in as much as possible. In fact, I can honest-ly say that I have not yet met a single per-son who didn’t think they’d gotten their full entertainment value for their dollar at AirVenture, whether they were there for a single day, or the full week.

In my case, I got rained on, exposed my skin to more UV rays than was probably prudent, and walked more miles than a gym full of fat guys. But I had a great time and would do it all again at the drop of a hat. In fact, I think I just might. After all, AirVenture 2012 is only 11 months away.

AirVenture.org

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Jamie’s campsite was just one of thousands on the AirVenture grounds this year.

AirVenture | From Page 20

Icon Aircraft reports it received 143 de-posits for its A5 amphibious Light Sport Aircraft during this year’s AirVenture in Oshkosh. The new orders take Icon’s or-der book to position #694, officials note.

Icon offered a special promotion during the week-long show that lowered the de-posit for an A5 from $5,000 to $2,000 and also matched 10% of each deposit value ($200) with a contribution to Young Ea-gles. The company’s orders for the week generated over $28,000 for Young Eagles, according to company officials.

“We are both thrilled and humbled by the overwhelming interest in sport flying and the Icon A5,” said Icon founder and CEO Kirk Hawkins. “The unprecedented 143 deposits demonstrate the tremendous demand for Icon’s consumer-focused ap-proach toward aviation and its blend of world-class design with engineering. Ad-ditionally, given Icon’s core mission to grow aviation by reaching out to all those who have only dreamed about it, espe-

cially the younger generation, we are also excited to be able to support the Young

Eagles with such a material financial do-nation. There are millions of people out

there who would love to fly; we just need to reach out to them with products that in-spire them.”

“Although we anticipated increased sales because of the Oshkosh/Young Ea-gles promotion, this year’s Oshkosh sales significantly exceeded our estimates,” added Craig Bowers, vice president of sales. “This order rate is even more im-pressive given that deliveries have not yet started, and the positions we are currently assigning are mid-2015 deliveries. Cus-tomers are locking in their delivery po-sitions now because they expect a surge in orders once production starts, and we believe we’re seeing just the tip of the ice-berg. It’s an exciting time for aviation.”

Icon continues to work toward starting the production of the A5, and announced during the show that the flying prototype aircraft made its first flight with its pro-duction wing design July 25.

IconAircraft.com

Icon sales benefit Young Eagles

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Oshkosh campers awarded merit badges

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22 General Aviation News — 800.426.8538 August 26, 2011

By JAMIE BECKETT

While riding the tram back to show cen-ter from the seaplane area on opening day of this year’s AirVenture, I met Graham.

He was interested in taking a seat in my row, yet I was unwilling to give up the outside seat, because I was taking photos of the people and airplanes on Wittman Regional Airport (OSH) as the tram rolled along. So I stepped off and allowed him to settle into the middle of the car.

We spoke just a simple exchange of “thank yous,” which caused my ear to pick up on his accent, which was decid-edly non-Wisconsin-ish. It wasn’t Ameri-can at all.

Graham is an air traffic controller at

Glasgow in Scotland. He’s also a pilot. So it was natural that we would strike up a conversation that left us standing at the tram stop at the end of the line, jabbering away like housewives over the backyard fence.

Here’s what struck me — Graham has been coming to Oshkosh for 12 years. Imagine it. This guy works in aviation at home. He also recreates in aviation as a GA pilot. Yet, he travels thousands of miles and spends two or more weeks a year on another continent where he can find communal joy with his fellow avia-tion nuts.

Shockingly, Graham tells me the main reason he makes the trek to North Ameri-ca each year is that general aviation barely

exists in his home country. Oh, there are general aviators. But they’re few and far between…and spend significantly more than we do.

Consider this: At Graham’s home air-port, the landing fee is 25 pounds. Add to that a mandatory handling fee of 60 pounds, and you’re looking at something in the neighborhood of $140 for a single landing and taxiing up to the FBO at Glas-gow. Add the cost of aircraft rental and a flight instructor, and the price of learning to fly rapidly approaches the level of be-ing truly crippling.

It didn’t escape my notice that we were standing in the middle of AirVenture as we had this conversation. My new friend tells me that his home country has fly-ins,

too. But not like this. A really big fly-in at home might draw 1,000 people, while AirVenture or Sun ’n Fun draw people by the tens of thousands, even on a down year.

The upshot of a simple tram ride was that I met a professional from another country who was able to share valuable insights.

As we parted ways, I felt pleased to have met him, and tremendously glad that I was fortunate enough to be born and raised in a country where general aviation thrives. It has been my good fortune to be a part of this marvelous industry, which can launch people from all over the world to our doorstep so that they can enjoy what we live with on a daily basis.

AirVenture’s international flavor

DAHER-SOCATA has posted video highlights of an air race challenge be-tween its TBM 850 and a World War II P-51 Mustang fighter, which occurred during this summer’s AirVenture in Osh-kosh.

The race was held July 29 as part of the celebration marking 100 years of continu-ous manufacturing by the company and its predecessors.

The friendly fly-off was performed over a traditional 6-lap course utilized in the National Air Race Championships’ Unlimited category to find out which was faster: The turboprop-powered TBM 850 or the North American P-51, which is one of the fastest single-engine piston aircraft of all time.

The TBM 850 was provided for the

race by its owner, Steve Walenz of Spirit Lakes, Iowa, and was flown by Bob Ode-gaard, a renowned National Air Race Championship pilot.

Providing the competition was a P-51D-30NA, which carries the “Gentleman Jim” markings to honor World War II fighter ace Capt. Jim Browning, who went miss-ing in action during 1945. This aircraft is owned by Jack Roush of the Roush Indus-tries research and development company, which is well known for its sponsorship of a NASCAR team. The P-51 was flown by Jimmy Leeward, a legend of the Reno Air Races, who also is a Hollywood mov-ie industry stunt pilot.

For the race results, the TBM 850 crossed the finish line a few seconds ahead of the P-51, enabling both pilots

to underscore their flying skills and the capabilities of their aircraft, company of-

ficials said.TBM850.com

Air race challenge: TBM 850 vs. P-51

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August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 23

These August 2009 accident reports are provided by the National Transportation Safety Board. Published as an education-al tool, they are intended to help pilots learn from the misfortunes of others.

Aircraft: Cessna 172.Injuries: None.Location: Bluffton, Ohio.Aircraft damage: Substantial.

What reportedly happened: The student pilot was flying solo. The airplane was approaching the landing flare when it encountered a gust of wind. The left main landing gear and nose gear hit the runway hard.

Not knowing the airplane was dam-aged, the student pilot executed a touch-and-go and flew the airplane back to his home airport. Examination of the airplane revealed the firewall was buckled.

Probable cause: The student pilot’s failure to compensate for wind conditions and maintain aircraft control during the landing.

Aircraft: Beech 18.Injuries: 2 Fatal.Location: Eden Prairie, Minn.Aircraft damage: Destroyed.

What reportedly happened: The pi-lot purchased the airplane approximately one year prior to the accident with the in-tention of restoring it for flight. The pi-lot, who held commercial, multi-engine and instrument ratings, reportedly did not have any Beech 18 flight experience. Pri-or to the accident, the plane had not been flown for approximately five years and had been used for spare parts. On the day of the accident the pilot, accompanied by a student pilot, intended to fly the airplane to another airport to pick up passengers, then return to the departure airport. A Spe-cial Flight Permit had been obtained, but had not been signed by the mechanic. The mechanic stated that he did not know that the pilot was going to fly the airplane on the day of the accident. The Special Flight Permit stated “Occupants shall be limited to essential crew necessary to operate the aircraft and its’ equipment.” The permit also stated that the “Landing Gear to Re-main Down.” The expiration date of the permit was Aug. 15, 2009. The airplane was last fueled a month before the acci-dent with 120 gallons of fuel. About 20 engine test runs, in addition to high-speed taxi tests, had been conducted since then. On the day of the accident, the pilot told friends he planned to circle the airplane a few times to make sure the airplane “wanted to fly” before departing the area.

Witnesses reported that, after taking off, the airplane seemed to “wobble” at a slow airspeed in a nose-high attitude and that it never got higher than 500 feet AGL. Some witnesses reported the en-gines were sputtering, while another stat-ed that the airplane was loud and “didn’t sound good.” One witness reported seeing

white smoke coming from the left engine and hearing the engine “popping” as the airplane took off.

The airplane made three left turns and it appeared as if the pilot was attempting to return to land. Witnesses described the left wing rising prior to the airplane bank-ing hard to the left and the nose dropping straight down. The airplane crashed just northeast of the airport and burst into flames. The right side of the elevator/tail-cone structure exhibited black rub marks and scrapes. Grass and nesting material was found inside the left wing. The left fuel valve was found in the OFF position and the right fuel valve was positioned to the rear auxiliary tank. Neither the fuel cross-feed valve nor the fuel boost pump switch was located. The left engine sus-tained substantial fire and impact damage. The right engine sustained heavy impact damage.

Probable cause: The pilot’s lack of experience flying the make and model of airplane, which led to a loss of control while maneuvering to return to the air-port. Contributing to the accident was a partial loss of engine power for undeter-mined reasons.

Aircraft: Aeronca 7AC.Injuries: None.Location: Finleyville, Pa.Aircraft damage: Substantial.

What reportedly happened: The pi-lot was practicing takeoffs and landings in the tailwheel-equipped airplane on a 2,505-foot asphalt runway. He reported the landing was normal, a speed of ap-proximately 60 mph, but the airplane went off the left side of the runway. It hit a han-gar located approximately 200 feet from the runway, which resulted in substantial damage to the airframe. There were no skid marks or evidence of braking from the runway to the point of impact at the hangar.

Probable cause: The pilot’s failure to maintain directional control during land-ing.

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

What reportedly happened: The student was practicing takeoffs and land-ings. One of the landings was harder than normal and resulted in a cut nose wheel, a damaged nose strut, and wrinkling of the firewall. The student pilot did not report the damage to officials from the flying club that operated the airplane. The dam-age was discovered during a maintenance inspection. The student pilot subsequently left the flying club and did not respond to the club’s emails or telephone messages. Two other student pilots and their flight instructor confirmed that during the three previous flights, they noted no damage to the airplane.

Probable cause: The student pilot’s

improper flare, which resulted in a hard landing.

Aircraft: Piper Pacer.Injuries: None.Location: Tacoma, Wash.Aircraft damage: Minor.

What reportedly happened: The pi-lot was attempting to land in a crosswind and was using a right wing low technique. Shortly after touchdown he heard the right gear leg pop and the strut collapsed. The gear support structure and associated gearbox were substantially damaged.

Post-accident examination of the strut attachment fitting by a NTSB metallurgist revealed that the fracture faces displayed features and deformations consistent with over-stress separations. The metallurgist reported that no indications of pre-exist-ing cracking or corrosion were detected. The pilot reported no mechanical anoma-lies with the airplane’s flight control sys-tems prior to the accident.

Probable cause: The pilot’s improper landing flare in crosswind conditions, re-sulting in a gear leg collapse.

Aircraft: Taylorcraft BCS-65.Injuries: None.Location: Boulder, Colo.Aircraft damage: Substantial.

What reportedly happened: Ac-cording to the pilot, the engine lost power shortly after takeoff. He performed a forced landing to an adjacent field. Dur-ing the forced landing the airplane was substantially damaged.

An examination of the airplane, con-ducted by the FAA, revealed no pre-ac-cident anomalies. However, according to the carburetor icing chart, the meteoro-logical conditions at the time of the acci-dent were conducive to serious carburetor icing at glide power.

Probable cause: A partial loss of engine power during initial climb due to carburetor icing.

Aircraft: Piper Pawnee.Injuries: 1 Fatal.Location: Creswell, Ore.Aircraft damage: Destroyed.

What reportedly happened: The airplane was being used to tow gliders. Shortly after the plane with a glider in tow departed, witnesses reported that the glider moved ahead of the tow airplane as the tow airplane descended. Witnesses re-ported that the Piper appeared to be slow and, approximately 200 feet above the ground, abruptly nosed over and crashed into terrain.

The student pilot of the glider reported that the takeoff roll, lift off and climb to 200 feet was normal. He stated that shortly after the glider reached 200 feet he heard a loud bang and glanced over his right shoulder to find the rear door unlatched. As he looked back he noted that the glider was now above the normal tow position.

The glider pilot pushed the stick forward to maneuver the glider to the proper tow position. The glider pilot noted slack in the tow line, and stated the tow airplane descended below the glider to a point where he lost sight of the airplane. He stated that the tow airplane did not seem to be in distress or out of control, and ap-peared to be in a 10° nose-down attitude prior to release. The glider pilot released from the tow airplane, turned 180° back towards the airport, and landed without further incident. He stated that the release felt normal, the glider did not pitch up or down, and no abnormal yaw was noted.

Examination of the tow airplane tail hook assembly revealed that the mount-ing plate was bent upward and the heads of two connecting bolts were in contact with the base of the rudder. The tail hook was intact and remained attached to the mounting plate. The hook was in the locked position, closed around the tow ring. The release cable remained attached to the hook and was continuous to the cockpit release handle. Functional test-ing of the tail hook assembly revealed no anomalies, and the assembly functioned appropriately.

Examination revealed no evidence of mechanical malfunction or failure with the engine or airframe.

Toxicology testing indicated the pres-ence of marijuana in the tow pilot’s blood and lung tissue. The levels of marijuana noted in the toxicology report suggest use of the illegal drug within three hours of the accident, which likely impaired him during the flight.

Probable cause: The pilot’s failure to maintain aircraft control during takeoff for a glider tow operation. Contributing to the accident were his impairment due to marijuana use and the low altitude of the flight that reduced the time available to recover from an upset.

Aircraft: Aeronca 15AC.Injuries: None.Location: Palmer, Alaska.Aircraft damage: Substantial.

What reportedly happened: The private pilot was on a cross-country flight, which included landing at an off-airport site. The pilot said he made several low passes over the area prior to landing. He said he had plenty of room for a safe land-ing, but when it appeared the airplane was going to go off the end of the land-ing area he applied the brakes and aimed for a brushy area. The brush concealed a creek bank. The airplane hit the bank and nosed over.

The pilot said an examination of the landing area revealed that the surface was wet glacial silt, and much slicker than he had anticipated. He said the airplane received substantial damage to the right wing, lift strut, and strut attachment.

Probable cause: The pilot’s selection of unsuitable terrain for landing, which resulted in a runway excursion, collision with terrain, and nose over.

Accident Reports

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24 General Aviation News — 800.426.8538 August 26, 2011

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Sept. 18, 2011, Simsbury, CT. 26th An-nual Simsbury Fly-In/Car Show (4B9) 860-693-4550.

Sept. 22-24, 2011, Hartford, CT. AOPA Avia-tion Summit 2011 800-872-2672.

Oct. 2, 2011, Painted Post, NY. Fly-In Chicken BBQ (7N1) 607-962-5660.

Oct 2, 2011, Lock Haven, PA. Pancake Break-fast Fly/Drive-In (LHV) 570-748-5123.

Oct. 5, 2011, National Harbor, MD. ATCA 56th Annual Conference & Ex-position 703-299-2430.

Oct. 11, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359.

Oct. 15, 2011, Jefferson, GA. 6th An-nual Autumn Fly-In/Aviation Day (19A) 706-367-9866.

Oct. 24, 2011, Topping, VA. Wings Wheels and Keels (W75) 804-758-2753.

Oct. 28-30, 2011, Lumberton, NC. Mid-Atlantic Fly-In & Sport Aviation Conv 910-740-6751.

North Central United StatesAug. 27, 2011, Guttenberg, IA. 11th An-

nual Abel Island Fly-In Float-In Pot-luck/BBQ 319-480-0913.

Aug. 28, 2011, Downers Grove, IL. Brook-eridge Fly-In (LL22) 630-776-5186.

Aug. 28, 2011, Greenfield, IA. Wings Fly-In (GFZ). 641-343-7184.

Sept. 2, 2011, Cleveland, OH. Intl Women’s Air & Space Museum’s Annual Pre-Airshow Party (BKL) 216-623-1111.

Sept. 3, 2011, Poplar Grove, IL. Vintage Wings and Wheels Show (C77) 815-547-3115.

Sept. 3, 2011, Marion, IN. Fly-In/ Cruise-In (MZZ) 765-664-2588.

Sept. 3-5, 2011, Cleveland, OH. Cleveland National Air Show 216-781-0747.

Sept. 10, 2011, Oshkosh, WI. Fly-In/Drive-In Pancake Breakfast/Young Eagles (OSH) 920-419-5631.

Sept. 10, 2011, Ironwood, MI. Gogebic-Iron County Airport Fly-In (IWD) 906-932-3121.

Sept. 10, 2011, Monee, IL. Meadow Creek Pilots’ Open House (2IL9) 773-767-1401.

Sept. 10-11, 2011, Jackson, MN. Fly-In Breakfast/Kite Fly (MLQ) 507-847-3599.

Sept. 10-11, 2011, Greencastle,

IN. Putnam Co. Airport Apprecia-tion Days (4I7) 765-363-2093.

Sept. 11, 2011, Maple Lake, MN. Pork Chop Dinner Fly-In (MGG) 763-670-6021.

Sept. 15-18, 2011, Ypsilanti, MI. An-nual Twin Aero Commanders Fly-In (YIP) 360-835-1090.

Sept. 16-18, 2011, Jacksonville, IL. Midwest Stinson Reunion (IJX) 217-243-7032.

Sept. 20, 2011, St Louis, MO. FAA Safety Management System (SMS) Gap Analysis Conf 314-977-8725.

Sept. 23, 2011, Cahokia, IL. EAA Ford Trimotor Visits St Louis Down-town AP (CPS) 314-605-3328.

Sept. 23-25, 2011, Mt Vernon, IL. Mid-west LSA Expo 618-242-7016.

Sept. 23-25, 2011, Dayton, OH. World War I Dawn Patrol Rendezvous 937-255-7207.

Sept. 24, 2011, Hanover, IN. Wood, Fabric and Tailwheels Fly-In (64I) 812-866-3211.

South Central United StatesSept. 9-11, 2011, Falls of Rough, KY.

Kentucky EAA Sport Aviation Wknd #37 (2I3) 502-935-8235.

Sept. 10, 2011, Oneida, TN. Wings Over Big South Fork Air & Car Show (SCX) 865-617-7000.

Sept. 10, 2011, San Antonio, TX. Chapter 35 Fly-In Breakfast (8T8) 210-410-9235.

Sept. 10, 2011, Scott City, KS. Show-down on the Plains Airshow & BBQ Challenge (TQK) 913-484-7116.

Sept. 10-11, 2011, Newton, KS. Ace’s High Aerobatic Contest (EWK) 316-648-5057.

Sept. 16-17, 2011, Bartlesville, OK. 55th Annu-al Tulsa Regional Fly-In (BVO) 918-622-8400.

Sept. 16-17, 2011, Bartlesville, OK. Light Sport Expo (BVO) 918-622-8400.

Sept. 16-18, 2011, Terrell, TX. Flights of Our Fathers Fly-In (TRL) 972-524-1714.

Sept. 17, 2011, Sherman, TX. Fly-In Break-fast & Fly Market (SWI) 936-355-4069.

Sept. 17, 2011, Sparta, TN. Upper Cum-berland Airshow (SRB) 931-761-4359.

Sept 21-25, 2011, Tulsa, OK. Aero-star Owners Assn 41st Annual Conv (RVS) 918-258-2346.

Sept. 25-30, 2011, Sherman, TX. U. S. National Aerobatic Championships 408-867-5434.

Western United StatesAug 26-28, 2011, Broomfield, CO. Rocky

Mountain Fly-In (BJC) 303-596-6139.Aug. 26-27, 2011, Madras, OR. Airshow of

the Cascades (S33) 541-815-5079.Aug. 27-28, 2011, Minden, NV. 1st An-

nual Western States Aviation Roundup/Air Show (MEV) 775-782-9871.

Aug. 27, 2011, Lynden, WA. Lynden Airport Open House (38W) 360-354-6763.

Aug. 27, 2011, South Lake Tahoe, CA. 22nd Annual Lake In The Sky

Air Show (TVL) 530-541-0480.Aug. 28, 2011, Republic, WA. Wings Over

Republic Fly-In (R49) 509-775-3911.Sept. 3, 2011, Lewiston, ID. Fly-In Break-

fast (LWS) 208-743-5626.Sept. 3, 2011, Hollister, CA. Frazier

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

Sept. 10, 2011, Elko, NV. Sky Fair 2011 (EKO) 775-738-7123.

Sept. 10, 2011, Murrieta, CA. Coyote Coun-try 99s 20th Annual Cross Country Caper & Poker Run (F70) 760-728-6568.

Sept. 10, 2011, John Day, OR. Grant County Air Search Fly-In Breakfast 541-820-4310.

Sept. 10, 2011, Sunriver, OR. Oregon Pilots Assn Conv/Annual Meet (S21) 503-838-2131

Sept. 10-11, Sacramento, CA. California Capital Airshow (Mather). 916-876-7568.

Sept. 17, 2011, Fort Jones, CA. Scott Val-ley Fly-In (A30) 530-467-3158.

Sept. 17, 2011, Concrete, WA. Corn Boil & Chili Feed & Open Cock-pit Day (3W5). 217-273-9879.

Sept. 17, 2011, Mojave, CA. Vintage Air-craft Display (1CL2) 661-342-0604.

Sept. 23, 2011, Santa Fe, NM. NMPA Moun-tain Flying Clinic (SAF) 505-690-4032.

AlaskaMay 5-6, 2012, Anchorage, AK.

15th Alaska State Aviation Trade Show/Conf 907-245-1251.

Oct. 28, 2011, Anchorage, AK . Alaska Avia-tion Safety Summit 907-277-0071.

InternationalSept. 16-18, 2011, Bedford, Eng-

land. No. 5 British Flying Training School Reunion 229-435-4119.

Sept. 20-23, 2011, Montreal, QC, Canada. Global Air Navigation Indus-try Symposium 003123568538.

Sept. 29, 2011, Berlin, Germany. Ger-man Business Aviation: Legal Per-spectives 305-767-4707.

Oct. 17-20, 2011, Seoul, Korea. Seoul Air Show: USDOC Aerospace Exec Service 949-660-7105.

Nov. 2-4, 2011, Shanghai, China. Air-craft Engine World China Sum-mit 2011 862150589600.

The Calendar of Events is published as a public service for our readers and is available in its entirety on our website.To submit an event, go to General-AviationNews.com, click on Calen-dar, then follow Submit an Event in-structions or fax your information to 253-471-9911.

Calendar of Events

August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 25

New book on owner maintenance published

Alpha Zulu has released a new book, “Owner Assisted Aircraft Mainte-nance.”

The book, by Daniel Mac-Donald, a pilot, flight instruc-tor, and former flight school owner, describes common main-tenance activi-

ties that are approved for pilots to perform by the FAA, along with a number of other projects that pilots can complete under the supervision of a certified mechanic.

Price: $29.95.AircraftMaint.com

iPad kneeboards and mounts debut

MyGoFlight has introduced the iPad Sport series for kneeboard and cockpit-mounted uses.

The iPad Kneeboard Sport works in aircraft where there is a cyclic or control stick used be-tween the legs or where space is tight. The case can also be mated to a

RAM mount secured di-rectly to the airplane.

The iPad Sport NR is de-signed for pi-lots who want to mount their iPad. It mates using a quick-connect Sport

Adapter with a yoke, glare shield, or suc-tion cup mounting system by RAM.

MyGoFlight.com

PropPastie introducedJust introduced is PropPastie, a new

style spinner cover, designed to minimize snow, ice, and water from lying on your propeller hub and bearings and freezing inside your spinner.

PropPastie fits all light aircraft, accord-ing to company officials, who note that the proper way to position a propeller in

the winter is to have a blade vertical on the bottom to allow water to drain. How-ever, this allows water, snow and ice to sit on your propeller hub and bearings. This could have disastrous effects should any water leak into your propeller hub, com-pany officials said. Without PropPastie, blowing snow also could end up inside your spinner and cause a detrimental im-balance.

Price: $34.95.PropPastie.com

Fuel price app releasedGlobalair.com has released FBO Fuel

Prices, its first iPhone application de-signed specifically for locating FBOs with the most com-petitive fuel prices. It is available for iPhone and iPad.

The app is launched by filling in either an airport identifier or the name of a city and state in the browser. The application will then ask for specific items from drop down lists, including criteria such as a nautical mile search radius, type of fuel sought (Jet A or 100LL), and how the information is to be sorted. Once these queries are satis-fied, the system generates a map and a list of the area airports reporting fuel. Click-ing on an airport icon will either display a link to the airport or telephone and/or email contact information for an FBO where real-time fuel availability and cost information can be obtained.

FBOFuelPrices.com

Hillsboro Aviation opens online store

Hillsboro Aviation has launched its new online store, ShopAviation.com, featuring aviation products and services ranging from avionics systems to experimental aircraft products to custom installations.

ShopAviation.com sells items from leading manufacturers, some of which are exclusive to the shop, according to company officials, who note the company can also locate thousands of aircraft parts from its supplier network.

Customers also have the option to submit a request for a quote for parts, component overhaul, Lycoming engines, experimental aircraft avionics, avion-ics installations or maintenance services, company officials said.

HillsboroAviation.com

Cutter named Cirrus service center

Cutter Aviation’s facility at San Anto-nio International Airport (SAT) in Texas, has been named an Authorized Service Center by Cirrus.

Cutter Aviation San Antonio is now authorized to perform scheduled and unscheduled maintenance for all Cirrus models as well as warranty work, repairs and component replacement for new and pre-owned Cirrus Aircraft. Avionics ser-vice and support for Cirrus aircraft also will be available through Cutter Aviation San Antonio.

CutterAviation.com

New Pitot Glove from Sporty’s

Sporty’s has introduced a new Pitot Glove, which wraps securely around angled pitot tubes to keep insects from taking up resi-dence.

It’s simple to install and easy to remove, compa-ny officials said. A Velcro strap attaches securely to all angled pitot tubes, while a red REMOVE BEFORE FLIGHT streamer provides visibility.

Price: $9.95.Sportys.com

World’s smallest PLB approved

ACR Electronics’ ResQLink, the world’s smallest 406 MHz Personal Loca-tor Beacon (PLB), is now FCC approved

and for sale to con-sumers in the U.S. In-ternational approvals are expected to follow, according to company officials.

Manufactured by ACR Electronics, the ResQLink is small and light enough to hold in one hand yet powerful

enough to guide rescuers to within 100 meters or less of the user’s position in a life-threatening emergency, company of-ficials said.

With three levels of integrated signal technology — GPS positioning, a 406 MHz signal, and 121.5 MHz homing ca-pability — the ResQLink relays informa-tion to the Cospas-Sarsat International worldwide network of rescue satellites.

The waterproof ResQLink broadcasts a unique registered distress signal that not only tells rescuers where the sender is, but who they are. The GPS can fix the sender’s position to within 100 meters and then utilizes a 406 MHz signal to relay the distress call to orbiting satellites. As local Search and Rescue is deployed, a separate

homing signal and integrated LED strobe light guide rescuers to the sender’s exact position, officials explained.

There are no monthly service fees re-quired for 406 MHz beacons. Suggested price for the ResQLink is $325.

ACRElectronics.com

New U.S. distributors tapped for Evektor

Evektor-Aerotechnik has appointed two new distributors in the U.S. for its Sport-Star MAX and Harmony Light-Sport Air-craft.

Dreams Come True Aviation in Tipp City, Ohio, represented by Steve Minn-ich, operates at the Dayton Wright Broth-ers Airport (MGY), the James M. Cox Dayton International Airport (DAY), and the Andy Barnhart Memorial Airport (2OH0). It will be Evektor’s authorized sales representative and customer support center for the Middle Northern States. Besides Evektor aircraft sales, the com-pany keeps a stock of Evektor spare parts and, through an association with Aviation Sales of Dayton, provides flight training and rentals.

Sales and support in the Northeast will be handled by AB Flight, based at Queen City Airport (XLL) in Allentown, Pa., represented by Art Tarola. Tarola runs an LSA flight training operation, is a Desig-nated Pilot Examiner, an A&P, a Rotax heavy maintenance technician, and is also a point for re-assembly of Evektor aircraft after delivery to the U.S., according to company officials.

EvektorAircraft.com

FlyPMA.com transitions to subscriber-based service

FlyPMA.com, an independent orga-nization that provides a search platform of corrected PMA part information, has expanded its offerings, while at the same time transitioning to a subscriber-based service.

“In an effort to expand our PMA da-tabase, FlyPMA has been integrating in-dustry submitted PMA data that is miss-ing from the FAA Regulatory Guidance Library and other lesser PMA search en-gines,” officials said. “We are also in the process of expanding the site to include features like user repair data and repair station capabilities, next higher assembly information, and a DER database.”

FlyPMA.com

New ProductsOwner AssistedAircraft Maintenance

Daniel H. MacDonald AZ

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26 General Aviation News — Buyer’s Guide Marketplace August 26, 2011

Two American pilots, Mickey Russell and Jay Jones, hope to break the world speed record of flying around the world over the poles in November — and break a 40-year-old speed record in the process.

“More people have stood on the moon than have flown over both of the world’s poles in a propeller-driven aircraft,” Rus-sell says.

The epic flight is timed to maximize fa-vorable conditions and to mark the 100th anniversary of the first successful expedi-tion to the South Pole by the Amundsen Expedition in December 1911, as well as the 40th anniversary of the first success-ful flight over both the world’s poles by Elgen Long in November 1971. If Russell and Jones’ 24-day expedition is success-ful, it will surpass Long’s flight, which is still the world record at 28 days, by more than 10%, according to the pilots.

The pilots, both born in the 1950s in Texas, met eight years ago in Buena Vista, Colorado.

Russell is no stranger to planning for such a flight, having helped former as-tronaut Pete Conrad and his crew set a world speed record for circumnavigation in a Lear Jet in 1996. He has more than 3,400 hours of flight time. Jones’ Formula One Racer Quadnickel, based at the Cen-tral Colorado Regional Airport in Buena Vista, is well known to fans at the Na-tional Championship Air Races in Reno, Nevada. A background in engineering and aircraft design, and his expertise in up-grading the efficiency of aircraft, will be vital to the world record attempt, Russell says.

The endeavor requires an aircraft with a 5,200-mile range, as the majority of the route will be flown over water or ice. Jones and Russell decided to use a Beech-craft Queen Air, which had been a former US Army U-8 aircraft. The aircraft will be equipped with modern avionics and navi-gation equipment.

In addition to the tasks involved in plan-ning for international travel, including se-curing the necessary permits, determining logistics, and interpreting the effects of meteorological patterns, the preparation for the world-flight attempt will involve test flights. Those flights will reveal the strengths and limitations of the aircraft and its systems, the pilots say, noting the test flights, 30 to 40 hours long over the next few months, will also determine the physical limits of the pilots.

“It’s going to take us 200 flight hours, but the planning and preparation will take us more than 2,000 hours,” Jones says.

Although the route is subject to change due to political or meteorological condi-tions, the pilots will start in Colorado and head to Valdez and Anchorage, Alaska. They will then fly over the North Pole to Greenland, then on to Canada and west-ern Africa. They will then fly over the Equator, on to Kenya and then south to South Africa. From South Africa they will fly over the South Atlantic to Brazil. After reaching Brazil, they will fly along the coast until they reach the southern tip of South America. There, from a little-known airfield, they will fly to the South Pole and then on to Chile. The final legs will take them up western South America to Central America. After flying to Belize, they will finish their flight on the conti-nental United States at their home base in Colorado.

A documentary about the expedition is planned. In addition to recording the preparations and the flight, the documen-tary will include footage of exotic loca-tions that have rarely been filmed, the pilots say.

WorldFlyers.org

Pilots hope to break speed record flying over the poles

Phot

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Jay Jones and Mickey Russell in front of the Beechcraft Queen Air they will use for their record attempt.

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August 26, 2011 General Aviation News — Buyer’s Guide Marketplace 27

The kind of risk-seeking behavior that motivates certain people to fly GA aircraft may also make them effective corporate leaders, according to a new study co-au-thored by professors from the University of Notre Dame and the University of Or-egon.

Merging finance and psychology re-search to explore the role that genetics plays in CEO behavior, finance professors Matthew Cain of Notre Dame’s Mendoza College of Business and Stephen McKe-on from the University of Oregon’s Lund-quist College of Business document a relationship between genetic personality characteristics of CEOs and the types of corporate policies adopted by their firms in their study, “Cleared for Takeoff? CEO Personal Risk-Taking and Corporate Poli-cies.”

“Firms led by CEOs who are pilots exhibit corporate policies that differ sub-

stantially from those led by non-pilots,” Cain says. “For example, CEO pilot-led firms are more likely to engage in mergers and acquisitions, have more debt in their capital structure — meaning higher lever-age and greater overall stock return vola-tility. Thrill-seeking CEOs bring a certain element of this personality trait into the executive suite, as reflected by more ag-gressive corporate policies.”

Cain and McKeon focused on GA pi-lots. They were able to determine which CEOs like to fly airplanes by conducting searches of the FAA’s airmen certifica-tion database, public records, and other sources. “We identified 179 CEO pilots and more than 2,900 CEO non-pilots,” Cain says.

Their research was inspired by the Sen-sation Seeking Scale, originally devel-oped by psychologist Marvin Zuckerman in the 1970s and since used in hundreds

of psychology studies to measure the types of behaviors exhibited by sensa-tion seekers, including habitual drug use, sexual activity, psychopathy, risk-taking, and cognitive innovation. One component of the scale, Thrill and Adventure Seek-ing, is measured by survey responses that indicate a preference for activities such as flying airplanes, surfing, skiing, sky-diving, scuba diving, mountain climbing, and driving motorcycles.

“Piloting small aircraft as a hobby is more risky than driving a motorcycle, fly-ing a helicopter, or even crop-dusting,” Cain says. “The research shows these CEOs exhibit a clear willingness to en-gage in risky activities for the sake of pleasure.”

But if these pilots and CEOs possess personality traits that can be linked to psy-chopathy and criminal activity, wouldn’t that hurt a company’s bottom line? Cain

and McKeon say they found “no such evi-dence of value destruction” at the corpo-rate level.

That’s because many of the undesirable behaviors often exhibited by sensation seekers tend to manifest among individu-als who lack adequate stimulation and outlets for creativity. Cain and McKeon say running a company may serve as an outlet for creativity and help to draw out certain cognitive abilities of CEOs to the benefit of their firms and ultimately share-holders.

“These CEOs tend to complete acquisi-tions that are more successful than those completed by non-sensation seeking CEOs,” Cain says. “Their creativity and novelty seeking characteristics lead them into deals that improve the growth pros-pects of their firms.”

ND.edu, UOregon.edu

Why pilots make great CEOs

Researchers at the University of Arkan-sas have developed a statistical model of the typical, day-to-day operations at gen-eral aviation airports.

Supported by the U.S. Department of Homeland Security and the Mack-Black-well Rural Transportation Center at the university, the research could help offi-cials detect unusual activity or behavior that might be associated with a security threat, researchers said.

“We want to understand the variation associated with usual general aviation ac-tivity and operations, so unusual activity can be detected, analyzed and resolved,” said Justin Chimka, associate professor of industrial engineering and a research-er at the rural transportation center. “In other words, how big does a statistical error have to be for it to be considered a threat? Based on historical data, there are basic assumptions or expectations about what should be going on at these airports. Now we have to ask ourselves if reality — what’s really going on — meets these statistical expectations. If not, then we probably should look at it.”

Chimka and student Ryan Black ana-lyzed and recreated existing models used to predict growth at general aviation air-ports, then developed them for security purposes.

The models rely on basic demographic information — annual number of land-ings and takeoffs, total number of planes based at an airport, population within a 100-mile radius, flight schools at an air-port, and whether an airport has a traffic control tower.

The researchers used linear regression models to develop a basic x-y graph dem-onstrating normal activity at an airport. Any activity — an extreme spike in the number of landings or takeoffs, for exam-ple — that strays too far from the axis of the line is considered dangerous and prob-ably merits attention, the researcher said.

UArk.edu

Model behavior at GA airports

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28 General Aviation News — Buyer’s Guide Marketplace August 26, 2011

A series of events celebrating Cal Rod-gers’ flight from Sheespshead Bay, N.Y., to Long Beach, California, will takeoff Saturday, Sept. 17 — the same day Rod-gers began his transcontinental quest 100 years ago.

Just eight years after the Wright broth-ers’ first flight, Rodgers proved that man could fly across the United States. This daredevil aviator, with only a few hours of training, got his pilot’s license and a Wright brothers EX-1 airplane and set out on a flight from New York to California. He wanted to win a $50,000 prize offered by William Randolph Hearst for cover-ing the distance in 30 days. He missed the deadline, because of weather and me-chanical delays and 16 crashes. Rodgers landed in Long Beach Dec. 10, 1911.

Author E.P. Stein will be at Long

Beach’s Boeing Theater Sept. 17 from 4-6 p.m. with a discussion and book sign-ing. Stein’s book, “Flight of the Vin Fiz,” chronicles Rodgers adventures during his cross-country flight, which lasted 84 days and covered 4,231 miles. Rodgers fi-nanced his flight by agreeing to make his plane a “flying billboard” for the Armour and Company’s grape juice drink “Vin Fiz.”

The “We Can Soar” events will run through December and include a Hangar Dance and Dinner; a showing — and ap-pearance by the filmmaker — of “Break-ing Through the Clouds,” a documentary by Heather Taylor about the 1929 Wom-en’s Air Derby; and a dedication of the “Vin Fiz” replica and plaque honoring the transcontinental flight and the history of aviation in Long Beach.

“We Can Soar” raffle tickets will be sold for $10 each or 6 for $50 for a chance to win two free tickets from JetBlue. The money goes to the Long Beach Rosie the

Riveter Foundation to pay for a 1/3 scale replica of the “Vin Fiz” to be placed at the entrance to the Long Beach Arena.

VinFizLongBeach.com

Long Beach to celebrate 100th anniversary of epic flight

Phot

o co

urte

sy

August 26, 2011 General Aviation News — Classified Pages 29

Aeronca - 1050

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

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

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

Aerostar - 1110

1977 AEROSTAR 700, one-owner. 3000TT, 400 on left engine, 1300 on right engine. Aux. fuel tanks, MFD, EFIS and much more equipment. .Recent annual by Winner Aviation (WING). Call Jim-330-397-5769,

Aviat - 1400

AVIAT HUSKIES- 2007 thru 2009 used. VFR, IFR, G600, taking 2011 orders. Call for details. Jim Taylor, McCreery Aviation, 956-686-1774.

Beech Bonanza - 1505

1965 S35 Bonanza S/N-D7913. AFTT-4220, EngTT-33FactoryTSN, IO520B. Exterior-paint-1996. New 1-piece Windshield, PropTT 33 since McCauley FN. Fast airplane. Price reduced!. 208-733-5920

1976 V35B, NDH, 4525-TTAF, 1325-SMOH, 3-Blade 550 SN, Dual Collins VHF251, VIR351, IND351, GX50 IFR GPS, STEC30 w/GPSS ALT-Hold, intercom 4, 623-566-0443, jackwillis@cox.net

1957 H Model, 3592-TT, 72 on-prop, 1070-SMOH, audio panel, 2-KX-155’s, KT76A-Transp, II-Morrow GPS, Many mods&upgrades. $49,500./OBO For More info and pic-tures: 509-638-3898. and www.generalaviationnews.com

1981 A36TC, TTAF:2788.19 (06/10/11), Engine:TTSN 225.84, TSOH:225.84, A/P/Flight Director, KFC-200, HSI, KFC-55A, 510-553-8483, sarah@kaiserair.comwww.kaiserair.com See more details/pictures at www.generalaviationnews.com

Beech Debonair - 15101962 B33, IO-550, 300 HP, 3-blade prop, 950-SFRM, 5200 TT, GX55 GPS, King digital IFR, slope windshield. ECT. $49,950. CA/510-783-2711.

Beech Sierra - 1525

1970 BEECH Sierra 200 hp, nice paint and interior, IFR, autopilot, Reduced!! $31,750. West One Air. 208-455-9393. westoneair@aol.com

Beech Baron - 1602

1972 BEECH Baron TT5480, SMO309, IFR equipped, KY196, KX155, GTX327, KCS55, Strikefinder $73,000.818-896-6442. vista@vistaaviation.com

Beech Duke - 1606

BEECH DUKE-P-236, 425/390-SMOH, 2100-TT-VG’s, Sandel, STEC-65 A/P, Alt. pre select. Well maintained, Needs nothing. Too much to list. $180K. 714-812-5854.

1970 BEECHCRAFT Duke. Will Trade! Beautiful Aircraft inside & out. Pressurized, radar, IFR. $97,750. West One Air. 208-455-9393. westoneair@aol.com

Beech Travel Air - 1614

1958 BEECH Travel Air. Many Many mods. IFR, 450 SMOH, Reduced $63,000 or Trade. West One Air 208-455-9393. westoneair@aol.com

Bellanca - 1650

1975 BELLANCA Super Viking, 17-30A, 2300TT, 650SMOH, dual Garmin 430 $43,000. 818-896-6442 fvista@vistaaviation.com

Cessna 120/140 - 1902

1946 CESSNA-140 4650 TTSN, 450 SMOH, wheel pants, King digital avionics. Nice glass/paint/interior. All logs. Asking $23,500. John 512-869-6153.

NICE 1947 C-120 3735-TT, 1778-SMOH, 596-STOH, polished, King-radios, xpdr/mode-C, shoulder-harness, metal-wings, Clevelands, owned/hangared last 18-years (ALW). Lost medical. $20,500. 541-938-7590.

Cessna 150 - 1904

1973 C-150L 6365TT, 200SMOH, 500SPOH, NDH, complete logs. Flown regularly, hangared. Super Clean! $22,000. 360-903-6901. See more details/pictures at:www.generalaviationnews.com

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

1977 CESSNA 150, King IFR, $22,000. 818-896-6442. vista@vistaaviation.com

1967 C-150G, 3660-TT, 360-SMOH, KX-125 w/PS Engi-neering intercom, strobes, new panel & interior. Lots of upgrades. Fresh annual. $19,995 360-403-7428.

Cessna 152 - 1905

C-152 Lease with maintenance guarantee within 100-miles from Olympia. Two FBO’s and flying clubs. P&PLeasing. Earl Pearson 360-292-7220, 360-754-5221.

Cessna 170/175/177 - 1906

‘53 CESSNA 170B, 3500TTAF, hangared, P-Ponk-kit, vacuum-pump, alternator, GPS, transponder, 4-pl. inter-com, paint/interior-8, Last-annual cyl-74/80. $38,000. 860-643-0898, sybilbartone@sbcglobal.net See more details/pictures at www.generalaviationnews.com

1973 177B. Cardinal 2600TTSN. Exceptional In&out. Imron custom paint. Hangared. 684hrs on factory-reman Fresh annual. $49,950, reduced $,5000. 541-471-9337. Grants Pass OR.

C-175, LOW-TIME on engine IFR, Cleveland-brakesHorton-STOL, 180hp push-conversion, stored-in-dry hangar. Lost-medical, engine being run regularly. Price-reduction for quick-sale. cell/360-470-2809/360-482-3494-lv-msg

Cessna 172 - 1907

1967 C-172 180hp, new paint & interior, IFR. Reduced $45,750. West One Air. 208-455-9393. westoneair@aol.com

1969 CESSNA-172K, 4629-TT, 1546-SMOH O-320 E2D. Aircraft is configured for floats, had PK-2300 floats on it. $39,000. William Duvall 253-307-9271.

1969 C-172K. 180 HP conversion. Horton STOL kit. 10 SMOH, 10-SPOH. New upholstery. Current June-annual. $59,000. Appraised $74,000. 509-750-7225 .

Cessna 172 - 1907

1977 CESSNA 172N Skyhawk N80628 w/float kit, 2670-TTAF, 1420-TTE, O-360 Lyc 180hp, Conv ,ALL LOGS, Flybuddy, GPS, DME, Full IFR, NDH, CSP, “Needs An-nual”, HANGARED. $44,000USD FIRM. 541-347-4318. Marion See pictures at www.generalaviationnews.com

1977 C-172N, 2670-TTAF, 1420-TTE O-360 Lyc-180hp, all logs, Flybuddy-GPS, DME, full-IFR, NDH. CSP, new annual, hangared Bandon OR, $59,000. 907-305-3056.

1976 C-172N TTAF-8553, TTE-252 on new Lyc-360 en-gine/prop. 07-15-09/Artex 406 ELT-system installed. 07-12-07 Garmin 530W, avionics fan&black steel-panel in-stalled. Annual-04-06-ll. Asking/$62.50. 509-843-3497.

Cessna 180/185 - 1908

1980 CESSNA 180/185- 4220-TTAF, 430-SFRM (300hp IO-55O!), Kenmore G/W increase: Useful=1,257lbs. Gar-min 430/155, King-HSI, WX-500, JPI EDM-800, dig-tach, No-autopilot, no float-kit. Skymachines, 888-651-2257.www.skymachines.com

1955 C-180 300 hours on new O470U eng/prop, new paint/leather interior, IFR, GPS, Topline radios, STOL kit. Many extras. always hangared, very clean, $70,000, 702-723-5427, 702-228-5982.

1955 C-180, 4075-TTAF, 3100-TTENG, 1430-SMOH, KX175B, KY97A, Pilot-III GPS, panel Mtd-Bose headset, 850-tires, heavy-duty tailwheel assy, lots of extras. $59,000. 406-443-0066 vetteraviation@hotmail.com for pictures & full spec.

Cessna 182 - 1909

1964 C-182 3800 TT, 985 SMOH, IFR, GPS, fresh annu-al. $45,750. West One Air, 208-455-9393westoneair@aol.com

1977 C-182Q, 2700-TTSN, 1250-SFREMAN, IFR, LRT, NHD, hangared, complete logs, many extras, Anchorage based $57,500 OBO. call George 907-333-3248.

1973 182P, 919hrs P-Ponk ,530W, 340-audio, HSI, ME406 ELT, SR8A-analyzer, 3bl-prop, King-155, 2Light-speed, 4pl-oxy. Loads of TLC. $127,000. 541-882-1887,LncMorstad@charter.net

1958 C-182A Skylane, 475-SMOH, 50-SPOH, STOL, in-terior-10, paint-9, Garmin-250XL GPS-com, NDH, logs, manuals, extras, nice plane, $35,000/negotiable, Salem OR, 503-364-2473.

1976 CESSNA 260SE/STOL 182P TT:2860, SMOH:10, autopilot, S-Tec 60-2, GPS, Stormscope, NDH, show-room Sharp!! Specs&photos on request. $156,000/OBO. 303-745-1010, hiflyin10@aol.com

1960 SKYLANE, 5350+TT,1170-SMOH, 150-SPOH, P&I-9, Garmin-135A GPS/com, King KX170A VOR w/GS, Apollo SL70 xpdr, EGT/CHT, cowl/manual flaps. slant tail, Horton STOL, aileron/ flap-gap seals, leading edge cuff wingtips, stall fences, 4-pl intercom, ext baggage, current June annual. $49,500. 10% discount with this ad. Will consider LSA or part trade. Ron/509-750-7225.

2002 CESSNA Turbo 182T, 865TTAFE, Nav II w/storm-scope, HSI. All original, good P&I. Desert plane/no corro-sion, $172,900 www.N5156M.com SkyMachines, 888-651-2257.

Cessna 190/195 - 1910

1948 CESSNA 195A. 4000TT, 75SMOH, 208SPOH, Mark 12D navcom, transponder, 7/22/2010 annual, new paint/ interior. $68,000. 208-305-7804.

Cessna 200 Series - 1912

1981 CESSNA Turbo-206G II TT-2200, SMOH:1045, IFR-Certified, Strikefinder, Shadin-Fuel Totalizer, A/P, Excellent Maintenance-History, NDH. Spec&photos on request. $175,000/USDollars, 303-745-1010. hiflyin10@aol.com

Cessna 300 Series - 2005

1963 SIX-PLACE Cessna-310H, 6000TT, Mid-time En-gines & Props, King-Radios, HSI, DME, ADF, TXP, Auto-Pilot, Annual-Due, hangared, $35,000/Firm. Oregon 503-648-1032 fruhtrunkusa@msn.com

Cessna - 2020

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

Cessna Parts - 2030

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

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

Cessna Parts - 2030

Pacific Oil Cooler Service, Inc.Specializing in FAA-PMA Factory New…

800-866-7335 • www.oilcoolers.com

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

Champion Parts - 2055

FREE UNIVAIR INVENTORY LISTING. Hundreds ofFAA-PMA’d parts Univair, 2500 Himalaya Rd, Aurora CO80011-8156. Toll-free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Citabria - 2150

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

Citabria Parts - 2155

FREE UNIVAIR INVENTORY LISTING. Hundreds ofFAA-PMA’d parts Contact: UNIVAIR, 2500 Himalaya Rd,Aurora CO 80011-8156. Toll free 1-888-433-5433, info303-375-8882, FAX 1-800-457-7811, www.univair.com

DeHavilland - 2400

1954 DHC-2 Beaver, SN 737, TT-23035, TSMOH O,Edo 4930 floats, 135 Ready, many mods. Call Don at907-957-0825 for specifications and installed equip.$360,000/OBO.

1956 DEHAVILLAND BEAVER, 5-hours since stunningnew paint and leather interior. SN-994. 12,100TTSN,830since Covington Major. 20-hours on 3-bladed HartzellWipline 6000-Amphibs. $465,000w/free delivery in NorthAmerica. (just more opportunity for me to fly it). Ron,TX/806-662-5823-cell; ronfernuik@hotmail.com

REDUCED!! $600,000. DeHavilland HERON DH-114-X2owned by Queen Elizabeth. Gipsy Queen 30 Mark 2 en-gines. 2-1/2 planes +spares. OR/541-220-1000.happymiles@comcast.net

Ercoupe - 2550

1946 ERCOUPE, 415 C/D, 3236TT, O-200, 647-SMOH,New ECI-Titan Cyl, New: poly-Fiber Wings/Windows/in-terior/Exhaust/Garmin-SL40, list goes on. All-AD, Octo-ber-Annual. Same A/P owner 46-years. $19,640.00 503-829-9017.

48 415E Ercoupe C-85, 240SMOH, auto-STC. No-ped-als/Bubble-wind. Full Gyro-panel. King-radio,intercom/xpdr/ELT hangared. $21,500w/new annual. Seepicture at www.generalaviationnews.com 307-250-4739,307-250-6924.

ERCOUPE 415C LSA 75hp-Cont. O-SMOH, 4000-TTAF,new paint/glass/rubber/battery, all control cables, goodinterior, new fabric on wings, rebuilt landing gear, rebuiltnose gear, King 125, Narco AT-50 transponder w/Mode-C. $35,900. Ted 503-843-3616. Aircraft in Oregon

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

Grumman - 2850

1977 TIGER 3179 TTSN, 1658 SMOH, King digital IFR,Apollo IFR GPS, Century II B A/P. Good paint/interior.$39,950. 510-783-2711

30 General Aviation News — Classified Pages August 26, 2011

Avionics Shop, Inc.Avionics Sales & ServiceYour Premier NW Garmin Installation Center

Avionics Shop, Inc.Tacoma Narrows Airport

1026 26th Ave. NW, #A, Gig Harbor WA 98335

1-800-821-9927 dan.neil@avionics.bzwww.avionics.bz

Garmin - GNS 430W - 530W Garmin - G500

FAA Approved Repair Station #FP4R188M

Garmin - G600

Avionics - 6500 Avionics - 6500

Avionics - 6500

Luscombe - 3300

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

Luscombe Parts - 3310

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

Maule - 3400

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

Mooney - 3500

LAKE AERO STYLINGYOUR ONE STOP MOONEY “MALL”

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

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

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

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

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

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

Navion - 3600

1948 NAVION-A/L17B 4832-TT, Cont-E185-9, 205hp, 1033-SMOH, 411.1-STOH, 25hrs-prop, Aug-annual, full IFR, DME, GPS, updated-panel, PA-tail, always-hang-ared, many-military records, $45,000/obo. 360-239-1291.

North American - 3680

1945 NORTH AMERICAN P51D Mustang, 1305TTSN, 135SMOH by Nixon, Rolls Royce Merlin 1650-7 with transport-heads. Dual-controls. New Martin-radiator, new hoses, new tubes new hydraulics, fresh annual. $2,145,000, will accept Harvard or AT6 on partial trade. Ron Fernuik 806-662-5823; ronfernuik@hotmail.com ad#201

Piper Single - 3800

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

Piper Cherokee Series - 3806

1964 PIPER Cherokee 235, very-clean, well-maint. 4310-TTAF, Lyc.-O-540, 1314-SMOH, 275-STOH, 2000-TBO, 916-SPOH, 84-gal. King-IFR, 4-plc.-intercom, Knots-2-U mods, CA/Airplane. $57,000. 909-560-3124./909-626-5533.

1967 CHEROKEE 150 FOR SALE, Reduced!! $26,500. or TRADE for aluminum fishing boat/camptrailer/RV.edwardsd8@comcast.net, 360-459-0086/cell-360-402-4270. See more details/picture at:www.generalaviationnews.com

1969 PIPER CHEROKEE 180D, TT 2520, TSMOH 500, Interior-10/paint-9, Mark-12D, Garmin-196, strobes, Met-co-tips, May-2011 annual. Very Nice Condition. $37,500. 253-630-0279.

1971 PA28-180 4460 TT, 705 SMOH, NDH, IFR, A/P. Much More! Very Nice. Private owner. $40,000. MO 417-679-4730.

Piper Cherokee Series - 3806

64 CHEROKEE 140. Mid-time engine. Good Bird! $20,000. 760-364-3901.

69 CHEROKEE 140, TT-6300, SMOH-750. Maintained to commercial standards, King IFR, good paint and interi-or, July annual. $21,500. 209-632-3244 days.

PIPER CHEROKEE 6 PA32-300 w/7-place seating, TTAF-3846, SPOH-192, SMOH-89. Michel MX300 NavCom. Narco MK12D NavCom w/DME. 6-PL inter-com. $69K. 360-268-5204.

2003 SARATOGA II TC - 1400 TTAFE. Crank AD done.LOADED: Avidyne MFD w/TAWS, XM & traffic; Garmin530/430, S-Tec 55X w/HSI, FD. Plus TKS, A/C, copilotinstruments, nice P&I, NDH, complete logs. $314,900.Email Marc@SkyMachines.com for photos/logs. 1-888-651-2257, 1-575-741-1205.

Piper Super Cub - 3820

Piper Saratoga

SMITH REPLICA Piper Super Cub. 85hrs on O-360. 2010 Copperstate Fly-in award top custom-built tube & fabric Grand Champion. Price reduced! 928-706-0904.

Piper Tri-Pacer - 3826

HANDYMAN SPECIAL, 53 PA22-135 Tri-Pacer. Disas-sembled for recover, do it yourself and know what you have. Reduced! $6,500. aviatorherbj@msn.com TX/954-873-5848.

Piper Warrior - 3838

1978 WARRIOR II 161, S-Tec 40 A/P, King digital IFR, DME. Nice P&I. 7512 TT, 1294 SMOH, NDH. $29,950. 510-783-2711.

Piper Twin Comanche - 3914

64 TWIN Comanche. Miller conversion. Lost Medical. Must Sell! TT-2694, LE/204, RE/195, prop/201.3, fresh annual, Dorcel-Fin. Many-mods, full-IFR. Excellent-paint/interior. $89K/OBO. 541-672-0937.

Piper Parts - 3920

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

Stinson - 4455

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

Taylorcraft Parts - 4605

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

2005 RV-9A, 133TTAF&E, Lyc-O-320 w/Lycon Cylin-ders, 10-1pistons, 3-blade Cato-prop, Garmin-296 GPS, Icom A-200, Narco AT-150, Dynon-EMS-D-120, 1-mag, 1-electronic ignition. Classic Aero-seats. $78,500. 209-632-6558.

Experimentals - 5300

BEAUTIFUL STARDUSTER II. Canary yellow. 180hp Lyc. engine 200 hrs aircraft/ engine. Built 1992. Always hangared. $30,000. Jackson MS. kpo101@aol.com

2006 SEAWIND 3000TTAF, 48ENG, 10540 TTSO, 590-IFR-panel, A/P, RT-Weather. Will trade for LSA or motor Home. Will consider reasonable-offers. $179K. Earl, 719-293-2057. See pictures: www.generalaviationnews.com

1999 RV-8 268 TT, Lycoming. IO-360, electric trim, 3-way strobe.fresh annual June 2011. $70,000. Call for more details. 503-703-9016.

Floatplanes - 5400

Seaplane Ratings & Solo Rentalsin central Florida and Minnesota

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

Helicopters - 5600

1988 ENSTROM F28F, S/N 755, AFTT 5460, Eng TT1135. 15K spent on MRH, good light machine. $145,000. 208-733-5920.

Light Sport Aircraft - 56202007 FLIGHT DESIGN CTSW, 233LD. Only 51 hours TTSN. Like New! $72,000. Negotiable. Salem, OR. 503-364-2473.

Announcements - 6375

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

Appraisals - 6405

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

Avionics - 6500

STORMSCOPES: BUY, sell or trade. Exchange compo-nents available. Specializing in Stormscopes since 1994.www.stormscopes.com Valentine Aviation 972-495-3284sales@stormscopes.com

Avionics - 6500

THE ENGINE PROTECTORSBest EGT/CHT

Presentation Available

Hexad II (6 cyl.)Tetra II (4 cyl.)

Multichannel Continuous

Engine Diagnosis

Pointers Align for Cruise!

MIXTURE MIZER IIFor less costly engine

protection.

Above systems featureshock cooling alarm.

KS AVIONICS, INC.25216 Cypress Avenue, Hayward, CA 94544

(510) 785-9407 (800) 346-4469

Manufacturers of reliable instruments since 1967

www.ksavionics.com

August 26, 2011 General Aviation News — Classified Pages 31

Door and Window Seals engineered with the latest technology

• FAA-PMA approved

• air tight “leak proof”

• adapts to form the perfect seal

NEWWing walk coating

• easy to apply polyurethane rubber base paint

• can be applied over existing wing walks

We also manufacture quality soft glareshields for updating your aircraft!

Aircraft Door Seals, LLC

www.aircraftdoorseals.com

”

perfect seal

Door Seals - 6700 Door Seals - 6700

17725 48th Drive N.E., Hangar A&B 1-360-435-0900Arlington, Washington, 98223 fax: 1-360-403-9304www.cannonavionics.com cannonav@frontier.com

Garmin G500 - G600

Retrot glass is now within your grasp!

Visit us at our new location on the west side of Arlington Airport!

Avionics Dealer for:

We’ll pay the sales tax on your GTN-750, GTN-650,

G500 or G600 installation.

Call 360-435-0900 for an appointment.

Avionics - 6500 Avionics - 6500

Equipment - 6990 Equipment - 6990Business Opportunities - 6576

FOR SALE Part 135 multi-pilot certificate, hangar and three aircraft. Yakutat, Alaska. 907-784-3231, les@alsekair.com

Charts & Maps - 6590

The Very Best in Airport Information!

Optima Publications

866-880-4686www.pilotsguide.com

The Very Best in Airport Information!

Optima Publications

866-880-4686www.pilotsguide.com

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

Cylinder Overhaul - 6605

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

Employment - 6900

FLIGHT INSTRUCTOR for busy CPC. Must have experi-ence. Send resume to ifly@vistaair.com 818-896-6442

AVIONIC INSTALLER. Must have experience. Full time, benefits. Vista Aviation 818-896-6442.brenda@vistaaviation.com

A/P MECHANIC with recent experience for General Avi-ation aircraft. Full time, benefits. Vista Aviation 818-896-6442. brenda@vistaaviation.com

AIRJOBSDAILY.COM - Largest source of Aviation and Aerospace Jobs on the Internet! New Jobs Posted Daily. visit our website: www.AirJobsDaily.com

Engines - 6950

BROWN AVIATION1902 North Norwoood

Tulsa, OK 74115BQZR117L

SPECIALIZING INCYLINDER OVERHAUL Labor Chrome - $95 - $125

We Do Quality Work At LOW PRICES

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

ALLOWS THE use of an O-200 crankshaft, rods, and pistons in C-85 engine, for less than the cost to replace your C-85 crankshaft. Complete w/FAA certification & STC paper work. For more information & prices call AIR-CRAFT SPECIALTIES SERVICES, 800-826-9252.

Engines - 6950

800-204-0735

FAA Approved Repair Station # VI4R597M

2-YEAR 500-HOUR WARRANTY

Custom Engine Overhaul

Engines - 6950

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

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

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

LYCOMING O-320, 150 HP, 2100 SMOH. $4500. 509-750-7225.

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32 General Aviation News — Classified Pages August 26, 2011

Experience Safety & Comfort Upgrade your Aircraft Interior with

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Equipment - 6990 Equipment - 6990

All FFC fuel bladders are manufactured with REGISTERED TSO-C80 constructions... KNOW what you are installing.

Quality products at competitive prices.

TSO-C80 FUEL CELLS

Fuel Cells - 7220 Fuel Cells - 7220 Fuel Cells - 7220

Alaskan Bushwheel is a family owned business dedicated to making your airplane’s landing system the very best that it can be.

From our industry-changing Bushwheels to our redesigned tailwheels, our goal is to increase performance, safety, and availability of FAA approved parts.

Alaskan Bushwheel is Your Source for Landing Solutions.

83496 E. Russell Ln. ph: 800-442-8473PO Box 2380 fx: 541-432-0649Joseph, OR 97846 info@akbushwheel.com

www.akbushwheel.com

Equipment - 6990 Equipment - 6990Engines - 6950

OVERHAULED, RECONDITIONED, reground. Com-plete aircraft engine machine shop services. Heat treat-ing, plating, NDT. Also complete new and used parts sales. Call for free brochure and pricing. AIRCRAFT SPECIALTIES SERVICES, 800-826-9252.

Engine Parts - 6955

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

CASH FOR your steel engine parts. Crankshafts, cam-shafts, lifter bodies, rods & gears. Call Aircraft Special-ties Services, 800-826-9252 or www.aircraftspecialties.com

Equipment - 6990

ALLOWS THE use of an O-200 crankshaft, rods, and pistons in C-85 engine, for less than the cost to replace your C-85 crankshaft. Complete w/FAA certification & STC paper work. For more information & prices call AIR-CRAFT SPECIALTIES SERVICES, 800-826-9252.

Equipment - 6990

SKYDROL HYDRAULIC Mule for sale. 15HP-230 volt Electric Motor. 3000 PSI unit. Variable Flow/Pressure. Also (3 each) 5-ton Tripod Hydraulic Jacks. Neal Ma-chine Corp Manufacturer. Both items never used. Call Chris at Reeder Flying Service 208-733-5920.

Classifieds Work!

Next Classified Ad Deadline:

Wed, Aug 31 @ 5pm (PDT)Wed, Sep 14 @ 5pm (PDT)Wed, Sep 28 @ 5pm (PDT)

800-426-8538

www.generalaviationnews.com

August 26, 2011 General Aviation News — Classified Pages 33Hangars & Tie-Downs - 7300 Hangars & Tie-Downs - 7300

ZD Publishing specializes in publishing after-market manuals for most modern GPS systems. Written for pilots by a pilot. Easy to use, task oriented, step-by-step instructions. Visit our web site to view full inventory or call toll free.

ZD Publishing, Inc.PO Box 3487, Wichita, KS 67201888 310-3134 (In KS 316-371-3134)

www.zdpublishing.com

shing specialize anuals for most m

Instruction - 7350 Instruction - 7350

Equipment - 6990

www.skyox.com

Visit us in person at OshkoshBooth # 1080-A

Or Call1-800-253-0800

For PortableOxygen Systems

Order On Line at

and/orWindsocks & Frames

Financial - 7050

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

Float Equipment - 7170

208-448-0400www.aerocet.com

Hydrodynamically & Aerodynamically Superior!

Aerocet Composite Aircraft FloatsTHE WORLD’S MOST ADVANCED FLOAT

Fuel - 7215

PETERSEN

AV

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308-832-2200

Fuel Cells - 7220

Hangars & Tie-Downs - 7300

CONDO T-HANGAR A14 with loft. Water. Extra lighting. 39x29, Arlington, WA. AWO North East end of R/W. $59,900. Ray 360-435-4980.

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

ARLINGTON AIRPORT, 50miles North of Seattle/WA(AWO). 19,700sqft hangar/mfg building for lease. 80X18’stack-door. On taxi-way. A/C offices. $10,480per/month, 360-435-8581.

RIO VISTA Municipal Airport (O88) has hangar and tie-down space available NOW AT A LOW RATE. Hangars: $263-$327.50/mo, Tiedowns $32/mo. 707-374-2716, www.flyriovista.org

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

95X95 CORPORATE Hangar Paine Field. 80x22 Hydro-swing door. Office with Bathroom/Shower. High Gloss Floor. For information call Russ Keyes 425-827-6588.

HANGAR RENTAL Martin County, Williamson, NC (MCZ) T Hangars $150/mo. and 70x100 Corporate Hangar $400/mo. available. Call 252-789-4300.

HANGAR FOR SALE at Olympia Airport, Olympia, WA. T+ sawtooth hangar, built 2006, 45’x51’, bi-fold door, room for motorhome or large boat in addition to aircraft, $69,500/firm, Graham, 509-876-2643, 509-540-0749.

TWO 45’X50’. hangars for sale or rent at Thun Field. Elec bi-fold doors, 45’X12’. opening, 100amp elec svc, gas heat, bathroom/shower, small office space. $140,000/ea, $270,000/both. Gene 206-300-1197.

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

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

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

Hangars & Tie-Downs - 7300

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

HANGAR RENTAL Martin County, Williamson, NC (MCZ) T Hangars $150/mo. and 70x100 Corporate Hangar $400/mo. available. Call 252-789-4300.

Hangars & Tie-Downs - 7300

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

BURLINGTON, WA Condo Hangar For Sale. “Skagit Re-gional” on Runway 4-22, $62,500, 360-629-2228.

BREMERTON AIRPORT: East facing, 40’ metal hangar#22, $250/mo or sell $35,000, 253-862-6030.

JAMES ALLEN INDUSTRIAL PAINTINGSpecializing in aircraft hangar floors

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

AIRCRAFT HANGAR, in-floor heat, 60’door. 50’x100’.5,000sqft Log-cabin style office. bath w/shower, natural-gas, $249,000. 330-283-3200. See more details/pictures: www.generalaviationnews.com. costar.com

Headsets - 7310

Instruction - 7350

FLY FLORIDA-Aerobatics, TailWheel, Emergency Ma-neuvers; Master CFI-Aerobatic. Super Decathlon andPitts S2A;. Country Airport; Lodging at Country Inn. 772-485-6761, www.dylanaviation.com

For some good resultscall Dodieto place your classified ad.

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

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

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

www.skyox.com

Visit us in person at AOPABooth # 613

Or Call1-800-253-0800

For PortableOxygen Systems

Order On Line at

and/orWindsocks & Frames

34 General Aviation News — Classified Pages August 26, 2011

Painting & Recovering - 8130

Parts - 8225 Parts - 8225

Instruction - 7350

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

REAL BUSH flying in actual bush location. Look at our new website: www.alaskafloatratings.com 800-478-1449

Instruction-Multi-Engine - 7355

DALLAS: GUARANTEED multi ratings, $1395. Examin-er fee not included. Also ATP, MEI, CFII, instrument rat-ings. 817-557-4004.a t p i n p i a p o i e o e o

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

Instruction-Seaplane - 7360

Instruments - 7380

410 342-2626 x 3017410 342-7028 Fax443 983-2726 Cell

rpetragnani@belfortinstrument.comwww.belfortinstrument.com

Insurance - 7400

Ehrhardt Aviation Insurance800 394-2062

33 years experience in ALL things aviation!eaa@fidnet.com

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

Save Time… Save Money…Call A.I.R. First

BEST INSURANCE RATESBROADEST COVERAGE AVAILABLE

One call to A.I.R. gives you access to all major aviation markets

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SERVICE with INTEGRITY from the Professionals You Know and Trust

For a Free Quote, Call Today 877.247.7767

or Visit www.AIR-PROS.com

Aviation Insurance Resources

REGAL AVIATION INSURANCE: Your insurance pro-fessionals. Representing all aviation insurance compa-nies. Dedicated to General Aviation since 1978. 800-275-7345(OR), 877-676-1229(ID) www.regalaviation.com

Interiors & Upholstery - 7405

330-669-9099

yoke reconditioning

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Rudder Pedal ExtensionsOrganizer Consoles

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Maintenance - 7460

ROYAL FLYING Service Inc. Eastern WA. Maintenance Repairs & Restorations. 509-346-2417.

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

Materials & Supplies - 7465

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

Oil Coolers - 8110

Pacific Oil Cooler Service, Inc.Specializing in FAA-PMA Factory New…

800-866-7335www.oilcoolers.comOxygen - 8125

Painting & Recovering - 8130

AIRWAYS BACK in business after 5years. Will be doing Fabric Aircraft Restoration. Stop by and see our new hangar at Independence/OR. 503-949-4739.

AIRCRAFT PAINTING. Complete strip, prime 3-colors polyurethane paint. C-150, C-152-$4500. C-172, C-182,-$4800. Also glass & interior. Call 940-851-6005 or 580-479-9292.

Painting & Recovering - 8130

LOEHLE AERO COATINGSwith LOEHLE ULTRA-FLEX TECHNOLOGYThe Most Advanced Aircraft Paint

System on the Market Today!

www.loehle.com email: paint3@loehle.com

Parachutes - 8150

Para-Phernalia, Inc. has designed and manufactured the SOFTIE line of pilot emergency parachutes since 1979. Our emergency parachutes are known world wide for being the highest qual-ity, most comfortable, and reliable emergency parachutes available.

Factory Directory Sales800-877-9584

www.softieparachutes.com

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

Partnerships - 8200

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

Parts - 8225

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

Next Classified Ad Deadline:

Wed, Aug 31 @ 5pm (PDT)Wed, Sep 14 @ 5pm (PDT)Wed, Sep 28 @ 5pm (PDT)

800-426-8538

www.generalaviationnews.com

Hosting a fly-in?List it free in our

Calendar of Events!www.GeneralAviationNews.com

Ehrhardt Aviation Insurance800 394-2062

33 years experience in ALL things aviation!eaa@fidnet.com

August 26, 2011 General Aviation News — Classified Pages 35

SALT LAKE CITY

FAX: 801 -521-6534

800-433-9617801-322-1645

EnginesSingle & Multi Brake Discs & LiningsAir PumpsFuel Systems

New Aircraft SalesFactory Authorized DistributorPiper Aircraft

StartersAlternatorsBatteriesFiltersTires

AIRCRAFT PARTS�

�

�

�

�

�

�

�

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�

Factory Direct Shipping Hard to find Parts AOG Service Experienced Sales TeamFactory Technical Support

www.intermountainair.com301 N. 2370 West � Salt Lake City, Utah 84116

Parts - 8225 Parts - 8225

Pilot Supplies - 8360 Pilot Supplies - 8360 A.C. Propeller Service, Inc.Overhaul & Repair Since 1967

A.C. Propeller Service specializes in selling, overhauling and repairing McCauley, Hartzell, Hamilton Standard and Sensenich propellers. We also overhaul and repair McCauley, Hartzell, Hamilton Standard and PCU 5000 governors.

You can trust that A.C. Propeller Service will take pride in your propeller!

Call Us Today!

Propellers - 8400

REMEMBER:We are as close to you as your

Telephone,Computer

or

Mailbox!

UNIVAIR AIR CRAFT CORPORATION“All Parts for Some… Some Parts for All”

2500 Himalaya Rd., Aurora, CO 80011-8156 • info@univair.com • www.univair.comOrder 1-888-433-5433 • Info. (303) 375-8882 • FAX 800-457-7811 • FAX (303) 375-8888

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

Parts - 8225

RMD Aircraft Lighting Inc.

Phone/Fax: (503) 628-6056rmdaircraft@aol.com

www.rmdaircraft.com

New from RMD - MaxPulseAircraft Landing Light Pulser!

Simple installation: does not require outboard heatsinks, rheostats or other

packages! Only weighs 1 oz (28g)!FAA STC/PMA approved.

Eight modes of operation:X Both Circuits Off S Starboard (right) on onlyP Port (left) on only S+P Both circuits OnA44 Alternate 44 PPM (STD) B44 Both Flash 44 PPMA88 Alternate 88 PPM A120 Alternate 120 PPM

Pilot Supplies - 8360

Classifieds Work!Place your ad today!

800-426-8538www.GeneralAviationNews.com

LIVING WITH YOUR PLANEAffiliated with General Aviation News

Residential Airparks Directory of 600+ Airparks * Links to Airpark Websites Floorplans for Airpark Homes * CC&R’s and more!

Subscribe now for full access at www.livingwithyourplane.com

36 General Aviation News — Classified Pages August 26, 2011Propellers - 8400

NORTHWESTPropeller Service, Inc.

McCauley, Hartzell, Sensenich, Hamilton Standard, MT, PZL

Authorized McCauley Service CenterApproved Hartzell Network Shop

Visit our website: NWPropeller.com

253-770-7400

nwpropeller@seanet.com16607 103rd Ave. Ct. E.

Puyallup, WA 98374Pierce County Airport (KPLU)FAA Approved Repair Station

#IT6R625N

WINGS WESTGOVERNOR EXCHANGE & OVERHAUL, INC.

FAA Approved Repair Station #YWWR314L

Call for Price and Availability on ModelsQuick Turnaround

Maximum Quality and ServiceWe Buy Governor Cores

(800) 557-3188(253) 848-3189 FAX

16701 103rd Ave. Ct. EastPuyallup, Washington 98374

Mailing: P.O. Box 1533 • Graham, WA 98388HORSE PROPERTY / VINEYARD / AIRSTRIP. Beautiful and scenic 120 acres in SW Idaho (Oreana) w/airstrip (0ID5). Newer 3bd/2ba home, spacious and beautiful w/wood vaulted ceilings, large decks. Large insulated workshop. Large drive-in shop. New insulated horse barn, large tack room, bathroom, nice lighting. All new 6 horse facilities. Direct access CLM land for thousands of square miles of recreation w/year-round horse riding, mild climate. Grass pasture, hay production. Excellent free water irrigation rights. Could be great for vineyard. Two spring-fed ponds stocked w/fish. $549,000, 208-863-7045, www.ezloperanch.homestead.com

Software - 8890

Survival - 9000

Title Services - 9210

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

Video, Audio, DVD - 9400

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

Real Estate/Airport Property - 9650

RECORDED 3/4 acre. Underground utilities, runway ac-cess, hangar allowed. Great mountain views. $33,000. Call June 575-590-2350. United County Mimbres Realty.

Arizona - 9650

ARIZONA AIRPARKS ARE AWESOME. Properties in all shapes, sizes, and prices.www.airporthomesandhangars.net 928-231-9500.

Arkansas - 9650

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

ARKANSAS VALLEY A/P Cotter. Fall Sale 35% off ad-vertised prices below: Runway lot $64,900. 2.44-acre taxiway-tract 200’ from White River $69,900. 4% mort-gage available. 870-430-5545, aerov@centurytel.com

California - 9650

RIGHT ON the airport with Runway and Taxi way Ac-cess. Home and Hangar 3000ft paved lighted runway, near fishing, boating, water and snow skiing, Major shop-ping, boat launch to the Sacramento river, Only!!$399,000. Call Mel 530-347-3164, email melandann@charter.net www.lakecalifornia.info

EVERY PILOT’S Dream(O61)Excellent-level .43acre-lot-joint use roadway. $170,000. Yvonne Rand, yrand@golyon.com, Lyon Real Estate CA/916-673-8226. DR#01834318. See more details/pictures atwww.generalaviationnews.com

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

ONE ACRE and 2 1/2 acres alongside runway for sale. Adelanto Airpark, Southern California, near Victorville Call Broker Bill 760-792-8072.

NORTHERN CALIFORNIA. Reduced AGAIN! Access to private F25 Airport. Airstrip has been recently paved. Property features 3-hangars on 5 beautiful acres. Re-modeled 3br, 2.5ba, 2100sf home+ separate guest/in-law/caretaker studio w/bath & kitchenette. Close to 3 rec-reational lakes. Level & private land yet only 30 minutes to Oroville (driving time) or Marysville. Fabulous views. $349,000. www.dianehelms.com 530-271-1669.

Colorado - 9650

Colorado - 9650

KELLY AIRPARK CO. Lot-#50. 4.4 AC site, survey, soils test and septic perc test done. $98,500. 719-358-9437. donnellyfirefly@yahoo.com kellyairpark.com

COLORADO. APPROVED 10 Lot Airpark on 35-acres. Home, guest house, hangar, well, septic. Bed&Breakfast allowed. Mountain view. $598.000. 719-238-4611.www.springseastairpark.com

VANAIRE COLORADO Fly-in Community Home. 3BD/2.5Bath, 50x56 Hangar on 1.8-acres. Lighted & Paved Runway. $489,000. 303-659-2834. See Pictures/Details at www.generalaviationnews.com

Florida - 9650

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

SPRUCE CREEK FLY-IN REALTYSERVING THE SPRUCE CREEK

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

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

rentals available. SPRUCE CREEK FLY-IN REALTY, Pat & Lenny Ohlsson, 800-932-4437.

www.fly-in.com sales@fly-in.com

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

FLORIDA’S CANNON Creek Airpark, paved & turf run-ways. 2409 SW Sisters Welcome Rd. Suite 101, Lake City, FL 32025. Hangars and homes for rent when avail-able. 0 interest, $280/mo. financing. 800-766-0406. www.ccairpark.com

Idaho - 9650

SHARE OF Timber Basin Airpark near Sandpoint, ID. Includes Jeep Cherokee. $49,900. 520-909-4999 www.tbairpark.com. kb7kz@msn.com

OWN YOUR OWN AIRPORT. Coeur D Alene. Lake view acreage. www.donpischner.com

Illinois - 9650

CHICAGO IL Private Airpark Home. Beautiful Large Warm and Elegant high end custom home located in Brookeridge Aero. Direct access to private airport, fabu-lous 49x55 attached heated hangar, paved & turf run-ways, closest private airport to downtown Chicago- about 30minutes by car. $895,000. Hangar Homes Realty info/pics: www.649millbrook.com 312-543-1220.

Indiana - 9650

Indiana - 9650

Maryland - 9650

MARYLAND AIRPARK Home: 3W3 2700SQ.FT. BrickFurn. 4BR, 3BA, 2Fireplace, Spectacular view Chesa-peake Bay. Marina, Restaurant, Beach 1 Block, BDLGPermit for Hangar. Price slashed to $585K Negotiable.Sale by owner. 561-988-0952, E-Mail cn121es@aol.com

Michigan - 9650

AIRPARK DEVELOPMENT for sale. 200 acres, utilitiesin. $1,800,000. www.torchport.com 231-632-2412

SUGAR SPRINGS Airpark Home, 1840SF 2-level,4BD/2/BA, full basement, 2garages, indoor heated pool,access to golf course/pro-shop/restaurant/pub. $169,000989-430-0966, www.SugarSpringsRealty.com

Minnesota - 9650

4BR/2BA HOME w/2000’ grass airstrip & hangar. Mid-Minnesota, $329,900. Contact Connie Hamann/Agent,Remax Reliance 763-221-0901. See more details/pic-tures at www.generalaviationnews.com

Missouri - 9650

FREDERICKTOWN, MO. 4cd remodeled home. 2400sqft hangar w/one piece Hydro door and office/mediaroom. 3.61 acres lot. Lots of wildlife. 80' x 2000' grassrunway. Homeowners association contract, restrictionsbeing drafted and available. Pictures on request. ScottFrisella 314-359-2392.

Montana - 9650

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

Nevada - 9650

AUSTIN NEVADA 3BD/ 2BA Home across street fromKingston Airport. FAA LID (N15). $135,000. East 50 Re-alty. www.goaustinnevada.com 775-964-2005.

NW NEVADA Airstrip property. 5+ acres 35miles SELake Tahoe- 40 miles S. Carson City. $115K Termsavailable. NV 775-266-3796

Classifieds Work!

Pegasus FarmsBeautiful airpark community in a wooded country setting, just 20 minutes SW of Indianapolis. 3000 foot grass strip with secluded 5 acre tracts, some with lakefront property. All have water and under-ground utilities to the site. Prices start at $65,500.Peggy Mershon at 270-879-8597

August 26, 2011 General Aviation News — Classified Pages 37

FOR SALE HOME & PROPERTY

Contact Jay for more information:Dwight Co., Inc.

360.262.9844 Fax: 360.262.9404 Email: dwight@weldlab.com

Washington - 9650 Washington- 9650

Managing Broker, ABR, CSP, IMS 425-770-3011Please see my featured listings at: www.nwyingrealty.comPlease contact me at: Al@nwyingrealty.com or albrashear@comcast.net

37302 204th Ave. SE, Auburn, WA 98092

$950,000

$999,950

Washington- 9650 Washington - 9650

R&KSKYRANCHGeneral Aviation Airport

Rare opportunity to purchase a public use airport. House, two hangers, ofces, shops. R&K Skyranch is within the Washington Aviation System and is identied under the state airport classi-cation as Rural Essential Airport.View http://www.rkskyranch.com/ (360)747-7079 $695,000.

Washington - 9650 Washington- 9650

New Mexico - 9650

PICTURESQUE MOUNTAIN VIEWS! Hangar & log home in SW New Mexico on private airpark. 60’x60’hangar on runway, includes 3bd/3ba custom log home on 1.5acres overlooking runway. Nancy Whatley 214-587-1763, www.loghomemimbresnewmexico.comnlwhatley@gilanet.com

New York - 9650

2600’ GRASS airstrip w/2100 SF Hangar. Approx. 45acres. water/sewer at the curb. Approved/planned de-velopment w/site map on file. $117,000. Kent or Gwyn Lic. RE Associate Brokers. 315-629-5068

North Carolina - 9650

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

NO CAROLINA airpark 8NC2. Acreage lots starting at $24,500. Between Ashville & Charlotte NC. 1.5mi to Hwy 74 bypass. 2500’x90’ turf-runway, landing-lights, private lounge w/bath/hangar space. $125/mo, 864-812-0482.

Oregon - 9650

Oregon - 9650

320 ACRES Christmas Valley/Level/surv (Cent OR) Hunt/Dunes. $200,000,00 OCC/Meg 541-347-4318/ Marv or Cntry Rlty 541-419-6412 oregoncountry2002@yahoo.com

LAKE BILLY Chinook Central Oregon, private airstrip. 3-5+acres side-by-side...Buy one/two/or all three with fami-ly/Friends. $119,000-$139,000. Call Elaine 541-480-3860 Coldwell/Banker, Madras/OR.

“WILLAMINA OREGON, new custom home and studio/shop on 60acres, airstrip, pond, valley-view. $875,000. 971-222-7530. See more at:www.mendenhallstudio.com/propertyfor sale/ ”

COME WHERE the Sky is blue & the fishing is GREAT! Airplane hangar/apt/house all in Wallowa County/OR. Jayne Warrener, Timberline Realty, Joseph/OR. 800-579-1889, jwarrener@eoni.com www.timberline-realty.com

Pennsylvania - 9650

New airpark, Northeast Pennsylvania, 47-lots for sale. 1.25-3 acres, great views, underground utilities, sewers, some lakefront. EZ flight/drive to NYC, Philadelphia, New Jersey, Connecticut. At Seamans Airport (9N3), 2500’paved IFR approach, lighted, all services, Build Your Dream Home This Spring! 866-924-7787 or www.SkylineEstates.us

South Carolina - 9650

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

Gated airpark with underground utilities in place.

www.palmettoairplantation.comPalmetto-POBox 777-Manning-SC 29102-803-473-2199

NORTH OF Hurricanes, south of snow: 3300 turf. 10mi to Myrtle Beach. 1acre. $75,000.Low taxes/insurance, “free DVD”. 843-602-8220. www.hardeeairpark.com

South Dakota - 9650

SE SOUTH DAKOTA, Bixler Ridge Airpark. Valley view Sites. 3-acres - $60K. 2550X80’grass. 2SD8. 605-563-2765, 605-660-0960 cell, www.airporthomes.compugetsoundexpress@hotmail.com

Tennessee - 9650

DISTRESS SALE!! Pilot’s Dream. Only home on 3500’paved-runway in Tennessee-mountains. 6.18acres. 4800sqft 5br/4ba, lodge. Price reduced/$300K. W/trade for late model Piper-6X. 904-669-9661.

Texas - 9650

MIDLAND, TX- 5,500Sqft hangar on taxiway, includes 4BR/3.5BA-home on 1.5acres. Call Realtor for price. Sandy Hanson/Legacy Real Estate 432-687-6500.www.legacyrealestate.com

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

Washington - 9650

Washington - 9650

SAN JUAN AVIATION ESTATESBLAKELY ISLAND, WA. Premier Recreational Airpark. Paved lighted runway. Exceptional marina. Owner access to 3000ac forest preserve w/2 - 70ac lakes: fish/swim/boat. Taxiway cabin, room to build hangar, $379,000. Airpark Marine View Home: $550,000.DECATUR ISLAND, WA. Decatur Shores Airpark. Community dock plus waterfront park. Taxi to octagonal home w/hangar $800K. Adjacent lot w/nearly new hangar: $400,000.

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

PORT TOWNSEND residential lot of .45 acres in Kala Point, a small gated community w/private beach on Olympia Peninsula 3miles from Jefferson County Airport. $100,000 w/possible owner financing 360-379-9878, hkrist@q.com

2.5 ACRES on Parkside Airstrip, near PDX. No incometax state! 3000 sqft, 3bd/4ba, main master,42X38’hang-ar. 11608 NE 266th St, Battleground WA. ‘just north ofVancouver WA/Portland OR. $459,000 Sandy Scott 360-608-6166.

FANTASY FIELD (FA99): 2.96acres, 748sqft 1bdrm,home w/attached 1892sqft hangar, large deck, heated10'x18'shop. 2150x84' grass runway. $225,000. 360-262-9335, 253-906-7799.

TRI-CITIES WA, view home, private runway community,with 7 lots. www.tourfactory.com/688531 Re/Max FifthAve. WA/360-808-4444.

WA STATE. Cleared 2.23acres, paved-runway, KadwellField, Onalaska. Pilots only. Best offer. over$90,000.Possible financing. 425-335-1375. See picturesat: www.generalaviationnews.com

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

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

FOR SALE: Two Bedroom House, large Hangar plus 20acres, paved runway near Chelan. Call for details. 509-683-1069 or 509-630-0045.

STUART ISLAND AIRWAY PARK has waterfront lots,cabins and homes. $149,950-$695,000, community air-strip, beaches and dock. Dick Sandmeyer/Windermere1-360-378-7508. www.islandproperty.net

1700’ AIRSTRIP, 38+acres just off the Skagit River. NWWA, huge rambler, slough, creek. trees, barn, shop.$748,900. Sandi 360-770-8670.

BATTLE GROUND WA (WA87) 2.46acres 3BD/4BA, 3,000+sqft. Located mid field on both paved/grass run-ways. Extensively remodeled and updated. $479,000. 360-907-1794.

LIVING WITH YOUR PLANEAffiliated with General Aviation NewsResidential Airparks Directory of 600+Airparks * Links to Airpark Websites

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Subscribe now for full access atwww.livingwithyourplane.com

Small Business Property & Residence on 28.3 Acres with Airstrip, Chehalis WA. Chehalis School District, 5 miles from I-5.

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38 General Aviation News — 800.426.8538 August 26, 2011

When life hands you lemons, the most popular response is to make lemonade. This month, my glass runneth over. So do my refrigerator, kitchen counter, and oven. I have made the proverbial lemon-ade, along with sweet tea with lemon, un-sweetened tea with lemon, lemon icebox pie, lemon bars, lemon-pepper chicken, and lemon curd.

As it turns out, all these lemon concoc-tions aren’t bad. Limit the sugar and the fat and the lemon part is good for you, es-pecially your brain. The scent of lemons has anti-anxiety and antidepressant prop-erties, and lemons are one of Dr. Daniel Amen’s 50 Best Brain Healthy Foods.

A child and adult psychiatrist, Dr. Amen is probably best known for his best-selling books, “Change Your Brain, Change Your Life” and “Change Your Brain, Change Your Body.” He is also known for his PBS programs and world-renowned clinics. To be honest, I had never heard of Dr. Amen until my child’s doctor recommended his website and books, particularly “Healing ADD,” as resources to help learn how to treat and overcome the challenges of At-tention Deficient Disorder.

It was a blessing and a curse to learn that Keely has ADD. The diagnosis gave us a name and a cause for some of the behaviors we have been dealing with for some time, but knowing the statistics be-hind the condition was frightening. So the Lord handed the McFarland clan some lemons, and in the process we have been making some fine lemonade!

In researching Dr. Amen’s publications and online resources, I came across one of his most recent works, “The Amen So-lution: The Brain Healthy Way To Lose Weight and Keep It Off.” By the time Keely’s team of doctors and counselors decided to try to treat her ADD without medication, I was educated, prepared and on board. Diet, exercise and environmen-tal changes at home and at school would be our first course of action. Her pediatri-cian concurred.

It was a decision that helped save a child and in the process changed a family.

Dr. Amen has been treating children and adults with ADHD and ADD for years, including members of his own family. As a physician, he believes that food is a drug as well as nourishment for the body, and part of the treatment of his patients includes eliminating the bad foods that adversely affect our brains and introduc-ing good foods that optimize our brain’s performance. After years of treating pa-tients and conducting research, it became clear that such methods worked. It also became clear that while his patients were gaining the focus and concentration they needed to function well in everyday life,

they were also shrinking and their overall health improved.

Having read both “Healing ADD” and “The Amen Solution,” I was ready to change the way the McFarlands ap-proached their food. Keely has ADD, I am fat, and my slim Old Man has a fam-ily history of hypertension and cardiovas-cular disease. Over the years, I have cut down on salt and animal fat. We eat lots of vegetables and few processed foods. We grow much of what we eat, but let’s face it, when that first batch of okra comes in, it is rolled in processed cornmeal and deep-fried in oil. It is served with corn-bread dripping in butter and a big ole glass of sweet tea.

Yes, we walk. We work in the yard and the garden, but frankly, a typical person can’t exercise enough to undo the damage that type of eating does to one’s body, not to mention one’s brain. I am proof of that. Even before we learned of Keely’s condi-tion, I was ready for a change. I wanted to lose weight without strange diets. I wanted to feel good and be more active. I wanted to have energy and focus. I wanted to pol-ish my Lester and not be hampered by an ever-expanding gut.

The Amen Solution is really just a text about healthy eating, but for some reason focusing on the brain made sense to me, for where the brain goes the body will follow. Think about it. It is our brain that let’s us know when we are hungry and, if we will listen to it, it is our brain that will let us know when we are full. It is our brain that watches a television com-mercial and then decides a raid on the re-frigerator is in order. Satisfy the brain and you will satisfy the body.

In Keely’s case, her young brain lacks the bits and pieces that produce the abil-ity to focus. Give her more than one task and her eyes glaze over. In extreme cases, medication is needed. But what does this medication do? It changes the chemical composition of the brain. In mild cases, what can food do? Change the chemical composition of the brain.

Can these principles be applied to old fat pilots who want to feel like spring chicks? Yes, they can. The lemon of learn-ing that Keely will have to live with ADD has been whipped up into a lovely low-fat lemon tart. The Old Man and I have taken the fruits and vegetables that we harvest and have prepared them in such a manner that both of us feel years younger and are full of energy.

Dr. Amen divides his ADD patients by type. Keely is type 2. He also divides his weight loss patients into brain types. I am an impulsive overeater. He recommends lean protein three times a day, especially at breakfast for Keely who will need to

arrive at school ready to concentrate and be attentive. I want concentration and at-tentiveness, too. He also recommends supplements, including Vitamin D and Omega-3 fish oil. So does my doctor. (Did you know that 60% of the solid weight of the brain is fat?)

Before we started these changes, we already ate a lot of chicken and turkey. We ate a lot of vegetables, which make up most of Dr. Amen’s brain healthy list. We ate a lot of beans. We ate a lot of fruits but mostly served in pies and other good-

ies. What I have changed the most is my method of cooking. I retired the fry pot. At first, the family was mutinous, but now I make their favorites in such a way that the oil isn’t missed. I steam, broil, grill, roast, and marinate. I use my own fresh herbs and garlic. Olive oil and canola oil are used sparingly.

Our fruits from Henry’s orchard are fresh, dried, or frozen singularly on cook-

When life hands you lemons...

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Short FinalDeb McFarland

LEMONS | See Page 39

August 26, 2011 www.GeneralAviationNews.com • facebook.com/ganews 39

By KENT MISEGADES

When Tom Hall, a member of our EAA chapter, called me this spring with the news that his friend wanted to donate a Stits Skycoupe project, my first reaction was “Sure!” My second reaction was “what’s a Stits Skycoupe?”

Since then, we’ve learned that the SA-7D Skycoupe was one of 15 designs from Ray Stits, an early icon of the homebuild-ing movement, co-founder of EAA Chap-ter One at Flabob Airport in Riverside, Calif., and inventor of the Stits fabric covering method we all know today as PolyFiber.

We were surprised to learn that not only was it one of the most common homebuilts in the early 1960s — prob-ably since it could be built for around $3,000 back then — but that the design proved so popular that Ray and his busi-ness partners took it through certification. The Type Certificate for the Stits Model SA-9A Skycoupe was granted by the FAA in December 1961 after four years of ex-haustive testing.

Our SA-7D Skycoupe, very similar in appearance to a Piper Colt, is of typical construction for aircraft of the late 1950s — welded chromoly steel tube fuselage, wooden wing, fabric covering, powered by a 125-hp Lycoming O-290-D convert-ed from a military ground power unit.

Retrieval of the project, which had seen only two careful builders since the early 1960s, coincided with our annual chapter picnic in May, where our many builders were able to have a closer look at what we had discovered in the back of a forgotten hangar south of Raleigh. When our chap-ter’s two technical counselors, Jack Phil-lips (whose award-winning dark green Pi-

etenpol was parked at the Brown Arch at this year’s AirVenture) and Terry Phillips, gave the aircraft a thumb’s up, we formed the Bear Creek Aero Club as a separate entity that owns and will operate the air-craft once it’s flying.

It is the goal of the Bear Creek Aero Club to rescue projects such as this Sky-coupe from the scrap heap, provide area builders with an excellent means to gain skills, then offer flying opportunities at rock-bottom prices. We’ll do our best to keep the Skycoupe and future projects LSA-compliant and power them with low-cost, lead-free, ethanol-free autogas.

Terry Gardner has generously loaned us his well-equipped hangar at the Eagle’s Landing residential airpark near Pittsboro, N.C., which has one very important fea-ture — a large air-conditioned loft where

we’re nearing completion of the wooden wings in comfort despite the sultry sum-mer weather typical of the Carolinas.

The ‘Coupe’s tailfeathers are ready for covering, and we’re preparing the nicely pickled Lycoming for its first run, then the fuselage will be prepped for covering. We expect to be in the air before the end of the year.

The FAA’s Greensboro, N.C., FSDO has been very helpful so far, and we are receiving support from PolyFiber of Riv-erside, Calif., and from Marvel-Schebler Aircraft Carburetors of Gibsonville, N.C.

Even better, Ray Stits, still an active pilot and frequent visitor to Flabob, is fol-lowing our progress and providing impor-tant advice.

Follow the club’s progress at EAA1114.Blogspot.com.

ie sheets to be used in dishes without add-ed sugar or eaten when a late night snack attack occurs. Since learning to eat well, those attacks are few and far between. The other big change in our home is the use of grains. Whole is all I let through the door. My highly refined flour is out. It did little to nourish our bodies and drugged our brains. Now I use whole-wheat flour and in limited quantities. Whole-wheat blueberry muffins made with honey are a treat. I have practiced and I think I have whole-wheat biscuits down pat. They are a Sunday morning specialty.

I love this change. Food has more taste and texture, which not only satisfies my tummy with more fiber, it satisfies my brain with more flavor.

I have replaced the Old Man’s morn-ing pork sampler with homemade turkey sausage made with my own sage and red pepper. Turkey burgers on whole-wheat buns now are the star of burger night and are always served with a side of veggies. Vegetables steal the show three meals a day, including breakfast in omelets, fritta-tas and quiches. Dairy is low fat. Desserts are made with more of the good stuff and less of the stuff that dulls my thinking and

saps my energy.Keely is a kid and, let’s face it, the Old

Man is a big kid, too. They love their sweets, and while simple carbs cloud the brain, I try to make them with some nu-tritional value. I have a great chocolate chip cookie recipe that uses whole wheat and dark chocolate. While still made with sugar, I have been removing a portion gradually with each batch and will soon replace it altogether with a small amount of honey.

Exercise, the other element in Keely’s treatment, is non negotiable. For Keely, it’s 30 minutes a day every day. I told her doctor that she was a different person when we traveled. Our vacations are al-ways active ones involving hiking, swim-ming, walking, doing. Exercise stimulates the brain. It makes one happy. Before school started back, we took her hiking to various local trails. Often she would start with a teenager’s pout, but the walk always ended with her chatting happily and glowing.

Moving, doing, working. It can be shooting a few hoops after school, walk-ing the dog or mowing the lawn with a push mower. It can be washing your air-plane. The brain responds to physical ac-tivity.

IT IS WORKING! My shorts, which were tight at the beginning of summer, are now loose. No calories counted. My mind is clear and sharp and I have energy. But the best part is that I don’t miss the old way of eating. I don’t have cravings. I don’t want to put that bad stuff back in my body. The weight I am losing is gradual, but I believe it will be permanent.

The Old Man has much more energy and can’t tackle any more projects because there is not enough time in a day. He calls himself the dynamo. Keely is smiling more and has started school with new optimism. We’re calm, focused and happy. I can handle the ADD issues with understanding and the teenage issues with composure.

By the way, we haven’t given up on eating out either. I still like to get out of the kitchen once in a while. We just order smart. I like a nice grilled chicken sand-wich with lettuce, tomato and hold the mayo with unsweetened green tea on the side or a nice glass of water with lemon (there’s those lemons again!). Sodas are out. My brain is 80% water and she gets thirsty. Grilled or broiled fish or salads

(just watch the toppings) are great for din-ner with a side of veggies without added butter. But to be honest, the best place to look for your supper is the local farmer’s market. That’s a no-brainer.

Pilot health is a major issue, yet no ma-jor publications focus on helping pilots

with personal preven-tative maintenance. My fellow aviators, if you suspect that you could use more focus, perhaps a little more alertness, if you need

more energy for those long cross countries or need to lighten the weight and balance, I urge you to eat for your brain. Exercise for your brain.

When you host that next pancake break-fast, try yummy whole-wheat blueberry pancakes and homemade turkey sausage. They taste great, and eating them will make a difference! Just ask your brain.

Deb McFarland is the proud owner of Lester, a 1948 Luscombe 8E,

and part of the “Front Porch Gang” at Pickens County

Airport in Georgia. Deb can be reached at ShortFinal@

generalaviationnews.com.

“My fellow aviators, I urge you to eat for your brain.”

LEMONS | From Page 38

North Carolina builders restore Stits Skycoupe

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Members of the Bear Creek Aero Club (and EAA Chapter 1114) with their first project: A Stits Skycoupe. (Below): Club members Joel McLaughlin, Andy Thompson and Terry Gardner prep the wings for varnishing.

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Starters

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Hartzell Engine Technologies E-drive StartersImmune to Kickbacks saving hours of service time and replacement costs, 2 year unlimited warranty, No Bendix, Lightweight, High-Torque, High perfor-mance In-line starter that’s aviation engineered & aviation sourced. No automotive parts used. FAA/PMA Approved.ERZ-8011 - 12V, 149 tooth ....P/N 07-01102 ...$456.95ERZ-8012 - 12V, 122 tooth ...P/N 07-01103 ...$454.00ERB-8011 - 24V, 149 tooth ....P/N 07-01099 ...$479.50ERB-8012 - 24V, 122 tooth ....P/N 07-01101 ...$481.25

Sky-Tec High-Torque HT ModelStarters are designed for rugged, demanding applications. HT Starters weighs only 8.4 lbs., spin twice as fast as heavier OEM starters and feature a noseless, cantilevered heavy duty drive with no Bendix for unmatched durability.High-Torque HT Model 122-12HT .....P/N 07-06250 .. $423.00Flyweight Starter Model 122-12PM ...P/N 07-06252 .. $380.00NL Starter Model 122-NL ..................P/N 07-00761 .. $431.00NL Starter Model 149-NL ..................P/N 07-00762 .. $431.00NL Starter Model 149-NLR ................P/N 07-00763 .. $431.00

Fuel Scan 450 from JPI Instruments provides continuous display of fuel burned in gal/hour (liter and lbs. available on special order). Fuel Scan 450 also provides total fuel used, fuel remaining, endurance in hours and minutes, fuel required to next waypoint, fuel reserve at next waypoint, and nautical miles/gal. P/N 10-00135 ...............$658.75

EDM-700 Digital/Analog EGT/CHT - All pilots know that running their engines at peak performance means maxi-mum efficiency! Max. efficiency means substantial sav-ings in fuel burned and engine maintenance. EDM 700 assures pilots of Peak Precision Engine Performance Simply and Economically. EDM-700-4C................. $1,400.75EDM 700-6C ................. $1,856.75EDM 700-7C ................. $2,035.75

EDM-700-8C................. $2,375.75EDM-700-9C................. $2,630.75

The Kannad 406 AF-compact is the lightest, smallest, and least expensive on the market. Longer transmission dura-tion, six year battery, no aircraft power required, Internal alarm buzzer, Nav interface compatible. Complete Kit comes with remote switch, install manual, mount hardware and all con-nectors. Rod or whip antenna sold separately.Compact ELT ................P/N 11-05786 ..........$811.00Compact ELT Int.. .........P/N 11-06314 ..........$835.00

406 AF-COMPACT

Free UPS Ground* Shipping in 48 StatesNo UPS Hazardous Charge ~ Pay Price of Battery - That’s It!

FULL MFG. WARRANTY - SHIPPED SAME DAY ORDEREDAll batteries listed are with acid unless otherwise noted.

Call for pricing for batteries without acid.*Batteries up to 50 lbs. **This battery weighs 112 lbs.-does not ship free.

G-25.....$149.95G-35.....$186.95G-242...$327.95G-243...$354.95G-246...$329.95G-247...$409.95

G-25S ...$136.95G35S ....$198.00G243S ..$389.95G6381E .$1,234.00G6381ES ..$1,714.00

Batteries

CB-25 ...................$189.95CB-35A .................$233.95CB24-11 ...............$419.95CB24-11M ............$432.95RG24-15 ...............$439.00RG24-15M ............$448.95RG-12LSA ............$207.95

RG-25 ...................$179.95RG-35A.................$225.95RG24-11 ...............$409.00RG24-11M ............$419.95RG380E/44** ......$2,366.00RG-35AXC............$239.95

WE TAKE TRADES!NEW LOWER PRICES!

GARMIN GPSMAP 696 & 695

GPSMAP 696 America’s .........P/N 11-07022 ....$2,199.00GPSMAP 695 America’s .........P/N 11-07023 ....$1,899.00

Aera 500 Americas (Paci c and Atlantic also available)P/N 11-08044 ........................... $699.00Aera 510 AmericasP/N 11-08045 ........................ $1,099.00Aera 550 Americas (Paci c and Atlantic also available)P/N 11-08046 ........................ $1,249.00Aera 560 AmericasP/N 11-08047 ........................ $1,599.00

aera™

5W typ. (PEP), 1.5W (CW) output power • Side tone • function allows you to hear your own voice via a third party aviation headset • LCD backlight for night time operation • ANL (Auto Noise Limiter) for noise reduc-tion • Low battery indication and beep alert • Adjustable microphone gain setting • BNC type antenna connector

IC-A14 (Simple Key) .............. P/N 11-05903 ............$231.00IC-A14 (Full Key) .................... P/N 11-05904 ............$231.00IC-A24 Nav/Com .................... P/N 11-02942 ............$349.00IC-A6 ..................................... P/N 11-02944 ............$299.00

ICOM Transceivers

Special Pricing on ZuluQuantity Orders.

Call or visit our website for details.A distinctive new look and continuous innovation make the Zulu.2 the ultimate blend of design, technology and high per-formance. The Zulu.2 once again sets the standard by which all premium ANR (active noise reduction) headsets are mea-sured. New features like full-function Bluetooth™ Connectivity and more!

Zulu-Circumaural, Dual GA Plugs, Battery Power .. P/N 11-09692 ...........$900.00Zulu-Circumaural, Single LEMO, Panel Power ....... P/N 11-09716 ...........$900.00

S1 Digital Headset - The Quiet Revolution. The S1’s exclusive NoiseGard™digital technology accurately analyzes the cock-pit’s noise levels to achieve superior noise cancellation during all phases of flight-from take-off to landing. Treble boost for customized audio clarity. Bluetooth connectivity for both music and cell phone. Optimized audio filters optimize clarity for communica-tions and music. P/N 11-09919 ...............Introductory Price $995.00 (S1 Digital Headset will be regularly priced at $1095.00)

GMA-240 Audio Panel - Non-TSO’d. Includes an intercom, supports dual COMM, dual NAV, dual AUX receivers, and dual music audio inputs. Up to three unswitched inputs for telephone ringers, altitude alerts, or other warning tones. P/N 11-06619 ................................................$795.00

GMS-340 Audio Panel - TSO compliance: TSO-C50c, TSO-C35d using DO-160C, DO-170, and DO-143. Power Req.: Supply voltage: 11-33 Vdc; Operating current : 2.2A (13.8V, spkr on) Temp. range: -20°C to +55°C . P/N 11-08061 ............................................ $1,343.00

3 Locations! Corona, CA - (951) 372-9555Peachtree City, GA - (770) 487-2310Brantford, ON Canada - (519) 759-5017

X11P ............................................................................. $799.00X11 ............................................................................... $799.00H10-13Y Youth ............................................................. $306.90H10-20 .......................................................................... $302.25H10-30 .......................................................................... $251.10H10-60 .......................................................................... $345.96H10-13.4 ....................................................................... $306.90H10-13.4S .................................................................... $311.55H20-10 .......................................................................... $327.36H10-13X ANR (battery) ................................................ $628.68