Class of 2013 - Fly

Transcription

Class of 2013 - Fly

January 2012 Vol. 12 Issue 11
www.fly-low.com
Dawn of
Air Race & Flying 2013
“Class of 2013”
National Aviation Hall of Fame
reveals names of “Class of 2013”
Tuskegee Airmen mentor, Medal
of Honor Army pilot, Navy “Top
Gun” Shuttle astronaut, commercial
aviation pioneer among four to be
enshrined October 2013
(Dayton, Ohio - The National
Aviation Hall of Fame (NAHF) Board
of Trustees revealed the names of four
individuals who have been elected for
enshrinement at its annual formal
ceremony that will be held in October
of 2013. The four will be joining the
roster of 215 men and women air
and space pioneers who have been
inducted by the NAHF since its
founding in 1962.
The names and photos of the
incoming Enshrinee Class of 2013
were unveiled at a dinner hosted
by Dayton-based Aviation Trail,
Inc. (ATI) in celebration of the
109th Anniversary of the Wright
Brothers’ historic first powered flight,
December 17, 1903. Serving as the
dinner›s emcee was Marvin Christian,
President of ATI, and making the
Class of 2013 announcement was
NAHF Enshrinement Director, Ron
Kaplan. Each year, the NAHF Board of
Nominations, a voting body comprised
of over 120 aviation professionals
nationwide, selects a handful of
U.S. air and space pioneers to be
recognized for their achievements by
enshrinement into the NAHF. The
NAHF Class of 2013 is a diverse
group representing a broad range
of significant contributions to the
advancement of flight. The four to be
enshrined next year are: The late Charles Alfred Anderson
– In 1940, Anderson, who is widely
recognized as “the father of AfricanAmerican aviation,” helped develop
a civilian-pilot training program for
blacks. His 1941 flight with first lady
Eleanor Roosevelt aboard was the
catalyst that led to the training of the
first African American military pilots,
the Tuskegee Airmen, for whom
Anderson served as chief instructor.
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Summit Aviation - Bentonville Municipal Airport (VBT) - 479/254-0817 (FBO/School)
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January 2013 • www.fly-low.com
Cover Photo:Furnished by Jo Hunter
Page 2
Page 20
Page 16
Page 18
FLY-LOW
PHOTOGRAPHER
Professional Aircraft Service & Maintenance
Demand the Best in Aircraft Service
Capt. Robert L. “Hoot” Gibson, USN
(Ret) - As a Navy fighter pilot, Gibson
flew combat in Southeast Asia,
graduated from “Top Gun,” and served
as a flight test pilot before joining
NASA’s astronaut corps in 1978. He
flew five Shuttle missions (four as
Commander) and participated on the
Challenger accident investigation
team. Also an aeronautical engineer,
record-setting pilot and air racer,
Capt. Gibson has logged over 14,000
hours in over 130 types of aircraft.
Maj. Gen. Patrick H. Brady, USA
(Ret) - His highly decorated 34 yearplus Army career includes developing
foul weather and tactical techniques
for helicopter air ambulance rescue
in combat. Brady flew over 2,500
missions
during
two
Vietnam
combat tours and rescued over 5,000
wounded. His numerous service
awards include the Medal of Honor
and Distinguished Service Cross.
The late Dwane L. Wallace, After
41 years with the Cessna Aircraft
Company, Wallace retired in 1975
as its Chairman and CEO. During
the Depression, Wallace used money
won by air racing to meet payroll. After the company served WWII
military aircraft demand, Wallace
directed Cessna›s development and
growth of extensive corporate and
general aviation product lines. He
was a founder and first chairman of
the General Aviation Manufacturers
Association.
The enshrinement dinner and
ceremony will take place on Friday,
October 4, 2013 at the National
Aviation Hall of Fame Learning
Center and the adjacent National
Museum of the United States Air
Force in Dayton, Ohio. Often referred
to as “America’s Oscar Night of
Aviation,” the black-tie ceremony is
open to the public and reservations
are available by advance purchase
from the NAHF.
For more information visit the NAHF
website at www.nationalaviation.org
2 - Class of 2013
4 - Throttle Forward
5 - Salute to Veterans Air Show 2013
7 - Air Mail
8 - Air To Ground
9 - FAA News
10 - Steve Bill’s Air Shots
12 - Left Seat
14 - High Flight
Eastern Office
Western Office
Fly-Low Publications
P. O. Box 10355
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Ouray, CO 81427
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www.fly-low.com
Now representing
ALL FIFTY STATES!!!
18 - Dawn of the 2013 Racing Season
20 - Dennis Weaver
24 - Thunderbirds to be at Sun ‘n Fun
26 - Texas Pilots Association
28 - United States Pilots Association
30 - FYI: Accident Reports
32 - Classified
34 - Ron Gerot Goes West
Publisher: Ralph McCormick
publisher@fly-low.com
Cartoonist: Rob Pudim
Western Sales Rep: Todd Hubbard
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Main Office Phone
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Page 34
Contributing Writers
Advertising rates call 479-970-1001
Steve Bill Hanshew
Rose Marie Kern
Bill High
Bob Worthington
Pat Purcell
Max Lightsey
Photography - Jo Hunter
Publisher’s liability for damages resulting from errors in any advertising that is published or from its failure to publish any advertisement that it has agreed to publish shall be limited to the amount actually received by FLY-LOW in
consideration for its agreement to publish the advertisement in question. It shall not be responsible for any consequential damages suffered by any party. All flight information printed in this publication is printed for informational
purposes only and should not be used for navigation. Pilots must determine safe procedures from Federal Aviation Administration sources. Please refer to all FAA publications for navigation. We assume no responsibility for data,
reviews, airport information, safety stories, or advertisements. We do not knowing publish false information. It is the reader’s responsibility to verify any advertised information. Editorials by authors are not necessarily the view or
opinions of FLY-LOW. All rights reserved with copyrights. Any correspondence with Fly-Low Publications, articles and photography, become the property of Fly-Low Publications. Fly-Low Publications may edit content and images.
www.fly-low.com • January 2013
3
Throttle Forward...
US AVIATION:
RECRUITING CFIs NEVER
STOPS
GREAT NEWS (or is it?)
The world didn’t come to an end at the end of the Mayan calendar on December 21…
darn!!! I had looked forward to getting out of my income tax for this year. Rumor has
it that the Mayan who was preparing the future calendars died of a heart attack as he
got to the December 21st date on his future calendars. Go figure… and that news is just
now surfacing. Must be a conspiracy of those in charge.
Performing aerobatics in a Czech L-39
near Santa Fe, NM
REMINDER OF FLY-FAST
We will be printing our third issue of FLY-FAST, our racing magazine. Lots of exciting races scheduled for 2013. There are active pilots who find much
excitement in their additional hobby, racing. If you want to know more about how, when, why of Sport Air Racing, go to their website… www.sportairrace.org.
If you want a copy first, then send $6.95 to FLY-LOW Publications. Request the 2013 issue of Fly-Fast, please. This year will be bigger and better. It is our
third year of supporting the Sport Air Racing League. This nationwide group of pilots who make up the league are AVID enthusiast about flying and racing.
Join their blog for a constant dialogue about racing.
A MAN WITH A MISSION
Dennis Weaver passed away several years ago… we did a feature story on him at that time. Recently, the community in
which he and his family spent many years honored him and his memory. There is a giant bronze twenty-one feet eagle in
flight at the memorial park just north of Ridgway, CO. It isn’t far off of Hwy 550, yet it is secluded and quiet with much
reverence to the land, native Americans, and to Weaver’s memory. It is not that far from Montrose, CO. A flight there
and a courtesy car will get you to it. I do recommend that you plan on spending more time in the San Juans.
Much history is found and preserved there. Gold and silver were the order of the day during the 1800s… and some into
the 1900s… old mines have been reopened and are being worked today as the price of gold makes it affordable to pursue
mining. Many filmmakers have used the majestic mountains and old buildings in many scenes… e.g. TRUE GRIT. Butch
Cassidy and the Sundance Kid actually visited Telluride in those wild, wild west days..
Towns that are of interest include Durango (KDRO), Ouray (pronounced Uray), Ridgway, Telluride (KTEX), Montrose
(KMTJ), and Pagosa Springs (KPSO). I
have given the airport identifers of those
towns that have fine runways and courtesy
or rental cars.
GONE WEST
Once the federal requirement for
airline employment increases this
summer to 1500 hours, the tenure of
CFIs at US Flight Academy will also
For Sale!!!
960 acres
change. A CFI at US Flight Academy
can log between 800 and 1000 hours
a year, so their stay at the Academy
will begin to average 18 months
before they move on. Given the
looming airline pilot shortage and the
average pilot age, 51 years, there is
little doubt that CFIs from US Flight
Academy will have no problems
getting employment once they hit the
1500 hour mark.
The trips to job fairs will continue.
Adams is in constant communication
with schools like Embry Riddle,
Spartan,
Southeast
Oklahoma,
Oklahoma State University and Utah
Valley University for candidates. He
also receives resumes from all over
the United States. Once every three
weeks he starts an indoctrination
class for new CFIs, covering a 250page training manual and a flight
test. “It’s a lot like the airlines in that
everything a CFI does with one of our
students is articulated in the manual,”
said Adams. “Once they learn the
discipline of training, they find it
easy to adapt to airline procedures.”
Airline recruiters have already begun
showing up at US Flight Academy to
sign new pilots from the CFI ranks.
$995,000.00
Magnificent southern Colorado Ranch.
5000 ft FAA approved airstrip (31CD).
Modern Cabin and large Barn with corrals.
Located 10 minutes to Colorado City and I-25,
30 minutes to Pueblo, and 1 hour to Colorado
Springs. Possible owner financing with 10%
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Call owners
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Melinda 772-559-2673
2013 THEME: “25 YEARS
OF HONORING AND
REMEMBERING”
Call
Today
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4
The average tenure for a CFI at US
Flight Academy varies according to
the hiring activity in the airlines. “In
most cases, a CFI will instruct for six
to nine months before moving on to
the airlines, cargo lines or to a job in
corporate flying,” said David Adams,
Director of Logistics and Assistant
Chief Instructor at the Academy.
“We’ve had a few who have been here
for a couple years, because they like
it and are in no rush to sign up with
a regional airline.” Over 90 percent of
the students the CFIs work with are
training for careers as professional
pilots, primarily in the airlines.
www.diamondstarranch.com
We salute our friend and
photographer for many years,
Ron Gerot. His passing this
year will be a loss to our
magazine. Our thoughts are
for his family members and
friends. I will miss those calls
about where to shoot photos
next or just “Hey, how the heck
are you, Ralph?” He was a
good man and will be missed
by those of us at the FLY-LOW
office.
Denton, TX – Keeping one of the
nation’s largest flight schools up and
running requires a steady focus on
recruiting CFIs and students. At any
given time there are about 75 CFIs
working with 230 - 250 students in
the two training facilities owned by
US Flight Academy, a branch of the
US Aviation. Training operations are
conducted at the home field in Denton
Texas as well as at Grayson County
Airport in Sherman, Texas.
SALUTE TO VETERANS
AIR EVENT
IN MISSOURI - 2013
Columbia, MO:- For the past Quarter
Century it has been our privilege
annually over a 6-Day Celebration to
Honor and Remember the men and
women of the U.S. Armed Forces, as
well as our Allies, and to thank them
for giving us the greatest gift of all:
Freedom!
Returning
for
the
QUARTER
CENTURY CELEBRATION as the
“Signature Aircraft”, and performing
a thrilling and dramatic aerobatic
demonstration at the FREE twoday Airshow at Columbia Regional
Airport on May 25-26, 2013 is
the famous WWII P-51 Mustang:
GUNFIGHTER.
It made history
as the very first aircraft to fly down
Broadway over the 1989 Salute to
Veterans Parade 25 years ago.
Put May 22-27, 2013 on your calendars
for a once in a lifetime opportunity
to see and thrill to all the events
over the 6-Days including planes,
parachute teams, the Honored Guests
and Volunteers Banquet at MIZZOU
Arena, the Salute to Veterans Parade
and the many military heroes who
will join us for this very special
unique Celebration.
Mack, CO
COMPETITIVE FUEL PRICING EVERYDAY!!!
Located just west of Grand Junction (CO)
Easy in and out.
Camping available, and Gateway to the
Colorado and Utah backcountry.
Lots of activities. Airplane Rodeo in the fall. General Aviation only.
Come see. Visit, stay a while.
Mechanic on duty
Mack Mesa Airport
(CO7)
FOR INFO CALL LADD
970.260.0707
5
Air Events
By Mail
Air Mail
Feb 21 - The 2013 Buckeye Air Fair
will take place on Saturday February
23 at the Buckeye Airport from 9am
to 3pm. The airport is located at
3000 S. Palo Verde Rd, 1 mile south
of I-10, exit 109. We will have over
72 vendors, 50 aircraft, and fly over’s.
Over 20 World War ll aircraft and
vehicles will be on display at the
Lauridsen Aviation Museum. In addition to a car show, there will
be hot air balloon rides, helicopter
rides, biplane rides and tandem sky
diving. We will have a Science &
Technology Expo with presentations
by the Lowell Observatory, the
Challenger Space Center, Arizona
State University, Mesa Airline
Pilot Development, Embry Riddle
Aeronautical University and many
others. Dear Editor,
I bet you will hear a lot of comments about the mistake in the High Flight article on page 14. High’s article regarding magnetic variation he says, “East
is least and west is best. This is important to remember because of the direction in which we are flying; add to westerly heading subtract from easterly
heading.” That is incorrect. He should have said, “Easterly variations are subtracted from the westerly variations are added to true courses to determine the
magnetic course regardless of whether the course is easterly, westerly, or even northerly or southerly.”
Other than that, it was a nice article and we enjoy and look forward to each FLY-LOW issue. Thanks for the great publication..
Connie Younger
CY Aviaton
Boone Iowa
Connie,
Thanks for your comments. Actually, no we didn’t receive any comments on the phrasing of Bill High’s method of “East-West”, Just your email.
Ralph McCormick
March 16 – St. Clair County Airport
in Pell City AL, will have a fly-in on
march 16th next year. It is to note
KPLR’s 50 years of service to St Clair
County and raise funds to help our
veterans. There will be plane rides,
food, door prizes, live music, events
for kids. one of the plane rides is to
be a 1943 Boeing Stearman Model 75.
Celebration and Fly-in at Curtis
Field in Brady Texas sponsored by
Morgan Military Aviation Museum
will be held on Saturday, May 18th
2013, (assuming the Mayans got it
wrong), so please save the date!! We
are starting the planning even earlier
and we have had a lot of volunteer
interest as well as participant
For more information n237dt@mail. interest. We will be getting back in
com or call 256 589 0756 Lanny touch with you with further details
Merrit
as they are planned and confirmed,
Ongoing event:
The Ocean City Aviation Association
(OCAA) is conducting the following
ongoing event:
Saturday Morning Fly-in breakfast
ongoing event, at the Ocean City
Maryland’s Municipal Airport (OXB),
8 a.m.-1 p.m. Breakfast, light lunch.
Cost: Donations for the Ocean City
Aviation
Association›s
(OCAA)
For more information on this free restoration of the Huey helicopter
event, go to www.BuckeyeAirFair. mounted on the Veteran›s Memorial
com, Jeff Schwartz
display, located near the terminal
building. Contact: Coleman Bunting,
410-726-7207, or Airport Operations,
jeffschwartzz@yahoo.com
410-213-2471
22535 W Moonlight Path
Buckeye, AZ 85326
May 18 - Armed Forces Day
6
2 Cents
FLY-LOW Publications
P O Box 10355
Russellvile AR, 72811
Jan 17 - Sebring, Florida— Sebring
Expo to host Wings of Freedom Tour
and NASA Display. Visitors will see
historic WW II aircraft and learn
about space vehicles of the future
Visitors to the 9th annual U.S. Sport
Aviation Expo, January 17-20, 2013,
will have a chance to interact with
history when three World War II era
aircraft arrive to spend the weekend
on display at the Sebring Regional
Airport. At the opposite end of the
aviation spectrum, Expo attendees
will also have the opportunity to learn
more about the National Aeronautics
and Space Administration’s (NASA’s)
current Commercial Crew Program.
U. S. Postage
but please feel free to notify us with
any ideas and/or concerns and please
start spreading the word. We want
this year to be even bigger and better,
and have plans for another great
hamburger lunch, and of course the
wonderful WW II style hangar dinner
and dance to cap things off. Thanks so
much for your support and interest!!
Dear Ralph,
I was wondering if you could list a fly-in for me. It’s going to be there
at the Harrison Airport on Saturday January 19th from 11a.m. until it’s
gone. It’s going to be a charity event for Perry Evans over at Berryville. There will be a chili cookout to raise money for him and Shelia.
There will be homemade chili with all the fixin’s, jalapeno cornbread,
drinks. The meal and drinks are free but we would like folks to leave a
donation for Perry and Shelia. Fly-Arkansas has also agreed to provide full
service fuel for $4.95/gal.
My contact number until the 10th is 713-232-8237 x 0 and my email is
kmurph68@yahoo.com.
Send your event
information to
Thanks for any and all help you can provide.
Kevin Murphy
Kevin,
FLY-LOW is always glad to help. We posted your event online at www.
fly-low.com. Thanks for submitting the info online with our new event
submission page (contact page).
Ralph
airmail@fly-low.com
Have something to say? Send your comments
to airmail@fly-low.com. We have the right to
print or not, edit at our discretion.
Single, Multi, Turbo & Jet
Maintenance
Avionics
Paint
Interiors
Teresa Golla
501.975.9324
teresa.golla@central.aero
Tom Campbell
501.975.9654
tom.campbell@central.aero
Since 1939
1501 Bond Avenue
/
Little Rock
/
Arkansas
/
72202
/
central.aero
7
Air
to
FAA News
Ground
Every Way the Wind Blows
I stand in a delightfully calm garden
and watch as the clouds rip briskly
only a few hundred feet above my
head. Even more amazing is that
at a higher level I can see mare’s
tail cirrus blowing in a completely
different direction.
3,000 feet. They are given every 3,000
feet to 12,000, thereafter they are
every 6,000 feet. Wind forecasts are
not issued for altitudes within 1,500
feet of a location’s elevation.
For
instance, Albuquerque sits at 5400
MSL, this is too low for the 6,000 foot
forecast, so the first data given is for
Winds can make a pilot’s trip quicker 9,000 feet.
or slower; a gentle lovely flowing drift
or a nasty washboard gut wrenching Winds aloft data also contain
misery. Pilots who research the winds temperatures. Temperature forecasts
aloft forecast can prepare themselves are not issued for altitudes within
and their passengers for whatever 2,500 feet of a location’s elevation.
experiences await them as they fling
themselves into the sky.
Wind direction is indicated in tens of
degrees (two digits) with reference to
The National Weather Service true north and wind speed is given in
releases high altitude balloons from knots (two digits). Light and variable
sites across the country two hours wind or wind speeds of less than 5
before the winds aloft forecasts are knots are expressed by 9900.
modeled for dissemination. These
balloons carry equipment to measure Forecast wind speeds of 100 through
humidity levels and a tracking device 199 knots are indicated by subtracting
which enables the meteorologist 100 from the speed and adding 50 to
to read its direction and speed by the coded direction. For example, a
computer as it climbs into the flight forecast of 250 degrees, 145 knots,
levels.
is encoded as 7545. Forecast wind
By Rose Marie Kern
Temperature is indicated in degrees
Celsius (two digits) and is preceded
by the appropriate algebraic sign for
the levels from 6,000 through 24,000
feet. Above 24,000 feet, the sign
is omitted since temperatures are
always negative at those altitudes.
An example of this is seen below
The Kansas City (MKC) winds
data is based on computer forecasts
generated the first day of the month
at 0000 UTC. It is valid for use from
0500 UTC to 0900 UTC. Since MKC
is only 757 feet MSL, the first wind
data is forecast at 3,000 feet where
the 9900 indicates that the winds are
light and variable.
At 6,000 feet the winds are from 170
degrees (south) at 9 knots. By 9,000
feet they become a bit more westerly
at eighteen knots, and by twelve
tool for those considering a flight
beyond our borders; Jumpseat (p1)
covers the importance of embracing
Safety Management Systems (SMS)
as “a means to think globally and act
locally”; and FAA Faces (p 33) profiles
Christopher Barks, manager of the
FAA Office of International Affairs
In line with the issue’s focus Western Hemisphere team. the importance of
on global topics, the Checklist
purchasing and using certified parts. To access the issue online, go to: http://
Of interest to aircraft mechanics is www.faa.gov/news/safety_briefing/. Don’t forget to follow us on Twitter as
department (p 27) explores the
ELLISand
FIELD
Electrons KLLQ
International Flight Information this issue’s Nuts, Bolts,
well at @FAASafetyBrief.
department
(p
28)
which
stresses
Manual - an important reference
Cont’d on page 27
Have you checked out the latest
In
addition to several internationally
themed feature stories, the issue’s
departments also offer a wealth of
helpful general aviation news and
information. Kern hasissue
worked of
in Air
TrafficSafety
Control for
26 years
FAA
Briefing?
UNICOM 122.8
AWOS 133.32
5000’ X 75’ RUNWAY
DATA BASED ON 010000Z
VALID 010600Z FOR USE 0500-0900Z.
FT
3000 6000
9000
12000 18000 24000 30000 34000 39000
MKC 9900 1709+06 2018+00 2130-06 2242-18 2361-30 247242 258848 550252
Once the data is received they use
DATA BASED ON 091200Z
it plus what they can see on radar
VALID 091800Z FOR USE 1400-2100Z. TEMPS NEG ABV 24000
and satellite together to forecast
FT 3000 6000
9000
12000
18000 24000
30000 34000 39000
what is happening aloft. The Winds
1931+10 1929+10 2024+06 2331-10 2448-23
235239
246348 256056
ABI
Aloft data is released every 6 hours,
ABQ
2213+03 2327-04 3163-17 3366-27
337242
326946 335749
0200z, 0800z, 1400z, and 2000z. The
ABR 2017 2312+14 2308+09 2615+02 2724-13 2527-26 273641 274051 274562
forecast data goes out in 6, 12, and 24
FT
45000 53000
hour increments, reflecting how the
winds are expected change over the
day. Most aviation weather websites
carry it, but the NWS website is: speeds of 200 knots or greater are thousand they are south-southwest
http://aviationweather.gov/products/ indicated as a forecast speed of 199 (210 degrees) at thirty knots. Notice
nws/winds
knots. For example, 7799 is decoded that at 6,000 feet there is a plus sign
as 270 degrees at 199 knots or greater. and the numbers 06. This means
The winds are in MSL, beginning at
the temperature at that altitude is
expected to be plus 6 degrees celcius.
8
author@rosemariekern.com
By 9,000 feet the temperature is zero
– indicating where the freezing level
is expected to be. Above 24,000 feet
the temperatures are all expected to
be negative, so they drop the plus/
minus signs.
Notice the 39,000 foot winds. The
direction is over 36 – so in order to
correctly interpret the data you must
subtract 30 from the direction and
add 100 to the speed. So the winds
are actually 250 degrees at 102
knots, temperature minus 52 degrees
celcius.
Some, not all, stations carry winds
aloft temperatures up to 53,000
feet. These are usually shown on a
separate line.
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Airport Terminal: 719-395-3496
After Hours Contact: 719-395-3496
Great fuel pricing
Come Home to Buena Vista, it's a great place for your family and your business.
The winds here are for Abilene, TX,
Albuquerque,NM and Aberdeen, SD.
Note how Aberdeen’s winds begin at
3,000, but the winds for Abilene and
Albuquerque begin higher due to their
surface altitude. One of my favorite
Cont’d on page 11
9
Steve Billʻs Air Shots
down, the shining silver bipe’ growing
bigger in my imaginary gunsight. I
came in on his six and then pulled
up on his right wing. How an old A-7
Navy fighter jock could allow a lowly
Army Grunt catch him pants down
over No-Man’s Land, is whole ‘nother
story. But I got him. He must have
felt my presence because instinct
kicked in. He swiveled his head and
I could see a helmet and goggles with
a BIG set of baby blues. Shock at first
and then a huge smile broke out on
his face.
By Steve Bill Hanshew
steve@fly-low.com
Dusk Patrol
There is a certain grace and
irresistible allure to World War
One airplanes. Maybe it’s their
aerodynamic contrariness and overt
simplicity that instinctively draws
us to a cotton-covered box kite strung
together with a myriad of piano wire.
Or maybe it’s the quirky Gnome
rotary engine spinning with the prop
mounted to an immovable crankshaft,
spitting out oil like a slobbery boxer
pup. That’s why they needed those
chic silk scarves, don’t you know.
It could be the romanticism of
leather-clad aviators wearing flying
goggles, cast as chivalrous knights of
the sky dueling honorably amongst
the clouds. More probably it’s the ‘Red
Baron’ effect courtesy of a Hollywood
director’s overactive imagination
offering up an Arthurian tinge to what
was in reality a heinous war where in
truth, the debonair knight of the sky
had a one in three chance of surviving
two weeks in combat. Whatever it is
no real aviator with a heart for flying
can resist the great planes of that
war. The simple purity of the flying
experience inexorably draws pilots
to stand in awe of a Sopwith Camel
or Fokker Dr1 Triplane; diminutive
when compared to modern-day
airplanes; daintily dangerous with
less internal structure than a flimsy
pop-up tent, they are quintessential
airplanes.
Once a year Wright-Patterson Air
Force Base hosts the “Dawn Patrol”
event where WW I replicas are given
the magnanimous blessing of the
government to fly off the grassy area
near the historic Air Force Museum.
Thousands flock to see jodhpur-clad
pilots in long leather jackets squeeze
themselves into an Albatross or SE-5
and wobble down the runway and doe
jump into the sky. It’s a special event
reliving the grassroots of military
10
flight. That is why a month or so ago I
experienced my own special moment.
I flew the Cub into my favorite
grass strip airport, Red Stewart
Field in Waynesville, Ohio. It was
an absolutely stellar fall day in the
Buckeye state: glaring sun, perfect
temperature, and barely a breath of
wind. Perfect for a Cub hop.
Green Dragon Shows Leesburg, OH 937.780.6343
cockpit coaming admiring the
absence of instruments. My Cub was
festooned with gauges compared to
this thing. Tom could tell I liked it.
He smiled, “Doesn’t get any simpler
does it? I laughed, “Nope, just enough
to let you know it’s running.” Tom
was an old Navy fighter jock who
had only recently retired from one
of the majors. Even retired, he still
had that lithe look of a plank owner
gunfighter. This plane suited him.
Thankfully, the business end was a
VW engine expropriated from some
Grateful Dead Hippie’s bug rather
than an original 110-hp Le Rhone
rotary. But on second thought, maybe
the little French oil slinger would
have been easier to start. I’ve propped
big planes like my CJ-6. I’ve propped
little planes like a V-Witt racer. I’ve
propped planes with weak mags’, but
this plane was a Tony Little, full-on
throttle workout.
I was topping off at the pumps
when an old friend who is a wrench
at the airport walked up, “Ever prop
a Nieuport?” I must have looked
perplexed so he helped me out, “You
know, a World War One knock-off”. I
handed him the nozzle and stepped
off the ladder. “I’ve propped a lot of
stuff, but I don’t think I ever propped
a Nieuport”. He pointed over to a
hangar across the runway. There
it set. Why didn’t I see it before: A
shiny silver Nieuport 17 in French
markings; resting on grass it seemed
the perfect model for a Dietz painting,
What gets your goat is the
the low sunlight glinting off its
tantalizingly occasional putt-putt,
burnished cowl.
gasp, and wheeze revealing a slim
chance that maybe, just maybe, that
I strolled over and a guy came out
hunk of metal mounted behind the
of the hangar, his arm outstretched.
prop might be a real engine. I wondered
“Hi, I’m Tom. Can you give me a
if line guys on the Western Front had
prop?” I nodded immediately. What
as much trouble. At this rate the war
aviator worth his salt could refuse?
would be over by the time I got this
I quickly ascertained that it was
bug smasher started. The Red Baron
a Graham Lee replica having long
had no fears from the likes of me. I
admired the Canadian designer’s
could see the sub-title: “Somewhere
faithful homage to a truly iconic
in France – Still propping”. For Tom’s
first generation fighter plane. Even
part, he was doing all he could do to
though it’s 7/8 scale, it looks right.
coax gas and air into the jug at just
Heck, the real McCoy wasn’t much
the right moment of spark remarking
bigger and the rough sewn surfaces
that other guys were entertaining
and crudely painted graphics made
the addition of a lightweight starter
you think, “Yeah, this is the way they
wired to a motorcycle battery. I
were”. No fancy or intricate detailing,
paused, placed hands on knees, and
no spit and polish, it was all business.
took a deep breath: “Yeaahhh (huffThese were war-horses cranked out
puff) that’d be a good idea.” He could
like Chiclets whose service life was
tell my thrill for Great War aviation
counted in months not years.
was quickly losing its allure. “Let’s
bag it. I don’t think its cooperating.” I
I ran my hand around the leather
waved my hand, “Let me try one more
Locked in echelon right formation
he gave me thumbs up. And then I
did it; something I had been waiting
all my life to do, ever since 1975
when I set in a dark theater through
five complete showings of ‘The Great
Waldo Pepper” – Consecutive. I slowly
raised my right hand and saluted.
And then I banked away back to the
East and the darkening sky barely
containing my own humongous grin.
time. I think it wants to go.” He hit
it with a tad more gas. I placed my
hands on the prop. “MAGS OFF”. I
heard him yell OFF. I pulled the prop
through three blades. “BRAKES”.
BRAKES he replied as I pushed
against the propeller for positive
resistance. “CONTACT”. Here goes
nothing. I gave her an out-of-the
ballpark Hank Aaron swing. She
coughed. She caught. She hesitated. I
could tell Tom was feverishly working
the throttle as I counted blades slowly
rotating.
“COME ON YOU OLD FRENCH…
GAL (or was it something else I
screamed)” I actually felt like a
Hardy Kruger in the last 5 minutes
of ‘Flight of The Phoenix’. Come
on baby. Just as I thought all was
for naught, she caught and that old
German engineering wonder nested
in a Canadian-designed fake French
plane roared to life. I smiled and
waved to Tom. Satisfied, I was ready
to climb into the Cub and head for
home. My arms felt like taut straps of
dry leather. Thank God and Bendix, I
had a starter in that 90 horse Super
Cub. There should always be a reward
for toil, even if it’s a small reward.
I was on heading home for Donner
Field when I decided that the waning
day was beautiful and to miss an
aerial view of a Nieuport on takeoff
from a grass strip too tempting an
opportunity. I made a high pass over
the runway as Tom lifted off. It was
a beautiful sight. A silver biplane
suspended over a sea of green fields
and woods – France circa 1916. But
suddenly and without notice, my
resident German DNA took over. I
was high.
The sun was setting in the west
behind me. The French Nieuport was
low and slow heading east. Could I
resist? I think not. I throttled back,
pushed the stick over, and headed
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pilot blunders is when a rookie on
his first trip from the plains into the
mountains asks me for the winds at
3,000 over Albuquerque. That’s when
I ask where he got the drill added to
his propeller.
• Credit
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Notice that there is a strong northerly
wind at three and six thousand on
departure. They reduce in speed
and change direction by Alleghany in
western New York and by Cleveland
they are out of the south-southeast.
The changes in speed and direction
indicate that you’ve either crossed a
front or over a longer distance you’ve
left an area dominated by one surface
low pressure and entered another
one. At the higher altitudes the wind
direction does not change as much
and the speeds (and temperatures)
are more consistant, so this is mostly
a surface based system.
Notice the ABQ winds between
12,000 and 18,000 – there is an 80
degree switch in direction and more
than thirty knots of speed change –
For fun sometime, look at the forecast
looks like an indicator of windshear winds aloft along a route before you
and possible turbulence between look at any other weather product
those altitudes to me!
and see if you can visualize changes
in the weather patterns – then look at
When scanning the winds aloft the surface analysis and/or jet stream
forecast watch for directional and charts. You may surprise yourself at
speed changes between altitudes and how much it can tell you!
between sites along your route.
If
you are traveling from Bangor, Maine EDITOR’S NOTE: Rose Marie Kern
(BGR) to Cincinnati, OH (CVG) the has worked in ATC for over 29 years.
winds could look like this:
If you have questions concerning
FT
CAR
BUF
AGC
CLE
CMH
CVG
www.fly-low.com
Booneville
Municipal
Airport
AIR
TO
GROUND
Cont’d from page 8
3000
3520
0307
9900
1808
1413
1420
6000
3123-6
3110-8
2506-04
9900-05
2305-02
2010+00
9000
2833-09
2622-11
2516-07
2515-10
2517-07
2414-06
12000
2836-15
2628-15
2527-12
2629-16
2525-14
2626-10
aviation weather or air traffic you can
contact her at author@rosemariekern.
com.
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11
The Left Seat
Why smart people do dumb things!
By Bob Worthington
rworthin@zianet.com
In 2011, the NTSB began its war on
General Aviation accidents. It pointed
out that within the community of civil
aviation; GA has the worst accident
record. The NTSB stressed that GA
accidents are always a reoccurrence of
past accidents. It cited the problems
are pilot error and training.
In May of 2012, the NTSB announced
the creation of a GA Safety Forum
to address the fact that hundreds of
people are killed each year due to
GA accidents and thousands more
injured. Again, NTSB cited the
causes as related to training and
performance. In November, the NTSB
released its top 10 Most Wanted List
of its safety priorities, GA safety is
on that list. It further stated that in
many cases of GA accidents, pilots did
not have adequate knowledge, skills,
or recurrent training to fly safely.
The largest and most diverse GA
fleet in the world (over 220,000
aircraft) resides in the U.S. Last
June, the FAA announced a goal of
reducing the GA fatal accident rate by
10% over a ten-year period. It claims
that about 80% of all GA accidents
are directly related to human factors. There are about 40 times more
GA accidents than the scheduled
airlines. While the number of GA
accidents has decreased, so have the
GA hours flown. Of the top 10 causes
for GA fatal accidents, only two were
attributed to mechanical failures.
Last October the federal General
Accounting Office joined the war
on GA accidents. It cited several
examples of GA safety issues. Experimental aircraft accounted for
21% of the accidents but only flew
4% of the hours. Corporate had 1%
of the fatal accidents but flew 14% of
the hours. While GA only flew about
50% of the total civil aviation hours,
12
GA experienced 92% of all fatal
accidents. GAO concluded that most
of the GA accidents were attributed
to human error. GAO stated the
FAA goal of reducing fatal accidents
by 10% in ten years is not sufficient
for reducing fatalities in the riskier
segments of GA. GAO presented
several recommendations for the
FAA, mostly suggesting better data
collection and usage.
Now, one has to understand that
a GA pilot’s ability to fly is only
examined once every two years. Moreover, for many pilots, that
evaluation is only a cursory glance at
a pilot’s capabilities. In addition, it
seldom has the ability to assess what
kind of risks the pilot may take. It
evaluates pilot performance, not
mindset.
The data clearly presents the facts
that U.S. GA pilots are doing a lot
of stupid things such as running out
of fuel, crashing upon take-off or
landing, deliberately running into bad
weather (instead of turning around or
landing), and flying into the ground.
This poses the question: why do
smart pilots continue to do dumb
things? The simple response is that
they do not believe that what they are
doing will result in any serious harm
to them.
I experienced that first-hand over
fifty-five years ago. I was a Marine
PFC (at the bottom of the rank food
chain). My unit (2nd Battalion, 2nd
Marines, 2nd Marine Division) was
getting ready to depart a combat zone
in the Middle East where we had
been engaged for several weeks. Part
of our departure involved picking up
live tank rounds and delivering them
to an ordnance storage facility. As
a reinforced battalion landing team,
we had all sorts of attached combat
support, such as tanks and artillery. So a working party of a 2 ½ ton
truck, a driver, an NCO and several
laborers (I was one) were tasked with
going to every tank scattered all over
the mountains surrounding Beirut,
Lebanon to collect the 90 mm rounds
of ammo.
The mountain roads were steep,
dusty, narrow, and very treacherous. We placed a solid layer of sand bags
on the bed of the truck... Because
the round was armed and point
detonating, we put two layers of bags
around every shell. I do not recall the
basic load each tank had, but it was a
lot. For our first trip to the ordnance
yard, we had few rounds in the truck
and the driver went very slowly to
not jar any rounds. The desert was
very hot in September, the roads were
very dusty, and we were covered with
sweat and dirt. By noon, we were
bone tired and not even half way
through.
Nothing had happened. No
explosions, no detonations, nothing
blew up. So, we rethought the
situation and decided it wasn’t as
dangerous as we were warned. We
realized that if we continued as we
started, we would be working on this
job for several days. As each trip was
concluded, we used fewer sand bags
and transported more shells. And
on each trip, nothing bad happened. By the end of the day, the floor of the
truck was covered with 90 mm tank
rounds with only one bag in front of
each round, nose buried in the sand
bag. We finished our mission by dark
that day.
This clearly illustrates the fact that
as humans engage in a dangerous
activity that involves slow movements
to completion, as we safely move
forward on that task, we tend to
take short cuts to complete the task
quicker. And the more often we do
this safely, the faster we are to take
these short cuts in the future.
As pilots, often we factor in what we
are doing, what we have safely done
in the past, with a desire to get where
we want to go. Landing to wait out
weather, diverting to take on more
fuel, or initiating a go-around rather
than trying to salvage a botched
approach, places us further away
from where we want to be. Therefore,
if a short cut has resulted in a safe
termination of a previous flight, we
are not reluctant to try it again. If
we do this often enough, the odds are
that eventually we will find ourselves
in a situation that leads to injury or
death.
The fact is the pilot never expects
this errant behavior will lead to
disaster. The pilot’s expected
outcome may be some excitement
at best (not something he/she can’t
handle) but not an event leading to
the destruction of an airplane or the
deaths of all aboard.
This happens to 10,000-hour pilots,
to ATPs, to CFIIs, to 100-hour pilots,
to pilots who have been seen as safe,
competent, and not ones who take
risks. But all took a risk to complete
a flight because they firmly believed
no harm would come from their
endeavors. Unfortunately, thinking
mitigates risk of harm; “I have done
this many times before so I can do it
again.”
The FAA, the NTSB and the GAO
believe more education, more quality
recurrent training, and a better
appreciation for properly assessing
flight risks should help to reduce
aviation accidents. Yes, all of this
will help to increase safety among
pilots. Unfortunately, the reason
smart pilots do dumb things is an
attitudinal or belief aspect of their
behavior. Their rational, based on
their experience, leads them to believe
that they can do something without
disastrous results. Essentially, we
are seeing an act of poor judgment; a
decision based on faulty data the pilot
has accumulated over time.
As GA pilots we enjoy an
unprecedented approach to being
evaluated. Unfortunately, this allows
us to find a CFI who will go through
the motions regarding the required,
biennial, flight review. Our skills
and abilities are not really tested. And, certainly, our propensity to
take dangerous short cuts is never
questioned.
So only one of two things must occur
to terminate these bad habits: one
is death or injury and the other is
to encounter such a close encounter
with death that the pilot finally
realizes what he/she has been doing,
and resolves to never do that again. Unfortunately, in this kind of a
contest, death often wins.
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EVERYDAY
WHAT A RIDE
As I look back over my career I often
wonder: “Would I do this again?”
That is, if I knew what was involved
in getting here? Yes, there has been
a lot of hard work, blood, sweat and
tears over the years. But, what got
me here? I can tell you without a
doubt that passion, persistence and
desire is the secret to becoming a
successful pilot. It’s not the money
or the convenience of flight, but the
dreams which pushed me into flying.
Certainly, if money was the motivator
I would have been very disappointed.
As a kid I spent hours drawing
pictures of airplanes, often getting
into trouble for not paying attention
in class. Today they call this ADHD,
I call it day dreaming. I built
many model aircraft and flew many
homemade paper gliders. My family
wasn’t rich; in fact we lived on my
father’s WWII disability pension. We
existed on the food we grew, milked
our own cow and sold butter, milk
and vegetables from our gardens. My
parents did all of this while raising
six kids; this left very little money for
toys or hobbies. I earned extra money
on some of the local farms, earning a
dollar here and dollar there. I spent
some of this money on my passion,
model airplanes.
which we used on all the models we
built. I sat on the ground watching
our creations fly; wondering what it
was like to soar with the birds and
to see what they saw. Each time I
saw or heard an aircraft flying over
I looked skyward and wished it were
me flying. One afternoon I took the
old lawn mower out to the pasture
and mowed out a landing strip. I sat
there for hours waiting for a plane to
land, alas, no aircraft took me up on
my offer, but I tried.
My first flight was in 1963, I departed
from Hot Springs Memorial field on
a Convair 440 in route to Dallas. At
Dallas I changed planes and boarded
a Douglas DC-6 to California. I was
on my way to US Naval boot camp in
California. I will always remember
that flight. That was the moment I
made my mind up, I would become a
pilot. It filled me with the passion
for flying and I wondered if the pilot
knew how lucky he was to be flying
that aircraft.
I earned my certificate the hard way,
working two jobs. I worked at my
regular job Monday through Friday
and spent the weekends at the flight
school’s maintenance hangar turning
wrenches, washing parts, stripping
paint and any other nasty job that
needed doing. I borrowed $3,000 to
complete my final training and soon
had my CFI certificates. My CFI
check ride took 9 hours; I was totally
exhausted and for the first time in
many months I took a few days off
from flying. The school hired me and
that year I flew 756 hours as a flight
instructor. I was burned out by year’s
end.
I was a curious kid and had a lot
of adventure in my blood. I built my
own radio when I was 12, using old
parts I found on the farm. I used an
old wooden dowel and copper wire
to make a tuner. I hooked the radio
to my mother’s wire clothes line
using it as an antenna…. it worked.
I experimented with homemade
rockets; luckily I did not blow up
myself and others when launching
these devices.
I took everything
Never in my dreams would I have
apart just to see how it worked; often dreamed of being a pilot evaluator. I
getting in trouble for rendering some have been a pilot evaluator (DPE) for
of father’s farm tools useless.
11 years. Over those 11 years I have
crossed paths with many young and
I was lucky; my best friend’s father older pilots. Some DPE’s only worry
encouraged his passion and his about the money they can make and
passion spilled over to me. Clyde’s others sharing the dream, but all
father purchased a Cox O-49 engine in all the best motivator is always
14
Aircraft
Maintanence
86
By Bill High
29
on Field
call
passion.
My real dream was to become a
bush pilot; I never wanted to fly for
the airlines. It just wasn’t in my
DNA to be a bus driver. I longed for
adventure, flying into remote villages,
landing on remote airstrips. But that
dream was never realized. I had
plenty of opportunities to go to Alaska
and was offered several jobs, but my
lovely wife had a fit and said: NO!
CFI CFII DPE FAASTeam Rep.,
highbill@gmail.com
What will I do? I will continue to
work part time for the company which
allows me to fly among my other
duties. I still intend to teach part
time, hoping I can pass along some of
the knowledge I have acquired over
the years. But for the time being I
will take a few months off and enjoy
myself and hopefully escape the cell
phone. I will continue to write articles
My career is coming to its end. My and pass on my knowledge.
wife has told me over the past few
months its time you stopped doing for Some say I was lucky, but luck has
others and started doing for myself. nothing to do with it, it is the results
I celebrated my 67th birthday in of hard work and persistence. Getting
September; no, it isn’t the factor that’s where I am today has taken its toll
forcing me to stop being an examiner. on me. The job of a pilot evaluator is
Many pilots go well beyond that age very, very stressful. Sometimes the
but it is time I let others chase the applicant understands the reason for
dream. I have my bucket list and if I a fail other times they get angry. I
don’t get started on it I will never see have actually had applicants throw
it through.
their books in the floor and walk out;
one applicant just threw up his hands
As of July 31, 2012 I stopped in the middle of flight and said, “I
being an examiner. No, I won’t stop cannot do this anymore.” There is one
flying but I simply want to slow down thing I have learned about people and
and enjoy life. I am a worrier and I that is each and every one is different.
worry about every applicant as though Different in the way they learn and
they were a family member; worry different in the way they react.
has causes me great deal of stress,
hoping that nothing will happen to
My advice to the young aviator is
them, hoping that they will make this; set realistic goals, not too high,
the right decisions and keep their take small steps, make sure they are
family and friends safe when they achievable goals and be the best you
are acting as the pilot in command. I can be at each level of your career.
will miss these young dreamers and Help others, be a mentor and by all
enthusiasts.
means know there will be many more
downs than ups. When this happens,
I am sure someone will start a don’t get discouraged, pick yourself
rumor that the FAA has forced up, dust yourself off and get back into
me out, that is simply not true, it the game.
is my decision. I have always used
this analogy: I love ice cream, but I To all those who I have flown with…
cannot eat 2 gallons at one setting. the ride was great. I can only hope
It is best served one bowl at a time. that I have left a good impression
Flying is the same way, over the last 7 on the people I have taught and the
years I have logged over 4,000+ hours. ones I have evaluated. I have lived
Ending some days so exhausted I my dream and now it is time to slow
began hating my job. But after few down, fold up my wings and rest the
days rest I was back in the mood. I old body.
just didn’t enjoy the job anymore.
479.705.1250
Clarksville, Arkansas
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John and Martha King receive the prestigious Frank G. Brewer Trophy for Aviation Education
San Diego, CA - On Tuesday, November 13 at the Crystal Gateway Marriott in Arlington, Virginia at the National
Aeronautic Association (NAA) Fall Awards Banquet, NAA presented John and Martha King with the prestigious Frank G.
Brewer Trophy for Aviation Education “…for their passion and dedication in making aviation knowledge more accessible
to pilots worldwide by combining elegant technology with clear, fun teaching featuring courseware that simplifies
complex concepts for students.” The Brewer Trophy is presented annually for significant contributions of enduring value
to aerospace education in the United States.
Jonathan Gaffney, President and CEO of the National Aeronautic Association and Chairman of the Selection Committee, said
“We’re very proud of accomplishments of Martha and John King and all they have done to support aviation and aerospace education
in the United States. They are truly some of the great ambassadors of the excitement and opportunity which exists in our industry.”
“Thanks to the National Aeronautic Association for celebrating aviation achievements. The NAA truly advances not
only aviation, but all achievement, because aviation is humankind’s most inspiring achievement”, commented Martha.
“We are deeply honored to be selected for this award. It inspires and motivates us as we continue our mission of making
aviation accessible by taking complex material, simplifying, clarifying and making it fun to learn”, concluded John.
King Schools offers over 90 courses for pilots from student through professional/turbine pilot. For more information, visit
www.kingschools.com or call 800-854-1001 or internationally: +1 858-541-2200.
16
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17
The Dawn of the 2013 Air Racing Season
Heavy Metal Champions...Trojan Phylers in their North
American T-28 Trojans, pilots Chip Lamb and Robert Johnson
status of being a part of everyday life. Aviation had come of age
and the magic was gone. Times roll on and the past decades have
seen the economy be a factor in the ownership and operation of an
aircraft. None the less, there a many wonderful events available to
all pilots who love to gather for that special camaraderie and take
part in a legitimate contest. They test their skills. They test their
machines. They share their knowledge with each other.
Racing now offers something for all pilots. If you have the burning
need for speed and the ultimate high adrenalin racing experience
then “Reno” is for you. To race the “big show”, pilots must attend
the Pylon Racing School and be certified and remain current to
fly the closed course. If you are a woman pilot and have the time
to take part in the 2500 mile air race classic an experience of a
lifetime awaits you. This race started in 1929 and continues the
same handicap format. If you are short on time and perhaps a little
short on funds, the Sport Air Racing League circuit awaits you. The
League offers one day races of 100-200 miles with minimal entry
fees. These races are available across the entire United States and
in Canada. Planes launch and are timed individually with flying in
VFR conditions. All FAR’s are strictly adhered to.
Since that first gathering, the airplane has been of every type of
competitive endeavor imaginable. The exciting spectator spectacular
continues to this day. The distance races crossed continents and
circled the globe. The last of the monumental distance races ran in
1996. The Air Race Classic continues to run a 2500 mile race over
4 days.
Dick Keyt’s Polan Special....unequaled racer with turbo charged 360 cubic inch engine.
All photo including
the fron cover are by
Jo Hunter
The rewards reaped from being part of the sport of air racing are
many and unequaled. The aviation industry benefits. Owners
keep their planes in optimum condition and modify and convert
our aging fleet. Manufacturers have a valid proving ground for
their products. Home builders are making amazing planes and in
doing so are developing new and exciting designs and components.
2013 hold the promise of many wonderful gathering of pilots who
Our world is ever evolving and so evolves the world of air racing.
During the Golden Age of Aviation, flying was magic. Anything
aviation was in the minds of the general public and stirred great
enthusiasm and support. Progress brought the airplane to the
The 21st Century has been witness to a resurgence in “The Sport of
Flying”, cross country air racing.
The time honored events are thriving. The all women’s Air Race Classic is set for June 18-24,
2013 and the Reno Championship Air Races are scheduled for September 11-15, 2013. The Sport
Air Racing League circuit currently has 22 events scheduled from April through November 2013.
Two new races are scheduled for 2013 with one just having to cancel until 2014 due to “Mother
Nature”. The Great Bahamas Air Race was to run the second week of January but after two years
of hurricanes, the facilities were not ready to receive the racers. This race was much anticipated
with the opportunity to fly and enjoy the Bahamas along with a sizeable cash purse. The racing
is handicapped. This first International Air Meet-Championship Cross Country Air Races is set
for June 6-10, 2013 flying out of Durant, Oklahoma. This event offers a full card of classed, timed
racing with two events. Sport Air Racing League Championship points are up for grabs in the 100
mile race and expanded classes and championship will be awarded in the one day 600 mile event.
With a New Year laying before us, one cannot help reflecting on the past. A past that is full of
such a rich history of air racing. Just six years after the Wright Brothers became air born, the
first air race took place in Reims, France. It was an international affair flown around a 6 mile
circuit. The aeroplanes were individually timed and the winning speed was a blazing 46.5mhp.
The lone American entry, Glenn H. Curtiss was proclaimed the Fastest Man in the Air. Curtiss
was now the Fastest Man on Earth and Sky as he held the land speed record for his motorcycle of
136.36mph.
18
Real racers fly Ercoupes. Jack Stanton, Pottsboro, TX says
the thrill of racing is unequaled even if he goes 100kts.
call themselves “Air Racers”. Over the next few months, this
column will give an in depth preview of the 2013 races. The
experience awaits all pilots.
Racers love smoke! Jim Huff and his Bonanza “Smokin V” Champion air races
from Texas
19
I
n a quiet, off the beaten path near a small town in southwest Colorado stands
a huge memorial to a larger than life man. That town is Ridgway; the man is
Dennis Weaver. Some of you may not know of him. He was a long running
actor as Chester in “Gunsmoke” starting in 1955, in 1971-1977; he was star of the
TV series “Sam McCloud”, and many other productions. He was an athlete during
his younger days, he served in the Navy during World War II, grew up in Joplin
(MO), and perhaps became known for his achievements in his later years: that being
the protection of planet earth.
Dennis Weaver
“The man
and his passion”
All of photos were taken within miles of
the memorial for Dennis Weaver. There is
no question they were part of the lure that
pulled Weaver to the area.
The photo above shows the memorial
and Mt. Sneffels (14,150 feet msl) in the
distance, to the right is a serene scene that
is comment in the valley near Ridgway
(CO), below is Weaver’s Earthship from the
front, and the bottom photo shows the size
of the memorial by the comparison of the
man walking on the far right in the photo.
Photos by Ralph McCormick
By Ralph McCormick
Dennis Weaver
1924 - 2006
I saw an eagle in the sky today flying free upon the wind in my dreams. I touched it’s wings,
caught the wind and flew with him. Oh, what glory it was for me flying free up in the sky.
For dreams become reality if in our souls they never die. So seize the moment, which is now
for your eagle lives within. Hold the vision of your truth, dream your eagle and fly with him.
Dennis Weaver
20
At eighteen, Dennis joined the Navy Air Corp.
While he was stationed at the University of Colorado
at Boulder, he learned to fly a Piper Cub near the
foothills of the Rocky Mountains. In the Navy, he
flew an F4F. Having some near death experiences
while flying with his Navy buddies. He recalled in
his book, “As I look back I realize how fortunate I
was to get through (the Navy air program) and get
my wings – then survive! It was amazing. I did have
my check out on a carrier at the Great Lakes and was
assigned to a squadron. They gave me orders to go to
Pearl Harbor, but before going overseas, they always
give you a final leave to go home, to say “good-bye”
to family and friends. While I was there, the U.S.
dropped the A-Bomb, and that pretty much took care
of that – the war was all over for me, thank God.”
Dennis made this statement in his book, “…. I want
to share with you the most important role to date and
the most important stage I’ve ever trod – the grandest
stage of all, the stage on which we are playing out
the stories of our lives: planet earth.” Dennis and
his lovely wife Gerry graced the Colorado landscape to
build there home called “Earthship” in 1985. The home is
located at the base of Log Hill near Ridgway. When they
started building the home, rumor got out that it was to be
a home built with old used tires, cans, and powered by the
sun. Yes, car tires. Some thought him crazy. But what he
was doing was recycling and making the home as energy
efficient as possible. This he did and he built his life around the idea that this planet needs
to be protected in order to sustain life for future generations. He founded the Institute of
Ecolonomics in 1993, a fusion of the philosophies of ecology and economics. He had, for
years, been a proponent of hydrogen-based fuels.
Weaver was a unique individual as is his wife, Gerry. I lived only miles away from them. I
believe that they both have brought much into this world and have offered a positive way to
live and be one with planet earth. I hope this will give you further information or introduce
you to Dennis and Gerry Weaver. I do recommend you take that flight to Montrose (KMTJ)
Colorado, the closest airport to Ridgway. There is a courtesy car available upon request at
MTJ and drive the 30 minutes to the Weaver Monument. You’ll find several fine restaurants
in the town of Ridgway, including the True Grit Café. Oh yes, John Wayne filmed the 1969
film “True Grit” around Ridgway. But that is another story. One of John Wayne’s hats (for
real) still hangs in the Outlaw Restaurant in Ouray (ten miles south of Ridgway).
That part of Colorado has much history from the late 1800s to today. Dennis and Gerry have
made history in southwest Colorado. The community has honored both with this memorial.
It has been an honor to have lived close by and followed them and their achievements
through the years.
Editor’s Note: Dennis Weaver’s book, “All the world’s a stage,” is a must read and we pulled some information about him from my autographed copy.
Hampton Roads is the publisher.
21
EAA Activities Morrilton
at Sebring EXPO Municipal Airport
Morrilton, AR
BDQ
By Dr. Ronald Owen, President, EAA Chapter 1240
You have to see our new website.
www.fly-low.com
WOW, Awesome...
send us your event info directly from our
contact page...
check for air events, daily..
EAA Chapter 1240, located at
Sebring Regional Airport, site of
the 2013 U.S. Sport Aviation Expo
– during the Expo – will hold its
Grand Opening Ceremony and
Dinner to celebrate the completion
of
its
Aviation
Development
Center. The center, incorporated
in a newly constructed forty-two
hundred square foot building on the
airport ramp is dedicated to youth
education and other aviation-related
activities. The evening will include
a presentation by Patty Wagstaff,
World Aerobatics Champion, who will
also be demonstrating aerobatic sport
aircraft before the dinner.
Based on its youth education
programs, conducted in cooperation
with the School Board of Highlands
County and Sebring Regional Airport,
Chapter 1240 was selected by the
Aviation Education Foundation for a
grant award. This funding enabled
the chapter to build the facility,
which has been under construction
for several months. When complete,
it will include a classroom and large
hangar for training purposes.
As an Expo exhibitor, we invite you to
participate with us on this important
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22
occasion, a fund raising event for
the Chapter, which will enable us to
move forward with enhanced youth
programs this summer. Specifically,
we ask that you attend the dinner. If
possible, please consider being a table
sponsor - or even the event sponsor.
Details concerning the event are
available on the attached flyer. There
is a link on the Expo website which
allows you to sign up at varying levels
of participation and also provides an
opportunity to submit credit card
payment for your selection.
Don’t just talk about wanting to
help get young people interested in
aviation. Here is your opportunity!
Sponsor a table, display your banner
at the event, have your advertising
materials displayed on the tables, and
be assured that your tax deductible
contribution to this 501(c)(3), notfor-profit Chapter will go to support
youth aviation education. Further
information is available as outline
on the attached flyer and the Expo
website, a link to which is below.
Thank you for your continued
support of aviation, youth education
and the U.S. Sport Aviation Expo!
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23
Thunderbirds To Be At Sun ‘n Fun
2013
The Thunderbirds plan to arrive at SUN ‘n FUN during the latter portion of the Fly-In. SUN
’n
FUN
CAMPUS,
LAKELAND, FL. – The United States
Air Force (USAF) Thunderbirds
military jet team announced that
the SUN ‘n FUN International FlyIn & Expo has been included on this
year’s Thunderbirds schedule. The
announcement was made last week at
the International Council of Airshows
(ICAS) Convention in Las Vegas, NV. The 2013 SUN ‘n FUN International
Fly-In & Expo will be held April 9 – 14
at Lakeland Linder Regional Airport
in Lakeland, Fla.
“SUN ‘n FUN is honored and excited
that the world’s most recognized
military jet team – the U.S.A.F.
Thunderbirds – has included our event
on their 2013 schedule,” said SUN
‘n FUN President and Convention
Chairman John Leenhouts. “Their
participation will add to the aircraft
demonstrating
the
capabilities
of Air Force high-performance
aircraft to people throughout the
world. The Thunderbirds squadron
is an Air Combat Command unit
composed of eight pilots (including
six demonstration pilots), four
support officers, three civilians and
more than 130 enlisted personnel
The Thunderbirds plan to arrive at performing in 25 career fields. The
SUN ‘n FUN during the latter portion air demonstration is a combination of
of the Fly-In. They may engage in formation flying and solo routines.
individual media flights and a team
The
four-aircraft
“Diamond
orientation flight on Friday, April 12
prior to their scheduled performances Formation” demonstrates the training
on Saturday and Sunday, April 13 and precision of Air Force pilots,
while the solo aircraft highlight the
and 14.
maximum capabilities of the F-16
According to the U.S. Air Force, “Fighting Falcon,” the fighter jet
the
Thunderbirds
(officially employed by the Thunderbird team.
named the U.S. Air Force Air
The
Thunderbirds
perform
Demonstration Squadron) perform
precision
aerial
maneuvers approximately 30 maneuvers during
and activities already being planned
for this year’s Fly-In. We look forward
to having the Thunderbirds here in
Lakeland and know they will find the
people and businesses throughout
Lakeland, Polk County and central
Florida to be avid enthusiasts and
most hospitable hosts.”
their demonstration. The entire
Thunderbird performance, including
ground and air routines, runs about
an hour and fifteen minutes.
In addition to their responsibilities
as the official U.S. Air Force
aerial demonstration team, the
Thunderbirds are part of America’s
active combat force. If required, the
team’s personnel and aircraft can be
quickly integrated into a fighter unit
at Nellis Air Force Base, Nevada,
where the F-16s can be made combatready in less than 72 hours.
For more information about the
USAF Thunderbirds please visit their
website at www.afthunderbirds.com
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25
Texas Pilots
Association News
A year ago I mentioned the first
flight in Denton county and promised
an article on it. Here is the first
article.
Most people, me included, would
think it was big folks, adults who had
some engineering expertise or at least
experience, like the Wright Brothers,
who would do such a thing. But it
wasn’t; it was kids and they really did
fly.
So, once upon a time in a small
town in Texas there were 4 kids
who were bored at what they could
find to occupy their minds. The
oldest, Walker Jagoe, was 14 and the
youngest 12, was Robert Storrie. The
year was 1910.
The small town was Denton, Texas,
and the boys were friends and
Don Smith, President
occupied their fertile minds with well have badly injured or killed the pilot,
the building of gadgets for their own launching from 30 or 40 feet in the air.
enjoyment. Remember that in 1910
there were no movies and very few Not to be thwarted, they decided to launch
ways for teenagers to be entertained. it on the hill beside the building they envied.
It was a downhill run, but they needed a pull.
The boys obtained a copy of a book They got a horse (or a mule; the stories vary
by Leonardo De Vinci that contained somewhat on the “engine”.) After a short
drawings for a wondrous machine, pull the animal stopped, or the operator
a glider. Walker Jagoe and Robert of the animal got distracted and turned
Storrie were always inventing loose of the rope, again the stories vary.
gadgets. This was no different, just Whatever the mechanism, the propulsion
larger. They collecting materials and stopped and the glider crashed. The others
figuring out how to make a working ran up to the craft yelling for young Storrie.
He is reported to have replied, “You can’t
model of Leonardo’s glider.
talk to me, I’m dead.”
They built it and set about to fly it.
The first idea was to launch the plane from The area where the flights took place is
the top of a building at the local college, now filled with the buildings of the TWU
now named Texsas Womans University, campus, and there is no marker noting
TWU, but they got caught and were ordered the event. That is unfortunate, but who at
not to attempt such a foolhardy thing again. that time paid any attention to the antics
That was fortunate because they might of young lads. It just wasn’t viewed as an
Officers
President
Don Smith
2107 Emerson Lane
Denton, TX 76209-7813
H 940 387-5126
C 940 391-4623
donwileys@verizon.net
Vice-President
Jerry Koltes
1386 Plover Circle
Ponder, TX 76259
C 940 391-1448
jrkoltes@juno.com
Vice-President
Charli Lamb
4701 Carlyle Dr.
Ft. Worth, TX 76132-2507
H 817 292-4533
C 817 304-3412
charlilamb@sbcglobal.net
Secretary-Treasurer
Donald Jakusz
1196 Valley Oaks Dr.
Lewisville, TX 75607
H 972 316-0097
jejakusz@verizon.net
historic event. Now, in 2013, some of us
historic event. Now, in 2013, some of us
think it was.
To be sure there is a lot more to this story,
but space is limited and the saga is to be
continued, at intervals shorter than a year,
I promise.
By the way, the lads all grew up to be
leaders and businessmen in the developing
city that now has a population of over
100,000 and a very fine airport that is
watched over, in part, by the Texas Pilots
Association.
SUBSCRIBE
FOR
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26
Send Check to:
P. O. Box 10355
Wright Company
Original Factory Site
Purchased
Name ____________________
Address ___________________
City ______________________
State _______ Zip __________
Redevelopment Company acquires historic
Wright Company Factory Site
Home Avenue Redevelopment LLC
today took title to a former automotive
manufacturing site that includes the
historic Wright Company factory
buildings. The acquisition puts the
company in position to redevelop the
former Delphi Home Avenue plant
for commercial use while preserving
the Wright Company Factory Site for
eventual public use as an element
of the Dayton Aviation Heritage
National Historical Park.
The Wright Company factory
buildings were the first in the united
states to be built for the purpose of
manufacturing aircraft, and they
are believed to be the oldest aircraft
factory buildings still standing. Hull
& Associates Inc. of Mason formed
Home Avenue Redevelopment to
redevelop the site with the help of a
$3 million Clean Ohio Fund matching
grant.
“The birthplace of the
aircraft industry has taken a major
step toward preserving an historic
treasure,” Brad White, principal of
Hull & Associates, said in announcing
the closing.
The city of Dayton, National Park
Service and NAHA have worked
closely with the companies to transfer
ownership of the property in a way that
will promote economic development
in West Dayton while preserving the
historic Wright Company properties.
«It›s a significant historical milestone
that after 93 years, the Wright
Company Factory Site has been
transferred to an entity that will work
with the National Park Service and
NAHA to open the site to the public,»
said Tony Sculimbrene, NAHA›s
excutive director.
Wilbur and Orville Wright formed
the Wright Company in New York
in 1909 and built the first factory
building in 1910. Wilbur died in
1912 and Orville sold his holdings in
1915. Aircraft production ceased in
1916. The Dayton-Wright Airplane
Company made aircraft parts for its
Moraine assembly plant in 1918 and
1919.
General Motors acquired the
buildings in 1919 but soon converted
it to auto manufacturing. It remained
an active factory as a GM, Delco and
Delphi plant until Delphi closed it
in 2008. In 2009, President Obama
signed an act that expanded the
national park›s boundaries to include
the factory site and Hawthorn
Hill, the Wright family mansion in
Oakwood.
About the National
Heritage Area: Aviation
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FAA
News
Cont’d from page 9
In response to our last FAAST
Blast message, we received several
emails about subscribing to an
e-reader version of the FAA Safety
Briefing magazine. In future email
notifications about new issues
(available by clicking the green
“subscribe” check mark found at the
top of the FAA Safety Briefing home
page at faa.gov/news/safety_briefing),
we will include the direct links to
not only the PDF file for download,
but also the ePub and MOBI files for
mobile device reading.
Here are some basic e-reader file
directions, which may vary per device:
To view on the Kindle, save the .mobi
file to your computer and drop it into
your Amazon store folder. To view on
an Apple iSO device, either save and
drop the .epub file into iTunes, or click
the online link and open using the
iBooks app. To view on an Android
device, click the online link and open
using a third-party e-reader app. Our current capabilities only
allow providing each file format for
download. We are looking into other
online subscription capabilities.
EAA Database Helps
Experimental-Aircraft Pilots
Find Instructors experimental amateur-built aircraft
contact
flight
instructors
who
can provide them with additional
safety training. The association has
published an online list of instructors
authorized by the FAA, to offer
instruction for compensation in
their own experimental aircraft “for
purposes of type specific training.” The
list of certified instructors is based on
FAA data and is a portion of EAA’s
action on NTSB recommendations,
said Dick Knapinski, EAA senior
communications advisor. “EAA, as
well as the FAA and NTSB, strongly
recommend that all builders and
new owners of experimental aircraft
undertake a thorough transition
training program before flying their
own aircraft solo for the first time.” Feature Article Spotlight Do you know where your parts
are coming from? Buyers beware of
faulty, deficient or non-specification
parts that could be lurking in the
system. Learn more about it in the
Nuts, Bolts and Electrons department
on page 28 of FAA Safety Briefing’s
globally-themed Nov/Dec 2012 issue.
Available at http://1.usa.gov/FAA_
ASB.
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27
united states pilots
association news
Having fun with your airplane.
USPA SPRING MEETING
Jan Hoynacki
Executive Director
jan@uspilots.org
417.338.2225
Bob Worthington - President
Steve Uslan - VP Public Relations
VP Safety Education - Bruce Hulley
Secretary - Duane Smith
Treasurer - J. C. Zalog
By Don Smith
USPA Board member and Editor
Wichita Falls, TX March 14-16
We hope you had a good New Years for them to do a security screening,
celebration. The New Year will, of you won’t get in. It is that simple.
course, take care of itself, but the
Here is a part of their security
celebration was up to you.
email to me: “… the entry access list
The USPA spring meeting is at (EAL) which we’ll need finalized a
Wichita Falls, TX March 14-16. That’s week prior to the visit. The Security
Forces conduct background checks
a Thursday, Friday, and Saturday.
and approve the visitors. With no
The meetings kick off with a safety EAL, the visit will not be possible.”
seminar on Thursday evening, March Emphasis mine. You simply won’t
14 at the Days Inn motel at 7:00 get in if you are not on the list we
PM. That is across the parking lot furnish well ahead of time. We will
from the USPA meeting motel, the compile the list and they will check it.
Baymont (more about that later.) Be assured they WILL check it. Make
The address for your GPS is 4500 your reservations early; cancellation
Kell Blvd in Wichita Falls, 76309. It is easy. They won’t get after you
is on the north side of the freeway for not showing up, but getting in
(82/277.) That means the access road without your reservation is not going
runs westward on that side, so you to happen. To get on the list send an
will need to get off at McNiel Avenue. email to me at donwileys@verizon.
Coming from the west that means net. I’ll compile the list and submit it
going past the motel to McNiel and to them. I want the list completed by
heading back west on Kell, which is March 1. That’s a Friday. You’ll have
a month and a half from the time you
also the service road.
read this. Please get at that now.
There is a fairly active group of
The 80th FTW flies more than
pilots at Wichita Falls who put on a
safety seminar every few, so we will 55,000 sorties a year. That’s over 900
work with them to co-sponsor the PER DAY. Those of us who fly in this
FAA Safety Seminar. It will be well area are familiar with the traffic in
publicized, so the turnout should be the MOAs that comprise the training
areas of the 80th. We’re aware they
pretty good.
fly a lot.
On Friday, March 15 we will tour the
80th
FTW
hosts
an
USAF International Flight Training The
Wing at Sheppard AFB. That tour internationally manned and managed
will take about 4 hours, and we will pilot training program, the only
eat lunch on base part way through one in the world. They have been in
the tour unless we want to delay operation more than 30 years, and
lunch until the tour is over. Us tubby have delivered 6,400 trained combat
guys don’t miss many meals, so I will
opt for lunch on base. Besides, the
price will be lower than anything we
could find elsewhere.
OFFICERS
www.uspilots.org
pilots to us and our NATO allies. The wing delivers over 200
Undergraduate
Pilot
Training
graduates annually, along with 150
graduates of Introduction to Fighter
fundamentals and 80 Pilot Instructor
Training graduates. The 13 NATO
countries who participate in this
unique Euro-NATO Joint Jet Pilot
Training Program are: Belgium,
Canada, Germany, Greece, Italy,
The Netherlands, Norway, Portugal,
Spain, Turkey, United Kingdom, and
the USA.
at Sheppard AFB in the 1950s, but
not for pilot training. He served his
entire tour as an aircraft mechanic.
If any other of you were stationed
there, let us know. I’ll bet there will
be a special welcome for their alums.
The Texas Pilots Association will
join us for Friday’s SAFB tour, and for
Saturday’s board meeting. We hope
there is a good turn out from TPA.
We have proposals from both SPS
(Landmark FBO) and Kickapoo
Downtown airport (CWC.)
These
are still under evaluation, so plan to
land at one of them. SPS also has
commercial airline traffic if you wish
to fly the airlines. That also means
heightened security for you to go
through if you land there.
Sometimes the commander of the
unit is from the USAF and sometimes
from one of the other 12 participating
countries. When the Texas Pilots
Association did this tour some years
ago the commander was a Colonel
from the German Air Force who took
pride in being a graduate of that very
The motel is the Baymont Inn
program 30 years earlier.
& Suites. It is $75.00/night for a
Single King or Double Queen. King
It won’t be news to you that they fly Suites are $85.00/night. There will
the T-6A Texas II, a propjet plane of be a Hospitality Suite and a Board
relatively recent adoption, to replace Meeting Room.
Coffee and Water
the long time standard Cessna T-37 are provided, also at no charge. A
(noted mainly for being LOUD) and deluxe hot breakfast is included and
the sleek, long cherished Northrup free Wi-Fi, Mini Fridge, Microwave,
T-38.
and Coffee Makers in all rooms. An
indoor pool, Hot Tub, Business Center
Mark your calendar now for and Fitness Center all come with
March 14-16 and don’t allow any registration with no extra charge.
encroachment. You can make your Free fresh-baked cookies are served
motel reservations now; the contract daily from 4PM to 7 PM at the front
is signed and filed.
desk.
USPA
member
and
former
The
address
is
4510
Kell
president, Steve Uslan, was stationed Blvd, 76309 Wichita Falls, TX.
Reservations may be made at 1-940691-7500. The motel does not have
airport transportation.
USPA SPRING MEETING
Security is tight at all military bases
and SAFB is no exception. If you
don’t get your name in early enough
28
Registration is only $15.00
at
www.uspilots.org
If you call for a reservation or go on
line be sure to identify yourself as
being with USPA. We get better rates
than the general public.
A Christmas Poem for Pilots
‘Twas the night before Christmas,
and out on the ramp, Not an airplane
was stirring, not even a Champ. The
aircraft were fastened to tiedowns
with care, In hopes that come
morning, they all would be there.
The fuel trucks were nestled, all
snug in their spots, While peak
gusts from three two zero reached 39
knots. I sank behind the fuel desk,
now finally caught up, And settled
down comfortably, resting my butt.
When over the radio there arose
such a clatter, I turned up the
scanner to see what was the matter. A
voice clearly heard over static and
snow, Asked for clearance to land at
the airport below.
Horizon’s late Dash.
Then he called his position, and
there could be no denial, “This is St.
Nicholas One and I’m turning on
final.” When what to my wondering
eyes should appear, A Rutan sleigh,
with eight Rotax Reindeer.
Cleared for the ILS, down the
glideslope he came, As he passed all
fixes, he called them by name: “Now
Ringo! Now Tolga! Now Trini and
Bacun! On Comet! On Cupid!” What
pills was he takin’?
Those last couple of fixes left the
controllers confused, They called
down to the office to give me the
news. The message they left was both
urgent and dour: “When Santa lands,
have him please call the tower?”
He barked out his transmission so
lively and quick, I could have sworn
He landed like silk, with the sled
that the call sign he used was “St. runners sparking, Then I heard “Exit
Nick”. Away to the window I flew at Charlie,” and “Taxi to parking.” He
like a flash, Sure that it was only slowed to a taxi and exited Three-
By Rose Kern
Two, As he came down the taxiway to my work, And I filled up the sleigh,
but I spilled like a jerk. He came out of
the sleighbells’ jingle grew.
the restroom with a sigh of relief, And
He stepped out of the sleigh, but then picked up a phone for a Flight
before he could talk, I had run out to Service brief.
him with my best set of chocks. He And I thought as he silently scribed
was dressed all in fur, which was in his log, That with Rudolph, he
covered with frost And his beard was could land in an eighth-mile fog. Next,
all blackened from Rotax Reindeer he completed his pre-flight, from the
front to the rear, Then he put on his
exhaust.
headset, and I heard him yell, “Clear!”
His breath smelled like peppermint,
And laying a finger on his pushgone slightly stale, And he puffed
on a pipe, but he didn’t inhale. His to-talk, He called up the tower for
cheeks were all rosy and jiggled like his clearance and squawk. “After
jelly, His boots were as black as a departure fly heading three two zero,”
cropduster’s belly.
the tower called forth, “And watch for
a Luscombe inbound from the North.”
He was chubby and plump, a right
jolly old fool, And he kindly informed
Then I heard him proclaim, as
me that he needed some fuel. A wink he climbed thru the night, “Merry
of his eye and a twist of his toes, Let Christmas to all! I have traffic in
me know he was desperate to powder sight.”
his nose.
I spoke not a word, but went straight
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29
FYI:
Aviation
Accidents
NTSB accident reports published in FLY-LOW are for educational
purposes only. These reports are posted on the NTSB website. This
is preliminary information, subject to change, and may contain errors.
Any errors in these reports will be corrected when the final report is
completed and posted.
CIRRUS, THORP T18, MOONEY, BEECH 58 ACCIDENTS
NTSB Identification:
WPR13LA043
General Aviation
Accident occurred Friday,
November 16, Show Low, AZ
Aircraft: CIRRUS SR22
Injuries: 1 Minor.
On November 16, 2012, about 0726
Mountain Standard Time, a Cirrus
design SR22 was substantially
damaged
when
the
airplane
descended to the ground under
parachute near Show Low, Arizona,
after the engine experienced a
complete loss of oil pressure during
cruise flight. The pilot/owner received
minor injuries. The personal flight
was conducted under the provisions of
Title 14 Code of Federal Regulations
Part 91. Visual meteorological
conditions prevailed, and the flight
was operating on an FAA instrument
flight rules (IFR) flight plan.
According to the pilot, he departed
Animas Airpark (00C), Durango
Colorado, about 0600, with an
intended destination of Nogales
International Airport (OLS), Nogales,
Arizona. About 2 hours into the
flight, while in cruise flight at 12,000
feet above mean sea level, air traffic
control (ATC) cleared him to 14,000
feet for terrain clearance purposes.
Just before the airplane reached the
new assigned altitude, the pilot heard
a loud “pop.” About 4 minutes later,
the pilot received an oil pressure
annunciation on his primary flight
display. At that time the indicated
oil pressure was about 47 pounds per
square inch (psi), which was at the
bottom of the normal range. Within 1
minute the pilot saw the oil pressure
had decreased to 0 psi, so he shut
down the engine and advised ATC.
He asked for vectors to the nearest
airport, was advised that Show Low
Regional Airport (SOW), Show Low,
30
was the closest, and then turned
towards SOW.
During the descent, about the same
time that ATC advised him that
radar contact had been lost, the pilot
recognized that he would be unable to
reach SOW, and advised ATC that he
would deploy the ballistic parachute
when he was over terrain that
appeared suitable for a parachute
landing. The pilot estimated that
he deployed the parachute between
1,000 and 2,000 feet above ground
level. The airplane impacted in a field
while it was swinging towards the
left under the parachute, bounced
at least one time, and came to rest
upright. The pilot shut down the
airplane and exited. He contacted
assistance via his satellite telephone.
The pilot and airplane were located
about 2 hours after the landing, aided
by his reinflation of the parachute
and use of his personal mobile
telephone (not satellite phone).
ERA13FA071
General Aviation
Accident occurred Saturday,
December 01, Pahokee, FL
Aircraft: GREEN GARY E
THORP T-18
Injuries: 1 Fatal.
descending to an altitude of 7,200
feet before radar contact was lost.
The airplane impacted a sugarcane
field about two miles southeast of
Palm Beach County Glades Airport
(PHK), Pahokee Florida. The fuselage
of the airplane came to rest inverted,
in a flat attitude, on a course of
315 degrees. The propeller, engine,
instrument panel, main landing gear,
On December 1, 2012, about and left and right outboard wings
1318 Eastern Standard Time, were separated from the fuselage and
an experimental amateur built have not been located at this time.
Thorp T-18, N118GG, registered
to and operated by the pilot, was Examination
of
the
fuselage
substantially damaged when it broke revealed that the flight control stick
up in flight over Pahokee, Florida. was connected to the aileron and
The personal flight was conducted elevator control tubes. The rudder
under the provisions of 14 Code of and tail wheel control cables were
Federal Regulations Part 91. The connected at the rudder and tail
airline transport pilot was fatally wheel attachment point. The rudder
injured.
Visual
meteorological pedals were not located and the
conditions prevailed and no flight cables showed signs of overstress
plan was filed. The flight departed failure. The fuselage and empennage
Pompano Beach Airpark (PMP), were buckled. Examination of the
Pompano Beach, Florida at 1259. wings revealed that the left and
right wings were separated at the
According to family members, the spar attachment joint. The vertical
flight was enroute to Lakeland stabilizer was partially separated
Linder Regional Airport (LAL), from the empennage. The wreckage
Lakeland, Florida. The pilot was was removed from the field for further
overdue on his arrival and an alert examination.
and rescue (ALNOT) was initiated.
During the search, an emergency
distress signal was received, and
the local authorities located the NTSB Identification:
airplane the following day at 0610.
On-scene examination by a Federal
Aviation
Administration
(FAA)
inspector revealed that engine oil was
deposited along the bottom and left side
of the airplane. FAA records indicated
that the airplane was manufactured
in 2005, and was purchased new
by the pilot. In February 2009, a
Forced Aeromotive Technologies
supercharges was installed in
accordance with supplemental type
CEN13FA089
certificate SA10925SC. The pilot
General Aviation
held a private pilot certificate with According to preliminary information
Accident occurred Tuesday,
obtained
from
the
Federal
Aviation
airplane single and multi-engine
Administration,
the
airplane
was
December 04, Manhattan, IL
and instrument airplane ratings.
in cruise flight for approximately 19 Aircraft: BEECH 58
The
0735
automated
weather minutes. The pilot was not in contact Injuries: 1 Fatal.
observation at SOW, located about with the air traffic control during
8 miles north of the landing site, the flight. A review of the radar data
On December 4, 2012, about 1438
included calm winds; clear skies; revealed that about one minute prior Central Standard Time, a Beech
to
going
off
radar
the
airplane
was
temperature 1 degree C; dew point -5
model 58 impacted an open field near
degrees C; and an altimeter setting of at a cruise altitude of 8,300 feet. Manhattan, Illinois. The commercial
Then,
the
airplane
was
observed
30.25 inches of mercury.
pilot sustained fatal injuries. The
airplane was substantially damaged.
The aircraft was registered to and
operated by Bemidji Aviation Services
under the provisions of 14 Code of
Federal Regulations Part 91 as a
pipeline surveillance flight. Visual
meteorological conditions prevailed
for the flight, which was not operated
on a flight plan. The flight originated
from Bemidji Regional Airport (BJI)
about 0915. The intended destination
was Joliet Regional Airport (JOT),
Joliet, Illinois, after completion
of
the
surveillance
activity.
The airplane impacted an open field
about 3-1/4 miles south-southwest of
Manhattan, Illinois. Initial ground
impact was about 80 feet long and
oriented on an approximate bearing
of 168 degrees magnetic. An impact
crater about 8 feet by 3 feet by 2
feet was located at the south end of
the ground scar. The right propeller
assembly had separated from the
engine, which was located adjacent
to the impact crater. The right engine
separated from the wing and came to
rest about 950 feet from the initial
impact. The right wing separated from
the fuselage at the root; it came to rest
about 430 feet from the initial impact.
The main wreckage consisted of
portions of the fuselage and left wing,
the empennage, and the left engine.
The overall debris path was oriented
approximately 150 degrees magnetic.
The pilot held a commercial pilot
certificate with single and multiengine land airplane, single-engine
sea
airplane,
and
instrument
airplane ratings. He was issued
a second class airman medical
certificate in May 2012, with a
restriction for corrective lenses. His
most recent regulatory checkride was
completed in March 2012. He had
accumulated about 26,000 total flight
hours, with approximately 11,000
hours in Beech model 58 airplanes.
The nearest weather reporting facility
was located at JOT, about 11 miles
northwest of the accident site. At
1435, the JOT Automated Weather
Observing System (AWOS) recorded
conditions as: wind from 260 degrees
at 10 knots; 10 miles visibility; clear
sky; temperature 14 degrees Celsius;
-1 degrees Celsius; altimeter 30.10
inches of mercury.
Visit
CEN13LA095
General Aviation
Accident Wed, Dec 05,
Gurdon, AR
Aircraft: Mooney M20E
Injuries: 1 Uninjured.
Messerschmitt Bolkow-Blohm model
BK 117-A3 helicopter impacted
the ground near Compton, Illinois.
The pilot, flight nurse, and flight
paramedic were fatally injured, and
the helicopter sustained substantial
damage from impact forces. The
emergency medical services (EMS)
equipped helicopter was registered
to Rockford Memorial Hospital,
and operated by Air Methods
Corporation under the provisions of
14 Code of Federal Regulations Part
91 as a positioning flight. Visual
meteorological conditions prevailed
for the flight, which operated on a
company visual flight rules flight
plan. The flight originated from the
Rockford Memorial Hospital Heliport
(LL83), Rockford, Illinois, about 1958
and was en route to the Mendota
Community Hospital Heliport (14IL),
Mendota, Illinois, where it was to
pick up a patient for transport back
to the Rockford Memorial Hospital.
On December 5, 2012, about
1200 Central Standard Time, a
Mooney model M20E airplane was
substantially damaged when it
collided with terrain during a forced
landing near Gurdon, Arkansas.
The private pilot, the sole occupant,
was not injured. The airplane
was registered to and operated
by a private individual under the
provisions of 14 Code of Federal
Regulations Part 91 without a flight
plan. Day visual meteorological
conditions prevailed for the crosscountry flight that departed from
Austin Grider Field Airport (KPBF),
Pine Bluff, Arkansas, about 1130, and The purpose of the accident leg of the
was destined for Gurdon Lowe Field flight was to position the helicopter
Airport (5M8), Gurdon, Arkansas. for a subsequent air medical interfacility patient transport flight from
The pilot reported that the accident the Mendota Community Hospital to
occurred during a repositioning flight the Rockford Memorial Hospital. The
after the airplane had undergone request was received by the Rockford
avionic maintenance. He stated that Memorial Hospital Dispatch Center
the engine experienced a partial loss and the pilot was notified at 1927. At
of engine power about 30 minutes 1959, the pilot reported to the dispatch
into the flight. He stated that he was center that he was departing from the
flying fairly low to the ground when helicopter’s base at the hospital. He
the loss of engine power occurred, and reported that he lifted off with one hour
as such, he was unable to troubleshoot forty-five minutes of fuel and three
the lack of engine power before persons on board and was en route to
having to shift his focus to identifying Mendota, Illinois. At 2010, the pilot
a suitable landing area. He noted radioed that he was 12 minutes from
that he did not turn-on the electric Mendota. at 2016, the pilot contacted
fuel pump during his brief attempt to the dispatch center notifying that
restart the engine. He reported that a he was aborting the flight due to
forced landing was made to a nearby the weather conditions encountered.
gravel road. He stated that during No further communications were
landing roll one of the airplane’s wings received
from
the
helicopter.
contacted a bush situated alongside
the road, which caused the airplane At 2015, the surface weather
to depart the roadway and descend observation at the Rochelle Municipal
into an adjacent ditch. The fuselage Airport-Koritz
Field
(KRPJ),
and wings were damaged during the Rochelle, Illinois, located about 10
accident sequence.
miles north of the accident site, was:
wind 290 degrees at 8 knots, 7 miles
visibility, light snow, overcast ceiling
at 3,300 feet above ground level,
temperature -1 degree Celsius, dew
Air Taxi & Commuter
point -2 degrees Celsius, altimeter
Accident occurred Monday,
29.94 inches of Mercury.
December 10, Compton, IL
Aircraft: MBB BK 117 A-3
Injuries: 3 Fatal.
On December 10, 2012, about
2016 Central Standard Time, a
Our
Air Taxi & Commuter
Accident occurred Saturday,
November 17, 2012 in
Bondurant, WY L
Aircraft: MBB BK 117 A-3
Injuries: 1 Fatal.
On November 17, 2012, about 1345
mountain standard time, a Cessna
182D was substantially damaged
when it collided with terrain south of
Bondurant, Wyoming. The airplane
was registered to and operated by
the pilot under the provisions of Title
14 Code of Federal Regulations Part
91 as a personal flight. The private
pilot, sole occupant of the airplane,
was fatally injured. Visual and
instrument meteorological conditions
prevailed throughout the route of
flight and a flight plan was not filed.
The cross-country flight originated
from Stevensville, Montana, about
1130 with an intended destination of
Pinedale, Wyoming.
Information provided by the Federal
Aviation
Administration
(FAA)
revealed that the family of the pilot
contacted the FAA on the evening of
November 17, 2012, after they became
concerned when the pilot had not
arrived at his intended destination.
The FAA subsequently issued an
Alert Notification (ALNOT). The
Civil Air Patrol, United States Air
Force, and local law enforcement,
commenced search and rescue
operations throughout the area of
the pilot’s intended flight path. The
wreckage was located by aerial units
on the afternoon of November 24,
2012.
Examination of the accident site
revealed that the airplane impacted
mountainous terrain approximately
35 miles west of the flights intended
destination. The wreckage debris
path was about 133 feet in length
and oriented on a magnetic heading
of about 200 degrees at an elevation
of about 10,150 feet. All major
structural components of the airplane
were located within the debris path.
New
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31
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Ron Gerot Goes West
away on October 22, 2012. I hope he
knew how important he was to us
over those years of his submissions…
Ronald E Gerot
April 30,1940 - October 22, 2012
They don’t make them any better
than Ron. I will miss my friend.
of great memories along with meeting
many good people. Ron being a pilot
himself loved aviation, he had lost his
medical, but never lost the aviation
“bug.” In 2005, Ron contacted FlyLow Publications and became a photo
journalist for them. During that first
would normally find his way into one
for a nice shot which Fly-Low would
use for its publication.
One of my favorite memories was
on Fathers Day weekend 2005 at
Fayetteville, AR. I remember the show
starting and ole› Ron was in the «hot
contact with Fly-Low, Ron and I did
several Air-to-Air shots including two
covers on Trade-A-Plane. He also
had many cover shots and featured
photos from 2005 - present for FlyLow. Ron was very proud of his
accomplishments of a photographer. Ron enjoyed meeting many Airshow
Performers through the years
attending several airshow throughout
the mid-west from 2005 - 2011. If I
was not able to pilot a photo ship he
ramp area» where no one was allowed.
There was Ron inching his way to the
end of the ramp, then to the grass
between the runway and the taxiway. This area is highly out of bounds as
there is a 500ft show line which only
authorized people are allowed. As I›m
watching I notice a golf cart racing
out to retrieve Ron, I thought, «This
is it he›s getting escorted out». What
happened next blew my mind. The
Ralph McCormick
This is info on his
passing from his friend,
Jeff Batzer.
By Ralph McCormick
and Jeff Batzer
Often, out of nowhere there is a
phone call or email from someone
who has an interest in aviation. That
could include photos or writing. About
seven years ago, I received a call from
the gentleman with a gruff southern
voice. He introduced himself as Ron
Gerot, lived in Missouri, flew, liked
to fly, helped at Oshkosh AirVenture.
He wanted to know if I could use a
few shots of planes for the publication
(which he seemed to love).
I told him that we would appreciate
any and all event photos and
information.
Thus became the
relationship of FLY-LOW and Ron
Gerot. For many years he sent in
photos of planes, events, stories, and
such. I had press badges printed for
him and his friend Jeff Batzer. They
attended many functions representing
FLY-LOW. I was glad to have him as
one of our contributors… His photos
improved over the years and he made
the cover many times. I remember
just got a new camera.” He always
appreciated that we would use his
photos… especially on the cover.
All photos of Ron by Jeff Batzer
and his final cover photo below.
Ron Gerot, age 72, of Exeter, MO
passed away Monday October 22,
2012 at his home. He was born in
Riverside, Iowa. During his life
he resided in several states. He
served his country in the Air Force. Ron or “Photo Ron” (as I knew him)
and I met at EAA in 2002 when he
volunteered as a greeter for the
Warbirds of America. When I flew in,
he was one of the first volunteers to
meet the early arrivals. Ron was a
volunteer for EAA and The Warbirds
of America for 20 years. Upon some
odd coincidence in 2004 Ron and I
converged again at Golden Aviation
in Cassville, MO. While working for
Golden Aviation we came across a lot
I hadn’t heard much from Ron in
the past six months, but I had a cover
shot that was worthy of placement.
It had been in my “Hold Folder” for
sometime. I pulled it out and used it
May 2009 Vol 9 Issue 3
AirVenture Coming!
next thing I knew is that he had
talked his way out of trouble and
was on the announcers stand for the
remainder on the show. Although, the
highlight was yet to come. Ron and I
were asked by the late Tom Dawson
Sr.(Bobby Younkin›s Mechanic) to
help disassemble Bobby Younkin›s
Sampson (Younkin was killed in a
plane crash a month later at Moose
Jaw, Canada). It was a great
experience and forever will be a
reminder of a great weekend with
Ron.
There are many good times and Ron
surely had a kind heart. He had a love
for aviation and was always available
to volunteer. As quoted from a friend
of Ron›s, Eli Bozeman quoted in his
passing « he was as crazy as he was
a good friend». In his passing he will
be greatly missed, through his photos
and contributions. Godspeed,
Jeff Batzer
PUT YOUR
BUSINESS
HERE
Page 20
in front of
thousands
each month
telling him jokingly that he must
have gotten new glasses since his
photos had improved tremendously.
He laughed and said… “Naw Ralph,
34
in September’s FLY-LOW. I have no
idea if he saw it or not. I expected to
hear from him about the cover…. No
word. Now I know why. Ron passed
For Pricing
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Class of 2013 - Fly

Transcription

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