In Flight USA Article Categories
In Flight USA Articles
NTSB Announces General Aviation Safety Forum
Wathen Center Educates for the Future
By David Gustafson
The Flabob Airport Preparatory Academy hosts middle and high school students.Recognizing that a million professional pilots and A&P mechanics are going to be needed over the next 20 years, the Wathen Center, which is headquartered at historic Flabob Airport in Riverside, Calif. has initiated planning to train young men and women for those professions. The Center already has a successful middle and high school program on its grounds and is moving rapidly to establish the A&P program, while upgrading its flight training operations.
Falling in Love with a Cassutt, Part II
By Steve Weaver
Steve Weaver in the early ’70s with his Cassutt. (Photo provided by Steve Weaver)To anyone who has been stranded, immobile and silent on the side of a busy interstate, the whoosh of passing cars and the blasts of air from speeding tractor trailers rocking your vehicle is familiar. You sit in your crippled automobile on the verge and you change not a whit the traffic that ignores you and continues on its way. I can tell you though, when the stalled vehicle is an airplane, things change completely. Apparently, jaded though the public is, the sight of an airplane beside a busy road is enough to stop traffic. Within minutes multiple cars and trucks had stopped and I had dispatched one volunteer to phone the airport and tell my friend Jake to come to my aid.
In twenty minutes or so Jake arrived, a wide smile plastered on his face. Thankfully, with the cell phone still an invention of the far future, the police had not also appeared, and we began to noodle the problem of getting the airplane back into the air.
Red Bull Stratos – Successful First Manned Test Jump From an Altitude of 13.5 Miles
Falling in love with a Cassutt
Steve Weaver in the early 70s with his speedy Cassutt. (Courtesy of Steve Weaver)By Steve Weaver
In the summer of 1974 I was operating a Flying Service in the northern part of West Virginia. My days were full to overflowing as I jumped between management duties and flying, managing the bustling FBO when I could and flying when I was needed to fill-in for the other pilots.
The charter business was booming at that time and many of my days (and nights) were spent flying businessmen and freight all over the Eastern part of the US in the Navajo, the Seneca and the Aztecs that we operated for hire. During one such trip to a small airport in the Eastern section of Pennsylvania, an ad on the office bulletin board caught my eye.
“For Sale, 1937 J-2 Cub”, the sign said. I owned a 1939 J-3 at the time, but I’d always been curious about the earlier Cubs that used the 40 horse power Continental engines. I inquired about it from the lady running the little airport, and she stated that it had been her deceased husband’s airplane and she wanted to sell it to make room in the hangar.
Editorial: DO Sweat the Small Stuff
By Ed Downs
We have all heard the old standby, “don’t sweat the small stuff.” Typically, that advice is given when one needs to keep focused on the final outcome of a big issue. The general belief is that if one takes care of the big issues, the small ones will resolve themselves. A recent conversation, however, has caused this writer to rethink that sage advice. My past editorials have expressed concern that our current national leadership is openly hostile towards private aviation, both personal and business.
For example, this editorial section, and virtually every editorial section of all aviation magazines, have addressed the proposed “per flight” user fees. While engaged in a discussion regarding these fees, the comment was made, “what makes you think private aviation is being treated in a hostile manner other than simply asking rich guys to pay their fair share?” This writer was caused to pause and think. The suggested user fee tends to be a rallying point for those who support aviation, but is that the only issue? Intuitively, I felt safe in the views expressed in these pages, but was I working on facts, or gut feelings brought about by personal political preferences. What is it that has this writer so concerned about the future of our industry?
Adventure House Unearths a Great Aviation Series from the Pulp Era
By Mark Rhodes
The pulps of the 30s and 40s are a rich (though somewhat forgotten) treasure trove of American storytelling not necessarily at its best, but maybe at its most memorable and original. Memorable and even immortal characters sprang from the pages of these publications such as Tarzan (100 years old this year) as well as Doc Savage, The Avenger and The Shadow.
Less well known, but equally memorable was the series G-8 and His Battle Aces. This series was penned by Robert Hogan and had an impressive 110-issue run from 1933 to 1944. G-8 does not have the name recognition other pulp stalwarts like The Shadow might have even today; but he was a unique character in his own right. Other popular pulp characters such as Doc Savage and The Avenger were “Renaissance Men on Steroids” having multiple world-class talents like Physician, Scientist, Inventors, Athletes and so on. G-8 was a supernaturally talented aviator and spy but he did not have the extraneous talents or limitless bank accounts of the playboy/vigilantes like The Shadow. Interestingly enough, author Hogan was a fairly accomplished aviator having been an air cadet in the First World War and also having worked as a demonstration pilot for Curtis Wright. The Depression saw Hogan lose his job and helped pave the way for his career as an author.
Brazil is the Leader in South American Aviation
By Alan Smith
Embraer 190 with Lufthansa. (Mario Ferioli)As the largest nation in South America, Brazil covers nearly half the continent with a population of 201,103,330. It is just a bit smaller than the United States. Brazil’s largest cities are Sao Paolo, Rio De Janeiro, and Recife in the north. Recife has steel mills near the mouth of the Amazon, and Sao Paolo is the business and financial center in the southeast. The capital, built mostly during the 50s, is Brasilia located inland in the highlands. Brazil is bordered by every South American nation except Chile and Equador.
The Pylon Place - April 2012
Secret Pete Law
By Marilyn Dash
Pete Law tells his tales for the NAG membership.Last month, the attendees of the National Air Racing Group’s annual meeting had a real treat in the form of guest speaker, Secret Pete Law. The aviation engineer has helped nearly every winning unlimited racer and even some sport racers along his amazing career path.
Starting in 1959 at Lockheed when Law worked on the F104 program he was immediately identified as someone worth knowing, and quickly recruited by Ben Rich to join Lockheed Skunk Works. To be brief, Pete is a specialist in heat transfer and systems. Commonly referred to as “ADI” in the air racing community, it is much more than that.
ADI stands for Anti Detonation Injection. Detonation occurs when a fuel/air charge within a cylinder ignites by something other than the sparkplug. The flame front in the burning charge collides with the flame front initiated by the sparkplug. Where this collision occurs, the pressure rises much higher than would normally occur when the cylinder is firing properly. The added pressure has a runaway effect, causing the fuel/air in that zone to burn so rapidly as to appear to detonate. The pressure spike caused by this can damage pistons, valves, connecting rods, etc.
Goodies and Gadgets - April 2012
Grime-Off General Aviation Cleaning Products
Check out this new line of 100% biodegradable cleaning products which are ideal for general aviation aircraft. Certified to Boeing Standard D-6 for commercial aircraft, Grime Off Aviation products are mean, green, and made to clean. The product line includes Exterior Wash, Surface Cleaning Spray & Wipes, Windshield Cleaning Spray & Wipes, Grime Off Heavy Duty Degreaser, LubFix lubricant, Shield it rust and corrosion protection, Simply Soy cleaner/lubricant, Green Carpet carpet and upholstery cleaner, Bolt Off rust and corrosion remover, Brake Cleaner, and Gas Off wipes for removing fuel smells from hands and clothing. Made in the USA, the Grime Off family of 100 percent green products are perfect for keeping all types and sizes of aircraft looking like new.
Grimo-Off products are available at Aircraft Spruce. Call 1-877-4SPRUCE or (951)372-9555 or visit the website at www.aircraftspruce.com.
The Red Hawks
U.S. Navy’s Premiere Advanced Training Squadron
By Russ Albertson
Lieutenant Junior Grade Wes Tanner breaks away from us landing at NAS Kingsville. (Russ Albertson)VT-21, the “Red Hawks,” is one of the US Navy’s premiere advanced training squadrons, located at NAS Kingsville in southern Texas. Along with VT-22, this base is home to Training Air Wing 2 and provides advanced jet training for new Navy and Marine Aviators.
VT-21 has its roots in training squadron ATU-202, which was established in 1951 flying the Grumman F-6F Hellcat. ATU-202 was designated VT-21 in 1960 and since then the squadron has operated the Grumman F-9F Panther, Grumman F-9F8 Cougar, and the Douglas TA-4J Skyhawk.
Presently the Red Hawks, along with VT-22, operate approximately 107 McDonnell Douglas/ British Aerospace T-45 Goshawks at NAS Kingsville. The Goshawk was chosen to replace the aging Rockwell T-2 Buckeye and the Douglas TA-4 Skyhawk. The T-45 is a British designed aircraft based on the Hawker Siddeley Hawk that was first flown in 1974 as an advanced jet trainer for the Royal Air Force. In 1977, Hawker Siddeley merged with British Aerospace and continues to produce the Hawk.
Select Airparts & Julie Clark Flying High at Sun ‘N Fun 2012
Tips from the Pros - March 2012
LightSquared Faces Ever Increasing Opposition, But GPS Not Saved Yet
EAA Calls for Members Comments to the FCC
By EAA.org
After the National Telecommunications and Information Administration (NTIA) concluded that LightSquared’s wireless broadband signals interfere with millions of GPS devices in use today - including for aviation navigation - the Federal Communications Commission (FCC) announced on Feb. 15 that it is asking for more public comments prior to making the final decision to withdraw the Conditional Waiver Order issued to LightSquared last year. Withdrawing the Conditional Waiver Order will kill LightSquared plans to establish a high-speed wireless data network. The final FCC decision is anticipated no later than March 31, 2012, and if the waiver is canceled it gives a complete victory to the Save Our GPS Coalition, of which EAA is a member. The coalition has been vehemently opposing LightSquared’s proposal for the past year.
Pilot's Bill of Rights Introduced in House
Companion bill to EAA-supported Senate measure unveiled last summer
By EAA.org
Longtime EAA member Rep. Sam Graves (R-MO), along with Rep. Dan Lipinski (D-IL), have jointly introduced the House version of the “Pilot’s Bill of Rights” that would provide aviators with more protection and access to information in FAA enforcement proceedings.
The bill (H.R. 3816) is a companion bill to the U.S. Senate version (S. 1335) introduced last July by EAA member Sen. James Inhofe (R-OK). That Senate bill, which was outlined to aviators by Sen. Inhofe last summer at EAA AirVenture 2011, already has 60 co-sponsors.
The 104th Aircraft Recovery Squadron
By Steve Weaver
I was driving the other day and I spotted a small airplane, mounted on a trailer and being towed down the interstate. I was wondering what sad occasion had brought it to such a low state and I fell to thinking about my old friend Willie Mason and the “104th Aircraft Recovery Squadron.”
Willie came into my life in the late 60s as a flying student, while I was teaching flying and running a small country airport. Something between us clicked and in the process of teaching him about flying we became great friends. Through the next few years he taught me about the art of the small adventure.
World War I Aircraft
By Alan Smith
The Curtiss JN-4 ‘Jenny” that trained U.S. Army pilots prior to their travel to France to fly French fighter aircraft. (Photo byBrian Karli at Amarillo Texas in 1918/Holcomb’s Aerodrome)When gunfire began in the First World War, the airplane was just 11 years old and had been in competition for five years. In America, however, the airplane was still an aerodynamic juvenile. No one had thought about using it to wage war. That would quickly change.
The Europeans had moved far ahead of the U.S. in aircraft design and manufacturing, largely due to the willingness of their governments to invest in aviation. In 1913, for example, the French allocated $7.4 million for aircraft development while the U.S government spent a mere $125,000. As a result, during the opening years of World War I the American aviators were still flying fragile Wright and Curtiss pusher biplanes. While European designers were busy developing relatively high-performance combat aircraft, American exhibition pilot Lincoln Beachey and race car driver Barney Oldfield were amusing spectators by chasing each other around dirt racetracks. It was almost as though Americans had not yet figured out what an airplane could be used for.
Back to Business
By Ed Downs
The editorial staff of In Flight USA made a promise to our readers last August when it was decided to print monthly editorials that dealt directly with issues of concern to the aviation community. We promised to go beyond the usual tone of topical editorials, which smartly criticize a situation and or people and then back away from the subject, satisfied that word crafting alone will solve problems. We promised to make sure problem identification was accompanied by recommended solutions. We committed to changing or altering the content of In Flight USA when needed to address issues of importance.
For example, our expressions of concern over national policies that effectively abandoned America’s leadership in space exploration and science has been answered by the inclusion of a new feature focused on enabling our readers to enjoy the transition from The Skies to the Stars. Recent political rhetoric and a continued strategy of creating a class struggle in America has resulted in an innocent bystander, business aviation, taking well publicized hits from political luminaries. While In flight USA has always carried news and features about the business side of aviation, the decision has been made to significantly enhance our coverage of this important partner in America’ s air transportation system. A dedicated section will highlight business applications of fixed wing and rotor aircraft in addition to the technological advancements propagated by this sector of aviation. Additionally, In Flight USA will cover the services provided by America’s network of FBOs that specialize in serving this important sector of aviation.
Tips from the Pros - March 2012
Upgrading to Jets
By Mitchell Ange
President, Arizona Type Ratings
More and more, we see private owners of light jets deciding to upgrade their personal flying skills and obtain the training and ratings needed to operate their jet aircraft personally. Doing so allows them to lower operating cost and enhance schedule flexibility. But, what is it like to move up to these high performance, turbine aircraft. Let’s take a quick look at speed control.
One jet characteristic that takes getting used to is the amount of thrust lever movement required to effect a significant airspeed change. Pilots transitioning from anything with propellers, whether piston or turbine powered, are accustomed to gently “tweaking” thrust levers, with the correct expectation of being rewarded with a rapid response. This gentle thrust lever movement makes the flying experience in propeller-driven airplanes smooth and comfortable. In turbocharged piston-powered aircraft, being smooth with power changes is desirable from a maintenance point of view as well, reducing shock-cooling concerns. In addition, the cabin altitude of many pressurized piston aircraft responds uncomfortably to brisk thrust lever movement. None of these “comfort” concerns apply to small, modern, civilian jets. But speed changes in a jet may require significant movement of the thrust levers. Fortunately resulting acceleration or deceleration will be gentle and comfortable. Don’t be afraid to aggressively move the thrust levers on a small jet, nothing bad will happen.
The Pylon Place - March 2012
Records and Racing
By Marilyn Dash
Progress is being made, say officials for the Reno National Championship Air Races (RARA). Last month, RARA met with the Reno-Tahoe Airport Authority (RTAA) to discuss obtaining the permits needed to hold the event at the Reno-Stead Airport in September.
RTAA is the owner and operator of the Reno-Tahoe International and Reno-Stead Airports. It is governed by a nine-member Board of Trustees.
In this meeting, Mike Houghton, president of RARA told the airport officials that he is “totally satisfied” with the direction the board is taking in considering the permits.
Only two people spoke up against RARA at the RTAA meeting, both having had previous anti-RARA episodes. One of their stated concerns was the NTSB will not complete its probable cause report before the planned September 12 start of the 2012 event. This is quite standard; the NTSB generally takes up to three years to investigate such an accident.
The permits from RTAA are just one of the hurdles RARA needs to manage before the Pylon Racing Seminar in June and the Races in September can be held.
The next hurdle is the Air Racing Waiver from the FAA. This allows us to create the airspace necessary to hold such an event. Waivered airspace allows us to exceed the normal speed limits, fly in “close proximity” to other aircraft, etc. These two key items are essential to holding the event. But, they are not the only things on the task list.