In Flight USA Article Categories
In Flight USA Articles
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.
Goodies and Gadgets - March 2012
Chapter Leaders Get Update on EAA Reshaping
EAA President/CEO Rod Hightower and EAA Founder Paul Poberezny on Jan. 16 jointly sent a letter to the leaders of EAA’s nearly 1,000 chapters, outlining the reshaping and strengthening moves originally announced by the organization one week earlier. In the letter, Hightower and Poberezny highlighted how EAA members and aviators will benefit from those changes.
In addition, Hightower recorded a video that also focuses on the topic, (http://www.eaavideo.org/video.aspx?v=1395608936001) which is currently available in the EAA video area (www.eaa.org).
The letter to EAA chapter leaders and members reads:
“As EAA chapters are among the most essential and valued parts of our organization, Paul and I are sending you this letter to update you on the facts regarding some of the changes within EAA announced last week and the background behind those changes.
Announcing the First Release of FAA Mobile
GAMA Responds to Ferfunctory White House Response
Knight Named Sun ‘n Fun Board Chair Succeeding Eickhoff
he chairmanship, vacated by the retirement of Bill Eickhoff, who served for the past 28 years as steward of the Sun ‘n Fun organization and its development as a highly respected not-for-profit enterprise within both the greater Lakeland area and the national and international general aviation communitThe Sun ‘n Fun Board of Directors elected Bob Knight, President of Knight Industrial Equipment, Inc. of Lakeland, Fla., as its chairman at their January board meeting. Bob assumes t
Bob Knight assumes the Sun ‘n Fun chairmanship after serving on the board for the past 10 years and most recently as its vice-chairman. He has been a highly engaged member of the board serving, among many duties, as the chairman of the board’s Master Site Planning Committee. The committee has overseen significant development in Sun ‘n Fun’s educational mission culminating last year in the dedication of the Central Florida Aerospace Academy (high school) on its year-round campus and the current construction of the Piedmont Aerospace & Technology Laboratory addition to its Florida Air Museum’s Tom Davis Educational Center.
The Taylor Aerocar
Story and Pictures by Wild Bill Hill
The future is strange to us, or at least that is the general consensus. When we think of the future, certain scientific anomalies dominate our consciousness: the personal robot, the teleportation device, the complete meal in a cup, the flying car, etc. We imagine that these are machines that would be built far off in the distant future, with teams of corporate or government backed engineers working tirelessly to produce such fantastic creations. After all, in what era could one have the knowhow or the money to make something like a flying car? The answer to that question is 1949.
User Fee’s: Paying Their Fair Share?
By Ed Downs
I doubt that many readers of this editorial are completely ignorant of the war being waged against business and general aviation. Yes, we are talking about the “per flight” user fees that have been recommended by our pals in Washington, DC. The Office of Management and Budget (OMB, essentially the White House’s accounting folks), have recommended that all turbine flights be charged a $100 per flight service fee for “ATC Services.” Small, piston engine aircraft and aircraft operating in uncontrolled airspace are specifically excluded. There are other odious details, but this writer will assume that our readers are already aware of this well publicized OMB recommendation and that you have already responded to the request by multiple aviation alphabet groups to participate in a petition appearing on the White House website, “We the People.”
Goodies and Gadgets - February 2012
Something New for the Flying Community
Aviation Supplies at the Palo Alto Airport will donate $2.25 from every Aviator’s Pilot Tote sold to help feed the hungry. Buy one today at the store or online at www.bobsaviationsupplies.com. (Photo courtesy Aviation Supplies)Aviation Supplies, operating out of the City of Palo Alto, Calif., Airport is owned and operated by Bob Walls who has thought of a system whereby he, along with his customers, and aviators throughout this great nation can be of help in feeding malnourished people. Bob has invested in having made what he has called the “Aviator’s Pilot Tote.” It’s made of an extremely versatile vegetable fiber known for its strength and durability. Jute fiber is 100 percent bio-degradable, reusable, renewable, safe to dispose in landfill, recyclable and thus environmentally friendly.
On the other hand, the plastic totes that are given to us by the food industry are made of petroleum-based material and do not decompose. We find them flying around on our freeways, clinging to fences along America’s roadways and floating in our beautiful rivers and oceans. Jute is the answer in helping to clean our home – planet Earth!
The Aviator’s Pilot Tote measures 17-inches wide by 18-inches high, has twin handles and is printed on both sides (in green) with the words “Aviator’s Pilot Tote.” It can handle a 28-pound load.
Fly in or drive in to Aviation Supplies, or visit www.bobsaviationsupplies.com to purchase an Aviator’s Pilot Tote for $4.95 and Aviation Supplies will donate $2.25 of the purchase toward feeding malnourished people.
The Dot Lemon Saga
Who was Dot Lemon?
For EAA.org by Richard Kinsman, EAA 1074330
(Reprinted with permission from EAA Vintage Airplane, Nov. 2011)
Dot Lemon (Courtesy of EAA)Mystery woman, barnstormer, pylon racer, gold-mine owner, Whitney family orphan … take your pick.
The history and mystery of this compelling woman (1907-1986) will be the subject of an exhibit at the International Women’s Air and Space Museum, from Oct. 3 to Jan. 3, 2012, in Cleveland, Ohio.
Dot Lemon never publicly identified her birth parents as members of the wealthy and prominent Chicago Whitney family, although the Whitney name appears on her birth certificate and passport application, signed by her. While she often alluded to the fact that she was the adopted daughter of the parents who raised her, Pastor and Mrs. Albert Martin, she maintained that her biological father was a wealthy and prominent man from Chicago. Her response to further inquiries on the matter was that her past was “private.” In spite of her obscure and controversial birth origins, she lived a colorful and amazingly successful life.
From Skies to Stars
By Ed Downs
Member, Astronomy Club of Tulsa
Ed Downs with his Orion Dobsonian telescope.From Skies to Stars is a new feature appearing in In Flight USA for the first time. In Flight USA is keeping our promise made in the August 2011 editorial regarding the downfall of America’s manned space program. At that time we committed to keeping the flame of space exploration alive by bringing our readers regular information about astronomy, space exploration and space sciences. We have joined up with the Tulsa Air and Space Museum & Planetarium (TASM) and the Astronomy Club of Tulsa (ACT), a dedicated group of professional and amateur astronomers, science enthusiast and professional educators who have generously offered to share their ongoing outreach program with our readers. We invite readers to participate and let us know what you would like to read. The staff at In Flight USA may be reached at editor@inflightusa.com. Read on, and discover the universe!
Early Adventures In My Luscombe 8A, Part Three
By Steve Weaver
Continued from the January 2012 Issue
By the time I reached Pennsboro the ground was totally dark and now I was following the lights of moving cars that I fervently hoped were moving toward Parkersburg. Worse, I had no lights on the airplane and nothing to light the instrument panel, which at this point was a just a dark shape in front of my knees. I had never been in an airplane at night before, and as the visual cues that I had used in flying, without even thinking about them, slipped away one by one, I felt like a man being swept by swift waters to a waiting waterfall. The brassy taste of fear was in my mouth.
The speed of the little airplane over the ground now seemed reduced to a snail’s pace, and the indistinct gloaming below passed ever so slowly. The sky, still with faint afterglow on the western horizon, had darkened above me and stars were beginning to appear. I kept trying to comprehend the fact that I was flying an airplane alone, through a night sky.