07/08/2011

PERIODICALS - TIME-SENSITIVE DATED MATERIALS$2.95 • July 8, 201163rd year. No. 13

Flawed logic P. 13

Flying for the Cure P. 20

Fly the distance with NextGen P. 12

Does flying have to cost so much? P. 11

2 General Aviation News — 800.426.8538 July 8, 2011

Leading organizations representing general aviation operators are mounting a legal challenge to the Department of Transportation’s (DOT’s) decision to dismantle the Block Aircraft Registration Request (BARR) program, and have established a fund to support the legal fight.

The National Business Aviation Association (NBAA) and Aircraft Owners and Pilots Association (AOPA) recently filed a formal notice of appeal with the U.S. Court of Appeals for the District of Columbia Circuit. The

Experimental Aircraft Association (EAA), recognizing the threat to personal privacy, also plans to support the legal challenge being mounted by NBAA and AOPA. The groups will file a motion to prevent the DOT from making any changes to the BARR pending the higher court’s consideration of the appeal.

The DOT announced its plan to severely curtail the BARR in a June 3 filing in the Federal Register.

As NBAA has been saying, the DOT overlooked the many principled objections to its plan for eliminating a program that has reliably served the general aviation community for more than a decade. Its plan sets the stage for anyone with an Internet connection – terrorists, cyber-stalkers, paparazzi, criminals, business competitors – to follow the movements of citizens and companies in real time.

The DOT plan would prohibit private aircraft owners and operators from choosing to be added to the “Do-Not-Track-My-Flight” list unless the applicant is able to demonstrate a specific, verifiable security threat. Such a requirement is ludicrous considering that those who wish to cause harm are seldom so accommodating.

We find this situation represents an unwarranted invasion of the privacy of aircraft owners and operators, a threat to the competitiveness of U.S. companies and a potential security risk to the persons aboard the aircraft, and are confident the courts will agree with this assessment.

A large number of people in the GA community have asked how they can support the effort, and the creation of a legal fund provides another way to do so. Contributions to the BARR Legal Defense Fund can be made to:

BARR Legal Defense Fundc/o NBAA and AOPAP.O. Box 33788Washington, DC 20033-3788We are dedicated to doing everything we can to stop the DOT’s plan to disable the

BARR. Getting on an airplane shouldn’t be tantamount to forfeiting basic privacy protections, and on behalf of the general aviation community, that’s the case we’re going to make with the court. We look forward to having the support of those in our industry who also view privacy as a fundamental right.

Sincerely,

Ed BolenPresident and CEONational Business Aviation Association

GA Groups Going to Court to Protect BARR Program

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July 8, 2011 www.GeneralAviationNews.com • facebook.com/ganews 3

BriefingMT, the new manufacturer of the SJ30

light jet (pictured, right), has unveiled a new name for the jet program: SyberJet Aircraft. Earlier this year, SyberJet pur-chased the assets of Emivest Aerospace out of bankruptcy. Since the acquisition, SyberJet closed the Martinsburg, W.Va., assembly line, moving operations to its facilities in Cedar City, Utah, while con-tinuing SJ30 operations in San Antonio.

SJ30Jet.com

The Bearhawk (pictured below) has gone global, with company officials re-porting they are sending kits to lands that have never seen a Bearhawk before, in-cluding New Zealand and Norway. Mean-while, the company recently made the first deliveries of its Quick Build kit for the Patrol to customers in Texas, Colo-rado, and Nevada. Designed by Bob Bar-rows, the Patrol is a two-place tandem, tailwheel STOL plane featuring a steel tube fuselage with all aluminum, flush riveted wings.

BearhawkAircraft.com

The FAA had accepted Moller Inter-national’s application for Experimental Airworthiness Certification of the M400 Skycar. With a planned October demon-stration flight, Moller officials hired a flight test consultant to submit an appli-cation to the FAA for the M400 Skycar. The certificate is the last step in federal regulatory requirements prior to the start of flight tests, according to company offi-cials, who said a flight test plan is expect-ed to be completed by the end of July.

Moller.com

Flightline Internet Radio’s newest radio program is “Your Security.” Hosted by Dave Hook, president of Planehook Aviation Services, the show addresses se-curity issues and topics unique to general aviation, from disaster preparedness to

the proposed Large Aircraft Security Pro-gram and the Block Aircraft Registration Request program.

FlightLineInternetRadio.com

Aviation headset manufacturer Sen-nheiser is launching its “Live Your Dream” campaign, which includes sev-eral components, including a flight train-ing scholarship. Over the course of eight months, several scholarships valued at a minimum of $1,000 each will be awarded from applications submitted at myTrans-ponder.com. Sennheiser will also spon-sor an ongoing lecture program at high schools, universities, flight schools, and flight centers around the country, as well as create an Information Exchange group, an open forum where new and aspiring pi-lots can ask questions and learn from more experienced pilots on a range of topics.

Sennheiser-Aviation.com

Boeing has released its 2011 Pilot and Technician Outlook, which predicts that by 2030 the aviation industry will need 460,000 new airline pilots and 650,000 new airline maintenance technicians. The outlook projects that airlines will need an average of 23,000 new pilots and 32,500 new technicians each year to maintain and fly an expanded world fleet expected to grow to nearly 40,000 airplanes over the

next 20 years, as well as replace the com-ing wave of retirements.

Boeing.com

A Honeywell Gulfstream G450 became the first aircraft to fly from North America to Europe with a 50/50 blend of Honey-well Green Jet Fuel and petroleum-based jet fuel powering one of the aircraft’s Rolls-Royce engines, according to com-pany officials. The biofuel was derived from camelina, according to officials with Honeywell, who report the company has produced more than 700,000 gallons of Honeywell Green Jet Fuel from sustain-able, inedible sources such as camelina, jatropha and algae.

In each of the 16 biofuel flights con-ducted to date, the fuel met all specifica-tions for flight without any modification to the aircraft or engines, officials added.

Honeywell.com

Always wanted to race at Reno? Now you can — virtually. Breitling has just re-leased a new app for the iPhone and iPad: Breitling Reno Air Races The Game. Best of all? It’s free. Breitling also posted a companion video to YouTube. The folks at Breitling want to know what our read-ers think of the game, so post your review. Search Breitling on iTunes.

iTunes.Apple.com, Breitling.com

Scottsdale Airport (SDL) is now the only general aviation airport in Arizona with direct access to Ronald Reagan Washington National Airport (DCA). GA airplanes can get on-site security clear-ances from the TSA to fly directly into DCA.

ScottsdaleAZ.gov/Airport, TSA.gov

South Carolina Governor Nikki Haley has issued a proclamation declaring June “General Aviation Appreciation Month” in the Palmetto State. South Carolina is home to more than 10,000 pilots, 3,000 GA airplanes, 60 airports, 20 charter flight companies, 34 aircraft repair businesses and numerous flight schools.

Florida Governor Rick Scott issued a similar proclamation, noting that some 50,000 pilots call Florida home, making the Sunshine State second only to Califor-nia in pilot population. The state has 129 public use airports, the vast majority GA-only. The GA payroll in Florida is $1.8 billion, and GA contributes about $6 bil-lion annually to the state’s economy.

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

Generalaviation

news

ICON Aircraft has closed a $25 million round of equity funding that will fund the company through the completion of its engineering development program, manufacturing setup, and the beginning of production of its A5 amphibious sport plane, according to company officials.

The financing was led by U.S. and U.K. venture investors Satyen Patel and Bart Becht, who have expertise in build-ing consumer product companies, ICON officials noted. Other investors included Google Chairman Eric Schmidt, former Boeing Chairman Phil Condit, and several Silicon Valley venture capitalists. ICON will receive $15 million initially, with an option for an additional $10 million, ac-cording to company officials.

“We are honored to have the confidence, support, and enthusiasm of such great in-vestors,” said Kirk Hawkins, ICON Air-craft’s CEO and founder, who noted that the ability to raise funds in “this time of economic uncertainty” demonstrates

ICON’s “compelling” market appeal. The amphib LSA has an order backlog of nearly 500 aircraft, Hawkins said, noting that translates to $85 million.

In conjunction with the financing, Pa-tel and Becht joined the company’s board of directors. Patel is the former head of

NIKE in Asia, while Becht will retire in September as CEO of the U.K. consumer products giant Reckitt Benckiser.

Flight testing of the A5 is now focused on finalizing the company’s newly de-signed spin-resistant wing, as well as re-fining directional stability, according to

company officials. Flight testing is sched-uled to conclude in the coming months. ICON continues to expand its engineer-ing and manufacturing team to support the completion of the development pro-gram in 2011, as well as the transition to production in 2012, officials said, noting ICON has revised its production start date to the fourth quarter of 2012.

“The unprecedented disruptions in the capital markets during the past two years have challenged every aircraft company out there, and ICON is no exception. While these difficulties have delayed our production start, we’re excited that those challenges are behind us now and that we’re funded through production,” Hawkins said. “There is a lot of work and some risk still ahead, but ICON contin-ues its uncompromising commitment to safety and excellence. We remain laser focused on delivering our customers the coolest sport plane on the planet.”

ICONAircraft.com

ICON gets funding to go into production

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Cirrus Aircraft and China Aviation Indus-try General Aircraft Co., Ltd. (CAIGA) — China’s largest GA company — have com-pleted their merger.

“We’re very excited to have joined forces with CAIGA,” said Brent Wouters, Cirrus president and CEO. “This partnership will benefit our business and our customers. CAIGA has the resources that will allow us to expedite our aircraft development programs and accelerate our global expan-sion.”

Wouters also said that he expects the merger to deliver benefits in terms of jobs and job growth in the United States: “Our partners at CAIGA understand the strength

and the talent of Cirrus’s workforce who have made the Cirrus brand so successful and prominent in the general aviation mar-ketplace. CAIGA will continue to invest in our employees and in our world-class pro-duction facilities in Minnesota and North Dakota.”

“We are very impressed with Cirrus’ performance in the global general aviation industry,” said Meng Xiangkai, CAIGA president. “It has a very strong record of consistent product excellence, comprehen-sive safety features, an outstanding manage-ment team and a highly skilled workforce who operate from advanced production fa-cilities. We look forward to working with

Cirrus’ management team to build upon its success and to expand production volume to further cement Cirrus’ leadership position in the global general aviation industry.”

Cirrus has delivered nearly 5,000 air-planes over the last decade. For nine years in a row, the Cirrus SR22 family of aircraft

has been the best-selling four-place airplane in the world, according to company offi-cials. The company also is developing the Cirrus Vision Jet (pictured), with nearly 500 production positions reserved, company of-ficials said.

CirrusAircraft.com

Cirrus completes merger with Chinese companyPh

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Terrafugia President Carl Dietrich re-ports the company has “encountered a number of the challenges that are com-mon in aircraft development programs, including problems with third party sup-pliers,” which means a flying prototype will not be at this month’s Oshkosh.

The company, founded in 2006 by MIT-trained aeronautical engineers and MBAs, is developing the Transition Roadable Aircraft, commonly known as the flying car. The Light Sport Aircraft’s wings will fold, allowing the vehicle to drive on any road. Once at the airport, the wings ex-tend and the LSA is ready for takeoff.

In a newsletter to customers, Dietrich ticked off the company’s recent accom-plishments, noting staff size has doubled to 24 people in the last year, while at the same time the company moved into a 19,000-square-foot facility. “In addition to the fabrication of prototype production molds and jigs, the team has invested in internal processes and procedures for the fabrication of every part of the Transition, which we expect will give us a signifi-cant advantage as we move through the process of bringing the Transition to full compliance with all ASTM Light Sport Aircraft and Federal Motor Vehicle Safety

Standards,” he said. But even with all the progress, the company has “encountered a number of challenges” and has been “forced to adjust our expected roll-out schedule,” he said.

“It remains our goal to show one of the two production prototypes at EAA Air-Venture in Oshkosh, but the vehicle will not be ready to fly at the show,” he said.

Test flights are expected to begin next March, with anticipated first deliveries pushed to late 2012, he added. The com-pany had planned to begin deliveries at the end of this year.

Despite these challenges, he said the

company’s investor base and order book remains strong, with more than 80 or-ders. “We continue to attract new interest thanks to the potential for the Transition to revolutionize general aviation,” he said. “Our team continues to be committed to pushing the schedule forward as quickly as possible, but safety and quality must remain our top priorities — particularly as we begin our rigorous testing program.”

Terrafugia.com

Delays for ‘flying car’

Commander Premier Aircraft Corp. and its operating subsidiary, CPAC, Inc., have filed for protection under Chapter 11 of the Federal Bankruptcy Code. The peti-tions were filed in the bankruptcy court in Tyler, Texas, the headquarters city for both companies for over two years.

The bankruptcy filing is the result of threats by two of the company’s creditors, which would have hampered a poten-tial sale, according to company officials. CPAC President Greg Walker explained: “Two parties, a private party claiming to have bought and to hold a very large com-pany note and the City of Cape Girardeau, Mo., the owner of the company’s operat-

ing facility, each indicated that they were about to commence legal actions that could have prevented a buyer from com-pleting a purchase of the company. That

left the company with no choice but to file for protection.”

Walker was referring to the proposed sale of CPAC to Aero-Base, Inc. of Mon-treal, Canada. “The delays in interna-tional financing caused by the worldwide financial crisis and new, elaborate proce-dures required to complete international financings has delayed our buyer’s ability to fund the transaction; this was the only way we could protect the company’s abil-ity to complete a sale,” he said.

Walker noted Aero-Base did not want to sign a binding agreement with CPAC until its financing was funded, so CPAC is free to consider other offers. Walker said

that a buyer or investor would have the opportunity to ramp up production opera-tions under plans already in place and re-introduce the Commander.

CommanderPremier.com

Commander Premier files bankruptcy

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The National Transportation Safety Board (NTSB) recently released its list of the 10 most critical transportation issues that need to be addressed to improve safe-ty and save lives and GA figures promi-nently on the list.

NTSB began issuing an annual Most Wanted List in 1990. This year’s list fea-tures 10 broad areas that the NTSB will highlight in its advocacy efforts during the next year. Aviation-related items in-clude: Improve general aviation safety, promote pilot and air traffic controller professionalism, address human fatigue, and improve runway safety.

Here’s what the NTSB says about GA: “The United States has not had a fatal large commercial aviation accident since February 2009, but the story is very dif-ferent in the world of general aviation.

Each year, hundreds of people — 450 in 2010 — are killed in GA accidents, and thousands more are injured. GA continues to have the highest accident rates within civil aviation: About six times higher than small commuter and air taxi operations and over 40 times higher than larger trans-port category operations. Perhaps what is most distressing is that the causes of GA accidents are almost always a repeat of the circumstances of previous accidents.

“Reducing GA fatality rates requires improvements to aircraft, flying environ-ment, and pilot performance. Mainte-nance personnel need to remain current in their training and pay particular attention to key systems, such as electrical systems. Aircraft design should address icing. GA aircraft should also have the best occu-pant protection systems available and

working emergency locator transmitters to facilitate timely discovery and rescue by emergency responders.

“But the best aircraft in the world will not prevent a crash if the pilot is not ap-propriately trained and prepared for con-ditions. GA pilots should take initial and recurrent training on the various weather information sources and learn what to do when they inadvertently encounter ad-verse weather. As aircraft become more sophisticated with glass cockpits, GA pilots need to be more than just familiar with the technology; they need to also un-derstand how it can malfunction.”

GA advocates immediately responded, including Bruce Landsbergh, president of AOPA’s Air Safety Institute: “We agree with the NTSB — 450 deaths a year in general aviation accidents is too many.

One is too many. There is an understand-able tendency to compare GA with the airlines but, in most cases, GA flight op-erations are different in so many ways that the comparison is meaningless,” he con-tinued. “General aviation is too diverse, with too many differing skill levels, air-craft and types of operations to take such a monolithic view. The GA community will be better served by targeting specific educational opportunities, as the NTSB did recently. They recommended that our organization develop educational tools to help GA pilots instruct their passengers on emergency procedures, such as using the radios and getting out of aircraft. The Air Safety Institute is already in production on that educational program and plans to roll it out later this summer.”

NTSB.gov, AOPA.org/ASF

GA makes NTSB’s ‘Most Wanted’ list

GA’s alphabet groups have moved ahead with a court challenge to the De-partment of Transportation’s decision to dismantle the Block Aircraft Registration Request (BARR) program.

The Aircraft Owners and Pilots Associ-ation (AOPA) and the National Business Aviation Association (NBAA) also have established a fund to support the legal fight.

A formal notice has been filed with the U.S. Court of Appeals for the District of Columbia Circuit, according to AOPA of-ficials, who added that will be followed by a motion to prevent DOT from making any changes pending the court’s consider-ation of the appeal.

Government officials put forth their plan for curtailing the BARR in a June

3 filing in the Federal Register. BARR allowed private aircraft owners to block information about their flight plans, in-cluding destinations and routes, from being broadcast to the public. DOT now says that all information should be public, unless an aircraft owner can prove that showing that information could create a security risk.

“The government’s plan sets the stage for anyone with an Internet connection — terrorists, cyber-stalkers, paparazzi, criminals, business competitors — to fol-low the movements of citizens and com-panies in real time,” said NBAA Presi-dent Ed Bolen. “The situation represents an unwarranted invasion of the privacy of aircraft owners and operators, a threat to the competitiveness of U.S. compa-

nies, and a potential security risk to the persons aboard the aircraft, and we are confident the court will agree with this as-sessment.”

“The government’s position is akin to saying anyone with an Internet connec-tion has more of a right to know when you go through a toll booth using a Fast Pass-type device than you do to privacy,” added AOPA President Craig Fuller. “This is not about whether or not we pilots can hide our aircrafts’ whereabouts from the government. We can’t, nor do we wish to. Aviation and security officials have always had real-time access to aircraft movements. Rather, it’s about whether a privately owned vehicle can move freely about a transportation system held in pub-lic trust without broadcasting its exact lo-

cation to the entire world against the will of the owner and operator.”

A fund has been established to sup-port the legal challenge. “A large number of people from the GA community have asked for ways they can support this ef-fort, and the creation of this fund provides another means for them to do so,” Bolen said.

“This fight will require the coordinated efforts and collective resources of the broad general aviation community, and anyone else who is interested in preserv-ing a right to privacy,” Fuller added.

Contributions can be made by sending a check to BARR Legal Defense Fund, c/o NBAA and AOPA, P.O. Box 33788, Washington, DC 20033-3788.

AOPA.org, NBAA.org

Alphabet groups take BARR fight to court

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The National Research Council of Canada Institute for Aerospace Research (NRC-Aerospace) is assisting with the certification flight testing of the Seawind 300C amphibian.

The Seawind flight test prototype is cur-rently based at the NRC Aerospace Flight Research Laboratory at Ottawa’s Up-lands Airport. The laboratory is conduct-ing the certification testing in conjunction with Seawind’s Canadian manufacturer, AeroNautic Development Corp. (ADC) in Saint-Jean-Sur-Richelieu, Quebec.

The preliminary systems functional tests and flying quality assessments, such as pitot-static calibrations and flight-control rigging, have already been com-pleted, researchers said, noting they are

transitioning now to certification flights, having already put more than 60 hours on the prototype.

High angle of attack tests are ongo-

ing to complete the integration of a stall protection system, a component that will offer flight envelope protection against inadvertent en route stalls and spins, ac-

cording to NRC-Aerospace officials. The next activities will be the core certification tests for submission to Transport Canada.

The Seawind program is scheduled to require 500 hours airborne, with comple-tion within six months. Following Ca-nadian certification, ADC will apply for reciprocal FAA certification.

The Seawind has had a decade-long road to certification. The efforts have had several setbacks, including the 2007 crash of its prototype, which shut the company down for about a year and a half. But President Dick Silva has never given up, and claims the company’s customers re-main loyal, with 50 orders on the books for the amphib.

Seawind.net, NRC-CNRC.gc.ca

Institute helps with Seawind testing

By CHARLES SPENCE

The Alliance for Aviation Across Amer-ica marked its fourth anniversary by citing the economic impact of general aviation and how groups are working more closely together to get across the value of GA to communities and the nation.

Officials noted that 29 governors have issued proclamations about the value of GA to their states, many citing the eco-nomic impact, the number of jobs, and the services provided by airports and aircraft.

“General aviation is such a crucial, yet often under-recognized part of our economy, and I hope that we are finally beginning to help our public to under-stand how important it is for our nation,” Wichita Mayor Carl Brewer said. “As the Air Capital of the World, we in Wichita know well the tremendous economic im-pact that general aviation has in our state and across the country. General aviation drives thousands of jobs and over $7 bil-lion in economic impact in Kansas alone, and over $1.2 billion annually.”

His words were echoed by Senator Mark Begich (D-Alaska), co-founder of the Senate General Aviation Caucus. “I am extremely proud the caucus has grown to 34 members and acted to in-crease awareness about the critical impor-tance of general aviation to our economy and our country,” he said. “With six times more pilots per capita than the rest of the country, general aviation is the lifeblood of Alaska and it’s fitting that Alaska was one of the first states to pass a proclama-tion recognizing its importance.”

The Alliance, formed in 2007 with a couple hundred members, has grown to more than 5,700 member organizations and individuals. The Alliance has spear-headed several initiatives aimed at raising awareness about GA, including a mayor’s letter to President Obama, and a survey that details the economic impact of GA in all 50 states. The Alliance also has been working to urge governors and local of-ficials to pass proclamations highlighting the value of general aviation.

AviationAcrossAmerica.org

GA’s economic impact cited

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GA1113A_GA News - courses 0117 6/24/11 1:54 PM Page 1


WASHINGTON, D.C. — If the com-munication company LightSquared goes ahead with its plan to install ground-based transmitters throughout the United States, it could mean catastrophic and potentially fatal issues for users of GPS.

This concern was expressed at a June 23 Congressional hearing into the con-flict between LightSquared and users of GPS because of the closeness of frequen-cies between what GPS uses and what the Federal Communication Commission has granted to LightSquared for its wireless broadband network. The company plans to build 40,000 ground-based stations that will broadcast on spectrums next to GPS with a power 4 billion times more power-ful than GPS.

Interference could result in grave prob-lems with aviation’s use of GPS, a 10-year delay in development of the Next Generation Air Traffic Control System (Next Gen), reduced effectiveness of mili-tary flying, severely hurt Coast Guard search and rescue efforts and the monitor-ing of sea traffic, and pose problems for any electronic unit, such as iPads, iPods, phones, and other devices that include GPS, witnesses said during the Congres-sional hearing.

Tests relating to potential interference were conducted by the Radio Technical Commission of Aeronautics (RTCA) and showed only minor problems in the low-est five frequencies, with greater potential problems in the upper level of the spec-trum. Speaking for LightSquared, Jeffrey Carlisle told the committee the company now plans to use only the lowest five fre-quencies, but might have to move into the higher ones in the future to handle vol-ume. In the lower five frequencies there is no problem with 99.5% of transmissions, he added.

But that number still concerns aviation officials, said Craig Fuller, president of the Aircraft Owners and Pilots Associa-tion (AOPA), who pointed out that avia-tion cannot be satisfied with anything less than 100%. Between GA and the airlines, air traffic control is in contact with so many aircraft that a potential failure of just .5% could mean 500 to 1,000 aircraft a day might face a failure in GPS because of interference from LightSquared’s cell phone network.

Thomas Hendricks, an executive with the Air Transport Association, echoed Fuller’s statements, saying that 86% of all air carrier and commercial air cargo air-craft now have GPS equipment and that ATA would oppose anything that would endanger flights. To wait for further tests on frequencies could result in a decade delay in NextGen, he warned.

Carlisle, in the question and answer

period, said filters are available for some who use GPS that could further assure no frequency interference. These, however, have not been tested in the other frequen-cies LightSquared would want to use in the future. The process of determining filter requirements, developing them, and going through the long process of certi-fying them for use on aircraft could take decades and raise the costs of flying.

In urban areas, GPS could be unusable below 2,000 feet. When ask by a member

of Congress what the company considers “urban,” Carlisle could not provide a spe-cific size.

The hearing was a joint session of the Subcommittee on Aviation and the Sub-committee on Coast Guard and Maritime Transportation. Rear Admiral Robert Day Jr. said almost every mission of the Coast Guard relies on GPS. Not only is this es-sential to search and rescue operations to know the precise position where help is needed, but also is necessary for security reasons to keep track of maritime vessels. Referring to the closeness of the frequen-cies, Day said: “The farther away from GPS frequencies the better.”

Fuller submitted AOPA’s written testi-mony and used his time as a witness to talk about the process of the agencies in-volved that permitted the conflict to reach its present stage. The FCC granted Light-Squared a “conditional waiver,” which is

highly unusual, setting the stage for the opposition forces to unite in a new group, the Coalition to Save Our GPS.

The National Business Aviation Associ-ation (NBAA) and other aviation alphabet groups also submitted written statements, citing their worries over interference to GPS signals, while the International Civil Aviation Organization (ICAO) sent a let-ter June 13 to U.S. officials expressing that organization’s “grave concerns.”

Rep. Tom Petri (R-Wis.), chair of the Aviation Subcommittee, asked all wit-nesses if, in their opinions, any legislative action was needed. Fuller said it would be helpful if all government agencies — from the FAA to the Department of De-fense — were required to sign off on fre-quency allocation before something like this goes ahead.

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

The fight to protect GPS

Capital CommentsCharles Spence


“Liberty Belle crashed just outside of Aurora. Seven out of seven onboard made it out.”

This text message greeted me the morn-ing of June 13. Like so many other war-bird enthusiasts, I went to the Internet to search for information about the accident. I found video shot from both the ground and the air showing the airplane burning out of control in a cornfield.

According to CNN, the airplane’s num-ber three engine caught fire shortly after takeoff from Aurora Municipal Airport (ARR) outside Chicago. The “Liberty Belle” had been en route to Indianapolis as part of its seasonal tour when the pas-sengers smelled something acrid, which turned out to be a fire in the engine.

The pilot made an off-airport gear-down landing in a cornfield and everyone made it out of the airplane safely. The airplane was destroyed by fire.

Within 24 hours Ray Fowler, chief pilot of the Tulsa, Okla.-based Liberty Founda-tion, posted an account of what happened on the organization’s web page: “As all pi-lots know, there are few emergency situa-tions that are more critical than having an in-flight fire. While it is extremely rare, it can, and sometimes does, indiscriminately affect aircraft of any age or type. In-flight fires have led to the loss of not only air-craft, but often can result in catastrophic loss of life. It requires an immediate ac-tion on the flight crew, as the integrity

of aircraft structure, systems and critical components are in question. Directly be-low the B-17 was a farmer’s field and the decision was made to land immediately. Approximately 1 minute and 40 seconds from the radio report of the fire, the B-17 was down safely on the field. Within that 1:40 time frame, the crew shut down and feathered the number two engine, activat-ed the engine’s fire suppression system, lowered the landing gear, and performed an on-speed landing. Bringing the B-17 to a quick stop, the crew and passengers quickly and safely exited the aircraft.”

The Aurora Tower dispatched the fire department. At first, it was thought the fire would be extinguished quickly and the damage repaired. “The crew actually unloaded bags, then had the horrible task of watching the aircraft slowly burn while waiting for the fire trucks to arrive. There were high hopes that the fire would be ex-tinguished quickly and the damage would be repairable. Those hopes were dimin-ished as the fire trucks deemed the field too soft to cross due to the area’s recent rainfall. So while standing by our burning B-17 and watching the fire trucks parked at the field’s edge, they sadly watched the wing fire spread to the aircraft’s fuel cells and, of course, you all have seen the end result.

“After the investigation and recovery, we will determine our options,” he con-tinued. “We are still committed to the

restoration and flying of World War II aircraft.”

The loss of an airplane is never a good thing, and when it happens to a very rare airplane, the pain is almost physical. You can read about these airplanes. You can see them in museums. But getting aboard one, touching it, smelling it, feeling the vibra-tion of the engines as you crawl through the fuselage as it slices through the air, is a totally different experience. The tactical experience makes the icon more real.

Approximately 12,732 B-17s were produced. Less than a dozen remain air-worthy today. There are some people who argue that because these airplanes are so rare, they belong on static display in mu-seums. Indeed, there are some museums that have B-17s in their collections with the explicit understanding that the aircraft will NEVER fly again.

This rarity is why it is such a thrill when the handful of B-17s, about 10, that are still flying travel around the country. The tours are organized and staffed by vol-unteers and supported by donations. The public is invited to donate a few dollars, then walk through the airplane on the ground.

For considerably more, usually about $350 to $450, you can get a ride on the magnificent machines. Usually, the local rides are about 20 minutes. Cheap it is not. But is it worth it?

I had this discussion with a co-worker who was incredulous when the EAA sent him notice that its B-17 “Aluminum Overcast” was going to be in the Seattle area. He could not understand why any-one would spend $400 or more for “just another airplane ride.”

Excuse me? Just an airplane ride? Is the Sistine Chapel just another church? The Magna Carta just another piece of legisla-tion? Were the Beatles just another band?

But I suppose it’s your frame of refer-ence that assigns value to these things, and from that value we get regrets. Among mine is that I didn’t take a ride on “Lib-erty Belle” when it came through Seattle in April.

I took two of my students to see it at King County International/Boeing Field (BFI). I toyed with the idea of buying rides for all three of us, but the logistics of how long we’d have to wait, not to men-tion the cost of the jaunt, dissuaded me. Now, of course, I regret that decision.

Instead, when we realized that we didn’t have time to make the flight, we put cash into the donation jar and watched people who ponied up the money for rides being escorted through the gate in the chain-link fence to the airplane as it was hot-loaded with more passengers. Among the pas-sengers being escorted across the ramp was a gentleman wearing a flight jacket who looked to be of the same vintage as the airplane. He was stooped with age and had people on either side of him helping him. He ambled past another man, who was also wearing a leather flight jacket as he was being led away from the airplane by a young man wearing a nylon flight jacket covered with warbird patches. The second man was grinning ear to ear. He paused to shout something to the man who was boarding the airplane. I couldn’t hear what he said over the sound of the engine, but it made the other man smile. They embraced, then went on their re-spective ways.

“That’s beautiful,” a woman standing next to me murmured.

I’m pretty sure she wasn’t talking about the airplane.

LibertyFoundation.org

Meg Godlewski is GAN’s Staff Reporter and a Master CFI.

Should rare planes be grounded?

Touch & GoMeg Godlewski

LETTERS TO THE EDITORELITIST ATTITUDE

Re: “It’s more than just an image prob-lem,” Politics for Pilots, June 17 issue: I agree wholeheartedly with what you’re saying. I only wish you had touched on the elitist attitude that so many GA pilots and aircraft owners tend to fall into over this amazing privilege of flight.

I was lucky enough to be introduced to GA by a school…a good school that, I am sad to say, is now out of business. The dif-ficult economic times always seem to take the best of our group.

It’s not that I didn’t have the experience of the old hangar flyers in my youth. A close friend of our family was a pilot and had his own aircraft. My uncle also was a pilot. He, too, had his own aircraft. I flew with both of them.

I walked away both times after being razzed and generally spoken down to as a “land lubber” and almost gave up my passion for aviation.

My initial experience behind a yoke was

much like that of the woman in the Stear-man in your article. The rotund flight in-structor who gave me my first intro flight was hugely appreciative of a prospective student and made my first REAL flying experience unforgettable.

That was many years ago. Now, I fly regularly but I still have to deal with the elitist attitudes of those that I encounter. I’ve seen them chase away prospective pilots more times than I can count with their stupid attitudes and ridiculous jokes about non-pilots.

I love being a pilot. I love talking about airplanes (just ask my wife), and I’m more than willing to take a non-pilot up for their first ride. I’ve even paid for it out of my own pocket a few times. I WANT them to walk away with not only a “hey, I can do this!” attitude, but with the idea that all they have to do is call up, sched-ule a flight, or start their training, without having to worry about being made to feel like an outsider.

Everyone in GA knows that the num-

ber of students finishing their training is dwindling. We need to make a concerted effort to help those who want to live the dream make it come true.

We are stewards of our passion, not an elitist group of which there is no en-try. That “land lubber” you’re talking to about flying WANTS to learn to fly — help them. Don’t make them feel stupid. Remember: None of us were born with a pilot’s license. None of us were “given” a license — we all had to earn it.

VICTOR SHORTTEdmond, Okla.

ORVILLE & WILBUR

Thank you, Ben Visser, for ridiculing

the too often expressed but unfounded ru-mors that Wilbur and Orville Wright were merely tinkerers — bicycle builders who inadvertently stumbled onto the secret of flight, (Visser’s Voice: Good science, June 3 issue).

I have in my personal library two books — “Wilbur and Orville” by Fred Howard and “Kill Devil Hill” by Harry Combs with Martin Caiden — that also dispel and dissolve any thoughts concerning a lack of scientific research by the Wright brothers.

Your comments, and both books, should be required reading for everyone who flies.

TOM GRIBBLEGering, Neb.

Have something to say? Send comments to [email protected] or fax 858-712-1960. Include your full name, address and telephone number (for verification purposes only). Please limit comments to 250 words or less.

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Lately I have been seeing a lot of angst in the marketplace, much of it aimed at the unconscionably high cost of flying, and the unattainably high cost of training to earn a pilot’s license.

Let me be honest here. I have all the same economic problems the average aviation nut has. I am not a Lotto winner. There are no DuPonts or Rockefellers in my family tree — at least not on a close enough branch that I can guilt them into footing the bill when I fly. So in that re-spect at least, you and I and that other guy sipping coffee at the FBO are all in pretty much the same boat.

Having established that as our reality, I will stand on rock-solid ground and ac-knowledge that flight instruction can be very expensive, and flying for pleasure can cost the average Joe Pilot a boatload in rental fees. But I’ll go out on a limb and say emphatically that neither of those things has to be true.

Yes, flying can be affordable. And your neighbor can learn to fly for a reasonably low total cost. Granted, it requires that we think and act somewhat differently than we have in the past, but it’s do-able.

The high cost of training is the result of a simple math problem. It can be expressed as the cost of the airplane per hour, plus the cost of the instructor per hour, times the number of hours required to become

proficient. It looks like this: (COA + COI) x NOH = Cost of Flight Training.

Most of us, myself included, got into this business by acting on an assump-tion that is not part of that equation. We assumed that it was necessary to rent an airplane to learn to fly an airplane, so we did.

For some of us that’s the most expedi-ent way to go. But it’s not the least expen-sive, and it doesn’t guaranteed us a better, safer, more enjoyable experience. Con-sidering those factors, it’s at least worth considering the possibility that, for some of us, renting isn’t the best option avail-able to us.

Add to that assumption our second foray into poor consumerism. Most of us walked into a flight school, accepted the instructor assigned to us, and started writ-ing checks to the school (s)he worked for. We didn’t go out and get references. We didn’t make any attempt to find an instruc-tor we liked, or enjoyed working with, or even felt was competent and proficient as a teacher.

In retrospect, we might not have been the sharpest pencil in the box when we were seeking out training. So why do we persist in telling newbies that they should learn to fly the same way we learned to fly? It makes no sense. At least not for the full spectrum of flight students.

Let’s consider an alternative. What if the flight school didn’t require that all stu-dents rent the airplane? What if they cut one trainer from the herd and used it to sponsor a flying club? The school could establish a reasonable rate to buy into the club, something on the order of $2,500 or less. Less is better, frankly. They could establish flat rate club dues that cover maintenance, hangar, and administrative costs; $100 a month or less might cover that. The members of the club would then be free to use the airplane for a very low per-hour rate. And they would be able to either take in-struction with any one of the approved instructors the flying club identifies, or fly on their own after earning their license.

This model would make flight train-ing relatively inexpensive. It would also remove the existing barrier that flight students face when they complete their training. The big, “What now?” moment that each of them confront when they earn their license and realize they can’t afford to pay $150 an hour often enough to re-main current.

Let’s assume 10 pilots are the limit to any one aircraft the club owns. If the club swells past that number, a new airplane could be purchased and the enrollment could grow accordingly. Now what do you suppose a T-Craft would cost to oper-ate if it had 10 owners contributing to the pot? What about a C-150, a Piper Chero-kee, a CT, or a Tecnam? Whether it was old and devalued, or new with the benefit of lower direct operating costs, both rec-reational flying and flight training would be cut down to size — in terms of cost in

any case. Best of all, the club members know that when they leave the club, if they leave the club, they will be refunded their original buy-in fee.

Now that turns the whole shebang on its head, doesn’t it? Flight training automati-cally gains a social aspect, because stu-dent pilots would meet fellow club mem-bers who are long-time aviators. Those students would remain regular fliers after earning their tickets, which would make

them regular custom-ers for fuel, headsets, charts, plotters, log-books, T-shirts, cool-looking lapel pins, and a slew of other prod-ucts and services the

FBO is selling. The restaurant on the field might see an uptick in business, too.

Making a shift to this model as an aug-mentation to the current model that so many of us came into aviation with would open the doors to a segment of the popu-lation that currently isn’t spending time at the airport — ever. It’s a step in the right direction, and one that doesn’t require anyone to stop doing what they are do-ing now. Although, to be honest, with the right marketing, and the right customer support, this model might just become a real winner.

It’s at least worth a serious discussion, don’t you think?

Jamie Beckett is a CFI and A&P mechanic who stepped into the po-litical arena in an effort to promote and protect GA at his local airport. He is also a founding partner and regular contributor to FlightMon-keys.com. You can reach him at

[email protected].

Does flying have to be so expensive?

Politics for PilotsJamie Beckett

“The high cost of training is the result of a simple math problem.”

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By JEFFREY BOCCACCIOIt is said: “If you want change you have

to make it, but if you want progress you have to drive it.”

Modern day technology is nothing but change and progress forced into the same space and the same time. Technological achievements have elevated our quality of life in just about every aspect, includ-ing aviation. By combining technical ad-vancements with a strong American en-trepreneurial spirit, as well as the military, NASA, the Jet Propulsion Laboratory, and many other agencies and businesses throughout the country, the aviation in-dustry has evolved and prospered.

Throughout aviation history, our navi-gable skies have been internationally recognized as the safest form of transpor-tation used throughout the entire planet. When you consider that at any point of time during the day there are more than 5,000 aircraft flying the skies above, you have to consider just what a phenomenal achievement this has become.

Technology never stands still and, with that, comes change and prog-ress. The latest is a mission that will overhaul the entire National Air-space System (NAS). After decades us-ing a system that made aeronautical travel an every day occurrence, it has begun to reach its end of life, again, due to change and progress. By the year 2025 there will be at least twice as many airplanes to manage within our airspace system, more traffic than the already limited current day system can control.

The Next Generation Air Transporta-tion System (NextGen) will harness to-day’s and tomorrow’s technologies in controlling and managing the United States air transport system and will also be adopted by just about every country in the world. NextGen is expected to exceed current radar coverage by way of im-proved satellite-based technology (GPS), more sophisticated avionics, and a mas-

sive ground station deployment through-out the country and the world.

The big question is: How does general aviation fit into this new airspace system? Followed by a lot more questions, such as: Is there a roll-out plan for the GA sec-tor? Will it be mandated over time? How much will it cost you? What benefits, if any, will there be for you and the GA eco-

space? All of these

questions and more will be an-

swered throughout this series of articles in an effort to get each and every person as-sociated with GA up to speed, which will allow for even better flying experiences.

We will focus on the operational and economical aspects NextGen can offer GA. We will dive into each of the five major elements that make up the NextGen system, allowing each reader the opportu-nity to understand and learn how NextGen will enhance future aviation experiences.

Let’s first identify each of the five ele-ments that make up NextGen:

Automatic Dependent Surveil-1. lance-Broadcast (ADS-B): The backbone of the NextGen System is ADS-B, which introduces ad-vancements light years beyond cur-rent navigation, surveillance and communications systems currently

being used. By way of state-of-the-art GPS technologies, ADS-B will secure a level of aeronautical accuracy never before achieved in modern-day aviation. The system will operate without the depen-dency of Surface Surveillance Ra-dars (SSRs), although that system will remain active in terminal and high traffic areas and will add that much more support to ADS-B and the NextGen system. When fully deployed, ATC and pilots will have a total view of all ADS-B aircraft. It will provide precision traffic avoidance, surveillance, tracking, messaging, weather, and more with world-wide coverage.System Wide Information Man-2. agement (SWIM): SWIM is like an IT conduit capable of accepting many different types of aeronauti-cal data, which will increase their efficiency by combining them into a single shared program. Aeronau-tical data such as weather, surveil-lance, and even flight data will be shipped over SWIM.Next Generation Network En-3. abled Weather (NNEW): For the first time, by way of the creation of the 4-D Wx Data Cube, an in-frastructure will import and unify

thousands of weather sensors to establish weather observations and forecast information. It will then compile and filter this data so it can be used with decision support tools that will reduce weather delays. A single comprehensive weather im-age gets assembled with this data and is distributed to all users. A user on the West coast of the U.S. will view the same image in real time as a user on the East coast, all to reduce the weather impact in the NAS.Next Generation Data Communi-4. cations: In an effort to reduce voice communications, NextGen Data Communications will import and export data digitally, which will al-low pilot messages and clearances to be faster and more accurate, en-hancing capacity and improving safety.NAS Voice Switch (NVS): Cur-5. rently there are 17 different voice switching systems in the NAS, some more than 20 years old. The goal of NVS is to use a single air-to-ground and ground-to-ground voice system for better reliability and efficiency.

Yes, there is much to learn and observe as we dig deep into a system that will be-come a new part of our aviation experi-ence.

We are very proud to work with Gener-al Aviation News to bring you this educa-tional series. It is designed to be interac-tive, so if you have any questions, please do not hesitate to contact us through the MatchBox Aeronautical Systems’ web-site (Matchbox-Systems.com) or at [email protected]. There may be areas that need more attention than we allowed for. No problem, just let us know. We will post your questions, along with the answers, on both websites for all to read.

Join us in this epic journey through time and space as we bring you to the future by way of the past. It will get deep, but by understanding where it all came from you will have received a concrete foundation on which to accept the future.

This new system is yours: Learn it and embrace it. After all, it belongs to you!

Jeffrey Boccaccio is a private pilot and chief engineer at MatchBox

Aeronautical Systems. You can reach him at NextGen@

GeneralAviationNews.com.

Fly the distance with NextGenIn this issue we debut a series of articles on NextGen and what it means to GA pilots.

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Together we can

Craig L. FullerAOPA President and CEO

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

The old slogan still rings true in Texas, where people pride themselves on being independent, innovative, and self-reliant. The people of this state apply those values to everything they do, and aviation is no exception.

I’ve had the privilege of visiting Texas several times in recent months for a variety of conferences and events—even the grand opening of a new reliever airport in Austin. We see far too many airports close, and far too few open, so any time we get a great new facility like Austin Executive Airport, there’s cause for celebration.

I’ve been impressed with the optimism that seems to guide many in the aviation community here. For example, there’s the relatively new Redbird Aviation Simulations. Founder Jerry Gregoire and his team started with a vision to change flight training. They believed that if they made affordable, realistic flight simulators that could let students and instructors really focus on the tricky parts of training, they’d make training more efficient and affordable for students—and find a market.

And that’s just what they’ve done. From full-motion simulators to desktop models, they’ve created devices that flight schools can afford and students want to use. They even have specialty trainers, like a crosswind device that lets students experience the critical seconds before touchdown in a wide range of conditions. Because the device actually moves, students get the feel for landing in tough winds at the same time they develop the right sight picture. And, without the need to wait for weather or to keep circling the pattern, pilots can experience several years worth of crosswind landings in just hours.

Even state transportation leaders are optimistic about the future of aviation in Texas. And they’ve made steady investments to ensure that their vision becomes reality.

Over the past two decades the state has handed out just over $1 billion in airport grants, built hundreds of ramps, erected 43 new GA terminal buildings, installed control towers at nearly all reliever airports, and done much more.

Aviation in Texas is thriving on all fronts—and that’s something we definitely don’t want to mess with.

Don’t mess with Texas


I recently received a question from reader Bill Blank asking whether there was more BTUs in higher octane fuels and if there was any reason to use a higher octane fuel if a vehicle ran knock free on a lower octane fuel. The simple answer is no.

I have received this question many times and the concept of more is always better is very ingrained in our minds. This was supported by an ad campaign for one of the major oil companies that ran about four decades ago. It showed a car running knock free on its regular gasoline, and the narrator asking the question: “If your car runs well on our regular, just think how well it will run on our super premium?”

For us technical people, the answer was, simply, it would run the same since octane rating is just resistance to knock. Therefore, if it did not knock on regular, increasing the octane would show no ben-efit. But to the general public who think more is always better, flawed logic would tell them that buying the more expensive premium fuel would give them better per-formance. The net result was increased profits for the oil company with no actual performance benefit for the consumer. The Federal Trade Commission and other oil companies finally complained and the ads were dropped, but the concept was ce-mented into the mindset of the motoring public.

Speaking of flawed logic, most of you have probably heard that an environmen-tal group in California has filed a lawsuit against the EPA, some FBOs, and avgas suppliers. The basis of the lawsuit is that the EPA has not acted quickly enough to remove the lead from avgas. This has subjected people that work in the busi-ness and people who live near airports to undue health hazards from lead pollution, the environmentalist group contends. Their case is based on the logic that lead, if it gets into the bloodstream, is a health hazard, and lead is in 100LL, which is burned in aircraft, and then goes into the atmosphere, so it must be bad.

In a court that ruled on facts, they would have to prove that the lead in 100LL can and does end up in the bloodstream of peo-ple who work in the business and come in contact with the fuel, or people who live near GA airports. But to my knowledge, that data does not exist because the lead, especially after going through the com-bustion process, is not in a form that is readily ingested into the bloodstream.

But this is not that kind of court. The complainant’s lawyers will first find a judge who is more or less leaning toward their cause. Then the most important part is the jury selection. In a technical case like this, they will work very hard to seat

the least educated people they can find on the jury. In that way, once the debate over

the scientific data is presented, the jury will be completely snowed. Once they say tetra-ethyl lead, the entire jury will be lost and they will only hear that there is a poi-son in the bloodstream. They will also reason that big government is bad and big business is worse, so they must be on the wrong side and will rule for the complainant with

absolutely no regard for any of the facts, which they do not understand anyway.

From there the case will go through the ap-peals process.

So who wins and who loses? The big loser is GA. These types of cases increase the negative image of

Flawed logic

Visser’s VoiceBen Visser “The concept of

more is always better is very ingrained in our minds.”

VISSER | See Page 14

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By BEN SCLAIR

Does anyone fly without an iPad any-more? (That’s a rhetorical question, don’t answer that.) The number of apps avail-able for pilots is growing by the day.

The good folks at Optima Publications have thrown their Pilots Guide into the iOS app ring. As any pilot knows, flying the airplane is only part of any journey. After all, what goes up, must come down. It’s the coming down part that makes for some of the most interesting adventures.

For those who live and/or fly in the western United States, Pilots Guide has been a staple for years. Finding a balance between the capability of technology with limited development budgets, plus an ap-pealing user experience, led Optima’s Chris Fouquet to turn the Pilots Guide app into a digital presentation of the paper version with some very clever features added on.

The Pilots Guide app is free from the Apple iTunes App Store. It comes with a sample data pack so you can easily test the waters. (Should you like it, there are seven data plans available for purchase — more on that later).

Launch the app and you can dive right in.

Anyone familiar with the paper version will be put at ease after a few short mo-ments. Once you get the handle on navi-gating the app, the additional features will really stand out.

The first button I pushed was “Near-by.” It brought up a list of the closest 10 airports. Touch the one you want, and it loads instantly. Tower-controlled airports boast five pages of information. Swipe left to right (and vice versa) to see each page in either portrait or landscape mode.

Two very cool features made pos-sible by technology are the “Errata” and “Weather” buttons. Push the former and a list of airport specific notes drops down. These are updates to information that have yet to be worked into the “printed” pages. The latter drops a menu of METAR and TAF information for the underlying air-

Pilots Guide worth a look for pilots out west

GA and raise the risk that new rules will be passed prematurely that are not, shall we say, “completely tested.” These rules can risk the safety of many GA pilots and could really decrease the value of many aircraft.

The suit can’t really hurt the EPA be-cause it is a government agency. And it may cost the oil companies a few million here and there. But guess what? The oil companies will just pass those costs on to the aviation consumer, if any are still left.

So who are the big winners? Well, there will be no improvement for the general

public. The people who work on the en-gines and are supposed to be at risk may lose their jobs. The environmentalist groups may get a few more donations be-cause it looks like they are helping based on their flawed logic.

So there are no winners, only losers — oh wait, the lawyers will still get paid.

Ben Visser, a private pilot since 1985, is an aviation fuels and

lubricants expert who spent 33 years with Shell Oil. You can contact him at

[email protected].

VISSER | From Page 13

port. Clever, both of these features. Also, impossible in the print version.

From an airport page, clicking “Near-by” will deliver 10 more airports near the currently selected airport. Makes sense

when you think about it. If the airport you want to fly into doesn’t have the service you are looking for, check the next closest one(s).

There are other ways to find the airport you might be interested in. In the menu bar of the app is a search box. Tap your finger on the box and the keyboard flies in. Type the airport ID or City and an auto-complete box drops down showing avail-able options. Click the one you want and off you go. The search button in the lower left (visible only when the Main Menu is active) offers a more robust search page for more than just airports.

There are many other notable features, but the best way to explore is to download the app and start playing with it. Don’t have an iPad? No problem, it’ll work on your iPhone as well.

Should you like the app, dataplans are available starting at $39.99 for any of the three western U.S. sections, $69.99 for a two-section combo, or $89.99 for all three sections.

PilotsGuide.com

Legislation has been introduced in Congress to award the Civil Air Patrol a Congressional Gold Medal for its World War II service.

Established Dec. 1, 1941, CAP distin-guished itself by using private aircraft to search for enemy submarines close to America’s shores, towing targets for mili-tary practice, transporting supplies within the country, and conducting general air-borne reconnaissance.

It will be a diminished victory, how-ever, if none of the World War II-era CAP members are alive to see the law’s pas-sage, CAP officials said, noting many of

those to be honored are in their late 80s and older.

CAP officials are asking for support for Senate Bill 418 and House Bill 719. In both houses, two-thirds of the member-ship must sponsor a bill before it can be brought up for a vote. Sample letters and other details are available at CAPMem-bers.com/GoldMedal.

Meanwhile, anyone with information on CAP members who served during World War II is encouraged to upload their information into the World War II Congressional Gold Medal database.

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CAP asks for support for gold medal

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Despite a “strong influx” of applica-tions, Experimental Aircraft Association (EAA) officials report they have decided to postpone the $60,000 Electric Flight Prize until next year’s AirVenture. This will allow “viable candidates to complete Phase I flight certification according to FAA regulations,” EAA officials said about a month before AirVenture kicks off.

Aircraft designers and innovators sub-mitted nearly a dozen entries into the $60,000 Electric Flight Prize, which is designed to elevate the accomplishments and viability of flight powered exclusively by electricity through three flight compe-titions and an innovation evaluation, of-ficials explained.

The Electric Flight Prize, sponsored by AeroLEDs, Aircraft Spruce & Specialty, Dynon Avionics, and Wicks Aircraft Sup-ply, was scheduled to be held during EAA AirVenture 2011, July 25-31 at Wittman Regional Airport in Oshkosh.

Phase I is the normal, designated period in which a pilot completes 40 hours of flight testing, certifying that the aircraft is controllable throughout its normal range of speeds and throughout all maneuvers to be executed. Additionally, the pilot certi-fies that the aircraft has no hazardous op-erating characteristics or design features, and is safe for operation. Completing this test period and properly documenting its

success is a normal process for every new amateur-built aircraft, EAA officials said.

“As with any new, emerging technol-ogy, time is an essential element to en-sure advancements are made effectively,” said Tom Poberezny, EAA and AirVen-ture chairman. “After discussions with the prize candidates, it was evident most would not be able to meet the FAA re-quirement by AirVenture 2011. By stag-ing the Electric Flight Prize at AirVenture 2012, innovators will be able to secure

necessary certification and build on their advancements, resulting in a strong field of viable candidates ready to make the fu-ture of aviation a reality.”

Even without the Electric Flight Prize, electric aircraft innovations will be show-cased at AirVenture 2011, he said. Show-case flights will take place during the show, complemented by a full schedule of forums and displays at the EAA Innova-tion Center.

The second annual World Symposium

on Electric Aircraft, set for July 29-30, will feature several influential industry leaders discussing electric propulsion aircraft in an open forum, offering what they envision is the future for this rapidly growing flight segment that is attracting the attention of scientists, engineers, man-ufacturers, and investors, EAA officials concluded.

EAA AirVenture 2012 will be held July 23-29 of next year.

AirVenture.org

Electric flight competition postponed

Alternative jet fuels at Detroit airports

Wayne County Airport Authority (WCAA), operator of Detroit Metropoli-tan Airport (DTW) and Willow Run Air-port (YIP), has partnered with Michigan State University (MSU) to grow bio-energy crops on airport-owned property.

“How does aviation protect itself in the future against the depletion of fossil fu-els and the uncertainty of foreign sources of energy?” asks WCAA’s Genelle Allen. “Part of the answer may be to grow it.”

The AgriEnergy Technology Demon-stration project is supported by a $476,000 grant from the Energy Office of the Mich-igan Economic Development Corp.

DTW and YIP have approximately 1,700 acres potentially suitable for bioen-ergy crops. WCAA has leased three acres to MSU on which biofuel crops, including canola and oriental mustard seed, have been planted and will soon be harvested, refined, and tested.

Once refined, biodiesel can be dropped in current fuel tanks without modification to the fuel system in any way, said air-port officials, who note a processing plant could be built on or near the airport.

MSU.edu, WCAA.us


By JANICE WOOD

Maule Air is gearing up to celebrate its 50th anniversary — twice.

This year the company is celebrating the 50th anniversary of founder B.D. Maule receiving the Type Certificate for the Bee Dee M-4. Next year the company will celebrate the 50th anniversary of the first delivery.

So how has Maule survived 50 years in the turbulent general aviation industry?

“By the grace of God, for one thing,” said Brent Maule, VP of sales and market-ing, and the third generation of the fam-ily to head up sales. He notes that being a family business and building a quality product also contributed to its success.

“My grandparents grew up in the Great Depression,” he said. “They knew about tough times. We have a heritage — a leg-acy — that we all stick together no matter what.”

The beginnings of the company actu-ally go back much farther than 50 years, when founder Belford D. Maule — known as B.D. by everyone — designed his first plane, a single-seat mid-wing monoplane powered by a Hender-son 27-hp motorcycle engine. Just 19 at the time, Maule called it the M-1. Starting with the airplane on floats, and later on wheels, he taught himself to fly.

About five years after he married June Alderhold in 1934, he designed and built “the Hummer,” the first mechanical start-er for light aircraft. The couple move to Jackson, Mich., where they formed Me-chanical Products Co. to manufacture the starter. That was followed in 1941 by the B.D. Maule Co., which built a tailwheel B.D. designed. In fact, the steerable, full-swiveling tailwheel is still being manu-

factured by Maule, in an improved form, officials note.

During the war the tailwheel business took off, while the starter business waned. Following the war, B.D. set his talents to a few other inventions, including TV anten-nas, and a non-destructive aircraft fabric tester that the company still produces.

But it was in 1953 when B.D. began developing the line of aircraft that led to Maule Air. His vision was to design a high-powered utility aircraft for aviators like himself — serious pilots who fly for the love of it. He wanted a four-place “go-anywhere” airplane that could be used for many missions, including bush flying in unimproved and rugged environments. The design evolved as a high-wing tail-dragger with a welded steel tube truss fu-selage, metal spar wing, STOL character-istics, and good range and speed. The first prototype was completed in 1957 and took

an award for design and workmanship at the Experimental Aircraft Association’s annual convention. Testing for certification of the new plane was started that same year.

Over the years, the company continued to innovate, introducing new models and refin-ing every aspect of the design. It wasn’t un-common to see B.D. and his son, David, working

late into the night at their new factory in Moultrie, Ga., where the company moved in 1968. Performance has been enhanced through those efforts with various engine, flap, aileron, wingtip, and landing gear changes. Other changes have been minor, usually to improve the aesthetics, interi-ors, paint jobs, and the overall versatility of the airplane, officials note.

In 1995, when B.D. passed away, Maule was the third latest producer of single-en-gine aircraft in the U.S. His widow, June,

took over operations of the company, run-ning it until her death in October 2009. She was often quoted as saying: “I’ve done everything involved in building an airplane except welding. I’ve sewn the upholstery, helped with covering, run lathes, and even helped with the forming of windshields when we still made them in the factory. That’s how Mr. Maule and I did it. We worked together.”

And the family continues to work to-gether. Brent’s father, Ray, and his sib-lings, head the company, while his mother, Rautgunde, runs Maule Flight, a company founded in 1970 by Ray that not only sells and repairs Maule aircraft, but also pro-vides training for the company’s custom-ers. Also counted among the company’s 36 employees are two aunts, an uncle, and a couple of Maule cousins. In fact, when June was still running the show, there were four generations at Maule Air, ac-cording to Brent.

Customers like dealing with people who have the same name as the compa-ny, Brent said, noting they also like the fact that his father continues to do the test flights on all new aircraft coming out of the factory. “People are sometimes

shocked to be talking to someone with the same last name as the airplane,” he said. “You can’t call a Cessna or Piper.”

He acknowledges that he finds that “weird” since he grew up in the business. “I don’t understand the cool factor.”

But his customers do. There are pilots out there who have flown Maules for “years and years,” he said, telling the tale of one customer who grew up flying Maules who actually stayed at Brent’s house during his flight training. “He wrote yesterday saying he was looking for a new plane,” he said.

Brent then recounts the story of another long-time customer who had bought five or six Maules — “he kept coming back because he believed in the Maule” — but was enticed by a salesperson for another plane to try one of theirs. Brent won’t re-veal the other plane, but said “it greatly underperformed. He came back to us.”

If you decide to check out a Maule at an air show or at the factory, don’t expect a high-pressured sales pitch. “We don’t have a lot of the flash and pizazz,” Maule

Maule celebrates its 50th, times twoAn anniversary so nice they’re celebrating twice

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“We started with a great base plane

that my grandfather designed and we

continually innovate to make it better and

better, so that 50 years later, it is always

fresh and still new.”— Brent Maule

Most pilots are familiar with this famous photo of B.D. showcasing the Maule’s STOL performance. His family (below) continues to run the com-pany, which is based in Moultrie, Ga. Ray Maule, now the family patriarch, flies the M4-180V (below, right). In fact, he test flies every plane that leaves the factory.

MAULE | See Page 18


By JANICE WOOD

After five decades in business, it’s safe to say that Avemco Insurance Company knows a lot about general aviation — and some of it is surprising.

Celebrating its golden anniversary this year, Avemco is a direct underwriter of general aviation insurance. While offi-cials say loyal customers are a main fac-tor in the company’s success since it sold its first policy in 1961, being disciplined, running the numbers, and identifying pat-terns have also been crucial to the compa-ny’s bottom line. It’s not sexy or exciting, but it is the secret to success.

“Our numbers are not as predictable as those for auto insurers who have millions of units, but when we look at our numbers over a long period of time, we see pat-terns,” said Jim Lauerman, the company’s president.

And one of the most interesting patterns is a red flag the company sees in some cus-tomers who eventually crash their planes: Impatience and a know-it-all attitude.

Crunching the claims numbers also shows that a little humility should be part of a pre-flight. “A lot of times you don’t know what you don’t know — until it’s too late,” he said. “We’ll see low-time pi-lots who don’t understand what they are getting into, while we’ll see high-time pilots who know the risks, but think they can go through them.”

Knowing the risks is, obviously, para-mount to success as an insurance com-pany. That’s where the numbers trump emotion, Lauerman says.

“It’s easy to fall in love with aircraft in all the different segments of the indus-try,” he said, “like homebuilts — we love them, but we have to be realistic. We have to be grown ups.”

Being a “grown up” is a theme Lau-erman returns to time and again. When asked how pilots can present themselves to get the best deals on insurance, he says they need to be “realistic” about the risk. “Put yourself in our shoes: What would you want if you were an underwriter? An experienced pilot who learned to fly in a simple fixed-gear airplane or a new pilot with lots of money who just soloed and is building a high-performance homebuilt? Which would make you most comfort-able?”

The insurance pros want to see a “logi-cal progression through aircraft,” as well as a customer who knows the answer to the question, “what aircraft is the right one for me for where I am today?”

“If customers aren’t realistic about where they are in the aviation experience, we can sense that right away,” Lauerman said. “The customers we want show they

understand the risk and what they need to do to deal with it. They act like grown-ups.”

Another “grown up” thing to do is to call the insurance company BEFORE you buy a plane, he said. The worst calls are those where the insurance company tells the person coverage is not going to happen. “People get so angry, but we’re just the messengers,” he said. “The fact is, they probably don’t belong in that air-plane.”

He noted that more customers are get-ting quotes and advice about insurance before going shopping for an airplane. That helps them be more realistic not only about the risk, but the costs. “There’s a natural tendency to want to buy the most expensive thing your budget allows,” he said. “But then there’s no reserve for training, maintenance and other costs.”

Pilots also should be realistic about how they are going to use their airplanes. “Peo-ple will buy a high-performance airplane for that one big trip they are planning to take which, many times, they don’t even end up taking,” he said. “Maybe they would have been better in a simple fixed-gear aircraft.”

Lauerman is quick to point out that pi-lots “can dream — you can always dream” about your ideal aircraft, “but buy a little bit below that,” he said. “Be a grown up, accept responsibility. Understand that you live in the real world and choose a plane that gives you the maximum amount of enjoyment and utility but within your ca-pabilities.”

Lauerman said Avemco has thousands of “ideal” customers: “They love the maj-esty of flight, but also understand the re-sponsibilities that come with it.”

“They are not diverted by shiny things,” he added.

And it’s often OK if you have a claim on your record, he noted. In many situa-tions, what’s important is how you react to being questioned about it.

“If the person denies it or points the fin-ger at someone else, that’s a problem,” he said. “It’s better for the person to say ‘I screwed up and this is what I learned from that experience.’”

Lauerman also notes that it’s when you file a claim that you discover the value of your insurance company. If you bought your insurance solely based on the lowest price, “that may not be the best value,” he said.

“We sell a promise,” he explained, “and the integrity of the person who makes the promise matters.”

Lauerman, who has been with Avemco 26 years, admits that when some people find out he’s head honcho at an insurance company, “they run away from me faster

than if I was with the FAA, afraid I’m go-ing to raise their rates.”

But he wants his customers to look at everyone at Avemco as a partner who will let the pilots know “if we see you going in a direction that could mean trouble.”

Avemco will hold several customer ap-preciation events throughout the year, in-cluding at AirVenture in Oshkosh.

The company also will host forums throughout the week of Oshkosh, includ-ing one from Bill Rhodes, who is in the midst of a study sponsored, in part, by Avemco, to determine the characteristics of successful pilots (See an update on the study in a future issue). Rhodes, who has been working on the Airmanship Educa-tion Research Initiative (AERI) for sever-al years, is now moving into testing some of the theories he’s come up with. Many of the theories show that attitude can be more important than skill in determining the success of a pilot.

“We absolutely think he is on the right track,” Lauerman said. “Now it’s time to empirically verify the data.”

Avemco.com

“The customers we want show they

understand the risk and what they need to do to deal with it. They act like grown-ups.”

— Avemco President Jim Lauerman

Golden years

Turning lemons into lemonade

After Hurricane Katrina, Avemco paid claims for a large number of air-planes that were inundated with salt water. The planes were total losses and the parts couldn’t be salvaged. Instead of crushing the planes, the company ar-ranged to donate them to Build A Plane, a non-profit organization that places planes — whether restoration projects or kits — into the hands of kids in class-rooms, EAA chapters, and other organi-zations. The kids learn how to work on planes, which, hopefully, will inspire their continued interest in aviation.

“It redeems an awful situation,” Lau-erman said. “The planes won’t fly, but if we can get them into the schools, it may mean other airplanes can fly.

“There are not a lot of new mechan-ics coming into the industry,” he con-tinued. “That concerns us.”

As natural disasters occur, such as last year’s flooding in Tennessee, and the flooding in other parts of the coun-try this year, the company will continue to work with Build A Plane.

“Our participation in that program is part of our philosophy of being part of a bigger community,” he said.

BuildAPlane.org

Milestones1960: Aviation Employees Insur-

ance Co. founded in Bethesda, Md., by a small group of aviation-oriented businessmen.

1961: First aircraft policy was written.

1963: Name changed to Avemco Insurance Co.

1977: Rated A+ (Excellent) by A.M. Best. (Avemco has been rated A+ every year since 1977.)

1982: Moved operations to a new facility at Frederick Municipal Air-port (FDK) in Frederick, Md.

1983: Company listed on the New York Stock Exchange (NYSE).

1997: Acquired by HCC Insurance Holdings, Inc., an international spe-cialty insurance group.

Recent accomplishmentsBecame a charter sponsor of • the Airmanship Education Re-search Initiative (AERI), de-signed to identify root causes of accidents and develop pro-grams to help prevent them.Became sponsor of the • WINGS lapel pin award given at completion of each phase of the FAASTeam WINGS Pilot Proficiency Program.Became sponsor and adviso-• ry board member of Build A Plane, along with facilitating donation of many aircraft hulls to the nonprofit that brings real airplanes to schools.Created the Avemco Safety • Rewards Program designed to reduce the frequency and se-verity of general aviation ac-cidents by rewarding custom-ers who seek ongoing training with incentives.Partnered with King Schools • to develop the Practical Risk Management course series using Avemco claims data to create fact-based training sce-narios.Acquired a flight simulator to • enhance Avemco underwrit-ers’ loss prevention expertise.

Avemco commemorates its 50th

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said. “We’re just kind of down home and approachable. We don’t put on airs — we let the airplanes speak for themselves.”

And they are speaking loudly. So far this year, the company’s sales have already surpassed all of 2010. In typical low-key fashion, Maule says the increased num-bers are fueled by “lots of foreign sales and the northwest U.S. is cranking up — we’ll have three or four planes going up there soon. I don’t know why that region is hopping, but I’m glad it is.”

He then mentions — again in that low-key manner — that the sales are boosted by the fact that a “big contract that I’ve been working on for two years finally came through.”

While the Maule offices are getting lots of calls from customers in the U.S., “the ones writing the checks right now are the foreign buyers,” he said.

“Europe and Central America are big customers,” he said. “And India is starting to buy, but they are buying used airplanes, not new ones.”

The planes are being bought for both personal use and commercial operations, he added. “I just got an email from one of my customers in Europe who is using his Maule to tow gliders.”

Since its founding, Maule Air has deliv-ered 2,500 airplanes to customers all over the world. “Each one of them is hand-built,” Maule said. “We don’t have a mass production line.”

So how does Maule Air plan to cel-ebrate its golden anniversary?

“We want to celebrate our 50th year by

offering a lot of new things to people,” he said, noting they are “very close” to a 300-lbs. gross weight increase on the 235 and 260 models. “This will take the 235 and 260 to whole new levels of utility — and they are known for their utility,” he said.

The ruggedness of Maule airplanes also is legendary, with some posters on Inter-net forums saying it is one of the “manli-est” planes around. “I never heard that,” Brent Maule said with a laugh. “I’ll have to remember that.”

Brent Maule adds that company offi-cials are “hopeful” that its diesel airplane — introduced in 2003 as the M-9 powered by SMA’s 230-hp SR 305 engine — will

be approved by the end of the year. The company also plans to reintroduce

the M-4 — the plane that started it all — as a two-seater, which will give pilots “utility at a great price,” he added.

With all these projects, the company has shelved its Light Sport Aircraft, also introduced in 2003. “Some of these oth-er projects have taken precedence,” he said, noting that the company’s proto-type shown off at Oshkosh was “a little heavy.”

Maule Air will, of course, be exhibit-ing at this year’s Oshkosh, as it did at Sun ’n Fun. The company’s Sun ’n Fun exhibit was typically low-key, with just two planes which, as it turns out, was a

blessing, as both planes were directly in the path of the tornado that ripped through the fly-in. Both planes were damaged, but Maule said they were able to fly one of them back to the company’s factory in Georgia. The other didn’t fare so well. The MX-7-180b was blown down the flight line by the tornado and would have hit a TBM if a big sign hadn’t stopped it, he reported.

“That plane was gorgeous,” he said with a sigh. “It was the first one with a new paint scheme we had just designed. It was really sharp and it was really showing well. It was a head turner.”

The customer who was supposed to take delivery of the plane was able to see it the day after the storm. His delivery is, of course, delayed as they are building him a replacement aircraft, but the folks at Maule didn’t let the setback stop them at all. It’s all part of the lessons learned from being part of a family-owned busi-ness that’s lasted 50 years.

“I’ve learned a lot from those who came before me,” Brent Maule said. “I learned to never give up, even when things look rough. That if we keep that ‘we can do it’ attitude and press forward, we can make it happen.”

Being innovative is also key. His grand-father, obviously, was an innovator and Brent says his father, Ray, “is a real vi-sionary.”

“We started with a great base plane that my grandfather designed and we continu-ally innovate to make it better and better, so that 50 years later, it is always fresh and still new.”

MauleAirInc.com

MAULE | From Page 16

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Maule demonstrates the utility of the M4-180V, by showcasing just how much you can carry on a flight into the backcountry.

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3D Entertainment USA, a 3D film com-pany, has completed principal photogra-phy on its upcoming IMAX theater film about the Reno Air Races, “Air Racers 3D.”

Produced in association with L.A.-based Pretend Entertainment and Stereo-scope, the film is an exploration of the fastest motor sport on Earth at the annual Reno National Championship Air Races & Air Show. “Air Racers 3D” will pre-miere at IMAX theaters beginning Feb. 10, 2012.

“After three years of production that in-cluded the filming of the 2009 and 2010 editions of the Reno Air Races, we are very excited to bring this long-awaited action-packed film to aviation enthusiasts and moviegoers around the world,” said executive producers Francois Mantello and John Constantine. “‘Air Racers 3D’ will celebrate the science of flight and capture the thrill and excitement of this

major sporting event attended by over 200,000 fans annually.”

“Thanks to the use of truly unique film-making methods, including a state-of-the-

art helicopter-mounted gyro-stabilized aerial 3D camera rig, a custom wing mounted camera, and 3D cameras placed inside the cockpit, we will literally put

moviegoers and fans in the middle of the highly-competitive action like never be-fore,” said Christian Fry and Jean-Jacques Mantello, the film’s co-directors. “View-ers will soar through the air at more than twice the speed of a NASCAR race.”

“The final shoot took place at Chino Airport (California) and Reno-Stead Air-field (Nevada), where the annual races are held,” added producer Raul Leckie of Pre-tend Entertainment. “As it is not permit-ted to shoot air-to-air photography during the actual races for safety reasons, we de-cided to re-stage them in grand fashion by assembling a spectacular array of fighter aircraft, including the P-51 Mustang, Ti-gercat, Bearcat and T-6, and a cast of ex-ceptional pilots, among them Steven Hin-ton Jr., Kent Pietsch, Greg Poe, Stewart Dawson, Dennis Buehn, Heather Penny, Lee Behel, John Zayac, Brent Seghetti and Marilyn Dash.”

AirRacers-theFilm.com

‘Air Racers 3D’ to soar into IMAX theaters

Houston’s 1940 Air Terminal Museum at Hobby Airport will give away a vintage 1957 Cessna 172 in a live raffle drawing July 16. The drawing, the culmination of a year-long fundraiser, will be the fourth airplane the museum has raffled off.

“This raffle has turned into one of our museum’s most important fundraisers,” said Drew Coats, president. “Raffle par-ticipants help us ensure that the museum remains financially self-sufficient and

healthy. It is also a great opportunity for someone to win their very own plane.”

The museum is selling no more than 2,500 tickets at $50 each. Tickets will re-

main on sale through noon July 15. 713-454-1940, 1940AirTerminal.org

Museum to raffle off vintage 172

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By JANICE WOOD

Now that Stephan Armstrong and his son, Charlie, have finished building their RV-8, they are preparing for the trip of a lifetime.

The team, from Julian, Calif., plan to launch on an around-the-world flight next year as a way to raise awareness about childhood cancers.

It’s a flight that’s been in the making for a long time, according to Armstrong, who has been a pilot for most of his life.

“My ticket dates back to 1978,” he said, noting he learned to fly in Switzerland. “I was 17 and allowed to fly, but not allowed to drive a car as the legal driving age in Switzerland is 18.”

His commercial/IFR ratings followed at the age of 20, “and soon after that my instructor license.”

After moving to the United States, he found a job selling airplanes to customers in Europe, Africa and the Middle East. “I flew them to their new owners myself,” he re-called. “This is how I became acquainted with long-distance flying in small, mostly single-engine airplanes. Somewhere along the line, flying around the world became a bucket list item for me,” said Armstrong, who now is caretaker of an apple farm. “I can’t think of a better, more fulfilling oc-casion than doing this with my son in the plane we built together.”

Dubbed “SEE WORLD I,” the RV-8 is powered by a 180-hp fuel-injected Ly-coming engine propelled with a 2-blade Hartzell constant speed propeller. Cruise speed is 195 mph. It has a service ceiling of 20,000 feet and an extended range of 1,200 miles. Fuel capacity is 70 gallons. Building the plane took about six years, “the equivalent of approximately 1,600 hours of labor,” Armstrong said, add-ing, “It is presently being outfitted with a state-of-the-art Dynon Electronic Flight Display and electronic Engine Monitor-

ing System with GPS.”The flight, which is set to begin next

spring, will start at Borrego Valley Air-port (L08) in California. From there the pair will travel to the east coast, then on to Canada, Greenland, Europe, Africa, the Middle East, Asia, Australia, Japan, Rus-sia, Alaska, and then back to San Diego. The quest will stretch over a period of three months and cover five continents, 29 countries, and a total distance of more than 35,000 miles. Highlights of the trip include stops at the Smithsonian, the Louvre, the Pyramids, Athens, Rome, the Taj Mahal, Ayers Rock, and much more, Armstrong said.

Armstrong adds that Charlie, who is homeschooled, “gets to have the field trip of a lifetime. “Unofficially deemed navigator and co-pilot, he will not only receive an educa-tion in piloting, geog-raphy, world culture, history and geology, but also will become a worthy ambassador for children with cancer,” he continued.

Making the flight a fundraiser for pediatric cancer made sense, as the family has had “a long and personal involvement in the fight against cancer,” Armstrong said. His wife, Laura Luethi, founded the Chemo Angels Can-cer Support Organization in 2000, which is one of the organizations that will bene-fit from the funds raised by Flying For the Cure. “The proceeds will go to the benefit of several pediatric cancer research insti-tutes, pediatric cancer hospitals, such as St. Jude Children Research Hospital, and to a few heartbreaking individual cases whose families are unable to afford prop-er treatment for their child,” he said.

“Of all cancers we feel childhood can-cer deserves our attention the most,” he explained. “Pediatric cancer is not only the most overlooked, underfunded and neglected form of cancer, but it is by far the most heartbreaking. No child deserves to suffer from this horrible disease. Yet it

is the number one cause of non-accidental death for children in the U.S. and so far it cannot be prevented. It would be impos-sible for us not to use this event to help. We know, with the support of people who read this, we can make a difference and change the lives of kids who need our help.”

On their trip around the world, the father/son team will try to organize as many media events as possible, and also visit various pediatric cancer hospitals to spread the word of their efforts.

Because of the many elements involved in the flight, Armstrong doesn’t have a set date for takeoff. “We are planning for a May/June 2012 departure,” he said. “How-ever, the project has a lot of variables and nothing is written in stone. Also, we will do whatever it takes not to fall prey to the many external and internal pressures — deadlines, press, meeting cancer kids at

hospitals, my obligations to my employer. Our philosophy was, and always will be, safety first and, when in doubt, never. It is such that has made me not necessarily a good pilot, but an old one.”

He adds that “unlike most earth round-ers, we are not in it to break flight records. The only record we want to break is the amount of money we can raise for pedi-atric cancer. With a few exceptions, most of our legs are between two and three hours,” he added, continuing, “We are probably more rigorous with emergency procedures and the familiarization of the equipment we use, such as survival suits, life raft, ELT, etc.”

The biggest challenge for the pair — apart from weather — is flying an experi-mental airplane, he said. “Each country has its own rules, laws and regulations and can deny fly-overs or landings for no reason at all,” he said. “Getting 100LL

Flying for the CureFather and son plan flight around the world in RV-8

The planned routeTotal flight distance: 35,000 miles.

Total flight hours: 185. Continents: 5. Countries: 29. Cities: 86.

Route: Borrego Spings, Las Vegas, Grand Canyon Airport, Monument Val-ley Airport, Albuquerque, Tulsa, New Orleans, Atlanta, Washington D.C., New York, Buffalo, Montreal, Labrador City, Kuujjak, Iqaluit, Sondre Stromf-jord, Kulusuk, Reykjavik, Vagar, Ber-gen, Copenhagen, Berlin, London, Par-is, Vienna, Munich, Friedrichshafen, Berne, Cannes, Venice, Split, Rome,

Brindisi, Athens, Cyprus, Cairo, Luxor, Al Qasim, Qatar, Dubai, Faisal, New Dehli, Calcutta, Port Blair, Phuket, Singapore, Jawa, Bali, Timor, Darwin, Tennant, Ayers Rock, Cooper Pedy, Adelaide, Sydney, Brisbane, Hamilton, Fitzroy, Papua New Guinea, Timika, Babullah, Bangoy, Aquino, Laoag, Taipei, Okinawa, Kagoshima, Tokyo, Sapporo, Nagashibeku, Petropavlovsk, Casco Cove, Adak, Unalaska, Egekik, Anchorage, White Horse, Ketchikan, Vancouver, Portland, Aurora, San Fran-cisco, Catalina, San Diego, Borrego.

“We are not in it to break flight records. The only record we want to break is the amount of money we can raise for

pediatric cancer.”— Stephan Armstrong

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Stephan Armstrong and his son, Charlie, want to raise awareness of child-hood cancers during their flight around the world. The pair were planning the flight around the kitchen table even as they finished building their RV-8.

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fuel in Russia also might pose a challenge, which is the only reason we might have to install a temporary ferry tank.”

Also daunting is funding the expedi-tion, which is why they are looking for sponsors. “We hope to offset at least some of the cost with sponsors but, if not, we will use our own resources,” he said. “We have an extensive sponsor/advertising program using the airplane, crew apparel and our website. An added benefit is that as we exhibit at air shows and other avia-tion events before and after the flight, it will give our cause and our sponsors more exposure.”

The flight also will have exposure in social media outlets, including Facebook and Twitter. A dedicated website, Flying-

for-the-Cure.org, gives more informa-tion and allows those interested to follow along on the flight, as well as learn how to help beat childhood cancers.

And that’s the bottom line for Arm-strong and his son.

“We are not in it to boast, nor are we looking for personal glory,” he said. “Our message is simple — you don’t have to be a movie star or a millionaire to help.”

Want to help?There are a lot of ways, Armstrong

says: “Help us reach our fundraising goal. Spread the word. Social network with us. Create traffic on our website. Like us on Facebook. Organize a fundraiser in our name. Donate something we need on our

website or make a cash contribution to help pay the bills. Offer to escort us with your plane when we fly in or out of your

neighborhood. We always like and appre-ciate notes of encouragement.”

Flying-for-the-Cure.org

Armstrong’s RV-8, dubbed SEE WORLD I, was just recently completed with help from his son Charlie. The pair plan to begin their epic journey next spring.

THE AOPA AVIATION SUMMIT

IS SEPTEMBER 22-24, 2011


The Mid-Atlantic Aviation Coalition (MAAC), a general aviation advocacy group in New Jersey, has found a way to get more aircraft out of their hangars and into the air. They call it the “New Jersey Airport Challenge,” a competi-tion to get pilots to fly to as many par-ticipating airports as possible.

The competition will run until Sept. 17 when a fly-in picnic will be held at Somerset Airport (SMQ) where win-ners will be awarded prizes.

The grand prize is a $300 IFR course donated by Sporty’s Pilot Shop of Bata-via, Ohio.

MAAC held its first Airport Chal-lenge last year. “So many participants asked for the event to be repeated, we decided to make it an annual event,” said MAAC President Mike Stoddard. “It helps pilots build time, gives them a chance to visit airports they haven’t

been to before, and it helps bring more traffic to the state’s airports and increase gas sales. It’s a win-win situation.”

When participants fly into a partici-pating airport, they must ask for a card at the FBO, which must be signed and dated by an airport employee. MAAC officials warn that only 50 cards will be sent to each participating FBO, so “fly early.”

“Everyone is guaranteed to win something,” Stoddard said, pointing out that among the awards are 75 gallons of aviation gas, as well as the book, “Ad-ventures in Flying,” by New Jersey pi-lot Jack Elliott. The top five flyers will receive a MAAC mug, while all partici-pants will receive a MAAC mouse pad, he added.

MAAC is the sponsor of the New Jersey Aviation Conference.

NJAviation.com

New Jersey Airport Challenge takes off


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

Aircraft: Cessna 172.Injuries: None.Location: Grand Forks, N.D.Aircraft damage: Substantial.

What reportedly happened: The student pilot was making his first solo flight. The first two takeoffs and landings went well. On the third approach, as he flared the airplane, the stall warning horn sounded but the 172 did not descend onto the runway. The student relaxed the back pressure and the plane landed hard and bounced several times before coming to a stop.

A post-flight inspection revealed curled propeller blade tips and damage to the en-gine firewall.

Probable cause: The student pilot’s improper landing flare and recovery from a bounced landing.

Aircraft: Cessna 210.Injuries: None.Location: Santa Teresa, N.M.Aircraft damage: Substantial.

What reportedly happened: The pilot was attempting to land at an uncon-trolled airport. When the airplane was on downwind, he moved the handle to lower the landing gear and heard the gear cycle down. However, after the accident, the pilot told investigators that he couldn’t remember if he saw the green lights in-dicating that the landing gear was down and locked.

While in the landing flare the pilot heard someone call “gear, gear” on the radio, but it was too late for him to go around. Apparently the gear was at least partially down because, as the airplane touched down, the left main gear collapsed and the airplane slid off the side of the runway, substantially damaging the horizontal sta-bilizer and elevator.

In the months after the accident, and following repairs to the airplane, the pilot had four additional landing gear malfunc-tions. He reported that he had to manu-ally extend the gear during each instance. After the fourth occurrence, the nose gear up-lock actuator and the landing gear ac-cumulator were removed and resealed. The seal in the landing gear accumula-tor was found to leak. The accumulator requires gaseous nitrogen or dry air. The seals from the accumulator were not re-tained by maintenance personnel and were not available for examination by in-vestigators. The reason for the failure of the seals was not determined.

Probable cause: The failure of the landing gear accumulator seal for unde-termined reasons. Contributing to the ac-cident was the pilot’s failure to confirm the status of the landing gear.

Aircraft: Mooney M20.Injuries: None.Location: Steamboat Springs, Co.Aircraft damage: Substantial.

What reportedly happened: Prior to departing on a 108-nm cross-country flight, the private pilot decided to do a touch-and-go landing. He told investiga-tors that he flew at a slower than normal speed on the downwind and base legs. The airplane crossed the runway thresh-old at 67. The pilot reduced engine power and the airplane stalled approximately 10 feet above the runway. The plane hit hard, and bounced back into the air.

The pilot attempted to do a go-around by applying full power and pulling back on the yoke to avoid a nosewheel strike. The airplane became airborne, but when it was approximately 10 to 20 feet above the runway, it entered a second stall, rolled left and crashed.

Probable cause: The pilot’s improper pitch control during the go-around, which resulted in an aerodynamic stall.

Aircraft: Piper Cherokee.Injuries: None.Location: Hibbing, Minn.Aircraft damage: Substantial.

What reportedly happened: At the time of the accident, the taxiway was closed for painting. There was a NOTAM specifying that the taxiway was closed. Temporary markings were being applied to the taxiway so it could be used as a temporary runway however, at the time of the accident, the main runway was still in use for normal operations.

The pilot stated that he mistakenly identified the taxiway as the active run-way when he saw the temporary runway markings. He discovered his error when the airplane crashed into a construction barricade during an attempt to takeoff.

Probable cause: The pilot mistak-enly using a closed taxiway for takeoff, which resulted in the airplane striking a construction barricade.

Aircraft: Beech C35.Injuries: 1 Fatal, 1 Serious.Location: Weslaco, Texas.Aircraft damage: Destroyed.

What reportedly happened: Both the left and right main tanks and the left tip tank were filled with fuel prior to de-parture. When attempting to fuel the right tip tank, the fuel nozzle broke loose and fell into the tip tank. The pilot was unable to retrieve the broken nozzle, and no fuel was added to the right tip tank. He took off with a fuel imbalance between the tanks.

That pilot occupied the right seat and a student pilot occupied the left seat. During flight, the fuel imbalance resulted in a left rolling tendency. The pilot attempted to land at the nearest airfield, and configured

the airplane with 10° of flaps, which was contrary to the STC. During the landing, the airplane bounced and began to drift to the left towards the edge of the runway. He performed a go-around and elected to turn left to enter the downwind pattern. During the left turn, he lost control of the airplane and crashed.

According to the student pilot, who sur-vived the accident, the pilot was flying. Investigators were not able to tell whether the flight was instructional, and it could not be conclusively determined which oc-cupant was at the controls at the time of the accident. However, fracture and bend-ing signatures on the throw-over style control column and hub were consistent with the controls being positioned toward the left seat during the accident.

Probable cause: The pilot’s failure to maintain control while operating with a fuel imbalance.

Aircraft: Piper J-3Injuries: None.Location: South Charleston, W.Va.Aircraft damage: Substantial.

What reportedly happened: The pi-lot was conducting takeoffs and landings in the late afternoon. The first two went well, but during the third approach, the pi-lot was blinded by the setting sun during the landing flare.

The plane touched down on its left main landing gear and bounced high. The pilot attempted to do a go-around, but the plane stalled and came down in trees alongside the runway.

Probable cause: The pilot’s failure to maintain control during the attempted go-around.

Aircraft: Zenair STOL CH 701. Injuries: 2 Fatal.Location: Wasilla, Alaska.Aircraft damage: Destroyed.

What reportedly happened: The commercial pilot and the pilot-rated pas-senger, who was also an FAA inspector, were on a local flight in the pilot’s float-equipped experimental Light-Sport Air-plane (LSA). The pilot was an LSA des-ignated pilot examiner and the purpose of the flight was for the FAA inspector to administer a recurring DPE flight profi-ciency flight check of the pilot.

The airplane took off from a lake near the pilot’s residence and crashed on the lake’s perimeter road and burst into flames. Most of the aircraft was destroyed by fire. Witness statements and evidence suggest that the fire burned intensely for 30 to 40 minutes. Impact damage was consistent with a near-vertical descent. The compos-ite propeller was burned, however pieces of the propeller had fractured on impact and were found away from the wreckage, indicative of the engine producing power when it crashed.

A witness living on the lake said the airplane was usually airborne when it

passed his house, but on this departure the airplane was still on the water when it passed, and continued out of sight. There was a stand of trees, high brush, and a hill at the departure end of the lake, separating it from the road. There was no evidence that the airplane hit the trees or the bank.

The airplane’s weight and balance was calculated using the pilot’s and passen-ger’s weights noted on their FAA medi-cal certificates, 7.5 gallons of fuel predi-cated on a one-hour flight and 30-minute reserve, and zero baggage weight. The airplane’s estimated gross weight was 36 lbs. over its maximum gross weight, and the center of gravity was near the forward CG limit.

A witness stated that the pilot and pas-senger were planning to take the airplane fishing after the flight check, which would have required an additional 1.5 hours flight time and additional fuel. It is likely the airplane had more than the minimal 7.5 gallons of fuel onboard used for the weight and balance calculation and prob-ably had fishing and survival equipment as well, adding to its already over gross weight. The fact that the airplane took longer to become airborne than usual, and its over gross weight, suggest that the airplane was near the lake’s shoreline and close to rising terrain when it finally became airborne, requiring a steep climb attitude. The lack of evidence of any me-chanical problems, along with the air-plane’s near vertical descent, is consistent with a loss of control due to an aerody-namic stall shortly after liftoff.

Probable cause: The pilot’s failure to maintain sufficient airspeed to avoid an aerodynamic stall during takeoff and his decision to fly the airplane over its allow-able gross weight. Contributing to the ac-cident was the airplane’s excessive gross weight.

Aircraft: Cessna 172.Injuries: 1 Serious, 1 Minor.Location: Thermopolis, Wyo.Aircraft damage: Substantial.

What reportedly happened: The student pilot and his instructor were on a night flight in VFR conditions. There was no moon. The Cessna was descending some nine miles from the home airport when the airplane’s wheels hit a ridge. The elevation of the ridge was approxi-mately 1,650 feet higher than field eleva-tion. Although the airplane initially rolled across the terrain at a high rate of speed, it soon encountered the elevated edge of a dirt road. The contact with the road edge resulted in a loss of control. Although the instructor did not specifically remember an unusual rate of descent or any sense of the airplane sinking, it was his opinion that a “mountain wave downwash” may have contributed to the accident.

Probable cause: The instructor’s fail-ure to ensure that his dual student main-tained clearance from the terrain during a dark night VFR descent.

Accident Reports

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Eastern United StatesJuly 9, 2011, Richmond, RI. Strawberry

Pancake Fly-In (08R) 401-437-3106.July 9-10, 2011, North Canton, OH.

Marlboro Volunteers Event at MAPS Air Museum. 330-896-6332.

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July 14, 2011, Richmond, VA. Got Fuel? Talk by Kent Misegades (RIC) 804-358-4333.

July 16, 2011, Gastonia, NC. Pancake Breakfast Fly-In (AKH) 704-506-5863.

July 16, 2011, Cooperstown, NY. Old Airplane Fly-In and Breakfast (K23). 315-858-1288.

July 23, 2011, Edgartown, MA. ACONE Day at Martha’s Vineyard (1B2) 978-693-5248.

July 30, 2011, Selkirk, NY. 8th Annual Flap Jack Fly-In Breakfast (4B0) 518-281-5430.

Aug. 6, 2011, Hot Springs, VA. Bath County Wings and Wheels (HSP) 540-839-5326.

Aug. 6, 2011, Elmira, NY. Cruise-In/Fly-In Breakfast (ELM) 607-734-0469.

Aug. 6, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359.

Aug. 13, 2011, Franklin, PA. Wings and Wheels (FKL) 814-432-2289.

Aug. 13, 2011, East Windsor, CT. Corn Roast & Cookout (7B6) 860-281-1310.

Aug. 17, 2011, Louisville, OH. Pancake Breakfast (1OA7) 330-620-2155.

Aug. 20, 2011, Cooperstown, NY. Old Airplane Fly-In and Breakfast (K23). 315-858-1288.

Aug. 31-Sep. 3, 2011, North Canton, OH. Call to Duty Ceremony at MAPS Air Museum. 330-896-6332.

North Central United StatesJuly 9, 2011, Big Rapids, MI. AirFest

2011 (RQB) 231-796-5600.July 9, 2011, Larchwood, IA. Zangger Vintage

Airpark Flight Breakfast (2VA) 712-477-2230.July 10, 2011, Manitowoc, WI. Instru-

ment Refresher – A Review of the FARs (MTW) 715-252-3326.

July 15, 2011, St. Cloud, MN. EAA’s B-17 “Aluminum Overcast” at STC 320-229-8563.

July 16, 2011, Delaware, OH. Fly-In Breakfast (DLZ) 614-565-2887.

July 16, 2011, Paxton, IL. Paxton Fly-In/Drive-In (1C1) 217-379-3642.

July 16, 2011, Hampton, IA. Hamp-ton Firefighters Association Fly-In Breakfast (HPT) 515-971-8110.

July 17, 2011, East Troy, WI. An-nual Open House/Fly-In Drive-In Breakfast. 262-391-5177.

July 17, 2011, Forest City, IA. An-nual Fly-In/Drive-In Pancake Break-fast (FXY). 641-581-2880.

July 21, 2011, Keokuk, Iowa. 2011 L-Bird Convention and Fly-In 319-524-6203.

July 25-31, 2011, Oshkosh, WI. EAA Air-Venture Oshkosh, Wittman Regional Airport (OSH) 920-426-4800.

July 27-29, 2011, Clinton, IA. Cessna 150-152 Fly-In (CWI) 563-242-3292.

Aug. 2, 2011, Mentone, IN. PRA Personal Rotorcraft and PPC Con-vention (C92) 513-477-4488.

Aug. 7, 2011, Queen City, MO. 24th Annual Watermelon Fly-In (Kyle & Amanda Frank-lin Benefit) (15MO) 660-766-2644.

Aug. 7, 2011, Chetek, WI. South-worth Municipal Airport Charity BBQ Fly-In (Y23) 715-456-8415.

Aug. 12, 2011, Indianapolis, IN. Indy Air Race (TYQ) 281-734-0330.

Aug. 14, 2011, Lake Elmo, MN. Avia-tion Day (21D) 651-494-4579.

Aug. 27, 2011, Guttenberg, IA. 11th An-nual Abel Island Fly-In Float-In Pot-luck/BBQ 319-480-0913.

South Central United StatesJuly 9, 2011, San Antonio, TX. San Geronimo

Airpark Fly-In Breakfast (8T8) 210-410-9235.July 16, 2011, Cookson, OK. Jubilee Pan-

cake Breakfast (44M) 918-457-4774.July 16, 2011, Hays, KS. Hays Fly-

In (HYS) 785-650-7706.July 16, 2011, Midlothian, TX. Texas Soaring

Association Pancake Breafast (TA11) 972-775-4234.

July 22-24, 2011, Dallas/Ft Worth, TX. DFW Summer Balloon Classic/AirFest (JWY) 469-371-9218.

July 23, 2011, DeRidder, LA. Fourth Saturday Fly-In/Drive-In (DRI) 337-424-9880.

Aug. 6, 2011, Ellsworth, KS. 20th Annual Cow Town Fly-In (9K7) 785-472-4309.

Aug. 6, 2011, McKinney, TX. First Sat-urday Coffee/Donuts (TKI) Chuck Roberts Hangar (#2520).

Western United StatesJuly 6-10, 2011, Arlington, WA. Arling-

ton Fly-In (AWO) 360-435-5857.July 6-10, Arlington, WA. West Coast Chero-

kee Fly-In (AWO) 425-355-8737.July 11, 2011, Independence, OR. Free

FAA Weather Briefing/Flight Planning Seminar (7S5) 503-428-7210.

July 15-17, 2011, Spokane, WA. Northwest Biplane Fly-In (SFF) 509-535-9011.

July 16, 2011, St. Maries, ID. S72 Fly-In Breakfast 208-773-8522.

July 16, 2011, Mojave, CA. Vintage Air-craft Display (1CL2) 661-342-0604.

July 16, 2011, Fort Jones, CA. Scott Valley Pi-lots Association Fly-In (A30) 530-467-3158.

July 16-17, 2011, Mulino, OR. 54th An-nual Mulino OPA Blueberry Pancake Breakfast (4S9). 503-651-3802.

July 17, 2011, Cottage Grove, OR. Oregon Antique & Classic Aircraft Club Bien-nial Fly-In (61S) 503-910-7828.

July 17, 2011, Santa Rosa, CA. Green Flight Challenge (STS) 256-544-9294.

July 22-24, 2011, Lewiston, ID. EAA Chapter 328 Lewiston 2011 Air Fair. (LWS). 208-883-4337.

July 22-24, 2011, Concrete, WA. North Cas-cades Vintage Fly-In (3W5). 217-273-9879.

July 23, 2011, Oroville, WA. Airport Day (0S7) 509-476-2227.

July 23, 2011, Friday Harbor, WA. Friday Harbor AP Fly-In/Open House (FHR) 360-317-5577.

July 24, 2011, St. Ignatius, MT. Good Ole Days Fly-In (52S) 406-544-2274.

July 24, 2011, Sandy, OR. Fly-In/Cruise-In (03S) 503-819-0511.

July 30, 2011, Tillamook, OR. Northwest Classics (TMK) 503-842-1130.

Aug. 4-6, 2011, Three Forks, MT. Mon-tana Antique Airplane Assn Annual Fly-In (9S5) 406-451-5897.

Aug. 5, 2011, Eastsound, WA. Orcas Old Fashioned Fly-In (ORS) 360-317-5970.

Aug. 6, 2011, Colville, WA. WPA Fly-In Breakfast/Rendezvous Days@City Park 509-685-9056.

Aug. 6, 2011, South Bend, WA. 2nd Annual Willapa Harbor Oyster Fly-In (2S9). 360-942-7899.

Aug. 6, 2011, Big Bear, CA. Big Bear Air Fair (L35) 909-585-3219.

Aug.6-7, 2011, Hollister, CA. Fra-zier Lake Airpark Antique Aircraft Dis-play/Fly-In (1C9) 831-726-9672.

Aug. 20.2011, Coeur d’Alene, ID. Pancake Breakfast Fly-In (COE) 208-640-8283.

Aug. 20, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158.

Aug. 20, 2011, Mojave, CA. Vintage Air-craft Display (1CL2) 661-342-0604.

Aug 26-28, 2011, Broomfield, CO. Rocky Mountain Fly-In (BJC) 303-596-6139.

Aug. 26, 2011, Madras, OR. Airshow of the Cascades (S33) 541-815-5079.

Aug. 27-28, 2011, Minden, NV. 1st An-nual Western States Aviation Roundup/Air Show (MEV) 775-782-9871.

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

Aug. 27, 2011, South Lake Tahoe, CA. 22nd Annual Lake In The Sky Air Show (TVL) 530-541-0480.

Aug. 28, 2011, Republic, WA. Wings Over Republic Fly-In (R49) 509-775-3911.

AlaskaJuly 30, 2011, Minchumina, AK. 35 Annual

World Rock Skipping Contest-lower end old crosswind runway (PAMH) 907-674-3228.

May 5-6, 2012, Anchorage, AK. 15th Alaska State Aviation Trade Show/Conf 907-245-1251.

InternationalJuly 16, 2011, Princeton, BC, Canada. Prince-

ton Air Show (CYDC) 205-295-3135July 16, 2011, Athabasca, AB, Canada.

Athabasca Fly-In BBQ 780-675-2273.July 22-24, 2011, Yellowknife, NT, Can-

ada. Bi-Annual Midnight Sun Float-plane Fly-In (CYZF) 867-873-4036.

Aug. 20-21, 2011, Waterloo, ON, Canada. Waterloo Air Show (YKF) 519-648-2256.

Sept. 16-18, 2011, Bedford, Eng-land. No. 5 British Flying Training School Reunion 229-435-4119.

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

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

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

June 25, 2012, Tianjin, China. Aero-mart Tianjin +33141864186.

Oct. 1-3, 2012, Guadalajara, Mexico. Aerospace Meetings Guadalajara +33141864186.

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

Calendar of Events


iFlite 3 updatedAn updated version of Cessna’s flight

information and planning application for the Apple iPad is available for all Cessna sin-gle-engine air-craft.

Cessna iFlite 3 is an iPad app that allows pi-lots to access up-to-the-min-ute weather im-

ages, plan routes and have access to dual screen moving maps. iFlite 3 also includes the ability to view Cessna Pilot Operating Handbooks, calculate aircraft weight and balance, and even calculate takeoff and landing performance numbers, according to company officials.

Initial cost is $9.99 with a $139.99 an-nual subscription and an additional $39 to add an aircraft POH.

Cessna.com

New flight bag from Sporty’s, AOPA Store

Now available is the new AOPA Flight Bag, which has specially designed pock-ets for storing pilot gear.

Double-padded headset pockets on each end of the bag will protect headsets, and a custom side organizer pocket keeps pens, pencils, sunglasses, and charts in close reach.

The flight bag is available for $49.95 and can be purchased from the AOPA Store, a partnership between Sporty’s and AOPA, by calling 800-SPORTYS or at both Sportys.com and AOPAStore.com. Either way, a portion of the sales goes to AOPA, according to officials.

AOPAStore.com, Sportys.com

New installation kits from Kannad Aviation

A range of retro-fit installation kits has been introduced by Kannad Aviation. The

kits are designed for solderless in-stallation of the Kannad Compact ELT and for the new Integra 406 GPS ELT, for

customers looking to upgrade from the old ACK or Ameri-King legacy 121.5MHz ELTs, since this frequency is no longer used for satellite alerts, company officials note.

Each kit contains a Universal ELT Mounting Bracket, (with holes to match all previous ELTs), a Remote Control Panel, which matches the ACK or Ameri-King RCP, and cable interfaces to connect direct to the pre-existing cable connec-tors. No modifications or soldering are required. An RCP identification label is also included.

Kannad.com

Aero-Lift introduces new hoist

ARM Aerospace now offers the “SNER” Series Aero-Lift, a two-ton ca-pacity single fall chain hoist.

The new SNER Series Aero-Lift hoist is larger, carries more horsepower, and features a new brake design, according to company officials. In addition, the hoist can be wired to either 220 volts or 115 volts out of the box without replacing controls (contactors and transformers), officials said.

The Aero-Lift is a 2,500-lbs. capacity lift that allows hangar owners to double their hangar space by storing one aircraft above the other.

ArmAerospace.com

Flashlight for leak detection unveiled

Spectronics Corp. has unveiled the Spectroline OPTIMAX 365 — a cordless, rechargeable, UV-A LED flashlight for identifying leaks in fuel, lubrication and hydraulic aviation systems.

The OPTIMAX 365 features an ultra-high intensity UV-A LED, which makes all leak detection dyes glow brightly, ac-cording to company officials, who say it is four times brighter than other high-intensity leak detection lamps and has an inspection range of up to 20 feet. Pow-ered by a rechargeable NiMH battery, the flashlight provides 90 minutes of continu-ous inspection time.

The OPTIMAX 365 has a corrosion-resistant, anodized aluminum lamp body. It comes with UV-absorbing spectacles, a belt holster and AC and DC battery char-gers, packed in a padded carrying case. The AC charger is available in 120V, 230V, 240V or 100V versions.

Spectroline.com

Air Ledger launchesAero Management Solutions has re-

leased Air Ledger version 1.0, a propri-etary web-based program that enables owners to review aircraft-related expense

data in real time. Because it is “cloud-based,” owners can review expense data and submit invoices via the Internet with-out special software, company officials note.

Air Ledger gives owners the ability to configure financial reports that meet their individual needs, officials said, adding Air Ledger is scalable, serving operations of all sizes, from owner-operators to in-house multi-aircraft flight departments and management companies.

Air Ledger is available for a monthly subscription of $199.99 per aircraft, and includes a 30-day free trial.

AirLedger.com

Avidyne Traffic Advisory System gets FAA nod

Avidyne has received an Approved Model List Supplemental Type Certifi-cate from the FAA for the installation of the ADS-B-upgradeable TAS600 Series of Traffic Advisory Systems in more than 700 aircraft makes and models.

Avidyne’s TAS600 Series comprises four models of dual-antenna, active-sur-veillance Traffic Advisory Systems — the TAS600, TAS605, TAS615, and TAS620 — which actively interrogate other trans-ponder-equipped aircraft, and indepen-dently compute range, bearing, and clo-sure rate of these aircraft to provide pilots with an accurate display of nearby traffic and timely audible and visual alerts of conflicting traffic, according to company officials.

All TAS600 models are fully upgrade-able to ADS-B, and all provide traffic in-formation about any transponder-equipped airplane that is nearby, independent of whether the target aircraft has ADS-B equipment installed, company officials added.

Avidyne.com

Phenix fittings now at Wicks

Wicks Aircraft Supply has teamed with a plumbing fixture company to expand its

list of fluid control products for home-builders. The company, Phenix Industries, has been in the business of providing fuel fittings for the auto racing industry for the past 40 years. They are also involved in boating and aviation.

Wicks offers flexible metal hoses, hose ends, filters, bulkhead fittings, hydraulic brake fittings, dry sump components, and special fittings. The fittings are designed to be tightened without wrenches, to avoid leaks and to prevent vibration-loosened hose connections.

WicksAircraft.com

RANS debuts carbon fiber wing tips

RANS has introduced carbon fiber wing tips for the S-7S and S-7LS. The tips are made of hand-laid carbon fiber and weigh in about an .8 lbs. less per tip over the ABS thermo-formed plastic tips, accord-ing to company officials.

The carbon fiber wing tips are offered as standard on the 2012 S-7LS. The wing tips are offered as a kit option for $500 per pair if purchased separately. If ordered with the kit, price is $300.

RANS.com

Aircraft Spruce stocks the Pig

Aircraft Spruce has added the new Pig product line to its inventory of products.

Pig Absorbents, made in the USA, are used to clean up, control, and contain spills and splatters of vehicle fluids any-where in the shop, including oils, cool-ants, solvents, fuels, and water. Favorites for vehicle service operations include PIG Mat and PIG Socks, as well as the Form-A-Funnel Draining Tool, Spill Kits, and many more.

AircraftSpruce.com

New Products

Have a new product or service you’d like the readers of General Aviation News to hear about? Send a press release to Editor Janice Wood at [email protected].

Please put “On the Market” in the subject line.

Send the release in a word docu-ment (no PDFs please) and send pho-tos separately.

WICKS HAPPY HOUR: RECEIVE A 10% DISCOUNT ON ALL DISCOUNTABLE ITEMS FROM THE HOURS OF 2-4 CENTRAL TIME ON THURSDAY AFTERNOON ON CALLED IN ORDERS ONLY.

410 Pine Street 800-221-9425Highland, IL 62249 info@WicksAircraft

www.WicksAircraf t .com

Come by and visit us in

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Helping Aviators Build the Aircraft of Their Dreams for Over 30 Years

26 Light Sport Aircraft (LSA) Marketplace - Special Advertising Section July 8, 2011

Wicks Aircraft Supply: Helping homebuilders and restorers with supplies and tools

Martin Wick got together with several of his employees at the Wicks Organ Co. 35 years ago to put a Rand KR-2 together. It was a kind of extracurricular activity. They had their homebuilt flying in about three months.

One of the lessons Martin took away from that adventure was the challenge of finding the materials needed to build the aircraft. He already had a good supply of aircraft grade Sitka Spruce from his organ business, but all the other materials required a lot of “tracking down.” There was no single source for all the products needed for an aircraft construction project in 1974.

So Martin took his hobby one step further and created Wicks Aircraft Supply.The company grew slowly and steadily, responding to builders and restorers

who would call or drop by in search of items. Over time, the number of items listed in the Wicks annual catalog grew to the point that, today, builders and restorers can find pretty much anything they’ll need for putting an aircraft together. Martin’s son, Scott, now runs the company and prides himself on the level of service his company is widely recognized for.

Wicks stocks Sitka Spruce spar material in sizes that no one else carries in North America. It has a wide range of plywood, including sheets with 45° grain on the surface for easy bending. There is hardly an aircraft grade bolt, nut or washer, turnbuckle, pulley or cable that you cannot find in the company’s printed or online catalog.

Over the last several years Wicks Aircraft Supply has expanded its offerings by handling a complete line of pilot supplies. Wicks now stocks a large variety of transceivers, intercoms, headsets, GPS, ELTs, EFIS systems, tow bars, remove before flight accessories, and personal locator beacons (PLBs). Wicks is the one-stop store for all of your aviation needs.

800-221-9425 or www.wicksaircraft.com; overseas call 618-654-7447

Save up to $5,000 on a rebuilt engine

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It’s built to fac-tory new limits and comes with a zero-time logbook and a two-year factory warranty. But best of all, a Lycoming rebuilt engine in-creases the value of your airplane. Only Lycoming can truly rebuild your engine.

This offer re-quires the return of a new engine core. A new engine core is defined as a Lycom-ing factory new en-gine that has never been overhauled, otherwise known in the industry as a first-run core. Certain restrictions apply. This discount cannot be combined with the Fleet Rebate program.

Offer subject to end or change at any time.For more details, see your distributor, visit www.lycoming.com, or call 800-258-

3279 to find an authorized Lycoming Distributor near you.Lycoming Engines specializes in the engineering, manufacture, service and

support of piston aircraft engines. Headquartered in Williamsport, Pennsylvania, Lycoming piston engines power more than half of the world’s general aviation fleet — both rotary-wing and fixed-wing. Lycoming Engines is a division of Avco Corp., a wholly owned subsidiary of Textron Inc.

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Certain restrictions apply. Exchange engine core requirements will be dependent upon the selected offer. Contact your Distributor or visit Lycoming.com for more details.

For complete details, visit Lycoming.com, or call 800-259-3279 to fi nd an authorized Lycoming Distributor near you, or stop by the big red tents at Oshkosh (Booths 277-282).

This summer, land great savings on an American-made Lycoming engine for your aircraft. Then take off with confi dence and enjoy the beautiful, spacious skies.

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800-247-8473 Local: 323-721-4900 www.desser.comDesser Tire & Rubber Co. Inc.

Flight Guide iEFB includes detailed airport and supplementary information for nearly 5000 airports coast to coast with expanded chart coverage including Alaska, Ha-waii & the Caribbean! Flight Guide IEFB data plans are available for both VFR & IFR pilots. New Features include: Geo-Refereced IAPs & Flight Guide Airport Diagrams, Flight Planner and In-Flight Traffic & Weather with the new Flight Guide FLY-Wi GPS!

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Desser Tire & Rubber Co.: A world leader in the aircraft tire market

There are very few companies that can claim a history in its direct business going back more than 85 years.

Desser Tire & Rubber Co., found-ed in 1920 in Los Angeles, is one of those rare firms with a record now nearing the century mark.

Desser specializes in aviation tire and tube products, from Light Sport Aircraft (LSA) to jet transport tires, and has become the leader in the aircraft tire market.

With Los Angeles and Memphis warehouses, Desser can deliver products to most addresses in the country in two days. The Los Angeles facility handles manufacturing and distribution projects, while the Memphis warehouse is strictly a distribution center.

Desser, nationally and internationally recognized as the market leader in aircraft tires and tubes, provides more than 100,000 aircraft tires and tubes annually to customers in more than 85 countries.

The inventory, which includes more than 25,000 tires and tubes, features names such as Goodyear, Michelin, and Spe-cialty (McCreary), as well as Aero Classic, Bridgestone and Dunlop.

To support the growth of the LSA/Ultralight market, Desser now manufactures LSA tires and tubes from smaller 11/4.00-5, 4.00-4’s and 4.00-6’s, to larger tundra-type sizes like the just-introduced 21/8.00-6 lightweight tundra LSA.

To meet customer demands for related items, Rapco wheel and brake parts, Gill and Concorde batteries, and SMR de-ice products also are all carried in inventory, company officials add.

800-247-8473 or www.desser.com

Flight Guide iEFB iPad app offers geo-referenced instrument approaches and airport diagrams

Airguide Publications, Inc. offers new data plans for the Flight Guide iEFB, featuring Seattle Avionics ChartData Geo-Referenced Instrument Approaches and Flight Guide’s nearly 5,000 airport diagrams, as geo-referenced by Seattle Avi-onics.

“With the recent release of our Flight Guide FLY-Wi WAAS GPS, we are now able to offer a reliable way to depict aircraft position on IAPs and our Flight Guide diagrams for a fraction of the cost of traditional avionics systems,” said Brenda Gar-cia, publisher, Airguide Publications. “We research and draw each airport diagram ourselves, depicting all taxi-ways and businesses on field for all of our nearly 5,000 airports. Others use the FAA’s limited database of approximately 700 airport diagrams that are less detailed.”

The VFR Plus Data Plan for Flight Guide iEFB includes the high quality Flight Guide Airport & Supplementary info, METAR/TAF, Winds, WACs, Sectionals, TACs and geo-referenced Flight Guide Airport Diagrams for the lower 48 states. The IFR Plus Data Plan contains everything the VFR Data Plus Plan provides with the addition of geo-referenced IAPs and geo-referenced IFR Low Enroute charts. The PRO Plus Data Plan includes everything the IFR Data Plan provides, plus geo-referenced IFR High Enroute charts for all 50 states and the Caribbean.

Flight Guide iEFB is available for FREE through the Apple App Store. Monthly data plans can be purchased through the Flight Guide iEFB App itself and start at $9.95 per month. Annual data plans can be purchased through the www.flight-guide.com website and start at $109 annually.

Coming soon…Flight planning, in-flight weather and traffic.www.flightguide.com

Sport pilots get the girls.SAVE THE DATE! JANUARY 19-22, 2012FOUR DAYS IN FLORIDA AT SEBRING REGIONAL AIRPORT FEATURING:LIGHT SPORT AIRCRAFT

For more information about this incredible event, or to become a sponsor: visit www.sport-aviation-expo.com, call 863-655-6444 or email [email protected]

Use your Smartphone to scan our QR code and visit our website

Presenting sponsors:

GAN ad Sebringv2_EXPO.indd 1 6/27/11 11:39:52 AM

Complete Starter Overhaul Kits Now Available For all Lamar Starters

Everything needed for a complete starter overhaul including special tools, lubricant and digital overhaul and parts manual for less than buying a rebuilt starter. Available at most aviation distributors.

Lamar Technologies 360-651-6666 or [email protected]

July 8, 2011 Light Sport Aircraft (LSA) Marketplace - Special Advertising Section 29

Great news from Lamar Technologies

Over the past six months Lamar Technologies LLC has been working hard to increase the number of PMA’d products that were previously only available to our OEM customers. We are pleased to announce FAA PMA Supplement 1 has been re-leased by the FAA under PMA #PQ2242NM Supplement No.1 This new PMA now covers 22 part numbers that cover an additional 94 Lamar part numbers which, in turn, cover more than 1,280 airframe applications by more than 25 airframe manufacturers.

What this means to customers is access to more OEM parts not previously avail-able from distributors.

To receive a copy of eligible part numbers and airframe applications, email [email protected] or call 360-651-6666 and request a copy of PMA Supple-ment No.1 and LI0027 application document.

Here is an example how things have changed.B-00266-2 direct replacement for Part #s covered underPrimary # PMA Supplement 1 484-182 B-00337-0 B-00337-1

B-00374-2Anticipated FAQs:Question: I asked for a B-00337-0 and you are selling me a B-00266-2. What

is the difference?Answer: The label and PMA documentation. The form fit and function of the

B-00337-0 and the B-00266-2 are identical.Question: Why can I get the original part number from the airframe dealer and

not you?Answer: Because the OEM buys it under their own non-PMA’d part number

and self certifies. Manufacturers like Lamar often manufacture identical parts under multiple part numbers due to airframe manufacturers’ requirements.

Question: Does this part number fit the same as the original part number?Answer: Exactly — form, fit and function are identical to the OEM part.Airframes covered under this PMA include: Cessna, Piper, Beechcraft, Maule,

Mooney, American Champion, Lake, Grumman, Enstrom, General, Twin Com-mander, Agusta-Bell, Taylorcraft, Zenair, Robinson Helicopters, Socata, Pierre Rob-in, Avions Mudry, Slingsby, Partenavia, Brantly Helicopters, MD Helicopters, Pitts,

Four days in sunny South Florida featuring LSAs

US Sport Aviation Expo, the premier place to learn about Light Sport Aircraft, takes place Jan. 19-22, 2012, at Sebring Regional Airport (SEF) in Florida.

This is “the place to learn about, compare, try, fly and buy a new LSA.”Exhibitors travel from the U.S. and as far away as Africa, China, New Zealand,

Italy, and the Czech Republic to display an incredible array of aviation-related items from planes and training to finance, insurance and accessories. This will be the eighth year for this annual event, and new exhibitors and sponsors continue to join the original — and still the largest — event focused on Light Sport Aircraft and the Sport Pilot and related certificates. The show features the best of the LSA community, and includes conventional aircraft, kit planes, amphibians, and innovative designs, such as electrically powered aircraft.

The show highlights power parachutes, trikes, gyros, conventional aircraft, and many new models and manufacturers. If it exists in the recreational aviation market, it will be represented at the US Sport Aviation Expo. There is no other trade show like this one in the United States.

Some of the 2012 sponsors are Sebring Regional Airport, Cessna, The Avia-tors, Trade-A-Plane and FATA.

To become a sponsor, exhibitor, or volunteer, contact us at [email protected] or call 863-655-6444. For details about attending the event, please visit www.sport-aviation-expo.com.

www.sport-aviation-expo.com

Wilga, Commander, Sia Marchetti, and FFA.360-651-6666 or www.lamartech.com

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Niagara Air Parts: Everything you need to keep flying safely

If you’ve got questions about parts needed to get your airplane back into the air or to keep it flying reliably and safely, a good place to start getting the answers you need is Niagara Air Parts.

From the company’s extensive “in stock” inventory of parts in Niagara Falls, New York, ordered parts can be shipped anywhere in the world, usually on the same day the order is received.

Niagara Air Parts is a factory direct distributor in the United States for Canadi-an Aero Manufacturing, a Transport Canada-approved aircraft parts manufacturer and maintenance organization. Both companies are owned by Ronald Newburg, a Toronto native who has been flying since 1964.

After a successful career in insurance, Newburg founded Canadian Aero En-gine & Accessories in 1987 to provide a source of quality engines overhauls and repairs. Through that business, he discovered a need for another company to man-ufacture parts, such as clutches, which were a continuing problem for his customers. The company has since branched out, receiving manufacturing approvals for the entire starter adapter and all of its components. It also manufactures and supplies oil coolers, oil pumps and other parts. It also provides replacement window latches for 100, 200 and 300 series Cessna aircraft.

By opening Niagara Air Parts in New York, the Canadian businessman solved the problem of customs delays so his company could live up to its motto: Call Today, Fly Tomorrow.

Niagara Air Parts also provides the highest quality overhauls with the lowest possible price and excellent warranty.

800-565-4268 or www.niagaraairparts.com

Superflite unveils new lookSuperflite, manufacturer of FAA-approved fabric

covering and finishing systems, has unveiled a new look for its two systems.

The stylized red Travel Air biplane is the new rep-resentative for System I, while the GeeBee is now the face of System VI. These two images will be used in ads, e-mails, literature, on the Superflite website, and eventually on product labels when describing either System I or System VI. Superflite is hoping this will help

eliminate confusion and help customers distinguish between the two finishing sys-tems.

System I, repre-sented by the cus-tomized Travel Air, has been around since Superflite’s beginnings in 1949. It’s a classic butyrate dope coating system

— with nitrate, silver, and a butyrate topcoat — that provides a vintage or classic finish on your airplane.

System VI is an all urethane system, pioneered by Superflite almost 30 years ago, that provides durability and a high gloss finish. It’s made up of a urethane

primer — eliminating the need for a filler & a silver — and a urethane topcoat. System VI is perfect for an aero-batic plane, a show plane, or even a yellow J3 Cub!

In addition to the finishing systems, Superflite also manufactures its own FAA-approved fabric and tapes, including pre-shrunk tapes. Pre-shrunk tapes only have

about 2% shrinkage left, making them perfect for dark-colored airplanes and straight edges, like ribs and longerons. Superflite is currently the only manufac-turer of pre-shrunk tapes.

800-323-0611 or www.superflite.com

Eye-Popping Performance!

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“Performance out of the box was incredible. I’ve never been happier with a purchase.”

Dave Paton, Atlanta, GA

July 8, 2011 Light Sport Aircraft (LSA) Marketplace - Special Advertising Section 31

MH Oxygen Systems offers Pulse- Demand oxygen kits for homebuilt aircraft

Building on its leadership as #1 in aviation oxygen systems, Mountain High has complete kits for the EDS-IP “Pulse-Demand” “FADOC” (Full Authority Oxygen Control) in-panel multi-place oxygen system designed specifically for homebuilt aircraft.

The EDS-IP, with the patented digital electronic Pulse-Demand oxygen delivery system, enables flight operations at pressure altitudes up to 25,000 feet with safety and comfort. The EDS-IP system dramatically reduces oxy-gen consumption. Different from the old style constant flow systems, the EDS-IP wastes no oxygen dur-ing the two-thirds of the breathing cycle (exhaling and pausing before inhaling again) when oxygen is not being delivered to the lungs.

Studies show that 90% of the oxygen supplied by the EDS-IP is transferred to the blood. The average user will enjoy a conservative consumption drop of five to eight times compared to constant flow systems.

Easy to use, the EDS-IP reduces oxygen-related flight deck work as well. There are no flow indicators to observe or valves to manually adjust due to altitude chang-es.

The system can be configured for mounting in an overhead console, as well as an instrument panel, and shows cylin-der supply pressure and cabin pressure altitude. Providing situational aware-ness for persons connected, it has the means for customizing oxygen flow to each station for unique personal con-ditions and the emergency manual bypass provides full flow to all stations without electrical power.

Mountain High’s innovation and leading-edge technologies, as well as first-class quality, have made its in-panel aviation oxygen systems ideal solutions for homebuilders around the globe. Mountain High prides itself on its pioneering breakthroughs in porta-ble and in-panel aviation oxygen sys-tems, as well as its dedication to service and support, which allow pilots to en-hance their flying experiences in safety and comfort.

EDS-IP Systems start at under $5,000 and are available in three stage kits to augment the building process.

[email protected] or www.mhoxygen.com

DRE Communications unveils new high-fidelity ‘convertible’ intercom loaded with features

DRE Communications Co. has released its newest portable intercom, the model 205e, an upgraded replacement for the company’s popular model 201.

The new two-place intercom is designed for use in all general aviation, experimental, and Light Sport Aircraft, with an emphasis on in-flight entertainment and high-noise environments.The unit is capable of handling high-noise environments

while delivering “near studio-monitor” quality sound.The DRE model 205e can operate as either a portable or

as a permanently installed unit using the optional mounting flanges. The intercom automatically adjusts to either mono or

stereo headphones (or a mix). Each user enjoys independent squelch circuits for enhanced, trouble-free transmission.

In addition to its state-of-the art performance, the 205e can multi-task. MP3 and similar audio players plug into the face of the unit for hassle-free in-flight enter-tainment. The unit may be programmed to mute music automatically or manually for all radio and cockpit communications. Cell phone input is not muted, allowing uninterrupted cell phone communication. An accessory input allows for an audible warning signal from the user’s TCAS, engine monitor, TAWS, or similar device.

Power for the 205e comes from a pair of 9v batteries or through an auxiliary power input with voltage input ranging from 12 to 32VDC. Should power be inter-

rupted, the fail-safe communication feature allows for continued communication.A red LED indicates “radio transmit” and, after 30 seconds of transmitting a

low-level audible alarm, will alert the pilot to a possible stuck mic.Initial feedback from the field gives the DRE-205e top marks for its rich stereo

sound, especially when combined with a headset capable of delivering high fidel-ity.

The DRE-205e comes in a black anodized aluminum case and is constructed with mil-spec quality cabling. The company offers a three-year warranty. The com-pany is so confident you’ll enjoy the new DRE-205e that a no-risk, 30-day money back guarantee is included.

The DRE-205e has an MSRP of $429.775-751-9977, 877-987-9977 or www.drecommunications.com

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32 General Aviation News — Buyer’s Guide Marketplace July 8, 2011

AOPA launches scholarship program

The Aircraft Owners and Pilots Associ-ation has created two new $5,000 scholar-ships: The AOPA Flight Training Scholar-ship and the Erral Lea Plymate Memorial Scholarship, which will help two student pilots pursue Sport, Recreational, or Pri-vate Pilot certificates.

Deadline for applying is Aug. 19. The winners will be announced at the AOPA Aviation Summit in Hartford, Conn., Sept. 22-24.

“The decision to create the AOPA scholarships is a direct result of the study we commissioned for our Flight Training Student Retention Initiative,” said AOPA President Craig Fuller. “Although student pilots told us they are more concerned about receiving good value for their train-ing dollar than they are about the cost of training per se, the fact remains that learn-ing to fly requires a substantial financial commitment.”

“Even though we’re unable to fund ev-eryone’s flight training, it’s undoubtedly worthwhile to help two dedicated student pilots succeed,” added Jennifer Storm, AOPA’s director of flight training initia-tives.

The scholarships are available to any AOPA member who is a U.S. citizen, at least 16 years old, and holds a student pi-lot certificate but has not yet passed the FAA practical test.

Scholarship recipients will be chosen on merit, including previous accomplish-ments, ability to set goals, and demon-strated commitment to flight training, ac-cording to AOPA officials.

All applications must be filled out and submitted online. Applicants only need to fill out the form once to be considered for both scholarships. In addition, applicants must obtain two recommendations, which must also be submitted online.

The Erral Lea Plymate Scholarship is a memorial to the wife of AOPA member Glenn Plymate, who is also a supporter of the Air Safety Institute.

AOPA.org

July 8, 2011 General Aviation News — Classified Pages 33

Aeronca - 1050

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

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

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

Aerostar - 1110

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

Aviat - 1400

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

Beech Bonanza - 1505

1957 H Model, 3592-TT, 72 on-prop, 1070-SMOH, au-dio-panel, 2-KX-155’s, KT76A-Transp, II-Morrow GPS, Many mods & upgrades. $49,500. For More info and pic-tures: [email protected] 509-638-3898.

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

1951 BONANZA C35, SFRM 450, Garmin (530,SL30, 340,327), STEC 30, tip tanks, complete log, No corro-sion, rated 8-9. Bob 253-335-3944.

1976 V35B, NDH, 4525-TTAF, 1325-SMOH, 3-Blade 550 SN, Dual Collins VHF251, VIR351, IND351, GX50 IFR GPS, STEC30w/GPSS ALT-Hold, intercom 4, $110,000. 623-566-0443, [email protected]

Beech Debonair - 1510

1962 B33, IO-550, 300 HP, 3-blade prop, 950-SFRM, 5200 TT, GX55 GPS, King digital IFR, slope windshield. ECT. $49,950. CA/510-783-2711.

Beech Sierra - 1525

1970 BEECH Sierra 200 hp, nice paint and interior, IFR, autopilot, $35,750. West One Air. [email protected]

Beech Baron - 1602

1980 B55 Baron, 740TT, works perfectly. Loaded! LR fuel (142gal). Extensive annual w/IFR certification just completed. NDH! $217,500. 325-735-2266; 669-6630.

1972 BEECH Baron TT5480, SMO309, KMA20, KY196, KNS80, KX155, GTX327, Strikefinder, KCS55HSI, Cen-turyIII autopilot, Shadin Fuel Flow, $75,[email protected] 818-896-6442.

1965 BARON, IFR, coupled GPS autopilot, 275 SMOH. $87,750. Will Trade. West One Air. [email protected]

Beech Duke - 1606

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

Beech Travel Air - 1614

1958 BEECH Travel Air. Many Many mods. IFR, 450 SMOH, Reduced $63,000 or Trade. West One Air 208-455-9393. [email protected]

Bellanca - 1650

1972 BELLANCA 1731A Super Viking. TTAE-1670, SMOH-368, Annual-Sept/2010, Ryan-stormscope, King-ADF, KX-155 Nav/com, King-T-50 Com, KT75A-trans-ponder, Apollo-618 Loran, Century-III autopilot, electric-trim, 4-pl intercom, $35,000. 541-519-3592.

1978 BELLANCA Super Viking, 2300TT, 650SMO, Dual Garmins-430’s, IFR, fresh annual, $46,000. Call Dusty 818-896-6442 for more information [email protected]

Cessna 120/140 - 1902

1946 C-140, low-time airframe. Brand new Cont.-O-200, factory-built by Mattituck-Continental to new specs. 850-341-6998-cell, 850-968-4618-eve’s. More details at: www.generalaviationnews.com

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

Cessna 150 - 1904

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

1964 C-150D 304-SMOH, annual-01/10, Horton-STOL, EGT, Narco-300 Navcom, collins-xpdr, Mode-C, new tires, always hangared Northern/CA. int-ext 8/10, $18,500. Dave 707-599-9649

1967 C-150G, 3660-TT, 360-SMOH, KX-125 w/PS Engi-neering intercom, strobes, new panel & interior. Lots of upgrades. Fresh annual. $21,500/obo, 360-403-7428.

Cessna 152 - 1905

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

Cessna 170/175/177 - 1906

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

Cessna 172 - 1907

1977 C-172, 2328-TTAF, 1040-TTE, O-360 Lyc-180hp, all-logs, full IFR, annual-10/10, hangared Big Bear/CAsince’90, blk heater, new upholstery, Reduced!. 661-200-3893.

1973 CESSNA 172M 3200TT, Lyc-O-360 AIA, 180hp, 1600TT Hartzell CS, Horton-STOL, flap-gap seals, 6:00 x6 nose, 7:00x6 mains. $45,000. 509-337-8822.

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

1969 C-172K. 180 HP conversion. Horton STOL kit. 10 SMOH, 10-SPOH. New upholstery. Current June-annual. $70,000. Appraised $74,000. 509-750-7225 .

1977 C-172 180HP Superhawk. 3723TT, 952SFRM, Horton-STOL, IFR, Garmin-430, King-KX-170B, dual-ILS, KMA20 audio-panel, Narco-AT150 xpdr. fresh annu-al, payload 1,014#. $56,500. CT/203-266-9161.

Cessna 172 - 1907

1957 C-172. 3375TT, 541SMOH. Reduced!! $29,000. Check out this beautiful, one-of-a-kind C-172: For info/pics go to: www.inconceivableaviation.com or call 360-435-2334.

1977 C-172N 3700 TT. A great plane owned by a metic-ulous safety conscious Pilot! $56,000. 559-469-1261. For details/pictures see: www.brightstaraviation.com

1962 172C 4118-TT, 433-SMOH by Mattituck. KX125 ra-dio. Narco AT150 transponder. One sweet airplane! $22,900/OBO. 360-681-4965. See pictures at:www.generalaviationnews.com

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

1964 172E IFR-certified, KX155/GS Clean Airplane hangared at Auburn/WA. Auto-gas STC, Horton STOL-kit, 70-STOH. TTAF-5270. One-third share available. $9,000/OBO 425-301-6649.

1967 C-172 180hp, new paint & interior, IFR. Reduced $45,750. West One Air. 208-455-9393. [email protected]

Cessna 180/185 - 1908

1973 C-180J. 2590TT, 352SMOH, P&I. Wheels & floats. Great equipment list & complete logs. Like new. See at www.waterfallproperty.net 907-254-2163.

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

Cessna 182 - 1909

1998 CESSNA 182S AFTT-1140, Eng TT-1140, New Crankshaft for AD Compliance. Good King Avionics. VG’s (2)Bose headsets. Nice paint and interior. Price re-duced! 208-733-5920

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

1973 182P, 919 hrs P-Ponk ,530W, 340-audio, HSI, ME406 ELT, SR8A-analyzer, 3bl-prop, King-155, 2Light-speed, 4pl-oxy. Loads of TLC. 541-882-1887,[email protected]

1980 C-182Q Skylane II, 2535TTSN, 910SMOH, (230HP, O-470U, 2000TBO) Original P&I. $79,000. Call Dave for more details and pictures. 360-262-3463.

1977 C-182Q, 2700-TTSN, 1250-SFREMAN, IFR, LRT, NHD, hangared, complete logs, many extras, Anchorage based $67,500, call George 907-333-3248.

1976 C-182P 4844-TT, 1427-SMOH, 830-SPOH, IFR, DME, GPS, LRT, NDH, all logs. Leather int., hangared, extras!. Solid Aircraft. $72,900. 503-871-6722.

1965 C-182 3800 TT, 985 SMOH, IFR, GPS, fresh annu-al. $47,750. West One Air, [email protected]

1974 C-182P Skylane, IFR, King digital-panel, 4,022TT, O-470R-engine, 990SN, 120hrsSTOH, leather-interior, extensive records, hangared. $79,500. Located at Paine Field. 206-949-0532.

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

Cessna 190/195 - 1910

C-195A, 6020TT, 330 Jake, 49 SMOH, nice paint, com-plete new int/panel, KX155, AT50, Clevelands, Jasco alt, $84,000. 208-818-5988 [email protected]

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

Cessna 190/195 - 1910

1953 C-195B, 3300-TT, 680-SMOH, 266-SPOH, Hang-ared, wheel pants, 8 in & out, Clevelands, Dual Com/Nav, X-ponder, $69,000, 253-631-0958.

Cessna 200 Series - 1912

1970 CESSNA Turbo 210K. Completely refurbished.Leather interior. Major Avionics upgrade. $107,000. WestOne Air. 208-455-9393. [email protected]

Cessna 300 Series - 2005

1978 CESSNA T310R 2300 TT. $125K. Call Joe forspecs and pictures. 425-770-0888.

1963 SIX-PLACE Cessna-310H, 6000-TT, Mid-time En-gines & Props, King-Radios, HSI, DME, ADF, TXP, Auto-Pilot, Annual-Due, hangared, $35,000/Firm. 971-409-7569(afternoons) Oregon [email protected]

1980 CESSNA-340A, Ram-VII. VG’s. 7349AFTT. BothEngines/Props. 1278TT since Ram VII conversion-6-04.Maintained Part-135, fresh-annual, fresh-interior. alwayshangared. $145,000/OBO. 509-747-2017.

C-340A, New engines, props, avionics, paint and interior.Trades or partnership considered. Call for details. Bill-ings Montana 406-670-9643. [email protected]

Cessna - 2020

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

Cessna Parts - 2030

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

800-866-7335 • www.oilcoolers.com

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

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

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

SELKIRK AVIATION Inc. has FAA approval on compo-site cowlings for all Cessna 180, 185 & years 1956-1961Cessna 182 planes. Also interior panels, extended bagkits, glare shields & nose bowl for most C-170 to U206models. www.selkirk-aviation.com or 208-664-9589.

Champion Parts - 2055

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

Citabria - 2150

CITABRIA, AERONCA Scout, Decathlon, salvage, sur-plus, 5-ply birch formers, gear-legs straightened, repair,wing inspection kits. RAINBOW 509-765-1606/[email protected] www.rainbowflying.com

Citabria Parts - 2155

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

Hosting a fly-in?List it free in our

Calendar of Events!www.GeneralAviationNews.com

Classifieds Work!www.GeneralAviationNews.com

34 General Aviation News — Classified Pages July 8, 2011DeHavilland - 2400

1954 DHC-2 Beaver, SN 737, TT-23035, TSMOH O, Edo 4930 floats, 135 Ready, many mods. Call Don at 907-957-0825 for specifications and installed equip. $360,000/OBO.

1956 DEHAVILLAND BEAVER, 5-hours since stunning new paint and leather interior. SN-994. 12,100TTSN, 830since Covington Major. 20-hours on 3-bladed Hartzell Wipline 6000-Amphibs. $465,000w/free delivery in North America. (just more opportunity for me to fly it). Ron, TX/806-662-5823-cell; [email protected]

1967 DEHAVILLAND AMPHIB Turbo Beaver. 215-since complete overhaul. New wiring/panel/paint & 9-place leather interior. 3083-SMOH-PT6A-27, 9012TT. Beautiful airplane! $850,000. NV/775-720-5252.

REDUCED $700,000. DeHavilland HERON DH-114-X2 owned by Queen Elizabeth. Gipsy Queen 30 Mark 2 en-gines. 2-1/2 planes+spares. $700,000. OR/541-220-1000. [email protected]

Ercoupe - 2550

1946 ERCOUPE 415 CD, TT-1895- C-75, TT-1195, 644-STOH. Partly Disassembled. Logs/repair manuals, etc. Cleveland wheels & brakes $11,000. Bob 509-796-5280.

48 415E Ercoupe C-85, 240SMOH, Mil.cyl. 4.5gph. auto-STC. No-pedals/Bubble-wind. Full Gyro-panel. King-ra-dio, intercom/xpdr/ELT Nav wing Land-Lites, hangared. $21,500w/new annual. 307-250-4739, 307-250-6924.

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

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

Grumman - 2850

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

Lancair - 3160

2001 LANCAIR, 140hours, premium-package avionics, SL-70/SSP-120/SL-15/GX-50/ 2-SL-30’s/MD-200, KI-256/WX-950/S-Tec 55/KCS-55A speed-brakes, blue&. white, fresh-annual, always-hangared. Private-owner, Lost medical. $205,000. 530-228-9943, [email protected]

Luscombe - 3300

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

Luscombe Parts - 3310

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

Maule - 3400

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

Maule - 3400

1964 MAULE M-4 #46. Recover-project. Epoxy primed ready for pre-cover inspection. Most material for recover. 2220.59-TT, 327.77-SMOH. KX-170B. $16,500. 208-762-3043.

Mooney - 3500

LAKE AERO STYLINGYOUR ONE STOP MOONEY “MALL”

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

Email: [email protected] www.lasar.comPARTS: 800-954-5619 or 707-263-0581

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

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

MOONEY'S LARGEST Factory Authorized Parts Serv-ice Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, fax [email protected]

RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Email [email protected]

Navion - 3600

1948 NAVION-A/L17B 4832-TT, Cont-E185-9, 205hp, 1033-SMOH, 411.1-STOH, 25hrs-prop, Aug-annual, full IFR, DME, GPS, updated-panel, PA-tail, always-hang-ared, many-military records, $49,500. 360-239-1291.

1962 NAVION Range Master G-H. IO-520BA-285hp, 902-SRMN, 168-STOH, 902 SN-3-bl prop, 5,246-TTAF, Brittain 5B5-3 axis A/P coupled to GPS, dual G/S, KX-155/KI-209A, KN-53/KI-209, Garmin-300XL GPS, Gar-min GTS-327, xpdr, Bendix BX-2070 ADF, Ameri-Ing AK-350. P&I-Excellent. Very well maintained, NDH, 5-pl, fresh annual. $89,900. 937-430-2482.

North American - 3680

1945 NORTH AMERICAN P51D Mustang, 1305TTSN, 135SMOH by Nixon, Rolls Royce Merlin 1650-7 with transport-heads. Dual-controls. New Martin-radiator, new hoses, new tubes new hydraulics, fresh annual. $2,145,000. Will accept Harvard or AT6 on partial trade. Ron Fernuik 806-662-5823, [email protected]

Piper Single - 3800

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

PACER PA-20, Lyc O-290, 1300 TT, 900 SMOH, 700 STOH, last annual 6-09, 360-223-3254

WANTED: LEFT Wing for a PA12. 406-212-2222.

Piper Cherokee Series - 3806

1967 CHEROKEE 150 FOR SALE, $28,500. Engine (O-320-D2A 160HP) 345-hours since reman. King/Garmin Nav/GPS/Coms. Don Edwards, 360-459-0086, cell 360-402-4270, [email protected]

1970 CHEROKEE 6-300, TT-4437, SMOH-O, new 3-blade prop, NDH, GPS, Ready to go. Excellent condition! $130,000 or Reasonable offer. 605-360-2233.

Piper Cherokee Series - 3806

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

NICE 1965 Cherokee 180C. TT-3296, TTEng-1162, KX-125 Nav/com, encoder, intercom, all logs. Owned since 1988, well-maintained. $42,500. Bob 509-796-5280.

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

Piper Comanche - 3809

1961 COMANCHE 250 1030-SMOH, 90-gal tanks, IFR, S-Tec 30, A/P, dual ILS, KT76 transp. Much More! Re-duced/$42,900. Call 503-332-7200, 503-997-4844

1961 PIPER Comanche-180 3822TT, 469 SFOH, new 3-bl McCauley prop, GPS, Loran, MX12, KX125 Nav/ Comms, xpdr/encr, annual-4/11. $30,000. 208-731-0489

Piper Super Cub - 3820

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

Piper Saratoga - 3822

2001 SARATOGA II TC-360 TT, 4/1-annual, 1-owner, hangared, NDH, factory-a/c, Garmin-430/530/340/327. autopilot, Immaculate in&out! $299,000. CA/858-210-0367. See pictures at: www.generalaviationnews.com

Piper Tomahawk - 3824

1978 PIPER PA38-112 Tomahawk, TT-3329, SMOH-52.4-converted to 125hp, KX170B, KT-78-transponder, North Star-M3 GPS. $22,000/OBO. Call Pete for more details 806-637-4656

Piper Tri-Pacer - 3826

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

Piper Warrior - 3838

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

Piper Aztec - 3903

1966 PIPER Turbo Aztec. 3460-TT, 1650-SMOH, 225-STOH (new-Cylinders) CNX-80, MX20, Century 2000/AP. REDUCED! $55,000. C.A.Scott 503-539-1123. See more details/pic at: www.generalaviationnews.com

PIPER PA23-250, TT 6348, left-engine 29-SMOH, right engine 2177 radios 170B/175B, Automatic-A/P coupled. $69,000/OBO. Call Pete for more details. 806-637-4656

Piper Twin Comanche - 3914

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

Piper Parts - 3920

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

Stinson - 4455

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

SUPER STINSON 108-3, TTAF-2492, O-470R, TSMOH 42, McCauley, C/S-prop, TTP-42, GPS/Com, intercom, Mode-C, Hooker-Harnesses. Annual-3/1/2011. $45,000. 520-909-4999. [email protected] See pictures at:www.generalaviationnews.com

Taylorcraft - 4600

1946 TAYLORCRAFT BC12D, $18,500/OBO. Light Sport, Continental A-65, 63SMOH, McCauley prop-73SMOH, always hangared. Solid Aircraft.208-664-8168. For more details see: www.generalaviationnews.com

Taylorcraft Parts - 4605

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

Aerobatic - 5000

“RAGTIME ROSE” Homebuilt Parrakeet. Built 1990 toRose A4-C Standards. O-200, 330hrs-AF&E. ClevelandsStits, many custom-features, Light Sport. One owner.$40,000/firm. Barry, Taco Aviation, 641-938-2083.

“RAGTIME ROSE” Homebuilt Parrakeet. Built 1990 toRose A4-C Standards. O-200, 330hrs-AF&E. ClevelandsStits, many custom-features, Light Sport. One owner.$40,000/firm. Barry, Taco Aviation, 641-938-2083.

Amphibious - 5040

2001 SEAREY TT-372, 2003 Carbon hull, KT76A TXP,IC200-EIS, Garmin GPS, 912-Rotax, always hangared.$49,500, also Retractable gear kit. 760-737-9491

Experimentals 530

9+ EXPRESS CT, 500 hrs, IO-540, always hangared, fullpanel, all leather. Beautiful to see and fly! $79,500 OBO,425-803-0604.

Experimentals - 5300

CARLSON SPORT Special. 582 engine w/ground ad-justable prop. 60-TT, single place stick. silver & black.$8,500. OH/419-294-2677/419-310-0122. See pictures:www.generalaviationnews.com

2000 LANCAIR , 360TTAF&E IO-360 200hp. Full panel,AP, looks and flies great. $95,000/consider LSA in trade,details: [email protected] 951-966-7023

BEAUTIFUL STARDUSTER II. Canary yellow. 180hpLyc. engine 200 hrs aircraft/ engine. Built 1992. Alwayshangared. $30,000. Jackson MS. [email protected]

2001 PROTECH PT2B, LSA, STOL, Trailer, folding wing,long-range tanks, 30-gal, lights/strobes TTAF-70. 1200-TSMOH, $28,000. 503-630-3713. See pictures/Detailsat: www.generalaviationnews.com

1999 VAN’S RV6A, 615TTE&A, O-320H-Lycoming,175HP. Metal-prop, GPS, Mode-C, fresh-annual, alwayshangared, NDH. $44,000. 208-887-1921, 208-484-9154-cellSee picture/details @www.generalaviationnews.com

1999 RV-8 268 TT, Cont. IO-360, electric trim, 3-waystrobe.fresh annual June 2011. $70,000. Call for moredetails. 503-703-9016.

1981 MARQUART Charger MA-5, 2-seat, open cockpit,180hp, 1230SNEW, radio, transponder, lights, alwayshangared, 2200’grass strip. Paul Berge [email protected]

Floatplanes - 5400

Seaplane Ratings & Solo Rentalsin central Florida and Minnesota

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

Helicopters - 5600

1988 ENSTROM F28F, S/N 755, AFTT 5460, Eng TT1135. 15K spent on MRH, good light machine. $145,000.208-733-5920.

Light Sport Aircraft - 5620

LOADED 2006 Flight Design(CTSW)TT-107, Garmin-496, BRS, A/P, Dynon D120 flat panel, Dynon-D100EFIS, Bendix/King-KY97A, KT76A, 3-blade prop,$80,000/Firm. Tom 503-651-2834

Ultralights - 5835

KOLB FIRESTAR I, 100 hrs TT, folding wings, 40hp,skis, BRS chute, strobes, enclosed cabin, brakes. Pricereduced! ,$6900. 952-292-2363.

Warbirds - 5850

DOCUMENTED WWII history, C85-8, 116-SMOH, 12hrssince restoration, sealed struts, new hdwe, tires, glass.Much more. $60,000. Sunbelt Aviation 817-721-4575.

July 8, 2011 General Aviation News — Classified Pages 35Avionics - 6500 Avionics - 6500

17725 48th Drive N.E., Hangar A&B 1-360-435-0900Arlington, Washington, 98223 fax: 1-360-403-9304www.cannonavionics.com [email protected]

Garmin G500 - G600

Retrot glass is now within your grasp!

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

Avionics Dealer for:

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

G500 or G600 installation.

Call 360-435-0900 for an appointment.

Avionics - 6500 Avionics - 6500

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

Avionics Shop, Inc.Tacoma Narrows Airport

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

1-800-821-9927 [email protected]

Garmin - GNS 430W - 530W Garmin - G500

FAA Approved Repair Station #FP4R188M

Garmin - G600

Avionics - 6500 Avionics - 6500

Warbirds - 5850

NAVY N3N-3, 600SMOH, 40STOH, black/yellow, BTwheels. Excellent-flyer, R760. No wood to rot, no tubing to rust! Gary Jennings, Forks/WA $80K/or partial-trade. 360-374-6004.

Announcements - 6375

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

Appraisals - 6405

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

Avionics - 6500

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

Avionics - 6500

THE ENGINE PROTECTORSBest EGT/CHT

Presentation Available

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

Multichannel Continuous

Engine Diagnosis

Pointers Align for Cruise!

MIXTURE MIZER IIFor less costly engine

protection.

Above systems featureshock cooling alarm.

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

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

Manufacturers of reliable instruments since 1967

www.ksavionics.com

Business Opportunities - 6576

FOR SALE Part 135 multi-pilot certificate, hangar and three aircraft. Yakutat, Alaska. 907-784-3231, [email protected]

Business Opportunities - 6576

PUBLIC NOTICE-REQUEST For Proposals for Non-Ex-clusive Fixed Base Operator. Notice is given that the City of Rio Vista is requesting proposals from firms interested and qualified to provide fixed based operator (FBO) relat-ed services at the Rio Vista Municipal Airport. The RFPoutlines the requirements, selection process and the documentation necessary to submit a proposal for the project. The RFP, all addenda and answers to questions concerning the RFP will be posted online at http://riovistacity.com/current-projects. It is the bidder's responsibility to check this website often for updates. All proposals shall be submitted by 4:00P.M., Pacific Day-light Time, Thursday, July 14, 2011 to: John Andoh, Transit & Airport Coordinator, City of Rio Vista, 1 Main Street, Rio Vista, CA 94571. For additional information in regards to the RFP process please email:[email protected] call 707-374-5337 or fax 707-374-5319.

Charts & Maps - 6590

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

Hosting a fly-in?List it free in our Calendar of Events!

www.GeneralAviationNews.com

Next Classified Ad Deadlines:

Wed, July 13 @ 5pm (PDT)Wed, Aug. 3 @ 5pm (PDT)

Wed, Aug. 17 @ 5pm (PDT)

800-426-8538

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For some good results call Dodieto place your classified ad.800-426-8538

36 General Aviation News — Classified Pages July 8, 2011

Door and Window Seals engineered with the latest technology

• FAA-PMA approved

• air tight “leak proof”

• adapts to form the perfect seal

NEWWing walk coating

• easy to apply polyurethane rubber base paint

• can be applied over existing wing walks

We also manufacture quality soft glareshields for updating your aircraft!

Aircraft Door Seals, LLC

www.aircraftdoorseals.com

”

perfect seal

Door Seals - 6700 Door Seals - 6700

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

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

Alaskan Bushwheel is Your Source for Landing Solutions.

83496 E. Russell Ln. ph: 800-442-8473PO Box 2380 fx: 541-432-0649Joseph, OR 97846 [email protected]

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Experience Safety & Comfort Upgrade your Aircraft Interior with

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Equipment - 6990 Equipment - 6990

Charts & Maps - 6590

The Very Best in Airport Information!

Optima Publications

866-880-4686www.pilotsguide.com

Cylinder Overhaul - 6605

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

Employment - 6900

AVIONIC INSTALLER. Permanent, Full time. Must have experience and tools. Medical, 401K, etc. [email protected]

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

Employment - 6900

IMMEDIATE A/P licensed mechanic. Permanent, Full Time. Must have General Aviation experience and own tools. Medical, 401K etc. [email protected]

Engines - 6950

CASH: WE BUY Cont & Lyc engines & parts. Used, new, damaged. Jerry Meyers Aviation [email protected]

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

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

800-204-0735

FAA Approved Repair Station # VI4R597M

2-YEAR 500-HOUR WARRANTY

Custom Engine Overhaul

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

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

BROWN AVIATION1902 North Norwoood

Tulsa, OK 74115BQZR117L

SPECIALIZING INCYLINDER OVERHAUL Labor Chrome - $95 - $125

We Do Quality Work At LOW PRICES

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

Engine Parts - 6955

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

See us at

AirVenture,

Hangar C,

Booth 3081 & 82


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

Quality products at competitive prices.

TSO-C80 FUEL CELLS

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

Engine Parts - 6955

Airforms, Inc. has received FAA/PMA approval of new engine baf-e designs for Piper PA22-150, PA28-140 and PA32-300/260 aircraft models, along with our bafes for Cessna, Beechcraft, Grumman and Mooney.

EngineBafes.comAirforms, Inc.

P (907) 892-8244 F (907) 892-7244Big Lake, AK

Airforms, Inc. has received FAA/PMA approval of new engine baffle de-signs for Piper PA22-150, PA28-140 and PA32-300/260 aircraft models, along with our baffles for Cessna, Beechcraft, Grumman and Mooney.

PARTING OUT Lycoming and Continental engines, all parts, large and small! Cores and overhauled parts avail-able. Jerry Meyers Aviation. [email protected]

Equipment - 6990

www.skyox.com

Visit us in person at OshkoshBooth # 1080-A

Or Call1-800-253-0800

For PortableOxygen Systems

Order On Line at

and/orWindsocks & Frames

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

Equipment - 6990

BRACKETT AERO

FILTERSINC.

LOCAL FBO’s

APPLICATIONS

Financial - 7050

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

Float Equipment - 7170

208-448-0400www.aerocet.com

Hydrodynamically & Aerodynamically Superior!

Aerocet Composite Aircraft FloatsTHE WORLD’S MOST ADVANCED FLOAT

Fuel - 7215

PETERSEN

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Autogas STC’s

308-832-2200

Fuel Cells - 7220


Hangars & Tie-Downs - 7300 Hangars & Tie-Downs - 7300

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

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

www.zdpublishing.com

shing specialize anuals for most m

Instruction - 7350 Instruction - 7350

Hangars & Tie-Downs - 7300

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

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

HANGAR OAK Harbor WA. 5760 SQ FT 80 ’x 70’ For lease. IFR & Fuel. 206-722-3333.

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

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

ARLINGTON WA. 2-adjoining condo hangars w/great big studio loft. Gas heat. 125amp/240v service, shop air-system and lots of overhead lighting. New lease to 2039. Landscaped and sunny! $144,500. 360-403-7428.

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

FRIDAY HARBOR nested T-hangar all metal sliding doors/electricity/restroom access. Will accommodate 182 or B36TC long-wing Bonanza. $87,500. 360-201-5566.

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

WHITEMAN AIRPORT: New construction, 42x12 to 120x60, electric bi-fold doors, street-access, gate card entry. Office space available. 818-896-6442, Marissa. www.specialtyaerolease.com

JAMES ALLEN INDUSTRIAL PAINTINGSpecializing in aircraft hangar floors

JAMESA1967DE WA•OR•ID•NV • 360-366-9135www.jaindustrialpainting.net [email protected]

FOR SALE: Cave Junction Oregon (lllinois Valley Air-port)“3S4”hangar 60X40 metal. Elec & phone. On paved 5,200’runwayw/paved-taxiway. Price reduced!! $75,000, 541-592-6322.

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

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

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

HANGAR FOR SALE at Olympia Airport, Olympia, WA. T+ sawtooth hangar, built 2006, 45’x51’, bi-fold door, room for motorhome or large boat in addition to aircraft, $75,000/firm, Graham, 509-876-2643, 509-540-0749.

Hangars & Tie-Downs - 7300

$99 move-in specialContact us today! [email protected]

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CONDO HANGAR Burlington WA (Skagit Rregional) on 422, $62,500, 360-629-2228.

ARLINGTON, WA. 2 adjoining condo hangars w/great big studio loft. Gas heat, 125amp/240V service, shop air system and lots of overhead lighting. New lease to 2039. Landscaped and sunny! $144,500, 360-403-7428.

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

MOBILE BAY. Terrific 50’X60’hangar w/1600sqft studio apartment attached. 1-1/2 acres. Located on 2600’grass-field flying community.(5R7) near Mobile Bay. $300,000. 251-751-0003.

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

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

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Headsets - 7310

Instruction - 7350

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Instruction-Multi-Engine - 7355

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Instruction-Seaplane - 7360

Instruments - 7380

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Insurance - 7400

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

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

Interiors & Upholstery - 7405

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Maintenance - 7460

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

MAGNETO SERVICE. Quality Bendix magneto over-hauls and repairs. Mansfield Magnetos, Inc. 318-872-2026, [email protected]

OVERALL AIRCRAFT Services. Routine maintenancethrough custom build and ground-up restoration. Steel,wood, fabric, metal shaping. Oregon no tax. 503-543-6330.

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July 8, 2011 General Aviation News — Classified Pages 39Parts - 8225 Parts - 8225 Parts - 8225 Parts - 8225

SALT LAKE CITY

FAX: 801 -521-6534

800-433-9617801-322-1645

EnginesSingle & Multi Brake Discs & LiningsAir PumpsFuel Systems

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Parts - 8225 Parts - 8225

Painting & Recovering - 8130 Painting & Recovering - 8130

Materials & Supplies - 7465

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

Oil Coolers - 8110

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

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

Painting & Recovering - 8130

WILLIAMS AIRCRAFT PAINTING

Back in the Aircraft Painting BusinessSchedule Your Plane Now!

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Parachutes - 8150

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

Parachutes - 8150

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Factory Directory Sales800-877-9584

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Partnerships - 8200

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Parts - 8225

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

RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Email [email protected]

LIVING WITH YOUR PLANEAffiliated with General Aviation News

Residential Airparks Directory of 600+ Airparks

Links to Airpark Websites Floorplans for Airpark Homes

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

A.C. Propeller Service, Inc.Overhaul & Repair Since 1967

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

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Propellers - 8400 Propellers - 8400Pilot Supplies - 8360 Pilot Supplies - 8360

Parts - 8225

RMD Aircraft Lighting Inc.

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New from RMD - MaxPulseAircraft Landing Light Pulser!

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Pilot Supplies - 8360

Propellers - 8400

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Software - 8890

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Title Services - 9210

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

Tugs & Towbars - 9300

The Plane TugAffordable Cordless Power TowThe Plane Tug is the answer to moving heavy aircraft

in and out of tight spots. The Tug makes the retrieval of your plane from storage a safe and easy task.

The Plane Tug is like having your own personal line-man any time you want to move your aircraft.

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Next Classified Ad Deadlines:

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H.I.D. LIGHTINGVarious lighting products

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RMD Aircraft Lighting Inc.

Phone/Fax: (503) [email protected]

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RMD has been manufacturing fiberglass wingtip lighting for over 25 years. Our quality products are used for both landing lights and in-flight recognition. STC and FAA/PMA approved.

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Discover the beautiful side of Colorado and live on the Crawford Airport (99V). This residential general aviation airport features homes and lots on the 5000’ paved runway. Home prices range from $349,000.00 to $875,000.00. Vacant lots range from 2 to 3 acres @ $275,000.00. All lots have utilities, irrigation water, a perpetual easement to use the runway and spectacular mountain views of the West Elk Wilderness Area.

Contact Lynn French, Broker, Airport Realty, Crawford Airport 970.921.7700 • email: [email protected]

web site: Frenchcountryinnbb.com

Colorado - 9650 Colorado - 9650

Tugs & Towbars - 9300

LEKTRO. Great condition! $9,000 OBO. 541-561-5404. [email protected] See picture at:www.generalaviationnews.com

POWER TUG 40. In like new condition! Seattle 425-747-6903. [email protected]

Video, Audio, DVD - 9400

QUAD CITY CHALLENGER VIDEO. 45 minutes of fly-ing fun on floats, ski’s, soaring and other neat stuff. Send $10 to QCU, POBox 370, Moline IL 61266-0370. Money back if not totally satisfied Also see our web site. www.quadcitychallenger.com For VISA/MC order call 309-764-3515.

Alabama - 9650

MOBILE BAY. Terrific 50’X60’hangar w/1600sqft studio apartment attached. 1 1/2 acres. Hangar built of treated rough-sawn lumber over I-beam frame; apartment is matched stucco. Located on 2600’ grass field flying com-munity. (5R7) near Mobile Bay. $300,000. 251-751-0003. See more pictures on GA website.

Arizona - 9650

SAGEBRUSH TRAILS Airpark,AZ, offering 24-lots ap-prox 6-acres in-size. Starting at $98,000. 4500’private runway, direct-access to taxi-way. 928-764-2506, 928-706-2031. www.sagebrushtrailsairpark.com

Arizona - 9650

ONLY FIVE MORE MONTHS OF SUMMER... ARIZONAWINTERS: Check out our inventory of wonderful homes and hangars on the GeneralAviationNews.com website Also www.AirportHomesAndHangars.net Martha Home 928-231-9500.

FANTASTIC HANGAR, warm wonderful home. court-yard & pool. Western Sky Airpark in Salome, Arizona. Hard surface taxiways & runway. Airpark living is won-derful. $228K. airporthomesandhangars.net Martha Home 928-231-9500.

Arkansas - 9650

ARKANSAS VALLEY A/P Cotter. Summer Sale 25% off advertised prices below: Runway lot $64,900. 2.44-acre taxiway-tract 200’ from White River $69,900. 4% mort-gage available. 870-430-5545, [email protected]

ARKANSAS BULL Shoals Lake acreages w/airpark, 3+ acres, $25,000-$80,000, Village Land Office, 870-404-2059, 870-453-2966 eves, www.villagelandoffice.com [email protected]

California - 9650FLY ALL YEAR ROUND. Air-conditioned hangar and home on paved/lighted runway, gated-community, RV-parking. Northern/CA. Only!!$399,000. 530-347-3164, 541-848-0298. [email protected] See pictures at www.generalaviationnews.com lakecalifornia.info

FLY-IN RETREAT. House, garage, hangar, grass-strip on 40ac. NE Calif in Sierras w/USFS all around. Close to Tahoe, Reno. Call for info, pictures and price. 775-358-6918.

California - 9650

CALIFORNIA IDEAL climate, Pine Mountain lake. (E45) Taxiway homes or lots in the Sierra foothills near Yosem-ite Nat'l Park. Gated community with boating, golf, tennis and stables “Red” Rossio, The Flying Broker, Pine Mountain Lake Realty, 209-962-7156.

PINE MTN Lake, CA(E45). Taxi to your airpark home or live on the lake. Championship golf, tennis, stables in gated community near Yosemite. Capt LarryJobe. “UAL” retired. www.YosemiteAreaRealtors.com 209-962-5501

ONE ACRE and 2 1/2 acres alongside runway for sale. Adelanto Airpark, Southern California, near Victorville Call Broker Bill 760-792-8072.

NORTHERN CALIFORNIA. Reduced AGAIN! Access to private F25 Airport. Airstrip has been recently paved. Property features 3-hangars on 5 beautiful acres. Re-modeled 3br, 2.5ba, 2100sf home+ separate guest/in-law/caretaker studio w/bath & kitchenette. Close to 3 rec-reational lakes. Level & private land yet only 30 minutes to Oroville (driving time) or Marysville. Fabulous views. $349,000. www.dianehelms.com 530-271-1669.

Colorado - 9650

CO. APPROVED 10 Lot Airpark on 35 acres. Home, guest house, hangar, well, septic. Bed&Breakfast al-lowed. Mountain view. 719-238-4611.www.springseastairpark.com

KELLY AIRPARK CO. Lot-#50. 4.4 AC site, survey, soils test and septic perc test done. $98,500. 719-358-9437. [email protected] kellyairpark.com

VANAIRE COLORADO Fly-in Community Home. 3BD/2.5Bath, 50x56 Hangar on 1.8-acres. Lighted & Paved Runway. $489,000. 303-659-2834. See Pictures/Details at www.generalaviationnews.com

Florida - 9650

FLORIDA’S CANNON Creek Airpark, paved & turf run-ways. 2409 SW Sisters Welcome Rd. Suite 101, Lake City, FL 32025. Hangars and homes for rent when avail-able. 0 interest, $280/mo. financing. 800-766-0406. www.ccairpark.com

ORLANDO AREA Aviation-properties, hangars, hangar-rentals, including bank-owned. Chandelle Properties. Call Ron Henderson 407-712-4071 Keller Williams Ad-vantage II Realty www.chandelleproperties.com

SPRUCE CREEK FLY-IN REALTYSERVING THE SPRUCE CREEK

COMMUNITY SINCE 1985America’s Premier Fly-In & Country Club Community,

Daytona Beach, (East Coast of Florida). Taxiway homes from $450,000, non-taxiway homes from $200,000, con-do’s from $139,000. Lots-available. Long and short term

rentals available. SPRUCE CREEK FLY-IN REALTY, Pat & Lenny Ohlsson, 800-932-4437.

www.fly-in.com [email protected]

SARASOTA FLORIDA Hidden River Airpark, 2640’paved+ lighted runway, lots w/homes 5-20acres. Katty Caron, Realty Executives [email protected] 941-928-3009 www.floridaaviationproperties.com

Idaho - 9650

OWN YOUR OWN AIRPORT. Coeur D Alene. Lake view acreage. www.donpischner.com

Illinois - 9650

CHICAGO IL Private Airpark Home Huge price reduc-tion. Listed $125,000 below owner’s cost. You must see this beautiful large completely updated home in Brooker-idge Aero Country Estates. Direct access to private air-port, fabulous 49x55 attached heated hangar, paved & turf runways, closest private airport to downtown Chica-go about 30minutes by car. $899,000. Info/pics: www.649millbrook.com 312-543-1220.

Indiana - 9650

Indiana - 9650

Maryland - 9650

MARYLAND AIRPARK Home: 3W3 2700SQ.FT. BrickFurn. 4BR, 3BA, 2Fireplace, Spectacular view Chesa-peake Bay. Marina, Restaurant, Beach 1 Block, BDLGPermit for Hangar. Price slashed to $585K Negotiable.Sale by owner. 561-988-0952, E-Mail [email protected]

Michigan - 9650

AIRPARK DEVELOPMENT for sale. 200 acres, utilitiesin. $1,800,000. www.torchport.com 231-632-2412

SUGAR SPRINGS Airpark Home, 1840SF 2-level,4BD/2/BA, full basement, 2garages, indoor heated pool,access to golf course/pro-shop/restaurant/pub. $169,000989-430-0966, www.SugarSpringsRealty.com

Missouri - 9650

FREDERICKTOWN, MO. 4cd remodeled home. 2400sqft hangar w/one piece Hydro door and office/mediaroom. 3.61 acres lot. Lots of wildlife. 80' x 2000' grassrunway. Homeowners association contract, restrictionsbeing drafted and available. Pictures on request. ScottFrisella 314-359-2392.

TABLE ROCK Lake Shoreline property with 3,950x80’grass-strip. The 3rd lot from strip. Get in your boat andcruise down to Branson. $17,500. Pictures on request.Turkey Mountain Estates, Shell Knob, MO. Call RobertTede 816-229-8926.

Montana - 9650

MONTANA, WINDSOCK SKYPARK. The Last BestPlace! Only 20-lots left for sale. One-acre or larger, onthe Shores of Beautiful Fort Peck Lake in NE MT. Citywater, sewer, nat-gas, underground-utilities installed.paved-streets, taxiway to 37S public airport. Call LannyHanson at 406-526-3535 or 263-1154. Visit our website:www.windsockskypark.com Don’t miss the opportunity toLive in a beautiful hunting and fishing recreational para-dise! LOTS NOW SELLING $60,000.

Nevada - 9650

AUSTIN NEVADA 3BD/ 2BA Home across street fromKingston Airport. FAA LID (N15). $139,900. East 50 Re-alty. www.goaustinnevada.com 775-964-2005.

PAHRUMP, CALVADA Meadows Airpark. (NV74).100’x200’ nice buildable lot. Paved runway, streets andtaxi-way. Great neighbors. 60miles West of Las Vegas.$56,900. Offer, Trade? financing. 541-566-2411, 509-999-3715.


FOR SALE HOME & PROPERTY

Contact Jay for more information:Dwight Co., Inc.

360.262.9844 Fax: 360.262.9404 Email: [email protected]

Washington - 9650 Washington - 9650

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New Mexico - 9650

NM AIRPARK (NM69). 3BR/2BA stblt+40x40 hangar on taxi-way. $288K. Remax Silver Advantage, Silver City, NM 88061. 800-716-3847, cell(575)[email protected] www.LindaSellsNewMexico.com

PICTURESQUE MOUNTAIN VIEWS! Hangar & log home in SW New Mexico on private airpark. 60’x60’hangar on runway, includes 3bd/3ba custom log home on 1.5acres overlooking runway. Nancy Whatley 214-587-1763, [email protected]

New York - 9650

2600’ GRASS airstrip w/2100 SF Hangar. Approx. 45acres. water/sewer at the curb. Approved/planned de-velopment w/site map on file. $117,000. Kent or Gwyn Lic. RE Associate Brokers. 315-629-5068

North Carolina - 9650

NO CAROLINA airpark 8NC2. Acreage lots starting at $24,500. Between Ashville & Charlotte NC. 1.5mi to Hwy 74 bypass. 2500’x90’ turf-runway, landing-lights, private lounge w/bath/hangar space. $125/mo, 864-812-0482.

AVIATION, INVESTMENT & residential properties. Li-censed in both Carolina’s. Sell airpark & airstrip property That’s what we do.www.NC-Airparks.com 877-279-9623

Oklahoma - 9650FIVE YEAR old custom-build/4bed/3bath 2500sqft home on 2500’turf airport Asking/$249K. Call Bob Huskey 405-850-0853, some pictures on www.jrhuskeyaviation.com and www.generalaviationnews.com

Oregon - 9650

Pennsylvania - 9650

New airpark, Northeast Pennsylvania, 47-lots for sale. 1.25-3 acres, great views, underground utilities, sewers, some lakefront. EZ flight/drive to NYC, Philadelphia, New Jersey, Connecticut. At Seamans Airport (9N3), 2500’paved IFR approach, lighted, all services, Build Your Dream Home This Spring! 866-924-7787 or www.SkylineEstates.us

South Carolina - 9650

NORTH OF Hurricanes, south of snow: 3300 turf. 10mi to Myrtle Beach. 1acre. $75,000.Low taxes/insurance, “free DVD”. 843-602-8220. www.hardeeairpark.com

A MUST SEE IN CLARENDON COUNTY SC “WE’RE IN THE MIDDLE OF IT ALL”

Gated airpark with underground utilities in place.

www.palmettoairplantation.comPalmetto-POBox 777-Manning-SC 29102-803-473-2199

South Dakota - 9650

SE SOUTH DAKOTA, Bixler Ridge Airpark. Valley view Sites. 3-acres - $60K. 2550X80’grass. 2SD8. 605-563-2765, 605-660-0960 cell, [email protected]

Tennessee - 9650PILOT’S DREAM: DISTRESS SALE! Only home on 3500’paved-runway in Tennessee-mountains. 6.18acres. 4800sqft 5br/4ba, lodge. Price reduced/$300K. W/trade for late model Piper-6X. 904-669-9661.

Texas - 9650

CENTRAL TEXAS 2-story condo, 3br/2ba on 2-acres, all-electric, 50X55-hangar, shared 3800’grass runway, swimming pool, $167,000. No State Income Tax. 325-642-6041.

ENTIRE AIRPARK,(5TO),SW of Houston Texas. In-cludes 3100’x100’turf runway. (39)1-ac lots & brick-home w/4000sqft hangar on 2acres, 979-387-2277, C- 281-748-4776. [email protected]

NORTH TEXAS PILOT'S DREAM! Exclusive community of 140 homesites in a 340-acre residential airpark. Live with your plane in quietseclusion only 5 minutes from shopping, restaurants anduniversities, just 25 minutes North of DFW, near 23,000-acre lake. Taxi from the paved runway to your home.Several 1-acre lots available, also some homes.

940-321-5758, [email protected]

Washington - 9650

Washington - 9650

SAN CANYON AIRPORT(1S9) in Chewelah WA.40miles North of Spokane. Out your back-door to your3600’municipal runway. Out your front-door to your own27hole-PGA golf-course. 56X41-home, 50wX40X12hangar. $275,000.509-936-1171.

S PRAIRIE Buckley WA (02WA) Home Business Poten-tial? Chris Greytak, Key Realty CF11 206-276-2651.$499,950. MLS#142484 www.yourkey.orgwww.tourfactory.com/724809

FOR SALE: Two Bedroom House, large Hangar plus 20 acres, paved runway near Chelan. Call for details. 509-683-1069 or 509-630-0045.

IMPRESSIVE COMBINATION of 20+level acres of landw/deeded access to private airpark. $590,000(51WA)Evergreen Sky Ranch, Key Realty. 206-276-2651.www.tourfactory.com/724806

FRONTIER AIRPARK Homes For Sale. Located in the Beautiful Pacific North West. Call Joe at 425-770-0888.

Publisher’s notice: All real estate advertising in this newspaper is subject to the Fair Housing Act which makes it illegal to advertise “any preference, limitation or discrimination based on race, color, religion, sex, handicap, familial status or national origin, or an intention, to make any such preference, limited or discrimi-nation.” Familial status includes children under the age of 18 living with parents

or legal custodian, pregnant women and people securing custody of children under 18. This newspaper will not knowingly accept any advertising for real estate which is in violation of the law. Our readers are hereby informed that all dwellings advertised in this newspaper are available on an equal opportunity basis. To complain of discrimination call HUD toll-free at 800-669-9777. Toll-free number for the hearing impaired is 800-927-9277.

LAKE ROOSEVELT Seven Bays Airport. Fabulous view!Hangar, 3bd/2ba-home on 2-lots. Must sell due toHealth. Reduced/$181,500. 501A-Airport Way. Daven-port/WA. 509-290-9900.

FANTASY FIELD (FA99): 2.96acres, 748sqft 1bdrm, (large deck) home w/attached 1892sqft hangar, heated 10'x18' shop. 2150x80' grass runway. $225,000. 360-262-9335, 253-906-7799.

1700’ AIRSTRIP, 38+acres just off the Skagit River. NWWA, huge rambler/slough/creek. Lots of trees/barn, bringyour horse/airplane. $775K Owner will carry contract.360-826-4087.

TRI-CITIES WA, view home, private runway community, with 7 lots. www.tourfactory.com/688531 Re/Max Fifth Ave. WA/360-808-4444.

STUART ISLAND AIRWAY PARK has waterfront lots,cabins and homes. $149,950-$675,000, community air-strip, beaches and dock. Dick Sandmeyer/Windermere1-360-378-7508. www.islandproperty.net

AIRPORT FOR SALE (49C) 2200’ turf runway, 40x78shop, 4 unit T-Hangar w/pilot lounge. 3 individuallyowned hangars. 262-889-8187, 847-395-4549.

Wisconsin - 9650

SAN JUAN AVIATION ESTATESBLAKELY ISLAND, WA. Premier Recreational Airpark. Paved lighted runway. Exceptional marina. Owner access to 3000ac forest preserve w/2 - 70ac lakes: fish/swim/boat. Airpark homes from $375,000 to $995,000 Huge Price Reduc-tion--Motivated Seller NOW $795,000.Taxiway cabin, room to build hangar, $398,000.

DECATUR ISLAND, WA: Taxi to 4bdrm, 3bath sunset bathed octagonal home w/hangar: $900K-Motivated Sellter NOW $800,000. Adjacent lot w/hangar, garden & fruit trees: $400,000.

Judy, Flying Island Realty, 360-375-6302www.flyingislandrealty.com [email protected]

LIVING WITH YOUR PLANEAffiliated with General Aviation News

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COME WHERE the Sky is blue and the fishing is GREAT! Airplane hangar/apartment/house all in Wallowa County/Oregon. Jayne Warrener, Timberline Realty, Jo-seph/Oregon. [email protected] 800-579-1889,www.timberline-realty.com


Summer is here, the rainy season is his-tory in most parts of the country, and the flying is easy and fun. While aircraft used in transport have to soldier on through winter’s cold and other inclement weath-er, sport or recreational flying is done when it’s fun... naturally. And, of course, summer means EAA AirVenture Oshkosh is coming.

Slated for July 25-31 this year, the sum-mer gathering of aviators is the world’s largest and Light-Sport Aircraft are firmly part of the action. For those just starting to investigate these shiny new airplanes with their far more modest price tags, the LSA Mall is a great place to get a sense of what’s available. The Light Aircraft Manufacturers Association again reports a full roster — in fact, the LSA Mall has been a sell-out every year, evidence of its appeal. This year’s flock will include all the major brands, plus a few surprises. Even if the airplane of your dreams isn’t participating, the folks in the LSA Mall will be happy to direct you to their loca-tion on the field. Take the paved road to the Northeast just inside the main gate for 500 paces and you’ll be at the 2011 LSA Mall at Oshkosh.

Electric airplanes will still be a major display destination at AirVenture 2011 even though EAA, perhaps wisely, chose to cancel a planned competition among them to allow developers more time to refine their entries. We all know rushing aviation is a bad idea, so taking more time to get it right can pay great dividends.

Here’s to a great Oshkosh...see you there!

WHAT’S GOING ON AT THE TOP?

What do the following LSAs have in common: Skycatcher (top picture), Para-dise P1, Remos GX, SeaRey (second pic-ture), and PiperSport? The answer: All the companies supplying these LSA have gone through major management changes in 2011.

The most widely reported departure was that of Jack Pelton, who held the titles of president, CEO, and chairman at Cessna. Along with him went other notables in-cluding Tom Aniello and John Doman; the latter was VP of piston sales for years, he’s at Flight Design now. So besides Cessna’s very deep cuts to employment (previous reports have said that more than 50% of workers were laid off), now top management has also changed. One won-ders what this could mean for the single engine end of Cessna’s line.

The Wichita giant hasn’t been alone in these gut-wrenching changes. In very recent days, Remos has gone through an-other major change at the top. Gone are the CEO, COO, and CFO. Theo Paeffgen, a lawyer associated with the company, has taken the reins. The U.S. staff appeared to have received little advance notice of this change.

As 2011 began, Piper announced it would cease distributing the SportCruiser (renamed PiperSport for its one-year run) and this decision occurred about the time former Piper CEO Kevin Gould left, with management taken over by Jeff Berger, who is associated with the financial com-pany, Imprimis, that bought the storied Vero Beach manufacturer in 2009.

At Sun ’n Fun, I had meetings with vari-ous people associated with the Paradise P1 following a change to its U.S. distributor. However, in the brief two months since Sun ’n Fun ended, a different American rep based in Orlando has taken over.

SeaRey producer Progressive Aerodyne has new management as that seaplane de-veloper morphs from a kit company to a fully-built manufacturer. SeaRey will continue with kits; the goal is to add an SLSA model.

Is this simply the “shakeout” some have been predicting for the LSA indus-try? The companies appear to be surviv-ing; it’s their leadership that appears in a state of flux.

The good news is that the industry still has well-managed businesses and they are persevering through this most challenging of economies. In an industry cut whole from new cloth, changes are necessary to see the promise of this innovative way to certify and service airplanes. The best news? The global acceptance of the LSA concept continues... I’ll have more on this soon! Certainly, these are exciting times for light aviation.

WHAT KIND OF PILOT ARE YOU?

I’ve observed aviation for more years than I’m comfortable admitting. I’ve talked to a ton of pilots (one of the great joys of my life is to have met so many fine folks). Over those years, I’ve distilled the kind of pilots we are to “one or the other.” Yes, just that simple: This kind or that.

I believe you either fly to “Get Up” or “Go Long.” Go Long flyers are those who want to go some distance in their fly-ing machines. Flying your own plane is a great way to travel. Speed is a big part of why flying is useful, but that quality is merely one aspect of the enjoyment.

Me? Sure, I like to Go Long. I’ve logged hundreds of hours of cross country flying, to all corners of America and some out of

the USA. A fair number of flights were on an IFR flight plan, most were easy VFR cruises, and all of it was educational and inspiring. Sometimes it was even practi-cal transportation. My rough calculation is that flying (in the airplanes I’ve been privileged to fly) was up to three times as fast for about twice the cost in fuel, com-pared to driving.

But I readily admit that mainly I’m a Get Up kind of pilot. I get bored (not to mention uncomfortable) flying for hours at a time in as straight a line as possible. Neither do I need to fly particularly fast. An old gearhead saying is, “Speed costs money. How fast do you want to go?” Slower flying is fine for me. I like to see the planet from above. I like learning about my surroundings by viewing them from aloft. I also like to catch thermals, an aviation activity that provides end-less new experiences within 25 miles of almost any airport. I could name dozens more reasons why meandering around the sky is fun.

None of these kinds of flying require you fly a great distance from your home airfield. In conversations at air shows over the years I’ve found a significant percent-age of all pilots fly for similar reasons.

More flights take off and land at the same airport than go the distance.

If you want to go places, fast is good and faster is better. Operating a GA air-plane at speeds above 200 mph gobbles up the miles on regional travel. The trouble is that when going national in our great big country, 200 mph still isn’t that fast. Even in a jetliner at 500 mph, America is a vast expanse that takes hours to cross.

I’ve long said that if the world of Star Trek ever arrives, we will all say, “Beam me up, Scotty.” Why travel any other way than instantaneously? But in that fantasy world, pilots would still fly for fun. Beam-ing magically around the planet would not replace the wondrous visibility found from an open cockpit ultralight. I think all pilots would still enjoy flying airplanes, even if Captain Kirk’s transporter was practical and inexpensive. Isn’t it about the view and experience more than hus-tling down a numbered airway to the next airport?

Summertime...and the flying is easy

SplogDan Johnson

But what kind of pilot are you?

For more on Sport Pilot and LSA: ByDanJohnson.com

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P/N 11-08724 ...................$1,095.00Lemo 6 pin plug w/ Bluetooh

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5W typ. (PEP), 1.5W (CW) output power • Side tone • function allows you to hear your own voice via a third party aviation headset • LCD backlight for night time operation • ANL (Auto Noise Limiter) for noise reduc-tion • Low battery indication and beep alert • Adjustable microphone gain setting • BNC type antenna connector

IC-A14 (Simple Key) .............. P/N 11-05903 ............$231.00IC-A14 (Full Key) .................... P/N 11-05904 ............$231.00IC-A24 Nav/Com .................... P/N 11-02942 ............$349.00IC-A6 ..................................... P/N 11-02944 ............$299.00

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GMA-240 Audio Panel - Non-TSO’d. Includes an intercom, supports dual COMM, dual NAV, dual AUX receivers, and dual music audio inputs. Up to three unswitched inputs for telephone ringers, altitude alerts, or other warning tones. P/N 11-06619 ................................................$795.00

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3 Locations! Corona, CA - (951) 372-9555Peachtree City, GA - (770) 487-2310Brantford, ON Canada - (519) 759-5017

07/08/2011

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