Aopa Pilot 201904 PDF

Visionary High Gloss
ORBIS’ FLYING EYE HOSPITAL p. 66 RESTORING LOST LUSTER p. 94
May 10-11, 2019
F R E D E R I C K
MARYLAND
The Voice of General Aviation www.aopa.org/pilot | April 2019 | $8.95

April 2019
New A/Ttitude
CIRRUS VISION JET
GEN2 UPGRADES p. 74
The 7 Percent
WHY SO FEW FEMALE FLIERS? p. 82
Sweepstakes Super Cub | Cirrus Vision Jet Gen2 | Women Pilots | Flying Eye Hospital
BigAOPA
Sweepstakes
Super Cub
Splash YOUR AIRPLANE IS READY p. 58

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AOPA PILOT
CONTENTS
April 2019 | Volume 62 | Number 4 | www.aopa.org/pilot
ON THIS PAGE:
Orbis staff preps a young
patient in Bangladesh for sur-
gery. The Flying Eye Hospital
was in Chittagong for a two-
66
week clinical training program.
Photography courtesy of
Celia Yeung/Orbis.
One Glorious Vision

The Orbis International Flying
Eye Hospital brings life-changing
procedures to the world.
By Thomas B. Haines
FEATURES
New Lease on Life A new A/Ttitude The 7 Percent
AOPA’s sweepstakes airplane is a Cirrus adds autothrottle and Why do women still account for HOME OF THE BRAVE
Piper Super Cub that comes with altitude to the new version such a small portion of the pilot Special coverage of the
Frederick, Maryland,
tundra tires, amphibious floats, of the SF50 Vision Jet. population? AOPA Fly-in, May 10-11,
and hydraulic skis. By Thomas B. Haines By Ian J. Twombly 2019.
By Alyssa J. Cobb Page 74 Page 82 Page 50
Page 58
www.aopa.org/pilot AOPA PILOT | 1
AOPA PILOT
CONTENTS April 2019 SECTIONS

PROFICIENCY &
EFFICIENCY
88 Proficiency
Bad behavior.
91 Wx Watch
94
Polar power.
94 Ownership
Get your gloss on.
43
AOPA ACTION 99 ADS-B
12 Airspace Going global.
AOPA advocates
for TFR relief. 103 Technique
Taming the stall.
PILOT BRIEFING 107 Savvy Maintenance

30 First Look Crimes and misdemeanors.
Remembering the ‘Rosies.’
113 Never Again
COMMENTARY DEPARTMENTS 32 Pilot Products Wild card.
Weather, traffic
6 President’s Position 4 AOPA Online at your fingertips. MEMBERSHIP
Soaring through ceilings. Take your reading
NEWS & NOTES
beyond these pages. 34 You Can Fly
18 Waypoints 114 AOPA App
Can I still land an airplane?
To minimums, really? 14 Letters Introducing Pilot Passport.
Driven to distraction. 36 Musings
20 Proficient Pilot 116 Member Services
On the thrill of inspiration.
The possible turn. 123 Fly by Wire The process is easy.
Index of advertisers. 38 Aviation Mysteries
22 Flying Life 118 AOPA Air Safety
Glenn Miller aircraft found?
Committed to memory. 124 Answers for Pilots Institute
Fighting corrosion. 40 Pilot Products A familiar route turns deadly.
24 Safety Spotlight Trim Aviation watches.
Automatic. 128 Pilots 120 Pilot Protection
Judy Birchler. Services
43 Destinations
26 Fly Well A bump on the noggin.
Fly away ideas.
Celestial objects.
44 Test Pilot
Flying pet.
46 Aviation History

Accidental hero.
40 PILOT PRODUCTS
Trim Aviation
watches.
Visionary
ORBIS’ FLYING EYE HOSPITAL p. 66
The Voice of General Aviation

High Gloss
RESTORING LOST LUSTER p. 94
May 10-11, 2019
F R E D E R I C K
MARYLAND
www.aopa.org/pilot | April 2019 | $8.95

April 2019
New A/Ttitude
BIG SPLASH
CIRRUS VISION JET
GEN2 UPGRADES p. 74
The 7 Percent
Is this your airplane? AOPA’s

WHY SO FEW FEMALE FLIERS? p. 82
Sweepstakes Super Cub | Cirrus Vision Jet Gen2 | Women Pilots | Flying Eye Hospital
Sweepstakes Super Cub is modern-

ized, beautified, and ready for the big
giveaway. Learn more in “New Lease
BigAOPA
Sweepstakes
Super Cub
on Life,” which begins on p. 58.

Splash YOUR AIRPLANE IS READY p. 58 Photography by Mike Fizer.
www.aopa.org
Contact us at 800-USA-AOPA (872-2672)
2 | AOPA PILOT April 2019

Why Choose SiriusXM
over ADS-B
ADS B Weather?
SiriusXM
ADS-B
(FIS-B)
Twice-as-Fast Composite Radar Twice-as-Fast Lightning No Altitude Limitations

SXM’s Composite Radar is high resolution SXM includes Cloud-to-Cloud Lightning (not SXM is available from taxi to touchdown.
from coast to coast, with 2.5 minutes updates. available on ADS-B) and twice-as-fast Lightning ADS-B’s availability is determined by altitude
ADS-B’s radar resolution, update rate, updates, giving you the complete guidance you and location, so you may not have storm info
and availability vary. need to avoid rapidly developing adverse weather. when you need it the most.
SiriusXM
ADS-B
(FIS-B)
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SXM has no line-of-sight restrictions. With ADS-B, SXM’s Base Radar identifies what precip is falling SXM’s weather guidance, including METARs & TAFs,
you may have interruptions if you’re in an area from the bottom of the storm, which tends to is available when you need it. With ADS-B you
with an obstructed line-of-sight to the match up with the visual picture for pilots flying must be at the right altitude and distance to
ADS-B ground station. under 10K ft. It is not available on ADS-B. receive the weather.
The 2020 ADS-B Mandate does not require you to use ADS-B weather.
You are free to choose SiriusXM, ADS-B Weather, or Both.
2-month trial for AOPA members. Visit aopa.org/siriusxm for Offer Details.
Explore the significant differences between SiriusXM and ADS-B weather at
siriusxm.com/daretocompare
NOTE: Data displays vary by device; images are representative only. SiriusXM Services may include weather and other content and emergency alert information.
Such information and data is not for “safety for life,” but is merely supplemental and advisory in nature, and therefore cannot be relied upon as safety critical
in connection with any aircraft, sea craft, automobile, or any other usage. SiriusXM is not responsible for any errors or inaccuracies in the data services or their use.
© 2019 Sirius XM Radio Inc. Sirius, XM, SiriusXM and all related marks and logos are trademarks of Sirius XM Radio Inc. All other marks, channel names and logos are the property of their respective owners. All rights reserved.
AOPA PILOT
AOPA ONLINE
Take your reading experience beyond these pages | www.aopa.org/pilot
April 2019
CIRRUS VISION JET GEN 2

With added autothrottle and a higher
maximum operating altitude, Gen 2
provides new options for fuel efficiency,
ATC routings, and weather avoidance.
www.aopa.org/pilot/visionjet
VIEW THE
VIDEO
These and other
videos can be
accessed in the
AOPA Pilot
Enhanced Digital
Edition.
www.aopa.org/
digitaleditions
HOPE FLOATS
Newly outfitted with amphibious floats, AOPA’s
Sweepstakes Super Cub is ready to take its future
owner on all kinds of adventures. Will it be yours?
FLYING VISIONARIES www.aopa.org/pilot/floats
Orbis International’s Flying Eye Hospital helps
blind people in developing nations to see.
www.aopa.org/pilot/orbis
VIEW THE VIDEO

These and other videos can be
accessed in the AOPA Pilot
Enhanced Digital Edition. AOPA LIVE THIS WEEK
www.aopa.org/ Watch AOPA’s weekly web-based
digitaleditions program to get your fix for all things
aviation.
www.aopa.org/thisweek

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PRESIDENT’S POSITION
Soaring through ceilings

BY MARK BAKER
President and CEO
Inspiring and supporting women pilots
“No borders, just horizons—only freedom” the cemetery, but it was quickly reversed. It wasn’t until
—Amelia Earhart the granddaughter of WASP Elaine Harmon started a
petition fighting for her grandmother and all other sur-
IN THE EARLY TWENTIETH CENTURY, Amelia Earhart viving WASP to be buried in the famous cemetery that
defied the odds when she became the first woman to fly things changed. In 2016 it was announced that WASP
solo across the Atlantic Ocean. She was and still is consid- were allowed back in.
ered a champion for women in aviation having set record Female aviators in the Navy, Army, and Air Force
after record in her short life. History books, biographies, could only train and do noncombat jobs until 1993
and documentaries classify her as a great female avia- when restrictions on female pilots flying combat mis-
tor, and her legacy lives on in the countless women who sions were lifted. That was thanks to Rosemary Mariner,
prove that a “great female pilot” is simply a great pilot. who shattered barriers, becoming one of the first female
Aviation was a boys’ club in its early days, and it still fighter pilots in the Navy. To honor her life and accom-
isn’t much better today. Just think about the last time you plishments, the first ever all-female fighter pilot flyover
flew commercially. “On behalf of the flight crew, let me took place in a ceremonial tribute in February.
welcome you aboard….” Passengers tend to mindlessly Women have come a long way in the industry, but
ignore the inflight announcements except when it comes the underrepresentation is still surprising. At one of
from the higher-pitched voice of a female captain. our fly-ins, a member reluctantly told a story of how
Even though we live in the twenty-first century, his daughter said she didn’t know girls could be pilots.
women working in male-dominated industries deal He was in disbelief but took it as an opportunity for us
with belittlement every day. In 2018, a young female all to do better; I’m sure there are plenty of other young
pilot’s tweet went viral for calling out male passengers girls who have the same mindset.
who made jokes about her gender saying they wouldn’t That’s why it’s important for the GA community to
have boarded had they known she was flying. But it’s change that perception. We should take more initiative
clear the pilot had the last laugh after tweeting, “Fact to welcome female pilots and those who show interest
is, I can fly an £80m jet, you can’t.” in this great hobby of ours. To quote champion aerobatic
People are often surprised to see women flying. aviatrix Patty Wagstaff on gender: “Do you think the air-
From pilots, astronauts, air traffic controllers, main- plane knows—or cares?” (See “The 7 Percent,” p. 82.)
tenance technicians, business owners, educators, flight AOPA is working to inspire a new generation of
attendants, airshow performers, and airport manag- youth to pursue careers in aviation with its high school
ers, women have long been making waves in aviation. aviation science, technology, engineering, and math
Although women make up just 7 percent of pilots, (STEM) curriculum. Especially for young people and
they are continuing to inspire new generations of girls students who don’t come from an aviation family, the
to write their own history and be a part of this amazing high school classes can become a starting point. The
experience of flying. As fellow pilots striving to make You Can Fly curriculum is designed to instill the love
GA more accessible, it’s our job to welcome them. But of flying in young people as our industry faces an ever-
the industry hasn’t always been so inclusive and, his- present pilot and workforce shortage.
torically, women have had to overcome challenges and So far, I am very proud of the curriculum effort. The
break through barriers. program has exceeded our expectations with nearly
During World War II, Women Airforce Service 2,000 enrolled students, of which 25 percent are female
AOPA President
MARK BAKER Pilots, also known as WASP, received the same mili- and 51 percent are minorities.
is looking forward tary training as their male counterparts and did some But there is still more work to be done. As a com-
to hosting an AOPA of the most important jobs, from ferrying aircraft to munity of pilots, we should strive toward a future
Fly-In at Frederick
Municipal Airport training, and even acting as test pilots. Although part where a woman’s voice on the radio, presence in the
on May 10 and 11 of the greatest generation, WASP were not considered cockpit, or gold epaulets on her shirt isn’t shockingly
in celebration of active duty military and were forbidden to be buried at out of the ordinary. AOPA
the association’s
eightieth our nation’s most hallowed ground—Arlington National
anniversary. Cemetery. In 2002, a decision allowed the heroines into EMAIL mark@aopa.org

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www.aopa.org/pilot
PUBLISHER Mark R. Baker
ASSOCIATE PUBLISHER/
EDITOR IN CHIEF Thomas B. Haines
EDITOR Kollin Stagnito
MANAGING EDITOR Sarah Deener
TECHNICAL EDITOR Mike Collins
SENIOR FEATURES EDITOR
Julie Summers Walker
SENIOR CONTENT PRODUCER
Ian J. Twombly
TURBINE PILOT EDITOR/EDITOR AT LARGE
Thomas A. Horne
EDITOR AT LARGE Dave Hirschman
SENIOR EDITOR Jill W. Tallman
COPY EDITOR Kristy O’Malley
MEDIA PRODUCTION SPECIALIST
Sylvia Horne
EXECUTIVE ASSISTANT
Miriam E. Stoner
CONTRIBUTORS Jared Allen
Peter A. Bedell
Mike Busch
Kathleen Dondzila King
Natalie Bingham Hoover
Alton K. Marsh
Richard McSpadden
Jonathan Sackier
Barry Schiff
SENIOR ART DIRECTOR Jill C. Benton

ART DIRECTOR Elizabeth Z. Jones
DIGITAL ASSET MANAGER/GRAPHIC DESIGNER
Leigh Walsh
SENIOR PHOTOGRAPHERS
Mike Fizer, Chris Rose
EMEDIA MANAGING EDITOR Alyssa J. Cobb

WEB EDITOR Jim Moore
ASSOCIATE WEB EDITORS Dan Namowitz,
David Tulis
EMEDIA PRODUCTION ASSISTANTS
Elizabeth Linares, Melissa Whitehouse
The S-TEC 3100 digital, attitude-based autopilot is one of the most AOPA LIVE THIS WEEK EXECUTIVE PRODUCER
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AOPA LIVE THIS WEEK ASSOCIATE PRODUCERS
confident of the preceise digital control during every phase of flight, with Josh Cochran, Paul Harrop
features such as envelope protection, straight and level recovery, altitude
preselect, precision approaches and much more. The S-TEC 3100 can ADVERTISING VP Carol Dodds
ADVERTISING DIRECTOR Brenda D. Ridgley
interface with compatible EFIS displays as well as analog gauges.
ADVERTISING COORDINATOR Donna Stoner
DIGITAL ADVERTISING SPECIALIST Dan Teore
The S-TEC 3100: the next generation of autopilot technology capability,
from the leading name in autopilots with over 40 years experience. ADVERTISING INFORMATION/PRODUCTION
301-695-2368
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MEMBER ASSISTANCE 800-872-2672
AOPA PILOT EDITORIAL 301-695-2351
FACSIMILE 301-695-2180
EMAIL AOPA PILOT pilot@aopa.org
ADDRESS CHANGES www.aopa.org/
myaccount
Copyright 2019, Aircraft Owners and Pilots

Association. All rights reserved. No part of
this monthly publication may be reproduced
or translated, stored in a database or retrieval
system, or transmitted in any form by elec-
tronic, mechanical, photocopying, recording,
or other means, except as expressly
permitted by the publisher; requests
should be directed to the editor.
PRINTED IN THE USA

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Preserving the freedom to fly
AOPA BOARD OF TRUSTEES
CHAIRMAN William C. Trimble III
VICE CHAIRMAN Darrell W. Crate
TREASURER James N. Hauslein
William S. Ayer
Mark R. Baker
Lawrence D. Buhl III
Matthew J. Desch
Join ATP Flight School Amanda C. Farnsworth
Burgess H. Hamlet III
Become an Airline Pilot H. Neel Hipp Jr.

James G. Tuthill Jr.
Luke R. Wippler
TRUSTEES EMERITI Paul C. Heintz,
R. Anderson Pew
PRESIDENT/CHIEF EXECUTIVE OFFICER

Mark R. Baker
CHIEF ADMINISTRATIVE OFFICER

Tim Fortune
GENERAL COUNSEL AND SECRETARY

Ken Mead
SENIOR VICE PRESIDENTS

AVIATION STRATEGY AND PROGRAMS
Katie Pribyl
FINANCE AND ACCOUNTING Erica Saccoia
GOVERNMENT AFFAIRS AND ADVOCACY
Jim Coon
MEDIA, COMMUNICATIONS, AND OUTREACH
Thomas B. Haines
VICE PRESIDENTS
ADVERTISING Carol Dodds
AIRPORTS AND STATE ADVOCACY
Mike Ginter
AVIATION PROGRAM OPERATIONS
Elizabeth Tennyson
DEPUTY GENERAL COUNSEL
Ronald D. Golden
GOVERNMENT AFFAIRS Melissa Rudinger
Airline Career Pilot Program

HUMAN RESOURCES Greg Cohen
INFORMATION TECHNOLOGY
John Hamilton
PILOT INFORMATION SERVICES/FLIGHT
Airlines OPERATIONS Mike Filucci
PUBLICATIONS Kollin Stagnito
ATP is your fast track airline career solution – proven by thousands of graduates
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CEO AND PRESIDENT Mark R. Baker
CHAIRMAN, BOARD OF ADVISORS
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Call or text (470) 231-2877 ATPFlightSchool.com/ACPP

All prices offered through April 30, 2019. Check ATPFlightSchool.com for details and eligibility requirements. 10 | AOPA PILOT April 2019
Mühle-Glashütte Terrasport Flieger – Limited Edition of 100 pieces
Each Limited Edition Number will be engraved on the rotor of the watch.
Time flies with our Terrasport Flieger model, not only because it measures time like a classic pilot‘s watch
but also because it takes us back in time to the very beginnings of wristwatch production in Glashütte.
The German town has been a hub for the production of elegant timepieces since 1845,
but its main focus was initially placed on pocket watches. It wasn‘t until the end of the 1930s
that the production of wristwatches became more prominent in the form of precise and easy to
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Water-resistant to 10 bars. Buffalo leather strap with a stainless steel pin buckle.
Dial: Black. Hour markers and hands coated in Super LumiNova.
AOPA ACTION
AOPA advocates for TFR relief

$3.5 million in reimbursement for affected airports
A $328 BILLION spending package signed into law on February 15 includes a big win
for general aviation, with $3.5 million in reimbursement funding to three airports
affected by presidential temporary flight restrictions. AOPA has long pushed for
a solution for airports that have been negatively impacted by presidential TFRs
where the president is in residence for an extended period of time, most recently
at New Jersey’s Solberg and Somerset airports and Florida’s Palm Beach County BAKER ON
Park Airport, also known as Lantana. Combined, the airports suffered a net loss THE NEWS
of nearly $1 million in 2017 alone.
The newly passed legislation states: “Up to $3,500,000 shall be for necessary “TFRs have left airports finan-
expenses, including an independent verification regime, to provide reimburse- cially drained, as many businesses
ment to airport sponsors that do not provide gateway operations and providers of remain inoperable during the
general aviation support services located at those airports closed during a tempo- restrictions—from fixed-based
rary flight restriction (TFR) for any residence of the President that is designated operators to skydiving opera-
or identified to be secured by the United States Secret Service, and for direct and tions, flight schools, maintenance
incremental financial losses incurred while such airports are closed solely due to shops, and other aviation activities.
the actions of the Federal Government.” Our team here at AOPA worked
AOPA has been the leading advocate in Washington, D.C., to find a solution for hard on this solution and believe
presidential TFR impacts on airports. In addition to the efforts to secure the reim- it is a big win for those airports,
bursement funds, AOPA worked with members of Congress in 2018 to require the businesses, and communities.”
FAA to develop a report on methods for mitigating the impact of TFRs associated —AOPA President Mark Baker
with future presidential travels.
www.aopa.org/pilot/airspace
Could Meigs Field make a comeback?

Longshot mayoral candidate supports reopening the Chicago airport
MEIGS FIELD once again had a moment in the spotlight dur- and pilots across the United States by surprise, and set a scary
ing the Chicago mayoral campaign, when candidate Willie precedent for the future of other GA airports.
Wilson listed reopening the iconic general aviation airport In the years following the closing, the city spent $9.7
on his 10-point agenda. million to turn the space into a concert venue and nature
In 2003, in what AOPA called a “reprehensible action,” preserve, although it had been more profitable as an airport.
then-Mayor Richard Daley closed the airport overnight by Today, the space only generates $55,000 to the city. When
sending a demolition crew to bulldoze six large X’s in the air- it was opened as an airport, it contributed between $300
port’s single runway, making it unusable and stranding the million and $500 million in income per year. And that’s some-
16 general aviation aircraft parked on the ramp. The devious thing Wilson has said he believes would benefit Chicago.
move caught the FAA, Meigs control tower, elected officials, www.aopa.org/pilot/airports

Training Starts Here.
Piper AD too broad 2019

AOPA fights ‘intrusive and expensive action’
FARAIM
SERIES
THE FAA SHOULD PULL BACK its proposed association also challenged contentions
airworthiness directive calling for log- in the AD, including compliance cost esti-
book reviews and possible wing-spar mates and the formula owners would use
inspections of up to 20,000 Piper PA–28 to calculate an aircraft’s factored time
and PA–32 series airplanes and instead in service—a key element in determin- FEDERAL AVIATION REGULATION
gather safety data through alternative, ing whether further steps must be taken
readily available, and less onerous means, to inspect the aircraft and report find- REFERENCE BOOKS
AOPA said in a regulatory filing. The scope ings. The additional time for the public
of the proposed AD is too broad, and the to comment also would give the National
“intrusive and expensive action” it would Transportation Safety Board an oppor-
mandate is inappropriate without proper tunity to conclude its investigation into
groundwork being laid, AOPA said. a fatal accident that occurred on April 4,
AOPA reiterated the request that 2018, in Daytona Beach, Florida, involving
the FAA grant 45 days additional time a Piper PA–28R-201.
for providing detailed comments. The www.aopa.org/advocacy/aircraft
ASN VOLUNTEER OF THE MONTH |
Ron Orozco
WHEN PILOT RON OROZCO heard that the mayor of
Lordsburg, New Mexico, was floating ideas about clos-
ing Lordsburg Municipal Airport, he took action. Orozco
brought the issue to aviation advocates including AOPA
Central Southwest Regional Manager Tom Chandler, the
National Business Aviation Association, the New Mexico PILOT RON OROZCO with
Airport Managers Association, and the New Mexico Pilots his wife, Beth.
Association. He also worked with the New Mexico Aviation
Division to gather key airport facts for a pro-airport presentation. Orozco—AOPA’s Airport
Support Network volunteer for Lordsburg—appeared before the Hidalgo County Commission
to solicit support, leading to the mayor backing off his thought of closing the airport.
Orozco also became actively involved in the opposition of a rule change being pro-
posed by the New Mexico Game and Fish Commission, which would have put general
aviation pilots at risk of unknowingly violating rules and potentially suffering legal action.
With representatives of the New Mexico Pilots Association and the Recreational Aviation
Foundation, Orozco rallied support from area pilots and worked to educate New Mexico
Game and Fish commissioners on the issue from a pilot’s perspective. These efforts paid
off when the commission voted down the proposed rule change.
Since then, Orozco has launched an effort to create a video to educate both pilots and ACCURATE. RELIABLE.
hunters on the central issue the rule was intended to address: game spotting from aircraft.
Orozco exemplifies the attributes AOPA looks for in an Airport Support Network volunteer. TRUSTED.
www.aopa.org/pilot/airports
asa2fly.com/faraim
LETTERS FROM OUR FEBRUARY 2019 ISSUE
Driven to distraction
Are distraction-induced maintenance errors preventable?
I really enjoyed Mike Busch’s PROFICIENCY & EFFICIENCY 87 MAINTENANCE 90 WX WATCH 93 ADS-B 95 OWNERSHIP 98 NEVER AGAIN
I just wanted to thank you for Catherine

“Errors of Distraction.” As a
Obstacle departure procedures ONCE I SWITCHED FROM PAPER to electronic gradient (feet per nautical mile) to a climb
generally take into account terrain navigational charts, I never looked back. rate (feet per minute). My raised eyebrows
Cavagnaro’s article in February’s AOPA Pilot

and obstructions within 25 nautical For some, paper evokes feelings of nostal- made John rethink his statement, and he
miles of airports in nonmountainous
terrain and 46 nautical miles of
gia, but I remember too clearly the weight recognized the inconsistency.
New!
former automotive shop owner,

and expense of all those unwieldy charts. John had correctly determined that, TOP OFF YOUR PLANE
airports in mountainous terrain.
Hearing ATC say, “We have a rerouting for given the field elevation, local altimeter set-
you. Are you ready to copy?” would fill me ting, temperature, and aircraft weight, his & YOUR WALLET
with a sense of dread. As the controller rat- aircraft was capable of a 550-fpm climb with the AOPA World Mastercard®,
tled off a list of unfamiliar VORs and fixes, rate. In order to see if this was sufficient, he
(“Proficiency: There’s a Chart For That”). One

the best card for pilots.
pilot, aircraft owner, advanced

I had to locate them on my low-altitude en needed to convert the 330-feet-per-nauti-
route chart, fly the airplane with no auto- cal-mile climb gradient to a climb rate, and
pilot, and keep two kids in the back quiet for that he needed two other items: the true
enough so I could do all of that. No fun. The airspeed during the climb as well as the
only thing I miss about paper charts is that winds. In other words, he needed to know
ground instructor, and grand-

someday my supply of outdated versions the groundspeed during the climb to alti-
will run out and my pilot friends will no tude. John used a climb speed of 80 knots
result was I went4%online and added that FAA

longer get their presents wrapped in them. but assumed it would be 90 knots to err on
Well, that and one more thing. the side of caution.
I am a designated examiner for the Now John was ready for the conversion.
parent, I can testify to the

Nashville Flight Standards District Office, He said, “Hmmm, now there is a chart for CASH BACK1
and although most private pilot candidates that,” and proceeded to search his iPad for
still arrive for the practical exam with paper it. The paper approach plate books always Select AOPA purchases
• AOPA Membership
charts, instrument rating candidates almost included this handy chart, and even though
resource to my ForeFlight documents to help

• AOPA Pilot Protection Services
abundance of distractions in life.

never do. That’s fine, but recently I gave a the approach plates were downloaded onto • AOPA Pilot Gear store purchases
practical exam that reminded me of a con- his iPad, his search for the chart yielded no • AOPA Event Registration
• AOPA Flight Instructor Refresher
venient reference in paper U.S. Terminal results. After fumbling with some mathemat- Clinics (in-person and online)
Procedures Publications. ical calculations, he finally estimated that he
I asked my instrument rating candi- would need a climb rate of about 495 fpm Visit
AOPA.org/creditcard
Having owned two aircraft

date, John, to plan a flight from Tennessee’s to achieve the desired climb gradient—he
Winchester Municipal Airport to Asheville was good to go but it was a lot closer than to learn more
my students and remind myself of the climb/

Regional Airport in North Carolina. The he would have guessed to the 550 fpm of *Certain points and purchases restrictions apply, see full Rewards
scenario conditions at Winchester included which his airplane was capable. That made Terms and Conditions for full details at AOPA.org/creditcard.
8 miles visibility, a 300-foot overcast cloud an impression on him. 1 Rewards points can be redeemed for Cash Back or other items pro-
over the years, I experienced

vided through AOPA Pilot Rewards. A Cash Back redemption is applied
layer, winds from 150 degrees at 4 knots, and As an examiner, I am aware that earn- as a statement credit. The statement credit will reduce your balance
his aircraft was at maximum gross weight. ing the instrument rating in a flatter part but you are still required to make at least your minimum payment. A
minimum of 2,500 points is needed to redeem for Cash Back. Values
Although John said his personal weather of Tennessee means that you are legal to for non-cash back redemption items such as merchandise, gift cards,
minimums for a ceiling were greater than depart an airport such as Steamboat Springs and travel may vary.
PROFICIENCY |
descent table. Thank you.

those, we continued with the scenario as a in instrument meteorological conditions.
sloppy work and potentially There’s

thought experiment. There, the takeoff minimums on Runway
The Winchester Airport is at 978 feet 14 require a climb gradient of 610 feet per
msl and Memphis Center often cannot nautical mile to over 2,000 feet above the
see an aircraft on radar in that area until it airport elevation of 6,882 feet msl. It would
dangerous oversights. The a chart

has reached 3,500 feet msl, so the control- be easy to find days for which this isn’t
lers cannot assist with terrain avoidance. I possible in many general aviation aircraft.
Miles J. Barrett
asked John, “How can you guarantee that Confusing climb gradient and climb rate in
for that
you will avoid obstacles on your departure this case could prove disastrous.
from Winchester?” John wisely consulted After the exam ended, I pointed out
most aggravating experience

the obstacle departure procedure for the to John that he can download the Digital
airport. For Runway 18, the minimums are
standard with a climb of 330 feet per nauti-
Terminal Procedures Supplement for free
from the FAA website and keep it on his
AOPA 687231
DANIEL HERTZBERG
cal mile to 2,400 feet msl. John said that on iPad. (The supplement also may be down-
Can you make the climb?
North Cape May, New Jersey

such a day his airplane can easily climb 550 loaded via some apps.) The last page of the
was with my “new” Grumman

B Y C AT H E R I N E C AVAG N A R O
feet per minute so we should be fine. The document features the climb/descent table.
problem is that he was comparing a climb Why spend time rediscovering a formula
84 | AOPA PILOT February 2019 www.aopa.org/pilot AOPA PILOT | 85
Tiger. The local FBO was asked

to do an oil change for me.
When I looked at my new shiny
airplane and saw oil all over the
nosewheel and cowling, I asked
what happened. I had a quick Back to my automotive was done. In my opinion, these It could just as well be driven
drain on the engine, so they just shop. Our shop had one major distractions can be reduced, but by some kind of electric motor
let it drain and did not clean it. rule: No phone calls when you it takes dedicated effort by all powered by a nuclear generator.
No hose was installed. Then I were working. Our mechanics involved in the service process. Let’s really start thinking out
did my preflight and smelled a had to finish the particular job James L. Hibbert into the future where, I’ll wager,
AOPA 647779
strong gas odor. On looking fur- they were on before retriev- Walterboro, South Carolina we’ll find no barriers—only the
ther, they had broken a primer ing their phone calls from our ones we create ourselves.
line. Just forgot to tell me. receptionist. If an emergency Generating change Rob Bender
AOPA 1430506
With calmness—hard to do— occurred, and our mechan- “Turn and Face the Change” Golden, Colorado
I explained to the FBO owner ics had to be interrupted, they was a nice article. My personal
what had happened to my air- were required to update me belief is electric is where all this Top 10
plane. He apologized and said on the exact status of the job. will lead, including heavy jets. I was dismayed to read in
he would get the corrections When the work was finished, If I look forward enough I see Richard McSpaddens arti-
made. I bought the airplane it was my responsibility to road electric-driven propulsion—not cle “Our Top 10” that AOPA
through him, so he knew his test the vehicle, raise the hood, by batteries but by small nuclear “experts” would include air-
crew was responsible. double check all the work that generators. They already drive frame parachutes on their list
various spacecraft, have energy of top 10 safety advances. The
density that far exceeds so-called other items listed no doubt have
As a pilot, do you prefer to fly alone fossil fuel, and should be able to dramatically increased safety
or with one or more passengers? be designed to take up the space for a broad spectrum of hun-
15% of a few thermos bottles with dreds of thousands of pilots. If
One passenger 61% 23%
eventually little weight. Look at you include passengers on trans-
Alone 23% the thrust of a high-bypass fan port aircraft, the number of lives
More than one passenger 15%
61% jet. Eighty percent or so of the saved is probably astronomical.
thrust is produced by the turbine But the airframe parachute
blades accelerating air that never has only been implemented in
Aviation eBrief poll
sees the combustion chamber. a minute segment of aviation.

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LETTERS
McSpadden asserts in the article PROFICIENT PILOT Barry Schiff missed another important life-
that 400 lives have been saved Giving ’er the slip
saving use of a slip. Combat pilots of low and
BY BARRY SCHIFF
by airframe parachutes. I won-

A tried and true technique
slow airplanes were taught to fly in a sideslip

I RECENTLY WATCHED a rerun of Falling from the Sky: Inadvertent slipping most often occurs dur-
Flight 174, a made-for-TV movie that had me falling from ing normal flight when bank angle is too steep for
der where that statistic comes

my seat and rolling on the floor in a fit of sidesplitting the existing rate of turn. It usually is the result of
laughter. I have never seen an aviation movie so replete improper rudder usage during turn entry or recovery,
with unintentional blunders and bloopers. inadvertently applying top rudder while turning, or
The 1995 docudrama attempted to detail the flying one wing low while holding a constant head-
events leading up to the safe landing of an Air Canada ing. The airplane simply flies somewhat sideways,
from? Is that the number of

because ground gunners invariably would aim
Boeing 767 that experienced a double engine flameout and those inside the airplane tend to lean toward the
because of fuel exhaustion while at Flight Level 410 low wing (as does the ball of a slip-skid indicator).
near Winnipeg, Canada. (The 767 had been loaded with The drag produced during such “sideways” flight is
pounds of fuel instead of a like number of kilograms.) what helps to prevent airspeed from increasing while
inflight activations of airframe

The dead-stick landing at Gimli, Manitoba, on July descending in a normal slip.
23, 1983, was a masterful display of airmanship, result- It is not common knowledge, but some airline
ing in part from Capt. R.O. Pearson’s experience as a pilots—especially old-timers—use mild slipping to
ahead of the extended centerline of the aircraft

glider pilot. While powerless and on final approach to assist in gently descending their aluminum giants
the 8,000-foot-long runway of an abandoned air force onto the glideslope when caught high and after the
parachutes? He asserts in the

base (then used as a drag strip), he recognized that flaps have been deployed. (Using spoilers to lose alti-
the Boeing was too high and would likely overshoot. tude often is prohibited following flap extension.)
Pearson responded almost instinctively by lowering a Such slipping seldom involves lowering a wing more
wing, applying top rudder, and deftly slipping off the than a few degrees, is remarkably effective, and is
excess altitude. rarely felt by those in the cabin.
same paragraph that “most off-

Slipping was developed because early airplanes did Pilots of yore used a more dramatic procedure to
rather than in the actual (slipping) direction of

not have wing flaps. A slip was the recommended way descend steeply without building excess airspeed. It
to steepen the descent without increasing airspeed. was called a falling leaf, a maneuver in which an air-
Although slipping is less emphasized today, it never- plane in a glide is made to swing from side to side and
theless must be demonstrated during some flight tests. settle like a leaf falling from the sky with little change
airport landings do not end in

Many of us, though, fail to subsequently maintain pro- in heading. It is performed by entering a power-off
ficiency in slipping, a maneuver that belongs in every stall and then applying sufficient rudder to cause the
pilot’s repertoire. airplane to barely begin an incipient spin. Opposite
travel. Saved a lot of lives.

Slips also can be used to further increase sink rate rudder is then applied before heading changes very
with flaps extended because flaps are not always as much and is held until an incipient spin barely begins
fatalities.” I’ve heard a figure of

effective as we might need them to be. They also are in the opposite direction. This cycle is repeated until
an effective way to reduce airspeed (especially prior to the desired amount of altitude has been lost. The
a forced or crash landing), to assist in closing an open descent profile seems more vertical than horizontal
door in flight, or to divert smoke and flames away from because the aircraft loses altitude rapidly and with
90 to 96 percent, but even if we Bill Ramos

the cockpit during an engine fire in a single-engine air- little forward speed.
plane. Slips should not be used, however, with a low fuel Once a pilot is proficient at slipping, he might
supply because this could unport a fuel pump or fuel find a CFI willing to instruct him in fishtailing.
line in a near-empty tank. This is an emergency maneuver that can be used
AOPA 4334022
I never allowed my students to solo until they to quickly dissipate airspeed during a potential
interpret the word “most” to

had mastered slipping, but not for the obvious rea- overrun during a forced landing. It is performed
sons. I discovered that those proficient at performing by applying rudder in one direction and then the
BARRY SCHIFF
slips (especially sideslips) made the best crosswind other while applying opposite aileron in each case
Las Vegas, Nevada

was presented with
the Aero Club of landings. This, I believe, is because learning to cross- to keep the wings level. It can be highly effective.
Northern Califor- control an airplane at altitude made them more This maneuver, however, should not be performed
mean 75 percent, that suggests

nia’s Crystal Eagle
Award in November comfortable with slipping near the ground while exe- in large, swept-wing aircraft. AOPA
2018. cuting crosswind landings. www.barryschiff.com
20 | AOPA PILOT February 2019
that only a hundred lives might

have been saved. While 100 lives
is impressive, it hardly quali-
fies to compete with the broad
safety impacts of the other nine
items on the list. And it doesn’t a great stick and a lot of fun to fly said, “You got it!” I placed the left the flight.” She said, “At least you
account for the pilots that were with. On the last leg into DTW, wing down ever so slightly and made a nice landing out of it.”
more comfortable pushing the I wanted to pull his leg a little. top rudder and we flew right into Kenneth Eckstein
AOPA 7684106
envelope because they had the They asked me if we had the the glideslope. I pushed them up Simpsonville, South Carolina
get-out-of-jail-free card. field and without asking Mike at the outer marker and made a
I would have put AOPA’s I keyed the mic: “Yessir, we can grease job. “Flaps up after land- Clarification
integrity above what comes take a visual.” Mike was strain- ing,” I intoned. Mike gave me a While many World War II air-
across as a thinly veiled plug ing against his straps trying to dirty look, said, “I never would borne soldiers were drafted
for BRS. Is there accurate data get a view of the airport on my have believed it.” Schiff is right; into the service (“Re-Living
to suggest otherwise? side. “OK, sir, you are cleared to if you’re smooth nobody knows History,” February 2019 AOPA
Michael Mock land on 3L.” Mike asked me how back in the cabin. But, one per- Pilot), airborne duty was volun-
AOPA 911939
Townsend, Georgia it looked. “Oh, you’re fine, a lit- son did on that flight. I was last tary, and remains so today.
tle high, that’s all.” He banked the off the airplane, putting on my
Landing tale airplane and exclaimed, “Are you coat and hat, and an elderly We welcome your comments.
Barry Schiff’s “Give ‘er the Slip” nuts? I can’t make that!” I assured lady in her eighties stopped by Editor, AOPA Pilot, 421 Aviation
article in February’s AOPA Pilot him he could, flaps 2, 5, 15, gear the door smiling. She asked, Way, Frederick, Maryland 21701
magazine reminded me about a down, 30 degrees. Mike said he’d “Were we flying sideways?” or email (pilot@aopa.org). Let-
flight on a Boeing 727–2A. I was never make it. I said, “You wanna I smiled back and said, “Oh, ters may be edited for length
flying with a first officer who was bet?” He threw his arms up and just a tiny bit, glad you enjoyed and style before publication.
“Flying in the jump seat was not my first time in a jumbo jet cockpit, but it sure was
my first time flying around with a state-of-the-art hospital in the trunk!” said Editor
in Chief TOM HAINES about his experience in the Orbis International MD–10 Flying Eye
Hospital. The 46-year-old airliner lives a leisurely life of 100 flight hours or so a year,
but hauls a big, life-changing load. It even has a cool call sign: Orbis One. Most impres-
sive, though, said Haines, is the commitment of the Orbis organization, the staff, and
the volunteers to stamping out debilitating eye conditions around the world. “Every
person I came in contact with was absolutely on point regarding the mission and the
HANGAR TALK
idea of service, including Nate Morrissey. Nate’s a GA pilot and an FAA inspector in real
life, but is a passionate volunteer determined to make pilots everywhere more aware
of the Orbis mission. Like others at Orbis, he’s all in to keep the program growing and
healthy. I came away with a great admiration for the organization and impressed, yet
again, by the difference aviation can make in the world.”

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WAYPOINTS
To minimums, really?
BY THOMAS B. HAINES
Editor in Chief
Tales from the glidepath
LIKE IMPATIENTLY PUNCHING THE elevator but- automated weather at Plymouth. The ceiling was up to
ton multiple times hoping for a faster response, we 400 feet. We just went from “unlikely” to “perhaps.”
checked the METAR for Massachusetts’ Plymouth The glidepath marker descended out of the top
Municipal Airport over and over again hoping for an of the display right on schedule as we approached
update—ideally, an update that the showed the ceiling BURRK intersection, where Morningstar put in
increasing from 200 feet to something closer to 500 approach flaps and lowered the gear—and down we
feet. Minimums for the RNAV (GPS) 24 LPV approach went into the murk. The winds at 2,000 feet were out
there are 446 feet. At nine miles, the visibility below the of the northwest at about 22 knots, but on the ground
clouds was not a factor on this midwinter day. they were out of the west at about 12 knots. We antic-
Meanwhile, the miles to go and the estimated ipated some bumps on the way down and were not
time enroute marched down smartly as a 30-knot tail- disappointed. Morningstar did his best in the bumps to
wind propelled my Beechcraft Bonanza along at 200 anchor the green flightpath marker from the synthetic
knots groundspeed at 9,000 feet. AOPA Live Executive vision to the end of the simulated runway while moni-
Producer Warren Morningstar was in the left seat as we toring the HSI, speed, glidepath, and altitude.
considered options. We were on top in severe clear and a I had found a frequency for the pilot-controlled
smooth ride. Below were a few scattered clouds, but far- lighting in the U.S. chart supplement (airport/facil-
ther northeast, tenacious low clouds hugged the coast. ity directory for us geezers) on my iPad, clicked the
Our circuitous routing around the New York City airspace mic more times than necessary to bring up the lights,
had us passing directly over Providence, Rhode Island, and then announced our position on the common traf-
which was reporting marginal VFR—a safe bet should fic advisory frequency. My eyes were locked out the
we miss on the approach to Plymouth. We both agreed window with an occasional glance over at the primary
that at the reported 200 feet, there was no sense in try- flight display to monitor our progress. I crosschecked
ing the approach. our altitude at the intermediate fix—right at 780 feet.
The terminal aerodrome forecast (TAF) suggested Soon out of the corner of my eye I began to see the
conditions at Plymouth would be marginal VFR by 11 a.m. ground out the side window.
We had delayed our departure an hour already. With the Pilots all the time say they broke out “right at min-
tailwind we would be arriving at Plymouth around 10:30 imums” and you can’t help but wonder—was it really
a.m. Yes, we could pull the throttle back, but, hey, how that low? Or, was it actually lower and perhaps they
often do you get a tailwind like that? cheated a little? With such a high decision altitude on
If we didn’t see an improvement at Plymouth, we this approach—300 feet above the ground—one could
agreed to land at Providence and wait awhile. However, understand the temptation to cheat a little. I, however,
updated weather from the Providence controller could not imagine descending below a more typical 200-
reported the ceiling at 300 feet. Progress. We decided foot decision height without the airport in sight.
to give it a shot at Plymouth. But on this day, no need to cheat. Just as the nice
During the descent, we briefed the approach and Garmin lady said “Minimums, Minimums,” I saw the
talked through the missed approach procedure as well runway end identifier lights and called “runway in
as the immediate action items when going missed. I sight, continue” to Morningstar.
loaded the approach in the Garmin GTN 750, overlay- “I’ve got it now,” he said a couple of beats later, and a
ing the approach procedure on the moving map, and few seconds after that we were on the runway, rolling past
backed it up on the GNS 530. We both also had the an Eclipse jet waiting to take off at the nontowered airport.
procedure displayed on our iPads. Morningstar set the As we exited the runway, I called Boston Approach
minimums reminder in the Garmin G500 at 450 feet, on the remote frequency and canceled our flight plan. A
Editor in Chief
TOM HAINES as close to 446 as we could get. minute later the Eclipse blasted off into the clag.
upgraded the panel Cleared for the approach, I activated the proce- Just another day at a busy GA airport. AOPA
of his Beechcraft dure in the GTN as we progressed toward the initial
Bonanza to a
Garmin GTN 750 approach fix at 2,000 feet msl, just skimming the cloud EMAIL thomas.haines@aopa.org
in 2014. tops. Morningstar requested one more check of the @tomhaines29

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PROFICIENT PILOT
The possible turn BY BARRY SCHIFF
When unconventional wisdom goes mainstream
IT WAS APRIL 8, 1957. I was checking out my student, needed to do this safely. On the other hand, many pilots
Henry Meyers, in a Stinson 108-2 Voyager, N40156. have performed the turnaround without incident. The
Shortly after liftoff from Santa Monica, California’s number of such uneventful landings, however, cannot
Runway 21, the Franklin engine threw a piston rod be determined because they obviously never became
through the number 3 cylinder and brought our climb to accident statistics.
an explosive halt. We had just passed over the departure After 44 years of having to endure criticism for
end of the runway, and a densely populated residential publicly advocating that pilots need to recognize and
area discouraged me from attempting to land straight be prepared for those times and conditions when turn-
ahead. It would have been ugly. I instead and almost ing around is preferable to landing straight ahead, I was
instinctively reversed course and landed on the runway ready to concede that I had been fighting a losing bat-
downwind and in the opposite direction. tle. I was stunned, therefore, to recently learn that I had
It was this event—and the criticism I received for been vindicated by an unexpected ally. The FAA now
turning around following an engine failure after take- states matter-of-factly in paragraph A.11.4 of Advisory
off—that triggered the beginning of what has been a Circular 61-83J dated September 13, 2018, that “flight
decades-long study of this controversial subject. The instructors should demonstrate and teach trainees
literature of the day dogmatically insisted that a pilot when and how to make a safe 180-degree turnback to
should always land straight ahead following an engine the field after an engine failure.”
failure that occurs shortly after liftoff. It became my Never in a million years did I expect that the FAA
contention, however, that although landing straight would come to my rescue. The impossible turn is now
ahead almost always is the safest course of action, there considered possible.
are exceptions to the rule—circumstances when turn- It is important for me to explain that it has never
ing around would be the preferred option. been my goal to encourage anyone to execute a low-
My first article discussing this subject, “Engine altitude return to the runway. But let’s face it: An engine
Failure after Takeoff,” was published in the November failure shortly after takeoff places a pilot in extreme
1974 edition of this magazine. In it I described the jeopardy. We need to be aware of our options and when
results of flight testing that led to what I considered to they might be available.
be the safest manner in which to execute a turnaround My only concern about the FAA’s suggestion in
maneuver. It also discussed the conditions that would Appendix A of AC 61-83J is that it leaves to instruc-
be necessary to consider such a maneuver. tors to determine how best to demonstrate and teach
As my thoughts about this subject evolved and solid- when and how to make a safe turnaround. It is critical,
ified over the years, I continued to write about them in I believe, for the FAA—perhaps with industry coopera-
subsequent articles as well as in my monthly column, tion—to develop and provide the necessary guidelines.
“The Proficient Pilot.” My most recent article about it, An improperly executed turnaround can just as easily
“Unconventional Wisdom,” appeared on these pages in lead to the type of fatal accidents mentioned earlier.
April 2011. As a start, the FAA might want to consider publish-
These articles continued to attract criticism and ing the principles involved in turning around safely
derision, although some conceded that turning 30 or so that will be presented during a live, hour-long broad-
degrees right or left following an engine failure would be cast by my son, Brian, a captain for a major airline and
acceptable. My detractors even formed an informal coun- an accomplished general aviation flight instructor. His
terculture, authors and speakers whose mantra was that seminar is sponsored by the National Association of
a pilot should never turn around following an engine fail- Flight Instructors and will be based to a large extent
BARRY SCHIFF ure, labeling such a maneuver as “the impossible turn.” on my decades of study and research involving this
has been a member
of the Society of These well-intended naysayers cited numerous fatal subject. The seminar will air May 15, at 8 p.m. Eastern
Experimental Test accidents in which pilots attempted to return to the run- time. All interested pilots are invited to view this broad-
Pilots as well as way following a low-altitude engine failure after takeoff. cast live (or an archived broadcast at a later date) at
a Fellow of the
Royal Aeronautical I’m willing to bet, however, that the majority of these www.nafinet.org/mentorlive. AOPA
Society. ill-fated pilots had not had the benefit of the training www.barryschiff.com

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FLYING LIFE
Committed to memory BY NATALIE BINGHAM HOOVER
Do you know enough about your airplane?
“Never memorize something that you can look up.” Dangerous weather encounters. Although most of
—Albert Einstein us take great pains to avoid encountering bad weather,
there is always the possibility that it could happen. The
IN AVIATION, we often pride ourselves on knowing every “that would never happen to me” mindset is naive at
detail of the flying world. We memorize specifics like best. If it’s a thunderstorm, slow down to maneuver-
the model number of the engine or the optimal PSI of ing speed and accept heading and altitude deviations to
the nosewheel tire. I have a friend we fondly call the prevent structural damage. If it’s icing, change altitudes
walking FAR/AIM. He can cite chapter and verse with to get away from the freezing level and keep your speed
incredible powers of recall. I am always impressed by up on landing to compensate for the higher stall speed.
pilots who can spout off these facts, but I must confess Airspace and weather minimums. I know there
that I am not one of them. Maybe in my past, when I are people groaning when they read this one, but I
only flew one or two airplanes, I might have been able really think these two are memory-worthy items. No
to impress with my keen knowledge of a Cessna 172, but one wants to work hard to earn a rating only to get vio-
I have slowly let those details slip. In the training world, lated when you unintentionally bust the floor of Class
we call it the iceberg problem. There are only so many B airspace without the required clearance. Likewise,
penguins that can fit on a single iceberg. So it goes with knowing the proper distance to stay away from clouds
the capacity for information in our brains. When a new will keep you safe and reduce the risk of a midair
concept arrives, another must leave to make room for collision.
it. Whether or not the penguin analogy holds true (I Spin/stall recovery procedure. Really, you do not
suspect some people’s icebergs, like mine, are just a bit want to be rotating toward the ground at a rapid rate
smaller than others), I’d like to make a case for limiting and trying to read a checklist. Enough said.
the amount of memorization we subject ourselves to, if Regulations that apply to in-the-air scenarios.
only for sanity’s sake. I’m talking about minimum safe altitudes, right-of-
As an FAA designated pilot examiner, I’ve formed way rules, lost radio procedures, and the like. But the
some pretty serious opinions on the subject of what majority of regulations can be easily looked up as long
should be committed to memory. Here’s how it works. as you have a working knowledge of the FAR/AIM. If
If the information is of a time critical nature—typically I discover something broken on a preflight, I see no
information you would want to know in the air—that shame in referring to FAR 91.213 and 91.205 to deter-
should be a memory item. But, if the information is more mine airworthiness.
ground-based, such as reporting rules for an accident Basic systems understanding. What are the
versus incident, that’s something that could be looked sources of power for the different systems on my air-
up in the leisure of an air-conditioned building. I’d like craft? If I lose all electrical power, what will stop
to make a case for memorizing the following list of working? If I turn that fuel pump switch off, will my
essential items: engine quit? If I get ice on the static port, what sort of
Immediate actions. If my airplane is on fire, I problems will I have? The finer details, such as engine
want to know what to do about it, and fast. There are horsepower or the amount of voltage to specific com-
three fire situations I always memorize for any air- ponents, are something that can be quickly looked up if
plane I fly: fire on engine start, in-flight engine fire, the information is needed.
and electrical fire. I’ve experienced two of the three I intentionally make this memory list short not so we
and will always be grateful I knew exactly what to can let ourselves off the hook, but so that we can focus
do before the fire was strong enough to harm me or on the things that matter. I consider it a valuable skill to
my airplane. I think most people would agree the be able to effectively use our resources, whether that’s
procedure for engine roughness or failure is also the FAR, a checklist, or the legend on a sectional chart.
NATALIE BINGHAM important. Most pilot’s operating handbooks have I realize some of you will disagree with me. Perhaps you
HOOVER has logged certain checklist items printed in bold lettering. Do think there are additional items that should be added to
more than 3,000
hours of dual flight yourself a favor and commit those to memory before the list? I welcome the conversation. AOPA
instruction given. you have to use them. www.myaviation101.com

SAFETY SPOTLIGHT
BY RICHARD MCSPADDEN
Automation Executive Director

AOPA Air Safety Institute
Matching pilot intentions with aircraft performance
THE TRAGIC LION AIR CRASH in October 2018 off the and I monitor the basic flying instruments to ensure
coast of Indonesia, which claimed 189 lives, sparked desired performance. Even the F–15 wasn’t substantially
debate throughout the industry centered around auto- different from these light airplanes in terms of navigation
mation. How much do pilots need to know about the and autopilot automation; the link was primarily through
complex systems working in the background to con- hand-eye coordination and a good instrument scan, with
trol the airplane? What is the obligation of the original a few basic features for altitude and attitude control.
equipment manufacturers to explain the systems, and In the CitationJet, I struggled for the first few hours
what is the obligation of the FAA and airline companies until I understood how vital it was to recalibrate my
to mandate additional training? These are not easy ques- mental approach to flying. The automation, while help-
tions to answer. Well, as my dad once coached me, “If it ful, also could be confusing, and potentially critical errors
were easy, they’d pay you minimum wage.” were easy to make. It took a great deal of effort to under-
I’m confident the FAA, manufacturers, and air- stand the profound shift in the elements of interaction
lines will work through the issues and advance safety. between me and the aircraft: what I intend, what I direct,
Look at the remarkable safety progress we’ve made in what the airplane is doing, what it will do next and when.
every element of aviation—commercial, general avia- The circumstances surrounding a few accidents in
tion, military—over the last several decades. We have an 2018 make me wonder if the pilots’ interaction with auto-
independent arm (in the United States, the NTSB) that mation was involved. In one, a Cessna Citation crashed
investigates every fatal accident through a safety lens. All shortly after takeoff in poor weather. In the CJ type
elements of the industry comb through those investiga- training simulator, I once took off with low weather, inad-
tions, gleaning lessons to improve knowledge, training, vertently engaged the wrong altitude function in the flight
proficiency, equipment, and decision making, the core ele- management system, and the aircraft barreled ahead, not
ments of safety. Then we come together to discuss and climbing, while I got distracted by some minor malfunc-
debate the lessons we learned—and we act on them. tion. What I intended to do was not what I directed the
The automation issue at the heart of the Lion Air aircraft to do, and the aircraft was doing exactly what I
investigation isn’t limited to commercial aircraft and directed—flying straight toward rising terrain.
pilots. Advances in automation inside GA cockpits offer In another instance, a pilot fresh out of upgrade train-
powerful navigation, communication, weather avoiding to his new airplane, and new avionics package, headed
ance, engine monitoring, and aircraft control support. home, encountering low weather and poor visibility in
More—and more accurate—information is available to mountainous terrain. He lost control of the airplane after,
pilots, enabling better decision making. Advanced and or perhaps during, a missed approach, crashed, and all
increasingly less expensive autopilots, GPS units, and aboard perished. Fresh out of upgrade; new airplane; new,
coupling of those free pilots for more complex cogni- more complex avionics package; single pilot into some of
tive tasks, minimizing stress and mental fatigue. And it the most demanding conditions. The pilot was asking a
took us all awhile to admit it, but computers fly airplanes lot of himself, regardless of what the NTSB finds.
much more precisely than humans. Exactly as directed. Glass panels and avionics advancements coming
As cockpits modernize, our approach to flying must into our cockpits offer powerful support. The capabil-
evolve. We must gain—and maintain—a thorough under- ity also can quickly become overwhelming, confusing,
standing of how the automated systems in the aircraft and degrade situational awareness. We must constantly
operate and our human interaction. Upgrading to a develop our knowledge, training, and proficiency to
Cessna CitationJet CE–525S type rating required a par- exploit the advantages of automation, and realize that
adigm shift in my cockpit task prioritization. Most of it requires a different mindset when we fly.
RICHARD MCSPADDEN
is a commercial my flying is in light piston GA airplanes, specifically a Go fly—and make sure what you demand, what the
pilot, flight instruc- Piper Super Cub and a Navion. In these airplanes, the aircraft is doing, and what the aircraft is about to do are
tor, and remote pilot link between what I intend for the airplane to do, what exactly what you intend. AOPA
with a CitationJet
CE–525S type I instruct it to do, and what it is actually doing is accom-
rating. plished through hand-eye, stick-and-rudder coordination, EMAIL richard.mcspadden@aopa.org

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FLY WELL
Celestial objects BY DR. JONATHAN M. SACKIER
How to not become one
OUMUAMUA, HAWAIIAN FOR “SCOUT,” arrived from TED Talk on living life with passion, pointing out that
beyond our solar system and has now passed through our attitude is a potent influencer on how we feel and
our neighborhood. Whether a dusty comet, a plane- whether we thrive. As my very wise 20-year-old son
tary remnant—or, as astrophysicist Avi Loeb proposed, recently reminded me, “Whether you think you will
an element of an alien spacecraft—we shall probably fail, or succeed, you are right.”
never know. Everyone surely prefers to continue flying Flaps: We know flaps increase lift or drag, and
powered by reciprocating engines rather than follow- that it’s a drag if you walk into one. But there are other
ing Oumuamua on angels’ wings. Inherited genes play ways to get into a flap, an expression meaning bent out
a major role defining your time keeping the dirty side of shape. (You, not the flap.) There is so much atten-
down, but there are many steps you can take to influ- tion today on the word “working,” such as: “Are you
ence the length of your healthy years. still working on that steak, sir?” I am not working, I
Keeping the fuel lines clear: Let’s start with tak- am eating. Working is a verb applied to the prosecu-
ing steps. I wrote an article (“Fly Well: Off We Go Into tion of one’s employment or avocation. Working out?
the Wild Blue Yonder,” October 2016 AOPA Pilot) that What’s going out? Don’t do things that might ensure
focused on Blue Zones—locations where longevity and you are the best-looking corpse in the graveyard: tak-
ing steroids, unproven dietary supplements that might
Inherited genes play a major role defining your carry cardiovascular risk, pushing the limits, and risk-
ing injuries and other negative consequences. You may
healthy years, but there are many steps you can
not want to look like a Sardinian granny, but you might
take to influence your healthspan. want to be as healthy as she is.
Undercarriage: A good landing that leaves air-
robust good health are the norm. I addressed similarities craft and occupants undamaged relies on a diligent
between Sardinian highlands, Loma Linda, California, and attentive pilot, a headwind, smooth pavement,
and Okinawa, Japan. Although people in Okinawa live and good tires. So it is with sneakers, the one exer-
longer than elsewhere, and tend to have less chronic dis- cise item where expense is justified. Get fitted for good
ease, they do not exercise as is generally recommended shoes at a dedicated running shop, even if you only
in America. Rather, they do frequent, low-impact work use them to walk from car to hangar. Poor support can
such as walking regularly, and occasionally stretch their induce painful and debilitating foot, calf, knee, and hip
physical limits. Grandmothers climb up and down stairs, issues. Tires need to be replaced regularly, so do shoes;
garden, and stroll with friends. Just stretch your legs reg- cracked rubber tricycle gear suggests a change, same
ularly, and occasionally push the limits; that will help goes for your shoes.
keep your fuel lines (arteries) clear. Your airplane likes Nextgen: Revolutionary avionics, more efficient
to be used; so does your body. engines, and other advances will change flying for the
Cleared for the option: My chosen option is to do better and keep airplanes aloft longer. But what about
physical activity only on the days I eat—and, believing us? Biologist Cynthia Kenyon and others took a humble
in efficiency, I exercise my brain listening to podcasts worm, loftily named Caenorhabditis elegans, and fiddled
of TED Talks while keeping my aging airframe fit with with its genes, first doubling its lifespan, then length-
a routine of runs and other workouts. Here’s a checklist ening it even further. And these senior worms were not
for you: Document your daily activities and all you eat in the nursing home—if they were 300-year-old people,
DR. JONATHAN and drink, and then consider alternatives. One option they would be skiing. Could the fountain of youth be
SACKIER is an expert is to walk while on phone calls, another is to choose that accessible? Aubrey de Grey, a colorful researcher
in aviation medical healthy snacks. We all know our emergency proce- from Cambridge University, believes so and has sug-
concerns and helps
members with their dures; follow this recommendation and minimize your gested that the first humans to live 1,000 years have
needs through the risks of being the subject of one. already been born. That’s a lot of flight time and, if true,
AOPA Pilot Protec- Attitude: A bad attitude can lead to a deathly spi- life insurance is going to be a dying business. AOPA
tion Services plan.
(www.aopa.org/ ral while flying. The same is true when not flying.
pps) Isabel Allende, the Chilean author, gave a wonderful EMAIL DrJonathanSackier@gmail.com

*Not all coverages or products may be available in all jurisdictions. Avemco Insurance Company is a member of the Tokio Marine HCC group of companies. ADS0171 (01/19)
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PILOT BRIEFING 34 YOU CAN FLY 36 MUSINGS 40 PILOT PRODUCTS 43 DESTINATIONS 44 TEST PILOT
Milka Bamond
Factory worker in Detroit.
JOHN SLEMP
COMPILED BY JULIE SUMMERS WALKER
PILOT BRIEFING
The Rosies
FIRST LOOK |
Remembering
the ‘Rosies’
Photographer John Slemp’s images capture wartime
workers who became cultural icons
B Y J U L I E S U M M E R S WA L K E R
Dr. Frances Carter
Worked at Parsons Airplane
Modifications Center in
Birmingham, Alabama, as a
“HISTORY IS ETCHED on their faces,” said aviation photogra- riveter on the B–29.
pher John Slemp. He photographed surviving “Rosies”—the
women who worked in the factories, shipyards, aircraft
assembly plants, and defense offices during World War
II when most men were enlisted, and who became iconic
symbols of women in the second world war. Slemp photo-
graphed many of the women during the annual convention
of the American Rosie the Riveter Association.
“Rosie the Riveter” was a painting by Norman Rockwell
depicting a woman in the traditional working garb of a
female factory worker during the war. It was featured in the Saturday Evening Post in 1943.
Also produced at around the same time was a morale-building poster for Westinghouse by
Pittsburgh artist J. Howard Miller—the “We can do it” slogan. That poster became the cul-
tural icon in later years, while the Rockwell painting became less known. Since the women
were not employed after the war ended—and their roles not recognized by any official body—
the story of the women was lost for a time. Women Airforce Service Pilots (WASP) were Mae Krier
finally given veteran status by the U.S. government in 1977 (more than 1,000 women served Built B–17s and B–29s at
and 38 lost their lives in the war). The American Rosie the Riveter Association was formed Boeing in Seattle.
in 1998 by Dr. Frances Carter, who was a riveter on B–29 bombers built in Birmingham,
Alabama. A Senate resolution declared March 21 “Rosie the Riveter Day” in 2017. “I really
enjoyed meeting these women,” said Slemp. “They carry a certain honor, high quality that
really grabs me. And they’re a hoot, too.”
EMAIL julie.walker@aopa.org
The American Rosie the Riveter Association was founded December 7, 1998, to
honor the women who filled these jobs in World War II. It is a 501(c)(3) not-for-
profit corporation. Its purposes are to recognize and preserve the history and
legacy of working women, including volunteer women, during World War II; to
promote cooperation and fellowship among such members and their descen-
dants; and to further the advancement of patriotic ideals, excellence in the
workplace, and loyalty to the United States of America. Members are Rosies, Mabel Myrick
as well as their descendants, both women and men. Secretary in the Pentagon.
rosietheriveter.net

HEADLINES THAT
AFFECT YOU
Recent news from the aviation world
BY THE NUMBERS NTSB REMOVES GA LOSS OF CONTROL
19 million FROM 'MOST WANTED' LIST
women worked during The National Transportation Safety
Board announced the “2019-2020
World War II
Most Wanted List of Transportation
and Safety Improvements” during a
80,000 February press conference in Wash-
landing craft made ington, D.C. In previous versions, the
list had specifically mentioned and
focused on reducing loss of control
100,000
accidents in general aviation. But, as
tanks built GA has witnessed record safety levels,
loss of control is no longer included in
300,000 the targeted list. —aopa.org
aircraft constructed
MUROYA WINS RED BULL
Iris Kleintop
OPENER BY INCHES
Riveter at Wright Field 15 million Japan’s Yoshihide Muroya won
in Ohio. guns made the 2019 Red Bull Air Race World
Championship opener, and U.S.
41 billion pilot Michael Goulian placed third.
—aopa.org
rounds of ammunition
SUN FLYER NOTES SUCCESSFUL
FLIGHT WITH ELECTRIC MOTOR
The all-electric Sun Flyer 2 airplane
flew for its first official trial with a
Siemens electric propulsion motor
on February 8 as it pursues FAA
certification. —aopa.org
CONGRESS CONSIDERS SHIELDING

FAA FROM SHUTDOWNS
The 35-day partial government
shutdown affected thousands of
federal workers across the United
States, but none likely bore the brunt
Constance Negrotto of its impact more than the aviation
Illustrated aircraft industry. Seventeen thousand FAA
maintenance manuals. employees were furloughed while
more than 14,000 air traffic controllers
DID YOU KNOW? worked without pay. The disruption
Marilyn Monroe (then has led lawmakers to introduce new
Norma Jeane Dougherty) legislation aimed at ensuring the FAA
was discovered at the remains operational in the event of
another government shutdown.
Radioplane Munitions
—aopa.org
Factory in Van Nuys,
California, where she was
a factory worker during
the war.
Louise Unkrich
Riveter on the B–29 at
the Martin Bomber Plant
in Omaha.
PILOT BRIEFING
PILOT PRODUCTS |
Weather, traffic at your fingertips

Garmin GDL 51, 52 connect easily to ForeFlight
B Y A LY S S A J. C O B B
GARMIN, SIRIUSXM AVIATION, and ForeFlight have

been working together to create an easy way for
pilots to access weather and traffic information on
their mobile devices in flight. The portable options
they have developed worked seamlessly for me on
two flights. I use ForeFlight on an iPad Mini 4,
and when I launched the newest version of the
electronic flight bag, the SiriusXM Aviation sub-
scription appeared, and I connected to the GDL 51
and 52 (on separate flights) via Bluetooth.
Garmin’s portable GDL 51 and 52, launched in
July 2017, are small—4.9 inches wide by 1.3 inches
tall by 3.4 inches deep—and weigh less than a
pound. They can stow nicely in a flight bag and
don’t take up much room when sitting on top of
the instrument panel. The GDL 51 is a SiriusXM
receiver, so a subscription is required to pull weather information Traffic information is helpful, as long as ForeFlight’s “hide dis-
into ForeFlight, Garmin Pilot, or other Garmin portable devices. I tant traffic” function is enabled so that your screen isn’t covered by
tested the GDL 51 on a flight from Florida to Maryland in my Cessna black targets (airliners) that are tens of thousands of feet above you.
170B. The skies were perfectly clear, so I didn’t use the Nexrad The flight to Tennessee took six hours, and the GDL 52 lasted
imagery, but the time-stamped METAR information proved use- about five hours, matching the battery operating time listed on
ful. I like to check the winds at my planned destination to see if they Garmin’s website. A warning pops up on the ForeFlight screen when
remain as forecast or if they have changed in direction or velocity the unit’s battery is down to 20 percent. It wasn’t a problem to con-
so that I can find an alternate with more favorable winds. The GDL tinue without the GDL 52 because I was in VFR conditions, with no
51 does not provide traffic data. weather between me and my destination near Nashville. However,
I used the GDL 52 during a flight in the Cessna 170 from had I been deviating around weather, I would have needed to alter-
Maryland to Tennessee. The GDL 52 pulled in free Automatic nate charging the GDL 52 and my iPad Mini 4 in my Cessna 170’s
Dependent Surveillance-Broadcast (ADS-B) weather and traf- one power port.
fic as well as subscription-based SiriusXM Aviation weather, and Both units provided a level of luxury in the Cessna 170 that I’m
ForeFlight labeled the source of the information displayed. For not used to. Being able to check weather changes while en route,
example, METAR data for airports near the airplane were pro- plan alternatives, and spot traffic (with the GDL 52) provides more
vided by ADS-B In, while data for airports farther away on my route time to make decisions and alter plans as needed. After flying with
were provided by SiriusXM Aviation. (ADS-B weather data relies the units, particularly on long routes, it’s hard to go back to a cock-
on ground-based stations that have limitations, including line of pit without that information.
sight, based on altitude and the aircraft’s location, but SiriusXM The GDL 51 costs $699, and the GDL 52 costs $1,199. (SiriusXM
Aviation’s data is delivered by satellite and can show data from loca- Entertainment subscriptions are sold separately but work with both
tions farther away.) The weather information from both sources units.) In addition, AOPA members can enjoy a two-month trial of
was time-stamped. SiriusXM Aviation Weather and Entertainment through December
I had planned a southerly route to Tennessee to have more 31, 2019. Members who buy a new SiriusXM Aviation subscription
favorable surface winds, which I kept an eye on with the GDL 52. or eligible receiver can receive a free one-year AOPA membership;
The southerly route also kept the flight in clear skies. Marginal that offer has been extended through December 31, 2019, as well.
VFR ceilings over the mountains just north of the route matched PRICE: GDL 51 $699; GDL 52 $1,199
what was shown on ForeFlight’s flight category overlay. Up-to-date CONTACT: www.garmin.com
winds aloft information made altitude planning en route easy as I
crossed mountains and then descended over lower terrain. EMAIL alyssa.cobb@aopa.org

PILOT BRIEFING
YOU CAN FLY |
Can I still land an airplane?

A rusty pilot shares his comeback story
BY DAN NAMOWITZ
IT WAS AUGUST 1989 when private pilot George Gillett took time college commencement ceremony. He still had his flight case,
out from his flying while he concentrated on graduating from col- plotter, flight computer, and old charts, and he would break them
lege. The flying was going well. He was working on his instrument out for a look now and then. But it wasn’t until September 2018,
rating, and was only five hours short of eligibility to take the practi- after retirement from a law-enforcement career marked by eight
cal test. But there wasn’t enough time or money for academia plus relocations in five states that Gillett, now a Knoxville, Tennessee,
aviation. Graduation day came in May 1990. A new job, relocation, resident, hit the internet to see what was going on in aviation.
and family responsibilities came along, as did “life in general that The information he found online got the juices flowing. He
got in the way of returning to the cockpit.” learned the FAA would mail him an updated pilot certificate and
Fortunately, Gillett’s aviation story—which had begun in he discovered AOPA offers a Rusty Pilots Online course, the web-
December 1979 at North Carolina’s Sky Manor Airport while based version of the popular AOPA Rusty Pilots seminars that have
he was in the military based at Camp Lejeune—didn’t end at the helped thousands of lapsed pilots get back to flying.
How he did it “There was much to learn, but I dis-

Tips for rusty pilots from George Gillett
covered that aviation had changed for the
Find a good teacher: “If I was going to on October 25, 2018, I returned for another better. GPS RNAV approaches were more
make any attempt at flying again, find- flight. This time, I wasn’t quite as ner- straightforward than the old nonpreci-
ing the right CFI was important to me. vous as the first time and one of the three sion NDB approaches that I had trained
After searching around a bit, I found Matt landings that day was acceptable by my on. Electronic flight bags and iPads as knee
Prince, CFII at AvZ Aviation in Knoxville. standards.” boards had made navigation so much easier
Matt was the calmest CFI that I had ever Have a plan: “I thought long and hard and safer. Cellphones allowed easy flight
interacted with and seemed to have endless about my path forward as a pilot after the plan filing and cancelling. There were no
patience answering my questions, reassur- October 25, 2018, lesson and decided that I more paper charts and plates to keep track
ing me that I wouldn’t have any problems, wanted to finish training for my instrument of in the cockpit, fewer holds and position
and investing his time with me before we rating, try to pass the written test, and then reports, so the pilot workload during flight
ever got into an airplane.” a checkride. So, I committed myself to my was eased.”
Go back for more: “After a full week of new goal, even though it was like I had Good advice: “Absolutely do it. You won’t
thinking about whether or not to return, stepped through an aviation time warp. regret it. Take it one maneuver, one flight,

robinson_snowboarders_ad_aopa_pilot_april.pdf 1 2/15/2019 7:15:22 AM
AOPA’S YOU CAN FLY program supports

flying clubs, encourages best practices in
flight training, gets lapsed pilots back in
the air, brings AOPA’s resources and
expertise to pilot groups across the
country, and helps high school students
learn more about careers in aviation.
AOPA’s You Can Fly program and the
AOPA Air Safety Institute are funded by
charitable donations to the AOPA Foun-
dation, a 501(c)(3) organization.
www.aopafoundation.org/challenge
“Because it had been so long since I

flew, I figured that I would never pilot an
airplane again,” Gillett said. “I felt I was
too old and was out of currency for so long,
that it would be like starting all over as a
student pilot.”
Encouraged by connecting with flight
instructor Matt Prince—“the calmest CFI
that I had ever interacted with”—Gillett C
found that he could fly a Cessna 172 with M
no intervention. Gaining confidence, he

forged ahead, celebrating the 115th anni-
Y
versary of powered flight on December CM
17, 2018, by passing his instrument-rating MY
practical test. CY
“One of the proudest moments of my
WHAT DID
Photo by Francsco Fluxá, Courtesy Rotortec, Chile
life is when I was told that I had passed and
CMY
was a newly minted instrument pilot, 30 K
years after beginning that journey,” he said.

“For anyone that is considering a return to
the cockpit after any length of layoff from
YOU DO LAST
flying, I say go for it!”
EMAIL dan.namowitz@aopa.org
WEEKEND?
one lesson at a time, and don’t allow your-
self to get overwhelmed by your own mind.
Everyone, from your CFII to ATC to your
fellow students, is supporting you and
wants you to succeed. Don’t be intimidated
by changes in the system or technology.
Embrace it and learn from it. Even if you
don’t stick with flying this time around,
take something away from your experi-
R66 Turbine - Starting at $906,000.
ence that you can build on in the future.
But, mostly, enjoy yourself and have a
good time. There is nothing like flying solo
again; the combination of nervous energy
and exhilaration can’t be duplicated in any
other area in life.”
PILOT BRIEFING
MUSINGS |
On the thrill of inspiration

There’s nothing quite like an airshow
B Y W. S C O T T O L S E N
IT’S A WONDER NO ONE TRIPS. Men and women of every age linger at the open doors of a
Fifty thousand people walk the south ramp at Fargo’s Hector Cessna 182; a pilot from the Civil Air Patrol explaining what they
International Airport during the airshow weekend, and not one of do. Boldly, children climb into the left seat. A bit more timidly,
them is looking at the ground: There’s a twin-engine Beechcraft their parents do the same a moment later. Everyone runs their
turning circles in the air. hands along an MQ–9 Reaper drone. A B–25 Mitchell bomber,
I know why I’m here. I’m a pilot, a writer, a photographer. Miss Mitchell, flies by, bomb doors open, and the whole crowd
This is a weekend of inspiration, opportunity, and thrill. But, gasps when the simulated bombing run results in pyrotechnics
come on—50,000 people? I know there aren’t 50,000 pilots in exploding on the ground.
town. There’s a concert across the street tonight—Journey and “I love mechanical things. I love aircraft,” says airshow fan
Def Leppard—and many more people are here than there. Dan Carrell. He is not a pilot but has held a stick or yoke when up
If you’re not a pilot, why go to an airshow? with other people. “The Blue Angels are always a treat,” he says,
Leucas and Shantelle Heintzman have brought their twin boys, adding that he’s seen the group twice before. “They’re spectacular.
PETER HORVATH
Raylan and Dexter, both about 4 years old. I ask Dexter what he’s They make the hair stand up on the back of your neck.”
looking forward to the most, and he looks at me like I’m an idiot. I find myself thinking about a small figurine on my father’s
“The airplanes!” he says. Are they cool? I ask. “Yeah!” he says. desk. A young boy holds a toy airplane over his head, running

along. It’s all about dreaming and hope. It’s
all about imagination and adventure and
mystery.
Stacey Timms and Chris Kehn wear
Top Gun T-shirts: Ice Man and Maverick.
“Actually,” Timms says, “you’re going to
love this: The commander of the Blue
Angels is a relative of mine. Like my third
cousin or something. Never met him. As
soon as my son graduates from high school
in two years, I’m going to get my pilot’s
license. This is my first time being here.
First time at any airshow.”
Timms gets to see a lot of family, too.
“They all came here, 20 some odd peo-
ple came here today. Some more coming
tomorrow. Coming for a reunion with
POWER
the commander, to meet him. I’m super
pumped to be here!”
A Pitts Special stops conversation with
cartwheels and loops and dives. Screamin’
Sasquatch, a Waco biplane with a jet engine
FOR LIFE
bolted underneath, roars through its rou-
tine. And then it’s time for the Blue Angels.
Chris and Stephanie Shafer stand at
the edge of the ramp with their daugh-
ter Kaitlyn. Chris is afraid of heights.
Nonetheless, he says, “I saw them when I
was a kid, practicing, and my mom stopped
LIFETIME WARRANTY*
on the side of the interstate. One of them
rolled upside down and I saw him wave.”
Kaitlyn reaches out to touch a TBM
Avenger. “This is awesome!” That’s right, True Blue Power® guarantees power for life.
Standing on the ramp, I look at the Receive a Limited Lifetime Warranty when you purchase any
faces of the people around me. They look new TA102 and TA202 Series USB Charging Port. Small,
amazed, thrilled, proud. Everyone dreams economical and easy to install, True Blue Power offers single
of flying. Everyone leaps from the upward and dual port, USB Type-A and Type-C, lighted and non-lighted
arc on a swing set and wishes they would
configurations. All that and a variety of faceplates, adapter plates
just keep going. “If happy little bluebirds
fly beyond the rainbow, why, oh why can’t and mounting options to complement the aircraft’s interior.
I?” Superman. Ironman. Wonder Woman’s
invisible jet.
This, I think, is the magic of an airshow.
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dream is real.
W. SCOTT OLSON is an aviation writer and TA202 Series USB Charging Port Type-A
private pilot living in Moorhead, Minnesota. and
Type-C
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PILOT BRIEFING
AVIATION MYSTERIES |
Glenn Miller
aircraft found?
English fisherman’s 32-year-old story
may be true, TIGHAR says
said. “We think of people like Amelia

Earhart, Glenn Miller, and Nungesser
and Coli [the French transatlantic flyers
lost 10 days before Lindbergh’s flight] as
our clients. Our goal is to change mystery
to history.”
The aircraft—a steel tube fuselage
with a fabric covering and wood wings—
ON DECEMBER 15, 1944, at the height of the bad luck,” said Richard Gillespie, exec- would be deteriorated beyond recognition
U.S. involvement in World War II, 38-year-old utive director of TIGHAR. “Getting rid after 74 years in the sea. Gillespie says if
Big Band performer Alton Glenn Miller was of it without cutting the net was eas- an airplane of that construction could be
flying in a Noorduyn UC–64 Norseman over ier said than done and it took about two identified as having a Wasp engine, it’s
the English Channel to a performance in Paris hours, during which time the boat drifted. Miller’s airplane. But money, research,
when the aircraft disappeared. It was never Finally, one wing separated and floated and looking at the seafloor 130 feet below
found. Speculation ranged from bombs to away, making it easier to free the aircraft. the surface in a busy shipping lane are just
carburetor ice—even to Miller being a secret He carefully noted the navigational coor- several of the obstacles to any discovery.
agent—but the disappearance has remained dinates of where he dropped the wreck.” “Once you say, ‘We’re going to go out
a mystery. Now, The International Group for TIGHAR attempted to contact the and find the Glenn Miller airplane,’ every-
Historic Aircraft Recovery (TIGHAR) claims Coast Guard station, but it has closed. one holds their breath,” Gillespie told
the story of an English fisherman recovering a The fisherman, now long retired, told his People magazine. “It’s a crapshoot. This
mangled airframe in the channel may be true. story to a museum in the United Kingdom stuff is really hard and there’s a good
In 1987, the Englishman said he discovered and sketched the aircraft he claims to have chance you’re going to get skunked. That’s
an aircraft in his trawler’s fishing nets but caught in his net. The museum gave the what this game is like. You can’t find some-
was advised to put it back by the Weymouth, information to Gillespie. thing if you don’t try to find it, but that’s
England, Coast Guard station as it could be “It’s what we do. We investigate the call we’re going to have to make.”
considered a “war grave.” famous aviation historical mysteries as a
“Pulling up a wreck that might con- way to explore, demonstrate, and teach EMAIL julie.walker@aopa.org
tain human remains is considered very the scientific method of inquiry,” Gillespie tighar.org/Projects/GlennMiller

WE WROTE THE BOOK
ON GENERAL AVIATION.
Visionaries and advocates. Warriors and media darlings.
From the original everyman’s airplane to the jet set and beyond—
read the story of our first 80 years.
Buy the book at www.aopa.org/freedomtoflybook

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PILOT BRIEFING
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Simplifying the transition from old-style

vacuum gauges to electronic displays,
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replacement that gives you advanced
functionality with the ability to cost-effectively
grow with your needs. Easy and affordable Trim Aviation watches
upgrades allow you to add additional
capabilities and take advantage of future
Timepieces for solo status
B Y J I L L W. TA L L M A N
technologies with your existing display.
Presenting attitude information with altitude,
airspeed, vertical speed and a directional THE FIRST TIME you solo is when you can did not want a digital display that would
gyro (DG)/course deviation indicator (CDI), really call yourself a pilot, and that’s an detract from the watch’s aviation heri-
along with autopilot integration and GPSS roll emotion shared by many. Caroline Foss and tage. The luminosity on the dial is used on
steering, the Evolution E5 Dual EFI combines her brother, Charlie Hettinger, are pilots dive watches and is exceptionally bright,
situational awareness and safety into a single, and the owners of Trim Aviation, and they Hettinger said.
have designed a wristwatch that celebrates Constructed of 316 stainless steel, the
6.0" flat-panel LCD.
the milestone. watch is meant to be durable as well as styl-
Don’t settle for a limited digital replica of your “That’s the moment a pilot is born,” ish, Hettinger said. He and Foss designed
existing mechanical gauges. Harness the true Foss said. the linked wristband, which is adjustable.
power of a feature-rich glass cockpit system Each Solo watch can be engraved The watch’s owner’s manual is
and upgrade your flying experience. with the pilot’s initials or N number, designed to look like a pilot’s operating
plus an airport identifier and diagram. If handbook.
you look at the diagram with a jeweler’s The Solo is available in three styles:
loupe, Hettinger said, you can read run- black, silver and black, and silver and gray.
way numbers, VASI/PAPI markings, and Each style is available in two sizes: 39 milli-
displaced threshold markings. He’s right: meter or 41 mm. “We had this idea to make
We have a jeweler’s loupe in the office, and a watch that was proportionately made for
NOW SHIPPING we were able to see the engraved airport large or small pilots, [as opposed to] for
diagram complete with runway numbers boys or girls,” Foss said.
and more. Trim Aviation has produced a lim-
The Solo has a Swiss movement and ited edition of 600 pilot watches. Each is
a sapphire crystal lens. It has nine jewels. priced at $895. For more information, see
The outer bezel and blue Zulu hand dis- the website (www.trimaviation.com).
www.aspenavionics.com play Zulu time. Foss and Hettinger said
they sought a Zulu conversion feature but EMAIL jill.tallman@aopa.org
Copyright 2019 Aspen Avionics Inc. “Aspen Avionics,” “Evolution Flight
Display System,” and the Aspen Avionics aircraft logo are trademarks of
Aspen Avionics Inc. All rights reserved. U.S. Patent No. 8,085,168, and
additional patents pending. 40 | AOPA PILOT April 2019
Past. Present. Future.
The Evolution Continues.
Take your Aspen display to the MAX.
The brand-new and affordable Evolution 1000 Pro MAX

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For Aspen customers old and new, your investment
retains its value, and will never be obsolete. Period.
New EFD1000 Pro MAX offers:
• Degraded back-up mode to eliminate
red “X” indications on pitot static failures
• Dual unit installation will no longer require
back-up indicators
• New, vibrant colors with the latest aviation glass
• Higher reliability and faster refresh rates with
latest generation processors
• Chart and countdown timers
• Height above ground level (AGL) on navigation
and terrain maps
• METAR Flags on navigation map
• 350 nm zoom levels EFD 1000 Pro Plus MAX PFD Evolution 1000 MAX MFD
• Altitude intersect based on climb rate with Synthetic Vision and with Synthetic Vision*
Angle of Attack*
• Audio panel interface
• Font and window enlargement
We also offer an affordable and simple, legacy

EFD1000 Pro upgrade path to new Pro MAX features
with a new two-year warranty!
Now, all Evolution displays will be MAX-based to enhance
functionality and performance across our entire product line.
For Aspen customers old and new, get the most out of flying
by taking your displays to the MAX.
EFD 1000 Pro MAX PFD
showing enlarged altitude
preselect window
www.aspenavionics.com
*Displays shows optional Angle of Attack and Synthetic Vision upgrades. With MAX migration, all existing software upgrades will be automatically transferred.
Copyright 2019 Aspen Avionics Inc. “Aspen Avionics,” “Evolution Flight Display System,” and the Aspen Avionics aircraft logo are trademarks of Aspen Avionics Inc. All rights reserved. U.S. Patent No. 8,085,168, and additional patents pending.
PILOT BRIEFING
DESTINATIONS |
Fly away
ideas Glacier grandeur
The Knik Glacier near Palmer, about a
that runs along the city’s edges and pro-
vides views of Cook Inlet. In the summer,
Tour Anchorage on a budget one-hour drive northeast of Anchorage— visit the salmon viewing platform at Ship
B Y A LY S S A J. C O B B and Portage Glacier, about one hour to the Creek, where you can watch or fish for
southeast—are two of the closest glaciers. To salmon.
tour the Knik Glacier, you’ll need to take a
THE LARGEST CITY in Alaska, Anchorage tour, which will cost you. It’s free to hike on Alaska Aviation Museum
offers something for everyone—and every the Portage Glacier, but cruises start at $39. and Great Alaska Gathering
pilot. And you don’t have to break the bank Wet your whistle with a free sip of pure The Alaska Aviation Museum is located at
to have fun. glacier water. Alaska 1 South takes you Lake Hood and is open any time of year.
from Anchorage to Portage Glacier. Along Browse vintage aircraft and rare birds like
Helicopter and floatplane tours the way, you’ll spot a small pipe sticking the 1943 Noorduyn Norseman, a classic
Take to the air to explore Anchorage, out of one of the cliffs on the side of the northern bush airplane. General admission
Denali, or Lake Clark National Park, road. It’s a popular place to stop and fill prices are modest. If you are in Anchorage
which is accessible only by airplane and your water bottle with glacier water. in early May, stop by the Great Alaska
sometimes by boat. The scenery around Aviation Gathering. It’s free to attend and
Anchorage itself is stunning, with the The Alaska Wildlife features seminars, exhibits, and aircraft
Chugach Mountains filling the skyline Conservation Center displays.
to the east and Cook Inlet to the west. If This nonprofit sanctuary cares for animals
you’re going to splurge, do it with an aer- that have been injured or orphaned, or are Gweenie’s Old Alaska Restaurant
ial tour. Local tours start at $110. ill. Enjoy a self-guided tour to see bison, Located near Ted Stevens Anchorage
brown and black bears, bald eagles, fox, lynx, International Airport, the restaurant
Chugach State Park moose, musk ox, owls, reindeer, and wolves. comes highly recommended by numerous
and Chugach National Forest The modest entry fee not only lets you get locals, including Mark Bly, known as The
These free, popular attractions are close to up close with Alaska’s wild animals, but it Flying Chef. The portions are enormous.
Anchorage and on the road system. They also supports their care and preservation. If you are there for breakfast, try the rein-
offer hiking, access to glaciers, and more. deer sausage.
Flattop Mountain and overlook are in the Coastal Trail
Chugach, and Flattop is considered the To explore and stretch your legs in EMAIL alyssa.cobb@aopa.org
most-hiked mountain in the state. Anchorage, walk or bike the Coastal Trail www.aopa.org/destinations
PILOT BRIEFING
HAVE YOU
DOWNLOADED THE
AOPA APP?
TEST PILOT | BY BARRY SCHIFF
1. True or false? Howard Hughes

worked as a co-pilot for American
Airways (a predecessor of American
Airlines) in 1932.
2. Which of the following does not

belong?
A. interference drag
B. form drag
C. parasite drag
D. skin friction 6. A pilot encounters a visibility restriction
identified as VOG. In which state is he most
3. The Boeing B–29 Superfortress that likely flying?
dropped an atomic bomb on Hiroshima,
Japan, the Enola Gay, is on display at the 7. Who is responsible for the following quo-
Steven F. Udvar-Hazy Center, an annex tation? “Let’s get one thing straight. There’s
of the Smithsonian National Air and a big difference between a pilot and an avia-
Space Museum at Washington Dulles tor. One is a technician; the other is an artist
International Airport. Why does the clock in love with flight.”
on the pilot’s instrument panel indicate the
time that it does? 8. Everything else being equal, a properly
inflated tire wears evenly across its tread.
4. A flamboyant and famous race pilot of the The tread wears more toward its center
1930s, _______ frequently took along as “co- when the tire is _______ and more toward its
pilot” his pet _______. The pet’s name was shoulders when _______.
_______. A. overinflated, overinflated
B. overinflated, underinflated
5. What place on Earth receives the great- C. underinflated, overinflated
est annual rainfall? D. underinflated, underinflated
The perfect pilot ANSWERS on page 48

companion for aviation
enthusiasts on the go!
Stay up to date on the
latest aviation news, watch
TRIPLE TREE YOUNG AVIATORS
videos, listen to podcasts, COUNCIL FORMS
and search events right
from your mobile device. Following on the success of their Young Aviators Fly-In in 2018, founders Cayla
McLeod and Ryan Hunt and the Triple Tree Aerodrome in Woodruff, South Caro-
The AOPA App is available free lina, have formed the Young Aviators Council. The purpose of the council is to
for download in the iTunes and bring awareness to the factors that are affecting young aviators in their attempt
Google Play stores. to further their aviation careers. “The Triple Tree Young Aviators Council is a great
representation of young aviators across the Southeast,” said Robb Williams, direc-
tor of Triple Tree Aerodrome. “We look forward to expanding this council in the
upcoming years to include more states.” For more information, contact McLeod,
JOHN HOLMS
who is serving as communications coordinator, at (678) 590-7677 or cmcleod@

tripletreeaerodrome.com.

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Others had tried, but Lucky Lindy made it so
S-58S Stereo Headset

ALTHOUGH THE WRIGHT BROTHERS had proved manned flight more than 20 years before,
• Flex microphone boom.
it was not until a young Minnesota pilot flew nonstop in a windshieldless aircraft across
• Dual volume controls.
the Atlantic Ocean that aviation became the world’s newest fascination. “We’d been stand-
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ing on our heads to get them to notice us but after Lindbergh, suddenly everyone wanted
• Powder coated to fly,” said Elinor Smith Sullivan in 1927. “After Lindbergh” was the flight of the Spirit
no-glare frame.
of St. Louis, Charles A. Lindbergh’s historic 33.5-hour flight from New York’s Roosevelt
• Gel ear seals.
Field to LeBourget Aerodrome outside Paris, on May 20 and 21, 1927.
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Like Smith Sullivan, herself the youngest licensed pilot in the world at age 16 in 1927,
• Youth version Lindbergh and others had been testing the limits of the “aeroplane” for many years, ever
available.
since the events in Kill Devil Hills, North Carolina, in 1903 when Orville Wright flew for
• Stereo / Monaural
switch on the cable. 12 seconds and 120 feet. Lindbergh had been flying since 1923, having previously been
a wing walker, parachutist, and aircraft mechanic. Lindbergh soloed in May 1923 in a
Curtiss Jenny he had bought for $500. He was a barnstormer, became a flight instructor,
and was one of the first to fly mail across the country.
In 1919, two British aviators had flown an Atlantic crossing—from New Brunswick,
PTT Push-To-Talk Switches Canada, to Ireland—prompting Augustus Post, the secretary of the Aero Club of America,
• Attaches to the control yoke with a to propose to New York hotelier Raymond Orteig the awarding of a prize for an American
hook and loop strap. aviator to fly the transatlantic route nonstop. By 1924, several attempts had been made,
• Available versions: but none successfully. Orteig reinstated the prize in 1927, and 25-year-old Lindbergh con-
PTT-HS Use with headset vinced Ryan Airlines to build him a monoplane for $10,580 (the lowest bidder).
alone or with a portable
intercom. Taking off from Roosevelt Field at 7:52 a.m., Lindbergh had 450 gallons of fuel aboard,
PTT-ICS Use with a stared at a blank black wall in front of him while seated in a wicker chair, and had no
portable intercom. means of communication. The 3,600-mile flight took him 10,000 feet in the clouds and
• Coiled cable extends as low as 10 feet above waves on the ocean. When he landed at 10:22 p.m. outside Paris,
to 6 feet.
he could not see the throngs of people waiting to greet him. More than 150,000 people
swarmed the young pilot, and aviation was never the same.
See our web site for our complete line
“People were behaving as though Lindbergh had walked on water, not flown over it,”
of headsets, intercoms, and accessories.
biographer A. Scott Berg would write some 70 years later.
Excerpted from Freedom to Fly: AOPA and the History of General Aviation in America,
Sigtronics Corporation published by AOPA on the occasion of its eightieth anniversary. You can buy the book here:
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PILOT BRIEFING
E#4#4 .# "LLE#4#4

TEST PILOT ANSWERS
from page 44
1. True. Age 27 and already a famous

multimillionaire, he used the alias
Charles Howard while working incog-
nito. He held the job for two months “to
satisfy the same aviation itch that later
induced him to buy TWA,” he said.
2. The correct answer is C. The other

three items are forms of parasite drag.
3. No, it does not indicate 0915, the

local time at which the bomb was
dropped. The time shown on the clock
is the precise time at which the clock
eventually and naturally stopped run-
ning on its own. (Sorry about that.)
|~~
4. Roscoe Turner’s pet lion was named
¦| Gilmore. Turner’s sponsor at that time
was the Gilmore Oil Company, the logo
of which was a lion.
5. Mawsynram, India, receives an aver-

age annual rainfall of 467 inches (13
'BOUBTUJD'MJHIU$IBSBDUFSJTUJDT
'BOUBTUJD 'MJHIU $IBSBDUFSJTUJDT times as much as Seattle).
6. The contraction VOG—volcanic

4BGFBOE%VSBCMF"JSQMBOF “fog”—is heard mostly in Hawaii and
was coined there to describe a visibility
restriction caused by volcanic pollut-
&YUSFNFMZ-PX0QFSBUJOH$PTUT ants in the atmosphere.
-PX"DRVJTJUJPO$PTU 7. Capt. Elrey B. Jeppesen, founder of

the charting and flight data company
that bears his name.
5FDIOPMPHJDBMMZ"EWBODFE"JSDSBGU 8. The correct answer is B. With respect

to wear alone, a tire should be replaced
#FBVUJGVM%FTJHO"UUSBDUT4UVEFOUT when any of its internal fabric is visible
or when any groove is worn to its base
at any spot on the tire.
5SBJO1SJWBUF *OTUSVNFOU 7.$0OMZ
BOE$PNNFSDJBM
dc~| ~u|b

d|gne|

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For WW I pilots like Costes, victory was decided
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F R E D E R I C K
MARYLAND
HOME OF THE BRAVE
MAY 10-11, 2019

T W O D AY S T O E X P E R I E N C E , L E A R N , A N D E X P L O R E
A L L T H I N G S AV I AT I O N .

From the national anthem to National Harbor,
battlefields, memorials, and cherry blossoms—if you
love history, FDK is the place to be this May.
F R E D E R I C K
MARYLAND
BIRTHDAY PARTIES ARE THE BEST. WE’RE CELEBRATING AOPA’S

EIGHTIETH WITH A WEEKEND YOU WON’T WANT TO MISS.
THE KICKOFF FLY-IN OF THE SEASON takes place at the head-

quarters of your association. AOPA is situated on the ramp
at Frederick Municipal Airport (FDK) in Maryland, just
a short drive from the nation’s capital, historic Civil War
battlefields, wine country, and the famous Chesapeake Bay
and Baltimore Harbor. There’s a lot happening at Frederick
Friday, May 10, and Saturday, May 11, so we’re suggesting
you make a weekend out of our birthday. There’s so much
to keep you busy that you’ll discover why the DMV (that’s
District of Columbia, Maryland, and Virginia) is one of the
most-visited destinations in the country.
Let’s start with Frederick. AOPA began as a big idea out-
side Philadelphia (also just a little more than an hour away
and an easy GA flight) but eventually settled on Frederick
as its base. Frederick is located within close proximity to
the nation’s capital (protecting GA rights is a number one
priority for your association), and the airport in Maryland’s
second-largest city has a mix of aircraft from gyrocopters to
jets. Frederick also is where the author of The Star-Spangled association museum. There will be events up and down the
Banner, Francis Scott Key, is buried. Its historic downtown airport grounds, with aircraft, food trucks, displays, exhibi-
is vibrant, and the restaurants are epic—Bryan Voltaggio of tors, a short takeoff and landing (STOL) invitational, a night
Top Chef fame has two restaurants in his hometown. drone show, Flightline Cookout, C–47 flyover, World War
For the fly-in, we’re going all out with educational sem- II reenactment parachute jumps, and so much more on
inars, workshops, parties, meet and greets, displays, and the field.
tours. Free seminars and paid ground school workshops If you’d like to spend the weekend in the area after the
will be offered both Friday and Saturday; come for one day Frederick fly-in, drive down to Joint Base Andrews for the
or mix it up with two. AOPA President Mark Baker and all nation’s capital airshow. Enterprise, Hertz, and others will
senior staff will be on hand to welcome you to headquar- be ready to assist.
ters; a Pilot Town Hall will be presented both mornings. Please fly in if you can. A 5,200-foot runway and well-
Tour AOPA headquarters, including the newly created maintained taxiways are open and available all weekend
(Runway 30/12 is closed for the event), and beginning
Thursday, AOPA employees and volunteers will be available
to help get your aircraft parked. You can even camp with your
FREDERICK IS LOCATED WITHIN aircraft if you’d like. Notams and airport information will be
CLOSE PROXIMITY TO THE NATION’S available on the website (www.aopa.org/fly-ins/fdk).
CAPITAL (PROTECTING GA RIGHTS IS Grab a burger and a beer and watch the STOL invita-
A NUMBER ONE PRIORITY FOR YOUR tional Friday night, then enjoy dinner in town Saturday
COURTESY OF VISIT FREDERICK
ASSOCIATION), AND THE AIRPORT night. “We really enjoy each event we’ve hosted for the past
IN MARYLAND’S SECOND-LARGEST five years and look forward to creating new experiences to
CITY HAS A MIX OF AIRCRAFT FROM commemorate such a monumental milestone,” said Chris
Eads, AOPA senior director of outreach and events. “And we
GYROCOPTERS TO JETS.
look forward to all our members, along with the next gener-
ation of pilots, joining us during this exciting time. This will
be another fly-in season to remember.”

MEET MARK.
AOPA PRESIDENT MARK BAKER
JOIN US each morning for a Pilot Town Hall featuring
AOPA President Mark Baker and AOPA senior staff, who
will update members on the work of your association and the
state of general aviation today. Friday and Saturday at 11 a.m.
AT THE AIRPORT
RICK JOHNSON, Frederick Municipal STEVE SOUTHWORTH, general manager

Airport (FDK) manager of Signature Flight Support at FDK
“We are very excited to help “Signature Flight Support is

AOPA host this event. It’s huge. It extremely pleased to be
gets people involved in aviation, sponsoring the C–47 flyover and
shows them the airport environ- parachute reenactment. This is
ment. I’m very excited person- an exciting time to be at FDK
ally—the STOL demo, the drone and Signature is honored to
show at night. The fly-in will really be a part of AOPA’s eightieth
showcase FDK.” anniversary celebration.”
“THE CLUSTERED SPIRES OF FREDERICK STAND,

green-walled by the hills of Maryland.” —a poem by John Greenleaf Whittier
www.visitfrederick.org
25 THINGS TO DO
1
Fly in to Frederick Municipal
Airport (FDK) for AOPA’s 80th
anniversary event May 10 and 11.
5 Eat. Pancakes, burgers, food
trucks, ice cream, and Top
Chef restaurants (and that’s
15 The Hope diamond at the
Smithsonian National Museum
of Natural History.
just in Frederick).
2 Tour the association’s head-

quarters and see the You Can
Fly Academy and the newly 6 Watch a fly-by of C–47s on
their way to Normandy for the
16 Dorothy’s ruby slippers at the
Smithsonian National Museum
of American History.
created museum. seventy-fifth anniversary of
3 Take in two days of seminars

and workshops to help you be
D-Day, see parachute demon-
strations, and get a closer look
on the ground.
17 Tour Harper’s Ferry, beauti-
fully situated on the Potomac
and Shenandoah rivers.
a safer, smarter pilot.
4 Enjoy a short takeoff and

landing demonstration and
7 Immerse yourself in history:
the National Museum of Civil
War Medicine; Mount Olivet
18 The U.S. Naval Academy in
Annapolis, Maryland. John Paul
Jones is buried here.
drone show on Friday. Cemetery; nearby Monocacy,
Antietam, and Gettysburg
national battlefields. 19 The Kunta Kinte-Alex Haley
Memorial on the Annapolis
waterfront.
8 Tour the National Air and

Space Museum and Udvar-Hazy
Center—an amazing collection 20
The National World War II
Memorial and the Vietnam
of aircraft from the beginning of Veterans Memorial are
flight to space exploration. both on the National Mall in
Washington and worth a visit.
9
See the airshow at Joint Base
Andrews, one of the most-
visited airshows in the world. 21 Baltimore Harbor, where
Francis Scott Key penned The
Star-Spangled Banner in 1814.
10
1600 Pennsylvania Avenue.
The most-famous address in the
country; your state representa-
tive can help arrange a tour.
22 Maryland blue crabs. We’ve
got great restaurants in
Frederick or, for a true
Maryland experience, pick them
11
The U.S. Capitol, Kennedy on the Baltimore waterfront.
Center, and Library of Congress
23
are must-see locations. Mount Vernon, home
to George and Martha
12
Visit Arlington National Washington, on the Potomac
xi XI i Cemetery, 624 acres where our River.
i ii ii
vi i ix x
v vi vi nation’s heroes are buried.
13
Pandas at the National Zoo—
you know you want to see
24 East Coast wine country.
Dozens of wineries in Maryland
and Virginia are close to
those furry babies. Frederick.
14 25
Monuments and memorials on Baseball—catch the Baltimore
the Tidal Basin. The trees and Orioles or the Frederick Keys,
monuments are lit at night and the Class A-Advanced minor
it’s gorgeous. league team.
NEED MORE GREAT IDEAS? The AOPA staff live in the area and can offer
you great advice on what to see and do.
F R E D E R I C K
MARYLAND
HAVE WE STOL-EN YOUR HEART?

FDK’s first-ever STOL Invitational is everything you
learned in private pilot training—taken to the max!
See what these pilots and their aircraft can do Friday
evening and Saturday at noon in demostrations on
the flightline.
QUALITY EDUCATION
BECOMING BETTER, SAFER PILOTS
AFTER ADOPTING THE TWO-DAY FORMAT IN 2017, and continuing into 2018 and
2019, AOPA is building out each day’s events with more seminars and ground
school workshops. At the fly-in, you’ll find plenty of focused workshops
and dynamic seminars led by some of the greatest experts and voices in
aviation. AOPA is expanding its educational content with the AOPA Air
Safety Institute’s Ground School Workshops, which are focused learn-
ing opportunities with endorsements that apply to the Focused Flight
Review (fees apply). Not to be confused with our free seminars, these
in-depth learning experiences provide a professional level of education,
offered in two, three-hour sessions both Friday and Saturday. You receive
logbook endorsement for three hours of ground training, as well as Wings
credit. Our free 45-minute seminars are the core of the AOPA Fly-In experi-
ence. Choose from more than two dozen topics sure to help add new experiences
to your logbook with confidence and competency. Leave the fly-in a safer, better
pilot while you connect and develop friendships with other aviators.
F R E D E R I C K
MARYLAND
SOMETHING FOR EVERYONE

SPECIAL EVENTS ARE BEING PLANNED to include a nighttime drone show, a short takeoff and landing (STOL) demonstration
showcasing the skills and aircraft of backcountry flying, and an engaging Friday night Flightline Cookout. The D-Day Squadron’s
C–47s will make a special appearance before they depart for Normandy, France, for the seventy-fifth anniversary of D-Day.
The Frederick event takes place just days before AOPA’s eightieth anniversary on May 15. “In honor of AOPA’s eightieth anni-
versary, the 2019 fly-ins are sure to be an unforgettable experience for all aviators, family, and friends,” said Chris Eads, AOPA
senior director of outreach and events. “We hope pilots and nonpilots from all over the United States join us as we celebrate
80 years of protecting the freedom to fly. There will definitely be something for everyone to enjoy.”
GOING COUNTRY. FIRST-EVER FDK STOL INVITATIONAL
HEY, WE HAVE MOUNTAINS IN FREDERICK COUNTY, and we can get a little bit coun-
try. Well, OK, it may not be the Rocky Mountains, but we can replicate the fun
backcountry sport of short takeoff and landing contests, especially with the
assistance of Texas wrangler Jimmy Gist. The first-ever STOL Invitational
at Frederick Municipal Airport will take place Friday evening and Saturday
afternoon with Gist masterminding the activity. Gist, a former U.S. Air Force
fighter pilot, calls STOL demonstrations “the aviation equivalent of four-
wheeling.” Tailwheel aircraft with big tires and pilots with big ideas take off
and land in short distances, just like they have to do in rugged places like Alaska
and the backcountry. The shorter the hop, the better. It’s all in friendly compe-
tition, and it showcases lightweight, fun aircraft such as Cubs and Experimental
types. Bleachers will be set up for viewing the demonstration, and we’ll fire up the
grill and serve hot dogs and burgers and some local craft beer (Frederick makes some
great beer!).
THE SIGHT OF FREEDOM. C–47s TO NORMANDY
IN THE EARLY MORNING HOURS OF JUNE 6, 1944, 925 C–47 aircraft dropped more
than 13,000 paratroopers behind enemy lines in Nazi-occupied France. Those
troops prepared for the launch of what would be the D-Day invasion, the begin-
ning of the end of World War II and the liberation of Europe. On June 6, 2019,
C–47s will once again blanket the skies over Normandy. An American fleet of
nearly 20 vintage C–47s will cross the Atlantic and then join up with other
C–47s from around the world for the Daks Over Normandy event to com-
memorate the seventy-fifth anniversary of the crossing of the English Channel
into France. Several of those vintage C–47s will stop by Frederick, Maryland,
during AOPA’s eightieth anniversary celebration fly-in. Presented by Signature
Flight Support, two special flyover events and reenactment parachute jumps will
be a highlight of the Frederick fly-in. CAP’s recently restored That’s All, Brother was
the lead C–47 on D-Day.

WINGS FIELD (LOM) The birthplace
of AOPA is just a short 30-minute flight from
FDK.
GO FURTHER. GREAT EXCURSIONS PLANNED
GET OUT AND SEE SOME OF THE AMAZING SIGHTS and experiences in the national
capital region. Excursions planned include a behind-the-scenes tour of the
National Air and Space Museum’s Steven F. Udvar-Hazy Center and a behind-
the-scenes tour of Washington Dulles International Airport (IAD). Guests
will have the exclusive opportunity to see historic artifacts not on display
at Udvar-Hazy; see what it takes to collect, preserve, and display these avi-
ation treasures; and tour the Mary Baker Engen Restoration Hangar. At the
hangar, restoration work is being completed on the Lincoln-Standard H.S.
and Martin B–26 Marauder Flak-Bait aircraft. Guests will also tour the Emil
Buehler Conservation Laboratory, exploring the science behind artifact preser-
vation and care, see current projects, and learn how 3-D digital microscopes are
used in conservation. Plans are coming together so check online for more details as
they emerge (www.aopa.org/fly-ins).
THE NATION’S AIRSHOW. JOINT BASE ANDREWS
THE THUNDERBIRDS. THE BLUE ANGELS. THE GOLDEN KNIGHTS. Each branch of
the service is represented at the Joint Base Andrews airshow, one of the larg-
est airshows in the world. Just minutes from the nation’s capital, this military
base is legendary for its service in transporting government and military lead-
ers. It is from here that Air Force One takes off in the service of the president
of the United States. On May 11 and 12, the joint base will be open to the pub-
lic featuring hundreds of aircraft on display and amazing airshows by the top
military teams and civilian airshow acts. Finish up your weekend in the area
at Joint Base Andrews. AOPA coordinated our event to co-exist on the same
weekend so that our attendees could take in this world-renowned airshow. GA
celebrities—and AOPA friends—Michael Goulian and Patty Wagstaff join the per-
formers at Joint Base Andrews that weekend.
New lease on life
| SWEEPSTAKES SUPER CUB |
Transforming airplanes and pilots

B Y A LY S S A J. C O B B
P H OT O G R A P H Y B Y M I K E F I Z E R
WITH WING AND TAIL SURFACES DETACHED AND FABRIC RIPPED TO

SHREDS, THE 1954 SUPER CUB HADN’T TAKEN TO THE SKY FOR MORE
THAN 20 YEARS. ITS FLYING LIFE, IT SEEMED, WAS OVER.

TOP: MIKE COLLINS

YOU COULD WIN this Super
Cub on floats this summer. The
entry period ends May 31. Facing
page: AOPA Sweepstakes Super Cub
project manager Alyssa J. Cobb debuts
the airplane at Sun ’n Fun 2018; unique
tail art turns the lovable Piper Cub icon
into a bear prowling the backcountry;
seats feel like those in a luxury car, and
airbag seatbelts increase safety.
Meanwhile, I was in a rut. I hadn’t earned a new cer- Electroair. The

tificate or rating since my CFI in 2011, and I was content extra horsepower
to fly my Cessna 170B within a two-hour radius of home base. increases the Super
We both got a new lease on our aviation lives when AOPA Cub’s performance on
hatched its idea for an over-the-top sweepstakes airplane give- land and water, and gives it
away—a modernized Super Cub that would come with tundra more hauling power to accom-
tires, amphibious floats, and hydraulic skis. The completely modate the heavier loads it can carry,
transformed Super Cub is ready to jumpstart the lucky winner’s thanks to Wipaire’s gross weight increase
aviation adventurers—it could be yours this summer. to 2,000 pounds. The electronic ignition system
In the hands of Roger and Darin Meggers, the father-son keeps the Super Cub starting and running smoothly at all alti-
craftsmen of Baker Air Service in Baker, Montana, the Piper tudes with just the push of a button (I love the keyless start).
PA–18 would become not only an airworthy Super Cub, but a true To further enhance performance, we turned to companies
work of art. Roger had purchased the Super Cub from a mechanic that specialize in modifications of the popular legacy airplane.
a few years after it had been wrecked in 1997, and it sat in his han- With sturdier and in some cases lighter replacement airframe
gar until they started the sweepstakes project in 2017. parts from Univair and F. Atlee Dodge, the airplane came in about
Roger has restored more than 40 Super Cubs, and he and his 150 pounds heavier than original. CubCrafters, long known as a
son had previously earned top awards at EAA AirVenture and manufacturer of high-performance Super Cub variants, provided
Sentimental Journey for restoring Super Cub number 1 to origi- several modifications to increase the sweepstakes airplane’s
nal condition. The two refurbished the Sweepstakes Super Cub safety margin, including a vortex generator kit with tail strake to
to fit like a custom-made glove; it’s impeccably rigged and bal- improve controllability at slow speeds and reduce stall speeds in
anced, and as sleek and shiny as a composite aircraft. No detail the aircraft (when properly rigged and loaded).
was overlooked. After more than 2,000 hours of restoration, the The Super Cub also has excellent range—it might be able
Super Cub flew perfectly on its first test flight April 6, 2018, a to stay aloft longer than you! Dakota Cub Aircraft’s two 24-gal-
bone-chilling 18-degree Fahrenheit day in eastern Montana. lon fuel tanks carry 46 gallons of usable fuel. At an average fuel
burn of about 8.5 gallons per hour, that’s just under five hours of
PERFORMANCE-ENHANCING MODS flight time with day-VFR reserves.
With more than 30 supplemental type certificated modifica-
tions, this PA–18 blends the best of the classic Super Cub with MODERN COCKPIT
top performance-enhancing upgrades. With a glass panel, carbon-fiber interior, and luxury leather
The Super Cub rolled out of the Piper factory in 1954 with seats, this isn’t a typical Cub cockpit.
a 135-horsepower engine, but now features a Lycoming O-320 The panel features the touch-screen Garmin aera 660, two
160-horsepower engine with an electronic ignition system from G5 electronic flight instruments, the GTR 225 com radio, and
GTX 345 transponder that provides Automatic Dependent two-place bush plane. It feels like one, too. Airtex Interiors pad-
Surveillance-Broadcast In and Out. The GTX 345 provides ded the seats to provide back support so that during long flights
weather and traffic information that is displayed on the aera (think eight hours), the bum and back remain comfortable.
660, improving situational awareness.
The engine instruments and fuel gauges are combined into J.P. TAIL FEATHERS
Instruments’ EDM 900 all-in-one digital engine monitor. CiES Consolidated Aircraft Coating’s poly-fiber fabric with high-
electronic fuel sending units transmit precise fuel levels from the gloss finish on the sweepstakes Super Cub is a magnet for
fuel tanks to the EDM 900, so that with a glance at the panel, the pilots, most of whom can’t help but give what they hope will
pilot can quickly see fuel quantity, fuel burn, and endurance. be their airplane a love pat.
PS Engineering’s PM3000A, combined with two Bose A20 The Lock Haven Yellow airplane with signature black Piper
active noise reduction headsets, ensure clear communications lightning bolt is easy to spot in the air, not only because of the col-
in the noisy cockpit. Play music off a smartphone or tablet and ors but because of AeroLEDS wig-wag landing lights in each wing.
listen to it through the headsets’ Bluetooth function—and when On the ground, the Sweepstakes Super Cub can be easily singled
the electronic devices’ batteries fade, charge them with any of out with its unique tail art. Designed by Cris Lacognata of Scheme
the six USB charging ports from Mid-Continent Instruments Designers, the tail art features a rustic scene with a mountain, lake,
Co.’s True Blue Power division (two of the ports are integrated and bear—all a nod to this model’s backcountry roots.
with a digital clock in the left wing root).
If you’re thinking, “That’s a lot to pack in a Super Cub panel,” GEAR GALORE
you’re right, and it wasn’t easy. After more than 300 hours of design For the first time in AOPA’s sweepstakes history, the airplane
and labor, the professionals at Aerotronics created a panel that lays will come with three sets of landing gear: It will be given away
out the modern avionics in a six-pack instrument scan. Look at the on Wipaire’s Wipline 2100 amphibious floats and come with
instruments when needed but otherwise enjoy the largely unob- their Wipline AirGlide hydraulic skis and 26-inch tundra tires
structed view outside—that’s what Super Cub flying is about! from Alaskan Bushwheels.
We also brought the latest safety features to the cockpit with With amphibious floats, the Super Cub becomes more versa-
AmSafe’s airbag seat belts that deploy away from the pilot and tile and able to land on water or at airports, making trips across
passenger. In addition, LP Aero Plastics’ tinted windscreen, sky- the country easier from a fuel-planning standpoint. Along with
light, and windows are filter UV light to help prevent sunburns. the floats, the Super Cub is equipped with Wipaire’s laser gear
The panel and throttle quadrant are aluminum overlaid with advisory system. The system activates about 400 feet above the
carbon fiber to match the black carbon fiber floor and gray side ground, and the laser checks the landing surface (land or water)
panels from Carbon Concepts. Add in the black perforated leather and gear position to see if they match. If they don’t, about 50
from Perrone Aerospace Performance Leathers & Textiles cover- feet above the ground, the system will remind the pilot to “check
ing the seats, and the interior looks more like a luxury car than a gear.” The laser system is an added safety benefit because gear
THIS IS NOT your typical Super Cub panel (facing
page). These modern instruments provide outstand-
ing situational awareness; if you’re a traditionalist, just
look outside. Name your adventure: The Sweepstakes
Super Cub comes with amphibious floats (top left),
hydraulic skis (left), and tundra tires (lower left). A
160-horsepower Lycoming O-320 delivers plenty of
power for operations on these gear configurations
(below). No bungees, no hydraulic fluid, no oil—no
problem for the Alpha-Omega Suspension System
that features deformable polymers (above).
position with amphibious floats is critical: Landing on water after landing is simply more relaxing than any other type of avi-
with the wheels extended could be catastrophic. (If you win the ation I’ve experienced, even soaring. Splashing down on the
airplane but don’t have a seaplane rating, ProMark Aviation in Mississippi River and cruising 200 feet above the Atlantic Ocean,
Texas will provide training.) just below John F. Kennedy International’s Class B airspace along
The tundra tires and skis attach to CubCrafters’ three- Long Island, are experiences that wouldn’t have happened with-
inch extended landing gear and Burl’s Aircraft’s Alpha-Omega out training for the seaplane rating or ferrying a Super Cub on
Suspension System. Developed and tested in Alaska, AOSS has floats around the country.
been flown in weather as cold as minus 40 degrees Fahrenheit. To experience hard-core winter flying, I headed to Michigan
The suspension system doesn’t use bungees, hydraulics, or oil. and Alaska. Landing a Super Cub on tundra tires on Michigan’s
Instead, solid yet deformable polymers in the cylinders help frozen lakes Mitchell and Cadillac was nerve-wracking, but the
eliminate bouncing upon landing and provide cushioning for feelings quickly turned to excitement with each touch and go.
the airframe when operating on rough terrain. Still in search of snow and skiplane flying, I flew a tailwheel-
Because the Super Cub is designed with the backcountry in converted PA–22 on hydraulic skis around Alaska’s Talkeetna
mind, we wanted to provide extra gear to make sure you could Mountains and Glacier. An overcast sky created flat light con-
get out of those off-the-grid locations should a mechanical ditions, altering our depth perception and making it unsafe for
problem arise. A portable Snap-on toolkit that fits perfectly in glacier landings. However, I learned firsthand that manually
the baggage compartment is filled with wrenches, screwdrivers pumping hydraulic skis up and down is difficult (thankfully the
and flatheads, pliers, sockets, miniature pick set, mirror, light, Sweepstakes Super Cub’s hydraulic skis are electrically actuated).
hammer, safety wire twisting pliers, and more. After scrapping glacier landings, I turned to a favorite pilot pas-
time in The Last Frontier: gravel bar hopping. A PA–22 on tundra
AVIATION ADVENTURES tires performs well, but my instructor and I passed up several
When the Super Cub started its transformation in 2017, I began my gravel bars perfect for a Super Cub but too short for the PA–22.
own aviation makeover to gain the experience I needed to ferry The Sweepstakes Super Cub’s restoration was finished in time
the sweepstakes airplane to events around and the country and to for me to enjoy training in it through a fundamentals of mountain
experience the different kinds of flying and remote locations that flying course with McCall
are hallmarks of Super Cub operations. Because the sweepstakes Mountain/Canyon Flying
aircraft’s restoration would take a full year, I turned to stand-in Seminars in Idaho. I could The AOPA Super Cub
Super Cubs and Cub variants like the PA–12 and PA–22 to com- feel the temperature Sweepstakes ends at 11:59
plete some of the training before hopping in N954PC. drop while approach- p.m. Eastern time on May 31.
Lunch fly-outs took on new meaning during my seaplane ing and crossing jagged, Read the official rules and
training with ProMark Aviation: Land on a river, dock, and snow-capped mountain
DAVID TULIS
make sure you are entered

then walk up a hill to eat at a restaurant while overlooking the peaks and then rise again for a chance to win at
Piper PA–12 amphibious trainer. Puttering around on water as I approached a short www.aopa.org/sweeps.

SUPER CUBS (and close variants) are extremely versatile. Ski flying,
gravel bar hopping, mountain flying, and water operations come
naturally for this airplane. You’ll love exploring all the aviation
adventures it offers.
backcountry grass strip deep in a valley near the Hells Canyon

Wilderness Area. The confidence boost in the Super Cub allowed
me to tackle gusty winds and long ferry flights, while the new skills
opened opportunities to land my Cessna 170B at tricky grass strips
tucked in valleys back East that I wouldn’t have attempted before.
The biggest reward of stretching my wings through the
sweepstakes project has been all of you: chatting at shows and
events, hearing your past Super Cub flying experiences and
future dreams (once you win it), and taking part in practical
jokes with you at fuel stops as I crisscrossed the country. I still
chuckle about helping an AOPA member prank his son (also
a pilot and member) in October. During a fuel stop in Tupelo,
Mississippi, I took the father’s picture with the Super Cub,
so that he could text it to his son with the message that I was
delivering the airplane to the winner. His son called imme-
diately. Laughing, the father declined the call and let his son
wait in anticipation a bit before telling him the truth.
I will miss flying the Super Cub a couple thousand feet
above the ground with the window open, my ponytail blow-
ing in the breeze. But, my aviation exploring will continue in
other airplanes. Now, it’s time for your Sweepstakes Super Cub
adventures to begin. Whether you already have thousands of
hours in Super Cubs or are a newbie, this transformed airplane
has the power to transform your flying.
Enjoy it! AOPA
EMAIL alyssa.cobb@aopa.org
SWEEPS CONTRIBUTORS
Restoration Mid-Continent Instruments
Baker Air Service and Avionics
PS Engineering
Airframe and parts True Blue Power
ACK Technologies
AeroLEDS Engine and accessories
Aircraft Spruce & Airforms
Specialty Co. B&C Specialty Products
Airframes Alaska Electroair
Burl’s Aircraft Lycoming
Consolidated Aircraft Tanis Aircraft
Coatings
CubCrafters Interior
Dakota Cub Aircraft Airtex Interiors
F. Atlee Dodge AmSafe
LP Aero Plastics Inc. Carbon Concepts
Moody Aero-Graphics Perrone Aerospace
Scheme Designers Performance Leathers
Univair & Textiles
Wipaire
Accessories
Avionics and instruments Bose
Aerotronics ProMark Aviation
CiES Corp. SlideDown
Garmin Snap-on
J.P. Instruments
One
glorious
vision How an airplane brings
life-changing procedures to the world
BY THOMAS B. HAINES
P H OT O G R A P H Y B Y C H R I S R O S E

The white and blue paint on our ride for the day
dazzles so bright in the Arizona sun that it hurts to look at it. Were it not
for the shiny paint, one might think this is just another tired, old DC–10 on
a desert ramp being shoved into eternal storage. But this is a life-changing
MD–10—an accredited teaching hospital ready to sprint around the world,
carrying the most advanced gear available to perform eye surgeries and teach
others the skills to do the same. The enormous airplane does it all—carries
the hospital itself, creates hospital-grade oxygen on demand, purifies water,
even uses its own Jet A fuel to power generators tucked into the hold, allowing
it to go to work anywhere there’s a runway long enough to handle the trijet.
The lumbering airliner-turned-cargo-jet-turned-eye-hospital is the most
visible presence of Orbis International, a global force bent on stamping out
diseases of the eye that otherwise leave the most vulnerable without hope.
“Blindness is so devastating, especially in developing countries, because
there are no support services there and without sight in places like that a
person is helpless. You can’t work. You can’t get an education. You are reliant
on someone else—often ostracized. People lose hope,” says Bruce Johnson,
director of aircraft operations for Orbis. “And what’s so frustrating is that so
much of it is preventable.”
A retired instructor in the FedEx flight training department and a Piper
Twin Comanche owner, Johnson treks around the world in the airplane with
a crew of volunteer FedEx pilots, maintenance technicians, doctors, nurses,
anesthesiologists, IT and AV experts, accountants, and volunteers from just
about any other discipline you’d find in a hospital in a major city—66 projects
in 18 countries in 2017 alone. The crew on the airplane—plus those at some
15 offices around the world—performed more than 15.7 million eye exams
and screenings between 2013 and 2017, and nearly 400,000 eye surgeries and
THE BRILLIANT white and blue paint scheme
laser treatments—a quarter of them on children. And yet there is so much sets off the Orbis Flying Eye Hospital from
more to be done. any other airplane in the world. Director of
Orbis reports that the number of people expected to go blind will tri- Aircraft Operations Bruce Johnson (below,
left) makes sure the entire Orbis flight
ple by 2050. Seventy-five percent of the impairments can be prevented operation stays safe and efficient. Volun-
teer FedEx pilot Gary Dyson (right) has
flown many missions, but still gets inspira-
tion from the patients Orbis serves.
or treated. Three quarters of the
world’s blind children live in low-
and middle-income countries.
For some, a knight in shining
aluminum comes hurtling over the
horizon to a nearby airport. Within
a matter of hours, generators are
unloaded, massive environmental
systems are fired up, fuel and power
lines are run, beds are unfolded,
cameras come to life, a steady
stream of passengers come onboard
for exams, and for a few—usually
ones screened months in advance
by ground crews—life-changing
surgeries are performed. Doctors
experienced in a broad variety of
TOP: RICHARD JORGENSON
eye disciplines come in from all over

the world to donate their time, meet-
ing the airplane wherever it is and
VALERI SUBERG, senior manager of aircraft
staying for about a week at a time. As one discipline
maintenance, oversees the unloading
moves out, another is ready to step in. The state-of- of pallet after pallet of gear and equip-
the-art surgical suite is over the main landing gear, the ment at Palm Beach International Airport,
most solid part of the airplane and least likely to move converting the MD–10 from airplane to
working eye hospital (right). The onboard
when strong winds blow—a potential hazard during operating room rivals those in the most
delicate laser surgeries conducted under powerful advanced hospitals (below). An impressive
microscopes. tool collection donated by Snap-on allows
maintenance crews to keep the airplane
While the surgeries are under way—observed in and all its system up and running any-
person by local doctors learning the techniques—other where in the world. (below, right).
doctors observe via high-resolution 3-D monitors in the
airplane’s front compartment, with airline seating for 46. During our visit, the team was
experimenting with virtual reality glasses to give the observers an even more in-depth experi-
ence. The surgeries are also streamed worldwide for doctors anywhere to observe and learn.
“It’s all about ‘train the trainers’—it has to be sustainable training,” says Johnson, also
a former U.S. Air Force mechanic, who started at Orbis as a volunteer in 2005 and later
became a staff member. Orbis provides follow-up visits for months after the airplane leaves
to ensure the local doctors are comfortable with their new skills. The organization trained
some 62,380 doctors, nurses, teachers, and others in 2017—their most ever.
While doctors and nurses are busy in the operating room, other volunteers are train-
ing local technicians on best practices for hygiene and equipment sterilization. And more
doctors are in another room using an eye surgical simulator to coach local doctors on new
techniques. The aft end of the airplane is the recovery room, which, like the operating suite
and sterilization center, looks as if it could be in any big hospital.
Making all of this possible in remote—and not so remote—parts of the world is what
Johnson calls the “Queen of the Sky.” The Orbis MD–10 started out life as a DC–10-30CF in
1973, spending its early life flying for Trans International Airlines/Transamerica. In 1984, it
became a freighter for FedEx and in 2001 was converted to an MD–10-30F, which includes
a host of avionics and systems upgrades developed by McDonnell Douglas when it created
the MD–11 airplane—including removal of the flight engineer station, making it a two-
pilot airplane. The mammoth upgrade takes months to complete, according to Johnson.
Meanwhile, the DC–10-10 that Orbis had been flying was wearing out and its hospital
system needed replacing. The hospital was built into the airframe, and every change or
modification to the airframe required FAA approval—a big challenge given the constant

A global vision
The birth of a flying eye hospital
Orbis International was born of an idea in the

1960s by Dr. David Paton, an ophthalmologist at
the Wilmer Eye Institute at Johns Hopkins Univer-
sity. He saw the devastation caused by prevent-
able eye diseases in developing nations. Doctors
in those countries couldn’t afford to come to the
United States for training, thus the idea for a mo-
bile teaching hospital emerged. Paton engaged
many others—including Betsy Trippe DeVecchi,
oldest child of Juan Trippe, founder of Pan Ameri-
can Airways; and A.L. Ueltschi, personal pilot for
Trippe and founder of FlightSafety International—
to put together a plan. The group, along with
a grant from the U.S. Agency for International
Development (USAID), oversaw the project to
create the first Flying Eye Hospital inside a DC–8
donated by United Airlines.
Today, supported by offices in 15 countries, the
group performs thousands of procedures and
exams a year. The launch of a global telemedicine
initiative, Cybersight, in 2003 greatly increased
advancements in medical equipment. Orbis retired the DC–10-10 in the footprint of knowledge the medical teams
the fall of 2016 and donated it to the Pima Air and Space Museum can share, including the worldwide streaming of
in Tucson, Arizona. surgical procedures from the MD–10, registration
Learning of Orbis’ plan to retire the old airplane, FedEx donated number N330AU—for A.L. Ueltschi. —TBH
the MD–10-30 in 2010 and helped convert it back to passenger con-
figuration, opening up windows and doors long since covered over.
And then Johnson set out with a team of engineers to create a pallet-
ized hospital that could be slid in via the yawning cargo door.
The result is a stow-and-go hospital that
is disconnected from the airplane except
for a couple of easily managed electrical
circuits. Each major section of the hospi-
tal is built into a jumbo cargo container,
which can be removed—although not eas-
ily. Because it is now just cargo as far as the
FAA is concerned, there is no need for the
agency to approve every little change that
occurs to the hospital equipment.
Climbing the airstairs, you first walk into
the passenger compartment just behind the
cockpit. Behind the passenger compartment
begins a hallway along the left side of the fuse-
lage. Doors from the A/V room, laser room,
operating suite, and sterilization center along
the right side open into the hallway. The hall-
way ends in the recovery room at the back.
None of the hospital space can be occu-
THE HAPPY FACE of an infant patient helps
explain why the staff and volunteers do pied in the air. A heavy bulkhead door just
what they do (above). Pilot Gary Dyson’s behind the passenger compartment is
guitar carries the signatures of many closed during flight.
patients and dignitaries who have visited
the airplane (left). On surgery days, he We visited the MD–10 in early March
strums away and sings to calm patients 2018 just as it was finishing months of win-
waiting for their procedures. His theme ter maintenance at AerSale at Phoenix
song: I Can See Clearly Now. The massive
cockpit view reminds that this is a jumbo Goodyear Airport. With several major work
jet. Dyson (below left) and FedEx pilot projects complete, Johnson and other paid
Eric Van Court volunteer for their chance Orbis staff were finishing final checks, an
to pilot the Flying Eye Hospital to points
across the globe. engine run, and loads of logbook entries.
Meanwhile, volunteer FedEx pilots Gary
Dyson, who is the Orbis chief pilot, and Eric
Van Court, technical pilot, showed up right
on schedule and began their own duties
of flight planning and preparing for their
morning flight to Palm Beach, Florida.
The airplane operates under Part 125
of the federal aviation regulations, which
is designed for large aircraft not used for
“common carriage.” In addition to provid-
ing access to parts, shipping, and scores of
other resources, FedEx provides the recur-
rent training for the 19 volunteer pilots.
“For pilots, the aircraft provides a
unique experience,” says Dyson. “With
this mission we see kids who can’t see
on Monday and on Wednesday they can.
Wow! Where else can you do that?”
By late morning, with all the checks
done, the crew piles on board for the quick
trip to Florida.
TOP: GEOFF OLIVER BUGBEE
I climb into one of the two jump seats

in the wide cockpit. Readying the old bird
for flight is more akin to launching an
ocean liner than an airplane. There are a
few last-minute delays and many system
checks after all of the work and downtime.
But soon, weighing some 456,000 pounds and carrying 100,000
pounds of fuel, we trundle down Runway 3—nearly the full length
because the taxiway doesn’t provide the needed turning radius
for the jumbo jet. At the end a tug is required to turn us around
on the runway, positioning us for takeoff. Dyson slowly advances
the thrust levers as the three massive GE CF6-50C2 engines spool
up, turning a river of fuel first to noise and then into some 54,000
pounds of thrust each. Soon we’re barreling down the pavement,
streaking past dozens of retired airliners, relics in the desert sun.
Gear and flaps up, Orbis One arcs around to an easterly
course and we’re off, climbing to a cruise altitude of 35,000
feet. It is the airplane’s first flight of the year. It averages about
110 hours a year and 18 flights.
In this case, the flight to Palm Beach International Airport
(PBI) is for training and fundraising before launching on mis-
sions to Peru and parts of the world later in the year.
We arrive at PBI just before sunset, parking on ramp space
donated by Signature Flight Support.
The next morning, the flight crew gathers to solve a problem
as the volunteer medical staff shows up. It seems the Orbis One
tail is so tall that it is creating an official obstacle on the airport.
They reposition it, moving the tail farther away from the runway.
Problem solved, medical, flight, and maintenance crews go
to work transforming the former wide-body airliner into a hos-
pital. Portals on the right side are opened up and FedEx-donated
cargo loaders roll onto the ramp, ready to remove pallet after pal-
let of equipment and generators. Airstairs and ladders donated by
Atlantic Aviation slide into place. Crews inside the fuselage begin
the Tetris-like operation of unpacking gear in the laser room, oper-
ating suite, and recovery room. Soon, doctors are experimenting
with a new child-sized medical mannequin on a gurney. It is the
latest and greatest for teaching anesthesiology techniques.
A steep set of stairs in the aft end of the airplane leads down to a cargo hold ORBIS CARRIES a seemingly endless supply of teddy
bears for child patients. The medical teams patch up
that doubles as an office for the maintenance crews. A computer tracks parts and
the bear’s eyes to reflect the child’s bandages and
costs, work tables for making repairs, and many linear feet of the finest tools and they go through the “healing” process together (top).
tool chests that Snap-on has to offer—all donated. Medical staff practice anesthesiology techniques with
a new child-sized mannequin during a training session
Valerie Suberg, an A&P mechanic and Piper Arrow owner, is the senior man-
at Palm Beach International Airport in Florida (above).
ager of aircraft maintenance at Orbis, one of the paid staff. She has traveled with
the airplane for years and seen many parts of the world. Her challenge is to
make sure she has the parts and expertise on board—wherever they are—to keep
the hospital and the airplane working. Some countries aren’t very welcoming.
Officials at some stops see the bright shiny airplane as a way to extract money for
every little thing. She has become an expert negotiator and a great observer of
the impact that Orbis can have. She tells me remarkable stories about her expe-
riences seeing lives changed through the work that happens on the airplane. She
chokes up a bit in remembering a visit to Addis Ababa, Ethiopia, where two lit-
tle girls—both blind from cataracts—had played together for years. They both
went in for surgery and the next day they “met” for the first time as they sat face
to face as their bandages were removed—they had never seen each other. The
crew gave them each mirrors so they could look at themselves—again, a first. “It
brought tears to everyone in the room,” she says.
“To be able to see the miracles and lives that are changed each day on the
plane is what is important. Everything else seems to fall by the wayside.”
Just another day’s work for a lumbering old airplane. AOPA
EMAIL thomas.haines@aopa.org
A new
A/Ttitude
Cirrus adds autothrottle and altitude
to the new version of the Vision Jet
A TOUCH OF THE TO/GA BUTTON on the thrust

lever pops up the flight director command bars
to the takeoff/go-around position. I hit the
Heading button on the autopilot mode con-
troller and spin the heading bug around to 90
degrees—our left turn after takeoff from Runway
23 at Maryland’s Frederick Municipal Airport. I
shove the thrust lever forward and we’re quickly
racing down the pavement; a little tug on the
sidestick and the runway drops away. Gear and
flaps up and at about 400 feet agl, I push the AT
button just ahead of the thrust lever and the AP
button on the mode controller to activate the
BY THOMAS B. HAINES
P H OT O G R A P H Y B Y C H R I S R O S E

AMONG THE AERODYNAMIC clean-ups was
the removal of the fences inboard of each
aileron (right). Beringer wheels and brakes
provide the stopping power and now—as
part of the Generation 2 changes—owners
can select colors other than just red.
autothrottles and autopilot. About then, the flight director

commands the left turn and away we go, the Cirrus Vison
Jet Generation 2 accelerating quickly. Inside the Class D air-
space, the new autothrottle system slides the thrust lever
aft to keep us below the 200-knot speed limit. Popping out
the top, the thrust lever moves forward again, allowing us to
accelerate to up to 250 knots below 10,000 feet. That hap-
pens quickly as we level off at 3,000 feet msl. Then the thrust
lever moves aft at a good clip to keep us below the limit as
we await further climb clearance from Potomac Approach.
Already I see the advantage of such a sophisticated
autothrottle (A/T) system in a single-pilot speedy jet.
Busy in the terminal environment, any worries about
speed evaporate. The profile stored in the Garmin flight
management system keeps the airplane from exceeding
any airspace speed limits and flies the airplane at estab-
lished speeds during climbs and descents. Arriving back
in the terminal area after a descent, it slows at about 10
miles out to 189 knots, one knot below the limitation for
approach flap deployment, helping the pilot set up for
an uneventful arrival. Of course, the pilot can override

THE SF50’S GENERATION 2 cock-
pit is as simple and elegant as
the first generation, but with
even more capabilities (right).
In addition to more altitude
options, the upgrade includes
autothrottles. The A/T discon-
nect button is on the left side
of the thrust lever (below). The
A/Ts have two modes: Manual
and Flight Management Sys-
tem (below, right). The thumb
wheel allows for setting speeds
for the A/Ts to follow in Manual
mode.
78 | AOPA PILOT April
PILOT January
2019
2012
the system at any time, should ATC ask to two years after first delivery of the single-
“keep the speed up,” for example. engine jet, Cirrus has incorporated a host
The sophisticated new A/T system of enhancements and upgrades.
is essentially the same as those installed Another significant one is the certi-
on much larger business jets, such as the fication for flight up to Flight Level 310,
Cessna Citation Latitude and Longitude, 3,000 feet higher than the original model.
which cost about 10 times as much as the New certification includes approval for
single-engine Vision Jet. flight in reduced vertical separation min-
Selecting the MAN button just ahead imum (RVSM) airspace, which starts at
of the thrust lever (as opposed to the FL290. To maintain a minimum cruise
FMS button) puts the A/Ts into Manual true airspeed of 300 knots at the higher
mode, allowing the pilot to adjust the altitude, Cirrus worked with Williams
desired speed using a thumbwheel; the International to modify the full authority
selected speed shows up in the window digital engine control (FADEC) system
above the airspeed tape on the primary thrust schedule for the FJ33-5A engine,
flight display. In FMS mode, the sys- providing more thrust between FL230 and
tem follows commands in the flight plan FL310. To keep the same 8,000-foot cabin
for different phases of flight, automati- altitude at the higher flight altitude the dif-
cally setting speeds for climbs, descents, ferential in the pressurization system has
and approaches. It also prevents over- also been increased, from 6.4 psi to 7.1.
and under-speeds and interacts with the The higher altitude allows for a lower
Garmin ESP flight envelope protection fuel burn and the ability to top more
system to keep the airplane safe. weather systems. As an alternative, the
Once leveled off it will allow the air- pilot can choose to take advantage of the
plane to accelerate to just below MMO or higher thrust to go faster at a lower alti-
to the pilot’s chosen speed. tude, but at a higher fuel burn.
The standard A/T system is but one As a result of the lower fuel burn at
example of upgrades found on the new FL310 and slight decreases in weight
Generation 2 edition of the Vision Jet. Just throughout the airframe, the Gen2 model
can carry about an additional 150 pounds configuration. The console includes work
in either more fuel—for about 100 extra tables for left and right passengers, and
nautical miles of range—or another pas- storage. The pilot can install and remove
senger or more gear. the console and any of the seats without a
“It’s about versatility,” said Matt signoff by a mechanic. The once-optional
Bergwall, Cirrus director of the Vision Jet extended baggage compartment is now
product line. “We wanted to give the pilots standard on the Gen2 models.
more flexibility and choices.” Much of On the exterior, the company has
the weight decrease—about 50 pounds— removed the fence between the aileron
comes from replacing the dual lead acid and flap on each wing. That, combined
batteries with True Blue Power lithium with the removal of the boundary layer
ion batteries, which allow for faster and energizers (BLE) just ahead of the aile-
cooler engine starts. rons, makes for lighter roll forces and
The panel includes new, faster, and improved handling. And, not surprisingly,
GEN2 CUSTOMERS can opt for higher-resolution Garmin displays—what the model includes a host of new paint
a center console with fold-out
tables between the first row Cirrus calls Perspective Plus by Garmin— schemes and color choices.
of passenger seats (above). and the Flight Stream 510 Wi-Fi system Also not surprising, the new features
The pilot can easily remove the that allows communication between the and upgrades command a higher price.
console when not needed, eas-
ing access to the rear seats. The panel and portable devices in the cockpit. When we reported on the original Vision
large flip-down screen keeps An upgraded Garmin voice and data sys- Jet in July 2017 the price was about $2
the passengers occupied while tem also allows pilots to text and make calls million. The Gen2 airplanes start at $2.38
the front seaters enjoy the view
through the impressively sized from their own handheld device. million, with a fully loaded model at about
windshield. The once-optional In improving on the original design, $2.75 million.
extended baggage compart- the company also turned to creature com- Bergwall noted that many of the
ment is now standard (right).
Of course the Gen2 carries the forts. The Gen2 takes the already versatile interior upgrades and some panel improve-
signature Cirrus whole airframe seating configuration and makes it even ments, but not autothrottles, are available
parachute system, although more capable with the introduction of a as upgrades to the original models. AOPA
designing a system for such a
large and heavy airplane proved center console between the middle two
challenging (far right). seats, which also are wider in the new Elite EMAIL thomas.haines@aopa.org

SPEC SHEET
Cirrus SF50 Vision Jet Generation 2
BASE PRICE: ABOUT $2.38 MILLION
SPECIFICATIONS Takeoff distance over 50-ft obstacle | Retract | 150 KIAS

Powerplant | Williams International 3,192 ft VMO (max operating) | 250 KIAS
FJ33-5A turbofan, 1,846 lbst Max demonstrated crosswind MMO (max operating Mach) | 0.53 Mach
Length | 30 ft 8 in component, flaps 100% | 16 kt VR (rotation) | 90 KIAS
Height | 10 ft 11 in Max cruise speed @ max weight, FL270 | VS1 (stall, clean) | 86 KIAS
Wingspan | 38 ft 8 in 313 KTAS, 76 gph VSO (stall, in landing configuration) |
Seats | 4-7 Max cruise speed @ max weight, @ max 67 KIAS
Cabin length | 11 ft 6 in altitude FL310 | 305 KTAS, 64 gph
Cabin width | 5 ft 1 in Range at max cruise, approx. | FOR MORE INFORMATION
Cabin height | 4 ft 1 in 1,100 nm Contact Cirrus Aircraft,
Empty weight | 3,450 lb Range at economy cruise, approx. | www.cirrusaircraft.com
Max ramp weight | 6,040 lb 1,275 nm
Max gross weight | 6,000 lb Max operating altitude | 31,000 ft All specifications are based on manu-
Useful load | 2,550 lb Landing distance over 50-ft obstacle | facturer’s calculations. All performance
Payload w/full fuel | 546 lb 3,011 ft figures are based on standard day,
Max takeoff weight | 6,000 lb Landing distance, ground roll | 1,628 ft standard atmosphere, sea level, gross
Max landing weight | 5,550 lb weight conditions unless otherwise
Zero-fuel weight | 4,900 lb LIMITING AND RECOMMENDED noted.
Fuel capacity | 298.5 gal (296 gal AIRSPEEDS
usable), 2,018 lb (2,001 lb usable) VX (best angle of climb) | 91 KIAS EXTRA Higher maximum operating
Oil capacity | 3 qt VO (operating maneuvering) | 150 KIAS altitude of 31,000 feet provides new
Baggage capacity | 300 lb, 23.5 cu ft VFE (max flap extended) | 190 KIAS options for fuel efficiency, ATC rout-
VLE (max gear extended) | 210 KIAS ings, and weather avoidance.
PERFORMANCE VLO (max gear operating)

Takeoff distance, ground roll | 2,036 ft Extend | 210 KIAS
7
The percent
Female pilots still account for only a small portion of the pilot
population, despite decades of attempts to fix the problem
B Y I A N J. T W O M B LY | I L LU S T R AT I O N B Y M AT T H E R R I N G
WHEN ABINGDON MULLIN was starting groups that advocate for a greater represen-
the Abingdon Watch Company, she met a tation of women throughout the industry,
man who said he would be happy to help especially in professional settings. Chabrian
fund her ambitious venture. But there was said the fact that women have gone from
a catch. Mullin had to “make him feel like around 1.9 percent of ATPs in 1990 to more
a kid again” while his wife wasn’t at home. than 4 percent is proof that the trend is at
At the time of the harassment, Mullin least headed in the right direction.
was a customer service representative Yet the gender barrier was broken at
at a prominent flight school at the Santa a U.S. airline in 1973 when Emily Howell
Monica airport and had just finished her Warner was hired at Frontier Airlines.
private pilot certificate. The man who That means it’s taken 46 years to get to
propositioned Mullin was a regular cus- a point where there are still fewer than
ABINGDON MULLIN
tomer at the business, which also had an 7,000 active female ATPs. Other statistics
FBO. To help her feel safe at work after are even more troubling. The United States
rejecting the advance, Mullin’s boss helped lags the world in female airline pilots as a
hide her every time the man came in. She percentage. Worldwide, women make up
said the corporate office didn’t seem con- more than 5 percent of all airline pilots, and
cerned since the incident took place off the an Indian airline fills the cockpit with more
property. than 13 percent women. Hawaiian Airlines
Since then Mullin has gone on to a leads airlines in the United States at just
successful career ferrying airplanes and less than 10 percent. All this is according to
as an airline pilot, along with running data released by the International Society
the Abingdon Watch Company. However, of Women Airline Pilots.
she has been told her success is because Similarly, in recent years, women
she slept her way to jobs and other made major gains in the labor market; the
opportunities. female pilot population remained virtu-
Mullin’s story isn’t unique. Women ally unchanged. It may be easy to say that
PEGGY CHABRIAN
involved in aviation have countless stories these things take time, there are big cul-
of facing some form of harassment or dis- tural shifts that need to occur, and things
crimination during their training, at the will improve. Yet other industries saw
airport, or as part of their career. Yet the massive increases in female employment.
women interviewed for this story said that In the past 15 years, at least 20 industries
although harassment can be part of the job, have seen the percentage of women in the
they don’t dwell on it. workforce increase by more than 6 percent,
Female pilots make up about 7 per- including careers as diverse as pharmacists,
cent of all certificated pilots. Just 10 years writers, bakers, public relations executives,
ago the number was closer to 6.2 per- and veterinarians. Veterinarians went from
cent. Professional pilot ranks are even 34 percent female in 2000 to 59 percent
less diverse, with women holding 4.3 per- female in 2016. The parallels are strong:
cent of airline transport pilot certificates. Being a vet takes significant schooling and
Depending on how you look at it, these training, is a major investment, and has a
numbers are either a stark improvement long payoff.
after years of stagnation, or a dismal record In fact, even in many careers most
that is being outstripped by dozens of indus- would consider male dominated, women
tries that are historically male dominated. make up a larger percentage of the work-
OPPOSITE: JOHN UELAND
Peggy Chabrian thinks we should be force than they do in professional piloting.

looking at the positives, including an increase Nearly 7 percent of truck drivers are
in the number of female pilots. Chabrian is women, 12.5 percent of police officers, 30
the president and founder of Women in percent of farmers, and 9 percent of the
Aviation International (WAI), one of a few construction industry.

Defining the problem is easy. Figuring out why aviation con-
tinues to be this way and what must be done to change it is hard.
STUBBORN PROBLEM
Ask any female pilot about the slights or harassment they’ve faced,
and each one has a story. Sometimes it’s as harmless as being mis-
taken for a customer service representative or flight attendant. In
BETTER TOGETHER other cases it’s aggressive or even criminal. Then there’s the inher-
Many groups have formed to support female pilots ent sexism. GA News published a positive story earlier this year
about a young single mom who was enrolled at an aviation uni-
Dozens of organizations, both formal and informal, have versity and planned to become a professional pilot. The online
formed to bring female pilots together to provide support,
comments centered on how her ex-husband must be footing the bill.
mentorship, and scholarships.
Despite the headwinds, the women interviewed for this
story brought up harassment only when questioned. Most said
Women in Aviation International. Probably the larg-
est and best-known of the groups, Women in Aviation it wasn’t a deterrent, but rather something to work through or
International provides scholarships, organizes Girls in simply ignore.
Aviation Day, convenes a yearly conference, and has more A lack of mentoring and positive role models came forward
than a hundred local chapters for support, camaraderie, as a significantly bigger challenge. It’s easy for men to imagine
and networking. Almost 50 are on college campuses. themselves in the cockpit as they see male pilots in movies, at the
www.wai.org
airport, and on an airliner, but for women those sightings aren’t
The Ninety-Nines. The biggest women pioneers in avi- frequent. “Many men falsely assume women don’t want to do
ation started The Ninety-Nines in 1929, and the group it. They mentor boys instead,” said airline pilot and CFI Sarina
remains very active today. Also known as the International Houston. “Personally, I wouldn’t have gotten into flying had some-
Organization of Women Pilots, the Ninety-Nines have one not stepped out and given me a free airplane ride.”
more than 150 chapters all over the world for support, net-
working, and service.
www.ninety-nines.org
The Whirly Girls International. Founded in 1955 to sup-

port women helicopter pilots, today Whirly Girls has more
than 2,000 members around the world. The organization
“MANY MEN FALSELY
gives out hundreds of thousands of dollars in scholarships
and supports active helicopter pilots through networking
ASSUME WOMEN DON’T
and mentorship.
www.whirlygirls.org
WANT TO [FLY]. THEY
Sisters of the Skies. An organization of minority women,
MENTOR BOYS INSTEAD.”
Sisters of the Skies promotes aviation participation
through community activities, social media support, schol-
arships, and more. Check the group’s website for ways
to help support the next generation of minority female
aviators.
www.sistersoftheskies.org
An AOPA staff member recounted how she has seen many
Ladies Love Taildraggers. One of the many social times at EAA Young Eagles rallies where parents will push the
groups organized to support female pilots, Ladies Love boy to ride first, or make sure the boy sits up front and the girl sits
Taildraggers is as founder Judy Birchler describes it, “A in back. The impression is that the boy is there to learn while the
loosely bound group of dynamic women pilots drawn girl is there to take an airplane ride and enjoy the view.
together by one shared love” (see “Pilots: Judy Birchler,”
p. 128). “Society dictates that story,” Mullin said. “They’ve created the
www.ladieslovetaildraggers.com story that either women don’t fly, can’t fly, don’t want to fly, do
want kids and can’t fly, et cetera. The story is permutated by soci-
F.A.S.T. The name says it all: Female Aviators Sticking ety for however many decades that airplanes have been around.
Together is a community of women pilots with the sim- It’s only until we get people outside the circle that people will
ple goal of inspiring and unifying female pilots. The group
holds one-day summits and provides scholarships, net- change mindsets and think flying as a woman is an option.”
working opportunities, and career advice. Even for dads who are engaged in aviation and think they
www.femaleaviators.org are projecting positive aviation role models to all their children,

challenges abound. Eric Crump is the fly. A survey by Britain’s Office of National
head of Polk State College’s aviation pro- Statistics found that women spend about
gram in Lakeland, Florida. Crump said he two hours and 38 minutes a week on
once asked his daughter as they were get- hobbies, compared to four hours and 39
ting on an airline whether she would like minutes for men. The study speculated
to be a pilot someday. “No, that’s a boy that despite a growing equality at home,
job,” she told him. “Her mother and I are women continue to spend more time on
both pilots; she’s been exposed to aviation family and chores than men, and that when
in every imaginable respect since birth. I not in leisure, “women were more likely to
couldn’t believe she still didn’t think avia- be performing unpaid work.”
tion was open to her,” he said. “That made Getting out of the aviation bubble is
SARINA HOUSTON
it real to me that we have work to do as an critical to attracting more pilots, and a
industry and as a community.” more diverse group of pilots. Technology
Some pilots speculate that because avi- can help. “I think we’re seeing a small
ation sometimes makes it difficult to have uptick in females because of social media,”
a career and a family that women are nat- Houston said. “Because we don’t have
urally not as drawn to it as men. “My wife mentors from the top we’re mentoring
made a choice to focus on our family as each other from social media and email.”
her primary driver,” Crump said. “But she Fixing gender bias and other failures in
is still incredibly active in aviation in other flight training may also help diversify the
ways that fit her desired lifestyle. It’s not pilot population, said Mullin. “I remember
an either/or question.” sitting behind the owner of a flight school
Houston said she’s able to make avi- at a conference and he just started going off
ation work as a career in part because of about how he doesn’t know how to talk to
a strong support network and because women, why they keep leaving the school,
she waited to fly for the airlines until her how to make them stay. When you think SARAH ROVNER
kids got older. She was a full-time flight that women students are an obstacle, they
instructor prior to flying for the airlines. will be an obstacle.”
“My delayed entry to the airline industry There seems to be no agreement on
was because I wanted to be home with my how best to ensure women complete train-
kids,” she said. “It would have been very ing at the same rate as men (more than
difficult to have small children and fly for 12 percent of students are women, but
a career.” only about 10 percent of new pilots), but approaches and keeping it in front of peo-
In many ways that fact is changing, acknowledging there is a problem could be ple,” Chabrian said. “Mentoring is key to
in part because the airlines are hiring so the first step. There is a disagreement in helping people, particularly if they are new
quickly. “People have been able to progress current educational research as to whether to aviation.”
quickly, which has allowed them to have boys and girls learn differently or whether WAI also helps to administer schol-
more control over their schedules,” said we set up the environment differently, and arship funds that are open to both men
Sarah Rovner, an airline pilot and owner thus affect the outcome. One thing is clear: and women, a point of debate within the
of an aircraft ferrying company. “You gain The antiquated idea that women simply community. The program started in 1996
seniority and that’s been attractive to hav- can’t understand technical matters as well with two $500 awards. This year WAI
ing a career and family” for women. as men has long since been disproven. passed the $12 million mark. In 2019, the
On the recreational flying side, other Many organizations, such as Women organization was planning to award 130
factors are potentially at work, including in Aviation, are doing their part to provide scholarships valued at $780,000.
less free time, lower amounts of discre- mentoring paths for women. The group It ’s clear, however, that solv-
tionary income, and difficulties in flight holds a Girls in Aviation Day every year that ing the problem will take more than
training. Nationwide the unadjusted brings girls to the airport to expose them money. Sometimes all that’s needed is
gender pay gap for women is roughly 20 to aviation. When the effort began just a an invitation, a bit of support, and an
percent, meaning women have signifi- few years ago 3,000 kids and 40 chapters acknowledgement that for aviation to
cantly less discretionary money for flight participated. Last year 15,000 young peo- thrive, all are encouraged to join. AOPA
training. They may also have less time, two ple were exposed to aviation through 100
of the major impediments to learning to chapters worldwide. “It takes a myriad of EMAIL ian.twombly@aopa.org
PROFICIENCY & EFFICIENCY 91 WEATHER 94 OWNERSHIP 99 ADS-B 107 MAINTENANCE 113 NEVER AGAIN
The five hazardous attitudes and

antidotes appearing in current
FAA publications can be found—
verbatim—as early as 1983, in a
judgment training manual developed
by the FAA, Transport Canada, and
the General Aviation Manufacturers
Association.
PROFICIENCY |
Bad behavior
PETER AND MARIA HOEY
Tools to save us from ourselves

B Y VA L É R I E T H I B O D A U X

IN 1991, the FAA issued Advisory Circular In flying, they are fairly easy to grasp—
60-22, “Aeronautical Decision Making.” It when we are getting initial training or a
presented 12 years of study and testing, and flight review, the circumstances and goals
brought concepts such as risk management,
systematic decision making, and cockpit
of the flight usually are very different than
our everyday flying will be post-certifi- WORLD
LEADER IN
resource management to general aviation. cate. In flying’s learning zone—primarily
It also identified five attitudes found over dual instruction—the focus is on improv-
and over again in poor judgment chains ing skills, going out of comfort zones, and
AVIATION
and accidents, described as anti-authority simulating rare and unexpected events, all
(Don’t tell me), impulsivity (Do something with the benefit of another experienced
quickly), invulnerability (It won’t happen aviator providing backup and perspective.
to me), macho (I can do it), and resignation
(What’s the use?). For each dangerous atti-
tude, pilots were instructed to think or say a
In the performance zone we are focused
on executing plans, demonstrating skills,
and minimizing mistakes, such as quickly
RESTRAINT
specific sentence to themselves, as an “anti-
dote.” The study found that this procedure
improved pilot performance over time, and
reduced hazardous patterns that led to bad
getting to the next airport for the $100 ham-
burger and touching down on the numbers.
The hazardous attitude assessment
procedure demands that we step back
TECHNOLOGY
The new SOARS (State Of
decisions. It was triumphantly published, from ourselves and consider our thoughts,
the Art Restraint System)
became part of the human factors curricu- critically asking if we are unconsciously
lum, and the FAA left it at that. showing a bias toward bad decisions. There from AmSafe is the next
In two and a half decades, nothing about are so many reasons why a pilot would fail generation system designed
it has changed, not even the words. The AC to use this procedure: Self-reflection can to target a broader range
material is printed in the Pilot’s Handbook of be uncomfortable and demanding; few of applications, to include
Aeronautical Knowledge, in every pilot text- people want to identify something about LSA, Experimental and
book from student to CFI, and in airman themselves or their behavior as wrong; many of the older aircraft
certification standards—in many of these, objectivity about yourself is extremely hard not originally certified to
the original language is copied verbatim. to achieve; and we may simply be too busy the latest safety standards.
Unfortunately, this approach doesn’t flying the airplane. In a multi-pilot cock-
SOARS is a universal airbag
work for general aviation. Once read, it is pit, one pilot could provide feedback to the
system for Part 23 Normal
usually pushed aside while pilots pursue other if questionable attitudes and decisions
more tangible skills. Even if a vigilant pilot start developing, but asking the single pilot Category & Experimental
wanted to research the complexities of atti- to be both the actor and the evaluator seems Airplanes with existing 2-3
tude further, where can you go for greater like an unrealistic burden. The thought- Point Restraint Systems.
understanding when our training hasn’t antidote procedure could work well with an The system provides
advanced since the 1990s? Two problems objective observer acting as a coach, but the the additional safety
have to be solved before knowledge of haz- only way it could translate outside the learn- and improved occupant
ardous attitudes can make us safer pilots: ing zone is if it were so deeply integrated protection needed in a
The prescribed procedure doesn’t work and practiced as to become automatic. If the survivable impact.
well in the GA cockpit, and standard teach- majority of our flying hours happen in the
ing of hazardous attitudes is ineffective. performance zone, then the flights when we
“Identify the thought as hazardous would most need this procedure would be
OUR INTRODUC
FOR THIS KIT (P TORY PRICE
and apply the appropriate antidote” is the the times we would be least likely to use it.
core of attitude training, and one reason it So, if the procedure for handling haz-
ILO
SEATS) WILL BET/CO-PILOT
isn’t used much in GA could be the key to ardous attitudes isn’t really being used, and
improving it. Reading the original advisory the tools available don’t really adapt to who
circular, there is a strong implication that
this procedure was developed and proven
you are, what do we do? The uncomfortable
answer is that there may not be one perfect
$2580.
in the learning environment. Human per- solution. There may not be one procedure
formance researchers are identifying a that we can teach, and test, and apply, and
“learning zone” and a “performance zone,”
and showing how they have different goals,
go forth confident that we will always get it
right. Human factors are messy, and don’t
www.amsafe.com/
different requirements, and different appli-
cations in life.
lend themselves to assessment and improve-
ment as easily as concrete skills. It is easier airbag-systems/soars/
P&E PROFICIENCY
to know if your landings have improved over If the last time you thought about haz-
time more than your judgment, so it is no ardous attitudes was prepping for an exam,
wonder that pilots choose to focus on things then any amount of time spent reflecting
they can grasp and measure. on what kind of pilot you are will be bene-
Psychological concepts such as person- ficial, even the time you have taken to read
ality, attitude, and self-awareness are hard this. What, for example, would be a good
enough to grasp on the ground, let alone in attitude in flying? We have seen how bad
the air, so our best approach to hazardous attitudes lead to wrong decisions, and we
attitudes is to revisit what the information focus a lot on a culture of safety, but we
was intended to do and why it is impor- haven’t yet identified if there is a consistent
tant. The most measurable gauge of any attitude among the best pilots that we could
new development will be to see how well it all learn from. Could we overcome hazard-
accomplishes the original goal. ous attitudes altogether by identifying an
Hazardous attitudes were made part attitude, set of beliefs, or approach that is
of the aviation lexicon the same way we optimal for flight?
identified not using checklists and captains Here is an idea to get started: Go back to
silencing junior officers: We figured out the origin of attitude training—the learning
they were crashing airplanes. Attitude is zone—and develop your own ways to incor-
only one part of the decision-making study, porate it into your flying. For example:
with the point that factors such as attitude • Make it part of your debrief, or even
have a major impact on judgment—espe- briefing. Instructors say that the best learn-
cially when they remain unconscious, ing happens on the drive home, when the
and especially when under stress. The pilot thinks back over the flight in a relaxed
five identified attitudes consistently led setting and integrates his or her experi-
to poorer decisions that could accumu- ences. Think about the good decisions you
late into accidents, and the pilots involved made, the decisions you were less comfort-
never saw it happening. Attitude training able with, and ask yourself what reasons
was intended to give us the tools to save us you had for each.
from ourselves. So many procedures were • Enrich your hangar flying. Assess other
developed because of the requirements of pilots’ stories or NTSB reports in terms of
the aircraft and the flight environment; motivation, and look for attitudes revealing
this may be one of the few times in avia- themselves in behavior. Is there anyone at
tion where the optimal procedure is not the airport you aren’t comfortable letting
standardized, but customized. your family fly with? Why? It probably runs
Each pilot has different desires in fly- deeper than their flying technique.
ing, brings different skills to the table, • Get a coach. Everyone gets some kind of
and develops differently over their flying recurrent training—a flight review at min-
career. Even in one individual, the com- imum. The best pilots get more frequent
plex interaction of attitude (which can sessions with a CFI, or even the perspective
change) with personality (which prob- of another trusted aviator riding along. Ask
ably won’t) is likely to vary with time for a candid assessment—do they see some-
and experience. But the one thing that thing that you don’t, patterns or habits that
remains consistent is that attitude mani- you are overlooking? And be prepared for an
fests in behavior. It is the why behind the answer you don’t like; improving isn’t easy.
what—something the original study got If attitude is important enough to teach
dead right. So, each of us can gain deeper in the first place, it is important enough to
insight into our own flying: We don’t have improve. And the advisory circular that gave
to start with probing who we are, or what us aeronautical decision making made us
lurks in the unconscious; we just have to better instructors and better pilots. Let’s
look at what we do and start to consider keep advancing it. AOPA
why. Attitude will either make you a better
pilot or it will stop you from advancing, VALÉRIE THIBODAUX is an art crime
and what it takes to move from one to the researcher, private pilot, and advanced
other may be completely unique to you. ground instructor living in Oregon.

P&E WX WATCH
Polar power
For bad weather down low, check the winds up high.
BY THOMAS A. HORNE
APPLY NOW FOR

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THIS VIEW, centered on the North Pole, shows four upper-level lows and their troughs
circulating around a central low. The circumpolar vortex follows the perimeter of the
troughs, carrying jet stream winds with them.
THIS PAST WINTER, it seemed like hardly a and it typically consists of three to six troughs Go to
day passed without dire warnings about the of low pressure. The troughs extend to the
dreaded polar vortex. Reports of its vicious south like lobes and the air beneath them aopa.org/financemytraining
cold—coupled with its sudden, unan- is indeed cold—or at least colder than the to apply today.
nounced arrival—made sure that Americans warmer air south of them. What’s more, this
lived under the fear of suddenly freezing circumpolar vortex is present year-round. Its
mid-stride. Its billing as a singular phenom- boundary—where cold, northern air meets
enon, as if it were a lone, angry, rogue vortex, warmer air from the south—moves north and
AOPA’s Flexible Aviation Loan can be put
only amped up the uncertainty. south with the seasons.
But I have news. There is no single, free- The entire works—the polar air and its to work right now to get you on your way as
roaming polar vortex. Instead, there is a huge troughs within the boundary—move west a better trained, more proficient pilot.
high-altitude (approximately 30,000 feet msl to east in the northern hemisphere, their
in the winter, 50,000 feet msl in summer) movement slowly following the rotation
circumpolar vortex that encircles the entire of the Earth beneath it. And it’s what goes
mid-latitudes of the northern hemisphere, on within the boundary, otherwise known
AOPA P&E WX WATCH
PILOT
TROUGHS ALOFT
are reflected in
surface temperature
charts. The chart
at left shows the
surface effects of
of a trough’s cold
GUIDES
air dipping into
the western and
midwestern states.
THE ONLY COMPLETE RESOURCE

FOR FLYING THE ISLANDS
THIS 300-MILLIBAR
constant-pressure
chart shows a
trough aloft and its
jet stream winds
at 30,000 feet.
Wind speeds as
high as 130 knots
are within one core
of strong winds
located just east of
the trough’s axis
over the western
states. Moderate to
severe turbulence
was reported east of
the trough as winds
blew across the
Rockies.
as the jet stream, that causes much of our air, low pressure centers, and their atten-
airmet and sigmet weather. dant cold and warm fronts.
Here’s a simplified description of how In the colder months, warm fronts cause
this often works: Where warmer air from plenty of trouble because they cover a large
the south meets one of those cold troughs area, often producing instrument meteoro-
CAPE SANTA MARIA from the north, right-turning Coriolis logical conditions in snow farther ahead of
LONG ISLAND, BAHAMAS forces team up to generate high-altitude the front’s surface position, snow and ice
westerly winds around the bend in the pellets (sleet) closer to the front, and freez-
LAND IN ANOTHER WORLD.
upper-level trough’s axis. They blow the ing rain immediately ahead of the front.
EXPLORE WHERE EVEN THE fastest at the apex of the trough, where Sometimes, when the pressure gradi-
AIRLINES DON’T GO.
the battle between pressure gradient forces ent remains tight after emerging from a
(which draw air toward the trough’s parent trough’s boundary, wind speeds of up to
Buy Now low-pressure center) and Coriolis forces 200 knots can form in jet stream cores.
aopa.org/pilotguides (which move to the right, away from low But the tug of war between pressure gra-
pressure) are in balance. But once this fast- dient and Coriolis forces still hangs in
moving air rounds the bend it often slows there, because if there’s any decrease in
down as the pressure gradient slackens. wind speed, pressure gradient begins to
This in turn can cause a divergence of air exert itself and in so doing creates lifting
aloft. To compensate for this, air at the sur- forces. But not for long, because Coriolis
face converges, which in turn causes rising force quickly responds in the other

Leave a
THE AREAS east of
a trough are known Legacy
for General
for producing
regions of diverging
air (red circle)
and slackening
wind speeds.
This promotes
convergence, rising
Aviation
air, low pressure, and
frontal systems at The love of flying—and
the surface.
the freedom it brings—is
a legacy worth passing on
to future generations. The
AOPA Foundation Legacy
Society is a group of the most
committed AOPA members
who are providing future gifts
through theirs wills, trusts,
retirement accounts or other
arrangements.
HIGH-LEVEL
significant weather Including the AOPA Foundation
charts identify jet in your long-range plans can be
stream flows with a simple, yet powerful, way to
green arrows. This make a truly significant impact
chart describes the on general aviation.
situation between
FL250 and FL630.
Areas of turbulence To find out more about how
are outlined with you can leave your legacy,
dashed yellow
lines. The height of call 301.695.2320
the tropopause is or visit www.aopa.org/legacy.
abbreviated with
three digits within
the small outlined
boxes. For example,
“270” indicates a
height of FL270, or
about 27,000 feet.
direction. The result is the formation of temperature chart. Try the University of
more intense, localized areas of lift aloft Illinois website (http://ww2010.atmos.
and low pressure at the surface—and the uiuc.edu/(Gh)/wx/surface.rxml). See
heaviest snowfalls and ice storms. the boundary between the blue and
Want to graphically identify the cir- green areas? There’s your polar vortex—
cumpolar vortex’s location? One way er, circumpolar vortex—boundary.
would be to call up a constant pressure Pilots enduring the drudgery of their
chart for the 300-millibar pressure surface. first aviation weather courses may say,
This roughly corresponds to an altitude of “Why in the world are we studying the
30,000 feet—a good altitude to start with weather at 30,000 feet? I’ll be flying at more
for winter weather. A constant pressure like 5,000 feet.” True, but high-altitude
level of 200 millibars, or about 40,000 feet, dynamics dictate the worst flying weather
would be a typical altitude for the summer at lower altitudes. Winter or summer, that
months. The National Weather Service’s polar boundary and its high-speed winds
Storm Prediction Center (www.spc.noaa. can put you in turbulence, icing conditions,
gov/obswx/maps) has nice charts, com- or thunderstorms, and top it all off by giv-
plete with wind barbs and color-coded ing you instrument conditions for your
areas showing jet cores. Select the pres- takeoffs or landings. AOPA
301.695.2320
sure level and time—or video loop.
AOPALegacy@aopa.org
Another way is to use a surface EMAIL tom.horne@aopa.org
P&E OWNERSHIP
Get your gloss on

Putting science to work on your paint
BY THOMAS B. HAINES
DILIGENT BUFFING BY MEHRDAD ZARIFKAR, owner of Aviana Aircraft Detailing, puts new life in a Bonanza’s old paint job. Washing and paint
restoration are the first steps in the three-part process; the ceramic coating is last.
A DEAFENING RAIN THUNDERS DOWN on paint on the leading edges—has left it look- Bored with his job as a chemical engi-
the hangar’s metal roof as Mehrdad Zarifkar ing more like a 5 than the 10 I wish it were. neer, Zarifkar began tinkering around
scoots his rolling stool closer to the Bonanza’s Although not a lot can be done about with car detailing projects and soon dis-
empennage. He moves the bright, handheld the rain erosion, much can be done to bring covered that most of the products he was
LED up, down, and sideways, examining the back the luster, restore the gloss, and pro- using were not very effective, especially
fuselage the way a dermatologist might study vide UV protection. over the long term. Putting his education
a patient’s skin. “See here. Swirls in the paint. And, indeed, the 1.5 days of effort on to work, he began to seek products that
We can get most of these out,” he says, never the Bonanza made an incredible differ- chemically work with the paint to make
looking up. “This scratch, though. Too deep. ence. Zarifkar spent another half day long-term improvement to the finish. He
We’d remove so much paint that the cure sprucing up my newly acquired 2014 Van’s ultimately found a line of products that
would be worse than if we just left it alone.” RV–12 Light Sport aircraft. It was four include a ceramic coating that literally
And so began our two-day exercise to years old when I bought it, but it had only binds with the surface paint to provide a
restore the paint on my 1972 Beechcraft seen daylight for 33 hours, having been in high level of UV protection, which makes
Bonanza A36, last painted in 1989. While it a hangar for years. So although that new cleaning a lot easier. That, combined with
has mostly been hangared, two years of sit- paint looked good, Zarifkar’s efforts made a paint-restoration process completed
MIKE COLLINS
ting outside when I first got it in 1999 really it even glossier—and, more important, the before the ceramic is applied, provides
did a number on the finish. That, plus many ceramic coating he applied will keep it that a better-than-new finish, as long as the
hours of flying through rain—eroding the way for a long time to come. paint is intact to start.

and uses only a few ounces to clean a whole
airplane. A citrus-based degreaser worked
wonders on the Bonanza’s belly. Next up is
paint correction, where Zarifkar uses a low-
speed buffer and a light polish to remove
oxidation—again a tiny amount of solution
is needed, one spritz of polish on the buf-
fer every few minutes. The restoration does
an amazing job of bringing back the gloss.
Stubborn areas may need a somewhat more
aggressive approach. On my Bonanza, the
paint around the lower windshield frame
was particularly flat and took a lot of extra
work. The belly also presented its own chal-
lenges, especially just aft of the exhaust
stacks. Three decades and thousands of
flight hours of hot exhaust really does a
number on the paint finish. The results,
however, were impressive. Those two spots
didn’t end up with the same depth of gloss
as the rest of the airframe, but there was sig-
nificant and noticeable improvement.
Each step is followed by a careful rub-
down and further examination using the
high-intensity light to ferret out any swirls,
especially those left over from previous
polishings.
A CLOSE INSPECTION identifies archival swirls from previous polishing of the Vans RV-12— The final step is application of the
all of which can be eliminated by the paint restoration process.
ceramic coating, which comes in a very
small bottle. In total, an airplane the size of a
Bonanza will need only about 75 to 100 mil-
“People are skeptical,” he admits. “It easy work of removing exhaust stains, a liliters—less than three ounces. The coating
sounds snake-oily, but it works. It lowers common problem on turboprops. The is wiped on, allowed to dry for a few min-
maintenance time and provides protec- price doesn’t include his travel and utes, and then wiped off.
tion. Even new paint can be improved related expenses. Travel costs can be The coating deepens the gloss even
because we can remove much of the light split if there’s more than one airplane on more and makes the surface unbeliev-
swirling that you get when polishing new a field. There is no travel cost for airplanes ably smooth and slippery—and adds UV
paint.” The process is not a solution for coming to him at any of the Minneapolis protection. I’ve had to rethink some pre-
deep scratches or eroded paint. reliever airports. flight procedures: carefully putting the fuel
A pilot and classic Bonanza owner, After studying the chemical properties strainer down on the wing; same with the oil
Zarifkar eventually formed a company, of numerous products, Zarifkar settled on a dipstick when adding oil. Otherwise, they’d
slide right off.
The coating deepens the gloss even more and The RV–12 is similarly slippery and
remarkably glossy.
makes the surface unbelievably smooth and Six months later and 75 or so flight
slippery—and adds UV protection. hours after the work, both airplanes still
look terrific. I’ve ditched all the other clean-
ers and polishes I used before, especially to
remove bugs from the leading edges. After
Aviana Aircraft Detailing, and began product line from Gtechniq, which is avail- flights, I use a spray bottle with water or
detailing airplanes full time. A typical able only to professional detailers. the highly diluted no-rinse spray to wipe
job for a four-place single starts at about The process begins with paint resto- the bugs off. Occasionally I need a spritz of
$2,900. Single-engine turboprops are in ration, which includes a low-water wash. the citrus cleaner for a tough spot and to
the low $3,000 range. The coating makes The no-rinse solution is diluted 256-to-1 remove the belly grease.
P&E OWNERSHIP
Zarifkar says the ceramic coating

will remain intact and effective for years,
assuming it is well cared for. An occa-
sional wash, avoiding aggressive rubbing,
and keeping other chemicals off the sur-
faces are about all that is required to
maintain the finish.
The result is a deep gloss and smooth
surface that I thought not possible, espe-
cially on the Bonanza’s 30-year-old paint.
The deep blue and red stripes look stun-
ning. I had been thinking the airplane
needed a new paint job. I’m now putting
that off for years. AOPA
EMAIL thomas.haines@aopa.org
For more information, visit aviana-

detailing.com. And visit Zarifkar’s
YouTube channel for helpful videos
A BEFORE (top, right side) and after (top, left side) section of the Bonanza’s deep blue and
about the process.
stripes demonstrate the impact of the restoration process (top). The RV-12’s metallic finish
dazzles after the ceramic application—and simplifies cleaning (above). www.loveyourplaneagain.com
96 |
WHEN YOU CHOOSE LYCOMING, 200 EXTRA FLYING

HOURS IS JUST THE BEGINNING.
We recently extended our TBO by 200 hours for a significant number of Lycoming Factory
New, Rebuilt and Overhauled engine models. In some cases, 400-hour TBO extensions
can be approved. These extensions give our customers more flying time, increased cost
efficiency, and peace of mind.
We continually invest in the materials science research and development needed to

increase the durability of genuine Lycoming engines and parts. This commitment to
innovation comes with a worldwide support network that offers a level of customer service
unmatched in general aviation.
Lycoming’s efforts show that not all engines and parts are created equal.
Contact an authorized Lycoming Distributor to purchase a genuine Lycoming engine or

genuine Lycoming parts.
Lycoming.com/TBO
© 2019 Avco Corporation
Chicago Doctor Shakes Up Hearing Aid Industry
ADVANCED HEARING AID
TECHNOLOGY... For Less Than $200!
Chicago – A local board-certified physician The doctor evaluated the high priced
has done it once again with his newest invention hearing aids on the market, broke them
of a medical-grade, affordable hearing aid. down to their base components, and
This new hearing aid is packed with all the then created his own affordable version,
features of traditional hearing aids found at called the MDHearingAid, for less
clinics for a mere fraction of the cost. Now than $200.
most people with hearing loss are able to enjoy Nearly
crystal clear, natural sound — in a crowd, on Affordable Hearing Aid
Invisible! Technology
the phone, in the wind — without suffering
through “whistling” and annoying SAME FEATURES AS Using advanced technology, the
background noise. EXPENSIVE COMPETITORS MDHearingAid adjusts to your listening
FDA-Registered MDHearingAid® Behind-the-ear for a environment — prioritizing speech and
nearly invisible profile de-emphasizing background noise.
Outperforms
Accommodates Mild, Experience all of the sounds you’ve been
Expensive Competitors missing at a price you can afford. This
Moderate, and
This sleek, fully programmed, light-weight, Moderately-Severe doctor designed and approved hearing aid
hearing aid is the outgrowth of the technology hearing loss comes with a full year’s supply of long-
revolution that is changing our world. While Amplifies the critical life batteries. It delivers crisp, clear sound
demand for new technology caused most prices frequencies of the all day long and the soft flexible ear
human voice, without domes are so comfortable you won’t
to plunge (consider DVD players and computers, amplifying background
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P&E ADS-B
Going global New!

Satellite ADS-B might require equipment changes TOP OFF YOUR PLANE
BY MIKE COLLINS
& YOUR WALLET
with the AOPA World Mastercard®,
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Select AOPA purchases
• AOPA Membership
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Clinics (in-person and online)
Visit
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BLACK AIRCRAFT SYMBOLS represent many of the ADS-B mandates worldwide. The white *Certain points and purchases restrictions apply, see full Rewards
symbol indicates Canada’s proposed mandate. Terms and Conditions for full details at AOPA.org/creditcard.
1 Rewards points can be redeemed for Cash Back or other items pro-
AS OF APRIL 1, nine months remain to Iridium NEXT satellites to low Earth orbit. as a statement credit. The statement credit will reduce your balance
equip for aircraft owners who must com- That launch completed the Iridium NEXT but you are still required to make at least your minimum payment. A
ply with the FAA’s Automatic Dependent constellation, with 66 operational satellites for non-cash back redemption items such as merchandise, gift cards,
Surveillance-Broadcast Out mandate. The in orbit. Each carries an Aireon ADS-B pay- and travel may vary.
FAA will require ADS-B Out for most flights load. Aireon is a joint space-based ADS-B
after January 1, 2020, in airspace where a venture between Iridium Communications,
transponder is required today. Nav Canada, the Irish Aviation Authority,
And the technology is not coming only to Italian air navigation service provider Enav,
the United States. In many countries around and Naviair—which provides air navigation
the world, mandates have been announced services in Denmark, Greenland, and the
or are working their way through the reg- Faroe Islands. Nav Canada is the partner-
ulatory process. ADS-B mandates have ship’s lead air navigation service provider.
nearly doubled since we last looked at the On February 7, Aireon formally received
topic (“ADS-B: International and Diversity,” control of the final six payloads from Iridium.
January 2016 AOPA Pilot). And an innova- Aireon’s system was scheduled to go live in
STEPHANIE DALTON COWAN
tion way over our heads—literally—might the first quarter of 2019, beginning with oper-
cause complications for aircraft that have to ational trials over the North Atlantic.
fly in some of this emerging ADS-B airspace. Those satellites are a potential rub. Nav
In early January a SpaceX Falcon 9 Canada’s proposed mandate requires antenna
rocket launched from Vandenberg Air diversity—ADS-B antennas on both the bot-
Force Base, California, delivered the final 10 tom and top of the aircraft—to support
P&E ADS-B
5-nautical-mile aircraft separation using modified at the factory to include antenna we can expect a diversity requirement to
space-based ADS-B. Nav Canada will require diversity; a software unlock adds the capa- affect more U.S. and Canadian GA.”
1090 MHz extended squitter (1090ES) bility to non-diversity NGT-9000s.) Few small GA aircraft are equipped with
ADS-B (the international standard; only Nav Canada said the ADS-B Out per- TCAS II, Duke said. No current Canadian or
the United States allows 978MHz univer- formance requirements were determined U.S. regulation requires private operators to
sal access transceivers, and then only below after assessing issues and concerns raised by equip with it, although International Civil
Flight Level 180) compliant with RTCA stakeholders, and that the proposed mandate Aviation Organization rules require that
DO-260B after January 1, 2024, although would harmonize with U.S. and European all turbine-powered airplanes with a max-
DO-260 or DO-260A can be used until then. ADS-B Out mandates. However, only the rel- imum certificated takeoff weight of more
Nav Canada’s Phase 1 would include all atively small fleet of aircraft equipped with than 33,000 pounds (15,000 kg) or autho-
airspace above 18,000 feet msl, beginning traffic alert and collision avoidance systems rized to carry more than 30 passengers, with
January 1, 2021. On January 1, 2022, Phase (TCAS II) have antenna diversity; neither the an individual airworthiness certificate first
2 would add Class B airspace. (Canada’s United States nor Europe has mandated the issued after Jan. 1, 2007, be equipped with
Class B extends from 12,500 feet msl up to diversity capability as part of ADS-B. an airborne collision avoidance system.
but not including 18,000 feet msl.) Phase 3 Rune Duke, AOPA senior director of air- “Nav Canada is still analyzing whether
is less defined, expanding ADS-B as needed space and air traffic, was quick to point out a low-altitude diversity requirement is war-
to “specific controlled airspace, en route or that Transport Canada has not yet approved ranted, and Transport Canada has yet to
at an airport, starting no sooner than 2023.” Nav Canada’s request. “AOPA is continuing approve the initial phases of the rule that
A significant challenge for lighter GA to work with COPA, the Canadian Owners would govern the higher altitudes,” Duke said.
aircraft is that only three ADS-B tran- and Pilots Association, to advocate for only “We are staying closely involved in this effort.”
sponders currently support antenna justifiable airspace and equipage mandates. COPA expects further validation
diversity—the Garmin GTX 33D ES and The diversity requirement would be sig- of bottom-only signal reception, said
GTX 330D ES, and the L3 Commercial nificant if it was approved by Transport Bernard Gervais, COPA president and
Aviation Lynx NGT-9000. (Non-diversity Canada. And as Nav Canada expands its CEO. “There haven’t been enough tests to
100 | GTX 33ES and GTX330 ES models can be mandate to lower airspace, around 2023, determine if the bottom-mounted antenna
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is enough for the required accuracy. top-mounted transponder antennas, Aireon at and above 3,000 feet msl within 12 nm of
“We are a little concerned because at said that it can receive bottom-antenna-only the Mexican coast.
this point, there’s no ground-based ADS-B 1090ES signals, depending on the angles and The European Union will require
[planned for Canada]. My transponder position of the satellite. 1090ES ADS-B Out by June 7, 2020, for
antenna points at the ground. I’m thinking For now, aircraft owners based in IFR aircraft with a maximum takeoff weight
the industry should be looking at something Canada—or American owners who have not heavier than 12,566 pounds (5,700 kg) or a
different,” he said. “If I got a top-mounted equipped, and who want to ensure compli- maximum cruise airspeed faster than 250
antenna on my aircraft, would I still be picked ance with Canadian requirements—might KTAS. ADS-B coverage will be spotty in
up by antennas on the ground?” Gervais want to hold off until the requirements are areas, and not fully integrated with air traf-
thinks that for VFR aircraft not requiring IFR finalized. Unfortunately, the rapid approach fic management, in June 2020, but coverage
separation, a belly-mounted antenna could be of the FAA mandate might make this diffi- will be nearly complete—and completely
enough. “There is still a lot to determine.” cult. And owners interested in the FAA’s integrated—by December 2023. However,
When Nav Canada expands ADS-B into $500 ADS-B rebate (www.faa.gov/go/rebate) there currently is no clear and harmonized
Phase 3, which could include terminal air- should not wait; in mid-February only 4,400 pan-European direction for GA surveillance
space, he expects the agency to conduct a reservations remained. AOPA is not aware equipage, which risks continued and even
formal aeronautical study—normal any time of any other national air service providers in increasing GA equipment diversification
a service is changed—and that COPA would the Aireon partnership that have announced across the European countries.
be part of its stakeholder group. ADS-B mandates requiring antenna diversity. Australia , China, Colombia, Hong
In late 2017, with only the first 15 ADS-B Kong, India, Indonesia, New Zealand,
payloads in orbit, Aireon was busy evaluat- THE REST OF THE WORLD Singapore, Sri Lanka, Vietnam, and
ing preliminary satellite ADS-B data (see In Mexico, 1090ES ADS-B Out will be Taiwan—among other countries—also
“ADS-B: Taking the High View,” January 2018 required beginning January 1, 2020, in require 1090 ES. AOPA
AOPA Pilot). The company saw a lot more air- Class A, B, and C airspace, and Class E
craft than it expected. While noting that the above 10,000 feet msl. It is required now EMAIL mike.collins@aopa.org
system was designed to receive signals from in Class E airspace over the Gulf of Mexico, www.aopa.org/adsb | 101
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PRESENTS
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P&E TECHNIQUE
Taming the stall New!

Slips, skids, and centering the ball TOP OFF YOUR PLANE
B Y C AT H E R I N E C AVAG N A R O
& YOUR WALLET
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Visit
UNCOORDINATED FLIGHT OCCURS when the relative wind is not aligned with the AOPA.org/creditcard
longitudinal axis (as seen from above).
to learn more
*Certain points and purchases restrictions apply, see full Rewards
“I WAS CHECKING OUT IN THE CLUB’S Piper the inclinometer inside the turn coordinator Terms and Conditions for full details at AOPA.org/creditcard.
Cherokee and whenever we stalled, the usually does the job. For coordinated flight, 1 Rewards points can be redeemed for Cash Back or other items pro-
left wing dropped and it scared me. What keep the ball centered. as a statement credit. The statement credit will reduce your balance
happened?” As a flight instructor who While turning stalls might induce greater but you are still required to make at least your minimum payment. A
specializes in spin training, I am often con- anxiety than those in level flight, there is no for non-cash back redemption items such as merchandise, gift cards,
tacted with questions such as this. I have good reason for that as long as the flight stays and travel may vary.
learned that what pilots fear most about a coordinated. A banked turn with insufficient
stall is the spin that results if the dance on rudder deflection sends the inclinometer ball
the rudder pedals to keep wings level isn’t toward the inside of the turn and indicates a
perfect. After all, we know that a spin results slip. Too much rudder input sends the ball to
from uncoordinated flight and stalled wings, the outside of the turn and results in a skid.
and inadvertent spins often don’t end well. Stay coordinated by “stepping on the ball”—
Let’s consider this equation and ensure that pressing on the rudder pedal corresponding
our stalls are tame. to the direction the ball is deflected. That
Uncoordinated flight occurs when the may sound easy, but remember that there
relative wind, viewed from above the air- are infinitely many ways to slip and skid but
plane, is not parallel to the longitudinal axis there is only one way to be coordinated. The
(see above). The result is an increase in drag slightest deflection of the ball from center
and a decrease in cruise speed, so pilots typ- means a lack of coordination.
ically strive for efficient, coordinated flight. So what happens when a turning stall
Although a well-placed yaw string can be lacks coordination? In a slipping turn, the
best at detecting a lack of coordination (see raised wing has a higher angle of attack; in
“Detecting Uncoordinated Flight,” p. 105, a stall during a slipping turn, the raised wing
P&E TECHNIQUE
D.C.
D.C.
D.C.
ELECTRIC ELECTRIC ELECTRIC
L R L R L R
2 MIN. 2 MIN. 2 MIN.
SLIP SKID
NO PITCH
NO PITCH
NO PITCH
INFORMATION INFORMATION
INFORMATION
Figure 4. During a skid, the lowered wing has a higher angle of attack
THERE IS ONLY ONE WAY to be perfectly DURING
Figure A SLIP,
3. During the
a slip, the raised
raised wing has wing hasofaattack
a higher angle higher
and DURING
and stalls first SKID,inthe
A resulting lowered
an “under wing
the bottom” has a
spin entry.
Figure 2. There is only one way to be perfectly coordinated but infinitely many ways tostalls first resulting in an “over the top” spin entry.
coordinated
slip (yellow) but
or skid (red). For infinitely
many more
general aviation ways
airplanes, pushing forward on theangle of attack and stalls first resulting in higher angle of attack and stalls first
to slip (yellow) or skid (red). For many
yoke/stick is at least as important as the rudder input.
an “over the top” spin entry. resulting in an “under the bottom” spin
general aviation airplanes, pushing entry.
forward on the yoke/stick is at least as
important as the rudder input.
stalls first, and the airplane may enter an

“over the top” spin (see above). Slipping
is an effective technique to combat a
crosswind on landing or to lose altitude
without picking up unwanted airspeed on
final. But stalling during a slip can result
in a spin, so take care to ensure that the
angle of attack stays low when close to the
ground.
During a skidding turn, the lowered
wing has a higher angle of attack; it stalls
first and the result is an “under the bot-
tom” spin entry (see above). Your body
can detect this lack of coordination as
well since, in a skid, it’s pushed to the
outside of the turn. The same is true in
a car: make a left turn on unbanked road
IN THE CLASSIC BASE-TO-FINAL SPIN ENTRY, the lower wing stalls first and the aircraft is and your body, just like the inclinome-
upside down immediately. No one should see this view turning onto the final approach ter ball in a skid, slides toward the right.
segment.
What feels natural in a car, though, should
never feel so in an airplane. While a slip
is a valuable flight maneuver, there is no
virtue in a skid.
Coordination forms the razor-thin dividing line Still, accident reports show that
between slipping and skidding flight. pilots skid with disappointing regularity.
The classic scenario is the traffic pattern
base-to-final turn in which, possibly exac-
erbated by a tailwind on base, the aircraft
is about to overshoot the extended runway
centerline. Using excessive inside rudder
See how a skidding stall quickly inverts the aircraft and how the yaw
to swing the nose of the aircraft toward
string and the inclinometer in the turn coordinator often give the same
information, in two online videos. the runway results in a dangerous skid
www.aceaerobaticschool.com/videos in which the low wing stalls first. A skid-
ding stall means the airplane is quickly

DETECTING UNCOORDINATED
FLIGHT
Between slipping and skidding
Uncoordinated flight happens

when the airflow, viewed from
above, is not parallel to the
aircraft longitudinal axis. A “yaw
string” or “slip string” fixed to
the airplane’s fuselage in view
of the pilot can be an effective
way to maintain coordinated
flight by keeping the string
parallel to the longitudinal axis of
the airplane. Glider pilots often
use yaw strings to stay coordi-
nated in flight. The trouble with
powered airplanes, especially
the single-engine variety, is that
it can be difficult to place the
string so that it is unaffected by
the engine slipstream. Fortu-
nately, in most cases, the yaw
string and the inclinometer in the
The Right Approach
turn coordinator give the same
information.
Multiengine pilots know that
To Aircraft Financing
the inclinometer is not always a
perfect way to detect uncoordi- WITH AOPA’S EXPERTS IN
nated flight. In an engine-failure
emergency, a lack of coordina- PURCHASING AIRCRAFT YOU GET
tion guarantees inefficiency in
maintaining altitude or, worse, Access to more aviation lenders
entering a spin if the angle of at-
tack of the wings is high enough. The most comprehensive options and
During my training for the
multiengine certificate, we taped competitive rates
a yaw string to the windscreen
to achieve efficient, coordinated Trusted advice and guidance from AOPA
flight when one engine stopped
running. We banked slightly
toward the working engine and
Finance with AOPA
applied enough rudder to center
the yaw string. The inclinometer
ball was deflected about half-
Get pre-approved and start aircraft shopping today!
way out toward the working
engine even though the centered 844.674.2761 | AOPAFINANCE.ORG
yaw string confirmed coordi-
nated flight. We noted both the
bank angle and the extent of
the ball deflection for practice
or emergencies when the yaw
string was not available. —CC
P&E TECHNIQUE
Real hearing protection.
TSO certified.
inverted. At 400 feet above the ground, all
the aerobatic prowess in the world won’t
help, as anyone needs at least several hun-
dred for the recovery.
Here is an exercise that demonstrates
the efficacy of rudder inputs near a stall.
From slow flight, use back-pressure on
the yoke to raise the angle of attack of
the wings and hold the aircraft close to
a stall. Use the rudder pedals to keep the
wings level. This stall exercise shows that
it can take some quick and extreme rudder
deflections to keep the wings from drop-
ping. After all, coordination forms the
razor-thin dividing line between slipping
and skidding flight. Of the two antidotes
for a spin, coordinated flight and unstalled
wings, the latter is far easier to achieve.
The Pro Plus. Just push on the yoke and the spin is eas-
ily averted. No stall, no spin.
Clarity Aloft Aviation Headsets

® When I teach spins and aerobatics,
we stall the airplane in both slipping and
www.clarityaloft.com skidding configurations. The first time, we
let the airplane turn upside down and wit-
ness the full effect. Next up is a powerful
and encouraging demonstration. We set
up a slipping (or skidding) stall once more
and as soon as the airplane is departing
into the spin, apply a quick burst of for-
ward yoke and note that the spin stops
immediately. You can be on your way into
the spin and it is never too late to stop it.
Pushing forward on the yoke is key.
Why not use your next flight review as
an opportunity to increase your own confi-
dence with stalls? For stall recovery in many
general aviation airplanes, push forward
on the yoke to lower the angle of attack of
the wings, use rudder inputs to control roll
tendencies, apply power to minimize alti-
tude loss, and keep ailerons neutral as their
effects can be unexpected. Be sure to check
your own operating handbook to get the
technique just right. Remember, although
it’s always great to hone your rudder skills,
the elevator is king when taming the stall
and avoiding the unwanted spin. AOPA
CATHERINE CAVAGNARO owns Ace Aero-

batic School in Sewanee, Tennessee (www.
aceaerobaticschool.com), and is professor
of mathematics at Sewanee: The University
of the South.

P&E SAVVY MAINTENANCE
Savvy Maintenance coverage
sponsored by AIRCRAFT SPRUCE
OPINION |
Crimes and New!
misdemeanors
TOP OFF YOUR PLANE
& YOUR WALLET
Cold starts are a culprit in engine damage the best card for pilots.
BY MIKE BUSCH
2%
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INSULATED ENGINE covers help keep heat from escaping the engine compartment. *Certain points and purchases restrictions apply, see full Rewards
Terms and Conditions for full details at AOPA.org/creditcard.
PREHEATING IS IMPORTANT. A single cold A common misconception is that cold 1 Rewards points can be redeemed for Cash Back or other items pro-
start without proper preheating can pro- starts are bad for engines because the as a statement credit. The statement credit will reduce your balance
duce more wear on your engine in less engine oil is thick and viscous and doesn’t but you are still required to make at least your minimum payment. A
than a minute than 500 hours of normal flow well. Since it takes longer for oil pres- for non-cash back redemption items such as merchandise, gift cards,
cruise operation. sure to come up when the oil is cold, the and travel may vary.
I’m often asked how cold it has to be engine sustains excess wear in the early
before preheating is necessary. There’s no seconds after start because of inadequate
hard and fast answer, because the damage lubrication.
done by an unpreheated cold start depends While this may be true of single-weight
on a variety of things, including the type oils, it’s not true of the modern multivis-
of engine, its age and condition, and what cosity oils that are universally used today
kind of oil is being used. A brand-new or for cold-weather operations. Multivis oils
freshly rebuilt or overhauled engine is such as 15W-50 or 20W-50 flow extremely
more vulnerable to cold-start damage than well even at 0 degrees F (minus 18 degrees
a tired old engine at TBO. C) or less. Pilots who use multivis oils see
Generally, I consider any start in which their oil pressure come up quickly after
the engine is cold-soaked to a temperature starting in cold weather, and figure that
below freezing (32 degrees Fahrenheit, or 0 everything’s OK. Wrong.
degrees Celsius) to be a misdemeanor and
any start below about 20 degrees F (minus IT’S THE CLEARANCE, CLARENCE
7 degrees C) to be a felony. The colder the Actually, the biggest culprit in cold-start
temperature, the worse the crime (and the damage is that our engines are made of
ensuing punishment). dissimilar metals with different expansion
It’s not that the oil

is thick—if you use
multivis oil, it’s not—
but rather that the
clearance between
the crankshaft and
bearings is tighter
than normal.
coefficients. The crankcase, pistons, and
cylinder heads are made from aluminum
alloy, while the crankshaft, connecting rods,
piston pins, and cylinder barrels are made
from steel. Aluminum expands about twice TANIS TSP6 electric preheating system.
as much as steel when heated, and con-
tracts about twice as much when cooled. the clearance between the crankshaft and massive and bristles with cooling fins bathed
Consider your steel crankshaft, which is bearings is tighter than normal. If it’s cold in frigid air, so it warms up slowly. The result
suspended by thin bearing shells supported enough, you might not be able to pull the is that the piston expands to its full operat-
by a cast aluminum crankcase. As the engine prop through at all. ing dimension quickly after start, while the
gets colder, all its parts shrink in size, but the Start an engine in this condition and cylinder takes a lot more time to expand to
aluminum crankcase shrinks twice as much you’re likely to experience accelerated its full operating diameter. The fit of the pis-
as the steel crankshaft running through it. As bearing wear and possible scuffing of the ton in the cylinder bore may become tighter
temperature goes down, so does the clear- crankshaft journals in the first minute or two than normal shortly after cold-starting when
ance between the bearing shells and the of engine operation. In the extreme, it’s even the piston has come up to temperature, but
crankshaft—and that clearance is where the possible for the bearing shells to shift in their the cylinder still has a way to go. If it’s cold
oil goes to lubricate the bearings and pre- saddles (a so-called “spun bearing”), starv- enough, the piston-to-cylinder clearance can
vent metal-to-metal contact. If there’s not ing the bearing of lubricating oil. go to zero, resulting in metal-to-metal scuff-
enough clearance, then there’s no room for This problem is at its worst with a fresh- ing between the piston and cylinder barrel.
the oil, regardless of oil pressure. from-the-factory engine built to the tightest All the warm oil in the world won’t help
The overhaul manual for Continental new-engine tolerances. A tired, loose, high- if the crank-to-bearing or piston-to-cylin-
470/520/550 engines lists the minimum time engine with worn bearings might well der clearances go to zero. To avoid this, it’s
crankshaft bearing clearance as 0.0018 have plenty of clearance even at subzero essential for a preheat to warm up the both
inch (that’s 1.8 thousandths) at room tem- temperatures. But, even if your engine is crankcase and the cylinder barrels.
perature. What happens to this clearance in approaching TBO, you can’t afford to be
cold temperatures? Tests performed in 1984 complacent about cold starts. Inadequate
by Tanis Aircraft Products in Glenwood, bearing clearance is only one of the evils THE WORLD’S BEST PREHEAT
Minnesota (where it gets mighty cold), associated with cold starting. The best way to accomplish this is to put
showed that the crankshaft bearing clear- the airplane in a heated hangar overnight.
ance at minus 20 degrees F is reduced by PISTON CLEARANCE IS A BIG DEAL After eight to 12 hours in a 40-degrees-F
0.002 inch. In other words, a tight new Consider what happens to your pistons and hangar, every part of the airplane is at 40
engine built to Continental’s minimum cylinders when you cold start an engine. degrees F: the oil, the crankcase, the cyl-
specified bearing fit at room temperature Here, instead of a steel crank inside an inders, the gyro instruments (gyros have
would have a slightly negative bearing aluminum case, we have an aluminum pis- their own cold-start issues), the wind-
clearance at minus 20 degrees F. The crank- ton inside of a steel cylinder barrel. The shield (so it won’t fog up the minute you
shaft would be seized tight. clearance situation is reversed: Piston-to- breathe), and even the pilot’s seat (solving
You’ve probably noticed how difficult cylinder fit is loose when the engine is cold, yet another problem).
it is to pull the propeller through by hand and tightens up as the engine comes up to I’m based on the California coast where
before starting in cold weather. Now you full operating temperature. the weather rarely gets below freezing, but
know why. It’s not that the oil is thick—if The piston has relatively low thermal when I travel to the cold country, I always
you use multivis oil, it’s not—but rather that mass, so it heats up quickly. The cylinder is try to use the overnight-in-a-heated-hangar

method of preheating. Most FBOs charge
between $25 and $100 to store my twin in
their heated hangar overnight. Even at $100,
it’s a bargain compared to the alternative
(accelerated wear of two expensive engines).
If I’ll be staying at a cold-weather air-
port awhile, I’ll arrange with the FBO to
pull the airplane into the heated hangar
the night before my scheduled depar-
ture. If it’s really, really cold out on the
morning of departure, I’ve been known
to preflight the airplane in the hangar,
climb into the cockpit, secure the door,
copy my clearance, and then have the line
crew open the hangar door and tow the
airplane out onto the ramp with me in it.
As soon as they unhook the tug, I start
the engines before they’ve had a chance
to get cold-soaked.
MULTIPOINT ELECTRIC HEATERS

Short of overnight in a heated hangar, the
best preheating method is a multipoint
electric heating system that has individual
heating elements attached to the oil pan,
the crankcase, and each cylinder. By plug-
ging such a system into AC power about six
hours before departure, you can be assured
of warm cylinders, a warm case, and warm
oil when you start up.
Tanis first introduced these systems
in 1974. Tanis systems consist of multi-
ple electric heating elements connected
by a wiring harness—one for each cylin-
der, one for the crankcase, and one for the
oil pan. The original Tanis cylinder heat-
ing elements screwed into the threaded
cylinder head temperature probe boss on
the bottom of the cylinder head, but this
created a conflict when an engine moni-
tor was also installed, so the current Tanis
TSP-series systems utilize a heated bolt
that can substitute for either a rocker
cover screw or an intake manifold bolt. • ROTAX 912IS
The crankcase and oil pan heaters are FUEL-INJECTED ENGINE
flat silicone rubber heating pads that are
glued to the engine with high-tempera-
• 3-SCREEN DYNON PANEL
WITH AUTOPILOT The New Flight Design CTLSi
ture RTV adhesive. The wiring harness GT comes equipped with the
terminates at an AC power plug that is
• BRS AIRFRAME most modern features and
PARACHUTE SYSTEM avionics, so you can go anywhere
usually mounted near the oil filler door
in the cowling. You simply run an exten- • 2020 COMPLIANT ADS-B in confidence, safety and comfort!
IN AND OUT FLIGHTDESIGNUSA.COM | 860-963-7272

sion cord out to the airplane, plug in the
preheating system, and let it cook for six
hours or so prior to departure.
New!
TOP OFF YOUR PLANE
& YOUR WALLET
1% REIFF HOTBAND electric preheating system.
CASH BACK1 Reiff Preheat Systems of Atkinson, If you’re making a quick turn, insulated
Wisconsin, offers a similar product called engine and prop covers may eliminate the
• All other purchases the HotBand system. In lieu of cylinder-head need for a preheat altogether. By installing
Visit heaters, the Reiff system uses 50- or 100-watt the covers promptly after shutting down,
heating elements on large stainless-steel engine heat can be retained for three or four
AOPA.org/creditcard clamps that mount on the non-finned portion hours even when the airplane is parked out-
to learn more
of each cylinder barrel. The Reiff system also side on a cold, windy tiedown.
includes an oil pan heater, but not a crank-
*Certain points and purchases restrictions apply, see full Rewards
Terms and Conditions for full details at AOPA.org/creditcard. case heater—the cylinder barrel HotBands do PLUG IN 24/7?
1 Rewards points can be redeemed for Cash Back or other items pro- a pretty good job of heating the crankcase, I’m frequently asked whether it’s OK to
vided through AOPA Pilot Rewards. A Cash Back redemption is applied too. The Reiff system is less expensive to buy leave an engine-mounted electric preheater
as a statement credit. The statement credit will reduce your balance
but you are still required to make at least your minimum payment. A and easier to install than the Tanis. plugged in continuously. Both Continental
minimum of 2,500 points is needed to redeem for Cash Back. Values My A&P colleagues who live up in the and Shell have published warnings against
for non-cash back redemption items such as merchandise, gift cards,
and travel may vary. cold country tell me they like the Reiff system leaving such preheaters on for more than 24
for use in typical cold climates, but prefer the hours prior to flight. Their concern is that
Tanis for aircraft based where it’s truly frigid. heating the oil pan will cause moisture to
evaporate from the oil sump and then con-
ENGINE AND PROP COVERS dense on cool engine components such as
If the temperature is not too cold and the air- the camshaft, crankshaft, or cylinder walls,
craft is being preheated in a hangar, then a resulting in accelerated corrosion of those
multipoint electric heating system may be all parts. In Continental engines, the starter
you need. If it’s really frigid or if you have to drive adapter is particularly vulnerable.
preheat outside on the ramp (particularly if Tanis did a study on this some years
it’s windy), then you also need some means of back, and published a white paper that said,
insulating the engine compartment and keep- in essence, it’s OK to run an electric pre-
ing most of the heat from escaping. heater 24/7 provided the engine is hooked
At minimum, you’ll need an insulated up to an electric dehydrator system (e.g.,
engine cover. Although you may be able to Engine Saver, Black Max, EICU), but that if
make do with a quilted blanket, custom-fitted the crankcase contains moist air then it’s best
insulated covers are available from Bruce’s not to plug in the preheater until six hours or
Custom Covers and other firms. In intense so before you plan to go flying. AOPA
cold or windy conditions, the propeller
becomes a major source of heat loss during MIKE BUSCH is an A&P/IA.
preheating. Bruce’s offers insulated propel- EMAIL mike.busch@savvyaviator.com
ler and spinner covers to solve this problem. www.savvyaviation.com

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P&E NEVER AGAIN
Wild card
the preflight inspection. Is the registration on
my airplane current (yes), did I have an iden-
tifier plate on the airplane (yes), did I have
the pilot’s operating handbook in the airplane
A checkride derailed by one simple requirement (yes), and on and on. All was good, until we
B Y K A R E N AT K I N S got to one thing.
My airplane has a Garmin GPS. When all
else fails, you can always navigate by the mag-
netic compass. An airplane’s compass always
needs to show any deviations caused by mag-
netic influences within the airplane—it’s a
requirement for a compass correction card
to be in the airplane, typically located on or
by the compass. There are 12 cardinal com-
pass directions that should be tested, and the
deviations should be easily locatable on the
compass in the airplane.
My airplane is a 1978 model. I did not
know if the magnetic compass was original to
the airplane, but I have certainly seen the com-
pass correction sticker attached to it. Honestly,
I never paid much attention. On this day, the
FAA examiner pointed out that the sticker
only showed six of the 12 required compass
headings. Half of the compass card sticker
was missing. This old faded sticker looked
like something from my grandpa’s toolshed.
Sometimes you can’t “see” what is right
in front of you. I have photographic and video
evidence dating back to when I first bought
THE WORLD OF AVIATION is full of thou- I had told the FAA examiner to expect me the airplane that shows the bottom half of the
sands of rules and regulations. Some of at 8:45 a.m., and the wheels touched down at sticker was never there, and neither me, nor
these are more critical than others, but all that small hidden airport at 8:45:09. Couldn’t my instructors, nor anyone who flew with me
are important to follow closely. I encoun- have nailed that any better. It was a good ever noticed. Until the FAA examiner noticed
tered one such regulation when I took my omen. The examiner had tested me for my on checkride day. So, we couldn’t fly legally.
instrument rating checkride. private pilot certificate almost two years ear- What happened next is called a discon-
I had been diligently practicing and lier, and although he tests hundreds of pilots, tinuance—meaning, after I got this darn
studying for the checkride for more than he said he remembered me. compass thing corrected, I could go back
a year. I had passed the knowledge test He started the oral portion of the check- and complete the flight portion of the exam.
in February, and completed the hours ride by asking me what I needed, as pilot, to And I have been happily (and safely) flying
requirements in March. I couldn’t wait be legal and safe, what my airplane needed in the clouds ever since. AOPA
for my checkride with the FAA examiner. to be legal and safe. We reviewed the long
He is near Chattanooga, Tennessee, at an instrument cross-country flight he had me KAREN ATKINS is an instrument-rated pri-
airport nestled between two ridges and plan ahead of time (from Chattanooga to vate pilot who lives in Atlanta, Georgia.
well-concealed by tall trees. You are almost Nashville), what I would do if I lost commu-
on top of it before you see it. I’d been ner- nications, chart symbols, weight and balance,
HEAR THIS and other original
vous for several weeks, but this spring and weather questions that typically only a “Never Again” stories as pod-
morning I was in the zone. I left Dekalb- meteorologist on Channel 2 action news casts every month on iTunes.
Peachtree Airport in Atlanta, wheels up at would know. After a little more than two
8 a.m., heading northwest under a broken hours, he declared I knew my stuff. We “Never Again” is presented to enhance
cloud layer at about 6,000 feet. I cruised headed out to the airplane to fly. I was start- safety by providing a forum for pilots
SARAH JONES
northwest in the Cessna 182 at 4,500 feet, ing to feel pretty confident. to learn from each others’ experiences.
Email “Never Again” submissions to
happily anticipating a successful outcome The examiner wanted to see a few things pilot@aopa.org.
to the checkride. as he followed me around while I was doing
40,000+
News & Notes
MEMBERSHIP
DETAILS
The number of people

who have downloaded the
AOPA app.
the on-airport restaurant), and even assign a

rating (I’m putting this on my top 10). Pilots
will be able to earn digital badges, encour-
aging some competition—let’s see who can
visit the most airports this month!
The app, which is free from iTunes and
Google Play stores, also gives users news
stories and features from AOPA Pilot and
Flight Training magazines, shows AOPA
Live video segments, and includes four
different podcast series. Users can add
or search events in the aviation calendar,
which is searchable by event type, loca-
tion, and date range. In addition, members
can manage their memberships through
the app, and nonmembers can access the
content as a guest or sign up to become a
member. Pilots receive alerts through the
Introducing Pilot Passport app about nearby temporary flight restric-
tions. Based on the phone’s geographic
New feature for the AOPA app encourages you to get out and fly location, pilots will be notified of TFRs
within their vicinity.
ONE OF THE BEST PARTS OF FLYING is dis- Stopping at an airport for a $100 hamburger EMAIL julie.walker@aopa.org
covering the amazing places you can go. or to play a round of golf? Check in on the
Wouldn’t it be great to share your flying app. Planning on visiting several airports in
adventures with friends, family, and other one day and want to brag about it? Check IT’S EASY AND FUN
pilots? Now you can, with AOPA’s Pilot in on the app. Found a cool airport on your TO PARTICIPATE:
Passport—a new feature within the AOPA vacation? Check in on the app. • Explore new airports and places
to fly.
app to encourage you to take to the skies The Pilot Passport feature, which will
• Check in through the app.
and share your love of flying. be released in April, encourages you to seek • Track your progress.
The AOPA App, the award-winning out and keep track of the interesting and • Earn points and badges.
mobile application that allows members exciting details on the places you fly. You • Participate in challenges.
and aviators to stay up to date on the latest can share this information with others (Ask
Join the eightieth anniversary
AOPA news, videos, podcasts, and events, for Stan at the FBO), add photos (We saw the
challenge and win great prizes.
will soon feature a check-in functionality. coolest old Stinson on the field), give advice More details to come!
Going flying today? Check in on the app. to other pilots (That’s a great patty melt at
GET THE APP

The AOPA App is the perfect pilot companion for aviation
enthusiasts who are on the go. Through the AOPA App, you
can access all the flight information you need and stay up
to date on the latest aviation news and TFR alerts, as well as
check out videos from AOPA Live, listen to AOPA podcasts,
search for events, connect with other pilots, and manage your
AOPA membership. The Pilot Passport feature will be intro-
duced in April—don’t miss out on the flying fun.

Flight Time ü
Logbook endorsement ü
Flight proficiency ü
Aeronautical knowledge exam ü
Pilot Protection Services
Is your checklist missing something?

We know the common questions new pilots may have—we’ve been been there
too, and over 64,000 AOPA pilots trust us to help answer when help is needed.
PPS coverage is for more than accidents or incidents:
• rental agreement reviews • general operating and flight rules
• special use airspace • flights for compensation or hire
Learn more aopa.org/pps or call 800.872.2672

Available for membership levels with Pilot Protection Services coverage
NEWS & NOTES MEMBER SERVICES
TIPS FROM PIC | as a flight instructor. Flight instruction request. It’s that simple; nothing more to
The process is easy

with compensation may be conducted do for another two years.
under BasicMed. Please give AOPA a call with questions,
If you’ve been fortunate enough to Monday through Friday, 8:30 a.m. to 6 p.m.
When it’s time to renew your
have been operating under BasicMed Eastern time, 800-USA-AOPA (872-2672).
BasicMed course since May 2017, you will find it’s time to
B Y M A R I A N N E H AY S renew your BasicMed health assessment MARIANNE HAYS is an aviation medical spe-
course (basicmedicalcourse.aopa.org). cialist in the AOPA Pilot Information Center.
TWO YEARS HAVE PASSED since BasicMed If you checked the box when you com-
took effect, providing many airmen the pleted the exam the first time, you will
opportunity to self-assess with their receive a reminder from AOPA. The pro-
physician without needing medical certi- cess is easy. Simply go online to aopa.org IMPORTANT BASICMED
fication from the FAA. Under BasicMed, and click on the BasicMed link. You will DATES
pilots may fly aircraft up to 6,000 need to log in as a return user with your For an airman to act as pilot in
pounds, with up to six occupant seats. username and password. Not to worry if command under BasicMed rules:
Within the previous 48 months he
This includes helicopters, multiengine, you can’t remember, as you can always or she must have received a physi-
and retractable-gear aircraft. You will reset your password. Simply go through cal examination by a state-licensed
be able to fly to your favorite destination and refresh your knowledge of the course, physician who followed and com-
day and night in VFR or IFR conditions. then complete the test. You’ll print a new pleted the FAA’s comprehensive
medical examination checklist. The
Altitude is limited to 18,000 feet msl with completion certificate, replace it in your airman must have completed the
250 knots indicated airspeed. You’ll still logbook, and fly. You can also store the online course within the previous
need a current medical certificate if fly- completion certificate electronically, as 24 calendar months.
ing for compensation or hire, other than long as you can provide it to the FAA upon
AOPA FINANCE |
Ask Adam How to maximize

your rewards
Get points with the new AOPA
World Mastercard
ADAM MEREDITH
AOPA Aviation
Finance Make the most of your time and money with the new AOPA World Mastercard and get
rewarded for the purchases that matter to you. Here are three ways you can maximize
your rewards. Don’t have the new AOPA World Mastercard? Visit aopa.org/creditcard to
apply now.
Q: Is it possible to prepay my loan?
A: Some lenders do have prepayment
1. Use your rewards program to your advantage. You earn up to 4 percent cash back on
penalties but still allow additional prin-
select AOPA purchases, purchases from AOPA partners, and purchases in aviation-related
cipal payments to be made. Typically, categories. Your categories don’t change every quarter, so it is easy to remember where
the prepayment penalty is only for the your earning potential is greatest.
first 24 months of the loan and runs
about 1 to 1.25 percent of the original 2. Choose cash back. The AOPA credit card allows you to redeem your points for gift
loan balance. Additional principal pay- cards, travel, merchandise, and other rewards. With cash back as a statement credit, you
will get the best return for your reward since, in some cases, you are receiving up to 4 per-
ments can be made during the time
cent on your purchase.
that the prepayment penalty is in place
as long as the payments are within the
3. Use your reward points well before they expire. Three years can fly by before you
specific lenders’ guidelines. know it. Make a habit of redeeming your points so you don’t miss out on your earning.
For information about aircraft financ-
ing, visit the website (www.aopafinance. Visit www.commercebank.com/aopapilotrewards for details on exclusions and bonus
com) or call 800-62-PLANE (75263). point categories.

EXPLORE AIRPORTS: Our new tool gives you all the resources
you need to discover your next adventure.
PLAN YOUR FLIGHT: Get predictive fuel warnings and weather
or geographical briefings along your route with our Flight Planner.
SAVE WITH AOPA TRAVEL DISCOUNTS: Save on rental cars
and hotel bookings. Make AOPA Travel Discounts your first stop.
EXPLORE THE WORLD FROM THE AIRPORT OUT. AOPA.ORG/TRAVEL

NEWS & NOTES AOPA AIR SAFETY INSTITUTE
A familiar route turns deadly NO TIME TO RUSH

The lessons learned from ‘Blind Over Bakersfield’ The hazard of distraction during taxi
BY ALICIA HERRON You are probably familiar with your

airport’s most common taxi routes. Charlie-
Alpha-to 29R? Easy. Bravo to fuel? No
problem. But the comfort of a familiar
taxi can make even the best pilots com-
placent during critical ground operations.
Watch the AOPA Air Safety Institute’s Pilot
Safety Announcement Rundown Feeling
for insight into what could happen if you
aren’t vigilant.
How can we mitigate risk during
ground operations and avoid a runway
incursion, or worse? Limit distraction dur-
ing taxi—and the temptation to cut corners
on your way to or from the runway—with
planning and discipline. Plan your run-up
area before taxi. And after you land, com-
mit to running your checklists at a full stop
clear of the runway.
A successful flight begins long before
the hold-hort lines, and great pilots are
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But soon after departure, the flight taking a safety pilot or instructor and
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BACKCOUNTRY?
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disorientation ends in a loss of control Watch the video (www.airsafety backcountry flying and how
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NEWS & NOTES PILOT PROTECTION SERVICES
MEDICALLY SPEAKING |
A bump on personality changes; neurocognitive

performance deterioration; persis-
the noggin BY GARY CRUMP
tent post-traumatic or post-concussion
symptoms that can result in severe head-
Pilot Protection
Head injuries and Services aches, vomiting, spatial disorientation,
medical certification or altered sleep patterns; and post-event
seizure or epilepsy are at the forefront of
THE ONLINE MEDXPRESS medical applica- harboring a much more serious problem a the risk assessment process.
tion, used by all of us who periodically apply few days or weeks down the road. Traumatic brain injury is generally
for an FAA medical certificate, includes a Already in 2019, I have spoken with classified as mild, moderate, or severe.
section that asks about any history of med- two AOPA members who suffered what Duration of loss of consciousness or
ical conditions. Several of those items can appeared to be “mild” head injuries—one alteration of consciousness, presence
be tied to things that happen “behind our from a short fall off a ladder while clean- and duration of post-traumatic amnesia,
faces and above our throats,” as the band ing roof gutters and another from a fall presence or absence of skull fracture,
Twenty One Pilots might say. “Frequent or while bike riding. Neither lost conscious- and brain contusions and/or free blood
severe headaches,” “dizziness or fainting ness for more than a few seconds (the in the brain (intracranial bleeding) can
spells,” “unconsciousness for any reason,” time they were “seeing stars” immediately determine how long a recovery period
and “neurological disorders; epilepsy, sei- after the incidents). Within days after is required before a pilot could be con-
zures, stroke, paralysis, etc.” are conditions those injuries, both went to the emer- sidered safe to fly. At the low end of
that will attract your AME’s attention, and gency department with headaches and the scale, a mild head injury with short
ultimately the FAA’s as well. cognitive deficits. Imaging studies deter- duration symptoms could still require a
In the world of aerospace medicine, mined that they had both experienced six-month grounding. For someone with
two organ systems are high on the list intracranial bleeds secondary, proba- a severe head injury, a no-fly period of up
that keeps the regulators on their game. bly, to the previous head trauma. One to five years is the policy. In most cases,
Cardiovascular and neurological pathol- required surgery to take care of a small neurocognitive testing will be required
ogy represent the failure points that blood clot, a subdural hematoma, and the to determine the presence of any post-
produce some of the highest risk for med- other recovered without the need for sur- event deficits.
ical impairment and incapacitation. gical intervention.
Head trauma is scary because some- Several factors play into the certi- GARY CRUMP is the director of medical
times a bump on the head that causes a big fication decision making once the FAA certification for AOPA’s Pilot Information
goose egg, a bruise, a little blood, and a mild sees a history of head injuries on the Center.
headache at the time of the injury could be MedXpress application. Concerns about www.aopa.org/pps
CONTACT AOPA
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AOPA Pilot magazine (ISSN: 0001-2084), April 2019 (Vol. 62, No. 04), is produced and distributed monthly by the Aircraft Owners and Pilots
Association, 421 Aviation Way, Frederick, Maryland 21701. Distribution restricted to AOPA members, those in aeronautical education (faculty and
schools), libraries, and the news media. U.S. membership dues are $79, of which $26 is for an annual subscription to AOPA Pilot. Foreign membership
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ANSWERS FOR PILOTS

Fighting corrosion
BY KATHLEEN DONDZILA KING
A METAL AIRCRAFT, like any metal object,

is inherently prone to corrosion. The rate
JET WARBIRD
of deterioration is affected by the aircraft’s
age, environment, and maintenance.
Hangaring, frequent washing, and regu-
lar treatment with rust inhibitors can help
dramatically in slowing corrosion.
A thorough visual inspection will
TRAINING CENTER
reveal most corrosion; refer to Advisory • Complete Training for L-39, MIG 15/17,
T-33, FOUGA & L-29 WEBSITE: WWW.JETWARBIRD.COM
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ish-white powder on aluminum and • Our 25th year of accident-free training EMAIL: LARRY@JETWARBIRD.COM
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Bumps or blisters in paint signify corro- • Examiner on staff
sion under the surface; filiform corrosion,
common on aluminum that has been
poorly prepared for painting, looks like
cottage cheese under the paint. Pay close
attention to the trailing edges of control
surfaces, and the inside of wheel wells on
retractable models. Checking for damage
inside the aircraft is more difficult but
necessary. Remove all inspection plates
and use a mechanic’s mirror and a flash-
light. Examine the propeller, cylinder
fins, fuel tanks or bladders, piano-type
control hinges, and the battery box.
Light surface corrosion can be
removed with abrasion, then application
of a corrosion inhibitor, and then paint. WIDER THAN A CIRRUS – FASTER THAN A SKYHAWK
If corrosion affects a significant amount GARMIN AVIONICS WILL MAKE YOU GLEEFUL
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Dear readers: After 30 years, I’m clos-
ing my AOPA flight plan and retiring. This
is my last “Answers for Pilots” column. It’s Orlando FL Lancaster PA Islip NY Sebring FL Cape Coral FL
Lou Mancuso John Rathmell Evan Damadeo Brant Howell John Calla
been a privilege and a pleasure to write
516-658-1847 717-371-8677 631-281-5400 919-602-1387 239-989-8517
these articles in response to your inqui-
ries. I wish you clear skies ahead. —Kathy
KATHLEEN DONDZILA KING is AOPA’s www.bristellaircraft.com www.thelandingdoctor.com www.sebringflightacademy.com

technical communications manager and
an instrument-rated private pilot.

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WHO | Judy Birchler
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CERTIFICATES AND
B Y J I L L W. TA L L M A N RATINGS | Private pilot
FAVORITE AIRCRAFT | Super Cub
EXTRA | Ladies Love
Taildraggers left a stiletto and
a thank-you note at each FBO
visited during the 2018 flyout.
Some of those shoes are still
on display.
Taildraggers celebrates tailwheel aircraft and the women

who fly them. In addition to hosting a forum where pilots
can talk about their aircraft, each year the group hosts a fly-
in or a fly-out so that members can meet in person and, of
course, fly their airplanes. Ladies Love Taildraggers also pro-
vides scholarships; recipients can earn an initial taildragger
endorsement or become more proficient in some other aspect
of tailwheel flying, such as aerobatics or backcountry flying.
Tricycle-gear pilots are warmly welcomed into the com-
munity. “How [else] are you ever going to build something
when so few women are flying taildraggers?” Birchler said. “I
really encourage all women to come [to the fly-ins] and partici-
pate, and, if nothing else, take a ride around the patch with the
other ladies to see what it’s about. I would like to offer every
nosewheel pilot the chance to earn a tailwheel endorsement.”
The FAA doesn’t break out the number of active women
pilots who also have tailwheel endorsements. The agency
estimates that in 2017—the latest data available—there were
42,694 active women pilots. If even 15 percent have tailwheel
endorsements, that equals approximately 6,404 women; 20
percent would be 8,539.
Tailwheel flying opens the door to so many different
types of flying—backcountry and aerobatics, not to mention
many vintage and almost all antique aircraft, Birchler said.
“There really are no negatives to flying [taildraggers],” she
said. “With a little skill and finesse, there’s only positives.”
A pilot since the age of 19, Birchler owns and flies the
IF YOU SEE AN AMERICAN CHAMPION Decathlon, and her husband, Boyd, flies an RV–7. After being diagnosed at age 33 with Type I
DECATHLON on the ramp with a pair of sti- diabetes, Birchler used Sport Pilot privileges to fly Light Sport aircraft, including an Aeronca
letto shoes planted next to it, the airplane and Champ and a Rans S–7. She qualified for BasicMed and promptly bought the Decathlon. “It
the shoes might belong to Judy Birchler of was as exciting as the day I soloed,” she said of transitioning to the new airplane.
Indianapolis. What about the stiletto shoes? Ladies Love Taildraggers members displayed them in front
Ladies Love Taildraggers—the online of their airplanes during 2018’s fly-out, and “that turned out to be the most awesome thing,”
community Birchler founded so that she Birchler said. “Everywhere we went, people loved that. They’d walk up and down the ramp
could meet other women who share her pas- and hoot and holler at all these stilettos.” AOPA
sion for conventional-gear airplanes—turns
JOHN BRAGG
10 years old in 2019. This year’s Ladies Love Taildraggers fly-in will be held October 3 through 6 at Natchi-
Growing from about 100 members in toches Regional Airport (IER) in Natchitoches, Louisiana. For more information or to
2009 to more than 2,000 today, Ladies Love register, visit the website (www.ladieslovetaildraggers.com).

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