P&P Dec 2012.pdf - Plane & Pilot News

Vol. 36 No. 12 

Plane & Pilot News 

DecembeR 2012 

7600 Peck Rd. 

Ravenna, OH 44266 

Reg. #495172 

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Keeping You In Touch 

With The World Of 

General Aviation 

A PublicatiOn Of Plane & PilOt News, Inc., Jetway AiRPORt, 7600 Peck Rd., Ravenna, OHiO 44266 

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Permit No. 1196 

Merry Christmas and Happy New Year!

Page 2 PLANE & PILOT NEWS December 2012 

“because, I Say So” 

editorial column by beverly Hartong 

Forgive my error! 

Have you ever had one of 

those days when you think 

you would have been better 

off pulling the covers 

over your head and skipping 

the day? Well the day I 

wrote my article last month 

- was one of those days for 

me. I always wait until right 

before we layout and proof 

to write my article, just in 

case something important 

lurks its head up. So I wrote 

last months column - hit the 

send button and that was 

that. Proofed the papers and 

it printed that evening ... ah! 

another month in the books. 

Then that night I woke up 

out of sound sleep and realized 

my whole column was 

written about Autogas and 

not AvGas!! As I was writing 

I was thinking Avgas .... but 

my hands typed AutoGas 

.... so needless to say - I 

really messed that up!! So 

now, reread last months column 

and insert the proper 

terminology and the world 

will be saved. Sorry for the 

error and confusion. I did 

learn that people do read 

my column ... as they caught 

my error too. Thanks, for 

continued on page 20 

DISPLAY ADVeRTISeRS INDeX 

• A.E.R.O. 

Page # 

18 

• Aerotech of Louisville 9 

• Aircraft Technical Support 15 

• Airport Windsock Corp. 8 

• Alice K. Henry, Attorney 6 

• Amanda Aviation 6 

• AOPA 5 

• Aviation Seminars 18 

• BrightPortal 17 

• Bruce’s Custom Covers 22 

• Buckeye Flight Services 10 

• Carroll Co. Airport Restaurant 9 

• Castle Aviation 3 

• Central Ohio Soaring Assoc. 14 

• Clermont County Airport 24 

• Corbi Aircraft Sales Inc. 19 

• Custom Aviation 6 

• David Bishop Aviation 23 

• Dunkirk Aviation 10 

• Edge Aircraft 7 

• ESSCO Aircraft 23 

• Fairfield County Airport 21 

• ForeFlight 19 

• Dr. Gary F. Swann 14 

• Gleim Aviation 7 

• Hartong Electric 23 

• Jefferson County Airport 6 

• Jim Trusty 19 

• Koehler-Optics 20 

• Lamp Aircraft & Pilot Shop 23 

• Leading Edge Flight Training 2 

• Lindy’s AircraftCaddy 17 

• MacKenzie Aviation Insurance Agency, Inc. 12 

• Madison Aviation Service 19 

• Moody Aero-Graphics 8 

• Novak Aircraft Maintenance 15 

• Ohio State University Airport 15 

• Packer & Assoc. 11 

• Plane Works 14 

• Plaza Inn 10 

• Poplar Grove 14 

• Preferred Airparts 13 

• Premier Flight Academy 23 

• Prince Aircraft Interiors 14 

• Quality Avionics 19 

• Rocky Mountain Sport Jets 18 

• Schwiess Doors 6 

• Skysurance Agency 21 

• Spot 19 

• Tiffin Aire Inc. 11 

• Tri-City Airport 6 

• Tri-Tex Air 18 

• William F. Hayes 23 

bill Hayes 

Back in July of 2012, 

Congress passed Public Law 

112-53, 126 Stat. 1159 commonly 

known as the Pilots 

Bill of Rights. The FAA and 

the NTSB have now acted 

to implement this law. One 

would think that there would 

be no differences between 

what Congress passed and 

the procedures adopted by 

the Board and the FAA. One 

would be wrong. 

What Congress did was 

to pass a law directing the 

FAA and the NTSB to make 

changes on how they handle 

enforcement cases. They 

also ordered changes, among 

other things, in how medical 

certificate applications were 

handled and improvements in 

the NOTAM system. 

The FAA has responded 

by issuing a Notice to 

Aviation Law 

by William (bill) Hayes 

Implementing the Pilot’s 

bill of Rights 

its employees as a means 

of implementing the content 

of the congressional legislation. 

The NTSB has published 

changes to its Rules 

of Practice in the Federal 

Register. 

WARNING THIS STUFF 

IS DULL. IF YOU INSIST 

ON ReADING IT, I WOULD 

SUGGeST THAT YOU FIRST 

GO TO STARbUcKS AND 

DRINK AS mUcH bLAcK 

cOFFee AS YOU cAN 

STAND. 

My expectation of the 

FAA and NTSB was that there 

would be reluctant compliance 

with the Pilot’s Bill of 

Rights. In general, my experience 

with state and federal 

agencies is that they view 

elected officials as “temp 

help.” They come and go after 

a few years and it is the job 

of the regular employees of 

government to deal with the 

real work of government. 

The response of the FAA 

was not to change any of 

the regulations they operate 

under. I am not sure there 

was any need. Instead they 

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Earn you certificate in as little as 20 hours. 

Private through CFII training also available 

Flight Design CT and Piper Archer III Rental available 

17G Port Bucyrus, Crawford County Airport (17G) 

Ph. 419-563-0744 419-563-1170 (cell) 

Name 

Street Address 

City State Zip 

Phone Number ( ) A/C Owned 

have issued a “Notice,” N 

8900.195 as guidance to their 

inspectors on how to comply 

with Pilot’s Bill of Rights. 

This notice became effective 

August 8, 2012. Interestingly 

the notice provides for its cancellation 

on August 8, 2013. 

The body of the Notice 

contains an outline of the 

Pilot’s Bill Of Rights and an 

outline on how to comply with 

its requirements. As usual the 

bulk of the document deals 

with exceptions, where compliance 

with the Pilot’s Bill Of 

Rights is not required. 

The Notice includes 

a number of sample letters 

that can be used by inspectors. 

They include Letter of 

Investigation, Sample Written 

Notification to an Airman 

Applicant, Letter requesting 

Reexamination, and a Letter 

of Investigation for Formal 

Remedial Training. All the letters 

include the congressionally 

mandated information: 

(1) The nature of this investigation 

as described above in 

violation of the Federal Aviation 

Regulations, and if so, what, if 

any, enforcement action should 

be taken. 

(2) Oral or written response 

to this Letter of Investigation is 

not required, and no action can 

be taken or adverse inference 

made against you for declining 

to respond to this Letter of 

Investigation. 

(3) Any response by you to 

this Letter of Investigation or to 


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AIRPLANeS 

beech: 58; Fuel cell Sealant 

Deterioration; ATA 2810 

“This aircraft has factory 

installed, extended range 

fuel cells,” says a mechanic. 

“The cells are sealed 

wing bays—or ‘wet wing’ 

fuel cells located in each 

wing tip. These wing tip fuel 

cells were found leaking fuel 

through the fuel vent tubes 

(P/N 60-170010) on both 

sides. The cause of the leak 

was found to be the deterioration 

of the sealant around 

the tube slip-joint fittings. 

Also present in the fuel cells 

was an excessive amount of 

particulate contamination. 

This (debris) is deteriorated 

fuel tank sealant that failed 

to remain bonded to the 

inner tank surfaces. These 

particles were trapped in 

multiple locations throughout 

the entire fuel storage 

system with no way of 

draining, accessing, or even 

(detecting) their presence. 

The upper wing skin must 

be removed to access the 

trouble areas in the wing tip 

fuel cell—given inadequate 

inspection panel locations. 

The addition of a second 

inspection panel to the aft, 

inboard area of the wing tip 

fuel cell may be necessary 

to (facilitate detection) of 

this discrepancy. (This is) a 

potentially dangerous condition 

as fuel can enter the 

wing vent system, or (these 

particles) may cause fuel 

contamination and (engine 

failure).” 

(This is a fuel cell? It looks 

more akin to a trash dump! 

Thank-you for the documentation—Ed.) 

Part Total Time: (unknown) 

beech: 390; cracked Flapfairing 

Hinge Fittings; ATA 

5744 

A repair station technician 

writes, “During inspection 

of the wing flap actuator 

attachments, (I) found 

both the L/H and R/H wing 

inboard flap-fairing hinge 

fittings cracked (P/N’s 

390-110440-0001 and 390- 

In business since 1984. Big and small, we work on them all. 

Cessna Authorized Service Facility 

PLANE & PILOT NEWS December 2012 Page 3 

110440-0002).” 

Part Total Time: 980.0 hours 

beech: burned engine 

Indicator electrical Wires; 

ATA 7797 

“A ‘D’ check inspection of 

the wiring in the aft baggage 

compartment (R/H, 

lower area) found some 

burned wires,” says this 

repair station technician. 

“These wires had shorted 

out—burning through their 

insulation. (Noted strands 

include) W740 R/H Fan N1 

RPM Indicator, and W748 

R/H Turbine N2 Indicator. 

“This (area/wiring) needs 

to be inspected thoroughly 

as (failed wiring) will cause 

indication problems in the 

cockpit and possibly a fire. 

The damaged wires were 

replaced.” 

(What caused the shorts? 

Chaffing? Poor connections? 

Impact damage? Now I have 

no idea “Who Done it”—Ed.) 


bombardier: cL600-2b19; 

Incorrect mLG Installation; 

ATA (N/A) 

(Reminder to readers: Alerts’ 

submissions often include 

admonitions, other agency 

publications, and “operator 

error” descriptions. If a 

part has not actually failed, 

it doesn’t wind up in the 

SDRS database; hence, no 

ATA code is assigned. There 

are three such submissions 

in this month’s edition—Ed.) 

A technician for a repair 

station provides the following 

report of an assembly 

error and confusing assemcontinued 

on page 22 

Located at Akron Canton Airport (CAK) • 5430 Lauby Road North Canton Ohio 44720 

330-498-9333 

repair@castleair.com www.castleair.com


35th Anniversary Donor Opportunity 

To celebrate its 35th anniversary year, the Lindbergh Foundation is pleased to offer 

our donors and friends a rare opportunity to acquire one of a very limited number 

of prints signed by Astronaut Neil Armstrong and General James Doolittle. 

In 1977, when 

the Lindbergh 

Foundation was 

formed, Neil 

Armstrong and 

General James 

H. Doolittle cochaired 

the 

fundraising committee. 

As part 

of that effort, 

the National 

Air and Space 

Museum gave 

the Foundation 

a set of numbered, 

signed 

prints of each 

man, made from 

pencil drawings 

by the well-known artist 

Paul Calle. The prints of Neil 

Armstrong were signed by 

both Armstrong and Calle; 

likewise, the prints of Jimmy 

Doolittle were signed by 

both Doolittle and Calle. 

Most of these prints were 

sold at that time, but the 

SUGGeSTeD DONATIONS FOR eAcH OF THe PRINTS: 

“Lindbergh Arrives Over Paris” - $15,000 “General James H. 

“Astronaut Neil 

Doolittle” - $2,500 

Armstrong” - $10,000 

Foundation retained a small 

collection. 

Additionally, the 

Foundation has a few remaining 

prints of “Lindbergh 

Arrives Over Paris” by artist 

Robert Carlin. These 

prints, also created 35 years 

ago to celebrate the 50th 

anniversary of Lindbergh’s 

flight, are numbered out of 

KeePING YOU IN TOUcH WITH THe WORLD OF AVIATION 

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3rd Class Postage Paid at Akron, Ohio - First Class Ravenna, Ohio 

a series of 100, and are 

signed not only by the artist, 

but by James Doolittle, Neil 

Armstrong, James Lovell 

and Alan Shepard. 

In May of this year, the 

Foundation held a special 

35th Anniversary 

Celebration at the Explorers 

Club in New York. This event 

included special guests 

Neil Armstrong, James 

Lovell and Gene Cernan. 

All three astronauts have 

been involved with the 

Foundation, and all three 

have supported its efforts. 

Each in turn spoke about 

the significance of the vision 

that Charles and Anne 

Morrow Lindbergh promoted 

throughout their lives - 

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and Page 3 

that we must balance 

technology 

with the environment 

to improve 

the quality of life. 

We at the 

Foundation feel 

so very fortunate 

that Neil 

Armstrong was 

able to join us for 

this event, in light 

of his loss this 

past summer. 

In honor of the 

efforts that Neil 

Armstrong and 

James Doolittle 

made to help the 

Foundation in 

its early days, we are now 

offering some of the few 

remaining signed prints to 

our donors and friends. 

Visit www.Lindbergh 

Foundation.org to donate 

today!

It’s easy to get caught up 

in the day-to-day, or even 

moment-to-moment, issues 

that dominate our waking lives. 

But there’s something to be 

said for taking the long view, 

too. 

Every day, the staff of AOPA 

is doing literally hundreds of 

different things. Our advocacy 

team can be working dozens 

of issues at a time, attending 

meetings with the FAA 

and other agencies, talking 

to members of Congress on 

Capitol Hill, and spending time 

in state legislative offices. Our 

Pilot Information Center team 

is answering member questions 

about everything from 

choosing a flight school to 

buying an airplane. Members 

of our publications team are 

working on two magazines, 

multiple electronic newsletters, 

and numerous websites. 

And at any given moment, 

people in every AOPA department 

are looking for ways to 

serve you better whether that 

means developing new tools 

like the FlyQ app, producing 

new interactive courses from 

the Air Safety Institute, or help- 

Taking the long view 

ing you find the right kind of 

insurance for the way you fly. 

In short, our offices are 

always a hive of activity. It can 

be a little overwhelming. 

If you stop anyone in the 

hallway and ask what they’re 

working on, you’ll get a 

thoughtful, and probably 

highly technical, answer—and 

each person’s answer will be 

different. But stop those same 

people and ask them why 

they’re working on that project 

or issue and you’ll get the 

same answer every time. They 

do what they do to protect our 

freedom to fly. Your passion is 

their passion too. 

That’s the long view and it 

underlies the work done by 

every member of the AOPA 

staff each and every day. We 

protect the freedom to fly not 

only by advocating for GA interests 

with government decision 

makers. We do it by helping 

our members stay informed, 

fly more often, resolve medical 

issues, choose the perfect 

airplane, get the right legal 

coverage, and find the right 

flight instructor. 

There are thousands of ways 

we work for our members and 

for the GA community as a 

whole. Anything we can do to 

help strengthen general aviation 

is a step in the right direction 

and ultimately contributes 

to keeping all of us in the air. 

We’ve got our work cut 

out for us. We can expect a 

renewed push for user fees 

as the economy continues to 

struggle. We are still headed 

for a fiscal cliff that could 

spell big cuts for the FAA and 

NextGen. And we’ve got a long 

way to go to reverse the steady 

decline in the pilot population, 

to name just a few of the challenges 

ahead. 

But, with your help, we’re 

ready to tackle those issues 

and any others that come 

our way. We never forget that 

everything we do is possible 

because of members like you. 

Thank you for being part of 

AOPA and for doing your part 

to protect our freedom to fly. 


Aerotech Announces 

New Product Lines 

Aerotech of Louisville, 

Inc. has recently added 

several product lines to 

their inventory. Voltage 

Regulators and Overvoltage 

Controls manufactured by 

Lamar Technologies and 

Lamar Starters, now manufactured 

by Hartzell Engine 

Accessories are now available 

from Aerotech. Plane 

Power has also added 

Aerotech of Louisville, Inc. 

to its extensive network of 

approved distributors. 

Aerotech is located in 

Louisville, KY and can be 

reached toll free at 800-634- 

0190. Aerotech specializes 

in the sale, repair or overhaul 

of starting and charging 

system accessories for general, 

corporate and military 

aircraft. For details on our 

products, technical assistance 

and pricing please 

visit www.aerotechlou.com. 

Tower: “Eastern 702, cleared for takeoff, 

contact Departure on frequency 124.7” 

Eastern 702: “Tower, Eastern 702 switching to 

Departure. By the way, after we lifted off 

we saw some kind of dead animal 

on the far end of the runway.” 

Tower: “Continental 635, cleared for takeoff 

behind Eastern 702, contact Departure on frequency 

124.7. Did you copy that report 

from Eastern 702?” 

Continental 635: “Continental 635, cleared for 

takeoff, roger; and yes, we copied Eastern... 

We’ve already notified our caterers.”


Fractured 

Flying 

Tales by Steve Hanshew 

A Wild bill christmas 

Old Wild Bill may not be 

much; grumpy, obtuse, sarcastic, 

and occasionally verbose 

but he does like Christmas. 

Besides the obvious 

aspect of the Lord’s birthday, 

I fully endorse and celebrate 

the charitable nature 

of the glorious event. Heck, 

I like giving stuff. I really do. 

Does that make me a loyal 

follower of Karl Marx? I think 

not, I’m not redistributing 

anything other than the junk 

people gave me last year in 

hopes that they aren’t the 

ones who gifted it to me in 

the first place. 

So, in the spirit of the 

occasion here’s what I’d really 

like to do but don’t have 

the guts to. Chapter One: If 

I were Santa. First off, Wild 

Bill’s sleigh is big; I mean really 

big, HUGE, like 410,000 

pounds big with real big 

engines capable of plowing 

through the night sky at 

better than 480 true. There’s 

no hiding the fact I’m on 

the way, what with 110,000 

pounds of thrust per side 

you’ll hear me coming from 

10 miles out. And since my 

sleigh is registered ‘experimental 

exhibition’ it cost 

me a fraction of a normal 

certificated sleigh listed on 

“Barnstormers”. Insurance 

is cheaper too. 

No animals were harmed 

in my production. The only 

reindeer in Wild Bill’s world 

are heads hanging on a den 

wall – Real quiet and no 

scatological nuisance. Byebye 

deer – say hello to excess 

thrust-to-weight ratio. 

Because my sleigh is big 

with a 156-foot wingspan, 

I can haul 120,000 pounds 

of goodies, most of it pallet 

loaded. Elves are small, inefficient, 

mouthy and dang-it, 

look funny running around 

in green tights. Nope, the 

cargo kickers on Santa’s rig 

are burly, with tattoos, and 

instead of cheap seasonal 

workers, work year round’ 

keeping Santa’s ramp and 

warehouses packed with all 

the latest gadgets and goodies. 

Yes, they don’t sing nice 

holiday songs, will expel gas 

on cue, and spit tobacco all 

over the tarmac, but they 

replenish Santa’s lavatories 

with sparkling fresh blue 

water, which makes Santa 

happy and a task no selfrespecting 

elf will do. Besides, 

the TSA hired away 

all of Santa’s old elves and 

they now get union rate with 

snazzy badges and blue uniforms 

to boot. They’re still 

mouthy though. 

You may wonder how 

poor old Santa keeps up 

with all of your wishes, 

wants, and needs. It’s tough 

but don’t you worry your little 

head one more nanosecond…I 

got you covered. No 

matter where you live Wild 

Bill…er Santa, won’t have 

any problem finding your 

house, cause’ my rig has full 

map mode, collision avoidance 

and terrain following 

GPS with a 100 terabyte international 

database. I not 

only know where you live but 

thanks to file sharing with the 

Department of Homeland 

Security, I really do know 

whether you’ve been bad or 

good…for goodness sakes. 

Ain’t computers wonderful. 

Good people get good stuff; 

the kind of stuff I’d buy for 

myself. Bad people get the 

aforementioned junk that I 

graciously redistribute, such 

as the bright red “Remove 

Before Flight” speedo. Just 

because there was no tag, 

don’t think Santa doesn’t 

know who gave me that. Believe 

me, he does. And, boy 

does Santa have something 

special for you. 

Now, don’t count on 

Santa landing on your roof; 

the sleigh is 410,000 pounds 

and landing on your house 

is classified by the NTSB a 

Bona fide crash sure to keep 

CNN onsite for weeks. Nope. 

I got cargo kickers and a 

drop down ramp and airdrop 

is the best option, and 

wonder-of-wonders Santa 

has Night vision technology 

with a Head’s Up Display. 

So boys and girls get mom 

and dad to buy some chemsticks 

and mark out a suitable 

DZ away from the car, 

swing set, and any family 

pets, cause’ Santa is coming 

to town – BIG TIME – and 

he’s been “cleared in hot”. 

Just to keep the spirit 

alive I have wrapped cargo 

chute cord with sleigh bells. I 

even have Bing Crosby blaring 

away “White Christmas” 

on a “too die for” speaker 

system that would make Colonel 

Kilgore wet his pants. 

For you folk that Santa don’t 

like, you get Bruce “The 

Boss” Springsteen’s “Little 

Drummer Boy” sure to make 

your ears bleed or a money 

back guarantee. Oh, by the 

way, all of you bad boys that 

have been, like really, really, 

bad; so bad that your faces 

are all over those special 

bad boy websites put out by 

the FBI and CIA; Santa has 

something special for you 

strapped to pylons on his 

sleigh and guess what – It’s 

laser-targeted. Now, for all 

of you enviro-fertilized, econuts 

looking for a “green” 

Christmas no problem, Santa’s 

410,000-pound sleigh 

runs on a biofuel mixture of 

sour eggnog, ground fruit- 

ALICE K. HENRY, ATTORNEY 

38285 Pelton Road at Lost Nation Road 

Willoughby, OH 44094 

Wills • Guardianships • Will Contests 

Determination of Heirs 

Taxes • Business Contracts 

Call for Appointment 

216-382-1496 440-951-6700 

Custom AirCrAft PAinting 

8101 ST. RT. 44 Bldg A Ravenna, Ohio 44266 

Portage County Airport (29G) 

Ph. (330) 298-9479 Fax. (330) 298-9469 

E-Mail: jcales@customaviation.com 

www.customaviation.com 

cakes, and warm, roasted 

chestnuts. It smells like Hell, 

but they tell me it’s great for 

the environment. 

Last but not least, Wild 

Bill would never go against 

tradition and deny the fawning 

masses of children the 

right to give Santa a little 

something back. But for 

Saint Nick’s sake, instead of 

a warm glass of milk and a 

plate of cookies this Santa 

wants three fingers of ‘Gentleman 

Jack’ and a Rocky 

Patel Vintage 1990 Churchill 

Honduran cigar. Don’t forget 

the cutter! 

Merry Christmas to all 

and to all a goodnight. 

Jefferson 

County 

Airport 

(2G2) 

t-HAnGArs for rent 

Small - $110 

medium - $126 

large - $142 

24 Hour Fuel SaleS 

BaSed Pilot Fuel diScount 

For more information 

Call Jason at 

740-264-5388 or 

jeffersoncountyairpark.org 

TRI-CITY AIRPORT(3G6) 

Hangars for rent 

✈ 24 hour fuel sales 

✈ Nearby lodging 

✈ Tie down spaces 

✈ Pilot lounge and local attractions 

Greg New: (330) 284-1595 

gjnew@sbcglobal.net 

or 

Stephen Smith (330) 284-5349 

stephengsmith@hughes.net 

Amanda Aviation 

Aircraft Maintenance 

Amanda Airport (OH61) 

Aircraft Sales 

Pickaway County (CYO) 

Ph. 740 969 2842

Air To Ground 

by ROse MaRie keRn 

Pilot Weather Reports 

“Flight Watch, N3RK just 

east of Marfa, with a pilot 

report, over” 

“N3RK, Albuquerque Flight 

Watch, go ahead pilot report” 

“N3RK is a Cherokee at 

one one thousand five hundred, 

we have had moderate 

turbulence from El Paso 

to Marfa, and just started 

getting some severe jolts as 

we got closer to Marfa, we 

descended to seven thousand 

five hundred and it are 

just getting some light turbulence 

at this altitude” 

Ahh, the lowly pilot 

weather report, or PIREP 

as it is more commonly 

known. With every briefing 

you receive from flight service, 

they always ask for 

pilot reports. PIREPs are 

the missing pieces of a puzzle 

in the realm of Weather 

Service measurements 

and instrumentation. The 

weatherman is chained to 

the ground with his computers 

and calculations. He 

has satellites far above the 

atmosphere to give him a 

look at airflow and clouds, 

and he has surface observation 

stations feeding data 

into the computers below 

the atmosphere, but except 

for weather balloons sent 

aloft a couple times a day, 

he has no way of knowing 

what is happening IN 

the atmosphere. It is still 

one of the greatest guessing 

games known to man – what 

is going to happen next? 

Enter the pilot report. 

Pilots cleave the air at altitudes 

from just above the 

surface nearly to the ozone 

layer every day. They do 

not just see weather, they 

become a part of it. The 

data that they accumulate 

and give to air traffic 

gets fed immediately into 

National Weather Service 

databases. This data confirms 

or disputes the forecasts 

made to that point and 

it serves as the basis for the 

next educated guess as to 

how the weather will affect 

the people, animals, crops, 

Rose marie Kern 

roadbuilders, campers, golfers 

and pilots. 

PIREPs are a pilot’s best 

source of weather on his 

route. AIRMETs are issued, 

but are they real? Is there 

really icing in those clouds 

over Indianapolis? A Cessna 

Skyhawk pilot wants to get 

home to Cincinnati. The 

AIRMET exists, but what is 

really happening? During 

his briefing he finds that the 

pilot of a Beechcraft Baron 

flying from Terre Haute to 

Dayton reported a trace 

of rime icing at FL115, but 

after dropping to FL075 the 

Baron reported clear with an 

outside temperature of plus 

4 degrees C. 

The Skyhawk pilot leaves 

immediately and comfortably 

makes it home. 

On the other hand, if the 

Baron had reported that he 

had encountered light icing 

from FL045 on up to FL115, 

the Skyhawk pilot, who had 

no de-icing equipment on 

board, would probably take 

a hotel room for the night 

and try again tomorrow. 

AIRMETs are indications 

that certain types of flying 

hazards are probable in an 

area, but a PIREP is realtime 

information that is of 

incredible value to other 

pilots. When a pilot report 

is received, it is considered 

pertinent for briefing purposes 

for only one hour. 

After that time it is removed 

from the weather service 

products, insuring that the 

only data the pilots and 

briefers receive is current. 

Some pilots will try to give 

Flight Service data from a 

previous flight several hours 

old – this does no one any 

good and will not be included. 

PIREPS are used by the 

NWS to reconsider advisory 

products. The pilots themselves 

therefore frequently 

initiate action on the part 

of the Weather Service to 

stimulate the issuance of 

AIRMETs or SIGMETs. 

All pilot reports, even the 

negative ones have value. 

If it is forecast to be turbulent, 

but all the pilots are 

reporting smooth flying conditions 

– this is good! If it is 

forecast to be smooth and 

clear and the pilot reports it 

is smooth and clear – this is 

good! Never think that you 

are “wasting our time” with 

any pilot report, they are all 

valuable. 

Every time you give a 

PIREP we need your location, 

type aircraft and altitude 

to start with. After 


that you should give what- all surfaces it is “light”. If 

ever clues to the big puzzle it looks like thick icing on a 

that you can. Are you in birthday cake and is start- 

the clouds at your altitude? ing to make flying difficult, it 

What altitude did you enter is moderate. If it is severe, 

them at? How thick is the you are probably already 

layer? How many miles can losing altitude so fast that 

you see in front of you? you don’t have time for a 

Please have the data ready pilot report. 

mentally before you call. Air carriers define tur- 

At your altitude are you bulence according to pas- 

getting turbulence or icing? senger discomfort. Light 

What intensity? Do you see turbulence causes coffee 

any rain in the area? The in those little Styrofoam 

weather service likes hav- cups to slosh around a bit. 

ing pilots give wind speed/ Moderate turbulence means 

direction and temperature the coffee slops out of the 

aloft data in pilot reports. cup and may tip the cup 

The two categories that over. Severe turbulence 

tend to confuse a lot of lands the coffee in the lap 

pilots are the intensities of the guy in the next seat 

and types of turbulence and back, and extreme turbu- 

icing. Icing is fairly obvilence tosses the stewardess 

ous. If it is barely visible it is 

trace. If it is lightly coating 


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Flyin’ Around 

Jim Opalka 

Where Did All The 

Airplanes Go? 

JIm OPALKA 

My sister started me wondering. 

Regarding super storm 

Sandy she said: “Where do all 

the airplanes go?” When she 

asks questions I attempt to 

give her answers, not necessarily 

to the specific questions 

she asks. This is what may be 

called a brother / sister thing. 

If you have a brother or sister 

you know exactly what is 

being said here. Antagonize 

at all costs. It is usually meant 

in jest; not a bad thing. It is a 

throwback to childhood. 

The first answer I gave her 

was that airplanes go where 

the winds take them if they do 

not have the proper tie downs 

and / or appropriate knots to 

hold them in place. Of course 

she was referring to those aircraft 

we saw on charts heading 

from west to ease – quickly. 

I pretended I did not understand 

her query. I continued 

my explanation that was of 

course not related to her 

question about aircraft flying 

to escape a nasty storm. It 

must be said here that sister is 

very intelligent. Certainly she 

is brighter than the writer of 

this article. I kid you not. But I 

could not resist playing. It is in 

our blood. 

Amazingly, aircraft can withstand 

winds in the triple figures 

- if aircraft and owner are 

lucky. And we haven’t even 

factored in water as a condition 

of displacing aircraft; 

floating them from point A to 

B. 

Whether or not your Piper Cub 

stays put as opposed to performing 

an unauthorized, un- 

piloted, take off depends upon 

a multitude of factors. There is 

of course wind direction, type 

of tie down (no brand names 

mentioned), the angle at which 

the tie down sets relative to 

the aircraft and the wind, the 

tensile strength of the rope, 

frequency of gusts, their velocity 

and on and on. 

To say the least, tie-downs are 

important, so much so that 

they are required at AirVenture. 

To my knowledge though, at 

least at OSH, there are no 

requirements in terms of minimum 

tensile forces the ropes 

etc. have to withstand. 

The standard for single engine 

aircraft is 3,000 pounds. In 

other words the aircraft tiedown 

must withstand winds 

producing up to 3,000 pounds 

of pressure that is placed upon 

the hardware. 

Are we wondering how much 

the aircraft can withstand? In 

other words even if you have 

the proper equipment and can 

withstand 10,000 pounds of 

pressure, at what point does 

your 172 snap the rope and 

fly? 

The above reference to storms, 

winds, and water brings to 

mind an article from our local 

paper about helicopters and 

water rescue training at our 

community college. This of 

course became especially relevant 

during the frightening 

days of storm Sandy. 

As part of the Department of 

Public Safety Training the college 

has partnered with the PA 

Air Guard. Choppers, namely, 

the UH-60 Black Hawk, a 

four-bladed, twin engine utility 

helicopter manufactured by 

Sikorsky Aircraft, have been 

chosen for the water rescue 

training. The course and 

training go by the mnemonic 

HART, or the PA HART Team; 

(Pennsylvania Helicopter 

Aquatics Rescue Team). The 

group will be one of only five 

helicopter-based water rescue 

teams in the nation. 

The PA HART Team came 

close to deployment during 

the Sandy tragedy. They 

were pre-deployed to the John 

Murtha Johnstown-Cambria 

County Airport (KJST) and Fort 

Indiantown Gap (KFTIG), an 

active National Guard Training 

Center and headquarters for 

the Pa. Department of Military 

and Veterans Affairs and the 

Pa. National Guard. 

Speaking of air / water rescue 

and Oshkosh, there is a particular 

topic that comes to mind 

that was shared by a Coast 

Guard Air Rescue crew member 

at an excellent FAA forum. 

This point of information could 

save our collective lives. Many 

pilots probably know this but 

yours truly did not until attending 

the seminar. 

If we ever went (God forbid) 

down in water in our little GA 

aircraft and subsequently 

flipped over, leaving us hanging 

from our trusty harnesses, 

here is how to keep your body 

and your mind in the same 

place at the same time. More 

so, here is how to know which 

side is up and how to get 

safely out of your aircraft. 

First, do not tightly wrap your 

hands (especially your thumbs) 

around the yoke. Of course 

it would be common to do, 

knowing you are about to 

make you first water landing. 

It would seem that a prudent 

pilot would hold-on-for-dearlife. 

Don’t do that. You will in all 

probability break your thumbs. 

You will need them in good 

working order to exit your 

newly acquired amphibious 

aircraft. Hold gently. 

And more importantly, do not 

lift your feet off the floor and 

begin thrashing around as 

water fills your craft. You lift 

one limb at a time and sort 

of walk, step, hand hold, and 

creep slowly to your best exit. 

If you let go of everything and 

lift your feet thinking it is time 

to swim you will have no idea 

where the exit is. 

I will certainly tell my sister the 

above. In addition I will try to 

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figure out where all that heavy 

metal was heading from east 

Photo Courtesy of Wikipedia 

to west before the nasty storm. 

Photo Compliments of Wikipedia 

Again, Courtesy of Wikipedia

My OPiniOn 

I have said that besides 

GPS I believe that the IPad is 

the second greatest invention 

for the cockpit. For approximately 

$1550 one can have 

an IPad, app with moving map 

and ADS-B In which helps 

display weather and traffic. 

Not bad considering built in 

glass costs around $15,000 or 

more. 

When everything works 

all is well, when it doesn’t all 

hell can break loose. I have 

flown with Foreflight and 

WingXPro7 for a year each. 

Foreflight was always reliable 

and WingX unreliable. Thats 

why I still use my Garmin 396 

in the cockpit. 

That brings us to the 

premise of this month’s column. 

I had an update for 

WingX a couple of days ago. 

After completing the update 

I was asked to accept a disclaimer. 

You cannot operate 

WingX without agreeing to the 

disclaimer. In my opinion if 

someone took WingX to court 

they would win as you have 

already paid WingX for the 

use of the program, therefore 

the disclaimer is not worth the 

paper it’s written on. 

The question is why did 

WingX add a disclaimer to 

it’s program. The disclaimer 

says WingX might work and 

it might not, but WingX is 

not responsible for something 

they produce and sell for the 

purpose of aviation navigation. 

No pun intended but this 

will not fly in court. If WingX 

is selling a product for a purpose 

and it does not work, 

WingX is responsible. 

I do not have any information, 

but I believe that 

someone or some group have 

brought suit against WingX. 

If they have not then they 

should. I have always believed 

that WingX has the best features 

of any aviation app, but 

WingX has the worst reliability. 

I am stuck with WingX 

as I purchased a Sky Radar 

ADSB-In unit that only works 

with WingX. Therefore I carry 

paper approach plates, old 

paper charts and my Garmin 

396 with me. I have been 

aRtHuR ROsen 

LAWSUIT? 

aRtHuR ROsen 

in important situations where 

WingX did not work. 

If a lawsuit has been filed, 

it will be common knowledge 

soon. It is too bad that a leading 

company in aviation apps 

has very little quality control. 

ANGeL FLIGHT WeST 

I have signed up to fly for 

Angel Flight western division. 

Angel Flight West (AFW) was 

founded in Santa Monica, CA; 

and in 1983 and in 1984 they 

flew 14 missions. This year 

AFW is on track to fly 5000 

missions. 

AFW mission statement is 

to fly people and their families 

in need of medical care that 

they can not receive at home. 

AFW also fly physically challenged 

children to special 

needs camps. These people 

are in need of transportation 

that they can’t afford. All passengers 

must be able to fly 

without assistance. AFW is 

not an ambulance service. 

Pilots donate their time, 

airplane, fuel and any other 

expenses incurred for the 

mission. Missions can’t be 

longer than 300 miles for one 

pilot. Sometimes there are 2 

and 3 legs to a mission that 

have to be coordinated. Pilot 

requirements are 250 hours, 

at least 50 hours of flight 

in the last 12 months or a 

BFR each year. IFR rated is 

not a requirement but recommended. 

Night currency is 

needed for a mission that will 

start before sunrise or end 

after sunset. AFW website, 

angelflightwest.org, list available 

missions where a pilot 

can sign up for a mission. 

The web site gives the distance 

of the flight, weight of 

the passenger(s) and departure 

time. If it is a multiple 

leg flight the pilot contacts 

the other pilots to make sure 

they can carry the weight and 

when they expect to arrive. 

Being located in Scottsdale, 

which is not a central location 

most missions are long 

with a majority going to Santa 

Monica (SMO) for people to 

receive treatment at UCLA 

Medical Center. 

It can get expensive flying 

these missions. One pilot has 

already flown 94 missions this 

year, but that is not the norm. 

I expect to fly around 6 missions 

a year mostly in the fall, 

winter and spring because 

of the high temperatures in 

Scottsdale’s summer. There 

are a variety of aircraft flying; 

and I have met people flying 

Cirrus’s, Piper Saratoga’s and 

Bonanza’s a lot faster and 

newer than mine. Air conditioning 

really helps as our 

morning lows can be in the 

90’s and highs in the 110’s 

plus. I feel that’s too hot to fly 

someone in my Bonanza in 

the summer that takes a long 

time to climb out to cooler 

temperatures, and returning 

when it is 110 it is very hot in 

the airplane. 

Once a mission is accepted, 

the pilot contacts the 

flyer(s) and they review a lot 

of information together on the 

phone. AFW is there just to 

list the flights and the pilot 

does the rest. AFW pilots 

donate $4 to every $1 spent 

by corporate. A meeting place 

is agreed to at the airport, 

and all passengers must sign 

a waiver. The waiver is either 

mailed to corporate or the 

pilot can take a picture of the 

signed waiver with a camera 

phone and email it to corporate. 

If there is no cell phone 

coverage or FBO service, the 

pilot leaves the waiver where 

it can be picked up by another 

AFW volunteer. Each leg 

of the flight, if multiple legs, 

must have a signed waiver. 

Once the passengers are 

briefed it’s time to go. Ground 

transportation is prearranged, 

and the pilot must wait until 

the passengers are picked up 

before returning home. Some 

missions might require an 

overnight stay by the pilot 

at their own expense. After 

returning home from the mission 

the pilot reports to corporate 

the total time round 

trip and any other expenses 

incurred on the mission. At 

the end of the calendar year 

AFW will send the pilot a form 


used for tax deductions. 

I’ve always believed in 

charity, and as a pilot, this is a 

great way to give back to my 

community. I’m thankful to be 

able to perform this task for 

AFW. 

Arthur Rosen is a retired 

Judge living in Scottsdale, 

AZ. Arthur is AOPA-ASN for 

Scottsdale Airport (SDL), was 

Chairman of the Scottsdale 

Aviation Commission, served 

on the Super Bowl Committee 

for Aviation, past President of 

Arizona Soaring Association 

and Aviation Expert for ABC 

TV-Phoenix. Arthur can be 

reached at Judge613@gmail. 

com, followed on Twitter at 

Judge613 and his BLOG: 

http://aviation-myopinion. 

blogspot.com. 

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“Plane & Simple” 

by Jim Trusty 

FROM The Logbook: 

cHecKRIDe-ITIS . . . 

ReAL OR ImAGINeD? 

Checkride-itis, is it real 

or imagined? The answer 

is probably both, but there 

are ways to make it a little 

less hectic and they seem 

to work. 

How do you spot those 

students that might decide 

to go nuts when checkride 

time arrives? Beats me! I 

just had one that was so 

nervous that the examiner 

almost postponed the ride. 

When he called me to see 

if I could think of anything 

that might help this young 

lady get over her fear, I 

was absolutely shocked 

that she could be nervous 

or afraid of anything. This 

lady is the type you would 

think could go bear hunting 

with a switch and give 

the bear fair warning that 

she was on the way. 

I seldom have anyone 

receive a pink slip, 

although more than a 

few have come close. I 

have had students tell the 

examiner they were looking 

forward to the checkride 

because after they 

pass it they will not have 

to endure me any more. 

These are the same students 

that recommend me 

to their enemies and come 

back themselves when it 

is time for the next rating 

or certificate. I personally 

have high praise for the 

Practical Test Standards 

booklet and the level playing 

field it produced. Also, 

The Oral Exam Guide that 

accompanies it really helps 

the instructor prepare the 

student for the questions 

and answers containing 

the multitude of information 

they are expected to 

know and retain before a 

license can be issued. 

As a flight instructor, I 

never pass up a chance to 

have another flight instructor 

fly with my students. 

It serves several purposes 

at the same time. First, 

they get to see what other 

Jim Trusty 

instructors say and do in 

similar situations and they 

come in contact with a different 

face and voice in 

the cockpit. Second, they 

hear the same questions 

but they are asked in a different 

way and sometimes 

they get new answers to 

those same questions. 

I really wonder if it is the 

CRS#DKZR372X 

test the student fears or if 

it is the fear of failure itself. 

The test, from the Practical 

Test Standards, can be 

given over and over again 

from day one by anyone 

so that the answers can 

become second nature. 

So it could be the person 

giving the testing—the raw 

power that they have with 

which to fail you at the 

drop of a hat. 

It is kind of scary now 

that you mention it. I have 

never seen the necessity 

of frightening someone 

so badly that they could 

not perform in a normal 

manner, nor have I ever 

found that to be the reason 

behind the PTS or testing 

in general. Power does 

strange things to some 

people, and a lot of them 

would be better off without 

it. I have several examiners 

to choose from in 

my area, and I refuse to 

use an examiner who psychologically 

beats up or 

verbally abuses my students 

simply because they 

have the power to pass 

or fail them. What makes 

them so arrogant anyway? 

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Is it because they have 

more flying experience and 

feel superior because the 

student is lacking in the 

same? 

I’ve watched checkrides 

deteriorate over the 

years simply because the 

examiner did not have any 

people skills whatsoever, 

and then I have seen other 

examiners take a nervous 

student and turn them into 

I’ve never met an 

examiner or an 

inspector that killed 

the victim on the 

spot and ate them, 

although I have been 

told of it happening. 

a successful test taker. 

Some of the reasons given 

to me over the years for 

failure include the examiner 

having the power to 

fail you, being afraid to fail, 

being nervous because it 

is all finally coming to a 

head, the misuse of position 

by the examiner, the 

student being improperly 

prepared, poor instruction 

on the part of the instruc- 

tor, and just the fact that 

two strangers are meeting 

for the first time. 

Most often we find that 

the person taking the test 

is just not a good test taker 

at this point in their life 

because they have not 

taken very many tests. 

Sounds goofy, I know, 

but give it some thought. 

Usually the best test takers 

are those who have 

taken a lot of tests, either 

in school, in the workplace, 

or somewhere else. They 

have taken so many tests 

that the mystery has been 

removed. They understand 

a test is not a measurement 

of their intelligence; it 

is simply a test to see what 

they know about the subject 

matter they are being 

tested on today, which is a 

big difference. 

Careful preparation by 

the flight instructor in finding 

examiners who complement 

the candidate, 

having mock examinations 

throughout your training 

syllabus, and getting ready 

for this test far in advance 

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cHecKRIDe-ITIS 

continued from page 10 

can help insure no complications 

arise. Prepare 

your student for better 

and worse and be there 

for the start and finish of 

the checkride. Actually, 

I’ve never met an examiner 

or an inspector that killed 

the victim on the spot and 

ate them, although I have 

heard of it happening. 

Every time I read the statistics 

showing aviation is 

the safest mode of transportation 

on this planet, 

it makes me very proud 

to be a pilot and to have 

earned the reputation of 

being a very demanding 

flight instructor. Also, it 

certainly makes me appreciate 

the caliber of examination 

we have across the 

nation. There is no such 

thing as a “gimme” any 

more, and this is one of 

the reasons we move more 

people more miles on more 

flights and still come up 

with a safety record that 

other modes of transportation 

can envy but have 

been unable to duplicate. 

What more can we, as 

instructors, do to keep our 

students from getting that 

dread disease known as 

checkride-itis? If they are 

now following the Practical 

Test Standards to the letter, 

using Gleim for their 

knowledge test, and reading 

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I can’t think of much else 

to do. Being totally overprepared 

is the surest cure 

for this malady. And, truthfully, 

if the student is completely 

prepared for the 

checkride, being nervous 

will not stop them from 

passing with flying colors. 

If you as a student are 

really having a tough time 

getting yourself psyched 

up to take the checkride, 

please take the time to 

give me a call and let’s 

talk about it. Couldn’t 

hurt. You’ve got the questions 

and answers available 

to you. Study them 

as though your future in 

aviation depends on your 

making a good grade. It 

just might do that. Know 

your enemy and you pretty 

well control the end result 

of the battle. 

If for some reason you 

do fail to meet the standards 

for this particular 

rating or certificate and the 

examiner gives you a “pink 

slip,” it will say that the test 

was unsatisfactory and will 

let you know the areas 

of the PTS that you were 

weak on. Nowhere does it 

say “FAIL” or “PASS.” The 

best friend you can have at 

a time like this is yourself, 


and the best thing that you 

can possibly do is overprepare. 

Only you can 

determine the final results 

of your checkride. I have 

never seen an examiner 

purposely fail a student. 

I have seen students fail 

themselves by over-talking 

or trying to BS the examiner 

out of a ticket. I want 

you to do a good job and 

be proud of what you have 

earned. Go study just a 

little more! 

If this testing were not 

necessary to keep those 

heart breaking fatalities 

down each and every 

year, it would have been 

done away with long ago. 

Seldom do we hear of the 

person that simply cannot 

pass the FAA checkride, 

but when we do hear about 

one, we are glad to see 

them weeded out before 

they can do any damage. 

These tests are not really 

all that hard to pass as 

long as the student is prepared. 

Just look—you and 

I passed, didn’t we? 

I’ll see you at the airport! 

Always remember: 

All limits are self imposed! 

What’s your excuse? 

Written permission 

from the author required 

to reprint this copyrighted 

article. (2012) 

JIM TRUSTY, ATP/CFI/ 

IGI, was named the FAA/ 

Aviation Industry National 

Flight Instructor of the 

Year for 1997, and the FAA 

Southern Region Aviation 

Safety Counselor of the Year 

for 1995 & 2005 and 2011. 

He still works full-time as a 

Corporate Pilot/ “Gold Seal” 

Flight & Ground Instructor/ 

FAA Safety Team Lead 

Representative/ National 

Aviation Magazine Writer. 

You have been enjoying his 

work since 1973 in publications 

worldwide. If you have 

comments, questions, complaints, 

or compliments, 

please e-mail them directly 

to me, and I’ll respond. 

Thanks. (Lrn2Fly@bellsouth.net) 

JUST RemembeR, 

AccIDeNTS ARe 

cAUSeD AND 

THeReFORe 

PReVeNTAbLe! 

Stay Informed. Register 

on (www.faasafety.gov) 

It’s “FREE”.


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fROM PROP 

tO tail 

Tim 

Hartong 

making 

christmas 

bright 

The months 

have flown by 

fast enough 

that December 

has arrived and 

Ole Saint Nick is 

getting ready for his annual 

flight. I wonder if the FAA 

requires him to practice 

through the year, or does he 

get a special waiver? Either 

way, he is coming! 

I first want to say thank 

you to all our readers, 

we truly appreciate your 

patronage. Secondly, I 

want to let our advertisers 

know that their decision to 

advertise with us is very 

humbling and we are grateful. 

Hopefully, we are able 

to complement each other 

and that is why we are all 

still business. 

Month after month I give 

you information on various 

items like computer apps, 

navigation technology, aircraft 

improvement items, 

maintenance items, and 

list continues. This month 

I am simply going to ask 

that you take a few minutes 

to look at our advertisers 

index on page 2, and 

maybe use their services 

or products for Christmas 

presents this year. It is 

certainly not too late to add 

a few items to your list as 

well! We all love to fly, and 

we love our planes. Let’s 

support those businesses 

that help us make that happen. 

As 2012 comes to an 

end take a minute to reflect 

on all the good things in 

your life and thank God for 

those. Take the time to 

enjoy your family, friends 

and those around you - as 

we are not promised tomorrow. 

May you have a Blessed 

and Merry Christmas .... 

until next month happy and 

safe flying.

PLANE & PILOT NEWS December 2012 Page 13


cUbcRAFTeRS TOP cUb ReceIVeS cHINeSe VTc 

Yakima, Washington 

based CubCrafters has announced 

that the company 

has obtained a Validation 

of Type Certification (VTC) 

from the Civil Aviation Administration 

of China (CAAC) 

for its CC18-180 Top Cub 

model. The VTC was issued 

October 18, 2012 allowing 

the Top Cub to be imported 

and operated in China. 

CubCrafters began extending 

its reach internationally 

with the company’s first 

deliveries of its new, manufactured 

aircraft to Canada 

in 2009, then Australia in 

2010. In 2012 they established 

their first Certified 

Sales Center in Europe. Now 

CubCrafters is poised to sell 

aircraft into China’s emerging 

civil aviation market. 

“We’ve always maintained a 

global market perspective,” 

comments Randy Lervold, 

Cubcrafters’ General Manager. 

“Our recent increases 

in engineering resources, 

along with improved manufacturing 

capacity have allowed 

us to push beyond 

domestic sales and develop 

markets abroad.” 

The Top Cub is Cub- 

Crafters’ Part 23 Certified 

aircraft, originally inspired 

by the classic Super Cub. 

Benefitting from decades of 

improvements to the PA-18 

airframe, and incorporating 

the company’s own Super 

Cub STCs into the design, 

Dr. Gary F. Swann 

Senior Aviation Medical Examiner 

Private Pilot 

EAA Member / Sircraft Builder 

959 Illinois Ave. Suite E 

Maumee, OH 43537 

Seniorame@buckeye-express.com 

the Top Cub is a classic 

back-country airplane. With 

a gross weight of 2,300 lbs. 

the Top Cub features a useful 

load of 1,100 lbs., making 

it the most capable two-seat 

personal and utility aircraft 

in its class. 

The company also offers 

two SLSA models, Sport 

Cub S2 and Carbon Cub SS, 

as well as an ELSA kit, the 

Learn to fly a glider! 

New students 

always welcome 

Carbon Cub EX. 

AbOUT cUbcRAFTeRS 

CubCrafters, founded in 

1980 by current owner and 

Chairman Jim Richmond, is 

located at McAllister Field 

Airport (YKM) in Yakima, WA. 

CubCrafters’ roots are in the 

60-year history of classic 

taildragger aviation, but its 

products and services - new 

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the long awaited redesign 

of the classic airplane that 

inspired the light sport category; 

The CARBON CUB, 

a stronger and more powerful 

version of the S2 with 

180 horsepower, making it 

the most powerful LSA aircraft 

in production; and TOP 

CUB, the modern redefinition 

of the Super Cub Type. 

For more information, visit 

www.cubcrafters.com. 

UNLeSS YOU WANT ANOTHeR SWeATeR, TeLL 

YOUR FAmILY AbOUT SPORTY’S GIFT GUIDe 

Unless You Want Another 

Sweater, Tell Your Family 

about Sporty’s Gift Guide 

Holiday shopping for pilots 

made easy “We know that 

shopping for a pilot is notoriously 

difficult and the number 

of choices from Sporty’s 

can be overwhelming,” says 

Sporty’s Vice President John 

Zimmerman. “And of course, 

everyone wants to buy the 

right gift, but getting started 

can be a challenge.” 

Sporty’s has grouped 

appropriate gifts into Student 

Pilots, Advanced Pilots, 

Aircraft Owners, and 

Aviation Enthusiasts to help 

narrow your search. New for 

2012 is a category specific 

for iPads, the “iPad Pilots” 

group. 

What’s more, gifts are 

further grouped by price 

range, starting at “Under 

$30” and going up through 

“Over $500.” 

“If you’ve been particularly 

good this year, steer 

your loved ones to the ‘Over 

$500’ category and you just 

may find a Bose headset or 

a Stratus ADS-B weather 

receiver tied up with a bow 

waiting for you,” says Zimmerman. 

For those gift buyers 

who still can’t make up their 

minds, Sporty’s has gift 

cards available in any denomination. 

Gift wrapping is 

also available on most items. 

To access Sporty’s Gift 

Guide, go to sportys.com/ 

giftguide. Gifts ordered from 

Sporty’s by Friday, December 

21, 2012 may be received 

in time for Christmas. 

Aircraft Maintenance 

Jackson County Airport I18 WV 

304-273-0700 

www.wvplaneworks.com

eAA SAFeTY eFFORTS AIm TO 

LOWeR GA AccIDeNT RATe 

EAA is continuing to 

lead and collaborate on a 

variety of programs that are 

focused on lowering the 

general aviation accident 

rate, with efforts that range 

from aircraft construction to 

pilot decision-making. 

These EAA initiatives, 

both long-standing programs 

and new partnerships 

with other aviation organizations 

and industry members, 

are aimed at a single goal: 

Enhancing GA safety. They 

also show the continuing 

work of the GA community 

to raise safety awareness as 

the National Transportation 

Safety Board (NTSB) studies 

ways to improve aviation 

safety. The NTSB on Tuesday 

released its annual “Most 

Wanted List” that included 

general aviation safety on a 

list that also included safety 

issues in automobiles, buses, 

trains, and pipelines. 

“Everyone agrees that 

safety is a never-ending 

priority and that’s why EAA 

has been so active in working 

with other organizations 

such as AOPA, as well as 

type clubs, pilot groups, 

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manufacturers, and government 

agencies,” said Sean 

Elliott, EAA vice president 

of advocacy and safety. “We 

maintain that education is 

a far better way to improve 

safety than regulation. That 

includes education from our 

organization and the safety 

mindset that every aviator 

must have. Many of the accidents 

we see are from common 

avoidable factors. We 

can never stop learning from 

each other.” 

Among EAA’s recent 

participation in safety initiatives 

include: 

• Co-founding the Type 

Club Coalition, which represent 

aviators in a variety of 

aircraft types who are seeking 

best practices in flight 

operations 

• Leadership within the 

FAA’s Loss of Control Working 

Group, part of the General 

Aviation Joint Steering 

Committee, which is studying 

accident factors and 

possible ways to minimize 

those risk areas 

• Participation in the 

FAA’s Part 23 committee 

that is studying aircraft cer- 

tification 

These efforts reinforce 

some of EAA’s long-standing 

programs that have proven 

to enhance safety for EAA 

member builders and pilots 

to participate in them. Those 

include the Technical Counselor 

program that offers 

guidance for aircraft builders 

and the Flight Advisor 

program, which allows pilots 

who are transitioning to new 

or unfamiliar aircraft to evaluate 

their piloting skills and 

seek additional training, so 

they are fully prepared when 

initially flying that aircraft. 

“We have worked with 

the NTSB, FAA, and other 

agencies to find the ways 

that are the most effective 

for pilots to be aware of 

safety and make that a part 

of every flight,” Elliott said. 

“The GA accident rate has 

dropped drastically over 

the past quarter century, 

but there’s more that can be 

done. The flying community 

uniting in these efforts will 

help enhance safety and 

preserve the freedoms to fly 

that we enjoy.” 

Jim & Dondi miller 

AIRcRAFT TecHNIcAL SUPPORT, INc. 

Workshops and Technical Help Available! 

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JANUARY 12, 2013 - THE LAKE ERIE 

99S PILOT OF THE YEAR AND 

CHARTER BANQUET WILL BE HELD AT 

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HEIGHTS--NEAR CGF. GUEST SPEAKER 

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JANUARY 16, 2013 - EAST CENTRAL 

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WILL SPONSOR A WINE PAIRING DINNER 

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ST., NORTH CANTON, OH 44720. SOCIAL 

BEGINS AT 6 PM WITH A DINNER AT 7. THE 

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Piper Incorporates Garmin G1000 in Seminole and Archer Models 

Piper Aircraft, Inc. is 

incorporating the Garmin 

G1000 avionics suite into 

new twin-engine Piper 

Seminole and single-engine 

Piper Archer aircraft 

models available in 2013. 

Launch customer for 

the new Garmin G1000equipped 

Pipers is the 

Florida Institute of Technology. 

Piper made the announcement 

at the company’s 

75th anniversary 

celebration and fly-in here 

earlier. Garmin’s G1000 is a 

seamlessly integrated allglass 

avionics that makes 

flight information easier to 

scan and process. G1000’s 

design brings new levels 

of situational awareness, 

simplicity and safety to the 

cockpit. 

The Florida Institute 

of Technology’s College of 

Aeronautics will take delivery 

of eight single-engine 

Piper Archer TX training 

airplanes equipped with 

the G1000 during 2013 and 

also has options on 16 additional 

trainers (Archer TX 

or twin-engine Seminole) 

for future delivery, bringing 

the total potential new aircraft 

under the agreement 

to a fleet of 24 aircraft. 

“Piper President and 

CEO Simon Caldecott said, 

“Building on the system’s 

success in our M-Class aircraft, 

the G1000 will put a 

wealth of flight-critical data 

at the finger tips of Seminole 

and Archer pilots.” 

Caldecott said Piper is the 

only airplane manufacturer 

to offer proven durable all 

metal single and twin-engine 

training aircraft. 

An added benefit is 

commonality of the flight 

deck, maintenance and 

parts for Piper’s single and 

twin-engine training aircraft. 

Additionally Piper offers 

a single point of contact 

for customer service, 

operational and training 

practices in low-wing aircraft 

that are ideally suited 

for pilot learning. 

The G1000 flight deck 

presents flight instrumentation, 

navigation, weather, 

terrain, traffic and en- 

gine data on large-format, 

high-resolution displays. 

It replaces the G500 suite 

currently on Seminole and 

Archer aircraft. Garmin’s 

reliable GRS77 Attitude 

and Heading Reference 

System (AHRS) provides 

accurate, digital output 

and referencing of aircraft 

position, rate, vector and 

acceleration data. 

About the Piper Seminole 

The Piper Seminole is an 

advanced training aircraft 

with consistency and proven 

reliability in more than 

20 years of service and 

hundreds of thousands of 

hours in flight school environments 

throughout the 

world. Students admire the 

airplane for its ability to 

teach advanced flight training 

maneuvers and procedures. 

Instructors appreciate 

the Piper Seminole’s 

ability to teach these lessons 

in a safe and forgiving 

manner. Flight school owners 

appreciate the Piper 

Seminole’s ability to keep 

students and instructors 

SeaRey Passes LSA 

AuditArcher Models 

Progressive Aerodyne, 

Inc., (PA) the manufacturer 

of SeaRey, Light Sport Amphibian 

Airplane, successfully 

passed an FAA Light 

Sport Aircraft Prototype 

Audit by the audit team 

from FAA AIR-200 in Washington 

D.C. and obtained 

an airworthiness certification 

from the FAA Orlando 

MIDO (Manufacturing Inspection 

District Offices) 

office on November 8, 

happy while increasing operating 

revenue. The Seminole 

is a twin-engine piston 

powered aircraft that seats 

four and is equipped with 

ThermaCool air conditioning. 

It is powered by two 

Lycoming L/O -360-A1H6 

each generating 180 hp. Its 

cruising speed at 75 percent 

power is 162 KTAS / 

300 km/h. Its range is 700 

nm / 1,426 km. Standard 

equipment includes the 

Garmin G1000. 

About the Piper Archer TX 

The Piper Archer fulfills 

two missions with one 

airplane. The first mission 

is learning to fly. The 

second is gaining experience 

and knowledge in a 

very capable instrument 

cross-country airplane. As 

a classroom, the Piper Archer 

provides everything 

needed to learn to safely 

fly. Standard instrumentation 

includes the Garmin 

G1000 glass cockpit system, 

a perfect mixture of 

low workload and high 

technology. Comfortable 

2012. 

PA has been working 

for a few years diligently to 

meet relevant ASTM standards 

and FAA regulations 

with help and guidance 

from SilverLight Aviation. 

PA was the first one out of 

seven Light Sport Aircraft 

manufacturers in the past 

two years to pass the FAA 

audit without any major 


leather seats are standard, 

and the option for factoryinstalled 

air conditioning 

adds to the Archer’s appeal 

as a training aircraft. It 

is powered by the 180 hp 

Lycoming 0-360-A4M and 

offers 128 ktas / 237 km/h 

cruise speed. 

About Piper Aircraft 

Piper Aircraft, Inc. is 

headquartered in Vero 

Beach, Florida. A global 

force in aviation, Piper is 

an investment of the Ministry 

of Finance of the Government 

of Brunei. The 

company offers efficient 

single-engine and twinengine 

trainer, personal 

and business aircraft. 

With economical acquisition 

and operating costs, 

Piper airplanes deliver the 

best value available today 

and into the future. Piper is 

a member of the General 

Aviation Manufacturers Association.

Pilot Weather 

Reports 


into the lap of the guy in the 

next seat back. 

Sometimes the turbulence 

is classified as “chop”. Ever 

drive down a dirt road that 

has a lot of parallel ridges 

like an old time washboard? 

That is chop. 

We get a lot of interesting 

comments that are added to 

pilot reports which will bring 

home a condition in a more 

personal way. One pilot was 

reporting nasty headwinds 

and turbulence. The report 

read: TCS UA/OV ONM- 

TCS/TM 2219/FL085/TP 

C152/WV 180045/ TB MOD/ 

RM “Only thing moving in 

this aircraft is my stomach”. 

Or this one in south- 

SeaRey Passes 


findings. “It was very commendable” 

said one of the 

auditors at the out-brief. 

PA has been selling the 

same model kit of the two 

place amphibian airplane 

for the past twenty years. 

“We will carry on the legacy 

of the beloved SeaRey 

in the production airplane”, 

said Kerry Richter, the 

President of Progressive 

Aerodyne, Inc. 

PA will start production 

of the compliant airplane 

immediately to meet 

the long expected market 

demand. New factorybuilt 

airplanes will be de- 

eastern New Mexico: CNM 

UA/ OV CNM/ TM 0245/ 

FL065/TP C210/Turbulence 

– Moderate to Severe/ 

Remarks: It’s rougher than a 

corn cob up here. 

Flight Watch is specifically 

designed to take and 

disseminate pilot reports. 

The Flight Service Radio 

position can do it too, time 

permitting. If you give one 

to the Towers, they will 

pass it on to Flight Service 

because their computers 

are not linked directly to the 

Weather service the way 

ours are. Center controllers 

have no requirement to take 

pilot reports, and if you try to 

give them one they may simply 

have you contact Flight 

Watch, so to save time, just 

remember – 122.0 is the frequency 

to call. 

Other, more unusual, pilot 

livered to customers who 

put down a deposit in a 

couple of months. “This 

is a milestone for PA to get 

to the next level of company 

growth and treat it as 

a new start of world class 

manufacturing and service.” 

Adam, the CEO said. 

PA is committed to make 

continuous effort providing 

customers with the high 

quality SeaRey with proven 

extraordinary performance 

by strictly following the 

ASTM standards and FAA 

regulations to keep its leading 

position on the sport 

amphibian airplane market. 

reports can include such 

things as seeing the ground 

obscured by blowing sand 

or dust, and then giving 

the dust tops, or observing 

a forest fire where there 

are no Temporary Flight 

Restrictions’s already in the 

area. This is one of the ways 

that the Forest Service gets 

on top of fires quickly in the 

more remote regions. 

To all those who religiously 

give pilot reports – thank 

you. To the rest of you, 

Flight Watch is listening on 

122.0, so call up and let 

them know how your flight’s 

going. 

Rose Marie Kern has 

worked in ATC since 1983. 

If you’d like to ask Rose a 

question concerning ATC or 

weather, email her at author@ 

rosemariekern.com. 

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KING ANNOUNceS NeW ReLeASe 

King Schools announces it will release International 

Operations Overview, its 24th course targeting the needs of 

turbine powered, professional and owner-flown operators. 

John and Martha 

King announced that King 

Schools is preparing to release 

its 24th course targeting 

the needs of turbine 

powered, professional and 

owner-flown operators. The 

King pro-series of courses 

includes everything from 

initial transition to jets and 

high-altitude flying, to certificate 

courses for operations 

such as RVSM, RNP, MNPS, 

P-RNAV, International Operations 

and Part 135 initial 

and recurrent pilot training. 

International operations 

can be complicated and 

tricky. They are full of pitfalls 

and traps, and require 

specific additional knowledge 

to avoid them. “With 

our new International Operations 

Overview course, 

you’ll learn practical how-to 

information that will prepare 

you for the differences,” 

commented John King. 

“You’ll know what you don’t 

know, so you won’t be surprised 

by regulatory requirements, 

and will know how to 

get fully prepared for your 

international flight,” added 

Martha King. 

“You have heard the 

quote, ‘If I had more time, I 

would have written a shorter 

letter’,” commented John. 

“Well, it does take time and 

lots of work to make complex 

material appear simple,” 

continued John. “King 

Schools puts in that work 

and you will love the result. 

The KING courses are clear, 

simple and easy to understand,” 

observed Martha. 

The new King International 

Operations Overview 

course covers the topics 

recommended for international 

and oceanic flight operations 

as recommended 

to operations inspectors in 

FAA Order 8900.1 and Advisor 

Circular 91-70A including: 

gReat 

PRice 

& fRee 

sHiPPing 

· ICAO Rules and regulations 

· ICAO measurement standards 

· Use of oceanic flight planning 

charts 

· Sources and content of 

international flight publications 

· Itinerary planning 

· Preparation of international 

flight plans and logs 

· PANS-OPS vs. TERPS 

Enroute and terminal procedures 

· Long-range navigation 

and communications procedures 

· Air traffic clearances 

· International meteorology 

· Emergency procedures 

and survival equipment 

The King International 

Operations Overview training 

course will be available 

starting December 15th, 

2012 for $299. Volume discounts 

are available. 

For more information, 

visit www.kingschools.com 

or call 800-854-1001 or internationally: 

+1 858-541- 

2200. 

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724-748-5750 ph 

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Forgive 

my error! 


the heads up ... my tail is 

between my legs. 

As you might have noticed 

our front cover is one of 

the Christmas cards available 

from AOPA Safety 

Foundation. They sell these 

beautiful cards every year to 

raise funds for their cuase. 

The one on the front cover is 

by Ross Buckland. You can 

purchase or view these cards 

and other products by visiting: 

www.holidaycardcenter. 

org/aopa. Products include 

26 one-of-a-kind aviationthemed 

card choices -- as 

well as puzzles, note cards 

and ornaments. Your purchase 

supports Americans’ 

freedom to fly and to build a 

legacy for the future of general 

aviation. Image licensed 

by the Holiday Card Centerfor 

use in the AOPA Foundation’s 

2012 Holiday Card collection. 

Please remember to support 

our advertisers while 

doing your shopping this 

season. In closing, I want to 

wish everyone a very Blessed 

Merry Christmas and a Happy 

New year.... see you in 2013! 

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AOL.cOm 

Implementing 

the Pilot’s bill 

of Rights 


an inquiry made by a representative 

of the FAA Administrator 

may be used as evidence 

against you. 

(4) If this investigation 

results in a legal enforcement 

action against your airman certificate, 

the releasable portions 

of the Administrator’s investigative 

report will be made 

available to you upon your written 

request addressed to the 

FAA’s legal counsel handling 

the enforcement action. 

Now, here is where the 

entire implementation of the 

Pilot’s Bill Of Rights becomes 

interesting, (by aviation law 

standards) The Board published 

changes to its Rules 

of Procedure in the Federal 

Register. In part they said: 

“The FAA’s guidance to its 

inspectors concerning implementation 

of Pilot’s Bill of 

Rights’ provisions indicates 

the FAA intends to release the 

EIRs contemporaneously with 

the FAA’s letters of investigation.” 

The problem with this 

statement is that the NOTICE, 

N8900.195, doesn’t say anything 

about releasing the EIRs 

contemporaneously with the 

FAA’s letters of investigation. 

Based upon the theory 

that the FAA was going to 

release the EIR with the Letter 

of Investigation the Board 

has created a procedure for 

handling the potential failure 

of the FAA to disclose its 

Enforcement Investigative 

Report (EIR). 

The procedure selected 

by the Board is a motion 

to dismiss. This would be 

done after the pilot has filed 

his appeal from the Notice 

of Proposed Certificate 

Action. The changed rule 

then provides; “unless the 

Administrator establishes 

good cause for that failure, 

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the law judge shall dismiss 

the complaint.” Please note 

the language, “shall dismiss 

the complaint.” 

Now the FAA’s view of the 

situation is that they cannot 

comply with the Freedom of 

Information Act and release 

the EIR until a certificate 

action has been taken. (A certificate 

action is taken when 

the FAA sends a Notice of 

Proposed Certificate Action. 

This becomes the complaint 

when the pilots files an appeal 

to the NTSB) 

The FAA is aware of this 

language and has petitioned 

the NTSB to change its Rules 

of Procedure. In the meantime 

Pilots should be filing for 

a dismissal if the EIR is not 

provided. 

With regard to the 

NTSB, the Pilot’s Bill of 

Rights required, among other 

things; (1) The FAA was to 

disclose its Enforcement 

Investigative Report (EIR) to 

each respondent in an aviation 

certificate enforcement 

case; (2) the NTSB was to 

apply the Federal Rules of 

Civil Procedure and Federal 

Rules of Evidence to each 

case; and (3) allow litigants to 

have the option of appealing 

the Board’s orders to either 

a Federal District Court or a 

Federal Court of Appeals. 

The Board was very 

straight forward in its adoption 

of the Federal Rules of 

Civil Procedure. They modified 

their rules to state: ‘‘In 

proceedings under subparts 

C, D, and F, for situations not 

covered by a specific Board 

rule, the Federal Rules of Civil 

Procedure will be followed to 

the extent they are consistent 

with sound administrative 

practice.’’ 

My mind goes in two 

directions regarding this 

change. The first is that this 

will make practice a little 

easier for attorneys who are 

comfortable with the Federal 

Rules of Civil Procedure and 

less comfortable with the 

Board’s Rules of Practice. On 

the other hand, the thought, 

“be careful what you wish 

for,” comes to mind. In the 

long term I think the Federal 

Rules of Civil Procedure will 

work to the advantage of the 

FAA, not the pilot, particularly 

in the area of discovery. 

The Board has also 

modified 821.38 to apply the 

Federal Rules of Evidence to 

NTSB proceedings: “Unless 

inconsistent with the requirements 

of the Administrative 

Procedure Act, the Federal 

Rules of Evidence will be 

applied in these proceedings.” 

This will help pilots in 

hearings in that, historically 

the FAA has relied on hearsay 

to prove their cases. The 

Federal Rules of Evidence, 

Rule 802, provides in no 

uncertain terms that hearsay 

is not admissible; and 

then goes on to provide for 

about 10,000 exceptions to 

that rule. Forty years ago, in 

law school, I spent a whole 

semester learning about the 

hearsay rule. It has become 

more complex since then. 

This will however open 

a new area on appeal. The 

Administrative Law Judges 

will be scrambling to learn the 

Federal Rules of Evidence as 

much as the lawyers regularly 

practicing before the NTSB. 

An impression given by 

the aviation alphabet organizations 

was that pilots would 

have the option of having their 

case initially heard by the 

NTSB or the Federal District 

Court. This was not the way 

the Pilot’s Bill of Rights was 

written. Your case will initially 

be heard by an Administrative 

Law judge. The Board has 

changed it regulations to provide 

notification that appeal 

to the United States District 

Court is an option. The new 

rule states: 

§ 821.64 Judicial review. 

(a) General. Judicial review of 

a final order of the Board may 

be sought as provided in 49 

U.S.C. 1153 and 46110 by the 

filing of a petition for review 

with the appropriate United 

States Court of Appeals or 

United States District Court 

within 60 days of the date 

of entry (i.e., service date) of 

the Board’s order. Under the 

applicable statutes, any party 

may appeal the Board’s decision. 

If you wish to look at the 

actual changes in the regulations 

and the reasoning for 

the specific changes to http:// 

www.aopa.org/advocacy/ 

articles/2012/121023finalrule-hones-ntsb-role-inappeals.html. 

This is an AOPA 

site with a link to the Federal 

Register PDF. 

There was an important 

change included in the Pilot’s 

Bill of Rights that did not 

require any action on the part 

of the NTSB or the FAA. The 

Pilot’s Bill of Rights made a 

direct change to 49 U.S.C. 

44703(d)(2), 44709(d)(3), and 

44710(d)(1). The Pilot’s Bill 

of Rights struck the language, 

‘‘but is bound by all 

validly adopted interpretations 

of laws and regulations 

the Administrator carries 

out unless the Board finds 

an interpretation is arbitrary, 

capricious, or otherwise not 

according to law.’’ Further the 

PBR struck from 49 U.S.C. 

44709(d)(3) and 44710(d) 

(1) the language stating the 

Board is bound by FAA policy 

guidance concerning sanctions 

for violations. In theory 

this will help pilots. It also 

will directly put a greater burden 

of aviation safety on the 

NTSB. I am not looking for a 

lot of liberal interpretations 

from the NTSB. 

I have only covered the 

high points of the Pilot’s Bill 

of Rights. Presently I have not 

seen any action on making the 

Airman’s Medical Application 

form any more user friendly. 

Same thing with any improvement 

in the NOTAM system. 

If you would like PDF’s of the 

FAA NOTICE or changes to 

the NTSB Rules of Procedure, 

Email me at Aviationlaw@ 

Excite.com. I will send the 

documents to you. 

There is one thing I am 

convinced of; these new 

rules will make it harder 

for a respondent (pilot) to 

handle their case by themselves. 

The initial decision 

to co-operate with the FAA or 

withhold information from the 

FAA is a complex one. The 

issues that confront the pilot 

are much more than even a 

non-aviation law attorney can 

handle. Applying the Federal 

Rules of Civil Procedure and 

the Federal Rules of Evidence 

to NTSB hearings will make 

these cases far too complex 

for anyone except a litigation 

oriented aviation attorney. 

If you fly much and want 

to protect your certificate, 

perhaps it is time to join 

AOPA and sign up for the Pre- 

Paid Legal Services Plan. The 

truth is, now in FAA enforcement 

proceedings you need a 

lawyer more than ever. 

You can contact Bill Hayes 

at Aviationlaw@gmail.com.

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Alerts 


bly data. “During clearance 

checks (I found) the locking 

ring of the (main landing 

gear) shock strut assembly 

incorrectly clocked. (This 

caused) fouling of the aircraft 

structure and the failure 

potential for the L/H 

main gear extension. 

“The CMM (maintenance 

manual) fails to note the 

‘dogged locking ring’ 

requires installation in a 

specific direction to maintain 

airframe clearance. 

(Reference the following) 

steps in CMM 6100, section 

32-10-05: ‘(14) Apply sealing 

and coating compound 

listed in paragraph 3 to both 

faces of dogged locking 

ring (6239-1); (15) Install the 

dogged locking ring on the 

gland nut (6228-1). Install 

the gland nut on the flange 

of the cylinder S/A (6217- 

1) using gland nut wrench 

CAT (4948-6C). Ensure the 

dogged locking ring is correctly 

centered on the gland 

nut. Torque gland nut to 

22.60-45.20 NM. Note: back 

off to nearest lock position 

only when necessary. (16) 

Engage the tab of the locking 

segment (6233-1) with a 

slot in the gland nut. Secure 

the locking segment to the 

dogged locking ring with 

2 bolts (AN4-5), 2 washers 

(AN960-416L), and two nuts 

(MS17826-4). Torque nuts 

to 5.65-7.91 NM. Safety 

the nuts with cotter pins 

(MS24665-151).’ 

“The data fails to state the 

dogged locking ring may be 

installed in either the 0500 

or 1100 (o’clock) positions— 

relative on the assembly. 

However, only the 0500 

position provides adequate 

airframe clearance once the 

landing gear is placed in 

the aircraft. Installation of 

the lock ring 180 degrees 

(out) or at the 1100 position 

allows the tab of the lock 

ring to interfere with the aircraft 

structure at the aft side 

of the gear well.” 

(Shock P/N: 60185001; 

Assembly P/N: 601850281. I 

was so intent on observing 

the locking ring clearances 

between the two photos I did 

not initially catch the background 

“face”. Trick shot! 

Ed.) 

Part Total Time: 7,260.0 hours 

cessna: 208b; Frayed Flap 

cable; ATA 2750 

A mechanic states, “During 

a routing inspection, (I) 

found a flap cable (P/N 

2660001105) frayed at the 

connection to the fairlead—about 

30 percent of 

the (strands) were broken. 

(It) runs from the inner bell 

crank to the outer end of the 

flap. This cable was original 

as far as can be traced 

back—the original P/N tag 

was still installed. (And) 

judging from the slip mark, 

the cable had not (moved 

from its swaged fitting).” 


cessna: 404; Damaged 

elevator mount brackets; 

ATA (N/A) 

“While this aircraft was 

tied down,” says a submitter, 

“the control wheel 

was secured in the full up 

position with a seat belt— 

instead of the approved 

gust lock device. This (ad 

hoc arrangement) allowed 

the elevators to have some 

movement—high winds 

prior to the intended flight 

(allowed the elevator) to 

hammer its lower stop until 

the bracket’s upper mounts 

failed. 

“The pilot stated he conducted 

a flight control check 

prior to taxi—everything felt 

fine. It was not until the 

control surface (incurred) an 

air load that he discovered 

a problem and aborted the 

takeoff.” 

(No P/N’s were provided with 

this report. Red arrows are 

my insertions—Ed.) 


cessna: 525c; Failed brake 

Rotors (friction pads); ATA 

3242 

A submission from a corporate 

operator states, “The 

brake pads on both the L/H 

and R/H brake rotors are 

debonding—with ‘chunks’ 

missing.” (Rotor P/N: 

90006028; Brake Assembly 

P/N: 90006022. Red arrows 

are my insertions—Ed.) 


Piaggio: P-180; Improper 

Elevator Installation; ATA 

(N/A) 

(The FAA’s Small Airplane 

Directorate in Kansas City 

provides the following safety 

admonition. Aerospace 

Engineer Mike Kiesov narrates 

the discussion; contact 

information follows the 

article.) 

“The purpose of this Alerts 

article is to describe an 

event where the elevators on 

a Piaggio Aero P180 Avanti 

airplane were installed 

incorrectly. The R/H elevator 

was installed upside 

down on the left side of the 

airplane, and similarly, the 

L/H elevator was installed 

upside down on the right 

side of the airplane. The airplane 

was then rigged within 

acceptable limits per the 

AMM (aircraft maintenance 

manual). During flight, this 

reversed elevator installation 

greatly influenced elevator 

trim authority—additionally 

causing the airplane 

yoke to be in a noticeably 

different longitudinal position. 

“The airplane manufacturer 

has subsequently incorporated 

a note in the airplane 

manual for this model 

P180 Avanti—a similar note 

is intended for their model 

P180 Avanti II. 

“A very simple way to 

ensure the correct elevator 

is installed on the proper 

side is to verify the location 

of the static wicks— 

they must be on the upper 

surface of the elevator. This 

fact is reflected in the additional 

note added to the 

P180 Avanti AMM.” 

(For further information contact 

Aerospace Engineer 

Mike Kiesov; 901 Locust 

St., Rm. 301, Kansas City, 

MO. 64106; phone 816-329- 

4144.) 

Part Total Time: (N/A) 

Piper: PA44-180; Stuck 

Throttle cable; ATA 7603 

(This aircraft supports a pair 

of Lycoming O360A1H6 

engines.) 

A submission from another 

corporate operator states, 

“After practicing an instru- 

ment approach and goaround,’ 

the L/H engine 

throttle lever stuck at 25 

inches of manifold pressure 

and 2500 RPM. Departing 

from the airport control 

area, the instructor pilot 

was able to reduce the L/H 

throttle down to 16-18 inches 

of manifold pressure at 

2500 RPM. After discussion 

with flight department personnel, 

it was decided...to 

shut down the L/H engine 

and perform a single engine 

approach and landing. An 

emergency was declared, 

and the aircraft landed 

uneventfully. 

“Since (there have been) 

previous instances of problems 

with engine control 

cables in this particular 

make and model aircraft, 

the L/H engine throttle cable 

(P/N 554546) was replaced 

as part of a scheduled 

progressive inspection.” 

(Indeed—this throttle cable 

P/N reflects seven times in 

the SDRS database. It would 

have been most helpful had 

you speculated as to the 

cause of the cable’s binding—Ed.) 


POWeRPLANTS 

R o l l s R o y c e : 

bR700710A110; Fuel Pump 

Shaft migration; ATA 7314 

(This corporate submission 

references a Gulfstream GV 

aircraft.) 

“While performing a SB 

(Service Bulletin) to replace 

the fuel pump spline adapter, 

we found the engine driven 

fuel pump drive shaft to 

be migrating out of the fuel 

pump and into the accessory 

gear case. Upon inspection 

of the gear case, we 

found a retaining plug in the 

gear case spline to be pushing 

into the gear case— 

allowing the fuel pump drive 

shaft to migrate out of the 

fuel pump.” (Gear box P/N: 

39500221.) 

Part Total Time: 5,670.0 hours 

IF YOU WANT TO CONTACT 

THE FAA 

We welcome your comments, 

suggestions, and 

questions. You may use any 

of the following means of 

communication to submit 

reports concerning aviationrelated 

occurrences. 

Editor: Daniel Roller (405) 

954-3646 FAX: (405) 954- 

4570 or (405) 954-4655 

E-mail address: Daniel. 

Roller@faa.gov 

Mailing address: FAA, ATTN: 

AFS-620 ALERTS, P.O. Box 

25082, Oklahoma City, OK 

73125-5029 

You can access current and 

back issues of this publication 

from the internet 

at: http://av-info.faa.gov/. 

Select the General Aviation 

Airworthiness Alerts heading.

Cuyahoga Co. Airport 

216-241-2127 

William F. Hayes 

Attorney at Law Aviation Attorney 

Former Adjunct Professor, University of Toledo, Law School 

Former Instructor of Aviation Law at Bowling Green State University 

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