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The Internet has revolutionized every single industry on the face of the earth. Yet it seems as though the marketing and sales of aircraft has yet to be fully transformed by this “novel” invention. The fact of the matter is that aviation as a whole is losing out due to the industry’s stubbornness to migrate.

Everyone in the industry is aware of two large print publications which circulate and advertise a myriad of aircraft. Every month thousands upon thousands of dollars are spent by aviation based companies to market their products and services in such publications. However, are these dollars spent worthwhile to the firms? I’ll be the first one to admit that I will pick up the latest, free copy of one of these publications to thumb through whilst paying my tributes to the engineers at Kohler or Bemis. Perhaps I will bring a copy along to amuse myself while taking a dreaded commercial flight because my aircraft is down for maintenance, etc. I can’t tell you the amount of listing publications I pull out of my flight bag or attaché on a yearly basis. However, when I am seriously in search of an aircraft for either myself or one of my clients, these print publications are simply the last place I care to go. The first place my colleagues (who range from mid-20’s to late-80’s) and I go is straight to the Internet. I can enter specific search parameters, such as year and model, or even specify keywords including GPS or autopilot manufactures. I’m able to view pictures and perhaps videos of the aircraft and see the latest times on the engines and airframes. I can get a feel for the entire market for a particular aircraft model within a few clicks of my mouse and best serve my client. This speed is so critically important when searching for a particular aircraft that may be rare and have a short turn-around time on the market. Everyone in the business knows that timing is key. In order to make a smooth transaction you have to have the right buyer, the right seller, and the right aircraft. These are three variables, which, believe it or not, are hard to make co-exist. Having instant access to the latest listings online makes one part of the job so much more efficient for all parties.

Next time you decide to list your company's inventory I urge you to look at how your advertising dollars are spent. Why are you paying vast fortunes to have your aircraft lost in a sea of advertisements? Print publications, no matter the size, are costly and expensive ventures by nature. Look for listing agencies that focus their attention on the Internet and are able to save you both time and money by not supporting print publications and instead supporting your best interests while maintain the same, if not greater, level of exposure.

What you will find is nothing short than a marketing and budget miracle.

 

David McCartney is the Director of Operations for General Aviation Security, Inc. the parent company for the marketing website www.AeroController.com.

Contact: david@aerocontroller.com 
Follow on Twitter @helijets

     Some of you may know that I am really into vintage aircraft. One of the challenges to keeping these old aircraft flying is, as you might imagine, finding new or serviceable parts. 

     Having taken on quite a few vintage restoration projects, one of the most difficult components to find are ground adjustable aluminum propellers.  If you have a ship that needs those – particularly the longer ones – good luck.   

     “Back in the day” when ground adjustable props were used on nearly every larger aircraft, they came new from the factory measuring up to 120” in the hub. Now finding blade and hub combinations of more that 102” +/- is difficult. And when you do find them they are very, very pricy. I have seen people asking more than $16,000 for a prop/hub combination. And then what are you getting? 

     What you are getting are almost always well used blades that are around 80 years old. The blades you are buying have most likely been cut down from their original length.  In the last 80 years they have also probably been in more than one accident requiring they be straightened, honed, sanded, etc.  It’s hard to tell because it seems the log books seldom go back more than 10 to 20 years. Plus, it’s hard to find a shop what will do more that sprinkle holly water on them and give you a statement that says “they look nice.” 

     There is some good news. This is about to change. A European propeller company has agreed to make brand new, forged aluminum, ground adjustable blades from in two sizes: one for lower powered engines and one for the higher powered motors. What’s more, they are also looking at making new hubs. 

     When this gets done, it will extend the opportunity to fly many vintage aircraft more than any other single act. You can get engine parts and you can make all the elements of aircraft structures but, you simply can’t make new forged aluminum props.   

     If you are interested in this project, let me know and I will put you on an e-mail list I am developing to keep interested parties informed. This is an exciting and important project for the preservation of flying vintage aircraft.

Right now something very exceptional is going on. It’s call the American Barnstormers Tour and it is flying around the upper Midwest entertaining people with General Aviation. (www.AmericanBarnstormersTour.com)
 

This great event was started after the 2003 National Air Tour (see: www.NationalAirTour.org) . It is operated and participated in, by several original 2003 NAT participants 
 

The third biannual Barnstormers Tour is flying through July 5th and is headed up by original NAT participant Clay Adams. Clay gets a group of barnstormers together, sets up and promotes a route and gets local airports and communities to help support each stop. There, about half-a-dozen vintage ride planes operate carrying passengers for hire while another dozen of so vintage ships provide background color and a static museum of sorts at each stop. It’s fabulous. People love it and the local participation is hands down fantastic.

 

At each stop there is music playing, Girl Scouts, Boy Scouts, high school boosters and other local organizations selling food, snacks and other things in support their community activities. People are happy just to be there. They watch the goings-on with enthusiasm, even if they don’t take a ride. All the activity is centered around aviation their local airport. That, my fellow pilots, is a wonderful thing!

 

The tour consist of twenty meticulously restored vintage aircraft from the 1920s and 1930s. It started on June 17th and runs through July 5th. Tour aircraft will be on display at each stop from around 10 a.m. to 6 p.m. daily. Biplane rides available for $60.00 per passenger and Stearman 'hands-on flights' for $200.00 per passenger. Admission is free for everyone.

 

Here is the remaining Barnstormer’s Tour Schedule.  I only wish there were more events like this going on around the country!

 

Watertown Regional Airport (KATY) June 23

Watertown, SD

 

Aberdeen Regional Airport (KABR)  June 24-26

Aberdeen, SD

 

Bismarck Airport (KBIS) June 27-29

Bismark, ND

 

Jamestown Regional Airport (KJMS) June 30-July 2

Jamestown, ND

 

Chandler Field Airport (KAXN) July 3-5

Alexandria, MN

Good luck to Clay and all of the other particupants of the American Barnstormer's Tour. Thank you for sharing aviation with so many people.

SWAT Dogs and Tawny Port

 

By Judith R. Lear

 

As a flight school owner and aircraft broker I am frequently required to travel for business.  The purpose of these trips may vary; for instance, my partner and I may be hired to ferry aircraft back into our area or to handle a closing on an aircraft much like a real estate broker would close a property or to inspect an aircraft and/or all of the three.  For the most part these trips are not only enjoyable but educational.  And then there are those that make you question the very core of this country’s fiber and the essence of its heart and soul. 

 

One spring two years ago I found myself on such a trip.  We had been hired by a business man named Hans, who was quite fed up with airline travel and decided to buy a twin engine, private airplane.  By his calculations the time and money he would save on his trips -- including the salary of the pilot -- was more beneficial to him than the current option of flying the airline. 

 

We had just returned from St. Louis on another closing when the agent of a twin engine aircraft located in CA called to counter a bid I had submitted for Hans.  After haggling with the seller’s broker, a final offer was agreed upon and the next step was put into play; confirm a clear title, inspect the plane and the aircraft logs and fly it home to Virginia.

 

Over the years my partner Tom and I have made many aviation related friends along the way.  One of them was Rick, who had recently moved to Las Vegas.  We decided the first stop would be Vegas to visit Rick. 

 

As a veteran pilot instructor of 33 years, my partner was definitely the one who wore the pants in the flying arena and I trusted his judgment unquestionably.  One of his stead fast, no exception rules when ferrying a plane was day flying with Visual Flight Rules (VFR) only.  So it would be with this flight, also. 

 

After spending three days in Chico CA inspecting the plane and preparing the closing documents we were ready for our voyage home.  After reviewing the course I was surprised that Tom had charted us straight across the Sierra Nevada’s; albeit, at their lowest elevation!  Hmm, may I retract that statement about trusting Tom unquestionably?

 

Since the buyer’s pilot, Anthony, was with us to pick up the plane I would ride back seat instead of my usual right seat co-pilot.  Along the way Tom would instruct Anthony and at the end of the trip sign off on his multi engine endorsement.  That is if Anthony could keep Tom awake long enough to do so!   Did I mention that this was also part of the responsibility of the right seat?  As a helicopter instructor and fixed wing pilot Anthony proved himself a worthy student.  He not only handled the aircraft proficiently but by remained relaxed as Tom occasionally nodded off. 

 

Then it happened!   The plane began to climb uncontrollably.  Maintaining an altitude even remotely relevant to 14,000 feet became impossible.  We were “wind surfing.”  As a preliminary precaution we had all been sucking O2 since we exceeded 10,000 feet so there was no risk of hypoxia; however, Anthony, a flat-lander was alarmed.  I heard him exclaim nervously over the intercom, “I can’t control the altitude!”  Now fully alert Tom instantly calmed the young pilot.  “Just go with it, don’t fight it.  The plane will level out.

 

Needless to say from the back seat I had my eyes glued to the instruments, particularly the altimeter.  I watched as the needle uncontrollably rotated clockwise: 15,000, 15, 500 …16,000 and so on until we had reached 17,500 feet very near the aircraft’s ceiling!  Tom, ever cool, assured Anthony that we would level out and I’ll be damned if we didn’t! 

 

Anthony clearly relieved resumed his “role” as pilot in command, while I ceased my incessant wriggling in the back seat.  Tom went back to sleep.  The plane gracefully gained and lost altitude over the mountains wind surfing until we had cleared the ridge and began preparations to land.  We had been on Flight Following with the tower since leaving Chico so we called ahead and announced our intent.  The landing was perfect and Anthony required no intervention from Tom.  We were in Vegas!  Party time!

 

In my experience dealing with pilots, I’ve found there to be two types: the fly hard and fast, all business behind the yoke but party just as hearty type A and the studious, clean cut t-totaler’s type B like the image the commercial airlines portray.  The line seems equally drawn right down the middle.  Did I mention we were the former?

 

Prepared to experience the sites and landmarks of Las Vegas we met Rick at the private airport.  We weren’t disappointed with Rick’s hospitality but knowing what lay ahead – or so we thought -- we called it a short night.  Once back to the hotel we charted the course for the next day; right over the Grand Canyon.

 

Now if you think our flight was unnerving the day before … well … just let me say I had no clue what we were in for in the latter part of this flight -- thermals!   However, for now we effortlessly soared to10,000 feet cruise altitude and I settled into the back seat with book in hand.

 

Kaboom!  I was lifted -- I swear -- a foot off my seat!  Instinctively I looked out the port hole to see if the wings were still attached.  They were, but I feared they would soon depart the aircraft if we hit turbulence like that again!  The flight was so rough I could barely appreciate the scenic view beneath me.  I recalled water skiing as a teenager and the best way to describe the airplane’s attitude was skiing over rough seas at high tide!

 

Once again the Anthony-Tom team landed us safely on the ground.  This time the port of call was San Antonio, TX.  I jumped out of the plane obviously shaken, never so eager to disembark a vessel in my life.  Nearly running now, I stayed far enough ahead of the two pilots that they could barely lip read my demand.  “I need a drink!”  Tom and Anthony trailed behind me laughing and I suspect the joke was on me!  Of course, why that might be I haven’t a clue!

 

Ready to accommodate my demand -- a rare occasion in itself -- we chose a hotel near the airport that also had a bar.  It never ceases to amaze me how truly unique and different our country can be travelling from one area to the next.  And by air, the differences are even more dramatic.  Less than 5 hours before we had left the bright lights of the Las Vegas Strip and were now seated in a restaurant, complete with waiters dressed as cowboys and severed bull heads hanging off the walls! 

 

We all ordered steak cooked to perfection and a stiff Scotch and water for me; surprised?  Again, not knowing what lie ahead on our next leg, we left the restaurant and had a nightcap at the hotel bar.  We all retired early that evening electing to chart the next day’s course in the morning.

 

It was a beautiful, clear VFR day along our charted course and the temperatures were expected to remain warm along the southern route.  Determined not to chance another turbulent flight cold sober, I insisted we stop at the liquor store on the way to the airport, where I picked up a bottle of port.  I would put myself in the class of a moderate to light drinker especially in relation to my pilot team but today I would make the exception.  Once again, I took my leave to the back of the plane, only this time I was going to enjoy it regardless of the conditions!

 

The liquid did its job.  I was comfortable and relaxed and not at all concerned that the weather had turned sour somewhere along the route.  I did notice the commotion up front, while Tom and Anthony dodged the dark full clouds rapidly forming around us.  Due to inclement weather the decision to land was made and we found ourselves in a small southern Georgia town.  The sights and sounds of this laid back town could have been taken straight out of a scene from The Dukes of Hazard!  It was only mid afternoon when we landed and reasonably sure this would be our last stop before arriving Virginia; we elected to clean the plane.  Due to my fairly tipsy condition, I didn’t mind at all that I completed most of the work and luckily the pending rain held until we had finished.

 

We gathered the luggage -- and the empty port bottle -- and strolled across the ramp into the small terminal where we discarded the evidence.  We ordered fuel, called the hotel shuttle and waited in front of the terminal until the van arrived.  No sooner had I placed my hand on the door of the vehicle than we were swarmed by law enforcement officers!  The local sheriff was there, along with the FAA, the DEA and their dogs and the local police!  It was a movie scene straight out of a sting operation that left us dazed and confused.  Of course, my first thought was, “How did they know I was drinking on the plane?”  But as quickly as the thought occurred, it vanished with the realization that I had done nothing illegal.

 

The officers quickly and assertively disbanded our team and separated us for questioning.  As we were led away from each other our eyes were full of question and not in the least, fear.  As a group we were totally dumb founded and had no idea why we were being stopped.  I watched Tom as the DEA and FAA led him back to the ramp where the plane was tied down.  It was only later that I learned that they had ordered him to nearly disassemble the aircraft right on the ramp!  One by one, he removed the seats and the carpet as the sniffing German Shepherds performed their duties.

 

Since Anthony was not Pilot in Command and I was merely a passenger, we were held where we were stopped being drilled about our “intentions.”  I couldn’t hear Anthony’s questioning, but I clearly recall my own.  “Where are you coming from?  What business do you have with this plane?  Who owns it, and where is it headed?”  On and on the questions were fired at us and I could tell by Anthony’s body language, he was nearing his tolerance limit.  I wondered how long it would be before this young former marine would have had enough.  Meanwhile, I responded to the barrage of questions as quickly as I could, all the while praying silently that the officers would not smell the wine on my breath.

 

With the officers in tow ever cool Tom led his entourage leisurely past us laughing at something he had murmured to one of them.  As unexpectedly as we had been apprehended we were released with orders not to leave the area until we were notified that the investigation had been concluded.  As quickly as they stormed the airport environment the officers were gone, leaving us wondering, “What the hell just happened?”

 

Forced into sober reality, my thoughts rushed forward to what in the blue blazes I was going to tell the new owner!  The scene played out in my head.  “Ah, sorry Hans but we’ve been detained in cow-dunk GA with your half million dollar airplane.  Why, you ask?  I haven’t a clue.  When will we return?  Beats me -- we haven’t been told, yet.”

 

Oh, my … not good, not good at all!  What on earth were we going to do?  I didn’t know about Tom and Anthony but I felt like I was playing out a Laurel and Hardy skit complete with the phrase, “Well, Ollie, it’s a fine mess you’ve gotten us into, now!” 

 

Finally at the hotel we agreed to plot our next course of action -- which was -- call a lawyer!  And as the group’s mouthpiece, I was elected to call the new owner.  As luck would have it, I fretted over nothing.  Hans laughed hysterically as I hemmed and hawed through the sequence of events.  Did this sharp business man recognize something about our flight crew that I had not?  Could that be why he thought our excursion was so funny?

 

The guys claimed neither of them slept well the night before and I know I didn’t.  Breakfast in the hotel restaurant was quiet with the exception of charting the course home.  That is, if and when we were ever released to leave!  We never knew beyond our own speculation why we were stopped and detained that early spring day.  Only that we were, and more importantly that they could.  Fortunately, the plane was clean and even with all the checks and balances in play, you can never be completely sure of what you may be in for when you transport an unknown aircraft.  Sometime that morning our background checks all cleared and we were released to go. 

 

Solemnly, we departed the field clawing our way once again through the GA clouds, this time determined to make it home.  Thankfully the final leg was uneventful and for the first time during the trip we were escorted by a turbulence free, tail wind for most of the flight home.  At last from three miles out PVG was in view.  I couldn’t recall ever being as happy to view the cross wind runway at our home base. 

 

  We were greeted by an excited and satisfied customer while taxiing up to the ramp of the sales office.  Tom offered to take the new owner up but Hans generously declined, instead opting to take over my seat in the rear.  Anthony proudly showed him all the bells and whistles with which his new plane was equipped.  Waving off Hans’s invitation for a celebratory dinner, Tom and I left knowing that even with the unexpected detours we had done our jobs successfully.

 

Now as I write this, nearly two years have passed and we have continued to relocate aircraft each with its own distinct story.  I am happy to note here that none, however, can top our unexpected layover in Georgia.

 

 

Editor’s Note:

 

Rick Carmichael has now joined the Lear Stevens Aviation Services, Inc. team! 

 

 

 

     

  

 

 

 

 

Okay, I admit it: I love gadgets, especially gizmos that let me dispense with paper. Address book? That’s in the iPhone, which is also well-stocked with a variety of handy aviation apps. Latest version of a draft magazine article? That would be on the thumb drive—but also accessible via a newly-acquired app that lets me put files in one place and read them on any device with an Internet connection. Weather info? The stack of dot-matrix printer paper I used to lug around has long since been supplanted by datalink weather acquired through a collection of handheld and panel mounted devices. In my increasingly paperless world, the recent arrival of updated paper instrument approach procedure (IAP) charts is admittedly something of an anomaly. I do like the “security blanket” aspect of those neatly folded paper charts, possibly because I have personally seen how one mistaken button-push can lead to instant and simultaneous amnesia for two GPS moving-map navigators. Paper prevailed on that occasion. Still, the lure of lightening my flight-bag load and dispensing with the clutter of a papered airplane is strong. Envy of a pilot pal’s e-chart setup was the final push I needed to do some basic research into the concept of the Electronic Flight Bag (EFB). Here’s what I learned. There’s a Doc for That Like airplanes themselves, EFBs come in a variety of forms, capabilities, and restrictions. The FAA defines those forms, capabilities, and restrictions—plus the term itself—in Advisory Circular (AC) 120-76A, Guidelines for the Certification, Airworthiness, and Operational Approval of Electronic Flight Bag Computing Devices. It can be found at: www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/23222. Let’s get one important point on the table right away: As stated in the opening paragraph of AC 120-76A, the guidance material in this AC applies to the usual collection of commercial operators in Title 14 Code of Federal Regulations (14 CFR) part 121, 125, 129, or 135 operations. For 14 CFR part 91, it applies to large and turbine-powered multi-engine aircraft operating under 14 CFR part 91, subpart F (which covers fractional ownership), but only if the operating regulations require specific functionality and/or equipage under 14 CFR section 91.503 for Flying equipment and operating information. Other part 91 operations—including those of us who fly light general aviation aircraft for business or pleasure—do not require any specific authorization for EFB operations, as long as the EFB does not replace any system or equipment required by the regulations. Yet, even if the EFB conditions and restrictions outlined in the AC don’t apply to the kind of flying you currently do, it is still useful to know how the FAA defines and classifies these devices. The ABCs of EFBs Advisory Circular 120-76A defines the term EFB as: An electronic display system intended primarily for cockpit/flight deck or cabin use. EFB devices can display a variety of aviation data or perform basic calculations (e.g., performance data, fuel calculations, etc.). The scope of EFB system functionality may include various hosted databases and applications. Physical EFB displays may use various technologies, formats, and forms of communication. These devices are sometimes referred to as auxiliary performance computers (APC) or laptop auxiliary performance computers (LAPC). The FAA categorizes EFBs in three classes. Class 1 and Class 2 EFB systems are both based on commercial off-the-shelf (COTS) systems and both are considered to be personal electronic devices (PED). Also, both are portable (not permanently installed in the aircraft). The difference between Class 1 and Class 2 is primarily derived from how they are mounted in the aircraft and what must be approved. A Class 1 system is not attached to an aircraft mounting device, aircraft primary power supply, or data connectivity. Class 1 EFB systems can be used both on the ground and during flight, but must be stowed for takeoff and landing. They are limited to providing supplemental information and cannot replace any required system or equipment. A Class 1 EFB may be connected to aircraft power through a certified power source to operate the EFB and recharge its batteries. A Class 1 EFB can display tabular data, such as performance tables, checklists, and the pilot operating handbook (POH). A Class 2 EFB system can be attached to a structural-mounting bracket to ensure that it does not interfere with other aircraft systems. Though considered a PED, the use of a structural-mounting bracket made only for that device means that a logbook entry is required to remove a Class 2 EFB from the aircraft. A Class 2 system can be connected to aircraft power and to a certified data connection in order to exchange data with aircraft systems and make interactive performance calculations. In addition, a Class 2 EFB can be used to compute weight–and-balance information as well as takeoff and-landing V-speeds. It can also provide flightcritical data, such as navigation charts. Since it is not necessarily stowed for takeoff and landing, a pilot can also use the Class 2 EFB to display departure, arrival, and approach charts. Class 3 EFB systems, which are the most capable, require approvals. A Class 3 EFB system is installed equipment that, with exceptions for user-modifiable software used to host certain kinds of applications, requires a Supplemental Type Certificate (STC) or certification design approval as part of the aircraft equipment. It is also subject to certification requirements that enable additional applications and functions. Know When to Hold ’Em There was a time when features such as moving maps, airport diagrams, and datalink weather existed only on Class 3 EFBs. Today, however, these functions (and many more) are available in Class 2 models that are—as the COTS characterization would imply—widely available commercial devices that anyone can buy. However, due to lack of airworthiness approval to demonstrate reliability, the display of “own-ship” position in flight on a Class 1 or Class 2 device is not authorized where regulatory compliance is required. A unit with current IAP charts can be characterized as a Class 1 EFB, if it is not attached to the airplane, or as a Class 2 EFB, if it is mounted in the panel. The question is: Can you legally use an EFB? According to the guidance, 14 CFR part 121 and 135 operators must obtain specific operational authorization to use them. For those in part 91 operations, however, the FAA states that use of Class 1 and 2 EFBs to replace paper charts is at the pilot’s discretion. Know When to Fold ’Em That’s good news, of course, but pilots of paperless airplanes need to use that discretion wisely. Reasons for caution include: - Devices not subject to FAA approval of components or installation are not guaranteed to provide the kind of reliability you expect from products that have successfully made it through these processes. - Devices can fail, and they often fail at inopportune moments. In the personal example mentioned earlier, the pilot’s hand was jostled by turbulence and he accidentally pressed the GPS data-card ejection button instead of the flight-plan key he meant to activate in response to an amended ATC clearance. The unit—and the secondary unit configured for “cross-talk” with the primary navigator—immediately went into reboot mode and “forgot” everything connected with the flight. - The cables, cords, and antennas required for portable EFBs can create more clutter—and, potentially, more hazardous clutter—than the paper charts they are intended to replace. The bottom line: EFB technology is available here and now, and proper use of any class of EFB system can improve efficiency and safety while eliminating considerable weight in paper. Sounds like I need to shop for my next gadget. Susan Parson is a special assistant in FAA’s Flight Standards Service. She is an active general aviation pilot and flight instructor.

     This past weekend I flew to the annual Antique Airplane Association Pumpkin Drop near my home town of Ottumwa, Iowa.

      This event is a lot of fun and this year nearly 30 airplanes showed up to drop pumpkins on a target in a near by field. The target was an old boat. The event starts with a potluck lunch followed by a briefing and then the “bombing” begins.

      People get really into it. One year they even had a B-25 load up the bomb bay and carpet bomb the target!  Don’t try this at home!
     As you can see, we had plenty of amo...