PUBLISHERS LETTER

Thanks to Wilbur and Orville and Paul and Tom

O
Greg Herrick
PUBLISHER

nce in a while I get a bit contemplative when things change. This past several weeks is one of those occasions. I appreciate that everything changes, that people move on and life and organizations are dynamic. But that does not stop me from appreciating the good people who have contributed to our lives and who have brought us to where we are.

Take this recent AirVenture/Oshkosh for example. I was there all week. It was a great event that was punctuated by a couple of occurrences that gave me pause. One which occurred early in the week was news of the loss of Greg Poe, the airshow performer who I am proud to have called a friend. It was not an airshow accident that took him. It was a heart attack at the end of a long day of motorcycle riding. Greg was a wonderful person, a great performer and a True Gentleman. Thanks Greg, for all that you did. A few days later I was asked to attend an announcement at the Brown Arch at the center of EAA AirVenture. There Tom Poberezny announced his retirement as Chairman of the EAA. As I listened to his words unfold, I was hoping that he would say that he was going to stay involved in some way. I was saddened when he made clear that his was a complete departure from the organization his father started and he had lead for decades. Since the Wright brothers, there have been many great names associated with General Aviaiton. Lindbergh comes to mind immediately, Earhart is another. Then there are industry names like Boeing and Curtiss. But if I had to pick five family names that have meant the most for General Aviaiton for all of history, the Poberezny name would be in the top two or three, just below the Wright Brothers. What Paul Poberezny did for General Aviation when he founded the EAA can not be overstated. It is my understanding that Paul will be honored at AirVenture next year. He certainly deserves all the accolades that can be given. Tom does as well. When the EAA announced the search was on for an eventual successor to Tom Poberezny, I dont think anyone was surprised. From my understanding, the short list from which Rod Hightower emerged consisted of an extraordinarily qualified group. I have met and talked with Rod in a number of circumstances. I am very pleased with how he is taking the organization forward. Rod is a great guy. I only wish Tom had elected to stay more involved at a minimum with the program that he founded: the Young Eagles. Tom Poberezny was involved, in one way or another, with the EAA for his entire lifetime. His ability to articulate the goals and vision of the EAA in general, and the Young Eagles in particular, is unparalleled. Tom is a great communicator and as the Young Eagles program demonstrates, a great visionary as well. His are really, really big shoes to fill. The Young Eagles program absolutely works. In the interest of full disclosure, I am on the organizing committee for the

annual fundraiser at AirVenture called Gathering of Eagles. For the last several years this has given me the opportunity to develop a solid understanding of what this program does for young people specifically and General Aviation in particular. The EAA and FAA worked together on a study of the Young Eagles, the results of which were announced earlier this summer. The study showed that someone who took a Young Eagles ride was 5.4 times more likely to earn their pilots license than someone who did not get a ride. Taking seventeen year olds as an example, for every 100 kids that took a ride, 2 of them have ended up earning their pilots license. In the U.S. there are roughly 20,000,000 kids between the ages of 15 to 19 years 2% of that number is 400,000. How would our industry look with 400,000 young new pilots? And thats just for the 15 to 19 year age group. Young Eagle rides are given to kids between the ages of 15 and 34. These, what I will call conversion numbers, will continue to increase as the program evolves. For example, the Young Eagles program has been give a significant boost by the recent introduction of the Flight Plan for young people. This program provides kids the opportunity to take Sportys Online Pilot Training Course free of charge. And, after the online course is completed, the students receive a voucher for their first flight lesson, also free of charge. In just two short years more than 6,000 Young Eagles have taken the course. As well, EAA student memberships are available to all Young Eagles at no cost. The older they were, the more likely a Young Eagle is to get their license. Dovetailing into this successful youth program is a new one launching in January 2012. It is a Young Eagles program for adults. This upcoming program was announced by Rod Hightower during an EAA AirVenture. According to Rod expanding the Young Eagles to include adults is something EAA members have been recommending for years. The new program will focus on the one-on-one flight experience, again driven by local chapters. If one person had done nothing more than start the Young Eagles program, most of us would say: thats more than enough. But Tom Poberezny has done much more than that. He took the organization his father started and built it into the General Aviation powerhouse that it is today. Under his leadership and vision the EAA grew dramatically in terms of membership, infrastructure, organization and stature. And certainly, none of this could have been accomplished without the countless volunteers, chapters and a dedicated staff. But as with most truly successful organizations, the leadership deserves a great deal of credit that goes most recently to Tom Poberezny. Thank you Greg and Paul and Tom. And thanks to everyone who have dedicates themselves to sharing our mutual passion for aviation. Fly safely,

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PI LOT PE RS PEC T I V E

Is Privacy Always Good for General Aviation?

T
Charles R. Morgenstein, esq

Charles R. Charlie Morgenstein is the founder of Mmo Legal Services, LLC based in Boca Raton, Florida. He has been a private pilot since 1977, and has held an instrument rating since 1991. He was admitted to the practice of law by The Florida Bar in 1980, and practices aviation law in all 50 states. He limits his practice exclusively to aviation matters and particularly enjoys structuring the sale, purchase and lease of aircraft, as well as representing pilots who are accused of wrongdoing by the FAA or other government agencies. He is a member of the NBAA; AOPA [and a provider under their pre-paid legal services plan]; EAA; NTSB Bar Association; LawyerPilots Bar Association; South Florida Business Aviation Association; and The Florida Bar Aviation Law Committee. He may be reached at charlie@mmolegal.com.
6

to elect or recall officials, and who have the ability to move their here has recently been a lot of attention paid to the center of employment to another municipality, are the ones who elimination of the BARR program by which the owners must contact the officials; who must stand up at public meetings of aircraft can pay to avoid having the N numbers of their and tell how important the airport is to their continued business aircraft displayed to the public on sites such as FlightAware. (and financial) presence in the municipality that hosts the airport. The argument goes that people, especially high-net-worth In instance after instance after instance, I have watched in individuals, should have the right not to publicize their exact frustration as local high-rollers and companies stay silent while location, planned destinations, ETAs, etc. to anyone and service after service after service at their local airport (and mine) everyone in real time or nearly-real time. Kidnappers could use is attacked by the neighbors, the FAA, the EPA, the TSA, and the the information to target them or their families or business operating authority as well. These folks with all the clout seem associates. Competitors may be able to determine, from their always to leave it up to the guys and gals who fly the Cherokees planned route of flight and destination, what confidential or and the 172s, and the medium-twin charter operators, to fight sensitive business deals are being considered. And then there is and often lose -- the battles. It seems to me that an appearance the general argument that people are simply entitled to privacy by a Fortune 500 CEO, accurately describing how his or her in their movements. All of these are perfectly-valid arguments. companys business aircraft is essential for the company to remain Unfortunately, there are other valid arguments whose competitive and profitable, and how the airports continued underpinnings are not as honorable. As was demonstrated when aviation-friendly policies and procedures assist in that, would go a the CEOs of the big three auto makers flew to Washington, D.C. long way toward reducing the alarming rate at which airports are to ask for money, many CEOs are unable or unwilling to justify being limited and closed. their operation of corporate aircraft. They are embarrassed by the If a company cannot, in good conscience, make a public showing incredible luxury which is reserved, in many cases, only for them. of how their business aircraft are necessary tools for profitability, They dont want the average Joe, or the average stockholder, to then, in all likelihood, that company should not be using business know that THEY are the Fat Cats riding around in the back of aircraft. If a CEO cannot stand up in front of a public forum and their luxury barges, making noise and showering pollutants over articulate how the companys business aircraft makes the company the homes near the airports they use. They want to be seen as more profitable and competitive, with a straight face and without hard-working stewards of their companys resources -- not as embarrassment or apology, then he or she probably should not be a spoiled jet-setters cruising around at Mach .085, with empty seats, CEO. If a private individual has been fortunate enough to be able to eating or wasting catering that may cost as much as their afford to operate a luxury aircraft simply for his or her own pleasure shareholders make in a month, while discussing the relative merits or convenience, then they should be able to articulate the number of competing million-dollar Cabin Management and In-Flight of people that are employed, and the dollars that are spent in local Entertainment Systems. They do not want average people to aviation businesses, because they chose to bring their aircraft to the know about the excess of riches to which they feel entitled. local airport. Those of us in the aviation world know that these people only As the commercial airlines become more and more difficult to represent a very small portion of the people and companies which use to travel quickly from home to destination and back again, the use business aircraft. And yet, unfortunately, the business jet need for justifiable business aircraft of all sizes and types is going has become a convenient icon of excess, even vilified recently by to increase dramatically. If the current large-aircraft business President Obama in trying to justify removing tax breaks. users dont stand up to be counted, and lend their clout to the Having served on various committees trying to make my local arguments raised against airport funding and improvement, we airport more aviation-friendly, and more safe, over the last few will not have many of those essential airports around when both decades, however, I can tell you that this stigma, and the adamant they and the rest of us really need them. refusal of the operators of jets and turboprops to stand up for their All of this is NOT to say that the honest, valid reasons for use of business aircraft, has definitely hurt many airports and the privacy listed at the beginning of this article should be abandoned. people and businesses on those airports. They should not. We need to find a way to accomplish these Almost all airports are run by some sort of municipal entity. objectives. But the BARR program was being overused and Most of the people who serve on those entities are elected. Many perhaps even abused. of them respond to monied interests, or to large employers in their We need to find a way to help companies preserve necessary area, to a great extent; while the average Joe, GA pilot is regarded privacy. Until we work that out, however, it is my hope that as simply one vote from one guy or lady who enjoys an expensive companies and individuals operating large aircraft out of local hobby, and who does not have any significant political clout. Like airports will seize the opportunity to educate local elected officials it or not (and, I dont), the fact is that, to truly protect our airports, as to why their business aircraft are essential to their companies the wealthy individuals and corporations who have the ability profitability and competitiveness. <

SEPTEMBER 2011 | AIRCRAFTOWNER ONLINE

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7

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pilot, whats your story?

P
ilots love to learn about pilots - no matter who they are, where theyre from, or what they fly - and we have randomly selected individuals from our readership to share their aviation background, inspirations and first flights. We look forward to all of you becoming a part of it. So, pilot, whats your story?

AO: Please state your name for the record... MH: Michael L. Holmes. AO: What is your favorite breakfast cereal? MH: Rice Krispies. AO: Where did you do most of your flying when you were building time? MH: Half Moon Bay (HAF) in a Cessna 140, 150, 172, & 182s. Mill Valley Heliport and Seaplane Base (JMC) in a Hughes 269AS & BS. Stinson Voyager, Piper J3 (got my rating ASES in) Taylorcraft BCS 12D, Republic Seabee. AO: Do you remember your flight instructors name? What did you solo in? MH: My instructors name was Don. Frank Sylvestry (C140) was my private and commercial examiners name (ASEL). My instructors (helicopter, private and commercial) were Ron Winkler and Jim Johnson (HU 269A), who were both captains at SFO Helicopter when I worked there.

AO: Tell us about your favorite $100 hamburger. MH: Jonesys at APC. A famous steakhouse at Napa Airport. AO: What inspired you to become a pilot? MH: A seaplane ride at the 1939 Worlds Fair; Treasure Island with Paul Mantz (San Francisco Bay). I figured there had to be someway I could make a living at something and still have that much fun doing it! AO: How long have you been flying? MH: 64 years. I started just after WW2 ended at Sausalito Seaplane Base taking dual in Taylorcraft and Luscombe seaplanes. I was 11 years old. AO: Who is your favorite aviator and why? MH: Bob Hoover - for his unequaled ability and unassuming personality. I met Mr. Hoover at Hamilton Army Air Force Base during airshows after the base was decommissioned. I flew in officers wives and families from Crissy Field, San Francisco, to the airshow in a Jet Ranger I was flying at the time. I had the honor to meet and talk to Mr. Hoover as I was flying for the promoters of the airshow (2 years). I had seen him perform many times, but hadnt met him until then. Sat at the Saturday night banquet table with him for dinner and flying stories, and even had a drink or two with him.
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AO: How do you feel about AO doing a feature on you? MH: Delighted. AO: What was the very first plane that you bought? Do you still have it? MH: I used to have a Cessna 150. AO: What are you currently flying? MH: Dont own an aircraft now. I do 61.56 check flights in many types. I was chief pilot for the Marin County Sheriffs Air Patrol (California) for about 20 years until 2005, then moved to Boise, Idaho, and joined the Ada County Aerial Sheriffs. AO: How many ratings do you have? MH: Commercial ASES, AMEL, ASEL, glider, instrument, ATP helicopter, HU 269, SK 61, CFI, helicopter and fixed wing. AO: Taildragger, amphib/floats, skis, bi-plane, high-wing, low-wing, turbine, heli? MH: Seaplane, helicopter, recip. & turbine, tailwheel, complex, M.E. AO: Jif or Skippy? MH: Skippy. AO: Favorite flying phrase? MH: The most dangerous part about flying is the drive to the airport - said often in jest, but very true. AO: Favorite runway and/or approach? MH: Any seaplane landing. Seaplane and helicopter landings are very similar, in that every one has to be thought out and analyzed separately. An airport is an airport to an airplane, but not to a helicopter. Likewise a waterway is different day to day, even hour to hour to a seaplane pilot. At least, to a good one. Seaplane pilots generally make good helicopter pilots, and visa versa. AO: If you could own any aircraft, your dream aircraft (and not have to worry about maintenance or fuel), what would it be? Why? MH: A P51. Why not? I lost my medical when I had a TIA, but have kept my CFI current, so I can still instruct (if the pilot Im instructing is licensed, current, and rated in the aircraft were flying). So a P51 (with duals) would be my dream airplane. AO: Thank you for your time, Mike.
Would you like to be part of Pilot,Whats Your Story? Contact us at News@AircraftOwner.com and well send you a questionaire. See you next month.

HELI-MIKE I
n 1962, I finally could afford to continue my flying getting my Airplane (land) License in November. I got my Seaplane License (my first love) in October of 63. Helicopters were going to be the big thing and in November of 64 I got my Private Helicopter License, my Commercial Helo License in 65, and my Commercial Instrument Airplane License the same year. After I got my Private Helo License in 64 I could legally do jobs that werent paid (and of course, I couldnt get paid myself) for Commodore Helicopters, the company who I had trained with. I flew Colonel Chuck Yeager from Hamilton Field in Marin County to SFO where he was giving a lecture, with my Private License because it was a gratis job for (the manufacturer of the helicopter) Hughes Tool Co. Little did he know. I of course asked him if he would like to fly the helo on the way to SFO, but he declined, saying he didnt particularly like helicopters. After I got my Commercial license, I continued to fly for Commodore, sometimes getting paid, sometimes not. Flight time is the second most important thing in getting a job in aviation. (#1 is not having any accidents). I flew a lot of Traffic Report flights for free when I could get off work early, and other flights on weekends, sometimes actually getting paid. I flew Joe DiMaggio to a golf course once. He barely fit into the tiny 3 seat helo, holding his golf clubs on the floor between his knees. He must have been 65. On weekends I did tourist rides, photography flights, etc. Then, after a short time, I quit my day job. I flew traffic full time, but also flew weddings and other charters. On morning traffic flights we would deliver the San Francisco Chronicle to the guard and caretaker on the then closed Alcatraz prison. We would come to a hover in the courtyard and his little dog would run out and retrieve the newspaper and run it inside to his master. At first he was timid about being that close to the helicopter, but soon would run out and wait for us when he heard the helicopter coming. When the caretakers daughter got married, they had the wedding and reception in that same courtyard, and I flew the bride and groom to SFO Airport.

mike shares some of his helicopter adventures

SFO Helicopters started flying in the Bay Area in 1962, with single engine, single pilot, 10 passenger Sikorsky S62 helicopters. In 1966 they purchased 3, two engine, two pilot, 26 passenger, plus flight attendant, Sikorsky S61 helicopters. These large S61s required a co-pilot. I just happened to be there, at the right time, even though I had very minimum flight time in helicopters, (less than 600 hours). I sent in my resume, lying a little about my flight time, figuring by the time they called me in for an interview, I would have it. Every time the helicopter landed at our heliport in Marin, I would go out and put in an appearance if the Chief Pilot was flying. I dont know how many times I went to their main office at Oakland Airport, and just kind of dropped in to talk to the Director of Operations and Chief Pilot.

Finally, I guess they got tired of seeing me. They hired me on October 15th, 1966. Shortly before that they had one of their twin engine 61s hit a seagull that frequented the Palo Alto city dump, near the airport. Both engines failed with bird parts damage, and the tail of the helicopter was almost chopped off by the rotor blades in the hard landing that ensued. The day before my initial ground school training at Oakland Airport, they crashed TWO of the S62s. One had an engine failure after ingesting a seagull in its engine over downtown San Francisco, landed on a stack of pallets in a lumber yard near the Ferry Building, bounced to rest upside down, and totaled the aircraft. Luckily, there were no passengers on board, only the pilot and a traffic reporter. The other 62 was practicing night autorotations to a reservoir in the Oakland hills, when its engine quit. Being amphibious, they landed successfully in the water, but the aircraft capsized while being towed to shore. Not good omens, to be sure, for my new employment opportunity outlook. I flew for SFO Helicopter Airlines from that date until November 1976, when the Airline went out of business. In the 10 years at SFO I acquired 8,000 hours of helicopter flight time. I got my Helicopter Airline Transport Pilot, Multi Engine, Instrument, and Commercial Glider licenses during that time. <
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WOMEN IN THE SKIES

CarolAnns World Flight III: Part I

ON APRIL 29th, 2011, CarolAnn Garratt and her single-engine Mooney lift off a runway at St.Johns, Newfoundland, to embark upon her third world flight. Her first flight in 2003 was a memorial tribute to her mother, Marie Garratt, who died in 2002 of ALS (Lou Gehrigs Disease). CarolAnns intention in making that 71/2 month-long solo flight was to raise awareness and funds for ALS research, a mission and dedication that has continued through two consecutive world flights. The second world flight in 2008 was made with co-pilot, Carol Foy of Texas, and the two women established a new world speed record by circling the globe in 8 days, 12 hours, and 20 minutes. On this third flight, planned to last about 18 months, CarolAnn will be returning to areas around the world where she made stops and many friends in her previous world flights, and to visit other areas of the globe. The flight begins with CarolAnn flying from Lakeland, Florida to Merritt Island to pick up a friend and fellow pilot, Wes, who will accompany her across the Atlantic and on to Paris. Their route will take them north to St. Johns on the east coast of Newfoundland, then 1300 nautical miles (nm) southeast to the Azores. Enroute to St. Johns, flying at 7000 ft., they encounter clouds and rain with a descending outside air temperature which quickly turns the rain to snow for a short time. Upon landing at St. Johns, they open the cockpit door to be met by a blast of cold wind that has them shivering and laughing as they pull out warm jackets. Before heading for the hotel, the Mooney is hangared for the night to escape the forecasted freezing rain. Before going to dinner, CarolAnn spends over an hour updating her Garmin 396 with the European data base, a very necessary task that she couldnt do until now, as it replaces the North American data base that was needed through this flight. The next morning, with a forecast for scattered clouds, CarolAnn and Wes begin preparations for departure. As they climb out, it looks great with two layers of clouds, then clear above. Cruising above the clouds at 7000 feet, they are contacted by ATC with a request to climb to Flight Level 100 (10,000 ft) before reaching Flores, the first island in the Azores. Upon reaching 10,000, they find the winds more favorable, but the engine is not performing normally.TAS (True Air Speed) is low, RPM higher than normal, and fuel consumption much higher than normal. Also, the engine is sputtering..a sound no pilot wants to hear at 10,000 ft above the Atlantic Ocean! CarolAnn is a licensed Aircraft and Powerplant mechanic, but her adjustments to mixture and propeller settings fail to improve engine performance. They make the decision to descend to a lower altitude. At 8000 ft. all systems settle down to normal performance and greatly ease the tension in the cockpit! The only concern now is adequate fuel to reach Santa Maria, as there is no avgas at Horta. That concern soon subsides with the favorable winds. As they approach Horta, they are treated to a stunning view of the island, making them eager to stretch legs and do some exploring! IT IS SUNDAY, MAY 1st, and with a forecast of lowering ceilings along their route and at their destination of Santa Maria, they pack early and head for the airport. ATC clears them to flight level 100. At 8000 ft and above the clouds, they begin experiencing turbulence from the mountain of Pico, just behind them. They level off at 10,000 ft into smooth air, but cant maintain altitude.down to 65 kts, nose up, and descending at over 500 ft per minute. A request to ATC for a descent to 8000 ft is approved. At 8800 the descent stops and a climb begins. nose down, reduced power, and they are at 9400 ft in no time, doing 200 kts in a nose-down, level attitude. Even for CarolAnn, this is a new experience! They finally level off at 8000 ft and cruise above the clouds until time to descend and prepare for landing, and a couple of days of sight-seeing on the fascinating Portuguese island of Santa Maria. MAY 3rd, preparing to depart Santa Maria for the 5 -hour flight to Porto. Here, as in most places, they encounter friendly, helpful people who assist them in complying with local requirements. After departure, at 8000 ft the flight is smooth above the clouds, and as they enter Lisbon airspace, they are again met with courtesy by ATC. However, after landing, they discover that they are required to have a slot to get in and out of Porto, which includes having a handler. He expects to be paid the customary 95 Euros for the 3 days they will be there. MAY 6th, they depart the amazing city of Porto, built on high cliffs overlooking the Douro River, with its ancient wineries and beautiful scenery. The route to Lisbon takes them down the coastline where they pass several airports, cliffs, harbors, ports, and inland waterways, always with hills in the distance. Flying VFR, they have magnificent views of the coastline until they turn the corner and head east to land at Cascais airport. There, they are met by an old friend and fellow earthrounder, Delfim. He and his wife, Clara, will be their hosts while they are in Lisbon.
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Nancy J. Warren

Nancy Warren is a GA pilot, freelance columnist and author of a book, Wings of My Own. She is a member of the NinetyNines and has logged more than 2300 hours since acquiring her Private Pilot Certificate, in her 50s, 25 years ago. She serves on various aviation boards and is the Indiana Area Director for UFO (United Flying Octogenarians.)
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For those of you who dont recall, we first met CarolAnn in our June 2011 issue of AircraftOwner.

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MAY 9th TO FRANCE With Delfims help, CarolAnn entered her flight plan the previous day and receives approval from Brussels. She has to call three times, five minutes apart, to get approval for start-up, as they didnt have the flight plan and dont approve start-up until everything is in order. The clearance is only for the departure procedure and no further. After departure, they are directed southwest for 15 minutes before ATC turns them southeast for another 10 minutes..both in the wrong direction. Finally they are turned east and then northeast, their flight planned direction. They have only one re-route while in Madrid airspace, then follow their course. Flemming, another earthrounder and friend, has emailed a weather report and announced that lunch will be on the table for their arrival at Rabastens! While the mountains were picturesque to the south of Madrid, they are absolutely breathtaking as the Pyrenees and the Biarritz coastline come into view. They will spend three days here, rest, and catch up on all the news before heading toward Nimes, France. MAY 12 to 14, RABASTANS to NIMES, FRANCE. The next day they take off in Flemmings Mooney to fly to an Altiport, a mountain airport with a 17 % grade runway. Flemming has his mountain rating and has landed here before. After over-flying the top of the mountain to check for up and down drafts, he turns left downwind and sets-up for landing. They touch down with a huge nose up attitude and quickly add power to get up the grade to the flat ramp on top. If you wait too long to add power, there is no way of getting the plane up the runway. On departing, it is impressive how quickly they pick up speed, rotate and are off and climbing. The runway drops over 100 ft in less than 500 meters. Two days later, after flying both planes to the medieval city of Carcassonnes for some exploring, the Flemmings return to Rabastens and Wes and CarolAnn fly to Ales, north of Nimes, in the south of France. Calling in French with their position all around the pattern, and receiving no response, it appears that the airport is deserted. Upon landing, they see their friends waving and running to greet and welcome them. These are old friends of CarolAnns and they have not seen each other since working together in the north of France over five years ago. They talk non-stop all the way home and through dinner! MAY 17, ALES to JOIGNY. The time in Nimes was spent touring the area and discovering its fascinating history. An ancient Roman arena stands in the center of town where bull fights are still held twice a year. Further east, they visit the Pont du Gard, a Roman aqueduct over 2000 years old, and the third most visited sight in France. With lots of hugs and kisses exchanged, CarolAnn and Wes say goodbye to their hosts, Elisabeth and Andre, Charlene and Christian, and prepare to take off for Joigny. They soon have beautiful views of the Alps as they fly toward the Rhone valley with its rich, colorful farm fields. Descending now, CarolAnn sights the runway on top of a hill north of Joigny. Upon landing and shut-down, they are approached by four people walking toward the plane.a local welcoming politician, a reporter from the local newspaper, an airport representative, and Wes friend, Jean, here to meet him and take him home. CarolAnn will connect with old friends in the area, and prepare for a media day to be held near Paris where she will spread the word about the flight and ALS research. MAY 24th A WEEK IN SENS... An old friend, Dr.Ahang, has set up a media day in Lognes near Paris. CarolAnn is worried about flying VFR into that very busy air space, but all goes well. At Lognes, she gives a presentation in French about the 2008 world-record flight. Afterward, she is presented with a medal and toasted by her audience and the media. Next comes the planning for her flight to Laval, southwest of Paris, for a quick visit with an old friend. CarolAnn points out that flying in this part

of the world is very different from the United States, and that everything must be perfect or the system will reject it. Maximum for a direct leg is 50 nm. She comments that our flying in the US is exceptionally free and easy in comparison. MAY 25th to LAVAL... Here, CarolAnn is greeted by Eileen and Jim, friends from 35 years ago! They are rebuilding some very old structures near a chateau and are required to use original materials and to stay with the original style. There is time only for a quick reunion, as CarolAnn needs to be on her way to Germany before the weather deteriorates. At flight level 070, she picks up a 38 kt tailwind and in no time is around the south side of Paris and headed northeast to Bitburg, a former US Air Force base. She arrives at Bitburg a day before the scheduled air show begins. The sister aero-expo is in Northampton, England next month. CarolAnn will be speaking at both events. MAY 28th, BITBURG to AUSTRIA... CarolAnns friend, Heinrich, German pilot and earthrounder, is there to meet and welcome her to Germany. She will stay with Hans, another earthrounder friend and pilot, to do an oil change and 50 hour inspection on the Mooney. As she and Heinrich walk around the setting-up activities for the show, he briefs her on her next leg to Austria. She will be landing at an unfamiliar field, so a briefing in advance is very helpful, especially when the field is a short one400 meters of grass and 150 meters of concrete. CarolAnn waves goodbye to Heinrich and walks to the hotel, located only 10 minutes from the main exhibit area. That evening she learns that Bitburg has its own beer, so she tries some and finds that it has a good taste and not too strong. But, it takes about 8 minutes to get one! They open the tap and fill the glass, half of which is foam. They set down the glass, leave, then return and fill again, leave, come back, and fill again. Now its ready to enjoy! Weather on the opening day of the airshow is poor with low clouds and rain. Most of the exhibitors gather in tents to talk and enjoy the beer. The next day, however, dawns bright and clear, and CarolAnn plans to depart for Austria right after her presentation. The VFR flight at 3500 ft is beautiful! About 100 miles out, the clouds lower and visibility decreases, forcing CarolAnn to land at Eggenfelden. A call to Hans indicates better weather where he is, but she cant get there. A Czech pilot who landed soon after CarolAnn, offers a ride into town. The helpful tower controller calls the local hotel and they have a room available. She will walk the three kilometers back to the airport the next morning. JUNE 4th to ENGLAND Yesterdays spot landing contest was amazing! CarolAnn didnt know that Hans had won the World Championship in the spot landing contest a number of years ago. In between the groups taking part, he takes up a 152 and does three landings, two right on the mark and the third only a few meters off. Time for CarolAnn to depart for Wells where she will refuel, and then on to Dunkeswell. When her clearance comes through, to her surprise and delight Air Traffic Control has given her a full route clearance! Cruising at 8000 ft, she can see the English Channel, but its too hazy to take a picture. When handed over from Brussels to London, she is greeted by a nice Scottish accent and given direct to Dover. The white cliffs of Dover are magnificent! She follows the airways down the coast and soon has Dunkswell airport in sight. After landing and shutting down, she looks up to see her friend, Steve, walking toward her. Steve will be flying her in his RV 4 to Air Scout camp where the grass runway is too short for the Mooney. They fly in formation with Dave and John, in Johns RV, to the camp where they do a fly-by for the scouts before landing. There are 24 Air Scouts divided into four groups of six each. They learn navigation, marshaling, weather, and instruments. Each Scout will get a 20 minute flight where they
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guide their pilot around a course, then get to fly the plane. CarolAnns job is to give a presentation about her world-record flight, which she modifies for their state of knowledge. It is a great way to take what they had learned during their lessons and show the importance of training and planning. After a night on the ground in a sleeping bag, they have breakfast, pack up, and Steve takes her back to Dunkswell. The day is overcast with drizzle, so CarolAnn files IFR for her flight to Oxford, gives Steve a hug, and takes off. JUNE 5th to OXFORD then IRELAND... CarolAnn contacts Bristol radar as soon as she exits the airport traffic patternthey tell her to stand by. Hmmshes at 1000 ft above the ground, cant climb higher due to clouds, headed for hills, its drizzly, and visibility is 10 miles. But she doesnt know the area, so she waits. Finally the controller gets back to her and asks what she wants. Pass your message is their terminology. CarolAnn explains that she has filed a flight plan to Oxford and needs to climb to 6000 ft. It is approved. As she approaches Oxford and is handed over to the tower, they ask what type of joining she wants. (their version of approach/entering the traffic pattern) Old friends, Peter and Rita, pick her up for an overnight visit at their home in Thame, near Oxford. The next morning, Peter drops her off at Oxford Jet. Weather at Shannon indicates it will be IFR, so CarolAnn files her flight plan and finds that departure and radar handling is much the same as in the US, except that each radar changes the squawk code. ATC requests confirmation of her routing before she heads out across the Irish Sea. She flies at 8000ft, on top of the clouds, but soon they come up to meet her. A temperature check shows it just above freezing. As she enters the clouds, rain drops scurry up the windshield. She watches the OAT gaugeit creeps lower. It is still rain on the windshield, but she looks at the wings and sees ice forming. There are four thin inches of ice which has flowed back over the wings. CarolAnn contacts ATC immediately, reports icing, and requests lower. He clears her to 6000 ft, and she starts her descent.7000 ft, ice still forming, 6600 and it starts coming off. At 6000 ft, it is a positive two degrees Celsius. With the poor visibility she doesnt see the airport until she is close, then lands and taxis to the Light Aircraft Parking area, where shes picked up by a van and taken to the arrival area. In a few minutes, her friends Francis and Patti arrive with smiles and hugs. They hadnt seen each other since CarolAnns 2003 world flight. Her mother, Marie Garratt, and Francis were first cousins. Today, June 6th, was Marie Garratts birthday.(In England, ALS is called Motor Neurone Disease, MND) Together they wish for an end to this devastating disease. JUNE 9th IRELAND back to ENGLAND After three enjoyable days with family it is time to leave. The day is sunny and cool as Patti and Francis drive CarolAnn to Shannon. However, she is mentally preparing for diverting to East Midlands if the weather deteriorates. At the airport operations office, they recall her 2003 visit. The manager promptly waives the landing and parking fees, then accompanies CarolAnn to the parking area for a picture with the plane. He wants to write about her visit in the airport newspaper. CarolAnn is grateful as it increases awareness of ALS/MND. With scattered clouds, a reported icing level at 5000 ft and a flight clearance to 8000 ft, CarolAnn departs for England and Tatenhill. She is able to remain clear of clouds for only the first half hour. Upon entering them, she encounters icing almost immediately and requests lower. At 6000 ft, she is still in clouds and must again request lower. Cleared to 4000 ft, she is clear but below IFR airspace, so must continue VFR. ATC has monitored her position all along and releases her only after she crosses into English air space. The airspace over England looks pretty complicated. Using the GPS information and the VFR chart, she plots her course to Tatenhill and avoids
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entering any airports airspace. Continuing on in clear skies, she soon switches to Tatenhills frequency. After announcing her position, she enters the pattern and lands. Bridget soon shows up and CarolAnn is off for a weekend with English cousins! It turns out to be a cold and rainy weekend, but they catch up on family news, and make a visit to the National Memorial Arboretum. There they find the area dedicated to the Royal Tank Regiment where her father served during WWI. In Egypt he had helped push Rommel back through Libya. The visit is both educational and emotional for them. Especially memorable is the memorial to those Shot at Dawn. A large number of soldiers were shot for desertion in WWII and it was later learned that most were suffering from shock and PTSD (Post Traumatic Stress Disorder). They stand before the statue of a blindfolded young soldier with over 100 posts behind him representing the soldiers who have now been pardoned. Each post has a name, rank, and age. It is very moving. JUNE 14th MND ASSOCIATION and MILTON KEYNES Today CarolAnn meets with the MDNA (Motor Neuron Disease Association) in Northhampton, then will give a presentation to the Milton Keynes Aviation Association in the evening. The morning is beautiful , sunny, warmer, and with good visibility for her two short flights. After checking charts, she sees that she can fly VFR at low altitudes for both. The low level flying over green fields and small towns is very pleasant. Some of the fields are bright red with poppies, called coquelicots in French. Upon landing at Sywell, she is met by Wendy from MNDA, and driven to their offices. Here, CarolAnn learns about the efforts in the UK to help the 5000 people with ALS/MND. The overall coverage of the association is enormous and all supported by donations. CarolAnn departs Northampton to fly the short distance to Cranfield where she is met by Andre, Stewart, and Jim. Stewart is her transportation person and arrives in an antique Bentley. Talk about riding in style! MKAS is a terrific group and thoroughly enjoys the presentation. They are also very generous in buying books, DVDs, and donating to ALS/MND research. A great evening! JUNE 15th DUXFORD, ENGLAND This beautiful morning CarolAnn is flying to Duxford airport, home of the Imperial War Museum. Stewart flies the Tiger Moths for Duxford, knows the people there, and gets approval for her to land. There, she is interviewed by Esther, the PR person, who then writes a great article about her. After the interview, Stewart picks her up in another antique car, this time a 1923 Rolls Royce Silver Ghost. He beeps the horn as they travel to Cambridge, causing people to stare and take pictures. Such fun! In the afternoon, CarolAnn spends time with her cousin, Lydia, who is in her first year at Cambridge. Shes also on the rowing team and is competing that afternoon. That evening they all had a dinner of bangers and mash, a typically English meal of sausages and mashed potatoes. The next morning CarolAnn catches the bus back to Duxford and leaves for Northampton before the forecasted rain arrives. In 25 minutes CarolAnn arrives at Sywell airport, and is marshaled by the same man who had marshaled her at the Bitburg Aero Expo.He recognizes the Mooney and gives her a warm welcome. Soon other marshalers recognize her, also, and welcome her back. For CarolAnn it is a wonderful family feeling, much like Sun N Fun and Air Venture at Oshkosh. She had planned to camp and sleep in her tent that night, but the rains arrive and a puddle forms under her mattress, so she ends up crawling into the Mooney for a good nights sleep. JUNE 20th GLASGOW Its Sunday morning and CarolAnn has been working with Jim to plan her flight to Glasgow to participate in MND

SEPTEMBER 2011 | AIRCRAFTOWNER ONLINE

International Awareness Week. She will help with the kickoff and publicity. The IFR flight plan would put her at 12,000 ft and into icing layers. Jim, familiar with the area, shows her how to do it VFR between 3000 and 5000 ft. CarolAnn writes: I just received terrible news. Hans, who had taken such good care of me in Austria, died yesterday in a plane crash. There were no further details. I feel numb. Every time I take a breath, I feel a squeeze in my heart and stomach. I email other earthrounders to let them know. Im sitting in the Expo office sending emails when Paddy comes in and asks how Im doing. I break down and he comforts me. I cant believe it. CarolAnn meets with a few people, signs a few books, and departs, needing to get away and concentrate on something. The flight goes well, but the weather deteriorates as she reaches Scotland. Finally in contact with Edinburgh, she is cleared through their airspace to descend to Cumbernauld Airport. Bob and Maureen are there to meet her and show her around Glasgow. The next day, Bob drives her to the airport under sunny skies, and she plans to fly VFR to Perth. CarolAnns mind keeps slipping back to Hans. Emails are coming in with condolences and sympathy being shared by many pilots. Hans was the center of his flying club, a high ranking member in the world body of aviation records, The Federation International Aeronautique, as well as a great guy and pilot. No one can believe the news and her heart continues to ache. Fortunately, she is kept active with the need to give attention to others. CarolAnn gets busy with her flight plan to Norway and soon gets it in the system and downloads all the charts. The forecast is for heavy rain in the morning, and more weather later in the day. Her mind keeps returning to Hans, making her feel vulnerable and reluctant to take any risks.

JUNE 21st SCOTLAND to NORWAY Early this morning CarolAnn checks weather to find the forecast is for light rain and clearing in Norway. Much better! After a light breakfast with Keith and Sandra, Keith drives her to the Perth airport where she is informed that Special Branch will talk with her before departure. The Special Branch men explain they are similar to the TSA in the USask lots of questionsand fill in paperwork, but tell CarolAnn the interview is mostly for their own education as they dont get many small planes making this kind of flight. When they are finished, they help her push the Mooney out of the hangar. CarolAnn says her goodbyes and thanks JUNE 28th ESTONIA to LATVIA After going through the required Keith for all his help. procedures at the airport, CarolAnn pre-flights the plane and is off on a VFR ATC gives her the clearance, so CarolAnn starts up and heads out. The flight plan into beautiful weather. The countryside is lovely with farmlands ceiling is about 600 ft, so she is quickly in the clouds. Scottish Information and forests, but not many houses and villages, even into Latvia. Contact radar shows her above 2000 ft, so she knows she is clear of the hills. She from ATC soon hands her over to tower, and she comes in behind a Folker continues climbing to 6000 ft, watching the OAT (Outside Air Temperature) on a 7-mile final, barely resisting the urge to say I have the Folker in sight! closely. Over Aberdeen the clouds are broken and the OAT has risen one After landing, CarolAnn gets some directions and heads for a hotel. The degree. She can relax her concern about icing as she heads out over the trip to the hotel is a wonder that one only has while traveling! Finding the North Sea. price of taxis very high, she decides to take the city bus, where she has a real After another hour, Aberdeen passes her off to Stavanger radar. She is adventure of being assisted by local people to reach her destination. She is almost in Norwegian airspace. She contacts ATC and requests direct to her impressed by the kindness extended to a tourist! second intersection, and he gives her direct to destination. Wow! That will She drops off everything at the hotel and takes off to explore, this time save 20 minutes flying time! Only and an hour and a half to go. Her mind doing a bus tour which shows her even more sights. drifts back to Hans. Last year at this time he was at North Cap, north of Back to the hotel for flight planning! Norway. He loved long-distance travel in his single-engine plane and visiting other countries. Hans dearly loved flying and aviation. What a loss. JUNE 29th... more flight planning then on to DRESDEN, GERMANY CarolAnn can see on the GPS that she is over land, but a cloud layer What an afternoon! A cold front is on its way with lots of storms forecast for prevents seeing the ground. When it starts to break up, she can see rock the area over the next four days. CarolAnn is on the wrong side of the front below with snow in valleys. It looks beautiful, cold, and barren. Nearer the and needing to get back to Germany and Austria (for Hans funeral). After south coast, the elevation drops and she sees green fields and farmland. ATC much searching, and checking routes, she finds a route and safe altitude to lets her descend and passes her to the tower to receive clearance to land. fly into German airspace and avoid icing. After landing, CarolAnn hunts for the building where pilots check in. ...continued on next page r After no success in finding it, she calls two numbers given for the Aviation

Authority and the Tower. A person answers, doesnt speak very good English, and hangs up on her. She returns to her plane and calls Ground Control on her hand-held radio to explain the situation, and is told she is free to depart if no one shows up. So, she departs after sending a message to Peter and Ellen, her next hosts. Thirty minutes later she lands at ENRK, the closest airport to their cabin on the coast, and gives a big hug to her old neighbors. After a drive and short boat ride, they arrive at their dock and beautiful island cabin. CarolAnn is delighted with this wonderful, peaceful place! Built by Ellens parents as a summer home, it has been a source of joy to Ellen, Peter, kids, and grandkids through the years. As CarolAnn basks in the welcome peacefulness, she also feels extremely lucky to be able to travel as she does, see so many places, and often with local people. They had planned to visit Oslo, but weather changes indicate a need for CarolAnn to leave a day early, so she heads back to Rakkestad airport with Rolph, a local pilot. At the airport, it is very quiet with no planes out or flying, and she learns from Rolph that everyone is at church. It seems that noise is a big problem in Europe, so CarolAnn takes care to depart and fly over fields and away from any churches. She contacts ATC and is cleared to 7000 ft and headed east over Sweden and Estonia. The Swedish controller gives her direct to the next boundary, saving about 20 minutes. CarolAnn is in clouds with the OAT hovering just above zero, so she is watching closely for any signs of icing. As she heads out over the Baltic Sea, the skies clear and the water looks very calm. There are lots of boats everywhere, and she thinks, There would be no problem being picked up if I had to ditch here! An hour later she is over Estonia and talking with Tallinn approach. After landing and parking, CarolAnn is assisted by the airport authority in completing the required paperwork, getting a room nearby at the airport hotel, and given helpful advice. She is off to explore the town!! It turns out to be fascinating with medieval city walls still standing, cobblestone streets, and tourist and souvenir shops throughout the old town area. Back at the hotel, CarolAnn checks weather and finds that storms are headed to Latvia and Germany, so she will depart a day early to avoid them. Off she goes again!!

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JUNE 30th to RIGA then DRESDEN Up early to check weather, CarolAnn finds favorable temperatures reported at 10,000 ft with few clouds over her flight path. After all the necessary procedures are completed, she takes off and is soon cruising at10,000 ft in clear conditions with warm temperatures. Dresden is forecasting showers for the day, no storms. Over the Baltic Sea and headed southwest, she has tailwinds. Entering Swedens airspace, she is given direct to the exit point, saving a little time. Air is smooth, but she starts to see the weather ahead. Temperature is above freezing and in less than 45 minutes, she can descend to 6000 ft. German radar gives her another direct which cuts off some distance, but puts her directly into the wind. Another direct to her arrival procedure point, and she picks up Berlin weather, north of her destination. Its IFR with a ceiling of 900 ft. As she approaches Dresden, instead of the standard arrival approach, the controller has her continue directly to the airport, then turns her east and over 140 degrees onto the final approach fix. As she starts down, the cross wind is strong and she is advised the ceiling is down to 600 ft with visibility down to 4000 meters in mist. However, the only major problem is the cross wind, requiring a 30 degree crab prior to the flare. The ground handlers are great and get her inside before she gets too wet. JULY 1st.DRESDEN CarolAnn finds a little pensione just out of town, but right on the tram line. The owners are very helpful, rooms are fine, and they have internet. She came to Dresden hoping to learn more about WWII and the bombing at the end of the war. One of the restored churches she visits has a huge organ, and while she is there, someone starts playing it is superb. She notices that other tourists have also taken seats just to listen. CarolAnn writes: Other museums held such a history of Dresden and the area of Saxony that I felt miniscule and insignificant. Maybe we need museums to do that to us, so we dont take life too seriously. She tours for 11 hours the first day, and for 6 hours the second day. She is exhausted but plans to return. JULY 3rd time to move on as she is due in BAMBERG later today. The weather is terrible and not expected to improve. She files an IFR flight plan with a VFR arrival, plus two additional alternates with instrument approaches in case weather is worse than forecast. CarolAnn hates worrying about fuel when she has weather issues, so she takes on additional fuel. The weather here is badcrosswinds, rain, poor visibility, and low ceiling. She departs with lots of turbulence and clouds. At 8000 ft the air is smoother, but still with clouds and rain. There is no ATIS for the airport at Bamberg, so she asks the controller for the weather as she gets closer to the instrument approach point. To her surprise, the weather is below approach minimums. She asks for weather at her other alternate, and it is okay for an approach. After landing, she contacts her destination airport for the weather and decides to depart with a special VFR clearance. Right away she encounters heavy rain, can see nothing, and turns back. After waiting out the weather for an hour or so, she again contacts her destination airport and learns that it is much improved, so she departs and cruises at a comfortable 1500 above the terrain to her VFR destination. She feels good about her expensive, but safe decisions. JULY 5th... CarolAnn writes, Im not feeling so good. Heinrich, another earthrounder and good friend of Hans, is picking me up and were flying to Austria for Hans memorial and funeral. Heinrich arrives on time in his Mooney and they depart for the one hour flight to Linz, Austria. There are thunderstorms in the area, so Heinrich opts for the major airport instead of landing at Hans field. They head out by car to Hans town. Passing the places she visited with Hans in June is difficult. Over 300 people attend the services, including many earthrounders. Hans life was aviation, and the speeches cover all his accomplishments and contributions. It is a
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difficult day. Rain and storms are headed our way, so soon after the ceremony we drive back to the airport and return home. Heinrich drops me off and I walk home. I need the quiet down time and the evening to myself. I still cant believe hes gone. One of the more interesting and touching stories about Hans was told by Heinrich. They had been doing long-distance glider flying in 2009 and Hans loved the 28-meter- wingspan glider. They were talking that evening and in Heinrichs words: We went ahead speaking philosophically and promised to enjoy our lives as long as were supposed to. Hans jokingly said, If we are needed above, we should ask to be angels with 28-meterwingspan because then we could enjoy soaring all the time. Auf wiedersehen, Hans. JULY 10thThis weekend there are over 60 planes at the Bamberg airport due to an annual cross-country flight around Germany, beginning in 1911. This year is its 100th anniversary. The pilots and crew get to visit the local towns and learn about their history. Only a few more weeks and CarolAnn will be on her way to Turkey, and then the Middle East. Already she is looking at flight planning and feeling eager to be moving again! JULY 29th Its the German Helicopter ChampionshipWOW! There are three competitions, slalom, navigation, and precision hovering, with 22 teams competing and six nations represented. In the end, the Russian teams take the first three places. After the helicopter event, CarolAnn decides to go gliding. She had trained the past winter in Florida and received her glider rating. Most launches in the US are with a tow plane, while here they use winch launching a lot. She decides to try a winch launch, and finds it to be a rush as the cable pulls the plane forward very quickly and the glider goes up at a 45 degree climb into the air. She is surprised by how calm it gets very quickly. In Germany, kids who have an interest in flying take up gliding as it is much less expensive. On the day CarolAnn is there, there are 10 kids taking the free introductory flight, and five working on the glider rating. One new kid is there learning the ropes and helping out. One of the instructors takes him for a ride for all the work he is doing. CarolAnn remarks, That kid had a GREAT day; one hell never forget! OFF TO BERLIN Its been a week and a half since she has flown, so CarolAnn checks everything very carefully before taking off. The morning is sunny with puffy clouds and as she picks up her IFR clearance and settles in for the one-hour flight north, she thinks oh! its so good to be flying again! Jens arrives to meet her at the airport and shes off to explore Berlin for a week! CarolAnn finds Berlin to be a fascinating city with an awesome amount of history, especially those years covering the building and then the tearing down of the Berlin Wall. The center of the now-united city is almost all new construction. However, there are many older buildings (rebuilt after the bombing) from the 1800s on both sides of Berlin that are museums and government buildings. One day they go to the Turkish part of old West Berlin and eat at a typical Turkish fast-food place which they thoroughly enjoy grilled chicken in a pita wrap with some cooked and some raw vegetables and a not-so-hot sauce. Quick, tasty, and very inexpensive. Temperatures continue to be cold all week, and a jacket is the order of the day. Maybe Turkey will be warmer! - Well continue with CarolAnns journey next month. See you then!

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