And don’t forget to send in photos of your adventures. Who knows? You may find them printed in our June 7 issue! Please note that for print we need high resolution photos.

Send comments and photos to janice@generalaviationnews.com. Please put Destinations in the subject line. If you’d prefer, you can add your comments below.

For the past 18 months, 180 people have been working on an Aviation Rulemaking Committee (ARC) to arrive at recommendations with the goal, as stated by FAA Administrator Michael Huerta, of “doubling safety and cutting certification costs in half.”

This has been a worldwide effort. Representatives from nations across the globe have participated and are, like the United States, looking to put new and updated regulations on the books. Products developed in other nations, too, are subject to certification rules based on older technology.

Present certification regulations dictate the criteria planes and products must meet. Rules are rigid and outdated. Aircraft and products now must meet requirements based on technology 40 to 50 years old. To produce a new product using modern technology requires getting a special rule. This can be expensive, time sensitive, and often is not worth the effort, so efforts to bring new products to the consumer have been hampered.

The ARC set out to solve this. In its report delivered to the FAA early in May, the ARC recommended setting performance-based design requirements, rather than prescriptive, technology-dependent requirements that rely on assumptions based on weight and propulsion type. This can simplify the current process and give manufacturers flexibility, according to the report.

The FAA has been working along with the ARC and is in agreement with the changes.

The FAA and the corresponding agencies in other nations now must take these recommendations and work them into their own rules and regulations. To move this along in the United States, Representative Mike Pompeo (R-Kansas) introduced a bill to set a specific date for the FAA to implement ARC’s recommendations. The bill has bi-partisan support, with a number of co-sponsors, including Sam Graves (R-Mo.), Dan Lipinski (D-Ill.), Richard Nolan (D-Minn.), and Todd Rokita (R-Ind.).

The bill requires the FAA to have the new regulations ready for implementation no later than the end of 2015. As well as the United States, Canada and nations in South America, Europe, Asia, and Africa are moving to get their regulations in line with the ARC recommendations.

Pompeo included in his bill (H.R. 1848) sections citing the importance of general aviation to the nation’s economic growth and to an effective transportation infrastructure for communities and nations around the world. Small aircraft, he said, comprise nearly 90% of FAA-type certified general aviation aircraft.

The average small airplane in the United States is now 40 years old and the regulatory barriers to bringing new designs to market are resulting in a lack of innovation and investment in small airplane design, he noted.

Little opposition to the bill is expected as it wends it way through the halls on Capitol Hill.

They were all hooked on flying, but it didn’t make economic sense to individually own and maintain an aircraft. They pooled their resources, built a Sportsman in two weeks via Glasair’s Two Weeks To Taxi program, and are now enjoying the results of their effort.

Ian Jordan, who headed up the construction group, said: “The build time was shared by all and it served as a great bonding experience for us. We all have considerable knowledge of what is in the airframe and a high level of respect for taking care of it. It’s really an ideal way to start a flying club.”

As soon as the Phase One flight testing was completed, the club members started lining up for check out rides and the group is now very active with their new Sportsman aircraft.

“Everyone is very enthusiastic about the plane and the club,” said Robert Hamilton, President of Dynon. “They’re all very eager to get on the schedule and log time in the aircraft. Other Dynon employees helped on the build, and it was a good educational experience. There are a lot smiles in the shop these days. The big question now is who gets to fly it out to AirVenture this summer.”

The Sportsman is a four-place aircraft that can be flown as a tricycle or taildragger, with tundra tires, on floats, on skis and with its folding wings it can be stored in a garage.

For more information: GlasairAviation.com, DynonAvionics.com

Photo: The Dynon employee flying club, known as the Swamp Creek Flyers, includes (left to right): Kirk Kleinholz, David Weber, Robert Hamilton, Ian Jordan, and Paul Dunscomb.

Steve Thompson, who worked with Robertson for several years, has kicked off an IndieGoGo campaign to raise $9,500 to cover the development costs.

“I want this project to be a gift to Cliff’s family from everyone who knew him, and everyone who appreciated his work,” says Thompson. “I don’t want to ask anyone to work on the project for free, or ask Cliff’s family for any financial support. The entire project will be funded through donations through our IndieGoGo campaign.”

“I was fortunate to find the video of Cliff that displays on the IndieGoGo campaign, because it is Cliff himself speaking, not him portraying a character,” he continued. “You can see for yourself the man’s genuine values and concern for moral integrity in his work.”

Director/Producer Brian Gillogly (Accidental Icon: The Real Gidget Story, in which Cliff appeared) has agreed to direct the film.

Development activities include: Determination of the legal entity for the project; creating a basic initial script outline; decisions regarding which films to include, who to contact from each film, who to contact in aviation, and who to contact regarding Cliff’s humanitarian work. And development of a more detailed, accurate production budget and schedule, Thompson said.

The filmmakers note they are open to suggestions on who should appear in the documentary, but add they are specifically looking for people who shared aviation experiences with Robertson.

Grants of up to $10,000 will be made to non-profits to fund work for one year starting in October. Only organizations with 501(c)(3) tax status are eligible for the grants.

Grants will be awarded in September and a formal announcement recognizing grantees will be made during the 2013 AOPA Aviation Summit, Oct. 10-12 in Fort Worth, Texas.

The AOPA Foundation, the charitable arm of the Airport Owners and Pilots Association, raises funds independently through donations aimed at preserving the freedom to fly. Donations support the foundation’s work to improve aviation safety, preserve community airports and encourage learning to fly for career and personal benefit — all to ensure the future of general aviation.

Grant recipients will be expected to publicize the work funded by their AOPA Foundation grant through press releases, newsletters and articles, annual reports and on organization websites. The AOPA Foundation will also use its communications network to raise awareness for the work of its grantees.

Grant applications are available here. Applications will be accepted until July 1.

For more information: AOPAFoundation.org

According to company officials, Piper is one of the first manufacturers to adopt the most recent G1000 software supporting a three display avionics suite as standard equipment. Garmin’s G1000 is a seamlessly integrated all-glass avionics suite that makes flight information easier to scan and process.

“The G1000′s design brings new levels of situational awareness, simplicity and safety to the cockpit,” said Piper President and CEO Simon Caldecott. “The G1000 with the standard three-display glass screens for the Seneca V gives pilots rich flight-critical data that provides exceptional situational awareness and contributes to safer flight.”

The G1000 displays worldwide weather that informs pilots of METARs, TAFs and winds aloft around the globe, with an optional GSR 56 transceiver. Radar and satellite imagery are also available through this service for the United States, Southern Canada, Western Europe and Australia. In addition, the G1000 can support voice and data services that let the pilot make worldwide phone calls, send text messages and send email via SMS from the airplane’s cockpit using the GTN as the dialing and messaging interface.

The G1000 flight deck presents flight instrumentation, navigation, weather, terrain, traffic and engine data on three large-format, high-resolution displays. It replaces the dual Garmin G600 suite currently on Seneca V’s. Garmin’s reliable GRS77 Attitude and Heading Reference System (AHRS) provides accurate, digital output and referencing of aircraft position, rate, vector and acceleration data.

The latest Garmin G1000 software on the Seneca V includes Vertical Profile View, User-defined holding patterns, and the GSR 56 – Iridium Transceiver.

The three display G1000-equipped Seneca V includes Dual 10″ PFDs, Single 10″ MFD, Dual GIA63W NAV/COM/GPS, S-TEC 55X Autopilot, Attitude and Heading Reference System, Air Data Computer (ADC), Dual IFR Enroute/Approach and WAAS Certified GPS, Electronic Engine Indication System (EIS), Garmin FliteCharts, SafeTaxi, GMA1347 Audio Panel, GTX 33 Mode S Transponder, Garmin GTS825 Traffic Advisory System (TAS) or Traffic Information Systems (TIS), and Aspen Standby System (EFD-100).

For more information: Piper.com

Ellis, who is also an ambassador of audio company Sennheiser‘s Live Your Dream program, has been flying professionally for 15 years, with over 9,000 hours of flight time. He has flown everything from Embraer 110 “Bandits” and Falcon 20s to 100-passenger, four engine jets for well-known commercial airlines.

As a program host, Ellis will guide viewers through The Aviators’ newest seasons, which will include adventures with helicopters (including Huey, Cobra, Bell 222 and others), major commercial airliners, U.S. Air Force jets as well as airport technology and aircraft testing procedures.

“Joe brings incredibly diverse talents to our cast, and his capacity to share stories in an informed, personable way will help make this season one of our best yet,” commented Aviators’ Producer and Host Anthony Nalli. “We also believe aspiring pilots will identify with Joe, since he himself was enchanted by aviation at an early age and chose to follow his dream of becoming a pilot.”

Ellis is a natural storyteller, hailing from a family rich in its aviation heritage. At holiday gatherings growing up, Ellis was constantly surrounded by family-member pilots sharing their experiences flying for the Army and the Air Force, as well as flying cargo planes, commercial aircraft and many others. Ellis’ own aviation experiences began at age 7, when he sat beside his dad who piloted a corporate jet for many years.

Also an accomplished musician, Ellis has been a spokesperson for Sennheiser’s Live Your Dream program since its inception two years ago. His music, which is available through his own website and the iTunes store, is featured in the latest edition of Sennheiser’s iPad application ‘Blue Stage’ and encourages would-be pilots to follow their dreams and take to the skies.

“The Aviators holds a unique and important space in television, and captures the true spirit of aviation,” Ellis said. “As the show continues to grow in popularity, I’d like to do my part in helping make these incredible stories become even more accessible to all audiences — especially to aspiring aviators or those who are interested in learning more about flying.”

The Aviators’ audience continues to grow on an international basis, currently averaging 10 million viewers on a weekly basis in the U.S. alone. Season 4 will be available to PBS affiliates throughout the U.S. this September; viewers can check local listings for specific airdates.

“School” was the Twin Commander University, a biennial owner/operator conference that features educational seminars on flying, maintaining, and upgrading Twin Commanders. The campus for this year’s university – the 11th since the inaugural event more than 20 years ago – was Scottsdale, Arizona.

Among the “professors” at the three-day conference were Radar Training International’s Erik Eliel, who conducted a six-hour course on understanding airborne weather radar; and Honeywell Pilot Advisor Helmuth Eggeling, who led “students” through a four-hour session on proper operation, from preflight to shutdown, of the Honeywell TPE331 engine that powers all turboprop Twin Commanders.

Other presenters included SimCom Training Centers, the exclusive provider of simulator-based Twin Commander pilot training; Dr. John Raniolo, a Phoenix-area cardiologist and Senior Aviation Medical Examiner; NationAir Aviation Insurance, which manages an insurance program for Twin Commander owners and operators; Garmin International’s Creighton Scarpone, who spoke on ADS-B; Advocate Consulting’s Jonathan Levy, who dissected recent IRS opinions affecting business aircraft operators; Air Journey Founder Thierry Pouille, who gave a presentation on flying to South Africa; and David Tenenbaum, a Twin Commander owner-pilot who has certified a special belly-mounted pod for shooting unobstructed, high-definition in-flight video.

SimCom instructor Johnnie Adams also taught a “Right-Seat Responders” class on how to react in the event of pilot incapacitation.

Twin Commander factory and service center representatives briefed attendees on the latest engineering initiatives and upgrades under development, and a panel of Twin Commander pilots discussed operational tips and techniques.

The 2013 University class celebrated with a banquet at the Commemorative Air Force Arizona Wing Aviation Museum at Falcon Field Airport in Mesa. Joining the beautifully restored airworthy warbirds on display was a Twin Commander 1000 that has been fitted with a Garmin 1000 panel and S-TEC 2100 Digital Flight Control System. Eagle Creek Aviation Services in Indianapolis, an authorized Twin Commander service center, is seeking FAA Supplemental Type Certification of the panel modification. The Commander Garmin 1000 will be the first Garmin 1000 retrofit to incorporate Honeywell TPE331 engine instrumentation.

“The 11th Twin Commander University was an outstanding success, both in terms of participation and the quality of the sessions,” commented Twin Commander Aircraft President Matt Isley. “The University is a central component in our support of the worldwide fleet. We work hard to ensure that owners and operators are backed by factory-provided engineering, technical resources, and parts, and that they can obtain inspections, maintenance, modifications and upgrades for their aircraft at factory authorized service centers. The university is the third leg of the support stool, specifically focused on helping owners and operators fly their aircraft safely and efficiently.”

More than two-dozen Twin Commanders were parked on the Executive Aircraft Maintenance (EAM) ramp at nearby Scottsdale Airport. EAM is an authorized Twin Commander Service Center.

The next Twin Commander University will be held in the spring of 2015, at a location still to be determined.

For more information: TwinCommander.com

On Nov. 10, 1921, Orville Wright sent a typed, signed letter to the publisher of Aviation and Aeronautical Engineering, in response to the controversy surrounding the Langley vs. Wright flight.

In October 1921, Griffith Brewer, a member of the Royal Aero Club and friend to the Wright Brothers, gave a lecture to the Royal Society (later published as “Aviation’s Greatest Controversy”). In this speech he described differences between Samuel Langley’s 1903 flying machine, which failed to fly a short time before the Wright Flyer succeeded, and the reconstructions of this machine, which that Glenn Curtiss later flew successfully at Hammondsport.

Charles D. Walcott, Secretary of the Smithsonian Institution, believed that the successful Langley machine was not different from the earlier machine, concluding that the Langley machine was the first successfully flown mechanically powered heavier-than-air craft – not the Wright Flyer.

In response to statements made by Griffith Brewer and Glenn Curtiss in the Aeronautical Journal, Wright stated that Brewer had been misled by Charles D. Walcott regarding the cost, payment, and transportation of the Langley machine to Hammondsport.

In his letter to Aviation and Aeronautical Engineering, Wright wrote: “. . . I cannot help but admire Curtiss’ nerve. Only one with colossal nerve would dare to come out with the flat statement such as Curtiss makes, that the machine he flew at Hammondsport was the original Langley machine without any change except the addition of floats. . . .”

Auction officials estimate the letter will go for between $4,000 and $6,000.

Also included in the auction is a signed portrait of aviator and aerospace engineer Howard Hughes, from the pressbook for his 1930 film Hell’s Angels (estimate: $1,000-$2,000).

The lot also features a ticket to the film’s premiere, held at the Criterion Theater in New York City (now the location of the Toys“R”Us store in Times Square).

For more information: SwannGalleries.com

What reportedly happened: The pilot heard an unusual sound as he retracted the landing gear after takeoff and the amber gear warning light was illuminated.

He referenced the emergency procedures and made two unsuccessful attempts to manually extend the gear. After engaging the autopilot, the pilot then checked the hydraulic reservoir in the cockpit and found it was empty.

At the advice of an air traffic controller, the pilot added a quart of engine oil in the hydraulic reservoir and attempted another manual gear extension, but was still unable to extend the gear.

He made a low pass by the control tower and a controller informed him that no landing gear were visible. He then attempted to make a gear up landing, however, according to airport personnel, the Cessna’s nose gear was down and the main landing gear retracted.

The airplane skidded on its belly and the left horizontal stabilizer was damaged.

According to a representative of the repair facility that fixed the airplane, an o-ring in the nose gear actuator piston had failed. In addition, a seal in the emergency extension system had also failed. Once the failed o-ring and seal were replaced, the landing gear functioned normally.

Probable cause: Failure of the landing gear to fully extend due to a failed o-ring in the nose gear actuator piston and a broken seal in the emergency landing gear extension system.

NTSB Identification: CEN11LA357

This May 2011 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.