February 2015

NorthEast February 2015 | VOLUME 2015, NUMBER 1 WWW.NORTHEASTBONANZAGROUP.COMBONANZA AND BEECHCRAFT OWNERS NEWSLETTERLetter from the Prez - Michael McnamaraI am complemented and humbled by the actionsof the executive committee of the NEBG of electingme to be President. I hope I can do as well as PaulDamiano has over the last however many years hehas been doing this. Ten?For those of you who don’t know me, I have servedNEBG as VP, Fly-ins for many years, inheriting thatpost from Tom Johnson. I own a 1965 DebonairI bought 20 years ago and am based at KPTW,Pottstown, PA Heritage Field, Northwest of Phila-delphia. I am an ATP/CFII but started flying late inlife; I took my first lesson at 40 years of age. Myinterest in aviation was kindled by my skydivingyears; I have over 4,000 skydives (I am no longeran active skydiver). I have organized many eventsfor NEBG in the past, most notably annual multi-day treks to the Canadian Maritimes, which havealways been well attended (this year we are goingto Newfoundland).I have a slightly different perspective on whatNEBG should strive for. Years ago there weresignificant efforts to increase membership, and, atone time, I seem to recall it was over 400 (standsabout 260 now). But we had a lot of members backthen who wrote the check but never attended anyevents or participated in any way. I’d rather have a smaller group of people that I can actually get to know.I feel the same way about events. I get more enjoyment from having 12-14 people attend a multiday event where I can get to know some-body, rather than 60 people who fly-in for lunch and leave. This year we will have a very active mix of breakfast/lunch fly-ins, weekend daytrips, and longer 4-5 day trips.I do need your help to organize events; I can’t do them all. Call or email me anytime and I will give you advice and help ([email protected] or 610-220-3140 cel). I might not know exactly what the members want, but we have done surveys, and I can tell you whathas worked in the past.By the way, when you go to our web site, do you ever stop to read our mission? Here it is: * EVENT *The primary mission of the North East Bonanza Group is to provide a unified forum for its members to: UPDATE1. Promote safety in all aspects of aviation activities The January 24th event at2. Share the common passion of flight Lancaster, Shake Off the Frost,3. Provide a fun, effective social organization for pilots and owners of aircraft was cancelled on short notice4. Assist members with the maintenance of their aircraft due to weather. Look for a re-5. Provide a communications conduit of pertinent events, news, and information scheduling of this event with6. Schedule fly-in and social events throughout the year the same guest speaker.7. Provide support for the American Bonanza SocietyI don’t know where that came from but it’s certainly how I see things. Mike McNamara 1

Imagine your plane inThe Bahamas!NEBG Bahamas Treasure Hunt February 14 - 22, 2015Duration: 9 days/8 nightsTotal Dist: 895 nautical milesHighlights: Elbow Cay, Abacos; Staniel Cay - Snorkeling at Thunderball Grotto and feed the swimming pigs! Georgetown, Exumas; Crooked Island; Stella Maris, Long Island.Search for clues and surprising discoveries! Sun, sea, desolate beaches, dolphins, snorkeling,fishing, kayaking, relaxing and more!Cost: $2,450 per person (double occupancy), $495 Registration fee. Single supplement available upon requestHost: Paul & Janet DamianoFor More information visit:http://www.airjourney.com/journey/bahamas-treasure-hunt-spring-2015 2

BPPP Live Seminar - March 6-7, 2015The Northeast Bonanza Group is proud to host a BPPP Live seminar to promote safety and to make the benefits oflive BPPP Training even more convenient and less expensive to ABS members than ever before. If you have attendedBPPP training in the past I am sure you would agree that it is highly focused, professional all the way and a greatvalue. If you’ve never attended one, you owe it to yourself, and your passengers, to take advantage of this opportu-nity.The Reading Regional Airport has generously made its facilities available to us for this seminar and meals will beserved in the airport restaurant, Malibooz, just across the hall from our terminal meeting room.Lodging: The Holiday Inn Express, located 100 yards from the front door of the RDG Terminal, has offered us a special rate of $99 / night,including a cocktail reception after the afternoon training session and complimentary breakfast. Please request The Reading AirportManager Rate when making your reservations directly with the hotel at 610-372-0700. Complete Hotel details can be found at their website:http://www.hiexpress.comHere is the tentative BPPP Live schedule. Watch www.bonanza.org and www.northeastbonanzagroup.com for updates as they becomeavailable: FRIDAY MARCH 6 SATURDAY MARCH 7 1:00 Partial and Total Engine Failures 9:00 BPPP speaker 2:30 BPPP speaker 10:30 Stump the InstructorTuition for BPPP Live is free and you do not need to pre-register, although to attend you must be registered for the North East BonanzaGroup event. We request you make a tax-deductible donation to the ABS Air Safety Foundation to help cover our expenses to bring youBPPP Live.In order to earn BPPP credits for the training, you will need to attend all sessions and make arrangements with and subsequently completea flight of approximately four hours with a BPPP CFI in your home area at your convenience. We will provide information about how toschedule your flight and pay your $395 flight training fee ($375 of which goes directly to your BPPP instructor).The NEBG looks forward to an excellent turnout for this great opportunity to elevate our flying skills and level of safety.HOST: Mr. Richard Campbell, (610)678-0942, [email protected] Bonanza/Baron Pilot Training “Our Instructors Make The Di erence” Dedicated Instructors With 3 Decades of Beechcraft Training Experience In Person Flight Clinics Allow Your Questions & Concerns To Be Addressed. Upcoming Fall & Spring Flight Clinics: • Tulsa, OK - KRVS - September 20-22, 2013 • Concord, CA - KCCR - October 11-13, 2013 • Richmond, VA - KRIC - November 1- 3, 2013 • Tucson, AZ - KTUS - January 10 - 13, 2014 • Lakeland, FL - KLAL - January 31 - February 2, 2014 One-On-One Maintenance Program on your aircraft included at no extra charge! Banquet & Airport Lunch Included, Sponsored by Avidyne Avionics & Lightspeed Aviation Register Online Now - or Call 970-206-0182 For Additional Information Contact Mick Kaufman 817-988-0174 3

Breakfast Brunch Breakaway –Sky Acres, NY (44N) - March 14, 2015We will have brunch at 10AM at the Tail Winds Cafe in the old red barn, which has been converted into an airport terminal building.Fuel at 44N (as I write this) is $4.29 for self-serve and may be lower by March! Great things are happening.By the way, 44N does not report weather officially, and the weather at Poughkeepsie will come up on your Garmin 496 or IPAD. But 44N is upon a hill and Poughkeepsie is in the valley. If the weather shows fog, 44N can be clear.If you are interested in a local side trip while you are there, located in Millbrook, just 8.5 miles or 15 minutes by car from Sky Acres Airport,Orvis Sandanona is a modern shooting facility on the grounds of the oldest permitted shooting club in the country. With a sporting clayscourse that is consistently ranked among the very best in the nation, Orvis Fly-Fishing and Wingshooting Schools, Orvis Sandanona is thebenchmark for both corporate recreation and individual sporting pursuits.Also nearby is the Franklin D. Roosevelt National Historic Site. Pay tribute to the president that got us through The Great Depression andWorld War II. Located on Route 9 in Hyde Park, NY, this site is about 20 miles northwest of Sky Acres.Several rental car agencies serve the airport, see the airport’s web site.HOST: Mr. Michael Mcnamara, (610)650-7730, [email protected] 4

Breakfast Brunch Breakaway –Georgetown, DE (KGED) - March 21, 2015We will meet at 10AM for brunch at Arenas at the Airport. It’s a great restaurant overlooking the ramp. The airport has good instrumentapproaches and multiple long runways.Arena’s has been a fixture in the Rehoboth Beach restaurant scene since 1990. they’ve been serving the same great quality and large por-tions since Arena’s first days as a small sandwich shop off of Rehoboth Avenue. When the current ownership took over in 2005, they’veexpanded to 6 locations in Sussex and Kent counties (including Sussex County Airport at Georgetown), with a 7th location in New Castlecounty on the horizon.While you are there, rent a car or get the crew car and go to Rehoboth Beach for a few hours (or the weekend). Check with the FBO, theyare very accommodating.HOST: Mr. Michael Mcnamara, (610)650-7730, [email protected] Check out our new website!Online Inventory Search! www.selectairparts.com Contact us for a quote!P.O. Box 219 1-800-318-0010 1-800-318-0010Weyers Cave, VA 24486 [email protected] 5

Block Island! - May 29, 2015We will have a fly-in lunch on May 29 on Block Island at the Old Town Inn.Rain (fog) date would be Sunday, 30th.The Old Town Inn on Block Island is a very short walk from the airport.David and Lucinda Morrison at the Old Town Inn will be barbecuing ham-burgers and hot dogs on the deck of the Inn starting at noon. We have leftthe rest of the day open for people to head off and explore the Island, or justput their feet up and enjoy the day at the Inn. The cost of the lunch will be$15/person.For those wishing to make a weekend of it, contact the Morrison’s for a spe-cial rate. The room rate for up to two people includes a delicious breakfastby Dave. There will also be wine and hors oeuvres served Saturday around17:00 at the Inn.Come enjoy one of the best aviation destinations on the east coast, andexplore what the Nature Conservancy named one of the twelve last greatplaces in the western hemisphere. In addition to the obvious beaches thereare walking trails, countless fresh water ponds and great biking.If staying the weekend contact the Morrisons:(401) 466-5958 [email protected]: Mr. Michael Mcnamara, (610)650-7730, [email protected] 6

F L Y I N G L E S S O N S for February 5, 2015Flying Lessonssuggested by this week’s aihrcttrpa:/f/twmwiswh.maapstreerpyo-flritgsht-training.com/20150205flying-lessons.pdf FLYING LESSONS uses the past week’s mishap reports to consider what might have contributed to accidents, so you can makeby Tom Turner better decisions if you face similar circumstances. In almost all cases design characteristics of a specific make and model airplane have little direct bearing on the possible causes of aircraft accidents, so apply these FLYING LESSONS to any airplane you fly. Verify all technical information before applying it to your aircraft or operation, with manufacturers’ data and recommendations taking precedence. You are pilot in command, and are ultimately responsible for the decisions you make. FLYING LESSONS is an independent product of MASTERY FLIGHT TRAINING, INC. www.mastery-flight-training.comThis week’s lessons:Collision with a ghost: From a National Transportation Safety Bureau (NTSB) report(emphasis added): A Cirrus SR20 impacted terrain during approach at Fort Collins, Colorado. The solo student pilot was seriously injured and the aircraft was substantially damaged. Day visual meteorological conditions prevailed. The student pilot stated he entered the traffic pattern for a full stop landing on Runway 33. He observed a Sikorsky UH-60 helicopter on downwind and delayed his turn to base until the helicopter was on final, abeam his position. While on final, the student pilot adjusted his aim point to land long, as he was concerned with wake turbulence and wanted to land beyond the helicopter's touchdown point. Just prior to landing, he encountered turbulent air and attempted to go around. The airplane subsequently impacted terrain and cartwheeled. An airport surveillance camera captured the accident airplane approaching the runway about 30 seconds in trail of the UH-60 helicopter. The weather observation station reported wind from 110 degrees at 3 knots.See https://www.youtube.com/watch?x-yt-ts=1422579428&x-yt-cl=85114404&v=l8EwvDTJeNs&noredirect=1From the FAA’s Aeronautical Information Manual (more emphasis added): In a slow hover taxi or stationary hover near the surface, helicopter main rotors generate downwash producing high velocity outwash vortices to a distance approximately three times the diameter of the rotor. When rotor downwash hits the surface, the resulting outwash vortices have behavioral characteristics similar to wing tip vortices produced by fixed wing aircraft. However, the vortex circulation is outward, upward, around, and away from the main rotors in all directions. Pilots of small aircraft should avoid operating within three rotor diameters of any helicopter in a slow hover taxi or stationary hover. In forward flight, departing or landing helicopters produce a pair of strong, high-speed trailing vortices similar to wing tip vortices of larger fixed wing aircraft. Pilots of small aircraft should use caution when operating behind or crossing behind landing and departing helicopters. The FAA’s Rotorcraft Flying Handbook also tells us helicopters put out a lot of rotor wake turbulence. See www.faa.gov/regulations_policies/handbooks_manuals/aircraft/media/faa-h- 8083-21.pdf With all these data points, let’s speculate on what the pilot of that Cirrus was dealing with when making an approach behind the Blackhawk helicopter.©2015 Mastery Flight Training, Inc. All rights reserved. 7

• The student pilot in the Cirrus reported seeing the UH-60 on downwind. The airport video shows the helicopter taking off, either from a hover or the video does not capture the on- runway portion of a stop-and-go. • Winds were very light, and slightly opposite the runway in use. This would cause wake vortices to linger over the runway, or drift very slowly downwind from the approach, hover/stop and departure paths. • The most intense turbulence would be generated just after the helicopter leaves the hover/stop area, in forward flight while still in ground effect, where rotor turbulence is greatly enhanced by the downwash effect…essentially a mechanically induced microburst.Notably, the video shows the Cirrus pilot begins to lose control just prior to the point theBlackhawk lifted off about 30 seconds earlier—quite likely when the SR20 hit the lingering groundeffect turbulence.The NTSB preliminary report states the Cirrus was “about 30 seconds in trail” of the UH-60.Two minutes is the standard wake turbulence delay behind larger aircraft, and the AeronauticalInformation Manual tells us a helicopter’s rotor-generated wake turbulence is typical of a “larger”fixed wing aircraft.The pilot reports he was planning to land long “to land beyond the helicopter’s touchdownpoint.” I commend the student’s instructor—unfortunately it’s not common for student pilots (oreven certificated ones) to have a good grasp of wake turbulence avoidance techniques. Thewake turbulence strategy for landing behind a larger aircraft indeed does call for aiming beyondthe lead airplane’s touchdown spot. But it also includes flying your entire approach above thepreceding aircraft’s glidepath to landing. The video does not show the Cirrus pilot making asteep, above-the-Blackhawk’s-wake approach.Since the helicopter did a stop-and-go, the land-beyond-its-touchdown strategy wastrumped by the similar strategy of touching down before the liftoff point of a preceding heavieraircraft. Looking at the diagram of speculated rotor vortices, in fact, there really wasn’t anywherealong the runway that would have been clear of potential wake turbulence. This was a no-winsituation for landing even a full 30 seconds behind the helicopter’s takeoff.Treat a helicopter like you would a large jet ahead of you near the runway. If it is making afull stop landing and clears the runway, and you can stay above its glidepath to touch down pastits landing spot while still having sufficient runway to come to a stop yourself, then you maycontinue.If the helicopter is making a low approach or a stop-and-go—and they very frequently do—©2015 Mastery Flight Training, Inc. All rights reserved. 8

your only recourse is to delay your use of the airspace above the runway for about two minutesafter the helicopter clears, to avoid colliding with the ghost in the helicopter’s wake.Questions? Comments? Let us know, at [email protected] See http://pilotworkshop.com/tip/takeoffs/takeoffs-2The thesis we’re studying is the effect the cost of flying has onflying safety. Last week I introduced four postulates: 1. There is a correlation between pilot experience, especially recency of experience, and reduced accident rates. 2. There is a correlation between formal, type-specific training and reduced accident rates. 3. There are ways to reduce the cost of proficiency by intelligently following a plan of flight instruction and deliberate practice. 4. There are ways to reduce the cost of airplane ownership and operation that are somewhat foreign to many pilots, but which can have a significant positive financial impact that permits a pilot to fly much more than he or she does now.Unless readers request substantiation, I won’t spend time on items 1 and 2 right now—these arewell known in the industry and, although they give us goals to strive for, they are also part of thestress that makes it seem the cost of flying safety is becoming out of reach. Because item 3 isthe meat of my suggestions for pilots, and because this week’s LESSONS and the Scenario #1wrap-up you’ll read shortly take up a lot of space, I’ll defer that discussion until next week. Beassured that what I have to say isn’t necessarily about paying a lot more to train. Instead itsabout getting more training benefit from the flying you do—improving the efficiency of yourproficiency. Please check back next week for more.Responding to earlier teasers about this discussion, reader Robert Vuksanovic writes: As a retired professional pilot, I have experienced an interesting attitude and perspective of aviation by general aviation pilots and airplane owners. I found that interest in learning and spending money on training once certified as a pilot comes to a screeching halt. When asked why, the response is \"it's like my drivers license! And I don't train to drive a car after I get my license!” Wow! Now, I enjoy my freedom to fly as much as all others. But aren't we as a society missing something here? Thank God we have the Annual [aircraft inspection] and biennial [Flight] Reviews required by the Feds! But how many CFIs do a comprehensive review and get called back next time? I know general aviation is constantly being challenged for survival. Fuel costs, insurance costs, maintenance costs, etc. But those costs escalate to many factors including lack of safety (proficiency)! With all the “programs” out there, perhaps we could encourage pilots flying with other pilots more! Shared costs and destinations with attractions would stimulate camaraderie, which seems to have dissolved over the years. I don't think $100,000+ LSAs will do the trick. A $50 to $100 shared ride would!Pilots, especially American pilots, seem to have a cultural bias against sharing our high-valueassets—even if we rarely use them. This mindset ties us to our own otherwise unallocateddiscretionary income to own (or rent) and operate an airplane. Somewhere between the large,©2015 Mastery Flight Training, Inc. All rights reserved. 9

organized flying club (side note: I’m in a 400+ member club with access to over 15 glass cockpitairplanes with an average hourly “wet” rate under $100) and “one pilot, one aircraft” possessionare opportunities for shared ownership that make much more airplane available for much lessownership cost. These opportunities, in turn, permit us to fly a lot more for the same annualinvestment. This means we can use more of that unallocated fun money for flying and practicethat increases proficiency and should lower the accident rate.Lower your expectationsTrue, the Light Sport revolution didn’t have the effect many hoped. With LSAs averaging$150,000, in most cases rental and ownership of one of these fun but performance-limitedairplanes is higher than a traditional, type-certificated airplane. Why do the LSAs cost so much?There are several reasons, but look at the panel of virtually every LSA and you’ll see a bigreason: avionics. I’d venture that at least $20,000 of the cost of an LSA, and in some casesmore, is in a panel that rivals a Gulstream jet for capability. If flying for fun is your goal—andthat’s what LSAs are all about—demanding less than a full-up digital flight deck may let you havejust as much fun navigating with your iPad, for a whole lot less money.Sporty’s Pilot Shop is the latest “big thing” in this less-is-more arena with its recently announcedCessna 172LITE. Sporty’s has always had a thing for entry-level aviation and the 172 inparticular—in the mid-1990s it announced its own factory-produced clone of the Skyhawk ifCessna did not return the 172 to production (which it did). With the 172LITE Sporty’s promisesan near-new renovated Skyhawk with the bare minimum needed to learn to fly and have funafterward. At least until the ADS-B mandate hits in 2020, throw in an iPad mount and asubscription to your favorite navigation app and you can go VFR just about anywhere at aclaimed $99 per hour rental rate including fuel.My first solo was in a US Air Force T-41A—an off-the-shelf, bare-bones 172—and my first twoyears of instructing were in a 8000-hour, barely IFR Skyhawk II. So I have a soft spot for this, themost-produced aircraft of all time. I was scheduled to be among the first to fly the 172LITE atSporty’s home airport last November but a tight schedule and a heavy coat of frost caused us toswitch airplanes.I’d love to have a 172LITE and throw in an angle of attack indictor, then run a controlledexperiment teaching some pilots traditionally with the AoA covered up and others using the AoA,with monitoring and testing to see how well each group performs not only on their initial checkridebut also on future Flight Reviews and Practical Tests over, say, the next 10 years. I’m loathe todefeat the purpose of low-cost acquisition, but I’d also consider installing a used Garmin 430 IFRGPS for what might be called the “172LITE-IFR,” for instrument training with the option of gettingactual IFR experience in a “light IFR” GPS environment. Wanna sponsor an airplane :)?See http://sportyspress.com/2015/01/sucessful-launch-sportys-172lite-program-leads-sales/This approach has been tried before, even concurrently with AOPA/Aviat “reimagined” Cessna150/152 rebuilds. AOPA’s most recent sweepstakes airplane, a Beechcraft Debonair, saved atleast a little by including a non-certified iPad Mini velcroed to the panel to provide panel mount-like situational awareness while avoiding those sticky “permanently installed equipment” issues.See:http://aviataircraft.com/aviat_aircraft_reimagined.htmlwww.aopa.org/News-and-Video/All-News/2013/July/1/Debonair-Sweepstakes-One-Pumped-Up-PanelI’m sorry to say that if you can’t afford to own or rent and fly an airplane, there’s nothing MasteryFlight Training can do to change things. My point is that maybe you don’t have to have it all, andby sharing the ride in partnerships or group ownership, taking one step downward in airplane costand complexity, and/or by lowering your expectations just a bit you might find yourself with lowerbills, fewer maintenance issues and money to get into the air more often.Whether right-sizing your airplane or your investment in airplane support (by multiple-pilotownership) works for you or not, there’s a quick, easy and almost free way to build and retainproficiency, as long as you fly regularly enough that you can remain truly proficient at all. That’s©2015 Mastery Flight Training, Inc. All rights reserved. 10

putting the efficiency in your proficiency that we’ll discuss next week.Something to say? [email protected] is one of the best, most valuable aviation publications around! I recommend it to every aviator I come across. Youhave a great way of personalizing and discussing important topics, and I look forward to each issue. – Taylor Albrecht Be a FLYING LESSONS supporter through the secure PayPal donations button at www.mastery-flight-training.com. Thank you, generous supporters.Scenario #1: The Fuel Order Wrap-upEarlier last month we began discussion of a FLYING LESSONS decision-making scenario. Whiletraveling with your family on a vacation trip you order a partial fuel load to remain within theweight and balance envelope for the flight home. Arriving at the airport late afternoon on the lastday of a three-day weekend you find the FBO has filled your tanks to the top, making the airplanesignificantly overweight with your passengers and baggage. You, your spouse, and one of yourchildren were pressured to be to work or school the next morning. I posed the real-worldquestion: What would you do? No specific responses were suggested; it was up to readers tosuggest solutions.Forty-eight readers responded–hardly a representative sampling of the thousands-strong FLYINGLESSONS Weekly audience, but still a large enough sampling to be interesting. A total of fivepotential solutions were offered by readers. Grouped by solution, here are the results: Thirty of the 48 respondents (63%) said they would appeal—some said forcefully—to the Fixed Base Operator to remove the excess fuel from the aircraft at its own expense. The fuelers made the mistake, these readers point out, and therefore the provider is responsible for correcting that error. Twelve respondents (25%) said they would fly anyway. Most rationalized this decisionby stating that if the weight was excessive but the center of gravity was within limits that it wasOK to fly. Others opined that weight and balance limits are conservative, and exceeding themsome percentage does not create an unnecessary risk. A few noted that Supplemental TypeCertificate approval to fly at higher-than-original maximum gross weight is common, supportingtheir “conservative limits” philosophy. Virtually all who made this choice note in their responsethat there is a need to “be careful,” and at least seem to acknowledge that it’s not a good idea.Three of those who replied (6%) suggest taking off alone, or with one passenger, and doing somesightseeing to burn off the excess fuel before landing to load up the whole family and baggageload. I didn’t count my response in the totals, but when I wrote this scenario this was mychoice—to use this opportunity to get in some practice. My secondary thought was that thiswould probably be a quicker solution than defueling, if it was possible to burn out enough fuel toget the weight within limits in a reasonable amount of time, and that it is far safer because anydefueling runs more of a risk of fire than flying the airplane.©2015 Mastery Flight Training, Inc. All rights reserved. 11

Two of those who responded were prepared to send one or more passenger home by rental car,bus or airline, and one suggested that the FBO should pay to ship home the baggage if that madethe difference in taking off within the weight and balance envelope.Several of those who replied listed multiple options. In these cases I carefully read the responseand reported what appeared to be the main recommendation by that pilot.External pressuresVery often pilots who know better permit themselves to try something anyway because they feelpressured by outside forces to make the trip. Family members and passengers are among themost dynamic forces we face when making go/go-no decisions. That’s why I challenged readersto perform the very unnatural action of reading the scenario to family or frequent passengers, andask what they would expect you to do in such a situation. Unanimously the non-pilots suggestedanything but attempting to make the flight.Who knew that the people we think are goading us on are in fact making a very reasonable andsafe no-go decision? Next time you think someone else is pressuring you to “go” against yourbetter judgment, present them the facts. You’ll probably find they want you to do the right thing.Wrap-upThree-quarters of those who responded suggested options that kept the airplane within itslimitations for flight. I’m concerned that 25% of the FLYING LESSONS readers who responded—already a collection of pilots who self-select to proactively read and think about flying safety and“what if?” scenarios—said they would choose to load up the family and take off anyway. Severalopenly acknowledged that the risk level was significantly high, and some admit that thesuccessful outcome would be seriously in doubt. True, one of the respondents who did this verything “for real” after being assured that “it’s ok” by a local flight instructor, reported that it was afrightening takeoff he would never attempt again. I agree with one of the readers who said hewould not take off even if he thought it might work out all right, because violating limitations andregulations is “a slippery slope” that may be an indicator you take unnecessary risks in otherareas as well. Remember one of the LESSONS from 17 years of tracking air crashes: Stay within limitations. This means the airplane’s limitations (there’s no such thing as “a little overweight” or “a little over redline”). It means the weather limitations (no flying through “a little thunderstorm” or “a trace of ice,” or flying “a little lower” to find the runway on approach to your home airport). It means your limitations (certificates, ratings, and currency). If you allow yourself to “fudge” the limitations, human nature says it’s likely you’ll soon be accepting more and more risk as “creeping normalcy” sets in, and what was once unacceptable has gradually become your norm. The Federal Air Regulations (or those of your home country) are a minimum standard…the very edge of appropriately managed risk. Where limitations are concerned, “no means no.”See www.mastery-flight-training.com/20150101flying-lessons.pdfThanks to everyone who responded. I hope we all learned more about how we make real-worlddecisions. You may read the full Scenario #1 and all responses here. Next week we’ll begindiscussion of “What Would You Do?” Scenario #2.See www.mastery-flight-training.com/201501-scenario-1-update-1.pdf Share safer skies. Forward FLYING LESSONS to a friend Personal Aviation: Freedom. Choices. Responsibility. Thomas P. Turner, M.S. Aviation Safety, MCFI 2010 National FAA Safety Team Representative of the Year 2008 FAA Central Region CFI of the YearFLYING LESSONS is ©2015 Mastery Flight Training, Inc. For more information see www.mastery-flight-training.com, orcontact [email protected].©2015 Mastery Flight Training, Inc. All rights reserved. 12

NEBG Formation Flying ClinicJune 5-7, 2015The annual NEBG Formation Flying Clinic is scheduled or the weekend of 6-7 June 2015, at the Martinsburg, West Virginia airport (http://www.wvairport.org/). Participants are encouraged to arrive on Friday the 5th of June.Though there are several fine hotels in the area, experience has shown that the Hampton Inn (http://hamptoninn3.hilton.com/en/hotels/west-virginia/hampton-inn-martinsburg-MBGWVHX/index.html) is the most convenient and offers the best amenities.The clinic itself is free, including transportation, but because the restaurant on field is closed, there will be a flat charge of $40 per partici-pant so that breakfast and lunch on Saturday can be provided.There will be a group dinner scheduled following clinic activities on Saturday, and an early welcoming gathering for those who arrive onFriday.Participants can expect the ground instruction to commence at 0830 hrs on Saturday (6 June), followed by multiple sorties over the remain-der of the weekend.Skill level is unimportant, the clinic is geared toward all levels of formation flying experience including 1st time students.There are no solo flights during the clinic, all participants will be assigned an experienced safety pilot during all operations. Safety is fore-most!Traditionally, attendees have been able to satisfy the recurrent and currency experience requirements for the B2OSH flight.Space for the clinic is limited. Those wishing to participate are encouraged to sign up early. In addition, all participants need to email Mr.Thomas Toth at [email protected] detailing their 1.total flight hours; 2.type of aircraft; 3.total formation flying experience.Those pilots who are current in the NEBG formation flying program, who are available to perform safety pilot operations during the clinic,are asked to sign up for the event and let the host know you can safety.HOSTMr. Woodie Diamond Sr.(703)[email protected] 13

NEBG NOTAMS• Bonanza Specialized Training • • 1/3rd Partnership A-36 CDWBPPP Flight Instructor Academy Graduate. CFI,CFII,MEI,AGI,IGI. BE58 Based •Owner. 1/3rd partnership in 1974If you are looking for advanced flight instruction in the Middle East A-36 based at CDW in hangar.Region (MD,VA,PA,DE) I would love the opportunity to share my Airframe 5370hrs, engine 470passion for flying with you. BPPP and SIMCOM trained, I teach to the hours,fully equipped, dual yokeshighest industry standards. G1000/650/530/430/480. w ptt both sides, Garmin 530, WX 500, King HSI/glide slope,Mr. Dave Lawlor 2nd Navhead loc/glide [email protected] ind w/ King/McCoy upgraded 170,Century IV autopilot over-(240)328-9372 hauled in Nov. 2012, engine with 470 hours, factory reman, new Hartzell 3 blade prop/spinner, 370• Beechcraft Specific Type Training • hours, 6 place intercom, standby vacuum and alternator, Aug 2012 Annual, IFR Certified. $47.5K Call Ron Reinartz at 212-345-2807 orAll pilots realize the value of initial and recurrent training involving a 201-638-1921.Certified Flight Instructor (CFI), but are you receiving the most out ofthe training time and dollar? CFIs are great general practitioners of the Mr. Ronald Reinartzskill of flying, but does your instructor have the type specific experi- [email protected] to fully exploit the specific flight and system characteristics of (201)444-1524your airplane? • New Instructor in NEBG •Whether you are an experiencedpilot with lots of flight hours, or Hello, Im Bob Gawler a mem-new to the world of Beechcraft ber of the ABS BPPP instructorflying, type specific training will be group, a Designated Pilot Exam-the most rewarding and educa- iner in the Baltimore FSDO and ational instruction you will ever member of NEBG.receive. With over 1,200 hours ofBeechcraft specific flight time, As a Pilot Examiner I am autho-while holding CFI, CFII and MEI rized to administer check ridesratings, I can provide you with the for Sport Pilot, Private, Com-type specific training you deserve. mercial, Instrument and ATPWhether you are a Bonanza, Baron Certificates in Singles and Multior TravelAir pilot, I can provide initial, recurring, advanced and transi- Engine Land Airplanes. Im basedtional training specific to your model and flight mission. at Gaithersburg, MD (KGAI). Ive been an examiner for 21 years.Feel free to contact me so that we can discuss your training require- As an ABS BPPP instructor pilot Im authorized in the Bonanza/ments. Debonair and Baron/Travel Air G36/G58.Mr. Bradford Docos Let me know if I can be of assistance to [email protected] Bob Gawler 301-330-6753 [email protected] of NEBG 14

FEBRUARY 2015 NEWSLETTER Ending Active Membership Count: 215 New Members: 0SECRETARY NOTES by Woodie Diamond Lost Members: 5 Renewed Members: 0December 2014 Membership By the Numbers...The following members have Fallen out of Formation. We’ve treasured their membership andparticipation in the NEBG and wish them blue skies ahead!• Mr. Albert Avery from Baltimore MD. • Mr. Tom Perkins from Middletown RI.• Mr. Glenn Decosta from Lancaster MA. • Mr. Michael Rosenblum from Nashua NH.• Mr. David Heberling from Greensboro MD.Time To Renew!The North East Bonanza Group treasures each and every member and hates to see one fall out of formation! Its so easy to renew your membership,either by check or credit card. Simply visit our web site at http://www.northeastbonanzagroup.com and click on the Join Us/Member Payments menuitem for full instructions.The following memberships will expire shortly:Mr. Clinton Davies Mr. Paul Gilbert Mr. David Newman Mr. Clyde PearchDr. Robert Dillard Mr. Gilles Michaud Mr. Ron Nicholas Mr. Andreas Wagner 15