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Select Airparts is one of the largest independent Beechcraft, Hawker and Raytheon parts distributors in the world. Our specialty is supplying quality OEM and PMA parts for the both the Hawker family of business jets and the complete Beechcraft line. This includes the Hawker 400, 600, 700, 800 and 1000 as well as the Beechcraft family of twin-engine corporate and executive aircraft, including the King Air (all models 90 through 350), Queen Air, Beech 99, Beech 1900, Baron, Bonanza, Duke and the Premier.

U.S. Sport Aviation Expo

Amends 2015 Dates

Announces New Wednesday to Saturday Format


U.S. Sport Aviation Expo
January 14-17, 2015
Wednesday to Saturday
Sebring, Florida
The 11th annual U.S. Sport Aviation Expo will open one day earlier than in year’s past, with the event now running from Wednesday, January 14, through Saturday, January 17, 2015. The Expo, held on Sebring Regional Airport, is the place to see, try, fly, and buy everything related to sport aviation and flying for fun.
Expo Director Jana Filip explained the change, “We’ve observed that attendance on Sunday traditionally has been lower than other exhibit days, and our survey results indicated our visitors from around the country like to fly home on Sunday. So, amending our dates seemed like the best way to offer a better event for both our exhibitors and our visitors…and it’s good for our volunteers, too!”  Filip noted that other major aviation events have moved to similar formats with good success. “We think this schedule will be better for everyone.”
During the 2014 Expo, more than 140 indoor and outdoor exhibitors offered a wide variety of aircraft and aviation supplies for owners of ultralights, light-sport and homebuilt aircraft. Many vendors reported brisk sales during the event, and manufacturers and visitors were delighted with their ability to fly a variety of aircraft throughout the week.
With 160 exhibitors spaces available in 2015, Filip confirmed that the Expo will again offer extra benefits to exhibitors who enter into partner or sponsorship agreements with the Expo. Contracts for the 2015 event are currently in the mail to previous exhibitors.
New in 2014 and returning in 2015, the Expo will offer onsite overnight camping for homebuilt aircraft as well as special display parking space for owners to showcase their aircraft. “We’re delighted to welcome homebuilders to our event,” Filip said. “We know they have many similar product needs as owners of light-sport aircraft, so the Expo is a great place for homebuilders to shop as well.”
In the new event format, set up day will be Tuesday, January 13, with an Exhibitor Appreciation Gathering to be held that evening.
If you fly for fun, the Sebring Expo is the place to be January 14-17, 2015.  To learn more about the event, visit www.sport-aviation-expo.com

Modified 737-700C to be delivered to U.S. Navy

Boeing Rolls Out 5000th Next-Generation 737

RENTON, Wash., July 16, 2014 /PRNewswire/ -- Boeing (NYSE: BA) rolled out the 5000th Next-Generation 737 this week. The airplane is a Boeing C-40A Clipper, a modified 737-700C, that will serve as a transport aircraft for the U.S. Navy.

"This milestone is another testament to the popularity of our Next-Generation 737 and represents the confidence our customers have in the work of our team," said Beverly Wyse, vice president and general manager, 737 program, Boeing Commercial Airplanes. "The 737 is hugely popular with both our commercial and military customers because of its efficiency and proven reliability."

Utilizing the 737 commercial platform takes advantage of the proven efficiencies, manufacturing processes and performance of the existing Next-Generation 737 production system. Boeing's P-8 maritime patrol aircraft, Airborne Early Warning and Control (AEW&C) and the C-40 are among the 737 military derivatives.

"The quality and dependability of these aircraft are directly linked not simply to their design, but to the hardworking men and women who build them," said Vice Admiral Robin Braun, chief of Navy Reserve and commander, U.S. Navy Reserve Force.

To date, orders stand at 6,804 for Next-Generation 737s and 2,109 for 737 MAXs. Total 737 orders have surpassed 12,000 including Classics and more than 100 orders for military derivatives.

"With more than 280 different customers, it's easy to see why the 737 is the best selling airplane in the world," said Wyse.

Aerospace Discovery Open House 8/23/14

Florida Air Museum on the SUN 'n FUN Campus

Aerospace Discovery at the Florida Air Museum on the SUN 'n FUN Campus

9 a.m. to 4 p.m.

9 a.m. - Explore Aerospace Discovery & enjoy a morning brunch:

Florida Air Museum members and morning guests will have the first opportunity to explore the new displays and learning environment in the Aerospace Discovery the at Florida Air Museum. (see pricing to the right)

11 a.m. - “The Battle of Midway”, Speaker, U.S. Navy Captain Kevin Miller

After a distinguished military career in the U.S. Navy where he amassed 3,600 flight hours and 1,000 carrier landings flying an A-7E Corsair II and the FA-18 Hornet, Captain Miller served as the Executive Vice-President and Chief Operating Officer of the Naval Aviation Museum Foundation. (see pricing to the right)

$25.00 Morning Brunch & Speaker

FREE for Florida Air Museum Members

$10.00 add-on for a one-year
membership to the Florida Air Museum 




12 p.m. - Ribbon Cutting Lakeland Chamber of Commerce & Mayor Howard Wiggs,

City of Lakeland

1 p.m. - Welcome and Introductions

Remodeled Howard Hughes personal aviation exhibit with an impromptu live visit from “Mr. Howard Hughes”, Florida Aviation Hall of Fame, Innovations in Propulsion Exhibit including a Jupiter Rocket Engine, Interactive Learning Stations, Air Racing Simulators, artifacts & displays. 

Pilot Insurance Center... Knows what you need

VFR – Very Friendly Rates – Life Insurance Designed for Pilots. Pilot Insurance Center life agents are the most knowledgeable aviation life insurance experts in the business. Get complete coverage with no aviation exclusions. Fast and easy quotes with aviation quoted correctly. A+ rated carriers. Pilot Insurance at (800) 380-8376 or pilotinsurance.com

Choosing the Right Mechanic for Your Aircraft

Guest Article


We all know that taking care of the mechanical health of your aircraft is step one in safety, but how do you know which type of airplane mechanic should work on your plane? Here's a general overview of the types of aviation mechanics, according to FAA Safety Briefing, the FAA's publication on GA news and information.

Choosing the type of airplane mechanic usually is connected to the work your aircraft needs. But often, you won't know until the problem is diagnosed.

There are generally three types of airplane maintenance mechanics: airframe and powerplant mechanic (A&P), an inspection authorization endorsed mechanic (IA), or an FAA certificated repair station. Here's an overview of who to go to and for what.

For general maintenance: Airframe and Powerplant Mechanic (A&P)

A&Ps, also known as aviation maintenance technicians, are usually called upon for routine aircraft maintenance, such as examining engines, conducting 100-hour inspections, replacing and repairing defective parts, repairing minor structural damage, and keeping corrosion under control.

To become a certificated A&P aircraft mechanic (14 CFR part 65), a person must be at least 18 years old, read, write, and speak English, and acquire 18 months of practical experience for either airframe or powerplant certification, or 30 months of practical experience concurrently for both airframe and powerplant.

One can also complete the training by attending an accredited part 147 maintenance school. Following training, the student must pass three tests - written, oral and practical - to become certified.

For aircraft inspections: Inspection Authorization Mechanic (IA)

An IA is essentially an FAA-licensed A&P mechanic with the additional endorsement of "inspection authority" issued on a FAA Form 8310-5 (IA card). As such, IAs are authorized to do progressive and annual aircraft inspections, in addition to a variety of maintenance and alterations than non-authorized A&Ps. The benefit of this is you can get your repair work done and sign-off paperwork done at the same time, saving time and money.

In addition to inspections, IAs can also sign for an aircraft's return back to service after major repairs (Form 337), such as the repair or replacement of major control surfaces, spars, wing and tail surface brace struts, axle replacements, and major repairs to the powerplant.

To earn an IA designation, an A&P mechanic must train an additional three years (two years active), have available equipment and a fixed base of operations, pass an inspection-specific written test, and meet the requirements in 14 CFR part 65.91.

For large repairs: Maintenance, Repair, and Overhaul Station (MRO)

If your aircraft is ever in need of major repairs on complex components, such as retractable landing gear assemblies, reciprocating and turbine engines, and auxiliary power units, the smart move may be an Maintenance, Repair, and Overhaul Station (MRO), aka a repair station.

A good repair station with certified, experienced mechanics will have the specialized equipment and authorizations needed for complex repairs, such as avionics and electronics overhauls, mechanical actuators, fuel systems, and carburetors. Keep in mind that different stations might specialize in areas of aircraft maintenance, but all must adhere to the regulations and policies laid out in 14 CFR part 145.

To obtain a repair station certification, an applicant must successfully complete a five-stage process: pre-application, the formal application, document compliance, demonstration and inspection, and certification.



Tango Yankee, LLC is the parent company of Business Aircraft Center and Danbury Aviation, a self- and full-service aircraft and pilot planning center located at Danbury Municipal Airport that includes aircraft management, hangar storage, tie-downs and plane detailing. Tango Yankee, LLC is owned and operated by Santo Silvestro of New Canaan, CT, who is a pilot and aviation enthusiast.

Visit Business Aircraft Center's website at http://www.businessaircraftcenter.com/

Article Source: http://EzineArticles.com/?expert=Santo_Silvestro

The TRUTH from Ray Stevens

Flying Musicians Association Receives Wolf Aviation Fund Grant

July 14, 2014: Fort Worth, TX: The Flying Musicians Association is the proud recipient of a 2013 program Wolf Aviation Fund grant to assist in acknowledging and strengthening the bonds between aviation and music, in the FMA's programs that enhance outreach and education.


The Wolf Aviation Fund has awarded this grant to encourage the Flying Musicians Association to continue its outreach to youth of all ages along with its program of understanding, “Symphony in the Skies: a Correlation between Aviation and Music.”  Aileen Hummel, FMA co-founder, says, "At every step we continue to inspire, educate, and encourage others to grow by sharing our passions."


John Zapp, co-founder of FMA, said, "We are grateful for the Wolf Fund grant and believe that other industry leaders will see this as a positive step thus encouraging their own generous donations towards assisting FMA in our goals to inspire, educate, and encourage.  We will vigorously continue to seek additional funding from both the aviation and the music communities, to promote growth, both personal and industry wide."


Wolf Aviation Fund Executive Director Rol Murrow added, "The Wolf Aviation Foundation is pleased to fund the Flying Musicians Association, one of the most promising institutions that truly innovates and produces worthy projects which advance general aviation.  As we know, flying is not only about technical prowess but also the beauty and inspiration of flight.  By combining the art of music with the art of flying the FMA celebrates the joy brought by both."


Since 1992 the Wolf Aviation Fund has awarded special grants for efforts supporting and promoting general aviation.  For example, among the more than 350 previous recipients is Sandra Campbell, in flying helmet and goggles, performing for students "Follow Your Dreams," a stage recreation of the exciting story and persona of Bessie Coleman, the first African-American woman to win her wings as an aviator.  Another small seed grant to School Superintendent Gordon Schimmel eventually resulted in a million dollar project creating and distributing a wonderful “Inventing Flight” Wright Brothers curriculum with videos and teachers guides to school systems across the United States.  Other grants supported community outreach, technological development, airfield preservation, effective networking, organizational development, and inspiring the next generation.


About the Wolf Aviation Fund:

The Wolf Aviation Fund was established in the wills of Alfred L. and Constance C. Wolf.  Its activities are supervised by a board of trustees, aided by a council of advisors and a team of consultants.  "The Foundation shall promote and support the advancement of personal air transportation by seeking and funding the most promising individuals and worthy projects which advance the field of general aviation; by increasing the public's knowledge of aviation through publications, seminars, and other information media; by informing the aviation and scientific community of the existence and purpose of the Fund; and by soliciting and receiving feedback concerning Foundation-supported projects."


More: www.wolf-aviation.org


About the Flying Musicians Association, Inc.:

The Flying Musicians Association (FMA), founded in 2009, is an organization of pilots who are musicians, spanning the globe, proficiency levels, and genres.  The skills required to play an instrument and fly an aircraft have marked similarities, from precision and multitasking to listening and fine motor skills.  By educating others about these common attributes, we hope to further interest in both.  The goal is to share our passions in order to inspire, educate, and encourage others by creating enthusiasm and promoting personal growth in aviation and music.


More: www.FlyingMusicians.org

Aviation Insurance Resources (AIR) Enters the UAS/UAV Market

Is Your Insurance Policy Below Industry Standards?

We invite you to explore your options in aviation insurance.  You don’t have to limit yourself to one direct writer of insurance such as AVEMCO.  Broader coverage is available to you today!

The fact is, if your policy is written on a “per person” instead of a “per passenger” basis, you have below the industry standard in coverage!  The majority of insurance companies today write their policies on a “per passenger” policy form.  Over recent times, aviation insurance policies have favored more “inclusive” language at affordable premiums thanks to increased competition.  Insurance companies have had to increase policy benefits at competitive prices-Great news for the aircraft owner!

However, as they say, “Buyer Beware!”  There are still some old fashion insurance companies that feel they can get by with a “per person” policy limit banking on the consumer simply looking at the bottom line price.  The truth is, superior coverage is readily available at surprisingly competitive premiums!

Aviation Insurance Resources is an industry leading aviation insurance agency that has access to all the major aviation insurance markets.  All of our agents are pilots so we understand the aviation industry’s needs. We strive to provide the best policy at the best premium in every situation.

To see if your policy is up to industry standards, please contact Aviation Insurance Resources by calling 877-247-7767 or visit AIR-PROS.com today and receive a free Aircraft insurance quote! You can also follow us on FacebookTwitterLinkedIn, and Google+.

Just Aircraft Announces Plans for Just Plane Fun Days

Blog Article on Aviation Services Directory 


        Walhalla, SC – Just Aircraft will sponsor Just Plane Fun Days on August 29 through August 31 (Labor Day weekend) at Brass Town Airport, near Brass Town, North Carolina. Open to anyone and free of charge, the event appeals largely to people who own one of the Just Aircraft models. It is expected that Highlanders and new SuperSTOLs will dominate the event and certainly the attention of the public.

Blog Article on ASD

        Billy Payne, who owns the airport, is hosting the event, which he calls “a gathering of like-minded people who enjoy flying their aircraft. At any given daylight hour there will usually be a dozen aircraft in the air, giving rides or participating in one of the competitions.” Among the contests, are a short field take off, short field landing, spot landing, limbo (flying under a ribbon), balloon pop, coyote shoot (balloons) and bomb drop. All of the Just Aircraft models will be judged with a variety of categories: Best of Show, Best Panel, Most Innovative, People’s Choice and Grand Champion. On Saturday night there will be a cookout at the airport and on Sunday morning pilots will take off for a tour of the local mountains.

        Last year, about 2,000 people visited the gathering, and even with bad weather 19 Just Aircraft flew in. This year, with good weather, the host expects more than twice that number. Just Aircraft has shipped over 500 kits to builders all over the world.

Taking Off, Alley OOP

        Camping is available on the field and for those who prefer a motel, the group has a special rate at the local Hampton Inn. For more information phone Billy Payne at 828.557.4833 or call Just Aircraft at 864.718.0320. For more information about Just Aircraft, visit JustAircraft.com.

Aircraft Egress, Are You Ready?

Guest Blog


Preparing for egress (escape) from a ditched aircraft takes some practice, rather it be from a land ditching or a water ditching. As an Aviation Survivalman with the U.S. Coast Guard, one of my many jobs was to perform or instruct egress training in both the fixed wing and rotor winged aircraft.

Over the years (twenty plus), I started adding different scenarios to my training curriculum that I felt would help to not only keep the (bi-annual) training from being redundant and boring, but would add a different perspective to my trainees. In other words, the normal training places the participant in his assigned flying position with a blindfold. When the instructor yells egress, everyone removes their seat belts, then using a hand over hand craw along the bulkhead, they find their way to the closest exit and depart the aircraft. The egress training is then signed off and back to their shops they go.

One year while doing water ditch egress training on a C-130, I decided to change things up a bit. I made the first run very simple. I had them strap in without blindfold and smacked the 245 bulkhead loudly with my palm and yelled, you just hit the water! As they were trained to do for years, they immediately released their seat belts and started their hand over hand craw towards their exit, and stepped out on to the hanger deck looking for the sign-off sheet. "Not so quick guys. Everyone back inside and let's do this with the blindfold on". At this point, everyone is thinking, this should be a breeze. Once everyone was strapped in and blindfolded, I had my assistants change some configurations in the aircraft. One particular change was to block the primary exits, and allowing only one exit point, the left paratroop door in the back of the aircraft. But it get's better. I rotated the handle that opens the paratroop door to the open position. In other words, they only needed to lift up on the door to open it. Oh, and did I mention the twelve roll seat pallet that was placed in the center of the cargo compartment?

Once everyone was back in position and strapped in, I slapped the bulkhead and yelled, you just hit the water. As I suspected, they all released from the harnesses and started their hand over hand craw along the bulkhead. Bang! I slapped the bulkhead a second time and yelled, "the aircraft has hit the water again and you are all dead"! I explained that if the aircraft came to a stop on the first impact, it would be very dynamic and would most likely result in full causality, especially for anyone not strapped in. However, on a typical, well executed water landing, the aircraft will skip two to three times. Such as throwing a flat rock to skip.

Once this was discussed, we strapped back in. After three slaps (yes my hand was starting to hurt), I yelled, the aircraft has come to a complete stop, EGRESS! So the cockpit crew slowly made their way down the steps to the main cargo compartment to the crew entrance door. I yelled out, forward crew entrance door is blocked and unable to open due to submersion! Here's where it gets interesting. I cannot tell you how many crewmembers got lost in that seat pallet! Even though they knew that the center aisle led through to the back of the aircraft, some actually started going in between the seats to get through it. One guy never did make it out and we ended up helping him. Once they made it to the paratroop door location, I called out that the right paratroop door was jammed and basically directed them through process of illumination to the "already unlatched" paratroop door.

Even though many of these crewmembers have flown in this aircraft type for many years and have probably opened that paratroop door a thousand times, everyone of them grabbed the opening latch and rotated it to the closed (locked) position. They pulled up on the door and guess what? It did not open! Then they rotated the latch to open and then back to closed and attempted again. After three or four attempts, I finally instructed them to remove the blindfold. It was then that they realized that the door was already in the open position when they got to it.

The point that I was attempting to make is that once we get a mind set, it is easy to forget that things are not always the way they should be or seem to be. The objective of my class was to interject possible realisms associated with an aircraft egress. Yes, it is very possible that the cockpit crew would have chosen the overhead hatch or the crew entrance door or even one of the cockpit windows to escape, but I wanted them to experience the concept of secondary exits and even triatory exits. If one exit is unusable rather it be underwater or just jammed, they needed to be familiar with all the exits and the cognitive path to each of these exits. I had them talking to one another, yelling out "forward crew entrance is jammed and unusable"! This information would be valuable information to the crewmembers that were fumbling around the cargo area. It tells them to stop heading for that exit, thus saving valuable time. Once the left paratroop door was opened, they were taught to yell out "left paratroop door is open"! They were instructed to remain at that door, guiding the other crew members to the only known (for sure) exit from the aircraft.

After interviewing many survivors of aircraft crashes, I realized that everyone had their own story about how they made it out. No event is the same. There were roadblocks that they came upon and because they trained for the event, they were better prepared to survive the event. On one particular interview with a pilot and a crewmember of a ditched helicopter, I was able to determine two factors that hampered their escape from the inverted aircraft. The helo was stationed aboard a CG Cutter for a deployment. After receiving some maintenance, the helo was taken on a test flight by two pilots and one aircrew member in the back of the HH-65 helicopter. Because it was a test flight, the aft crew door was kept in the open position. After completing rotor checks they decided to do a controlled spin (slowly) left and right to check the rudder. Everything went fine on the first check, but then the co-pilot requested to do the spins for his own training purposes. He completed the left turn, then reversed the rudder to come right when the helicopter lost control and continued to rotate faster and faster causing it to land sideways the water. They were only about twenty-feet off of the surface, so the impact was mild but the onset was very quick. The flight mechanic in the back of the aircraft was sitting right next to the opened door. He closed his eyes as the salt water slammed against his face but he did not have time to take a gulp of air prior to being met by the incoming water. The water pushed him back and basically pinned him against his seat. Once the water equaled out (compartment was full) and the helicopter completed it's inverted roll, he attempted to release his seat harness which was now stressed with his weight against it. Suddenly, his many years of egress training kicked in. HEEDS! He reached down and removed his Helicopter Emergency Egress Device bottle, placed it to his mouth and blew what little breath he had left into the regulator to clear it. After choking down some salt water in the process, he was finally able to take a couple of gasps of dry scuba air. Once he was able to establish his airway, he placed his feet against the door and pushed himself back while releasing the seat harness. With his eyes still closed, he used a hand over hand motion and worked his way to the opposite side of the aircraft. He grabbed the crew entrance door handle and stopped. He thought to himself, if I go out this door, the investigators will question why I did not go out the open door that I was sitting next to when we went in. So he then started working his way back across the aircraft. At about half way, he realized that he had moved clear across the helo and half way back to his seat position and his eyes were closed! He opened his eyes and saw the opening needed for his escape and hand over handed his way out of the airframe and popped up to the surface.

In the mean time, the pilot was having trouble with his door. It was jammed! In a panic, he tried to climb backwards out of his seat to get to the back of the aircraft. The opening was not big enough and he had one other obstacle, his seat harness was still on! Then he remembered the HEEDs. He reached down and pulled his Helicopter Emergency Egress Device out and was able to clear it and immediately started breathing the fresh scuba air. Once he was able to get an airway, he was able to calm down and make another attempt to push his door open. It would not move. His next exit was the back of the aircraft. Using a hand over hand technique, he was able to climb into the back of the aircraft. Once he got to the back, he had the presence of mind to do a sweep with his hand to ensure everyone had gotten out. He then proceeded to the open crew entrance door and came to the surface. It's estimated that he came out of the helo about fifteen seconds after the flight mech made his exit.

So what did we learn from this event? I found it intriguing that the flight mech had his eyes closed throughout his visit to the other side of the aircraft and halfway back. When I asked him why he thinks he did that, he replied that he always went through the SWET (shallow water egress trainer) and HEUT training with his eyes closed. He figured that if he ever went in, he wanted to be able to escape even at night. So he kept his eyes closed every time he did the training. He had done the SWET training about eight times and the HUET about three times in his career. When I asked him about going to the other side of the aircraft, he said he could not explain that one.

I am a very strong believer that cognitive learning is the most valuable learning theory. He trained over and over with his eyes closed, his cognitive learning kicked in when the actual event happened. He did just as he trained himself to do. This is why I say it's best to train with visual awareness as well as blindfolded. It will either be daylight or dark when an event happens so you have to prepare for both events. Had he opened his eyes sooner, he would have seen his open exit and made an uneventful egress. Another area of discussion was the opening of the second crew entrance door of the aircraft. Had he opened that door, it is believed that it would have caused a significant loss of buoyancy in the airframe and would have probably sent the aircraft quickly to the ocean floor.

When training for egress, it is best to use realism in the training. Do it with blocked exits (a common factor in aircraft egress), Use a blindfold or darkened glasses to inject night time egress, and without blindfold for daytime. Visualize your escape if inverted, practice hand over hand escape. Keeping in mind that once you let go of a reference point in the darkness, you are lost. Practice seat belt release and proper placement of the belts once you release them. Seat belts are a primary snag hazard during an egress especially when wearing a life vest. Practice staying at the exit and shouting to the other passengers on which way to travel for the exit. Practice taking your survival gear out of the aircraft with you. Can you reach your life raft? If the life raft is in the back seat, can you or your passenger lift it over the seat before or during the egress? These are all areas that should be covered in a egress training session. Once you have made your escape, let other know. This not only helps them know which way to go for the exit, it also encourages them to know that an exit has been found and that the person at the door is there to help them out of the aircraft. As a side note, like a burning building, it is never recommended to re-enter an egressed aircraft. You can reach in from the entrance, but never go back in.

Article Source: http://EzineArticles.com/?expert=Randy_L_Boone