Dear Subscribers, Advertisers, and Readers,

Summer is upon us once again and the bug to get out and going flying is getting stronger by the day for me. Sure, I’d rather fly in the fall and winter when the weather is clear and calm, but summer is certainly the best time to go places and have fun. Which brings me to one of the best summertime destinations for any pilot or aviation buff – AirVenture in Oshkosh, Wisconsin.

For those of you who have made the pilgrimage to the world’s largest air show, you already know what it’s all about. For those of you who have never been there, what awaits you is probably the most interesting and inspiring aviation event that you will ever attend. Yes, getting there takes a little effort. Whether you are going to fly in to Wittman Field and camp by your plane or fly to Appleton, Green Bay, Madison, or Milwaukee and drive, it is well worth your time. All it takes is a little planning and a decision to be part of something incredible.

Once you get there you realize this is not just your typical air show, it’s the Sturgis of aviation and way more! With over 2,500 planes on display, 800 exhibitors, and over 500 forums you can attend, this is one event that will take you several days to see and you will never get bored. For accommodations, many people chose to stay in the campground (tent or camper) that is adjacent to the airport and within walking distance of everything. This campground grows into a small city during Air- Venture, complete with its own grocery store, shower houses, laundry service, and street signs. Over the years, the EAA has done a fantastic job of making life comfortable for the campers. The last time we camped at AirVenture, we were next to a large group of people from South Africa who come every year to experience this event first-hand. That was a great experience.

As for me, I always feel a renewed sense of excitement for flying and aviation just by seeing all the planes, new equipment, and avionics that debut at Oshkosh each year. Virtually every general aviation manufacturer has an exhibit there. You can spend days looking at planes and studying every detail up close and personal.

The air shows each day are also some of best anywhere in the entire world. From military to vintage to aerobatic to experimental planes, this is by far the best opportunity to see these aircraft that you will ever have.

If you’ve never been to an AirVenture, maybe this is your year. God knows this has been a difficult year for the economy, personal finances, sacrifices of our servicemen and women, natural disasters, environmental catastrophes, and many other issues facing this country and the world. Perhaps it’s time to take a break from all of that and spend a few days with your family or friends enjoying one of the true freedoms left in this world – Aviation.

Hope to see you there!

Brad R. Irwin, CEO | Publisher
Pilot Magazine, LLC

Some people say that flying’s in their blood. That the passion for flight courses through their veins. I’ve heard so many people say they’ve wanted to fly for as long as they can remember that I’ve lost count. And they recount how they used to poke their noses through airplane fences when they were kids. I was one of those kids, minus the fence, and on a few occasions, I’ve known people to whom aviation wasn’t just in their blood, it was their blood.

About an hour northwest of Milan, not too far south of Lago Maggiore in the region called Lombardia, there sits an old, expansive estate named Villa Caproni. Back in the ‘90s, I spent about five years living and working as a photographer in Italy and France, and one sunny afternoon, I found myself shooting on location at the villa. When I arrived, I hadn’t an inkling about the rich aviation history tucked away behind the villa’s faded, yellow ochre walls, but that soon changed. As I motored about the grounds in a sputtering, convertible Fiat 500 that seemed to have lost its roof to a hacksaw, I scouted the grounds and arboretum - the villa has its own arboretum! - looking for photogenic spots to make pictures. Rounding the rear of the main house, I came across a large, seemingly neglected shed with a weather-beaten wooden door and leaning roof. Of course, I just had to go in.

The door swung open on rusted hinges with a slow creak. As I pushed past a pile of five by tens (Italian two by fours), I saw up in the rafters, illuminated by the daylight spilling in through the doorway behind me, wooden wings with tattered, yellowed fabric and various pieces of antique aeroplane, including some primitive-looking propellers. It was cool, for sure, but it wasn’t until years later that I learned that Caproni was actually the first company to make airplanes in Italy. Caproni the company, dated back to 1908. Caproni, the villa, and the shed in which I was standing, dated back much further. When I mentioned to Ugo Caproni, our host that day, that I found a shed with an airplane in it, he said, “Yeah, my family used to make airplanes, but that was a long time ago, my grandfather.”

A quick check of historical records indicates that the Caproni family stored at their estate the one and only version of the Ca.20. The Ca.20 dates back to 1914 and is considered the first purposebuilt monoplane fighter. Only one exists since the Italian government wanted Caproni to focus on building heavy bombers. The Ca.20 was powered by a Rhone rotary engine, had a single machine gun placed above the pilot and propeller arc, and reportedly was much faster than other military planes being built at the time in Germany and France.

On another more recent afternoon, I was shooting the cover of a national magazine in a studio in New York City. As we were getting started, I noticed that the model’s last name was Heinkel. In between shots, I asked her about her name.

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There’s been an earthquake in Haiti, should we respond? That was the decision we faced on Jan 13th, 2010. Over 715 flights, 3700 personnel and 1.4 million pounds of critical supplies later, the answer was apparently, yes.

After Hurricane Katrina, 5 aviation specialists that had coordinated flights ad hoc, loosely formed the group known as Corporate Aviation Responding in Emergencies (C.A.R.E.). We then forged a relationship with National Business Avaition Association (NBAA) so that, in the event of another disaster, we could have NBAA direct assets to us immediately.

With that in place and not much more, we began the efforts that would prove again the power of general aviation and business aviation to the government. Indeed, the U.S. House and Senate recently passed resolutions recognizing the general aviation industry for coordinating relief missions to help victims of the January 12th earthquake that ravaged the island nation of Haiti. The measures specifically mention how business aircraft were vital to the response effort, transporting cargo, supplies and medical specialists to affected areas, and delivering victims to hospitals for treatment.

Through relationships in the business aviation community, C.A.R.E. was able to establish a complete supply chain from Ft. Lauderdale and Santiago, Dominican Republic, to some of the outlying areas around Haiti’s capital city of Port Au Prince, including Jacmel, Leogane, Les Cayes, Pignon, Port de Paix and Jeremie. In addition, C.A.R.E. provided critical passenger and supply transportation into and out of Port Au Prince prior to commercial airlines resuming their service.

Our ability to respond to an emergency situation needed to be fluid and dynamic, so we had to be creative and resourceful at every stage of the response effort. We also needed to know the best mission for each aircraft. The response in Haiti proved that every class of aircraft has a niche in a disaster response. The heavy iron was useful for Port au Prince and Cape Haitian but it could not go into the other 6 regions that had both paved and dirt strips. To maximize the efficiency of the operation, the large jets would take supplies into Santiago, DR and then turboprops would make 3-4 delivery runs per day to the outlying regions.

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#1. What is the WINGS program and how can I benefit from participating? Insurance? Currency and BFR requirements?

The WINGS program is the FAA Safety Team’s (FAASTeam) accident prevention program designed to improve pilot skills and knowledge while promoting flying proficiency on a continual basis in an effort to reduce accidents. The program is primarily web-based and allows for individual tracking of completed segments and other resources designed to encourage participation. The WINGS program is designed to help pilots maintain proficiency by performing training at regular intervals customized to their type of flying – not on a generic schedule in reference to the FAR flight review requirement.

As a pilot, the program has many benefits to offer including discounted aircraft insurance by several underwriters. The discounts vary, but the program is beneficial for pilots and insurers alike. Completing a phase of the WINGS program satisfies your regulatory requirement for a Flight Review, so there’s not a need for a formal flight review at the 24 month interval. In addition to the enhanced skills resulting from ongoing recurrent training, the WINGS program also offers specific training courses for Special Flight Operation areas like the Washington D.C. Special Flight Rules Area.

Another key benefit of the new system is that any certified flight instructor can validate your training credits. You don’t have to schedule a weekend course with an unfamiliar instructor for validation. Instead, you can schedule training activities and seminars to fit your schedule with familiar instructors. This scheduling convenience, along with the user friendly online interface, helps make the program something you’ll continue to utilize. The WINGS program topics cover Practical Test Standards (PTS) for the certificate and rating you possess. Although some topic areas are required for the WINGS program, there are many choices that will help you build a custom, recurrent program.

It’s difficult to argue against the benefits of a continuing proficiency program versus a more generic flight review every 24 months. In addition, the WINGS program offers financial incentives and the flexibility to fit our busy schedules. To learn more, visit FAASafety.gov.

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Probably best known for producing topdrawer aerobatic mounts for air shows and aerobatic competition, German manufacturer Extra will debut at Airventure Oshkosh the Extra 330LT, a tricked-out, faster version of its venerable 300-series of aircraft.

Extra is touting the plane as the fastest normally aspirated single engine piston airplane available today. Unlike it’s fully-aerobatic cousin, the Extra 300L, a new non-symmetrical wing design, originally designed for the Red Bull Air Race, and a 315 horsepower Lycoming Thunderbolt AEIO-580 engine gives the 330LT a blistering 190 KTAS cruise speed.

Dual glass Aspen EFIS displays and graphic engine monitoring, in addition to 58-gallon tanks and a 580 nautical mile range, make the taildragger hotrod an IFR-capable touring machine.

Extra says all these amenities won’t sacrifice the airplane’s aerobatic pedigree—the 330LT will capable of +/- 10 Gs. The plane is currently in the process of being FAA certified.

For more information, www.extraaircraft.com

Continental Unveils Jet A-burning Engine

After announcing that they were working on a diesel engine at Oshkosh last year, engine manufacturer Teledyne Continental unveiled a Jet A-burning four cylinder engine for use in the general aviation fleet.

According to company CEO Johnny Doo, the 230-horsepower engine could be certified as early as 2011 and available on the market in 2012. A six-cylinder cousin that produces 350 horsepower could be certified in 2013, said Doo.

In order to get the engine to market faster, the engine is based on existing technology and is not an entirely new design. The motor will be able to operate at altitudes up to 20,000 feet—an improvement over older diesel designs that were limited to operation below 12,000.

For more information, www.genuinecontinental.aero

Rocket Racing League Holds Inaugural Event

The rocket racing league held the first-ever QuikTrip Air and Rocket Racing Show at Tulsa International Airport on April 24. Two rockets raced on an imaginary track of rings graphically presented onto a pilot’s helmet display and on jumbotrons for the crowd.

Rocket Team Owner and Tulsa Air and Space Museum Diector Jim Bridenstine said the show was a demonstration of the RRL technologies for later races. “Over the next year or two you’re going to see the Rocket Racing League participate in air shows,” said Bridenstine. “We’ll demonstrate this tech on the air show circuit, building fan base and audience and eventually standalone events.”

According to Bridenstine, witnessing a rocket on the imaginary track is sight to behold. “They’ve got amazing acceleration,” said Bridenstine. “If you think of an F-16 in afterburner—it’s louder than that. It’s crazy loud.”

For more information, www.rocketracingleague.com

94UL Could Replace 100LL Avgas

Traditional 100ll avgas could be hard to come by soon. With the Environmental Protection Agency planning to phase out leaded gasoline, in addition to its high cost and sparse availability worldwide, fears for the untimely end of avgas are mounting.

Engine manufacturer Continental is looking into unleaded alternatives, running detonation tests at their Mobile, Ala. plant on 94UL—a version of 100LL, sans lead as the octane enhancer. Lower-compression engines capable of running 80/87 octane won’t have any problem running the unleaded alternative, says Continental. Larger engines with higher compressions could require adjustments to timing in order to accept 94UL.

Continental says the fuel will need two more years of testing before it’s ready to hit the market.

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It’s a cold day in January – made colder by the moist maritime air hanging over New York City. Lined up on the runway centerline, the snow-covered airport looks desolate and hostile in the mid-afternoon light. Less than a month away from the winter solstice, the sun is already low in the sky.

In a mere 90 minutes day will give way to night. Runway 4, our departure runway, extends out over the water on pilings, the land not being sufficient for its 7000 feet of length. The water of Flushing Bay beyond is uninviting at any time of the year, but particularly so today.

I advance the thrust levers to the TOGA (Take-Off and Go-Around) power detent. Sully carefully watches as the engine readings accelerate and he makes the standard call outs of “TOGA Set, 80, V1, Rotate,” as we accelerate down the runway and lift the Airbus into the air. Our thoughts are on the short flight to Charlotte and then home, but we are mere seconds away from a pivotal moment that will change our lives…forever.

We climb away from La Guardia as we pass through all the various regimes of a takeoff, raise our gear and flaps, and transition to cruise climb. In our minds we are making the mental transition from where we were to where we are going–that odd thought progression you develop as an airline pilot. Here and now is only a transitory state from yesterday to tomorrow. Don’t ask an airline pilot where he was 24 hours ago, he may not be able to tell you, and tomorrow is so far in the future as not to be worthy of thought. At this low altitude, we are still entirely concentrated on the flight at hand, but shortly our thoughts will be focused on mundane, everyday concerns. Will we get back to Charlotte in time for Sully to catch his last flight back to San Francisco? Should I eat in the terminal or wait for Chicago? Are we all coming back in 3 days to re-create this trip?

At 3000 feet I imperceptibly nudge the sidestick forward to reduce our pitch altitude and accelerate to 250 knots. This is only my second trip out of training. I am still trying to get used to the sidestick controller. Experienced Airbus pilots would have engaged the autopilot long ago.

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Looking back, this was probably not the best day for a test flight. The dreary sky was dark and cold, and the drizzle falling from the ragged clouds soaked me as I finished my pre-flight walk around, climbed the ladder to survey the small, cramped cockpit, and strapped my saturated self into the driver’s seat.

I signaled for engine start and hear the whine of that turbo starter as it brings the J-57 after-burning turbo-jet engine to life. The sounds of the airplane were all normal as the F-100’s hydraulic and electrical systems came on-line.

This cockpit was very familiar to me, for I had just returned from Vietnam, where I had flown 325 combat missions as a MISTY Super FAC before being shot down and successfully rescued from the clutches of North Vietnam by the Jolly Greens Helo Team.

The F-100 Super Saber was a sleek, sweptwing, supersonic, single seat, single engine fighter. This day, all of the external drop tanks and bomb rack pylons had been removed. In this “clean” configuration, this bird was truly a “hot rod.”

I was on a test hop out of Lakenheath Air Base in England. The weather was Delta Sierra, on the lowest scale. But the aircraft had just come out of a major maintenance overhaul, and had to be test flown before being returned to active duty status. Normally, the Functional Check Flight (FCF) was flown in VFR weather in better than 5,000 feet overcast with five miles of visibility. But today, the pressure was high, as we were still in the throngs of the Cold War and our NUKE deterrent was critical. Our Fighter Wing’s tasking was that we were to maintain 12 fully operational F-100’s on scramble alert status, each loaded with one MK 61, a one megaton thermal nuclear weapon targeted for a specific location somewhere east of the Iron Curtain.

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