Issuu

Calendar of Events

To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email vickie@inflightusa.com.

Note: Calendar includes only information available by our press date. Confirm the status before attending

JUNE

Jun 6-7: U.S. Aircraft Expo Pacific North- west, Bozeman, MT, usaircraftexpo.com/ bozeman

7-8: The Great Tennessee Airshow, Smyrna Airport, Smyrna, TN, U.S. Navy Blue Angels, www.greattennesseeairshow.com

7-8: 2025 Beale AFB Open House, U.S. Air Force Thunderbirds.

13-15: NJ Air Show, West Milford, NJ

14: The Flying Proms Symphonic Air- show, Virginia Beach, VA

14-15: Air Dot Show, Ocean City, MD, U.S. Navy Blue Angels, F-16 Viper Demo Team, air.show/oceancity

20-21: Moses Lake Airshow, Moses Lake, WA, moseslakeairshow.com

20-22: Thunder Over Michigan Air Show, Ypsilanti, MI, U.S. Navy Blue Angels, thunderovermichigan.org

21: Summer Solstice Day, Petaluma Airport

21-22: Centerpoint Energy Dayton Air Show, Vandalia, OH, U.S. Air Force Thunderbirds, daytonairshow.com

28-29: Chippewa Valley Air Show, Eau Claire, WI, U.S. Navy Blue Angels

28-29: Tinker Air Show, Tinker AFB, OK, U.S. Air Force Thunderbirds, USMC MV-22 Osprey

28-29: National Cherry Festival Air Show, Traverse City, MI, F-22 Raptor Demonstration Team, USMC F-35B, www.cherryfestival.org

28: Skagit Skies Airshow & Community Aviation Festival, Burlington, WA, U.S. Army Parachute Team Golden Knights

JULY

July 2-6: Battle Creek Field of Flight Air Show & Balloon Festival, Battle Creek, MI, U.S. Air Force Thunderbirds, F-35A Lightning II Demonstration Team, U.S. Army Parachute Team Golden Knights, fieldofflight. com

3: Radio Dubuque Air Show & Fire-works Spectacular, Dubuque, IA, F-35A Lightning II Demonstration Team, www.radiodubuque.com/airshow-2024

4: Thunder Over East Texas Air Show, Athens, TX, F-16 Viper Demo Team

5: Thunder Over Cedar Creek Lake Air Show, Mabank, TX, F-16 Viper

Demo Team, ccveteransfoundation.org/ thunder-over-cedar-creek-lake-airshow

5-6: Duluth Airshow, Duluth, MN, U.S. Navy Blue Angels, F-22 Raptor Demonstration Team, www.duluthairshow.com

12-13: Pensacola Beach Air Show, US Navy Blue Angels, Pensacola, Florida

12-13: Geneseo Airshow: The Greatest Show on Turf! Geneseo, NY, F-35A Lightning II Demonstration Team, nationalwarplanemuseum.com/ airshow

19-20: Milwaukee Air & Water Show, Milwaukee, WI, U.S. Navy Blue Angels, F-22 Raptor Demonstration Team, mkeairwatershow.com

21-27: EAA AirVenture Oshkosh, Oshkosh, WI, F-22 Raptor Demonstration Team, USMC F-35B Lightning II, www.eaa.org/airventure

25-27: Tri-City Water Follies Air Show, Pasco, WA, F-16 Viper Demo Team, waterfollies.com

August 1-3: Boeing Seafair Air Show, Seattle, WA, U.S. Navy Blue Angels, www.seafair.org

9-10: Rumble Over the Redwoods, Humboldt County Airport, rumbleovertheredwoods.com

12-12: Pensacola Beach Air Show Pensacola Beach, FL U.S. Navy Blue Angels, 16-17: Wings Over Camarillo, Camarillo, CA wingsovercamarillo.com

16-17: Props and Pistons Festival, Akron, OH, www.flyohio.org

23-24: Quad City Air Show, Davenport, IA, U.S. Air Force Thunderbirds, www.quadcityairshow.com

23-24: Air Dot Show New York, Montgomery, NY, F-22 Raptor Demonstration Team

31-Sep 1: Cleveland National Air Show, Cleveland, OH, U.S. Air Force Thunderbirds, www.clevelandairshow.com

FLY HIGH

2-4: Commercial UAV Expo, Caesars Forum, Las Vegas, NV, Commercial Drone Exhibits and Demonstrations www.expouav.com

19: U.S. Aircraft Expo Denver, CO, Sheltair Aviation, Scottsdale, AZ usaircraftexpo.com/denver2025

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Aircraft Technician Maintenance (Photo Courtesy Premier Aircraft)

The Ups and Downs of Flight Training By Ed Downs

The third week of August 1961, was a tumultuous time with reverberations that continue to this day. John F. Kennedy was President, and a CIA led action was underway in Cuba. Some 1,400 Cuban exiles (The 2506 Brigade) had invaded their homeland, landing on a little known inlet called the Bay of Pigs, with the intent of overthrowing the Castro dictatorship. But the Brigade was in trouble. The invasion was not going as planned and the U.S. refused to provide needed air support. With the administration realizing the invasion plan was failing, the U.S. Air Force was instructed to block any efforts by free Cubans to garnish their own air support. Radar had picked up a four-plane formation flying down the West coast of Florida, apparently heading for the conflict. Two fully armed F-4 jet fighters were scrambled to intercept this flight of four, ready to use force, if necessary, to prevent a bad situation from becoming even more convoluted.

Wow, what a great drama! This would make for a terrific spy story, right? Perhaps, but a good spy drama would probably not include a 20-year-old pilot who had his head firmly planted “where the sun don’t shine,” completely unaware of what was going on, or that his location of flying “slot” in a loose four-plane diamond formation would attract the attention of armed Air Force aircraft. Yup, that pilot was this writer, involved in a personal adventure with absolutely no knowledge of what was going on. Two days earlier, while flight instructing at a major FBO in the Los Angeles area, my twin brother (also a CFI) rushed into the training center asking if I would like to fly a Beechcraft TravelAir (light twin) to Miami along with three other light twins (a Cessna 310, Aero Commander and Beechcraft Baron).

The FBO’s sales department had just sold these four airplanes to an outlet in Southern Florida, and they needed to be flown to their new home immediately if the deal was to go through. My brother, along with an old-time TWA pilot and local charter pilot, had been rounded up to ferry the planes, but they were still one pilot short, ergo the offer extended to this writer. As the last one picked for this team effort, I got the smallest plane, one I had never flown before. With a departure schedule in just an hour, this kid depended upon the planning of the more experienced pilots (not my brother!) along with a quick briefing on the plane I was to fly. A quick trip was made to buy a toothbrush, and we were off with my little TravelAir playing catch-up to the three faster planes all the way to Wichita Falls,

Texas. Sounds like some bad judgment in play? Afraid so! After overnighting in Wichita Falls, we headed for Miami, and the intercept, not even knowing what was going on in Cuba. Once again in trail (flying “slot”) I was the first to notice the F-4 saddle up to my plane. Looking over my left shoulder, I noted a second F-4 positioned as a “shooter.” Now, for the “training” part of this story. What would you have done?

For the first time in this adventure, I made a good decision. After quickly advising my formation mates of an apparent intercept (on multiroom 122.9), I selected 121.5 on my trusty 90-channel Narco and transmitted to the Air Force planes to see if they were on frequency. The flight leader responded, and a conversation explaining our purpose ensued. We were instructed to maintain straight and level as The F-4 “looker” slowly maneuvered around our planes, apparently looking for external munitions. We were given a direct heading to Miami, and it was confirmed that radar had us in contact. Transponders were not commonly installed back then, so the Fighters wanted to make sure we could be tracked. All ended well, but remembering this event quickly brought the present to mind, and the possibility (even probability) of some of our readers “pulling an intercept.”

The TFR (Temporary Flight Restriction) did not exist in 1961, but it certainly does today. Issued as an FDC (Flight Data Center) NOTAM, a TFR is regulatory and must be complied with. What many do not realize is how common TFR’s have become. Many think a TFR is primarily established to cover VIP travel, but that is a small percentage of actual TFR issues. Of course, TFR’s cover issues of national security and VIP protection, but keep in mind that major sporting events also earn a TFR. Called the “rule of three,” any major event held at a location accommodating more that 30,000 seats automatically have a TFR that extends for a three mile radius, up to 3,000 feet AGL above the event. This restriction exists from one hour before to one hour after the event. Locations that fall under the “rule of three” are now shown on sectional charts (and in tablet programs) with special symbology. Airshows get a TFR. Areas that have been subjected to a national disaster of some kind (fires, flood, earthquake) earn a TFR. Many events that might attract media attention (train wreck, bridge collapse, major highway problem) or any activity that might require aerial support from first responders will earn a TFR. A Continued

The Ups and Downs

Continued from Page 6

major issue with various emergency situations in today’s world is that they attract media drones, which interfere with lifesaving operations. Rightly, a TFR will be implemented to prevent media drones from disrupting rescue efforts. Regrettably, irresponsible media (and privately owned) drones have become a major issue. Sometimes the need for a TFR may be related to special training activities, as is the case wherein a major university has a world-class Unmanned Aerial Vehicle (UAV) program as a part of their overall aviation degree options. The nature of these advanced UAVs require flight at a high altitude, covering a large area, thus a TFR.

A visit to the FAA URL, Federal Aviation Administration – Graphic TFRs, will give you a good start at knowing what is going on. As of the writing of this column, there were 85 active TFR’s in play. FAA approved Electronic Flight Bags (EFB’s) are now accepted as a source for learning about TFRs. Of course, Flight Service is a convenient contact, available online or with a phone call to 1-800-WXBRIEF. Given the proliferation of TFRs, this writer strongly recommends every flight, even if for just local touch and go practice, do a quick TFR check just

to make sure nothing has cropped up in your local area that might not have caught your attention. But let’s say you do check, and while cruising along with the autopilot allowing you to relax while social networking, you suddenly notice an F-16 (having little Cessna 172s painted under the cockpit) group up with you. Okay, it probably will not be a F-16, as any form of government aircraft can be used for an intercept, even a helicopter (gunship… be afraid!). The point is you have pulled an intercept. Going back to what this young (dumb?) pilot did, immediately go to 121.5 and establish contact. With courtesy and concern, comply with instructions. You may simply be ushered out of the disputed airspace. If asked to land at a nearby airport, do so. In all probability, your error was accidental. Immediately file an ASRS report with NASA and cooperate with all requests from the FAA or Military. If unable to establish radio contact, the intercepting aircraft will slowly move forward, wag its wings and execute a turn in the direction they want you to fly. Get a clue and follow that plane.

TFR awareness is now a major part of flight planning; take it seriously. Oh, yeah, while you are thinking about it, avoid war zones. The armed aircraft might not be crewed by the nice gent I met all those years ago!

By Darren Pleasance AOPA President and CEO

AIRPORTS ARE THE magical Emerald City at the end of a golden flight and a place of welcome for pilots and their passengers. Especially general aviation airports, the lifeblood of our industry, the places where GA pilots, their aircraft, and their passengers should feel welcomed, respected, and celebrated.

I think of Peter O. Knight Airport (TPF) in Tampa, where Atlas Aviation’s Deric Dymerski’s staff in cherry-red shirts greet incoming aircraft with red carpet treatment (yes, they lay out a red carpet), and the fresh-baked cookies at KRS Jet Center at East Texas Regional Airport (GGG). So many great GA airports welcome us with hot dogs and snacks, treats for the dog, and, of course, there is the often quirky but always appreciated courtesy car. These places of welcome at the end of a pleasure flight or a tough business day are the cherry on top of an avocation that we pilots appreciate and, I believe, should come to

Aviation’s Lifeblood Airports

are our friends—or should be

expect. We all appreciate the little luxuries of pilot quiet rooms, overstuffed couches, those cookies, and toiletries in the bathrooms.

However, recently I’ve been hearing from you that many airports aren’t as welcoming as they should be. I’m hearing of egregious fees for necessities at airports such as fuel, parking, even the use of toilets! Some FBOs, often those with a monopoly on the field, have been charging pilots for services they did not request or need and implementing egregious fees for events and holidays. The idea that our own GA airports— those welcome places at the end of our flight—are making pilots uncomfortable is beyond frustrating to me.

Reports of ADS-B data being used to charge some of these egregious fees concerns me. As I said in my column last month (“Original Intent,” May 2025 AOPA Pilot), ADS-B data was only to be used to make flying safer and improve airspace efficiencies. If, as we have begun to see, that data is part of some airports’ plans to collect addi-

tional fees, it’s wrong. Safety is AOPA’s top priority, and ADS-B is an essential tool for improving safety. ADS-B data should not be used to charge landing fees, nor should it invade a pilot’s privacy or contribute to a frivolous lawsuit. That’s contrary to the ADS-B safety objective. So, what is going on here? Why are some airports taking down their welcome signs and acting discourteous? Let’s get to the bottom of this. AOPA understands the need for privately owned airports to help with their bottom line, but federally funded airports and their FBOs should not be gouging GA pilots with egregious fees for simple basics like parking, security, and facilities. Rather than all these fees, airports should be looking to improve their economics by investing in revenue-producing assets, such as new hangars, promoting flight schools and maintenance facilities, or incentivizing aviation businesses to open up shop on the airport, as Tennessee did when it enticed Cirrus to open its Vision Center in Knoxville. Healthy airports contribute

to healthy communities. Airports are like our national park system, or on/off ramps on the highway. They’re a core part of our national infrastructure and are public assets intended to be used by all. This isn’t about “no fees” since even national parks have some sort of fee; it’s about “fair and reasonable” fees. What if a national park doubled or tripled their park entrance fees and then started adding in “security fees,” “convenience fees,” or for a special event (Old Faithful erupting), they charged an extra “event fee” purely because they could, and users had no other option but to pay it? What if every highway off ramp could be commandeered by a local authority to charge whatever fee they wanted to use it, and what if a Porsche exiting the highway had to pay more than a Ford simply because the Porsche driver is likely wealthier? This is what’s increasingly happening at airports, and if we don’t all team up to manage it better, we will likely see a steady and persistent

Continued from Page 43

National Championship Air Races In Roswell Being Met With Optimism and Apprehension

By Vickie Buonocore

In a recent online message, RARA Chairman and CEO Fred Telling gave the latest updates on moving the National Championship Air Races from Reno to Roswell, New Mexico. The video message on YouTube acknowledges the “anticipation and apprehension” surrounding the move to Roswell.

He said that while the transition to Roswell is being met with “optimism from local stakeholders eager to embrace the event,” some members of the broader racing community have “approached change with cautious hope and reflecting an end of an era in Reno and the beginning of a new chapter in New Mexico.”

Throughout his 30-plus minute message, Telling said several times, the Reno Air Races were forced to move. “Our last race license was granted by the RTA (Regional Transportation Commission of Washoe County) for 2023 and that was the final racing license… we were forced to find a new home.”

Initially, 38 communities expressed interest in hosting the races, 11 actually came to bidder’s conferences and six filed responses for proposals. “Roswell was selected because it was in the evaluation of the board, the pilots and lead volunteers, the safest place to conduct racing now and well into the future. Secondly, Roswell has the capacity to support the emergency planning necessary every year to plan and be prepared for an event, like 2011, which we hope will never happen again.” Tragically, on Sept. 16, 2011, The Galloping Ghost, a highly modified North American P-51D Mustang crashed, killing pilot Jimmy Leeward, and ten people on the ground and injuring 69 others. “These were two critical factors which combined with the enthusiasm of the state of New Mexico, the city (of Roswell) and the county (Chaves County) officials and all the communities that surround Roswell, that tipped the bal-

ance,” said Telling.

With the change of venue, Telling acknowledged, “there are many challenges.” Hotel and lodging options in Roswell differ significantly from those in Reno. In fact, he said, that within two weeks of announcing the race dates, Sept. 10-14, 2025, in Roswell, 90 percent of the available rooms in town had been reserved. The town has 10 hotels or motels, which consist of about 1,100 rooms. The nearby towns of Artesia (41 miles away), Carlsbad (76 miles away) and Ruidoso (74 miles away) offer accommodations closest to Roswell. However, they – with the exception of Artesia – are a more than an hour away and all will require guests to have a car to drive into Roswell. Telling is hoping his team can arrange for plenty of rental cars and possibly shuttles. Further, there will be 400-500 RV spots on the Roswell Air Center.

Unfortunately, some who made reservations early on have said their reservations were canceled without explanation. Many surmised that hotels, motels and other lodgings establishments realized rooms could be sold for a significantly higher price and therefore canceled early reservations in order to rebook the rooms at higher rates.

On a brighter note, Telling said Roswell features 82 acres of event space, which is about 35 percent larger than what was available in Reno. Roswell Airport was the Walker Air Base during World War II and afterwards a sack base. “The 1,735-largely north-south runway will be our principal race runway and the race course will be organized oriented to the west. Nearly one third of our pylons are over the airport area and two-thirds are over the Brown Brother’s Ranch, now in its fourth generation of ownership by the Hollifield family, who have been tremendously supportive,” said Telling.

Additionally, the event space allows for “an enhanced fan experience,” said Telling. There is more room for vend-

In February 2025, groundbreaking took place for the new grandstands in Roswell, New Mexico. Since that time, new pylons are being constructed, new pit areas are being constructed and extensive re-paving of the 82-acre event space is being prepared for the National Championship Races Sept. 10-14.

Editorial By Ed Downs

“Party,” you say? Who’s having a party? Okay, just in case you have the “Sheldon” personality shortcomings of the hit TV show, “Big Bang Theory” (unable to discern satire), please allow an explanation. As this opinion piece is being written, the “Big Beautiful Bill” that is intended to fund our great nation is going through the meat grinder of negotiations typical of the U. S. Congress. Having passed a U.S. House of Representatives vote just prior to this editorial going to print, the “Big Beautiful Bill” has been delivered to the U.S. Senate for further machinations. Accolades are already appearing as this Bill moves through the system, especially from the aviation community, as a major component of this Bill is the “Air Traffic Control Staffing and Modernization Act.”

thrives on near-miss videos and politicians yelling at one another. The reality is that the pilot training world has been “partying” in the ATC environment we have today for well over half a century! So here is an invitation to those experts and politicians who seem to just be noticing a stressed out ATC system: You are welcome to join our “party” at any time! This writer is hereby volunteering to offer all politicians and bureaucrats who actually give a hoot a free one-day program to help them understand that at least one sector of the NAS actually knows what is going on.

This Act promises to hurl some $12.5 billion dollars into an FAA system being managed by the same individuals who share significant responsibility for creating the well-publicized problems now facing the National Airspace System (NAS). Of course, if listening to major media outlets (and they are always correct … right?) air traffic conflicts and failures have hit a dangerous level and “something has to be done.”

As with most political solutions to problems, that “something” is to hurl yet more tax dollars into a bottomless pit. But just days before penning this editorial, this writer engaged in an activity that offered another perspective. Stepping back into my role as a CFI, I conducted a Flight Instructor Revalidation Clinic (FIRC) and was struck by a sudden, but obvious, realization. One of the required subjects covered in this FAA approved (and monitored) program is titled “Pilot Deviations.” This subject deals with all forms of anomalies in airspace managed under the jurisdiction of what we generically call “ATC:” Runway incursions, ground conflicts, ATC clearance confusion, incorrect operation of advanced avionics and auto flight systems, wrong surface landings, communication misunderstandings and other issues absolutely applicable to the so called “sudden” proliferation of ATC-related problems. Basic IFR ground training, and certainly the FAA Instrument Airman Certification Standard (ACS) cover lost communication procedures in detail with respect to where to go and what to do. All of the preceding FIRC training has been in place for at least 20 years and basic IFR procedural training has not changed substantially for more than 50 years. Yet for some reason, recent ATC issues are considered “NEW” and “UNANTICIPATED” as the media

The preceding conclusions took this writer in yet another direction. Although basic IFR training does cover such funfilled moments as complete loss of communication while flying IFR, either enroute or during an approach, the basic written exam and even the ACS do not specifically address runway incursions, wrong surface landings and communication failures that come from the ground, not the airplane. All of these subjects are covered (actually mandated) in a FIRC. But let’s back up a moment and ask, exactly what is a FIRC. Many pilots do not know that flight instructors must have their CFI Certificate renewed every two years, the only pilot certificate that has an expiration date. A FIRC is a 16-hour training program taught under FAA approval by an FAA approved instructor who must be teaching from an FAA authorized program. This two day “live” class is taught around the country, in the case of this writer, under a certificate held by Aviation Seminars. Check out FAA Test Prep and Flight Instructor Renewal. Online classes are also available from Aviation Seminars and several other wellknown and respected training resources. The curricula are carefully supervised by the FAA, with some version of “Pilot Deviations” required to be a part of all FIRC programs. It is the FAA’s thought that if Flight Instructors receive instruction specific to ATC anomalies, they will pass this information on to their students during initial training and later during Flight Reviews. It is then presumed that this valuable training will be remembered for the remainder of a pilot’s flying career. Sounds like a good idea, but is it working? This writer tries to keep up with weird ATC stuff through the NASA ASRS program and audio recordings that become available through aviation outlets (like AOPA) and general media sources. One recent recording caught my

Aviation Groups Join Call for Urgent Modernization of Nation’s Air Traffic Network

Several aviation groups recently stated their strong support of a proposal by the House Transportation and Infrastructure Committee aimed at jumpstarting the long-overdue modernization of the U.S. air traffic control system.

The proposal is backed by the 56-member Modern Skies Coalition, made up of a wide range of aviation stakeholders, including pilot organizations and leading aviation companies. The coalition endorsed the plan, calling it a “much needed downpayment” on essential improvements.

“As stakeholders from across the aviation industry, we have sounded the alarm for decades about the challenges created by aging technology and infrastructure, as well as the controller and technician staffing shortages,” the coalition said in a statement.

The $12.5 billion plan includes funding in several key areas including tower and TRACON refurbishment, replacing decades-old radar and communication systems, and expanded recruitment and training of air traffic controllers.

In a letter to Committee Chairman Sam Graves (R-Mo.) and Ranking Member Rick Larsen (D-Wash.), AOPA President and CEO Darren Pleasance expressed strong support, calling modernization a necessary investment in safety, efficiency, and economic competitiveness.

AOPA states:

“It’s encouraging to see concrete steps finally being taken to address these critical issues,” said Pleasance.

“This proposal is a very positive first step and represents a significant and overdue investment in the future of our

national airspace. We look forward to working with Congress, the Trump Administration, and other partners to build on this momentum.”

GAMA states:

“There is a broad industry consensus for expedient increased investments in the U.S. air traffic control system. GAMA supports the committee proposal, being considered this week, that will provide an essential downpayment for the resources needed to modernize aviation technology and facility infrastructure and address critical air traffic controller staffing needs. A strong infusion of federal funds is critical to ensure that America has a safe, resilient and modern National Airspace System (NAS) now and in the future,” said James Viola, GAMA president and CEO.

NATA states:

“NATA’s 3,700 member compa-

nies operate at nearly 4,500 airports in thousands of communities across the nation, providing air transportation services, driving economic growth, and supporting critical disaster relief, law enforcement, and medical services. Every day, our members experience firsthand the negative impacts of aging ATC infrastructure, insufficient technology at general aviation airports, and inadequate controller staffing in busy airspaces. We believe the proposal will positively affect these areas, while providing necessary Congressional oversight to ensure funds are used in a strategic, timely, and transparent manner,” said NATA President and CEO Curt Castagna.

Learn more at aopa.org, gama.aero, or nata.aero.

June 15, 2025 • 11 a.m. to 4 p.m.

Open Cockpit is when the museum’s visitors can view our famous aircraft including A-3 Skywarrior, A-4 Skyhawk, A-6 Intruder, A-7 Corsair, Harrier jump-Jet T-39 Saberliner, Mustang P-51 ¾ scale, Cessna 0-2 and a Mig-15.

March 6, 2022 • Noon to 4 p.m.

Short Solent Flying Boat walk through tour for an additional fee.

Open Cockpit is when the museum’s visitors can view our famous aircraft including A-3 Skywarrior, A-4 Skyhawk, A-6 Intruder, A-7 Corsair, Harrier jump-Jet, Hiller UH-12 E Helicopter,T-39 Saberliner, Mustang P-51 3⁄4 scale, Cessna 0-2, and Mig-15.

Short Solent Flying Boat walk through tour for an additional fee.

Short Solent Flying Boat walk-through tour for an additional fee.

Activities during Open Cockpit include:

Short Solent Flying Boat walk through tour for an additional fee.

Activities during Open Cockpit include:

Short Solent Flying Boat walk through tour for an additional fee.

• Color Guard.

Activities during Open Cockpit Day include:

Activities during Open Cockpit include:

• Color Guard

• Color Guard.

Short Solent Flying Boat walk through tour for an additional fee.

• Color Guard.

Activities during Open Cockpit include:

• Santa Clara Masonic Lodge will o er refreshments for purchase.

Activities during Open Cockpit include:

Short Solent Flying Boat walk through tour for an additional fee.

• Alfredo’s Catering will be offering refreshments for purchase.

• Santa Clara Masonic Lodge will o er refreshments for purchase.

• Color Guard.

• Live music by The Friends of Ken Band.

• Live music by The Friends of Ken Band

• Santa Clara Masonic Lodge will o er refreshments for purchase.

Activities during Open Cockpit include:

• Color Guard.

• Live music by The Friends of Ken Band.

Activities during Open Cockpit include:

• Live music by The Friends of Ken Band.

• European Train Enthusiasts exhibit.

• Color Guard.

• Santa Clara Masonic Lodge will o er refreshments for purchase.

• Oakland Airport Fire Department Display.

• Color Guard.

• European Train Enthusiasts exhibit.

• Santa Clara Masonic Lodge will o er refreshments for purchase.

• Southern Alameda County Radio Controllers RC aircraft display.

• Santa Clara Masonic Lodge will o er refreshments for purchase.

• European Train Enthusiasts Exhibit

• Live music by The Friends of Ken Band.

• Southern Alameda County Radio Controllers RC aircraft display.

• Color Guard.

• Live music by The Friends of Ken Band.

• Santa Clara Masonic Lodge will o er refreshments for purchase.

• ORCA Ham Radio exhibit and demonstration.

• Southern Alameda County Radio Controllers RC aircraft display.

• European Train Enthusiasts exhibit.

• Live music by The Friends of Ken Band.

• Southern Alameda County Radio Controllers Model Aircraft Exhibit

• ORCA Ham Radio exhibit and demonstration.

• Live music by The Friends of Ken Band.

• European Train Enthusiasts exhibit.

• ORCA Ham Radio exhibit and demonstration.

• Simulators available for an additional fee

• Mercedes Car Club Display

• European Train Enthusiasts exhibit.

• Santa Clara Masonic Lodge will o er refreshments for purchase.

• Simulators available for an additional fee

• Southern Alameda County Radio Controllers RC aircraft display.

• European Train Enthusiasts exhibit.

• Live music by The Friends of Ken Band.

• Ham Radio Demonstration

• Southern Alameda County Radio Controllers RC aircraft display.

• ORCA Ham Radio exhibit and demonstration.

• Southern Alameda County Radio Controllers RC aircraft display.

Open Cockpit day is a GROUPON Blackout day

• ORCA Ham Radio exhibit and demonstration.

• European Train Enthusiasts exhibit.

• Simulators available for an additional fee

• ORCA Ham Radio exhibit and demonstration.

Open Cockpit day is a GROUPON Blackout day

• Simulators available for an additional fee

Open Cockpit day is a GROUPON Blackout day

• Simulators available for an additional fee

• Southern Alameda County Radio Controllers RC aircraft display.

Open Cockpit day is a GROUPON Blackout day

• ORCA Ham Radio exhibit and demonstration.

Open Cockpit day is a GROUPON

Open Cockpit day is a GROUPON Blackout day

• Simulators available for an additional fee

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VERTICON 2025 Update, Part Three

By Cynthia Wheatley Glenn

There is much talk and controversy right now regarding the safe use of leaded aviation fuel. The following update has been reprinted with permission from flyEAGLE.org:

Clearing the Air: How Unleaded Aviation Fuel Is Gaining ApprovalPart 3: The Role of Industry Consensus Standards in the Approval and Use of Unleaded Aviation Fuel

This is the third installment of a three-part series explaining how the next generation of unleaded aviation fuels may be authorized for use in specific engines and aircraft. The first installment covered Supplemental Type Certificates (STC) and Approved Model List (AML), while the second installment examined Fleet Authorization utilizing the Piston Aviation Fuels Initiative (PAFI). The development of a viable unleaded replacement for 100LL must address two fundamental needs: 1) FAA safety approval/authorization for operation of a new fuel in engines and aircraft and; 2) Stakeholder/marketplace understanding and confidence to produce, distribute, purchase, dispense, operate and support the use of a brand new fuel. Owner/operators must also be well-informed when choosing to use a new unleaded fuel.

In this final article, Eliminate Aviation Gasoline Lead Emissions (EAGLE) provides information on the critical role of industry consensus standards, such as those from ASTM International, to assist in the safe and consistent production, distribution, and use of aviation fuels.

Q: Why is a consensus-based specification for a new unleaded aviation fuel important to pilots and aircraft owners?

A consensus-based specification for a new unleaded aviation fuel undergoes a rigorous peer review of the required properties for the fuel and an assessment of which test procedures must be applied to determine if the fuel meets the requirements for its intended purpose. The specification is a governing document that is used to assess the quality of the fuel and provides assurances that it will perform in the aircraft as expected regardless of where the fuel is purchased. Industry consensus standards are developed by entities who bring together representatives and experts in a given field and provide the framework to develop proposed standards with appropriate supporting data which is then reviewed, discussed,

How the next generation of unleaded aviation fuels may be authorized for use in specific engines and aircraft is currently being considered. ASTM International, an independent, non-government organization, is a globally recognized standards development body that establishes and manages technical specifications for a wide range of products, including aviation fuels. (Photo credit: FAA)

questioned, and ultimately agreed upon by reaching consensus. If consensus is not reached, the issues are adjudicated through an established process with all members of the group having the opportunity to weigh in on the outcome. Additionally, the consensus standards development process facilitates the understanding and acceptance of a fuel across a broad range of aviation and petroleum stakeholders. During the development of the standard, and by reaching consensus, issues (beyond those of airworthiness considered by the FAA as part of an applicants’ STC application) are surfaced and addressed by the fuel sponsors. Examples include questions about the fuel’s fit for purpose, fuel handling and storage characteristics, and cosmetic impacts on aircraft that may not affect airworthiness but are of interest to manufacturers, maintainers, and aircraft owners.

Q: Why are consensus standards important to aviation as a whole?

Consensus standards help provide consistency in fuel quality and compatibility with existing infrastructure, facilitating a smooth transition to leadfree aviation gasoline.

There are several stakeholder organizations directly involved in making the business and financial decisions to take on the responsibility and risks of deploying a brand-new fuel. This includes decisions to produce the new fuel by bringing together petroleum and some new chemical components per the fuel production specification; distribute the new fuel by transporting via road, rail and barge infrastructure; store the new fuel at various transporta-

VERTICON 2025

from Page 12

tion connection locations and airports; dispense the new fuel into customer GA aircraft ensuring safety and compliance for aircraft and personnel; and provide maintenance and manufacturer continued operational safety, technical and warranty support. These are marketplace decisions that must be made by several different stakeholder businesses that are not related to FAA issuance of a TC, STC, authorization or any other approval. Just as FAA must have the information necessary to determine compliance with 14CFR part 23 airplane and part 33 engine airworthiness requirements to make its approval decision, producers, distributors, fixed base operators (FBOs), airports, and engine/ aircraft manufacturers require an adequate understanding of a new fuel to make business decisions on the risks of deployment.

Without consensus standards, each company in the supply chain would need to individually review testing data and the specifications derived from that data. This approach is costly, time-consuming, and lacks the benefits of broad industry subject matter expert peer review, input, and oversight.

A successful transition to a new unleaded fuel requires broad acceptance across the aviation and petroleum industries, relying on rigorous testing, stakeholder collaboration, and the establishment of robust specifications.

Q: How do industry consensus standards assist in fuel safety and reliability throughout production and distribution?

Fuel production, distribution, storage, and handling parameters are set by multiple consensus standards developed by a thorough analysis by leading experts. These standards, along with industry-supported consensus specifications, provide confidence in the fuel’s composition, properties, and quality throughout production, distribution, and delivery to the aircraft.

New fuels must be tested not only for engine compatibility but also for their interactions with materials used throughout the supply chain, including hoses, filters, gaskets, and other fuel system components. Materials compatibility evaluation serves as due diligence in helping to ensure that fuels do not degrade or contaminate equipment used in transportation and storage.

Consensus standards can help minimize risks for pilots, aircraft owners, airports, fuel distributors, and fixedbase operators (FBOs), and help to ensure that unleaded aviation fuels maintain their integrity from manufacture to aircraft. They also provide a framework

for mitigating operational risks, so that new fuels can be used safely in both existing and newly developed fueling infrastructures.

Q: Who is ASTM International, and what role do they play in the introduction of new unleaded aviation fuels?

ASTM International, an independent, non-government organization, is a globally recognized standards development body that establishes and manages technical specifications for a wide range of products, including aviation fuels. Founded in 1898, ASTM brings together experts from various industries to create and maintain standards that ensure product quality, safety, and performance. In aviation, ASTM plays a key role in developing voluntary consensus standards for aviation fuels, including unleaded avgas, as well as motor gasoline, diesel fuel, jet fuel, and biofuels.

The ASTM standard development process is a collaborative effort that includes developers, refiners, manufacturers, aircraft and engine producers, distributors, equipment makers, providers, and users. The process provides opportunities for chemists and engineers to review the data that supports either modifications to an existing standard or the development of a newly proposed standard. The review process allows for challenges to be raised and discussions to be held, facilitating the development of a standard that is relevant and technically sound with regards to fuel production, performance characteristics, and compatibility with existing aircraft and the fuel distribution infrastructure. These rigorous assessments are there so that, if the final specification is met, they will promote safe production of the fuel.

For pilots and aircraft owners, an ASTM fuel production specification —“ASTM spec”— provides assurances that modifications to an existing spec or to a proposed unleaded fuel specification have been rigorously reviewed in the context that it can be consistently manufactured and supplied to the end user. ASTM specs also help maintain fuel consistency, reduce potential maintenance issues, and protect aircraft engines from incompatibility concerns.

Q: Where else is an ASTM specification found?

Just about every fuel available for purchase today—even outside aviation—has an ASTM specification, including:

• automobile gasoline and ethanol

• truck diesel and biodiesel

Planes and Coffee

U.S. Transportation Secretary Sean P. Duffy Unveils Plan to Build Brand New, State-of-the-Art Air Traffic Control System

U.S. Department of Transportation (DOT) Secretary Sean P. Duffy on May 8 unveiled a plan to build a brand new, state-of-the-art air traffic control system that will be the envy of the world. By replacing the current, antiquated system, the FAA will enhance safety in the sky, reduce delays, and unlock the future of air travel. This plan also ensures hard-working air traffic controllers have a system they can rely on and one they deserve.

“Under President Trump, America is building again. Today we are seizing a once-in-a-generation opportunity to build a brand new, state-of-the-art air traffic control system,” said U.S. Transportation Secretary Sean P. Duffy. “Decades of neglect have left us with an outdated system that is showing its age. Building this new system is an economic and national security necessity, and the time to fix it is now. The unprecedented coalition of support we’ve assembled – from labor to industry – is indicative of just how important it is to this administration to get done what no one else could. The American people are counting on us, and we won’t let them down.”

Brand New Air Traffic Control System

The plan addresses critical safety needs to deliver Americans a state-ofthe-art air traffic control system. The FAA will replace core infrastructure including radar, software, hardware and telecommunications networks to man-

age modern travel. We have a system that is built for the past, we are proposing a system built for the future. The agency will equip facilities with better technology to reduce outages, improve efficiency, and reinforce safety.

The plan is comprised of four infrastructure components:

1. Communications

2. Surveillance

3. Automation

4. Facilities

Critical actions include:

• Replacing antiquated telecommunications: with new fiber, wireless and satellite technologies at over 4,600 sites, 25,000 new radios and 475 new voice switches.

• Replacing 618 radars which have gone past their life cycle.

• Addressing runway safety by increasing the number of airports with Surface Awareness Initiative (SAI) to 200.

• Building six new air traffic control centers for the first time since the 1960s and replacing towers and TRACONs.

• Installing new modern hardware and software for all air traffic facilities to create a common platform system throughout towers, TRACONs and centers.

• Addressing the challenges that face Alaska by adding 174 new weather stations.

The Modern Skies Coalition, which is made up of a wide range of aviation

stakeholders, including pilot organizations such as AOPA and leading aviation companies, endorsed Duffy’s plan.

AOPA President Darren Pleasance also spoke during the news conference, along with leaders from across the aviation industry.

“Without a doubt, we have the safest aviation system in the world and it has never been safer. But that doesn’t mean it can’t be safer... And we owe it to all of us who utilize this national airspace system to make it as safe as it can be and to invest in the technology it requires to achieve that,” said Pleasance.

The announcement comes one week after the House Transportation and Infrastructure Committee introduced a $12.5 billion bill that is a “downpayment” on funding the replacement of decades-old radar and communications systems, and expanded recruitment and training of air traffic controllers.

NATA also stated its support of the modernization of the air traffic network: “NATA’s 3,700 member companies operate at nearly 4,500 airports in thousands of communities across the nation, providing air transportation services, driving economic growth, and supporting critical disaster relief, law enforcement, and medical services. Every day, our members experience firsthand the negative impacts of aging ATC infrastructure, insufficient technology at general aviation airports, and inadequate controller staffing in busy airspaces. We believe the proposal will positively affect these areas, while providing necessary Congressional oversight to ensure funds are used in a strategic, timely, and transparent manner,” said NATA President and CEO Curt Castagna.

GAMA also stated its support: “Recent tragedies have highlighted to the American people the importance of a strong air traffic control system and government and industry must come together to deliver on that expectation. I am proud that GAMA has been a leading participant in the efforts by industry – commercial aviation, general aviation, manufacturing, labor, airports, advanced air mobility and other emerging technologies – to develop a strong consensus towards ensuring the FAA is better equipped, staffed, and prepared to manage and modernize the safest, largest, and most complex airspace sys-

FAA Continues Rollout of Tower Simulation Systems to Improve Controller Training

The Federal Aviation Administration (FAA) in a statement release on May 13 said it is certifying air traffic controllers faster while reducing costs by installing more Tower Simulation Systems (TSS) across the nation.

TSS allow controllers to train for complex airport configurations, develop scenarios that address safety trends, practice runway crossing coordination and rehearse phraseology. Expanding the number of TSS will complement Transportation Secretary Sean Duffy’s plan to supercharge controller hiring.

There are 111 standalone tower simulators at 95 sites across the country. The FAA has completed technology upgrades at 56 of those sites, including Newark Liberty International Airport.

“These new simulators give air traffic control trainees a high-tech space to learn, develop and practice their skills,” said Acting FAA Administrator Chris Rocheleau. “It’s one of the many ways the FAA is increasing the number of air traffic controllers, improving training and keeping our skies safe.”

These simulators are significantly cutting training time for new hires and previously certified controllers who are at new facilities. According to a 2021 study, new hires complete training 27 percent quicker on a TSS, saving the FAA around $55,000. Previously certified controllers complete training 21 percent quicker.

The 2024 FAA Reauthorization Act recognizes their importance and requires the FAA to upgrade existing systems and ensure every tower controller has access to one. The Department of Transportation is working to build a brand-new air traffic control system to enhance safety and reduce delays for the flying public. The FAA will continue to hire the best and brightest into the FAA Academy and make sure every seat is filled for upcoming classes.

You can see what FAA facilities have TSS on the FAA website, https:// www.faa.gov/tss.

Hear more from Acting FAA Administrator Chris Rocheleau about how these simulators help strengthen operations ahead of a busy summer travel season in an FAA video titled “The FAA’s New Tower Simulation Systems” available at: https://www. youtube.com/watch?v=arGCG51zZAM&feature=youtu.be.

The House Transportation and Infrastructure Committee introduced a proposal on April 29, that would provide billions of dollars to jump-start the modernization of the U.S. air traffic control system. (Photo by Mike Fizer, courtesy AOPA)

Secretary Sean P. Duffy

Continued from Page 14

tem in the world and deliver economic growth and

to communities across the country,” stated James A. Viola, President & CEO of GAMA in a letter to House Transportation and Infrastructure Committee Chairman Sam Graves and Ranking Member Rick Larson.

EAA’s letter to Graves from EAA CEO and Chairman of the Board Jack Pelton said, “We thank Chair Graves and Ranking Member Larsen for their

leadership of the Transportation and Infrastructure Committee in passing the 2024 FAA Reauthorization law and for developing this proposal to fund the modernization of the ATC system. These provide the foundation for the efforts needed to undertake this vital and necessary effort. Doing so will ensure that we preserve our best-in-class system, make certain we remain globally competitive, and guarantee that our NAS continues to support our country’s economic engine by providing a safe, robust, and reliable means of moving people and goods.”

Duffy’s tenure as secretary began one day prior to the midair collision in January between a regional jet and a U.S. Army helicopter in Washington, D.C., which was the first in a series of high-profile accidents and ATC issues this year that have prompted questions about aviation safety.

Weeks after the crash, Duffy highlighted the need for broad safety changes, which include modernizing decades-old technology and “supercharging” ATC staffing, which currently has thousands of unfilled positions.

Supercharing the Air Traffic Controller Workforce

On May 1, Duffy unveiled a new package of actions to further supercharge the air traffic controller workforce. The package will allow more of the best and brightest candidates to get into air traffic facilities and on the job faster, as well as increase retention of experienced controllers. Secretary Duffy first launched the supercharge program in February.

“In our first 100 days, this administration has made more progress on addressing the air traffic controller shortage than the last one did in four years.” said U.S. Transportation Secretary

Sean P. Duffy. “But there’s more work to be done to secure our skies. Today’s actions will supercharge the air traffic controller workforce from both retention and hiring side of the equation –bringing us one step closer to reversing decades of staffing declines.”

“This new recruitment award and retention incentive program is a meaningful step toward addressing the ongoing staffing shortages in air traffic control across the National Airspace System,” said National Air Traffic Controllers Association (NATCA) President Nick Daniels. “We thank Secretary Duffy for his commitment to recruiting and retaining the best and brightest in the air traffic control profession and look forward to working with the Department of Transportation and the FAA on controller staffing, safety improvements, and the modernization of air traffic control systems and improvements to facility infrastructure.”

To retain existing experienced controllers, the FAA will:

• Offer a limited-time incentive package to keep experienced controllers from retiring.

To supercharge the hiring pipeline, the FAA will:

• Provide new opportunities for veteran military controllers, including an expanded list of qualified facilities.

• Provide financial incentives to graduates and new hires for completing initial training milestones.

• Reward academy graduates who are assigned to hard-to-staff facilities.

• Ensure the best and brightest candidates aren’t waiting for a year or more for routine medical and security clearances.

• Expand the number of instructors and establish a Learning Center at the Air Traffic Controller Academy in Oklahoma City.

charged hiring campaign who scored the highest on the ATSA are given priority for the Academy.

“The supercharge hiring initiative is working,” said Acting FAA Administrator Chris Rocheleau. “Less than 45 days after the announcement closed, one of the first applicants already has an Academy start date in early June. This stellar work by our team to accelerate this process is a clear sign that this Administration is leading in a profound way to transform our aviation system.”

Additional Information:

Recruitment and Retention Incentive Package:

The FAA and National Air Traffic Controllers Association (NATCA) have agreed to a new limited-time incentive package to recruit and retain controllers.

• $5,000 award for academy graduates who successfully completed the initial qualification training

• $5,000 award for new hires who successfully complete the initial qualification training

• $10,000 award for academy graduates who are assigned to one of 13 hard-to-staff air traffic facilities

• Certified professional controllers eligible to retire but under the mandatory retirement age (56) will receive a lump sum payment of 20 percent of their basic pay for each year they continue to work

Additional Actions to Supercharge Air Traffic Hiring Pipeline:

To get these qualified candidates into the Academy faster, the FAA is now putting additional resources into the medical and security clearance phase, such as retaining the services of additional qualified medical personnel, including those who can perform psychological evaluations.

The FAA is on track to hire at least 2,000 controllers this year following the March supercharged hiring campaign, which increased the starting salary for Academy trainees by 30 percent. Secretary Duffy streamlined hiring by changing the old 8-step hiring process at the FAA to a 5-step process. This has already shaved five months off the old hiring process, enabling the FAA to refer more than 8,320 candidates to take the aptitude exam, known as the Air Traffic Skills Assessment (ATSA).

Thousands of candidates have already taken the ATSA and moved into the next stage of the hiring process.

Candidates from the March super-

At the Academy, former controllers are instructors. However, to handle the hiring surge the FAA will use additional expert educators and teaching assistants to supplement the existing controller instructors for classroom instruction.

Teaching assistants will conduct classroom training for Air Traffic Basics and teach content in Initial Qualification training. Adult educators will be primary instructors and paired with a certified professional controller for subject matter expertise in the classroom.

Training for this career is extremely demanding, on average 57 to 73 percent of trainees graduate, depending on their training path. To better ensure successful learning outcomes for trainees, the Academy will establish a Learning Center in

Continued on Page 18

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Secretary Sean P. Duffy

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June to provide additional help to any student. The FAA is developing a plan to use more innovative learning technologies, including mobile training apps.

Bolstering the teaching cadre also means more jobs in the Oklahoma City region.

Once trainees graduate from the Academy, they’ll be assigned to one of

the 313 FAA facilities across the country, where they’ll work with experienced air traffic controllers toward their certification.

The FAA is also offering more opportunities for experienced military controllers to join the workforce. Using On-theSpot hiring authority, veteran controllers will bypass the normal announcement process. Air Traffic managers will be able

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to directly accept resumes from interested military controllers and help place them at their preferred location. Veteran controllers will also be given a preferred list of facilities to work at, including larger facilities that command more pay. This list includes TRACONs Level 9 and below, Combined Tower/TRACONs Level 9 and below, and Towers Level 8 and below.

To get more controllers directly into facilities, the Trump Administration has also bolstered the Enhanced Air Traffic Collegiate Training Initiative (AT-CTI). These schools provide the same thorough curriculum and advanced training technology offered at the Academy. After graduating, students can report directly to an FAA facility to begin their on-thejob training.

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On Saturday, May 3, EAA Chapter 123 had its First Annual Aviation Poker Run.

The Experimental Aircraft Association (EAA) is based in Oshkosh, Wisconsin. It is an international organization of aviation enthusiasts. Internationally, it has a membership of more than 300,000 and nearly 1,000 chapters worldwide. It also hosts the largest aviation gathering and air show of its kind in the world, EAA AirVenture Oshkosh. Amateur-built aircraft are built by individuals, inspected and licensed by the Federal Aviation Administration as “Experimental.” Experimental Aircraft are restricted from commercial flights (flying for monetary compensation). However, they are flown for recreational purposes such as education or personal use.

The EAA is a nonprofit organization dedicated to growing participation in aviation. One of its most impactful programs is Young Eagles, which offers free flights to youth ages 8–17, introducing them to aviation and inspiring the next generation of pilots and aviation enthusiasts. The volunteer pilots generously donate their time, aircraft, and fuel to make these flights possible.

Beyond Young Eagles, Chapter 123 hosts monthly gatherings featuring guest speakers who share insights on safety, aviation history, and all things aviation-related. The Chapter also organizes community fly-ins, all designed to foster learning, camaraderie, and a shared passion for flight.

The Poker Run rules are to fly to five different airports to collect playing cards and compete for prizes! This event supports the EAA Chapter 123 mission and along with the prizes, there is food and lunch and the joy of flight! Contestants can start at any of these four airports: Andrews County Airport, Winkler County Airport, Roy Hurd

EAA Poker Run

Continued from Page 18

Memorial Airport and Lea County/Jal Airport. The finish line/airport is at Odessa Airport-Schlemeyer Field. All airports are within 50 miles of Odessa Airport-Schlemeyer Field.

Registration Fee is $50 per person (includes one hand and lunch). Also, you can purchase up to three additional hands to increase the odds of winning.

Cards must be picked up at each designated stop along the Poker Run route. Players are not permitted to collect all cards at one stop. Cards should be drawn one at a time and shown to the EAA representative for verification and to record on tally sheet.

If you are playing more than one hand, you must present a second Poker Run Tally Sheet to be marked before each card is drawn. One tally sheet per hand purchased to play!

Upon reaching Odessa Airport, the final stop, players will submit all registered hands. If you purchased more than one hand, you should have one tally sheet per hand purchased.

In the event of a tie, a high-card

draw will determine the winner (a showdown).

Standard poker hand ranking is used, Royal Flush the highest hand to the lowest, who has the highest card.

The top three hands were:

Stacy Schwartz with a pair of Aces.

Pam Allen with a pair of Aces.

A showdown of a Single card draw for high card gave Stacy the win ($500 prize)

Pam in second ($200 prize)

Jason Wagner had a pair of Kings.

Andy Rolls had a pair of Kings.

A showdown of a single card draw for high card gave Jason the win ($100 prize)

The EAA Chapter 123 Poker Run fundraiser will help support these efforts, funding future Young Eagles rallies, maintaining chapter resources, and expanding outreach to engage more young people and members of the local community. After all, where else can you play poker at 3,000 feet and help inspire the next generation of pilots? This event wasn’t just about fun and friendly competition — it’s about keeping aviation accessible, exciting, and alive for everyone who dreams of flying.

Joby Achieves Testing Landmark with Piloted Aircraft

Joby Aviation, Inc., a company developing electric air taxis for commercial passenger service, on May 12 announced it has successfully flown two of its aircraft simultaneously for the first time, marking another important milestone in the Company’s flight testing program.

The two-aircraft flight, completed in Marina, Calif. on May 9, is a further demonstration of the maturity of Joby’s test program, and comes just two weeks after the Company announced it had reached another testing landmark, successfully completing flights with a full transition from vertical to cruise flight, and back again, with a pilot onboard.

Commenting on the milestone, JoeBen Bevirt, founder and CEO, said: “This achievement not only demonstrates Joby’s leadership in the sector, it’s another indication of the power of American innovation.

“Our air taxi is designed, manufactured and assembled here in the U.S., and we are a proudly American company, employing engineers and other experts across 40 different U.S. states.

“With six aircraft in our test fleet, flying multiple aircraft at a time will play an important role in accelerating our certification testing and supporting our plans to carry our first passengers next year.”

Joby has partnered with Delta Air Lines and Uber to bring its service to the U.S. and expects Los Angeles and New York City

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to be launch markets. Service is planned to start shortly after Joby receives type certification from the Federal Aviation Administration.

Outside the U.S., Joby recently announced a partnership with Virgin Atlantic to bring its service to the UK and has partnered with ANA Holdings Inc., Japan’s largest airline, to bring its service to Japan.

Joby’s Q1 2025 Shareholder Letter, published last month, celebrated a second consecutive quarter of record progress toward certifying its aircraft with the FAA and reiterated plans to start passenger operations in Dubai in early 2026.

Joby has completed more than 40,000 miles of test flights across multiple aircraft, including demonstration flights in New York City, Japan, and Korea. The sixth aircraft to join Joby’s flight test program is currently undergoing final functional checks, having been powered on for the first time last month. Two aircraft are positioned at Edwards Air Force Base where they are completing testing in conjunction with the Company’s defense customers.

Joby Aviation, Inc. (NYSE:JOBY) is a California-based transportation company developing an all-electric, vertical take-off and landing air taxi, which it intends to operate as part of a fast, quiet, and convenient service in cities around the world. To learn more, visit www.jobyaviation.com.

by Denise DeGregoire

Pacific Coast Dream Machines! of Flight

One of the coolest aviation events that I attend each year is the Pacific Coast Dream Machines held in the laid-back, sleepy coastal town of Half Moon Bay, Calif. Here you will find a spectacular display of vintage cars, motorcycles, a 1902 Springfield Steam Roller, world-class boats and ‘Woodys’ on display alongside an array of military aircraft and Warbirds that span the

entire length of the Half Moon Bay Airport along Highway 1 near the iconic Mavericks big wave surfing break. This year’s show did not disappoint. Truly an aviation fan favorite with something for everyone!

Leaving San Mateo, I drove over the Santa Cruz Mountain through the light morning fog, caught a glimpse of surfers catching early waves, and arrived at this year’s event at the break of day. First stop, Pilot Light Café where a hot cup of coffee and a delicious breakfast awaits. After an early breakfast I put on my walking shoes to enjoy the many sights and sounds of the day and came

across the East Bay Slot Car Club mobile track, with its 17-inch wide slicks and hairpin turns. I smiled as I saw a group of men having a blast racing slot cars along this massive mobile track. I couldn’t wait for my turn to take control and guide the slot car around each turn. It took me back to the small slot car track I had as a child. Fun for racecar enthusiasts of all ages!

As I made my way along I came across The Kelly-Springffield Road Roller Company’s Steam Road Roller. These steamrollers were instrumental in road construction and paved the way for many of the vintage cars that are here on display. Some of these rollers were used to pave Fifth Avenue in New York City. It was exciting to see the plume of steam escape the cylinders through the blast pipe below the stack as I envisioned this remarkable machine laying road and playing a significant role during the Industrial Revolution.

As I moved through the fair I stopped to chat with the members of the Northern California’s Antique & Classic Boat Society, and learned a bit about the worldclass boats and “Woodies” that the organization helps to preserve and restore. One thing I like best about this show is that history and education surrounds you at every turn. Lessons of mechanics, design, and ingenuity lingered in the air as many fair goers gathered to tell stories and hear about these remarkable “Dream Machines.”

A row of Harley Davidson Motorcycles caught my eye. I walked up to the booth to admire the bikes and found myself engaged in conversation with members of a Motorcycle Club as they answered my questions and shared personal stories of their adventures riding

along the California coast highway.

I ventured over to the main stage where three Air Force cadets gave a Color Guard performance. A Color Guard’s roots lie in the military, and over the years, the Color Guard evolved into a wonderful display of military drill and ceremony performances providing opportunities to learn about our nation’s history and military traditions.

The event’s main stage; filled with music, dancing and chatter could be heard as event goers mulled around or sat on bales of hay while enjoying the sights and sounds of the day. Later that afternoon, I sat down and enjoyed a mouth-watering Philly Cheese Steak and a coke before venturing back out to see what I could find next. After a short rest, I made my way through the many booths that were lined near the stage. I had the opportunity to speak with service men and women who currently serve our nation’s Air Force. It’s always cool to see a warm reception for our service members, especially from the kids, no doubt attracted to the uniforms.

I then stopped at Explorer Posts 810 & 830 to chat with some of San Mateo County’s Sheriff Cadets. The Sheriff Explorer Cadet program’s primary mission is to provide an opportunity for young people to understand and gain interest in professional law enforcement through practical experiences and community involvement.

As I began to make my way back to the terminal to see the parade of military aircraft that lined the tarmac, I stopped to chat with the folks at KHMB 100.9 FM * AM 1710, Coastside Radio and had the opportunity to speak to the station’s radio personalities, Mike Dale, Jay Michaels, and James Henderson. I

looked around at the faces that gathered in and around each display, with smiling faces, talking and telling stories about history and the amazing machinery in front of them.

After a world-wind of a day, I can honestly say why this event is billed as “Pacific Coast Dream Machines” because all manner of vehicles were on display, truly an event for everyone.

“Why DREAM MACHINES?

Pacific Coast Dream Machines is the largest fundraiser for Coastside Adult Day Health Center. All proceeds benefit our elderly and disabled seniors. The Center’s goal is to help restore and maintain mental and physical health and enhance the quality of life for participants and their caregivers so they can “Age in Place.” ~Coastside Adult Day Center Donate to: coastsideadultdayhealth.org Fly well, blue skies… ~Denise

Soviet-era Yakovlev trainer aircraft on display at the airfield. (Image courtesy Denise DeGregoire)

Food booth run by the Unknown Motorcycle Club serving Philly Cheese Steak Sandwiches. (Image courtesy Denise DeGregoire)

Three Air Force cadets in uniform presenting the American flag. (Image courtesy Denise DeGregoire)

Denise bundled up in a 49ers beanie surrounded by event crowds. (Image courtesy Denise DeGregoire)

Custom Hells Angels motorcycle parked near vendor tents. (Image courtesy Denise DeGregoire)

It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing.

In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating proactive aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerpted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.

Aviation Maintenance Technicians (AMTs) bear the solemn responsibility of keeping our aircraft safe and airworthy, and on occasion, they assume additional duties during the course of a flight. Operating in what is commonly considered the most hazardous work environment, AMTs guard their own safety and that of co-workers, crewmembers, and passengers. Inquisitive and innovative, AMTs often quell threats and hazards before they become incidents and accidents.

In May, we often remember Charles E. “Charlie” Taylor, the Wright Brothers’ legendary bicycle mechanic, who turned engine mechanic and became the country’s first real AMT. Charlie was born on May 24, 1868 in Cerro Gordo, Illinois. His life is an iconic American story. In his tradition, ASRS honors and thanks all AMTs for their expertise and professionalism in maintaining America’s aircraft.

This month, CALLBACK offers selected incidents that demonstrate significant impact, positive or negative, that AMTs can have on all flights. AMTs work tirelessly to mitigate or eliminate real and potential threats. Explore the narratives as you identify the issues and the actions taken by the AMTs involved.

Part 121 – Inflation Protection

Servicing a B767, this air carrier AMT calls for better safety and protections through new or updated functional inflation tools for all Technicians servicing aircraft tires with nitrogen.

■ The tire inflation tools available for use when servicing tires with nitrogen do not allow for personnel to stand forward or aft of the tire that is being serviced. The fitting at the end of the hose has to be held onto the inflation valve by hand, thus meaning you have to stand in front of the tire during servicing. The AMM (Aircraft Maintenance Manual) reference states in a warning that “make sure that the servicing cart and all personnel are forward or aft of the tire before you do the servicing procedure. If the wheel comes apart, the pieces can cause damage to equipment and kill or cause injuries to personnel.” The tooling we have doesn’t allow personnel to stand forward or aft of the wheel. I have always felt uncomfortable using this tooling during this task, and so do several of my fellow colleagues. …the tooling we have works well when

A Maintenance Legacy

Being a pilot may be the most well-known career in the aviation industry, but it is not the only one. Many people work behind the scenes – including aircraft maintenance technicians (AMTs). California Aeronautical University (CAU) offers training in becoming an AMT. Learn more at CAU’s website, calaero.edu. (Photo courtesy CAU)

new but with time and use it wears. Suggestion: Buy a different inflation tool that allows staff to stand where the AMM suggests during tire servicing, or keep the current tooling but change the hose, so that you are able screw the end of the hose onto the inflation valve.

Part 91 – Documentation

The time on a life limited repair was exceeded when this corporate medium-large transport was flown without knowledge of the repair. The AMT/ Inspector detailed the incident, its resolution, and the strict adherence to procedures that would have prevented this and other incidents like it.

■ Released aircraft for service with exceeded life limited structural major repair of the R/H aft wing attach fitting that was previously installed. The repair was unknown at the time because no record of it was entered in the aircraft maintenance logs, nor was there a form 337 filed with the FAA. It wasn’t until after the aircraft had been in operation for one season that an engineering order for the repair was discovered at the previous owner’s location during a records search. The engineering order placed a life limit of 500 cycles or 1 year, whichever occurs sooner, on the repair with 100 hr. recurring visual inspections in the interim. Since its discovery, the repair has been evaluated with a damage tolerance assessment by a Structural Designated Engineering

Representative and incorporated into our structural inspection program. FAR 91.417 states that any life limited item or item requiring recurring inspection shall be recorded in the aircraft maintenance records and 91.419 requires that owner operator who sells an aircraft to transfer the permanent aircraft records to the purchaser at the time of sale. I believe the failure to follow these rules by the previous owner/operator led to the problem we have today. Moving forward, documenting maintenance in accordance with FAR 91.419(a) in the permanent records such as the maintenance log books and submitting a form 337 would appropriately mitigate this problem.

Part 121 – A Professional Referral

An air carrier AMT-qualified Ramp worker described an abnormal condition during pushback. Fortunately, the B777 returned to the gate, Maintenance was summoned, and a more serious incident may have been averted.

■ Aircraft X landed in ZZZ.… The ramp and flight crew failed to notice a failed wheel bearing condition at the gate. Since local policy prohibits Maintenance personnel from performing routine Maintenance walk around inspections on turns, there was no Maintenance trained eyes on the aircraft. The aircraft was fueled, and passengers were boarded as normal. As the aircraft was being pushed back on to its next

flight, a ramp employee noticed…what looked like smoke coming from the left Main Landing Gear (MLG). The aircraft came back to the gate and Maintenance was called to investigate. The Maintenance crew determined severe bearing failure conditions and took the aircraft out of service. The aircraft was towed to my hangar on 3 MLG tires only. The gate Maintenance crew was directed to remove the number 4 MLG tire for the ramp to move the plane.… Wheel / tire / landing gear failures are becoming a common occurrence. This aircraft was very close to departing again with a severely damaged MLG.…

Part 121 – Treasures Lost Air carrier AMTs made unusual discoveries performing emergency field service on a B757. Correcting the situation could easily have prevented a serious ensuing incident.

■ ZZZ [Airport] field serviced the aircraft… Technicians were awarded emergency field service to ZZZ for aircraft 757-200 left wing dry bay leak. When tank access panel was opened, a large piece of FOD fell out of hole. Upon further inspection of left fuel tank boost pump pickup screen area, more FOD was found; appeared to be absorbent blankets totaling 4, each with a dimension of approx 32” in length and 14” wide. All FOD was removed from tank area. After a discussion with Maintenance Control, it was determined that an inspection of [center] and [right] main tank be accomplished. Upon opening [center] tank access panel, inspection of that bay revealed tooling left behind, some type of pick approx 4” long. Inspection of right main tank did not reveal any FOD, and boost pump screen pickup area clean. I would like to add that I have been a technician for over 15 years and over the years have found many items left behind by previous tank entries, but by far this discovery was one of the worst findings. This type of maintenance on our fleet is unacceptable and very concerning, not only to me, but all of us on the tank team. Thankfully this was found before the boost pump pickup screens became blocked, resulting in engine flameout while operation under ETOPS. Suggestion: If this was the result of a third-party contractor or vendor, they too should be held to the same quality control standards that all tech-

A Maintenance Legacy

Continued from Page 21

nicians are held to. These clearance to close protocols are in place for this very reason, and if not followed, could result in a much worse outcome.

Part 91 – “…Wisdom Listens.” –J. Hendrix

This FBO AMT listened while towing a Piper Seminole. Inquisitive and proactive, the Technician discovered and corrected a serious problem with

the wheel assembly.

■ During tow operations, I had noticed a noise coming from the left main landing gear. The wheel cover was removed, and the axle nut was found rolling loose inside of the cover without a safety device. I removed the wheel assembly and inspected for damage. Upon inspection I found that both wheel bearings were damaged. I cleaned and inspected the rest of the wheel assembly for any other damage, but no other damage was found. The wheel assembly was then reassembled with new bearings with appropriate grease, and a new tire tube. The wheel assembly was then reinstalled on the aircraft, and I ensured this time that the

Welcome to the Party

Continued from Page 10

attention. While it was difficult to grasp the full intent of what might have been a more extended communication between TRACON and an airliner landing at a busy East Coast airport, what did come across was disturbing. The ATC controller chose to caution the arriving airliner that “communication might be lost, and if so, to fly direct to ABC VOR and then cleared for the approach.” The controller did not specify an altitude, the type of approach to execute, or which runway was in use. The airliner’s reply had the sound of confusion, with a stammering, “ahh … roger?”

To this pilot’s ears, the clearance was not clear, and the pilot did not request clarification. Maybe out of practice? Maybe poor training? Maybe too accustomed to being led to the final approach course by radar vectors? Maybe relying on the advanced avionics to serve as a safety net, automatically flying the approach? It was clear that neither of these participants had attended any of my FIRCs or IFR classes. As a result of my recent FIRC class, IFR training given and recent events, this writer came to the simple conclusion that our NAS needs to do more than just throw money at the problems now being faced. Perhaps it is time for all of us to step up and do our part in making the system better. Radical thinking… nope… just owning up to the responsibility of being Pilot in Command.

Given that most of our readers probably fall into the GA category, it is probable that you have never attended a FIRC and have never had the benefit of undergoing specific training with respect to avoiding ATC conflicts, either on the ground or in the air. Let’s ramble through a bit of the info covered in typical FIRC training. It is entirely possible that the following thoughts may just eliminate that embarrassing ATC moment which most pilots experience at some point in their flying

activities. These subjects sort of jump around, so how about dedicating a short paragraph or so to a variety of factoids?

• Did you know the two most common ATC “busts” are failing to level off at, or maintain, an assigned altitude? This is followed closely by penetrating B, C, or D airspace without proper authorization or communication. Step it up, readers! ATC time spent yelling at you means less time to mollycoddle that airliner on to final approach or notice a runway conflict. How about refining your autopilot altitude select/hold skills or (shudder!) hand fly more precisely! An airspace review would probably not hurt.

• Want to really get ATC’s attention … and make the “news at 10:00?” Try a runway incursion … that will do the job! Just for fun, here is the official definition of a runway incursion, “Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for landing or takeoff of an aircraft.” This means an active runway, inactive runway, closed runway or even a runway under construction. Given the breadth of this definition, incursions are classified from letter A to letter D. An “A” event is deadly serious, wherein a “D” event is more of a technical issue.

• How about those airport signs and ground markings? Do you know that a dashed line crossing a taxiway (perpendicular to the taxiway centerline) is a “hold short bar,” much like that used to keep a runway clear? Maybe the airlines could cut back on wingtip fender benders if more pilots knew that? Check out the AIM, all markings are in this book.

axle nut was tightened properly and a correct safety device was installed.

Part 91 – Never a Dull Moment Attempting the test run to complete a seemingly unrelated repair on a Premier 1 aircraft, this AMT discovered a second problem and a much larger surprise.

■ Company Service Center [was] notified of hydraulic seal failure on Aircraft X. Company mobile service unit began addressing/performing maintenance; determining a filter seal located on the hydraulic power unit had failed. Company mobile service provider/mechanic, after assembling the aircraft hydraulic unit [and] prior to test running…notices he had left [the] aircraft

generator in “ON” position overnight causing aircraft main battery to result in insufficient voltage to power aircraft. GPU (Ground Power Unit) was then used for unknown attempts for starting right engine. Starting sequence for Aircraft X is 2 attempts then 2 hours for cooling prior [to] a third attempt. … mechanic reports right engine N2 only spooling up to 24% N2 after inducing fuel. Company asked company mechanic to perform a borescope to the right engine. The borescope that Company performed indicated that the #2 turbine was missing fins to the internal component. …Company 2 determined that the engine was to be removed and sent to manufacturer for repair.

• According to recent stats (about two years old), 61 percent of runway incursions are pilot error, with about 80 percent of that number being GA planes. Another 19 percent are ATC errors with a whopping 20 percent being vehicles or persons on the runway. Sure, the GA number is high but heads up for ATC goofs or a fuel truck in the wrong place. As PIC, it is your responsibility to deal with such incursions or errors in ATC instructions.

• Those big fancy airports even have technology working for them, such as Airport Surface Detection Equipment (ASDE-x), which alerts ATC to wrong runway alignments and even Runway Entrance Lights (REL’s) and Take-off Hold Lights (THL’s) which are fully automatic (not dependent upon ATC). These systems are based upon motion sensing and will light up as red to stop a plane should a conflict occur. I can’t help but wonder if this technology is doing its job.

• Fortunately, the Feds keep track of repetitive incursions, be it runway or taxiway confusion, and have added “Hot Spots” to airport diagrams. These provide a great heads up as to problem areas at airports. When undergoing a check ride (of any kind) you are required to have a copy of the airport diagram in view at all times (assuming your airport has one), even if it is your home airport. This is something DPE’s look for. Do you review these Hot Spots before flying into a strange airport?

Class D airports with some airline service (perhaps regional) can end up with Hot Spots related to the Security Identification Display Area (SIDA) portion of the tarmac used by the airline. A SIDA will have signage, but ground markings vary. Be sure to check out your local airport. That is a big deal with the TSA. All of these special markings are shown in the Chart Supplement and, of course, in your FAA approved tablet program of choice.

• Did you know that “progressive taxi” is on a “workload permits” basis?

There is no guarantee that ground control is watching your every move. If unsure of your position on complex taxiways, just stop your plane until ATC locks on to you again.

• What about class G airports? Holding on the runway for that final GPS input or autopilot selection has proven to be a bad idea. Do you pick up your IFR clearance from the correct source (Flight Service or an assigned frequency) before take-off, complete with a void time, or just “pop up” hoping to get your clearance from Center? CTAF advisories are often weak, perhaps calling out a runway but not identifying what airport you are at.

Yes, there are a lot of opportunities for us to help with the ATC issues simply by doing our job as PIC correctly. The basics are the key. Does the reader know there was an ATC strike that began on Aug. 3, 1981? Yup, picket lines and signs, the whole megillah! Then President Ronald Reagan fired all striking controllers, basically shutting down the ATC system. The problems being encountered today are not the aviation industry’s first hoorah with ATC problems. The airline industry of the 1980s had anticipated potential chaos and held private meetings to agree on routes and landing slots. Some of us even jumped into the airline’s company plane (in my case, a cool Sabreliner!) and visited each domicile for refresher IFR training and lost comm procedures. Training and old-time IFR skills saved the day. Hopefully, those reading this editorial will consider some recurrent work. Do not let the wonders of modern technology replace your skills. Technology should make you better, not replace you. Be smart, be informed and be responsible. Most important, be proactive. Let’s do our part to make the system better.

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Spring, and a Young Man’s Thoughts Turn To…

By Ed Wischmeyer

Alfred Lord Tennyson wrote, “In the Spring a young man’s fancy lightly turns to thoughts of love.” When he wrote those lines in the 19th century, Oshkosh was a second-rate fur trading center, before it became the center of the known universe as it is today.

The 2025 Oshkosh NOTAM is now out, but since I no longer fly into AirVenture, I’m not sure what all the changes are. It appears that there are new arrival procedure details, including a start to the Fisk VFR arrival at Endeavor, WI, 47 miles southwest of Oshkosh. Uff, da!

But as everybody should know, the NOTAM is essential to flying safely to Oshkosh.

There is a QR code on the first page that is a link to https://www.eaa.org/ airventure/eaa-fly-in-flying-to-oshkosh with lots of cool links. One of those is to a most useful AirVenture Flight Review Training Syllabus 2024, but don’t worry, EAA is aware that the Syllabus is for last year.

However, the Syllabus does have this most valuable information for helping make sure you’re ready to fly into AirVenture:

1.) AC-61.98D tasks as developed with your FR instructor

2.) Flying target speeds and slowing to minimum enroute speeds (simulate following slower traffic)

3.) Traffic pattern with decent beginning on the downwind

4.) Turning base at 500 AGL

5.) Turning final at 250-300 AGL with final landing configuration and VRef

6.) Landing at a fixed point halfway down the runway (adequate space remaining as determined by the POH/ AFM)

7.) Landing on a predetermined point (i.e. practice for an assigned colored dot)

8.) From short final - flying slow flight down the runway to a further down assigned landing dot (ATC change close in)

9.) Go-around preparedness

10.) Diversion and exit strategy to an alternate airport

For you instrument pilots, the pattern described above is similar to some IFR circling approaches.

The last time I flew into Oshkosh, and I was solo, was in the RV-9A. The flying part was not all that hard, but the stress of following the idiot ahead of me on the Fisk arrival and maintaining awareness in a complex situation was about as much as I wanted to handle.

I’ve not gone back since. As Dirty Harry said, “A man’s got to know his limitations.”

Speaking of limitations, that’s the name of the game for yours truly. Last April, I had a total knee replacement but, with careful trip planning, was able to conserve energy and fly safely to and from Oshkosh, with wonderful stops each way.

It’s a long story, but four months after returning, I had a little baby heart attack, which completely destroyed my strength and my endurance. Since Oshkosh, I’ve had five general anesthesias. With all of the time spent since in the hospital’s fitness center, I’m approaching normalcy again. But I need to surpass normalcy to be able to maintain vigilance in the cockpit and to be able to fly enough hours in the day to make the trip.

I’m now waiting for the FAA to grant me a Special Issuance Third Class medical, so I can again fly myself north. And no, I don’t land at Oshkosh.

There are other details, of course. It’s frightening to think that as of July this year, I will be at least four times as old as every teenager in the world. In the whole world. A good friend of comparable age told me that he is beginning to face similar issues of energy and attentiveness.

Is it time to quit flying, after 50plus great years? Maybe. I’ll know more when I get my medical back and fly solo again. But if somebody came up and offered to buy my very nice, Garmin-IFR RV-9A for as much as it’s insured for, that decision would get a whole lot easier.

* * * * *

“Why are there so many…” is a phrase common on social media, but it

doesn’t mean that there actually were so many whatevers, it’s just that the observer was aware of more events now than he was in the past.

So, having given myself permission to be a doofus, why are there so many Cirrus accidents in the traffic pattern and on landing, at altitudes too low to use CAPS (the built in parachute)? I’ve done a number of studies on similar topics, starting with hundreds of NTSB reports, and wondered about doing a Cirrus study.

When all you’ve got is a hammer, every problem looks like a nail, and my hammer is the Expanded Envelope Exercises® (E3), designed to let pilots experience the full normal category flight envelope. The working hypothesis is that Cirrus accident pilots have only seen the very middle of the envelope and don’t know how to avoid accidents by using the full capabilities of

the aircraft – such as they would learn with E3. I’ve even flown E3 in a Cirrus SR22, with quite satisfactory results.

But, having burned myself out with too many ambitious if valuable safety studies, I have to ask, who is the audience for a Cirrus study. I’ve reached out several times to the Cirrus community, but it’s as if their attitude is, who is this non-Cirrus pilot who doesn’t understand our obviously superior flight and training techniques. The letters after my name, ATP/CFII and Ph.D., seem to make no difference.

Noted sociologist Thomas Sowell said, “It is usually futile to talk facts and analysis to people who are enjoying a sense of moral superiority in their ignorance.” This obviously applies to the Cirrus community says I, from my ivory tower. But I sure hope it doesn’t apply to me. At least, not very much.

Championship Air Races

Continued from Page 9

ers, displays, entertainment and military static displays. “Our most exciting changes are in the expanded and more contiguous pit areas where all the racers will be housed together, making it easier for fans to engage with the teams and experience the thrill of air racing up close and personal,” said Telling.

The raceway infrastructure is well underway. New pylons are being constructed. A new grandstand is being built. New pit areas are being constructed and the entire 82-acre event space will be ready for the National Championship Races in September.

“One of the most exciting aspects to me personally,” said Telling, “ is that in this inaugural relaunch of the National Championship Air Races in Roswell in September is the return of all seven classes bringing back the full spectrum of high-speed high-adrenaline competition that our fans know and love.”

He continued, “I’m personally de-

lighted to welcome back the biplane class, which was absent from the 2023 races. These nimble open-cockpit racers bring a unique and thrilling element to their event showcase – an incredible maneuverability and tight close-course racing that is a fan favorite.”

The Formula 1 class brings some of the fastest planes to the course to battle it out in a pure test of speed and strategy. The Sport Class, known for its cutting edge experimental aircraft, will be on the race-course stage pushing the limits of technology and performance in record-breaking speeds. Telling said his personal favorite is the T-6 Class…

“Although I gave up racing T-6s in 2012, they deliver thrilling head-tohead battles in these historic World War II trainers with the incredible rumble of their Covington 1340 radial engines and the roar of their propeller blades breaking the sound barrier!” The Jet Class and Unlimited Class will also be at Roswell. In terms of speed, the Sports class is catching up quickly, and the Jets, Unlimiteds and Sports planes will be “blasting through the skies with a breathtaking speed and demonstrating unmatched precision and power,” said

Telling. Rounding out the races will be the STOL Drag Class, “with their unique blend of short takeoff and landing competition drag-race style delivering heart-pounding action.

“All seven classes will be back and we’re tremendously excited,” summed Telling. “I believe the 2025 National Championship Air Races in Roswell will be one of the most exciting and diverse air racing events we’ve ever seen!”

Tickets for the 2025 National Championship Air Races, Sept. 10-14, are available on the event website, airrace. org. “We’re delighted to report that the ticket renewals so far from our dedicated 2023 attendees are (indicating) their return for 2025. Ticket sales have been incredibly strong… an exciting sign of enthusiasm and commitment from our fans,” Telling said. General ticketing is also robust, indicating excitement around the Roswell location.

The organizers simplified and enhanced the ticketing process this year, attempting to make ticket purchases more user friendly. The website and purchasing page have been streamlined so that fans can make plans and select

the tickets they which, whether it be the chalet box, reserve seating or general attendance.

Lastly, Telling said scholarship opportunities have been increased this year. “Our 2025 scholarship initiative will offer 20 scholarships up to $10,000 each. This is a substantial increase from 13 awarded the previous year. The program now includes five flight-training scholarships for recipients first in Reno and then in Roswell and five additional scholarships being offered through a mentorship program supported by our race pilots. And, we just announced a new airframe and power plant scholarship program in collaboration with Eastern New Mexico University… because we all know we couldn’t do what we do without aviation mechanics; they are critical to the success of aviation.”

Follow the National Championship Air Races on social media and on the event website (airrace.org) for updates and for specific information and restrictions regarding flying into the area before and during the races. To see Telling’s message on YouTube, go to https://www. youtube.com/watch?v=9r6By036x2s.

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Photo taken during piloted flight testing at Turweston Aerodrome, UK.

One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration.

Aircraft Spruce & Specialty Co. has been the supplier that aircraft builders, owners, pilots, and aviation businesses have depended on since 1965. They carry a wide selection of aircraft parts, building materials, avionics, and pilot supplies, all of which are offered on their website (www.aircraftspruce.com) and in the famous Aircraft Spruce catalog, now over 1,000-pages available for download or for free in print. You can depend on Aircraft Spruce for prompt shipping and competitive pricing on all orders.

Gearing Up For Summer Flying and AirVenture

Summer has arrived and that means longer days and summer flying. Of course for many, it means that great adventure to AirVenture! Aircraft Spruce will be there, July 21-27, and if you’re going or just preparing for summer flying, remember to freshen up your safety products, swing those good cleaning solutions into action, and beef up your logbook. Most importantly, be safe and have fun!

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Happy spring flying!

White Lightning 28-Volt SmartGPU General Aviation Ground Power Unit With Bluetooth

The White Lightning SmartGPU is a specialized switching-mode power supply designed to provide pilots and aviation maintenance professionals with a portable, affordable source of stable, high-current, noise-free DC power that replicates the in-flight electrical environment. Its rated output is 28-volts up to 114-amps. The GPU’s intended purpose is to energize an aircraft’s main electrical bus without using the ship’s battery or engine. It will safely provide continuous power for the most delicate electronics and airframe systems up to its full rated output. The SmartGPU mobile app allows the user to monitor the power draw from the flight deck or anywhere in the hangar.

SmartGPU Features

• S28114 - Provides up to 114A of 28V DC airframe for piston and light tur-

bine aircraft.

• S28054 - Provides up to 54A of 28V DC airframe power to accommodate the needs of turboprop and business jet operators.

• Bluetooth and Wi-Fi* enabled for remote monitoring and control.

• Graphical color display with large, highly readable volt/amp output meters.

• Rugged, heavy-gauge aircraft cable with AN2551 external power plug.

• Environmental temperature sensor –shows ambient air temperature inside an aircraft hangar with customizable trigger alert settings.

White Lightning Features

• Universal, worldwide AC input compatible. (GPU and battery care functions)

• Compact, lightweight, rugged design with collapsing carry handle.

• Color-coded, polarized output connectors prevent voltage mismatch.

• High-efficiency switching-mode power technology.

• Forced air cooling for long term reliability.

• Programmable timer with safety auto-shutoff.

• USB ports for data downloads, firmware upgrades, and device charging.

* Wi-Fi functionality is associated with battery charging only. BatteryMINDer maintenance charger option will be available soon. The kit is easy to install after GPU purchase.

The White Lightning 28-Volt SmartGPU General Aviation Ground Power Unit With Bluetooth comes in two models… select from the 54 Amp max for $1,595 or the 114 Amp Max for $2,495.

Gleim Pilot Logbook

dent through professional

• Eases the burden of record-keeping for pilots and instructors

• Full-featured logbook without the bulk of “professional” logs

• 450 entries means a decreased risk of losing a lifetime of flight experience without sacrificing the features of a “professional” flight log

• Affordable and efficient

• Pages to list certificates, ratings, and operating privileges

• Up to 450 flight entries

• Complete endorsement section covering all endorsements required for student through CFII training ground instruction

• Separate table of contents with numbered pages for quick reference

• Larger than a typical student log but not as bulky, fragile, or heavy as a “professional” flight log

• High quality paper and hard-cover binding

Each Logbook sells for $12.95.

Aircraft Spruce sells a full range of Gleim training materials for online learning, including AMT, Flight Instructor (CFI), Commercial Pilot, Instrument Rating, Instrument/Comm, Private Pilot, and Sport Pilot. See the full lineup of training materials at www.aircraftspruce.com.

B-Kool G5 12 Volt With Wireless Portable Cooler

B-Kool provides an affordable solution to your portable cooling needs. B-Kool is not an evaporative cooler and therefore works well in high humidity areas. Confirm your voltage needs prior to ordering.

than two feet. With air-flow velocity of approximately 35 miles per hour, cool air can be effortlessly directed where needed. Units are available with either wireless remote control or with an on/off switch that plugs into a cigarette lighter. The B-Kool G5 12 volt unit with wireless is available for $395.

Aero Plexwax Aircraft Window Cleaner

PlexWAX leaves an antistatic protective coating on all aircraft windows both plastic and heated glass. PlexWAX is also safe to use on cockpit instruments and displays. Water based, non-corrosive, alcohol and ammonia free, this product meets Boeing Spec. D6-17487P & D67127M.

PlexWAX is water-based, non-toxic, biodegradable, and contains no alcohol or ammonia. Get the 16 ounce spray bottle for $11.95 or the one gallon jug for $29.95.

23-Pocket Bigmouth Bag

Seventeen multi-use pockets inside and six outside to organize tools and accessories. Opens wide for easy access to bag’s contents.

Padded reinforced web carrying handles. Easy to use in the hangar or to take along in your aircraft.

Each bag measures 12-inches long by 8 ½ inches wide x 8 inches high. Each unit sells for $28.50.

Look for Aircraft Spruce at the following events:

Gleim has set the standard in FAA test preparation for over 20 years. With the introduction of Pilot Logbook, Gleim expands its market-leading product line with this new resource for pilots and flight instructors.

Product features include:

• Practical for all pilot skill levels, stu-

Whether used in airplanes, campers, antique cars, or boats, B-Kool Portable Coolers readily fit most small spaces. Compact and weighing less than 10 pounds when empty, B-Kool Portable Coolers are easy to carry and stow.

A combination of ice (up to 25 pounds) and water (about 16 ounces) provides more than two hours of ice cold air. B-Kool recommends the use of block ice for the longest amount of cooling time.

Exclusive Kool-Flex vent hose is bendable and can be expanded to more

• July 21-27, 2025 – EAA AirVenture, Oshkosh, WI, Hangar A, Booths 10221029.

• Sept. 30 - Oct. 2 – Regional Air Cargo Carriers Association Show, Scottsdale, AZ.

• Oct. 14-16 – National Buxiness Aviation Association (NBAA) Convention, Las Vegas, NV.

• Nov. 17-20 – NAAA AG Aviation Expo, Reno, NV.

EAA Airventure 2025

EAA AirVenture Oshkosh 2025 Notice Includes Important Procedure Updates For Pilots Flying To Event

Document is required reading for Oshkosh-bound pilots

There are several important Federal Aviation Administration-approved updates in the EAA AirVenture Oshkosh 2025 Notice (commonly referred to as the Oshkosh NOTAM), featuring arrival and departure procedures for the Experimental Aircraft Association’s 72nd fly-in convention on July 21-27 at Wittman Regional Airport in Oshkosh. These changes are based on pilot feedback and FAA review of arrival procedure recommendations.

The document is in effect from noon CDT on Thursday, July 17, until noon CDT on Monday, July 28, and outlines procedures for the many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land at nearby airports. The Notice was designed by the FAA to assist pilots in their EAA AirVenture flight planning.

Some of the 2025 updates include:

• Maintaining 90 KTS until entering downwind at Oshkosh

• New depiction of gravel pit/begin-

ning descent over gravel pit (any portion) when arriving to Runway 27.

• Addition of a QR code on the Notice cover that directs to the EAA “Flying In” webpage

• References to mass arrival schedule, transient helicopter operations, and the EAA Seaplane Base.

The ATC-assignable transition points approaching Oshkosh from the west that will ease holding and congestion will again be in effect in 2025. These points are at Endeavor Bridge, Puckaway Lake, and Green Lake. They will be announced on the arrival ATIS when ATC activates them at times of highest traffic flows.

“The most essential information for any pilot flying to Oshkosh involves reading and thoroughly understanding the 2025 AirVenture Notice to ensure safe operations on arrival and departure,” said Sean Elliott, EAA’s vice president of advocacy and safety. “We urge all pilots to adequately prepare pri-

or to their trip to Oshkosh and consider such things as our AirVenture arrival flight review so they have the proficiency and confidence to fly safely.”

EAA is also hosting a webinar on June 18 at 7 p.m. CDT regarding flying to AirVenture 2025 and changes in this year’s Notice. Pilots are encouraged to participate to build their knowledge prior to their flights to Oshkosh.

Pilots can download a digital version of the Notice at EAA.org/NOTAM, or order a free printed copy via that website or by calling EAA Membership Services at 800-564-6322.

About EAA AirVenture Oshkosh

EAA AirVenture Oshkosh is “The World’s Greatest Aviation Celebration” and EAA’s membership convention. Additional information, including advance ticket and camping purchase, is available at www.EAA.org/airventure. For more information on EAA and its programs, call 800-JOIN-EAA (800564-6322) or visit www.EAA.org.

Pilots can download a digital version of the Notice at EAA.org/NOTAM, or order a free printed copy via that website or by calling EAA Membership Services at 800-564-6322. (Image courtesy EAA)

Warbirds in Review Schedule Released for AirVenture 2025

Warbirds in Review, an unparalleled presentation series during EAA AirVenture Oshkosh that brings together historic airplanes with pilots and aircraft owners, returns in 2025 with guests that encompass 80 years of aviation and military history. The 72nd edition of the EAA’s fly-in convention is July 21-27 at Wittman Regional Airport in Oshkosh.

The twice-daily series of “up close and personal” stories will be held July 21-26 at the Warbirds in Review aircraft ramp, located within the EAA Warbirds of America area on the AirVenture grounds. The series is open to all attending AirVenture.

“Warbirds in Review features veterans, aviation legends, and aircraft that simply cannot be seen together in one place anywhere else in the world,” said Connie Bowlin, past president of EAA Warbirds of America, who organizes the series. “Many of these veterans maintain that they were just doing their jobs and nothing heroic or extraordinary, but that could not be further from

the truth. Their stories and unique perspectives on the aircraft showcased at Oshkosh are insightful, poignant, and important for the public to hear.”

The aircraft and personalities scheduled as of May 22, 2025 (subject to change without notice):

Monday, July 21

• 10 a.m. – North American B-25

Panchito – Larry Kelley and family members of the late Doolittle Raiders Richard Cole, David Thatcher, and Robert Hite.

• 1 p.m. – Cessna L-19 Birddog – POW Col. (Ret.) Bill Reeder; and Col. (Ret.) Charlie Finch, Catkiller 19; plus Gerry Asher (Fort Worth Aviation Museum); and John Carlton.

Tuesday, July 22

• 10 a.m. – North American P-51 Mustang air racers (Thunderbird, Bardahl Special, and Plum Crazy) – Justin Zabel, Warren Pietsch, Vicky Benzing, Clay Lacy, and Steve Hinton Jr.

• 1 p.m. – Curtiss P-40 Warhawk –Butch Schroeder, Craig Davidson, and David Burroughs.

Wednesday, July 23

• 10 a.m. – Messerschmitt Me 262 Schwalbe and North American P-51 Mustang – Retired Lt. Col. Joseph Peterburs (who shot down an Me 262 in combat during World War II); plus Mike Spalding and Keegan Chetwynd, Military Aviation Museum.

• 1 p.m. – Republic P-47 Razorback Bonnie and Fairchild Republic A-10 Thunderbolt II – Bernie Vasquez and Maj. Nick “Rock” Sand. Thursday, July 24

• 10 a.m. – Lockheed P-38 Lightning Jandina III – Jason Muszala and Robert “Robbie” Robbins.

• 1 p.m. – Grumman F7F-3P Tigercat, F6F Hellcat, F4F-3 Wildcat, and F8F-2 Bearcat – Rod Lewis and Steve Hinton Sr.

• Friday, July 25

• 10 a.m. – Curtiss-Wright SB2C Helldiver – Ron Fagen, Evan Fagen, and Ray Fowler.

• 12:30 p.m. – 75th anniversary of the Korean War with Vought F4U Corsair, Douglas AD-4 Skyraider, and

Douglas A-26 Invader – Jim Tobul, Kevin Sinibaldi (Military Aviation Museum), and Roger Woolsey.

• 1:30 p.m. - Parade - Veterans Tribute. Saturday, July 26

• 10 a.m. – Beech QU-22B - David Valaer. To learn more about the AirVenture or specifically about events like this and updates to the programs, visit eaa.org/airventure. Tickets and lodging options, including camping onsite (availability), are also available on the website.

Pilots can download a digital version of the Notice at EAA.org/NOTAM, or order a free printed copy via that website or by calling EAA Membership Services at 800-564-6322. (Image courtesy EAA)

Yellow Ribbon Honor Flight Honors Veterans as Part of AirVenture 2025 Activities

One of the most emotional and poignant moments of EAA AirVenture Oshkosh each year will return in 2025 as 100 Vietnam War vets will take a Yellow Ribbon Honor Flight to Washington, D.C., on July 25 as part of AirVenture’s annual

salute to veterans. The 72nd annual EAA fly-in convention is July 21-27 at Wittman Regional Airport in Oshkosh.

Veterans from the Vietnam War will be honored as they travel to the nation’s capital to tour war memorials at no cost to them. The veterans will return to Oshkosh at the conclusion of the Friday afternoon air show and thousands of people will welcome them back home and give them the recognition they deserve.

“The Yellow Ribbon Honor Flight is

HMEWatch ATC Analog Flight Watch

HMEWatch is offering excellent prices on their long established Professional Flight Watch line.

They are offering an excellent clearance sale to make room on new models coming out later this year. Take advantage of these high-quality models while they last at really great pricing.

There are a number of different models and colors offering both, Metal Bracelet models starting at a low $139.95, as well as high-quality Rubber/Neoprene bands at only $119.95.

The ATP model is an all digital multi-function watch offering multiple alarms, stopwatch, as well as countdown time, multiple city “World-Time” covering every time zone on the planet, and a thermometer, as well as an altimeter/barometer. These popular full-featured models are newly priced, starting at $74.95!

There are four versions of the “ATP,” a larger all black plastic with either a regular LCD display or a reverse LCD display; the other, slightly smaller, offers a metal case and yellow rubber strap.

The HMEWatch A.T.C. (Aviator Timepiece-Chrono) Aviator watch is an all analog, high-quality aviator watch offered in multiple styles. This model features a 60- minute chronograph, date window and a second-hour indicator to show a constant display of a second time zone whether it be your home, destination or as most use it, G.M.T./Zulu Time. This second large hand is a 12hour hand teaming up with a 24-hour Subdial indicator.

There is also a simple, optional instant-reset for the Chrono, where an instant push of the lower right mode button resets the chrono; no more having to stop the chrono before resetting it if that is your wish. In addition, there is also a functional E6B calculator Bezel on each model.

The A.T.C. comes in either all-stainless with a stainless steel bracelet or a stainless steel body with a polyurethane strap. HME Watch offers all models, including the P.U. strap model with a deploy clasp instead of the lower price “Tang-Buckle” found on most watches. In keeping up with styles today, this is a fairly large watch, at 43mm diameter by 13mm thick. Weight is about normal for a stainless steel model.

Take advantage of these special prices while stock lasts. Also, they are offering prices well under retail on Citizen Eco-Drive Pilot watch models.

Contact HME at 323-464-6660 or go to www.hmewatch.com to view their fine line of aviator timepieces.

one of the most memorable events of AirVenture week and our Salute to Veterans activities each year,” said Rick Larsen, EAA’s vice president of communities and member programming. “This event that honors what Vietnam veterans did for this country and provides them an experience of a lifetime, while giving AirVenture attendees an opportunity to say, ‘Thanks and welcome home.’”

This is the 11th year that the Yellow Ribbon Honor Flight has originated at EAA AirVenture Oshkosh under the auspices of Old Glory Honor Flight of Appleton, Wisconsin. That non-profit organization has organized dozens of Honor Flights since 2009 with a dedicated group of volunteers. Those flights have included special flights to Pearl Harbor and to Vietnam.

“Each Honor Flight mission is a special occasion, but the ability to be a part of EAA AirVenture always creates unforgettable moments,” said Diane MacDonald, the executive director of Old Glory Honor Flight. “Honoring our local Vietnam veterans out of EAA AirVenture is such a highlight; being witness to the enthusiasm, respect, and appreciation from the world’s aviation enthusiasts when the flight returns to Oshkosh is such an incredible sight to see and it means the world to the men and women who get to experience it.”

American Airlines is again supplying an aircraft for the flight, which is flown by an all-volunteer crew of American Airlines pilots and cabin attendants.

Old Glory Honor Flight will be inviting area veterans who are currently on their waitlist. More information is available online regarding Old Glory Honor Flight (https://www.oldgloryhonorflight. org/) or to make donations to the organization. Also, visit the EAA AirVenture website for additional information: eaa. org/airventure.

One of the most poignant moments of EAA AirVenture each year will returns this summer as 100 Vietnam War vets will take a Yellow Ribbon Honor Flight to Washington, D.C., on July 25. (Photo courtesy EAA AirVenture)

EAA Airventure 2025

AirVenture Airshow Performer Schedule Available Online

EAA AirVenture Oshkosh 2025, late in May, released preliminary lineups for all nine airshows. The lineups are available for viewing on the AirVenture website (eaa.org/airventure or at https://www.eaa.org/airventure/features-and-attractions).

The schedule currently includes a variety of aircraft types, from vintage warbirds to some of the latest innovations.

Some of the afternoon airshows throughout the week will feature unique themes. Tuesday, July 22, will be Innovations Day. BETA Technologies will make an appearance, and American Drone will be performing spraying

demonstrations using unmanned aircraft.

Wednesday, July 23, will honor the 80th anniversary of the end of World War II with a parade and run-up featuring several aircraft from the era.

Friday, July 25, will be EAA’s annual Salute to Veterans, headlined by the Wisconsin National Guard, which will showcase various aircraft from its fleet.

Several military demonstration teams are also scheduled to participate throughout the week. The U.S. Air Force’s F-22, F-35A, C-17, KC-46 and glider demo teams will fly multiple shows. Other notable demo teams include the U.S. Marine Corps F-35B,

and the U.S. Navy’s F/A-18.

The July 21 afternoon airshow will also feature a tribute to the late Rob Holland, 13-time national aerobatic champion and airshow favorite.

The daily airshows are scheduled to take place from 2:15 to 6:30 p.m. on July 21-26, and from 1 to 4:30 p.m. on Sunday, July 27. The night air shows on July 23 and 26 will begin at 8 p.m. The schedule for each show is subject to change without notice. The current schedule is available on the Air Show Performer page (https://www.eaa.org/ airventure/features-and-attractions) of the AirVenture website.

Aerobatic Team)

AirVenture Airshow Performer Schedule Available Online

Building on the announcement earlier this year that Goodyear would be bringing two of its airships to Oshkosh in July, the company further announced this week that one of the aircraft, Wingfoot One, will be wrapped in its 1925 markings, in honor of 100 years of Goodyear flying the blimps. The airships will also be flying in the air show on selected days and will be moored in the vicinity of the EAA Aviation Museum and Pioneer Airport.

The markings honor Goodyear’s first blimp, Pilgrim, which began flying in 1925. Although Goodyear’s aviation efforts began in 1910 with the creation

of its aeronautics department, the first branded airship flights in 1925 marked the start of a legendary icon. The first blimp with a lighted sign came in 1930, while the initial aerial broadcast flights over the Rose Bowl began in 1955. The Goodyear airships moved into their most recent era beginning in 2011 with the debut of the semi-rigid Zeppelin NT (New Technology) airships that are used today.

Goodyear’s airship participation at Oshkosh began in 1971 when America made an appearance at the EAA fly-in. Since then, it has been a regular visitor to the gathering, with its last appearance in 2021.

Aviation Innovation of Korean War Era to Be Highlighted

Aviation innovation and technology of the Korean War era, as demonstrated by this F-86 Sabre, will be highlighted at EAA AirVenture. (Photo courtesy EAA AirVenture)

The aviation innovation and technology of the Korean War era, which this year marks 75 years since it’s beginning, will be highlighted at EAA AirVenture Oshkosh 2025 on July 2127. The 72nd edition of EAA’s fly-in convention will be held at Wittman Regional Airport in Oshkosh, Wisconsin.

The aircraft on display will showcase the transition from piston-powered aircraft to fighter jets, and will be included in airshow demonstrations and on display in Boeing Plaza and in the Warbirds area.

“While legendary World War II aircraft such as the Corsair and P-51 Mustang still were widely flown at the start of the Korean War in 1950, a new age

of jets rapidly came to the front lines during that time,” said Rick Larsen, EAA’s vice president of communities and member programs, who coordinates AirVenture features and attractions. “It marked a permanent change in aviation technology that will be prominent at Oshkosh this year.”

Among the Korean War-era piston-powered aircraft already committed are the Corsair, P-51 Mustang, B-29 Stratofortress, AD-4 and AD-5W Skyraiders, PB4Y, and L-5. Jet aircraft committed to AirVenture include the P-80, F-84, MiG-15, MiG-17, and F-86 Sabre. This year also marks the 85th anniversary of the Corsair, the 80th anniversary of the A-1 Skyraider, and the

75th anniversary of the MiG-17.

While elements of these displays will be present throughout AirVenture week, a primary focus will be Wednesday through Friday, July 23-25, that will include airshow performances by a variety of these aircraft. In addition, evening programming at EAA’s Theater in the Woods and Fly-In Theater are in development that will correspond to the commemoration of the Korean War’s 75th anniversary. More details on those programs will be announced as they are finalized. Visit the EAA AirVenture website, www.eaa.org/airventure, for details.

The Titan Aerobatic Team, in their North American AT-6 Texans, will be performing at airshows during AirVenture, July 21-27. (Photo courtesy Titan

Goodyear will be bringing two of its airships to Oshkosh in July. (Photo courtesy AirVenture)

Homebuilders Keep Inspiring Youth in Southern California

By Annamarie Buonocore

An Interview with Clyde Carpenter

The following is an interview with EAA’s Clyde Carpenter (EAA Chapter 40). Carpenter is continuing his work with his local EAA chapter’s homebuilder’s workshop. The chapter continues to work with local high school students to expose them to aircraft building and mechanical work. Below are some of the latest updates with the chapter.

In Flight USA: Hello, Clyde, please tell me what is new with your EAA chapter?

Clyde Carpenter: In our EAA chapter, we have grown since the last time we spoke. We have gone from about 50 members to 160 members. We have two aircraft being built; one of them is part of the youth program, and the other is for a builder-assist program that the youth are able to participate in. The Youth Build Program happens on Saturday from 1 p.m. to 4 p.m. The Builder Assist is on a Thursday night, which is usually a homework night so that they can go to the football game or prom on Saturday or Friday night. So, Thursday night is a hard one to do, but we still get kids coming. Both aircraft projects are Zenith aircraft kits. One is a 750 Cruiser that you featured in the earlier article, and the other is a STOL 701, which is a smaller version of the 750.

IFUSA: Great! That sounds like a wonderful update. Tell me more about the work you are doing with the youth again. Do they get together and work on homebuilts? Give me a little more information about the program?

CC: I would be happy to give you our program outline. Basically we have expanded from a two-hour program on Saturdays to a three-hour program on Saturday. We do a little bit of an educational portion at the beginning, where I am the instructor and I teach some ground instruction from a pilot’s perspective. We also have several A&Ps and an A&P that has a more mechanical background who can teach the

mechanical side of things. We try to add in more pilot content because we want them to be familiar with the person who is going to operate the aircraft. We have some students who have no desire to be a pilot, but they want to be in some area of engineering, whether that be mechanical work, airport management, or one of the many different areas that include design and manufacturing, so we have some students who don’t want to fly, but I want them to be aware of all the people who are going to be using the aircraft. I think it is a good idea for them to start thinking about that and start putting the moving parts together.

ple, we had one week where they studied various types of situations that they will encounter. Three of them in flight and one of them on the ground. That is what we are doing with the build program, and again, as they progress, they can earn points for their attendance for certain activities. If we put them in charge of a project for the day, they get extra points for that, and as they get points, they progress. Then they have something that they can individually take away from the program, something more than just pointing to the airplane and saying something. They can say they achieved a certain level within the program.

is currently closed, but we look forward to seeing more students solo there.

IFUSA: Do you have any plans for this year’s EAA AirVenture Oshkosh?

So, they come in, and it is about 30 minutes that we do the education part, and then they get to work on building. We have some students who have gone off to college, and two of them became interns last summer with our program. They are at UC Irvine and UC San Diego respectively. One is getting an aeronautical engineering degree, and the other is doing a degree in environmental science. Another person who was working deeply in the program was the student shop foreman for our building program. Her name is Elicia, and she is at University of Michigan doing a robotics engineering degree. We have some more students who have stepped up and progressed through the program. There is one that I call our “Commander Air Group” or CAG, the shop foreman so to speak, and he is actually one of our scholarship recipients this year. He comes in, and I ask him, “So, you know what is going on with the program, and I want you to find people to do certain tasks.” He will actually go around and find certain groups to be in charge of the aircraft and start building. He’ll get them going on it, so toward the end of the day when we are doing the build, we do what I kind of call a “Kumbaya” moment. We talk about what we learned during the session. We own up to any mistakes that we may have made during the day and think about how we are going to fix them. The team stands up and helps fix it, and then we make plans for the next week. It is a real team effort. Everyone is deeply involved from the beginning to the end with each building, and if they have something that they need to study on, they make sure to study it and email me if they have any questions. This way, they then understand it a little deeper. Sometimes I actually send them home with material for their private pilot study. For exam-

IFUSA: I understand you have some Ray Scholars. Tell me a little bit about that program and what it means to be a Ray Scholar?

CC: A Ray Scholarship is a flight training scholarship. Ray Scholars are selected based on their participation, and they are highly active within the club. We take into account how much they have really invested in that. We have two individuals this year. One of them has completed the application, and it has been accepted to the EAA headquarters in the Ray Program. Then the other one is still working on some details and sorting that out while getting his application submitted, so we will have two this year. What happens is, because we have two, we have to raise a quarter of the scholarship for each of them, so our job is to put up one fourth of $12,000 each, and the Ray Scholarship Program through EAA provides the rest to them to pursue their private pilot’s license. What happens is the money comes to us, and they give us their bill that they get for flight training. Then we reimburse them through this program. It is a wonderful program, and it has been going on for years. We had other Ray Scholars earlier, like one young lady who is now at the University of Michigan. She got her pilot’s license just before leaving. Then we had one gentleman this year who already began his Ray Scholarship program. He has been accepted to Oklahoma State University for the aeronautical program there. The young man who is putting in his application is currently working with ground school at Glendale Community College, which has an aviation program. I was amazed to find that out.

IFUSA: That is very exciting. Have you partnered with any local flight schools to send your Ray Scholars to?

CC: What we do is we support each student and suggest what school they go to. Vista Aviation has always been very supportive of us and Whiterman Airport, and we try to send students to schools based at the local airports. We can give Van Nuys Airports a shoutout. Many of our students do their flight training there. The runway

CC: We have not planned to go there this year, but we are getting a lot of people interested in trying to go, so we might be sending a small group of students. Early on, we kind of decided with the amount of work that would go into that, we try to send a group every other year, so we will probably do it next year, even though I am extremely excited about their program this year, and I keep seeing all the updates. We look forward to sending more students in the future.

IFUSA: Yes, it looks exciting. So, the main projects you have been working on are Zenith Aircraft. What is so great about those?

CC: Zenith Aircraft are very straightforward and they primarily have two types of rivets to use. It is a solid airplane kit, and it is getting to the point where the plane will be flying. It is a very safe aircraft to fly. Being a high-wing plane, it has great capability. The wings are very much the Hershey bar style of wings, so they have high lift. In fact, the 701 can take off with one person in 65 feet and with two people in 95 feet, so it is an amazing airplane.

IFUSA: Yes, those are great. Do you have one yourself?

CC: I do not. My plan is to “scratchbuild” a World War I replica. My experience goes into Cessnas and Pipers and Beech Twin-engines.

IFUSA: Great! We love warbirds. They are so exciting. So, what are the club’s future plans for working with youth? Do you have any future plans or ways that you would like to expand the program?

CC: Yes, I am talking with nearby commercial airports, and we would like to start doing some tours for our students so they can see the many aviation careers available to them. They are doing smaller tours with some of the smaller operations, but we like to do as much as we can do to expose them to the vast world of aviation. Our primary goal with our youth is education and inspiration. We want them to find a way to really chase down their dreams. Whether they have a dream of being a business manager or going to flight school, we will get them in touch with some schools so they can talk to professionals and carve out their unique path.

We kind of do a little bit of career exploration with our Internship program, which is something we do for people who are between 18-21, and they have to apply. I already have one young lady who has come to visit us, and she has sent in her resume. We have not even opened up the applica-

Young EAA builders hard at work. (Photo courtesy Rosalyn Kahn)

Pivotal’s Helix Demonstrates eVTOL

Capabilities from Nor Cal Mansion Estate

By Vickie Buonocore

This spring, at Northern California’s Filoli Gardens and estate, tens of thousands of tulips, daffodils, and hyacinth bulbs decorate the 16-acre garden. While guests from near and far wander through the property, cherry blossoms fill the air with their soft fragrance. Most guests come to see the mansion and the gardens. There are immersive experiences and rejuvenating adventures around every corner. On occasion, there are special events in the meadow just behind the mansion.

Why would we be talking about Filoli in a general aviation news magazine? For one, it’s a great place to visit… fly into the San Carlos or Palo Alto airports and then head for Filoli in Woodside. Arrange for tickets in advance.

For another, Pivotal was there last month demonstrating their Helix aircraft. Yes, it took off from Filoli’s meadow, transitioned to airplane mode and flew around the Crystal Springs and San Andreas reservoirs and wooded areas that bank them.

The aircraft was piloted by pros from Pivotal but in the static position, guests were able to get up close and see the

eVTOL from the inside out. In fact, children in the audience were invited to also come up close, touch and feel the aircraft and play some guessing games about it all in an effort to spark their interest in flying.

A virtual flying area was set up by Pivotal where guests could take a seat, don virtual reality glasses and gear and experience flying the Helix.

Pivotal, a market leader in light electric vertical takeoff and landing (eVTOL) aircraft, was recently recognized with the prestigious Gold 2025 Edison Award in The Future of Personal Flight & Drive category for the Helix, its high-performance, cloud-connected personal aircraft.

The Helix redefines personal mobility. Hop into the flight deck, power the props, tilt to take off straight up, then tilt back to cruise in this electric biplane. From the panoramic canopy to the ergonomic flight controls, every inch of the flight deck is designed for ease of use. By reducing complexity, Pivotal’s single-seat aircraft immerses the pilot in the wonder of flight, minimizes points of failure, and offers a high degree of safety.

“Our light eVTOL aircraft combine breakthrough electric propulsion and an unconventional architecture with simplified

controls, opening the skies to more people than ever before,” said Ken Karklin, CEO of Pivotal. “Our mission is to bring safe, easy-to-fly eVTOL aircraft to market, transforming the future of personal aviation by rethinking and executing the art of possible,” added Karklin.

Ideal for recreation and short-hop travel, the Helix personal aerial vehicle takes off and lands on grass, asphalt, snow, ice — there’s no landing gear, just a keel strip. Fly-by-wire controls, a 270-degree view, and quiet operation allow pilots to become immersed in their natural surroundings. At the heart of this vehicle is a robust fault-tolerant design with triple modular redundancy for reliability and safety. As an ultralight aircraft, the Helix complies with the Federal Aviation Administration’s Regulation Part 103.

Pivotal designs, develops, and manufactures light eVTOL aircraft. An industry pioneer, Pivotal is renowned for the BlackFly, the first light eVTOL to be commercially available and delivered to customers in the United States. In October 2023, Pivotal introduced its next generation production aircraft, the Helix, and in January 2024 began sales of the Helix. The company’s

distinctive tilt-aircraft architecture and scalable technology platform have been under continuous improvement for well over a decade, and today, Pivotal has the most mature technology in the light eVTOL category. Efficient, compact, and simple, Pivotal vehicles are designed for a wide range of consumer, public safety, and defense applications.

The company is headquartered in Palo Alto, Calif. For videos and more information, visit Pivotal at pivotal.aero.

Homebuilders Keep Inspiring Youth in Southern California

Continued from Page 34

tions, but she is an amazing aerospace engineering student at UC Irvine and an ROTC member. We got connected because the Civil Air Patrol has done flights for ROTC students, and they are familiar with flight.

In the internship program, we try to make sure to customize their tasks and learning experience. While they have certain duties, they have to do in their internship, and they also get the opportunity to go in the direction of their career path. So, if they want to be a mechanic, I can put them in touch with our A&P with inspection authority, and if they want to do ATC, I can put them in touch with the people here in charge of the control tower and see if there is any way they can get that experience there. If they want to fly, then obviously we have pilots and CFIs, and there is even a member who is a Designated Pilot Examiner (DPE) and we can give them an in-depth experience into the world of flight, but as far as the youth build program, our goal is to complete this first aircraft. We are looking to raise money, and we have an opportunity to purchase an engine for a very good price. If we can do that, it will be a wonderful asset to the program with the students getting real experience.

We have an impressive group of young people here. AS far as expansion goes, that is kind of where we are at. Once we finish this aircraft, we will be looking at doing another aircraft or maybe will look into other kit manufacturers. There are many wonderful kits out there. Vans Aircraft has been wonderful to us, so I have huge gratitude for them.

IFUSA: How can more volunteers or people who want to work with these kids get involved?

CC: Really, they just need to come out and visit us. What they will need to do is become members of the EAA. Once they become a member of the chapter, they go through training. Everyone who helps with the program goes through youth protective training, which is a very simple process. They do a background check. Even if they don’t have experience in aviation and they just really want to be involved, we have them go through the training so that they can still be a part of it. We have mentors in our program. A mentor’s job is to facilitate the student’s learning and help them find the answers they are seeking. Mentors can help students find their passion and career path. If a person wants to be a part of the program, they don’t have to be experi-

enced, but they have to be a member of the EAA and our chapter, and they have to go through the youth protection training. So, I would say come out and visit us, and we can always give them a tour and let them see what the program is like. That is certainly the first step they should take.

IFUSA: So, the program meets on Thursday nights at Whiteman Airport in Pacoima, Calif.?

CC: It actually meets at the base at Whiteman from 1 p.m. to 4 p.m. on Saturdays, and the builder-assist is on Thursday nights. Sometimes youth are there; sometimes they are not, but all youth are welcome to be a part of the activities. Not everyone who works on that program is a mentor, but there are always helpful people. The best experience is on Saturday afternoons from 1 to 4 p.m.

IFUSA: Are there any individuals, whether they are youth participants or volunteers, whom you would like to highlight?

CC: Yes, we have so many. I’d like to give a huge shoutout to Mario Corado who is our A&P-IA, and Tom KoehnleinKinland who is our board member who is also the Ray Scholar coordinator. Then there are the youth and safety officers and the board members who do so much. There is Mark Webster who coordinates many activities.

These gentlemen are the committee for the youth-build program, and each are members of EAAmembers EAA Chapter 40.

As far as students go, there are so many great students. Our Ray Scholar Chris Hanna is just somebody you can hand stuff to, and he will take care of it. I also want to mention EAlicia KoehnleinFenland who is now off to University of Michigan and is dedicated to trying to get the plane flying. She is very talented. There are so many wonderful students in this program. They just really come ready and prepared. They even participate in some of the other things that we do, like our VDMC Club, which is a program for everybody who is a pilot or even just thinking about becoming a pilot, and we discuss real-world scenarios about flying, like can you use a cell phoneself-operation on a small plane? It sounds really basic, but it is one of the more challenging things to consider.

Sometimes, I actually have to close the doors because we have been there so long, and they come ready to debate. We publish the questions, and students come to the building with questions, and we discuss them. Anyway, they are really invested in everything that happens.

IFUSA: Thank you!

Guests were invited to learn about and take a close up look at Pivotal’s Helix eVTOL at Filoli estate in Northern California last month.

(Photo by Annamarie Buonocore)

Arcadia Jets Is Celebrating The Launch Of Its New Business Aircraft Brokerage Company, By Making A Groundbreaking Commitment To Angel Flight West

Arcadia Jets has committed to donating a portion of the profits from every aircraft it brokers to support Angle Flight West’s missions to provide non-emergency medical flights across the western U.S.

Arcadia Jets is celebrating the completion of the new brokerage’s several first closings by announcing a groundbreaking commitment to donate a percentage of the profits from this and all future aircraft transactions to Angel Flight West. Phoenix, Ariz., based Arcadia made the announcement on May 15.

“When we opened Arcadia Jets, we committed ourselves to doing things differently than what you’d expect from a traditional aircraft broker,” explained Adam Hahn, CEO of Arcadia Jets. “We wanted to do something that was in the spirit of what owning a private aircraft really is – the ability to travel whenever and

wherever you need.

“And what better way to do that than to commit a portion of our profits from each transaction to supporting Angel Flight West? An organization built on the use of private aircraft to help people with non-emergency medical and other needs travel easily to obtain the life-enhancing services they need,” he added. “To pro-

vide even more momentum, we are also asking our customers and others in business and private aviation to join us in supporting AFW’s mission goals.”

Angel Flight West (AFW) delivers health and hope through donated flights, serving those with critical healthcare needs or other pressing human needs.

AOPA Foundation Awards Record $2.2 Million in Scholarships

The Aircraft Owners and Pilots Association (AOPA) and the AOPA Foundation announced on May 12, it will award $2.2 million in scholarships, the largest amount in the Foundation’s history. Nearly 400 recipients will be notified of their awards, out of a competitive pool of 7,000 applicants nationwide.

The AOPA Foundation offers a wide variety of scholarships each year. More than $1 million is awarded to at least 80 high school students and up to 20 teachers, who will each receive $12,900 toward training for their private pilot certificate.

Others include primary flight training scholarships to be used toward sport, private, or recreational certificates as well as multiple advanced scholarships for additional certificates and ratings such as instrument, commercial, flight

instructor, or multiengine instrument. The Foundation also offers several scholarships for non-flying pursuits, including mechanic or flight dispatcher training.

“These scholarships are life changing, in many cases,” said Taz Thomas, AOPA Scholarship Manager. “We’ve seen past recipients go on to work in every corner of the aviation industry. We are excited to see where this year’s awardees — who come from every part of the country and background — go in their aviation journey.”

“The biggest barrier to getting into aviation is the cost. We are honored to work with generous donors, such as the Ray Foundation, who are dedicated to investing in the next generation of pilots and aviation professionals,” said AOPA Foundation Senior Vice President Elizabeth Tennyson.

Arcadia Jets Is Celebrating

Continued from Page 37

With more than 1,800 volunteer pilots and 1,300 passengers served annually, AFW provides free air transportation for individuals requiring non-emergency medical care and other essential services across the West.

“We’re delighted about this new partnership with Arcadia Jets,” said AFW Executive Director Mary Hunter. “In addition to serving as one of our volunteer pilots, Adam’s and Arcadia Jet’s contributions truly demonstrate his generosity and help ensure that AFW can continue arranging life-changing flights for the pa-

tients and families who need us.”

Hahn views Arcadia Jets’ commitment to AFW as fulfilling a personal and business goal. He began supporting AFW humanitarian efforts in 2020, and when he founded Arcadia Jets in 2024, he became even more involved by participating in missions and mentoring pilots.

“When you see all the good that these flights do for the people who desperately need them, it really makes an impact,”

Hahn said. “This led the entire team at

Continued on Page 42

To be eligible, applicants must meet scholarship-specific criteria and hold a current AOPA membership, which is free for high school students. The application window for 2026 scholarships will open on Oct. 6, 2025.

The AOPA Foundation is a 501(c)

(3) charitable organization. Its scholarships and programs are not funded by AOPA member dues, but by generous donations from individuals and organizations. To learn how you can support its mission, visit www.aopafoundation.org. Learn more about AOPA at aopa.org.

AOPA Foundation scholarships help student pilots to succeed, ease the financial burden of flight training, and ultimately add to the pilot population.

(Image courtesy AOPA Foundation)

Set, Jet, Zero: Securing High-Quality Carbon Credits For CORSIA’s Mandatory Phase

By Elliot Renton CEO, Evero Energy

The aviation industry and its supply chain have a busy five years ahead as efforts ramp up to achieve decarbonisation. Sustainable aviation fuel (SAF) mandates, which came into effect in the UK and the European Union on the Jan. 1, 2025, will require airlines to use an increasingly sustainable blend of jet fuel. Next year, we will see the end of free EU ETS allowances for the aviation industry; from 2026, airlines will buy all allowances on the market to cover emissions from intra-European Economic Area flights.

Meanwhile, on the not-so-distant horizon, CORSIA, the International Civil Aviation Organization’s Carbon Offsetting and Reduction Scheme for International Aviation scheme will become mandatory in 2027, and aviation will be included in the UK ETS that same year.

Cumulatively, the aviation industry will face higher compliance costs along with additional reporting obligations, while its fuel supply chain must attract substantial investment to support longterm decarbonisation.

Why we need SAF and carbon credits

While technology advancements such as SAF and efficiency improvements will directly decarbonise aviation, the pace of change has been slow to date. Current SAF capacity is limited with just a few countries producing most of the supply. As commercial aircraft are designed to be in service for 20-30 years, many efficiency improvements can only be made as quickly as the pace of fleet turnover.

To begin to bridge the emissions reduction gap, CORSIA was introduced so that carbon credits could be used to allow carbon neutral aviation growth. Applicable to 123 countries, the scheme is expected to cover 75-80 percent of aviation emissions above 2019 levels (or around 2 percent of global energy-related CO2 emissions) and could mitigate 1.3 to 1.7 billion tonnes of CO2 in the next ten years. Post 2035, demand could rise to 250-300 million tonnes of carbon credits per year depending on air traffic growth, SAF uptake and efficiency and operational improvements. The scheme will run concurrently with the EU ETS and UK ETS and airlines must comply with all.

Scaling carbon credits for aviation

This is not the industry’s first experience with carbon credits. EasyJet pioneered the use of carbon offsetting in 2019, mitigating around 8.7 million tonnes of carbon up to 2022. However, some of its suppliers were challenged in the way that they had quantified and certified projects’ impacts attracting controversy over their effectiveness, which eventually led to the initiative ending.

The mandatory introduction of CORSIA is an opportunity for the carbon credits supply chain to reset the

The Scheme’s integrity assessment criteria set out a clear definition of what a high-quality credit will constitute to be eligible. In brief, they must be permanent, additional, quantified, monitored, reported and verified, have a clear and transparent chain of custody, only counted once and do no net harm, including by not increasing emissions elsewhere.

Cost will also be a factor. According to the same survey, 35 percent of respondents believe the cost of environmental measures should be paid by

The Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), launched by the International Civil Aviation Organization (ICAO), plays a major role in helping airlines offset their emissions and meet climate goals. (Photo credit: CarbonCredits.com)

bar around what a high-quality credit constitutes and to ensure that every credit will have the climate impact that it is marketed to have. Transparency, additionality and thorough quantification will all be important factors for all voluntary carbon markets to achieve cruising altitude. The agreements made at COP29 last year, where delegates finally agreed upon strict monitoring and reporting requirements to underpin a global voluntary carbon market (VCM) will also play a role in success.

Credibility, cost and the consumer

According to the CAA Aviation Consumer Survey 2024, a fifth of consumers (22 percent) say that the environment is the single greatest priority for aviation, second only after cost and around a third (37 percent) say they would like more information about the specific environmental impact of a flight. However, only half (53 percent) say that they trust the aviation industry is committed to reducing the impact of flying. CORSIA will play an instrumental role in improving consumer trust by supporting airlines to clearly demonstrate their impact.

the airline, while 24 percent believe it should be included in the ticket. Meanwhile, some airlines including Virgin Atlantic, Air France and KLM, have already chosen to introduce a small levy to cover the additional cost of SAF. We could see more of these levies introduced as airlines consider how best to cover increasing compliance costs for SAF mandates CORSIA, EU ETS and UK ETS.

Carbon credits: From reduction to removal

Historically most carbon credits –including those on CORSIA approved registries – have been created by emissions reductions or avoidance projects. However, the IPCC state that reductions and avoidance alone will not be enough to keep global warming below 1.5 degrees Celsius. The world will also need to remove a trillion tonnes of carbon to 2,100, which will require both nature-based solutions as well as engineered carbon removal projects to generate carbon removals credits. Engineered projects include technologies such as bioenergy carbon capture and storage (BECCCS) and direct air cap-

ture (DAC). With aviation set to become the biggest industrial sector in terms of emissions by 2040, the industry could play a key role in bringing more carbon removals projects forward.

One of the key advantages of engineered carbon removals projects is their ability to use technologies such as CO2 flow metering equipment and flue gas testing to produce high-quality data on which to issue carbon credits. Engineered carbon removals are also much more permanent. While nature-based solutions may remove carbon for around 100 years, BECCCS and DAC remove carbon for thousands of years. Early investors in removals projects include Microsoft in a Bioenergy CCS plant in Sweden and Amazon in a direct air capture plant in Texas.

Effective BECCS projects

A challenge that is often levelled at carbon capture and storage (CCS) is that it is novel. However, the technology actually dates back to the 1970s and has been used prolifically by oil companies to enhance recovery ever since. Now, there are 46 commercial facilities operating globally and a further 470 in various stages of development – more than 190 of which are in Europe. To create carbon removals, CCS infrastructure will be applied to existing bioenergy plants and Ince Biopower in North-West England is a leading example.

Currently, Ince Biopower gasifies waste wood to generate renewable electricity. Its CCS project – INBECCS –will apply CCS technology to the plant and connect to Hynet (one of the UK’s most advanced carbon capture clusters) to sequester the carbon in permanent geological storage under the Irish Sea. Once operational INBECCS will capture around 250,000 tonnes of carbon a year. The project is expected to be one of the most sustainable BECCS plants in the world; by using waste wood that has no other use apart from landfill.

While INBECCS could be the UK’s first carbon removals project, the team behind it are leaders in making complex technologies work. Since opening in 2019, Ince Biopower has set both continuous run-time and utilisation records as a result of ongoing optimisation initiatives and new technology application. This kind of experience will be invaluable in ensuring that their CCS project can create as many high-quality carbon credits as possible.

AOPA’s Air Safety Institute Releases Early Analysis on Cessna Citation Crash in San Diego

The Aircraft Owners and Pilots Association Air Safety Institute (ASI) released a new video from its Early Analysis series providing an initial examination of the May 22 aviation accident in San Diego.

At 3:47 a.m. local time, a Cessna Citation 550 crashed into a residential neighborhood in San Diego as it was preparing to land at Montgomery-Gibbs Executive Airport (KMYF) in thick fog. All six occupants of the aircraft died. Miraculously, no one on the ground was seriously injured or killed, but almost a dozen homes and numerous vehicles were damaged or destroyed in the post-crash fire. The accident forced more than 100 people to evacuate.

“In Early Analysis: Cessna Citation crash in San Diego, ASI looks at factors that contributed to the mishap and are expected to be subject of the National Transportation Safety Board investigation,” AOPA’s ASI Senior Vice Presi-

dent Mike Ginter said. “Our goal is to help pilots understand and learn from this tragedy.”

Ginter continued, “It was the second leg of a long night flight from Teterboro, New Jersey. We don’t know if the pilot was suffering from fatigue, if the aircraft’s instruments were faulty or if they had been programmed incorrectly, or if the pilot intentionally or mistakenly flew below the glidepath in order to visually acquire the runway for landing. The aircraft flew into a high-voltage power line amid half-mile visibility and low ceilings.”

The jet was following the published RNAV (GPS) Runway 28R landing procedure when it struck the power line, located about 1.5 nautical miles east of the approach end of Runway 28R. The procedure’s minimum altitudes provide a safe margin over obstacles on the ground, including the power lines.

Pilots who are instrument-rated and current can legally fly in inclement

In Early Analysis: Cessna Citation crash in San Diego, ASI looks at factors that contributed to the mishap and that the National Transportation Safety Board are now investigating, according to AOPA’s ASI Senior Vice President Mike Ginter, who hosts the video. (Image: YouTube, ASI)

weather conditions like those on that evening, but they must follow those strictly defined procedures.

“It is far too early to come to definitive conclusions about this crash, and we will have to wait for the full NTSB investigation to find out what really happened,” Ginter added. “But it’s not too early for General Aviation pilots to learn important lessons about aeronautical decision making from this incident. Flying a long cross country, at night, and then attempting to land in low instrument meteorological conditions (IMC) weather poses huge challenges for any pilot.”

“While we regret the loss of life in the aircraft, the extensive damage and disruptive impact of the crash on the

residents’ lives in San Diego, and in spite of the public perception after several high-profile accidents this year, the General Aviation accident rate has enjoyed a 32-year decline and the number of accidents this year is lower than the same period last year.” Ginter continued. “It is up to all pilots to keep it that way.”

Early Analysis videos provide an initial assessment of prominent mishaps that generate large public interest and may indicate important safety lessons for the general aviation community. View the video on YouTube at https://www.youtube.com/watch?v=bJL_sOiCkw8 or learn more by visiting ASI at www.airsafetyinstitute.org. AOPA’s website is aopa.org.

Arcadia Jets Is Celebrating

Continued from Page 38

Arcadia Jets to want to find a meaningful way to give back more, and our way is by donating a portion of every aircraft we sell to Angel Flight West.”

Angel Flight West delivers health and hope using donated flights to serve those with healthcare or other compelling human needs. In the air, Angel Flight West links volunteer pilots and commercial airlines with people whose non-emergency health needs require long-distance travel to access care. On the ground, volunteer drivers ferry passengers to and from their

departure and destination airports. For more information: angelflightwest.org

About Arcadia Jets

Founded in 2024, Arcadia Jets’ dedicated team of industry professionals brings over 20 years of unparalleled experience in global sales and acquisitions. Whether a customer is looking to buy, sell, trade, or seek consultancy, our team is committed to delivering tailored solutions that help them achieve their desired goal. For more information, visit: www. arcadiajets.com

VERTICON 2025

Continued from Page 13

• home heating oil

• kerosene

• jet fuel

• 100LL Avgas

• UL94 Avgas

• UL91 Avgas

Further, many regulatory bodies incorporate ASTM standards by reference. Read the ASTM D910-21 Standard Specification for Leaded Aviation Gasolines at https://store.astm.org/ d0910-21.html.

Q: Does using the consensus standard process take longer than developing a producer developed standard?

The consensus process provides data and understanding about a fuel’s composition, performance and other important properties and specific test methods to measure those properties for peer review among subject matter experts in fuels, chemistry, test methods, production, distribution, aviation manufacturers and end users. This peer review process, combined with the ability for any stakeholder to ask questions and review additional data, provides interested stakeholders an understanding of a brand-new fuel. It also provides the opportunity to express confidence and acceptance through a voting process to adopt a new fuel production specification.

A consensus standard can take longer to complete than a producer-developed standard. There are multiple reasons for this, including:

Aviation’s Lifeblood

Continued from Page 40

decline in GA activity across the country.

While we’ve had successes in combating these fees in Florida and Colorado and several other states, we can and must do better. We’re making a concerted effort to highlight these fees in our AOPA Airport Directory so you can “know before you go,” and we’ll start to highlight the airports that are the most egregious in

Set, Jet, Zero

Continued from Page 8

The route to jet zero

Carbon credits are a vital tool for the aviation industry in its route to jet zero, but not all carbon credits are created equally. Those that will have the biggest impact on the industry’s decarbonisation pathway will come from engineered carbon removals projects such as BECCS. While CORSIA does

• The time it takes to develop a successful standard is determined largely by the sponsor’s ability to supply appropriate data to support their proposed standard and how thorough and responsive they are to addressing questions and issues raised through the balloting process.

• Consensus requires an open and transparent discussion of the data that supports the proposed change to an existing standard or a newly proposed standard.

• There is an adjudication process that allows an individual to raise a concern for consideration by the entire body of volunteers. If the concern is deemed relevant, it must be addressed to the satisfaction of the consensus body.

Eliminate Aviation Gasoline Lead Emissions (EAGLE) is a comprehensive government-industry initiative consisting of the aviation and petroleum industries and U.S. government stakeholders, and a wide range of other constituents and interested parties, all working toward the transition to lead-free aviation fuels for piston-engine aircraft by the end of 2030 without compromising the safety or economic health of the general aviation industry. To learn more, visit: https://flyEAGLE.org.

This is the third of three installments by Author Cynthia Glenn. To see Parts 1 and 2, visit the In Flight USA website (inflightusa.com) to find the online editions of April (for part 1) and May (for part 2).

their fee structures so you can make informed decisions. Ultimately, our goal is to get airports and FBOs to take a fair and reasonable approach to their fee structures so we all benefit from a thriving and vibrant general aviation ecosystem. You can count on AOPA to lead the charge.

DARREN PLEASANCE has flown over 8,000 hours in more than 80 different types of aircraft.

not currently operate a reducing cap on emissions, if one were to be introduced later – following the footsteps of the EU ETS – then carbon removals credits will be even more highly prized. Investing in these types of projects now is a sound strategy to gain certainty over meeting present and future carbon reduction commitments.

AIRCRAFT FOR SALE

American Aircraft Sales, Livermore Airport, CA, americanaircraft.net, cell (510) 783-2711, (925) 449-5151. 3/13

From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 898-5151, tjair.com. 3/13

AirplanesUSA Aircraft Sales, San Carlos, CA, Airport, (650) 394-7610, airplanesusa.com. 1/16

Quality aircraft since 1948. Volare Air, a TECNAM dealership, (940) 800-8020, volareair.aero. 1/23

Historically significant 1950s-era aircraft for sale or trade. All in restorable condition with minimum corrosion. Inventory includes a Piasecki XHJP-1 and a Sikorsky S-55. American Helicopter Museum, West Chester, PA. Contact info@americanhelicopter.museum for more information. 231000.TFN

1968 Nanchang CJ-6 Chinese warbird. Reliable Day/VFR, light weight. Apollo GX-65 nav/com, Digital Xpndr., intercom, Delco alternator. New seat cushions and canopy glass. Includes all support equipment, wing jacks, manu- als, spare parts. Much more! $70,000. Located N. Calif., text/cell (530) 957-9760, dennis@nickson.biz. 24900:11

1966 Piper PA30 Twin Camanche for sale near Oceanside, CA. Call for pricing. Andrew Wignot, (760) 717-0640. 241100:12

JETS

Small Manned Aerial Radar Target, Model 1. Tiny jet aircraft, long-range tank. SMART-1, Tucson, AZ, (202) 2132400, smart-1.us. 5/21

SPORT/ULTRALIGHTS

RV12i5. Total performance perfected. Easy to build, fly and own. Van’s Aircraft www.vansaircraft.com. 11/18

Bristell LSA 915 Turbo, 180 mph @18,000. Bristell Aircraft, (516) 6581847. bristellaircraft.com. 2/24

STOL

The STOL Super Breezy with fully covered fuselage. Yakima Aerosport, (509) 453-3412, superbreezy.com. 5/23

AIRCRAFT SALES AIDS

Aviation Sales & Marketing by ABCI. Ideal for a startup or side hustle in the aviation industry. (702) 987-1679 or aviationsalestraining.com/startup. 1/21

FLIGHT INSTRUCTION

Sunshine Flyers. Flight & tailwheel instruction, rentals, mountain flying, and aerobatics., Auburn, CA, (530) 8203442, sunshineflyersaviation@gmail. com. 3/20

Arizona Type Ratings

CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. arizonatyperatings.com, (602) 6147994. 9309:TFN

Recurrent pilot training and services. L/D Aerospace, Grace Passmore, (916) 790-0501, ldaerospace.com. 1/22

Fly for fun or career. Discovery flights, pilot training, AOPA Distinguished Flight School & Cessna Pilot Center. Smith Aviation, Napa County Airport, (707) 345-6526, mikesmithaviation.com. 4/22

Come fly with us! CFIs encouraged to apply. For more information, call Sue Clark/RV to the Rescue at 925-997-4778

IN FLIGHT USA CLASSIFIEDS

MAINTENANCE/INSPECTIONS

XL Aviation - Aircraft Maintenance.

Custom-tailored programs for all aircraft. Livermore, CA, (925) 961-6135, xlaviationtailwheel.com. 8/20

RESTORATIONS

Iconic Aircraft Restoration. Repairs, refurbishments, parts fabricated, consulting at reasonable rates. The Wright Experience, (540) 379-9092. 8/21

Custom aircraft & high-quality composite parts. Aviation Composites, Sandersville, GA, (937) 243-7303. 1/22

FBOS

Serving the GA Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviation.com. 3/13

World’s largest network of FBOs with over 200 locations offering consistent, exceptional service. Signature Flight Support, signatureflight.com. 4/23

Full-service center. Vista Aviation, Whiteman Airport, Pacoima, CA, (818) 896-5224, vistaair.com 9/23

AVIONICS

Avionics for Every Mission. All major brands. Airtronics, Calaveras County Airport, CA, airtronicsavionics.com, (209) 736-9400. 11/14

Basic installs to complete panel and glass retrofits. Pacific Coast Avionics, (800) 353-0370, PCA.aero. 7/15

Update your avionics. FAA-Certified repair station. Treasure Coast Avionics, Ft. Pierce, FL, (772) 464-3148, treasurecoastavionics.com. 2/23

AIRCRAFT PARTS

Keeping “classic” aircraft flying since 1946. Univair Aircraft Corp., Aurora, CO, (888) 433-5433, univair.com. 3/21

Iconic Aircraft Restoration for all the classics. Reasonable rates. The Wright Experience, (540) 347-1909. 2/23

SAVAGE Magneto Service since 1946. Hayward, CA, (510) 782-7081, 2/23

Wingtips with total lighting solutions, aveoengineering.com. 9/23

PROPELLERS

Aviation wood, composite or metal propellers. Sensenich, (813) 752-3711, (717) 569-0435 or sensenich.com. 4/21

OXYGEN SUPPLIES

Cannula or Mask? For aircraft service ceilings to FL180 & FL250. Ask “The Oxygen Lady,” info@aviationoxygen.com 2/23 4720:TFN

Fuel Cells. Repair, overhaul or new with 10-year warranty. Hartwig Aircraft Fuel Cell Repair, hartwigfuelcell.com. 2/09

Home of GAMIjectors® fuel injectors! STCs and PMAs on over 300 different engine models! General Aviation Modifications, Ada, OK, (888) 359-4264, (580) 436-4833, gami.inc. 3/23

AVIATION SAFETY

Innovative aviation safety solutions and Parachute Recovery Systems for a variety of aircraft, including for sport, UAVs, more. AviationSafetyResources. com. 2/22

Get ahead of your daily in-flight risks with SAFETYLINQ flight risk assessment. argus.aero/safetylinq. 1/22

AIRCRAFT FINANCING

Get Top Retail Value for Your Aircraft! Sell now! Find your dream aircraft! Shop now! Become an area broker with one of the largest networks in the U.S.! Visit our USA Aircraft Brokers page on Facebook or visit usaaircraft.com. 9/23

INSURANCE

Specializing in personal, business and charter aircraft. Best price, coverage & customer service. Zanette Aircraft Insurance Center, (650) 593-3030, (888) 723-3358. 10/06

Insurance solutions for all aviation-related services. Business Aviation Insurance, bizavins.com, (925) 8251900. 7/20

AVIATION CONSULTANTS

Informed, accurate aircraft appraisals. jetvaluesjeremy.com, (636) 751-3987. 7/20

Complete Aviation Sales & Marketing Services. Use Promo Code “INFLIGHT” to save 10%. AviationBusinessConsultants.com/Lab, (702) 987-1679. 4/23

PILOT SUPPLIES

No cheap imitation watches at HME! Special pricing on ATP series multifunctional watches with Altimeter. To order or for information, (323) 464-6660 or hmewatch.com. 11/16

Aircraft Spruce & Specialty. Free 700page catalog, Corona, CA, & Peachtree City, GA, aircraftspruce.com. 10/06

Protective covers for every make and model. Bruce’s Custom Covers, Morgan Hill, CA, (800) 777-6405, (408) 738-3959, aircraftcovers.com. 10/19

Apparel as unique as your journey. Discounts to members. AOPA Pilot Gear, aopapilotgear.com. 9/21

Mountain Bike, Full-size, pilot-friendly, rugged. FLATBIKE, flatbike.com. 10/18

AVIATION RESOURCES

Emergency services, group trips, consulting services. BizAvJets, Inc., Business Aviation Services, bizavjets.com, (702) 465-2027. 10/20

Wherever business takes you. Navigate It. (575) 615-2091, vatit.com. 10/21

Scheduling Software that connects to your flight department. Simple, affordable. airplanemanager.com. 9/22

PROFESSIONAL SERVICES

Aero & Marine Tax Pros

Legally avoid sales tax on your aircraft purchase. In El Grove, CA, (916) 6919192, aeromarinetaxpros.com. 18500:TFN

Left Seat Pilot Medical Solutions. A confidential solution for pilot medical certification. Free FAA medical consultations. Left Seat, (800) 699-4457. 1/21 Global Aircraft Group. USPAP bank values for all aircraft, aircraft management, insurance claims & certified aircraft appraisals. Mark Parry, (855) 6GBL- AIR, (413) 335-7507. 4/22

At Thirty1 Hybrid, we help aviation companies, including flight schools, manufacturers, mechanics, brokers, and more, build a cohesive website that positively impacts their bottomline. And it’s not just a website — it’s an Experience. We’ll take your prospects on a journey they’ll love (and you’ll love, too — because the final destination is a new client and more money in your pocket). It’s a win-win for everyone! Contact us today at hello@thirty1hybrid. com or by visiting thirty1hybrid.com. 24500:6

HANGARS/TIEDOWNS

One-piece doors. Hydraulic or bifold. Schweissdoors.com, (800) 746-8273. 1/15

Aviation Building Systems, custom designed hangars. R&M Steel Co., Caldwell, ID, (208) 454-1800, aviationbuildingsystem.com, (866) 454-1800 51217:TFN

HOMES/AIRPARKS

New Runway & Taxiway Homesites Available in amentity-rich community, Granbury, TX. From $179,900. Pecan Plantation, AviationHomesites. com, (833) 273-2159. 2/24

BUSINESS OPPORTUNITIES

Become an Aircraft Broker — #1 Largest USA Network of Aircraft

Start with USA’s proved system for listing and selling everything from high-performance single-engine airplanes, cabin class through jets, and helicopters & jet fractional shares. Includes multi-million-dollar inventory to start. Complete turnkey proved system. No experience necessary. Will train. Licensed USA Aircraft brokerage. Call (504) 723-5566 or visit Business Opportunity Section at usaaircraft.com. 4208:TFN

Free avgas 100LL and free tie-down parking in exchange for help with projects for an airport in Southern California. Email: wignot@hotmail.com. 23600:TFN

ART/VIDEOS/GIFTS

Specializing in aviation photography. horizontalrain.com. 1/15

Need a gift? Give a ride in an open cockpit biplane. WACO Air Museum, Troy, Ohio, wacoairmuseum.org, (937) 335-9226. 20601:TFN

Fly By Wire Air, a one-stop site for aviators.flybywireair.com. 4/21

Aces High Aviation & Military Art. (800) 528-0887, aceshighgallery.com. 10/21

Shirts Made to Fly. Unique, original fabrics embedded with your sectional chart. Save 20% with “INFLIGHT20” code. PilotQuarters.com. 2/24

PUBLICATIONS

Avionics Checklists & Quick Reference guides. Available in book, card & new iPad editions. qref.com. 8/14

SEAK, Expert Witness Directory, by Bert Botta for aviation accidents and incidents. (415) 320-9811, bert@bertbotta. com, bertbotta.com. 4/22

“Ghosts,” Phil Makanna’s legendary warbird calendars are back! Visit ghosts. com, (800) 331-8231. 2/23

New Pocket guide to avoid pain & stiffness during travel by a leading pain expert. “Pain-Free Vacation/Travel,” (980) 785-8128, goptfirst@gmail.com. 2/4

MUSEUMS

436-9600 americanhelicopter.museum Florida Air Museum (Aerospace Discovery) Lakeland, FL, (863) 904-6833 floridaairmuseum.org, flysnf.org

War Eagles Air Museum Santa Teresa, NM, (575) 589-2000 wareaglesairmuseum.com

Warhawk Air Museum Nampa, ID, (208) 465-6446 warhawkairmuseum.org

National WASP WWII Museum Avenger Field, Sweetwater, TX (325) 235-0099, waspmuseum.org Hiller Aviation Museum San Carlos Airport, CA (650) 654-0200, hiller.org Owls Head Transportation Museum Owls Head, ME (207) 594-4418, owlshead.org

Planes of Fame Air Museum Chino, CA, (909) 597-3722 planesoffame.org Palm Springs Air Museum Palm Springs, CA (760) 778-6262, psam.org

DONATIONS Needed!

Non-profit youth aviation program

teaching High School kids to build a Zenith 750 Cruzer — then learn to fly in it! It’s 70% completed. Need a usable O-200 engine to make kids’ dreams come true! Full value tax benefit. Bill (818) 634-9762.

Altus Airpower Stampede Open House & AirShow

By Nick Viggiano

On the weekend of April 12-13, 2025 the Altus Air Force Base in Altus had their open house and airshow. Altus is in the southern part of Oklahoma.

Altus AFB is home to the 97th Air Mobility Wing, Nineteenth Air Force of the Air Education and Training Command. The wing’s mission is to provide C-17 Globemaster III, KC-135 Stratotanker and KC-46 Pegasus training.

The main attraction was the F-22 demo team. The Raptor put on its standard mind-blowing routine. Capt. Nick “Laz” Le Tourneau put the F-22 through its paces performing the Raptor’s signature maneuvers like the “Tail Slide,” “Power Loop” and the “Falling Leaf.”

The Commemorative Air Force Tora, Tora, Tora Squadron performed their reenactment of the attack on Pearl Harbor. And with the help of the Tora Bomb Squad, the routine was explosive!

The F-35A Lightning II Demo team put on its exhilarating display and the other performers, P-51 Mustang “Gunfighter,” Randy Ball and his MIG-17, B-29 Superfortress “Doc,” T-33 “Ace Maker,” and Mike “Spanky” Gallaway Extra 300S/X and provided the spectators with a great airshow.

The show finale was the USAF Heritage flight, that was comprised of the F-22 and the P-51D Mustang called “Happy Jack’s Go Buggy.” The Heritage Flight is a crowd pleaser and is a great way to end the show.

The crowd also had a variety of static aircraft to see, walk around and get to walk inside. These aircraft went from the small two-seat T-6 II Trainer up to the giant of transports, the C-5A Galaxy.

But my favorite static aircraft was the AC-130J Ghostrider. The AC-130J is the latest in the long-distinguished line of U.S. Air Force gunships. Maj Lucas Bamford and his crew were giving tours through the gunship, which is part of the 73rd special operations squadron (SOS). The 73rd SOS has roots going back to WWI as a reconnaissance squadron. The squadron is located at Kirtland Air Force Base Albuquerque, New Mexico.

The 73rd worked with the early AC130W concept. It was to have a “roll on / roll off” capability with the 30mm gun and Mission Operating Pallet. So, it had the ability to provide a full airdrop mission, (completely open cargo section). But then roll the 30mm gun and MOP back on to plug it in and do AC-130 missions.

The 73rd was retired in 2017 at Cannon AFB, NM. However, with the new

AC-130J that had an upgraded airframe and used the technology from the AC130W, this would allow the retirement of the AC-130W Stinger and AC-130U Spooky.

The 73rd was reactivated in 2017 at Hurlburt Field, Fla., to resume AC130 Gunship operations utilizing the new AC-130J Ghost Rider until its closure in 2024. Eventually, the Air Force would decide to move the AC-130 Gunship training schoolhouse from the 19 SOS at Hurlburt Field, Fla. to Kirtland AFB, N.M. In early 2024, a unit called “Detachment 4” was stood up to start the program transition. Finally, in May 2024 Detachment 4 would become the 73 SOS, resulting in the unit being stood up again (for the third time), and marking the era of Kirtland AFB tak-

ing on the AC-130 schoolhouse training role under the banner of the 73 SOS. Early Sunday morning I met up with Dave West of the Tora Bomb Squad. This is the unit that puts the boom in the Tora, Tora, Tora routine. The squad is comprised of volunteers from all over the United States. They are well-trained pyrotechnicians and work in conjunction with the local fire marshal and fire department. Briefings are intense with, of course, safety being the main object. Putting on a show is very labor intensive, but also very rewarding when your hard work produces a loud bang and fireball.

The 2025 Altus Airpower Stampede was a resounding success and entertained all who attended.

F-22 Weapon Bays (Image courtesy of Nick Viggiano)

T-33 Ace Maker III (Image courtesy of Nick Viggiano)

Twin Wall of Fire (Image courtesy of Nick Viggiano)

Joe Shetterly taking off in Gunfighter (Image courtesy of Nick Viggiano)

JRandy Ball in the MiG 17 (Image courtesy of Nick Viggiano)

B-29 DOC (Image courtesy of Nick Viggiano)

Tora Bomb Squad (Image courtesy of Nick Viggiano)

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