Celebrating 41 Years in Publication
October 2026
CieloBlu Has Biggest Year Yet! Kayla DiLullo Nominated For SoCal Entrepreneur of the Year
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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. OCTOBER
Oct. 2-4: Pacific Airshow Huntington Beach, Huntington Beach, CA, U.S. Air Force Thunderbirds, Canadian Forces Snowbirds, F-35A Lightning I| Demonstration Team, USMC MV-22 Osprey, U.S. Air Force Parachute Team, Wings of Blue, Airshow Announcer, Microjet Airshow, U.S. Air Force Heritage Flight, www.pacificairshow.com 3: Wings Over the Westside Coalinga, CA, Redfox Airshows, Vicky Benzing Aerosports, coalinga.com/542/WingsOver-the-Westside-Airshow-October3: Frederick Festival of Flight Frederick, MD, cityoffrederickmd.gov/1698/Frederick-Festival-of-Flight 3-4: Grand Junction Air Show, Grand Junction, CO, U.S. Navy Blue Angels, F-16 Viper Demo Team, Brad Wursten Airshows, Franklin’s Flying Circus & Airshow, The Pink Jet, U.S. Air Force Heritage Flight, gjairshow.com 9-11: San Francisco Fleet Week, San Francisco, CA, U.S. Navy Blue Angels, F-22 Raptor Demonstration Team, Ace Maker Airshows, U.S. Air Force Heritage Flight, fleetweeksf.org 10: Culpeper Air Fest 2026 Culpeper, VA, Flying Circus Airshow, Kevin Russo Airshows, Michigan Flight Museum, Mike Hartman Airshows, culpeperairfest.com 10: Currituck County Planes & Plows Currituck, NC, shorturl.at/67Xm3 10: Apple Valley Airshow Apple Valley, CA, U.S. Army Parachute Team Golden Knights, applevalleyairshow.com 10-11: California Capital Airshow 2026, Mather, CA, US Airforce Thunderbirds, America’s 250th Birthday Celebration, californiacapitalairshow.com 10-11: Rose City Airfest Tyler, TX, F-16 Viper Demo Team, Coleman Aerosports, ExtremeFlight, Fighterjets, Inc. - Randy W. Ball, KC Flight Formation Team, Precision Exotics, rosecityairfest.com 16-17: US Aircraft Expo, Spanish Fork, UT, usaircraftexpo.com 16-18: Aviation Roundup/Minden-Tahoe Skyfest, Minden, NV, U.S. Army Parachute Team Golden Knights, GhostWriter Airshows, Microjet Airshow, Patriots Jet Team, Redfox Airshows, RenegadeAV8R, Vertigo Airshows, mindentahoeskyfest.net
17-18: NAS Jacksonville Air Show, NAS Jacksonville, FL, U.S. Navy Blue Angels • U.S. Air Force Thunderbirds, nasjaxairshow.com 17: Sky High Aerospace Expo and FlyIn Maxton, NC, www.skyhighexpo. com 17: SkyFiesta Air Race & Airshow Las Cruces, NM, skyfiesta.org 17: West Desert Airpark UT’s Runway Grand Opening, Eagle Mountain, UT, aerobatic airshow, skydiving demo, pumpkin airdrop, shorturl.at/zFJU1 24-25: Amigo Airsho Inc El Paso, TX, U.S. Navy Blue Angels, F-22 Raptor Demonstration Team, U.S. Army Parachute Team Golden Knights, Microjet Airshow, The Pink Jet, U.S. Air Force Heritage Flight, amigoairsho.com 24-25: Frontiers in Flight Open House & Air Show, McConnell AFB (Wichita), KS, U.S. Air Force Thunderbirds, U.S. Air Force Parachute Team Wings of Blue , Tora Tora Tora, frontiersinflight.com 30-Nov 1: Wings Over Houston Airshow Houston, TX, U.S. Air Force Thunderbirds, Luke Carrico, Air Show Announcer, NextGen Eagles, wingsoverhouston.com NOVEMBER
Nov. 6-7: US Aircraft Expo, Scottsdale, AZ, usaircraftexpo.com 6-7: Blue Angels Homecoming Air Show, NAS Pensacola, FL, naspensacolaairshow.org 7: Safford Airshow, Safford, AZ, Microjet Airshow 7-8: Florida International Air Show, Punta Gorda, FL, F-35A Lightning I| Demonstration Team, Aarron Deliu, Coleman Aerosports, Franklin’s Flying Circus & Airshow, The Chuters, floridaairshow.com 7-8: Texas Capital Airshow, San Marcos, TX, F-22 Raptor Demonstration Team, U.S. Air Force Heritage Flight, texascapitalairshow.com 7-8: Salute to America in Space Kennedy Space Center, FL, U.S. Air Force Thunderbirds, 13-15: Affordable Flying Expo, Lakeland, Florida, demo flights, indoor and outdoor exhibits, seminars, forums, food vendors, affordableflying.net
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In In Flight Flight USA USA Celebrating Celebrating 41 41 Years Years
44
October 2025 2026 November
COVER COVER STORY STORY
Ready For Takeoff: Inside the Arcadia Jets Launches in Phoenix, Arizona — Aircraft MarketAircraft — and Brokerage CieloBlu’s with Biggest Year Yet Redefining Purpose, Innovation, and Client-Centered Service
By Kayla DiLullo, Founder and President of CieloBlu A new are nameairplanes is taking the flightmarket in the There world of aircraft sales and acquisitions. wants and airplanes the market has forArcadia Jets, CieloBlu headquartered in Phoenix, gotten about. has built a busiArizona, officially ness around both. launched in January 2025 withthe a bold mission: makeour an Since beginning of to2026, immediate, positive impact and on the busiteam has sold 20 aircraft placed ness aviation industry through another six under contract. The alistcominbinationeverything of integrity, and cludes frominnovation, Cessna 172s giving back.Tecnam models to a King and several Air Founder 200, Falcon 20, Tucano and multiAdam Hahn, with more ple Gulfstreams. than 20 years of experience in aircraft It is not and exactly a conventional inbrokerage acquisitions, Arcadia ventory list, but that is the point. Jets was built on a simple but powerful CieloBlu— has beenfirst interested philosophy putnever the client and do in fitting neatly into one corner of avibusiness differently. ation. We sell piston aircraft, trainers, Doing Things Differently twins, turboprops and business From day one, Arcadia Jetsjets. set We out represent aircraft for clients, locate difto stand apart from traditional brokerficult-to-find airplanes for buyers and age firms. Every transaction is handled purchase select inventory with our own with transparency, data-driven market analysis, and a focus on long-term re-
capital. Sometimes we sell an airplane exactly as we find it. Other times, we lationships one-time see what it rather could than become long deals. before “Weofwanted to does. create a compathe rest the market ny The that results clients could have truly made trust,” 2026 said our Hahn, CEO/Founder of Arcadia Jets. strongest year yet. “Our goalsuccess is to combine market That has alsoexpert brought an knowledge with genuine, honor that means a greatpersonal deal to serme vice — ensuring that Ieach feels personally. This year, was client nominated valued and confident through every by U.S. Senator Tim Sheehy for Entrepreneur of the Year transaction.” through the Spirit step of their aircraft of the Entrepreneur Awards, which recWhether handling an acquisition, ognizes top business innovators and enlisting a client’s aircraft, or facilitattrepreneurs throughout Inland Southern ing an off-market opportunity, Arcadia California. Jets tailors its strategy to each client’s Entrepreneurship is a fitting word unique needs and goals. for A what we do because CieloBlu Commitment to Giving Back is not Arcadia simply waiting for sellers to call Jets believes that aviation and buyers to appear. We are purchascan be a force for good — both in busiing taking risks, funding imnessairplanes, and in the community. To reflect that, the companyContinued pledged that for evon page 38 ery aircraft sold, whether through a
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comed Hunter Yahya, an experienced client acquisition, sale, or off-market Director of Aircraft Market Research, a transaction, a donation will be made to role dedicated to gathering market data Angel Flight West. and providing analysis and intelligence Angel Flight West is a nonprofit orusing advanced data tools and propriganization that arranges free, non-emeretary systems to bring clients the most gency air transportation for people facup to date information and data to ening medical and humanitarian needs sure they are making the best possible throughout the western United States. decision for their mission. “We built philanthropy into our Additionally, three new aircraft business model from the beginning,” sales professionals will be joining the Leslie Mogensen, Director of Business company, strengthening its presence in Development continued. “Our partnerkey markets and ensuring that clients ship with Angel Flight West ensures continue to receive top-tier service and that every deal we complete also helps attention. someone in need. It’s our way of giving Kayla DiLullo, and President of CieloBlu, her sales suc-toArcadia has Jets built is proud to bring back through theFounder gift of flight.” cess around both popular airplanes and those less favored by the market. gether a team whose collective experRapid Growth and Expansion HerInbusiness success has led to her nomination for Entrepreneur of the tise spans every corner of the aviation its first year, Arcadia Jets has alYear the Spirititsofteam the and Entrepreneur Awards Inlandmembers Southern Calimarket. Theirinnewest contribreadythrough begun expanding cafornia. (Photo courtesy CieloBlu) pabilities. The company recently welContinued on Page 9
October 2026
www.inflightusa.com
5
Table of Contents Volume 44, Number 2
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
Cover Story
October 2026
Photo Feature
Inside the Aircraft Market — and CieloBlu’s Biggest Year Yet By Kayla DiLullo, Founder and President of CieloBlu Page 4
Grissom Air & Space Expo By Mike Heilman Page 30
Cover Photo Courtesy CieloBlu
News
Features
National Championship Air Races Roar into a New Era in
Editorial: The Finish Line By Ed Downs..................................................................10
Roswell..............................................................................................9 A message from the Whiteman Airport Coalition: San Diego Wants Its Airport Back: Los Angeles County Should Pay Attention......................................................................................... 19
Places to Fly: Oceano Airport Offers Scenic Gateway to the California Central Coast By Lea Buonocore..........................................................14
GAMA Releases Second Quarter 2026 Aircraft Shipment and
In Flight USA Editorial: 42 Years, Two Generations, One Mission
Billing Report ................................................................................ 36
By Annamarie Buonocore...............................................20
AOPA Editorial: Tech Changes (Almost) Everything By Katie Pribyl, AOPA Co-President.............................34
Columns The Ups and Downs of Flight Training: Steady Red Light By Ed Downs....................................................................6 Homebuilder: More Oshkosh and Musings By Ed Wischmeyer.........................................................13 Goodies & Gadgets: Fall is in the Air at Aircraft Spruce...............................................................................28 Departments Calendar of Events................. 3 Classified Advertisements.... 44 Index of Advertisers............. 46
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In Flight USA Celebrating 41 Years
6 2017 Socata TBM 930
1983 Gulfstream 690D/900-10 2017 Socata TBM 930 1974 Cessna 150L
1994 Commander 114B
1975 Cessna U206F
1954 North American T-28B 1975 Cessna U206F
1977 Piper Lance
October 2026
The Ups and Downs of Flight Training
By Ed Downs
Steady Red Light
AirplanesUSA proudlypresents present this this neat amazingly capable GulfAirplanesUSA proudly little Cessna 150L to stream 900.rare Nine-seat configuration, -10 market. This two-owner aircraft is lowGarmin time, hasavionics, immaculate AirplanesUSA proudly presents this one-of-a-kind T-28B. This engines andand MTno five-bladed propellers an absolute log records, damage history. The make enginethis is nearing TBO AirplanesUSA proudly present restoration this one-of-a-kind This aircraft completed a frame-up in 2021T-28B. by Draken 2017 Socata TBM 930 1975 Cessna U206F dream for family with or executive travel. Professionally but running strong excellent compression and clean oil.mainThis 2017 Socata TBM 930 1975 Cessna U206F aircraft completed frame-up restoration in 2021Garmin by Draken This writer tries to keep up with curInternational. Overa$600,000 invested. Modern avitained Gulfstream center manager. All ADs comairplanebyhas not servedservice in the demanding environment of years International. Overthis $600,000 invested. Modern avionics complement unbelievable warbird. This Garmin is a once-inrent safety trends and is happy to see plied with.school. CurrentGreat annual/150-hour Exceptionally in a flight bones and1994 a inspection. clean canvas to create a onics complement this unbelievable warbird. This is a once-inCommander 114B a-lifetime opportunity to own a truly unique, historical aircraft.Lance 1977 Piper fast and efficient, aircraft be appreciated.. spectacular trainerthis or just fly itmust as isbeforseen timetobuilding and inexa-lifetime own a truly historical aircraft. Export andopportunity WorldwidetoDelivery are unique, Available. All trades conthat the average accident rate on a daily Export worldwide areexport available. All tradesdelivconpensiveand operation. Dual delivery instruction, and worldwide Export and Worldwide Delivery are Available. All Trades Considered.....................................................................$399,900 sidered...................................................................$1,499,000 basis for airplanes that are loosely cateery are available. All trades considered..............................CALL! sidered.....................................................................$399,900
1953 C-45H 2017 Beechcraft Cirrus SR-22T G6
1985 Piper Turbo Saratoga 1976 Cessna 337G
gorized as “general aviation” aircraft is down just a bit, having been at 3.5 to 4 1994 Commander 114B 1977Cessna Piper Lance accidents per day average, now down to 1975 U206F 2017 Socata TBM 930 about 3 per day. Still, that is a lot of airplanes failing to re-unite with the Earth in a well-performed manner. In reading about recent accidents, it was noted AirplanesUSA proudly WWII-era twinSR-22T! Beechproudly present presentthis thisclassic magnificent Cirrus craft C-45H.stunning, The lowest airframe time aircraft of any with flyingnoBeech 18 Absolutely extremely low-time expense that a fairly high percentage occurred in existence. Frameorupmaintenance restoration completed 2020.of mind All new spared in operation and the peace of or frommore tailwheel to spinners! while trying to engage in what is genan rebuilt airframecomponents parachute. No TSA lines; this is yourOriginally personAirplanesUSAAircraft AircraftSales Sales proudlyLance presentsthis thiswell gorgeous built as a 1994 Beech bombardier trainer, the aircraft returned Commander 114B AirplanesUSA proudly presents cared al airliner! A trulyAT-11 turn-key, high-altitude capable, cross-country 1977 Piper 1994 Commander 114B Lance erally considered good judgment… the Cessna 337G1977 Skymaster to market. Beautiful cosmetics are to Beech andavionics, was remanufactured and emerged as a for and nicely equippedPiper Turbo Saratoga to market. A low beast withinthe1953 finest a Hartzell 3-blade prop, a 315hp Feldman • Sales Manager complimented a damage free, low time C-45H. Noand expense spared in theThis restoration, maintenance time airframe isbycomplimented by very nice airframe cosmeticsand anda TSIO-550K a flawless airframe. aircraft will provide Steve a go-around. Virtually every reader has highly capable IFR panel and this remarkable aircraft. is(650) a rare op-394-7610 excellent maintenance. Thisincluding aircraft isAspen ready Evolution for upgradePFD or luckyoperation owner withofyears of trouble-free service.This It is ready for your • steve@airplanesusa.com heard the words, “when a landing or airand Dual Garmin WAAS GPS capability. Dual instruction, portunity to own a piece of aviation and Beechcraft history. solid cross-country travel as equipped. Dual instruction, exnext family cross-country adventure or business trip. Unmatched export worldwide delivery are available. trades con- 94070 port operation is in doubt, go around.” Export andreliability. worldwide delivery available. All trades andand worldwide delivery available. All All trades considSan safety and Your foreverare plane is here! AllCarlos trades considAirportport • 620 Airport Way • are San Carlos, California sidered...................................................................$110,000 ered.…..........................................................................$399,900 ered...........................................................................$189,900 ered.…..........................................................................$749,900 But if the go-around is a standard part Steve Feldman • Sales Manager www.airplanesusa.com of safety and proficiency training, why (650) 394-7610 • steve@airplanesusa.com is this critical maneuver so often a factor San Carlos Airport • 620 Airport Way • San Carlos, California 94070 in accidents, usually resulting from loss of control at low altitude? www.airplanesusa.com Thinking back in time, I recall a goaround that convinced me to be ready to abandon any kind of approach on a SteveFeldman Feldman••Sales SalesManager Manager moment’s notice, if required. Let’s set Steve up this adventure. There I was, at 9,500 (650)394-7610 394-7610••steve@airplanesusa.com steve@airplanesusa.com (650) feet, over mountains and on top of an San Carlos Airport • 620 Airport Way • San Carlos, California 94070 San Carlos Airport • 620 Airport Way • San Carlos, California 94070 undercast, basically freezing my tail feathers off. The large Southern Califorwww.airplanesusa.com www.airplanesusa.com nia FBO I was instructing for had a huge sales department, selling new Cessnas and a wide variety of “trade-in” treasures acquired along the way. The “treasure” I have been asked to fly to an airshow (to find a buyer) was a 1942 Myers OTW, a two-place, open-cockpit biplane powered by a five-cylinder radial Kinner engine, hurling a huge wooden prop at just 1,600 RPM. Having forgotten the standard lapse rate of two degrees per thousand feet, it was just ten degrees above freezing at my altitude with only a light shirt suitable for the warmth of my destination airport, but not an open cockpit biplane! Once clear of the mountain clouds, the welcome descent to the airshow airport restored my blood flow but now led to the challenge of figuring out the busy traffic pattern as my old bird had no electrical system or radio. Having settled in behind a Cessna 172 on final approach, I was surprised to see the 172 execute a go-around for no apparent reason. This kid just kept chugging in on final, given no communication and the limited visibility offered by my old biplane from the rear cockpit. I managed to gain sight of the temporary control tower and immediately saw a bright, red, light… the
classic light signal for a wave off. With no hesitation, power was judiciously added to the old Kinner and I raised the nose. A sudden and frighteningly loud roar of jet engines surrounded me, followed by a “bump’” of turbulence. I finally caught sight of an F-4 fighter jet that had just passed under my plane, traveling at least 500 knots and pulling into a vertical climb directly in my flight path. It turns out the jet was showing off at what was to be the start of the airshow. The lack of a comm radio and confusion regarding my location brought us close to disaster, but a simple, steady, red light from the temporary tower saved the day. The need to be proficient in conducting a go-around was forever planted in this writer’s mind. The realities of go-around training were bought back to the forefront just a few years ago when this writer was asked to help a local pilot. The lady in question owns a very nice Cessna 182 but had not flown it for a long period of time due to major health issues and surgery that made if difficult for her to manage the Cessna. Having courageously fought back from illness and pain, Karen was now flying again but wanted a fresh flight review and help with properly flaring her plane for landing. Try as she might, Karen was landing “flat” or even on the nose gear. Fully understanding a need for help, Karen and her husband asked for this writer’s help. Our first flight was enlightening. Karen’s overall flying performance was very good. She flawlessly managed engine power settings and held speed and altitudes to well within FAA ACS standards. The C-182 can be a challenge for a person of small stature, but Karen did well, with excellent approach speed control, but landing “flat.” My coaching seemed to be of little help. It was not until our second flight (shame on me!) that I finally noticed Karen was inputting minimum trim during an approach and always using the full 40 degrees of flaps available on an older model C-182. Being well aware that a C-182 in a typical training configuration, with full flaps, is at the forward end of the CG envelope, I asked Karen about her lack of using trim. Karen’s answer was directly in keeping with the subject of this article. She had always been told by her instrucContinued on page 7
October 2026
www.inflightusa.com
Steady Red Light
KEEP YOUR HEAD IN THE CLOUDS.
Continued from page 6 tors to NOT trim the plane to a “hands off” landing feel, in that a sudden goaround could cause a nose up pitch that she could not handle. The fact is, given a person of small stature, with the pilot’s seat slid full forward, the upper body might indeed be in a poor position to overcome a sudden nose up force. Karen had been taught to sacrifice the quality of every landing, potentially to the point of loss of control on roll out, in favor of the potential loss of control on a go-around. For some reason, it had never occurred to the instructors in question to teach Karen how to perform each maneuver in a manner specific to the plane in use and her limitations so that optimum performance would result from either maneuver. Karen’s landings immediately improved. By limiting the flap setting to 30 degrees (no loss in stall speed reduction) and cranking in proper pitch trim, Karen’s landings became a thing of beauty and, virtually eliminating the physical pain she had been enduring. In keeping with the subject of this month’s thoughts on training and safety, is it possible that the biggest problem
The pilot/writer managed to gain sight of the temporary control tower and immediately saw a bright, red, light… the classic light signal for a wave off. (Image In Flight USA) in executing a safe go-around lies with well-intended instruction that teaches incorrect principles. Think back to your training, or perhaps training you are now undergoing. Note that instructors will typically encourage you to “fight” your way through a landing (or perhaps instrument approach) as long as safety permits in order to pack in the maximum degree of learning experience. Yes, well intended, but the wrong message. Continued on page 8
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In Flight USA Celebrating 41 Years
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October 2026
Steady Red Light Continued from page 7 A go-around, missed approach or aborted landing should not be reserved as a last second, life saving maneuver. The FAA is really “big” on the concept of a stabilized approach. While many definitions and opinions exist as to just what is a “stabilized approach,” the FAA IFR written test defines it as “on glide path, on speed and in full landing configuration when no lower than 1,000 feet above touchdown zone elevation.” If not stabilized at that point, a missed approach is recommended. That is hardly a last second decision point. How about you? Given different airports, traffic patterns, traffic, and ATC
needs, that decision point for a stabilized approach can vary markedly but selecting a point in space which you consider to be a “go or no-go” location should be a part of every landing. The bottom line is, do not wait until the very last second to go around. Be it traffic considerations, crosswinds, turbulence, wind shear, or a number of other factors, consider any attempt to abort a landing when less than 200 feet above the ground as an emergency, lifesaving maneuver that statistically has a high failure rate. And, what about the go-around maneuver itself? Do you just slap in the power and hang on? Modern, automated air carrier aircraft all have TOGA func-
tion (Take Off/Go Around). Selecting TOGA on take-off initiates a fully automatic take-off, to include power settings and rotation into flight with takeoff performance and airport limitations all considered. Prety cool! Given a need to go-around, selecting TOGA will add thrust, pitch the plane, often reset flaps and spoilers and, in some cases, retract the landing gear. When was the last time you practiced a go-around. Do you really need full power, restringing large pitch excursions? Do you retract flaps fully before retracting the landing gear? Do you first accelerate in level flight to a specific climb speed before allowing the nose to rise to a climb attitude? Does
your POH recommend setting a specific rudder trim setting in an approach in preparation for a go-around? These are all questions which can be answered through your POH, or, more likely, by flying with a qualified CFI and practicing several scenarios at a safe altitude. Over the years, this writer has gotten that “steady red light” multiple times, typically caused by an airplane or vehicle (surprisingly common!) inadvertently being in the wrong place at the wrong time. The procedure has always been the same. Stop the decent, configure for a climb and smoothly apply climb power. A successful go-around is a smooth, practiced maneuver. Give it a try!
October 2026
www.inflightusa.com
9
National Championship Air Races Roar into a New Era in Roswell The National Championship Air Races returned to Roswell Air Center Sept. 16–20, bringing five days of highspeed competition, historic aircraft and aviation entertainment to the New Mexico desert – and, for the first time since the event left Reno, all seven racing classes were back together. The 2026 races marked the second running of the National Championship Air Races in Roswell following the event’s relocation from Reno, Nevada, where the championships had been an aviation tradition for six decades. This year’s return of the Unlimited and Sport classes completed the racing lineup of Unlimited, Jet, Sport, T-6, Formula One, Biplane and STOL Drag. The result was a weekend that com-
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bined some of air racing’s most familiar sights – P-51 Mustangs, T-6 Texans, Formula One racers and screaming jets – with a newer generation of experimental Sport aircraft and specialized STOL machines. More than 120 aircraft participated at the 82-acre Roswell Air Center that underwent many upgrades in the past year to accommodate the races. “This year demonstrated exactly what makes the National Championship Air Races so special,” said Fred Telling, chairman and CEO of the Reno Air Racing Association, producers of NCAR. “We saw incredible racing, welcomed some of the best pilots and performers in aviation and watched Continued on Page 11
Images and visions of Sagar Pathak
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In Flight USA Celebrating 41 Years
October 2026
Editorial By Ed Downs
The Finish Line Why write an editorial opinion? At times, current events, a news story, or unexpected personal encounter trigger thoughts worth sharing. Editorial writers often hope their words will influence readers or perhaps explain some complex issue. Given such optimism, we find ourselves sitting down at 4 a.m. to pound out a montage of words based upon worldly events. The inspiration for this month comes not from current events, new rules or some idiotic regulatory action that needs to be yelled at. I must thank another writer who, in a competitive publication, reported on the views of an experienced pilot and flight instructor about the high dropout rate of student pilots, which is a failure to complete training for a pilot certificate, or perhaps an added rating or skill. In other words, getting over “The Finish Line.” It is well known, and personally experienced by this writer, that up to 80 percent of student starts fail to complete flight training. The article in question made it clear that many flight schools claim much better results, but such schools are typically those that specialize in cranking out minimally skilled young pilots designed for the aviation meat grinder of being an airline pilot. These are students who are looking only for a financial career and have the big bucks needed to enter into a major university or “industrial” training environment that is only career oriented. Having the financial resources frequently provided through student loans, family money or other sources of revenue that permit a single large investment, such students undergo training that is well thought out, choreographed and designed to get that student the entry level airline job they desire, typically as a low grade First Officer with a regional airline. It is interesting to note that this type of training represents the qualifications and background of the current FAA administrator Bryan Bedford. Administrator Bedford was forwarded as being qualified to serve as the FAA Administrator due to his Wall Street skills in expanding and merging regional airlines into profitable businesses. Mr. Bedford
also established a training institution specifically designed to grind out entry level airline pilots to meet the hiring needs of his airline conglomerate. While having claimed to be a Commercial Pilot, Mr. Bedford passed his Commercial written exam but failed to get over “The Finish Line” when it came to the check ride. Given this background, and an almost total lack of firsthand experience in the operations side of the National Airspace System, it is not a surprise that most recent regulatory updates in pilot training deal with FAR 141 FAA Approved School operations, those institutes that train airline pilots. Little has been done to simplify the acquisition of a Private Pilot certificate although the enhanced privileges of a Sport Pilot under the MOSAIC regulation do mark a major step forward in promoting private and recreational flying. More of Sport Pilot in a moment, but do keep in mind that Sport Pilot, Light Sport Aircraft and the concepts behind them were not developed by the FAA (in fact, strongly opposed by the FAA), but by aviation “stake holders” under the principle of regulation by industry consensus standards that date back to 2004. So, if excluding the pro pilot training program from certificate completion rates, where does the 80 percent failure to complete come from? Regrettably, it is probable that a disturbing number of readers already know the answer. The typical FAR 61 flight school has a terrible record when it comes to student completion rates. This writer does a great deal of business with individuals who need that extra bit of help to get over the finish line. The article mentioned at the beginning of this editorial underscored the well-known issues involving “time building” CFIs who rotate through typical FAR Part 61 schools, building time for the Restricted ATP certificate that earns them a job as an airline First Officer. Often, Part 61 training curriculums are little more than a shout of “see you next Saturday” as your part-time instructor hustles off to the next student. Weather is a big factor as are the daily needs of your life. One is mindful
of the old saying, “then life happens.” Of course, cost of training has skyrocketed over the years and training planes that could be placed in a flight line for under $100K are being replaced by automated wonders that cost over $1M bucks. Given these realties, the article expressed a very different view as to why the completion rate for pilot training (or adding additional ratings) is so high. The long time, former airline pilot, CFII, being interviewed in this article suggested the low completion rate is the fault of the student, not the less-than-perfect system we are forced to train in. This old boy concluded that those of you who have not achieved certificate completion simply lack the commitment of intent and money to get the job done. This individual outlined an interview process which he conducts with prospective students to make sure they are totally committed above all else to be an aviator and then demands a $10,000 up front payment for services to make sure they have a deep financial commitment to obtain the certificate in question. Wow! How about that for a view of flight training, spoken by what is apparently a “hobby” instructor who does not depend on flight training as a steady job. At first, this writer simply considered the “only-fly-with-the-rich-andcommitted” approach as a bit arrogant and disrespectful of those who dream of recreational flying and work the extra hours needed to pay for it. But on second thought, an aspect of his somewhat offensive viewpoint does make sense. As a student seeking an initial pilot certificate, or perhaps adding a rating to an existing certificate, there is more you, the “learner,” can do to further your chances of getting past the finish line. Consider the following: First, the previously referenced old CFI does make a valid point regarding the student playing a key role in the success of flight training, be it for an initial pilot certificate or additional rating. Commitment and active participation in the learning process is absolutely required. Learning to fly or adding a rating is not a casual event such as taking golf of tennis lessons. Many
activities do not require one to meet a high standard when it comes to simply having fun. A mediocre tennis player can have a good time playing against another mediocre tennis player. Flying is not kind to mediocrity. Minimum standards of performance are clearly established from both a knowledge and performance standpoint in aviation. A “learner” needs to actively seek to meet those standards. This writer teaches many “weekend” type ZOOM classes designed to “get past” the written exam. It is amazing how many ZOOM attendees do not participate in either the audio or visual aspects of a presentation but simply sit in the dark as a mystery student. This is a strong indication that the commitment to learning, and achievement of excellent results is not their goal, but simply to “get by.” Learning is a participation sport! As a student, or perhaps simply a person wishing to improve your skill, you can take control of your learning process. Given the more than 300 endorsements this writer issues for written exams every year, it is amazing that perhaps only 20 percent of that number have heard of the FAA Airman Certification Standard (ACS) or ACS Companion Guide. These documents are extremely detailed with respect to every skill one must demonstrate, from both a knowledge standpoint and flying ability. They provide a detailed outline that should be used for every training flight. A pre-flight briefing, no matter what, the training event should include a detailed account of “what element the ACS is this lesson going to cover?” You, the student can take control of the learning process. An applicable ACS can be downloaded for free from the FAA website (just look for them with a search engine of your choice) or purchased commercially re-printed through virtually any on-line aviation bookseller. Technology may not be your friend when acquiring an initial or new aviation skill. No, those words are not being written due to the belief that learning Continued on page 35
October 2026
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Air Races Continued from Page 9 both longtime competitors and a new generation of racers succeed. Just as importantly, we continue to see the enthusiasm Roswell and the surrounding community have for this event. We’re incredibly grateful to everyone who helped make this year possible.” One of the biggest stories of the weekend came in the Unlimited Class, where Steve Hinton flew the P-51 Bardahl Special to victory at an average speed of approximately 432 mph. Brent Hisey took second in the colorful P-51 Miss America, while Stephen Koehler brought the radial-powered Argonaut home in third. The Unlimiteds’ appearance was particularly significant. The class did not participate in the inaugural Roswell races in 2025, making 2026 the first opportunity for New Mexico spectators to experience the thunder of the highly modified World War II fighters that have long been among the signature attractions of the National Championship Air Races. There was plenty of speed in the Jet Class as well. Jason Googe, flying the upgraded L-29 Arcangel, captured the championship after a commanding performance. Bob McCormack finished second in Athena, while Jerry “Jive” Kerby claimed third in L-39 Ivan. The Jet racers also debuted a new, longer “Mach Course” at Roswell designed to accommodate racing speeds approaching the event’s 600-mph limit. The returning Sport Class produced another first-time Roswell champion. Tom McNerney piloted his highly developed Lancair Legacy Too Much to the front and captured his first Sport Gold victory. Joe Coraggio finished second in Ramp Rat’s Ride, with Conrad Huffstutler and Breathless taking third. In Formula One, Josh Watson continued his winning ways with Fraed Naught. Justin Phillipson grabbed the early advantage in No Strings Attached, but Watson eventually worked his way past and took the gold. Eric Dienst in Deja Vu finished third. The Biplane Class belonged to Tom Marden and his Pitts S-1C Second Hand. Marden pulled away for the victory, followed by Mike Smith coming in second in Misty 38. Tommy Suell in Shake N Bake prevailed in a close battle with Andrew McVicker to capture
third place. In the classic T-6 Class, Lee Oman flew Miss TNT to a decisive victory at 233.179 mph. Vitaly Pecherskyy, flying Abracadabra, finished second at 227.731 mph, while Vic McMann brought Gunslinger home third at 224.694 mph. The victory was Miss TNT’s eighth Gold triumph and its first at Roswell. At the opposite end of the performance spectrum – but certainly not lacking in excitement – was STOL Drag. Instead of circling pylons at hundreds of miles per hour, STOL competitors race head-to-head down a roughly 2,000-foot course, remain below 50 feet, land, stop, turn around and race back to the starting point. This is a true test of straight-line acceleration and low-altitude control. Rod Hewitt won the STOL Drag National Championship in his RANS S7 custom aircraft named Angry Kitten. Eddie Sanches grabbed a remarkably close second place with rookie Ronnie Saner surprising the field to take third. As a point of clarification, during the final races at the National Championship Air Races, pilots are placed by first, second and third place within their bracket. The entire fleet of racers are divided into different speed tiers (brackets) called gold, silver and bronze. The brackets are determined throughout the race week as pilots qualify in their heats. The absolute fastest qualified make it into the gold bracket, the next group makes in into the silver bracket and the next group races the bronze bracket. The final race placement in each bracket flies its own separate cham-
The community of Roswell, NM, for the second time enthusiastically welcomed the National Championship Air Races. (Photo courtesy National Championship Air Races)
pionship race. During the final gold race, pilots compete directly against each other for first place (the ultimate class champion), second place and third place. (The top three racers in the gold bracket are reported here. All of the results for each bracket are available at airrace.org.) 2026 National Championship Air Races – Top Three Finishers in Gold
UNLIMITED (6 laps, 82.400 miles) Gold: Steve Hinton – Bardahl Special (432.897) Second Place: Brent Hisey – Miss America (388.541) Third Place: Stephen Koewler – 924 (373.315) JET (6 laps, 61.800 miles) Gold: Jason Googe – Arcangel (495.908) Second Place: Bob McCormack – Athena (491.824) Third Place: “Jive” Kerby – Ivan (461.038) SPORT (6 laps, 61,800 miles) Gold: Tom McNerney – Too Much (349.112) Second Place: Joe Coraggio – Ramp Rat’s Ride (329.846) Third Place: Conrad Huffstutler – Breathless (326.889) FORMULA ONE (8 laps, 25.520 miles) Gold: Josh Watson – Fraed Naught
(250.404) Second Place: Justin Phillipson – No Strings Attached (242.203) Third Place: Eric Dienst – Déjà vu (233.124)
T-6 (6 laps, 31,440 miles) Gold: Lee Oman – Miss TNT (233.179) Second Place: Vitaly Pecherskyy – Abracadabra (227.731) Third Place: Vic McMann – Gunslinger (224.694) BIPLANE (6 laps, 19.140 miles) Gold: Tom Marden – Second Hand (221.106) Second Place: Mike Smith – Misty 38 (209.099) Third Place: Tommy Suell – Shake N Bake (203.935) STOL DRAG First Place: Rod Hewitt Second Place: Eddie Sanches Third Place: Ronnie Saner Beyond the competition, spectators were treated to military and civilian flight demonstrations, static aircraft displays and aviation activities, with the U.S. Air Force Thunderbirds serving as one of the headline attractions of the weekend. Jim Peitz, in his F33C Aerobatic Bonanza offered up his loops, rolls, Continued on page 12
The Palm Springs Air Museum was at the National Championship Air Races where they hosted rides in one of their vintage and award-winning P-51 Mustangs! Two P-51 Mustangs and Pretty Polly, their P-63 Kingcobra, were at Roswell. Their P-63 is one of only a handful that still fly, and she is the oldest one flying, having been the 4th plane to come off the assembly line. (Photo courtesy Palm Springs Air Museum)
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Air Races Continued from Page 11 hammerheads and vertical climbs to highlight precision maneuvers that prove his classic aircraft is capable of thrills and surprises. Philipp Steinbach was also on hand to demonstrate precision aerobatic, high-G maneuvers, lightning-fast rolls and inverted flight. His Gamebird GB1 is capable of (plus/ minus) 10G and a roll rate of about 400 degrees per second. This bird is capable of both unlimited aerobatics and cross-country flying. And, it wouldn’t be “Reno in Roswell” without Bill Braack in his Smoke-N-Thunder Jet Car. He continued to make the ground shake with his jet engine in this crowd-favorite rocket car, “flying” down the runway with fire, smoke and unbelievable acceleration with an airplane racing overhead… it’s all about speed (and some noise)! Meanwhile, the successful return of all seven classes was an important milestone for the Reno Air Racing Association and for the future of championship air racing. After six decades in Reno and a major relocation to New Mexico, Roswell is beginning to establish an air-racing identity of its own.
In so doing, the little green alien characters all over the grounds at the National Championship Air Races were there to embrace Roswell’s status as the “UFO capital of the world” and to introduce the event’s official mascot, “Elrod,” an alien character described as a “Roswell local, mechanic, and extraterrestrial aviation enthusiast” who serves as the official face of the races. Race teams, performing military groups like the Air Force Thunderbirds, and organizations like the Palm Springs Air Museum brought their own green alien props, stuffed animals, and inflatables to sit in cockpits and interact with fans. For competitors and spectators alike, the 2026 event demonstrated that while the scenery has changed, the essential ingredients remain the same: innovative airplanes, skilled pilots, close competition and the unmistakable sound of racing engines over the desert. To see all of the results and to learn more about the National Championship Air Races, including video coverage or to purchase event-related merchandise, visit the organization website at airrace. org.
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STOL competitors race head-to-head down a roughly 2,000-foot course, remain below 50 feet, land, stop, turn around and race back to the starting point. (Photo courtesy National Championship Air Races, Facebook)
October 2026
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More Oshkosh and Musings FAA Mobile Clearance allows pilots to pick up their IFR clearances through Garmin Pilot or Foreflight. It’s in evaluation status now with only a few airports – Appleton and three Houston area airports – but file the flight plan as you always did, with a few options, and there you are! A new EFB app is 8flight, aka eightflight.com, advertised as designed for usability. There theme is to put all of the route information in one place, an admirable goal. I’ve not played with the app, but what’s on the web looks promising. One feature is that fuel, FBOs, and restaurants are all in one place. I know that when I’ve done long cross-country flights in the RV-9A, it was a pain to coordinate fuel prices, availability of food nearby, and location for appropriate flight legs. It gets data from a Starlink mini, and that can be $960/ year or more. And so much different from the old days of plot a chart, call flight service, and launch – maybe with an inflight weather update. Garmin finally announced the successor to the G3X Touch that I had in the RV-9A, and it’s called Axis. Again, I’ve not had a chance to see one in the flesh, or better, get
ten hours of flight time in one, but it looks pretty good. They have emphasized backwards compatibility and seem to have done quite a good job. An obvious change is that they are using the touchscreen to control everything that would otherwise be in the radio center stack – including the IFR navigator. Early in my career, a customer said to me, “We think we provide tools but actually, we put up barriers.” There’s so much to master with a full electronic cockpit, no matter how “intuitive” it all is. Learnability is seldom a goal of systems designers. ******* Scalebirds, makers of the insanely cute P-36 replica kit with the Verner engine, showed a P-40 cowling for a Rotax 916is engine. Seems like a winner to me with a cleaner cowl. I hope they make a go of it, but being a very small outfit, progress has been slow. ******* Chad Grenier, a lesser known YouTuber, videoed his flight into Oshkosh and the decisions he made. (https://www.youtube.com/ watch?v=5eWpvYPyZ8I). Lots of radio chatter as folks tried to get in line, sometimes
inappropriately. Steve Thorne, aka flightchops on YouTube, relates that he managed to avoid a lot of the mess by arriving in a warbird flight. However, on Sunday, there were 50 (!) warbirds holding. One problem was that at one point, there was so much smoke that the ground controllers could not see the 135-knot planes at the higher altitude, so those planes had to fly at 90 knots… or go elsewhere. The last few times I flew “into” Oshkosh, I went to Sheboygan. That’s about an hour’s drive (except the first year when road construction didn’t help), and rental cars are easier to get. It’s also where the T-28s stage. An hour drive once at the start of the show and once at the end? No-brainer. ******* I have vague and exaggerated memories of really hot days at AirVenture. AI came up with the ten hottest AirVenture days since 1980 – took almost no time at all – and although they don’t match my memory, still pretty impressive: 101°F, July 22, 1983 99°F, July 23, 2000 98°F, July 21, 2011
97°F, July 24, 1988 96°F, July 31, 1995 96°F, July 20, 2022 95°F, July 24, 1987 95°F, July 28, 1999 95°F, July 22, 2012 94°F, July 25, 2006 ******* Going through old computer files, I discovered that my first pilot report, on the Questair Venture, was in 1990, and it was published here, in In Flight USA. That was about a hundred pilot reports ago. Sorting files is the start of a project to consolidate all of my aviation writings, at least, those that have survived a computer crash and other anomalies. I have no idea who will ever read it, but it will be a fun project. I hope. ******* Previously mentioned was that magnetos need to be overhauled every 500 hours and, of course, spark plugs don’t last forever. Another surprise is that Rotax 900 series engines need all of the rubber parts replaced every five years. And PT-6 turboprop engine igniters need to be replaced every so often, Continued on Page 18
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"Hump Pilot is as engaging a read as it is informed and informative. A first-class military aviation history!" – Midwest Book Review "Hump Pilot provides an entertaining window into what it was like to fly cargo over the world's most dangerous air route, in the worst flying conditions imaginable. A spirited account!" – Aviation History “Descriptions are vivid and engaging, adding a human face to the drama created by perilous missions over a vast mountainous wasteland. Well worth reading.” – WWII History "By telling this story in readable language anyone can appreciate, Nedda Thomas conveys how dangerous it was. You don't have to be a military veteran or an aviation buff to love this fantastic true account." – Robert F. Dorr, Mission to Tokyo, etc. "Thomas has written a dramatic history centered on her father (whose) brassy dedication and decency come across. However, the truly engrossing tale is the amazing Hump drama that ensures the book does a winner's barrel roll overall." – Asia Sentinel
Eric Shalov - Oceano County Airport 2013.jpg - CC BY-SA 3.0
Oceano Airport Offers Scenic Gateway to the California Central Coast By Lea Buonocore Situated along California’s beautiful Central Coast, Oceano Airport (L52) offers pilots an inviting gateway to one of the state’s most scenic coastal destinations. Located near the communities of Oceano, Grover Beach, and Pismo Beach, the airport places visitors within easy reach of sweeping beaches, dramatic sand dunes, outdoor recreation, local restaurants, and charming coastal attractions. For pilots, Oceano provides more than simply a place to land. The San Luis Obispo County airport system offers aircraft fueling and maintenance at Oceano, as well as transient aircraft parking for visiting pilots. The airport’s location makes it particularly appealing for pilots looking to combine a flight with a relaxing Central Coast getaway.
part of the larger Guadalupe-Nipomo Dunes complex. The landscape combines expansive beaches with enormous, wind-shaped sand dunes, creating an environment that feels distinctly different from many other parts of the California coast. The Oceano Dunes area offers opportunities for camping, fishing, hiking, horseback riding, birdwatching, and other outdoor activities. The state-managed recreation area also has a long history of off-highway vehicle recreation. For visitors who simply want to slow down and enjoy the scenery, the dunes provide an opportunity to experience the coast away from the busier portions of town. The combination of sand, ocean, wildlife, and open sky makes this an especially memorable stop for nature lovers and photographers.
Explore the Oceano Dunes
Enjoy a Day in Pismo Beach
Michael “Mike” L. Baird - Sand Dunes - Oceano CA.jpg. Wikimedia Commons
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One of the area’s defining attractions is the spectacular Oceano Dunes,
Blake Carroll - Pismo Beach, California 02.JPG - CC0/Public Domain Dedication Just a short drive from Oceano is Pismo Beach, one of the Central Coast’s best-known seaside communi-
ties. Visitors can stroll along the beach, explore the pier and oceanfront, browse local shops, or simply enjoy the views of the Pacific. Pismo Beach is particularly well suited to travelers who want a mixture of relaxation and activity. The area’s beaches and coastal trails provide opportunities for walking, surfing, swimming, fishing, and wildlife viewing. A visit to Pismo Beach can easily become an entire afternoon or evening, with time to enjoy the ocean, explore the town, and finish the day with dinner at one of the area’s restaurants.
Local Dining in Oceano A great getaway would not be complete without good food, and Oceano has several options worth exploring. Sylvester’s Burgers has been serving San Luis Obispo County since 1988 and has an Oceano location on Front Street. Its menu features a variety of burgers and other casual American favorites, making it a convenient choice for a relaxed family meal. Another longtime local favorite is Old Juan’s Cantina, a family-owned Mexican restaurant located on Pier Avenue in Oceano. The restaurant describes its cuisine as a combination of traditional Mexican flavors and California cuisine, with roots going back to the restaurant’s founding in 1976. Whether you’re looking for a quick burger after an outdoor adventure or a Continued on page 21
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October 2026
Joby Completes First-Ever Fully Autonomous Flight Across the United States Joby Aviation’s autonomous J208 aircraft shown in flight during key milestones of its historic 3,199-mile transcontinental journey across America. (Clockwise from top left) Departing the Pacific coast near Concord, CA (KCCR); flying over the San Francisco Bay Area skyline; navigating high-altitude mountain terrain across the American West; and completing a low pass past Bodie Island Lighthouse in North Carolina’s Outer Banks near Kitty Hawk. (Photo courtesy Joby Aviation)
Joby Aviation, Inc. on Sept. 18 announced that an aircraft equipped with its autonomy technology has completed the first-ever autonomous flight across the United States. The aircraft flew 3,199 miles with zero control inputs from its onboard safety pilot, concluding the eastbound leg of its month-long tour in North Carolina’s Outer Banks, near the site of the Wright brothers’ first powered flight. The aircraft, a converted Cessna Caravan, performed autonomous taxiing, takeoffs, route navigation, and landings under remote supervision from Joby’s Autonomy Headquarters in California and Shaw Air Force Base in South Carolina, up to 2,323 miles away. The journey demonstrated the operational capabilities of Joby’s autonomy technology across a range of environments, supporting applications in commercial freight, medical transport, disaster response, and defense logistics. By integrating an autonomous system onto an already-certified airframe, Joby offers a scalable path to autonomous air logistics. During the cross-country journey, the aircraft proved its ability to seamlessly integrate into high-density environments like Phoenix Deer Valley, one of the na-
tion’s busiest general aviation airports, while rerouting around severe weather and thunderstorms in real time without prior airport familiarity. “This journey across America offers a glimpse into a new era of aviation,” said JoeBen Bevirt, Founder and CEO of Joby Aviation. “Autonomy has an important role to play in the future of flight, allowing us to connect remote communities, deliver critical supplies, respond faster to disasters, support military operations, and keep pilots out of harm’s way.”
Completed Eastbound Milestones As part of Joby’s 2026 Electric Skies tour, the eastbound leg featured flight demonstrations, logistics showcases, and key operational milestones across the following stops: • Concord, CA (KCCR): Departed from Buchanan Field Airport, launching the 3,199-mile transcontinental autonomous flight route.Phoenix, AZ (KDVT): Demonstrated dual-use autonomy technologies for defense, first responders, and cargo applications, as part of Arizona’s role in the uFLY coalition. •
Fort Worth, TX (KAFW): Showcased autonomous freight potential at Alliance
•
•
Airport, a major U.S. industrial logistics hub. The stop coincided with Joby’s first air taxi eIPP flight within the White House-backed program, hosted alongside U.S. Transportation Secretary Sean Duffy and Texas Senator Ted Cruz.
statewide healthcare logistics, while western flights contributed to UDOT’s multi-state uFLY coalition to evaluate high-altitude, extreme-environment airspace integration for the FAA.
Shaw Air Force Base, SC (KSSC): Conducted a capability demonstration of representative military flight operations and tactical defense readiness.
Proven Operational Track Record
Outer Banks, NC (KMQI): Marked the transcontinental milestone with an autonomous landing at Dare County Regional Airport.
Honoring Aviation History at Kitty Hawk & Expanding Remote Access Following its transcontinental arrival, the J208 flew a historic low pass near the First Flight Monument at Kitty Hawk, honoring the site where Orville and Wilbur Wright ushered in the age of powered flight in 1903. The aircraft then landed at Dare County Regional Airport (KMQI), demonstrating how flexible, lower-cost autonomous flights can expand point-to-point air logistics and deliver critical medical supplies and emergency freight to remote, underserved communities. In North Carolina, flights supported NCDOT’s eLIFT-NC initiative for
Joby’s autonomous technology is grounded in more than 400 flights and 800 automated flight hours in controlled and uncontrolled airspace, building on the mature autonomy stack acquired from Xwing in 2024. The system has also been proven in three major U.S. military exercises, including Air Force readiness exercise Agile Flag, where it delivered critical replacement parts 24 hours faster than conventional logistics, and REFORPAC, where aircraft in Hawaii were operated remotely from Guam, nearly 4,000 miles away. The aircraft will now begin its return westbound journey, including stops in Raleigh (KRDU), Fredericksburg/ Washington, D.C. (KRMN), Louisville (KSDF), Wichita (KICT), Oklahoma City (KOKC), Salt Lake City (KSLC), and Portland (KPDX). To learn more and to follow the adventure, visit the Joby website at www. jobyaviation.com.
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In Flight USA Celebrating 41 Years
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October 2026
More Oshkosh and Musings Continued from page 13 depending on a number of factors. Bottom line is that there are regular engine maintenance costs that folks like me don’t budget for because we never think about them. ******* Not quite sure why EAA is suddenly
sending me membership solicitation emails. I first joined 61 years ago…
And for simplicity, they could all have the same gross weight and pretty much the same “outer mold line,” i.e., shape. Theoretical variations without hopeless redesign or multiple parts inventory might include nosewheel/tailwheel variants, already planned, and that would require a new belly section to relocate the main gear, or, a simpler variant, abandoning the sophisticat-
******* So the RV-15 wing and tail kits have been selling like hotcakes, and the plane seems to have been well thought out. But is anybody besides me suspicious that Van’s has not yet shown a final fuselage version? And how many variations might there be?
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ed bush gear for plain old spring gear; two and four seat variants, which could be done with an aft fuselage redesign; and what nobody is talking about, a non-bush version with a shorter wing for better ride in turbulence and a higher flap extension speed for those of us paved runway folks who have to mix it up with faster traffic and need better deceleration. Eight theoretical variants! But not all make sense. Keeping the gross weight the same across all variants, the ones that I think make the most sense are: 1. Two seat bush plane, tailwheel, currently under development. 2. Two seat, non-bush plane, nosewheel, with spring main gear. Probably under development. Fuselage changes are minimal, mostly deletion. Would not need but would probably have the big wing, just to get it into production sooner. 3. Four seat bush plane, tailwheel, needing only an aft fuselage redesign. Same gross weight, wing, and landing gear. This would be kind of like a Cessna 180 in performance, but no baggage compartment. But hey, very few four seaters carry four and baggage and enough fuel to get anywhere. 4. Four seat, non-bush plane, tricycle gear. This one could use the same aft fuselage as the four seat bush plane and same landing gear as the two seater tricycle. It would not have to have a baggage. Nor would it would not need the big wing This one would sell like hotcakes to flight schools, witness the Piper Cherokee three-seater. Variants that don’t make as much or any sense are 2/4 seat bush planes with the shorter wings; and the non-bush planes with the longer wings. The shorter wing variants seem unlikely, unfortunately, as Van’s has historically had low flap speeds, and their motto of “total performance” includes more low speed performance than everybody needs. And there are precedents at Van’s for variations: The RV-10 and RV-14 have similar flying surfaces; the RV-7/9/A share basically the same fuselage; and the RV-8/A have different structure in the center section. But, hey, I’ve lost my medical and sold the RV-9A, too bad for me. I gave up the lease, so I can’t even go hangar flying. But have keyboard, can pontificate.
Van’s RV-15 wing and tail kits have been selling like hotcakes, and the plane seems to have been well thought out. (Photo courtesy Van’s Aircraft)
October 2026
www.inflightusa.com
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A message from the Whiteman Airport Coalition:
Planes4Kidneys.com Planes4Kidneys.com
San Diego Wants Its Airport Back. Los Angeles County Should Pay Attention.
By The Whiteman Airport Coalition Sometimes you don’t fully understand the value of infrastructure until it’s gone. San Diego County is confronting that reality right now. In early 2025, San Diego County staff moved to close Agua Caliente Airport, citing rising maintenance costs and a lack of state funding. The public largely didn’t know the airport was being closed until after the decision had been made. Its operating permit was revoked that April. Now, less than two years later, the San Diego County Board of Supervisors at a September meeting, began exploring how to bring it back. Aviation organizations and community members have made the case that Agua Caliente’s value extended far beyond recreational flying, supporting wildfire response, emergency medical evacuation, military activities, flight training and the broader regional aviation network.
Whiteman Airport handles approximately 125,000 operations a year. That’s nearly 30 times the annual activity, using Agua Caliente’s higher figure. Whiteman isn’t an underused piece of land waiting for another purpose. Businesses operate here. Aircraft are based here. Hangars and airport facilities generate revenue. Pilots train here. Nonprofits operate here. Whiteman is also part of Los Angeles County’s emergency response infrastructure, supporting fire and law enforcement operations. And it is an economic asset. A Los Angeles County economic impact analysis found that Whiteman supports more than 400 jobs and contributes approximately $110 million to the local economy. The Opportunity Is to Make Whiteman Better Instead of focusing on closure or what
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Whiteman Airport is an economic asset. A Los Angeles County economic impact analysis found that Whiteman supports more than 400 jobs and contributes approximately $110 million to the local economy. (Photo courtesy AOPA) Los Angeles County should pay attention to what’s happening just to the south. Now consider Whiteman. The difference in scale is striking. Before it closed, Agua Caliente generally recorded approximately 3,300 to 4,400 aircraft operations annually.
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Continued on page 22
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Lift the Ban on Seaplanes
Seaplane access should be allowed here in Colorado. We have made great strides by establishing two charted seaplane bases in Colorado (the first ever), planning and managing several splash-in events (the first ever), establishing an invasive species inspection and decontamination program for seaplanes (the first), and becoming the first ever pilot to receive all the training and obtaining certification totally within the State of Colorado (yep, you heard it right, the first). Despite these successes, our battle rages on. The state is still adamantly opposed and so we are continuing the fight. There is no level of problem that imagination and creativity cannot overcome. And so, we must continue to be the first with solutions. We must demonstrate by example the strength and resolve of an idea whose time has come!
THE COLORADO SEAPLANE INITIATIVE To get involved or for more information, visit us at
www.coseaplanes.org
In Flight USA Celebrating 41 Years
20
October 2026
A Message from the Publisher
42 Years, Two Generations, One Mission By Vickie Buonocore and Annamarie Buonocore
The next chapter of In Flight USA should take the relationships and community my parents built and combine them with technology that allows us to do things they couldn’t possibly have imagined in 1984. We can reach more readers. We can tell stories in more ways. We can give advertisers more opportunities to connect directly with customers. And we can make a small aviation company’s advertising dollars work harder. What I don’t want technology to replace is the human relationship at the center of this business.
Vickie When we started In Flight USA in 1984, we didn’t know that 42 years later our family would still be publishing it. What we did know was aviation. We knew the people at the airports. We knew the FBO owners, pilots, flight instructors, mechanics, aircraft salespeople and small-business owners who made general aviation work. These were often family businesses, just like ours. They worked long hours. Their customers knew them by name. Many of them weren’t simply working in aviation — they had built their lives around it. Those were the people we wanted In Flight USA to serve. From the beginning, this magazine was never intended to belong only to the largest companies in aviation. We wanted the mom-and-pop FBO to have a voice. We wanted the independent flight school, maintenance shop, aircraft dealer and small aviation company to have an affordable way to reach pilots and aircraft owners. In many ways, we grew up alongside them. Over 42 years, we have watched aviation change enormously. We have seen businesses open and close, airports change, new aircraft arrive, new technologies emerge and several generations of pilots come through the industry. Publishing changed just as dramatically. But the relationships behind aviation haven’t changed nearly as much. General aviation is still a remarkably personal industry. People remember who sold them their first airplane. They remember their first flight instructor. They remember the mechanic they trusted with their airplane and the FBO where somebody stayed late because they were coming in after hours. That sense of community was important to us in 1984. It still is. Before closing my part of this commentary, just a note to say how proud I am personally that this business has moved onto to the next generation. Annamarie has taken the reigns as publisher and now Lea has joined the ranks (as her time permits) to write,
Vickie & Annamarie
Founding publisher Ciro Buonocore laying out by hand an early edition of In Flight in 1984 (before computers). edit and oversee distribution. Legacy business… maybe; retirement… not just yet; prideful… oh yes but with humility and thankfulness! Annamarie For me, In Flight USA has never been simply a magazine. It’s part of my family’s story. I grew up with the magazine my parents created. Airports, airplanes, advertisers, deadlines, stacks of magazines and conversations about the next issue were simply part of life. As a child, I couldn’t have understood what it meant to build an independent publication from scratch — or what it would mean someday to become responsible for carrying it forward. I understand that much better now. Running a family business isn’t always glamorous. Neither is running a small aviation business. There are good years and difficult years. Technology changes. Costs change. Customers change. You improvise. You make mistakes. You get up the next morning and keep going. Maybe that’s another reason I feel such an affinity for the independent businesses we serve.
We understand small business because we are one. Forty-two years after my parents founded In Flight USA, I don’t want us to lose that identity. I want the owner of a small FBO to be able to call us. I want the entrepreneur introducing an aviation product to have somewhere to tell that story before everyone knows the company’s name. I want the independent aircraft broker, mechanic, flight instructor, airport business and family operation to know that there is still an aviation publication interested in what they’re doing. There should always be room in aviation media for the little guy. At the same time, carrying my parents’ work forward doesn’t mean trying to recreate 1984. The publishing world my parents entered no longer exists. Today, a publication has to live in print, online, on phones, through email and across digital platforms. Advertisers understandably expect more from us than simply putting an ad on a printed page. That’s a challenge, but I also see it as an opportunity.
Forty-two years is an unusual vantage point. One of us can remember what it felt like to publish the first issues. The other is thinking about what In Flight USA might look like at 50. But we agree about what should be preserved. In Flight USA is still a family-owned publication. We are still independent. We still strongly believe in general aviation. And we still believe that the thousands of small businesses scattered across America’s airports deserve a publication that considers their stories worth telling. To the advertisers who have supported us — some for many, many years—thank you. To the FBOs, airports and businesses that distribute In Flight USA, thank you. To our writers, photographers, designers, contributors and friends throughout aviation, thank you. And to the pilots and aviation enthusiasts who have picked up In Flight USA at an airport, taken it home, passed it along, read us online or simply stopped to talk with us over these 42 years: you are the reason this family business is still here. In 1984, our family began a magazine about aviation. Forty-two years later, aviation is part of our family. And we’re still flying. Vickie Buonocore Founding Publisher Annamarie Buonocore Publisher/Editor In Flight USA
October 2026
www.inflightusa.com
21
Oceano Airport Continued from page 14
If You’re Flying In Pacific Dunes Ranch Riding Stables, Visit California
Blake Carroll - Pismo Beach, California 02.JPG - CC0/Public Domain Dedication sit-down Mexican meal, the local dining scene adds another enjoyable dimension to a visit to Oceano.
See the Monarch Butterflies Nature enthusiasts and families should also make time for the Pismo State Beach Monarch Butterfly Grove. Each year, Western monarch butterflies gather at the grove during their overwintering season. California State Parks identifies the grove as one of the important Western monarch overwintering sites in California, with the main season generally occurring from November through February. The grove provides an unusual opportunity to observe these remarkable butterflies in their natural environment. Interpretive and educational programs are also offered, making the experience especially interesting for children and families. If your trip is planned during butterfly season, this is one attraction worth adding to the itinerary. Golf Along the Coast For golfers, the Pismo Beach Golf Course provides another way to enjoy the area. Located near the dunes and Pacific Ocean, the nine-hole course is designed to accommodate a wide range of playing abilities. The course’s own website notes that it welcomes everyone from children and beginners to experienced golfers. The relatively compact nine-hole format can make golf an easy addition to a day at the coast. Visitors can enjoy a round without necessarily dedicating an entire day to the activity, leaving plenty of time to explore the beach, dunes, restaurants, or other nearby attractions.
Horseback Riding Through the Dunes For another memorable way to experience the landscape, visitors can
consider horseback riding through the dunes and along the coast. Pacific Dunes Ranch is highlighted by Visit California as an area destination for guided horseback rides through the dunes and toward the shoreline. Horseback riding offers a different perspective on the Central Coast, allowing visitors to experience the enormous dunes and coastal landscape at a slower pace. Hiking and biking also provide opportunities to explore the area’s natural scenery.
A Perfect Coastal Getaway for Pilots and Families What makes Oceano particularly appealing is the variety of experiences available within a relatively small area. A pilot can arrive at Oceano Airport, explore the nearby dunes, enjoy a meal in town, visit Pismo Beach, play a round of golf, or plan an outdoor adventure all without having to travel far. For families, the region offers beaches, wildlife, outdoor recreation, educational experiences, and casual restaurants. For pilots traveling alone, the same area provides plenty of opportunities to step away from the demands of flying and simply enjoy the scenery. The surrounding Oceano Dunes District encompasses thousands of acres of coastal dunes and multiple recreational areas, including Pismo State Beach, the Monarch Butterfly Grove, campgrounds, and other natural areas.
Discover Oceano A visit to Oceano is about more than simply reaching a destination. It is an opportunity to experience the California Central Coast from an aviation perspective while enjoying the beaches, dunes, wildlife, food, and outdoor activities that make this region distinctive. From the runway at Oceano Airport to the shores of Pismo Beach, there is something for pilots, families, couples, and outdoor enthusiasts alike. Whether the goal is an afternoon adventure or a relaxing coastal weekend, Oceano offers an inviting combination of aviation and California’s spectacular coastal scenery.
Oceano Airport sits on the Central Coast of California and is deemed one of the best places to fly into for a day or more. (Photo courtesy Oceano Airport)
General Airport Information • FAA Identifier: L52 • CTAF/UNICOM: 122.7 • Elevation: 14 ft. • Runway Dimensions (29/11): 2325 ft. x 50 ft. • Control Tower: No • Lights: Yes (Pilot • Controlled Lighting – CTAF) • Parking: Tiedowns • Fuel Available: 100LL Self Serve Available • Physical address: 561 Air Park Dr., Oceano, CA 93445 (County of San Luis Obispo) Transient Tie Downs Transient tie downs are available for $15.00 a night. To purchase a transient permit, utilize our pay-by-text system by sending “ParkL52” to 727563. Campground Information *Must Fly-In to use campground facilities* • The campground is directly adjacent to the tarmac • No reservation required, first come first serve basis • Camping fee is $25.00 a night • To purchase, utilize our pay-by-text system by sending “ParkL52” to 727563. • Restrooms available at Terminal Transportation at L52 Getting around the beautiful Central Coast is easy when you fly into Oceano Airport (L52). See the Oceano website for details. The following services are available: • Amtrak Grover Beach Station • Amtrak San Luis Obispo Station • Central Coast Taxi • Enterprise Car Rental • Beach Cruiser Oceano Airport’s website is oceanoairport.com. The telephone number is 805/781-5205.
In Flight USA Celebrating 41 Years
22
October 2026
Whiteman Airport Continued from Page 19
New Report Highlights General Aviation’s $340B Impact
could replace Whiteman Airport, Los Angeles County should be asking: How do we make Whiteman even more valuable to the communities and county it already serves? That means looking at opportunities to: • Modernize the airport facilities and infrastructure. • Pursue available federal infrastructure funding. • Strengthen Whiteman’s role in wildfire and emergency response. • Expand aviation education and workforce opportunities. • Create better, more welcoming community spaces and events. • Prepare the airport for electric aviation and the next generation of aircraft. San Diego County is exploring how to restore aviation infrastructure it lost. Los Angeles County still has Whiteman Airport. The opportunity is to invest in what we already have here in Pacoima. Learn more about Whiteman Airport and the Whiteman Airport Coalition at https://whiteman-airport-coalition.beehiiv.com/.
The general aviation industry supports about 1.3 million jobs and $339.2 billion in economic output across the U.S., according to a report released on Sept. 24 from The Alliance for Aviation Across America. Now in its fourth edition, “The Impact of General Aviation on State and Local Economies” report provides an overview of how the industry affects each of the 50 U.S. states, as well as local communities. Published in partnership with the American Association of State Highway and Transportation Officials (AASHTO) and the National Association of State Aviation Officials, the report includes state and local economic data and community examples that government, airport, and community leaders can use as they shape policy. It also enables stakeholders to educate their communities on the value of aviation. According to the report, more than 214,000 general aviation aircraft are active in the U.S., ranging from single-pistons to business jets. These aircraft access more than 19,500 landing facilities, including 4,400 public-use general aviation airports, it noted. “For thousands of communities, general aviation airports are an essential part of the broader transportation system, connecting people and businesses to jobs, markets, health care, emergency services, and other communities across the country,” said Devin Osting, executive director of the Alliance for Aviation Across America. “This report gives state and local transportation leaders, aviation advocates, businesses, and community stakeholders the data and examples they need to show how those airports contribute to a prosperous economy and a connected, resilient national transportation network.” Some of the community examples featured in the report include Florida’s development of infrastructure and testing capabilities for advanced air mobility; Illinois’ role in agricultural aviation and sustainable aviation fuel; and Pennsylvania’s use of economic-impact data and interactive tools to demonstrate the value of its airports. The county of Los Angeles operates a system of five general aviation airports (including Brackett Field Airport, Compton/Woodley Airport, General Wm. J. Fox Airfield, San Gabriel Valley Airport and Whiteman Airport) that accommodate more than 500,000 annual operations, generating roughly $279 million in annual economic contributions, supporting over 1,700 jobs, and producing $118 million in employee wages, according to the Los Angeles County Department of Public Works. Van Nuys Airport, which operates under Los Angeles World Airports and is owned by the city of Los Angeles, contributes more than $2 billion in annual business activity to the Southern California and Los Angeles regional economy, according to the National Business Aviation Association. “Economic-impact data provides an important foundation, but the numbers become much more meaningful when they are connected to what airports allow communities to do,” Osting said. “That might mean helping a manufacturer reach customers, connecting a patient with specialized medical care, protecting crops, responding to a wildfire, or giving a rural community access to the broader economy.” The report complements the Alliance’s interactive online economic-impact tool, which enables users to delve into such data within a 25-, 50-, or 100-mile radius of a zip code and by congressional and state legislative districts where information is available. “The Impact of General Aviation on State and Local Economies” report is available through AASHTO (transportation.org or directly at https://aashtojournal.transportation.org/new-aashto-report-analyzes-impact-of-general-aviation/) and at Alliance for Aviation Across America’s website, aviationacrossamerica.org. Editor’s Note: This sidebar report was presented as a press release by the Alliance for Aviation Across America and written by Kerry Lynch for AIN Magazine/AIN Online.
WE’RE OPEN The Rowland Freedom Center is open every day*, from 10:00 AM – 4:00 PM, featuring a variety of aviation and military displays, honoring those who defend our freedom. *Due to excessive heat (and no air conditioning), we may close early on certain days. Suggested Admission Donation – Adults 1864 $5, Kids 4-17 $3, Active Duty, Veterans, Over 65 and Under 3 Free
Rowland Freedom Center
300 County Airport Rd. Ste. C4 Vacaville, CA 95688 Phone: (707) 449-3402 501 (C)(3) Non-profit: Tax ID 68-0479628
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In Flight USA USA Celebrating Celebrating41 41Years Years
November 2025 October 2026
October 2026
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October 2026
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Students View The Aviation Maintenance World Through A Door From Schweiss Doors Visitors to North Star High School in Lincoln, Neb., may be surprised to find a 1967 Cessna 150 aircraft proudly displayed in its own hangar-style shop behind a glass-clad bifold door from Schweiss Doors. It’s not every day one finds an airplane at a high school, especially one that is there for students to learn from and work on. In Lincoln, it’s all part of a partnership with Duncan Aviation to create a pathway for students to find successful careers in aviation. The jobs are there for the taking. A significant shortage in aviation technicians is a major concern for the industry. Boeing, a major aviation manufacturer, estimates 716,000 new technicians will be needed worldwide before 2043. To meet the demand, airlines, airports and others in aviation will need to start enticing more people to join the ranks. One such way is to meet the aviation mechanics of the future where they are today – their schools. Working with Duncan Aviation, the Aviation and Technical Education Focus Program was established at North Star High School. Students enrolled in the program can take a variety of classes around aviation and take advantage of an internship with Duncan Aviation, learning from aviation techs. Duncan maintains and overhauls corporate aircraft worldwide and is headquartered in Lincoln. The program provides hands-on experience for students and it may assist Duncan in finding employees. “They need mechanics and employees there,” says Scott Wieskamp, director of operations at Lincoln Public Schools. “And what better place to have a training ground than right here at Lincoln, right where they are at.” Once the program was started, attention turned to space requirements. Thanks to millions of dollars in donations, including from Duncan Aviation and the Boys and Girls Club of Lincoln/ Lancaster County, the school district was able to design and construct a new wing at North Star, including a hangar-style shop that provides the space for hands-on instruction for students, including working on a small plane donated by Duncan. “We thought, what better way to help support the classroom, the labs and
the curriculum than building a hangar,” Wieskamp says. “Duncan Aviation was offering to provide an airplane and parts and pieces, so we knew we needed the space to make the program successful.” BVH Architecture of Lincoln, Neb., was chosen to design the aviation wing, which also includes classrooms for other technology and aviation classes and space for Boys and Girls Club programming, including its Community Learning Center. The addition to the school was constructed by Scheel-Kayton Construction of Lincoln. “We wanted to create a setting, an environment for students to think about future careers and aviation,” says Cleveland Reeves, principal with BVH Architecture. “We wanted to think about what it might look like and feel like for them to work in a kind of real-life scenario.” When it came to the hangar shop, Reeves says they wanted a space that was open and airy and made staff, students and visitors feel like they were in a real hangar. A major piece of that equation was the hangar door, which provides an opening large enough to move a plane in and out of the space, as well as showcasing the educational programming itself. “We wanted to let the building show off the activities inside,” Reeves says. Wieskamp says the school district relied on the project design team, including BVH to make the decision on what type of door to install. The door needed to be safe enough for students to be around and operate, as well as stand up to the sometimes challenging weather. The idea to have a glass door was also something talked about from early in the design process and Schweiss Doors flew to the top of the options. “Schweiss became the door of choice and selection, and that is what we designed around,” Wieskamp says. A 35-foot by 14-foot, 9-inch bifold door was purchased and installed at North Star High School. The door included safety features including a top override switch, photo-eye sensors and warning lights and horn to make everyone could be safe around the door. It was also engineered to hold a glass curtainwall system, creating a visually impressive door to show off activities happening inside the building.
“With these types of career and technical education centers, you want to put the education on display, whether it is the equipment, or in this case, a plane, for the students and teachers working inside,” Reeves says. Wieskamp says the door installation went well. The installers did run into a snag when placing the rubber door seal but were able to solve the issue. Since then, the door has been working
well. Those who see the door and work alongside it seem to enjoy it, Wieskamp says. The aviation wing at North Star High School is an example of how the design and functionality of educational spaces has changed over the last few decades. Gone are the days of just building square classrooms where students are funneled to look toward the front as Continued on Page 33
The Schweiss bifold door at North Star High School includes a top override switch, photo eye sensors and warning lights and horn. The safety features help make sure the students can operate the door safely. (Photo courtesy Schweiss Doors)
The aviation hangar and classroom expansion at North Star High School was designed by BVH Architecture and constructed by Scheele-Kayton Construction. The goal was to create a space that would provide students a real-world look into the aviation industry including learning how to repair planes. (Photo courtesy Schweiss Doors)
In Flight USA Celebrating 41 Years
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October 2026
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.
Fall is in the Air at Aircraft Spruce Fall is in the Air at Aircraft Spruce As the weather begins to chill, it might be a good time to rethink your airplane safety measures. A new clock that not only tells time but measures volts and temperature can be a lifesaver. Got corrosion? Stop it fast with an aviation formula that prevents and controls it. And, keep your devices charged up and ready for any flying need. Just a few things to think about… And once your aircraft is all “spruced” up and ready to go, grab a new beanie to keep yourself warm and cozy. See everything Aircraft Spruce has to offer at aircraftspruce.com. Happy autumn flying from Aircraft Spruce!
Mid Continent - Chronos Digital Clock Dual USB-C PD 45W 6420093-6 The CH93 series CHRONOS Digital Clocks are a multifunction clock, which displays volts, temperature, time, countdown time, and stopwatch, and also comes available with multiple USB charging options. The CH93 installs in to a 2-1/4 inch avionics panel cutout and power is drawn from the aircraft main bus to power the unit. The white, seven-segment LED clock can displays several modes: local time, universal time, flight timers, elapsed and countdown timers and optionally, bus voltage and up to two temperature inputs. The daylight readable display features two methods of brightness controls: automatically using the internal photocell or manually with external dimming bus voltage. An internal battery maintains clock time and flight timer memory when the aircraft is not in use. This CH93 digital clock (64200936) features dual USB-C charging ports, Local Time, UTC/Zulu Time, Flight Timer, Countdown Timer, Stopwatch, Volts, OAT, Secondary Air Temp. Each unit sells for $999.00.
Corrosion X – Aviation Formula CorrosionX® Aviation takes corrosion control to a whole new level! Featuring the latest advances in Polar Bonding and Fluid Thin Film Coating (FTFC) technologies, CorrosionX Aviation is specially formulated to displace moisture, stop corrosion instantly and provide long-lasting protection. Made entirely in the USA, CorrosionX Aviation is qualified under MIL-PRF-81309 Rev. H Type II (replaces and supersedes MIL-PRF-81309G, MIL-PRF-81309F and MIL-C-81309E) for corrosion prevention and control on airframes — and now, general purpose use as well. Used extensively by the U.S. military as well as NATO forces, all CorrosionX products and application equipment have been assigned National Stock Numbers (NSN) by the General Services Agency (GSA) and are available for procurement through the Defense Logistics Agency (DLA). Corrosion X is the only product available to the public that meets the US Navy’s tough new corrosion prevention and control performance requirement ( MIL-PRF-81309H ). Corrosion X comes in the following purchase options: 1 fluid ounce applicator pen ($9.95 each), 16-ounce aerosol ($27.80 each), 16-ounce trigger bottle (non-haz.) ($26.50 each), one-gallon container ($133.75 each), five-gallon container ($544.00), 30-gallon drum (2,999.70) and 55-gallon drum ($4,950). Some larger containers of the product are not immediately available. Contact Aircraft Spruce for special orders.
True Blue Power Max Power USB Chargers - TA360 Series The TA360 Series MAX Power USB Charging Port is a certified accessory that charges any electronic device that uses either a USB Type-A or USB Type-C charging connector. The TA360 supports the latest ver-
sion of the USB charging standard, known as USB Power Delivery (PD) version 2.0 and 3.0. This smart charger provides intelligent negotiation with the connected cable and device to supply variable voltage at up to 5 amps, allowing up to a total of 100 watts of charging power. This provides maximum charging speed to a wide variety of the latest electronic devices, including mobile phones, tablets - even laptops - and more. The TA360 can determine the maximum power the device can support and will charge the device at the maximum speed allowed, while preventing the device from being overcharged or charged incorrectly. The TA360 also incorporates True Blue Power’s proprietary Cable-Drop Compensator which cancels the effect of voltage lost through the cable, extending the flexibility of cable/device combinations while maintaining the fastest charging possible. Small, compact, powerful, and with plenty of installation flexibility, the TA360 is an ideal choice in any aircraft to charge the latest electronic devices at maximum speed. Prices range from $361 to $698 depending on USB Connector choice. (Please note: True Blue Power USB chargers are not compatible with Starlink® manufactured USB-C to barrel jack cables. A third-party validated cable is required.)
NANO™ Beacon is designed to deliver high-intensity anti-collision visibility, enhancing aircraft recognition in a compact, low-profile package. Available in both Red and White configurations, it offers a versatile and efficient solution across a wide range of aircraft types and mission profiles. Designed with low power consumption and flexible mounting capability, the NANO™ Beacon can also serve as a ground recognition or auxiliary visibility light with minimal impact on electrical systems. Housing options include durable black or silver powder coated finishes for seamless integration with various aircraft exterior designs. As part of the AeroLEDs NANO™ Series lighting family, the NANO™ Beacon is designed to complement NANO™ Wingtip lights and can be synchronized to provide a cohesive lighting appearance across the aircraft. The Nano™ Beacon is an experimental-use product and does not hold any FAA certifications or approvals. This product is not approved for use on certified aircraft and is not recommended for night flight operations. Each unit sells for $374 and comes with a choice of red or white, voltage choice of 14V or 28V and base color choice of silver or black.
Flight Outfitters Winter Beanie in Navy or Orange AeroLEDs Nano Beacon Anti-Collision Light For Experimental Aircraft The NANO™ Beacon is a compact, high output LED anti-collision light engineered specifically for aircraft and platforms where space, weight, and power availability are limited. Its ultra compact footprint allows installation in locations not traditionally accessible to standard beacon systems, making it an ideal solution for experimental aircraft, general aviation, rotorcraft, and UAV/UAS applications alike. Despite its small form factor, the
Kick the tires and light the fires with the Flight Outfitters Winter Beanie. With a cozy feel and classic rib-knit design, this beanie will keep you warm in pre-flight or on any outdoor excursion. Each beanie sells for $19.95 each. Find Aircraft Spruce at Upcoming Events: • Oct. 20-22, 2026: NBAA, Las Vegas, NV, booth 1431. • Oct. 27-29, 2026: Regional Air Cargo Carriers Assoc., Scottsdale, AZ. • Nov. 16-18, 2026: NAAA AG Aviation Expo, Savannah, GA.
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In Flight USA Celebrating 41 Years
October 2026
Grissom Air & Space Expo By Mike Heilman After a seven-year hiatus, the gates of Grissom Air Reserve Base once again opened to the public as the 434th Air Refueling Wing hosted the Grissom Air & Space Expo. The event brought aviation enthusiasts and members of the surrounding community onto the north-central Indiana installation for a close-up look at military aviation and the men and women who operate and maintain it. Located approximately 12 miles from Kokomo Indiana, Grissom Air Reserve Base is home to the 434th Air Refueling Wing and its fleet of KC-135R Stratotankers. The base is named in honor of Indiana native Lt. Col. Virgil “Gus” Grissom, one of the original seven Mercury astronauts and a pioneer of America’s early human spaceflight program. The return of the air show marked more than an opportunity to see aircraft in flight. It was a chance for Grissom to reconnect with the community and showcase the mission of the Air Force Reserve. Held Aug. 29–30, the Grissom Air & Space Expo featured a lineup of military and civilian performers, headlined by the United States Air Force Thunderbirds flying the F-16 Fighting Falcon.
Among the Thunderbird pilots taking to the skies over Grissom was Lt. Col. Bryce “Triple” Turner, who flies as the team’s Opposing Solo pilot. Turner is in his second season with the Thunderbirds, but 2026 marks his first year performing in the No. 6 role. “This is my second full season on the team,” Turner explained.
All Photos by Mike Heilman
“Previously, I was Thunderbird 8, the Advanced Pilot and narrator.” Turner also reflected on the transition from Thunderbird 8, the team’s Advanced Pilot and narrator to the Opposing Solo role. While both positions provided unique opportunities, he said nothing compares to being in the cockpit during the demonstration. “Each role has been incredible,” Turner said. “As Eight, I got
to meet a lot more of the airfield community that the pilots usually don’t. So that was really cool. Now this year, revisiting air shows, getting to hang out with those guys again is awesome, but nothing beats flying in the demo. It’s a lot of fun.” For Turner, the biggest change from his first season with the Thunderbirds to Continued on Page 40
The Thunderbirds six plane Delta formation performs a tight pass with the number seven trailing on Friday’s practice show at the 2026 Grissom Air & Space Expo.
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In Flight USA Celebrating 41 Years
October 2026
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Protect Your Aircraft With Covers From Bruce’s Custom Covers With winter right around the corner, where rain and snow will be the order of many days in many places across the country, this is a good time to think about protecting your aircraft. Bruce’s Custom Covers specializes in various protective covers from wing, tail, empennage and even full-cover sets to keep your aircraft safe from the elements throughout season. If you keep your airplane hangared, there’s a fitted dust cover available, as well. “At our company we’re all about cover design, both maintaining the nearly 15,000 products that we’ve already developed, and creating new ones almost every day. I know it’s hard to believe that so many products could be available just to cover and protect airplanes, but it’s true. The amazing thing to me though, is that we’re still coming up with new designs to satisfy our customers’ requirements worldwide,” said Bruce Perch, President of Bruce’s Custom Covers. Bruce’s specializes in a variety of covers including, but not limited to: • Cockpit / Canopy / Cabin Covers • Wing / Tail / Empennage Covers • Full Cover Sets (entire aircraft) • Engine Cowling Covers • Engine Inlet Plugs • Internal HeatShields (sunshades) • Fitted Hangar Dust Covers • Propeller / Spinner Covers • ...and more… including covers for jets and helicopters
A recent project was for a Tuskegee Airmen P-51 canopy cover. Bruce’s Custom Covers is entrusted by the majority of the general aviation warbird community (owners/operators) as the premier aircraft cover supplier for P-51s, T-6s, T-28s, MIGs and many more. Bruce’s recently redesigned website allows users to search for their cover needs by aircraft manufacturer and model and even call signs (N-numbers). Give it a try at www.aircraftcovers.com. The site is also designed to create orders and take payments. If you need to get in contact, email Bruce at bruce@aircraftcovers. com or call 1-800-777-6405. Aircraft Covers is located at 18850 Adams Court in Morgan Hill, Calif.
Where there are rainbows, there is water. Bruce’s Custom Covers provides just the right protection for every aircraft. (Photo courtesy Bruce’s Custom Covers)
A Zenith CH801, Deep Cold Ops: Canopy Cover, Wing Covers, Tail Covers and a Tanis Insulated Engine Cover for planes in snow country, like this one in Ontario, Canada. (Photo courtesy Bruce’s Custom Covers)
Schweiss Doors Continued from Page 27 a teacher talked at the chalkboard. “Now it is much more about trying to replicate real world experiences and settings, to help students think about what the next chapter of their life is, whether it’s a career of college,” Reeves says. “It’s definitely much more about collaboration and getting together.” That new way of teaching seems
to be catching on. The Aviation and Technical Education Focus Program at North Star continues to grow, with more students applying each years. “It is overwhelming in terms of the number of kids that sign up for those types of classes and that has been a good thing,” Wieskamp says. “We believe our investment was a good one.” Part of that investment was the Schweiss glass bifold door, a premium
product, but one that is doing its job to highlight the important work happening at North Star, to train the next generation of aviation maintenance technicians. “The school wanted to put education on display and show off what was going on inside there,” Reeves says. “It is creating a little bit of excitement around that program. It is fun to see.” About Schweiss Doors
Schweiss Doors is the premier manufacturer of hydraulic and bifold liftstrap doors. Doors are custom made to any size for any type of new or existing building for architects and builders determined to do amazing things with their buildings, including the doors. Schweiss also offers a cable to liftstrap conversion package. For more information visit www.bifold.com.
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October 2026
AOPA EDITORIAL
Tech Changes (Almost) Everything New tools have increased efficiency
By Katie Pribyl, AOPA Acting Co-President It’s hard for me to believe that I took my first flight lesson almost 30 years ago. And even harder for me to believe how much has changed since then. When I started, the gauges were round, the dials were analog, and the math was mental. Looking for traffic meant exclusively looking out the window and relying on sharp eyes and good luck to spot other aircraft before they became a threat. While the fundamentals of flying — aerodynamics, physics — are immutable, technology is moving faster than ever, and we’re all much safer and more efficient for it. I did most of my flight training as a student at Embry-Riddle Aeronautical University in Prescott, Arizona. There was no GPS in the airplanes. Flight planning involved drawing lines on charts and calculating wind correction angles. The E6B was my best friend and worst enemy, and I didn’t fly a real GPS approach until I started my airline training in the CRJ. When GPS became widely available, it was a game changer. Suddenly we had so much more information at our fingertips. As strange as it is to admit, the advent of GPS was the first time we could know exactly where we were at all times. Suddenly our routes were more efficient, saving countless hours and gallons of fuel as we effortlessly traveled point-to-point instead of zigzagging from VOR to VOR along airways. Of course, the accuracy of GPS also made a big sky much smaller. With everyone flying the magenta line, more aircraft found themselves operating closer together as they traveled the shortest distance from one airport to the next. That made later innovations, like ADS-B, with its traffic alerts, even more valuable. In fact, I’m sometimes awed and hum-
bled by how much traffic is out there that I never would have known about before. The amount of data at our fingertips continues to grow exponentially. Modern tools let us visualize terrain with great accuracy and get critical weather information at every stage of flight. And with the help of low-cost solutions like portable ADS-B units and tablet-based electronic flight bags, all that information is increasingly accessible, no matter what type of aircraft you fly. Even better, the tools do most of the math for us. All this information is helping us fly more safely. In fact, this is the fifth straight year that we’ve seen a downward trend in general aviation fatal accidents. Through mid-year, the fatal accident rate for GA was just 0.47 per 100,000 flight hours. That’s down from 0.58 in 2025 and 0.67 in 2024. For reference, compare that to 1997, the year I started flying, when the general aviation fatality rate was more than three times higher at 1.42 per 100,000 hours.
As co-chair of the General Aviation Joint Safety Committee, which includes representatives from the FAA and the general aviation industry, AOPA plays a key role in tracking and analyzing this safety data and in making recommendations to help keep the fatal accident rate falling. Meanwhile, the AOPA Air Safety Institute continues to produce free videos, podcasts, safety tips, and more to help us all make better decisions before we leave the ground and once we’re in the air. Now we’re getting another new tool — this one to increase our efficiency. Recently, the FAA announced that GA pilots like us will be able to use ForeFlight and Garmin Pilot for mobile IFR clearance delivery. Just send a text. No phone or radio calls required, and no readbacks since the information goes straight to your EFB, reducing errors and saving time. The technology is now being used at five airports, with dozens more to follow in 2027. If you’ve been out of flying for a
while, catching up on the new tools and tech may seem intimidating, but it doesn’t have to be. An AOPA Foundation Rusty Pilots seminar, webinar, or online course — free to AOPA members — can help you get familiar with what’s changed and give you up to three hours of ground instruction toward completing a flight review. Getting back in the air is easier than you think. I consider myself lucky to be flying today, when we have so much information to access. We have the data to make smarter decisions. Our situational awareness has never been better. Flying has never been safer. And while all of this has changed the flying environment, it hasn’t changed the things I love most about GA. It’s just as freeing as ever to lift off at dawn and watch the morning sun paint the mountains and sky around my Montana home. To reach Katie, email her at president@aopa.org. To learn more about AOPA, visit aopa.org.
Rebel Air
Aviation Articles • Flight Patches The Criminal Charges Against the FAA
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Capt. Robert “That Guy” Riter
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The Finish Line Continued from page 10 to fly with tools of the past is the best way to go. Many flight schools and independent CFI’s encourage students to immediately embrace complex tablet technology and train in aircraft with advanced avionics and auto flight ca-
pabilities. While one may embrace all the 21st century has to offer at some point in time, such technology adds an additional layer to the learning process that has little to do with basic “stick and rudder” flying skills. The tablet, advanced avionics and computer (AI) driven training is, in and of itself, an
entire learning process that will absolutely add many hours to your training, all in the name of being able to fly anywhere at any time. At the risk of setting off a “truth bomb,” no matter what machine you are about to fly, you will not always be able to reach your destination based upon an abundance of technolo-
gy. Airplanes are not all things to all transportation needs. Carefully consider how you are going to use your new flying skills and train to that need, realizing that additional skills can always be added in the future. For those just getting into flying, keep the “KISS” (Keep is Simple … Stupid) principle in mind. It is this writer’s belief that most initial pilot training should begin with Sport Pilot, not Private Pilot. Cost is nearly cut in half and training time (in days/months) is significantly reduced. The training time issue is the number one reason for the dropout rate our industry experiences, as the longer you take to complete a certificate, the greater the opportunity for airplane, instructors, and/or life issues to impede progress. The ability to simply fly recreationally, enjoy that $200 (maybe $400 these days!) hamburger and enter the wide world of aviation can be just a few weeks away with a simple training plane, paper charts, a plotter, E6-B computer a willingness to hit the books and take a quick weekend training course. Sure, you have limitations, but those can be erased as needed with additional training and logbook endorsements. Even adding an instrument rating can be simplified. Once again, this writer sees a trend that emphasizes the need to train for IFR flying in a plane that is super equipped for flight into known icing conditions capable of category one IFR approaches (ILS/ LPV) flown to absolute minimums with full automation. Frankly, amateur pilots (you do not fly regularly for pay) should not mess with such minimum weather conditions. FAA currency requirements for amateur pilots are ridiculously inadequate and the skill levels attained for a typical IFR check ride are quickly lost in the real world. Once again, train to your actual needs and maintainable skill levels. Taking charge of your training and skill level is what being a Pilot in Command is all about! Now, here is what most students for most certificates and ratings do not want to hear… you will need to hit the books. While that two-day course this writer teaches will “get you by the written,” it represents less than half of what you need to know. Don’t wait for your CFI to outline a course of study. A number of great FAA publications (Pilot’s Handbook of Aeronautical Knowledge, Airplane Flying Handbook, Instrument Continued on Page 37
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October 2026
GAMA Releases Second Quarter 2026 Aircraft Shipment and Billing Report The General Aviation Manufacturers Association (GAMA) on Sept. 3 published the Second Quarter 2026 General Aviation Aircraft Shipment and Billing Report. The results for the first six months of 2026, when compared to the same period in 2025, show increased overall shipments and an increase in the value of aircraft billings. Aircraft shipments through the second quarter of 2026, when compared to the same period in 2025, saw piston airplanes decrease by 3.1 percent with 786 units, turboprops increase 7.8 percent with 289 units, and business jets increase 8.2 percent with 383 units. The billings for airplanes through the second quarter of 2026 was $14.3 billion, an increase of 15.5 percent. Helicopter shipments through the second quarter of 2026, when compared to the same period in 2025, saw piston helicopters increase by 5.8 percent with 110 units, and turbine helicopters increase by 3.3 percent with 309 units. The billings for civil-commercial helicopters was $2.2 billion.
Six Months Aircraft Shipment & Billing Aircraft Type Piston Airplanes Turboprops Business Jets Total Airplanes Total Airplane Billings Piston Helicopters Turbine Helicopters Total Helicopters Total Helicopter Billings
2025 1,772 626 764 3,162 $26.7B 210 746 956 $4.5B
2026 1,782 594 854 3,230 $31.0B 206 732 938 $4.7B
% Change +0.6% -5.1% +11.8 +2.2% +16.1% -1.9% -1.9% -1.9% +5.5%
GAMA’s complete 2026 second quarter report can be found at gama.aero. (Table courtesy GAMA)
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The Finish Line Continued from page 35 Flying, and others) are easily obtained through online aviation retailers. These FAA books are well written, superbly illustrated and reasonably priced. While reading print on paper is considered by many to be archaic and obsolete, the ability to simply flip though pages and look at pictures is remarkably effective. There are several excellent aviation-publishing companies which produce well thought out study guides that are only a few keystrokes away. Sadly, this writer sees all too many students for all ratings thinking their CFI will tell them what to study and what books to buy. Regrettably, this is often not the case. If planting your first garden, one would not simply depend upon the part-time employee at the local home store to tell them everything there is to know about successfully growing vegetables. You would buy a few gardening books, watch some “DIY” TV shows, and maybe even seek the advice of neighbors who seem to be successful at foraging off their own land. But in avi-
ation, it seems that all to many students simply wait to be told what to do. So, what’s the bottom line? About 80 percent of flight students drop out of training, be it for an original certificate or additional rating. Don’t count on your flight school or CFI to keep you out of that 80 percent. Take charge, build up a study library, download the ACS, and challenge your school and instructor to follow FAA guidelines. Know the objective of every lesson. One of the most important principles of being a Pilot in Command is fully assuming responsibly for the successful completion of a mission. Keep your training simple and designed to meet your immediate needs. Most individuals who decide to give recreational flying a try have families, a responsible job, and a pattern of life, often referred to as “a rut.” But the definition of “a rut,” is often understood to be that of a “long, narrow grave.” Involvement in aviation is going to blast you out of the long, narrow grave, but you are the one who must light the fuse. The finish line awaits!
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October 2026
Ready For Takeoff Continued from Page 4 provements and creating inventory for a market that desperately needs more good aircraft. The market has given us the right environment. Our team has learned how to make the most of it.
So, What Is Going On With the Aircraft Market? The short answer: airplanes are selling. The more interesting answer is that several forces are strengthening the market at the same time. According to the International Aircraft Dealers Association’s Q2 2026 Market Report, IADA dealers closed 746 aircraft transactions during the first half of 2026 — a 21 percent increase over the same period in 2025. New acquisition agreements increased 24 percent, while dealer inventory purchases nearly doubled. Those numbers reflect something very simple that we see every day: buyers are active, and good airplanes are hard to find. Aircraft are also being used. Argus International reported that North American business aviation activity reached its strongest level in four years during the first half of 2026. That tells us today’s demand is operational, not merely speculative. For many owners, private aviation is less about luxury and more about control. An aircraft can reach cities with limited airline service, make multiple meetings in one day possible and allow a company to build travel around its own schedule. Buyers who discovered that freedom during the pandemic did not suddenly stop valuing it when commercial travel returned. Then there is the supply problem. New-aircraft manufacturers continue to carry lengthy backlogs, pushing buyers who cannot wait into the preowned market. At the same time, many existing owners are reluctant to sell until they find their own replacement. Everyone is waiting for someone else’s airplane to become available. The restoration of 100 percent bonus depreciation has added urgency for qualifying buyers, particularly as year-end approaches. Tax benefits do not make the wrong aircraft a smart purchase, but they can accelerate a purchase a business was already considering. Put it all together — high utilization, long manufacturer backlogs, limited preowned inventory and favorable
tax treatment — and you get one of the most active aircraft markets we have seen in years. But there is a catch: the market is strong. Not every airplane is.
Buying the Airplanes Other People Pass Over Today’s buyers are paying close attention to engine times, maintenance programs, avionics, records, damage history and upcoming expenses. A current, attractive and ready-to-fly aircraft can command a premium. Another airplane of the same year and model may sit for months because it has dated cosmetics, deferred maintenance or an expensive inspection approaching. That divide has created one of CieloBlu’s most successful business opportunities. We look for aircraft the market has discounted — sometimes fairly, and sometimes simply because buyers cannot see past their current condition. We determine why an airplane is being overlooked, what it would take to make it competitive again and whether the numbers make sense. Then, when the opportunity is right, we buy it. Some airplanes need maintenance. Some need paint and an interior. Some need someone willing to take on all three. CieloBlu purchases select aircraft with our own capital and completes the work necessary to return them to market. That might include inspections, mechanical repairs, avionics or a complete cosmetic transformation. The goal is not to disguise an aircraft’s problems with new carpet and shiny paint. It is to identify an airplane with genuine underlying value, correct what has held it back and reposition it as a competitive, usable aircraft. It is part aircraft sales, part project management and part calculated risk. Before purchasing anything, we have to answer the same questions the next buyer will eventually ask. Are the records complete? What maintenance is coming due? What is the engine exposure? Can parts be sourced? How much time and money will the project require — and will the market reward that investment? The purchase price is only the beginning of the equation. Our relationship with Threshold Aviation Group and Aviation Maintenance Group gives CieloBlu an important advantage. Together, we can evaluate an aircraft from both a market
and maintenance perspective, then coordinate inspections, repairs, avionics, paint, interiors and complete refurbishments. We do not look only at what an airplane is when we find it. We look at what it can realistically become.
Twenty Sales, but No Formula Our 2026 transactions have included the Tecnam P2010 TDI, P2006T, P-Mentor and Astore; Cessna 172; King Air 200; Falcon 20; EMB Tucano; Gulfstream III; Gulfstream IV; Gulfstream IVSP; and Gulfstream V. That range says a great deal about how CieloBlu operates. A flight school shopping for its next trainer has very different priorities from an international buyer looking for a Gulfstream. The missions and price tags may be different, but our responsibility remains the same: understand what the aircraft must accomplish and find the option that makes sense operationally and financially. The right aircraft is not always the newest, largest or most expensive. It is the one that serves the mission without creating costs and complications the buyer is not prepared to absorb. This approach has allowed CieloBlu to expand further into business jets without abandoning the piston-aircraft market where we built our reputation. We are not choosing between piston aircraft and Gulfstreams. We are building a company capable of doing both.
More Than a Sales Number Selling 20 aircraft and placing six more under contract is exciting, but those numbers do not show the inspections, negotiations, maintenance discoveries, ferry flights, title issues and last-minute problems solved before an airplane changes hands. They do not show the capital tied up in inventory or the decisions involved in determining whether an overlooked aircraft is an opportunity — or simply an expensive problem. They also do not show the team behind every closing. CieloBlu’s success reflects the work of our entire team, our relationship with Threshold Aviation Group and Aviation Maintenance Group, and the trust placed in us by buyers, sellers and aircraft owners. My Entrepreneur of the Year nomination is deeply personal, but the success behind it belongs to everyone who has helped build CieloBlu.
As a young woman in an industry where women remain underrepresented in aircraft ownership, sales, maintenance and leadership, I am proud that our results speak for themselves. We are not asking for space in the market. We are buying aircraft, completing projects, closing transactions and creating our own.
In Search of Our Next Project We expect the aircraft market to remain active through the end of 2026, particularly as buyers pursue limited quality inventory and year-end tax planning adds urgency. CieloBlu is actively seeking additional piston aircraft, turboprops and business jets. In particular, we are searching for Cessna Citation aircraft that may have been overlooked because of corrosion, deferred maintenance, prolonged inactivity or abandonment by their owners. These are not necessarily easy aircraft, but that is precisely why they interest us. With access to experienced maintenance and refurbishment teams through Threshold Aviation Group and Aviation Maintenance Group, we can evaluate the extent of an aircraft’s needs, determine whether returning it to service is technically and financially practical, and manage the project from acquisition through completion. We understand that circumstances change. An aircraft may have been grounded after an unexpected inspection finding, left incomplete when maintenance costs exceeded an owner’s expectations or simply parked when its original mission disappeared. In the right situation, an airplane that has become a burden to its current owner can become a viable restoration opportunity for CieloBlu. We are actively seeking Citation aircraft throughout the United States and internationally, including airplanes that are not currently airworthy. Owners, operators, airports, maintenance facilities, lenders and estates with knowledge of a Citation in need of a new path are encouraged to contact our team. The 2026 market is strong, but strength alone does not create success. The opportunity belongs to those willing to move quickly, take intelligent risks and recognize value before it becomes obvious to everyone else. That is where CieloBlu does its best work. Email us at info@cieloblu.aero.
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In Flight USA Celebrating 41 Years
Grissom Air & Space Expo Continued from Page 30 his second has been the personnel. The team routinely rotates a portion of its officers each year, meaning pilots and support personnel regularly arrive and depart as assignments change. “The biggest difference is just the personnel,” Turner explained. “Every year, at least on the officer side, we swap out half of our officers. So, half of our pilots and half of our support staff swap out. The team I came in with looks a lot different than the team I’m currently in.” By the time the Thunderbirds arrived at Grissom, the team had entered the second half of its performance schedule. For Turner and the rest of the demonstration pilots, the latter portion of the season is an opportunity to build on the precision and teamwork developed during the first half of the show season. “If you reach that point in the season, we are so happy to report that we are definitely in mid-season form,” Turner said. “We are flying tighter as a Delta, all six of us, than any other team has previously. But we’re not going to stop there. We’re going to keep trying to push.” For the Thunderbirds, however, the goal extends beyond simply maintaining
their performance level. Each show provides another opportunity to refine the team’s execution “We all had the same goal the whole time, which is to make the next 10 better,” Turner said. “So, it’s really cool to see the progression as we get better and better.” The Grissom Air & Space Expo was the latest stop in a stretch of performances that kept the Thunderbirds in Indiana. The team performed in Terre Haute the previous week before heading north to Gary, where it was based for the Chicago Air & Water Show. For Turner, the consecutive Indiana stops have made the second half of the season feel like a mini-Hoosier tour. “Previous to Terre Haute, we were actually, for the Chicago Air Show, based out of Gary, so it’s our little Indiana tour,” Turner said. Turner’s enthusiasm for aviation began long before he climbed into an F-16 as a Thunderbird. Growing up in an Air Force family, he was surrounded by military aviation from an early age, and air shows became some of his earliest memories. “I grew up. I was an aviation geek, loved airplanes” Turner said. “Even at Terre Haute, they brought a ton of warbirds out there. I was just a little kid watching the B-25 fly by, the P-51. I love it.”
The U.S. Air Force Thunderbirds’ opposing solos, aircraft No. 5 and No. 6, perform the dramatic mirror-image pass during the Grissom Air & Space Expo at Grissom Air Reserve Base, Indiana.
The B-29 Superfortress Doc taxis back to the ramp after performing during the Grissom Air & Space Expo at Grissom Air Reserve Base, Indiana.
October 2026
All Photos by Mike Heilman
The NextGen Eagles Christen Eagle II taxis out to perform during the Grissom Air & Space Expo at Grissom Air Reserve Base, Indiana.
P-51D Mustang Gunfighter lands at Grissom Air Reserve Base during the Grissom Air & Space Expo in Indiana.
An F-22 Raptor assigned to the 71st Fighter Wing, based at Joint Base Langley-Eustis, Virginia, arrives at Grissom Air Reserve Base, Indiana, for static display during the Grissom Air & Space Expo.
Greg Koontz taxis his J-3 Cub back to the ramp after performing during the Grissom Air & Space Expo at Grissom Air Reserve Base, Indiana.
That fascination with aviation was reinforced by his father, an F-16 pilot, and Turner’s childhood experiences around Shaw Air Force Base in South Carolina. “I was an Air Force brat, so my dad flew F-16s,” Turner said. “Shaw Air Force Base is one of my earliest memories of air shows. That was a lot of fun.” The flying portion of the Grissom Air & Space Expo opened each day with a demonstration of the Air Force’s aerial refueling mission. A 434th Air Refueling Wing KC-135R Stratotanker rendezvoused with an F-16 Fighting Falcon from the 122nd Fighter Wing, based at Fort Wayne, Indiana, for a simulated aerial refueling in front of the crowd. The F-16 remained in the spotlight after the tanker demonstration, making three passes along the show line and giving spectators a close look at the fighter’s speed, performance and maneuverability. The U.S. Air Force Academy’s “Wings of Blue” parachute team added a patriotic element to the aerial program with a series of mass parachute jumps. The team descended from a vintage Douglas DC-3 over the Grissom flight line in coordinated formations, including a dramatic jump featuring a large American flag. An Indiana Army National Guard UH-60 Black Hawk demonstrated the versatility of the Army’s primary utility helicopter during Saturday’s flying program. The crew conducted a rappelling
demonstration, with soldiers descending from the hovering helicopter to the flight line below, showcasing a capability routinely used during tactical and rescue operations. The American Huey 369 Organization brought the Vietnam War era to life with a dramatic downed-pilot rescue demonstration. The reenactment featured three UH-1 Hueys working in concert with a Bell 47 TH-13 helicopter, recreating the type of aerial recovery missions conducted during the Vietnam War. The demonstration was particularly significant for Grissom, where American Huey 369 has been based for several years. The organization is preparing for its next chapter, however, with plans to relocate its collection to the one-of-a-kind Huey National Museum. Located across from the base from the organization’s current facilities, the museum is scheduled to open in spring 2027. The move will provide American Huey 369 with a permanent home dedicated to preserving the history of the iconic UH-1 and educating future generations about the helicopter’s pivotal role in military aviation. The civilian aerobatic portion of the Grissom Air & Space Expo brought a mix of high-energy aerobatics, classic aircraft and precision formation flying to the flight line. Australian professional aerobatic pilot Aarron Deliu delivered a fast-paced routine in his Extra, showcasing the aircraft’s agility with a series of Continued on page 43
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www.inflightusa.com
Grissom Air & Space Expo Continued from page 40 aggressive aerobatic maneuvers. Deliu is an Australian-born professional aerobatic and airshow pilot who also flies as a commercial business jet pilot. Airshow veteran Greg Koontz provided a change of pace with his entertaining routine in a Piper J-3 Cub. The contrast between the Cub’s vintage character and Deliu’s high-performance aerobatics gave spectators a look at two very different sides of civilian airshow flying. The NextGen Eagles brought the show’s heritage of formation aerobatics to the skies with a two-ship routine in their Christen Eagle II biplanes. Team leader Leland Kracher and wingman Stephen Covington flew tight formation passes, synchronized maneuvers and opposing passes while maintaining the team’s trademark minimal separation. Warbirds took center stage at Grissom, with two of the most iconic American aircraft of the World War II era, the Boeing B-29 Superfortress and North American P-51D Mustang. The B-29, “Doc,” drew crowds throughout the weekend while on static display and later took to the skies for several passes over the airshow grounds, giving spectators the rare opportunity to see one of the few remaining airworthy Superfortresses in flight. The P-51D Mustang “Gunfighter” added another chapter to the warbird lineup with a high-powered demonstration. The legendary fighter’s distinctive Merlin-powered sound echoed across the flight line as “Gunfighter” put its performance and maneuverability on display for the Grissom crowd. The Grissom Air & Space Expo also offered spectators an impressive collection of aircraft on static display, spanning multiple generations of U.S. military aviation. Among the highlights were an F-22A Raptor, F-15E Strike Eagle, C-5M Super Galaxy, KC-135R Stratotanker and T-38 Talon, giving visitors an opportunity to get an up-close look at aircraft ranging from advanced tactical fighters to strategic airlift and pilot training platforms. The centerpiece of the static display was a Boeing B-52H Stratofortress from the 69th Bomb Squadron, based at Minot Air Force Base, South Dakota. The venerable strategic bomber drew considerable attention from airshow visitors, offering a tangible connection to the evolution of U.S. airpower and the long-standing role of the B-52 in the nation’s strategic bomber force. The B-52H Stratofortress on display, known as “Heavy Hauler,” added a unique piece of history to the static line-
up. The aircraft entered service in 1960 and represents the remarkable longevity of the B-52 fleet, which continues to serve more than six decades after the first H-models were delivered. Staff Sgt. Pierce, a crew chief assigned to “Heavy Hauler,” knows firsthand the demands of keeping an aircraft that has been in service for more than six decades operational. His time with the B-52 has provided him with a unique perspective on both the challenges of maintaining the aging bomber and the satisfaction that comes with keeping it flying. “I’m a crew chief for the B-52 Stratofortress. I’ve been doing this for about five years, and I’ve been to a few places with the jet. Certainly, done a lot on the jet. She’s an old gal. She’s been around for a while. She has seen a lot of things. This particular jet has been around since 1960. It’s been around for Vietnam War. It’s operated in the Middle East multiple times.” Keeping an aircraft of the B-52’s age operational is no small task. Pierce said maintenance requirements can vary dramatically, from routine work that takes only a few hours to more involved repairs that can occupy maintainers for days. “Maintenance on this thing is a bear. It could be anything from a two-hour job on a daily basis to a 12-hour, two-day job,” Pierce explained. “The work is rewarding, but it’s very painstaking. You know, this thing’s been around for a while, and just seeing what it can still do, and being a part of the upgrades, the history of it, can be very, very rewarding.” For maintainers like Pierce, the B-52 represents more than just an aging aircraft. It is a living piece of Air Force history, one that continues to evolve through modernization while retaining the basic design that has made the Stratofortress one of the most recognizable bombers in aviation history. The Grissom Air & Space Expo drew an estimated 36,000 spectators over the two-day event, giving the North Central Indiana community an opportunity to witness the best of military and civilian aviation. From the precision of the U.S. Air Force Thunderbirds to the power of historic warbirds and the skill of civilian performers, the expo showcased the evolution of aviation while highlighting the people who keep these aircraft flying. After a seven-year absence, the successful return of the event served as a reminder of the enduring connection between Grissom Air Reserve Base, the aviation community and the thousands of spectators who came to experience the sights and sounds of flight.
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In Flight USA Celebrating 41 Years
46
October 2026
AD INDEX October 2026 ABCI....................................... 17
BTA Consulting........................ 7
Horizontal Rain......................... 9
QREF Media .......................... 18
Aerox Aviation Oxygen.......... 39
CB SkyShare........................... 13
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R&M Steel.............................. 12
Aircraft Spruce........................ 15
Center for Freedom & Flight..... 22
Jacob Peed AviNation............. 32
Robert Riter............................. 34
Airplanes USA Aircraft Sales... 6
Cielo Aircraft Care.................. 42
Matching Donors.................... 19
Sandy Jamison Realtor............ 45
Airport Shoppe........................ 30
CieloBlu.................................. 24
Midwest Flying Machines ........ 2
Schweiss Doors....................... 30
American AC Sales................. 43
Clark Realty............................ 37
Mike Smith Aviation............... 29
Treasure Coast Avionics.......... 12
AOPA........................................ 7
Colorado Seaplane Association... 19
Mountain High Oxygen ........... 3
Univair...................................... 9
Apple Valley Airshow............. 25
Cosgrovie Aviation ................. 48
Nalls Aviation.......................... 31
USA AC Brokers Franchise...... 4
AvBrief.................................... 30
FSANA.................................... 23
Pacific Oil Cooler...................... 9
USA Aircraft Brokers.............. 13
AviNation................................ 32
GAMI........................................ 4
Pilot Medical Solutions........... 46
Wings of History Museum ..... 37
AvNav Sanjay........................ 36
Hartwig..................................... 3
Planes of Fame........................ 47
XL Aviation............................... 8
Bruce’s Custom Covers........... 41
HME Watches ........................ 35
Premier Aircraft...................... 26
Zanette ...................................... 5
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