PreFlight Camp Introduces Girls to Aviation Opportunities

By Scott Spangler on September 20th, 2021 | What do you think? »

Meeting at U.S. Air Force survival school in 2007 and reflecting on the unexpected opportunities that introduced them to aviation, Liz Greene and Kristen Franke conceived an idea that became the nonprofit PreFlight Camp whose mission is to make girls 11 to 14 aware of aviation and its career opportunities.

“We’re past the point of receiving negative feedback. Gender representation is turning around in medicine, engineering,” said Franke. “It just lacks exposure, reaching out to half the population is what the aviation industry desperately needs. You can’t be what you can’t see!”

The founders didn’t know flying was an option because they’d never been exposed to it or had someone explain the opportunities to them. For Franke, it was an ROTC officer at the University of Missouri who urged her to take all the pilot tests.

“I just wanted a job. My grandfather was an Air Force pilot who flew heavy airplanes, but he died when I was 5, so he wasn’t an influence,” she said. “My grandmother took me to some air shows, but the thought of becoming a pilot never entered my head. When the recruiter encouraged me to take the pilot tests, I didn’t know about the 10-year commitment. Take the tests, he said, you can change your mind later. So, I did, and I owe him for encouraging me to try something I never considered. Nobody told me I couldn’t do it; it just never occurred to me.”

Greene’s story is similar, Franke said, and they bonded during their weeklong overlap at survival school and sustained their friendship over time and distance. Greene was a C-21 and KC-10 pilot stationed at Ramstein, Germany, and Franke was a C-17 pilot out of Charleston, South Carolina. “We went to Ramstein all the time.”

The founders left active duty in 2014 (Franke now flies the Airbus 221 for Delta and the C-17 for the Air Force Reserve and Greene flies for Hawaiian Airlines) and met in South America, where Greene was on a four-month travel journey. “I had some time off, too, so I flew to Colombia, went for a hike, and cruised from Cartagena to Panama on a chartered sailboat.”

It was during that trip that Greene delivered her “brain baby” that became the PreFlight Camp, said Franke. “I was just the enabler. “We didn’t know flying was an option for us initially, we fell into it, and we thought, in the spirit of the WASP legacy, sisterhood, and as role models, we could do better for the next generation.”

PreFlight Camp debuted in 2016 as a six-day, overnight camp held at Texas State University in San Marcos. The following year the founders participated in EAA AirVenture’s AeroInnovate business accelerator. As a 501c3, PreFlight Camp was the first nonprofit booth at EAA and received an Aeroinnovate grant.

The camp returned to Texas in 2018 and 2019. After the pandemic standdown in 2020, it adapted as a day camp at Colorado Skies Academy in Centennial, Colorado, and 12 campers and two junior counselors participated from July 26-31, said PreFlight’s president and board chair Morgan Mitchell. The camp counselors, recruited through social media and word of mouth, are (like the four-member board) all volunteers.

“Flexing to the day camp option instead of the overnight was great and we didn’t have any problems,” said Franke. “Colorado Skies Academy enabled us to hold almost all of our activities in the large cafeteria with garage doors. We kept the garage doors open whenever we were holding camp and the campers and volunteers were required to wear masks if they were unvaccinated.”

As it has at preceding camps, the week consists of lessons, hands-on activities, and introspective discussions in Aircraft Components, Aerodynamics, Weather, Weight and Balance, Communication, Navigation and Goal setting.

“We close each activity with an introspective question to help the girls think about what they are interested in. The four forces of flight is an example; related to life, what drags you down, what lifts you up, and how do you keep them in balance? Ultimately, PreFlight gives girls the courage and confidence to look around the corner, to do something different,” said Franke.

“We were also able to take all the campers on a tour of the Air Force Academy in Colorado Springs where they got to tour the airfield and campus, sit in a glider, use the simulators, and hear from some awesome female pilots that work there,” she added.

“At the end of camp, they all got a discovery flight with a female CFI provided by Aspen Aviation and learned how to preflight the plane. While they waited their turn for the discovery flight, they had the run of the Exploration of Flight Museum as well as the opportunity to check out 2 T-6’s that flew in from Randolph AFB, Texas. To cap it all off, Col Kim Campbell, (first female solo demo Thunderbird pilot, now retired) spoke to the girls during graduation,” Franke said.

“We liked the day camp format so much we’ll probably stick with it for the foreseeable future. We plan to hold camp in Colorado in 2022 as well as tentative plans to hold a second day camp in Texas.” And efforts to grow the organization continue as well, seeking funding to support multiple camps and pay staff. Ultimately, the people behind PreFlight Camp “focus on quality, not quantity,” said Franke.

Mentoring campers is an open-ended commitment. “The mother of an Indian girl who attended our inaugural camp called us and said her daughter, who wants to be an engineer, also wants to be an astronaut; what classes should she take in high school? We didn’t know, but we found someone who did.”

If you enjoyed this story, why not SUBSCRIBE to JetWhine, if you haven’t already, and please share it with anyone who might find it interesting. – Scott Spangler, Editor

A Sign of Ice

By Robert Mark on September 12th, 2021 | What do you think? »

                American Champion 7KCAB

Although this story is old, the details and the learning experiences are as valuable today as they were years ago. Rob


Inexperience, stupidity, get-home-itis — take your pick. Any of them applied to me one late November evening as I cruised over Chicago’s Loop with an electric night sign slung beneath the belly of an old, but well running Champion Citabria 7KCAB.

It was supposed to be a routine advertising sign trip over Soldier Field adjacent to Merrill C. Meigs Airport (CGX) on the lakefront. I’d flown the trip many times before and I knew the area well. At the time I had about 400 hours and a commercial certificate under my belt. I was working on my instrument rating.

The Job

The night sign – a conglomeration of wires and lights – was usually hung under the Champ in the fall when the nights were longer. It was an old design that resembled an early mobile billboard, a chicken-wire cage running from wing tip to wing tip underneath the airplane and would show whatever message was programmed into it. To the aircraft owner the sign meant extra income. To a pilot the sign meant a paycheck too, but it also represented extra drag.

As I prepared for the flight from Palwaukee Municipal Airport (now Chicago Executive), I was aware that light snow was forecast, but not for nearly three hours after that night’s job would end. Unfortunately, as I approached the plane, I noticed it leaning to one side because the right main tire was flat. After some quick phone calls to the customer about the delay, I managed to find the night mechanic to fix the tire. More than an hour late, I rushed to get airborne into the now darkened sky.

I hadn’t checked the weather for almost two hours, but when I did, DuPage Airport to the west was still good VFR. I didn’t think to check the weather at Rockford, about 30 miles northwest of DuPage. If I had, I would have known that it was already reporting a 200 overcast and a half-mile in snow.

Night signs slung beneath some aircraft.

I turned on the night sign while still about six miles north of the target, figuring the customer had the extra bit of time coming. I circled around the target many times, and the conversation with the tower controller at Meigs made it tough to tell who was more bored.

The Weather

I’d been over the target for perhaps half an hour when I saw lightning to the west of the city. I called Chicago Flight Service and learned that DuPage was IFR in snow, with a thunderstorm, too. I had to do something. But with only $3 in my pocket, I wouldn’t even be able to pay for the cab ride back to my apartment if I landed at Meigs. I made a few more passes around the target to give the customer his money’s worth before I bade the Meigs controller good night and headed north up the Lake Michigan shoreline toward Palwaukee. Actually, Palwaukee is northwest of Meigs, but I didn’t feel comfortable flying over the city at night in a single.

Three miles north of Meigs, drizzle began that sounded like thousands of tiny grains of sand hitting the plexiglass windshield. The visibility was still good, so I figured that I was home free, even though the outside air temperature was near freezing. As I looked toward my destination, I realized that some of the city was beginning to disappear in the precipitation. I thought about it for a minute and decided that it was time to break my rule and fly over the city.

The intensity of the rain seemed to increase, but only for a short time. Then, the only sound was the constant drone of that 150-horsepower Lycoming. It took me a few minutes to realize why much of the noise had disappeared and why I no longer saw the rain streaming across the windshield. The precipitation was freezing. I saw tiny drops of ice clinging to the struts and tires; but, most of all, it was clinging to the hundreds of feet of wire on that big night sign.

My Decisions

As I looked behind me to the shoreline, I decided it was too late to turn around. Palwaukee, now six miles ahead, was reporting three miles visibility in freezing rain. I did the only thing that I thought I could — I climbed — hoping to give myself more time once this big block of ice decided to come down. Straight ahead, the rotating beacon of what was then the Glenview Naval Air Station seemed to beckon. For years, I’d been told that civilian airplanes were not allowed there except in emergencies. The lights of Glenview’s 7,000-foot runway reflected off the ice on my sign as I passed over the field.

Palwaukee was two-and-a-half miles away as I flew a straight-in approach to Runway 30 Right. Even though I was still holding full power, the aircraft was beginning to descend. A mile out on final, I was down to about 400 feet agl. The icicles hanging from the night sign looked like stiff tinsel. I held full power almost to the ground. About six feet above the runway I began easing back on the throttle. As the rpm slowed through 2,250, the old Champ gave up the fight and fell to the runway. I don’t think that airplane rolled more than 200 feet before it stopped. The snow, sleet, and freezing rain were now so heavy that I could barely see the tower half a mile away.

As I taxied closer to the fuel pumps, I watched the line attendant’s eyes widen in amazement. I shut down and took a few deep breaths before I got out. Now it was my turn to look surprised. The little taildragger looked as though it were encased in clear plastic.

After I tied down the airplane, I headed for the airport restaurant and some coffee. I ran into one of the charter pilots I knew and told him what had happened. “Why didn’t you land at Meigs?” he asked. “Why didn’t you declare an emergency and land at Glenview?” he continued. “Why didn’t you keep closer track of the weather? What kind of decisions are those?” By now, I realized that most of my decisions had been pretty poor.

I had been presented with plenty of options but had been too single-minded on getting home to see them. That night I learned there are always other options … you just have to look out the windows to see them. When you see them in a worst-case scenario, as in the airplane and you might not survive, the decisions come much easier.

This story was originally published in AOPA Pilot.

Rob Mark


Promote Aviation With Inclusive Participation

By Scott Spangler on September 6th, 2021 | 1 Comment »

Over the decades, the Young Eagles program has given millions of youngsters what, in many cases, were their inaugural flights in an aircraft smaller than a transport category airliner. This includes my kids and my grandchildren, which gives you an idea of how long pilots have been participating in the program. Unfortunately, its desired outcome—inspiring youth to become members of the pilot community—has not achieved the desired or hoped for magnitude.

Certainly, there are many factors contributing to the anemic number of Young Eagles who act on their inaugural inspiration. One I had not considered came to mind after reading about a new program in Washington that introduces a diverse cohort of newcomers to hot air ballooning. Unlike a Young Eagles flight, a passive, one-and-done experience akin to a theme park ride, the balloon program encourages the aeronauts to become volunteer members of the team necessary for every flight of a hot air aerostat.

Similar opportunities exist with gliders or sailplanes. Unlike powered aircraft, where a single person, usually the pilot, can prepare them for flight, gliders and balloons cannot fly without the contribution of others. Besides the pilot, gliders need at least two other people to take flight, someone to connect the tow rope and run with the wingtip in hand until the ailerons take effect, and another person to pull the tow rope, such as the tow-plane pilot or tow winch operator.

There are many more opportunities for hands-on participation on a balloon crew, which is always supervised by the pilot. A single person cannot wrestle the basket and propane fuel bottles in position. Nor can the pilot spread out the envelope, set up the fan to start inflating it, and operate the basket’s burners to heat that air, and then run to the top of the envelope to hold the rope that keeps the balloon from lifting off or drifting in the breeze. It takes a team, a group of individuals whose effort is repaid, over time, with a ride and, often, hands-on piloting experience.

Unlike gliders, aerostats go where the wind takes them, so the launch team is also the recovery team. Someone needs to drive the truck and trailer or van, someone else communicates with the pilot via radio, while others maintain visual contact with the balloon and do their best to translate its windborne flight to terrestrial roads and pathways. It really is an exciting challenge that encourages critical thought and problem solving. And it promotes appreciation of the efforts of every member of the team because they experience it from their own and the pilot’s airborne point of view.

Over the past four decades I have not yet encountered a balloonist or glider club that did not welcome visitors with open arms and invite them to join in the fun as a volunteer member of the team. And the situation is right, there’s often a ride upfront to set the hook. As participants in every aspect of the flight, from preflight briefing (and balloonists get into the nitty gritty in their weather briefings), it redefines ground school. If there is a downside, it is that the aeronauts often arise well before the sun to drift into the new day. But it has always been worth setting the alarm clock for the opportunity. The challenge is for powered aircraft pilots to create similar hands-on opportunities that encourage inclusive participation in the joy of flight.

If you enjoyed this story, why not SUBSCRIBE to JetWhine, if you haven’t already, and please share it with anyone who might find it interesting. – Scott Spangler, Editor

Living Life by Pragmatic Absolutes

By Scott Spangler on August 23rd, 2021 | 1 Comment »

Mentally treading water in Afghanistan’s déjà vu cesspool, I take little comfort in the images that bracket my office clock and remind me to live a life guided by pragmatic absolutes. In the right hand frame, some of my shipmates are pushing over the side two of the 29 South Vietnamese UH-1 Hueys the USS Blue Ridge (LCC-19) had to park in the ocean so the circling helos filled with refugees could escape the fallen city of Saigon in April 1975.

These images remind me one of life’s two absolutes—gravity. Its absolute partner is death. No one gets out of life alive.

In the left hand frame is US Ambassador Graham Martin. Arriving at o-dark-thirty, the admiral who was the task force commander guides him across the Blue Ridge’s flight deck. The ambassador is my poster boy for delusional hubris. While fighting for $750 million in continued support that he assured President Gerald Ford would finally turn the tide and save South Vietnam, he delayed many of the preparations that would have made for a smoother bug out from an ill-considered conflict.

Given the unyielding absolutes, I’ve lived a life guided by practicality rather than idealism, and never forget that we are ultimately responsible for the consequences of our decisions. Among the most important of these is learning from the mistakes of others, so we won’t have to convene our own learning experience by repeating them.

When faced with a decision, especially one of import, I look at this image of a man whose hubristic allusions of what he thought should be were visibly shattered by reality. After asking what he would have done before he landed on the Blue Ridge, I do the opposite. In other words, I strive for pragmatism, a philosophic doctrine that emphasizes facts and/or practical affairs, often to the exclusion of intellectual, emotional, or artistic matters.

The only thing worse is thinking you’re better than other mistake makers, clever enough not to repeat the errors they made, that you can outsmart the unimpeachable absolutes. No matter the situation or environment, each of us is responsible for the consequences of our decisions whether it’s bugging out of an ill-considered conflict or pushing the wind, weather, and fuel on a cross-country flight. You can point all the fingers you like, but gravity still wins and the pilot in command pays the price.

If you enjoyed this story, why not SUBSCRIBE to JetWhine, if you haven’t already, and please share it with anyone who might find it interesting. – Scott Spangler, Editor

Launchpad, What Were You Thinking?

By Robert Mark on August 15th, 2021 | 4 Comments »

My close friends know that as a pilot I have one deep-seated fear. If I should ever buy it in an airplane, I don’t want it to be for something that’s classically not me, something I’ve spent my career as a flight instructor campaigning against, like trying to keep a light twin in the air when an engine quits just after takeoff on a sweltering day. Or trying to turn back to the airport after the only motor quits when I’m only a few hundred feet in the air. Most of all though, I hope I never violate my Prime Directive; to lower the nose and pitch for best glide speed when the engine quits, no matter my altitude.  I know any additional increase in pitch, even accidentally, reduces the airplane’s margin above stall and could eventually lead to a complete loss of control. Sounds simple … but in an emergency, anyone’s brain might turn to mush.

The NBAA Safety Committee and the GA Joint Steering Committee (GAJSC) have studied Loss of Control Inflight for years knowing it’s responsible for more aviation fatalities than anything else. Randy Brooks, vp of training and business development at Aviation Performance Solutions (APS), a company created to teach pilots how to recognize an impending stall as well as how to recover if they don’t, told me that 45-50 percent of general aviation accidents can easily fit into the loss of control category. Not surprisingly, most LOCI events are preceded by an aerodynamic stall. “Stalls are by far the greatest single contributor,” Brooks said, “although attitudinal upsets like a nose-low spiral dive could result in structural failure due to overspeed or flutter.” This all translates into a lesson instructors should be teaching pilots in all categories of training; better to impact the ground during a power-loss emergency with the aircraft under control than the alternative.  A stall near the ground is almost always fatal.

A month or so ago I wrote a piece for Flying magazine about the personal loss I and some of my friends felt over the death of my friend Brad – Launchpad – Marzari when he crashed in his Focke-Wulf FWP-149D just a few miles short of runway 1 at Killeen, Texas Skylark Field Airport (ILE). He’d been displaying the warbird at New Braunfels Regional Airport (BAZ), about 100 miles to the south. Last week the National Transportation Safety Board (NTSB) released its preliminary report of the crash and the Board’s highlights sent me into a brand new personal tailspin.

NTSB Accident Reports

If you’re new to reviewing aircraft reports, a crash is seldom the result of a single problem, like pilot error as most like to claim. The real cause usually lies much deeper than that. The NTSB doesn’t usually look at why a pilot took the action or failed to act in a specific situation. The NTSB report on Launchpad’s crash simply presented the facts as the investigators uncovered them. A final report won’t be available until near the end of 2022.

What jumped out at me when I read the report was the interview with the maintenance technician who cared for N9145. I don’t remember the person’s name, but I do remember Launchpad telling me a few weeks before the accident about some of the maintenance issues he was up against with his warbird, one being the magnetos.

The report said, “on July 2, 2021, [the mechanic] installed the right magneto on the engine after it was repaired by an overhaul shop. The mechanic stated that after installing the right magneto he conducted an engine run to assure proper engine operation. During the engine run, he observed the amber-colored “chip detector” cockpit warning light illuminated. The mechanic shut down the engine drained the oil into a clean bucket and followed the wiring associated with the “chip detector” warning light to the oil filtration system housing.” The chip detector actually turned out to be an engine oil bypass detector indicating something in the system was blocking the free flow of lubrication.

The mechanic stated that he observed “metal contamination” on the filter screen and inside the filter housing. The mechanic then showed the pilot the metal material found in the oil filtration system. With the pilot present, the mechanic ran a magnet over the screen and determined the observed metal material did not stick to the magnet.” At this point, it’s very possible Launchpad took the failure of anything to stick to the magnet as proof the problem was not that significant. Of course, the magnetic probe the mechanic said he used could have been faulty as well.

“The mechanic and Launchpad then discussed that the metal particles needed to be collected and sent to a laboratory for additional analysis. Brad told the mechanic that he intended to fly the airplane back to his home base at ILE. The mechanic told the pilot that they needed to determine the source of the metal contamination before the pilot flew any trips in the airplane. The mechanic then collected samples before he cleaned the filtration housing, sensor, and screen. He then added new oil to the engine and performed another engine run, during which he did not observe the “chip light”/bypass light illuminated.” No explanation was offered for why the mechanic thought enough to send the metal fragments to a laboratory for analysis when the magnetic probe attracted nothing.

The Accident

The NTSB said, “the pilot returned the following day, July 3, 2021, to retrieve the airplane. The mechanic observed the pilot complete an engine runup before he departed Draughon-Miller Central Texas Regional Airport (TPL), Temple, Texas, to ILE. The mechanic reported that he believed the airplane was going to remain at ILE until the laboratory results were returned concerning the metal particles.”

Despite what I interpreted as confusion about the existence of metal fragments in the engine, Launchpad flew the airplane on July 4th from Skylark to New Braunfels to display it for a portion of the day. He departed BAZ about 16:34 local for the short flight home. When N9145 was about 8.5 miles from ILE descending toward the airport – about 1717:30 local – he joined the extended runway 1 centerline at 2,700 feet MSL. With the ILE field elevation at 848 ft. at this point the Focke-Wulf was flying about 2,000 feet above the ground.

NTSB data gathered from the ADS-B system showed the aircraft began to slow during the next few minutes. “The Focke-Wulf FWP-149D Pilot Operating Handbook (POH), indicated the aerodynamic stall speed at maximum takeoff weight with the landing gear and flaps retracted is 61 knots, and the maximum glide distance with no engine power is achieved at 90 knots.” The calibrated airspeed on Launchpad’s FW-149D decreased from 112 knots to about 60 knots and occasionally to as slow as 57 knots, indicating the aircraft and pilot were wrestling with a serious problem. Although flying at a slower airspeed, the airplane was still inching closer to the airport. With just a few more miles to go, the end of the runway must have been calling to Brad. He’d made it this far, surely the old bird would fly just a few more miles.

Almost since he joined the extended runway centerline, the ground beneath the Focke-Wulf was nearly flat, only occasionally dotted by clumps of trees. But there was a large housing development between Launchpad’s current position and the runway threshold just a few miles ahead.

Moments before the aircraft struck the ground, Brad was heard calling Mayday on 121.5 and that he had, “lost his engine” was “losing altitude” and “trying to make it to Skylark.” A few seconds later he must have realized the inevitable and said he “wasn’t going to make it to the airport” and to “roll the trucks.” A witness reported the airplane flying toward the airport at about “300 ft agl” and flying at “50-60 knots.” He heard the engine “sputtering” and observed the airplane’s wings dip left-and-right 2-3 times before the airplane “stalled” with the left wing down.” The airplane descended toward the ground about 2.7 miles from the airport, just short of that thick housing development. “The witness immediately responded to the accident site where he found the airplane engulfed in flames.”

In my Flying story, I told readers I thought when Brad purposely forced the old warbird into the ground to avoid inflicting harm to anyone on the ground. After reading this NTSB report, I stand by that conclusion. The evidence seems to point strongly to an engine calamity of some kind aboard N9145 in those final minutes. Was that power loss linked to the metal the mechanic discovered during his inspection just a few days before? We’ll probably need to wait for the final report to know for certain.

But what will haunt me to the end of my days Brad, is why in the world you flew the airplane knowing there was a potential engine problem lying in wait for you somewhere along the way? It was just an airport-day display at New Braunfels. Was it worth risking your life or the lives of anyone who might have been near had the accident occurred earlier during the trip? I’ll bet you didn’t think of that. When the engine started sputtering, you still had flat ground beneath you. Why did you try to stretch the glide to Skylark? Sure you might have torn up the airplane during the gear-up landing you would have probably made short of the airport, but you would have probably survived to tell us all on the next Airplane Geeks episode how you almost made the wrong decision.

Guess none of us will ever know for sure why you forgot that airplanes can be repaired, but often not people. RIP buddy. Your friend, Rob





EAA AirVenture Reset Surprises

By Scott Spangler on August 9th, 2021 | What do you think? »

With a week to reflect and sort the interactions and activities of EAA AirVenture 2021, my challenge was to quantify why it was the most enjoyable show of this millennium. The easiest quantifier was the people who attended. With few exceptions over the past four decades, Oshkosh pilgrims have always been decent, pleasant people, eager to share their aeronautical passions. But they were noticeably different this year.

They were truly and honestly happy to be wandering the AirVenture acres from the flight line to Interstate 41 and the fences that mark the airport perimeter at the North and South 40. More than a few people, exhibitors and everyday participants, shared their likewise observations with me. And maybe what made the EAAers’ happiness so brilliantly apparent is the cesspool of unhappiness that is the foundation of everyday life, where every interaction is another opportunity to judge, criticize, and complain.

No one seemed to embody the spirit of happiness more than Brigadier General Charles McGee, at 102 the one of last surviving Tuskegee fighter pilots. He was at the Piper media briefing, which announced its participation in the launch of the Red Tail Flight Academy, named in honor of the distinctive markings on the fighters flown by the Tuskegee Airmen in World War II. Based at New York’s Stewart International Airport, the Part-141 program will start with six scholarship students in September, increasing to 30 students a year by 2026. The 10-month program will earn its students a multiengine commercial certificate with instrument rating.

Since EAA moved its convention to Oshkosh in 1970, it was easy to see which airplanes were the most popular by the stomped-to-death grass the surrounded them, leaving a green grass shadow of their popularity when the show was over. This phenomenon has always been most apparent in the homebuilt parking area. But not this year! Not only were there no green grass shadows, airplanes never filled this area during the show, which in itself is a surprise. The only stomped to death grass was the pathway that led from the Brown Arch to the Warbirds.

The most intriguing warbird arrived on a trailer from the Air Zoon Aerospace & Science Experience in Kalamazoo, Michigan. It was clearly a Douglas SBD Dauntless, and the corroded radial engine announced with equal force that the airplane had spent a lot of time under water. What an understatement. This rare SBD-1 started its service with the Marine Corps in 1940, and ended up at Naval Air Station Glenview when the Marine scout bomber squadron got new SBD-4s. Just north of Chicago, Glenview was the home of naval carrier training and qualifications for nearly all sea service aviators during World War II. Ensign Herbert McMinn didn’t complete his approach to the USS Wolverine in November 1942. It was recovered from the bottom of Lake Michigan in 1994. Learning how it ended up with the Air Zoo is on this year’s to-do list.

Equally intriguing was an OV-10 in Navy livery, and the sign next to it said it was for sale. (It didn’t give a price, so it’s surely one of those “If you have to ask…” situations.) The OV-10 Squadron website said it was the first of seven OV-10s it plans to restore to full airworthiness. Six of the airframes were reclaimed from the National Vietnam War Museum in Mineral Wells, Texas, in 2018. The restored Bronco started flying with the Navy’s light attack squadron (VAL) 4 in 1969. The others are in various stages of restoration at Chino, California.

In a manner of speaking, AirVenture’s most popular airplane was “hiding” in the exhibit area, but there was no grass to kill because Mike Patey’s Scrappy was tied down in a mulch filled display island outside the Garmin pavilion. Let’s just call it a one-of-a-kind airplane that only Mike Patey could conceive and execute. Imagine, a Carbon Cub with an eight-cylinder IO-720 and big bush wheels that points its airboat prop eagerly skyward. Beware, make no immediate plans if you tune into Patey’s YouTube channel to learn more about his project.

In another corner of the outdoor exhibit area was this rotary-wing RV and campsite set up outside the Airbus pavilion. Okay, have any of you rotorheads out there in JetWhine land ever seen a helicopter bike rack before? Can you order one from Airbus, or is it a custom-made bolt-on option?

I found AirVenture’s final surprise in the South 40, which is just a few footsteps from Fond du Lac. Watching the volunteers park incoming airplanes in the last few open rows, I passed what I initially thought was a light station. Wrong again. It was a 21st century Charging Station that not only re-electrified the campers’s devices, it provided internet connections and running water. What more would an AirVenture camper need?

If you enjoyed this story, why not SUBSCRIBE to JetWhine, if you haven’t already, and please share it with anyone who might find it interesting. – Scott Spangler, Editor

AirVenture Reset: Marketing to the Masses

By Scott Spangler on July 28th, 2021 | What do you think? »

Selling aviation stuff to pilots and flying aficionados is one of the foundational enterprises of EAA AirVenture Oshkosh. It is a multilayered effort. EAA sells indoor and outdoor exhibit space to companies, and employing a variety of tactics, some more effective than others, those companies do their best to snag the attention of the multitude of passers-by, and in this post-pandemic AirVenture reset, the exhibit buildings were busier than I’ve seen them in more than a decade.

Before the pandemic, the media presentations at EAA Press Headquarters were an integral component of this effort. The News Conference/Media Event Schedule, posted online and on the wall of PHQ, subdivided every day into 45 minute blocks, and in years past, almost everyone of them was spoken for, with the only blank spots showing up gap-toothed on the final weekend. This year the schedule essentially ended Wednesday afternoon, with only the EAA media briefings taking spots during the rest of the week.

This really wasn’t too much of a concern because most of aviation’s primary marketers stopped announcing their new products in dog-and-pony presentations on AirVenture’s stage years ago. They transferred that effort online because it’s economically efficient, and it doesn’t have a time limit or av-hardware technical problems. Another benefit of announcing new products and services online is the ability to capture their customer’s attention one-on-one, usually in the quiet, comfortable environment of their own home.

Garmin took that comfort to the next level for its AirVenture reset by air conditioning its vast exhibit pavilion, where potential customers and the curious could get a hands-on lesson from Garminites who know the ins and outs of the spectrum of avionics equipment. It was a constantly busy place and people were crowded around the panel displays at least two or three deep.

The other avionics companies, Aspen, Avidyne, and Collins each had anchor positions in separate exhibit hangars, and their representatives were likewise surrounded by the curious craning their respective necks to see what button-and-touch-screen-ology was taking place. And as I paced my way through the buildings, it was good to see many of the familiar avionics shops in their usual places and usually in deep, demonstrative conversations with customers.

Exhibit building density is one of my markers for overall AirVenture attendance. I had to recalibrate this several years ago when EAA, several years before the pandemic came to town, socially distanced the width of the exhibit hall aisles. This year, EAA added some equally wide side-to-side aisles, but at two different times on two different days, all of these aisles were as busy as the old narrow aisles were about a decade ago. On my pre-pandemic exhibit building excursions, I would peruse every aisle in a minutes-long nonstop stroll. This year, it took more than a half hour of moist, close quarters creeping.

At least that was the case in three of the four exhibit hangars. Exhibit Hangars A and C on the north side were the busiest. On the south side, Hangar B was noticeably less crowded than A and C, but it was way busier than Hangar D, home to many of the non-aviation exhibitors and the Federal Pavilion, which was sparsely populated because the pandemic precluded travel for nearly all of AirVenture’s foreign participants.

The Fly Market, just west of Hangar D was essentially unchanged, and it looked like most of its long-time denizens survived the pandemic. During the downtime it seems like they undertook some projects of their own, like mounting a DC-3 fuselage on a truck frame to make it a street-legal (?) air show hauler. But the best deal of the show this year was found at EAA’s site-wide merch tents, AirVenture 2020 t-shirts for $5.

An unexpected surprise was the pretty much naked faces of the “For Sale” bulletin boards, just east of the tower and EAA Merchandise building. Usually they are furry walls of paper fluttering in the breeze, but not this year. Could this be that people have nothing for sale, or might this reset be, like classified ads in ink-and-paper publications, another casualty of the internet?

Another surprise was how full the grounds remained on Wednesday, traditionally the crowd turnover day. With severe weather working its way east, pilots were bugging out all day, but their departures were sporadic rather than a consistent stream. The unknown reset facets have made this AirVenture interesting and unpredictable and its every day dawns with anticipation.

If you enjoyed this story, why not SUBSCRIBE to JetWhine, if you haven’t already, and please share it with anyone who might find it interesting. – Scott Spangler, Editor

Day Zero: Resetting an AirVenture Attitude

By Scott Spangler on July 25th, 2021 | What do you think? »

After we all took a year off in 2020, I hit the road this morning for Wittman Regional Airport with a tick of trepidation nibbling at my soul. It’s Zero Day, the Sunday before the show starts and all the exhibitors are scurrying about trying to get set up for AirVenture official commencement on Monday.

If Mother Nature cooperates, Zero Day is when the first horde of airplanes descends on Oshkosh, and the ATC folks start issuing instructions like auctioneers on speed. There are usually a good number of cars as well, but with all the changes to the airborne and four-wheeled arrival paths, not to mention all of the site changes, especially to the parking lots, I didn’t know what to expect, which laid out a buffet of trepidations.

Just before noon, the traffic was essentially nonexistent. That’s because everyone, it seemed, has already arrived! Over the years, EAA has extended Camp Scholler to the organization’s southern property line, West Ripple Ave. Across the street is the new Alro Steel Warehouse. For most of the year, it is a green field dotted with signposts. This morning it was an RV lot jammed packed with land yachts of every sized and description. Rarely did I see an open spot.

Appropriately credentialed, I parked in my usually assigned lot, which this year has a new moniker. Warming up my feet, I avoided the “Do Not Stroll Zone” that encompasses the four exhibit buildings and center stage aircraft display plaza. This makes setup easier for the exhibitors, and for the first time for my eyes, florescent-vested volunteers were enforcing (finally) the no-stroll rule, politely turning people 180 degrees.

Turning into the showplane parking areas that extend westward from the Runway 18/36 flight line, the grass was still green and pretty much devoid of amateur-built experimental airplanes. And there didn’t seem to be that many airplanes making their arrivals. ATC was playing over the flight line speakers, and the controllers were talking conversationally, welcoming the arrivals to Oshkosh and complimenting them on their good work at putting their airplanes on the green dot or red square. Later in the afternoon, around 1400, the controllers were having two-way conversations with the arrivals, which I’ve never before heard.

Following homebuilt parking down to the taxiway that separates it from Warbirds, I turned left and swam through a neatly parked sea of RVs to reach the shoreline of homebuilt camping. There was barely an open spot, and the lines were filling up quickly. An elephant walk of maybe a dozen RVs buzzed down the taxiway as the parking crew marshaled them into line. Their props had barely stopped turning before their occupants popped out of the cockpits and started pitching their tents.

This scene was repeating itself in the Vintage camping area, and across the empty Warbird’s greensward, it was easy to see that the North 40 camping area was similarly congested with campers. The Warbird RV corral was a hive of land yachts with buzzing air conditioners, so I guessed that the airplanes were out rehearsing for next weekend’s show celebrating the end of World War II (plus one).

Clearly, AirVenture 2021 is resetting itself as the year of the camper. Thinking about it, we shouldn’t be surprised. How many stories have we seen and read during our solitary pandemic confinement about people escaping to parks (city, state, and national) and hiking trails. Still, the dense-packed spectrum of campers at OSH stunned me. But not as much as Mother Nature will when she welcomes the tent campers to late July in Wisconsin.

Making the grand tour on Zero Day, there really wasn’t anything different in the museum; they’ve moved some airplanes around. Outside, work is progressing well on the addition. If I have to complain about something, I vote for the new wristbands. They are twice as wide as the old ones, and the plastic is flimsier. Instead of the plastic button customizing the fit with a series of holes, the new fastener is adhesive, and if you aren’t careful, it’ll be too tight, a sweaty reminder that it is late summer in Wisconsin. Finally being able to remove it is the only reason I’m looking forward to the show’s conclusion. If not for that, it would be nice if it would run for two weeks, so we could make up for what we missed last year.

If you enjoyed this story, why not SUBSCRIBE to JetWhine, if you haven’t already, and please share it with anyone who might find it interesting. – Scott Spangler, Editor

AirVenture – Int’l Home of the Young Eagles

By Robert Mark on July 23rd, 2021 | What do you think? »

AirVenture 2021 is really happening next week in Oshkosh beginning July 26 and the pent-up demand for aviation excitement/geeky experiences is expected to run high. Each year – except 2020 of course – the show attracts tens of thousands of parents and kids, many for their first aviation experience, some ready for a trip aloft. For new aviators, nothing quite matches that first flight … often in a general aviation machine.

Mine came by chance years ago in a Bell 47 helicopter when the EAA Airshow was still being held at what is now the Chicago-Rockford International Airport. I was maybe 10 at the time and my aunt and uncle were shepherding me around the show when we stumbled upon the helicopter sitting on the ground with a sign that said, “Helicopter Rides with Captain Rick.” Want to go, my aunt wondered? A fraction of a second later – or at least it seemed like it – I was in the right seat of the same helicopter I’d watched on the old Whirly Birds TV show that ran in the late 1950s. I have no idea how long that flight lasted but I cherished every moment.

Today offering young people their first ride is much easier and better organized than was my random experience thanks to the EAA’s Young Eagles Program headquartered at AirVenture’s Wittman Regional Airport. To date, they’ve already given more than 2.2 million kids their first aviation experience, often from small airports around the US.

Jetwhine contributor Micah Engber recently attended a Young Eagles rally in Maine and although they told him he didn’t meet the age requirements for a Young Eagles ride – under 18 only – I think you’ll enjoy his report of watching the fun (script below).

Rob Mark, publisher

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Aviation Ancestry: Luscombe Lineage

By Scott Spangler on July 12th, 2021 | What do you think? »

Some days, opening my email inbox is like Christmas. This day’s present was from Ryan Short, a reader, aerial photographer, and part-time flight instructor who works with students by appointment through Texas Tailwheel Flight Training. Flying his 1939 Luscombe 8A, NC25215 ($120 an hour), he specializes in tailwheel endorsements, flight reviews, and general proficiency training. He wrote:

I read with interest your article about your father [Aviation Ancestry: Discovering the Logbooks of a Life Rarely Discussed].

I am the current caretaker of N25215, a Luscombe 8A that was also assigned to the Iowa Airplane Company from 1939 until close to the end of WWII.

I’m wondering if in your father’s records there are more names, photos, or other bits of information that might help me track down more about this aircraft. I’d like to put her back in Iowa Airplane Company markings as well.

In reply, I promised a return to my father’s logbooks to compile the N-numbers of his winged classrooms, all Luscombe 8As, and the names of instructors who signed each lesson’s entry. (The photo search must wait until my next with my sister, who has the family photo albums.) In a follow-up email he shared a photo (above) he’d found of some of the Iowa Airplane Company fleet of Luscombe 8As and two of its instructors.

What got me excited about his email is learning that the Luscombe that taught my dad to fly in 1943 is still serving the same purpose 78 years later. When I opened the logbook I discovered the N-numbers of Ryan’s Luscombe, NC25215, and the one my father soloed on October 23, 1943, NC25152, were, in a manner of speaking, dyslexic siblings. But Ryan’s email got me wondering, what happened to the Luscombes on my list?

In the two months of primary training my father received, he flew seven different Iowa Airplane Company 8As. Ryan’s airplane, Serial Number (SN) 1120, was not one of them, but that was surely the luck of the draw. The registration range of the seven Luscombes spanned from his solo airplane, NC25152, to NC28846, so logically Ryan’s airplane could have been a member of the Iowa Airplane family.

If Ryan’s Luscombe (right) is still teaching, maybe some of the others my father flew are doing the same. Off to the FAA Aircraft Registry.

The FAA deregistered my dad’s solo mount, NC25152, a 1939 Luscombe 8A, SN 1076, on September 12, 2012. Its last home was Eldorado, Arkansas.

A pilot in Gilbert, Arizona, has reserved N25356. Before that, it identified a 1977 Cessna 152 in Greenville, Mississippi, that the FAA deregistered on January 22, 2013.

NC28450 is still a 1940 Luscombe 8A, SN 1317, and still carrying its fractional owners aloft in Elba, Alabama.

N28543 is a 1979 Piper PA-28-236 Dakota in Apex, North Carolina.

The FAA canceled the registration of NC28828, a 1940 Luscombe 8A, SN 1570, on July 23, 2009, which then called Atlanta, Georgia, home.

N28846 expired on November 12, 2013, and it identified a deregistered 1978 Grumman American AA-5B Tiger in Houston, Texas.

N28573 is assigned to a 1977 Grumman American AA-5B Tiger now flying in Savannah, Georgia.

The dream of flying an airplane my father once flew will remain just that, at least as far as the Luscombe 8A is concerned. Given my stature, I’m a cabin-filling control locks. But I can still hope that others might see this and share what information and or images they possess on the Iowa Airplane Company Luscombes with me and Ryan, who can be reached at Texas Tailwheel Flight Training.

If you enjoyed this story, why not SUBSCRIBE to JetWhine, if you haven’t already, and please share it with anyone who might find it interesting. – Scott Spangler, Editor