My lone encounter with a large “wildfire” occurred  five years ago while I was visiting Southern California.  Watching a steady stream of tanker aircraft shuttle to and from a huge unnatural-looking cloud on the horizon, their bellies red-stained and streaked with fire retardant, fueled my interest in aerial firefighting.  The 2012 Aerial Firefighting International Airshow and Conference, held at Sacramento’s McClellan Airport on January 25th and 26th, offered me a great opportunity to learn more about this unique segment of aviation.

The event was sponsored by the British company Tangentlink whose aim is “Connecting Business through International Events and Targeted Networking”.   There’s long been discussion of convening a formal international  aerial firefighting organization to network and address common concerns; meetings like this support that idea.  One hundred fifty delegates from 13 countries attended a full day of presentations, while a second day was set aside for viewing a large aircraft static display, watching demonstrations of a pair of firefighting helicopters, and touring the nearby California Department of Forestry and Fire Protection (CALFIRE) aviation maintenance facility.  Delegates were both “thinkers” and “doers” , including airplane owners and operators, pilots, firefighters and officials, government managers, engineers, researchers, and sales representatives.  A two-day trade show was central to networking, and displayed innovative ideas from 22 exhibitors.  Fire retardant mixtures, radios, headsets, night vision goggles, command and control systems, displays for several time-tested and new air tanker projects, and numerous water/retardant delivery systems were displayed.

Wednesday January 25th was a full day of informative presentations led by Royal Navy Rear Admiral Terry Loughran, who introduced the speakers and moderated questions and answers.  Terry noted that technology is “doing more with less” and that you can’t manage what you can’t measure.  He stressed the importance of the initial attack of a wildfire – that 5% of all fires (usually those are the ones not initially controlled) create 80% of all damages.  His observations were key points throughout the conference, noted by many subsequent speakers.   Chief Ken Pimlott, the director of CALFIRE, opened the conference with an address that included a review of plans for replacing the eleven effective but increasingly expensive to operate Super Huey helicopters used by CALFIRE.  Noting that “nothing’s off the table” as far as new aircraft and technologies are concerned, he said that using less costly “public use” aircraft (former military helicopters) was just one option.  Chief Pimlott also noted that nighttime aerial fire fighting is a “reality”, and his organization is developing a policy to allow night ops… but CALFIRE currently doesn’t have that capability.

Tom Harbour, the  US Department of Agriculture’s Forest Service Director, Fire and Aviation Management, gave the keynote address that centered around the National Cohesive Fire Management Strategy, that is the framework for communities and agencies to work together in planning responses to wildfires.  He stated that there are one billion burnable acres of land and forests in the 50 US States and its 7 Territories, and that the possibility of loss of life and property from wildfire has become the “most severe situation in this country than ever before”.   He also stressed the need for the industry to be able to show solid returns on air tanker operations to Washington analysts, to insure government funding for future firefighting contracts during times of fiscal cuts.

Jim Coyne, former US Representative and now-president of the National Air Transportation Association (NATA), spoke about the need to effectively communicate to Congress the aerial firefighter’s needs so future decisions wouldn’t be made without their input.  He agreed that a national organization for aerial firefighting would be beneficial and that NATA could help their cause.

Ana Maria Canut Cunha, a coordinator for firefighting efforts in Brazil, outlined her country’s issues and responses to wildfires.  There is a large problem with land burning to clear acreage for agriculture, that often leads to massive wildfires.  A coordinated national response program to these fires has only been in existence for 3 years, and contains few aircraft.  Brazil has not enacted any regulations allowing the use of fire retardants yet,  so only water can be used for fighting fires.

Colonel Yoram Ilan-Lipovsky presented lessons learned  from Israel’s 2010 Mount Carmel  fire as well as last year’s Japanese earthquake and tsunami, identifying the need for a robust and realistic command and control response to natural disasters.  He also hinted at the possible 2012 roll-out of a game-changing method of controlling wildfires with solid pellets (rather than liquid) delivered from the air.

Randall Stephens discussed the issues that need to be resolved to allow at least two effective firefighting aircraft to operate in the U.S. – the Russian produced Kamov KA-32 helicopter and Beriev BE-200ES scooper tanker.  Bilateral agreements between government agencies are needed to allow these aircraft to operate during the U.S.’s  fire season, and Mr. Stephens noted that Canada has already allowed the helicopter to work in its’ timber industry some years ago.

John Finnerty,a  retired helicopter pilot from the Los Angeles County Air Operations Section, spoke of the use of night vision goggles (NVGs) and their possible use for firefighting at night.  He discussed the limitations of NVGs and advances made over original models, as well as his preference for a hybrid NVG/synthetic vision system for the future.

Richard Alder, outlined aerial firefighting operations in Australia, and discussed a report on the devastating 2009 Victoria fires.  He also briefed on the International Fire Aviation Working Group, formed under the auspices of the United Nations International Strategy for Disaster Reduction program. Sharing information between countries  on aircraft capabilities, operating standards and procedures, and deployment processes will be addressed within this work group.

Russian Helicopters was the largest sponsor of the conference, and made an in depth presentation on the KA-32 helicopter.  As a firefighter, it has impressive performance capabilities; one KA-32 dropped almost 77,000 gallons of water on a wildfire in one day in Spain.  A presentation of  the capabilities of the jet-powered BE-200 jet scooper tanker was shown too.  A U.S. operator would have to present the FAA with a detailed operational proposal to be reviewed, and any concerns addressed, before any of these aircraft could be used as aerial firefighters here in the U.S..  That being said, there are many multi-lateral agreements in use today around the world that allow these helicopters and jets to  be used as firefighters outside of Russia.

CALFIRE Special Operations Battalion Chief Ray Cheney spoke about integrating military and other air assets into aerial firefighting operations.  Chief Chaney has first-hand experience working alongside military units assisting with fighting large wildfires.  How military assets were integrated into the civilian firefighting structure, and under what laws and Letters of Agreement , were examined.  In 2003, the Cedar Fire was the first example of the use of Navy helicopters; that squadron had routinely fought fires for the Navy on San Clemente Island’s gunnery ranges off the California Coast.

Captain Justin McKinney is a test pilot for VX-22, the Marines Osprey test squadron.  He outlined for the delegates how he and his crew tested various configurations of the MV-22 aircraft using a Bambi Bucket for airborne water drops.  Noting that the MV-22 is “essentially a small C-130 or a C-12 (Super King Air) that can hover”, he outlined how much water can be hauled, and  at what speeds it can be delivered.

The last presentation for the day was by a panel of pilots who interacted with the delegates on various subjects.  There were reports on jet air tanker conversions of the BA-146 and MD-87 airliners.  A pilot spoke about flying the Evergreen B-747 air tanker to Israel in 2010, make two drops at the Mt. Carmel fire, and continue ’round the world back to the U.S..  Finally, the team discussed some of their wishes for improved flight safety: a synthetic  vision system aboard aircraft to combat smoke and other visibility obstructions, and a dependable power line detection system.

Day two was a more interactive meeting with pilots and operators of many of the seventeen aircraft arranged on  static display, which ranged from a small (relatively speaking) Boeing/Insitu ScanEagle unmanned air vehicle to a pair of former Aero Union P-3s.

The CALFIRE aircraft on display included their three main types.  The Super Huey helicopters are used for inserting firefighters near a blaze, and for rescue, resupply and as a water/retardant delivery system.  The S-2T Turbo Tracker tanker aircraft have been rebuilt from earlier piston-engined airframes, and are expected to soldier on for another decade and a half before being replaced.  The OV-10A Broncos are tasked with more of a command-and-control role, however the trio of newer OV-10Ds that will soon become operational may act as lead aircraft for the newest generation of turbine-powered tankers (such as the DC-10 and B-747) due to its increased speed.

A highlight for me was the tour of CALFIRE’s twin maintenance hangars, where many of the 53 aircraft they operate during the busy fire season were undergoing maintenance.  DynCorp is a major contractor for this aviation operation, providing maintenance personnel for all three airframes and pilots for the OV-10 and S-2T aircraft.

Military aircraft on static display included a Army National Guard UH-72 Lakota helicopter and an Air National Guard C-130J transport equipped with a MAFFS II air drop system, both from California.  A Marine CH-53E helicopter displayed its Bambi bucket water delivery system.  Some of the privately owned aircraft on display came from British Columbia… Conair brought a Convair 580 tanker and Fire Boss AT-802 amphibian, while Coulson Flying Tankers brought their Sikorsky S-76 derivative Firewatch76 helicopter that operates as a bird dog leader for the huge Martin Mars air tankers, and can operate as a command and control aircraft for all fixed wing and helicopter operations around a fire.

Other domestically registered aircraft included a U.S. Forest Service Super Kingair and a Piper Cheyenne equipped with sensors and communications gear integrated from a trio of companies that offered a “Unified Command” aerial intelligence platform.  Both the Bell UH-1 Huey from Withrotor Aviation and the Sikorsky SH-3H conversion from Croman Corporation flew during the day, displaying their water pick-up and dropping capabilities.  Finally, a pair of ex-Aero Union P-3 turboprops were parked on the ramp, one opened for inspection.  Aero Union ceased operations last year; their eight P-3 tankers along with spare parts and Aero Union’s intellectual property will be auctioned off on February 28, 2012.

While I entered the conference with very little knowledge about aerial firefighting, two days later I had learned quite a lot about its many challenges, including flight safety, contract and regulatory issues and roadblocks, and growing financial pressure to “do more with less”.  There are promising improvements from emerging technologies though, including jet powered tanker aircraft, more comprehensive command and control systems, and maybe even nighttime aerial firefighting operations.  The aerial firefighting industry will change quite a bit in the near future, and much of it was on display here in Sacramento.

Thanks to Tangentlink for allowing me to cover the Conference, and to the many CALFIRE, DynCorp, and other personnel who took the time to explain their missions, methods, and products to me.

Story and photos by Ken Kula

After World War II ended, an abundance of surplus military aircraft found their way into the fledgling aerial firefighting industry.  The combination of a large payload and the high performance of many bombers, attack aircraft, and transports allowed enterprising companies to modify airframes with large tanks for carrying borate and water for dousing wildfires.  Some of these modifications were straightforward; large tanks were inserted into existing bomb bays and after the bomb bay doors were opened, the payload was released by opening valves.  Other aircraft were fitted with tanks within the fuselage, with plumbing inserted through the floor to allow for the release of the fire suppressant underneath the aircraft.  Alternately, a few more had external structures added to contain their loads.

Some amphibians and seaplanes could skim along the surface of a lake and filled their tanks with water, then mix onboard agents within their tanks before their next drop.  Most others had to land and refill on the ground.  Adding a thickening agent to water kept the dropped liquid from dissipating into a fine mist before it reached the ground.  Red (and other color) dyes marked the ground drop, making airborne tracking easier.  Mixtures of fire retardant and fertilizer became common additives to on board water tanks too.  Originally, the payloads were dropped with the aid of gravity, but pneumatic (air) pressure became a widely-used enabler.

A large group of these initial air tankers served as U.S. Navy warplanes at some point in their lives.  Strength was one reason, as carrier-borne aircraft were built rugged for the harsh environment they operated in and patrol bombers flew with heavy loads of fuel and weaponry over long distances.  There were many sizes of aircraft modified from the stocks left over from the war.  Some of the smaller Navy aircraft built in the 1940s and early 1950s that were converted included F7F Tigercat fighters and Grumman TBM Avenger torpedo bombers.  Forest Protection Limited, a Miramichi New Brunswick air tanker operator, operated a fleet of TBMs into the early 21st century, protecting the forests of eastern Canada and the state of Maine too.  Inching up in size, the Lockheed PV-2 Harpoon patrol bomber was a widely used airframe.  Larger patrol bombers that were operated into the 21st century included the Consolidated PB4Y Super Privateer, a modified B-24 bomber.  A tragic crash of one of these large airborne tankers in 2002 led to the grounding of the type; airframe fatigue was identified as the cause of the crash.  A workhorse amphibian, the Consolidated PBY Catalina has been highly effective, and some are still operational in North America today.  Finally, Coulson Flying Tankers still operates a pair of 1945-vintage Martin Mars seaplanes from their British Columbia base; each of the heavy air tankers has a different delivery system, but both can carry upwards of 7,200 gallons fully loaded.

A second round of modifications took place on aircraft built during the late 1950s through the 1960s, as the post-World War II aircraft were retired due to maintenance and operating costs.  Again, former Navy aircraft were chosen for their payload, range, and ruggedness.  Aero Union operated a pair of radial-engined Grumman AF-2S Guardian anti-submarine aircraft, but the “Ironworks” icon of air tanker operations was and still is the S-2 Tracker.  A relatively fast and rugged twin, some of the Trackers have been modified by Marsh Aviation into the Turbo Tracker, equipped with lighter turboprop engines.  Cal Fire operates almost two dozen of these tankers in California.  Canada’s Conair has produced the Firecat and Turbo Firecat, both from retired U.S. Navy S-2s and Canadian Forces CS-2 Trackers too.  The Lockheed P2V Neptune has also found considerable favor in aerial firefighting; the larger patrol bomber has been modified by a number of companies.  Aero Union’s four Firestar conversions did away with the pair of auxiliary jet engines under the wing of the P2V-7 version.  A few SP-2H variants (without the characteristic MAD stinger normally found trailing the empennage) operate as tankers too.  Ultimately, Aero Union modified a number of P-3 Orion turboprops and operated them as recently as 2011, but non-conformance with FAA-mandated maintenance inspections and programs led to the grounding of the fleet, and the business has closed.   These last-modified S-2, P2V, and P-3 aircraft have computer drop controls to specify amounts and patterns to better utilize an aircraft’s payload.

Although most airborne water drops are done with pilots’ intuition, they have help.  “Birddog” aircraft often lead the larger tankers inbound to a drop zone.  Originally, light singles and twins such as Cessna Centurions, Beech Barons and Cessna O-2 Skymasters were used.  Today a growing number of turboprop aircraft are utilized to leverage the speed of the newer tanker aircraft (even jets).  An important type in Cal Fire’s arsenal is the OV-10 Bronco, another ex-Navy (OK, mainly Marine Corps) aircraft that had been used for spotting and counterinsurgency operations from the Viet Nam war through to the first Gulf War.

Over the years, from simple modifications and radial engines to computerized payload management and turbine efficiency, air tankers have grown in sophistication and importance for fighting wildfires.  The U.S. Navy, although not formally connected with fixed wing aerial firefighting during the past 60 years, has much in common with it.  It seems that many types of aircraft that have guarded America against international aggression do a great job at guarding Americans from wildfires too.

To see where aerial firefighting has progressed to today, watch here for a report on the upcoming 2012  Aerial Firefighting Conference,  25^th  & 26^th January 2012 at the McClellan Air Base, Sacramento, USA.

Ken Kula

The 2011 Blue Angels Homecoming Airshow was held under bright skies and cool conditions on the Friday and Saturday of Veteran’s Day weekend.  The marquee flying act, as always, was the Blue Angels.  Their homecoming late in the year signals the traditional end to the North American air show season, and the finale to their grueling schedule containing close to 70 aerial performances.  Beyond the Blue Angels there was another  homecoming of sorts to celebrate too, the culmination of the year-long Centennial of Naval Aviation (CONA) public salute.  Combining these two themes, the organizers of NAS Pensacola’s air show had plenty of material to produce a memorable event, and they succeeded with a great program.

The Blue Angels faced a bit of adversity towards the middle of the 2011 season as their commanding officer stepped down.  The previous “Boss”, Commander Greg McWherter, rejoined the team, personifying the team’s creed of “Once a Blue Angel, Always a Blue Angel”.  During the 2011 finale, the Navy’s Flight Demonstration Squadron looked as sharp as ever.  With the phrases “100 Years of Naval Aviation” and “Fly Navy 100 Years” painted on their aircraft, the pilots carried aloft the pride and character that has defined Naval Aviation for a century.  The team also celebrated 65 years of Blue Angels history this year, and there were plenty of Blue Angels alumni in attendance.  Al Taddeo was introduced to the crowd on Friday; he’s the last surviving original team member and flew both the Grumman F6F Hellcat and F8F Bearcat during his years with the team.

There were hundreds of Navy and Marine veterans in attendance, especially during Friday’s show which fell upon Veteran’s Day proper.  The organizers put together a rich CONA heritage display both in the air and on the ground.  A collection of rare and historic World War II-era aircraft were assembled, including FM-2 Wildcat, F4U Corsair, and F8F Bearcat fighters, SBD Dauntless, and SB2C Helldiver bombers, plus Japanese Zero and Kate replicas.  Trainers included PT-17/N2S Stearman biplanes,  a pair of SNJs and examples of the T-28 and C-1 Trader. Most of these aircraft flew during the show.  Leading off the procession of warbirds was Bob Coolbaugh’s Curtis Pusher replica, which was lapped by the other airborne aircraft rather easily!  The pilot later answered questions by the plane, and were supported by crewmembers wearing costumes from the 1911 period.  No fewer than eleven of the brightly painted active military aircraft, painted in “throwback” CONA color schemes, were assembled too.

A pair of Air Force squadrons now call NAS Pensacola home, training navigators and combat systems operators.  A B-52 Stratofortress bomber and KC-10 Extender were some of the larger aircraft on display, as well as a Pittsburgh PA based C-130.  Home-based Air Force T-6A Texan and T-1A Jayhawk trainers participated in the Parade of Trainers too.  A Navy E-6B Mercury TACAMO communications aircraft and P-3 Orion were parked close by, and a number of National Naval Aviation Museum joined them.  A German Air Force Tornado attack jet represented just one of a number of foreign countries that send aircrew to the Florida Panhandle to train.

A pair of Marine Harriers were part of a wide-ranging display of smaller aircraft, which included trainers, helicopters, and attack jets.   A nearby Panama City FL-based MH-60S Knighthawk helicopter and its crew highlighted the anti-naval mine research and development work done by the Naval Surface Warfare Center.  A vintage deep sea diving suit was displayed along side of the sleek helicopter.    The Although the aircraft were interesting to look at, some of the crew that were answering questions alongside them had more riveting tales to tell.  If you were lucky enough to listen to conversations between active military personnel and retired veterans, you heard of shared experiences as well as some stirring highlights of each one’s military careers.  It was quite fitting to listen to these stories  during the Veterans Day holiday weekend.

In the air, civilian performers included John Mohr in his Stearman, Bill Leff in his T-6 Texan, Jan Collmer in the FINA Extra 300, Roger Buis corralling Otto the helicopter, David Martin in the Breitling CAP 232, Chuck Aaron in the Red Bull Helo, Bob Carlton in his jet-powered Super Salto sailplane, and Skip Stewart in the Prometheus Pitts.  Skip and John Mohr teamed with Les Shockley and Rich’s Pyro in their TinStix routine too.  There were plenty of styles and lots of noise and smoke put forth by these performers, many of whom were completing their 2012 air show campaign.  The Parade of Trainers, a yearly highlight at the Pensacola base, featured examples from now and then… modern T-6, T-39, T-1 and T-45 military aircraft followed by civilian-owned Stearman (Stearmen – there were a pair), SNJs, a T-28, and a C-1A Trader.  The aforementioned warbird fighters and bombers made multiple passes to the delight of photographers.  Aerobatic shows by the Corsair and the Grumman Bearcat drew particular interest.

Military demonstrations by the F/A-18 Super Hornet and A-10 Warthog, and their Heritage and Tailhook Legacy flights afterwards, saluted the veterans on each afternoon.   The GEICO Skytypers squadron performed their flying routine, and overflew the field on both days writing “100 Years of Naval Aviation” high in the sky.  Add to all that two parachute teams, Les Shockley’s jet truck, plenty of Rich’s Incredible Pyro, and the final Blue Angels 2011 performances, and one had a full days’ entertainment with over 6 hours of air show action.  Friday night’s twilight show featured loads of fireworks and pyro action too, plus he startling effect of an F/A-18 Super Hornet lighting off its’ afterburners in defiance to the fading dusk.  With wind chills hovering near freezing, any fire and heat was welcome!

As Blue Angel 6 touched down on the runway at the end of Saturday’s show, the 2011 air show display season ended for the team.  Their tasks weren’t finished for the year though, as there was routine aircraft maintenance to do, debriefs and reviews to be carried out, and training for the newest Blue Angels members to begin so that they’d be ready for the 2012 season, only a few months into the future.  As for the CONA celebration, the finale of 35 events that began in February signaled the close of the commemoration of a century of naval aviation history.  The staff will spend another three months or so archiving all of the written words, photographs, and video history that were produced throughout the year, so that the next naval aviation history event’s organizers can look back and build upon this year’s success.  Whether you attended this year’s Blue Angels Homecoming Airshow to see the Navy’s Flight Demonstration Squadron, or to take in the CONA displays, or to just enjoy a great airshow, it was truly a memorable event.

Story and photos by Ken Kula

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PhotoRecon.Net recently attended the 2011 Alliance Air Show located down in Ft. Worth Texas. The event is held at the Alliance Ft. Worth airport about 15 miles West of Dallas.

The show, which was estimated as bringing in a crowd of around 100,000 people over the two-day event, was cut in half after a thunderstorm came through Saturday night and dumped about a inch of rain that turned the grass parking lots into mud lots.

The main attraction at the show was the United States Air Force Thunderbirds; a team of 6 F-16’s. The Air Force also sent F-15 demonstration team led by Major Mike “Cash” Maeder. For the statics the Air Force sent F-16’s based in San Antonio, A B-52 from North Dakota and a Texas Air Guard C-130 also from San Antonio.

The NAVY sent VFA-122 F/A-18 to wow the crowd and one for a static display along with a couple of SkyHawks. The Marines brought in 2 Ospreys for statics from the VMM-161 based in Miramar Marine Base in Southern California.

Also on hand was BAE Systems with their new training aircraft, the Hawk, which they plan to put together a bid packet for the USAF who is planning to replace the T-38. The Hawk is set up for 4th and 5th generation air fighters that the Air Force is flying in the F-22 and F-35. The two birds on hand were on loan from the Royal Air Force, who currently uses the aircraft as a trainer. They also took the plane to the skies to give the first ever demo of the aircraft in its history.

Alliance is also home to a maintenance base for American Airlines, they brought in Flagship Detroit, a classic DC-3, the Susan G. Komen Boeing 777-223ER (N759AN) and had its regional partner American Eagle, bring in an Susan G. Komen ERJ-145 (N691AE). FedEx was also on hand with a 727 along with Orbis, a DC-10 that they use to fly across the world to teach doctors in under developed and funded countries about eye surgery.

PhotoRecon.net would like to specially thank  Major Maeder of the F-15 demo team and Lisa Hillary-Tee from BAE for the help with getting out on the hot ramp to get even better shots of the team. Also would like to thank Katie Kuczek with the Herb Gillen Agency who approved PhotoRecon.net for media access, we hope to work closely with them in the near future!

F-15 Team Site- http://www.acc.af.mil/aerialevents/strikeeagle/index.asp

BAE Hawk Facebook Fan Page- http://www.facebook.com/HawkforUSAF

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In his eighth year working with Rolls-Royce and The National Aviation Heritage Invitational Joe Jones/Airmail Greetings was elated to report, Mission Accomplished, AND this one is going right into the Smithsonian A&S Museum too!!!!

In celebration the 25th anniversary of Voyager’s world record-breaking non-stop flight this original commemorative artwork was developed by Airmail’s Joe Jones and presented by Director, Ken Perich and the National Aviation Heritage Invitational to fittingly honor Voyager’s pilot, Dick Rutan and his historic flight.

Dick Rutan and artist, Joe Jones will be available for poster signings and to meet with the public throughout the 2011 National Championship Air Races and Air Show, at Reno’s Stead Field September 14th through 18th.

Directly inspired by the personal accounts by this aviation legend shared first-hand with Jones, Rutan explained that there were many pivotal and dangerous points along this historic flight. Each could have made a fitting composition in itself. From the moment Rutan taxied the lumbering, fuel-filled composite aircraft across the ramp, her wingtips dragging on the ground with her massive 110′ wing-span, Rutan and Yeager held their breath as she grudgingly launched skyward fully loosing their first winglet shortly after launch. Designed with only one rudder control surface she would also soon lose her other winglet later in the flight.

Navigating the globe, Voyager’s crew encountered flight threatening weather many times while surviving on mere hours of sleep. Among many special moments as ‘PIC’ Pilot In Command, Rutan recalled the feeling of the point of no return as they pushed forward over a seemingly endless ocean. As there was some question to the life of the main bearings in the Continental engines – ditching over water was a real concern. Fortune on their side, immediately after the completion of this historic journey the bearings give out just as they landed back at Edwards Air Force Base, California.

Be on hand Sunday, 18th at Reno, just before the NAHI award ceremony as both Dick Rutan and Joe Jones will personally be presenting General Jack Dailey, director of the Smithsonian National Air and Space Museum an autographed and framed print to the Smithsonian A&S to be put on permanent display in Washington DC. Blue Skies indeed!

Joe was gracious enough to sign one of his wonderful prints to Joe and Photorecon…watch for pics of Joe and Joe coming soon!!!

If you knew Joe Jones, as many of you do, you will quickly realize what a devoted artist he is and that creating aviation art is truly what he was born to do. As his mentor, world renown aviation illustrator James Dietz, said as he shook Joe’s hand for a photo during a visit to Dietz’ studio in Seattle, “Joe, I’m passing you the torch,” Jones did not fully realize at the time the huge commitment and responsibility that went along with the honor. He does now… he has gratefully excepted the challenge and responsibility!

Aviation illustration is not just making pretty pictures of aircraft. It’s about painstaking research and attention to the smallest detail in the hope of telling each story honestly, accurately and with full respect and integrity. It’s about bringing each story to life as if you were right there yourself to fully help share and preserving our rich aviation heritage.

To do that it takes much more than just a passion for airplanes and technical skills. An artist must truly live and breath aviation every single day. Jones realized early on, to truly do this type of work with any sense of justice and dignity, one must become an aviator themselves to come close to having the ability and experience to visually capture the history, adventure, freedom, joy, discipline and achievement associated with flight. For Jones, it has quickly become the richest life one could ever imagine.

http://www.airmail-greetings.com/

Vacations are to unwind and relax; nothing can relax me more than being in the company of great people and historic aircraft. This is why I always perform an online search for any museums and airfields in the area I will be visiting. With a family vacation to Florida planned for the last week of June 2011. I started my search and soon found the Valiant Air Command in Titusville, FL. The Valiant Air Command Warbird museum has exhibits, displays, artifacts and vintage warbirds from WWI through the present. A visit to the VAC would work out great as Titusville is located near the Kennedy Space Center, and I would be heading to the space center as part of my travels. I contacted the museum and spoke to Colonel Terry Yon, USA (Ret) and current VAC Public Relations Officer. I explained the website and the topics we cover, Colonel Yon said he and his staff would be happy to show me around, along with a behind the scenes tour of the restoration shop. The museum is located on the Space Coast Regional Airport (TIX) in Titusville, FL. The airport is between I-95 and U.S. 1 off the 405 (Columbia Boulevard/NASA Causeway) just look for the BIG sign announcing Warbird Air Museum and follow Tico road to the Museum, located on the right as you drive in.

Once inside, I met my tour guides, Joe Hall and Sean Wilkin, the separation in age of the tour guides was interesting. Joe is a retired Air Force Veteran who maintained Century series aircraft including the F-106, and from what I understand he’s quite a good photographer to boot. He made reference to his massive slide collection, one can only dream of the rare photos he must have. Sean on the other hand is a young man in his early 20’s with plans for a career in the Air Force; he is currently performing a summer internship at the museum. We toured the over 30,000 sf  main hanger, with its collection of classic and rare  aircraft, Including an F-5E fighter jet with a modified fuselage. The Shaped Sonic Boom Demonstrator (SSBD), an aircraft designed to demonstrate the relationship between the shape of a supersonic aircraft and the strength of the sonic boom it creates. Another aircraft that caught my eye was an F-86 in the colors of the USAFE Sky Blazers acrobatic team. The team was organized in Europe In the spring of 1949. The first flights of the Skyblazers Air Demonstration team took place in the skies over Europe at the airbase in Furstenfeldbruk, Germany. By 1952 the team had flown some 260 demonstrations in 12 countries before an estimated 10 million spectators. The F-86F was used during the 1955-56 seasons. This F-86 takes in the annual VAC “TICO” warbird air show and is expertly flown by the legendary Dale “Snort” Snodgrass. Dale is the highest hour F-14 pilot in the world and also a member of the Heavy Metal Jet Demo team. With all the great aircraft located in the main hangar, it was hard to believe we had 2 more hangars to visit.

After the tour of the main hangar we moved on to the 2nd hangar, the door was partially open and the very familiar nose of a C-47; named the “Tico Belle” was glistening in the Florida sun. This aircraft # 42-100591 is a World War II veteran that participated in some of the most important battles of the war. From the Normandy invasion to Cherbourg,  Arnhem,  Bastogne, to the Berlin Airlift, it was there. In August 1945  591  returned to Baer Field, Indiana and was placed in storage, as many other perfectly good aircraft were being sold off for scrap. With one of the first major international crises of the Cold War brewing  591  was called out of storage to carry supplies to the people in West Berlin, during the famous Berlin Airlift. With the help of this very aircraft  591  the largest humanitarian relief mission in USAF history was a success. The result was over 2.3 million tons of food, fuel and supplies being delivered to beleaguered West Berlin Residents. After serving in this historic event, 591 was once again, no longer needed in USAF service. In 1950, 591 was acquired by the Norwegian Air Force under a lend-lease program and served with honor. In 1956 the aircraft began service with the Royal Danish Air Force, with the prestigious role of transporting the Royal Family of Denmark. With a total of 13,500 hrs on the aircraft the Royal Danish Air Force retired 591 in 1982. In the mid 80’s the Valiant Air Command had the unique opportunity to acquire  591 . With the help of VAC members and a few Royal Danish Air Force Pilots, she was ferried to the United States. During the remaining years of the 80’s and all through the 90’s,  591  became an air show star, touring the nation as a flying museum. She soon acquired her WWII nose art and became known as the “Tico Belle”, named after her home base Titusville/ Cocoa Airport.

In 2001 while returning from an air show  591 was landing in very high wind conditions. The landing gear collapsed resulting in extensive damage to the engines and airframe. The volunteers at VAC contemplated the long and expensive repair process, debating whether it was worth undertaking such a task. That debate did not take long, considering the history of this aircraft the decision was made to proceed with repairs. After many years of dedicated volunteer work she thundered to life in July of 2008 and once again  591 took flight, and soon began to appear on the air show circuit once again.

The aircraft is now available for that once in a life time flight experience, YOU can experience all this history as a special and unique present for yourself, or someone you love. Call 321-268-1941 or email (vacwarbirds@bellsouth.net) for additional information, or to get on the reserve list and they will notify you of the flight schedule. Getting some time to see this great warbird first hand was the highlight of my visit to the VAC. located in the same hangar is the VAC’s very nicely equipped restoration shop. At the time of my visit the aircraft ranged from a Sopwith Camel nearing completion, to an F-4J Phantom II being readied for paint. All restorations are done in-house and are the result of many dedicated hours of work by the VAC volunteers.

After touring the first two hangars we were off to the New Vietnam Memorial hangar, the  28,000sf  hangar officially opened on June 16th 2011. The collection in this hangar honors Vietnam era aircraft from all branches of the United States Military along with a lone Mig-21. Aircraft from the F-8 Crusader, A-6 intruder to the OV-10 Bronco are displayed along with many others from that era. The Vietnam hangar has it’s own memorabilia room with artifacts, uniforms, prints, medals and a variety of other exhibits and displays. This is truly an awesome display honoring the brave individuals who served proudly along with honoring the more than 58,000 who gave all.

What would a visit to such a great museum be without a stop in the gift shop. Here you will find some very unique collectibles and t-shirts to commemorate your visit. While browsing the gift shop I had the great honor to meet Mr. Bob Frazier the VAC Procurement officer. Bob is responsible for arranging the procurement of most of the aircraft on display at VAC. Bob explained some of the more interesting stories of the effort that goes into becoming a caretaker of such national treasures. So if you ever find yourself on the Space Coast area of Florida and you love classic aircraft, a stop at the Valiant Air Command is a must. Please check the VAC website www.vacwarbirds.org for information about the Valiant Air Command annual TICO Warbird Airshow that takes place every March.

I would like to thank, Colonel Terry Yon USA (Ret) VAC Public Relations, Mr.Bob Frazier VAC Procurement Officer, and all the volunteer staff at the museum. To my tour guides, thank you for the personal stories and history behind all the aircraft. Joe Hall Thanks for your service to this great country. Sean Wilkin, best wishes as you start your career with the USAF.

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Genesseo bills it’s self as the “Greatest Show on Turf” and is located in upstate New  York just south of Rochester.  I’ve made enough trips to the show to say it’s a good one.  When you talk to the locals, they simply don’t understand that their airshow is one of the biggest and oldest warbird shows in the country.  This show is the annual fundraiser for the 1941 Historical Air Group (yup, commonly known as HAG) and their museum is located on a farm just outside of this small college town.  The runway is turf and the background are trees (this year there was a lot of corn planted in the background), parking is excellent and there isn’t much of a walk to the flightline.

This year, there was a lot of rain in the weeks before the show and there was a good bit of standing water on the field.   There were rumors that the show may well cancel because of water.  We got there on Thursday and the weather was pretty good.  It went to almost perfect on Saturday and Sunday, resulting in some of the best weather for this event in recent years.

While the show started out as a warbird event many years back, it’s diversified to a very well-rounded, low-keyed show.  Really there were so many performers and types of aircraft, it’s hard to list them all, it’s better to simply show the pictures.

Warbirds ranged from liaison aircraft (mostly L-16 “Champs”) to the F-16.  Acro demos went from a rare 1941 Interstate Cadet to a P-51C.  Air drops are relatively rare at shows and here was the  NY ANG’s ski equipped C-130 dropping a pallet on the runway and the HAG’s own C-47 “Whiskey 7” doing a static line jump of several WWII dressed paratroopers.  There were modern high performance acro routines flown and Kent Peitsch in the Kelly Belly Interstate Cadet.  There was a mock WWI dogfight with replica fighters (including an accidental loss of a Fokker Triplane),  and a slightly more modern Jungmeister put on a show.  An F-16 Viper put on a demo as did a P-51 and a L-39.  A total of 4 P-51s arrived for the show to escort “The Memphis Belle” into the skies.  The Commemorative Air Force brought  the “red” P-51s, the original “Red Nose” and the P-51C “Red Tail” as well as the Helldiver and the Dauntless.  There was not a lack of flying aircraft at the show.

Photography opportunities were unlimited.  The combination of perfect weather, a grass runway, and idea background about insured that all photos taken looked good.  Rides were available in a variety of aircraft.  My son Greg managed to get a ride in the CAF’s P-51C Red Tail with Doug Rozendaal, for his first Mustang ride.  He thought it was well worth the price (and of course it ended up on my credit card), of course it ended up as a video on YouTube too.  I tried to get Christian Koch to give me a shot at flying a US Army UH-60 Blackhawk helicopter (I’m a very good helicopter pilot), but he mentioned something about prison time, so that idea got shelved.  With any luck he can demonstrate the capabilities of the Blackhawk and his superior flying skills next year.  That would be a really interesting addition to the show since helicopter demonstrations are pretty rare too.

The show was well choreographed and flying was continuous without any significant breaks.  The show was a success, the weather was nice, and a good time was had by all.

You can contact the author, Mark Hrutkay, at TNMark@Me.Com .

Photos by Mark Hrutkay and Greg Hrutkay.

For Greg’s P-51 ride video.
http://www.youtube.com/watch?v=RRbD8TOLHXg&feature=youtube_gdata_player

Gallery

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Rhode Island’s Famous Air Show -

Although officially known as the “Rhode Island National Guard Open House Air Show”,  local enthusiasts call it by another name – the “Quonset Air Show”.  Sponsored by the National Guard Association of Rhode Island, and steeped in history,  “Quonset” is an eagerly awaited and well attended air show for aviation-starved New Englanders (and beyond) each year.  Popular for a number of reasons, it boasts of a runway is closer to the crowd than at most venues.  A star-studded list of performers reappears year after year thanks to great hospitality and enthusiastic spectators.  The beautiful Narragansett Bay provides the backdrop, and hundreds of enthusiastic Rhode Island National Guard members provide a special New England hospitality at the show.   If you’re an East Coast air show photographer or enthusiast, Quonset is a staple on your yearly events list.

Although Quonset airport is a busy joint use (civil and National Guard) airport today, most of its history is that of a naval sort.  According to the Quonset Air Museum’s history page, Quonset Point Rhode Island is the birthplace of the US Navy.  During the Revolutionary War, a guard was placed on the spit of land to watch for British warships that might sail up the bay and “raid coastal Rhode Island cities”.  The nearby town of  Newport is home to the US Naval War College, and has been since its inception in 1884.  Development of the area into a large Navy base occurred just prior to World War II.  From then till shortly after the Vietnam War, Quonset Point was: home port for seven aircraft carriers and their air wings, a major anti-submarine and  patrol air station, a busy aircraft overhaul and maintenance facility , and even the home to the Navy’s Antarctic development Squadron, better known as VXE-6.  The adjacent town of Davisville was the original home for the famous Seabees too.  The term “Quonset Hut” came from the style of shelters that were constructed  to house the 100,000 Seabees that were trained at the base during World  War II.  The area bases boomed throughout the 40′s, 50′s, and the 60′s, but by the late 1970′s, the military drawdown after Vietnam caught up with Quonset.  The port, the air station, and the Seabees’ base were all closed and moved elsewhere across the country.   Today’s Quonset Air Museum has made its home inside the one remaining hangar from the original Naval Air Station.

The National Guard has operated flying units from Quonset Point for decades.  While many aircraft were originally operated from T.F. Green Airport (today’s major civilian airport in Providence), once the Navy moved out from Quonset Point, the National Guard moved in for good.  The Rhode Island National Guard has operated a diverse group of aircraft, including OH-6 and UH-1 helicopters, P-47 and P-51 fighters, C-46 and C-47 transports, SA-16/HU-16 Albatross amphibians, UH-10 Helio Couriers, C-119 Flying Boxcars and early C-130 transports.  Today, they operate Blackhawk helicopters and two types of turboprop transports.  Annual air shows with Guard involvement have been around for decades.

The 2011 air show was impacted by low clouds and rain at the beginning of the weekend, causing a few acts to be marooned at nearby airports until the weather improved Saturday afternoon.   Civilian performers alone made a star-studded lineup: Sean D. Tucker, Michael Goulian, John Klatt, the Red Bull Helicopter and Air Force, and the Geico Skytypers.  Warbird displays included the Horsemen in their pair of Grumman F8F Bearcats, a TBM Avenger, and an Air Force Heritage flight with Dan Friedkin in a Mustang.  Military performers included the Special Operations Command Black Daggers parachute team, a home town-based C-130J demo, and the Air Force’s F-16/Viper East demo, complete with a huge amount of vapor  due to the coastal climate.  The Blue Angels were the headlining act, and the team looked sharp as returning leader Captain Greg McWherter  put the team through their paces.  There were some amazing amounts of vapor streaming from their Hornets too!

Although not the headlining act, this might as well have been it – the famous Rhode Island National Guard Combined Arms  Demonstration.  Complete with Rich’s Incredible Pyro behind them, C-130s, UH-60s, and a C-23 performed most of their primary functions in a well choreographed display of air drops, troop insertion, vehicle transport, and of course, armed suppression of “enemy” forces in front of the home town crowd.

When there wasn’t anyone in the air (and those moments were few), there was more than enough to do on the ramp.  The Quonset Air Museum displayed a number of restored and rare aircraft on the tarmac, including the final and only C-1A COD with twin tails, and the ultra-rare Curtis Wright XF-15C piston/jet powered fighter prototype that is nearing a full restoration.  There was a T-39N and T-6B, both Navy trainers and both in Centennial of Naval Aviation colors, plus a pair of Virginia-based F/A-18C Hornets to name a few more.  The local Guard units made more of their aircraft available for walk-throughs and a chance for kids to sit in the cockpits… adults too!

Saturday’s event was well attended, even though low clouds forced much of the morning flying to be scrubbed.  Sunday’s event brought a surprise for even the most seasoned Quonset air show veteran.  Shortly after noontime, for the first time in history, the base officially announced that spectators not in the immediate vicinity were being rerouted away from the show.  Parking was full, as was the ramp.  If there was any disappointment at the show, this was it… not enough room for the enthusiastic spectators to witness the famous Quonset Air Show!

Ken Kula

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When I visited Tucson’s Aircraft Maintenance and Regeneration Center  (AMARC) in early 1993, it was filled to the brim.  Hundreds of Boeing B-52 Stratofortress heavy bombers, some intact, others looking like the skeletons of deceased animals in the desert,  sat in storage at the sprawling site awaiting their disposition.  The first Strategic Arms Reduction Treaty (START)  had been signed a year and a half earlier by the United States and the Soviet Union; it specified a limited  amount of nuclear weapons and delivery systems each country could retain from earlier quantities.  The U.S. Air Force (USAF) was required to decommission most of its early Stratofortresses, along with their current “-G” models to comply with the treaty.  Verification would take place through direct observation by people on the ground, as well as from space.  Satellite photography would confirm that B-52s were carved up so that their structures couldn’t be repaired, and the aircraft could never fly again.

A total of 744 of the big Boeings were produced.  The early B-52A/B/C/and E models  were used predominantly for nuclear deterrent by the USAF’s  Strategic Air Command.  The B-52F, and especially the B-52D versions were key conventional bombers during the Viet Nam war.  All but the latest B-52G and -H versions had been long retired by the time START had been signed, and were parked in the Arizona desert.  Although many elderly bombers had already been broken up, 365 of the remaining bombers, including  the B-52G fleet, would have to be scrapped, leaving barely 100 operational B-52Hs.

Another forty two surviving bombers would be housed in museums or serve as maintenance trainers.  As I toured AMARC on that cool February morning in 1993, I spied the orange and gray NB-52E used in the Control Configured Vehicles (CCV) program that used canards to reduce structural stress from turbulence, lying in pieces.  Early the previous year, a manager in charge of the AMARC storage yard told me he was trying to save that one-of-a-kind aircraft from being scrapped due to the START agreement, which gave just a few months to designate any B-52 as a  museum piece.  Unfortunately, nobody took him up on his offer… and the bomber became one of hundreds destined to be destroyed.

A crane fitted with an 80-foot boom, with a 13,500 pound steel blade attached to its’ cable, would make a series of 4 cuts to a B-52 to decommission it.  The wings, tail, and nose would be sliced off the fuselage and arranged in a predetermined pattern for Soviet satellites to view and photograph.   The bombers were required to remain in place for 90 days after decommissioning, per treaty compliance and observation rules, before being hauled away for reclamation by nearby scrap dealers.  The going price of aluminum at that time was about $20,000 per B-52; some say the Air Force got a monetary return from its investment!

Although it took a few years to fully decommission the stored B-52 fleet, seeing just a handful of the huge aircraft lying in pieces on the desert ground was awe inspiring at the least.  On one hand, viewing such powerful aircraft in their states of destruction dismayed me, but the fact that the countries that signed the SALT and START treaties hadn’t gone to war, partly due to the B-52s deterrence, evened the score a bit.  They had done their part well, and now it was time for their bones to be reclaimed and used in some other way.

Ken Kula (photos by me too)

Thunder over Michigan is the best “themed” airshow in the country as well as one of the biggest.  Most airshows follow a pattern of “try to get airplanes” so people will come and watch it (hence raising money for the local museum, etc).   “Thunder”, as it is known is the airshow that supports the Yankee Air Museum which is based in Ypsilanti Michigan just a few miles west of Detroit.  The Museum was started back in 1981, and I first stopped in when I was working for Chrysler in Detroit a few years later.  It was the beginning of a long relationship with this group and their upcoming airshow.  At that time they had just acquired a well used and tired B-17 fire bomber and were in the process of restoring it.  Honestly, it looked to me like a project that would never be finished.  The end result was the magnificent “Yankee Lady” which is one the best B-17s still flying.  The museum sells rides in the B-17, as well their beautiful B-25 and C-47 to help support the museum.

“Themes” go back to Walt Disney in the late 1950s and his invention of the “theme park”.   The Thunder airshow knew in the beginning that it had to do something to attract attention in the show.  They invented the “theme air show”.  For example, last year it was “B-17s” and they managed to attract nearly every flying B-17 in the country to the show.  A few years before the theme was B-25s and they had about 15 B-25s on the ramp; another year they filled the ramp with most of the flying TBM Avengers in the USA.  They have done this with so many different themes it’s incredible.  They have brought us the Collings Foundation’s F-4 Phantom and an F-100 in the past.  These are aircraft rarely seen away from their home bases and to get them to Michigan is a feat (very expensive feat that is).  Kevin Walsh and Michael Luther who run the show have a great staff working with them to coordinate and manage all the aircraft that come in and take care of their crews and other needs

The theme of this year’s show is the “Centennial of Naval Aviation” and Thunder is one of the few shows that have been approved as an Official USN 100^th Anniversary site.  This allows them to get access to some of the specially painted Naval aircraft.  For the Centennial the Navy painted a lot of aircraft in “retro” commemorative paint schemes which has been very popular with the airshow crowds and public in general.  Seeing more than one or two of those birds at any event is considered a treat, so far they have 6 of them scheduled.  I can imagine this to be one of the largest gatherings of those airplanes since the official debut at San Diego this spring.  The end of a great day at the show is the Blue Angels performance.  No doubt the Angels will put on a show you can’t miss.  Also here should be John O’Connor’s Blue Angel’s painted BearCat giving us some idea of what the Angels flew in the early years.

There was a “Gathering of Corsairs” in Connecticut a few years back with 4 Corsairs in final attendance.  Thunder has EIGHT (yes Corsairs scheduled to attend as well as two REAL Japanese Zeros.  The Zeros are based in Texas and California and are rarely seen in this part of the world.   There will be a Wildcat, Dauntless and Helldiver.  Also scheduled is a civilian A-4B Skyhawk and many others.

The Army Air Corp will be well represented with at least four P-51s and two B-25s.  There are reenactors who stage a WWII land battle every year, a real game of Axis vs. Allies.  At Thunder the troops are not alone and have air support.  In the past there was CLOSE (and I mean CLOSE and LOW) air cover by P-51s flown by Vlado Lenoch and Jimmy Leeward.  Another year there was a real ME-109 (Daimler engined) supporting the Germans being chased and driven off by a Hurricane.  To see those two in the air at the same time was interesting to say the least.  Both were about the only surviving ones of their type in this hemisphere.  This year, expect the Germans to have cover from the FW-190 from the Military Air Museum.  Of course the allies will be looking at some Mustang support of their own.  Photos from this year should be nothing short of amazing.

Civilian jets include a MIG-21, MIG-17, T-33, L-39, Iskra TS-11, and the previously mentioned A-4B.  The jet contingent will have a lot of military aircraft too.

By my count there are at least 79 featured aircraft scheduled to attend.  The list can be found at http://www.yankeeairmuseum.org/airshow/performers_attractions.php As with all airshows, bear in mind that some scheduled aircraft may not be able to attend due to weather or mechanical problems.

Along with inventing the “theme airshow”, the people at Thunder also seemed to invent “hospitality tents” for airshows.  In the days of old, you got in the airshow and sat on the grass, then you could bring in chairs, and it got more involved.  Other sporting events had hospitality tents where you could get a seat in the shade and have a drink or some food.  Nobody ever thought about bringing that to the airshow arena until Thunder.   For an additional charge beyond admission, you can get into a tent on the flight line with chairs, food, drinks, and the best seats in the house.   I’ve done the special packages in the past and they are well worth it.  Going to an airshow like this is special, you might as well enjoy it to the max.  Check the Thunder website to see what is available and tickets can be purchased in advance on line.

Thunder Over Michigan this year may be one of the best shows of the season.  The pictures you take will let you relive this experience for a lifetime.  If you are in the area, you need to go.   If you are not in the area, you still need to go.  If you have to crawl to get there, you need to go.  If you are short on funds, well, having two kidneys is overrated and you should sell one and go.   If you don’t go, you are going to hate yourself on Monday morning.  Needless to say you will see me and my family there, it’s going to be a great time.

The Thunder Over Michigan Airshow is July 23^rd and 24^th 2011,  The Yankee Air Force website can be found at http://www.yankeeairmuseum.org .  Note on the photos; some are taken at prior Thunder Over Michigan air shows, some are taken at other shows across the country; some are actual planes scheduled to be at this year’s Thunder and some represent types scheduled to be there.

You can contact the author, Mark Hrutkay, at TNMark@Me.Com.

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