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

Dear Luke Supporter:

The future of Luke Air Force Base is in your hands. 

Help Luke retain its seven-decade tradition of training the world’s greatest fighter pilots.  The next 6-months are critical for Luke’s future as the United States Air Force evaluates the base as one of the key training sites for the F-35 Lightning II, a next-generation fighter aircraft that will replace F-16.

If awarded the -35 training mission, Luke remains strong for decades to come, and can anticipate seeing an infusion of $120-$206 million in construction-related projects over the next few years. Much of this investment will positively impact the state’s economy with local labor and suppliers of construction material. The new mission will also generate additional employment and construction jobs, wages, consumer spending and investments throughout the West Valley and state.

Please help by clicking on the link below to send an electronic postcard to the U.S. Air Force affirming that Luke AFB is the right location for the F-35 mission. 

Click here to send an electronic postcard!

If you prefer to send your own letter or fax or email it yourself, please use the following:

Address for submission of letters:

HQ AETC/A7CPP,
Attn: David Martin, Air Force Contractor and Kim Fornof
266 F Street West, Bldg. 901
Randolph AFB, TX 78150-4319

Fax      210-652-5649
Email   aetc.a7cpp.inbox@us.af.mil

All written comments must be postmarked or received by March 14, 2012

2012

IF you are in the PHX. Area  Please Attend a Public Hearing and Voice Your Support!

We also encourage you to attend one of the four public hearings to voice your support for the F-35 mission personally. All hearings include an open house session from 5 to 6 pm, followed by a presentation and formal public comment session from 6 to 8 pm.

Feb 13:            Wigwam Resort, Ballroom
300 E. Wigwam Blvd
Litchfield Park, AZ 85340

Feb 14:            El Mirage Elementary School, Gymnasium
13500 N El Mirage Road
El Mirage, AZ 85335

Feb 15:            Sundial Recreation Center, Auditorium
14800 N 104rd Ave
Sun City, AZ 85351

Feb 16:            Gila Bend Unified School District, Cafeteria
308 N Martin Ave
Gila Bend, AZ 85337
More information is available at http://www.f-35atrainingeis.com/.

-The Luke Forward Team

On January 14, 2012 just before noon the only flight-worthy EC-121 Warning Star throttled up its four 18-cylinder R3350’s and sent this Connie barreling down Camarillo’s runway; destination:  Yanks Air Museum, Chino airport.  Sliding the four throttles forward symbolized the completion of a seven year project to get this super constellation back into the air.  Completing the flight from Camarillo to Chino in about an hour, the Connie made one pass above the runway before entering the pattern and making a smooth touchdown.  Taxiing to the Yanks hangar seemed to take forever, like the crew and Connie wanted to savor the greatness for as long as possible.

Lockheed, including the legendary Kelly Johnson, sought out to meet the airlines’ challenges to provide a 40-passenger transcontinental aircraft – design on the Constellation began.  With the outbreak of WWII, Constellations were converted to C-69s for military transport.  In 1954 the EC-121 was introduced to provide airborne intelligence gathering, much like the AWACS role in the modern era.  The EC-121s could be immediately identified from other Connies by their two large radomes, one on top and one on the bottom.  While the Constellations provided dignified military service, civilian Constellations were very successful airliners setting many records; some that still stand today.

Yanks’ EC-121, now N548GF, was delivered to the US Air Force in the summer of 1955 to be part of the 552^nd Airborne Early Warning Wing at McClellan AFB in California.  Through its career, the aircraft spent time in Florida, Taiwan, South Korea, Iceland, and finally to Davis Monthan for storage in 1978.  The aircraft was acquired by Yanks in 2004 and underwent restoration to flight worthy status into 2012.

Walking up the airstairs and crawling through the forward door into the airplane felt like an once-in-a-lifetime experience.  Everything about the inside of the aircraft was very interesting; so many things on that airplane just aren’t seen anymore.  A flight engineer station has gone the way of the dinosaurs, including its separate throttle levers from the pilot’s throttles.  A navigator’s station has been replaced in most aircraft by a small screen that receives a satellite signal.  The electrical intelligence equipment all was dated and had a nostalgic 50’s and 60’s look to it – radiation hazard warnings and all.  Everything about this constellation screamed cool nostalgia; even the smell – if smells scream.  In an era where things get smaller, simpler, cleaner it is refreshing to see firsthand the complexities of the past:  racks of electronics with all the exposed connectors, switches galore, lots of boxes with lots of buttons, and the quintessential circular yellow screen radar display.  The complexity isn’t better shown than by the 18 member crew – in some cases the crew was in excess of 30.

As usual, being near a radial engine monster is a moving experience – walking over after shutdown with the smell of exhaust and oil lingering in the air, watching museum workers scurry over to place pans under the engines to catch the oil from the engines, and just basking in the sheer excitement of the crowd upon seeing this Connie.  During flight it seems as if engine three decided to leak a little more oil than normal from the otherwise steady streaming radials.  A close inspection of the pictures shows a brown wavy line down the fuselage – that’s oil, and a lot of it.  But who cares?  It’s a radial, they leak oil, that’s life and a mighty fine one at that.  The little intricacies like that made this event really special; all too often are we concerned about noise abatement, lowering CO₂ and NO_x emissions, higher fuel consumptions, and more passengers per flight; while these are all noble pursuits, once in a while it’s refreshing to throw that all to the wind, burn tons of fuel – the louder the better, leak oil, make a low pass, and firewall the throttles.

The arrival of N548GF to Chino adds the largest aircraft to the Yanks collection of more than 170 aircraft.  The Yanks collection is the largest private collection of American WWII aircraft; many of their aircraft are the last surviving examples of their kind.  All aircraft are restored to original condition and are flight worthy, the only non-factory modifications are those required by the FAA to fly the aircraft in the national airspace system.  This EC-121 is another exemplary piece of aviation history that fits well in the Yanks collection.  Big thanks go out to Yanks for hosting the arrival of their aircraft so a small group could stand in awe as tons of fuel was burnt and oil spilt in the name of bringing this lumbering beauty home.  The Yanks Air Museum can be found at:  http://www.yanksair.com/

You can contact the writer, Matt Shinavar, at matt.shinavar@gmail.com

Woo Hoo!  Airshow season is back, albeit to a slow start.  Cable airshow is the first airshow in the southern California area after the long and cold break since Nellis in November.

Cable airport is a relatively small general aviation airport in Upland, California.  Like many general aviation airports in suburban areas there is quite the assortment of Cessnas, Pipers, and Cirruses, among others.  For one weekend, the lineup at Cable is quite different and much more diverse, and it draws quite the crowd.

As appears to be airshow standard, the show started off with the National Anthem and skydivers.  Shortly following the landing of all the skydivers, Rob Harrison – the Tumbling Bear – started his Zlin 50LS and took the runway putting on his usual top notch acrobatic performance.  The dynamic between Rob and his wife in the pilot and announcer roles is nearly unmatched and a welcomed something extra to the performance.  After the high speeds and g’s of Rob’s performance, the schedule swung back the other way into the low speed regime of flight.  Clay Lacy took the runway in his Pilatus Turbo Porter, and in usual fashion dazzled the crowd with a near zero length takeoff, low speed turns at a high bank angle, and low speed performance one generally does not expect out of an airplane; a real treat for the aviation enthusiast.  Sammy Mason started his third airshow season by taking off to perform aerobatics in a Stearman, keeping in line with low-speed performance.  Normally, that doesn’t sound terribly exciting until the audience learned Sammy is only 17.  Sammy is quite the accomplished pilot upon a quick review of his flying resume at such a young age.

Keeping the crowd on their toes with the pendulum-like swinging from high performance to slow speed flight, Doug Jardine took off in the Sbach 342 “Thunderbolt”.  Being a modern composite airframe with a powerful engine, the performance was nothing short of spectacular.  These performances were repeated in the afternoon show along with Dr. D’s Old Time Aerobatics in the Taylorcraft after a car show parade and RC airplane demonstration through the lunch hour.  After the Sbach 342 performance, there was an extensive demonstration of warbirds, antique, vintage, and homebuilt aircraft.

The lineup of warbirds, antique, vintage, and homebuilt aircraft included, among others:  a FM-2 Wildcat from the Commemorative Air Force, three Ryan PT-22s in formation with a Stearman, an AN-2 “Big Panda” with low speed flight in the largest biplane mass produced, a Yak-18 painted in Aeroflot livery, and a formation of Van’s RVs.

The afternoon show kicked off with a C-53, Victory Girl, dropping the Just In Time Parachute Team.  The delightful morning performances were then repeated to dazzle late comers to the airshow.

While all these demonstrations were performed throughout the day, the public was able to purchase rides in Robinson R22’s, Cessna 172’s, a North American T-6, and a de Havilland Tiger Moth.

This is the first year I have attended the Cable airshow, despite it being the closest airshow to me.  I had my doubts:  small airport, small airshow, entry fee, no jets, etc…  After attending this year, it became quite apparent all those years of missing the show have been a big mistake on my part.  I know I will be attending next year for sure.

Written by Matt Shinavar

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

 On January 7, 2012 at 6:00 am, I made my way to the Planes of Fame Air Museum in Chino, California. There, I was to be a passenger in the museum’s Cessna L-19 Birddog that was scheduled to be on static display the Cable Airshow in Upland, California. To say I was excited to fly in the Birddog, let alone to an airshow, and with my good friend at the controls for his first airshow, would be an understatement.

The Aircraft

The L-19 was designed for the U.S. Army as a light observation aircraft. It was used as an artillery spotting platform, medevac, and pilot training in the Korean and Vietnam wars. The U.S. Army retired the Birddog in 1974. The Planes of Fame Air Museum has an excellent flying example of one of the 3,200 plus Birddogs that were built during the 1950s.

The Planes of Fame Air Museums' Cessna L-19 Birddog.

The Pilot

My good friend, Scott Turner was to pilot our Birddog today. Scott is a senior captain with a major airline and a museum volunteer since 2008. Scott started off at the museum washing and waxing airplanes and then moved up to ground crewing “Wee Willie II.” In 2010, Scott was given his first restoration project – The museum’s OV-1 Mohawk. Turner is expecting to have the Mohawk flying in late 2012. In early 2011, the museum’s chief pilot, Kevin Eldridge, asked Scott to fly the Birddog.  Several months later, Scott’s dream of piloting a Planes of Fame aircraft was realized.

Planes of Fame's newest warbird pilot – Scott Turner (Photo by Andrea Eldridge).

The Flight

At 7:00 am we pushed the 1,600 pound Cessna out of the hanger and Turner started his pre-flight. While Scott pre-flighted, I took photos that would document Scott’s first airshow as a Planes of Fame pilot. Once the pre-flight was done it was time to depart for our 8 mile trip to Cable airport. From the backseat of our Birddog, I snapped away, trying to get some interesting shots of Scott at the controls. The L-19 was a great little airplane to fly in. It had exceptional visibility, surprisingly spacious for a small aircraft, and overall very exciting to fly in. I imagined what courage the pilots had, flying these L-19s (small, non-armored, and lightly armed) over the hostile skies of Korea and Vietnam. Cruising at 100 mph, we arrived at Cable airport in less than 15 minutes. We taxied in, parked, and enjoyed the airshow.

My backseat view!

The Airshow

This was the 37th Cable Airshow that featured world class pilots and aircraft. Pilots that included 17 year old Sammy Mason flying his 1941 Stearman, Frank Donnelly aerobatics, Doug Jardin and his Sbach 342, and the legendary Clay Lacy and his very orange “Super STOL” Pilatus. In addition, there were air demos by the Commemorative Air Force’s AN-2 (the world’s largest bi-plane) and C-53 (which was the drop shop for the airshow skydivers). The day was filled with other flying from a large variety of aircraft that included T-6 Texans, home built planes, and a demonstration from the Corona Remote Control Model Club.

In addition to the fabulous flying, there was a car show, historical vehicle parade, and what would any airshow be without great food. Those attending the show had a wide variety of outstanding food to choose from – smoothies to sausages, chicken bowl to funnel cakes, there was something for everyone.

Overhead at the Cable Airshow.

On final to Cable Airport.

The Flight Home

At 3:45 pm, the Cable airport was open to general aviation traffic and time for us to depart. Once again we mounted up, taxied our Birddog to the runway, powered up, and off we went.  Airborne over the runway, Scott gave a “wing wag” to the crowd and then pointed the L-19 towards Chino. The trip home was just as exciting as our trip to Cable.

I would like to thank Scott Turner for inviting me to be his L-19 Birddog “backseater.” It was a great experience and it was a privilege to document my friend’s first airshow as a Planes of Fame pilot.

Crew Birddog (Photo by Andrea Eldridge).

Taxing for out our for departure (CAF C-53 on the right).

Back home.

Information on the Planes of Fame Air museum can be found at their website (www.planesoffame.org) and additional information on the L-19 Birddog can be located at the International Birddog Association website (www.ibdaweb.com).

On January 14th the Arizona Wing of the Commemorative Air Force, hosted  ”A Legacy of Honor, Valor and Pride: A Tribute to the Tuskegee Airman” . Several hundred people turned out to honor the service and sacrifice of the warriors known as the Tuskegee Airman. On hand were several Tuskegee airmen from the Archer-Ragsdale, Arizona Chapter of the TAI.

A presentation of colors was performed by re-enactors portraying Buffalo Soldiers. Mesa, Arizona Mayor Scott Smith gave opening remarks, followed by a moving memorial prayer by Chaplain Porter, to honor those brave warriors who have gone west.  Mr. Richar Toliver, of the Archer-Ragsdale chapter, spoke about the history and legacy of the Tuskegee program. The success of the Tuskegee airmen opened the doors for future generations of African Americans, who wanted to serve their country. The sacrifices made by the men of  the Tuskegee breaking down racial discrimination, helped to inspire both men and women to serve.

This was very evident by the evenings key note speaker and award presenter Major General Marcia Anderson (The highest-ranked woman of color in the U.S. Army).  During the award ceremony Mr. Mel Rohden spoke the words of  Martin Luther King. The event was very moving and a wonderful way to pay tribute to the legacy of these great men.

After a short meet and greet with the honorees, we took our seats and enjoyed a screening of the movie “Double Victory”  Tuskegee Airmen tell their story,  a George Lucas  documentary companion to the upcoming Red Tails film. Red Tails Directed and produced by George Lucas, will be in  theaters January 20th 2012. http://www.redtails2012.com/

Facebook  http://www.facebook.com/RedTails?sk=wall

Honorees:

Fred Archer  (1921-1988)

Natahiel Carr, Sr. (1921-2005)

Vernon Haywood  (1920-2003)

Lincoln Ragsdale,Sr. (1926-1995)

Luke Weathers (1920-2011)

Bob Ashby

George Campbell

Charles Cooper

Thurston Gaines

Ivie Giles

Asa Herring

Rudolph Silas

Howard Williams

12►

Aviation Nation 2011 turned out to be the best show I have attend in many years. Being held the second week of November usually is hit or miss with the weather normally cold and wet. Having it on Veteran’s Day weekend is risky as Vegas turns cold the week following Halloween but this year proved to be different. We attended the practice show on Friday and the day started with gray and overcast skies which never really improved. We did enjoy it, as the crowd was a lot smaller than what we knew would be there for the free show on Saturday and Sunday.

This years show was titled “70 years of air power in Las Vegas”. They must have planed something new as late Friday afternoon we witnessed something new to our eyes. The show had a new routine called ”Present Day Air-to-Air Demonstration” an F-15C vs. F-16C Aggressor Capabilities Demonstration. The Aggressor’s 64th launched four aircraft followed by F-15C’s and F-15 Strike Eagles and they went up and did a scenario where there were good guys and bad guys. The F-16’s and F-15’s chased each other around and then they started popping flares. This took every one by surprise as this was the first time any one had seen flares used at a U.S. Show in a very long time. Seems now all the talk about the show centers around this act.

Saturday started with clear skies and warm temperatures. This turned out to be a wonderful change from years gone by. Usually you’d get on day that is good and another day that is cold rainy. It’s a crap shoot in Vegas with the weather. But this year we had nice weather both days.

This year also seemed to have a different feel with the crowd and the performers. We attended as media and that afforded us special access to some of the ”Hot Pits”. We met some very nice performers and we were asked to help out some of the teams with ”Team Photos”. This marks the last Air Show of the year for most of the Military Teams and we provided photographic services for these teams. The A-10 West Demo Team from Davis-Monthan was changing and Captain Joe ”Rifle” Shetterly was stepping down. The newest Demo Team pilot is Major John ”Beercan” Collier who was a member of this year’s team as A-10 pilot Safety Officer.

We also met with Captain Brad Lang who is involved with the CAF Red Tail Squadron and the RISE ABOVE Traveling Exhibit. Brad is a Captain for Delta Airlines in regular life. Brad is on the road with the CAF Red Tail as he is the only Mustang type-rated African-American pilot in North America. Special guest was Michael Dorn of Star Track fame.

The RISE ABOVE Traveling Exhibit is one-of-a-kind. It is housed in a 53’ long customized trailer with sides that slide out to create a 30-seat climate-controlled movie theater with a 180-degree screen. The exciting original movie, “RISE ABOVE” is certain to entertain as well as educate viewers.

The exhibit is sponsored by the Texas Flying Legends Museum based in Houston, TX. Like the CAF Red Tail Squadron, the Texas Flying Legends Museum uses aviation and history as educational tools. Visit with them here.. http://www.redtail.org/

There were a lot of local services displays from the local community. Las Vegas Metro Police Dept. had their Search and Rescue Unit there. L.A.P.D had their air unit there as the Nevada Highway Patrol out with a Mobile Command Unit and cruiser.

Nellis AFB also rolled out a nice line-up of local aircraft. There were aircraft from the local units. These comprised of A-10 Thunderbolt II, F-15 Eagle, F-15E Strike, Eagle F-16 Fighting Falcon, F-22A Raptor, HH-60G Pave Hawk, and a MQ-1B Predator MQ-9 Reaper. There was a B-2 on static display from Whiteman AFB ”The Spirit of Nebraska”. The U. S. navy showed up with a pair of Super Hornets as well.

Aviation Nation was the first airshow back for the C-17 Demo Team from March following the crash of an aircraft up in Alaska.

The newest members of the show were the two newly painted Aggressor aircraft in two new distinct paint schemes!! One from the 64th Aggressors was an Arctic scheme painted Black White and gray F-16. This aircraft we were told had been out of the paint shop for a mere 4 days. The other aircraft a F-15C from the 65th Aggressor squadron was a new Blue Splinter scheme on aircraft 509. These really grabbed our attention and we ended up talking with Aggressor pilots for over two hours. Thanks for the info!!

Attending Fridays show was extra special as the Thunderbird hangar and museum were open for two hours after the show. We had toured these last year when we attended the ISAP convention held in Las Vegas. It’s always a treat. But this time we got to visit with the Thunderbird personal and we got to drink a cold one at their bar called ”The Perch”.

But the highlight of the weekend for me was being invited by the F-4 Demo Team pilot Lt. Col. Patrick ”Ichi” Karg to visit in the cockpit of the Phantom!! My father had been an F-4 Phantom mechanic during the Vietnam era and to be able to climb up and sit in the drivers seat in this magnificent machine was a dream come true!!

The weather held out all weekend making for some dry parched throats, by the time the show ended Sunday afternoon. We had had a blast and this year and we didn\’t want the show to end. The Military Police started their sweep line just before sunset and there were a lot of people that had a hard time heading for the buses. We only wished we had more time to take in this event. We had attended three days and still had energy left…if only they had a Monday show!!

I have to give the planners of this event their just recognition!! They event was blessed with good weather and the line-up changes made for a wonderful show. We had met old friends and we have made a few new friends. We left the show not wanting to go and now we can\’t wait for next years show!!! So to all involved….a huge “Job Well Done!!”

A Special Thanks to the Nellis Public Affairs Office!!!

12►

FOR IMMEDIATE RELEASE

 In a press conference to discuss the future of the National Championship Air Races, the

Reno Air Racing Association (RARA) announced on Wednesday the formation of a Blue Ribbon ReviewPanel to study the event. The panel will examine any possible changes or modifications that could bemade to enhance the already high level of safety established by the FAA and existing RARA procedures.

 RARA also announced that, despite many challenges in the near and long term future, they are planningto hold the 49th Annual National Championship Air Races at the Reno‐Stead Airfield, Sept. 12 – 16, 2012.“Buoyed by the overwhelming support of the victims and families of last year’s terrible tragedy, our sponsors, air race participants and fans and aviation enthusiasts all over the world, we are absolutely committed to doing everything we can to hold this historic event in 2012,” said Mike Houghton,president and CEO of RARA. “The safety of our fans and pilots has always been our foremost andprimary concern, which is why we feel so strongly about a blue ribbon review. This effort is not designed to interfere or duplicate the efforts of the National Transportation Safety Board and we will continue to cooperate with them to the fullest extent.”

 The panel conducted its first meeting shortly after the press conference and will release its preliminaryresults and recommendations to RARA within the next 90 days, allowing race officials to study them before the event’s annual Pylon Racing Seminar (PRS) in June. Headed by former Chairman of the National Transportation Safety Board (NTSB), Jim Hall, and formerAssociate Administrator for Aviation Safety for the Federal Aviation Administration (FAA), Nick Sabatini,the four members of the panel bring a wide breadth and depth of experience. The panel is rounded out with two aviation legends, Steve Hinton, a highlyacclaimed movie stunt pilot, aviation choreographer,two-time national Unlimited Air Race champion and current pace plane pilot in the Unlimited Class, and John Sharp, an aeronautical engineer and the winningest pilot in the history of air racing.“In addition to the blue ribbon panel, as is an annual matter of course, we will work with the race classes and emergency responders to conduct an internal review, in the very near future, of all of the event’s operations and procedures,” said Houghton. “Until we get further down the road, we will not speculate on possible changes to the event or the results of either of these reviews or the NTSB investigation.

As has been the case, the NTSB has asked that they remain the point for all communications related to the accident.”The not‐for‐profit event is a year‐round effort that regularly attracts more than 200,000 spectators and generates an estimated $85 million annually to northern Nevada’s economy. It was also announced that, RARA had a loss of up to $1.5 million for 2011. Race officials wanted to make it very clear that, while this financial loss presents a significant hurdle, thanks to the continued generosity, sympathy and support of the event’s fans and sponsors, the loss could be overcome.

 “We know there are many people in our organization, our community and all over the world who havebeen significantly impacted by last year’s tragedy and our thoughts and prayers remain with them,” said Houghton. “However, we have heard from a vast majority of these people that this event must continue on and many of our fans and sponsors have volunteered to do whatever they can in order to help ensure the successful continuation of the National Championship Air Races. It’s in this spirit that we’re working towards holding a poignant and successful event in 2012.”

 In order for the 2012 event to occur, RARA must receive permits from the City of Reno, Reno Tahoe Airport Authority and the FAA. RARA has already begun to initiate conversations with each of these entities regarding permitting for 2012 and these conversations are ongoing.“For planning purposes, we have to receive our waiver from the FAA for PRS by the end of February or March, at the latest,” said Houghton. “This will provide a pretty good indication of our ability to get permits and waivers for September’s event. Regardless, many people, including victims of the accident, have told us they are coming to Reno in September, one way or another. We’ll do whatever we have to do in order to memorialize and celebrate courage, passion and indomitable spirit that is so often associated with aviation but, more importantly, was so vividly exhibited during the accident and the weeks and months since, even if that means just holding a memorial air show.”

 For more information on the National Championship Air Races, visit  www.airrace.org

SEATTLE— Santa Claus ditched his sleigh Saturday and flew in a 1952 de Havilland Beaver.

Santa and Mrs. Claus fly past the Seattle Space Needle. (Photo by John Harrell)

The Jolly Christmas icon arrived at this city’s Museum of Flight aboard a restored single-prop aircraft dubbed “Santa One,” greeting eager children and their parents with Mrs. Claus on a visit from the North Pole.

Santa decided to travel by plane instead of his traditional sleigh because his reindeer are unavailable during daylight hours, he said, and also because they need to rest for next week’s midnight marathon around the world.

“Rudolph and Dancer and Prancer and the rest, they’re resting up because they’ve got a big night” on Christmas Eve, he said.  “And it’s daytime, and they can’t fly in the daytime,” he said.

Santa waves to his adoring fans. (Photo by Jeremy Dwyer-Lindgren)

Santa and Mrs. Claus had smooth sailing on approach to runway 13-R at King County International Airport (KBFI, “Boeing Field”), whose tarmac abuts the museum, on a chilly, partly-cloudy morning.  The clear air afforded the Christmas couple wide views of the Puget Sound region on their approach past downtown Seattle and the Space Needle.

Santa Claus is familiar with Seattle from the air, since he sees the city from his sleigh once a year.  But a mathematical analysis by NYCAviation suggests that his customary airspeed on Christmas Eve is far faster than the Beaver flew en route to the museum, in order to allow him to visit the countless houses of the world in a single night.

Santa One passed by the downtown core at only about 120 miles per hour, according to Douglas DeVries, vice chairman of the board of trustees for the Museum of Flight and the pilot of Santa One.  While that’s a minuscule fraction of the average speed of Santa’s sleigh, DeVries called it “rocket-speed for a Beaver.”

The aircraft’s 59-year history has taken it to Hawaii, the Sound region, British Columbia, and points north, said DeVries.

It was badly damaged in Hawaii while a production piece in the 1998 feature film Six Days Seven Nights, said DeVries.  The plane’s cockpit was compromised, he said, and its starboard wing had folded back toward the fuselage.

DeVries purchased the aircraft from a wrecking yard in Colorado, he said, and spent six years restoring the plane to airworthiness.  He replaced almost all of its fuselage skin, except for one piece of the original, which he retained as a memento of the plane’s former life.

He also gave it its new tail number—registry N67DN—as a tribute to the movie it had helped make, DeVries said.

Santa Claus could almost have hopped aboard the airplane in 2008 when DeVries attempted to fly it to the magnetic north pole.  DeVries’ trip was hindered by an iced-over waterway at a refueling stop, which prevented the ski-equipped airplane from landing there.  DeVries finished the 12,000-mile arctic trip, but he would have to wait to speak to the North Pole’s chief resident in person.

Such a meeting took place Saturday, with Santa and Mrs. Claus seated in the mid-cabin row aboard DeVries’ restored Beaver.  Removing their headsets, the Clauses climbed out of the plane to the welcome of their young admirers, who had turned out in scores for their arrival at the museum.

Moments later, the queue to meet Santa and Mrs. Claus inside the museum wrapped around much of the lower-floor exhibit.  Elves in bright red and green ushered children forward to meet them beneath the cut-out USAir fuselage that forms part of the museum’s collection.

Santa’s helpers had been dispatched ahead of Santa One on an advance team, said Alexa, a 14-year-old elf, while ushering the long line of children awaiting their turn with Santa.

Alexa’s presence was “part of an elf exchange program,” she said.  “I’m sent down here [from the North Pole] to make sure which kids are naughty or nice, and then I report back to Santa.”

She prefers Seattle to the North Pole.  “It’s always cold up there,” she said.  “Yeah, I like snow, but I don’t like it constantly cold.”

“My favorite part was sitting on Santa’s lap,” said Christopher, 5, of Puyallup, Wash., after his turn visiting Mr. and Mrs. Claus.

News of DeVries’ North Pole attempt in 2008 made its way to the Claus workshop, said DeVries.  “Santa heard that we were trying to get to his house three years ago in the Beaver,” which helped inspire the Claus couple’s interest in stopping at the museum, DeVries said.

“What Doug wants for Christmas,” joked wife Robbi DeVries with Santa present, “is his fuel back.”

The fuel, all 2,400 pounds of it, is still waiting to be reclaimed from the unreached stopover point, the pilot said.

Santa Claus did not immediately comment.

Santa checks out the de Havilland Beaver prior to departure. (Photo by Jeremy Dwyer-Lindgren)

Notes – Character actors Clyde Bock and Mary Jane Donaldson contributed significantly to the unfolding of this story.