According to city officials, the accident happened during the Las Cruces Air & Space Expo at Las Cruces International Airport (KLRU). Coleman, 61, was the only person on board the aircraft. 

The accident occurred at 2:30 p.m. MDT, the Las Cruces Sun-News reported. Many spectators caught the accident on cell phone video. Witnesses told authorities that the aircraft dove toward the ground then disappeared in a cloud of dirt behind scrub brush. 

Terre Blevins was one of the spectators who caught Coleman’s performance on her mobile phone. On the video, which was obtained by the Las Cruces Bulletin, Blevins can be heard asking, “Did he crash?” followed by exclamations and cries of dismay from other audience members.

That is immediately followed by the airshow announcer asking that people refrain from posting about the event on social media citing a lack of information and the desire to be respectful of Coleman’s family. The remainder of the airshow was canceled.

The accident is being investigated by the New Mexico State Police, FAA, and National Transportation Safety Board. The NTSB is requesting those who may have captured the event in video or in photographs to share their images by posting on the agency website here.

Career Legacy

Coleman was a member of the Mojave Space Port Governing Board, serving as its treasurer.

According to the organization, he had more than 35 years of experience in the aerospace industry as an engineer, ATP-rated pilot, A&P/IA mechanic, test pilot, and airshow performer.

He had logged time in more than 100 types of aircraft. He also served as a senior designer at McDonnell Douglas, lending his talents to the development of many aircraft, including the F-18. Coleman was also a test pilot for the ICON A5.

An experienced flight instructor, Coleman provided flight training to the pilots of SpaceShipOne in preparation for their suborbital flights, which resulted in winning the $10 million Ansari X Prize in 2004. He also flew the chase aircraft for the mission.

• READ MORE: How Does Top Gun: Maverick Stack Up?

According to his website, he had 4,300 hours flying in the accident aircraft.

In addition to being a test pilot and flying in airshows, Coleman offered aerobatic flight training.

Coleman had some high-profile clients, among them the pilots for Virgin Galactic.

In 2018 he was called upon to provide flight training for the actors portraying Naval aviators in Top Gun: Maverick. He provided over 140 hours of flight instruction for the actors to prepare them for g-forces they would feel when filming the flying scenes.

The post Pilot Chuck Coleman Killed in Airshow Crash appeared first on FLYING Magazine.

According to base officials, the storm produced wind gusts in excess of 50 mph. It came through early in the morning before the crowds had arrived, bringing with it lightning and rain.

The airshow held the day before had attracted more than 65,000 visitors, according to an U.S. Air Force spokesperson.

Of those injured, six were military medical personnel and four were civilian vendors. All were outside on the flight line when the damaging winds occurred. 

“Due to the timing of the inclement weather, spectators had not entered the event area,” the spokesperson said.

Additionally, some vendors reported damage to booths and the wind relocated many portable toilets. One building on base was struck by lightning, but there was no reported damage to the structure.

Because of damages to services, Sunday’s airshow was canceled.

Video of the show area during the storm showed flattened tents and chairs, and aircraft blowing across a water-logged ramp. There were no reports of significant damage to the larger aircraft on display. 

Airmen made several foreign object debris (FOD) walks looking for trash and parts of aircraft deposited on the ramp by the storm.

“Safety is always our first priority at McConnell, especially when it comes to hosting the community for an airshow,” the spokesman told FLYING.

The post Injuries Reported After Severe Storm Strikes Before Airshow appeared first on FLYING Magazine.

It’s not that we can’t fly during the short, colder days. It’s just not worth the bother in the frozen states. Bundling up for the trek to the hangar, arranging for some engine heat, wondering if the battery is up to the start, chipping leftover snowplow detritus from the rollout path—naw, too much trouble, wait for a better day.

• READ MORE: 5 Things to Look Forward to at 2024 Sun ‘n Fun Aerospace Expo

Floridians, meanwhile, fire up in their shirtsleeves and fly right on through winter. It was 50 years ago that folks in some enterprising EAA chapters thought up the idea of inviting their pale, pasty northern friends down to the lake country in Florida for an end-of-winter get-together. Quickly dubbed Sun’n Fun, the fly-in/airshow took off like, well, spring break with airplanes. This year’s event runs Tuesday, April 9, through Sunday, April 14.

The site at Lakeland Linder International Airport (KLAL) couldn’t be a better choice. Nicely situated between the airspaces of the tourist mecca of Orlando and the Gulf Coast’s Tampa-St. Petersburg area, the venerable World War II facility, then called Drane Field, has adequate space and easy highway access from Interstate Highway 4’s corridor. 

Sport and experimental aircraft devotees flock in to mingle with all classes of flight, from balloons to ultralights, antiques to vintage, aerobatic to warbirds, and rotorcraft to seaplanes—you can find it all at Sun ’n Fun.

As with the midsummer extravaganza, EAA AirVenture, in Wisconsin, vendors soon latched on to the Sun ’n Fun explosion, and it became a showplace for products unveiled after winter gestation, with display hangars and booths galore. It’s a great place to shop for the latest innovations, or perhaps a fly-market find.

Daily (and sometimes nightly) airshows, constant flybys, lots of food choices, an on-field museum of flight, and educational seminars keep attendees entertained.

• READ MORE: Sun ‘n Fun 2024: Soar into the Skies with Unforgettable Airshow Spectacles

Getting in requires perusal of the 27-page NOTAM, available on the event website, which outlines the Lake Parker arrival procedure, which has been modified this year with a entry point on I-4 at Kermit Weeks’ Fantasy of Flight Museum complex (or even earlier), where one begins the 100-knot, 1,200-foot msl trek, heading southward to a racetrack turn point and westward to the north shore of the lake. From there, the interstate leads to another turn at two water towers prior to an interchange onto a 90-degree interception path to the downwind leg for either Runway 10L or 28R, depending on surface winds. 

Bear in mind that the 75-foot-wide arrival runway is normally used for a taxiway, and the paralleling main runway is reserved for other activity. As at Oshkosh, colored dots painted on the temporary runway are used as aiming points for separation. There’s also the Paradise City grass runway, well south of normal traffic, and Choppertown for the helicopters.

Walking around the grounds guarantees plenty of exercise, although the semicircular flight-line shape appears deceptively short compared to a straight-line layout. There’s abundant shade under the Spanish-moss-laden live oaks, under which northerners are advised to seek shelter from the unaccustomed sun. I routinely return from Sun ’n Fun with peeling skin, even with ample protection.

Editor’s Note: This article first appeared on Plane & Pilot.

The post Sun ’n Fun Kicks Off Spring Break for Aviation appeared first on FLYING Magazine.

The FAA’s Civil Aerospace Medical Institute (CAMI), which is the agency’s wing for medical certification, research, education, and occupational health, is looking for 260 pilots to help establish a baseline of knowledge. A similar call to action was made at the EAA AirVenture in Oshkosh, Wisconsin, last year and several hundred pilots participated.

The study will take place during the Sun ’n Fun Aerospace Expo on April 9-4 in Lakeland, Florida.

The purpose of the study, according to the FAA, is to evaluate the use of computerized cognitive tests as a screening tool for pilots who may have a medical condition that results in cognitive impairment, such as head injury, stroke, or reaction to certain medications, and wish to return to flight or duty status.

The selected volunteer pilots take four hours of computerized tests designed to measure pilot performance during tasks involving working memory, attention, mental rotation, and multitasking.

In order to participate, volunteers must hold a valid medical certificate and have flown at least once in the previous six months in either an aircraft or simulator. Volunteers must submit an application to be part of the study.

How to Apply

The FAA said that the identity of the aviators taking the tests will not be released to the agency, and there will be no impact on the participant pilot’s medical status.

The agency is still recruiting pilots 60 and older with an FAA Class I or II medical certificate and pilots 25 and older with an FAA Class III medical certificate. 

The pay is $300 to $500 depending on the level of medical certification. Payment comes upon completion of the tests.

If selected, you can expect a follow-up email or phone call from a third-party contractor to confirm your time slot. 

Pilots interested in participating in the study may find more information here.

The post FAA Seeking Pilots for Cognitive Study at Sun ’n Fun appeared first on FLYING Magazine.

These words from the transcript of audio recordings of the air boss and airshow participant testimony gathered by the National Transportation Safety Board (NTSB) have shed new light on the fatal midair collision of a Boeing B-17G Flying Fortress, known as Texas Raiders, and a Bell P-63F Kingcobra at the Wings Over Dallas airshow on November 12, 2022. 

All five aboard the B-17 and the pilot of the P-63 were killed when the fighter aircraft sliced into the bomber, severing the tail.

Both aircraft were registered to the American Airpower Heritage Museum and part of the Dallas-based Commemorative Air Force (CAF), a nonprofit organization dedicated to preserving and showing historical aircraft. The pilots were CAF volunteers.

• READ MORE: NTSB Releases Preliminary Report on Fatal Texas Midair Collision

NTSB’s docket contains more than 1,900 pages of “factual information, including reports on operations and human performance factors, airplane performance, airworthiness, and laboratory examinations.” This information is now available to the public, although the investigation is still ongoing.

The midair collision occurred in front of thousands and was captured on video and in photographs. The NTSB has included much of this information in the docket, along with transcripts of recordings and interviews with CAF volunteer pilots, many of whom were flying that day and witnessed the collision from the air. 

The docket provides insight into the machinations that it takes to put on an airshow. It is documented that the flying is “scripted,” and great care is usually taken to keep separation from all aircraft.

Video of the event at Dallas Executive Airport (KRBD) shows the aircraft were flying on a northerly heading parallel to Runway 31 as part of the parade of planes. The P-63F was third in a three-ship formation of fighters, and the B-17G was lead of a five-ship formation of bombers.

Among the photos compiled by NTSB is one taken from a ground camera that shows the B-17 and P-63 flying toward the camera. The aircraft appear to be at the same altitude, and the P-63 is in a left bank with its belly facing the bomber. This would make it impossible for the pilot of the P-63 to see the larger aircraft.

According to the NTSB preliminary investigation, there were two show lines—one 500 feet from the audience, the other 1,000 feet away. Show lines are established at airshows to keep aircraft from flying directly over the crowd.

According to CAF pilots interviewed, normal procedure is for the pursuit aircraft—also known as fighters—to be flying several hundred feet above the bombers “flying cover.” The bombers fly at a lower altitude in a trail of about a quarter of a mile behind each other.

In more than 500 pages of interview transcripts, pilots told investigators that they were encouraged to voice concerns if they saw a practice or action that they believed to be too risky in the air. The clear message was that as the flying was scripted, meaning the pilots knew the altitudes and positions they were to be flying before they left the ground. During the pre-show briefing, pilots took extensive notes and referred to them during flight.

It is the duty of the air boss to make sure there are no altitude or air space conflicts.

The air boss for Wings Over Dallas was Russell Royce. According to the docket, Royce has worked as an air boss for approximately 20 years.

When asked how he intended to ensure separation as the fighters crossed the flight path of the bombers to get on the 500-foot line as you directed, Royce told NTSB investigators, “They shouldn’t have been there. We do it all the time…It’s never a problem. I never saw the P-63 roll in.”

The NTSB preliminary accident report noted there was no altitude deconfliction briefed before the flight or while the airplanes were in the air. Altitude deconfliction procedures are established in the event pilots find themselves at an improper altitude during the flight.

For those who have ever wondered about how much coordination is required to execute an airshow, the docket is very educational. Hundreds have to work together under the guidance of the air boss.

• READ MORE: Commemorative Air Force Faces Lawsuit in Fatal Midair Collision

Aftermath

According to the recorded audio of the airshow radio transmissions, Royce directed both the fighters and bombers to maneuver southwest of the runway before returning to the flying display area, which was the designated performance area. ADS-B data shows the aircraft complied.

Royce then directed the fighter formation to transition to a trail formation and fly in front of the bombers, then proceed near the 500-foot show line.

The bombers were directed to fly the 1,000-foot show line. In the final transmission before the moment of impact, Royce can be heard saying, “Nice job, fighters. Come on through. Fighters will be a big pullup and to the right.”

The accident happened around 1:22 p.m. in front of thousands of spectators. The collision was captured on multiple smartphones from multiple angles, and these videos and still photos were quickly posted to social media. The images show the P-63F in pieces, raining down on the grassy area on airport property south of the approach end of Runway 31 and the B-17G forward section tumbling forward in a ball of fire. Captured stills of the accident appear to show the copilot of the B-17 holding on to the roof as the forward section of the aircraft cartwheels to the ground.

No injuries were reported on the ground.

Several pilots described witnessing the impact from the air. Some of the most disturbing testimony comes from the crew aboard the B-24 that was flying behind the B-17. As noted by the NTSB investigator conducting the interview, the B-24 crew had a “bird’s-eye view” of the collision and the separation of the B-17 tail and subsequent fireball and crash of the forward section.

The pilots noted that after witnessing the event they were rattled and took special care to focus on the procedures that had been briefed for emergency operations and the checklists for their respective airplanes. There was discussion about appropriate airports to divert to, keeping in mind the needs of the heavier aircraft that require longer runways than most GA trainers.

The docket, while extensive, does not offer any conclusions about “how or why the crash happened.” The NTSB will issue a final report at a later date that “will include analysis, findings, recommendations, and probable cause determinations related to the accident.”

The public docket for this investigation is available here.  Additional material may be added to the docket as it becomes available. NTSB’s preliminary report, along with a link to photos and other information, may be found here. 

The post NTSB Releases Docket for Fatal Wings Over Dallas Airshow Midair appeared first on FLYING Magazine.

Czepiela combines commercial piloting with aerobatics competitions and air races. He started competing in aerobatics in 2010, eventually joining the Polish aerobatics team, Żelazny. He branched into air racing in 2014, winning the Red Bull Challenger Cup in 2018. Czepiela owns a Red Bull-themed CubCrafters Carbon Cub EX STOL aircraft for backcountry flying.

Czepiela will participate in the Valdez STOL competition, flying his specially modified airplane. 

Joe Prax, president of Valdez Fly-in, expressed excitement about Czepiela’s participation.

“His involvement adds a new dimension of excitement to an already iconic event,” Prax said.

CubCrafters, a leader in innovative aircraft design that manufactures experimental, light sport aircraft (LSA), and Part 23-certified aircraft, is the title sponsor for the event. Its Carbon Cub family of aircraft, including the model piloted by Czepiela, exemplifies the company’s commitment to innovation and performance in personal adventure aviation.

• READ MORE: Annual Valdez STOL Event Brings New Competitors, Former Winners

“We welcome CubCrafters as the title sponsor for this year’s event,” said Prax. “CubCrafters has been a sponsor and supporter since the inception of the Valdez Fly-in. CubCrafter aircraft have been a feature of the fly-in for years.”

The Valdez Fly-in & Air Show is recognized as the grandfather of STOL competitions and continues to be the premier event of its kind in the Western U.S.. This year’s festivities will also include beach landings, balloon pop, flour bombing, aerobatics shows, and pilot roundtables.

The post Valdez STOL Competition & Fly-In Air Show Marks 20 Years of Excellence appeared first on FLYING Magazine.

After waiting out the low visibility and low ceilings of early morning fog, a 35-minute flight in Mike’s V-tail Bonanza from Ormond Beach (KOMN) got us to the Lake Parker entry point for the arrival into Lakeland Linder International (KLAL). Let the fun begin. Though I had performed this arrival in my airplane, the lack of direct control from the copilot seat seemed to make the proce- dure more stressful. Or perhaps it was the uncomfortable proximity to other airplanes. Or perhaps it was the NTSB report I was envisioning: “Two ATP-rated pilots were…” On a side note, compliments to the controllers who volunteer for the event. They’ve developed a “show” vernacular that is explicit in the instructions, humorous in its tone, complimentary in its encouragement of correct performance without condescension, and welcoming in its message.

Mike performed a touchdown in close proximity to the green dot, despite some last-minute instructions. We survived without a scratch. The taxi and parking process can sometimes prove exciting, and in this circumstance, it met expectations. An “Exhibit” sign had been placed in the corner of the Bonanza windscreen based on this magazine being a sponsor.

We were allowed entry through the gate, but no parking space was available. I had innocently thought that a section of pavement or grass would be available for media, but a quick golf cart ride confirmed otherwise. We were unceremoniously towed out and offered parking elsewhere. At least we have the pictures to prove our 10-minute exhibitor status.

After losing the battle of dry earth vs. corkscrew tie-down stakes, we covered the airplane and set off on a mission to retrieve my media pass and wristband. Open- ing the door to the building that had previously housed the volunteers involved with media revealed an empty room. Uh oh. After an inquiry or two, we were directed across the street to a trailer in a parking lot.

Unfortunately, I was 10 minutes too late. Passes were now only being issued inside the exhibit area, where we had been almost an hour ago.

An attempt to re-enter was thwarted by the same security volunteers that had pointed us to the parking lot trailer. Despite displaying various forms of identification and pleading our case—well, maybe some airline pilot whining—we were denied entry. A text message and phone conversation later, we were rescued via a golf cart driven by editor-in-chief Julie Boatman, narrowly avoiding Sun ‘n Fun prison.

After spending a little time in the air-conditioned comfort of our magazine’s greeting tent, Mike and I thought it best to begin our trek through the hangar displays. The outside temperature of 91 degrees was our primary motivation. I conduct my hangar walk methodically, without missing an aisle of vendors. The process can lead to sensory overload, so it’s best to scan ahead before proceeding.

Having successfully accomplished that—inclusive of a very tasty chicken pita sandwich that I confess to having low expectations for—we sought refuge back in the FLYING Media Group tent, while we awaited the arrival of my Connecticut crowd and associates.

It was great to reunite with old friends—airline colleagues and GA pilots alike. Introductions were made, and within seconds the verbal abuse began. Like a fighter pilot, it’s best to begin as the aggressor, but inevitably you are shot with a missile or a fusillade of high-caliber rounds. I apologized to my fellow magazine staff members, who were caught in the crossfire. Day one ended with hotel check-in, a rushed shower, and dining at our standard tradition of Bonefish Grill.

Without a clue as to his job description, Mike had volunteered for some type of ops duty, beginning with a briefing at 07:30 the next morning. Having been extended an invitation by his fellow JetBlue check airman friend and air operations chairman, Sam Huffstetler, I attended. I had no doubts as to the organizational strength of Sun ‘n Fun, but it was a great experience to witness how some of the sausage was made. The professionalism of the volunteers was impressive. Sam was three weeks from leaving the airline and, as is typical for my colleagues, wanted assurances that he would sur- vive retirement. I confirmed that was almost certain. His immediate plans were to embark on a 3-month bicycle tour across the country and to grow his air boss business: www.flightleadairboss.com. Mike found his volunteer niche at the top of the announcer’s tower, talking on the advisory frequency. He shared duties with another JetBlue colleague, assisting airplanes on the taxiway that may have lost their way. It was a great vantage point. Unfortunately, he witnessed an Aeroshell T-6 ground loop after a rudder steering cable allegedly broke.

I managed a quick visit with my Jetmobile friend and his wife. As usual, he was engaged with an activity; on this occasion, it was an impromptu parade with his motorized 747 engine. Now both retired, Paul and Susie were not leaving much runway underneath their feet, traveling to various destinations almost biweekly.

After a Mexican lunch outside of the compound, my airline friends led the way into the comfort station tent of the Allied Pilots Association (APA), my former pilot union. As expected, I had close encounters with long- lost colleagues. In addition, I engaged in a refreshing conversation with the enthusiastic daughter of one our Boeing 737 pilots. At 25, she was a C-17 pilot in the Air Force reserves, soon to be on the fast track to my former employer.

Day two ended with our traditional dinner at Bern’s Steakhouse in Tampa. It’s always an experience, especially with a crowd of eight. The dessert room is required attendance by our group’s bylaws, with the price almost exceeding that of the steak just consumed.

Departure day was spent partly with my editor-in-chief, an unusual treat since her hair is usually on fire. As part of that, Julie coordinated for me the opportunity to meet Daher staff and sit in the TBM 960, an incredibly sophisticated machine.

We inhaled an early lunch of BBQ chicken and had the Bonanza’s engine started by 12:15. Our departure was without issue except for the delay caused by two Amazon 737 arrivals. After a successful navigation through Orlando’s Class-B airspace, we arrived in KOMN no worse for the wear.

Sun ‘n Fun is certainly about the airplanes, but it’s the people that define the experience.

The post An Airline Pilot’s Sun ‘n Fun Trek appeared first on FLYING Magazine.

As previously reported by FLYING, on August 13 both pilots ejected from MiG at low altitude during an airshow performance. The pilots sustained minor injuries in the event and were rescued from Belleville Lake. The jet came down near the Waverly on the Lake Apartments in Belleville, damaging a few cars.

The aircraft, known as a “Flogger,” was owned and flown by Dan Flier, a former U.S. Naval aviator. The aircraft had been one of the highlights at the EAA’s AirVenture in Oshkosh, Wisconsin, a few weeks earlier.

• READ MORE: The Effective, Long-Lasting MiG-21

The flight was the second-to-last act performing at the airshow staged at the Willow Run Airport (KYIP) in Ypsilanti, Michigan.

The MiG is a Russian design that uses variable-geometry wings that allow their sweep angle to be changed in flight. The jet is powered by a single turbojet engine with afterburner capability.

According to the NTSB preliminary report, the pilot reported that the flight departed from Runway 23 at KYIP, followed by a right turn to a low-level knife edge pass along Runway 23.

“Following the pass, he started banking the airplane and noticed that the engine afterburner did not ignite, and the airspeed began to decrease,” the report states. “He brought the swing wings into the fully forward position (16-degree sweep) to increase lift and began troubleshooting the problem.”

The report continues that as the pilot was actively troubleshooting the problem, the rear seat observer stated that they needed to eject. The pilot reported that he was not ready to eject and was still troubleshooting while maneuvering the airplane toward Runway 27 at Willow Run when his ejection seat fired. According to the pilot, if either occupant pulls the ejection handle, both seats eject.

The rear seat observer told the NTSB that the airplane made a pass along the runway, and the plan was to go to the left for another pass followed by a landing. However, the engine was not “accelerating.”

• READ MORE: 2 Pilots Eject from MiG-23 During Incident at Thunder Over Michigan

“He and the pilot had a brief discussion and began to climb up and gain altitude,” the report states. “They determined that they had some type of engine problem and needed to get back on the ground. He stated that they determined they did not have sufficient altitude to make it to a runway at the airport. He said they were compressed for time and needed to get out.”

When asked if he had pulled the ejection seat handles, the back seat observer stated that he could not specifically remember but thinks that he would have pulled them.

The ejection was captured on video, showing the airplane in a left bank when the ejection seats fire. The airplane continued to the left and descended into the ground, coming down about 1 mile south of the approach end of Runway 27 at KYIP. There was a postimpact explosion and fire that produced a large column of black smoke.

The fuselage and empennage containing the tail surfaces and engine came down in the parking lot next to the apartment building. The rest of the aircraft was fragmented and distributed along the ground.

It will be several months before the NTSB will conclude its investigation and issue a final report on the cause of the accident.

The post NTSB Releases Preliminary Report in Airshow MiG Accident appeared first on FLYING Magazine.

According to Jim Rothlin, the CEO of the Port of Bremerton, the event was the first air show at KPWT in 35 years.

For years, the event was known as the Freedom Fair because it usually took place on the Fourth of July and was staged at the Tacoma Narrows Airport (KTIW), some 15 miles to the southeast.

According to Tony LaStrella, the president and CEO of the Freedom Fair and the Tacoma Events Commission, when the aviation event outgrew its space at KTIW, the Port of Bremerton reached out with the idea of bringing it to Bremerton, which sports a 6,200-by-150-foot runway and sits on 1,729 acres as opposed to KTIW’s 568 acres and 5,002-foot runway.

Celebrating the Navy

Wings Over Washington celebrated the area’s Navy heritage. Bremerton Airport’s identifier, PWT, stands for Pacific Weapons Transfer Station as it was known during World War II and the Cold War.

There were several aircraft on display that were crowd favorites from the Navy arsenal. Some of them are privately owned, while others are part of collections. Among those making the show were the Erickson Aircraft Collection—an F4U Corsair, FM-2 Wildcat, SBD Dauntless, and TBM Avenger.

Greg Colyer’s Ace Maker Aviation brought out the T-33 Shooting Star, and there was a T-28 Trojan and a PBY-5A-Catalina cared for by the Soaring by the Sea Foundation. Other aerial acts included flybys by Dan Vance’s P-51 Speedball Alice, and the Cascade Warbirds.

Olde Thyme Aviation had several of its restored antique biplanes on display, and approximately 25 lucky visitors took to the skies for rides before the air show performances began. 

The air show was opened by the Canadian Armed Forces Parachute Team—the “Skyhawks”—with LaStrella and organizers of the show singing the national anthem.

Aerobatics

Despite hazy skies because of forest fire smoke that had drifted in from the east, there were aerobatic performances from Undaunted Airshows, a two-ship act utilizing Oregon-designed Van’s Aircraft RV-7 and RV-8 that kept fans looking skyward.

The Pacific Northwest theme continued with a performance by Portland, Oregon-based Renny Prince in a Sukhoi Su-29.

For those who preferred more terrestrial engines, Bill Braack’s Smoke-n-Thunder JetCar roared down the runway, and the south end of the airport offered a car show organized by the Bremerton Pilots Association (PBA) that featured about 70 vehicles. Organizers noted that 100 percent of the entry fees will go to supporting the BPA’s youth pilot scholarship fund.

LaStrella said the event enjoyed a pretty good turnout, estimating 3,000 people came through the gates with another 2,000 for promotion and local charities in the first year of what is hoped to be an annual event.

“The idea was to get the word out and build on the event, so that next year it’ll really take off,” LaStrella said. “I think we accomplished that as everyone had a great time. and all the community leaders and businesses now want to get involved as either sponsors or volunteers. So we’re going to keep the momentum going and offer some special opportunities this week while it’s in everyone’s mind for sponsors and ticket holders to get locked in now for next year.”

LaStrella said both VIP and premier seating were sold out. There were some businesses that came in too late to become sponsors, so he said that will be addressed for next year.

The post Wings Over Washington Airshow Off the Ground appeared first on FLYING Magazine.

The sunset was blood red, discolored by the smoke coming down from Canadian wildfires. The smoke did not clear by Tuesday morning, as the sun rose looking like an orange in the smoke and haze.

• READ MORE: Navigating Smoke

The smoke was not the only weather challenge pilots faced on their way into the mega air show. Lines of thunderstorms forced many pilots to divert en route.

By Monday, the wildfire smoke was playing sort of a cat-and-mouse game with aviators. In the morning it appeared to be no more than a light layer of haze. By evening, however, the setting sun glowed red in the west and the Air Quality Index reached 167, which is regarded as unhealthy. At outdoor parties and campsites you could feel the smoke stinging your eyes.

As the sun rose Tuesday, the haze still hung in the sky. But, as all pilots know, the weather can change, and filing IFR to handle a smoke event has become part of their training.

• READ MORE: Aviation Maintenance in a Time of Wildfires

The post Smoke Descends on Oshkosh appeared first on FLYING Magazine.