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.

This phrase is common in the pilot community when someone needs help, especially when aircraft can be part of the solution. After Hurricane Helene made landfall September 26, members of the Carolina Aviators Network (CAN) turned its social media platform into a volunteer clearinghouse.

In the days immediately following the storm, nearly 6,000 national guardsmen from 11 states deployed as part of relief efforts, with the North Carolina National Guard hauling in more than 100,000 pounds of supplies from the Federal Emergency Management Agency by C-17.

• READ MORE: National Guard Deploys Air Assets in North Carolina Helene Response

The morning after the storm, the CAN Facebook group also exploded with an overwhelming response from its members, eager to volunteer their time and aircraft to help, according to Joel Amick, an organization director at the time. 

With people so willing to volunteer their time and airplanes, they agreed that they needed to do something, and quickly, Amick said. The organization began as a Facebook group in 2021, advertising fly-ins and fly-outs. Today it has more than 7,200 members and is a state-recognized 501(c)(3) corporation in North Carolina and South Carolina.

That “something” turned out to be 1,000 volunteers, including over 300 GA pilots who mobilized and showed up at Statesville Regional Airport (KSVH), which became a major distribution point for supplies to be delivered to the storm-ravaged areas.

According to Erica Zangwill, a 400-hour pilot and CAN president, the organization along with the Hurricane Helene Airlift Relief Facebook group were simultaneously among the first on the scene. 

Airports across North Carolina and South Carolina became collection points.

Supplies were collected at Raleigh Executive Jetport (KTTA), according to Leeanna Tolles, vice president of the organization. Tolles is also vice president of technical operations for an aircraft solutions company and director of maintenance for a Cirrus Service Center—both jobs that require attention to detail. She said she used those skills to help facilitate the relief efforts by air and ground, although the latter was hampered by the lack of roads due to storm damage.

“We had a meeting on [September 30] with several other companies at KTTA, and by [the next day] we were collecting donations from as far away as New Jersey and loading airplanes headed for the mountains, as well as to the larger distribution sites like Statesville,” Tolles said. “Between airplanes and trucks/trailers, we have moved over 100,000 pounds of aid into the mountains. Our collection and dissemination of aid is still continuing as of October 20.”

• READ MORE: Responders Turn to Drones Amid Hurricane Recovery

Vacant hangar space was used for sorting and weighing donations. A wide variety of aircraft were used, including Robinson R44, Eurocopter EC-135, and Bell 47 helicopters. Fixed wing aircraft included a Daher Kodiak, Beechcraft King Air, and Pilatus PC-12, as well as Citation and Vision jets. A Douglas DC-3 and the military variant a Douglas C-47 were used as well as Piper and Cessna trainers, Kitfox and Super Cubs.

The organization worked with airport managers to arrange for hangar space and, in some cases, fuel discounts.

People pitched in wherever they were needed, said Mike Davis, a 4,500-hour pilot with multiple

certificates. Davis said he was surprised by the generosity and compassion of people in general.

“On [October 1] I worked controlling ground traffic through the gate at Statesville,” Davis said. “I took note that we had a car, truck, or SUV passing by me every 10 seconds. I recognized one woman

as she came in. She admitted that it was her third trip. Her car was packed to the roof.

Many people parked their cars by the road after dropping off their donations and went back

inside the hangar to help with the weighing and loading operations.”

Staying ahead of the needs was critical, said Stephen Linson, director of communications for 

CAN and a 430-hour commercially rated pilot. 

“The first 48 hours it was critical to get life-sustainable supplies up to the mountains,” Linson said. “After more information came into play, we found out that medication and life-saving supplies were most important.” 

First Flight

Zangwill said CAN’s  first flight was in the Piper Comanche, carrying 400 pounds of donated supplies to Rutherford County Airport (KFQD) in  North Carolina which was only five minutes away by car from some of the most devastated areas.

“We carried everything from water, baby formula and bottles, to toiletries, first-aid items, dog food, and cleaning products,” she said. 

At the time, powdered baby formula and clean water for mixing it were essential, she said, “along with EpiPens and Benadryl for first responders who were getting stung. The flooding had destroyed yellow jacket in-ground nests, leaving them aggressive.”

In a two-week period, CAN pilots flew 680 flights out of Statesville alone, carrying 34,224 pounds of relief supplies, she said.

The relief flights headed into the mountains of North Carolina required special skills. Low-time pilots or those who didn’t have much experience in the mountains were discouraged from making the flights, or were paired with more experienced pilots. Personal weather minimums were respected. As airlift operations increased, CAN requested that relief pilots have at least 300 flight hours and experience flying in mountainous terrain with a preference for two pilots on board.

• READ MORE: Western North Carolina Air Traffic Up 300 Percent After Hurricane Helene

The airspace and radios were busy. “Air traffic could be chaotic at times, but the air traffic controllers did an excellent job ensuring everyone’s safety,” Zangwill said.

When the aircraft landed, the ground operations team unloaded them quickly, with a goal of getting back into the sky within 15 minutes.

One of the most difficult things for pilots, however, was overflying the hurricane-damaged communities, littered with wrecked homes, roads, and bridges, Zangwill said.

“Flying the airplane took precedence over everything else,” she said. “So even while looking down on the devastation, my thoughts were focused on piloting the aircraft and staying ahead of it, maintaining spatial awareness of terrain and other aircraft. This is also where having two pilots aboard was very helpful.”

While TFRs were put in place in North Carolina for emergency response activities, as well as a survey by President Joe Biden and Vice President Kamala Harris of the affected areas in Raleigh and Asheville, the impact on relief operations was brief and did not cause any major disruptions as supply drops continued near the edges of the TFR, Zangwill said.

The most challenging aspect of the operation was communication. Cell phone service was nonexistent or hit-and-miss as towers became jammed, which became overwhelming as information changed on an hourly basis, she said.

“[However, by day five,] we had transformed into a well-oiled machine,” Zangwill said. “We worked in conjunction with Hurricane Helene Airlift Relief, a Facebook group formed at the onset of the hurricane, to establish an intelligence center of sorts. Volunteers utilized an old-fashioned whiteboard to keep track of supply needs at each airport we were delivering to, along with various other pieces of information they were monitoring and updating.”

Lessons Learned

Pilots who participated in the relief effort say they now have a playbook for future disasters that will help the GA community and ground-based volunteers act quickly to save lives before government agencies and larger organizations have the ability to step in.

“Will disaster relief become part of our focus at CAN? No,” said Zangwill. “But if we can leverage our pilot license and aircraft to assist our neighbors in the event of another disaster, we certainly will.”

Zangwill has advice for other pilots who might want to help after a natural disaster.

“Refrain from photo flights—they only congest the airspace and compromise safety,” she said. “Check NOTAMs and adhere to PPRs, monitor fuel at landing airports (some had fuel shortages), and coordinate with ground contacts to confirm the ongoing need for airlift support. It’s a good problem to have, but we nearly had too much assistance.”

Fundraisers will continue, she said, with efforts now directed toward recovery and rebuilding in those affected regions.

“Additionally, we are hosting a large fly-in toy drive at Woodward Field Airport (KCDN) in  Camden, South Carolina, in a couple weeks to gather toys for families in western North Carolina whose Christmas will be quite different this year,” she said. “We plan to continue our efforts until support is no longer essential.”

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Rushing the checklist—or worse, forgetting the checklist items—leads to a late configured or nonconfigured airplane or being too fast or too high on final. All these things result in an unstabilized approach.

Unless there is an emergency on board, the best course of action is usually going around, flying the pattern again, and focusing on staying ahead of the aircraft.

Teaching the Stable Approach

There’s a lot that goes into a stable approach to landing.

The aircraft has to be at the correct speed and correctly configured for landing, such as landing gear down (that’s the big one), flaps at the proper setting, proper speed, etc. This includes trimming the aircraft so that it stays on speed and can land on the first third of the runway, preferably on the numbers, and stops within 100 feet of that mark with minimal braking.

Configuration of the aircraft should not be done aggressively. Slamming down the landing gear and dumping in the flaps all the way in at the same time results in unstable pitch moments. This can be demonstrated at a safe altitude in the practice area. The addition of flaps on one fell swoop followed by their rapid retraction is definitely a teachable moment, as the pitch change is often surprising, dramatic and swift, and not something you’d want to experience a few hundred feet over the ground.

Learn the Landing on the Ground

Learning to land and the stabilized approach should begin with a ground session.

I have found the use of a whiteboard with a drawing of the runway, anointed with the aircraft configuration, checklist use, appropriate airspeeds, and altitudes for each leg and distance from the runway to be an excellent tool. I ask my flight students to copy the drawing with their own drawing (and not take a photo), and in future lessons are asked to re-create it from scratch to show learning has taken place.

This diagram should also include notations of when the checklist is used.

Faux Pattern

One of the best techniques to teach pattern procedures is something I call “faux pattern,” which is done in the practice area several thousand feet in the air to facilitate recovery at 1,500 feet agl.

The cardinal compass points are the “legs” of the pattern. After clearing turns, the learner configures the airplane to enter a 45-degree angle to downwind and performs as if they are in the pattern. This includes managing airspeed and aircraft configuration.

When the aircraft is on “final,” the CFI calls for a go-around, or gives the learner a scenario like “Uh-oh! There’s a disabled aircraft on the runway! What do you do?”

After a couple of run-throughs, a learner’s pattern work usually improves substantially.

Mistakes Happen

Instructors need to be very careful about what they allow the learner to do, as in mistakes they are allowed to make, because the pattern can be very unforgiving. I have seen a few techniques that gave me pause.

I was doing a stage check for a learner who kept revving the engine on downwind. When I asked why he did that, he said, “because it’s fun!” Another pulled the mixture to idle on downwind to “check it,” claiming that is what the previous CFI taught him to do. This was incorrect information. The previous CFI informed me that he couldn’t break the learner of the habit, so he fired him.

It is not just primary learners who develop strange habits in the pattern.

A “return to flying” commercial pilot and a former CFI announced his technique for landing a Cessna 172 in gusty winds was to come in with no flaps then dump all the flaps in on short final and put the aircraft into an aggressive slip to landing. He revealed this during the preflight briefing as we discussed aircraft performance. I was staring at him, waiting for the punch line—hoping there was one—but before I could reply, the owner of the flight school, who was sitting a few feet away in the lobby, loudly announced, “Not in one of my airplanes, you don’t!”

For the unfamiliar: there is a placard in the C-172 that reads “Avoid slips with flaps extended.” 

Be Ready for the Go-Around

Does your pre-landing checklist include verbalization of the phrase “go around is always an option”?

A senior instructor I flew with told me he added it because he was trying to reduce the startle factor when he told his learners to go around. He also made it a rule that if the aircraft wasn’t perfectly on speed, configured, and on glide path to touch down by the second center stripe on the 3,400-foot runway, the learner would go around.

Occasionally, some students pushed back when it appeared they would land long, as the Cessna and Pipers they flew didn’t need the entire 3,400 feet to come to a full stop. The instructor replied, “Someday you won’t have that much runway.” He was right, of course.

If you are flying at a towered airport and the controller tells you to go-around, it’s not up for debate—go around. It is possible that you don’t have the bigger picture. There could be something larger, faster, and turbine coming up behind you. Know what to do, and the order in which to do it.

If You Go Around

When the go-around goes bad, it is often because the pilot does not use enough right rudder and the aircraft has too much nose-up trim resulting in a stall. Anticipate the need for right rudder and be ready to push the nose down to counteract the left turning tendency and pitch up with the adding of full power.

Another bad habit particular to aircraft with retractable gear is taking the flaps out abruptly while simultaneously bringing the gear up. This creates a lot of drag, and it is not uncommon that the aircraft will settle back on to the runway with the landing gear—or part of it—retracted. This is expensive and embarrassing.

Make the practice of go-arounds something you do on a regular basis as part of your personal proficiency and currency program. You never know when you will need those skills.

The post How to Ensure Stable Approaches appeared first on FLYING Magazine.

The jet crashed east of Mount Rainier on October 15 during a routine training mission. The wreckage was found the next day on a steep mountainside.

The fighter jet was assigned to Electronic Attack Squadron 130 (VAQ-130), known as the “Zappers,” based out of Naval Air Station (NAS) Whidbey Island north of Seattle.

The Navy identified the aviators as Lieutenant Commander Lyndsay P. Evans, 31, a Naval Flight Officer from California, and Lieutenant Serena N. Wileman, 31, a Naval aviator from California.

“It is with a heavy heart that we share the loss of two beloved Zappers,” said Timothy Warburton, commanding officer of VAQ-130. “Our priority right now is taking care of the families of our fallen aviators and ensuring the well-being of our sailors and the Growler community. We are grateful for the ongoing teamwork to safely recover the deceased.”

There was no information as to whether their remains have been recovered.

The crash site is located in steep terrain inaccessible by ground vehicles. The recovery efforts are battling low visibility to recover the wreckage.

The cause of the crash remains under investigation.

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The fighter jet crashed Tuesday at 3:23 p.m. PDT during a routine training flight, according to Navy officials. The names of the flight crew have not been released.

Wednesday, the wreckage was found on a steep, heavily forested slope at an elevation of 6,000 feet east of Mount Rainier. The area is not accessible by roads, and search crews have been hampered by low visibility in the area.

Military authorities said that the status of the crew cannot be confirmed without a site assessment of the debris area. It is not known if the crew was able to eject before the crash.

• READ MORE: Crashed U.S. Navy EA-18G Growler Located near Mount Rainier

“Our priority is to locate our two aviators as quickly and as safely as possible,” said Captain David Ganci, commander, Electronic Attack Wing, U.S. Pacific Fleet. “Adhering to Department of Defense procedure, we cannot identify or confirm the names of aircrew involved in a mishap until 24-hours after their next of kin have been notified of their status.”

Civilian law enforcement, mountain search and rescue teams, and military assets are being used in the search. Thursday, soldiers from the 1st Special Forces Group (Airborne) based at Joint Base Lewis-McChord, Washington, joined the search. They bring specialized skills in mountaineering, high-angle rescue, medical, and technical communication skills that are necessary to access the site in the Cascade Mountain Range.

“We appreciate the community support as experienced personnel respond around the crash site,” said Captain Nathan Gammache, commanding officer of Naval Air Station Whidbey Island. “We are confident that we have the capability we need at this time and will request any additional capabilities, if needed, via official channels in coordination with the on-site incident commander.”

The cause of the crash remains under investigation.

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The GAMA event, now in its 13th year, is designed to encourage teens to seek careers in the aviation sector. The contest is open to high school students enrolled in aviation-focused STEM courses.

• READ MORE: Raisbeck Aviation High Awarded GAMA Honors

“This program provides a great introduction for students to learn more about aviation and the diverse career opportunities that the industry has to offer,” GAMA president and CEO Pete Bunch said in a statement. “We continue to upgrade and refine the experience so that we can further engage both students and teachers. Each year, we are awed by the creativity and devotion to detail from each team’s submissions, and we look forward to seeing what they come up with for this year’s challenge.”

How It Works

The challenge is open to the first 150 schools that register. Each school receives a free “Fly to Learn” curriculum, which meets national STEM standards and is designed to teach the principles of airplane design and flight. 

At the end of the program, which covers four to six weeks, the teams apply their newly acquired knowledge to virtually modify an airplane design. These modified designs will then participate in a fly-off using X-Plane software.

• READ MORE: Students Modify a CubCrafters NX Cub for GAMA’s Aviation Design Challenge

The designs are then evaluated during the fly-off and other performance parameters set by GAMA judges. The first-place team will receive an all-expenses-paid GA experience, which includes a CubCrafters manufacturing opportunity. The second-place team will get a Redbird Flight STEM Lab. The third-place winners will earn one-year ForeFlight Performance Plus subscriptions.

According to GAMA, the Aviation Design Challenge has attracted the participation of more than 900 teams from 475 high schools from around the country since its inception.

More information about the competition may be found here. Registration closes December 20, or once all available slots are filled.

The post GAMA’s Aviation Design Challenge Underway for High School Teams appeared first on FLYING Magazine.

The fighter jet crashed Tuesday at 3:23 p.m. PDT during a routine training flight, according to Navy officials. The names of the flight crew have not been released.

According to a Navy spokesperson, the wreckage of the jet was spotted on a mountainside east of Mount Rainier shortly after noon Wednesday. As of 10:30 a.m. PDT Thursday, the search continued for the two crewmen aboard the aircraft. 

The search teams include the U.S. Navy Fleet Air Reconnaissance Squadron One (VQ-1), Patrol Squadron (VP-46), Naval Air Station (NAS) Whidbey Island Search and Rescue, and U.S. Army 4-6 Air Cavalry Squadron out of Joint Base Lewis-McChord, Washington, along with Yakima County tribal and local authorities.

• READ MORE: U.S. Navy Search for Pilots Resumes After EA-18G Crash Near Mount Rainier

Terrain near the crash site is rugged and snow covered, and the search was hampered by low visibility. A temporary flight restriction was put in place over the area Tuesday afternoon and was expected to remain in place until Saturday. Wreckage is in an area so remote that it can only be accessed by air.

The aircraft, based out of NAS Whidbey Island north of Seattle, was assigned to Electronic Attack Squadron (VAQ-130), known as the “Zappers.” 

The cause of the crash remains under investigation.

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The fighter jet was assigned to Electronic Attack Squadron 130 (VAQ-130), known as the “Zappers,” based out of Naval Air Station (NAS) Whidbey Island north of Seattle.

The aircraft crashed Tuesday at 3:23 p.m. PDT during a routine training flight, according to a statement released by NAS Whidbey. The names of the flight crew had not been released.

Following the incident, the Navy launched a U.S. Navy MH-60S helicopter to locate the crew and examine the crash site. As of 7 p.m. Tuesday, however, the status of the crew was unknown. 

Search Resumes 

Wednesday morning, the weather in the vicinity of the search area was reported as low clouds, precipitation, icing, and turbulence, according to Leidos Flight Service.

A temporary flight restriction was put in place over the search area from the surface to 10,000 feet to protect the aircraft participating in the efforts. Pilots in the area were advised to check NOTAMs for details.

The Boeing EA-18G Growler is an F/A-18 variant that integrates electronic attack technology, including tactical jamming pods and communication countermeasures.

The cause of the crash is under investigation. 

This is a developing story.

The post U.S. Navy Search for Crew Resumes After EA-18G Crash Near Mount Rainier appeared first on FLYING Magazine.

Established in 1962, the GAA recognizes aviation professionals, specifically flight instructors, maintenance technicians, and FAA Safety (FAASTeam) representatives who make a positive impact in the industry.

Webb’s resume includes management and marketing positions at the Aircraft Owners and Pilots Association (AOPA), a 15-year stint with the Avemco Insurance Co. as vice president of marketing and public relations director, and seven years as the director of marketing and communications for the National Association of Flight Instructors (NAFI).

During her tenure with NAFI, Webb spent three years on the board doing fundraising and PR. After her time on the board, she co-produced the annual GAALive broadcast, a seminar highlighting the knowledge and ability of each year’s honorees.

Webb succeeds Sandya Narayanswami, who served as GAA board chair from 2019-24 and now moves into the position of fundraising director.

“Lauretta and I have become close colleagues and friends over the years, so I know she is the right person to grow awareness, participation, and continued operational efficiencies for our organization,” Narayanswami said. “It has been a pleasure and an honor to collaborate with the GAA board as chair, and I hope to continue to do so as the fundraising director.”

Webb said she and Narayanswami share the same objective for GAA.

“Thanks to Sandya’s outstanding efforts, GAA is a ‘well-oiled machine,’ giving me the opportunity to take our organization to greater heights,” said Webb. “Ours is a singular goal—work with FAASTeam leadership to identify, recognize, and honor the best-of-the-best flight instructors, mechanics, and safety reps in GA.”

Each year the GAA program receives nominations from around the country for the award of Instructor of the Year, FAASTeam Representative of the Year, and Aviation Maintenance Technician of the Year. The nominees must submit an application packet that is evaluated by their local flight standards district office. From there, if they qualify and are deserving, the nomination advances to the regional then national level.

The winners are recognized each July during EAA AirVenture in Oshkosh, Wisconsin. 

The post General Aviation Awards Names New Leadership appeared first on FLYING Magazine.

According to race officials, all seven classes of airplanes will take to the sky.

“We are incredibly excited as an organization for this monumental step in air racing history as we begin to execute our plan for the 2025 National Championship Air Races,” said Tony Logoteta, president and chief operating officer of the Reno Air Racing Association (RARA). “We’re invigorated by the fact that we’re hosting the air races in a brand-new venue in Roswell. It’s going to be amazing to see this iconic event put on again and see our September family.”

Race organizers have visited Roswell several times in recent months to meet with airport staff, emergency services, and city officials to design a new course for the races, review safety protocols, and establish partnerships with the community, according to the organization. Contractors have also been secured for construction of race infrastructure, such as a grandstand.

New Racing Challenges

Air race pilots are expected to visit the area to fly the proposed course in advance of the Pylon Racing Seminar (PRS) scheduled to be held in May in Roswell.

Race officials said the new venue will make for different challenges for the racers, but that “attendees can expect the same spirit of camaraderie, competition and classes of planes that are hallmarks of NCAR.”

Ticket sales and race details will be available in months to come. 

“Reuniting with our September family for the first air races in a new venue will be a historic and emotional moment for our organization as we eagerly prepare for next year alongside our partners in Roswell,” said Fred Telling, RARA chairman and chief executive officer.

• READ MORE: Taking in the Reno Air Races’ Final Lap

The National Championship Air Races traces its roots back to the Cleveland Air Races of the 1920s, ’30s, and ’40s. 

The event, billed as the fastest motorsport around, moved to Nevada in 1964. It was first held at Sky Ranch airfield near Spanish Springs, before it moved to Stead Air Force Base, which was later renamed Reno-Stead Airport (KRTS) after the base closed.

In September 2023, fans gathered at the Nevada airport for the last air race at that location, which local officials said was a venue no longer able to accommodate the growing sport. Over the decades, homes and subdivisions encroached upon the airport that had once been remote, sparking concerns about potential accidents that could harm area residents. 

The air races have become an end of summer institution for aviation enthusiasts from around the world. In addition to attracting hundreds of aircraft, pilots and support crews, the event also features large displays of static aircraft along with demonstrations of military and civil aircraft.

The National Championship Air Races are set for September 10-14, 2025.

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