This week, a Globemaster operated by the C-17 West Coast Demonstration Team based at McChord AFB (KTCM) in Tacoma, Washington, was among the stellar airplanes on hand at EAA’s AirVenture airshow in Oshkosh, Wisconsin, celebrating the 75th anniversary of the U.S. Air Force.

The jet’s talent with short-field takeoffs and landings, a fast cruise speed of 450 knots, and an effective cargo capacity helped this successful platform support military operations around the world. Even in Hollywood, the C-17 has become somewhat of a go-to platform for action films, starring in several remarkable movie stunts—whether it be digitally created or in real life.  

Walk Through the C-17 Flight Deck

When you step onto the flight deck of the aircraft,  you’re met with a relatively spacious area, including two jump seats. But the first thing that may catch your eye are the control sticks that are used to fly the C-17, instead of the yoke control columns found on the flight decks of other airlifters. 

On Wednesday, Maj. J.R. Greenway and Maj. Nick Cooley hosted FLYING on a video walk-through of the C-17 flight deck and the jet’s flight characteristics, including its ability to fly like a much smaller aircraft. 

The C-17’s Secret Sauce

A key element of the aircraft is a flap system developed by researchers at NASA in the 1950s. Known as the “externally blown flap” or “powered-lift system,” the Globemaster can make slow, steep approaches while carrying heavy cargo loads. 

Steep approaches allow pilots to make precision landings on short runways. In the jet’s flap system, exhaust from pod-mounted engines impinges directly on conventional slotted flaps and is deflected downward to augment wing lift. According to NASA, aircraft with blown flaps can operate at roughly twice the lift coefficient of conventional jet transports.

The Business End of the C-17

Inside its enormous cargo hold, you see the business end of the C-17. The jet not only has capacity to carry and airdrop more than 100 soldiers and their gear, but it also has the ability to airdrop palletized supplies and military equipment by parachute, including Humvees, eight-wheeled Stryker armored vehicles, and other cargo.

Also, the crew can quickly turn the C-17 into a medical evacuation aircraft to offer emergency response after disasters. U.S. Air Force loadmaster Technical Sgt. George Garcia Hernandez, showed FLYING around “his office,” inside the Globemaster’s cargo hold. 

About the Aircraft

The C-17 Globemaster III’s key features include:

• Crew: Pilot, co-pilot, loadmaster 
• Length: 174 feet long (53 meters) 
• Wingspan 169 feet, 10 inches (51.75 meters)
• Height: 55 feet, 1 inch (16.79 meters)
• Maximum takeoff weight (MTOW): 585,000 pounds
• Maximum payload capacity: 170,900 pounds 
• Cruise speed: about 450 knots at FL280
• Service ceiling: FL450  
• Range without refueling: about 2,400 nm
• Powerplants: Four Pratt & Whitney F117-PW-100 turbofan engines
• Manufacturer: McDonnell Douglas and Boeing 
• End of production: 2015
• Mission: Operating in and out of short runways and undeveloped airfields while carrying large payloads.  
• First flight: 1991
• Total fleet: 223

Source: U.S. Air Force

Key C-17 Facts

• Can take off and land on runways as short as 3,500 feet (1,064 meters) and 90 feet wide (27.4 meters). 

• Ramp and door system accommodates virtually all U.S. Army air transportable equipment, including a 69-ton M1 Abrams tank. 

• Designed to airdrop 102 paratroopers and their equipment.

• Engines are based on the commercial Pratt and Whitney PW2040 which are also used on the Boeing 757. 

• Each engine is rated at 40,440 pounds of thrust and includes thrust reversers that direct the flow of air upward and forward to avoid ingestion of dust and debris. 

As you might expect, the C-17 is quite the fuel guzzler, which has prompted the Air Force to target a program aimed at reducing its fuel consumption.

• READ MORE: USAF Seeks To Slash C-17 Fuel Use

Looking Ahead

Last year, the C-17 passed 4 million total flight hours, as the Pentagon seeks to maintain the effectiveness of a fleet with an average age of 16.5 years. Last year, Boeing was awarded a $3.4 billion contract to keep the U.S. C-17 fleet flying for the next 10 years.

According to National Defense Magazine, U.S. Air Force Brig. Gen. Ryan Samuelson, Air Mobility Command’s deputy director of strategy, plans, requirements and programs, said the C-17 will continue to fly into the late 2050s and 2060s. So it appears that The Moose will be loose for some time to come.

The post Oshkosh Marks USAF Anniversary with C-17 appeared first on FLYING Magazine.

In a statement, James W. Brown III, president of Tailwind Technologies, said the new structure would build on the historic brand and allow the company to continue innovating and improving the GA sector.

“The independent operating companies and products under the Hartzell Aviation banner will carry on a strong and rich tradition, with a history dating back to the Wright brothers when Orville encouraged his neighbor Robert N. Hartzell to begin manufacturing airplane propellers,” Brown said.

Hartzell Propeller

Under the new structure, Hartzell Propeller—headquartered in Piqua, Ohio—will continue developing, manufacturing, and innovating its propellers for its customers in the business, commercial, and government sectors. The company said it would also focus on creating next-generation propellers with blended airfoil technology. They would also look to improve manufacturing through more modern machining centers, robotics, and molding stations. JJ Frigge, promoted to president of Hartzell Propeller in January 2020, will continue in his role.

Hartzell Aerospace Welding

Meanwhile, Hartzell Aerospace Welding will house Tailwind Technologies’ 2020 acquisition of Aerospace Welding Minneapolis. The division focuses on general aviation aircraft exhaust systems and engine-mount repair. It specializes in certified welding, precision machining, and sheet metal fabrication. The division will be located in Eagan, Minneapolis, and will be led by Ryan Latham serving as president. Moreover, the company also announced at AirVenture that it was expanding its reach through the acquisition of Acorn Welding in Edmonton, Canada.

Hartzell Engine Tech

Finally, Hartzell Engine Tech, the third division, will focus on providing engine accessories and heating solutions for the general aviation industry. The company is a portfolio of five companies: Janitrol Aero, Fuelcraft, Plane-Power, Sky-Tec, and AeroForce Turbocharger Systems. Hartzell said combining the brands would allow them to provide more comprehensive customer solutions. This division will be headquartered in Montgomery, Alabama, and will be led by Keith Bagley as president.

Tailwind Technologies’ chief operating officer and chairman of Hartzell Propeller,Joseph Brown, said the new umbrella organization would allow Hartzell to build on its brand and bring together an array of firewall-forward products.

“This newly christened organization, with its iconic Hartzell companies and brand names, is guided by the overriding principle of ‘built on honor,’ which reflects our commitment to quality, performance, and support in everything we do,” Brown said. 

The post Hartzell Aviation Makes a Home for Firewall-Forward Brands appeared first on FLYING Magazine.

According to Del Bene, the aircraft was used for instrument training and route qualification as simulators, as we know them today, were decades away from development. Airline pilots were required to get “route qualified,” which meant knowing every airport within 50 miles of their route.

Del Bene purchased the airplane in 1973 and with the help of friends, he restored it—and then spent the next 40 years caring for the aircraft. Vintage aircraft take a lot of care, he said, as you are always polishing them and wiping oil off their bellies—so it is a good idea to get help.

For Del Bene, that help came in the form of then 12-year-old Mark Riedel from Roanoke, Texas.

“He worked with me in the hangar on Saturdays,” says Del Bene, noting that it was Riedel’s father, Charles, who first got Del Bene interested in flying. “I’d pick up Mark and bring him to the hangar to work. He’d polish the airplane and sweep the hangar, and when we had a pigeon problem, I gave him a pellet gun with a rifle scope and sent him on pigeon detail.”

Mark wouldn’t accept money for his work, but would accept food, Del Bene says. “He’d always want two chicken sandwiches,” he recalls. “I’d say, ‘Two sandwiches! What are you going to do with two sandwiches?’ and he’d say, ‘I’m gonna eat ‘em!’”

Riedel and Del Bene both recall how Riedel would often take a break from his polishing,  look at Del Bene, and announce seriously, “I’m going to own this airplane someday.”

“And I’d reply, ‘shut up kid, and get back to polishing,’” Del Bene laughs.

Approximately three years ago, Riedel purchased the aircraft from Del Bene. Both men note that there is no such thing as aircraft ownership.

“We are the caretakers of these aircraft,” Riedel explains. “And he warned me about how much work owning a vintage aircraft can be.”

Ironically, today, Riedel is an airline pilot—for American Airlines. He is quick to tell people that the paint scheme on his vintage aircraft goes back to 1983, well before he became a professional pilot.

The aircraft has been meticulously restored and has several awards to show for it. The details of these awards are engraved on a panel displayed on the left side of the cockpit. 

Del Bene and his best buddy Jim Leonard traveled all over the U.S. in the aircraft—sadly, Leonard flew west a few years ago. Del Bene says the airplane wouldn’t have been an award winner without Leonard’s help.

Riedel, who captains an Airbus for American Airlines, says it took a few years for Del Bene to warm up to the idea of him taking ownership of the airplane. When Riedel would bring it up, Del Bene would say he wasn’t ready to talk about it.

“Then one day, a man in California called Dean about wanting to buy the airplane and Dean called me and said, ‘We need to have that talk now,’” Riedel says.

The airplane was in good shape, but needed a few tweaks to make it better, Riedel says. For starters, it needed to have ADS-B installed. “We put that behind a false panel that looks like a glove box,” Riedel says, pointing to what looks like a glove box on the lower right side of the cockpit panel. “We joke that the panel hides our sins.”

Having modern avionics in a cockpit that is all polished wood and leather and chrome would be a mortal sin, Del Bene says.

Riedel also upgraded the aircraft engine to 300 hp and added new brakes and seat belt buckles, among other things.

The airplane does not fly like an Airbus, says Riedel with a laugh, and Del Bene nods sagely explaining, “It can be like a mean horse—always looking back to see if you are paying attention.”

Del Bene says he’s pleased that the Stinson now belongs to Riedel, saying it’s obvious that he cares for the aircraft.

The post An Old Airplane Gets a Familiar New Owner appeared first on FLYING Magazine.

With the latest software release (v2.12), those aircraft owners who have the GFC 600 installed in their airplanes can couple the digital autopilot to their primary flight display (PFD) and enjoy a more streamlined operation. The update is intended to lower pilot workload and enhance the safety of single-pilot IFR.

The software update gives the pilot the following:

• the ability to select altitude, vertical speed and airspeed on either the PFD or the GFC 600 panel;
• flight director capability for coupled autopilot operation;
• a fully digital interface that eliminates the need for adapter boxes;
• extended runway centerlines on the multifunction display’s moving map;
• selected altitude/airspeed output for Trio autopilots;
• improved auto brightness levels based upon customer feedback.

The GFC 600 software update pricing is $1,995.

No Backup Required

Aspen also promoted the fact that owners upgrading with the Evolution series may also gain the ability to remove traditional instrument systems previously required as a backup to the glass-panel displays. For most Evolution Pro Max PFD or E5 systems, the FAA now allows for the removal of the attitude indicator—and potentially its associated vacuum system—while retaining the turn and bank, altimeter, and airspeed indicators as the needed backups to the PFD.

For owners installing the Evolution 2000 Max or 2500 Max systems, the vacuum-driven instrument(s) can be removed, as well as the turn and bank, altimeter, and airspeed indicator, completely streamlining the panel.

John Uczekaj, Aspen Avionics president and COO, related his assessment of the move, going back to the early days of installing glass panel displays in general aviation airplanes, when the FAA “was not as comfortable” with the idea of relying upon the then-new electronic instruments. “That created a lot of questions by our customers, why that’s necessary,” when the pilot was relying before on a single mechanical instrument—the vacuum driven attitude indicator—that was itself notoriously unreliable. 

• READ MORE: FLYING‘s Complete Coverage of EAA AirVenture 2022

“Over time, the reliability of these displays and the FAA’s march towards safety-enhancing equipment” eased the situation to bring the industry to this point where an electronic EFIS is recognized as the more reliable—and data-rich—choice, he said.

“For our consumer base, it eliminates one of the most unreliable things in their airplanes,” Uczekaj said.

AirVenture Base

At Oshkosh, Aspen Avionics sponsors a base in the North 40 campground, offering an air-conditioned lounge and refreshments for the wide range of its 14,000-plus customers who fly into the show each year. “We’re the most consumer-based company in certified avionics,” said Uczekaj, and the effort at AirVenture keeps the company close to that base.

The post Aspen Avionics Announces Autopilot Compatibility With Evolution Series appeared first on FLYING Magazine.

During previous visits to Oshkosh, Wisconsin, Perlan 2 was featured in the static display, but this year, chief pilot Jim Payne and chief engineer Morgan Sandercock finally took the opportunity to showcase the flight characteristics of this unique sailplane. 

In 2018, Perlan 2 made the world’s highest crewed wingborn subsonic flight at 76,124 feet pressure altitude in the Patagonia region of Argentina. Although that height surpassed the maximum recorded altitude in level flight of the legendary Lockheed U-2 Dragon Lady, the SR-71 Blackbird still holds the overall record altitude for level flight of a crewed airplane, at 85,069 feet. 

In the hours leading up to Tuesday’s flight, news that the one-of-a-kind glider would be performing drew crowds and long-lens photographers to the flight line observation zone at Wittman Regional Airport (KOSH).

Here we go! Perlan 2 is back and ready for @EAA AirVenture next week.

As Chief Pilot Jim Payne said, “Made two flights to practice for Oshkosh. Despite the 34-month layoff, the Perlan 2 flew as well as ever. It is ready to go!” #AirbusPerlanMission II #OSH22 @AirbusInTheUS pic.twitter.com/FoXtzxEjDC

— Perlan Project (@PerlanProject) July 19, 2022

Shortly before 3 p.m., the Egrett—with glider in tow—taxied down Runway 27 and quickly went airborne, soaring over the airfield against blue skies mixed with scattered clouds.

“It’s exciting to show off the airplane,” Payne told FLYING shortly before the flight. “Now, it’s not very maneuverable, so we’re not going to do any aerobatics. But it offers a chance to see a tow. The Egrett tows are impressive, because it climbs so fast.”

According to aeropedia.com, the maximum rate of climb at sea level for the type is 427 meters per minute (1,400 fpm). 

The flight crew uses a 300-foot tow line. During takeoff, Payne said, “we’re basically flying in formation on the end of the rope. The Egrett has such a high climb rate that there’s a high tension on the rope. So it’s actually pretty easy to fly because the glider wants to go where the Egrett goes.” Payne said he planned to limit the aircraft’s altitude during the flight to 1,500 feet.

After a flight lasting less than 15 minutes, the glider coasted in for a smooth landing back on Runway 27. Payne and Sandercock exited the aircraft and sat on its fuselage during the tow back to the EAA’s Boeing Plaza.

Ever wondered what it’s like to soar to the edge of #space?
On Sept. 2, 2018, Jim Payne and Tim Gardner with support from a dedicated team of volunteers, soared the engineless Perlan 2 #sailplane to a world altitude record of 76,124 ft.(23,203 m) on #AirbusPerlanMission II. #OTD pic.twitter.com/3koDwfLtjL

— Perlan Project (@PerlanProject) September 2, 2021

About the Aircraft

With an empty weight of 1,500 pounds, Perlan 2 is amazingly light for the structural strength required for stratospheric flight. Its wingspan of 84 feet gives the airplane a total wing area of 262 square feet. 

In flight, cabin pressure reaches 8.5 pounds per square inch (psi), creating a cabin atmosphere equal to flight at about 14,000 feet. 

As you might guess, flying a glider to high altitudes requires specialized equipment, including dual-redundant oxygen rebreathers. The aircraft has been outfitted with a drogue parachute for rapid descent, if necessary, and a ballistic chute for a lower-altitude emergency descent.

How It Flies

Flying Perlan 2 involves the same piloting techniques commonly used by wave-soaring pilots—leveraging clouds and stratospheric air currents formed by mountain wave effects to gain altitude. When there are no clouds to mark the lift-producing areas, aircraft positioning is done using a GPS-based moving map.

What’s Next

Next year, this aircraft—with backing from Airbus—is scheduled to soar higher than it ever has before—to test the glider’s 90,000-feet service ceiling, “We’re going back to Argentina to attempt the fly to FL900,” Payne said. “That will be in late July through early September 2023.”

Airbus Perlan Mission II is scheduled to perform research on weather conditions in the upper atmosphere. If successful, the mission will set a world altitude record for crewed wing-borne flight, according to the Perlan website.

“We have some new science payloads we’ll also incorporate into the airplane,” Payne said. “But visually, the airplane is ready to go.”

The post Sailplane That Soared Higher Than the U-2 Flies at Oshkosh appeared first on FLYING Magazine.

The twist on the company’s popular four-seat airplane plays upon Tecnam’s Italian heritage with a list of optional features made standard in the new edition, including:

• a new panel layout
• Garmin GMC 707 autopilot with electronic stability protection
• Garmin GCU 475 FMS keypad
• polished aluminum trim wheel in the center console
• new parking brake
• double housing for mobile phones
• improved USB ports
• relocated electric rudder trim
• updated wing tips with integrated LED lights
• metallic paint
• premium interior options, including carbon fiber inserts

Continental Diesel Up Front

The Gran Lusso P2010 is powered by Continental’s CD-170 diesel engine, from the powerplant OEM’s line of engines that can run on jet-A and other fuels. Sustainability was a key message at Tecnam’s press conference, in which director of sales David Copeland pointed out the inherent “green” nature of the company’s position in the marketplace.

• READ MORE: FLYING‘s Complete Coverage of EAA AirVenture 2022

“Tecnam is always committed to the green future, because flying Tecnams significantly reduces greenhouse gas emissions today, not tomorrow,” Copeland said. “Based on recent data, and industry benchmarks, flight schools operating Tecnam’s single- and twin-engine fleets can save as much as ten tons of CO2 emissions for every student graduating with a commercial pilot’s license—a 60 percent reduction in comparison to fleets using 100LL fuel on a journey of 155 flight hours, with 30 hours in our twin.”

The CD-170 in the P2010 helps make good on this commitment to reducing carbon emissions, as it burns only 5.2 gph average in cruise flight. Pricing on the Gran Lusso, all in, is $626,750.

Updates on the P-Mentor

Copeland also touched upon updates to other programs, such as the special missions version of the P2012, the Sentinel ATOS edition, and the P-Mentor two-seat trainer, announced in April, and which it expects to bring to Oshkosh in 2023.

Tecnam has also begun construction on a 183,000-square-foot addition to its production facilities in Capua, Italy (LIAU). “This addition will further support our order book and expansion of our product line as forecast,” Copeland said.

The post Tecnam Debuts Gran Lusso P2010 at Oshkosh appeared first on FLYING Magazine.

Most pilots are familiar with the event. Now known as EAA AirVenture, thousands of airplanes and their owners converge upon Wittman Regional Airport (KOSH) in Oshkosh, Wisconsin, for a weeklong aviation celebration. Aircraft of all types show up, manufacturers unveil their newest offerings, daily airshows take place, and good friends catch up and share laughs over beer and brats.

Like many pilots, I made my first pilgrimage to the event as a passenger. Back around 1998, or so, I belonged to a flying club in Ann Arbor, Michigan, that maintained a fairly active social calendar. When a couple of members invited me to ride along to Oshkosh in the back seat of the club’s Cessna 182, I leapt at the opportunity.

We flew a 182 there, and opted to take the direct route right over Lake Michigan. This is a somewhat controversial strategy. Such a route, even at our cruising altitude of 12,500 feet, introduces a stretch of about 20 to 25 minutes where, should you experience an engine failure, you will be unable to glide to either the Michigan or the Wisconsin shorelines. I learned that when flying in that stretch, the engine makes some very concerning noises. In your head, anyway.

Although we filed IFR for the flight there, things became somewhat hectic as we approached Oshkosh. While on final to Runway 27, the controller advised us he would be placing three P-51s ahead of us and a B-17 behind. Feeling like we had been teleported into World War II, we monitored the warbirds closely while also keeping an eye out for flak.

The following week at Oshkosh was magical. Camping with friends, seeing thousands of airplanes, and simply taking it all in was a memorable experience. But the trip there was what stood out. The challenge of managing the weather, the route, and the traffic made the rest of the experience feel like something special; it was an adventure that had to be earned, and the payoff felt that much sweeter as a result. 

As I walked around the grounds that week, I observed the aircraft owners around us in the midst of their own individual adventures. Seeing them taxi into their parking spots, set up camp, and then kick back in the shade of their wing as they watched arrivals, I became enchanted. The idea of single-handedly orchestrating all the necessary planning and logistics to get to the world’s greatest aviation celebration and then relaxing with my very own airplane became a lifelong goal.

A quarter-century later, I found myself poring over the weather forecast and reviewing the arrival procedures, ready at last to orchestrate the logistics of my own arrival with my own airplane. While most of the process proved to be straightforward and manageable, the weather forecast was ominous. To me, anyway. 

• READ MORE: FLYING‘s Complete Coverage of EAA AirVenture 2022

It all came down to crosswinds. When you’re as new to tailwheel flying as me, you look for every opportunity to minimize or eliminate them. From opting to fly in the early morning or late afternoon to seeking out airports with suitable runway options, to changing your flying and travel plans completely, you do what you need to do to be safe and conservative. In the week leading up to AirVenture 2022, it became clear I’d have to do some or all of these things to get to the big event safely and without any insurance claims.

The forecast called for winds that were both strong and gusty. With a self-imposed crosswind limitation of 8 knots, I was motivated to plan my arrival around the day with the most favorable winds. Ideally, this would occur on the Thursday prior to the beginning of the big show. This, I had learned over the years, provides just the right amount of time to arrive, secure a great parking/camping spot, and settle in to observe the thousands of weekend arrivals.

Looking at the National Weather Service’s graphical forecast, however, a Thursday arrival looked bleak. Winds gusting to nearly 30 mph were well above my limits, and the rest of the week looked similar. Monday’s forecast, however, was perfect. Not wanting to arrive in the chaos that defines Saturday or Sunday, I was left with one alternative—fly to Oshkosh a full week early, on the Monday before the show kicks off.

The idea of flying up a full week early seemed ludicrous at first. There would be no food vendors open, no trams running, and virtually no other aircraft to see. It would be a ghost town.

But it would be Oshkosh.

I considered the situation. I was able to work remotely. Provided I had access to electricity and Wi-Fi, it made no difference whether I was in an office or in a tent. And the weather on Monday morning looked positively idyllic, with light winds right down the runways at both my home airport as well as at Oshkosh. It seemed arriving so early would provide many upsides with virtually no downsides.

By 9 a.m. Monday morning, I had the airplane packed and preflighted. This early in the week, the Notice (formerly known as the NOTAM—a detailed set of arrival procedures specific to AirVenture) would not be active. I would, therefore, be able to fly directly to the airport as though it was any other Class D airport, with no complications. 

The 170 took its time getting off the runway. The 85-degree heat, nearly full fuel tanks, and 150 pounds of camping gear slowed acceleration, as did my newly installed, low-pressure tundra tires. But take off it did before settling into a very luxurious climb. The price of a 180 hp Lycoming O-360 STC certainly seems high, but during takeoffs like this, the trees on the departure end of the runway seem even higher. 

Before I knew it, I had leveled off and had little else to do but absorb the reality that I was on my way to Oshkosh in my own airplane. Still new to EFBs, I found the entire navigation process laughably easy. Formerly intimidating concerns, like the location of airspace and, indeed, one’s own location at any given moment, were clearly displayed as plain as day. Simply follow the magenta line, monitor the engine, and look for traffic. Before you know it, you’re approaching your destination stress-free.

The controllers at Oshkosh were friendly and accommodating as ever. I requested and was granted the use of Runway 27. Because of the nonexistent crosswind component, the most interesting part of the landing was my adjustment to the new tundra tires, which contacted the surface sooner than anticipated and threw me off just enough to make a soft yet ugly landing. 

I taxied to my preferred parking/camping spot in the vintage airplane area and was greeted with a hearty “Welcome to Oshkosh!” The parking volunteers were on duty and happy to assist a full week before the show was slated to begin. The friendly volunteer asked where I’d like to park, and ultimately, invited me to shut down and explore my preferred area on foot to find the best spot, which I did. There were, apparently, many benefits to arriving early. 

After properly securing the airplane with double tiedowns, I bribed a nearby volunteer to give me a ride to a local hotel. It wasn’t that I needed a place to sleep—my tent works fine—but rather that I needed a place to work. Convenient electric outlets, reliable Wi-Fi, and air conditioning would make my three work days far more enjoyable, and two reasonably-priced nights in a hotel would do the trick nicely until my vacation officially began on Thursday.

Walking away from my airplane, I couldn’t resist a glance back. By any measure, my first solo flight into AirVenture was a sham. I arrived in perfect weather. I arrived before the busy, chaotic arrival procedures were in place. And I was able to have my first choice of the most prime parking spots on the grounds. 

But at the same time, I managed risk, I flew within my abilities, I got to Oshkosh, and I did it all without having to file an insurance claim afterward. I was a pansy, but I was a safe one. And if achieving my 25-year dream of flying my own machine into AirVenture meant easing into it as I was able, I felt good about it.

The post The Early Bird Gets the Good Parking at Oshkosh appeared first on FLYING Magazine.

This not-for-profit company offers flight training paid for by scholarships. Each year, the scholarship winners are awarded their wings at AirVenture. This year, the wing ceremony was held at Theater in the Woods. 

During the wing ceremony, Able Flight director Charles Stites introduced the class of 2022 to the audience made up of the families of the recipients as well as representatives from the businesses who sponsored the training. The scholarship recipients had their wings pinned on by the scholarship providers, who made the training possible.

The Able Flight Class of 2022 

Andy Burnette of Florida is a combat-wounded veteran. He was serving as an infantry platoon medic in Afghanistan when a sniper round pierced his spine, leaving him a quadriplegic.

Ryan Chen from California is a paraplegic who uses a wheelchair due to a snowboarding accident in 2009. He is the co-founder of Neurogum, a consumer products company. Chen’s mother made the trip from Japan to see her son get his wings.

Stephanie Cibello from Pennsylvania has been an EMT and is a member of Women in Aviation International. She plans to use her pilot certificate for charitable flying. She uses a wheelchair because of a birth defect that affects her right leg.

Austin “Chance” Field comes from an aviation family. He spent several summers working around airplanes at an FBO operated by his aunt and uncle before serving in the Navy. In 2006, he was paralyzed in a motor vehicle accident.

Nathaniel Miller of Arizona graduated from the University of Arizona with a degree in architecture and is working on becoming a licensed architect. He became a quadriplegic as a result of a diving accident, and has competed in wheelchair rugby on the national level.

Chris Murad of Georgia graduated from Georgia Tech with an aerospace engineering degree. He became paralyzed in 2016 when he was shot during a robbery as he was leaving work. According to Stites, Murad decided to become a pilot because he knew it would make him a better aerospace engineer.

The ceremony recognized the flight instructors who provided the training, and several aviation luminaries, including:

• AOPA Director Richard McSpadden
• Jessica Cox, the world’s first armless pilot, a motivational speaker and as she noted during the presentation—now an aircraft owner
• Aerobatics champion Patty Wagstaff

How Able Flight Works

Each year, Able Flight selects six individuals to receive flight training scholarships. The application process involves letters of recommendations and candidate interviews.

The scholarship winners spend six weeks at Purdue University in Indiana where they undergo intensive flight training using light sport aircraft that have been modified to accommodate their limitations.

Able Flight could not function without its sponsors, which include:

• ForeFlight
• Lockheed-Martin
• Hartzell Propeller
• Aircraft Spruce and Specialty
• Sporty’s Pilot Shop

To get more information about the scholarship program or to make a donation, visit ableflight.org.

The post Able Flight Class of 2022 Honored at Oshkosh appeared first on FLYING Magazine.

Check back often, as pictures will be added throughout the day.

The post Gallery: Tuesday at Oshkosh appeared first on FLYING Magazine.

Here are some of the sights from that event, including the winners of FLYING‘s Editor’s Choice and Innovation awards.

All photos by Stephen Yeates.

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