Skyful news
11 Jul 2022
Airshows & Events News Skyful
Farnborough International Airshow (FIA) 2022
The Farnborough International Airshow ( FIA) will be taking place as an in-person event from 18th July until 22nd July 2022 at the Farnborough Airport in Hampshire, UK. The event is one of the largest aerospace and defence exhibitions, attracting thousands of exhibitors and visitors from all around the world. FIA2022 will be a strategic opportunity to witness the leaps in development that have taken place as well as showcase innovation to a truly global audience, face-to-face This year, its role will carry even greater significance with FIA2022 serving as the first major event to reconnect colleagues from around the world, enabling business growth and recovery. The premier trade event show will be taking place at the birthplace of British aviation in Farnborough, Hampshire, UK. Key Details Dates: July 18-22, 2022 Venue: Farnborough Aerodrome, Farnborough, United Kingdom Show Dates and Opening Times: The Farnborough International Airshow will run from Monday 18 July to Friday 22 July. The trade show runs for all five days with members of the public able to attend as a part of our Pioneers of Tomorrow day on Friday 22 July. The opening times for the show are as follows: Monday 18 July: 10:00 - 16:00 Tuesday 19 July: 09:00 - 17:30 Wednesday 20 July: 09:00 - 17:30 Thursday 21 July: 09:00 - 17:30 Friday 22 July: 09:00 - 17:30 Aerospace Global Forum: The Aerospace Global Forum (AGF) is a brand-new feature for the Farnborough International Airshow 2022, for the first time, providing a unique global platform to drive immediate action, accelerating the transition to the new Net-Zero. Taking place throughout the trading week, the Aerospace Global Forum will welcome global leaders from across aerospace and beyond to drive climate action and transform our industry. Passes for the Aerospace Global Forum can be purchased in addition to your FIA2022 entry and daily passes are priced at £248 + VAT. A daily pass bundle is also available that includes the FIA2022 Trade Pass, priced at £293 +VAT. The AGF pass gives you access to the AGF headline panel sessions, Q&A, AGF unpack sessions, networking opportunities, industry insights and on-demand content on your chosen day/s. How to reach the Airshow: The Farnborough International Airshow is located southwest of London and is served by strong national and international travel links. Travel to Farnborough in as little as 35 minutes by train from London Waterloo or access the venue by car from the M3 and enjoy free parking. For those travelling by air, Heathrow is only 30 minutes away and Gatwick is only 50 minutes by car. Farnborough Airport, adjacent to the venue, is one of Europe’s leading business airports for private flights from around the world.
06 Oct 2021
Airshows & Events News Skyful
Upcoming Events: Dubai Airshow 2021
A huge line-up is taking shape with just weeks to go until the airshow makes its arrival in Dubai. Dubai Airshow 2021, taking place from 14 – 18 November, is all set to be one of the most significant in-person aerospace events to take place this year and has already been marked as a must-attend by regional and global organizations keen to accelerate their speed of recovery. The 17 edition of the record-breaking Dubai Airshow offers vital networking opportunities for aviation professionals as well as a chance to see an exhibition with the goal of serving as a platform for the industry to showcase the role that cutting-edge technologies can play in bolstering the recovery of the aviation, aerospace and defence sectors following the impact of the Covid-19 pandemic on the travel sector.
26 Jul 2021
Airshows & Events News Skyful
EAA Airventure Oshkosh 2021
Only in Oshkosh you will live seven straight days of world-class aerobatics, history coming alive through airplanes from all ears of flight filling the sky, camaraderie with fellow aviation enthusiasts, and much much more as promised by the organizers. The daily air show schedule for EAA AirVenture Oshkosh 2021 has been set and feature a wide variety of performances from the world of flight — precision aerobatics, military big iron, rare and unique flying examples, and history coming alive. AirVenture 2021 Daily Air Show Schedule Set July 22, 2021 – The daily air show schedule for EAA AirVenture Oshkosh 2021 has been set. AirVenture’s daily air shows feature a wide variety of performances from the world of flight — precision aerobatics, military big iron, rare and unique flying examples, and history coming alive. As always, the daily schedule is subject to change at any time, and it will be updated as those changes occur. Daily air shows are presented by Daher and Pratt & Whitney. The Wednesday night air show and fireworks are presented by Covington Aircraft. The Saturday night air show and fireworks are presented by Ford Motor Company. Twilight Flight Fest is presented by Horizon Hobby. Monday, July 26 – We’re Back! Day (2:30 p.m.): National Anthem/SOCOM Parachute Team; Michael Goulian (Extra); Aeroshell Aerobatic Team (T-6s); Warbirds of America (various warbirds); GEICO Skytypers (SNJs); IAC – Greg Koontz (Decathlon); Phillip Steinbach (GameBird); Two Buck Chuck (various); Melanie Astles (Edge 540); David Martin (Beech Baron); Kyle Fowler (Long-EZ); Kyle Franklin (Cub); Erik Edgren (T-Clips); RJ Gritter (Decathlon); Aerial Applicators 100th Anniversary (various cropdusters); Bob Carlton (SubSonex JSX-2); Redline Airshows (RV & Extra); Matt Younkin (Twin Beech 18) Evening (8 p.m.): Twilight Flight Fest at the Fun Fly Zone – EAA STOL Invitational (various STOL aircraft); Hang Gliders (Dragonfly Tow Glider); Airythmia (paramotors); 3D RC flying (RC aircraft) Evening (8:45 p.m.): - Hot Air Balloon Glow (Papa Taxiway, south of P4) Tuesday, July 27 – Innovations DayDay (2:30 p.m.): National Anthem/SOCOM Parachute Team; Gene McNeely (T-6); Innovations – GameBird; Innovations – Cessna Sky Courier; Innovations – Opener Blackfly; Innovations – VoloCopter; Warbirds of America (various warbirds); Red Bull Air Force (Edge 540, helo, jumpers); Dell Coller (Jet Waco); Jeff Boerboon (Yak 110); Homebuilts Review (various homebuilts); Kyle Franklin (Cub); Rob Holland – South (Edge 540); Bill Stein – North (Edge 540); Adventures of Aviore (various); GEICO Skytypers (SNJs); USAF or USN Demo Team (TBD) Evening (8 p.m.): Twilight Flight Fest at the Fun Fly Zone – EAA STOL Invitational (various STOL aircraft); Hang Gliders (Dragonfly Tow Glider); Airythmia (paramotors); 3D RC Flying (RC aircraft) Evening (8:45 p.m.): - Hot Air Balloon Glow (Papa Taxiway, south of P4) Wednesday, July 28 – WomenVenture Day (2:30 p.m.): National Anthem/SOCOM Parachute Team; USAF Dragon Lady Demo (U-2); Goodyear Blimp/RBAF (Wingfoot 3); Red Bull Air Force (Edge 540, helo, jumpers); Warbirds of America (various warbirds); Jeff Shetterly (T-6); Eric Tucker (Cub, Ambulance); Patty Wagstaff – South (Extra 300LX); Vicky Benzing – North (Stearman); USAF Heritage Flight (F-16C & TBD); Joe Shetterly (RV-8); Justin Lewis (Microjet); Skip Stewart – North (Prometheus 2); Kevin Coleman – South (Edge 540); Vintage Review (various vintage aircraft); Jim Peitz (F-33C Bonanza); David Martin (Beech Baron); Michael Goulian (Extra 330SC); US Navy Legacy Flight (TBD) Night (8 p.m.): National Anthem/SOCOM Parachute Team; USAF Heritage Flight (F-16 & TBD); Red Bull Air Force (Edge, helo, jumpers); Aeroshell Aerobatic Team (T-6s); Goodyear Blimp (Wingfoot 3); Bob Carlton (Sonex Jet); Matt Younkin (Twin Beech 18); Redline Airshows (RV-8); Nate Hammond (de Havilland Chipmunk); DTG Pyro/Tora Bomb Squad (Fireworks) Thursday, July 29 – AFSOC ArrivalDay (2:30 p.m.): National Anthem/SOCOM Parachute Team; AFSOC Air Power Demo (various AFSOC aircraft); AFSOC Recovery (various AFSOC aircraft); 122nd FW ING ANG CSAR Demo (A-10s); 128th ARW WI ANG Flyby (KC-135R); USAF Heritage Flight (F-16C, P-38, P-40, P-51); US Navy Legacy Flight (TBD); Jeff Boerboon (Yak 110); Dell Coller (Jet Waco); Warbirds of America (various warbirds); Jim Peitz (F-33C Bonanza); Melanie Astles (Edge 540); Adventures of Aviore (various); Goodyear Blimp (Wingfoot 3); Red Bull Air Force (Edge 540, helo, jumper); Rob Holland – North (Edge 540); Bill Stein – South (Edge 540); GEICO Skytypers (SNJs) Evening (8 p.m.): Twilight Flight Fest at the Fun Fly Zone – EAA STOL Invitational (various STOL aircraft); Hang Gliders (Dragonfly Tow Glider); Airythmia (paramotors); Possible jumpers (Parachute demo team); 3D RC Flying (RC aircraft) Evening (8:45 p.m.): - Hot Air Balloon Glow (Papa Taxiway, south of P4) Friday, July 30 – Salute to Veterans/World War II 75th (Plus One) AnniversaryDay (2:30 p.m.): National Anthem/SOCOM Parachute Team; AFSOC Gunship Legacy Flight (AC-47 & AC-130J); AFSOC TAAR & STS Demo (MC-130J & CV-22s); Matt Younkin (Twin Beech 18); Skip Stewart – North (Prometheus 2); Kevin Coleman – South (Edge 540); David Martin (Beech Baron); Two Buck Chuck (various); Patty Wagstaff – South (Extra 300LX); Vicky Benzing – North (Stearman); Aeroshell Aerobatic Team (T-6s); World War II 75th (Plus One) Anniversary (various warbirds); USAF Heritage Flight (F-16, P-40, P-51s); US Navy Legacy Flight (F/A-18, E/A-18, F4Us) Evening (8 p.m.): Twilight Flight Fest at the Fun Fly Zone – EAA STOL Invitational (various STOL aircraft); Hang Gliders (Dragonfly Tow Glider); Airythmia (paramotors); 3D RC Flying (RC aircraft) Evening (8:45 p.m.): - Hot Air Balloon Glow (Papa Taxiway, south of P4) Saturday, July 31 – World War II 75th (Plus One) AnniversaryDay (2:30 p.m.): National Anthem/SOCOM Parachute Team; AFSOC Gunship Legacy Flight (AC-47 & AC-130J); Jim Peitz (F-33C Bonanza); Michael Goulian (Extra 330SC); Jeff Boerboon (Yak 110); Rob Holland – South (Edge 540); Bill Stein – North (Edge 540); Kyle Franklin (Cub); World War II 75th (Plus One) Anniversary (various warbirds); US Navy Legacy Flight (TBD, Corsair): USAF Heritage Flight (F-16, P-51) Night (8 p.m.): National Anthem/SOCOM; AFSOC Dusk Air Power Demo (various AFSOC aircraft); US Navy (TBD); Aeroshell Aerobatic Team (T-6s); Bob Carlton (SubSonex JSX-2); Matt Younkin (Twin Beech 18); Redline Airshows (RV-8s); Nate Hammond (de Havilland Chipmunk); DTG Pyro/Tora Bomb Squad (Fireworks) Sunday, August 1 – Closing DayDay (1 p.m.): National Anthem/SOCOM Parachute Team; AFSOC TAAR & STS Demo (MC-130J & CV-22s); USAF Heritage Flight (F-16, AD-1, P-51s); US Navy Legacy Flight (F/A-18F, TBD); Skip Stewart (Prometheus 2); Kyle Fowler (Long-EZ); Patty Wagstaff (Extra 300LX); Eric Tucker (Cub); Kevin Coleman (Edge 540); Eric Edgren (Taylorcraft); Melanie Astles (Edge 540); Redline Airshows (RV & Extra); Vicky Benzing (Stearman); Adventures of Aviore (various) AirVenture Dates 2021: July 26 - Aug 1 2022: July 25 - July 31 2023: July 24 - July 30
30 Jun 2021
Interview News Skyful
10 Questions with Pro Airshow Display Team: The Silhouettes
photo credit The Silhouettes 1. Who is behind The Silhouettes Air Display Team? The Silhouettes are a professional Australian Airshow Display Team recognised worldwide for awe-inspiring aerobatics. Team pilots Enzo Iacono (Silhouette 1) and Joel Haski (Silhouette 2), each with 30 years of flying experience, bring a wealth of aviation wisdom, insight and aerobatic expertise into their displays—constantly pushing the boundaries on what’s possible. For 10 years, they were officially sponsored by Red Bull, flying for VIP joy-flights, aerial advertising, display flights and promotional events. Other achievements include flying at the first-ever World Formation Aerobatic Championships (WFAC) in 2017 and performing three seasons across various International Airshows in China. 2. How did you guys come into contact? How was the team created? We met during flight training in high school about 30 years ago. After completing our Commercial Pilot and Aerobatic training began flying as The Red Baron. However, everything went to the next level for us after being invited to WFAC in 2017. We flew shows until 2019, and on returning home, we decided to start a new chapter as The Silhouettes. photo credit The Silhouettes 3. What is your personal signature while flying as a duo that distinguishes you from other air display teams around the world? Double-loop rejoin; this involves a formation re-join manoeuvre that takes place during two inside loops. Watch the video of us doing it here. 4. The most demanding acrobatic figures for you as pilots. Mirror formation because it’s the close formation and the leader’s inverted and the formation stall turn because we’re low speed in the vertical and close to each other. Aside from these, the most demanding aspects of flying manoeuvres and aerobatic sequences is show spacing and choreography—especially at high speed and low altitude, in formation. photo credit The Silhouettes 5. What are the biggest challenges to creating spectacular flights in your Extra 300? International transport of our aircraft is a complex process. There’s a lot of logistics to consider. We have to disassemble the planes in Australia, then ship them. Planes arrive at the first show, and we have to assemble them in time to make the first show. The other challenges are that often the next show is in a different province, and we’re not allowed to fly there—we have to disassemble the aircraft (again), pack it up and transport it to the next location—and do it all over again. So aside from the actual flying, we spend much of our time in transit. photo credit The Silhouettes 6. Trust is probably the most important element in an aerobatic team; can you name another one? We agree, trust paramount. To achieve the degree of trust required, team pilot practice and detailed de-briefings are a must. Another essential part of it is ensuring there’s complete transparency and clear communication between team members. 7. Can you tell us more about this new season and what we expect to see in the skies this year? Having recently rebranded to The Silhouettes (from Red Baron Display Team), we’re investing much time and energy into building our next airshow display chapter. We’re sharing a lot of new video content on our Instagram @Silhouettes_DisplayTeam featuring our formation training sessions, personal aero practice—alongside air displays for the local community and corporate events. Come 2022; we look forward to gracing international skies with our presence. For now, fly with us on the Gram. photo credit The Silhouettes 8. Describe a typical training day for you and your team in preparation for an event. The main preparation is sequence walkthroughs (on the ground) and a thorough briefing—which every team does. After that, we pre-flight the aircraft and jump in. Mental rehearsal is another integral part of any aerobatic pilot’s training. Pre-airshow, it’s about focusing on what’s going to happen during the flight. Because once the canopy is closed, you don’t think about anything else—it’s, be here and nowhere else. You can’t make any mistakes—not ever. You can’t turn the wrong way or cross the display line. Again, the pressure for each pilot changes depending on their role. The leader is responsible for the shape, size, position of the whole sequence—they’re concentrating on heights and speeds and flying perfect figures for the wingman. Being number 2 (wingman) is about being in position no matter what! He doesn’t care about height or speed—it’s all about maintaining a relevant position with the leader. Here is a taste of our rehearsals. 9. Do you work in the air also when you don’t fly with The Silhouettes? Yes, we are Chief Pilots and Instructors at The Aerobatic School Sydney recognised as Australia’s leading flying school for Basic and Advanced Aerobatics, Formation Flying, Upset Recovery, Licence Training; plus Tail Wheel, CSU and Retractable Undercarriage endorsements. We also run Competition Aerobatic Pilot Coaching for pilots seeking to take their aerobatics to a competition level. 10. Your dream airframe? Joel - Custom Tri-Plane Enzo - EXTRA 330SC photo credit The Silhouettes -Article by Ms Enzina Calascione -We thank you Ms Monica Kade, the pilots Mr Enzo Iacono (Silhouette 1) and Mr Joel Haski (Silhouette 2) for their cooperation and support. - Follow The Silhouettes on their official account https://www.instagram.com/silhouettes_displayteam/
16 Jun 2021
Interview News Skyful
F/A-18 Swiss Hornet Solo Display Team
'' This is the best job I could ever dream of so go for it, fight, keep fighting and never give up with energy!!! '' Who is Captain Yannick ‘Fönsi’ Zanata. A short biography. This is the first season for Cap Yannick ZANATA as a Swiss F/A-18 display pilot. Cap Yannick Zanata was born and grew up in Geneva., he is 34 years old and in 2007 he started his military service. He is incorporated in Fighter squadron 17 in Payerne and currently flies the F/A-18. Le Genevois has about 2000 flying hours in total and about 700 on the F/A-18. Yannick has a family with two kids and during his free time, he enjoys skiing and other sports. photo credit Yannick Zanata You fly also as a pilot for the Swiss Air Force. What is your role within the Swiss Air Force? As a Swiss Air Force pilot, my primary task is to protect the country. This is why you will find me 6-7 times a year in the QRA. Other than that, I fly air defence training missions in Switzerland and abroad as a 4-ship lead. I am also an instructor on the F/A 18 and in the simulator for the rookie pilots. Last but not least, I am a sea survival instructor and part of the combat evaluation unit. Last year you took the place of Nicolas "Vincent" Rossier but for a known reason, there was no demonstration in 2020 and you will debut this year. How do you feel about your debut? This is a strange time. A lot of displays have been cancelled. So at the moment, I am training at least once per month. This is not the perfect situation but I am still able to maintain good training and I feel comfortable flying the demo, which is actually the most important. What is your personal signature while flying the Boeing F/A-18C Hornet that distinguishes you from your predecessors? I guess I do not really have one… for the first season, I cannot really invent new figures because I first need to learn from my coach. Flying the demo is a new approach of the aircraft and I cannot improvise new tricks. It would be too dangerous. photo credit swisshornetdisplayteam The most demanding acrobatic figure for you as a pilot The beginning of the slow flight! Even if it is not the most impressive figure, it is a phase where you have to get a lot of parameters together such as airspeed, AOA, altitude and axis. It is really challenging. Moreover, you have to be ready if you have a malfunction like an engine failure. You are in a flight envelope where you do not have a lot of margins. photo credit swisshornetdisplayteam What are the biggest challenges to create the spectacular solo flights on Boeing F/A-18C Hornet interceptor? With the F/A-18 we do not have any AOA (angle of attack) restrictions. This allows us to perform incredible manoeuvres at slow speed like high AOA barrel roll or pirouette (this is a kind of controlled spin) but it also brings many problems. Above 15° AOA, the displayed altitude may be up to 1000ft wrong (and I am flying down to 200ft). To counter that, I have several altitude and airspeed gates that I have to respect. For the same reason, in case of an engine failure, I have to be ready to react very quickly reduce the AOA, regain speed and avoid the VMCA (minimum controllable airspeed) produced by the dissimilar thrust resulting. photo credit swisshornetdisplayteam The calendar 2021 with your shows has been released. Can you tell us a bit more about this new season and what we can expect to see in the skies this year? My calendar is online and updated regularly on Instagram and Facebook. You will find me in Sanicole, Duxford, Luxeuil, Malta, at airshows in Switzerland and of course at the Axalp at the end of the year. We know how hard your training must be, can you describe a normal training day for you and your team in preparation for your first event? We had two weeks of training at the beginning of the year. We began in the simulator to train the program and all the possible malfunctions that I could encounter. Then we continued with two sessions of training per day. Starting at a high altitude and slowly descending when I felt comfortable. Next to the flying, I had to study every place where I have a display, looking for obstacles and anything that could impair the safe conduct of the flight. What is the message you would like to pass to those new generations who dream to fly the Boeing F/A-18C Hornet? I would say this is the best job I could ever dream of so go for it, fight, keep fighting and never give up with energy!!! photo credit Yannick Zanata Your dream airframe Hard to say… I think every aircraft is unique and brings its own challenges. Maybe if I really had to pick one (other than the F/A-18) I would say the F-14. photo credit Guido Aviation Photography photo credit Yannick Zanata -Article by Enzina Calascione -We thank you Cap Yannick "Fönsi" Zanata for his cooperation and support. - Follow 'Fönsi' on his official accounts https://www.facebook.com/SwissHornetDisplayTeam and https://www.instagram.com/swisshornetdisplayteam/
02 Jun 2021
Interview News Press Reviews Skyful
The Relentless Aviator: Daniel 'Taz' Christman
Who is Daniel Peter Christman? Brief biography. As a young kid growing up in northern Indiana, I always knew I wanted to be a pilot. My father was in the Air Force Reserves and would regularly take me to the base to see the planes. When I was 11 my parents bribed me, saying that if I made the honour roll they would pay for flying lessons. It worked, and I have been hooked ever since. I soloed on my 16th birthday and received my Private Pilot Certificate a year later at age 17. Since then, I have earned several certificates: Air Transport Pilot multiengine land, Commercial Pilot single-engine land, and sea, instrument helicopter and glider, Flight Instructor single and multiengine, instrument aeroplane, helicopter, instrument helicopter and glider, Ground Instructor advanced and instrument, Flight Engineer turbojet, and Remote Pilot small UAS. You fly also as a pilot for USAF. What is your role within the USAF? My day job is as a Lieutenant Colonel in the USAF—where I'm known as "Taz"—presently serving as the Inspector General of the 57 Wing at Nellis AFB, Nevada. My military flight experience includes Instructor Pilot in the Northrop T-38A/C Talon jet trainer, Mission Pilot in the Rockwell B-1B Lancer bomber, and Instructor/Evaluator Pilot in the General Atomics MQ-9 Reaper remotely piloted aircraft (RPA). photo credit to Daniel Christman You have been nominated Certificated Flight Instructor of the Year 2018 by the General Aviation Awards program and the Federal Aviation Administration (FAA). are you also active in promoting flying as an educational tool for the younger generation? Teaching flying is clearly my passion. In addition to my full-time duties with the Air Force, I average 25-30 hours of flight instruction a month and another 10-15 hours of ground training per week. I have been an active flight instructor either full or part-time for over 23 years with more than 7,000 hours of dual instruction given in a diverse array of aircraft. As a part-time instructor, I currently have six full-time and four part-time flight students plus five ground school students. Unfortunately, I currently have a two-month waiting list for any new prospective students. As the director of operations of a major flight school, he is responsible for managing 8 instructors and 55 students. I currently run one of the only aerobatic/upset recovery training programs in the region utilizing Decathlon and Yak-52 aircraft. I am an experienced Technically Advanced Aircraft (TAA) instructor specializing in Avidyne, Garmin, Aspen, and Honeywell glass cockpits. I have also created and recorded over 55 hours of video content for Helicopter Online Ground School (HOGS) Instrument Rating course. A favourite saying of mine is: "An empty seat is a missed opportunity". What that means is any time after you are a certificated pilot that you fly solo, it is a missed opportunity to share aviation with someone. I am a huge proponent of the Young Eagles program and will routinely share my love for aviation with younger kids, trying to pass on the experiences of my own youth. As an aviation ambassador to young enlisted Air Force airmen, Taz designed an incentive ride program to help motivate them to become officers and pilots. He flew 25 enlisted airmen free of charge in personal aircraft, three of whom decided to start flight training. photo credit to Daniel Christman Is the general pilot shortage in the USAF affecting your daily work as an airman? I do not think the manning shortage is limited to just pilots. All aspects of the military are feeling the strain. But losing experienced pilots to the private sector is a huge concern for Air Force leadership. I do not see any relief until leadership makes some unprecedented changes. Most stems from the high ops tempo that pilots are enduring. Multiple deployments wear on family life. The private sector of aviation, Airlines, and corporate, offer a more stable lifestyle and better pay. The Air Force is losing our most experienced pilots, which is putting more work on those of us who stay in. Can Augment Virtual Combat Reality, according to your experience on the field, concretely fill the pilot shortage gap? I think it is too soon to tell if VR can fill the pilot shortage. The retention issue will still exist whether we produce pilots faster or not. In 2018, the service introduced a first-of-its-kind Pilot Training Next (PTN) experiment at Joint Base San Antonio-Randolph, Texas, to test students' abilities within an augmented reality space meant to resemble an in-flight experience. PTN uses simulators to teach aircraft familiarization. Student pilots have traditionally begun their training with heavy academics and regimented simulator time, but PTN plunges them directly into augmented reality and simulator training, allowing them to learn and self-correct as they participate in realistic flight scenarios before they get into the T-6 aircraft used for instrument familiarization, and low-level and formation flying. Pilot performance and washout rate in PTN closely resembles a conventional undergraduate pilot training class. The Air Force has introduced a new program, dubbed Undergraduate Pilot Training 2.5, which builds off PTN. Primary training for UPT 2.5 begins in the T-6 aircraft, but then transitions to virtual reality, simulator, and tablet learning mechanisms. While the Air Force is progressing with these programs, it's also looking to outsource training to private industry to boost yearly pilot output as it races to produce 1,500 pilots a year. The Air Force fell short of that production goal -- first set in 2018 -- in fiscal 2020, producing 1,263 pilots. photo credit to Daniel Christman You have been active, among others, also on B-1 Lancer Bombers. What are your expectations for the B-21 Raider? Do you think it could be a way to take the B-52 out of service for the good and leave the strategic long-range missions covered only by the B-1 and B-21? Currently, only 10 per cent of our nation's bomber force is capable of penetrating advanced adversary air defences. The B-21 will provide the kind of payload, range, and penetrability that our current force of B-1s, B-52s, and, to a small degree, B-2s, cannot accomplish. That being said, the high cost I feel will limit the B-21. We have seen that in both the B-1 and the B-2 aircraft. The B-1 has been overworked to the point where its future has been seriously cut. Parts are hard to come by and the huge operational cost is a hard pill for congress to swallow. The B-2 was originally supposed to have 132 aircraft, but only about 20 were ever produced. I think the same fate will fall on the B-21. The B-52 on the other hand has been a workhorse for the military since the late '60s. It is relatively cheap to operate compared to the other Bombers. While it is old, it continues to be upgraded to stay relevant. I don't think its life is indefinite, but I do think it has the potential to outlive the B-1 and B-2. photo credit to Daniel Christman photo credit to Daniel Christman You fly almost everything that can take off and land (if we exclude witches' brooms). Which is, at the end of the day, your ideal airframe? I just absolutely love flying. If it will get me off the ground, I would probably fly it, including brooms! LOL. My ideal airframe changes with what I want to do. If I want to fly low and slow and land out in the middle of nowhere, a helicopter is a way to go. If I want to travel long distances and get there fast, an aeroplane is the best way. All aircraft are designed for specific reasons. Depending on what I am feeling at the time, usually determines what I want to fly. It is really hard to pick just one. I suppose if you pressed me to pick only one aircraft to fly, it would be a Decathlon. It allows me to do aerobatics, while still being able to fly cross country. I could also do some off-airport-type flying. photo credit to Daniel Christman photo credit to Daniel Christman You and your YAK-52, a passionate love story. Tell us where you met her. Our Yak and I have had an interesting journey. It originally rolled out of the factor in Romania in 1988. It then went into service with the Ukrainian Ministry of Transport as a primary trainer. It trained hundreds of pilots until it was returned to the factor in 1999 for overhaul. It was then purchased by a U.S. company Ohio in 2001. They registered the aircraft in the U.S. and flew the aircraft until 2007 when they sold it to a gentleman in Phoenix AZ. It was only in Arizona for about a year. It was then sold to another gentleman from Santa Monica CA. Unfortunately, that owner passed away in a separate aircraft accident. The plane sat on the ramp for several years until it was finally purchased by an aircraft museum in 2013. They performed maintenance on the plane to get it airworthy again. The plane was then purchased in 2015 and moved to Southern California. It was then used as an airshow performer, flying multiple airshows throughout the Southwest. I first flew into N52EX in 2016. A good friend of mine was looking for an aerobatic aircraft. We flew out to Murrieta, CA to do a test flight. I instantly fell in love with the plane. It had the military feel I was used to from my Air Force aircraft, but unique and different from anything else I had flown. My buddy bought the plane on the spot. I have been flying the plane ever since. I loved flying the plane so much, that I started looking for my own Yak. My friend who owned the plane decided it was too much for his skillset, so he offered to sell it to me. I jumped at the chance. I purchased it from him in 2019. I have never regretted it one bit. I have flown it all over the United States. I have introduced several people to aerobatics, formation, and warbird flying. I have had the privilege to perform several memorial/military honour flights. Currently, I am helping prepare my girlfriend to fly her in the Women's Air Race Classic. This will be the first time a Yak has been included in the race. She is one of the best planes I have ever flown. She fits me to a T. She has her quirks. She is temperamental, fussy, and needs a lot of attention at times. But when we are in the air, it is pure magic. She is a huge part of my life. I could not think of a better plane for us. photo credit to Daniel Christman - Article by Enzina Calascione - We thank you Daniel 'Taz' Christman for his cooperation and support . - Follow 'Taz' on his official accounts https://instagram.com/chrisairaviation?utm_medium=copy_link
05 May 2021
Interview News Skyful
The Swiss Air Knights: SUBITO Team & FMA
https://fliegermuseum.ch/ What is Fliegermuseum Altenrhein? The Fliegermuseum Altenrhein (FMA) was founded as an association in 1994 by private persons. The main purpose of the FMA is to save ex Swiss Air Force jets from being scrapped or sold. Furthermore, the FMA has the mission to maintain, exhibit, and of course, demonstrate historic and other ex-Swiss Air Force aircraft but also aircraft concerning modern and historic Swiss aviation in the air. The FMA and responsible units of the Swiss Air Force respectively the Swiss Armed Forces have a very good partnership. The FMA developed also into a known and still private institution for forming and training display and formation flight pilots with professional structures and Syllabi. Thanks to this effort and fact, the Fliegermuseum Altenrhein can keep its pilots to a very high level of display and formation flight skills and present the fleet with solo displays or with its teams showing nice aerobatic formations. The FMA has since the beginning its maintenance capacity that is specialized in maintaining most of our historic aircraft. How did you guys come in contact? How was the team created? Founded by former air force pilots, air force mechanics, and jet enthusiasts the group of members has been growing every year. In the meantime, we have groups of members supporting us by being members, mechanics, and volunteers helping to maintain our historic hangars, military pilots, commercial pilots, private pilots, and many more. photo credit to Flieger Museum What were the biggest challenges to create the impressive fleet FMA has? It has been a challenge to convince our FOCA to “civilize” the former historic air force jets. The reason is that most of these airplanes have never been registered as civil airplanes. But in the end, we succeeded and like this our historic airplanes got their civil airworthiness license. The most challenging task at the moment is to find mechanics with the requested license for the maintenance of historic ex-military jets. There are simply no more mechanics in Switzerland that can maintain the Hawker Hunter. We are currently searching for solutions together with British mechanics and the Swiss FOCA. Furthermore, the insurance fees are increasing as they are all over General Aviation, to new record values. Generally spoken, to keep historic ex-air force jets in the air is getting more expensive every year. So we are always looking out for new partners and sponsors having the same passion and assignment we have. Is FMA a foundation? We, the FMA, are an association. The other entities are either companies or also associations. photo credit to Flieger Museum FMA is a training facility. What kind of training do you offer and what are the requirements to take part in it? First of all, we have requirements and an assessment which interested pilots have to fulfill and pass respectively. Also, we only accept pilots intending to be long-term FMA member pilots. Successfully assessed pilots have the following possibilities: Class Ratings (Single Engine Land, Difference Training, Familiarizations, Pilatus PC7 SET, Vampire, Hunter), Aerobatic Rating, NIT, and, of course, the demanding and finally costly display and formation flight education/training. We offer this training with our Flight Instructors and with a great and very important partnership with AVILÙ SA (www.avilu.ch), a flight school located in Lugano. Do you perform also as an acrobatic team for the Swiss Airforce next to the Patrouille Suisse? We as a private operating group have never the same possibilities as the Swiss Air Force Teams have. But we work closely together. Our Hawker Hunter often flies displays together with the Patrouille Suisse. The SUBITO Team trains a lot and has developed into an interesting formation aerobatic team showing a very dynamic display. The Swiss Hunter Team shows formations with Hawker Hunter and De Havilland Vampire. The spectator loves this view and the fantastic sound! Why the name ‘Subito’ for the Pilatus PC7 team? SUBITO stands for fast, quick, immediate, which means the SUBITO Team is showing a dynamic and interesting aerobatic formation display photo credit to Flieger Museum Top 3 elements, according to you, for a successful acrobatic display team. Trust Skills Training/discipline Do you consider trust the most important factor in an acrobatic display team? Yes as you can see in the previous question it is the first and most important point. You must be able to trust blindly your buddy on your side otherwise you will not become an old pilot. The most demanding acrobatic figure for you as a pilot Personally, during formation aerobatics, it is simply the correct and safe positioning. If you are two planes this is better manageable but as soon as you are three or more planes every plane must exactly keep the same reference position! Very challenging. During competition aerobatics, it is the P-loop that can be very complicated about energy management if you add some snaps and rolls. photo credit to Flieger Museum Have you tried Extra NG yet ? Not yet. I would like to do this. You are an Airbus A330 pilot. How difficult is it to combine your work with a great interest in flying in FMA? It's not very difficult at the moment. Unfortunately, due to the Corona crisis, most of the SWISS A330 fleet is on the ground. But even during non-Corona periods, my fleet managers are very patient, and we always find the "Variante Optima". The glider of your dreams FMA: Hawker Hunter и Pilatus PC-7 Aerobatics: Extra 330 SC photo credit to Flieger Museum - Article by Enzina Calascione - FMA Pilot - Manuel Blatter - We thank the FMA Museum and the FMA Aviation Group for their cooperation and support.
19 Apr 2021
Interview News Press Reviews Skyful
Elisa Bretterebner and the Skytexters
Who Elisa Bretterebner? A brief biography to introduce yourself to. I'm a female aerobatic pilot from Aigen im Ennstal, Austria. I fell in love with aviation, as I could reach the rudder pedals of our Blanik glider :-) I started gliding at the age of 15, and then got my private pilot's license, ultralight aircraft license, aerobatics license, and flight instructor license. I love sharing my passion and my experience with our student pilots and even more doing aerobatics and group flying with my friends. It is true that women have been involved in aviation since its inception, although it is also true that aviation is a business with a strong male presence. How difficult was it for you to get to the top? Of course, there was skepticism when there is a young girl who does not even have a driver's license, but at 15 years old rides a glider. However, after a short period of time, they noticed my enthusiasm and my talent. After that, respect came naturally. How did you guys get in touch? How was the team created? Our team leader, Tim Tibo, saw Skytexting in international airshows and thought “That ́s so cool, I got do this at home with my friends”. His friend, Kai Joppich, is also a member of the team. I have known Kai for years and we have been friends for a long time. During one of our flights, last summer, Kai told me about the cool idea behind The Skytexter. We did some test flights together and now, after all, I am really happy and proud to be part of this team! In addition to our exciting moments in the air, we also share a strong team spirit on the ground. Are you all Austrian Nationals? Besides me, only Stefan Walch, who shares the Extra with me, is Austrian. My other colleagues are all German. Trust is probably the most important element in an air-acrobatic team, can you name another one? In my opinion, reliability is very important and also not taking unnecessary risks. Many pilots want to impress others by doing stupid things. My credo is to stay focused and fly high but with "your feet on the ground'. Do you work in the air also when you don't fly with the Skytexters? No, I run a small company when not airborne. Having a clear, blue sky seems to be an essential premise in order to write effectively with the smoke, could you guys also write with other colors than white? Yes, we could use colored smoke, but we don't want to because the planes would look like a mess. You have also experience in flying the Super Decathlon, could you Skytext with one? Indeed, I did my aerobatic license on a Super Decathlon, but honestly speaking, I fell in love when flying the Extra for the first time. Working Extra gives pleasure not only to aerobatics, but also to fast altitudes for sending text messages in the sky. We usually write at flight levels of 100 or 110, so high climb and cruise speeds are very important. Upgrade plans to Extra NG. At the moment I'm quite happy with my Extra 300L. The most demanding acrobatic figure for an aerobatic pilot. One of the best features of aerobatics is that you are constantly improving to stay on top of new challenges. Later, the loop can be as complex as the turn. With increasing experience, there is always a tendency to push our own limits a little further each time, although in general it never gets boring. There are so many combinations of rollers and shapes that the pilot can draw the general axis of the aircraft.
30 Mar 2021
Interview News Press Reviews Skyful
James Darcy
James Darcy leads external communications in North America for a global aerospace company and is also a seasoned aerial photographer whose work has appeared on the covers of publications around the world, including Aviation Week, Rotor & Wing, Aviation News, Flug Revue and Air et Cosmos. He posts some of his work on Instagram @jsd_photography. Prior to moving to the corporate sector, Darcy was Director of Communications for U.S. Navy and Marine Corps aviation programs. James’ career with the Navy spanned ten years and included work as communications lead for the V-22 Osprey, F/A-18 Super Hornet and X-31 VECTOR, among others. Prior to working for the Navy, he was a writer and photographer for a U.S. Army newspaper. James lives in Virginia, and is the father of two boys, ages 19 and 21. When he is not riding in helicopters, he enjoys building them out of Legos with his sons. How did James Darcy become James Darcy? The track of my career has involved a lot of unexpected turns and a fair amount of luck. When I was a student, I never would have imagined I would be working either in communications or in aviation. I studied developmental psychology in college and graduate school. When I was a kid, my father helped me build a model of a P-51D Mustang, so maybe that planted some sort of seed. And in kindergarten, I earned the nickname “Motormouth” because I talked so much, so I suppose it should have been obvious that communications would eventually become my career. You have a very extensive experience in military communication. How did you come in contact with it? My communications career began with a job as a photojournalist for an Army newspaper (despite being a civilian) way back in 1998. I didn’t know anything about photography, but I had to learn fast. After a couple years, I took a similar job at Naval Air Station Patuxent River, Maryland, where the U.S. Navy and Marine Corps conduct developmental testing for all their aircraft and aircraft systems. It’s also home to the U.S. Naval Test Pilot School, whose graduates include the likes of Neil Armstrong and Jim Lovell, to name a few. My job evolved into public affairs, which is the military equivalent of corporate communications. I was a civilian but got to be public affairs officer for programs such as the V-22 Osprey and F/A-18 E/F Super Hornet, that’s also where I learned aerial photography. By the time I left for a corporate job in 2009, I was overseeing public affairs for all Naval aviation program offices, and I also had the test wing’s photo and video shop as one of my divisions. I got to work with some amazingly talented and dedicated people, supporting an important cause. Your assignments cover mainly aviation-related topics. How demanding is this topic when it comes to effectively interact with key-audiences? Because my company is involved in both commercial and military aviation, both fixed wing and rotary, our key audiences are extremely varied: The flying public, the military, the airlines, elected officials, investors and so on. The key is understanding that each of these groups has widely different interests, needs and perspectives, with different cultures and different nomenclatures. Sometimes listening to your audiences is just as important as talking to them. What do you think are the biggest challenges your field of work is facing in the coming years? The COVID pandemic has impacted our industry in profound ways, and much of our efforts across the industry over this past year have revolved around restoring public trust in air travel. At the same time, we have had to conserve cash while maintaining the health and wellbeing of global supply chains, on which the livelihoods of millions of people depend. The focus in coming years will be on emerging from this crisis stronger than we went into it. At the same time, we have aggressive plans for the gradual decarbonization of aviation over the coming decades, and our commitment to that cause is deeply felt at every level of our company. Top 3 elements, according to you, for a successful external communication campaign. A communication campaign has to begin with a business strategy. If you don’t have a clearly defined objective, you can fall into the trap of communicating just for the sake of it, or what a mentor of mine calls “tactics in search of a strategy.” The second key is understanding your audience at a fundamental level and tailoring both your messages and your ways of delivering them to each individual audience. If I had to choose just one more key element, I would say that it is not underestimating the roll of emotion in people’s decision-making. Effective corporate communication isn’t just about impacting what people think, it’s about influencing what people feel. Corporations that fail to see the value of human connection often find themselves wondering why the message they are trying to transmit is not the message people actually receive. The most helpful technological platforms you have used in your career. The keyboard. The ability to write well is the foundational skill in any field of communications. Visual, multimedia storytelling is more important than ever of course, but to succeed in business and in communications, you still need to be able to express yourself well with the written word. Do you believe in achieving new records in terms of performances with non-combustion-powered aircrafts? One of the most rewarding experiences of my career has been working with Perlan Project, a non-profit organization dedicated to soaring a glider into the stratosphere using nothing more than the energy found in the atmosphere itself. In 2018, they set the world subsonic altitude record for level, wing borne flight, reaching 76,124 feet without an engine. Our next ambition is to reach the service ceiling of the pressurized Perlan 2 glider, which is 90,000 feet. That would exceed the official record of the SR-71 and do so without an engine. It really is the ultimate zero emission aircraft, and it is also an ideal research platform for atmospheric research, since it doesn’t contaminate the air around it in any way. To reach those altitudes, we rely on “stratospheric mountain waves,” rising air currents only found a few places on earth. We conduct our flights in the Patagonian region of Argentina, soaring above the Andes mountains during the winter. It’s a challenging environment for aerial photography, but the aircraft and the scenery are absolutely beautiful together. Environmentally friendly propulsion and unmanned-flight technologies are a key-element for the future of Aerospace and Defense Industry. Do you identify yourself with this vision? I’m fortunate enough to work for a company that is very committed to making aerospace kinder to the environment, and we’ve set some very ambitious goals for ourselves. It’s a great feeling to see so many people working on this priority with a real passion for it. We are exploring alternate propulsion technologies such as hydrogen, sustainable aviation fuels, and ways of making airframes more fuel efficient regardless of the fuel type. The Osprey as the future Presidential ‘helicopter’ to replace the Seaking? When I worked for the Navy, I got quite involved with the Presidential Helicopter program, and I had a chance to fly on both the EH-101 and the S-92. I was also public affairs officer for the V-22 Osprey, and I loved every flight hour in that amazing airframe, with both the Marine Corps and Air Force Special Operations Command. As for the UH-3H Sea King, it was the first helicopter I ever flew in (or dangled under at the end of a rope), so it will always have a special place in my heart. In other words, I am too biased to offer an objective opinion on this topic. You are, on a regular base, an aircrew member, do you also fly by yourself? My secret shame is that I have never gotten my pilot’s license. I’ve had a few hours of stick/yoke time over the years (including in a blimp and in an aerobatic plane) but getting my license has always been something I’ve told myself I will do “one of these days.” Now that my kids are in college (and I’m not getting any younger), I think it’s in my near future. Living in a time in human history when it is actually possible to learn to fly, it seems like a shame not to do so. Shooting pictures from an aircraft is not really the easiest task for a photographer. What are according to you the 3 essential tools an aeronautical photographer has to have in his/her bag in order to take-up the challenge? The first priority – and the number one thing I look for if I’m hiring an aerial photographer instead of shooting something myself – is a focus on safety. The photographer is an integral member of the aircrew with responsibilities for the safe conduct of the operation. That begins with extremely thorough preparation on the ground, and it continues throughout the flight. Photo shoots often involve flying dissimilar aircraft in close formation with dynamic maneuvering, and it only takes one moment of inattention -- or a little poor planning -- for that to end badly. Photographers also need to look after their own personal safety. I’m always amazed to see a photographer show up with $20,000 worth of camera gear and a $30 safety harness. Those people don’t get hired, at least not by us. The second essential piece is an understanding of the limits of the aircraft and the pilots. It includes everything from engine performance to visibility to wake turbulence and extends to the pilots’ experience with formation flying and photography work. I have flown with excellent pilots who could not fly formation well, and it’s important to recognize that and never ask pilots to go beyond their comfort levels. And the final piece is the photography itself. This mostly comes down to the technical elements: What shutter speed do you need to get motion blur on the rotors or propellers? Is that shutter speed viable given the vibration of your own aircraft? How will the windblast in the open door of your chase aircraft affect your camera’s stabilization or your gyro? Will the outside air temperature be so low that it kills your batteries, or just gives you frostbite? (I’ve had both happen). Taking photos from an airplane, in flight, requires a very detailed preparation and meticulous planning. What is the biggest challenge you face with time management during a shoot? You never have as much time as you want, so the more detailed your planning, the more efficient you can be in the air. In flight testing, test pilots use a test card that proscribes what test maneuvers will be flow in which order. I create something very similar for my shoots. Every minute in the air, you are spending money and burning gas (and which of them runs out first varies based on the project). When chasing gliders, you have the additional challenge of their lack of propulsion to maintain altitude. Your dream airframe you haven’t worked on yet. There are too many to name. I once asked Einar Enevoldson, the famous NASA test pilot who founded the Perlan Project, how many different aircraft he had flown over the decades of his career. After a minute’s thought, he said, “It was about 350, maybe a little more.” When I’ve flown with and photographed as many kinds of aircraft as Einar, I’ll be satisfied. What advice would you give to young people who want to follow your career path? When I was a small child, I wanted to be an astronaut. As I grew up, I thought of all kinds of reasons why I shouldn’t or couldn’t be an astronaut; it seemed like something that other people did. What I’ve come to realize over the years is that the people who becomes astronauts are the ones who just refuse to accept that it is for other people. If you have a dream career, hold tight to that idea, and then do the really hard work to get you there. Also, the best steps I’ve taken in my career have been the scariest ones, the ones where I thought I was in over my head and I didn’t know if I could succeed. With a lot of hard work, a fair amount of luck and a little daring, all things are possible.
17 Mar 2021
News Skyful Videos
BIRD STRIKES!
“Never underestimate the possibility and danger of bird strikes during a flight.”
23 Dec 2020
Interview News Press Reviews Skyful
WeFly! Team
The Wefly! The team is the world’s only air acrobatic team where two of the three pilots are "disabled" and represent proud Italy’s Civil Aviation. #1 Alessandro Paleri, leader, with over two thousand hours of flight time, tetraplegic since 1987 and #3 Marco Cherubini, left wingman, with about 1,800 hours of flight time under his belt, paraplegic since 1995. Both do not have the use of their legs and fly using only their hands, thanks to special controls designed and built by Alessandro himself, an aerospace engineer. #4 Erich Kustatscher, a flight instructor with over 25,000 hours of flight time on both planes and helicopters. The team is completed by the presence of the PR and speaker, Pino Di Feo, pilot and journalist of the AskaNews Press Agency, and by the pilot and aeronautical photographer, Marco Tricarico. The WeFly! Team was born in 2007 thanks to the initiative of Alessandro Paleri and #2 Fulvio Gamba, unfortunately, died in a flight accident. Since then, the team acts as the spokesman of the Italian Disabled Pilots Federation "The Broken Barons" taking part to the most important air shows around the world. The exhibition, which lasts about 10 minutes, does not include real aerobatic maneuvers, instead of a series of close formation evolutions, almost a dance, that highlights the elegance of the figures itself and the skill of the pilots, always within the structural limits and thus the safety of the employed ultralight aircraft. In addition to taking part in airshows, the team also engages every year in promotional days dedicated to flying for disabled people. "Dare to fly" is the motto in which the WeFly Team believes. The Team’s pilots are all fully qualified for their flight activities and can boast an experience gained in years of hard training, part of it carried out also together with ex Frecce Tricolori pilots. All three pilots detain also full PPL(A) licenses and with Erich Kustatscher detaining also a helicopter license). Marco Cherubini, in May 2016, has been the first disabled pilot in history to obtain a PPL SEP(A) license in Italy, at the Aeroclub of Cremona, on a Piper PA-28 aircraft specially certified for use with adapted controls. All pictures ©Marco Tricario
08 Jun 2020
News Skyful
RECCO Search & Rescue System
- BE SEARCHABLE - https://recco.com/ The RECCO rescue technology was developed in response to an avalanche tragedy that involved the inventor, Magnus Granhed, in Åre, Sweden, in 1973.He was riding the ski lift to the Mörvikshummeln when he heard a tremendous roar. An avalanche had ripped down the very steep slopes of Svartberget. The result was chaos. Nobody knew how many people, or who, had been swept away in its path. "We started to search with our ski poles," recalls Magnus. Later, probes and avalanche rescue dogs arrived, but in those days, that was the only help available. Magnus remembers feeling "utterly helpless poking a ski pole into the snow" in an area the size of two soccer fields. By the time they found the two buried skiers, the search had gone on for hours, and both skiers had died. The accident in Åre set him thinking about the possibility of an electronic locating device to locate buried people.[2] Granhed had just graduated with a Master of Science degree and turned to Professor Bengt Enander, Department of Electromagnetic Theory at the Royal Institute of Technology in Stockholm. After some testing, they saw that thermal imaging did not work, and transceivers were too limited. It led Magnus to come up with the concept of a passive reflector that could be carried by a skier at all times and would be a practical and straightforward solution. During the winter of 1978-1979, Magnus worked together with the Royal Institute of Technology in Stockholm, testing radio frequency penetration of snow. All winter, radio waves were sent into the snow, and by varying the frequencies every few hours an optimum frequency for penetration of the snowpack was arrived at. It took Enander's team another two years to develop a harmonic radar that could be used to detect passive reflectors.[4] Magnus formed RECCO AB in 1983 and soon created the prototype, and although it was heavy and cumbersome, it worked.[4] In 1987, a woman was localized with the RECCO rescue technology from a helicopter in Lenzerheide, Switzerland. She was the first live rescue found with the RECCO rescue technology.[4] As of 2009, the active part of the RECCO rescue technology utilizes a small handheld detector, which can easily be carried by one rescuer traveling on foot or from a helicopter. These detectors are now standard equipment with more than 900 ski resorts, mountain rescue teams, and parks worldwide.[5] In 2015, RECCO introduced the SAR-1 helicopter detector that expands the use of technology from avalanches to finding a missing person lost in the outdoors (mountains, forest...).[6] The RECCO rescue technology consists of two parts: a reflector (integrated into clothing, boots, helmets, and body protection) and a detector (used by professional rescue teams).[7] The RECCO reflector The reflector is a small (13 mm × 51 mm × 1.5 mm), light (4g), and they consist of a diode and an antenna. The reflector is a passive transponder, meaning it requires no batteries or activation. RECCO collaborates with more than 150 brands to integrate the RECCO rescue reflectors into their outdoor gears. Outdoors enthusiasts can thus equip themselves with products incorporating reflectors such as ski boots, helmets, hiking shoes, jackets, pants, and backpacks. The RECCO handheld detector The detector sends out a highly directional signal and if the signal 'hits' a reflector it bounces back, the returned signal is translated into an audio tone if the detector is pointed in the direction of a reflector. Judging from the audio tone a trained professional can determine the location of a buried victim. Due to the diode, the returned signal is doubled in frequency - harmonic radar. RECCO's newest, 9th generation, detector (R9) was released in 2009. The detector is the size of a school book and weighs 900 grams allowing for easy handling, and transportation. The signal sent from the RECCO detector passes through the air, snow, and ice. Its maximal range is up to 20 meters through the snow. Signal's range through snow is dependent on snow's dryness since liquid water absorbs the signal. Rescuers need to make slight adjustments to their search tactics when searching in wet snow conditions. It is equipped with an avalanche transceiver which allows a single rescuer to perform both the search for RECCO reflectors and avalanche beacons at the same time. Outdoor rescue The RECCO SAR helicopter detector is designed for a large-scale search of missing persons in open terrain and used by professional rescue teams. In order to be located by the signal of the detector, one has to be equipped with a RECCO rescue reflector. With a search corridor up to 100 meters wide 1 square kilometer can be searched in about 6 minutes, which equals 30 football fields a minute.[8] This search device makes it easier to search and find any outdoor sports enthusiasts equipped with RECCO rescue reflectors and practicing any outdoor activities, from skiers to hikers, mountain bikers, and climbers, in case of an avalanche or if lost in the outdoors. https://www.youtube.com/watch?v=OkshO60hrhA
04 Feb 2020
News Skyful
Behind the Scenes: Helmet Collection The Jet Age
As the Intrepid entered the Jet Age, aircraft are flying higher and faster than ever before. As a result, pilot helmets needed to evolve as well. Learn some of the histories behind the helmets in our collection. https://www.youtube.com/watch?v=jTjYClGjYeQ
04 Feb 2020
News Skyful
Flight Helmet Cords Can Impede Egress: Understand the hazard of direct-to-airframe cord connections
If you wear a flight helmet, consider using an intermediate cord to allow for faster disconnection in an accident or emergency. Watch the video to find more information that can save your life in case of an emergency egress https://www.youtube.com/watch?v=JMinY5tg5P0
04 Feb 2020
News Skyful
F-35 Bug in $400,000 Pilot Helmets
Pentagon Gets a Fix for F-35 Bug in $400,000 Pilot Helmets