Associated Press Takes Sensationalism to a New Low

The Associated Press has stooped to a new low. 

On Friday, November 16th, a Cessna 172 was involved in a crash in Owl's Head, Maine that claimed the lives of three people. Tragic, to be sure. But to the associated press, perhaps not tragic enough.

This is a Cessna 172:

...and this is the photo the AP decided to run with the story:

See that twisted airliner carcass? Not only does it have absolutely nothing to do with Friday's Cessna crash in Maine...it has nothing to do with any crash whatsoever. It is an old airliner fuselage being cut up and used for scrap metal.

But, apparently, the AP needed to frame the Cessna accident in as bloody a manner possible. Here are some additional bits of unnecessary sensationalism from their story:


"spiraled out of control"

"immediately burst into flames"

"With flames shooting 10 to 20 feet in the air and smoke billowing into the sky, the first people to the scene tried unsuccessfully to pull one of the occupants from the burning wreckage"

"The flames were hot enough to pop the airplane's tires"


Reporting can be accurate and factual without resorting to such blatant, obvious, and pathetic attempts to sensationalize such a tragic incident.

Perhaps it's time that the AP consider integrating taste and maturity into their reporting.

NIFA Aircraft Recognition - How it Works Behind the Scenes

Many readers of this blog (I estimate there to be as many as 4 of you) know me through the National Intercollegiate Flying Association (NIFA). I competed in three Regional SAFECONs, four National SAFECONs (1998-2002), and I've judged both for many years. I've also been known to write an Aircraft Recognition test or two, and I hope to stay involved for many years to come.

When I was a competitor, I had a lot of questions about how Rec tests are made, and what guidelines are followed by the test authors. For example, at what age is an aircraft model too old to be included in a test? Can WWI-era aircraft be included? Can unmanned aircraft be used? Are the aircraft types limited to production models? If so, how many examples must be produced for a given model to be considered "production"? In short, what guidelines are in place to control what aircraft types appear in a NIFA Rec test?

Having been involved in judging for several years now, I can tell you - there are none!

According to the rules, an author of a Rec test may include any and all flying contraptions. Technically, he or she may include autogyros, gliders, hot-air balloons, Zeppelins, ultralights, and spacecraft. Fortunately for competitors, such madness is reined in by two values held dear to the test authors - tradition and consistency.

NIFA is rooted in tradition (In more ways than one - browse this link when you have some free time). Those of us who write tests generally want to honor the past by continuing long-standing tradition. And we also want to be fair. If a change is determined to be prudent, we will do what we can to institute it in a gradual manner. This prevents confusion, and it enables teams to utilize the knowledge and experience gained from competition.

The latter point cannot be emphasized strongly enough. NIFA could quite easily introduce strict, detailed guidelines for test authors to follow. A thick, detailed volume resembling a Gleim study guide could be distributed so competitors would know precisely what can and cannot be included in a Rec test. While this would undoubtedly eliminate much uncertainty among the competitors, I am against the idea.

Here's why:

If we were to create and communicate specific guidelines for tests, a school could recruit a knowledgeable competitor off the street, bring them to the National SAFECON, and instantly produce solid results in a "turn-key" fashion.

I don't want to reward teams for doing this. And I don't want Aircraft Rec competitors to be able to excel by locking themselves in separate rooms and studying independently for months at a time.

Instead, I want to reward the teams that make the effort to A) learn knowledge and tradition from their senior members, and B) actively pass it down to new recruits. I want these new recruits to learn from books and online sources, but I also want them to learn from more senior team members who have been around the block a few times. This builds team spirit, cooperation, and cohesion. And it creates a much more fulfilling and memorable experience. In my opinion, this is the essence of what it means to be on a NIFA Flight Team.

Now, it should be stressed that this outlook is my own. Other test authors and judges will likely have varying opinions and different perspectives on the matter. But my approach seems to be appreciated by many, and I think it reflects values held dear to NIFA.

So in response to the questions at the beginning of this article, I would expect to see the same aircraft categories you're accustomed to seeing. If you and your senior team mates have never seen a spacecraft or a WWI-era aircraft on a Rec test, it's doubtful you will see any in future tests. If anything new is introduced, expect it to be introduced gradually. For example, if I decided to introduce gliders to Rec tests, I would start by including one or two on a test. Not by dumping 15 of them into a single test at once. And no, I have no plans to add gliders to any future test!

So that's a snapshot into the creation of Rec tests.

As a judge who is somewhat active on the social media scene, I also receive questions about the official model name and/or designation of certain aircraft. Whether "Dreamliner" the official name of the Boeing 787. Whether the manufacturer of certain ELINT types should be that of the original airframe manufacturer, or that of the modifying entity. What differentiates one type of GA single from another.

To this, I like to remind competitors that as much as I'd like to help, I am a judge and not a coach! I go by what is printed in the official NIFA source - Jane's All the World's Aircraft. To be specific, I interpret this as the Jane's "yearbook" series. One is published every year, and each edition lists two years on the cover, as such:

These books are heavy, fabric-bound, and can be very expensive. Generally, editions from the 1970s and 1980s are the least expensive, fetching $15-30 on Amazon (tip - create an Amazon "Wish List", add these books, and circulate the link among your family and friends). As they become newer or older, they also become more expensive. Editions from the 1940s or 1950s are often in the hundreds of dollars, and editions younger than ten years old can be several hundred dollars each. This reality forces those of us with limited funds to pry ourselves away from Google and visit *gasp* a physical library! Look at it as a team-building field trip and have fun perusing the pinnacle of aircraft knowledge together with your team mates. You will be amazed at what you discover, I assure you.

Hopefully this sheds some light on the inner workings of the NIFA Aircraft Recognition event. By all means, throw questions my way. Depending on the topic, I'll either refer you to the aforementioned Jane's, or I'll do my best to answer them.

Here's to the greatest NIFA event, and here's to the good times and good friends we encounter in the pursuit of it's mastery!

Mexico's Air Force to Replace Pilatus PC-7 Fleet with Beechcraft T-6C+

As reported by Jane's earlier today, the Mexican Air Force has announced the purchase of six Beechcraft T-6C+ aircraft to be used as military trainers. The aircraft will come equipped with hard points, enabling them to carry external stores and weapons, though the latter are claimed to be intended for delivering practice rounds only.

(Image: Hawker-Beechcraft)

What is unclear at this time is how the role of the new T-6 fleet will compare with that of the relatively new Pilatus PC-9M fleet (photo). Considering that the PC-9 and (soon to be retired) PC-7 fleets are both reportedly utilized for combat and counter-insurgency, it would be surprising to see the wholly capable T-6C+ fleet limited to training duties. Time will tell.

The Ultimate Aircraft Recognition Hobby Shop

The sleepy, rural town of Tecumseh Michigan has long enjoyed the distinction of being the self-proclaimed "Refrigeration Capital of the World". But as I discovered last week, 2011 may be the year where that exalted status has finally been overtaken by something even more grandiose.

I hereby nominate Tecumseh as the "Obscure Plastic Aircraft Model Capital of the World".

While I was back in Michigan for Christmas, I decided to visit a couple of the small airports in Tecumseh to see if there were any interesting aircraft types lurking about. It is, after all, where I discovered the Andrew Smith AJ-2. That search ultimately proved to be fruitless. But my appetite for unusual aircraft would soon be whet in an entirely different manner.

Drive down the main street of Tecumseh, and you'll find J-Bar Hobbies:

A quick glance at the unassuming exterior provides no clues to what treasures lay hidden within. One might expect to find models of B-17s, P-51s, and F-15s. Maybe even a Mig or two. But even the most seasoned and jaded aviation geek (particularly of the NIFA variety) will be stupefied upon discovering the bounty of such names as Myasischev, Culver, Temco, and Sud-Ouest:

So if you're ever heading into or out of Michigan on US-23 just north of Toledo, consider a 20-minute detour. Or head over to J-Bar's website and do some browsing online.

USAF to Purchase 20 Embraer A-29 Super Tucano Aircraft

As reported by Embraer earlier today, the USAF (in partnership with the Sierra Nevada Corporation) will be acquiring 20 Super Tucanos. The aircraft are said to provide "advanced flight training, aerial reconnaissance and light air support operations".

Photo: Embraer

It won't be the first time Super Tucanos have operated in the US. XE Aviation (formerly Blackwater) has flown N314TG (photo) and displayed it at the 2011 Reno Air Races in Nevada. XE Aviation also has a Pilatus PC-6 registered under N181DA (photo).

Super Tucanos have also been photographed under military registrations, although nobody seems certain whether these are different airframes, or simply N314TG with different markings. Indeed, a thread on Scramble points out that the military registration seems to be a re-purposed MH-53E registration, perhaps to keep the aircraft (and possibly the "Imminent Fury" program) under wraps:

Another photo on Flickr shows the same airframe equipped with what appear to be guns or rocket pods underwing.

Gift Wrapping - Underway

Boeing 787 Wing Flex Animation

After reading Guy Norris' great article on the Boeing 787's wing flex, I thought it would be interesting to animate the three graphics he posted.

Here, we see the 787 wing in three stages - at rest, at a normal 1g load during cruise flight, and at the ultimate load, just before failure:

It's interesting to note that in normal cruise flight, the wing flex is such that the wingtips are above the top of the fuselage.

New Bicycle Wheel Design Not So New

Fast Company Magazine recently featured an interesting new bicycle wheel design by Ron Arad. It utilizes 18 individual strips of steel bent in such a way that shock is absorbed, providing a smooth ride:

It's an interesting design, to be sure. And it sure seemed familiar to me. But I couldn't quite remember what bicycle company had explored the idea previously.

Then it occurred to me...it wasn't a bicycle company that pioneered the use of bent strips of metal as a shock-absorbing wheel technology at all. It was an aircraft parts manufacturer in the 1910s and 1920s. Here is their design:

The Atlas Wheel design never took off. Whether it was due to technical shortcomings or business circumstances is beyond me. But it's interesting to see such an old design philosophy resurrected today. I wish Ron the best of luck with his bicycle application.

Teenage Mutant Ninja Turtle Fans Work at the FAA

...judging by the newest arrival fixes in Charleston, SC:

Cessna Citation Commuter Turboprop Concept

A strange thing often occurs when scouring the web for a specific piece of information. That which one seeks remains forever hidden, while new and unrelated discoveries are made.

Some time ago, I made such a discovery. While searching for photos of the elusive Citation turboprop pusher...

...I ran across files describing an even more bizarre variation on the Citation - a 19-passenger commuter turboprop variant. Enjoy...and click the images for larger versions:

Reno Crash - Further Investigation

I've received several emails and comments about the likelihood of a trim tab failure causing the recent crash at Reno. Among them was this:

"I was part of the pit crew. Jimmy was a close personal freind. I've owned Race 9 (Cloudancer) since April'10. It is common practice for air racers to zero the elevator and rudder tabs so there is less drag and less chance of setting up a buzz. I know this sounds strange, but when they are in the valley of speed it takes both hands pushing forward on the stick. And when you are turning especially pylon 7 and 8 where you need 5 to 7g's to make the corner and not bust the spectator deadline you relax the forward pressure so you dont have to pull so hard. 


If you had forward trim set in the act(tab up for down elevator) the forces on the tab would be tremendous while turning. The aircraft pitched up nearly vertical but climbed very little maybe a 100 Feet, this was accompanied by a very loud whump or a burrump sound. The aircraft slowed tremendously. Pictures show a large buckle in the right side of the fuselage, this probably tripped the tailwheel uplock cable and extended the tailwheel. The inboard 2/3's of the trimtab then seperated. Just a comment about bob hannah's tab failure, he said that when he came to he was looking at his feet"

The last comment was in reference to an incident with "Voodoo" several years ago. He lost a trim tab on the course, blacked out during a 10G pull-up and woke up to find himself at 9000 feet

And about that extended tail wheel, clearly visible in a photo shot a second or two before impact - a P-51 checklist emergency gear procedure on Aerofiles sheds some light on how extreme G-forces indeed could have extended the tail wheel:

"If there is any doubt about the tail wheel being down, dive the plane a short distance and pull out with enough acceleration to down the tail wheel."

Here's hoping for a future with the air races, but without accidents like this.

Reno Crash - Trim Tab to Blame?

It is, of course, very early to speculate on the cause of the tragic crash at Reno. A disciplined examination of photos, however, reveals a possible clue.

This photo was shot by Tim O'Brien of the AP and Grass Valley Union just a moment before the crash. A sharp-eyed Russell Farris spotted an elevator trim tab that is either missing or severely deflected. If the trim tab was deflected downward at such an angle, the elevator would have been forced upward with a great deal of force. This would severely pitch the nose upward, likely with enough force to overpower even the strongest pilot.

In such a scenario, the pilot would push forward on the control stick with all his might to arrest the pitch rate. If he was unable to do so, the nose would continue to pitch further and further upward until airframe failure or ground contact occurs.

It's important to bear in mind that at the speed he was flying today, a relatively small control surface deflection would have resulted in an abrupt and extreme load factor ("G-force") on the pilot, making recovery that much more difficult.

Here's hoping the reaction of the public and media doesn't put an end to the Reno Air Races. You can bet that none of today's victims would have wanted that.