From the President's Desk

I'm using this to share some things which come across my desk and may be of interest to you all and some things you need to know. So, read when you can, but make a point to do it now and then.

Bob was born August 21, 1947, in Phoenix, Arizona. He graduated from Arizona State University in 1972 and Naval War College in 1992. He is also a graduate of the USC safety management/accident investigation school and the Air Force aircraft mishap/accident investigation board president course. His first career was with the USAFR as a technician flying Special Operations, Combat Rescue and some transport and tanker tours. He retired after serving 32 years in many different staff and squadron jobs; the final one in the Squadron as Commander and on staffs as The Director of Operations Training for Tenth Air Force. Bob joined the Commemorative Air Force in April, 2005 as the Director of Safety and Flight Operations and was promoted to the Vice President of Safety, Maintenance and Operations in January 2008. In 2017, Bob came out of retirement to be the CAF President/CEO. Bob married Libby Ann Ivester of Medford, Oregon in August 1970.



(Reprinted with permission)

Volume 9, Number 1, March 18, 2016

by Dan Hallowell


Emergency extraction cards are to the air show industry as Twitter and Facebook are to the social media: everyone is doing it and if you’re not, you’re going to be left behind. 

Over the past three years, putting the most efficient egress information into the hands of the first responders has gone from a poorly publicized project to a widely praised professional tool that the FAA is looking to require for all air shows. There is confusion in the field as to how this tool works, so let’s all get on the same page.

Six weeks from the first day of an ICAS member air show, the ICAS database goes into the ICAS Air Show Calendar to find all performers listed for a particular air show. Our custom software combines all of the available extraction information for those performers into a single PDF file.  That file is then sent six weeks, four weeks, two weeks and one week from the show date to the email address for the person listed in the ICAS database as the air show’s primary point of contact. ICAS requests and expects that primary contact point to pass this extraction information along to the appropriate operations person for the event.

In order to insure the most accurate information, it is critical that both event organizers and performers do their part to maximize the chance for success.  Air show organizers must confirm that the list of performers on the ICAS Air Show Calendar is complete and accurate.  Leaving off one performer may result in that performer’s information being left out of your show’s packet.  Performers must make sure that they are listed on the ICAS Air Show Calendar and that their emergency extraction information is loaded onto the ICAS website.  A performer can add, edit or simply confirm their extraction information by hitting the “edit” button on their organization profile page on the ICAS website. 

Please contact Dan Hollowell at with any questions.


Although we have had a few shows so far this year, the 2016 North American air show season begins in earnest this month as the two U.S. military jet teams perform at their first shows in El Centro, Tucson, Tampa and Los Angeles County.

All indications point to an especially strong year. The U.S. military is fully engaged. Ticket prices are up. Enthusiasm is high. And our entire industry is poised to finish the process of shaking off the negative impact of sequestration in 2013 and 2014.

Whether you are an event organizer or a performer, ICAS encourages you to help make your contribution to a successful year by deciding, right now, that this is a year when you will put safety first. Before the season is fully underway, commit yourself to making the safe decision anytime and every time that you find yourself with a choice between doing something safely and doing it less safely.

If you’re an event organizer and you find yourself wrestling with low ceilings and marginal weather conditions, decide right now – weeks or even months ahead of time – which you will make the safe decision.

If you are a pilot who is fighting the flu or a nagging mechanical problem with your plane, decide today – as your season is just getting started – that you will make safety your #1 priority.

Of course, making the simple decision to be safe is not always enough to stay safe. But just as often, it is. So, while the temperature is still cold and nearly the entire 2016 season lies ahead of us, decide right now that you won’t take unnecessary chances, that you’ll identify risks and mitigate them as best you can, and that you will always opt for the safer alternative, whether you have several days or less than a second to make that decision.


As the air show season begins to spool up, performers across the country are knocking off the proverbial and literal rust.  The spring thaw has many pilots curing their cabin fever with a healthy dose of 100LL.  While performers satisfy their engines with a fresh batch of oil, it is important that we all follow that lead and look to the aspects of our involvement in the air show industry that need some extra attention to return to mid-season form.

Performers:  Consider G tolerance. Some pilots have not flown in upwards of four months, but their minds are still familiar with the execution of maneuvers. This can be a dangerous combination. A pilot who hasn’t practiced in a few months will easily remember how to execute the maneuvers of the show, but the pilot’s G tolerance will be significantly lower than it was, due to the lack of conditioning. The biggest mistake you can make is to forget how physically demanding the high G environment is on your body. The solution: practice often, but start slow.

Few things grease the gears better than practice.  Practice is the WD-40 of an air show performance.  It should be applied liberally and often, especially during the conditioning phase of the season.  Remember that the ground doesn’t make a distinction between a practice and a show.  When practicing, you should be positive beyond equivocation that you can perform any and all maneuvers AT ALTITUDE prior to practicing your maneuvers at show level…even if they are maneuvers that you have been performing at low altitude for many years.


Last year, ICAS published a pair of documents aimed at providing a wealth of information in a variety of formats for both rookies working to begin their careers as air show performers and veterans eager to improve and better understand their craft. 

They are ideal documents for performers to review as part of the shaking-off-the-cobwebs process.

Copies of Air Show Performers Safety Manual and Voices of Experience:  Air Show Veterans on Flying Low-Level Aerobatics have been sent to all holders of Statement of Aerobatic Competency (SAC) card holders, but -- to ensure a wider distribution of this information and because non-performer members might have an interest in this material -- ICAS is making these two documents available to all ICAS members. 

They are both intended to be organic documents that are revised, expanded and improved regularly. So, if you have suggestions for improvements, please don’t hesitate to pass them along for possible inclusion in the next revision of either document.


Ops Bull is the YOUR ICAS Operations Bulletin. We use your ideas, your contributions, and your experiences to generate operations- and safety-related articles to keep safety and operations issues at top of mind awareness throughout the air show season.  Now in its ninth year of publication, Ops Bull is only as good as the ideas, contributions and experiences you are willing to share with your air show colleagues.

So, if you’ve got an idea, don’t hesitate to pass it along.

© International Council of Air Shows, Inc.
748 Miller Drive, Suite G-3
Leesburg, Virginia 20175
Phone: 703-779-8510
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Buddy Cooksey is Retiring

Buddy Cooksey is Retiring

1 CookseyBuddy has made it to another retirement (2nd, 3rd?). This December is the official end of Buddy’s work on the CAF Headquarters staff. He has been the corporate memory on all things operational the last couple of years and his input on important issues allowed us to keep the practical and simple solutions as a necessary way of doing business.

He will continue flying our airplanes and has offered to be available when we need his help with going down the road. We will miss Buddy on the staff, but will enjoy seeing him on the ramp around the system doing what he loves the most. Talking about things he loves-the next time you see him, ask him about driving steam locamotives………………..


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Countdown to ICAS Annual Event

Countdown to ICAS Annual Event

Good Evening Everyone

There is only two months left and if you are going to want a booth, please reply to me right away. The hotel and booth information is below:

Convention Delegates Reserving Rooms in ICAS Block Will Receive $100 Discount on Standard Registration Fees. Make your sleeping room reservation within the ICAS room block at the Rio All-Suites Hotel. The savings for registering this way can be as high as $190. "ICAS has negotiated terms that require that our delegates reserve a certain number of sleeping rooms during the ICAS Convention each year," says ICAS President John Cudahy. "So, to encourage our members to reserve within that block, this year, for the first time, we are offering a $100 discount on the standard registration fee to delegates who reserve and occupy a Rio sleeping room during this year's convention." 

Only members who have confirmed reservations at the host hotel under the ICAS room block are eligible for the discount. And members who have a reservation within the ICAS block, but cancel their hotel reservation, will not be able to take advantage of the discount.

This year, ICAS has negotiated a rate of $89 for convention participants. Delegates making a reservation within the ICAS block of rooms will also receive complimentary in-room internet access and will not be obligated to pay the standard $28/day resort fee.

To make your sleeping room reservation at the Rio All-Suite Hotel, call 888-746-6955 and use the group code: SRICS5. Alternatively, you can make your reservation on-line by visiting:

Booth assignments are first come, first served, so get your order in before they are all booked up. All you have to do is pick a booth and send me an email with your selection. Our spaces are 216 – 227 (see floor plan below) and the only ones left are 219, 220, ½ of 221 and 225.  The total price will be $1,190 (only $45 more than last year and $255 less than 2013!) and half that if you share. These prices include the CAF backdrop, so all you have to do is bring your unit and airplane specific displays to attach to the backdrop. If you will have computers and monitors to set up, bring extension cords and a power strip. When I confirm your selection I will send a copy to finance and they will bill you then. If you need to cancel your booth, we will refund your payment when and if we can  get another unit to fill it. Obviously, the closer to the convention the harder this will be to do.

Exhibitor set up is Sunday, December 6; please come by and help set up your (our boothes). We always get this done by helping each other, so plan on 2-3 hours starting at 0830.  The convention, including access to the exhibit hall is for members only.  Non registered guests may attend the last exhibit hall session on Thursday, accompanied by an ICAS registrant. 

You need to register under the CAF:

               Click on this link log on as bobstenevik, password midland, click select CAF and see if your name is on our membership list.

  1. If you are on the list, click on the pull down next to your name and select DISC (for discount), scroll to the bottom and click continue, enter your email address and credit card information and click submit.
  1. If you are not on the list, click on this link fill out the form to join, select member of Commemorative Air Force in the pull down and click submit. Then click on this link log on as BobStenevik, password midland, click select CAF, click on the pull down next to your name and select STD, scroll to the bottom and click continue, enter your email address and credit card information and click submit.

2015 ICAS floorplan

c.      216: TORA
d.     217: Arizona
e.      218: ½ Centex, ½ Invader Squadron
f.      219:
g.     220:
h.     221: ½ HQ
i.       222: Inland Empire
j.       223: B-24/B-29 Squadron
k.     224: ½ RMW, Lady Liberty ½
l.       225: Southern Cal ½
m.   226: Blastards/EOD

n.     227: Red Tail


© Image:Shutterstock/welcomia

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Restoration Grants for CAF Units

Restoration Grants for CAF Units

Several CAF units have benefitted from the CAF’s Restoration Grant Program. An internal program in which Units can apply for a matching grant from the CAF Headquarters; enabling CAF Units/Sponsor groups to accelerate their efforts of returning their aircraft to flying condition.

Those Units with aircraft restoration projects that fit the criteria will need to send a grant request as soon as possible. In the next few weeks decisions will be made to determine the projects most suitable for this program.

For those aircraft nearing completion or finished- You can do the paperwork, but aircraft that are mostly finished will have a lower priority (paint is part of restoration), but will be considered.

Please review the CAF Restoration Grant Guide and use the document as a guide for submitting a request.

NOTES- Don’t spend much time on unit history; concentrate on a timeline with milestones to finish the restoration and cost for each phase of the project. There needs to be enough information to see what you are spending money on. It is best to specifically ask for an amount of ½ of specific things you can accomplish in 12 months. If you have received a grant previously, just include the old request with an update on the work ahead and timeline. The money is a matching grant, so you will need to have, or raise money and the grant needs to be spent in one year.

For Questions, email

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Stop the Low Passes/Flybys!

The Operations Officer and Aircraft Coordinators in Sponsor Groups are responsible to make sure each of the pilots in their unit gets a copy of this policy.

I have attached a legal brief, but I am not a lawyer. I do not understand all of the language and I don’t have access to all of the referenced cases. Furthermore, I don’t need to look at the issue of low passes and flybys in strictly legal terms. I understand enough of the brief and the FARs to form our policy on low passes and flybys; a common sense policy. There is no operational requirement to make low passes and flybys in the realm where it takes a lawyer to argue if it violates a rule, or policy. If you are not taking off, landing, or approaching on an option, use 500’ as minimum altitude, unless a higher altitude is required in the discussion below.

We continue to get reports now and then (videos, emails and phone calls) about CAF aircraft doing low passes at airports, controlled and uncontrolled. This has always been something many pilots think is OK at an airport, especially when the tower controllers approve a request for a low pass and even sometimes ask us to do one. However, the ATC folks do not have authority to authorize deviations from the FARs regarding minimum altitudes, unless required for safe and orderly management of traffic. I won’t argue the safety of doing a low pass, because each one needs to be evaluated within the environment where it occurs. However, low passes without a waiver is more than a compliance issue; it puts our image as an organization in a bad light and believe me, the FAA at levels important to our national programs frequently find out about these deviations/violations.

So, here is the deal: for the rest of this year low passes/flybys are a special interest item. When a pilot does a low pass/flyby without the appropriate waiver, the pilot will be required to write a narrative of the circumstances and send it to me, David Oliver (CAF Director of Operations) and Buddy Cooksey (CAF Chief Pilot). The narrative must indicate if the pilot received a copy of this email from me, or the Unit Operations Officer and we will work on what needs to be done to stop these low passes from happening with CAF aircraft and at CAF events without appropriate waivers.

The following rules may not be all-inclusive and if you have something to add, or I say something which needs to be corrected, please send me an email, or give me a call.

-          ATC clearances for a low approach, or the option, are for  aircraft making an approach for landing or instrument procedure. In this context, the aircraft should be configured as recommended in the aircraft’s operating manual and unless there is an emergency, or simulated emergency, the gear will be down well before crossing the threshold.

This means if you do a flyby, or make a pass with the gear up, you are not doing a low approach, or exercising the option.

Additionally, if you configure with the intention of doing a  go around/low approach, the reasons I can understand are for pilot training, or to comply with the rules and still give passengers a thrill you can’t do otherwise (getting clean, staying low and building airspeed for a big pull to closed). The second reason is not good enough. Intentional planed go a rounds and low approaches are intended for, or are to  facilitate pilot training and are only authorized when you have essential crew only (CAFR 60-1, Chapter 1, Para 5). Planned touch and go landings are always pilot training.

-          The FAR altitude restrictions in 91.119 are notable because they are written with undefined terms. Congested areas, open area assemblies of people and sparsely poulated areas are defined on a case by case basis when a pilot is getting investgated/violated. The definitions are subjective based upon the envionment and while 25 people may be an open assembly in one case, it may be 10 in another. The most common element in these cases however, is the fact the aircraft were not taking off, or landing and the acceptable altitude falls into a category defined by the FAA, generally after the fact. The pilot making a low pass over a runway may assume he is over a sparsley poulated area (paragraph C) and think he only needs to be at least 500’ from people and buildings which is generaly the case. However, if he approaches/departs over a road, building on the airport, or there is a group of people on the ramp, the chances are good there will be a detremination under paragraph B and he will have violated the 1,000’ within 2,000’ rule. For example, if there are roads, or buildings on the approach/departure the pilot would need to maintain 1,000’ altitude untill 2,000’ horizontaly before desending to the low pass and then climb again to achive the thousand in two clearance on departure. Even if there are no roads, or buildings on the appraoch and departure, how close is the ramp? Within 2,000’? Is anyone on the ramp? The point here is, why worry about all of these things when there is no operational reason to push the limits!


-          If you are operating a large airplane:

-- no person may operate an airplane under VFR at less than one thousand feet above the surface, or 1,000 feet from any mountain, hill, or other obstruction to flight, for day operations FAR 91.515

-- in class D airspace, you need to abide by FAR 91.129 (e) and remain at 1,500’ until the normal glide slope for a safe landing and of course, this means if your gear is up, you never go below 1,500’.

-          If you are carrying passengers under the 6802 exemption, you cannot decend below 1,000’ except for landing.



Download  HERE the Cole Reply Brief.

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Say Hello to the New Director of Operations, David Oliver!

Say Hello to the New Director of Operations, David Oliver!

David Oliver, whom many of you know as a pilot of the CAF’s B-29 Superfortress FIFI, has joined the headquarters operations and maintenance staff. His title is Director of Operations, which is what Buddy Cooksey has been doing so well for us.

No need to say goodbye to Buddy, he plans to retire from the full time job at the end of the year and David will be taking the stick when Buddy leaves. In the meantime, Buddy’s official title is the Chief Pilot of the Commemorative Air Force. Buddy will continue as the primary point of contact for the pilots and day to day operational issues while David focuses on development and improvement of some important projects and programs.

Some of these are the new web based flight activity program replacing Fortress, the Stan Eval Program and working with TRARON to find a way to have a lot of formation clinics around the country in a variety of aircraft types.

Please take a look at David’s experience summary below and I’ll bet you’ll learn something about him you didn’t know!

About David Oliver

Gerald “David” Oliver first took the controls of an aircraft at the age of 7.    A typical “airport kid” David’s first job in aviation started as an aircraft fueler when he was a teenager.   After soloing an airplane on his 16th birthday David quickly went on to secure instrument, commercial, multi-engine, seaplane and instructor ratings by the age of 20.    

He earned a bachelors degree in Aviation Management from Southern Illinois University and simultaneously worked towards an A&P certificate.   


Expanding both his flying and leadership portfolio, David was captain of the Southern Illinois University Aerobatic team.  In 2006, he lead the team to the National Collegiate Championship title, winning the team trophy as well as the “Eagle Trophy” as the IAC’s top national individual performer.


In 2008 he was compelled by the opportunity for deployment to both Iraq and Afghanistan as a contractor with the U.S. Military.  It was there that David gained valuable experience in challenging environments.  David spent a total of 16 months in theatre and has logged over 600 combat hours.  His responsibilities included Director of Maintenance and Base Manager while deployed overseas.  


David has experienced a wide spectrum of aviation that includes long distance over water delivery flights, agricultural projects, Low level oil dispersant spraying, and other intelligence surveillance and reconnaissance projects.  It is through these experiences that David has earned gathered a very diverse set of qualifications.  


After returning from living in the country of Panama in 2009, David actively sought out the Commemorative Air Force where he volunteered with the B-29/B-24 Squadron based in Dallas.  David has served as the Flight Operations Officer of the unit for over four years before taking his current position as Director of Operations for the CAF.


David is deeply committed to the mission and values of the CAF.  He is rated in over seven different CAF aircraft and holds Check Pilot Status on many of them.  However, David’s greatest love is piloting the CAF’s B-29 Superfortress FIFI & B-24 Diamond Lil. David currently resides in Plano,Texas with his lovely wife Christina and their three children.

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Safety- You may never have another chance

Safety- You may never have another chance

An ICAS Safety Article by John Alkire

I want to share with you one of my experiences from ICAS last December. I went to an afternoon session one day about safety – Air Show Performer Safety to be precise. I didn’t really know what to expect. There were probably 60-70 people in the room, mostly performers. There was a forum of experienced performers on stage, many long time experts, and highly recognized as being the best of their ilk.

The crux of this session was to review the three fatal accidents that occurred at airshows in 2014. Each accident was discussed by an airshow performer. In each case, the person talking about the accident was a close personal friend of the pilot that was killed.

Watching these long time airshow professionals talking about how and why their friends died goes beyond moving. It was heroic. And as difficult as it was to talk about the accident, they somehow mustered the wherewithal to do it so others could learn.

There was the video. Not shown to the bitter end. And a technical discussion about what happened. He was too low, he pulled out of the maneuver too severely and probably passed out due to pulling too many G’s, he started the maneuver with not enough airspeed, etc.

What I want to tell you about is something much more important than the technical details. In each and every instance, the person telling the story had one clear message. “I was not comfortable with that maneuver my friend was doing”. “I was afraid he was taking an undue risk”, and so forth.  And what was the most moving was that they – to a person – said “I should have gotten involved”, “I should have made my friend aware of my concerns”. They did not.

Airshow acrobatic performers are a close knit community. Much like NASCAR and other types of race drivers are. The guy that takes the most chances and puts on the best show is the winner. These guys are all competing and the best man wins. I get it. I understand how competitive this business is. I understand that there are huge egos involved in some cases.

So what? Most of the CAF are not a bunch of guys in red biplanes that do twisty-turney stuff in front of a crowd. What’s this got to do with us?

There are some parallels between these guys and us that you might want to think about. We are a close knit bunch. We have some pretty good sized egos and sometimes when we see something that we think is dangerous, we don’t get involved. There are a variety of reasons. I get that too.

Each of those men wishes he had the chance to do this over; to get involved; to warn his friend about the danger. He does not have that chance. His friend and brother performer is dead.

Don’t let this happen to you. If you see one of your friends or a wing member doing something that gives you concern for their safety or the safety of our aircraft, get involved. Speak up. You may never have another chance.

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NWOC 2015 Registration Open

NWOC 2015 Registration Open


The National Warbird Operators Conference (NWOC) is not a required conference for Commemorative Air Force members, but it is focused on some Warbird issues that are relavent to the CAF.

NWOC is an opportunity to mix and talk with fellow Warbird operators and hear some presentations on interesting subjects. I encourage our members with the availability to attend and take advantage of a few days in New Orleans to talk about their operations and issues with fellow CAF members and others operating similar equipment in the breakout sessions for Bomber/transport/T-6/fighters/ Ls & Os.

Registration for 21st National Warbird Operator Conference on Feb.  26 - March 1 in New Orleans is now open.

For 2015, NWOC admission will be $495/person ($445 through Oct. 31) and the hotel is offering $189 standard and $219 concierge rooms, both double-occupancy.

NWOC (National Warbird Operator Conference) is a unique educational conference offering programs to enhance pilot skill and knowledge, expand aircraft maintenance technician and restorer knowledge, develop awareness of medical and insurance facts, and address aircraft-specific topics to ensure continued flight for these unique historic aircraft.

For more information about NWOC, visit our website at .

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3. Visiting Aircraft

Occasionally privately owned aircraft will need to be temporarily stored in a CAF operated facility (hangar) or tied down at a CAF facility (ramp)

(a). When we have non-owned aircraft in our care, custody and control, which means in our hangars, or on our ramps, regardless if borrowed or temporary we have a liability exposure. If the non-owned aircraft owner is a tenant, transient or visitor, or parks on our ramp without an invitation we still have a liability exposure. As a reminder non owned aircraft includes member aircraft and any visiting aircraft not owned by the CAF. Note: Leased aircraft are considered CAF aircraft and are handled in accordance with their individual lease agreements.

(b). In the last few years we have had aircraft damaged by weather, towing/tugging errors, hangar door operation and hangar rash that is discovered after the fact. To control these problems and limit our liability, it is necessary for every non owned CAF aircraft operator to sign an Indemnity/ hold harmless agreement anytime their non-owned aircraft is or could be under our "care, custody and control”.

(c) All operators of non-owned aircraft in CAF hangars and on CAF ramps will complete the Indemnity Form upon arrival. This Indemnity Form alone is adequate for short term visits to CAF Hangars or ramps of less than 10 days.

d) Aircraft arriving with prior coordination for visits in our hangars or on our ramps for more than 10 days, the operator must; provide a certificate of insurance with the following minimum acceptable limits and that identifies the CAF Indemnity waiver, names the CAF as additional insured, and contains a waiver of subrogation in favor of the CAF with a 30 day notification of modification and cancellation clause.

Minimum acceptable limits shall be:

-Bodily Injury liability and property damage liability $1,000,000 per occurrence

-Passenger Liability $100,000 per occurrence

(e). Restated requirements for visits of more than 10 days:

(1) Signed Indemnity form

(2) Certificate of Insurance that must;

a. Reference the CAF Indemnity Form

b. Name the CAF as Additional Insured

c. Meet the minimum acceptable limits stated above in para. d.

d. Provide a waiver of Subrogation in favor of the CAF

e. Contain a 30 day notice of modification and cancellation clause.

(f). For CAF member owned aircraft that may visit numerous CAF Units each year. The Operators may keep a copy of the signed Indemnity Form and Insurance Certificate on board their aircraft that can be copied by the Unit being visited and filed each year by that Unit.

(g) The Indemnity forms are available on the CAF’s Web site or by contacting Headquarters.


4. Aircraft using CAF Hangars on a long term basis. (More than 90 days)

CAF Airbases/Units that have non-CAF aircraft occupying hangar or ramp space must follow these guidelines. Owners Must:

(a) Be a CAF member

(b) Sign an Indemnity Form

(c) Pay for the hangar space. If the stay is longer than 90 days, Unit Staff’s may request a waiver for rent for Warbirds that enhance the unit’s aircraft display.

(d) Provide an Insurance Certificate naming the CAF as additional insured meeting these minimum acceptable limits:

-Bodily Injury liability and property damage liability $1,000,000 per occurrence

-Passenger Liability $100,000 per occurrence

(e) Owner/Operator’s Certificate of Insurance must:

a. Reference the CAF Indemnity Form

b. Name the CAF as Additional Insured

c. Meet the minimum acceptable limits stated above in Para. 3. d.

c. Provide a waiver of Subrogation in favor of the CAF

d. Contain a 30 day notice of modification and cancellation clause.

Note: CAF members are strongly encouraged to have a CAF member-owned logo on their aircraft to show their support for the organization, when they are in a CAF facility or on the ramp at a CAF facility.

Units must keep the documents on file (Indemnity form and Insurance Certificate) at the unit and conduct annual reviews to obtain a new insurance certificate prior to the existing one expiring. Units should also check the certificates to ensure that the certificates include all that is required.

Note: Leased aircraft are considered CAF aircraft and are managed in accordance with

their individual Lease Agreement.


Blog Photo by Kevin Hong


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CAF Requests Clarity for Proposed FAA Rule

CAF Requests Clarity for Proposed FAA Rule

The FAA has proposed a new rule to address issues about the non-aeronautical use of airport hangars.

Summary of the proposed Non-aeronautical Use of Airport Hangars rule:

Under Federal law, airport operators that have accepted federal grants and/or those that have obligations contained in property deeds for property transferred under various Federal laws such as the Surplus Property Act generally may use airport property only for aviation-related purposes unless otherwise approved by the FAA. Compliance inspections by FAA staff, as well as audits by the Government Accountability Office, have found that some hangars intended for aircraft storage are routinely used to store non-aeronautical items such as vehicles and large household items. In some cases, this storage interferes with—or entirely displaces—aeronautical use of the hangar. Moreover, many airports have a waiting list for hangar space, and a tenant's use of a hangar for non-aeronautical purposes prevents aircraft owners from obtaining access to hangar storage on the airport. At the same time, the FAA realizes that storage of some small incidental items in a hangar that is otherwise used for aircraft storage will have no effect on the aeronautical utility of the hangar. The FAA is proposing a statement of policy on use of airport hangars to clarify compliance requirements for airport sponsors, airport manager, airport tenants, state aviation officials, and FAA compliance staff. This notice solicits public comment on the proposed policy statement.


The “public comment period” regarding this proposed rule closes next week, therefore we need you to go online immediately and express your concerns about the impact the proposed rule may have on the way we operate. The following text is what we have posted as a company comment and the link to the comment page for your inputs follows the text. It is important to be straightforward in your comments, but please avoid the hyperbole many of the others who have commented are using. If you read some of the 600+ comments already posted, you will see the EAA members are focused on the restrictions affecting the early stages of the homebuilt aircraft projects. Our focus, which includes the building/restoration process, also directly impacts the museum aspect of what we do. We are working with other museums and Rep. Sam Graves[R-MO6] to get them motivated to take action. The best we can hope for is an industry meeting with the FAA to be sure they understand our concerns and the possible impact on Aviation non-profits organizations and museums.

The Commemorative Air Force requests the policy clearly establish aviation museums/static aircraft displays, aircraft building/restoration, non aviation historical/educational supporting artifacts, signage and other museum support such as food/beverage operations, as an approved aeronautical purpose. All of our hangars are used for storing, restoring and performing maintenance on our flying aircraft, as well as museum educational operations. Within some of the larger hangars, we maintain artifacts associated with the history of the airplanes, the wars and battles associated with the era and use them to tell the story about the role of the aircraft and the men and women who flew them to preserve our peace and that of our allies. In some cases we maintain multiple hangars and buildings as a campus, some of which are for the interpretive displays and viewing of artifacts by the public. In all cases, the focus is on our educational mission, as a flying museum and we display the static elements as supporting and necessary elements of the total story and history.

Please click this link to comment. Each comment will make an impact and it will only take a minute to do:!submitComment;D=FAA-2014-0463-0001

If you want more information and the letter which prompted this issue, known by some as the Willis Letter, or the Glendale letter:

The FAA proposal to try and fix the mess that was being caused by overzealous airport management using the Glendale letter as justification for their actions:!documentDetail;D=FAA-2014-0463-0001

(Photo included A-26 at it's homebase. Photo taken by Eric Flavin)

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NWOC Will Be In New Orleans Feb 26 – Mar 1, 2015











Early registration and hotel reservations will open Aug 1, 2014




New Orleans, LA (July 7, 2014) – The NWOC “Crew” is pleased to announce NWOC’s 21st anniversary conference will take place Feb 26 – Mar 1, 2015 and the Hilton New Orleans Riverside in New Orleans, LA.


The conference will focus on maintenance, operation, and regulatory aspects of warbird ownership. Vendors will be on hand to exhibit their wares and offer installation/usage assistance. The National WW II Museum has arranged for a private NWOC opening, reception and dinner Saturday night.


Our host city of New Orleans is well known for its distinct French and Spanish Creole architecture, as well as its cross-cultural and multilingual heritage. New Orleans is also famous for its cuisine, music (particularly as the birthplace of jazz), and its annual celebrations and festivals, most notably Mardi Gras, dating to French colonial times.


Mark your calendar today – Early registration and hotel reservations will open Aug 1, 2014.






About NWOC:


NWOC (National Warbird Operator Conference) is a unique educational conference offering programs to enhance pilot skill and knowledge, expand aircraft maintenance technician and restorer knowledge, develop awareness of medical and insurance facts, and address aircraft-specific topics to ensure continued flight for these unique historic aircraft.


For more information about NWOC, see our website at or call +1.214.396.2227.


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Probable Cause TBM Gear Retraction


March 17, 2014 Rocky Mountain Wing TBM N53503 ….I was flying CAF TBM Avenger N53503 relocating it from Luke Air Force Base (KLUF) to Glendale Municipal Airport (KGEU) which is about 4 nm away. Visual meteorological conditions with light and variable winds prevailed. My first landing attempt on Runway 1 was aborted as the preceding Piper traffic took unusually long time on runway to execute a touch and go. I left the TBM landing gear down for the go-around, and noted all gear safe lights lit and full 1500 lb. hydraulic pressure. The next attempt was successful, landing softly at the 1000 foot runway marker and rolled out without braking. As I began the left-hand turn-off at the A6 intersection, I inadvertently raised the landing gear lever by mistake causing the landing gear to begin retraction. The left gear collapsed causing the left wing tip to strike the ground. Sudden engine stoppage occurred with the ensuing propeller strike. There were no injuries, and all exited the aircraft quickly.


NTSB Identification: WPR14CA143
14 CFR Part 91: General Aviation
Accident occurred Monday, March 17, 2014 in Glendale, AZ
Probable Cause Approval Date: 05/21/2014
Aircraft: GRUMMAN TMB-3E, registration: N53503
Injuries: 4 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot reported that after landing and during the turn onto a taxiway intersection, he inadvertently raised the landing gear lever by mistake, rather than the adjacent flap lever. The left landing gear collapsed, which caused the left wing tip to strike the ground. The impact resulted in substantial damage to the left wing. The pilot stated that the accident could have been prevented had he waited until he was clear of the runway, stopped, and identified the flap switch. The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The pilot inadvertently raised the landing gear lever rather than the adjacent flap level while exiting the runway which resulted in the retraction of the left main landing gear.TBM Gear Retraction

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(Policy Period: March 1st - March 1st of each year)

I learned something this week, which came as quite a shock. Every year when the non-owned comes due we enter a period when the previous years’ term runs out on the 1st of March, but because the renewal on the policy always arrives late, we have a grace period until the end of March where the pilots who had coverage the preceding year are covered if they renew.

It has been a misunderstanding of mine the grace period was an extension of the preceding year’s coverage, because it only applies to those who had coverage the preceding period.

WRONG! In fact, during the grace period, pilots who renew in March are covered retroactively back to the 1st of March for the new policy period they are paying for.

The reason this is important is, if a pilot has a mishap during the grace period and before he pays the new policy premium, he isn’t covered unless he pays for the coming year during the grace period.

Reminder: If you convert to the comprehensive coverage the pilots wouldn’t need the non-owned coverage! The details are in the Insurance Guide on the members’ page; click resources and then guides. The premiums are higher than the catastrophic fleet policy, but the coverage includes acts of God and damage without intent for flight.  The aircraft does not have to be destroyed (fleet policy) and the cause does not have to be the Pilot error (non-owned policy).


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Media Flights Almost Always Need to Follow the Rides for Hire Rules


The following article from Dan addresses experimental aircraft, however, the same compensation rules apply to Limited aircraft and Standard category aircraft operating under Part 91. The bottom line is the media flights require operations under our exemption, or our 91.147 LOA. The only time they can be done otherwise, is if indeed you give them a freebie.

Volume 8, Number 6, June 19, 2014  


For nearly 20 years, issues related to offering rides in experimental aircraft have been a source of controversy and confusion within the air show community.In July of 1997, ICAS received a letter of interpretation from Donald P. Byrne, the FAA’s Assistant Chief Counsel for Regulations, that helped to eliminate some of that confusion. Boiled down to its essence, the letter said that pilots flying experimental aircraft may provide rides to the media and VIPs under very specific and limited circumstances. The ride cannot be provided for compensation of any kind. That doesn’t just mean that the pilot can’t be paid. It means that nobody can pay anything to anybody else in compensation for that ride being given.Among other things, that means that…

 The ride cannot be a contractual obligation of the pilot to the show, of the pilot to a sponsor or any other combination of pilots, riders, event organizers, sponsors or third parties. If the pilot is giving the ride to be helpful and accommodating, but the show is providing the ride for cash, as a raffle prize or in fulfillment of a contractual obligation with a sponsor or any other person or organization, then the ride is a “ride for hire” and, therefore, prohibited by the FAA.

·        A “contractual obligation” is not just a written contractual obligation. The FAA has specified that there can be no verbal agreement or unstated quid pro quo. That would also constitute a “ride for hire” and, therefore, be prohibited.

 ·        Whether the pilot of the experimental aircraft receives compensation or not, nobody can raffle or auction a ride in that pilot’s aircraft. That also constitutes a “ride for hire” and is prohibited.

 ·        Ignorance of the rules or confusion about whether compensation may have been paid is not a defense for the pilot providing the ride. As pilot in command, he/she is responsible for knowing how this rider came to be in the aircraft. If the rider (or somebody else on the rider’s behalf) provided compensation to anybody else, then the ride would be a “ride for hire” and is, therefore, prohibited.

 ·        The fuel for the ride must be paid for by the pilot providing the ride…not the show, not the rider, and not a third party of any kind. If anybody other than the pilot pays for the fuel, the cost of the fuel is considered compensation and is, therefore, prohibited.

 As one ICAS member recently observed, the safest thing for a pilot to do is ask some variation of this question of any individual getting a ride: “Did you or anybody else provide payment or compensation of any kind for this ride?” If the answer is yes, then the ride should not be given. From the event organizers’ perspective, it is critical that rides in experimental aircraft not be offered in exchange for cash payment, sponsorship or any other type of compensation. If they are, the show stands to put the pilot in violation of federal aviation regulations. And, from the FAA’s perspective, compensation is being made even if the rider does nothing more than buy a $1 raffle ticket. There are historic aircraft that offer rides in experimental aircraft under the FAA’s Living History Flight Experience program; these aircraft have a waiver from the rules that prohibit rides for hire in experimental aircraft. And, of course, the prohibition on rides for hire in experimental aircraft does not impact standard category aircraft.


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Bob's Ops Blog Launch

BobBlogGreetings All,

At the behest of Leah Block, I have created a blog. This Blog is going to be available on the Member's Only Section on the CAF Website under operations. You may also subscribe to this blog via the button on the top left "subscribe" and you will receive an email whenever a new Blog is posted. Feel free to add your comments and questions to the blog as well. 

Recent Comments
Robert Stenevik
I got it!!
Friday, 20 June 2014 22:36
Robert Prater
Technology is a wonderful thing isn't it?
Friday, 20 June 2014 21:50
Robert Stenevik
I'm checking for you.
Monday, 24 November 2014 23:53
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