May 1985

1985 Barnib State President’s Air Race

Held at Virginia Airfield, Durban – 31 May to 1 June 1985

By Allan Blain and Colin Jordaan

For the first time in many years a coastal venue was chosen for the 19th State President’s Trophy Air Race. The coastal weather again showed its moody and unpredictable nature, but luckily held up and allowed competitors to complete the event.

Race 26 Junkers JU 52 pictured with the crew.
Race 26 Junkers JU 52 pictured with the crew.

Race 26 Junkers JU 52 pictured with the crew.Some early arrivals on Wednesday 29th May saw the dark, wet, cold and windy side of Natal weather, but preparation day, Thursday 30th, was magnificent. And as old friends from past races were reunited, aircraft were being tested by the handicapping committee, and slowly the old excitement always generated by the S.P., started building up.
As the route was only announced the day before the race, eager pilots and navigators filed into the Elangeni Hotel hall for the briefing that night. Most pilots were staying at the Elangeni and accommodation proved to be very enjoyable. That night the traditional Mayoral Cocktail Party was held, and was as drab as always.

This year the mood of the race was somewhat more staid and dignified as apposed to some previous years (Vryheid comes to mind immediately). Possibly the current economical climate made the entrants more aware of the costs of the Race, leaving them a little more sober. As it was, only 61 aircraft completed the event, substantially down on previous years. After giving the pilots their briefing, Mike Hartley stressed the safety aspects of the race, and wished all pilots godspeed.

And so the first race day, Friday, dawned and after a superb Southern Suns breakfast on the Elangeni pool deck, everyone set course for Virginia. Pilots were frantically polishing and preparing their aircraft to get just that extra knot or two that can mean victory. Some aircraft owners even go to the trouble of re-spraying their aircraft before every S.P., thats real dedication for you. Some go to even greater lengths to prepare their aircraft and its a pity that many don’t ever see the reward for those extra rands spent on being more competitive. Here we refer specially to a veteran of past races, Danie Pretorius. However take off time approached and the hot ships, who leave first for safety reasons, were fired up and ready.

Previous years winner Robbie Schwartz and the Trophy in 1994.
Previous years winner Robbie Schwartz and the Trophy in 1984.

At one minute intervals, starting at 11.00 am, aircraft left Virginia airport, and the race was on. Here I sign off and leave Colin Jordaan, veteran Springbok Pilot to give you his version of the first days route – Hibberdene – Kokstad – Weenen – Virginia.

Ever since the takeoff format for the first day was changed, (in the interest of safety the fast planes go off first) I have found the first day in the previous three races to be a bit boring. Having been placed at the back of a gaggle of Skylanes this year, my pilot, Harry Donde and I, were looking forward to “eating” a few before we got back to Virginia.

After take off on 05, Harry flipped it over the dune and was back on the deck in seconds, heading straight for the harbour mouth entrance. After quite a few test runs at Grand Central we had determined that our Skylane does absolutely no better one metre off the ground than at five. That’s of course if there is no headwind! We had a howling one.

Picked up the crane at the entrance, one degree left to take us around the outside. Decided to go over the top of the Bluff. Skylane in front of us had stayed low going around the left. His mistake. We “ate” him after about another four minutes. Total elapsed time, eight minutes and he had taken off one minute ahead of us.

Some of the competing aircraft at Virginia
Some of the competing aircraft at Virginia

Set heading to Hibberdene. The straight line was going to take us about two miles out to sea. We went for it. Scanning engine instruments suddenly took on a new meaning. By the time we dipped a wing over Hibberdene, we had “eaten” two more Skylanes and Donde and Jordaan were grinning like the cat that got the mouse. Total elapsed time, twenty-five minutes.

Set course for Kokstad. Heavy crosswind from the left, no choice but to climb slowly to get out of very heavy turbulence and also to clear the 7000 ft mountain 20 miles short of Kokstad. Height required over Kokstad – 5300 ft. 300 F.P.M. descent after the mountain should do it. We “ate” our fourth Skylane going over the mountain but he had more height and beat us into the turn. These were our old adversaries In ZS-KOW and last year they had proved to be faster than us in a straight line although we had beaten them overall. 50 Minutes gone and we had caught up 2 minutes on KOW. It was going to be a good race, or so we thought. Climbed high for the leg to Weenen to get the roaring tailwind. Quick ground speed calculation gave us 171 knots, 31 knots up on handicap.

Neck and neck with KOW over the right-hander at Weenen. Something was going wrong. We should have pulled away by now. We then realised that our plane was obviously faster at lower altitudes, so it was on the deck. All the way to Melmoth and Umhloti river mouth, which was the finish for day one. As we dropped into the thicker air, we managed to pull away slowly and crossed the line 7 seconds ahead of KOW, nearly “eating” an Arrow that was obviously out for a Sunday cruise.

Competitors attach race numbers in preparation for day one.
Competitors attach race numbers in preparation for day one.

Competitors attach race numbers in preparation for day one.That evening after a second briefing at 5.00 pm, pilots and navigators were treated to a cabaret show at the Elangeni. By now the customary bickering about all things handicapped, was well underway. This is one aspect of the race that should be turned into a commercial proposition. I am convinced a long-playing record featuring the mind boggling variety of criticisms, objections, advise and very occasional praise of the Handicapping Committee would go gold in months. The best way to confuse an S.P. competitor is to simply tell him not to come next year if he is all that miserable about his handicap speed. That, is naturally, out of the question.

Saturday arrived and competitors woke up to a dark broody and overcast day. The take off was postponed until 1.00 pm to enable the dignitaries to enjoy the sights of the start. There was naturally some muttering about that. Even though it was cool, take off at midday still meant a bumpy ride, and the weather looked more threatening as 1.00 pm approached. But the rain stayed away and with a few slower aircraft dwarfed by the junkers on the threshold, the flag dropped and the second and last stage got underway. I was on board Iron Annie, but more about that next month. The route for Saturday was Umhlanga, Ulundi, Piet Retief, Wakkerstroom, Virginia, and I’ll let Colin tell you more.

It was obvious when I opened the curtains of my hotel room that it was going to be a fast plane’s race. Low cloud and blustery south easter blowing. We might as well have been In Cape Town.

Just touching the waves, a competitor completes day one at Umhloti.
Just touching the waves, a competitor completes day one at Umhloti.

Just touching the waves, a competitor completes day one at Umhloti.Harry and I were lying in seventh place in his Cessna Skylane. I had calculated that we were 2 min 25 secs down on our handicap time for the first day. Marius Els and Vic Dickerson in their B55 Baron were already in the lead, having bettered their handicap time on the first day by 1 min 54 secs. It is amazing how you throw away tried and tested strategy when you know you have no chance of winning. Our first two legs to Ulundi and Piet Retief were forecast to have tailwinds. Instead of climbing, we decided to stay low and utilize ridgelift to improve our speed. It didn’t work. By the time we got to Piet Retief, KOW was catching us fast. We were starting to pass quite a few planes now and at Piet Retief we got our first glimpse of the Junkers. They were going great guns and although their handicap was 20 knots slower than ours we hadn’t overtaken by the time we turned over Wakkerstroom. It was actually a beautiful sight to see those three loaned Harvard engines belching out smoke as Capt. Gus Schoeman wound up the boost to clear the mountains on the way to Utrecht. We “ate” the Junkers clearing the mountains but found ourselves being zapped by Alan & Cecil Hodgson in ZS-FHA, a Cherokee 235. This was the first plane to pass us and we still had 155 miles to go. Only two other planes ahead at this stage. The Navion and the Doves in their 235. Beautiful up-draughts over the Buffelsrivier, saw the ASI almost going up into the red. Our big wing seemed to be giving us more lift than the Hodgsons 235 and we started to gain again slowly.

Race Winners - Maruis Els and Vic Dickerson with State President P W Botha.
Race Winners – Maruis Els and Vic Dickerson with State President P W Botha.

Race Winners – Maruis Els and Vic Dickerson with State President P W Botha.At this stage, Brian Wallace in the right hand seat of the Junkers, calmly informed me (in between mouthfuls of caviar) that my boss, Capt. Schoeman, was ordering me to do two 360’s to the left, starting NOW! Hardly heard him because we had just spotted Marlus Els and Vic Dickerson shooting through underneath us, and this with still another 100 miles to go. There was nothing left to do now but pray.

With only 15 miles left to go, the visibility was dropping fast, with quite a few showers in the Hazelmere Dam area. The Barons were coming through thick and fast but we were still the leading Cessna. Suddenly this Cardinal RG was filling our rear windscreen and slipping through past us to beat us across the line by mere seconds.

Left turn heading 060°, maintain 300 ft to the rocks, climb to 1000 ft and left turn back to the field. By this time 4 planes had slipped in front of us but what the heck. The positions over the line were all that counted. Our 10th place enables us to keep our boast about the only team flying the same aircraft being in the first ten, four times in a row.
We’ll be back next year like all the rest, bitten by the bug. We’ll have to think about a different aircraft though. We’re convinced no Skylane will ever win the race for quite a while. Mind you, that’s what all the losers were saying about their aircraft. To Marius & Vic, well done, see you again next year.

Aeronews cover page - Virginia 1985
Aeronews cover page – Virginia 1985

And first over the line, literally seconds ahead of the 2nd placed Navion (Ret Orsrnond ’83 winner) was ZS-KKZ, a Beech B55 with Marius Els and Vie Dickerson taking the ultimate prize in Power Flying. A word must be said about Vic, as I don’t think there is a more deserving winner. He has been very well placed many times in the S.P., and is extremely competitive, and works extremely hard. This competition was very rough, with 2nd and 3rd going to the winners of the last two years races.

And another Race ended, another victory for one lucky pilot and navigator. But as our State President said at the Prize giving banquet during a rather entertaining speech; in essence, all the pilots are winners, and its a pity there can only be one Victor. Aero Club Chairman, Major General James Gilliland, introduced President Botha, who handed the trophy to an overawed Vic Dickerson and Marius Els. He then presented the President with a number of prizes and it was gratifying to see President Botha’s appreciation, and hear the words of praise he had for our Aero Club Chairman. It was also good to see such a senior group of dignitaries present at the banquet, that apart from a dreadful consomme soup, was a very elegant occasion. The evenings prize-giving continued and finally, dodging all the paper planes, happy and sad pilots said farewell for another year. And one more in a long line of fine races drew to an end.

P.S. A special thanks to Barnib for their sponsorship, thanks to Mike Hartley, Charles Wotherspoon and Jane Davidson, thanks to the Handicapping Committee and all the judges and marshals and timekeepers. Thanks to Trevor Conlyn for a lift on the B19, to Joe Papke for being the nice guy he is. Absolutely no thanks to Glen Ball and Paul Botha who by means of forcing a dozen milk stouts down my throat, made me a vary confused editor.

Flying the Junkers in the Air Race

1985 State President’s Trophy Air Race

Held at Virginia Airfield, Durban – 31 May to 1 June 1985

Pos Race
Reg Aircraft HP H/Cap
01 3 ZS-KKZ Beech B55 M H O Els
V E Dickerson
02 49 ZS-BSZ Navion E G Orsmond
B Hansen
03 7 ZS-JFX Beech E55 199.50 199.24 R L Schwartz
D East

1985 State President’s Trophy Air Race

Virginia Airport, Durban – 1985

Trophy Name Awarded to Race A/c Reg Pilot/Navigator
State President’s Trophy The Competitor gaining most time on Handicap 3 ZS-KKZ M H O Els/V E Dickerson
Beech B55
Air Charter Trophy The Second Pilot Home 49 ZS-BSZ E G Orsmond/B Hansen
Vincent Maclean Trophy The Third Pilot Home 7 ZS-JFX R L Schwartz/D East
Beech E55
Natal Advertiser Trophy The Competitor covering the course in the fastest time 7 ZS-JFX R L Schwartz/D East
Beech E55
Vickers Trophy The Competitor giving the Most Meritorious Performance 59 ZS-LPY H R Hodgson/Mrs G Hodgson
Cessna 206
Natal Mercury Trophy The First Natal Pilot Home 33 ZS-KGX V P Bricknell/M J Rabec
Beech B58
Hoofstad Pers Trophy The First Transvaal Pilot Home 3 ZS-KKZ M H O Els/V E Dickerson
Beech B55
Northern Review Trophy The First Northern Transvaal Pilot Home 40 G Bouwer/D M Visser
Piper PA28-235/250
Phoenix Volkswagen Trophy The First O F S Pilot Home 49 ZS-BSZ E G Orsmond/B Hansen
Stellalander Trophy The First Cape Province Pilot Home 17 ZS-EKE F van der Merwe/L Nell
Piper PA28-140/150
Comair Trophy The Pilot of the First Cessna Home 6 ZS-JYU F P Foley/W E Spense
Cessna C177RG
Placo Trophy The Pilot of the First Piper Home 5 ZS-ELO D E Dove/A W Dove
Piper PA28-235
Beechcraft Trophy The Pilot of the First Beechcraft Home 3 ZS-KKZ M H O Els/V E Dickerson
Beech B55
Carletonville Trophy The Pilot of the First Baron Home 3 ZS-KKZ M H O Els/V E Dickerson
Beech B55
Southern Africa Mooney Trophy The Pilot of the First Mooney Home 50 ZS-KPN D Lindsay/J Wessels
Mooney M20J
Preller/Germishuys Trophy Handicapping Committee Award 5 ZS-ELO D E Dove/A W Dove
Piper PA28-235
Gastby Trophy Best Handicap Performance on First Day 3 ZS-KKZ M H O Els/V E Dickerson
Beech B55
Stayers Trophy The Crew Finishing under Exceptional Circumstances 13 ZS-DYK P A Theron/J E Sumner
Mooney M20C
D P Kelly Trophy First Delmas Pilot Home 54 ZS-IBY P W Knoesen/Dr N J Gilliland
Beech B58
Durban Wings Club Trophy The First Durban Wings Club Pilot Home 33 ZS-KGX V P Bricknell/M J Rabec
Beech B58
J L P C Trophy The First Johannesburg Light Plane Club Pilot Home 50 ZS-KPN D Lindsay/J Wessels
Mooney M20J
Chris Swart Krugersdorp Trophy The First Krugersdorp Pilot Home 32 ZS-IYB L C Rinkel/I Rinkel
Cessna C210
Lanseria Trophy The First Lanseria based Pilot Home 3 ZS-KKZ M H O Els/V E Dickerson
Beech B55
Commercial Aviation Trophy The Pilot Giving the Best Performance 26 J G Schoeman/B J Wallace/S Levin/T Steyn
Junkers JU52



1985 Barnib State President’s Air Race

Held at Virginia Airfield, Durban – 31 May to 1 June 1985

The Junkers J52

By Allan Blain

Iron Annie, a name I can no longer use comfortably since flying in the beauty, or is it the beast. Confused? Well, it all started when I was invited by SAA staff to fly the second leg of the S.P. Trophy Air Race in the J U 52.
At the appointed day and time I arrived and was shown to my seat by a charming hostess. I was then welcomed by the crew of Joe Prozesky, Brian Wallace, Scully Levin, Captain Gus Schoeman, our “hosty” Antoinette Durand, and flight engineer, Theo Steyn.

1985 SP Air Race - The Junkers J52: The event of the year, the Junkers flying in the S.P
1985 SP Air Race – The Junkers J52: The event of the year, the Junkers flying in the S.P

1985 SP Air Race – The Junkers J52: The event of the year, the Junkers flying in the S.PFirstly, I must compliment SAA and especially those who have lobbied from within the organisation to keep the Junkers flying, and making appearances at airshows. It is vitally important as it is our historical link to our flying heritage, and an incentive to all to keep flying.

The Junkers JU 52 landing at Virginia.
The Junkers JU 52 landing at Virginia

Secondly, let’s get back to the flight. We took off in rather inclement weather just before lunch, and the noise is immediately an overwhelming reminder that she is powered by three Harvard engines. Even with the industrial earmuffs we wore for the flight, it was deafening. Once fitted with the upholstery of the airline model it will be much quieter, but even so air travellers of old must have had strong eardrums. Flying in those days must have been a rather grand affair. The hostess had only a few people to look after and could give each passenger special attention. Each passenger had his own window and a large comfortable seat. Antoinette did a fantastic job of feeding us from a mouthwatering menu which consisted of caviar, crayfish tails and wines of outstanding quality. Yours truly had not one, not two, but three crayfish tails. It was heaven on earth, or accurately in the sky. I don’t think there is any finer platform for observing any aviation event, and watching the competitors pass us way below was fantastic.

To coax more speed out of the supercharged engines we stayed at over 3 000 ft agl for most of the race. Tension mounted as the other aircraft started catching us, and later as the hotships started passing us. By now crew and passengers alike were one team and we shouted encouragement to our pilots. As we finished our coffee and pralines, we started the descent for Durban and the end of the race. Soon the coastline was in sight, and we crept over the last ridge before Virginia. As we flashed over the tower, Scully Levin changed the props to full coarse pitch, and with a mighty roar we zoomed over the crowd at the finish. The strong ground winds gave Capt. Gus Schoeman some trouble and we finally landed on the third attempt. That was a flight I will never forget, as it not only gave me an insight into the early days of commercial airlines, but was a ringside seat to one of the world’s finest aviation events, the S.P. Trophy Air Race.

All the SAA staff that fly or maintain the J U 52 do so in their spare time, and they must be complimented for their dedication. And me, well they can take away my Bop TV, but they can never take away my experience of flying in that grand old dame, the one I now call “Beautiful Betty”!

S A National Precision Flying Champs

Held at Margate on 10-11 May 1985

By Renier Moolman

Pretty-Boy Bass, Sideways Seymour, Able Adrian, Good Better Beck, Joystick Jordaan, Killer Kyle. No! This is not a list of whatchamacallits. These are some of the most accurate and skillful pilots in this country. Twenty seven competitors representing six provinces and no less than five Springboks took part in the 1985 South African Precision Flying Championships held at Margate. Natal had two Springboks in their team, Mike Basson and Gavin Beck, whilst Western Province had Mike Seymour and Northern Transvaal boasted two Springboks, Chris Kyle and Colin Jordaan (who has already been capped three times).

Well, you might ask how did I know about all this? A nice guy by the name of Dennis “Pitts Special” Spence kindly invited me along for the ride.

So, jors troelie fox-trotted down to Margate in Dennis’ Warrior. Dennis is an SAA Airbus pilot but showed that he is equally at ease behind the stick of a little “gogga” when, in the Northern Transvaal/Southern Transvaal Provincial’s Landing Competition, he finished 20 percent ahead of the second pilot.

This year, the Precision Flying Champs were based on the World ones. It consisted of two navigation exercises, one on the Friday morning and the other on the Saturday morning. These exercises made up for 70 percent of the total score, with the remaining 30 percent consisting of a landing contest.

Friday morning at 06h00, I was out fishing and by 8h00 having had no joy, I made my way to Uvongo Beach. I had hardly settled down with my binoculars to do a bit of bikini watching when a giant vulture filled my lenses. It was heading down the river at zero level, and right overhead it did a wing-over and headed off towards the airfield.

Beck, Mostert, Hartley, Gililand, Basson, Wotherspoon, Pilling
L-R: Gavin Beck, David Mostert, Mike Hartley, Maj Gen James Gililand, Mike Basson, Charles Wotherspoon, Adrian Pilling

I then realised that I was sitting on the final turning point before the guys did a final overhead time check at the airfield’s windsock.

Dennis Spence, in his Warrior, Kilo Fox Fox, was the first competitor to pass overhead – then at regular intervals. It was interesting to watch the different ways the pilots handled their aircraft over the turning point. Some did acrobatics, some flew very casually and Steve Hartley and friend screamed into the check point “flying united”. His Bonanza looked like a biplane.

Another well loved friend of flying, John Adams, decided that this turn point was where he was going to end his navigational exercise, and zoomed off for a sightseeing flight down the coast. Eventually, he joined a normal left downwind and rolled to the parking area. When he strolled into the hangar, the chief judge asked casually. “John, what time were you overhead the windsock? We seemed to have missed you.” To which he replied: “Er, huh, hrnm….. well, I taxied past the windsock at about, er, hm……. ” It is great to see that apart from the serious flying, there is also humour in the competition. Thanks to the guys who blew this checkpoint and could still laugh at themselves afterwards.

Well, back to the serious business and how the precision navigation exercise worked.

The organisers had laid out a route which started off at Margate. It had several legs which had to be followed (one was a curved leg) and finally after about four or five turning points, ended at Margate again.

Each aircraft had nominated a groundspeed and thus the pilot, after takeoff, had to be at a checkpoint at a certain time, failing which he would be penalised for arriving overhead too early or too late. I must mention that some pilots still haven’t arrived at some check points.

One of the main factors that the pilots had to take into account was the wind direction and speed. These two factors can cause a great deal of worry if they don’t compensate and get blown off track and/or arrive at a checkpoint too soon or too late.

Each checkpoint was manned by observers – some were marked on the pilots’ maps and others were secret checkpoints en route. Their duty was to log each competitors’ time and position overhead at that checkpoint. For every so many metres, the aircraft was off track either side of the checkpoint, the judges would allocate penalty points accordingly. If a competitor flew outside the prescribed corridor, he would receive maximum penalties for that checkpoint. Great accuracy is demanded from competitors as each second that he is out on his ETA costs him one point.

Apart from having to put up with all of this, the competitors have secret checkpoints along the routes. These are in the form of a symbol in canvas or plastic placed on the ground. When a competitor observes one of these, he has to plot its exact position on the map. Before taking off, he is also handed a set of six photographs. He has to study these carefully. En route, when he recognises any of these photographs on the ground, again he has to plot the exact position on the given map.

For each observation error (check-point missed) a further 50 points are lost.

Saturday afternoon, Margate was like a little baby – wet and very windy. The wind was blowing head on runway 22 at knots-plus-plenty and left a few guys redfaced. Believe you me, I stood next to the runway trying to judge the landings, but my body was also tuned to the check or race mode – check the position if they landed or race for my life when some pilots, like Sideways Seymour, approached.

Each pilot had four landings to execute, so they were sent off in batches of four, spacing themselves as necessary.

The first landing was a normal approach with power and flap. The second was a glide approach, with flap and sideslip permitted. The third landing was a glide approach with no flap allowed. It was especially during this approach that some pilots under-estimated the wind velocity and undershot so badly that they would not have made the runway had it not been for taking power and starting up the fan up front to cool them down.

The final obstacle to fame or flush was the power landing but this time with a two metre barrier across the runway. A pilot was not permitted to sink below the barrier before he actually crossed it.

On the runway, inside the set corridor, was a white one metre wide zero touchdown line. This was the point the pilots had to aim for. For every metre a pilot overshot, he was penalised by one point, up to a maximum of 50 metres. The same applied for undershooting, except this time penalties were doubled.

The “landing point” was only scored once both main wheels were firm and running on the ground.

Renier Moolman, Mike Basson and Charles Wotherspoon
Mike Basson (left) receiving his trophy from Renier Moolman. Charles Wotherspoon in the background.

The Frikkie Moolman Memorial Trophy to the first pilot overall went to Mike Basson. On the final day of the Nationals, Mike’s father died after being ill for some time. As Mike said afterwards: “This one I flew for Dad” and believe me, he did. Mike is from the South Coast, where he learnt to fly in 1969 at the old airfield (now the golf course). If you are lucky enough to tune into Radio Port Natal everyday, Mike is your wellknown local “eye in the sky”, giving you traffic updates. During the 1981 World Precision Flying Championships, Mike represented South Africa and came 16th overall.

Mike Seymour was second. Mike runs the Good Hope Flying Club and also does a lot of Red Cross Mercy Flights. Mike has shown consistency as he was the overall winner last year. Mike was the manager of the Springbok team which competed in the World Navigational Rally Championships at Parma, Italy last year.

In third place overall, and the first private pilot was Adrian Pilling from Natal who won the Peter Wotherspoon Memorial Trophy. I tried to speak to Adrian about his flying experience but he was so up the in clouds that there was no way that I could get down to earth for a chat. The only bit of information I could get on trying to find out where he was from or what he does was a voice somewhere in the crowd which commented, “Apprentice Millionaire.”

Dave Perelson, CFI of Algoa Flying Club in Port Elizabeth was fourth.

Fifth was the S.A. Navigation Rally Champion and Springbok from Natal, Gavin Beck. Gavin, together with his pilot, Chris Kyle from Krugersdorp are the current National Navigation Rally Champions. Gavin, Chris, Frikkie Moolman and Peter Wotherspoon were the pilots in the Springbok team last year. After Frik and Pete’s tragic accident, Gavin and Chris decided to continue in the Championships. On the first day they were placed fourth overall. In the final result they were among the top pilots and both were called up to receive President of Italy’s Medal at the prize-giving for their great sportsmanship.

Usually the top five pilots selected for the Springbok team. This year due to the bad economy, finances alone will determine whether a full team will compete at the World Champs at Kissimmee in Florida, USA. Politics have marred sporting events and this might be the last time for a couple years that we will be able to send a team overseas. So all you guys with fat wallets or tax problems, it is time you did something for Sport Aviation.

But standing on the sideline, one thing became very clear on the weekend …… a little bit of the magic has gone. Can’t help but miss them, ol’ Frikkie Feathers and Propeller Pete …… don’t you?