The idea resulted in the famous “Mercury 13,” led by Jerrie Cobb and formed in 1960. Yet many in the U.S. believed that space was no place for a woman, and Russia would become the first country to produce a female astronaut. For many of the Mercury 13, an elite group of women aviators, their hopes were dashed. Yet one would touch space, albeit nearly 60 years later—Wally Funk. 

Mary Wallace Funk was born in 1939 in Las Vegas, New Mexico. Flying was on her mind from an early age, and at 8 she attempted her first flight by jumping off her parents’ roof wearing a Superman cape. While this obviously didn’t work, her mother knew Funk had the grit needed to be a pilot, and at 9 she took her first flying lesson. 

By the time Funk reached high school, mechanics and aviation had captured her heart. She attempted to enroll in courses such as mechanical drawing yet was redirected to more “appropriate” subjects such as home economics. For Funk, this simply wouldn’t do, and she left high school to enroll at Stephens College in Columbia, Missouri. While there, she became a member of the “Flying Susies” and graduated first in her class of 24 pilots. Funk would go on to become a civilian flight instructor at 20, teaching U.S. Army officers. 

At 21, Funk volunteered for NASA’s “Woman in Space” program. Despite being younger than the recommended 25-40, she was selected and would go on to be a part of the elite Mercury 13. The rigorous tests were both physical and mental, and in some of them Funk scored even higher than John Glenn. Despite their success, however, the prevailing idea was that women didn’t belong in space, and the program would be canceled after two years.

Funk would go on to become the 58th woman to earn an airline transport pilot rating, yet could not find work with a carrier due to her gender. Not to be deterred, in 1971 she became the first female FAA flight inspector. In 1973, Funk was promoted to the FAA Systems Worthiness Analysis Program, and in ’74 she was hired by the National Transportation Safety Board as its first female air safety investigator. Funk would spend 11 years in that position until her retirement in 1985. Even in retirement, she kept herself busy as an FAA safety counselor. 

It was in 1995 that the first space shuttle to be piloted by a female (Eileen Collins) was launched. Funk was on hand with several other members of the Mercury 13 to watch their dreams come to fruition.

Yet for Funk, that wouldn’t be the end of her journey to space.

In 2021, Funk finally saw space on the first New Shepard mission, part of Jeff Bezos’ Blue Origin project. At the time, the trip made Funk the oldest (82) to fly to space, a record she took from Glenn (77) but was surpassed later that year by William Shatner (90). 

Funk has received countless honors and awards, including from the Aircraft Owners and Pilots Association, Smithsonian Institution, and alma mater Stephens College. Her time in aviation has included 7,000 students soloed, with 3,000 achieving a multitude of ratings.

Funk, now 85 and residing in Grapevine, Texas, in the Dallas-Fort Worth area, has logged more than 18,600 flight hours in her career. So it’s little wonder why her biography,  Higher, Faster, Longer: My Life in Aviation and My Quest for Spaceflight, remains an inspiring read for flying and space enthusiasts.

Editor’s Note: This article first appeared on Plane & Pilot.

The post Wally Funk: Breaking the Glass Ceiling, All the Way to Space appeared first on FLYING Magazine.

According to WAI, there are more than 150 events planned at airports, FBOs, museums, and hangars across the U.S., Canada, Europe, Africa, and Asia. 

Links to events in your area may be found here.

These age-appropriate activities are designed to introduce girls ages 8-18 to the career and lifestyle possibilities in aviation and aerospace. Girls are presented the opportunity to meet female role models, attend career panels, get up close with aircraft, tour airports, and take advantage of hands-on fun and educational activities, including chart reading, scavenger hunts, exploring the moon and Mars research sites, and learning about aircraft engines and avionics with the help of aviation maintenance technicians. 

However, Girls in Aviation is not a one-day event, according to Kelly Murphy, WAI director of communications.

“In addition to the around-the-world event, we have new content on the Aviation for Girls app,” Murphy said. “We encourage girls all around the world to download the free Aviation for Girls app and to enjoy a virtual Girls in Aviation Day and access WAI resources all year.”

Girls 18 and younger can also access a free junior WAI membership, Murphy said.

Membership is required to apply for the many scholarships that the organization facilitates. “If they become a junior member by October 1, they can apply for up to three scholarships. The deadline for the application is October 12,” Murphy said.

WAI’s GIAD event hosts will offer free activity kits while supplies last to participants featuring a Girls in Aviation Day backpack filled with Aviation for Girls 2023 Issue 2, a propeller activity, an aviation sectional chart, a WAI sticker, a glitter tattoo, the new WAI Career Guide, and a bandana. Additionally, caps, keychains, and GIAD T-shirts for adults and children are available for purchase.

“Thanks to the generous support of our partners, Women in Aviation International has significantly expanded this one-day event to reach girls interested in aviation and aerospace year-round through our Aviation for Girls program,” WAI interim CEO Stephanie Kenyon said. “As a part of this comprehensive youth STEM education program, we launched a new, free junior membership for girls and boys 18 years and younger so they can enjoy all the WAI benefits and resources, including the ability to apply for up to three WAI scholarships. We know Girls in Aviation Day has been instrumental in introducing opportunities in aviation and STEM to thousands of participants all around the world.”

History of GIAD

The first WAI international Girls in Aviation Day was celebrated in 2015, with 32 events and 3,200 participants. The event has grown each year, and in 2019 GIAD sported 20,000 attendees and 119 events in 18 countries. In 2020, the COVID-19 pandemic led to the launch of the Aviation for Girls app, which has enabled virtual access worldwide.

This year, WAI published The Sky is Unlimited: Careers in Aviation and Aerospace, which will be included in each GIAD activity kit and will be available on the Aviation for Girls app as well as the WAI website.

The post Girls in Aviation Day Set for Saturday appeared first on FLYING Magazine.

Kenyon has served as the organization’s chief growth officer since 2021, and helped promote the financial growth of the organization dedicated to advancing the interests of women in all areas of aviation and aerospace.

Kenyon has more than two decades of leadership experience in nonprofits and the aviation industry. As vice president of the AOPA Foundation, she designed and launched the popular AOPA High School Aviation Initiative, now a nationwide program that introduces teachers and students to aviation.

She also served as executive director in the philanthropy and alumni engagement division at Embry-Riddle Aeronautical University, and was a member of the university’s women’s initiative committee. She is also a private pilot. At WAI she launched Harvard University/WAI Emerging Leaders professional education program designed to give women the leadership skills needed to assume executive positions within their organizations and the aviation/aerospace industry. She also managed WAI’s scholarship program, including its new international university scholarships.

Captain Deborah Hecker, chair of the WAI Board of Directors, expressed confidence in Kenyon’s ability to lead the organization, noting her “leadership coupled with her understanding of the industry and nonprofit management make her an excellent choice as interim CEO. We are confident in her ability to drive WAI’s mission forward as well as create new opportunities for women in aviation and aerospace.”

Kenyon replaces former CEO Alison McKay, who, according to WAI, “Is now pursuing new opportunities aligned with her personal and professional goals.”

The WAI board of directors notes McKay was instrumental in guiding the organization through the Pandemic’s upheaval of the aviation and aerospace industry. The board and staff of WAI expressed appreciation for McKay’s significant contributions during her tenure and for her dedication and commitment to WAI’s mission.

McKay was hired in 2020 upon the retirement of long-time CEO and founder Dr. Peggy Chabrian. Chabrian held the position for 30 years.

The post WAI Names New Interim Leadership Following McKay’s Departure appeared first on FLYING Magazine.

In March, Clark had the opportunity to fly a freshly-restored 1939 J-3 Cub, NC23438, from Foothills Regional Airport (KMRN) in Morganton, North Carolina, to Lakeland Linder International Airport (KLAL), in Lakeland, Florida, for Sun ‘n Fun Aerospace Expo held March 28 to April 2.

According to Clark, the aircraft is owned by Cecil “D” Bradford of Huntersville, North Carolina. She met him through a friend of a friend, and he hired her to fly the Cub to the Expo so that it could compete in the vintage aircraft competition.

The aircraft was an attention getter because the traditional paint scheme is inverted—instead of the usual Cub yellow with black accents, this airplane is black with yellow accents.

“This model came from the factory like this, black with a yellow lightning bolt,” said Clark. “It originally had a 3-cylinder radial engine, the ‘Papoose,’ as it was called, that shot oil down the sides of the aircraft as it ran. Today the airplane has an A-65 engine.”

Clark started flying in 2020 just after graduating from high school. She holds a commercial certificate for both single- and multiengine airplanes, and has an instrument rating as well as a tailwheel endorsement.

She began her career in aviation as a customer service representative at Hickory Regional Airport (KHKY) and made it a point to learn as much as she could on the job, which included being trained as a line technician. 

“Cross training for both is a little rare at Hickory, but I begged and badgered so that I could learn as much about airport operations as I could,” Clark said. “All of the things I learned about the industry there armed me with a set of invaluable skills and background knowledge I used at each and every stop on my way to and from Sun ‘n Fun.”

After she earned her pilot certificate she started building her hours as a tow pilot at Thermal Valley Hang Gliding at Foothills Regional Airport (KMRN) where, in her words, she has the “Opportunity to share the magic of flying with folks who would not ordinarily have the chance to experience it, and I enjoy every moment.”

An Airplane of Her Own

Clark began working at the age of 15 and with the goal of buying her own airplane. As entry-level aviation jobs don’t pay much, she realized she needed a partner to help cover the costs of aircraft ownership. She entered a partnership with a friend who holds an A&P certificate. The pair were freshly minted tailwheel pilots when they decided to buy an Aeronca Champ because it was what they could afford. According to Clark, when her parents found out she was shopping for a loan to pay for her half of the airplane they stepped in to help.

• READ MORE: Restoration Nation: Aeronca Champ

“With the high interest rates the banks were offering at the beginning of this economic recession, I would likely be paying for that loan for all of eternity had they not offered to loan me funds,” she said. “I created a monthly loan budget, proposed a payment plan, and I am slowly repaying them. I owe my ownership of the airplane to them, first and foremost. I am so grateful that I have parents who deeply care about my well-being and career success, and I know there are plenty of people out there who don’t have that kind of support.”

Clark was warned that the approximately 575 nm journey from North Carolina to Sun ‘n Fun would be a challenge.

“People thought I was crazy for doing it,” she laughed. “For starters, the Cub is one of those airplanes that doesn’t get you someplace quickly because of the winds,” she said. “On the first day, I flew for six or seven hours with a very handsome 30 knot tailwind. I was doing 100 across the ground and that was a wonderful treat as I usually was going 55 or 60. On the second day I had close to 12 hours of flying because of crazy headwinds.”

She departed on March 26 and arrived on March 27 just before sunset. The route on the flight home was approximately 503 nm, for a grand total of 1,078 miles. Learning took place during the adventure.

The Cub, said Clark, can behave like a mean horse if the pilot over controls it.

“You need to understand the problem is you, not the airplane,” she said. “It’s an easy airplane to fly if you listen to it and don’t fight the weather.”

Clark learned this from Steve Yancey, the mechanic who restored the airplane.

“He’s an artist,” she said, “He told me, ‘Aubrey, A: don’t tell the weather where you are going to go, let the weather guide you, and B: let it take you there. He was talking about the thermals. Let them take you up. When I fly I dangle my hand out the window and I can feel and see the heat when it picks up the airplane. You have to listen to the airplane and don’t let it throw you into a storm.”

According to Clark, Yancey started working on the Cub restoration in June 2018 and was putting the finishing touches on the airplane just a day before she launched for Sun ‘n Fun.

“It’s completely period correct down to each and every detail,” she said. “The aircraft does not have an electrical system, therefore no ADS-B, lights, on board radios, or even a starter. Even the location of the magneto switches and fuel cutoff is in its original position on the lower left front side of the cockpit, which Steve always told me was probably a poor design.”

Learning To Be Flexible

Clark worked her way south flying around or waiting out weather systems. The Cub, she noted, is one of those airplanes that puts you in touch with the environment.

“Not only was it extremely gratifying to assess the weather on the ground and to plan different routes to adapt to unexpected conditions, but observing the weather as it passed was sublime. As storms dissipated it left a trail of small, gentle clouds settled low in the calm air. The blossoming trees and greenery below seemed fresher and greener than before it had stormed,” she said. “I am now a firm believer that one of the best ways to observe nature is from 500 feet above ground in a slow cub without the doors.”

Clark plans for a career in missionary aviation. “I want to fly into jungles and deliver supplies to people and have adventures and help at the same time. It seems like an awesome thing to me, like the Lone Ranger and Robin Hood and Amelia Earhart combined, I mean shoot, how could you go wrong?”

As for the Cub, it came home from Sun ‘n Fun with an award: Antique Bronze Age, Most Unique.

The post Ferrying a Classic J-3 Cub appeared first on FLYING Magazine.

The event is billed as Journey to the Stars and is intended to honor the WASP  and to recognize the women who followed them into military flying and celebrate 30 years of women flying in service to their country.

Hundreds of people are expected to attend. Some are relatives of WASP. Others were inspired to fly by the WASP. There are usually quite a few women military aviators in attendance. 

A plethora of World War II era military aircraft are expected to be on display.

This year the Masters of Ceremony will be John Marsh and Kathleen Fowler—children of WASP Marie Barrett Marsh.

The weekend is filled with storytelling to remember the WASP. Participants are encouraged to “bring your favorite WASP story to share with your table during brunch or while mingling. Be sure to bring or email a copy for our Archive. The Museum wants to tell the most complete stories of your WASP.”

The WASP who have gone West will also be remembered. This year the ashes of Jean Jeep Downy Harman, class of 44-W-9 will be scattered, and the life of WASP Susie Winston Bain, 44-W-9, will be honored at the museum plaza.

• READ MORE: Abingdon Co. Launches Watch Series Honoring Female Aviators

There is also a hangar dance scheduled, the proceeds of which will benefit the museum. Period correct attire is encouraged.

About the Town

Sweetwater, Texas, is 223 miles west of Dallas. The town of Sweetwater was established as a railroad town in the 1880s, and later during WWII, Avenger Field air base was established there. 

At first, it trained British Royal Air Force pilots, then was converted to train Women Airforce Service Pilots. The area then, as now, was very rural. According to WASP Florence G. “Shutsy” Reynolds Class 44-W-5, when the WASP went into town, they were mistaken for a women’s baseball team because of their matching coveralls and ball caps. No one knew that women were being trained for the war effort at the air base.

• READ MORE: When Walt Disney Was a War Hero

Walt Disney was an admirer of the WASP. He created the iconic Fifinella image. Fifi, as she is known, is a female gremlin who is said to protect women aviators in flight by distracting the male gremlins who create mechanical issues with airplanes.

About the WASP

The Women Airforce Service Pilots were established in 1943. The organization was the creation of two women, Nancy Harkness Love, who, even before the United States entered WWII, pushed the idea of properly trained women delivering military. And after the war began, Jacqueline Cochran, who saw the value of having women fly in non-combatant roles to free the male pilots up for the all-important fighting. 

• READ MORE: Restoring a Beech Super 18 to Former Glory

Cochran was able to persuade Army Air Force General Henry Hap Arnold to activate the Women’s Flying Training Detachment in 1942, and in 1943 the two groups merged as the Women’s Airforce Service Pilots were merged in 1943, with Cochran taking the role of director. The women had to be between the ages of 21 and 35 and hold a Commercial Pilot certificate. More than 25,000 applied to be WASP, and 1,102 made it to graduation. 

The WASP did multiple flying jobs including target towing for live-fire exercises, aircraft delivery, test flying aircraft after maintenance, and even persuading male pilots that certain models—such as the B-29 Superfortress—could be flown. 

When the men were reluctant to get into these aircraft, the WASP showed them how it was done. The WASP were regarded as civilian contractors during the war, so when a WASP was killed in the line of duty—and 38 were—there were no military burial benefits to ship the body home, and the family was not permitted to put a gold star in their window signifying a family member had died in service to their country.

The WASP would not gain military status until 1977 under President Carter. In 2009 they would receive the Congressional Gold Medal.

The post WASP Legacy Honored at Texas Event appeared first on FLYING Magazine.

It can be a challenge to find a watch designed for female aviators specifically. Aviation watches can be large for female wrists and aesthetically unappealing for women’s sensibilities. Abingdon Co. was founded by Abingdon Mullin to help fill this market niche for timepieces. 

The company has launched a new watch series, Legends, created to pay homage to women aviators who have broken barriers throughout history. To kick off the series, Abingdon Co. has created a small batch of commemorative watches in collaboration with the National WASP WWII Museum to honor the Women Airforce Service Pilots (WASP), who flew military planes to transport and test them, trained male pilots, and towed targets for live ammunition practice. 

According to the company’s release, only 1,102 watches will be created, in honor of the 1,102 WASP who served during WWII, as a tribute to those aviators. The limited-edition watches come in two color options, silver and two-tone, include a brown leather band, and start at $775.

The watch face features the official WASP wings insignia, and the words “WASP – Women Airforce Service Pilots” are engraved on the back. The number 38 is placed on the dial in memory of the 38 WASP who died in service. The watch has four hands, can track three time zones, and has a date function. 

Mullin, a pilot and founder and CEO of Abingdon Co. said in the release, “This watch is more than just a symbol of gratitude and respect. It is a reminder of the importance of breaking down barriers and fighting for what is right. The WASP were pioneers in their field, and they paved the way for generations of women to pursue careers in aviation and other male-dominated industries.”

In addition to selling the limited-edition watches, Abingdon Co. will gift 14 watches to the remaining 14 WASP who live across the U.S. The brand says it will also expand the WASP collection to include a gun metal watch, offered in a special collectors box in August.

Lisa Taylor, executive director of the National WASP WWII Museum, said, “What an honor for the WASP to be first in Abingdon’s Legends Collection. First-class pilots memorialized on a world-class watch. This timeless piece will bring joy as it keeps my heroes and mentors, the WASP, ever on my mind. I’ve always wanted an Abingdon, and today is the day.”

The post Abingdon Co. Launches Watch Series Honoring Female Aviators appeared first on FLYING Magazine.

The museum has been in development for several years, designed in partnership with Dimensional Innovations, a Kansas-based experience design firm. 

The museum, located at Amelia Earhart Memorial Airport (K59) is being made possible through the support of Boeing, Bombardier, FedEx, Garmin, and Lockheed Martin. According to museum officials, the facility is designed to function as a blending of history and STEM education—with flight technology in the center.

“It’s a tremendous honor to have the support of aviation leaders like Boeing and Bombardier who continue Amelia’s enduring legacy of innovation and share our vision to inspire future generations in the pursuit of flight,” said Karen Seaberg, founder and president of the Atchison Amelia Earhart Foundation.

Grand Opening Celebration

The grand opening ceremony with a ribbon cutting is slated for Friday at noon CST in front of the museum. 

“The museum doors officially open immediately following the ceremony at 12:30 pm CST,” said Vanessa Bonavia, museum spokesperson, adding that they have invited some special guests, including members of Earhart’s extended family.

“We are expecting special guests, including Bram Kleppner, Amelia’s great-great nephew, and his young daughter, Amelia’s great-great niece,” Bonavia said. “We’ve received several RSVPs from members of The Ninety-Nines and Women in Aviation. Amelia Rose Earhart, the young pilot who circumnavigated the globe to honor Amelia’s legacy, will be attending. The colors will be presented by the Kansas Air National Guard. Kansas Senators Jerry Moran and Roger Marshall will also share remarks, along with Atchison Mayor Lisa Moody.”

The festivities will continue through the weekend. On April 15, pilots from Kansas State University Salina Aerospace and Technology Flight Team will invite the public to tour its new Cirrus SR20 and Cessna 172 aircraft, and on April 16, the “RC Fly Jam” featuring radio-controlled planes will be on the museum grounds and tarmac.

Inside the Museum

The Museum is the home of the world’s last remaining Lockheed Electra 10-E, named

Muriel after Earhart’s younger sister, Grace Muriel Earhart Morrissey. Muriel is identical to the plane Earhart flew on her final flight around the world. 

In addition to the aircraft, there are 14 interactive exhibit areas that allow visitors to trace Earhart’s life from growing up in Atchison, to her growing fame as an aviatrix.

Visitors will be able to enter a full-scale replica of Muriel’s cockpit to experience what it was like to be inside the aircraft described as Earhart’s “flying laboratory.”

There is a digitized version of Earhart’s mechanic logbook for review, and through the magic of augmented reality, visitors can try on Earhart’s various careers such as mechanic, nurse, pilot, and even a fashion designer.

Museum officials note each exhibit has been carefully outfitted to meet National Curriculum Standards, Kansas Curriculum Content Standards, and Missouri Standards of Learning. Professionally developed Teacher Guides to support field trips are also available.

There is a heavy aviation component that allows visitors to explore celestial navigation and learn about radio waves and the atmosphere, use 3D holograms to explore technological advances in aviation, pilot a virtual reality flight in a Lockheed Vega 5B across the Atlantic, retracing Earthart’s 1932 flight and finally, speculate and vote on theories about what happened to Earhart on her attempt to fly around the world.

History and STEM

Earhart has always been associated with aviation, setting multiple records as a pilot, including being the first woman to fly solo across the Atlantic Ocean. Many people are surprised to learn that she also had a background in the sciences. According to multiple biographies, she was particularly interested in chemistry, medicine, and mechanics. This makes it a natural fit for aerospace businesses to support the facility.

“Amelia’s courage and spirit of adventure will inspire the next generation of aviators, explorers, and innovators to continue breaking new boundaries in aerospace,” said Cheri Carter, vice president of Boeing Global Engagement.

Tonya Sudduth, head of U.S. strategy at Bombardier, added, “We are thrilled to support the new Amelia Earhart Hangar Museum and believe it will have a great impact on the community through its innovative and educational exhibits—inspiring young people to explore the many exciting possibilities and future career paths available in aviation and aerospace.” 

In addition to the aerospace industry, a number of local and national philanthropic organizations are providing support for the museum, including the Donn Lux Family, the Guy Bromley Trust, the Patterson Family Foundation, the Regnier Family Foundation, the Fly With Amelia Foundation, the Stauffer Jambrosic Foundation, the Sunderland Foundation and the William T. Kemper Foundation, and local employers Amberwell Health, Benedictine College, MGP Ingredients and others.

Following the grand opening, the Amelia Earhart Hangar Museum will apply to become an Affiliate of the Smithsonian Institution. 

The post Amelia Earhart’s Legacy Enshrined at New Kansas Museum appeared first on FLYING Magazine.

While there are women out there who own and fly these pieces of aviation history, they create a special cadre of pilots.

In honor of Women’s History month, FLYING caught up with a few of these pilots to find out what made them gravitate to the vintage machines.

A Rare Vintage Biplane, and Summer Martell, Port Townsend, Washington

Martell is a 15,000-hour pilot who holds CFI, CFII, and ATP MEL certificates and type ratings in the Gulfstream 100, Gulfstream 200, Falcon 2000, and Falcon 900 EX. She’s also a designated pilot examiner (DPE).

Martell is the proud owner of a 1931 Student Prince biplane that belonged to her father.

“He was a newly minted private pilot. He’d learned to fly in Cessnas but his friends that owned and flew vintage planes loaned him their books on vintage flying by authors Gordon Baxter, Ernie Gann, and Richard Bach, and he was swept away by the romance of the stories involving antique airplanes, especially biplanes. When he saw the Student Prince for sale at Harvey Field, he was smitten. He said, ‘It smiled at me, so I had to buy it.’”

As a teen she joined her father for flights, eventually learning to fly herself.

The Student Prince is an open cockpit design, which, according to Martell, makes the piloting experience much more visceral.

“I could feel the sky as I flew through it, I could feel the temperature, the humidity. I could smell the world at 80 mph. I felt like a dog riding in the back of a pickup, noting all the layers of smells. Saltwater, freshly mowed hay, and pine trees,” she recalls, adding that the Student Prince, which was designed to be a trainer, was a good fit for teenage Martell.

“The biplane is beautiful from any angle, and it always draws a crowd, so I was never lonesome when I landed somewhere. And it took good care of me from day one. Like a patient schooling horse, the Prince forgave my beginner’s fumbles as I began learning my way around the sky, and later, how to negotiate the transition of sky to earth in a brief few seconds while the world ahead of me became completely obscured by the rising nose of the biplane to its landing attitude, leaving me with a forward view of three of the Kinner engine’s five cylinders and nothing else. The Student Prince forgave my ricochets and hard landings, and somehow, despite my best efforts to do otherwise, it managed to stay between the runway lights as I struggled to keep the nose ahead of the tail.”

The airplane has produced some strong memories, such as the first time she flew solo.

“I hooted and hollered after takeoff, but became a bit somber on downwind without the view of the back of my instructor’s head in the front cockpit. Oh boy, I really was alone. But I did it! It felt so great. That airplane has always been my champion. The second favorite memory was hand-propping it for the first time. Scary, but very confidence boosting once I’d done it.”

When asked if she has a bucket list vintage airplane she would like to fly, Martell replies, “The Alexander Eaglerock biplane that hangs in perpetuity from the ceiling above the international arrivals and departures at Sea-Tac International Airport [KSEA]. I understand preservation has its place, but it always makes me a little sad when I see that plane, motionless in the rafters, gathering dust. It is so reminiscent of the Student Prince, that I feel I could easily slip into the back cockpit and take that airplane upstairs for some fun. And every time I pass by it, in my mind’s eye, I do just that. I fantasize that I fly it south with the setting sun, never to return.”

Her advice for people who want to buy and fly a vintage airplane?

“Talk to pilots who own/fly vintage planes. They love to talk about them. They may even offer to take you flying. Bribing them with pie can be effective. Read those stories by Baxter, Gann, and Bach. If the vintage airplane bug bites you hard enough, who knows? Perhaps a vintage airplane with a for sale sign will smile at you.”

Jan Johnson, First Lady of the L-birds, Hayward, California

Johnson, who has 1,060 hours total time, owns a 1944 Vultee Stinson L-5E Sentinel ambulance, a 1945 Vultee Stinson L-5G Sentinel ambulance, a 1951 Cessna LC-126C (military 195) ambulance.

Johnson began her aviation career as a flight attendant, then decades later after entering the medical field, she decided to pursue a private pilot certificate. To her, that meant getting an airplane of her own—and she was drawn to the classic lines of vintage taildraggers.

It was Johnson’s first visit to EAA AirVenture in 2010—in particular a walk through the Vintage parking—that activated her interest.

“My first visit, with two ‘AirVenture first-timer’ pilot buddies. Walking through Vintage, we came upon ‘Interstate 195’ parking, where all the Cessna 195s are lined up. Looking down a row of bumped-cowl classic taildraggers is a sight to behold. I was immediately smitten with the design of the long fuselage, the art deco interior styling, and the big Jacobs 300-hp, seven-cylinder radial powerplant standing proudly up front. They look sleek and fast even standing still. I researched the airplane that night in our motorhome in Camp Scholler, and upon returning home, I set forth on my quest to own one of these beautiful airplanes.”

“My very first airplane was a 1951 Cessna LC-126C. I was attracted to the gorgeous lines of the classic Businessliner. My particular LC-126C having documented military history was a bonus.”

The airplanes Johnson is drawn to are known in the warbird world as “L birds.” The term comes from their military designations that begin with the letter L for “liaison.” They were used as reconnaissance aircraft, artillery spotting, light transport, and air ambulances.

Johnson flew her LC-126C to Oshkosh in 2015 and 2016, and was invited to be part of the “Ladies Love Taildraggers Day” in EAA Vintage.

“It’s a real honor to have your airplane brought up to the Bill and Myrt Rose Park, near the Red Barn, and be interviewed by EAA Chairman Ray Johnson (no relation). Each year, he interviews three women who flew their vintage or classic airplanes to Oshkosh. Fifteen minutes of fame was never sweeter.”

Johnson sold the LC-126C after four years because she found another airplane, a 1945 Stinson L-5G that struck her fancy.

“It fits me perfectly!” she explains, noting that as she stands over six feet tall, finding an airplane that fits can be a challenge. “I ended up purchasing that plane after the Cessna left my hangar. What a great little airplane the L-5 was to fly! Responsive, nimble—and with controls as smooth as butter.”

Johnson flew the Stinson L-5G from Hayward, California, to Oshkosh in 2018, and once again found herself interviewed by Ray Johnson.

Last summer, she had the opportunity to acquire another Stinson, an  L-5E, “complete with World War II military history,” she says. “Each plane has a personality, and getting to know both of them has been fun. Then, in early 2023, I had another Cessna LC-126C fall into my lap. My partner and I purchased it together, and we’ll return this plane to flight after sitting for 30 years. When a Cessna 195/LC-126 comes into your life, you don’t think twice. You just let it happen. And consider yourself fortunate.” 

Johnson’s interest in vintage aircraft extends to multiengine designs as well, which she attributes to a ride aboard a Douglas DC-3 she took in the mid-1990s when she was working as a flight attendant for a national airline.

“I went for a scenic flight over the Golden Gate Bridge in San Francisco in a Douglas DC-3, owned by the Otis Spunkmeyer Cookie Company. It was a breathtaking flight and unforgettable—the epitome of the glamorous ‘Golden Age of Aviation.’ The cockpit was open, and once airborne, we were free to ‘move about the cabin’ and make small talk with the pilots. It definitely ‘set the hook’ for me with vintage airplanes. After that flight, a pilot let me pose for photos in his beautiful Stearman.”

Johnson’s vintage airplane bucket list includes a Stearman, a Waco, a Beech Staggerwing, and a Howard DGA-15. She is currently learning to fly a 1940s-era Twin Beech.

“It has two Pratt & Whitney R-985 radials, a bullet-shaped nose in between, and a sleek tailwheel design that harkens back to 1940s Hollywood,” she says. “I envision Myrna Loy and Bette Grable stepping out of the luxuriously-appointed cabin and waving to their fans.”

Advice for people who want to buy and fly a vintage airplane?

“Do your research! Owning, maintaining, and flying a vintage airplane requires time and money. A lot of it. Find a pilot who you can trust and ask them a lot of questions. Join the various type clubs online and introduce yourself. If possible, talk to mechanics who know the old planes. Go imaginary ‘plane shopping’ at any of the large fly-ins across the country. Walk up to total strangers (well, there really are no ‘strangers’ in aviation) who own the type of airplane you like. Almost always, they’ll let you climb into the pilot seat. Try it on for size. Can you reach the rudder pedals? How is visibility?  Scrutinize each plane—things you like vs. things that may hinder you buying one. Availability, cost, maintenance, and spare parts. You can never go wrong with a 1940s Piper J-3 Cub, Taylorcraft, Aeronca, Stinson, or early Cessna.”

She also recommends getting your tailwheel endorsement, as most vintage airplanes are tailwheel-equipped.

For aircraft acquisition, the combination of the aging pilot population, persistence and determination, and being in the right place at the right time will get you there, says Johnson.

“Both my Stinsons came from pilots in their 80s who could no longer fly. I’m certain that all they want is for someone to take care of their airplane, fly it often, and display it at air shows and fly-ins. And keep the mystique and magic alive. That’s my personal mission with my airplanes. Share them with others and honor the history.”

Heather ‘Rat’ McNevin, Northfield, Minnesota

McNevin has 1,100 hours total time and holds a commercial certificate with single- and multiengine ratings, CFI/CFII/MEI instructor certificates, and type ratings in the DC-3 and B-25.

Heather McNevin, known as Rat (short for Ramp Rat), says she doesn’t own an airplane yet, partly because there are too many out there to fly. The aviation bug hit her early. She started taking lessons at age 14 at Aiken Municipal Airport—Steve Kurtz Field (KAIT) in Aiken, Minnesota. She trained in both a Piper Cherokee and a 1946 Aeronca Champ owned by her instructor and figured out pretty quickly she liked the Champ the best.

“The Champ felt most like flying a fighter plane to me, so it became my favorite,” she says. She soloed at the age of 16 in the Champ and, on the first landing—which she greased—she let out a whoop that, according to the people watching from the ramp, was heard over the sound of the airplane.

The Champ was the first in a long line of vintage airframes.

“Since my initial Champ flying, I’ve flown a few other vintage aircraft: Navion, Waco, DC-3, T-6, BT-13, B25, Stearman, PA-12, J-4, Aeronca Chief, Globe Swift, [and] PT-22. I feel more comfortable in an old, loud aircraft with just the basic instruments than I do in a brand new glass cockpit.”

According to McNevin, you don’t so much fly a vintage airplane as you become part of its legacy.

“I’ve flown many vintage aircraft and enjoyed something about each of them. When I’m flying that airplane, I’m part of a long line of aviators that have experienced the joy of flight in that aircraft, and it’s my responsibility to share that magic with others. It’s like when I have the privilege of flying warbirds, I think of the necessity to share the stories of the people that flew them during the war because some of them didn’t make it home. These old machines shaped the world. They reduced travel time, bolstered business, connected us all, and fought oppression. I like the feel of flying along and realizing ‘this is how aviation started, this is what it was like’ or ‘this was once the best, most luxurious method of travel!’ For me, it’s not just flying, but being a steward of history.”

Instead of a bucket list when it comes to airplanes, McNevin has a “to-do list” of airplanes she would like to fly.

“I have a type rating in the DC-3, but I have wanted to fly a specific DC-3 for over a decade. I remember seeing the yellow DC-3 ‘Duggy’ at Oshkosh for many years, and every time I’d see it I said I would one day fly that aircraft. I would even tell Duggy the DC-3 that one day we will fly together. Amazingly enough, I found out Duggy lives not that far from me and may be returning to the skies.

“My recent type rating was in the B-25, and I really enjoyed the training and learning how they designed and operated aircraft in the ‘30s and ‘40s. I’d like to continue to fly other bombers of the day and see how they compare. I think the B-29 would be amazing, as I’ve recently been on a reading binge involving their missions. I have decided it would be cool to fly every aircraft type that the WASPs flew.”

Her advice to people who want to buy and fly a vintage airplane? “Be prepared to maintain it correctly. These aircraft are old and a little TLC goes a long way. Don’t skimp on maintenance. Be a good caretaker of history. Also, make sure to get good training, as with any new venture into an unfamiliar aircraft, and share your aircraft with as many people as you can so they can see and appreciate it. You’ll make new friends and it’s always fun when someone admires your aircraft.”

The post The Women of Vintage Air appeared first on FLYING Magazine.

“The dream felt so real, but I wondered if falling really felt the same way,” she said recently, more than 22,000 jumps later.

As it turned out, Stearns had to wait until she was 17 to find out if reality matched the dream. That was when she joined a group of girls from her high school who were going for an introductory jump with the local parachute club.

• READ MORE: The High-Paced Atmosphere of Skydive Airports

“What I didn’t realize was that it would be a static-line jump, so there was no freefall. And that did not satisfy my curiosity,” she said. While the other girls headed home, Stearns stuck around. “I went back for more jumps, and kept jumping until they allowed me to freefall. By then I was hooked.”

While babysitting for 25 cents an hour to help fund her new sport, she also earned her private pilot certificate as a Civil Air Patrol member while working at the airport drop zone, packing parachutes and serving as a jumpmaster. It was the 1970s, and general aviation and skydiving were gaining popularity. Young people routinely worked odd jobs at airports in exchange for flying lessons—earning stick time to build hours.

“I was 19, naive as ever, living in a hangar, making 20 bucks a month and loving it,” Stearns said of the time.

She almost immediately became interested in competition, and excelled in style and accuracy contests. For style, the skydiver performs a series of flips, twists, and other figures during freefall. In her early days of competition, accuracy meant guiding her old-fashioned round-canopy parachute so precisely that she could land on a target just  10 centimeters in diameter.

“I’m a competitive person and I wanted to do more, so I set a goal to become national champion, and after that, to be world champion,” she said 

Some people laughed off her ambitions which, at the time, might have seemed beyond far-fetched. But, like many women involved in difficult, adventurous, or dangerous pursuits, Stearns was accustomed to being told she could not do certain things, yet accomplishing them anyway.

During her skydiving career (she is still jumping), she has won two world championships—in 1978 and 1994—along with 33 national championships, and she has set 30 world records. She spent two tours of duty with the U.S. Army’s elite Golden Knights parachute team after becoming the first woman to join the team in 1977. Stearns continued her military career with Army Reserve and National Guard units, retiring as a Master Sergeant after 29 years.

• READ MORE: A Double Amputee’s Journey to Freefall

While juggling skydiving stardom with a military career, Stearns attended Embry-Riddle Aeronautical University’s Pope Air Force Base campus, where she received bachelor of science in aviation administration and master of aeronautical science degrees. In 1986 she began working for Piedmont Airlines, which became part of U.S. Airways, and later was absorbed by American Airlines. Stearns retired from American in 2019.

Last month the National Aeronautic Association presented Stearns with its Distinguished Stateswoman of Aviation Award in recognition of her accomplishments as a parachutist, pilot, and mentor. Stearns said receiving the NAA award “is a great honor,” and being nominated by the United States Parachute Association made the experience particularly special.

“It meant so much to me to be nominated by my peers. This is the group that has made such a difference in my life,” she said.

These days Stearns shares her aviation knowledge with cadets in the Shelby, North Carolina, Civil Air Patrol Squadron. She continues to perform demonstration jumps as a member of the Children of Fallen Heroes Skydiving Angels team, a non-profit organization.

She said she is working toward matching her jumps—just over 22,000—with her roughly 26,000 flying hours. She flies her Cessna 185 regularly, so reaching that goal might take a while.

The post Pioneering Skydiver and Pilot Looks Back on 50 Years Aloft appeared first on FLYING Magazine.

The all-women air race will run this year from June 20 through 23, and cover a course distance of 2,333 nm/2,684 sm.

The race launches from Grand Forks, North Dakota (KGFK) and flies through the following stops on the course:

• Mankato, Minnesota (KMKT)
• Ottumwa, Iowa (KOTM)
• Hastings, Nebraska (KHSI)
• Harrington, Kansas (KHRU) (fly-by only)
• Ponca City, Oklahoma (KPNC)
• Sulphur Springs, Texas (KSLR)
• Jonesboro, Arkansas (KJBR)
• Pell City, Alabama (KPLR)
• Cross City, Florida (KCTY)

The terminus of the race is at Homestead, Florida (X51), at 17:00 EDT on June 23. Racers will enjoy an awards banquet on Sunday, June 25.

Can I Race My Airplane?

Entrants can join individually (and can contact race HQ for ideas on matching up with another racer) or in teams, and participate in several classes this year. The Competition Class is restricted to Part 23/CAR 3 production single-engine airplanes with a standard airworthiness certificate and any modifications documented by Form 337 or similar paperwork. Light sport aircraft in the SLSA category that comply with factory specs may also race in the Competition Class. Those aircraft with turbocharged engines or operating under an experimental amateur-built certificate can race in the Non-competition Class.

Racers will need to register their airplane of choice by May 15. According to the Air Race Classic, “Teams who plan to fly a plane that is not rated for continuous operation at maximum engine and propeller rpm and have advanced data monitoring and recording capabilities can contact airplane@airraceclassic.org for more information.”

Any questions regarding an entry? Email entryadmin@airraceclassic.org.

The post Registration for the Air Race Classic 2023 Continues appeared first on FLYING Magazine.