Apr 27, 2011 - One of the pleasures of owning a former Eastern Block military jet is the opportunity to fly and display it at some of the many air shows throughout the US in the summertime. In the West, the season continues all the way through November. There are probably more than 50 air shows in just about every state that draw crowds numbering, in total, in the millions of spectators. Exhibiting your jet allows the public to see airplanes that they would not other wise have the opportunity to see, touch or even climb in, unless they toured museums in Eastern Europe.

In fact, the FAA recognizes the benefits to the public of such exhibitions in the relevant regulations. (Surprised?) Directly from the original FAA Order 8130.2F, Section 156 Former Military Aircraft, (recently updated to 8130.2G) we find:

“The FAA acknowledges the significant role military aircraft have played in our heritage and the importance of preserving their legacy for future generations. The exhibition of former military aircraft at aviation events for demonstration and display provides the public a rare view into our aviation past. Therefore, it is the policy of the FAA to permit the operation of surplus military aircraft for civilian use, consistent with the need to safeguard the public.”

Understanding policies and regulations helps us both enjoy our aircraft and comply with safety-based restrictions. Let’s look more closely at what is expected to fly to air shows, exhibit our jets, in the air or on the ground, and stay within the regulations.

Experimental Exhibition

With few exceptions, former military jets—the FAA reg’s have labeled then Surplus Military Turbine Powered Aircraft, or simply SMTPA—are certified airworthy under an Experimental Exhibition. That certification implies that the SMTPA will be flown to be displayed. So it’s not only permissible, owners are encouraged to fly the aircraft to air shows and events. In some areas of the country local tax assessments are reduced if the aircraft in that jurisdiction is displayed once a month. Exhibiting the SMTPA can actually pay off.

Since the aircraft is certified under an Experimental Exhibition Airworthiness Certificate, flying it for routine business flights, taking passengers for hire and other operations that are permitted for Standard Category aircraft, such as a Cessna Citation, are not permitted for SMTPA. That doesn’t mean you cannot take a passenger, but you cannot operate the same as a business jet. (See the “compensation” article in a past issue).

Documents

The FAA, under the same order that states their policy for exhibiting SMTPA, has established some guidelines, purportedly for safety standards. One of those regulations that differs from Standard Category aircraft is that the Airworthiness Certificate used to be reissued by the local Flight Standards District Office (FSDO) where the airplane is based when ownership is transferred; now, under Order 8130.2G that transfer is no longer required.

Part of the airworthiness documents for a SMTPA include an Operating Limits Letter (now not required to be redone on ownership transfer). This document, issued by the FSDO, outlines what is not permitted when operating the aircraft. Some specifically address safety concerns in flight operations: parachute requirements, prohibitions on supersonic flight, etc. Others are more “boilerplate” from past FAA guidelines: no banner towing, etc. Nevertheless, these limitations are part of the limitations on the airplane. And they must be carried in the airplane.

Another document that you will need to carry a copy of is the Program Letter. This document you construct annually and send to the FSDO. It is a list of the air shows you intend to fly to for the year, so send it to the FSDO once a year. It need not be a final list; you can amend it by fax as your schedule changes. See your Operating Limits Letter as to the specific requirements for submitting the Program Letter. I suspect these letters were helpful when there were just a few of the Experimental category jets in existence and FSDO manning was at a higher level, so FSDO personnel could keep track of every flight for every jet. With hundreds of SMTPA flying, that’s not the case today—but comply with the reg’s.

Air Show Book

To make it easy to keep track of the documents you need to have available, I suggest assembling what I call an “air show book.” In it are copies of all the required (and some recommended) documents, making it easy to demonstrate to an FAA inspector your aircraft complies with regulations. After dozens of “ramp checks” I found it is easier to be organized and ready to show compliance, rather than be looking for documents and have the inspector spend a bunch of time trying to piece together what you need. Although different airplanes may necessitate different documents be displayed, I’ll share a common group of documents that you may want to put in an air show book. It’s a tabbed, three ring binder that makes it easy to locate all you need.

1. Pilot documents - First, I keep copies of all my certificates, pilot license, with aircraft ratings, medical, etc., in the book. Other certificates you may need to present may include a FAST authorized formation card, an ICAS authorized/FAA-issued aerobatic competency card. Sure, you may have to present the originals, but it helps keep the data in one place.
2. Aircraft documents – These include the Airworthiness Certificate (original visible to an observer looking in the cockpit), Operating Limits Letter, Program Letter, with faxed updates for the location of the air show, weight and balance forms (new ones if you painted the airplane since it was certified), and  parachute repack forms, showing the date of the last repack (within 120 days). I also include a copy of the page in the aircraft log showing the last annual condition inspection and the page showing the last pitot-static check. Even though you could protest that they are not necessary for immediate inspection, they eliminate concerns some inspectors have at air shows about the airworthiness of the aircraft.

By being organized you will speed any inspection process, maybe even the level of scrutiny given to your airplane.

Performer, Fly-By or Static?

The designations for exhibiting an aircraft at most air shows usually fall into one of the following categories: Performer, Fly-By or Static Display. For the static display category you will usually be expected to bring an airworthy airplane—and you may receive some fuel or other compensation for displaying the aircraft. (A commercial license is a good idea. Although different jurisdictions differ on their regulatory interpretation, you will do well to eliminate any hassles, or lose out on receiving what may be worth hundreds of dollars.) You will not participate as a pilot flying in the air show. However, if you are like most jet drivers, you will say hello to the crowds and answer questions about the airplane as they pass. (My favorite: “Does this airplane go 1000 miles an hour?”)

As a fly-by pilot, you are participating, but in your flying do not perform any out of the ordinary maneuvers, stay within prescribed airspeeds, altitudes and bank angles. The air boss will outline these limits. Typically, air show managers like to see several different types of aircraft pass by the crowds. (This opportunity is not the time to exceed speed or bank limitations.)

Waivered Airspace

At larger air shows with sufficient clearance for aerobatic displays and formation performances, the air show manager may request and receive a written waiver for specific FAA regulations. For example speed, aerobatic and altitude limitations may be waived for a designated area around and above the airfield. When airspace has been designed “waivered” performers with appropriate qualifications may exhibit their aircraft within those boundaries. The space for jet performances has to be larger, so not all shows have sufficient space available for jet aerobatic performances. Read all waivers for every air show; you’ll have to sign a sheet stating you are familiar with the document.

Performers usually have a routine they fly and have additional certifications authorizing their flight maneuvers. For example, for steep banks, vertical pull-ups or rolling or over-the-top maneuvers an International Conference of Airshows (ICAS) card (FAA-issued as an 8710-7) is required. Each type of maneuver for each aircraft is authorized. Formation flights require a formation proficiency card issued from one of the Formation and Safety Training (FAST) signatory organizations, such as Red Star Pilots Association. These additional certifications are required when airspace is waivered. Pilots without the additional certifications may not lawfully perform either formation or aerobatic flights at the air show.

Cautions: Safety Data

It always surprises me but the statistics remain consistent: more aircraft are lost traveling to or from air shows than at the air shows. That information should provide a warning. Pilots are often eager to get to an air show, so sometimes standards are stretched and accidents result. I can think of a MiG crash and an F-86 accident, both related to getting to an air show, and, at least arguably, stretching safety standards. There are many others. Don’t take a chance going to an air show. I and many others have canceled appearances at shows for weather or mechanical issues. There will be other shows. Fly as safe as you do at your home airport.

Further, many violations are issued to pilots who want to do their “arrival show,” exceeding regulatory—and safety—limitations with high speed passes, steep banks (I’ve even seen rolls) as they arrive at the airport. For the record, only the Blue Angels and Thunderbirds have arrival shows . . . and they are not impromptu displays.

Prepare

The secret to a fun, safe and legal air show exhibition is preparation. Make certain the airplane is ready to go, the pilot (you) is ready, your paperwork is in order, then fly safely there and back.

See you at the show.

Douglas Gilliss, CFII, ATP