Probably the most distinguishing characteristic of B2OSH 2004 is that it will be a tough act to follow. Almost everything was the best ever.

That's the short version. The long-winded version follows:

The year started with a flood of early registrations (ed: thanks, everyone - made my job easier). By mid-January I had more registrations than I usually have the beginning of May. By the end of February registrations equaled what is normally available mid-May. This must be a testament to the growing popularity of B2OSH. At one time registrations were up to 116 (flight limit 100), but with the expectation of our average 15-20% cancellations due to weather, plane out of service, work schedule, family and health problems I was encouraging everyone to expect to be in the formation as long as they had the required formation training.

This year also marked the largest number of regional formation practice sessions yet; all regions of the country were represented. Paul Carroll and I hosted the first in New Bedford, MA, a great Northeast airport with flat surrounding terrain, the ability to practice over water with little turbulence, two crossing 150 foot wide runways (with shifting winds we used three of the four) and a great restaurant on the field. Mike Parrish followed with a mid-South session, the Texas-mini at Grayson County for beginners, then the 4-day advanced formation clinic at Grayson hosted by Wayne Collins with formal advanced briefing by Mike Babler, John "Weebs" Wiebener and Gene Keyt. A milestone occurred with Mike Babler being approved as check pilot, authorized to award FFI cards to future aspirants. A number of pilots now have FFI cards as wingmen and flight leads allowing them to fly formation in waived airspace.

A Southeast session hosted by "Bubba" Wimbish and Ritchie Jones at Kinston was quite successful in spite of bad weather causing a one day delay. After two successive years of mediocre weather, look for an April session next year, probably at PGV. Larry Gaines again sponsored a very successful Southwest session at SCK where there is a large California contingent. Art Brock hosted a Northwest practice session at RDM. The latter was very well subscribed and Art finally had to cut off registrations because of the number of safety pilots available. Glenn Olsen ran the first upper Midwest sessions, one in the fall, another in July, the latter for experienced pilots. Look for him to repeat with a beginner session in the fall, an experienced pilot session in the spring. Robert Mark hosted a two day session at Stuart International in New York, the second Northeast regional, very useful in getting additional experience to some who came to New Bedford, but also allowing late registrants to get the required experience.

A number of us arrived in RFD a day early for preliminary party shopping and confirming arrangements. Instead of the 90+ degree temperatures and 90% humidity commonly present at RFD we enjoyed mild, dry conditions and clear skies. Matt Spinello and his crew did an outstanding job handling parking and facilitating our party. I was impressed how often his staff checked with us to be sure everything we needed was OK. They even hung the beautiful banner supplied by Tom Madding.

The hangar party was a first, universally felt to be the best event at RFD ever. The hangar was spacious, the accommodations ample, the food excellent. Scott Thomas did a great job organizing the menu, arranging for the food. A number of volunteers pitched in to prepare the salads, slice the tomatoes, onions and cucumbers, arrange the tables. Harold Bost, present to give us an update on the Bonanza museum and watch our departure, was a tireless worker in the kitchen. We initially planned on hiring someone to cook the burgers and dogs, but Paul Carroll and John Sulyma insisted on volunteering their skills for the group. Feedback from many indicate this is the way we will go next year as well. Volunteers made the entire event possible. Some, like Jesse and Thelma Jean Siegfried, helped both with food preparation and dispensing shirts and caps.

For the first time a significant number were housed at two different motels requiring us to set up a bus and van schedule. Normally the first year something like this is done is a disaster, but everything seemed to flow well and will require only minor tweaking next year.

Breakfast was a big improvement this year with dispersion of the group, good facilities at the motels and a great buffet at the RFD Airport Terminal. Those of us at the latter could look out the windows while eating and enjoy watching Collins, Babler, Parrish, Rutherford, Wiebener, Evans, Olsen and Averett practice their formation routine for AirVenture.

"Weebs" did his usual masterful job briefing our departure. His daughter, Erika, promoted "OshWash" saving a number of us the task of cleaning the bugs off our planes on arrival at OSH. Danielle Mark and Erika, displaying great entrepreneurial spirit with Oshwash, made a big splash in EAA Today.

Our departure from RFD was orderly and rather routine. The flight was marked by incredible visibility, low humidity, no surprises. "Bubba" Wimbish did a great job as lead. Some aircraft reported being very close to Ripon. Perhaps the formation at times was a little slow turning at waypoint "OSH C", but the programmed flight path is barely more than 5 miles from Ripon. Even if on course Ripon will be readily visible. A turn towards Pober sooner than point "C" puts us into FLD restricted airspace. We talked about possibly avoiding FLD by flying at 3500 MSL, but clouds do not always allow that. It remains a topic for future planning.

Uneventful arrival into OSH? How can you call landing 90 aircraft in 12 minutes without incident uneventful? I talked to Wanda Adelman, FAA Hub Manager, Dennis Vincent, Tower Chief and several other controllers. They were all impressed. In fact, many controllers crowd into the tower just to watch our arrival. Parking this year was smooth as silk thanks to the help from Jim Casper, his daughter, Carol, who is in charge of the North 40 and Kevin O'Halloran who helped pick our spot, met us with beer and margaritas, supplied many of us with ice throughout the week. Unlike some years past, the mild weather made it a lot easier erecting tents. Randy Groom, President Beechcraft Piston Division, had such a great time in the formation with the newest Beechcraft Bonanza that he may well fly his own plane next year. Jim Sanders, Comptroller of Raytheon joined us this year for training in Texas and the formation to OSH.

Like the Hangar Party, The Party at OSH was a huge success, best ever according to everyone. For the first time we had a catered barbeque with a whole pig and two whole lambs, fresh corn on the cob, abundant side dishes. Topping it off was a beer truck with four spigots getting constant use. Thank you, GAMI, for being our primary sponsor and making this such a great event!

How important is this event to some? Adrian Eichhorn flew out commercially, then back commercially just to party with us, renew friendships, get to see every one again. He couldn't chance flying his own plane because he had to be back in D.C. Wednesday night, regardless of weather, to fly the FAA Administrator to OSH Thursday morning. Dedication and responsibility.

The raffle, starting before dinner this time, was a change for the better. Wonderful prizes from GAMI, Raytheon/Beechcraft. Advanced Pilot Seminar, BPPP, Oregon Aero, JPI and many others (see the Sponsor Page) helped us put on this event in a very affordable fashion.

Tuesday saw a beautiful display of Bonanza formation flying with two 4-ship formations in front of the Oshkosh crowd. Wayne Collins led the first group with Mike Babler, Mike Parrish and Keith Rutherford as wingmen. "Weebs" led the second with David Evans, Glenn Olsen and Jim Averett. I had the best seat in the house on the announcers platform and felt honored to describe to the crowd the proficiency of some of our pilots as they changed from one formation to another in seemingly effortless fashion in standard certificated aircraft. It was especially thrilling to point out that some of the pilots in the formation had been doing this for only two years. I can't wait to see the video taken by Dave Elcock and the photos taken by many of you.

Tuesday evening, unknown at the time, was host to what may be the last Pioneer Princess Cruise (the resort is being sold to a condominium development). Again, perfect weather, calm waters, abundant liquid refreshment and snacks made for a delightful evening capped by seeing what appeared to be an ultralight bathtub circling our boat. Many stayed for dinner at the hotel after the cruise.

Latest news: The hotel rooms are being demolished for new, condo type development, but the resort will remain - including the restaurant. I have already booked the Pioneer Princess for 2005.

Wednesday was the final day of prearranged B2OSH activities with another aerial formation demonstration in front of the crowd, this time with Jim Averett leading the second formation in the absence of Weebs.

The rest of the week? Wonderful! ABS hospitality was great as ever. Kevin O'Halloran revealed the inner workings and adjustments of the Bonanza door. There were multiple instructional sessions by ABS at their tent and in the forum venue. The air shows were terrific and the vendors offered everything imaginable. I bought only eight Ernie Gann books (two a gift to John Sulyma, Paul Carroll's passenger who volunteered many hours of hard work over the past three years).

I am indebted to everyone who makes this event what it is. Many volunteer time and expenses in training, services, support. What an incredible group we have.

Be sure to see the Photo Albums of 2004. I will be amazed if I do not have pictures of everyone.

What are our plans for the future? A core group of pilots met at RFD the morning of the 2004 flight to discuss the future direction of B2OSH. Present were those who ran regional clinics or who have been intensively involved with the program. To make the meeting functional I had to limit the size to fifteen persons. Representation varied from Wayne who started B2OSH and has been with us every year to some who have been involved only three years. Some of the salient points to come out of the meeting follow:

• The Hangar Party was a huge success and will be continued.
• Use of two motels, the upscale Clock Tower and the more moderately prices HoJo, seem to fit everyone's needs, give us additional beds and is workable.
• The transportation scheme seemed to work adequately, needs only minor adjustment.
• The Registration Fee is inappropriate - it covers two parties, half the ramp fee and many other yearly expenses such as the web, yet it is the same for a the single pilot and the planeload of people. Additionally, the parties have grown in scope from soda, beer and a few chips to major events. Unlimited beer, wine, soft drinks are provided along with an outstanding pig/lamb roast barbeque at OSH and an excellent hamburger/hotdog barbeque at RFD. Various options included a per person fee, a fee to cover registration plus a shirt and cap for the pilot, other ideas. The final decision by the group, in view of the current trend of the parties, is to raise the registration fee to fifty dollars. It will now cover the entire ramp fee, two adults and all children under 18. There will be an additional charge of ten dollars for each additional adult.
• The format of the Regional practice session will change. There will likely be three levels of training:
• B2OSH specific: station-keeping, cross-under, formation takeoff/landing. b. Intermediate: B2OSH specific plus additional training leading to 4-ship formations, break and rejoin, overhead break. c. Advanced: Preparation for and approval for FFI certification.
  Mike Babler, Weebs and Robert Mark will work on a more defined format for each level of training. Only the first level of training will be required for B2OSH, but we hope we stir enough interest to progress to a higher skill level. We are also working on a more consistent fee schedule for these regional sessions, but that remains to be worked out. Some currently charge nothing, others a modest fee to cover some meals and beverage. A big problem is the cost some are incurring as safety pilots to travel large distances, pay for motels and food, volunteer their time, get no training time on their own. It would be appropriate to help cover a fraction of their expenses, but that raises significant legal issues and no decision was yet reached.
• Continued support of EAA Safety Foundation, ABS Safety Foundation and the Bonanza/Baron Museum by the group was overwhelmingly endorsed.

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