Daily Shows Planned, Written, And Coordinated By Crack Team

by ANN Correspondent Matt Russell

Wayne “Boss” Boggs is a busy man during “airshow season,” but he was kind enough to let ANN trail him for a couple days at AirVenture. A retired FAA official, Boggs now travels the country directing airshows as an Air Boss. In this position, he is responsible to produce an airshow that is safe, timely, and action-packed, no matter the conditions or location.

At Oshkosh, Boggs explains how the AirVenture shows must each be split into two halves. “The show is just too big,” he says. “So we have a warbird half, which I am responsible for, and then the aerobatic half, for which I am the backup Air Boss.”

As the Warbird Air Boss, Boggs does what amounts to a juggling act -- launching,  showing, and “recovering” up to 75 aircraft at once. The only way to make this happen, he says, is with absolutely thorough planning.

We caught up with Mr. Boggs at an early planning session for the day’s show. Deep in the Warbird Headquarters building at Wittman Field, Boggs, George Cline, and Mark Ringham carefully deliberate over a map of the airport. They compare show notes from the prior day’s show, and discuss what they’d like to do differently. It is obvious they have spoken to the performing pilots since the prior show, and each of the three men has brought notes to the meeting about elements of the show needing attention. As the men scribble away, new ideas seem to crop up, and are either confirmed as viable or tossed aside.

Brainstorming complete, one of the three men volunteers to transcribe all notes into a clear, sequenced show plan. This is the document that will be used to steer the pilot briefing, scheduled a couple of hours before the show actually begins.

At the pilot briefing, also in Warbird Headquarters, Boggs takes the stage and greets the pilots. It is perhaps the most crucial part of the day, because many problems can be solved in advance of the show. The briefing will begin and end with the reminder “Safety first.”

“We are fortunate to have one of the greatest announcers in the entire airshow industry representing us and the warbirds,” says Boggs, referring to Danny Clisham. “I think he will represent you well. If you would like something said especially about yourself or your aircraft, be sure to let him know.”

Boggs continues the briefing, “I also have two of the finest individuals in the world assisting me… we are a team up there, Mr. George Cline and Mr. Mark Ringham. There will be times that you will not hear my golden tones on the frequency… we move it around. In fact, today, Mark will be doing the talking up there and George will run the [east-west runway].” Boggs finishes the introduction with a joke, “I will be standing up there, having a little cheese and wine as they work.” The crowd roars but as the laughter dies, the tone becomes serious again.

“Alright Ladies and Gentlemen, by my watch in 10 seconds it will be exactly twenty minutes til’ One... it is now twenty minutes ‘til. WEATHER,” barks Boggs, pointing to a seated official. The man stands up and begins a detailed weather briefing as pilots scribble notes. “Between 4000 and 8000 feet, visibility will be unrestricted. Surface winds are about 220 at ten. If anybody’s been outside, you know there are buildups to the north and east. If you see something that looks interesting you should give Wayne a call for a heads-up on it,” continues the briefer. “Winds at 3000 feet are about 210 and ten. Any questions?”

The crowd has none; most of these pilots are Oshkosh veterans. “Have a safe show,” says the briefer, who receives a round of applause.

Next item on the agenda is for Boggs to explain the definition of “waivered” air space. He introduces the FAA representative sitting in the front row, and proceeds to spend the next several minutes in deep review of a large, wall mounted satellite photo showing Wittman Field. Reference points, boundary markers, and regulations are all detailed, with ample opportunity for questions from the pilots. Because they briefing is so thorough, there are few questions.

During the next portion, Boggs takes into account the needs of individual airplanes. “Who besides the Spitfire has an overheating problem?” he asks. “I know you all will overheat eventually, but who has a really urgent concern about this?”

Next, Boggs introduces Jon Eisele of Warbirds of America, to brief the pilots on ground operations during the airshow. Eisele points out all areas of interest on a large airport diagram, and makes requests of the pilots to ease traffic congestion on the field.

Boggs is ready to wrap up the briefing, but before he does, he spends a moment to advise the pilots on judgment. “On those lines, you and you alone know what your limitations are. You know how you feel, you know your craft, you know what you do,” he says to a room of stone silence. “I don’t fly the airplane for you… I never get in the cockpit with you, but if it doesn’t feel right, don’t do it. If it’s just a day that feels out of sync, don’t do it. Most of you don’t [regularly] fly with each other. So you want to be confident of what you do. Remember, people are amazed the damn things fly anyway... you do not need to live on the outside of your envelope. Stay in your comfort zone. It’s as simple as that.”

To close the briefing, Boggs presents a large easel, on which has been written the precise timing of the show. Each segment is planned down to the minute, and pilots have only a couple of questions.

Most of their time is spent taking copious notes. Finally, Boggs introduces the ground control team for the Warbirds parking area. They receive a round of applause. Boggs details frequencies, altimeter settings, alternate airports, and a myriad of other small details. Then he reminds each Warbird flight group to hold their own briefing, and the meeting is adjourned. It’s time for the show.

ANN will have more from the flight line... stay tuned!

FMI: www.airventure.org/2007/events