If wishes were wind, the Wright Flyer built by Ken Hyde and flown by Kevin Kochersberger would still be soaring across the country. It wouldn't have needed an engine, or props, or even Bernoulli's law. 34,200 people came to Kill Devil Hill on a rainy Wednesday morning to watch history re-made. They left with soggy shoes, perhaps tinged with disappointment, but many realized that not every flight of an experimental aircraft will do what the designer, or pilot, or crowd would want. They cheered wildly when the Flyer was rolled from it's hangar, and again when the engine was started. They applauded and screamed at the end of the first attempt around 12:30pm. The die-hard airplane romantics and history buffs stayed through another rainstorm and cold front, and rollout and engine

It was raining most of the day, and wind conditions were, at best, fair only. The ground was soft, muddy, with standing water. The field between Kill Devil Hill and the actual "first flight" launching site had been plowed and furrowed to better duplicate the soft landing conditions the Wright's had on sand a century ago. The aircraft rolled out of the hangar at 12:10, and the moved to the launching track. The crowd goes wild. 12:24 Kevin Kochersberger mounts the aircraft. 12:28 Engine start, more applause and cheers. 12:30 First flight attempt. Plane moves down the track, catches a puff of wind, lifts about 6 inches high, and then comes down and to the right. Crowd Cheers again.

In a noisy newsroom at the Wright Centennial celebration, the EAA put a panel together. At Oshkosh or Sun & Fun, there would have been standing room only. Here, it's reporters. Not all of them well versed on things with wings and the issues that keep them in the air, and that, more recently, have been keeping them on the ground. From one end of the table to the other, you had Vern Raburn, the CEO of Eclipse Aviation. Then Alan Klapmeier, the President of Cirrus Design. Steve Brown from the FAA was next. He's the VP for operations and planning. Phil Boyer, President of the AOPA was next, and sitting next to him, Congressman James Oberstar. Bob Warner, Exec VP of the EAA was to the far right. They each had some points to make, some we've heard before. Alan Klapmeier mentio

James Labouchere has a dream. His company, Warrior Aero-Marine, hopes to revolutionize marine aviation with its Centaur seaplane. That's more than some PR drivel. The aircraft, with folding wings and a multi-hull design, could well be an everyman's aircraft. It will operate from sea bases as well as land-based facilities. ANN asked 20 questions of Mr. Labouchere. 1. Aero-News: The Centaur is a unique, multi-hulled seaplane. What advantages does that afford a pilot? James Labouchere: The hull form is derived from slender-hulled yachts and cuts waves and rides rough water with low shock-loading. This improves the whole deal for a pilot - better ride quality and a wider range of wave conditions in which a pilot can operat

The tired old airplane engine is run-out and can't be repaired; it sits rusting in its crate in a dark corner of your hangar. Back in the day it was a smooth runner, it provided you with moments of solitude, the most beautiful views, and some of your greatest pleasures while high above the earth. You realize you just can't bear to send it to a scrap heap; isn't there a way to put it to use? A dedicated group of flyers at a friendly country airport did just that. A Continental radial engine now marks the way to the Wild Rose Idlewild Airport (C23). Don Gunderson, former 18-year airport manager, said Wild Rose (WI) Airport Association member Jim Stark donated the old Continental for use as the showpiece for a new airport sign.