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Chemtrails: A Little Truth Goes a Long Way

Rob Graves
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Chemtrails: A Little Truth Goes a Long Way

Running a modest (~3600 follower) aviation themed Facebook page for the past four years has been quite an education in human online behavior. I have a following of fellow professional aviators, air traffic controllers, aviation industry employees and general lovers of aviation. Most everyone abides by the unwritten laws of “netiquette” but there are of course always a few of the usual characters who don’t play well with others.

Pedants will pick out a minor mistake or unimportant nuance to trumpet superiority. Last worders must always finish any argument, and reading comprehension aficionados will repeat your point back to you as if it was their idea. Sometimes just not responding to a provocative comment will make the person doing the commenting explode. I don’t use the ban hammer often but rather try to talk excitable respondents down off the ledge. But occasionally I get a live conspiracy theorist to happen by. These guys are the most fun of all.

Pick Your Conspiracy…OK! “Chemtrails”

There are many flavors of conspiracies out there from 9/11 “truthers” to flat Earthers to the ur-conspiracy surrounding the Kennedy assassination. Rather than the dissipation of pockets of unknowing as you might expect now that we have the sum total of human science and discovery in our phones, access to the internet only seems to have injected steroids into many conspiracy theories. Confirmation bias kicks into overdrive as whole communities spring up around crazy ideas.

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This image has nothing to do directly with the story. But it’s by Vic from Flickr (CC 2.0- https://www.flickr.com/photos/59632563@N04/6104068209)

Joseph Pierre, a psychiatrist writing in Psychology Today, makes the point that conspiracy believers venture from a healthy scientific skepticism into nihilistic denialism. Any and all facts are subject to question regardless of any evidence, no matter how convincing, as a matter of principle. I suppose there’s an attraction to walking around believing that you have secret knowledge to which few others are privy.

What are Chemtrails?

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Chemtrails- A340 belching out Chemtrails

In aviation circles, the conspiracy of choice is known as the “chemtrail” conspiracy. A portmanteau of chemical and contrails, itself a combination of “condensation trails”, the chemtrail conspiracy posits that the lines in the sky which originate behind high flying aircraft are not condensation from the moisture in aircraft exhaust, but actually a chemical spray of nefarious origin designed for a sinister end.

These chemicals can be either psychotropic substances which are designed to keep a restive population compliant, or a melange of metallic particles which are used to control the weather or “geoengineer” the planetary climate by blocking solar radiation. This particular conspiracy dates back to the late 90s and appears to have been sparked by a military research paper speculating about a future method of warfare that might include chemical dispersion from aircraft.

A Bit of Truth In Chemtrails

The use of aircraft to spray chemicals, usually fertilizers and pesticides, has a history dating back to the 1920s.

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Crop dusting could very well be the inspiration for Chemtrails (Photo: Charles O’Rear)

The first aerial application of agricultural chemicals took place in 1921 from McCook Field in Dayton, Ohio. More recently, the US military undertook a large scale defoliation effort from 1962 to 1971 during the Vietnam conflict. Dubbed Operation Ranch Hand, Air Force C-123 Provider aircraft dispensed an estimated total of 20 million gallons of herbicides over Vietnam jungles.

Given this history, it isn’t too great of a jump for the conspiracy minded to believe that the government has just upped their game and is now using commercial aircraft to poison the population or control the climate. Adherents will often conflate high altitude contrails which are a product of jet exhaust with low altitude wing top mist generation which is a result of the generation of lift in high humidity environments. Entire websites complete with well produced video content exist to promulgate chemtrail theories.

My Very Own Conspiracist

As I’d had thoughts about addressing this subject for awhile, I had the good fortune to have a true believer find his way onto my page. Let’s call him Rob (name changed). Rob started out sending me private messages asking how it was that an attitude indicator (artificial horizon) could stay erect to the horizon if an aircraft is actually travelling over a globe.

It’s actually a fair question and a real issue. He was unknowingly describing an actual phenomenon called “Earth rate” or “Earth transport” precession. An uncorrected gyro actually would slowly become inaccurate if it stayed true to its starting location as an aircraft travelled the globe. Both of these effects are accounted and corrected for in modern flight management computers. 

This explanation was answered by an angry response that he’d taken an attitude indicator apart and saw no such correction mechanism. This was probably true in that general aviation aircraft don’t need such mechanisms due to their high cost and short range. A link to a Wikipedia article was met with a scoff. I didn’t really expect him to believe in anything from Wikipedia, did I? How stupid did I think he was after all?

The conversation continued in this fashion. He’d ask why an aircraft travelling in a straight line over a globe wouldn’t simply leave the atmosphere as if on a tangent line. The reply that aircraft don’t fly in straight lines but use barometric pressure to maintain altitude in the atmosphere which is curved over the planet was also scoffed at. I hadn’t “proved” anything.

It then occurred to me that he was a flat Earth believer. Rather than chase him off, I asked how he had come to his views. He mentioned that a ride in a helicopter some years past had provided him with his epiphany. He never did say exactly how that ride convinced him of the flatness of the Earth though. 

I then asked for some reference material. A trove of internet memes and links to videos followed. These memes would show things like graphic representations of an aircraft flying off into space on a straight line course, or a picture of drain or fuel dump vents on airliners as proof of the conspiracy.

Concerning chemtrails, he eventually conceded that rather than a conscious conspiracy of many thousands of commercial pilots and aircraft mechanics, the chemtrail chemicals might actually be added into the fuel directly, thereby limiting the conspiracy to fuel handlers and refiners.

The Pendulum Proves The Conspiracists Wrong

Looking for a simple way to demonstrate the Earth was not flat which would not rely on technology which he mistrusted, I recalled seeing a heavy four story pendulum hung in a stairwell in the Franklin Institute science museum in Philadelphia. Every morning employees would set up a circle of chess pieces under the pendulum and set it swinging. The pendulum would  knock down the chess pieces as the day progressed thereby demonstrating the rotation of the Earth. There was no way to ignore that!

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Benjamin Franklin was a freemason

The answer came back that Franklin was a Freemason and, well, nothing that he touched could be trusted. Interestingly, that was followed by several videos showing Masonic iconography which depicts the sun the same size as the moon with a flat horizon in the background, so it was difficult to know whether the Masons were with him or against him. What was clear was that a thread of mystical religiosity informed his world view and he was not going to let anyone pop the bubble.

What was also clear was that he wasn’t going to attempt to address any incongruities that I raised such as how I could video call my wife from China where it was clearly dark at noon. This was just fascinating to me. I clearly didn’t want to know the “truth” of his “research” which consisted of internet memes and videos posted by like-minded conspiracists.

Is It Harmless?

By all accounts my interlocutor seemed like a nice guy who got on well enough in society to hold a job and function normally. He mentioned that his job involved some sort of mechanical proficiency, and he did spend quite a bit of time on Facebook, so he wasn’t obviously a technophobe. I even admired his inquisitiveness about the world. 

He was thinking about things that many people never consider, but at some point he wouldn’t make the leap to the rational conclusion. Many of his positions started with a bit of truth which was then extrapolated to fantasy. The Psychology Today article referenced above noted that a confusion of the notions of  “believe in” versus “believe that” might be part of the cause of these belief systems.

I can’t say that walking around believing in a flat Earth or chemtrails is an unalloyed tragedy. If it works for him, then great. In the words of that great 20th century philosopher, John Lennon: “Whatever gets you through the night is alright.”

Guessing I’m right about Chemtrails

One of the attributes which is emblematic of all conspiracies is that they’re unfalsifiable. Any time an explanation is offered, there will be a counter-explanation which can’t be verified. One of the best depictions of this was the scene from the first Terminator movie where Michael Biehn tries to explain to an incredulous prison doctor how robots from the future are coming to kill Sarah Connor.

Of course the joke here is that there actually were robots coming from the future to commit mayhem. But then, it was only a movie. Or was it?

Are you a Chemtrails believer? Share your best Chemtrails story below!

Is A Re-engined Boeing 767 The Real 797?

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Is A Re-engined Boeing 767 The Real 797?

For a few years now, we’ve heard from Boeing that a NMA (or New Midsized Aircraft) is in the works. While Boeing has yet to officially name the jet, many have dubbed it the Boeing 797, following Boeing’s numerical designation for aircraft. At the major airshows, Boeing touts progress in the design, drops a few rumors about the NMA, says many airlines are interested, and then stone-cold silence follows. Recently, a new rumor has popped up. Flight Global recently reported that Boeing is looking at an engine upgrade for the Boeing 767 as an option for the NMA. Here’s why we think this option might be more likely than not.

Boeing NMA 2018 rendering
An earliy rendering of the Boeing NMA Aircraft from 2018. (Boeing)

Boeing 767: A Resilient Design

The Boeing 767 first flew in 1981. It is design that is approaching 40 years old. Yet the design has been remarkably resilient over the years. The original intent of Boeing’s 787 was to replace the larger 767 fleet. To an extent, this is happening. American Airlines is set to retire their 767 fleet by the end of 2020. They are replacing the jet with the 787-8, providing a better passenger experience with lower operating costs, and slightly increased capacity. Other airlines like Delta and United have upgraded their 767 fleet to include new business class experiences and fresh interiors.

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United Airlines Boeing 767-200; N613UA@JFK, July 1995. Photo by Aero_Icarus

While some airlines are slowly retiring their fleet, there are still a number of operators flying the jet worldwide. In fact, the last passenger 767 was delivered in 2016. Additionally, the aircraft is still in production with large backlogs for cargo operators UPS and FedEx. Boeing also has a large contract for 179 of the ‘frankentanker’, the KC-46 for the Air Force. (It’s called a ‘frankentanker’ because it has 767-200 fuselage combined with a 787-like cockpit, and wings from the 767-300 version). In short, Boeing currently has a backlog of over 100 orders that stretches well into the next decade at current production rates.

Delta Air Lines Boeing 767 Arrives at Honolulu International Airport
Delta Air Lines Boeing 767 Arrives at Honolulu International Airport Photo: Avgeekery

Three reasons why A Re-engined Boeing 767 Makes Sense

With the technologically advanced 787 in Boeing’s portfolio, many wonder why a re-engined 767 would make much sense. The answer lies in the fact that an upgraded 767 represents a low-cost way for Boeing to provide enhanced economics without significant risk. We dig into three reasons why this option is pretty attractive for Boeing on the next page.

Did Bad Grammar Doom the 737 MAX?

Rob Graves
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Did Bad Grammar Doom the 737 MAX?

As of this writing, the 737 MAX remains grounded with projected return dates now stretching into the first quarter of 2020. Boeing has not as of yet submitted the software fix for the controversial MCAS system to the FAA for evaluation. The European Aviation Safety Agency (EASA) recently indicated that they will seek their own additional testing of the software fix possibly resulting in a staggered return of the aircraft to service.

The post-mortem examinations of what went wrong at Boeing and the assumptions that were made concerning the flawed MCAS software continue. At issue is one assumption made early on that any malfunction in the MCAS system would be immediately recognized by average pilots as a malfunction known as “runaway stabilizer” for which a checklist already exists.

The stabilizer trim system is used by the pilots or the autopilot to keep the horizontal stabilizer in “trim” which means keeping the stabilizer aligned with the slipstream of air. It does this by actually moving the entire stabilizer a through a range of angles which change with airspeed. An “out of trim” stabilizer means the stabilizer is not perfectly aligned with the passing wind. This results in the need to hold force on the control column to maintain altitude. Letting go of the controls in such a condition would result in an undesired climb or descent. A well trimmed aircraft will stay where you put it.

In the 737 MAX, the stabilizer trim is normally controlled electrically through a motor, but can also be adjusted manually through a wheel and handle on the center stand. This system has a failure mode known as “runaway trim” wherein the motor runs after the control column electric trim switch has been released most likely due to a sticky or failed switch. This malfunction can quickly result in an unflyable condition if not quickly corrected. It is this failure mode which is addressed by the “runaway stabilizer” checklist reproduced above.

Continuously or Continually?

737MAXchecklist

Boeing engineers were also counting on pilots using this same runaway stabilizer checklist in the event that the MCAS system, which also uses the stabilizer trim, malfunctioned. The problem with this assumption is that the two malfunctions can appear to be very different things. During a classic stuck switch runaway trim, the trim wheel in the cockpit starts spinning and does not stop. That’s the definition of “continuously” and is correctly annotated as one of the conditions on the top of the checklist.

An MCAS malfunction, however, presented quite differently. During that malfunction, the MCAS system would spin the trim wheel forward for a specified amount and then stop. If the pilot then used the trim switches to adjust the trim in a nose up direction, a malfunctioning MCAS would wait five seconds and trim forward again after each input by the pilot. This “very often; at regular or frequent intervals”  behavior of the MCAS system is the definition of “continually”, not “continuously”. 

Boeing 737 MAX
Did a grammatical error doom the 737 MAX? (Image: Boeing)

This is exactly what happened to Lion 610. After reversing the MCAS inputs multiple times, the captain passed control of the aircraft to his first officer who was apparently unaware of the inputs the captain had been making. He never countered the next MCAS input which doomed them.

From Dictionary [dot] com:

In formal contexts, continually should be used to mean “very often; at regular or frequent intervals,” and continuously to mean “unceasingly; constantly; without interruption.”

Is this a minor and pedantic point? Perhaps, but perhaps not. English is the international language of aviation, and all pilots are expected to be proficient in English to be qualified to fly in international airspace. The pilots of both Lion 610 and Ethiopian 302 were likely not native English speakers and were highly unlikely to be aware of such a nuance as the difference in meaning of these two words.

They were, however trained in the various failure modes of their aircraft, and were not likely to be expecting the intermittent behavior of the failed MCAS system. The pilots of Lion 610 had no knowledge of the existence of the MCAS system as it was not included in their flight manuals. The pilots of Ethiopian 302 did have the Emergency Airworthiness Directive (EAD) published by Boeing describing the MCAS system, but were still slow to recognize that their problem originated from a bad MCAS system until too late.

In Conclusion

Aircraft flight manuals should contain all the information needed by pilots to safely operate their aircraft. This information should include accurate descriptions of possible failures, the recognizance of such failures, and best practices on how to solve or mitigate problems that arise. The omission of the existence and description of MCAS from the MAX airplane flight manual only compounded the problems faced by the two mishap aircrews. Faced with a fusillade of warnings and distractions which served to conceal the real nature of their problem, they were defenseless against a poorly designed and undocumented but deadly adversary.

United Paints 757 In California Livery

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United Paints 757 In California Livery

Freshly painted jet joins growing list of specially painted United Airlines aircraft

Special liveries have become all the rage at major airlines over the past couple of years. We’ve previously highlighted American Airlines heritage fleet that features paint schemes from airlines that it has acquired throughout its history. Just last month American also painted an Airbus A321 in a special theme to honor those who have struggled with cancer. Last week, Alaska Airlines unveiled a Boeing 757 in a Pixar theme with Toy Story characters too. As avgeeks, we can’t say that there is anything wrong with this trend!

These new special colors honor women artists and the states of California and New York

On Monday, United Airlines officially unveiled their second specially painted aircraft in a series called Her Art Here. United says the effort is meant to encourage women artists and increase the visibility of their artwork.

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United Airlines Her Art Here California Livery – Side View

“While 51% of today’s artists are women less than 13% of art on display in museums is by women artists according to The National Museum of Women in the Arts. Having their designs painted on a plane (roughly 3,666 times larger than the typical 18’ x 24’ canvas) provides these women with a traveling canvas that will fly 1.6 million miles a year, or 476 cross-country trips on average.”

The newly painted Boeing 757 features the Golden Gate Bridge highlighting the airline’s connection to San Francisco along with an artist inspired beach scene from Southern California.

United Airlines Her Art Here Boeing 757 jet. (Source: United)
United Airlines Her Art Here California Livery with The Golden Gate Bridge

New York -Themed United 757 also Introduced Last Month

The first Her Art Here jet was revealed last month. It featured scenes from New York City. According to United, the one-of-a kind, woman-designed aircraft was painted in Amarillo, Texas. The Boeing 757 took 17 days, 10 colors, 250-plus gallons of paint and approximately 4,100 hours to complete the job from start to finish. New Jersey native Corinne Antonelli designed the special scheme as a tribute to the New York/New Jersey region and the Newark Liberty International Airport hub we serve there. This plane features iconic imagery from the two states, including the Red Mill in New Jersey, the New York City skyline and the Statue of Liberty, as well as a globe to signify our worldwide network.

Her Art Here 757’s join a small sub-fleet of other specially painted United jets

United has less specially painted aircraft than American, Alaska or Southwest Airlines, they do have a number of unique aircraft. On the next page, we’ll highlight our favorites.

Click Next Page below to see United’s other special paint schemes

Learn More About EASA, The Agency That Will Approve The 737 MAX To Fly Over Europe Again

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Learn More About EASA, The Agency That Will Approve The 737 MAX To Fly Over Europe Again

The EASA and FAA have had a tight relationship but due to the 737 MAX debacle, things may be different going forward.

Background on the European Aviation Safety Association (EASA)

The aviation industry is governed and protected by numerous global powers. There is the Federal Aviation Administration (FAA) in the United States, the International Civil Aviation Organization (ICAO) is located in Canada, the Civil Aviation Authority (CAA) has a multitude of major locations, and the European Aviation Safety Association (EASA) is headquartered in Cologne.   These organizations along with many others work together to ensure the safety of air traffic, aircraft, and travelers worldwide.

The European Aviation Safety Association (EASA) was formed in 2002 and reached its height just six years later. It focuses its operations on civil aviation safety. This association covers all the countries within the EU, with the addition of Switzerland, Norway, Iceland, and Liechtenstein, making the total member states rank in at 32. Throughout the major offices located across the globe, there are more than 800 people employed.

Such as any governing body, the EASA operates by a specific mission statement, paired with clear tasks. Included in their mission on their website are the following:

  • Ensure the highest level of safety protection for citizens of the EU.
  • Ensure the highest level of protection for environment.
  • Work with outside international aviation regulators and organizations.
  • Facilitate the international aviation single market and create a level playing field.
  • Single regulators and verification process among Member States.

What does EASA do?

EASA logo

Through their operations they perform numerous tasks including investigations, regulating, certifying, and standardizing different people, groups, and processes within their reach. The European Aviation Safety Association believes it’s under their watch to analyze and continuously educate themselves on updated safety laws and then implement what they learn so long as they believe it’s for the best of the citizens.

The EASA also plays a role in scribing legislation for the European Union through working hand in hand with the European Commission. Naturally, safety is the majority of the Association’s focus. Therefore, they also receive a constant influx of safety data from across the globe to analyze and use towards new legislation. As the world evolves and the aviation industry grows, the resulting conclusions formed by EASA analysts is shown through said legislation.

Another important part to this association’s operations is approval of organizations which are involved in the manufacturer of aeronautical products, additional to the maintenance and design of said products. In conjunction with a major focus on safety, another responsibility taken on by the European Aviation Safety Association is the coordination and standardization of all air traffic over the European Union. An example of their abilities within this realm include the ability to allow airspace blocks so long as there are more than three parties included.

Specific tasks which the European Aviation Safety Association conducts, stated on their website, are the following:

  • Certification and approval of organizations and products where the EASA has exclusive competence.
  • Promotion of the use of European and global standards.
  • Drafting the implementation of rules in all fields pertaining to the mission of the EASA.
  • Cooperation with international bodies in order to reach the highest level of safety for European Union citizens across the globe.
  • Provide support and oversight to Member States in fields where the European Aviation Safety Association has shared competence.

The EASA and the Federal Aviation Administration (FAA) Were Close Partners

The EASA works closely with the FAA as they are two of the largest aviation governing bodies, with some of the most frequently congested airspace. Daily, travelers cross the skies between the two on business or leisure. In 2013, the two organizations formulated a Rulemaking Cooperation Guideline which required them to create and apply certain procedures which involve regulatory cooperation in civil aviation, as well as throughout environmental testing and approval.

Then, in 2017, the FAA announced the intention to publish a proposed standardization of safety regulations and guidance for the assessment of airlines, in conjunction with the EASA’s approach to the same situation.

MAX Crashes Changed The Nature Of the Relationship Quickly

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An image of a Lion Air Boeing 737 MAX 8 aircrat. Image: Lion Air

Most recently, in 2019, two horrendous aircraft crashes grounded the B737 MAX across the globe. The same issue in both aircraft killed hundreds of passengers, thus breaking the trust operators had in the machines. Boeing worked for months formulating fixes, and as they believed to be close to the solution, more issues would arise. This caused a massive headache for the FAA as one of the most popular narrowbodies produced in their country had stopped operations.

The Executive Director of the European Aviation Safety Association announced later in 2019 that this situation will have a ripple effect which could potentially change the hierarchy within the relationship of the FAA and EASA as the trust was severed. According to AINonline, This had already caused a sort of “de-alignment” as the EASA trusted the Federal Aviation Association to correctly certify the MAX, to avoid the exact horrors that ultimately occurred.  

In the same article, AINonline also reported that there’s a lack of understanding on the European Aviation Safety Association’s part with how the FAA managed to allow Boeing to oversee parts of its own certification process. The Executive Director of EASA Patrick Ky claimed such events would not happen within his realm as they have an incredibly structured system of delegation and methodology which had been agreed upon by the appropriate people.

On March 12th, 2019, the EASA banned the MAX from their airspace, removing themselves from the potential of a third horrific event. Once the MAX software issue has been solved, there will then be four more hoops which it has to jump through for the EASA to allow it back in their airspace. They are a thorough association which takes safety seriously, and what may seem like an overabundance of caution, they are sticking with their beliefs as they are looking at the bigger picture of the larger ramifications that have breached the surface since the crashes.

The EASA‘s mission is to protect its citizens and ensure the safe operations of aviation across its territory. While the tight relationship between the EASA and FAA once was once taken for granted, it’s now crystal clear how major mistakes such as this can so quickly degrade a vital working relationship. The aviation industry runs on trust and safety. You cannot have one without the other, and when one falls short, it takes many years of perfection to reach normal levels once again.

GEICO Skytypers Airshow Team Honors Pilots of the Greatest Generation

Charles Atkeison
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GEICO Skytypers Airshow Team Honors Pilots of the Greatest Generation

ATLANTA — A squadron of six World War II aircraft will perform a series of tight formations and a dizzying array of high speed maneuvers during the Atlanta Airshow this weekend.

The GEICO Skytypers Airshow Team carry the torch forward for the Greatest Generation of pilots as they demonstrate their story high above the air show. The Skytypers’ dedication and skill inspires guests to appreciate the history of these aircraft, and the aviators who piloted these silver doves through the smoke blackened skies of war.

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The GEICO Skytypers practice above the atlanta airshow’s aerial stadium on friday. (Charles Atkeison)

The team has spent the last few days at Atlanta Motor Speedway preparing for the Atlanta Airshow this weekend. The Skytypers flight leader notes this will be their first demonstration over an open stadium.

“We have opened over a (NASCAR) race, but we have never performed over a stadium before,” Squadron commander Larry Arken said on Friday. “It’s gonna be cool to perform for an audience on one side of the stadium.”

Powered by a 600 horsepower prop engine, each SNJ-2 aircraft is the Navy’s variant of the Army’s T-6 Texan. Built during 1940, these 80 year-old planes helped train the future pilots of World War II.

“We are excited to reveal this season’s 20-maneuver demonstration at the Atlanta Airshow,” Arken added. “Airshow attendees will see first-hand what these ‘warbirds’ are made of.”

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The pilots of the GEICO Skytypers enjoy perfroming thier 3 versus 2 maneuver. (Charles Atkeison)

The GEICO Skytypers‘ 18-minute flight demo is only half of their show during their performance. Weather permitting the Skytypers will create a large dot matrix sky-written message above the airfield.

Flying in a tight, line-abreast formation, the planes coordinate in typing messages with environmentally friendly puffs of white smoke. Using an on board computer in Skytyper 1, a custom-programmed tablet sends commands to the other aircraft via radio signals. The messages can be seen from nearly five miles away.

The Skytypers also spend their down time at an air show site visiting education centers and hospitals. Occasionally, the team will host student groups during an air show for a plane side discussion, and a chance to climb aboard the aircraft.

The six pilots who fly these vintage aircraft are lead by Arken in plane 1. Skytyper 2 through 6 pilots include Chris Thomas, Mike Brockey, Chris Orr, Steve Salmirs, Thomas Daly, and Kevin Sinibaldi. Skytyper 7 pilot and air show narrator is Jim Record. Skytypers 8 pilot is Steve Kapur.

(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)

Hangar Talk: Knee Slapping Stories From an Old-School Airline Captain

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Hangar Talk: Knee Slapping Stories From an Old-School Airline Captain

Wayne Newton, Crazy Turbulence, and some pretty funny diversion humor

Bill Curry is a pilot’s pilot, a gentleman, and one damn funny storyteller. Bill knew when he was 8-years of age that he wanted to fly. He soloed at 16, earned a Private, Commercial, Instrument, Multiengine and was an instructor at 21. He was re-assigned to Clark Air Base in the Philippines to run, manage and give flight instruction as his full-time military job. He leveraged that experience to get hired at Airline Midwest in Wichita, flying twin turboprops. He later achieved his dream job flying for Midway Airline on the mighty DC-9, rising to a Captain.

In typical Bill humor…Here are three stories sharing the lighter side of a career in aviation.

Story 1: My Scary Encounter With Clear Air Turbulence

This event happened sometime in the 1970’s when I flew for Air Midwest.

Air Midwest
Airline Midwest Metro II

I was the First Officer on this trip and we had departed Denver Stapleton at night headed southeastward to Lamar, Colorado, located in the southeast corner of Colorado and it was about a 45-minute flight to Lamar. The night was crystal clear, no moon, and it was smooth as glass to the point that you’d never know you were even moving. I’m guessing we were about 50-miles northwest of Lamar and we were cleared to start our descent. We had talked with our people at Lamar and it was clear and there was no wind at all.

During the descent, everything was fine until we got about 35-miles northwest of the airport and out of nowhere we got a sudden but brief very strong jolt of turbulence and went back to smooth. About 40-seconds later ALL HELL broke loose. Until this night, I had NEVER experienced anything even close to what we went through. Like I said, it was crystal clear and the turbulence was so violent that it emptied the seat backs and side pockets and was so violent that we could barely read the instruments plus it was IMPOSSIBLE to even talk to Denver Center.

We were already secured in our shoulder harnesses, but when this hit, I was trying to get my shoulder harness even tighter and I was also pushing up on the cockpit ceiling with my right hand to keep myself in my seat. The Captain shouted, “Get on the throttles, get on the throttles!!” He had both hands on the controls and the airspeed was fluctuating violently from way up around 240 Knots down to as low as 140 Knots. In turbulence like that you fly ATTITUDE not ALTITUDE to prevent overstressing the aircraft. We were trying not to exceed the red line on the airspeed and trying to not stall the airplane either!!! This lasted roughly 2 to 3 ½ minutes and then it stopped instantly!!! You’d honestly have to experience this yourself to believe it, and it was the loosest feeling in the world. A lot of the time the instruments were a blur with all the violence!! If someone had been sitting in their seat without a seatbelt on, they would have either been killed or had broken bones!!!! Just the sound of the props that were changing pitch due to the violent surges in gusts was scary!

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Airline Midwest Metro II Cabin (Bill Curry) Avgeekery.com

Denver Center KNEW we had a problem because they kept trying to call us and as soon as it ended, I called Denver Center and told them what happened. I have no memory of what our altitude was when this ended. We also elected to NOT land at Lamar but to continue on eastward to Garden City, Kansas, because if we had gotten back into this turbulence at a lower altitude on the approach into Lamar, we’d be dead!!! This was definitely a case of CAT (Clear Air Turbulence).

Well, Boy’s and girl’s, did this REALLY SCARE the HELL out of Mr. Bill and the Captain?????? Does a bear sh*t in the woods??? HELL YES IT SCARED THE HELL OUT OF US!!!! I never experienced this kind of turbulence ever again.

Next up: Wayne Newton In Omaha

(Click Next Page below to read more)

Aviation Icon: How the Douglas C-9 Became a Trusted Military Lifeline

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Aviation Icon: How the Douglas C-9 Became a Trusted Military Lifeline

The DC-9 is credited with being one of the most successful aircraft in aviation history. This winning design for a medium-range passenger aircraft made its debut in 1965. Many of its descendants still fly in various liveries throughout the world.

Like its ancestor, the legendary DC-3, the military services saw the value of this aircraft and adopted it into use as the C-9. The C-47 was the original go-anywhere, do-anything transport. The Douglas C-9 followed in its footsteps like a little (but bigger) brother. In both the Pacific and European theaters of war, the C-47 had a tremendous impact. The C-47 was even fitted with large floats for water landings and takeoffs; it helped save Berlin during the Airlift. The C-9 would emerge as a more than capable jet flying in Vietnam, the Gulf War, throughout the Cold War, and even post-Cold War era well into the 21st century.

The Douglas C-9 emerges as a simple DC-9 conversion

The C-9 is a development of the popular DC9-30 series. Shortly after the DC-9 series launched, the jet established a reputation for dependability, quality, and competitive operational costs.

The C-9 was adopted by the military to replace transport and medivac aircraft, all of them propeller-driven. These included the C-131 Samaritan. The increased speed, improved accommodations, and other benefits provided by the C-9 were a serious improvement in providing the best medical care for personnel. The interior was readily adaptable for the transport of personnel and cargo. The C-9 filled a niche for mid-sized transports. It fulfilled missions for which the larger aircraft, like the C-133 and C-141, were too large or not properly equipped. The speed of a jet and adaptable interior space made the C-9 an excellent choice for many missions where the airfield could not accommodate larger aircraft.

Air Force’s C-9 for DV Transport and Medivac

Image of the Air Force's Douglas C-9A in a Medivac configuration.
Image of the Air Force’s Douglas C-9A in a Medivac configuration. The C-9 could carry up to 40 injured troops in the cabin. (US Air Force Photo)

The USAF employed the C-9A Nightingale primarily as a medivac transport, and had a small fleet of VC-9s for DV transport. The C-9A was explicitly designed to accommodate ambulatory and litter-borne patients. Features such as high speed, reduced engine noise, and a rear loading ramp made this an ideal choice for moving personnel in need of specialized hospital care. It had the capacity for 40 litter (stretcher) patients and 40 ambulatory patients, or a combination thereof.  The last USAF C-9A was retired in September 2005.

The Air Force’s fleet of VC-9C jets flew senior governmental leaders to various places. The C-9 also served as an executive VIP transport. Three VC-9C served as Air Force II until being replaced by the C-32 (modified Boeing 757). The interior was outfitted for use by First Ladies, Vice Presidents, and other dignitaries with appropriate decor and features for official duties and visits.

The VC-9C was utilized for official visits by Executive Branch members to places where larger aircraft could not be accommodated. It had enhanced communications capabilities and was operated by the 89th Airlift Wing and later the 932nd Airlift Wing at Scott Air Force Base. The VC-9C even occasionally served as Air Force One when the Commander-in-Chief needed to fly to a small field instead of a larger airport. The VC-9Cs were finally retired in 2011, as seen in this video posted by the AMC Museum.

Marine Corps and Navy Loved Their Sky Train II’s

The US Navy and Marine Corps adopted the C-9B as the Sky Train II in honor of the C-47 multi-role transport that served well into the 1970s. The interior was readily adaptable for personnel seating or cargo loads and could operate from smaller airports. The last C-9B was retired by the US Navy in July 2014. The Marine Corps operated 2 C-9Bs for executive transport purposes. They finally retired their jets in 2017. Below is a video of a C-9B from the 2011 NAS Oceana Air Show posted on YouTube by airshowfansh.

While the Douglas C-9 was never a big foreign seller, two were supplied to Kuwait as the C-9K, the last of which was a Douglas jet retired in 2005.

C-9 Replacement

The intended replacement for the C-9 and variants is the Boeing C-40 Clipper. This variant of the proven workhorse 737 series will pick up where the Douglas C-9 left off. The C-40 will fill big shoes and inherit a host of duties where the dependable Boeing 737 airframe will be useful. The C-9 earned a place in the history books as an all-around workhorse that performed well, serving faithfully on the demanding missions it faced with an enviable service, safety, and reliability record.

Although the military has replaced the DC-9 derivative fleet, the original design of the DC-9 lives on. The DC-9 continued to be stretched throughout the 1970s as the -50 model and later the MD-80 and -90 models emerged. After the McDonnell-Douglas merger with Boeing, Boeing continued production of the MD-95 airframe and redesignated it as the Boeing 717. While the 717 was never a runaway commercial hit, production continued until 2006. This ensures that the same basic design that was first delivered to an airline in 1965 will continue to fly over our skies for at least a few more years.

You can still see a Douglas C-9 at museums across the country

While the days of the DOuglas C-9 flying have come to an end, you can still see a few of them at museums across the country. While most are on military bases, they can be seen at museums at Scott AFB, Dover AFB, Lackland AFB, the old Castle AFB museum, Evergreen Museum, and Pensacola, FL, at the Naval Aviation Museum.

Atlanta Airshow to Host Thunderbirds, Canadian Snowbirds this Weekend

Charles Atkeison
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Atlanta Airshow to Host Thunderbirds, Canadian Snowbirds this Weekend

HAMPTON, Ga. — North America’s top two Air Force demonstration teams will come together this weekend to perform above the only aerial stadium during the Atlanta Air Show.

The thrust of America’s Air Force Thunderbirds and the Royal Canadian Snowbirds will join top aerobatic aircraft at the Atlanta Motor Speedway. Nearly 90,000 guests are expected to attend the third annual Atlanta Air Show on October 12 and 13.

“This will be a really unique experience for spectators watching from the grandstands,” Atlanta Airshow Chairman Bryan Lilley said on Tuesday. “The elevated view will both look and feel like no other air show, as the jets come from behind the grandstands, almost framing each maneuver.”

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Canadian Snowbirds advance pilot Capt. Robbie Hindle is ready for the atlanta airshow. (Charles Atkeison)

As the jet teams perform their high speed maneuvers, their thrust will resonate across the cone style layout of the stadium. The vibration will give an added dimension for attendees.

“The afterburner from the jets projecting on the stands will make them vibrate and fans will feel the noise – almost like you’re flying in the back seat with them,” Lilley added.

Top Demonstration Teams to Perform Over an Aerial Stadium

The Thunderbirds six F-16C Fighting Falcons, led by Lt. Col. John Caldwell, will perform a nearly 40-minute demonstration each afternoon. The sleek red, white, and blue jets’ formations and maneuvers will highlight the abilities of the Air Force’s popular aircraft.

“It’s rare to see the Thunderbirds and Snowbirds perform at the same show together anywhere, let alone in a major city where neither of them have been seen in a long time,” added Lilley. “We’re expecting a really big turnout.”

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The maintainers of the air force thunderbirds spend long hours preparing the squadrons six f-16 Fighting falcons before each performance. (charles atkeison)

The Canadian Snowbirds seven and nine-plane formations will demonstrate the graceful maneuvers of their CT-114 Tutor jet aircraft. The Warriors of the Air will perform nearly 40 maneuvers — both low level and launching skyward smoke-on.

The GEICO Skytypers Air Show Team, famous for their low level maneuvers and huge sky-typed messages, will add to the two-days of excitement. The Skytypers’s six Navy SNJ-2 aircraft will demonstrate the dog-fight flying styles and maneuvers flown by the “Greatest Generation” nearly 80 years ago.

“It’s a very dynamic demo with a lot of things happening very quickly with some maneuvers a tribute to the era of the generation of these World War II airplanes,” Squadron Leader Larry Arken told AvGeekery. “Other things are done for the spectators view like a heart or a bomb burst, and other maneuvers are tactical maneuvers which the military still uses.”

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The six SNJ-2 aircraft of the GEICO skytypers perform a stunning break maneuver. (Charles Atkeison)

The team’s 18-minute flight demo may include some sky writing during the show. If the weather permits, the Skytypers will create a massive dot matrix sky-written message above the airfield — a message to guests which can be seen from five miles away.

Tickets remain available online and will also be sold at the gate each day. The Atlanta Motor Speedway is located 29 miles south of Downtown Atlanta. Follow I-75 south to the Tara Blvd. exit and travel south to Speedway Blvd.

Air show officials state that unlike NASCAR races which are held at the stadium, there will be no tailgating or loitering allowed in the parking lot. The aircraft aerobatic box is the main reason for the rule which will be enforced.

(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)

Celebrate Girls In Aviation Day By Recalling Three Great Aviators

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Celebrate Girls In Aviation Day By Recalling Three Great Aviators

Women in Aviation International is a global organization which celebrates females in an industry that is predominantly male. Throughout the last few decades as the industry has modernized, an exponential number of women have joined in, bringing all skillsets to the table, thus propelling the industry forward.

One of the largest annual events which Women in Aviation International hosts is Girls in Aviation Day. Focused towards girls 8th grade and younger, we celebrate GIAD on October 5th this year.

Led by Women in Aviation chapters throughout the world, girls spend their day learning about the industry and participating in activities directed towards their age group. They are sectioned off into groups by their grade led by adult members. This day-long event not only encourages women to join the industry through spreading the “aviation bug”, but it also celebrates the power of women impacting a male dominated world. A sample of activities include face painting, paper airplane competitions, and career booths run by a multitude of companies from the industry such as airlines and manufacturers.

Throughout history, key women have made such phenomenal impacts on the industry that the world is still reeling from the effects. Greats such as Amelia Earhart, Anne Morrow Lindbergh, and Bessie Coleman are some of the most well-known women in aviation for their talent, drive, and courage, smashing male constructed barriers, showing how much they have to offer. Although these individuals are the first that come to mind, they are a drop in the bucket for female aviation greats.

Eleanor Roosevelt

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Eleanor Roosevelt in 1933. (Wikipedia)

Eleanor Roosevelt is most known by her last name. Although her husband was president in the 1930s, she was fighting for women’s rights within the aviation industry. While the United States was at war throughout the following decade, she encouraged women to stand up for themselves, to join in the war efforts much past the stereotypical roles. Working in conjunction with the Women Airforce Service Pilots (WASP), she made public statements encouraging women to follow suit, and fight for the freedom of their country. She believed women pilots to be one of the country’s best kept secrets and most powerful forces.

Ada Brown

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As airlines crept into the lives of many Americans, stewardesses were a highly romanticized position. Throughout the harsh conditions they were forced to work through, one woman believed they deserved respect and she went to bat for all others in her position. Ada Brown was a stewardess for United Airlines during the ‘40s. She faced the disrespect firsthand and was able to join together nearly 300 women, thus forming the first stewardess union. To this day, 26 carriers across the world have flight attendants represented through the Air Line Stewardess Association (ALSA), now called the Association of Flight Attendants, thanks to Ada Brown.

Sally Ride

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Sally Ride in 1984, Photo: NASA

On a larger scale, within the aviation/aerospace industries, women have made strides proving their skills and abilities. Sally Ride was an astronaut and physicist. This brilliant woman was the first female from the United States to travel into space. She was part of the Challenger mission in 1983. Sally continued to travel into space over the remainder of her career with NASA, working with other female pioneers such as Kathryn Sullivan who was the third woman to follow suit, but the first to perform a spacewalk.   

Women have always had important roles in the growth of the aviation industry. They’re now more important than ever in the continued advancement. Associations such as Women in Aviation aims to encourage females to join the industry and celebrate their accomplishments. These organizations are successful in doing so through events such as Girls in Aviation Day. Each year, hundreds of young women are reached through this event, crafting a positive outlook for the continued influx of females who want a career in aviation. What other women in aviation inspire you? Share your inspiration with us in the comments below.

If you are looking to participate online in a Girls in Aviation Day event, check out this link. Additional events around the world are also being held today. You can see the full list here.

[UPDATED] B-17G Crash At Bradley International

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[UPDATED] B-17G Crash At Bradley International

There are reports that the Collings Foundation B-17G that was on a “Wings of Freedom” tour across the country has crashed at Bradley International Airport this morning. There is no word yet on injuries or casualties.

Update 9: Oct 2, 2019, 7:18 PM ET: The Courant and other media sources are now reporting that the death toll is now 7 with 7 injured. There still has not been any official confirmation of fatalities yet. Based on the need to inform next of kin, it is unlikely that any official confirmation of the death toll would occur before tomorrow.

A recent Tweet posted by the NTSB shows the aircraft at rest. With the exception of the tail and part of the left wing, the rest of the B-17G looks unrecognizable. Truly heartbreaking to see.

The NTSB has also asked for videos, photos of the aircraft in either the moments before or shortly after the crash. You can e-mail them at witness@ntsb.gov.

Also posted this afternoon, Tweets from Connecticut’s Senators both convey deep sorrow for the incident with a sincere desire to determine the cause.

Update 8: Oct 2, 2019, 4:08 PM ET: The Courant is now reporting that 5 people have perished with an additional 9 injured. Some injuries were apparently pretty horrific. Additionally, the airport is now open again. Runway 15/33 which is the shorter runway of the two a 6,847 feet is open. Runway 6 remains closed.

Update 7: Oct 2, 2019, 1:13PM ET: Facebook live video from NBC Connecticut discussing the injuries of the victims. NBC Connecticut said a total of 13 people on board including 10 passengers and 3 crew with one person also injured on the ground.

Update 6: Oct 2, 2019, 12:17 PM ET: The Collings Foundation released a statement on the crash. You can read it here.

Additionally, aviation-safety.net is reporting that the B-17 involved in the crash took off at 9:45 AM local this morning. Five minutes later, they made a request to land on Runway 6. According to the site, the airplane crashed as it was landing, coming to a stop near a small de-icing equipment/ maintenance area located 1100 feet east of the numbers on runway 6 and southeast of the Bradley Air National Guard Base ramp.

Update 5: Oct 2, 2019, 11:52 AM ET: The Hartford Courant is now reporting that two people have died. Citing sources, the stated that two perished, with multiple others injured. There is no official confirmation at this time by any authorities.

Update 4: Oct 2, 2019, 11:35 AM ET: EAA Chapter 1310 posted unconfirmed flight aware data showing the aircraft climbed to 800 feet before turning back to the airport.

Update 3: Oct 2, 2019, 11:33 AM ET: WWLP.com is reporting that 6 people have been taken to the local hospital. No word on their conditions at this time.

Update 2: Oct 2, 2019, 11:20 AM ET: WWLP.com has a live video camera panning the scene with behind the scenes footage as they prepare for a live television report. At the present time, the fire appears to be out. The tail of the aircraft is clearly visible and unburnt but the fuselage looks heavily damaged if not destroyed. There are many fire and other emergency vehicles surrounding the aircraft making it impossible to see the full extent of the damage. The aircraft looks like a total loss. There is still no information on injuries or casualties on the aircraft.

Update 1: Oct 2, 2019, 11:14 ET: WWLP.com is reporting that Bradley International Airport is expected to be closed until tomorrow. While airports typically close after an incident, that seems a little extreme. Current NOTAMs at the airport show that the airport is closed until 2359 this evening.

!BDL 10/010 (KBDL A3225/19) BDL AD AP CLSD 1910021423-1910022359EST

Original post below…

Video is posted by Twitter user Segun O. who works near where the B-17 crashed.

The aircraft involved in the incident is believed to be the beloved and world-famous “Nine-O-Nine” B-17 bomber. The B-17G, serial number 44-83575 and registered as N93012, is owned by the Collings Foundation based in Stow, Massachusetts. This particular aircraft never did serve in World War II. But it did provide air-sea rescue services as part of the Air/Sea 1st Rescue Squadron with additional service in the Military Air Transport Service. The aircraft later served as a testbed to evaluate the effects of nuclear blasts on aircrafts. It also served as a fire bomber. In 1986, the Collings Foundation acquired the aircraft.

This is a Breaking News Update… We will update this article as new information is made available.

Meet The Hero Who Saved Plane From Runaway Cart

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Meet The Hero Who Saved Plane From Runaway Cart

President Trump salutes Hero Ramp Instructor

Envoy Air Ground Instructor Jorge Manalang didn’t go to work hoping to be in a viral video. Yet when a beverage service cart began to spin wildly out of control near an Envoy Air Embraer 140, Jorge jumped into action to save his team mates and a jet. His quick thinking avoided a potentially dangerous mishap.

According to Envoy, a beverage service cart was parked near the the aircraft to service the jet before its outbound flight. Unfortunately, a case of water fell on the gas pedal, sending the cart wildly careening into reverse. As the unmanned cart began accelerating, the vehicle began spinning in reverse with each oscillation coming closer and closer to both the aircraft and the ground service team that was trying to disable the vehicle. Quick thinking Manalang grabbed a push tug and intercepted the cart just before it would have hit the Embraer 140 jet.

“I’m incredibly proud of Jorge’s actions – he not only prevented severe damage to the aircraft, but more importantly, he prevented what could have been serious injury to his fellow ramp employees or our customers onboard,” said Ricky Deane, Envoy Vice President in Chicago said in a press release about the incident. “He demonstrated the ‘safety first’ focus that we have here at the hub – it’s the foundation of everything we do.”

The heroic act by Manalag even received praise from President Trump. In a Tweet, President Trump stated “Great job! Just in time.” No word on whether Manalang will receive a bonus for his heroic actions.

“I was just doing my job,” said Jorge. “Safety is our number one priority and I did not want anyone to get hurt, so I used the pushback to stop the cart.” Envoy said that Manalang will receive special recognition for his heroic effort. Well done, Jorge!

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