Trending — Page 111 Of 139

The Crusader: History Making Fighter Set Records Over 32 Years of Service

-

March 25, 2017

The Crusader: History Making Fighter Set Records Over 32 Years of Service

When You’re Out of F-8s, You’re Out of Fighters!

On 25 March 1955 test pilot John Konrad lifted off for the first time (and went supersonic) in the prototype Vought F8U Crusader. Over the next 32 years in United States service (and an additional 13 years with the French), the “Last of the Gunfighters” would set speed records, shoot down MiGs using guns and missiles in Vietnam, provide critical photographic proof of Soviet missiles in Cuba, take off, fly, and land in one piece with its wings folded (on more than one occasion), control drones, perform an aerial toilet paper wrap job on at least one pesky Russian trawler, and become an almost mythical aircraft universally loved by all who flew it.

Lofty Goals

In September of 1952, the United States Navy Bureau of Aeronautics (BuAer) generated a requirement for a new single-seat, jet-propelled, carrier-based fighter. The new jet was to be capable of Mach 1.2 speeds at 30,000 feet, climb rates of 25,000 feet per minute, landing speeds below 100 miles per hour, and was to be armed with four 20 millimeter cannon.

A Strong Start

BuAer ordered three Vought XF8U-1 prototypes in June of 1953. After the first prototype flew on the 25 March 1955, Vought’s development of the Crusader went so smoothly that the second prototype and the first production F8U-1 both flew on the same day- 30 September 1955. Carrier qualifications were conducted aboard the USS Forrestal (CVA-59) in April of 1956. Next the Crusader prototypes were evaluated by Air Test and Evaluation Squadron 3 (VX-3) at the Naval Air Weapons Station at China Lake in California.

Unmatched Performance

On 21 August 1956 a prototype Crusader flown by Navy Commander Robert W. Windsor set a new level flight speed record of 1,015.428 miles per hour. On 6 June 1957, a VX-3 Crusader was launched from the carrier USS Bon Homme Richard (CVA-31) off the west coast. After a flight covering 2,200 miles the aircraft trapped aboard the USS Saratoga (CVA-60) off the east coast. Flight time was a record-breaking three hours and 28 minutes.

Faster Than a Speeding Astronaut

Marine Corps Major John H. Glenn completed the first supersonic transcontinental flight while flying a photo-reconnaissance F8U-1P on 16 July 1957. Glenn’s record flight, dubbed Project Bullet, took him from Naval Air Station Los Alamitos in California to Floyd Bennett Field just south of Manhattan in New York City in only three hours, 23 minutes, and 8 seconds.

VF 194 F 8sa — The Crusader: History Making Fighter Set Records Over 32 Years of Service 9

The “teeth” of the Crusader were the four fuselage-mounted 20 millimeter cannon as per the BuAer requirement. A retractable tray mounting up to 32 unguided Mighty Mouse folding fin aerial rockets (FFARs) was located in the bottom of the fuselage of F8U-1s but was sealed on subsequent variants. Also eventually present were fuselage-mounted pylons capable of mounting two, and later four, AIM-9 Sidewinder heat-seeking air-to-air missiles. Later variants of the Crusader would add two wing-mounted weapons pylons.

Things That Go Boom

Crusaders were powered by an afterburning Pratt & Whitney J57 turbojet engine. The afterburner had two speeds- off or on. The on setting gave the pilot full afterburner and off…well, you get the idea. Unlike later designs, there were no zones or graduated afterburner power settings. It was all or nothing- and often a barely controlled explosion of thrust (and unwarned bystanders hitting the deck) when the burner was lit off. But when lightly loaded, the Crusader possessed nearly a 1 to 1 thrust to weight ratio.

Wings of Gold

A unique aspect of the Crusader design was its variable-incidence wing. The wing was basically hinged at the rear attachment point and the leading edge could be hydraulically raised up to 7 degrees. The raised leading edge increased the angle of attack for the wing without reducing forward visibility. The wing was also equipped with maneuvering slats and dog-tooth notches at the wing fold joints. Coupled with the all-moving horizontal tail surfaces, these design innovations enabled the Crusader to maneuver effectively over a wider range of speeds.

For more of the Crusader story bang NEXT PAGE below

Blue Angels, F-22 Raptor to headline Golden Isles Airshow this weekend

Military History

Charles Atkeison

-

March 21, 2017

0

Blue Angels, F-22 Raptor to headline Golden Isles Airshow this weekend

Coastal Georgia’s first air show in twenty years is poised for take-off over Brunswick this weekend as the Wings Over the Golden Isles hosts the Navy’s Blue Angels, F-22 Raptor, and many more military and civilian aircraft.

The two-day event actually begins with a twilight air show Friday evening featuring the F-22, civilian aircraft, and followed by a concert lineup headlined by the southern rock band .38 Special.

This air show’s star-studded lineup includes the Navy’s own flight demonstration team the Blue Angels, who is expected to draw in an estimated 70,000 attendees. The Blue’s six blue and yellow F/A-18C Hornets will take-off at around 3:00 p.m. each day to begin their flight demonstrations.

The Delta Team will split into a Diamond and two solos minutes later as they perform nearly 30 maneuvers demonstrating the handling characteristics of the Navy’s Hornet aircraft. Stay alert for the solos’ famous sneak pass from behind the crowd.

The Air Force F-22 Raptor will perform over the Golden Isles as the popular 21st century stealth jet demonstrates many of its military maneuvers at low altitudes. Raptor pilot Major Dan “Rock” Dickinson will put the F-22 through many gravity defying air strike maneuvers, and will later soar wingtip to wingtip with a P-51 Mustang during the hugely popular Heritage Flight.

Golden Isles to welcome top civilian performers

Many top aerobatic performers immediately signed on for this inaugural Golden Isles airshow including pilots Mike Wiskus, Michael Goulian piloting his Extra 330SC; Scott Yoak and his Quicksilver P-51D; and Buck Roetman and his yellow Christen Eagle. On the ground, Bill Braack and his Smoke-n-Thunder Jet Car will scream down the airport’s runway powered by 7,500 pounds of thrust as it races a low flying aircraft.

“All of the Smoke-n-Thunder JetCar Team is excited to be performing at the inaugural Wings Over the Golden Isle Airshow,” exclaimed Bill as we stood near his popular jet car on Monday. “JLC Airshow Management has put together a first class airshow for the Brunswick community and we look forward to performing for the tens of thousands of airshow fans that will be turning out to see the show.”

Speaking with Bill Braack, you can feel his energy as the longtime air show veteran spoke about his performances, “Driving a car that is powered by a 12,000 horsepower turbine engine is the ultimate rush. When I light the afterburner I experience more G’s than an F-18 launching off of an aircraft carrier. It is the ultimate E-ticket ride.”

The jet car pilot then turned toward the flight line with a grin and said, “I can’t wait to race Buck in his high performance Pitts aircraft at this inaugural Golden Isles airshow.”

Originally constructed in 1942 by the U.S. Navy as a base for military blimps, NAS Glynco became Glynco Airport in 1975, and later Brunswick Golden Isles Airport in 2003. Today, the airport features a newly improved 8,000-foot, grooved asphalt runway used by both private, commercial, and military aircraft.

The historic flight of a squadron of World War II aircraft will come to life as Aeroshell Aerobatic Team performs each afternoon over the Brunswick airfield. The six pilots who make up this exciting demonstration team will put their AT-6 Texan through several close formation aerobatics.

“The AeroShell Aerobatic Team flies a routine similar to the modern jet teams, but we do it in World War II propeller driven advance trainers,” lead pilot of Aeroshell Mark Henley said on Monday. “We fly the North American Aviation AT-6 which was built during WWII.”

“Our airplanes are completely stock other than radio equipment and non military paint,” Henley continued as we walked past their six red and white aircraft, each sporting a checker board nose. “Most people watching our performance will notice that we keep it up close. The AT-6 will attain speeds up to 250 mph and it is nimble enough to keep the maneuvers in front of the crowd.”

Top static aircraft and a Kidz Zone

On the ground, the Navy’s F-35C Lightning II is the fifth generation strike fighter will be on display during the air show. This F-35 is a carrier variant designed for take-off and landing from an aircraft carrier. It’s for that reason the C model has a larger wingspan and can carry more fuel than the Air Force’s A Model or the Marines B model. To witness an F-35 up close is a rare treat for the public.

Other popular static displays include the Air Force’s C-17 Globemaster will be poised among the many popular aircraft on static display. A C-130 Hercules, T-38 Talon, and an F/A-18 Hornet are only a few which will be on hand to offer guests an up close view.

The popular Kid Zone near the static aircraft will allow children a fun way to pass the time during the aerobatic performances. Aircraft themed air slides, jump houses and more will be available all day during both days, air show management confirmed on Friday.

Tickets for the airshow and parking remain available online at WingsOverGoldenIsles.com, and will be sold at the gate on Saturday and Sunday beginning at 8:00 a.m. Gates open at 5:30 p.m. on Friday evening, and 9:00 a.m. on both Saturday and Sunday.

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

WATCH: How Well Do You Know the Blue Angels?

Bill Walton

-

March 20, 2017

0

The Blue Angels Have Flown the F/A-18 for More Than 30 years. What Else Have They Flown?

The Unites States Navy Flight Demonstration Team, otherwise known as the Blue Angels, usually begin their performance season at Naval Air Weapons Station China Lake in California. The Blue Angels have been flying McDonnell Douglas (Boeing) F/A-18 Hornets since the 1987 show season. For 70 years the Blues have been thrilling crowds with their precision aerobatic routines. For thirty of those years the performances have been flown in Hornets. What aircraft did the Blues use before they started flying the F/A-18?

[youtube id=”BEIQGSjJ55A” width=”800″ height=”454″ position=”left”]

The Blue Angels turned in their McDonnell Douglas F-4J Phantom IIs at the end of their 1973 show season. For 1974 and through the next 13 years the Blues would fly the ultra-maneuverable McDonnell Douglas A-4F Skyhawk. Weighing about one quarter the weight of an F-4J and with the uprated Pratt & Whitney J53-P408 engines, the A-4F was also considerably less expensive to fly and maintain than the F-4J.

22047861 1320847651356946 2514203623219010731 o — Official US Navy photograph

The first Blue Angels show performed in the new Skyhawks took place in Omaha Nebraska on May 18^th, 1974. The Blues were flying A-4Fs with modifications including inverted fuel system tweaks, pilot restraint systems, strengthened outboard aileron hinge fittings, VHF radios, drogue chutes, built-in folding ladders, smoke systems, and elevator fuel systems.

When the Blues Angels were formed by World War II ace Roy Marlin “Butch” Voris in 1946, they first flew the World War II-era Grumman F6F-5 Hellcat. From later in 1946 until 1949 the Blues flew the Grumman F8F-1 Bearcat. Next up was the first jet flown by the Blues, the Grumman F9F-2 / F9F-5 Panther. Beginning in 1954 the team performed in their first swept-wing jet, the Grumman F9F-8 Cougar. Following the Cougar was the team’s first supersonic jet, the Grumman F-11 Tiger. In 1969 the team began flying their first twin-engine jet, the McDonnell-Douglas F-4J Phantom II. Then came the Skyhawk, followed by the Hornet. Now the Blues fly the Boeing F/A-18E and F/A-18F Super Hornet.

Supporting aircraft flown by the Blues have included the Douglas R4D (C-47) Skytrain, the Curtiss R5C (C-46) Commando, the Douglas R5D (C-54) Skymaster, the Lockheed C-121 Super Constellation. Since 1970 the all-Marine Corps-manned Lockheed C-130 Hercules, affectionately known as Fat Albert, has supported the Blue Angels and also performed a warm-up routine for airshow crowds before the blue jets take center stage. The latest Fat Albert is a C-130J model- and the youngest aircraft on the roster.

fat albert airplane blue angels navy wallpaper — Official US Navy photograph

Other aircraft flown by the Blue Angels have included a North American SNJ (T-6) Texan to simulate opposing enemy aircraft during the 1940s and a Lockheed TV-2 (T-33) Shooting Star used during the 1950s as a VIP transport. Perhaps the least likely of all Blues aircraft were two Vought F7U Cutlasses which were briefly intended to be used as demonstration aircraft while the team was flying F9F-5s.

91ef69d96300a810152e27ea369035b4 — Official US Navy photograph

How many different aircraft have you seen the Blue Angels fly? The author has seen them fly Tigers, Phantoms, Skyhawks, and Hornets. Comment on our page and share your experience!

Ride Report: Soaring on the Wings of a Falcon with Air Force Thunderbirds

Military History

Charles Atkeison

-

March 20, 2017

0

Climbing aboard a sleek Air Force fighter jet and launching into the deep blue sky can make one either grin or become ill — for this aerospace journalist punching that sky in an aerobatic jet was an incredible feeling.

To soar with the U.S. Air Force Thunderbirds was a dream come true as I welcomed the chance to chase the sound barrier and pull nearly 8G’s in a Lockheed Martin-built F-16D Fighting Falcon. The Air Force Air Demonstration Squadron will celebrate their 64th year in 2017, including their 34th year performing with the front-line fighter, the F-16.

The Thunderbirds are known as America’s Ambassadors in Blue and they live up to the title inspiring young men and women across the country to reach for their goals in education and technical training by serving in the Air Force. They perform to support recruitment in the Air Force; to represent the U.S. armed forces to the nations across the globe; and give American citizens a self fulfilled confidence in their military.

In his third year with the team, Thunderbird 8 is Major Michael Fisher, a native of Vancouver, Washington. He has logged 432 combat hours in the F-16 and over 2000 hours as a pilot. During the 2014 season, he served as the Thunderbirds’ air show narrator announcing the aerobatic demos as the teams soars over the crowds.

My flight day began at dawn at Dobbins Air Reserve Base located northwest of metro Atlanta. Dobbins is home to the Airmen of the 94th Air Wing division and supports military operations such as aircraft fueling and logistics. On this cool October morning, Dobbins is where my jet stood poised for flight.

The Thunderbirds support staff assisted me as I received a final preflight medical check by the team’s flight surgeon Major Michael “Doc” Carletti, and tried on my flight uniform and partial pressure G-Suit. I’ll be counting on the G-Suit to keep the blood flow in my upper body toward my heart and brain. The team checked my flight helmet for comfort and I was ready to fly.

The Thunderbirds fly with the newer F-16C/D which support the lighter Block 52 Pratt and Whitney F-100 engine providing an additional 3,600 pounds of thrust over the previous version. The nearly fifty foot long aircraft has a wingspan of 31 feet across and a thrust of up to 29,100 pounds. The pilots call the F-16 a rocket.

Major Fisher gave me a final briefing on what to expect preflight thru landing. Touch this and do not touch this in the cockpit rules were given and I hurriedly took it all in as he spoke with comfort. This Air Force team was superb as they both educated and relaxed me as launch time neared.

Fisher and I walked out to our aircraft, Thunderbird 8, which was parked next to the six flight demonstration F-16C’s. As I approached the red, white and blue high gloss painted aircraft, I looked up at the opened glass canopy and read Major Fisher’s name identifying his aircraft. A grin then ran across my face as my eyes laid witness to a second name next to Fisher’s below where the canopy closes shut. It read “Charles Atkeison”.

After pausing to reflect on my black stenciled name, Fisher and I greeted the aircraft’s support team with a firm handshake for each, and I then began to climb the ten foot tall blue slender ladder hung from the edge of the jet’s cockpit to ingress my seat. The seat supports a multi-point harness and can be used as an ejection seat if an in flight emergency arises.

Major Fisher ascended the ladder and pointed out my cockpit displays, including my oxygen settings, the safe and arm device for my ejection seat and the fact that this flight included drinkable water in a bottle.

I inserted ear plugs followed by donning my flight helmet which sports the letters “USAF” in white. My oxygen mask was next and I placed it over my nose and mouth and locked it’s strap to my helmet. A long grey hose extended down to the life-support controls on my starboard side.

Fisher’s Air Force pilot call sign is “Drago”, and prior to joining the Thunderbirds he served as an F-16 flight instructor. My flight was in good hands.

Five minutes to go, and I was comfortable in the cockpit breathing at 95% oxygen flow through my mask as we sat poised for flight. It was white knuckle time as I awaited a go from flight control. Air control between Dobbins ARB and Atlanta’s Hartsfield-Jackson Airport gave Drago the “go” for departure and approval for steep ascent. Seconds later, our Fighting Falcon began moving toward take-off velocity.

At 10:27 a.m. EDT, our F-16D was wheels up from Runway 29 and we flew low and level for ten seconds as we neared 400 knots (460 m.p.h.), Drago exclaimed over his headset mic, “Ready to go?”. And I replied, “Rock and roll, Thunderbirds are go!”

Lift-off! Major Fisher and I were pointed nose up, and in a rush with an acceleration of five times earth’s gravity, we were launching into that deep blue sky. I radioed back, “Alllright!”. Straight up we climbed for twelve seconds before performing a 360-degree roll to place us wings level nearly at 7,050 feet above. Our flight was on a northeasterly heading aimed toward our “flight box” over Snowbird MOA, an imaginary region where we would perform intense aerobatics devoid of other aircraft.

As I soared on the wings of a Falcon, I looked around at the earth below me. A cockpit alarm sounded and I turned to focus on the displays as we thundered across northwestern Georgia.

We began our aerobatics with the Clover Loop and right into a 5G-pull. Drago stated that the flight maneuvers we would be performing are the same in which the T-Bird solos fly during an air show. The only difference is the solos will be 150 feet above the airfield while our flight soared between 15,000 to 17,600 feet high.

“Pretty insane, isn’t it… number 5 is doing that 150 to 200 feet above the ground,” Major Fisher exclaimed following an inverted flat pass. “Pretty amazing. Lots of precision, lots of concentration.”

During a Thunderbirds air show, it is the job of the two solos to give the crowds a true demonstration of the handling characteristics of the F-16. Lead Solo is #5 Major Blaine Jones and he is accompanied by #6 Major Jason Curtis, and they will excite an air show crowd every time as they speed low over the runway and perform a split maneuver which will make you wonder how do they do that?

Lead by Thunderbird 1 “Boss” Lt. Col. Greg Mosely, the team’s diamond formation includes Major Joshua Boudreaux, Major Caroline Jensen and Major Curtis Dougherty. The diamond team trades performances with the solos during their forty minute show.

As Major Fisher and I began a nearly 7G maneuver high over the Smokey Mountains, I could again feel my G-suit inflate several bladders with air to help push the blood back up into my upper torso. And, with every turn and vertical motion we flew, I never felt uneasy and my stomach never twitched.

As we performed one of several inverted maneuvers, Fisher pointed out the beauty of the autumn leaves as he held us upside down 17,500 feet above eastern Tennessee for twenty seconds. During that brief time, I reflected on the landscape and cloud cover from my personal cupola high above.

The negative 1G of wings level inverted flight grew to be my favorite maneuver while we were aloft. The knife edge maneuver gave us the sensation of weightlessness as Drago rolled the F-16 on it’s left side as we flew at a high rate of speed. We next touched the speed of sound as our majestic aircraft darted up to 575 m.p.h.

The F-16 remains a front line fighter around the globe with Airmen performing bombing runs during a time in need. Drago wanted to show me the handling of the F-16 and so we maneuvered into a simulated bombing run.

“This is something we would do in a close air support scenario over a low air or surface threat environment. We can orbit around a target,” Drago began. “Once we have our eyes on the target, and we are ready, we would begin to roll in on the target and we get clearance to deploy a weapon.” We then executed a 45-degree pass as we simulated the maneuver, “weapons away,” Drago announced.

We concluded the late morning flight with a main gear touchdown upon the same runway at Dobbins exactly 61 minutes after we last touched the earth. Drago then slowly lowered the nose gear and we rolled out several thousand feet as we expended the aircraft’s energy. A perfect ending to an incredible flight.

I learned more about what the hundreds of thousands of men and women of our United States military, and especially the Air Force, do each day. They live and work far away from home to perform a job they are good at as they defend and preserve our freedoms.

The Thunderbirds’ crews from Nellis AFB near Las Vegas and the 94th Air Wing Division near Atlanta are great examples of how our military’s Air Force is a well oiled machine demonstrating professionalism, both on the front lines across the globe and in our own communities with emergency assistance.

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

Don’t be fooled — 10 Reasons Why Circular Runways Are a Bad Idea

Jeff Gilmore

-

March 19, 2017

1

Don’t be fooled — 10 Reasons Why Circular Runways Are a Bad Idea

A BBC News video on circular runways has been making the rounds lately on social media. The video has almost 30 million views! The concept of a circular runway is pretty unique. In order to save space and reduce delays, an airport should consider other designs. An EU-funded researcher proposes that airports should ditch the concept of runways and instead build one long circular track where multiple aircraft could land simultaneously on different parts of the track. Pilots love innovation, especially in an industry like aviation where the necessity for near absolute safety can sometimes trump progress.

To the uninitiated, the idea makes sense. The ‘revolutionary’ design supposedly increases traffic flow, distributes noise more fairly, and isn’t that uncomfortable for passengers. Sounds great, right?

Not really. This idea is as dumb as a football bat. What’s even more disappointing is that the BBC reporter barely knows enough about aviation to challenge this ‘expert’. A ’news’ story like this one should be downright embarrassing for a major worldwide-news network. Here are 10 reasons why the concept of circular runways are not only impractical, but downright stupid:

1.) Banked Runways mean Higher approach speeds

A banked runway means that an aircraft would have to fly its final approach with a slight bank. An aircraft’s stall speed increases with any bank. Therefore every airliner approaching this new type of field would have to fly faster. This increases landing distances and thus wear and tear on brakes and tires.

2.) That headwind turns into a crosswind and maybe even a tailwind.

A circular runway’s big sell is that you’ll land with a headwind. However, that also means that the wind’s vector will change on arrival or departure roll (takeoff). That’s not a big deal on a calm spring day but imagine the challenge during a gusty summertime storm. It’s much easier to keep a jet going straight than to try to keep a jet at an exact bank angle (that isn’t straight and level) during gusty winds. Now try making corrections on a landing while trying to make a gentle right turn too. It’s dangerous.

3.) Poor visibility and winds will equal disaster

Gusty winds and poor visibility would make this ‘innovative’ idea a disaster waiting to happen. As a pilot, I’ve only flown CAT II approaches to minimums. At 100 feet, you have just a split second to determine if the lights you see through fog is a McDonald’s sign or the approach lights on a runway. If it is a runway, you have about 3-5 seconds to sure you line up correctly to a very straight runway. I couldn’t imagine the difficulty of adding a curved runway in that situation. Add in a CAT III style approach (near zero visibility and ceiling) and it would be damn near impossible. It would be like driving a NASCAR around a track at 150 mph in zero visibility!

4.) Where do you put runway equipment and how do you mark this new runway?

With the limited exception of some types of GPS approaches, all precision approaches require ground sensors and stations to provide vertical and lateral guidance. This equipment is expensive and sensitive. It’s expensive enough that you couldn’t put an infinite amount of localizer sensors on a field to create the infinite runways that the innovator describes. Even if you could do it or standardize the signals to place one in one every quadrant, you’d still have planes from other departure quadrants interrupting the line of sight position feedback to arriving jets. That’s a big no-no in aviation where safety is paramount.

Even worse, airports would require completely new runway markings and naming convention for a circular runway. This isn’t a small challenge. You not only have to come up with a new system, you then have to train every pilot on something as basic as runway markings.

5.) Your captain would become a student pilot again

Changes that force pilots to learn new skills in aviation are pretty common. What is unprecedented though is a change that is so fundamental as how to land a plane. This would require massive, massive retraining in procedures, intense expenditures for flight training, and new types of instrumentation inside and outside the cockpit. This change is equivalent to forcing a heart surgeon to use chopsticks and a butter knife to do a heart transplant. Circular runways would challenge every known procedure and (at least temporarily) take aviation experience and safety back to the 1930s.

6.) Land and Hold Short Procedures are Inherently More Risky Than Full Length Runways

One circular runway would require multiple airplanes to be on the same runway at the same time. With the exception of military aircraft, the closest civilian procedure that we have today is called LAHSO. This means that aircraft are arriving and departing on intersecting runways. While LAHSO procedures are fairly common, each LAHSO means that a pilot accepts and increased risk that an aircraft will land and continue beyond a hold short point.

7.) Engine scrapes will be much more common

Most airliners these days have wing mounted engines. On a 737, a bank angle of greater than 15 degrees could result in a nacelle strike. That is on a flat runway. A banked, circular runway means that the outward facing wing will have even less margin before a strike during a sudden wind shift. Strikes can damage engines. A severe strike could sheer off the engine and threaten controlled flight.

8.) Ice and rain make landings more difficult…Turning on an icy runway? Not going to turn out well.

Have you ever driven on a slippery or icy highway? Planes are basically big tri-cycles on the ground. At takeoff, planes can speed up to 170mph. It’s much safer to go those speeds while moving in a straight line. Large airliners have been known to slip onto the grass at taxi speeds while turning during poor weather. A gradual turn on a degraded runway surface at approach or takeoff speeds could be very dangerous.

Delta Air Lines flight 1086 from Atlanta to New York LaGuardia on 05 March 2015 1 — Delta 1086 (Photo by Leonard J. DeFrancisci)

9.) A rejected takeoff would now be even more dangerous

If an aircraft loses an engine on takeoff, the pilot makes a split second decision to continue the takeoff or stop and apply max braking. Max braking means that the pilot uses his/her toes to apply maximum pressure to stop the jet going straight ahead. With a circular runway, max braking would either be prohibitive due to the need to directionally steer (using differential braking and rudder pedals) or the crew would have to accept that they would stop straight ahead and they are likely to depart the runway. Either way, it’s bad news for the plane and its passengers. If you add in a loss of hydraulic pressure (required for most large aircraft steering systems), you’ll definitely go off the edge of a circular runway.

[youtube id=”wGMRLwEgV8U” width=”800″ height=”454″ position=”left”]

10.) Sheared landing gear

Turning at high speeds creates shearing forces on the landing gear. Damage is more likely to happen when landing (on a flat runway) in crosswind conditions. The loading forces when landing on a banked runway in a crosswind are much higher. Gear aren’t nearly as strong in a side-load.

Bottom line? If circular runways become a reality then I’m taking a bus or a boat.

The Distinctive C-5A’s Whine Will Cease This Year…Forever

Avgeekery

-

March 18, 2017

0

The Distinctive C-5A’s Whine Will Cease This Year…Forever

And then there were four…

On March 16th, 2017, a C-5A came to life for the last time. Tail number 70-0456 took off from Westover Air Reserve Base. Its destination was Davis Monthan Air Force Base’s AMARC…aka “The Boneyard”.

The C-5A first flew in 1969. While it holds the title as the largest airlifter ever in the US Air Force’s fleet, its lack of reliability has hurt its reputation through the years. The program suffered a number of issues from cost overruns to cracks to difficult maintenance requirements. The jet earned the unofficial nickname FRED.

Eventually the decision was made to mothball half the fleet and upgrade the remaining aircraft to the M-series more commonly known as the “Super Galaxy”. The C-5M has ‘new’ CF-6 engines along with a number of system improvements meant to reduce maintenance requirements. A total of 56 C-5M’s will continue in service while all of the remaining ‘classic’ C-5s will be retired.

westover2 — U.S. Air Force photos by MSgt Andrew Biscoe

Today there are just four remaining C-5A Galaxy aircraft. They all reside at Westover ARB. Three more are scheduled to be retired by October of 2017. The other C-5A will be flown to Wright-Patterson Air Force Base to be put on display at the US Air Force Museum.

Video of tail number 70-0456’s arrival at David Monthan AFB can be seen below:

[youtube id=”6uJpYrTeyT4″ width=”800″ height=”454″ position=”left”]

Skyraiders Were Rough, Tough Birds…Just Like The Heroic Pilots Who Flew Them

Bill Walton

-

March 18, 2017

2

Skyraiders Were Rough, Tough Birds…Just Like The Heroic Pilots Who Flew Them

This Douglas Workhorse Threw Everything AND the Kitchen Sink at Our Enemies

On March 18^th 1945 the Douglas XBT2D-1 Dauntless II took to the skies from Mines Field in Los Angeles for the first time. This was the prototype AD-1, then later the A-1, Skyraider. The result of a shift in Navy Bureau of Aeronautics (BuAer) thinking that occurred early in 1943, the XBT2D-1 designator reflected a combined bomber/torpedo (BT) aircraft that would replace the existing and planned dive bombing (SBD / SB2C) and torpedo bombing (TBF / TBM) aircraft. This would allow carrier air wing compositions to shift toward more fighter aircraft per carrier. The AD-1 and later the Skyraiders would be a refinement of this initial prototype.

Skyraiders Were Rough, Tough Birds...Just Like The Heroic Pilots Who Flew Them 29

Conceived Overnight

Douglas had earlier landed a contract to build the BTD-1, but their renowned designer Ed Heinemann didn’t believe the BTD-1 would be anything more than a temporary solution to the Navy’s requirements. After some deliberation, Heinemann and Douglas requested that BuAer cancel the BTD-1 entirely and allocate the funds to a new design that would be ready in a month. BuAer gave him until the next morning.

Skyraiders Were Rough, Tough Birds...Just Like The Heroic Pilots Who Flew Them 30

The Winning Design Concept

The design presented to BuAer at 0900 the next day was completely different from the BTD-1. Powered by the Wright R-3350 Duplex Cyclone engine, the drawings (actually begun a few weeks earlier) were of a low-wing taildragger with straight tapered wings under which ordnance could be carried on a total of 15 stations. Featuring a bubble canopy, large board-type dive brakes, and wing-mounted 20 millimeter cannons, the BTD-2 won BuAer over.

Skyraiders Were Rough, Tough Birds...Just Like The Heroic Pilots Who Flew Them 31

Another Douglas Stalwart

Given only nine months to complete the design and build 25 pre-production BT2D-1 Dauntless IIs, Douglas came through and when the prototype XBT2D-1 flew flawlessly nine months later. Other designs in competition with the Dauntless II did not compare favorably with the big slab-sided but sweet-handling machine from El Segundo- so much so that Douglas was awarded with a contract to build 548 of them.

AD 4s VA 175 on USS FD Roosevelt CVB 42 c1952

Too Good to Abandon After the War Ended

When World War II ended the BT2D-1 contract was cut back to 277 airframes. Ironically it was thought that the Dauntless II would quickly be rendered obsolete by the jet-powered aircraft now in the pipeline. Next for the Dauntless II was evaluation at the Naval Air Test Center (NATC). When BuAer changed designations from BT to A (for attack), the BT2D-1 Dauntless II became the AD-1 Skyraider.

The First Specialized Skyraider

Carrier suitability trials were conducted during late 1946 by VA-19A out of Naval Air Station (NAS) Alameda on San Francisco Bay. By the end of 1946 BuAer declared the Skyraider operational. Quickly thereafter BuAer wanted AD-1s configured for specialized duties. When the final 35 airframes of the first AD-1 order were completed as AD-1Q electronic countermeasures aircraft, so began the development of one of the most versatile aircraft ever designed. Between production start in 1945 and completion of the last AD-7 on February 18^th 1957, 3180 Skyraiders were built in seven basic versions and 28 variations of them.

Praised for Its Toughness

The true test of any aircraft is how the people who fly and maintain it feel about it. They took to calling the Skyraider “Able Dog.” More than just the phonetic alphabet for A and D, it was a tribute to the type’s ease of operation, low maintenance requirements, and toughness, Skyraider people loved their steeds. The sight of one of the several examples still flying in civilian hands today warms the heart of anyone associated with it.

Adapted to Do Whatever Needed Doing

Development over the course of the Skyraider’s 12 years in production reflected improvements in engine technology and horsepower, electronics, and armaments. Douglas adapted the basic AD airframe to get many jobs done. Examples of these adaptations include airborne early warning (AEW), electronic countermeasures (ECM), night attack, radar countermeasures, nuclear attack, anti-submarine warfare, and target tug. As fleet requirements grew and varied, so did the list of Skyraider adaptations.

For More of the Skyraider Story Bang NEXT PAGE Below

Talon: The World’s First Supersonic Jet Trainer Has Aged Gracefully

Bill Walton

-

March 17, 2017

0

Talon: The World’s First Supersonic Jet Trainer Has Aged Gracefully

Northrop’s T-38 Has Trained Thousands of Pilots Around the World — and Still Does

On 17 March 1961, the first T-38 Talon trainer was placed in service with the United States Air Force. Updated and improved over its lifetime, the Talon has been in continuous service for 65 years and has trained several generations of jet pilots. The T-38 was the world’s first and most-produced supersonic jet trainer.

Playing Smallball

The Talon actually began as a delta-winged fighter to be powered by the massive General Electric J79 engine. Realizing that any J79-powered fighter would be both large and costly, Northrop went in a different direction. In 1953, Northrop designed a small, lightweight fighter with an area-ruled fuselage, conventional wings, and powered by two of the new, much smaller and lighter GE J85 engines. Northrop designated this design N-156.

Advanced Trainer Par Excellence

When the United States Air Force issued a General Operating Requirement (GOR) for a supersonic advanced trainer in the mid-1950s to replace their Lockheed T-33s, Northrop adapted their N-156 lightweight fighter design for the competition. Northrop won the competition in July 1956 and received an order for three prototypes. The first of them (designated YT-38) flew for the first time on 10 March 1959.

4404661104 9c4b43c9b0 o — Image via Northrop

From Tweet to Talon

The new T-38 went into production quickly, and the first aircraft were delivered to the Air Force in 1961. Entering operational service on 17 March 1961, the T-38 would provide advanced training to pilots who had already mastered the Cessna T-37 Tweet primary jet trainer.

The World’s Fighter

The fighter version of the original Northrop N-156 lightweight fighter design was produced as the F-5A Freedom Fighter. Operated by the United States Air Force and 35 other countries, single-seat F-5 variants still operate in many countries.

22384366 1335319756576402 2183110448530909183 o — Image via US Navy

Talon Cousins

The two-seat F-5B and F-5F Tiger IIs, both also developed from the same original Northrop N-156 design, look very similar to the T-38. However, the F-5 variants feature distinctive leading edge extensions at the wing roots. T-38 wing roots lack the leading edge extensions. The F-5s also have missile launch rails mounted on the wing tips.

pgL TA 10030 014 — T-38 Talons. Image via USAF

Keeping Talons Sharp

The majority of T-38s built are T-38As. The Air Force has also operated AT-38Bs modified to enable weapons delivery as weapons trainers. Beginning in 2001, the majority of T-38s used by the Air Force received avionics upgrades that include a head-up display (HUD), GPS, “glass” cockpit instrumentation, and other modern “black boxes.” These updated Talons carry the T-38C designation.

For More Talon Tales Bang NEXT PAGE Below

Hilarious Spoof Highlights How Much Pilots Hate Clearance Readback Interrupters

Avgeekery

-

March 17, 2017

0

Hilarious Spoof Highlights How Much Pilots Hate Clearance Readback Interrupters

If you’re a pilot, you’ve been there. You’ll be at an airport like JFK (or even worse some Navy field with an NDB departure) and it’s time to pick up your clearance.

On a scratchy radio, Clearance Delivery reads off your ridiculous re-route. About halfway through, the other pilot or a flight attendant, or a loadmaster, or a sheep herder (yes, it’s really happened to me) decides to interrupt. You are left there stammering and stuttering through the rest of the read back. It’s not gonna go well no matter how much you try and salvage it!

This awesome viral video was made in the cockpit of a Charleston C-17 splicing together clips from another famous interruption. That clip of a BBC interview with a South Korean expert, Dr. Kelly, who was interrupted by his two children went viral worldwide.

Video below was originally posted on YouTube by John Millman and Emily B. They also have a couple of popular Instagram accounts highlighting their journeys in the C-17. You can follow them at @theglobemaster and @_thetravelingblonde.

[youtube id=”YmTua1kz4tc” width=”800″ height=”454″ position=”left”]

Must See Vietnam Carrier Footage Honors One We Lost

Military History

Bill Walton

-

March 16, 2017

0

Must See Vietnam Carrier Footage Honors One We Lost

Here’s a must-see video for you Vietnam-era naval aviation fans. Shot aboard the carrier Midway (CVA-41) during her 1971 and 1972-1973 Western Pacific (WestPac) deployments, there is something for just about everybody.

USS Midway CVA 41 recovering aircraft 01 1964 — Image via US Navy

The video was uploaded as a tribute to the late Lieutenant Raymond P Donnelly. Donnelly was a VA-115 A-6A bombardier / navigator who was seriously wounded by ground fire while on a mission over North Vietnam on July 19^th 1972. Despite the best efforts of his pilot, Lieutenant Michael T McCormick, to revive him, Donnelly died before the Intruder made it back to the Midway. The flight deck footage is as remarkable as the message of the video is poignant.

Enjoy the video (uploaded to YouTube by John Stubbs), and remember Lieutenant Raymond P Donnelly and his devotion to, and ultimate sacrifice for, his country.

[youtube id=”V_H8yebjnK8″ width=”800″ height=”454″ position=”left”]

Featuring footage shot during actual A-6A strikes, and plenty of cat shots and traps (including a barrier trap), the film stars the Grumman A-6A Intruders of VA-115 Arabs (call sign Arab), but also the rest of Carrier Air Wing 5 (CVW5). The A-7s of VA-56 Champions (call sign Champion) and VA-93 Blue Blazers (call sign Raven), F-4s of VF-151 Vigilantes (call sign Switchbox) and VF-161 Chargers (call sign Rock River), EKA-3Bs of VAQ-130 Zappers (call sign Robinson), E-2Bs of VAW-115 Liberty Bells, SH-3Gs of HC-1 Detachment 8 Angels (call sign Clementine), HH-3As of HC-7 Detachment 110 Sea Devils (call sign Big Mother), even the RF-8Gs of VFP-63 Detachment 3 (call sign Cork Tip) all play supporting roles.

The footage is as mixed bag in that much of it was obviously shot during CVW-5 WestPacs but some other footage has been spliced in. Nonetheless the video is definitely worth watching- especially if you served aboard Midway during the timeframe of the film. Titling is a bit confusing because Midway’s WestPac deployments ran from April to November of 1971, and from April 1972 to March of 1973.

GEICO Skytypers set to perform at top airshow locations in 2017

Airshow News

Charles Atkeison

-

March 13, 2017

0

GEICO Skytypers set to perform at top airshow locations in 2017

TAMPA — The GEICO Skytypers, famous for their low level maneuvers and huge sky-typed messages, have released their new air show schedule as they prepare to take flight to begin their long awaited season opener.

Six WWII-era SNJ-2 warbirds form this special flight demonstration team now scheduled to soar across the skies of 15 of the nation’s popular air show sites during 2017 covering much of the eastern United States. The Skytypers will co-headline most of their air shows with either the U.S. Navy Blue Angels or the Air Force Thunderbirds.

The Skytypers twenty minute demonstration will show case these rare aircraft as the pilots tell the story of an age before the jet engine, and how a this prop plane made the difference during the second world war. A flight trainer in the early-1940’s, the SNJ was known among the army’s aviators as the pilot maker.

“Our SNJs trained the pilots of the Greatest Generation,” Skytypers pilot and team marketing director Steve Kapur said on Wednesday. “We consider it a privilege to inspire kids, honor veterans and fly these warbirds on behalf of our sponsor GEICO at air shows all across the U.S.”

The Skytypers air show season will begin on America’s Space Coast on April 1st and 2nd as the seasoned pilots perform exciting maneuvers over Melbourne, Florida’s International Airport. The Skytypers will then travel to neighboring locations at Sun-N-Fun near Tampa, FL, Beaufort, S.C., and Fort Lauderdale in the weeks ahead.

The pilots and their aircraft are marvels of aviation performing incredible feats of aerial skills in their 77-year-old warbirds. The Skytypers will perform over air shows across the northeast during the summer months before concluding the season at the annual Blue Angels Homecoming air show in November.

Much like aircraft headed into a dog fight during the second world war, these pilots moved into delta formation and from there soared into a nose dive with each aircraft then peeling off into a different direction during the opening minutes.

Bob Johansen is the slot pilot in aircraft 4 and a veteran of the Skytypers since 1978. A former naval aviator, Bob spent a storied career in the U.S. Navy performing carrier landings and piloting commercial aircraft. Bob and his son Ken make up one half of the Skytypers Diamond Team.

“The maneuver I enjoy the most is called the bomb burst,” Johansen highlighted as we made a wide left banking turn. “We have four aircraft pretty close nose-to-tail and smoking and we are going right toword the crowd. Then the two solos come from over the crowd and fly right under us. We pull up and the solos pull straight up. It’s amazing.”

Dynamic formations will also include two land-sea duels between the Skytypers six aircraft and the world champion speedboat, Miss. GEICO. “We know our sister speedboat team is the eight-time world-champion,” said Larry Arken, Commanding Officer and the Skytypers Flight Lead. “But one of our pilots, Tom Daly has his own world speed record at Bonneville Salt Flats, Utah and he never likes to come in second.”

As the warbirds soar across the sky, they will generate sky typed messages for the air show crowds. “The team also uses 21st-century technology to type giant messages 10,000 feet up in the sky,” said BBIG Marketing’s Brenda Little, spokesperson for the Skytypers, on Wednesday. “These dot-matrix style messages are 1,000 feet tall, can be viewed from 15 miles away in any direction and are created 17 times faster than the more traditional sky writing method.”

The GEICO Skytypers demonstration team is lead by Larry Arken in plane 1. Aircraft 2 through 6 include Chris Thomas, Ken Johansen, Chris Orr, Steve Salmirs, and Tom Daly. Skytyper 7 pilots include Jim Record and Bob Johansen as the team’s advance pilots who arrive a day early to meet with the local air show management.

2017 Air Show Schedule

April 1-2 Melbourne, FL Melbourne Air and Space Show

April 7-9 Lakeland, FL Sun ‘n Fun International Fly-In and Expo

April 29-30 MCAS Beaufort, SC 2017 MCAS Beaufort Airshow

May 6-7 Ft. Lauderdale, FL FORD Lauderdale Air Show

May 13-14 Pittsburgh, PA Wings Over Pittsburgh 2017

May 20-21 Quonset, RI Rhode Island National Guard Open House Air Show

May 27-28 Jones Beach, NY Bethpage Air Show at Jones Beach State Park

June 2-4 Reading, PA Mid-Atlantic Air Museum 27^th Annual WWII Weekend

June 17-18 Ocean City, MD Ocean City Air Show

June 24-25 Dayton, OH Vectren Dayton Air Show

July 1-2 Newburgh, NY New York Air Show

Aug 12-13 Westfield, MA Westfield International Air Show

Aug 23 Atlantic City, NJ Atlantic City Airshow Presented by GEICO

Sept 16-17 Andrews AFB, MD Joint Base Andrews Air Show 2017

Nov 10-11 NAS Pensacola, FL NAS Pensacola Blue Angels Homecoming Air Show

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

Don’t Be A Moron And Stand Behind A Jet Like This Guy

Airline News

Avgeekery

-

March 12, 2017

0

Don’t Be A Moron And Stand Behind A Jet Like This Guy

Want skinned knees and a broken camera? Guaranteed…with a chance of a bruised noggin too!

We’ve profiled Skiathos Airport in Greece before. Many people call it the St. Maarten of Europe. With short runways and a road right at the end of one end, it makes for some incredible photos and videos of arrivals and departures. You can’t get much closer to the action.

[youtube id=”lfUfBWvmzA4″ width=”800″ height=”454″ position=”left”]

Just because you can get close to a jet, doesn’t mean you should though. Jet blast is hot exhaust at hurricane speeds exiting the engine. At takeoff thrust, the velocity can be well over 150 MPH even a few hundred feet back. Add in dust, sand, and pebbles and you are going to get sandblasted and probably hurt–possibly worse. Can you imagine the reason on your death certificate? “Standing behind a Boeing 737NG.” Moron!

Some things aren’t worth it. Standing behind a jet engine definitely isn’t worth it.

WestJet’s Frozen-Themed Jet Almost Ended Up In The Drink–What Could Have Happened?

Airline News

Jeff Gilmore

-

March 12, 2017

0

WestJet’s Frozen-Themed Jet Almost Ended Up In The Drink–What Could Have Happened?

Dangerously low in marginal weather, a Frozen-themed WestJet 737-800 was seconds away from disaster. Fortunately, they broke the error chain. Let’s talk about what could have happened.

On March 7, 2017, WestJet flight 2652 from Toronto to Saint Maarten made some unexpected ‘waves’. The Boeing 737-800 with the famed Frozen livery was flying a non-precision instrument approach to runway 10 in marginal conditions. At the time, the visibility was about a mile and a half with a ceiling of less than 2,000 feet. Conditions weren’t ideal for one of the picturesque photos taken by countless avgeeks at the field but not that unusually for the professional pilots that occupied the seats of that Boeing.

It wasn’t a normal approach though. According to ADS-B data, the 737 briefly touched ‘O feet’ on the ADS-B readout. ADS-B reports altitude in 25 foot increments but have been known to report data inaccurately. That means that at most, the jet was 25 feet above the bay.

From photos and videos on the internet, you can see that the jet was lower than typical as the jet was around a ½ mile from the runway at less than a wingspan’s length above the water. Assuming the jet intended to be on a 3-degree glidepath, it should have been at around 150-200 feet above the water at that point. Instead of completing a successful landing the first time, the jet executed a go-around. Flight 2652 held for an additional 45 minutes and landed safely without further incident.

With no official word from WestJet on the incident, we took a look at footage provided online by ATCpilot.com and one of the St. Maarten spotter cams that is based at the field. The jet definitely looks low for where it was on the approach. The pilots, recognizing that it was an unstable approach (albeit very late in the process), made the right call to execute a go-around.

[youtube id=”yNhAYKM-7LQ” width=”800″ height=”454″ position=”left”]

What happened?

Without any official press release from the airline or any agency investigation initiated, we’re left to make surmise about what might have happened. As professional ‘avgeeks’ though, were not the traditional media with uninformed pundits spouting crazy conspiracy theories and providing click-bait analysis. It’s way too early to make any declarative judgment of what happened and we’re not surfacing this story to assign blame. When incidents like this happen though, professional pilots should ‘hangar talk’ about the scenario to think through how something like this could easily happen to them too and how to avoid a similar incident in the future. Here are three of the most likely scenarios of why WestJet’s Frozen bird could have came so close to a CFIT (Controlled Flight into Terrain).

1.) Task saturation and automation error while searching for the field

With visibility less than 2 miles, flight 2652 was most likely flying a GPS or VOR approach to runway 10. A non-precision approach is something that every commercial pilot must be able to do. (Non-precision means that there is course guidance but not vertical guidance) However, most commercial airports these days have precision approaches meaning that commercial pilots rarely get to practice these types of approaches except in a simulator. In this case, the pilots could have neglected to set a level off altitude as they dialed in a descent rate. When they arrived at the MDA (Minimum descent altitude), they could have continued to search ‘outside the cockpit’ for the runway. With a murky, indefinite-horizon sky (that looked like a combination of dark blue and grey), they could have continued the incipient descent without realizing it only to finally execute a go around because of declaring a missed approach without seeing the field or recognizing how low they were either by visual cue or audible alert (landing ‘100’ feet radar altimeter call out).

2.) Setting the wrong altimeter setting

While much less likely, the crew could have set the wrong altimeter setting on arrival. This means that the crew could have leveled off at their MDA but their actual altitude was significantly below the expected altitude. This situation is a stretch and not very likely. The altimeter setting was actually higher than the standard 29.92 meaning that they would have been high on the approach if they failed to reset it when passing through transition altitude. The only way this situation is a possibility is if they misheard the altimeter setting and dialed in a completely erroneous setting. While possible, it is also highly unlikely that they wouldn’t have caught the error on intermediate level offs that took place throughout the arrival. Pilots have addition tools like a radar altimeter that would have revealed such error.

3.) Wind shear

A very low approach like this could possibly be explained by a very strong wind shear. Strong wind shear has been known to cause rapid decay of airspeed and altitude on approach. Delta flight 191 crashed because of a strong wind shear back in the 1980s. In this case though, the FlightRadar24 data doesn’t show any rapid descents or drastic speed changes (other than a slow ground speed). Aircraft landed at the field before the WestJet 737 without incident and no shear was reported. Still though, storms were in the area and the video footage shows winds near the field were strong enough to cause rippling in the bar patio umbrellas that were seen in the first go around video. Winds aloft could have been much stronger. One other indication that makes this situation plausible is that the gear was not immediately retracted on the go around. That could have been intentional or an oversight during a rattling situation of a normal go-around after almost impacting the water short of the field.

It’s all just speculation at this point but we shouldn’t shy away from discussing ways to become safer aviators.

It’s easy to Monday morning quarterback the situation. And the truth is that at this point the only people who know exactly what happened are the pilots and anyone that they spoke to after safely landing. Despite great technology, improved cockpit resource management, and training, mistakes do still happen. If this was just a mistake, everyone is fortunate that there was no damage besides a bruised ego and a probable chat with the chief pilot.

Unfortunately for the WestJet pilots’ sake, the mistake happened near one of the most photographed/videoed airports in the world. It’s a reminder to all professional aviators that in this era of smart phones and social media, every flight is just one tap away from the rest of the world seeing it. Fly safe out there…

Editors note: Thanks to ATCPilot.com for the footage and screenshot.

“Hanoi Taxi”–The Ultimate Freedom Bird Was A Very Special C-141 Starlifter

Military History

Bill Walton

-

March 12, 2017

1

“Hanoi Taxi”–The Ultimate Freedom Bird Was A Very Special C-141 Starlifter

Operation Homecoming returned POWs from North Vietnam. Tail number 66-0177 held a unique place in the hearts of wartime heroes, aircrew, entertainers and avgeeks.

On March 12^th 1998, a United States Air Force Lockheed C-141B Starlifter transport (Air Force serial number 66-0177, AKA the “Hanoi Taxi”) departed Wright-Patterson Air Force Base in Ohio. A C-141 flight out of Wright-Pat was a common enough occurrence, but this one was special. Onboard were more than 50 former American prisoners of war. The Starlifter’s destination was Randolph Air Force Base in Texas, the site of the 25^th Annual Reunion of the Freedom Flyers.

That particular C-141 had flown some of these passengers before. On February 12^th 1973 the very same aircraft flew the first mission to repatriate the first 40 American prisoners of war released by North Vietnam from Gia Lam airport in Hanoi.

From February 12^th through April 4^th 1973, C-141s flew 54 Operation Homecoming missions out of Hanoi returning 591 prisoners of war to their country and families. Air Force Technical Sergeant James R. Cook, who suffered severe wounds when he bailed out of his stricken aircraft over North Vietnam in December of 1972, saluted the American Flag from his stretcher as he was carried aboard the aircraft.

Also on the first flight was Navy Commander Everett Alvarez Jr. The first American pilot to be shot down in North Vietnam, Alvarez was the longest-held POW, having spent more than eight years in captivity. Celebration broke out aboard the Hanoi Taxi when it lifted off on its way out of North Vietnam, as the former POWs experienced their first taste of freedom.

Speaking to the crowd that lined the tarmac at Clark Air Force Base in the Philippines to welcome the aircraft on its first stop, returning POW Navy Captain Jeremiah Denton was cheered as he thanked all who had worked for their release and proclaimed, “God bless America.” Denton continued his naval career, eventually rising to the rank of Rear Admiral. He was later elected to represent Alabama in the United States Senate.

United States Air Force Captain Larry Chesley recalled that “everything seemed like heaven” after having spent seven years as a prisoner of the North Vietnamese. “When the doors of that C-141 closed, there were tears in the eyes of every man aboard,” he said.

The senior officer at the Hanoi Hilton, Air Force Colonel Robinson Risner, choked back his emotions as he arrived at Clark on the second C-141 flight from Hanoi. “Thank you all for bringing us home to freedom again,” he told the gathered crowd.

The last Vietnam POW to serve in the Air Force, Major General Edward Mechenbier, recalled the emotion of his own Operation Homecoming flight out of North Vietnam on February 18^th 1973. “When we got airborne and the frailty of being a POW turned into the reality of freedom, we yelled, cried and cheered,” the General said.

The first group of 20 former POWs to make it all the way home arrived at Travis Air Force Base in California on February 14^th 1973. News clips of their arrival and the tearful scenes planeside revealed the emotions of the freed POWs.

Navy Captain James Stockdale remarked, “The men who follow me down that ramp know what loyalty means because they have been living with loyalty, living on loyalty, the past several years — loyalty to each other, loyalty to the military, loyalty to our commander-in-chief.” Though permanently injured before and during his ordeal as a POW, Stockdale continued his naval career rising to the rank of Vice Admiral.

Starlifter 66-0177, later named Hanoi Taxi, continued to serve the country after Operation Homecoming. The aircraft was reworked with the standard C-141A upgrades and modifications, such as a lengthened fuselage and the addition of aerial refueling capability, resulting in designation changes to C-141B and later to C-141C. 177 even flew entertainer Bob Hope to Vietnam for his USO tours.

The Hanoi Taxi had been maintained by the Air Force as a flying tribute to the POWs and MIAs of the Vietnam War. When the Boeing C-17 Globemaster III replaced the venerable machine, the Air Force wanted the aircraft to be preserved. After her final missions of mercy evacuating victims of Hurricane Katrina, C-141C Air Force serial number 66-0177, the Hanoi Taxi, and the last operational C-141C in Air Force service, was officially retired to the National Museum of the United States Air Force at Wright-Pat on May 6^th 2006.

[youtube id=”6lpbfvErfNs” width=”800″ height=”454″ position=”left”]

B-1 Bone Shreds Cadet Ears Prior to Recognition Event

Military History

Avgeekery

-

March 12, 2017

0

B-1 Bone Shreds Cadet Ears Prior to Recognition Event

Flyover kicked off three days of intense training before freshman cadets get recognized.

The B-1B Bone flew a loud, afterburner-fueled low-pass that kicked off recognition. For freshman cadets who were about to endure a relentless three-day exercise known as recognition, the flyover gave them hope. The next three days of their life would suck, but one day it could be them flying an instrument of our nation’s power.

What’s recognition?

Freshman at the Air Force Academy go through an eight-month long training program that is designed to prepare them for battle. The purpose of the intense (somewhat open for debate these days) training is to instill a sense of confidence and fortitude such that no physical pain or mental distress in combat could dissuade an airman.

The regimented life involves running on certain pathways (known as ‘the strips’) to classes, requiring every freshman to greet upperclassmen by name and rank, and keeping dorm rooms in inspection-ready shape at all times. Afternoons after class frequently involve training sessions with upperclassmen requiring the “four degrees” to recite knowledge under stressful mental and physical conditions.

usafarun — Air Force photo showing the Run To the Rock. Taken by Bill Evans in 2015.

The training culminates in a three-day exercise known as recognition. The event is meant to physically and mentally drain every freshman such that teamwork and a positive attitude is the only thing left. At the conclusion of the training, the cadets ‘run to the rock’. When they arrive at the rock, they are recognized by their upperclassmen as peers.

The flyover took place on Thursday March 9th. Video is by the Air Force Academy’s Facebook page.

Hog Pilot Jots Down His Twelve Greatest A-10 Memories

History

Avgeekery

-

March 11, 2017

0

Hog Pilot Jots Down His Twelve Greatest A-10 Memories

A-10 Pilot Don Ramm Recalls the Ups and Downs of Flying the Best Close Support Aircraft Ever Built.

By Don Ramm

Welcome to the flying memories of a peace time pilot. I started pilot training in September of 1973 and dropped my last practice bomb in 1989. The closest I got to anything resembling combat was orders to Korat, Thailand, in 1976. Those were cancelled, and I went to England AFB, Louisiana in the A-7.

In 1978 at the ripe old age of 27 with less than 1000 hours under my belt I was offered the opportunity to fly the A-10. The truth is, I wanted to fly F-16s but didn’t want to endure a tour as an ALO (Air Liaison Officer), a standard “follow on” assignment for many first-assignment attack pilots.

I called MPC (Military Personnel Command), asked the fighter assignments guys what my options were, and was offered an A-10 IP (instructor pilot) job at Davis Monthan AFB near Tucson, AZ.

I spent 1975 – 76 at DM checking out in the A-7 and flying with an operational squadron and liked the area. I was glad to go back. By June 1981 when I left active duty I had logged just over 1000 hours in the Hog.

A-10 banking hard to the left while popping a flare. — (U.S. Air Force photo/Master Sgt. Robert Wieland)

1.) Conversion Course and IP School

After a transition course to learn how to fly the “Hog” and drop bombs and shoot bullets from its well known GAU-8 30 mm cannon, I attended the IP course to learn how to instruct. The A-7 was the finest bomb and bullet delivery platform during its heyday in the 70s.

Its computed weapons delivery system was a technological miracle that, when employed by a pilot who knew how to make it work, was capable of unparalleled accuracy. The USAF-wide bombing competitions of the 70s and early 80s were dominated by the A-7.

Moving from that to the A-10 which had no computer (at that time; it does now) took some getting use to. Flying slower and with a nice “hard sight” HUD (heads up display), I was able drop some pretty good bombs in the “low angle” events, but a 45 degree dive delivery (release at 3 or 4 thousand feet as I recall = slant range of more than a mile) was a challenge.

The gun, on the other hand, was point and shoot. Yes, some Kentucky windage was required on a long distance shot but in close it was hard to miss. And, oh, the sound of that gun! Not so much from in the cockpit, but from the ground it was a thrill to hear and watch it work.

One of the nice things about the A-10 which is true to this day: There are no two-seaters. How does one instruct without a two-seater? Of course, all of the trainees were already pilots who had flown at least one airplane that is harder to fly than the A-10 – that is, the T-38.

So, we as instructors did not teach our charges how to fly as much as we were in their subconscious (via FM radio which was used for airplane to airplane communications) as we coaxed them through maneuvers. In the early flights where they just got the feel of the A-10 and in the early air-to-ground rides we would fly a close “fighting wing” position so we could tell what their airplane was doing.

In later flights, the student would fly wing and be pretty much on their own; we would lead the flight and drop our own bombs and shoot our own gun. So I had 600 or 700 hours as an IP and never once had to share the stick with the student.

Two-seater A-10 hog. — image via national archives

2.) Two-Seat A-10

Actually, there was one two-seat A-10. It was built by Fairchild and pitched by them as a close support platform that could operate in marginal weather and at night. The Air Force evaluated it in the early 80s but didn’t buy it. I ran across this lone two-seater in 1997 when Tracy (my wife and pilot) and I flew into Edwards AFB.

After doing a touch and go on their 5 mile long runway in our rented T-41, we landed near the Edwards Aero Club in a quiet corner of the base. On the ramp next to the club was one of just about every late model USAF airplane including an F-16, F-4, A-7, even an SR-71, and the only two-seat A-10 ever built.

Not only did we walk among the museum pieces, we climbed on them and no one seemed to mind which is where this picture of Tracy came from.

Two-seater A-10 at the airfield. — image via national museum of the us air force

3.) Bicycle Lake

One of the more enjoyable TDYs (temporary duty) we had was a three-week “Red Flag” at Fort Irwin in California. Ft Irwin is about 50 miles northeast of Barstow CA which if you are familiar with that neck of the woods is pretty much in the middle of no where.

As an Army fort it had seen better days. There must have been a hundred houses on base – all were empty. We stayed in the “Q” (Visiting Officer Quarters) – as opposed to the Army troops who were participating in the same exercise; they left on Monday morning and spent the week living in pup-tents “in the field”.

The nice thing about the exercise, of course, was the flying. We flew off of Bicycle Lake next to Fort Irwin. It wasn’t like the WWII days when the Spitfires and Hurricanes took off any direction they pleased. There was a runway plowed out of the dry lake bed. We always took off single ship.

Lead would start a turn right after take off and do a wide 360 over the lake at about 500 feet while his wingman took the runway. It was easy for lead to time his turn so that he rolled out about a mile wide in line abreast from the wingman so the flight was in “tactical formation” immediately after takeoff.

We would routinely fly the entire mission at under 500 feet. (This was in the days when low altitude was thought to be the best way to fly the A-10 – under the radar.)

A10WarthogFront — OLYMPUS DIGITAL CAMERA

4.) Nose Low

One day, the squadron ops office was leading a two ship on a typical mission. His aircraft had just been worked on by the maintenance folks – something which involved putting the gear handle in the up position while on the ground. They did put it back down (it was down when he did his before start checks said the pilot) but apparently not down far enough and for some reason the nose gear was not pinned per standard procedures.

As he fired up the #1 engine, as soon as there was enough hydraulic pressure, the nose gear obeyed what it was commanded to do and folded up. For some reason the mains didn’t retract (perhaps they were pinned) so the A-10 nose hit the hard dirt ramp area driving the gun into the ground. Somehow they picked the nose up, dropped the gear and pinned it.

Except for the dirt in some of the seven barrels of the GAU-8, it looked like all of the other A-10s. The exercise ended a few days later and we flew it home with the landing gear down. (I flew on the crippled Hog’s wing on the way home. I anticipated having lots of fun making “high speed” passes on the stiff-legged A-10, but it wasn’t mean to be.

The ground crew, instructed to leave the gear pinned on the injured A-10, did the same to mine. When I raised the gear handle nothing happened, and I flew home with gear extended as well.)

a10mem1 — (U.S. Air Force photo/Master Sgt. William Greer)

For More Ramm Remembrances Bang NEXT PAGE Below.

F-22 Raptor Demo Team releases 2017 airshow schedule

Military History

Charles Atkeison

-

March 10, 2017

0

F-22 Raptor Demo Team releases 2017 airshow schedule

LANGLEY, Va. — The only operational fifth-generation fighter aircraft will launch into the start of its 2017 air show season in March with a schedule highlighted by popular visits across America and include four international show sights.

The Aerial Combat Command, based at Langley Air Force Base in Virginia, released their official F-22 Raptor schedule on Thursday, one week prior to the official start of the air show season. The news gave the selected show sites cause to celebrate as they took to social media to celebrate the news.

Air Force Major Dan Dickinson will again lead the 19-member F-22 demo team this season as the lead pilot — the only pilot — of the $140 million aircraft of the demo team. To date, Maj. Dickinson has logged nearly 900 hours flying the F-22.

The schedule will see a pair of Raptors visit 23 cities between March through November, and a fly-over only of the Air Force Marathon at Wright-Patterson AFB in September. Four international stops will include Quebec, Canada in June; RAF Fairford, UK in July; Toronto, Canada in September; and Seoul, South Korea in October. The Raptor’s public affairs officials did add that visits to the UK and Korea are subject to change at this time.

In the United States, the F-22 Demo will launch their season on Georgia’s warm golden coast as the team performs over the Wings Over the Golden Isles air show. The inaugural show was a major triumph for the Brunswick community.

“The F-22 Raptor joins the U.S. Navy Blue Angels, the AeroShell Demonstration Team and many other performers to give the Wings Over Golden Isles event a world-class lineup,” John Cowman, president of JLC AirShow Management, said following the announcement. “We couldn’t be more excited about hosting this amazing team in Brunswick.”

The next show stop April 22 and 23 will see the Raptor soar over the proclaimed “Home of Air Dominance”, Tyndall AFB, located just east of Panama City Beach, Florida. The two day air show will include the Air Force Thunderbirds.

“For this year’s show we’ve pulled out all the stops and will feature performances by the Thunderbirds, the F-22 demonstration team, and many more,” Colonel Michael F. Hernandez, Commander of Tyndall’s 325th Fighter Wing said. “On behalf of the more than 5,000 Airmen of Team Tyndall, it is my pleasure to invite you to the 2017 Gulf Coast Salute open house and air show.”

Two weeks later, the fully fueled F-22 will perform over the McEntire JNGB near Colombia, S.C. on May 6 and 7. An F-16 and F-15 will join the Raptor for the free air show event.

Summertime will later usher in demonstrations over Pittsburgh, Miami Beach, Seattle, Chicago, and Jacksonville. The Raptor team will conclude its ambitious season with the Thunderbirds at the Nellis AFB Open House in November.

For the F-22 Raptor’s complete schedule, visit http://www.acc.af.mil/Home/AerialEvents/F-22ADemoTeam/F-22Demoschedule.aspx.

Hero Skyraider Pilot Lands On Destroyed Runway, Saves Downed Pilot, Earns Medal Of Honor

Military History

Bill Walton

-

March 9, 2017

0

Hero Skyraider Pilot Lands On Destroyed Runway, Saves Downed Pilot, Earns Medal Of Honor

Spads Were Tough Old Birds and This Medal of Honor Recipient Was Cool Under Pressure.

On 10 March 1966, United States Air Force pilot Major Bernard Fisher was flying a close air support mission with five other A-1E Skyraider pilots over the A Shau valley, near the Laotian border west -northwest of Da Nang in South Vietnam. Fisher was supporting a Civilian Irregular Defense Group (CIDG) / US Army Special Forces camp located in a position to interdict traffic along the Ho Chi Minh trail that was in danger of being overrun by more than 2,000 North Vietnamese regular troops who were surrounding it.

Skyraider pilot with others in formation. — Official US Air Force photograph

Hairy Valley

The situation in the valley and at the SF camp was not exactly news to Fisher and his fellow pilots- Fisher had been awarded the Silver Star for his air support role in the same battle the day before. The weather had not improved either- with a solid ceiling lower than the tops of the 1,500 foot hills around much of the valley, close air support was a risky proposition indeed.

Myers is Grounded

During one of several attack runs on the enemy emplacements one of the other Skyraider pilots, Major Dafford W. “Jump” Myers, was hit by ground fire and forced to land his crippled “Spad.” Using the 2,500 foot-long steel plank runway used to supply the camp by air, Myers was able to crash-land his A-1E and exit the aircraft on the ground with only slight injuries. He then found a spot in which to hole up and wait for a Jolly Green Giant rescue helicopter to pull him out of what was one enormous jam.

Skyraider pilot flying along with a helicopter. — Official US Air Force photograph

Desperate Situations Call for Heroic Measures

Meanwhile, as he orbited the downed pilot and took stock of the situation, Fisher realized that the closest helicopter was at least 30 minutes away. After witnessing the crash landing, Fisher believed that Myers was at the very least badly injured. Able to see the North Vietnamese troops closing in on Myers’ position and convinced that Myers would not last much longer on the ground, Fisher contacted the other members of his flight and notified them that he planned to land on the torn up airstrip and pick up Myers.

Only 19 Bullet Holes…

While the rest of the flight pressed covering attacks on the enemy troops, Fisher managed to land on the airstrip and taxi most of the way back down the runway while avoiding holes and debris, under enemy fire, until he was close Myers’ position. Then, while still taking enemy fire, Myers bolted from his hide, climbed onto the Skyraider’s wing and Fisher pulled Myers head-first into the right seat of his A-1E. Despite continuous heavy enemy fire, Fisher was then able to take off from the now-ruined runway and return to his base at Pleiku. Mechanics found 19 bullet holes in Fisher’s Skyraider.

The First Living MOH Recipient of the War

For his heroic action that fateful day in March 1966, Major Bernard Fisher was awarded the Medal of Honor. President Lyndon B. Johnson presented the medal to Major Fisher on January 19^th 1967. Fisher was the first living Air Force recipient of the Medal of Honor for action in the Vietnam War.

For the Rest of the Story (Including a Video and a Surprise or Two) Bang NEXT PAGE Below

Operation Meetinghouse: LeMay Takes Charge and the B-29s Bore In Low.

Vintage Aircraft

Bill Walton

-

March 8, 2017

0

Operation Meetinghouse: LeMay Takes Charge and the B-29s Bore In Low.

Jet Stream Winds Played Havoc with Bombs Dropped from 30,000 Feet Over Japan.

On 9 March 1945 the United States Army Air Corps (USAAC) XX Bomber Command initiated Operation Meetinghouse. The Twentieth had been using their B-29 Superfortresses to bomb Japan from bases in the Marianas since November 24^th 1944, and from bases in China since April of 1944. Results of their missions were unsatisfactory. A change was necessary. It was time for General Curtis LeMay.

468th Bombardment Group Boeing B 29s attacking Rangoon Burma — Official US Air Force photograph

The First Raids on the Homeland

America’s very first raid of the war on Tokyo took place on April 18^th 1942, when USAAC Lieutenant Colonel Jimmy Doolittle led sixteen twin-engine B-25B Mitchell bombers, launched from the deck of the aircraft carrier USS Hornet (CV-8), to attack Japanese targets including Tokyo and Yokohama.

The bombers were to continue flying west after their attacks and land in China. Because the ships in the task force had stumbled upon Japanese picket boats, the bombers were forced to launch much earlier, and at much longer range from Japan, than planned.

A Morale Boost More Than a Victory

While the raid did little real damage, it provided a much-needed morale boost for an America reeling after Pearl Harbor and the subsequent Japanese sweep through much of the Pacific. The fate of the bombers was sealed when they took off so far from their planned departure point.

None of the bombers reached the planned recovery airfields in China. However, Japan was forced to commit resources to the defense of the home islands, which had been thought to be safe from American attack, for the remainder of the war.

B 29 05 — Official US Air Force photograph

You Can’t Bomb From High Altitudes with High Winds

Fast-forward to 1945. Results of the high altitude precision daylight bombing of Japan by XX Bomber Command over the previous 11 months were unsatisfactory, due in large part to very strong high altitude winds aloft over Japan.

These winds, later to be recognized as the jet stream, made the approach to the target areas, the bomb runs, and egress from the target areas after bomb release over Japan problematic. In some cases, B-29 ground speeds were reduced to less than 100 miles per hour when bucking the strong headwinds. When bombing from high altitude, bombing accuracy was significantly reduced by the high winds affecting free-fall bomb trajectories.

The consistently cloudy weather over the Japanese islands also contributed to the overall lack of precision in high altitude precision daylight bombing.

LeMay Makes the Call

General Curtis LeMay, the new commander of XX Bomber Command, took one look at the results of the bombing of Japan from China since April, and especially from the new bases on Saipan, Tinian, and Guam since November, and decided to change the tactics employed by the Twentieth.

There would be no more high altitude precision daylight bombing of Japan. LeMay’s crews would bomb from low to mid-level, and they would bomb at night. The B-29 aircrews tasked with flying the missions harbored misgivings about the changes LeMay instituted.

Attacking between 5,000 feet and 9,000 feet seemed suicidal, and removing all the defensive guns from their bombers except the tail guns made little or no sense to the crews.

For the Rest of the Meetinghouse Story Bang NEXT PAGE Below

The Tiger: Grumman’s F11F Was the First Supersonic Cat.

Military History

Bill Walton

-

March 8, 2017

1

The Tiger: Grumman’s F11F Was the First Supersonic Cat.

The Tiger Was Ahead of its Time, for a Time, But Time Caught Up Quickly

On 8 March 1957, United States Navy Attack Squadron ONE FIVE SIX (VA-156) Iron Tigers accepted the first Grumman F11F-1 Tiger aircraft to enter service. The Tiger came along at a time when supersonic speeds were suddenly a requirement and Grumman did indeed deliver its first carrier-based supersonic fighter. With advanced features like full-span leading edge slats, roll-control spoilers instead of ailerons, all-moving horizontal stabilizers, and area-ruled fuselage design, the Tiger was, at the time of its introduction, in many ways ahead of its time.

F11F 1 Tiger on USS Forrestal CVA 59 in April 1956

Developed From Another Legendary Grumman Cat

At first envisioned as an improved F9F-6/7 Cougar, the resulting design and the refinements made during the development process yielded a completely different aircraft. Ironically, the Tiger’s service life was much shorter than the Cougar’s.

Close But Second to the Skyray

Even though on July 30^th 1954 the prototype Tiger first flew without the afterburning engine for which it was designed, it nearly reached supersonic speeds on its maiden flight. When the second prototype flew with the afterburning engine, the Navy had its second supersonic aircraft (the Douglas F-4D Skyray was the first). The aircraft received the new designation F11F-1 in April of 1955.

Headed to The Fleet on The Boat

Carrier suitability trials began on April 4^th 1956. The carrier Forrestal (CV-59) hosted the Tiger for trial arrested landings and catapult launches. After successfully completing trials, the aircraft went on to equip several Navy squadrons. The Navy operators of the F11F-1 Tiger were VF-21 Freelancers and VF-33 Astronauts in the Atlantic Fleet and VA-156 Sundowners (VF-111 from January 1959), VF-24 Renegades (VF-211 from March 1959), VF-51 Screaming Eagles, VF-121 Pacemakers, and VF-191 Satan’s Kittens in the Pacific Fleet. Tigers operated from the Essex-class carriers Intrepid (CV-11), Hancock (CV-19), Bon Homme Richard (CV-31), Shangri-La (CV-38), and the Forrestal-class carriers Forrestal (CV-59), Saratoga (CV-60), and Ranger (CV-61).

Up Against Two Legends

The last Tiger was delivered to the Navy on January 23^rd 1959. The aircraft only lasted four years in front-line service. Unfortunately its performance was vastly inferior to both the Vought F-8 Crusader and the McDonnell F-4 Phantom II, both of which were being delivered to the Navy in roughly the same timeframe. The Tiger’s J65 engine also proved unreliable. Coupled with limited range and insufficient endurance, the Tiger was craned off all carrier decks by the end of 1961. The Navy cancelled all orders for the F11F-1 and a proposed reconnaissance version (the F11F-1P) on the books. Only 199 Tigers were built.

AvGeekery.comAviation News, Insights, and History

AvgeekeryAviation News, Insights, and History

When You’re Out of F-8s, You’re Out of Fighters!

Lofty Goals

A Strong Start

Unmatched Performance

Faster Than a Speeding Astronaut

Things That Go Boom

Wings of Gold

For more of the Crusader story bang NEXT PAGE below

The Blue Angels Have Flown the F/A-18 for More Than 30 years. What Else Have They Flown?

1.) Banked Runways mean Higher approach speeds

2.) That headwind turns into a crosswind and maybe even a tailwind.

3.) Poor visibility and winds will equal disaster

4.) Where do you put runway equipment and how do you mark this new runway?

5.) Your captain would become a student pilot again

6.) Land and Hold Short Procedures are Inherently More Risky Than Full Length Runways

7.) Engine scrapes will be much more common

8.) Ice and rain make landings more difficult…Turning on an icy runway? Not going to turn out well.

9.) A rejected takeoff would now be even more dangerous

10.) Sheared landing gear

And then there were four…

This Douglas Workhorse Threw Everything AND the Kitchen Sink at Our Enemies

Conceived Overnight

The Winning Design Concept

Another Douglas Stalwart

Too Good to Abandon After the War Ended

The First Specialized Skyraider

Praised for Its Toughness

Adapted to Do Whatever Needed Doing

For More of the Skyraider Story Bang NEXT PAGE Below

Northrop’s T-38 Has Trained Thousands of Pilots Around the World — and Still Does

Playing Smallball

Advanced Trainer Par Excellence

From Tweet to Talon

The World’s Fighter

Talon Cousins

Keeping Talons Sharp

For More Talon Tales Bang NEXT PAGE Below

If you’re a pilot, you’ve been there. You’ll be at an airport like JFK (or even worse some Navy field with an NDB departure) and it’s time to pick up your clearance.

Want skinned knees and a broken camera? Guaranteed…with a chance of a bruised noggin too!

Dangerously low in marginal weather, a Frozen-themed WestJet 737-800 was seconds away from disaster. Fortunately, they broke the error chain. Let’s talk about what could have happened.

What happened?

1.) Task saturation and automation error while searching for the field

2.) Setting the wrong altimeter setting

3.) Wind shear

It’s all just speculation at this point but we shouldn’t shy away from discussing ways to become safer aviators.

Operation Homecoming returned POWs from North Vietnam. Tail number 66-0177 held a unique place in the hearts of wartime heroes, aircrew, entertainers and avgeeks.

Flyover kicked off three days of intense training before freshman cadets get recognized.

What’s recognition?

A-10 Pilot Don Ramm Recalls the Ups and Downs of Flying the Best Close Support Aircraft Ever Built.

1.) Conversion Course and IP School

2.) Two-Seat A-10

3.) Bicycle Lake

4.) Nose Low

For More Ramm Remembrances Bang NEXT PAGE Below.

Spads Were Tough Old Birds and This Medal of Honor Recipient Was Cool Under Pressure.

Hairy Valley

Myers is Grounded

Desperate Situations Call for Heroic Measures

Only 19 Bullet Holes…

The First Living MOH Recipient of the War

For the Rest of the Story (Including a Video and a Surprise or Two) Bang NEXT PAGE Below

Jet Stream Winds Played Havoc with Bombs Dropped from 30,000 Feet Over Japan.

The First Raids on the Homeland

A Morale Boost More Than a Victory

You Can’t Bomb From High Altitudes with High Winds

LeMay Makes the Call

For the Rest of the Meetinghouse Story Bang NEXT PAGE Below

The Tiger Was Ahead of its Time, for a Time, But Time Caught Up Quickly

Developed From Another Legendary Grumman Cat

Close But Second to the Skyray

Headed to The Fleet on The Boat

Up Against Two Legends

For the Rest of the Tiger Story Bang NEXT PAGE Below