The Royal Canadian Air Force (RCAF) Canadian Forces CF-18 Demo Team NORAD Tribute jet is currently across the pond on a two-week trip to the UK to help celebrate the long history between Canada and the Royal Air Force. On July 7 they performed at the RNAS Yeovilton International Air Day, and today, they are wrapping up performing at the Royal International Air Tattoo (RIAT) at RAF Fairford in Gloucestershire.
But between shows, they made a visit to the world-famous Mach Loop in North Wales on July 10, and the footage is pretty awesome.
Piloted by RCAF Captain Stefan Porteous, the 2018 demo jet is painted in tribute to the 60th anniversary of the North American Aerospace Defense Command, or NORAD as it’s more commonly known, honoring the cooperation between Canada and the United States in monitoring and defending North America together over the past six decades, and shining light on the importance of “honoring the past, guarding the present, and protecting the future.”
The big inspiration behind the design is the NORAD crest; all the elements of the paint job are taken from that. The colors key off of that too, with red and white colors representing the Canadian flag, and red white and blue representing the American flag, taking blue out of the NORAD crest as well.
The Royal Canadian Air Force (RCAF) 2018 CF-18 Demo Jet, painted in tribute to this year’s 60th anniversary of NORAD. The CF-18 jet is seen here joined by another jet from RCAF 401 Tactical Fighter Squadron, the RAMS. Photo Courtesy: Mike Reyno / SKIES Magazine
A wing-type shape on the wings reflects Canada’s famous Northern Lights, as well as radar sweeps, and is combined into one element. Lightning bolts shoot down the jet’s backside too, again taken from the NORAD crest, while a sword, star and maple leaf grace the jet’s tail.
Joining Captain Porteous in the Mach Loop was the CF-18 team’s backup demo jet, as well as their CC-130J Hercules support aircraft. The backup jet even gave spectators a wave on his second pass, rocking side to side between the mountains, while the CC-130J crew got about as low as they possibly could.
Above, watch some stunning footage from YouTuber Elwyn R of all three aircraft in the Mach Loop. The team’s visit was not only their first to the Mach Loop, but was also the first time any F-18 Hornet has ever visited it as well.
Porteous even lit his afterburners on his second pass, and it was glorious (videos from YouTuber Jamie Chadwick).
All total the team is scheduled to perform at 26 air shows this year, and with RIAT now behind them, the team has 16 more, the next of which brings them back home to Canada for the Cold Lake Air Show at RCAF 4 Wing Cold Lake in Alberta, which is the busiest fighter base in Canada, scheduled for July 21-22.
And just like their jet, that air show itself is themed this year to honor the 60th anniversary of NORAD.
Some historical novels about aviation are excellent and some are better left on the shelf. Some of them maintain realistic timelines and technical accuracy while some don’t come close. Your hard-earned entertainment coin deserves to be spent on something you wouldn’t mind reading at least once, doesn’t it? The following books have all been read several times by this particular writer, and they’re all highly recommended without reservation. Not just by this writer either. To the list then, in no particular order:
The Wild Blue was Walter J. Boyne’s first novel. A 23 year US Air Force veteran, Boyne followed it up with more than 50 books and 1000 magazine articles. Boyne is also a former director of the National Air and Space Museum. Boyne teamed with Steven L. Thompson, an accomplished author and also a veteran, to write a book that traces the careers and lives of several main characters through their Air Force careers beginning with the birth of the Air Force itself. The book reads like watching the movie (but not so much the book) Forrest Gump. Historically accurate and intricately detailed, the characters jump off the pages of this one. It’s a little bit long, but it takes a long time to cover that many years. The hardcover edition is 626 pages as published by Random House Publishing August 6th, 1988. ISBN-10: 0517562855. ISBN-13: 978-0517562857.
Set during World War I and portraying three aviators as they fly and fight over the war-torn fields of Europe, Duel was written by three gentlemen who know a thing or two because they’ve seen a thing or two. Jack Woodul and Boom Powell both have decades of military and airline flying experience. Both have also authored previous books. Barrett Tillman is an award-winning and accomplished aviation author, having penned and co-authored nearly 60 titles. Duel Over Douai is immersive, entertaining, and the fun the authors had writing the book comes through the narrative. The hardcover edition is 392 pages as published by Theogony Books May 16th, 2017. ISBN-10: 1942936680. ISBN-13: 978-1942936688.
A former US Air Force navigator-bombardier in B-52G Stratofortresses and FB-111A Aardvarks, Dale Brown has written more than 40 books. Old Dog was his first novel, and he went yard his first time up to the plate. The book features the Megafortress, a heavily modified B-52 tasked with penetrating and attacking a heavily defended target. Suspension of disbelief is not required but helps, although the plot, characters, and the tech all fit together well making the book eminently believable. The Flight of the Old Dog introduces a group of characters Brown has since developed through 22 of his novels. The hardcover edition is 347 pages as published by Harper-Collins 1995. ISBN-10: 026167269X. ISBN-13: 978-0261672697. ASIN: B000XAOOG8.
Ward Carroll was a Radar Intercept Officer (RIO) in F-14s for 20 years. His first novel, Punk’s War, features a young Naval Aviator, callsign Punk, and his more experienced RIO, callsign Spud. These two well-matched and complimentary characters fly the F-14. The book is irreverent and at times a little bit cynical, but very entertaining and guaranteed to have you laughing out loud at times. Carroll also wrote two other Punk novels, Punk’s Fight and Punk’s Wing, along with two additional novels. The hardcover edition is 224 pages as published by Naval Institute Press April 1st, 2001. ISBN-10: 1557502366. ISBN-13: 978-1557502360.
Gerry Carroll was a decorated US Navy pilot who served for 21 years. He wrote three novels, the first of which was North SAR. Carroll might have been another writer who turned out a bunch of great books, but he passed away in 1993. North SAR is set late in the war and focuses on intrepid A-7 Corsair II pilots hitting targets in North Vietnam and getting shot down while heroic Search and Rescue (SAR) helo crews do their level best to pull them out of harm’s way. Carroll’s two other books, No Place to Hide and Ghostrider One, are also excellent reads. The hardcover edition is 320 pages as published by Pocket Books November 1st, 1991. ISBN-10: 0671731823. ISBN-13: 978-0671731823.
Barrett Tillman’s novel about the battles at Midway and Guadalcanal is entertaining and historically accurate, which is no surprise with Mr. Tillman’s work. Douglas SBD Dauntless pilots and Japanese scout plane pilots along with crews and others are portrayed beginning as the battle at Midway is about to commence and then followed through the long slog that was the Guadalcanal experience. The book is immersive and the characters believable. Tillman’s other easily-recommendable novels are excellent too. The hardcover edition is 412 pages as published by Bantam May 1st, 1992. ISBN-10: 0553075284. ISBN-13: 978-0553075281.
Another first novel, Flight of the Intruder portrays a US Navy A-6 Intruder pilot and his struggles with right, wrong, duty, and honor while serving in the Navy during the Vietnam War. Coonts, a former combat A-6 pilot and author of nearly 50 books, did an outstanding job conveying the stress, fatigue, and routine of carrier-based pilots while making the reader laugh and want to scream simultaneously. As with the vast majority of books made into movies, Flight is a far better book than a movie but is still highly entertaining in either form. The hardcover edition is 344 pages as published by Naval Institute Press in 1986. ISBN-10: 1591141273. ISBN-13: 978-1591141273.
That’s the list- or at least a list anyway. Some of these titles are a little long in the tooth, so try Alibris or Abe Books if you can’t get them locally or via Amazon or eBay. Several are available as paperbacks and eBooks too. Of course there are many more titles out there and we want to hear about your favorites. Comment with your recommendations. If they’re legit we’ll include them in the next book piece. Thanks for reading!
The Fastest and Lightest Mustangs Ever Built Never Saw Combat
The genesis of the North American Aviation (NAA) P-51H Mustang can actually be traced back to a series of lightweight P-51-derived development aircraft designated XP-51F, XP-51G, and XP-51J. In 1943 NAA engineers traveled to the UK to collaborate with Supermarine and to incorporate some of the design principles used in the famous Spitfire into a newly-contracted lightweight Mustang.
P-51H prototype. Official NACA/NASA photograph
Not Your Grandfather’s Mustang
The P-51H was not powered by the same sweet-sounding Rolls-Royce or Packard Merlin engine as used in the iconic P-51D. The latest version of the Merlin was the V-1650-9, still a liquid-cooled V-12 but now with automatic boost control and a water injection system. The engine cowling was designed even tighter, resulting in reduced frontal area, which reduced drag.
P-51H prototype. Official NACA/NASA photograph
That Paddle-Bladed H Prop
The Aeroproducts A542-B2 propeller spun by the uprated Merlin engine was often simply dubbed the “H prop.” Spanning 11 feet and one inch, the four-bladed fat-paddled prop was actually lighter than the Aeroproducts A542S mill used to propel the P-51K. The paddle blades were wider overall and nearly uniform in that width all the way out the rounded tips.
P-51H prototype. Official NACA/NASA photograph
Similar But Almost Entirely Different Than the Iconic D-Model
NAA essentially went back to the drawing board with the P-51H. Perform a visual comparison of the P-51H to the P-51D and the aft fuselage shape, the main landing gear doors and the tailwheel location, the reduced vertical stabilizer fillet, and the engine cowling jump right out. However, NAA saved weight in nearly every component used in the P-51H. Parts commonality between the two variants was negligible. The P-51H was actually slightly less than 600 pounds lighter than the P-51D.
Production P-51D (top) and early P-51H with short vertical stabilizer (bottom). Images courtesy NACA/NASA
How to Build a Leaner Warhorse
How? Some of the over-designed and over-built P-51D components were redesigned for use in the P-51H. Some weight was saved in the narrower fuselage structure, and more was saved by integrating the engine mounts into the engine cradle. The P-51H fuselage was actually longer than the P-51D’s by about a foot. The first production P-51Hs did not come with the taller vertical stabilizer added to keep yaw under control, but they were retro-fitted with them and production aircraft received them after the first 20 examples off the production line.
P-51H Mustangs in flight. Official US Air Force photograph
More Deltas
Mechanically, the P-51H also incorporated disk brakes, relocated engine oil cooler and cockpit/canopy, redesigned ammunition doors for the wing-mounted guns, and a smaller 55 gallon capacity fuselage-mounted fuel tank that also helped with yaw control. The tailwheel was located further aft on the P-51H and many examples were equipped with dual dorsal antennae. The alloy used for the outer fuselage skins was thinner than that used on the P-51D. Another visual cue was the shape of the radiator scoop inlet- it was vertical on the P-51H as opposed to angled on the P-51D.
P-51H Mustang. Official US Air Force photograph
There Was a Plan, But the War Got Won
Though the P-51H was first flown during February of 1945 and it was in production before the end of the war, the P-51H never saw combat. A few squadrons in the Pacific received P-51Hs and were preparing for operational missions but the type never saw operational use in combat. Production was slacked off by the end of the war and stopped entirely in November of 1945 after 555 of the over 3,600 P-51Hs ordered had rolled off the line at NAA Inglewood. Had the war dragged on, NAA Dallas would have produced the P-51H under a P-51L designation similar to the way NAA produced the similar P-51B and P-51C in Inglewood and Dallas respectively.
NJ ANG P-51H. Official US Air Force photograph
The Tailhooked Mustang
During August of 1945 the US Navy borrowed another Mustang for carrier suitability trials. During Project Seahorse the previous tailhook-equipped P-51D (44-14017 and designated ETF-51D) was found to lack low speed and high angle of attack directional control- a potentially fatal flaw for aircraft intended for carrier-based operations. When the Navy tried out a P-51H (44-64420) with larger empennage surfaces and increased wingspan, they discovered that the taller vertical stabilizer on the P-51H resolved the directional control issues. However, the war was all but won at that point so there was no further development of a carrier-based Mustang.
MD ANG Guardian Angels in flight. Official US Air Force photograph
P to F and the ANG
In 1948 the designation of the P-51H was changed to F-51H. During 1952 and 1953, the 104th Fighter-Bomber Squadron of the Maryland Air National Guard (ANG) formed an aerial demonstration team called the Guardian Angels. These Guard pilots performed their four-ship shows flying F-51H Mustangs. The Guardian Angels were Team Lead Captain John F. R. Scott Jr., First Lieutenant William Marriott flying right wing, First Lieutenant Malcolm Henry flying left wing, and Captain Jesse D Mitchell Jr. flying the slot position.
P-51H. Official US Air Force photograph
To Korea or Not Korea
Many of the F-51Hs that were completed by war’s end served with Air National Guard squadrons during the late 1940s. When Korea happened the combat-proven F-51Ds and F-51Ks made their way to Korea because they perceived to be stouter against ground fire. During the early 1950s jet-powered fighters became the new standard, forcing the retirement and wholesale replacement of propeller driven fighters. The last F-51H Mustangs were retired from ANG units in 1957. Of course the P-51H was used as the basis for the P-82 Twin Mustang too…but that’s another story.
F-82 Twin Mustang. Official US Air Force photograph
The Essex-class aircraft carrier USS Hancock (CV-19) was conducting flight operations on July 14th 1955 in the Pacific. As he approached the Hancock’s axial deck for recovery, Lieutenant Commander Jay T. Alkire settled in close while drifting left of the center line and was unable to gain sufficient engine thrust to clear the round down at the end of the flight deck- the ramp. Alkire’s aircraft, Vought F7U-3 Cutlass Bureau Number (BuNo) 129595, side number 412, struck the ramp and the jet exploded and disintegrated around him. Burning jet fuel was deposited in the port side deck edge catwalk. This video, uploaded to YouTube by sdasmarchives, includes extensive footage of the mishap. It’s not easy to watch.
Several Cutlass traps are shown, including one barricade engagement which resulted in the collapse of the jet’s port main landing gear on 410. Another F7U-3 (402) loses its starboard main gear wheel. The film of Alkire’s crash begins at 5:46 into the video. At 6:43 in there is footage of the mishap in slow motion shot from the ship’s port side catwalk- the same vantage point as that in the sequence below. The Landing Signal Officer (LSO), Ted Reilly, can clearly be seen running across the aft end of the flight deck in front of the doomed jet.
Official US Navy photographs
Many of the narratives of this mishap claim several members of the deck crew were killed that day. While injuries were definitely suffered by some Hancock crew members, including several in the port side catwalk where the much of the jet’s burned for several minutes, they were all treated by the ship’s medical personnel. The ship’s logs clearly indicate that LCDR Alkire was the only fatality associated with the mishap. LCDR Jay Alkire was VF-124’s executive officer at the time of his death. During this single 1955-1956 deployment aboard the Hancock, VF-124 Stingarees lost 5 of their 16 Cutlass pilots.
F7U-3 Cutlass. Official US Navy photograph
Ironically the carrier was decommissioned after the end of this deployment and became the first Essex-class carrier to receive the full SCB-27C modernization, including the angled deck, mirror landing system, and steam catapults. Had the Hancock been equipped with the angled deck and mirror landing system at the time of Alkire’s recovery the outcome might have been different. Hancock had made seven World War II combat cruises earning four battle stars, and would go on to deploy a total of 16 times before she was decommissioned in January of 1976.
USS Hancock. Official US Navy photograph
During the deployment Carrier Air Group ONE TWO (CVG-12) consisted of VF-121 Pacemakers flying the Grumman F9F-8 Cougar, VF-124 Stingarees flying the Vought F7U-3 Cutlass, VA-125 Rough Raiders flying the Douglas AD-5 and AD-6 Skyraider, VMJ-1 Banshees Detachment One flying McDonnell F2H-2P Banshees, Detachment G of VC-6 Skeeters flying the North American AJ-2 Savage, VC-3 Blue Nemesis Detachment G flying the McDonnell F2H-3 Banshee, VC-61 Eyes of the Fleet Detachment G flying the Grumman F9F-6P Panther, VC-35 Night Hecklers Detachment G flying the Douglas AD-5N Skyraider, and VC-11 Early Elevens Detachment G flying the Douglas AD-5W Skyraider, and HU-1 Pacific Fleet Angels Detachment G flying the Piasecki HUP Retriever helicopter.
The B-66 Helped Define What It Meant to Be a Multi-Role Jet
The Douglas B-66 Destroyer was developed during the early 1950s for the US Air Force as a jet-powered replacement for the World War II-vintage Douglas A-26 Invader, the North American B-45 Tornado, and the Martin B-57 Canberra. Air Force specifications called for the new jet bomber to deliver a 10,000 pound payload (including “special” weapons) with 1,000 nautical mile range.
RB-66B in flight. Official US Air Force photograph
Not an Air Force Whale
Developed from the Douglas A-3 Skywarrior built for the US Navy, the B-66 was originally intended to be essentially an A-3 with only the Navy-specific equipment required for carrier operations, such as folding wings and vertical stabilizer, arresting gear, and catapult bridle hooks, removed from the Air Force B-66. But the Destroyer was eventually modified so many times that by the time the aircraft reached operational status with the Air Force the two jets shared very few common parts and the B-66 outweighed the A-3 by a little bit more than 10,000 pounds.
B-66B in flight. Official US Air Force photograph
The Destroyer Difference
The Air Force requirement for low altitude operations required additional strength in the fuselage and wings. The B-66 wing had a revised layout with increased area yielding greater lift, a thinner cross-section, revised incidence angle, and revised ailerons, spoilers, and flaps.
B-66 hydraulic and fuel systems were revised along with the landing gear, which were equipped with bigger tires for rough field operations. The B-66 nose and canopy were distinctive due to the presence of the ejection seats, a different radar system, and the required larger radar antenna.
RB-66A in flight. Official US Air Force photograph
Could Have Had More Power
The use of Allison J71 turbojet engines and the presence of ejection seats for the crew of three in the B-66 were the two primary operational differences between the two aircraft. The A-3 was powered by Pratt & Whitney J57 turbojets and lacked ejection seats for the crew. Those J71 engines would prove to be the major limiting factor in the operational success of the B-66.
RB-66B in flight. Official US Air Force photograph
RB-66B in flight. Official US Air Force photograph
Engineering to the Rescue
The reconnaissance version of the B-66, designated RB-66A, was actually the first version of the aircraft to go into production and was later produced concurrently with the bomber version of the airframe. The initial five RB-66A aircraft produced by Douglas had so many problems that the Air Force considered cancellation of the program and began a search for a replacement.
Because fixes for most of the issues, such as poor handling, restricted outward vision, malfunctioning landing gear doors, wing vibrations and buffeting, and a propensity for pitching up had been identified, the program was allowed to continue.
RB-66B. Official US Air Force photograph
Multi-Role Before It Was Cool
Like the A-3, the B-66 was adapted for use in multiple roles. The RB-66A and RB-66B were all-weather reconnaissance versions. The B-66B was the straight bomber version, actually developed from the RB-66B. The RB-66C, EB-66C, and EB-66E were all electronic reconnaissance and countermeasures versions with four electronic warfare officers housed in the bomb bay sitting on downward-firing ejection seats added to the crew. The WB-66D was a weather reconnaissance version.
WB-66D in flight. Official US Air Force photograph
For the Rest of the Destroyer Story Bang NEXT PAGE below.
No Other Air Force Tanker Combines the Capabilities of This Heavy Lifter
They say there’s “no kicking *ss without tanker gas.” NKAWTG. With so much churn associated with the development of the Boeing KC-46A Pegasus next generation aerial refueling tanker, we sometimes forget about the most recent adaptation of a commercial aircraft for the military tanker role. The McDonnell Douglas KC-10A Extender is built on the DC-10-30CF convertible passenger and cargo variant of the DC-10. It combines the ability to haul copious amounts of cargo and personnel with high fuel transfer capacity via both boom and probe/drogue. In other words, the KC-10A is one flexible young gas passer.
Official US Air Force photograph
Competition Big and Bigger
The US Air Force took a close look at aerial tanker requirements toward the end of the war in Vietnam and found a need for additional tankers built on wide body platforms allowing higher capacities. In 1975 the Advanced Tanker Cargo Aircraft Program pitted tanker variants of the Lockheed C-5A Galaxy strategic airlifter, the Boeing 747 airliner (designated KC-25), and the Lockheed L-1011 Tristar airliner against the McDonnell Douglas DC-10. The final competition came down to the 747 and the DC-10, with the DC-10 derivative being chosen in 1977 thanks in part to its ability to operate from shorter runways.
Official US Air Force photograph
McDonnell Douglas Got a Head Start on the KC-10
The KC-10A was first flown in 1980, but development of the KC-10 actually began as soon as the DC-10 airliner version entered service in 1971. Two DC-10s were flown to Edwards Air Force Base in California to simulate potential wake turbulence issues that might be experienced during aerial refueling behind a DC-10-derived tanker in 1972. In 1973 the US Air Force conducted Operation Nickel Grass to supply Israel with weapons and supplies during the Yom Kippur War. The operation reinforced the importance of aerial refueling and flexibility of transport aircraft when political considerations prevented landing rights in Europe.
Official US Air Force photograph
How to Build a KC-10A Extender
The modifications required to turn a DC-10-30CF into a KC-10A included removal of airliner-specific equipment, most windows, and lower cargo hold doors. Additions included improved cargo-handling systems such as powered rollers and winches, military avionics, seven fuel cells for transferable fuel located in the cargo holds, tail-mounted Advanced Aerial Refueling System Boom (ARRB), probe/drogue refueling equipment, lighting for night operations, and a boom operator station in the aft fuselage. The last 20 KC-10As built were delivered with additional probe/drogue refueling “pods” mounted near each wingtip.
Official US Navy photograph
Carrying a Big Bag of Gas and a Whole Lot More
The KC-10A’s fuel capacity is 356,000 pounds, which is nearly double that of the Boeing KC-135 Stratotanker. The inclusion of both the boom and probe/drogue refueling systems allows the KC-10A to refuel nearly all US and NATO military aircraft. The KC-10A boom operator controls the ARRB via a digital fly-by-wire system. The versatility of the KC-10A allows it to carry up to 75 people with 146,000 pounds of cargo in a combi configuration or 170,000 pounds of cargo on up to 27 pallets in pure freight configuration. Thrust is supplied by three General Electric CF6-50C2 high-bypass turbofan engines combining to produce more than 150,000 pounds of thrust. The KC-10A’s unrefueled range in 4,400 miles when loaded up, and it is equipped with an inflight refueling receptacle in order to receive fuel.
Official US Air Force photograph
For More Extender (and a bonus video) Bang NEXT PAGE Below
You (Might Not) Know These Fascinating Facts About the P-61
The distinctive Northrop P-61 Black Widow was the first operational American warplane designed from the ground up to be utilized as a night fighter and to be equipped with radar in a nose-mounted configuration. However, the aircraft was actually first conceived in 1940 as an answer to a plea from the Royal Air Force for an effective night fighter to combat the Luftwaffe running rampant over England by night.
P-61A (background) flying with a Douglas P-70 (foreground). Official US Air Force photograph
Firepower Built In
Black Widows were originally armed with four forward-firing Hispano M-2 20 millimeter cannons mounted in the lower central fuselage and four Browning M2 .50 caliber machine guns mounted in a remotely controlled central dorsal turret similar to those found on the Boeing B-29 Superfortress. In fact some P-61s did not receive their dorsal turrets because they were diverted to B-29 production.
Official US Air Force photograph
Getting It Right Took Time
The design and evaluation process went through several armament location configurations before settling on the final production setup. The dorsal turret could be aimed and fired by the gunner or the radar operator. Because the turret caused buffeting of the tail control surfaces, in actual squadron use many Black Widows had their dorsal turrets removed. Some were removed to save weight and add fuel.
P-61B. Official US Air Force photograph
Size Matters
The P-61 was a very large aircraft- at more than 45 feet long and with a 66 foot wingspan, tilting the scales at more than 22,000 pounds empty, the Black Widow was far larger than any other fighter aircraft to enter Allied service and nearly as large as the medium bombers then in service.
P-61B. Official US Air Force photograph
The Photo Flash
The F-15A Reporter was an unarmed photo reconnaissance version of the P-61C. A distinctive bubble canopy replaced the stepped up birdcage arrangement found on the P-61. Uprated Pratt & Whitney R-2800 Double Wasp engines turning paddle-bladed propellers powered the F-15A.
F-15 Reporter. Official US Air Force photograph
Wait…a Marine Corps Black Widow?
The Marine Corps intended to use the P-61 but backed out and chose the Grumman F7F Tigercatinstead. That didn’t stop the Marines from using about a dozen P-61s (designated as F2T-1N) as radar trainer airframes for a couple of years until Tigercats became available to them in quantity.
P-61B. Official US Air Force photograph
Aces and the Competition
After much back and forth with the RAF and comparisons between the P-61 and the de Havilland Mosquito Mk XVII night fighter variant, P-61s began flying operational missions in the European Theater of Operations (ETO) on July 15th 1944. The first Black Widow to score an aerial victory was a 422nd Night Fighter Squadron (NFS) Green Bats P-61 which shot down a German V-1 buzz bomb. Three ETO crews achieved ace status in P-61s.
P-61s wearing invasion stripes after D-Day. Official US Air Force photograph
For the Rest of the Black Widow Story Bang NEXT PAGE Below.
The crash of a lone Air Force Thunderbirds jet returning from a flight in June 2017 left its pilot more severely injured than previously reported as the organization on Wednesday detailed his courageous recovery and his return to flight.
In an emotional and personal video narrative produced by the Thunderbirds, Major Erik “Speedy” Gonsalves discusses candid new details of the crash which nearly killed him, and his long journey to walking again and returning to his love of flight.
Then-Capt. “Speedy” Gonsalves, who served as the Thunderbirds narrator and advanced pilot, was critically injured during landing in inclement weather following an informal familiarization flight with TSgt. Kenneth Cordova, a tactical aircraft maintainer, aboard the F-16D Fighting Falcon. Cordova, who only received minor injuries, was released from the hospital the next day while Gonsalves faced three life saving surgeries and recovery for several weeks.
The aftermath of the June 2017 crash of Thunderbird 8 jet at Dayton Airport. (USAF)
As rain and wind gusts erupted over the runway at Dayton International Airport on June 23, 2017, firefighters from Dayton and nearby Wright Patterson AFB, and airport emergency personnel worked for nearly two hours to release the trapped crew members who sat upside down — their ejection seats still armed.
In a video statement, Major Gonsalves said the weather at crash time and during the rescue was “some of the worst weather Dayton had seen in its history”. As the jet aircraft was landing in rain driven, overcast conditions with low visibility at 12:20 p.m., it flipped upside down and crashed.
“After the accident that happened, the first person I saw was our maintenance officer Thunderbird 11 Major Smith and Sr MSgt Trip Holden — the first two guys on the scene — followed shortly there after by the Dayton Fire Rescue, and 30 minutes later rescue the Wright Patt Fire Rescue Crash Rescue guys came over,” he said. “I credit those guys with saving my life and saving Ken’s life.”
The crash left Gonsalves with two broken ribs; two fractures of his left leg; internal bleeding; his right ankle was severely fractured, and a torn patella tendon, the Thunderbirds announced on Wednesday. “Every morning when I get up, I look at my scars,” Gonsalves began in a somber tone. “At the six-inch incision over my ribs where they removed a piece of metal that nearly took my life. At the slice down my lat(eral) where the doctor went in to stop me from drowning in my own blood.”
“Immediately up to surgery and I had three surgeries (at Miami Valley Hospital) and I had some of the best surgeons in the world operating on me and they saved my life,” Maj. Gonsalves said. In the days following the life saving care, Speedy began to understand he was in for a long recovery period.
Gonsalves looked toward positive goals — small at first such as walking — to resume flying again. As he worked toward recovery, he pushed himself with the power of positive thinking to achieve these goals beginning with walking again.
Gonsalves, who left the Thunderbirds in March 2018 to transfer to Davis-Montham AFB, AZ, is now taking an active role as he returns to piloting the A-10C Thunderbolt II, aka the Warthog.
Air Force Major Erik Gonsalves sits poised aboard a A-10C Thunderbolt II in 2016. (USAF)
“The power of positive thinking and having a positive mental attitude going forward is so crucial, but its not something you can do alone,” he said. “I would stress to people out there whether you’re struggling with something physically or mentally is that you need help from others and you need a support structure.”
(Charles Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Colin Kelly’s Mission Came at a Time When America Sorely Needed Heroes to Celebrate
During some of America’s darkest days at the beginning of World War II, the country thirsted for heroes. The news coming from war zones was consistently bad. Japan was gobbling up American and British territory and sinking ships all over the Pacific. When the Philippines came under attack on December 8th, the American garrison knew they faced long odds. One of the first heroes, indeed many say the first hero, of the war against Japan was Captain Colin Kelly.
Colin Kelly pictured in flight school. Official US Air Force photograph
In the Right Place to Make History
Colin Purdie Kelly Jr. was born in Madison, east of Tallahassee in Florida on July 11th 1915. Kelly graduated from high school in Madison in 1933 and then attended the United States Military Academy at West Point, graduating in the Class of 1937. After learning to fly at Randolph Field in Texas, Kelly then became a B-17 Flying Fortress pilot in The US Army Air Corps. Kelly flew B-17Bs from March Field stateside before transferring to Hawaii and then the Philippines. He was assigned to the 14th Bombardment Squadron (BS) of the 19th Bombardment Group (BG) based at Clark Field. The 19th BG was equipped with a mixture of B-17Cs and similar B-17Ds.
Boeing B-17Bs at March Field. Official US Air Force photograph
Putting the Pieces Back Together
The initial Japanese attack on Clark Field devastated the Flying Fortresses, destroying or heavily damaging all but one of the 19 B-17s at Clark. Ground crews worked feverishly to put as many of the damaged aircraft back in service as possible. They were able to reanimate three or four aircraft from the wrecked and damaged Flying Forts. Reconnaissance missions began soon after the aircraft were placed back in service.
B-17D bombing up at Clark Field. Official US Air Force photograph
The Attackers and the Attacked
On December 10th 1941 five of the Group’s B-17s were sent to attack a Japanese convoy- the first bombardment mission of World War II. The B-17s bombed from high altitude, recording damage to some of the transports. Later that day Captain Kelly, flying B-17C serial number 40-2045 alone and without fighter escort, attacked what his crew believed at the time was the battleship IJN Haruna but was likely the cruiser IJN Natori instead. The Japanese destroyer IJN Harukaze was also damaged by a near miss. During the return flight back to Clark, Kelly’s B-17 was savagely attacked by Japanese Zero fighters.
B-17C in flight. Official US Air Force photograph
Saving His Crew Cost Him His Life
Sergeant William Delahanty was killed during the first attack. A second attack set the bomber ablaze. Kelly ordered his crew to bail out of the stricken bomber and continued to try and bring the aircraft back to Clark Field. Not long after the crew bailed out the B-17C exploded, killing Kelly. The wreckage of the aircraft came down about three miles east of the field. The bodies of Kelly and Delahanty were found in the wreckage. The rest of Kelly’s crew survived the mission.
B-17D in flight. Official US Air Force photograph
The Right Hero at the Right Time
Kelly’s feat of heroism was the kind of story the American people needed to embrace, and embrace it they did. For his extraordinary heroism and selfless bravery, Captain Colin P. Kelly Jr. was posthumously awarded the Distinguished Service Cross. Kelly had been awarded the Distinguished Flying Cross for successfully flying his B-17 10,000 miles across the Pacific to the Philippines before the war began. At first it was reported he would be awarded the Medal of Honor, but he was not so awarded. A World War II Liberty class transport ship was named after him. Streets and schools all over the country have been named after him.
B-17C. Official US Air Force photograph
The Father’s Son Carries On
Kelly’s B-17C was the first B-17 lost in aerial combat during World War II. In 1959 Kelly’s son Colin P. Kelly III was appointed to West Point by President Eisenhower, honoring a wartime request by President Franklin Roosevelt. Kelly III graduated West Point with the Class of 1963 and served as an Army chaplain. America’s first World War II hero- Captain Colin P. Kelly Jr.
On Tuesday July 10th 2018 Airbus debuted their Airbus A220-100 and A220-300, formerly known as the Bombardier C series CS100 and CS300 respectively, at a ceremony held at the company’s Henri-Ziegler Delivery Centre, near Toulouse in France. Today both of the jets are being built at the Bombardier-Airbus facility in Quebec, Canada.
Image courtesy Airbus
These aren’t really new jets. The 100 to 133 seat CS100 was type-certified in December of 2015 and has been in service since July of 2016. The 130 to 160 seat CS300 was type-certified in July of 2016 and entered service in December of 2016. Both aircraft have been well received by crews and passengers, but it took some time to get them off the ground. A total of 402 C Series jets have been ordered so far.
Image courtesy Airbus
The Bombardier C Series program began in 2004. The initial $2 billion estimate for development cost of the aircraft turned out to be less than one third of the eventual program costs. Sales were slow even though the CS100 and CS300 were more economical than other aircraft in their classes. Delta airlines ordered 75 CS100s but Boeing went to the US Department of Commerce and filed a trade complaint against the deal. Tariffs of nearly 300% put the future of the C Series in jeopardy.
Image courtesy Airbus
When Airbus agreed to acquire a 50.01% share of the C Series program and to build a second production line in Alabama to open in 2020, the tariffs were lifted. Now that Airbus has added their branding to the jets and they are touting their fuel efficiency, long range, high degree of parts commonality between the two variants, and quick turnaround times, many in the industry believe it is now only a matter of time before sales of the A220-100 and A220-300 truly take off.
Image courtesy DeltaHub
With the recent announcement that Boeing and Embraer have entered a joint venture to operate Embraer’s commercial division with 80% held by Boeing and 20% held by Embraer, today’s announcement is fortuitously timed. With the Farnborough International Airshow 2018 right around the corner, Airbus no doubt wants to sign (and announce) as many orders for the A220 series as possible.
Image courtesy Airbus
Airbus commentary at today’s event:
“Everyone at Airbus has been looking forward to this historic moment. Today, we are thrilled to welcome the A220 to the Airbus family and are honored to see it wearing its new Airbus colors for the first time,” said Guillaume Faury, Airbus President Commercial Aircraft. “I pay tribute to all the women and men at Bombardier and the supply chain who have strived over the past years to bring this fantastic aircraft to the world. The A220 now enters a new phase in its career with all Airbus’ resources behind it to further its commercial success worldwide.”
Image courtesy Airbus
Eric Schulz, Airbus Chief Commercial Officer, added: “We are enthusiastic about selling the A220 thanks in particular to its technology which gives it a decisive edge in a very competitive market. I have received a lot of positive feedback from customers regarding the aircraft’s outstanding passenger experience, its lower fuel burn, lower weight and quieter engines. All these reasons contribute to my optimism that Airbus will support to make the A220 a great commercial success.”
The news that Southwest Airlines is removing peanuts from their inflight snack offerings beginning August 1st 2018 has been greeted with some degree of nostalgic wistfulness, but the iconic (at least for Southwest) snack, once associated with one of the airline’s first and most ubiquitous marketing campaigns, can be and has been a hazard for those with peanut allergies in a closed environment like the cabin of a 737.
It’s possible that the move was finally pushed from concept into policy because a nine year old boy with very severe class six peanut allergies suffered a severe reaction to the peanuts being served aboard a flight from Atlanta to Houston. The boy’s family claims they made Southwest aware of his condition prior to boarding the flight. The boy was treated with an epinephrine pen and fortunately he recovered without complications.
After the boy’s allergic reaction aboard the flight, Southwest’s comments mirrored the company’s policies at the time:
“Southwest Airlines is unable to guarantee a peanut-free or allergen-free flight. We have procedures in place to assist our Customers with severe allergies to peanut dust and will make every attempt not to serve packaged peanuts on the aircraft when our Customers alert us of their allergy to peanut dust.”
Image courtesy Southwest Airlines
Southwest’s more recent comments about the decision to remove peanuts from their snack offerings:
“Peanuts forever will be part of Southwest’s history and DNA. However, to ensure the best on-board experience for everyone, including customers with peanut-related allergies, we’ve made the difficult decision to discontinue serving peanuts on all flights beginning August 1.
We hope that our free pretzels (and our wonderful portfolio of free snacks on longer flights) served along with our legendary Southwest Hospitality will please customers who might be nostalgic or sad to see peanuts go. Our ultimate goal is to create an environment where all customers—including those with peanut-related allergies—feel safe and welcome on every Southwest flight.”
Other airlines have removed peanuts from their inflight offerings. Delta recently shifted their available nut choice from peanuts to almonds. Despite the nostalgic appeal of peanuts for their passengers, Southwest’s decision to remove peanuts from their inflight offerings was the right thing to do.
PENSACOLA, Fla. — The tranquility of Florida’s Emerald Coast will awaken this week as the Blue Angels take to the skies above the warm Gulf waters to perform a specialized air show for beach goers during the Red, White, and Blues week.
Top civilian aerobatics will join with the Navy’s elite flight demonstration squadron’s six Blue and Gold F/A-18C Hornets for a first class air show on Saturday. The Blue’s newly minted C-130 transport aircraft, nicknamed Fat Albert, is expected to return to flight duty following a year long absence to perform over the coast piloted by an all-Marine crew.
The Blue Angels popular C-130 aircraft, Fat Albert, is expected to perform at Pensacola Beach Week. (US Navy)
Supporting newly added propellers and an upgraded avionics system, the hulking four-engine aircraft will make several low passes and high inclination climbs near show center at Pensacola’s Casino Beach. The jets will then perform a nearly forty-minute demonstration fifteen minutes later. Watch for the famous sneak pass by Angels 5 and 6 as they scream low overhead from behind the crowd during their demo.
“There is simply just something extra special about watching your hometown heroes perform over the most beautiful place in the world, Pensacola Beach,” said Robbie Schrock, Director of Administration with Santa Rosa Island Authority, on Monday. It doesn’t matter how many times I have seen them perform, I literally still get chills watching them. They sure know how to thrill the crowds.”
The Blues front office explains that the aerodynamic box is from the beach line and out over the waters, and that swimmers will need to exit the Gulf waters prior to the start of the performances. A black and white boat anchored one-half mile off the coast, and near the great pier. will serve as the air show’s center point for the pilots.
Pensacola officials ask visitors to arrive early for Saturday’s Red, White, and Blues. (Charles Atkeison)
Visitors to Casino Beach can have Breakfast with the Blues as the squadron arrives over the area at 8 a.m. on Wednesday. The six aircraft will perform circle and arrival maneuvers to refamiliarize with the area to ensure no new cranes or large structures have gone up recently.
The Blue Angels will then practice over the beach line on Thursday at 2 p.m., followed by a complete dress rehersal with each of Satursday’s air show aerobatic performers and close out with the Blues. Top aerobatic pilots Gary Ward, Skip Stewart, Kevin Coleman, and more will perform prior to the Blues beginning at noon.
Stewart’s modified Pitts bi-plane named Promytheus will streak black and red across the summer sky as he pushes his aircraft up to 400 horse power performing loops and high speed passes. Ward’s green and purple MX2 monoplane will perform several loops, climbs and dives during the show.
Pilot Kevin Coleman’s yellow Extra 300SHP aircraft will approach over the emerald waters as he begins with a fast pass. Cole finished in first place during the 2016 Challenger Cup Red Bull Air Race.
Mrs. Schrock suggests to arrive on the beach early on Friday and Saturday as area officials expect some of the largest crowds ever on Pensacola Beach. The Pensacola Trolly will increase it’s free service from the mainland over to the beach from 7 a.m. to dark on Friday and Saturday.
“If you ever have the opportunity to watch the Blue Angels over Pensacola Beach, I can assure you it will be your new favorite holiday,” Schrock added with a nod and a smile.
(Charles A. Atkeison reports on aerospace and science. Follow his updates on social media via @Military_Flight.)
