A Douglas A-26 Invader made an emergency landing today at Oshkosh, WI during the annual EAA Fly-In. The aircraft in today’s incident is registered as N99420 and was nicknamed the “Silver Dragon”. According to AirshowStuff, the crew “had already executed a go around after hearing a pop while cycling the gear, and orbited to troubleshoot the problem. Eventually the decision was made to land on runway 36.” Upon landing, the nose gear collapsed and the warbird skidded to a stop. No one was injured in the landing.
The A-26 Invader first flew back in 1942. The type flew missions in World War II, Korea, and Vietnam before being retired in 1969.
A discussion recent occurred that raised the question about the future of Boeing; if the character of the company has changed over the years, and if so, what is the outlook for the future of Boeing?
First, the question did not come up among recognized, vetted aerospace industry analysts, but among reasonably well experienced and well-read aviation enthusiasts. The following is a three-part armchair analysis of Boeing’s past and present business model and business pursuits followed by a look into the future based on trends in relevant and emerging markets and trends within Boeing. You can read part 1 here.
Part 2: 1966-Present – The Jet Age
A comprehensive discussion of the Boeing Company from 1960 on would have to include its expansion into areas including rocket boosters, satellites, non-aviation weapons systems, hydrofoil vessels, light-rail rapid transit cars, and information (advanced computing) technology systems. And while these areas have had significant impacts on Boeings overall financial picture, this article is limited primarily to their aircraft business.
On, July 16th 2016, The Boeing Company celebrated its 100th anniversary. The second half of this century of aviation has been characterized by growth and diversification through sales, acquisitions and mergers as well as increased competition. The construction of the Model 367-80—the “Dash 80” and the prototype for the KC-135 and Boeing 707—was the beginning of its commercial jetliner business that continues today. But, Boeing would also face stiff competition from Convair (880 and 990), Douglas (DC-8, DC-9 and DC-10), and Lockheed (L1011) and later, Airbus.
To trace the progression of Boeing aircraft programs, it easiest to simply step through the progression of models beginning with the 707.
The Dash 80, KC-135 and 707
The Dash 80 launched Boeing’s modern era of jet transport business. The first production derivative of the Dash 80 was the Air Force’s KC-135 Stratotanker aerial refueling aircraft. The KC-135 has been in continuous service since 1957, and it is predicted that the aircraft could continue in service until 2040. A total production of 803 aircraft ended in 1965. The current fleet has been through several life-extension upgrades including new high-bypass turbofan engines.
A re-engined KC-135 refueling an F-15 fighter. (US Air Force Photo)
The 707 was introduced to airline travelers by Pan American World Airways (Pan Am) on December 20, 1957. The 707 remained in production nearly 25 years, until 1979, with a total production of 1010 aircraft. Like almost all Boeing airliners, each mark came in several versions to meet specific needs, or were upgraded as new technologies became available during production. In1959, Boeing introduced the shortened fuselage 707-138 long-range jet and the stretched, higher passenger capacity 707-320.
From 1968 to 1970, Boeing experienced a slump in demand and sales after the end of the Viet Nam War military spending, a general economic recession, a year without any aircraft orders, and their $2 billion debt to start up 747 production. This resulted in massive layoffs within the commercial aircraft group. After the Boeing 747 roll-out in 1970, Boeing’s orders began to grow again.
Pan Am 707 (Public Domain, Wikipedia)
Boeing 717
The narrow-bodied, single aisle Boeing 717 is one of two aircraft adopted as a result of the merger of Boeing and McDonnell Douglas. The aircraft was originally designed as the MD-95, a follow-on to the DC-9 series. The new Boeing Company produced 156 more 717s to fill orders McDonnell Douglas had booked prior to the merger. The 717 entered service in 1999 and production ended in 2006.
Boeing 727
The Boeing 727 was Boeings initial design to fill the demand for short and medium length routes. The cross section of the upper fuselage and cockpit of the aircraft are essentially identical to the 707. It was powered by three engines mounted on the aft of the fuselage. This aircraft spanned several operational requirements. Airlines operating out of high-altitude airports wanted more power than just two engines. Twin-engine aircraft were not permitted to operate off-shore more than 60 minutes distant from a suitable airport. Other short-haul carries found the aircraft suitable for use into smaller airports with relatively short runways.
From 1962 through 1984. Boeing produced 1832 727s in several variants. It is reported that as of 2013, as many as 109 727s were still in passenger service. Most of these aircraft have been re-engined and modified with hush kits to meet noise restriction limits.
The 727 was heavily produced into the 1970s with the last aircraft rolling off the line in the early 1980s.
Boeing 727 (Photo by Jim Mumaw)
The Boeing 737
In 1967, Boeing introduced what has become the best-selling airliner in history—the short-and medium-range, twin-engine 737. The 737, which has progressed from the series 100 through 900, and continues in production today. The 737NG (Next Generation) includes the 600/700/800/900 series. The current aircraft have matured with advanced and improved engines, an upgraded “glass cockpit,” and aerodynamics. For example, the winglets, the vertical extensions on the wingtips, first appeared in early the 2000s. By reducing drag-producing vortices at the wing tips, winglets can improve fuel efficiency two to three percent, saving airlines millions of dollars in fuel cost annually.
In 1973, the Boeing delivered 19 737s, designated T-43, to the Air Force to be used as navigator training platforms. Several of these were later converted to personnel transports.
737NG aircraft will have increased seating, further reduce fuel consumption and increase range, and upgrade the aircraft with advanced technologies such as glass cockpits. The 737 remains in production as of 2016.
A 737 with blended winglets. The 737 did not have winglets for the first 30 years of production. (Photo by Jim Mumaw)
Boeing 747
Boeing announced plans to build the 747 in 1967, secured $2 Billion in financing and immediately began to build the world’s largest production plant in Everett, Washington. The first flight of the 747 occurred two years later in 1969
The first 747, a four-engine long-range airliner, flew its first commercial flight with Pan Am in January 1970. The 747 changed the airline industry, providing much greater passenger capacity than any other airliner in production. Still in production in 1916, Boeing has delivered at least 1,500 747s in several variants. Like the 737, the 747 has undergone continuous improvements to keep it technologically up-to-date. Larger versions have also been developed by stretching the upper deck. The newest version of the 747-8 is in production as of 2015.
In 1996, President Ronald Reagan ordered two 747-200s to serve as presidential aircraft. Given the governmental designation of VC-25, with tail numbers 28000 and 29000. The aircraft entered service in August 1990.
SAM 28000, “Air Force One” when the President is on board, is one of the two VC-25s (747-200s) presidential aircraft. (U.S. Navy photo by Photographer’s Mate 2nd Class Daniel J. McLain)
Boeing 757
The Boeing 757 was designed to take advantage of the latest in technologies, including a glass cockpit, and certification of a flight crew of two pilots (no flight engineer). It is Boeing’s largest narrow-body single-aisle passenger aircraft. Produced from 1981 to 2004, it was introduced to replace the market niche of the smaller 727. Depending on the model and the interior layout, it could carry 200 to 295 passengers over distances of 3,600 to 4,700 miles. It should be noted that the 757 was developed concurrently with the 767. Because of many shared features and performance characteristics, pilots are permitted to get a common type rating to operate both aircraft.
The stretched 757-300 is the longest narrow-body twinjet ever produced. It began service in 1999. In addition to commercial passenger and freight service, the US Air Force purchased eight (as C-32s) aircraft for military passenger transport. Passenger 757-200s have been modified to special freighter (SF) specification for cargo use. A total of 1050 757s were built.
The C-32 (757). (Photo Public domain)
Boeing 767
The wide-bodied sibling to the 757, the Boeing 767 is a mid- to large-size, twin-engine, wide-bodied airliner. It has a glass cockpit similar to the 757. The 767 has seating capacity for 181 to 375.
The 767 is produced in several models of varying lengths: the first 767-200 entered service in 1982, followed by the 767-300 in 1986 and the 767-400ER, an extended-range (ER) variant, in 2000. Production began in 1981 and it is still in production. As of 2016, 1085 had been built, including the military KC-767 aerial tanker and VIP transports.
Boeing 767-200 (Photo by Jim Mumaw)
Boeing 777
The Boeing 777 is a series of long range wide-bodied, twin-engine aircraft capable of carrying 314 to 451 passengers. It is the world’s largest twin-engine airliner and it has surpassed the 747 as Boeing’s most profitable commercial aircraft.
The design of the aircraft was a collaborative effort between Boeing and eight major airlines. Its target market is to replace older wide-bodied aircraft and provide an intermediate passenger capacity between the 767 and the 747. It also incorporates fly-by-wire computer-moderated flight controls.
The 777 entered commercial service in 1995. Follow-on variants increased emphasis on range with the 777ER extended range and the 777LR long range versions. Boeing recently announced plans for the 777X. These will be 777-800 and 777-900 models that will incorporate next generation engines and composite wings. The projected roll-out date for the 777X is 2020.
Boeing 777-200 (N7771) flying above the clouds. Source The Boeing Company (licensed under Creative Commons)
787 Dreamliner
Boeing has constantly been on the leading edge of aircraft design and technology, and the 787 took the next logical step. First rolled out in 2007, the aircraft’s fuselage is largely a composite structure. Designed as a long-range, mid-sized wide-bodied aircraft, it is capable of carrying 240 to 335 passengers. The aircraft shares a type-rating with the 777, allowing pilots type rated in one to fly both aircraft.
The 787 got off to a rocky start. There were multiple delays during development relating manufacturing process for the composite structure of the fuselage. Once in service, the aircraft were ground due to several onboard fires associated with the lithium batteries. The aircraft remained grounded until the FAA approved a revised design.
First flight of the aircraft was in 2009 and 431 787 aircraft have been produced as of mid-2016.
First flight of the 787. (Wikipedia)
Noteworthy Boeing Military Aircraft
The other aircraft that Boeing adopted due to the merger with McDonnell-Douglas was the C-17 Globemaster III.
The C-17 was developed to replace the 1960s era Air Force C-141 Starlifter transport. By the time the merger was complete, most of the US Air Force aircraft had been delivered, but Boeing finished out the production of international aircraft, and the aircraft is now referred to as the Boeing C-17.
The Boeing 707 also served as the starting airframe for the US Navy’s TACAMO (TAke Charge And Move Out) airborne command post designated the E-6 Mercury. The E-6 Mercury (formerly E-6 Hermes) is an airborne command post and communications platform. The E-6B replaced Air Force EC-135 airborne command posts assigned to “Looking Glass” duties. Introduced in 1989, Boeing delivered 16 of the aircraft.
A U.S. Navy Boeing E-6 Mercury airborne command post. (US Navy Photo)
End Note
This is the second part of a three-part series looking at the history, fortunes, and misfortunes of the Boeing Company (formerly the Boeing Aircraft Company). Part Three will look at Boeing’s other business units and enterprises and conclude with an armchair look into the future for Boeing.
Very tense situation recently in Istanbul during the military coup. This was recently recorded from Istanbul ATC from aircraft attempting to depart on their scheduled air service.
Normally, engine start clearance, permission to push back from the gate, as well as taxi clearance are granted once that aircraft’s flight plan has been verified in the ATC national system. Once the coup began, all flights were in effect grounded, by order of the Turkish military. Not having access to real time information, the local controllers were unable to provide an estimate on the ground stop—leading to consternation from the affected flight crews.
Airlines are required to provide a certain level of service, depending on their respective contract of carriage—in effect, this spells out how long a plane may sit on the ramp, away from the jetway, before departing. If a carrier is both unable to depart, and unable to reach a jetway to allow passengers the opportunity to disembark, there are serious consequences as laid out by the flag carrier’s laws.
At one point, the exasperated controller allows an aircraft to push and takeoff under its own discretion. She did not know how long the situation would persist.
There are severe consequences for aircraft violating flight restricted operating areas. For instance, in the US, operating an aircraft in a TFR (Temporary Flight Restriction) area can range from administrative consequences to the pilot, being escorted by military aircraft out of the area, or in the worst scenario, being shot down. During the coup, the situation was so unstable that no one knew what to do. Taking off without permission could result in being shot down while staying on the ground during military action could be equally as dangerous.
Thanks to VASAviation for the recording that was posted on YouTube.
An American Airlines 727-200 will soon take to the skies again. We sit down with the man who is bringing this jet back to life.
Avgeekery sat down with John Roper, the man who is leading the charge to bring an American Airlines Boeing 727-223 back to life. The aircraft is currently at the Boeing Frontiers of Flight Museum. He is working to return the aircraft to flying condition and fly her to the Airline History Museum in Kansas City, Missouri. Here’s what we learned about John and quest to save the Jurassic Jet:
1.) Tell me about your organization and your background?
“The Airline History Museum has been around for almost 30 years now. It started back in 1986 with the acquisition of a Lockheed Constellation and return to flight. We now have a 30,000 sq foot hanger and 250,000 ft of ramp space.”
“The goal Airline History’s Museum is to capture the airline history specifically with a focus on aviation in Kansas City with the development of the B-25. We also have a TWA DC-3, a Martin 404, an L-1011, DC-8, Northrup Delta, and Falcon 20 that was once owned by Ewing Kauffman, the former owner of the KC Royals”
“The goal is to get the Constellation, the Martin 404, and the DC-3 on the airshow circuit to capture the vintage age of aviation. We want it to be a Grassroots tour.”
2.) What made you an AvGeek?
“I love it all, I’m an avgeek for sure. I love the maintaining, the flying, and the engineering sides of aviation.”
Aviation has always been in John’s blood. “Way back when before I was born. My mother was 19 and wanted to take flying lessons and that’s how she met her husband, he was her instructor. They fell in love and the rest is history.”
3) Switching gears, tell me about your quest to add additional vintage airliners to your fleet. How did you find out about this particular 727?
“It was really dumb luck. One of our members who works for UPS was up at Boeing Field. He went to the museum and heard that the American 727-200 was about to be scrapped by the museum because the museum had recently secured the original 727. The American 727-200 was no longer needed for their collection.”
The Museum of Flight owned it after AA donated it to the museum with all the records complete 13 years ago. The aircraft was in such good shape and the records were complete, so we accepted the donation from the Museum of Flight.”
4) What makes this 727 such a unique find?
“We really liked this one. First of all, it’s American Airlines. Being from Kansas City, it shares history with TWA. It flew with AA for 25 years, it has a complete interior. It has all the records. The jet was well kept with only one owner. Everything works…from the instruments to coffee pots, even 13 years after it last flew. American dropped off a complete airplane.”
5) Are they going to allow you to keep the airplane branded?
“We have reached out to AA and they have not discouraged us to keep everything as is and let us fly with the American branding. We hope AA will get more involved with us on this. We’ve got new stickers coming, we’re going to freshen up the livery, polish it out, put all new decals on it, and make it look shiny and new.”
6) What are your biggest challenges that you are facing with this particular jet?
“It’s really just going through the paperwork and taking care of all the miscellaneous issues there. The engines and the fuel tanks were my #1 concern, but they are in great shape. Once we crossed that hurdle, I knew we would be able to get this jet back in the air.”
7) What is the vision for this beautiful Boeing?
“The short term vision is to get it back to Kansas City and get it on display. We’re working with the local maintenance school and let them get some live activity on a transport category airplane. They can learn about the systems and potentially work with us to get the jet back into top shape. We also want to get HS kids on the plane to teach them about aviation.”
“Long term, we want to get it flying again on a regular basis.. However, we have a short window to make this happen. Realistically, the airplane has another 10-15 years max that it can fly. While the plane is well built, we know that parts will become very scarce and probably cost prohibitive down the line to keep the jet operational.”
8) Knowing that it’s expensive to get a dormant 727 back in the skies, have you set a budget yet?
“Not yet. We’ve got to get it back to Kansas City and talk to our local FAA reps. The first thing will be putting together an approved maintenance program and figure out exactly what it will take to get the airplane up to date and airworthy. We’re going to do it right even if it takes longer than we’d like.”
9) How can fellow Avgeeks get involved and help?
“While the jet is in Seattle, we’re trying to get out and get some work days on it and get Avgeeks involved. The plan right now is to fly it to Everett first where the future flight museum up there wants to use the aircraft for a series of events. We’ll be asking the AvGeek community to come out and help polish and do all the final preparations before the aircraft heads to Kansas City. Once it gets to KC, we’re going to be reaching out the all the Avgeeks in the Midwest area to help become caretakers for the aircraft. Support us on social media by following us on Facebook. Last, if you can’t help physically you can help us financially through our website here.
Thanks to John for the interview. Keep checking back at Avgeekery. We plan to announce additional collaborations with the Airline History Museum soon!
Bird strikes on aircraft are never a good thing. According to the Bird Strike Committee, bird strikes cause an estimated $900 million dollars in damage each year. They have claimed over 250 lives since 1988. They also famously forced a US Airways A320 to ditch in the Hudson River after a dual engine bird strike turned the jet into a glider back in 2009.
This video above shows what a bird strike looks like from the cockpit of an Airbus A320. While startling and distracting, the bird does not appear to cause any visible damage to the aircraft or systems. The plane lands normally seconds later at Kiev, Ukraine. Cockpit windows are built to be able to withstand bird strikes because they are manufactured with multiple laminated layers that make them very resilient to birds, even at high speeds. While windscreens are very strong, there are many cases where large birds at high speeds have overpowered the windscreen and cracked it. In some rare cases, some large birds have even penetrated the cockpit as the windscreen failed.
At low altitudes, certain aircraft are actually limited to a lower max speed with the windscreen being the limiting factor due to a bird strike. Additionally, most aircraft and airliners operate with automatically heated windscreens or have a procedure to keep low windshield heat on during flight to prevent a cold soaked windscreen on approach. A brittle and cold windscreen lowers the strength of the windscreen and therefore its ability to absorb an impact.
Boeing is in the midst of celebrating it’s 100th anniversary this month. Way back in 1916, a man named William Boeing launched the Pacific Aero Products company. A year later, he renamed it Boeing Company. The rest as they say is history.
Last week, Boeing hosted the Centennial Projection Spectacular that used projection effects to tell the story of Boeing. The projection on the 747 is absolutely stunning. The video is a little long (26 minutes) but is worth watching in its entirety if you consider yourself a true avgeek.
Avgeekery.com is profiling Boeing this week as it celebrates 100 years of aviation. You can read part one of our profile here.
A discussion recent occurred that raised the question about the future of Boeing; if the character of the company has changed over the years, and if so, what is the outlook for the future of Boeing?
First, the question did not come up among recognized, vetted aerospace industry analysts, but among reasonably well experienced and well-read aviation enthusiasts. The following is a three-part arm-chair analysis of Boeing’s past and present business model and business pursuits followed by a look into the future based on trends in relevant and emerging markets and trends within Boeing.
Over the next week, Avgeekery will take a look at Boeing’s past, where it is today and what’s to come for this aerospace giant.
Boeing – The First Fifty Years (1916 – 1966)
Launched by William Boeing in 1916 as the Pacific Aero Products Company, Boeing changed the name to the Boeing Airplane Company the next year. From the beginning, Boeings goal was to build and sell airplanes. He assembled a group of young, talented, graduate engineers and designers, technicians (mechanics), and pilots.
In their first two years they built two B&W seaplanes at a marina boathouse outside of Seattle. The aircraft were flown successfully and eventually sold. Also during this time, Boeing was working on a design for the U. S. Navy—the Model C seaplane trainer, for which the Navy placed an order for 50 aircraft. Boeing was able to deliver all 50 aircraft within a year. He also built an extra airplane in this series for his own use, and he and his chief test pilot, Herb Munter, used it to win the first international airmail contract into the United States, flying between Vancouver, British Columbia and Seattle, Washington. Boeing’s involvement in airmail service would serve the company well in the future.
US Army Boeing P-2 (restored) (US Military Photograph)
After World War I ended, government aircraft orders ended, but Boeing had built a solid reputation for aircraft construction, and the Curtiss Company contracted Boeing to build 25 HS-2L Curtiss-designed twin-engine flying-boat patrol aircraft. Boeing also won a competition to build the Thomas-Morse-designed 3A pursuit fighter.
From the outset, Boeing’s earnings have been a roller coaster of highs and lows. After the war, Boeing was able to make ends meet by building airplanes for other companies and also reportedly building bedroom furniture.
The company continued to struggle, finding just enough work to keep going until 1923 when both the Army and Navy ordered a total of 44 Boeing’s PW-9 Pursuit planes. Fortunes continued to improve as Boeing had contracts to design and manufacture more than 600 trainers and fighters including their P-1
Always innovative and a strategic thinker, William Boeing demonstrated what today would be called a true “entrepreneurial spirit.” Not content to simply win a contract for 25 new Boeing Model 40A aircraft from the United States Post Office for airmail service, Boeing determined he could reduce the price of the contract to the government if the new aircraft also had seats for two paying passengers, and if the Boeing Company operated the aircraft. He won the contract and formed Boeing
Boeing Model 80A Three-engine Transport carried 12 passengers
Air Transport (BAT) in 1927.
In 1928, Boeing introduced the Model 80A, a three-engine transport that carried 12 passengers and provided hot and cold water, a lavatory and toilet, forced air ventilation, upholstered seats, and reading lamps for each passenger. As the Model 80A went into service, Boeing realized the aircraft needed cabin stewards to take care of passenger needs. He insisted that all flight attendants—then “stewardesses”—must be registered nurses.
By the end of 1929, Boeing and BAT had become part of the United Aircraft and Transport Corporation (UATC)—a holding company that included engine manufactures (e.g., Pratt and Whitney), propeller manufactures and four airlines (BAT, National Air Transport, Varney Airlines, and Pacific Air Transport). In less than a year, with Boeing Airplane Company as a major holding, UATC became the strongest aviation company in the world.
In spite of the Great Depression of 1929, Boeing moved to a larger manufacturing facility near Santa Monica, Calif.
Photo: Boeing Model 307, now preserved at Udvar-Hazy Smithsonian
In 1931, the U.S. Government took notice of the expanding operations within the UATC, declaring that UATC’s organization violated government regulations, and UATC was split into three different businesses: United Airlines (combining the four original airlines), Boeing Airplane Company, and the United Aircraft Company. From that point on, Boeing only grew stronger, winning many lucrative military and commercial aircraft contracts including:
1936 – Boeing signed a contract to build the Boeing Model 314 Clipper transatlantic seaplane for Pan Am.
1937 – Under contract to the US Army, Boeing delivered the first bomber prototype, the X15B, Boeing Model 294.
Boeing XB-15 Prototype long-range bomber
1938 – Boeing first flew the Model 307, the first pressurized passenger transport
1939 – The Pan Am Clipper enters service.
1941 – In response to the war effort (World War II), Boeing builds a manufacturing plant in Wichita, Kansas to build B-17s and B-29s
1945 – World War II ends, and by the end of the year more than 255,000 aircraft manufacturing employees were out of work, including 70,000 from Boeing.
1946 – Boeing signs a contract to build the B-52 four-engine jet-powered bomber. They were already under contract to design and build the B-47 bomber.
1952 – First flight of the B-52 strategic bomber. Also in this year, Boeing began construction of the Model 367-80 (“Dash 80”), the prototype for the Boeing 707.
1954 – First flight of the Dash 80.
1955 – Pan Am Orders 20 Boeing Model 707s. Launching a family of aircraft, i.e., the “700 series,” that continues today.
1956 – William Boeing dies.
1958 – First Pan American Airlines commercial flight of the Boeing 707.
1966 – The plan to build the Boeing 747 was announced.
Diversification and Expansion
Some may say that William Boeing was a visionary. He clearly was an astute and determined business man and dedicated aviation entrepreneur who clearly saw an almost unlimited future in aviation business. He also surrounded himself with equally intelligent and dedicated staff.
After 1960, as the commercial airline business began to grow and thrive, the Boeing company began to expand into other market areas, including rotorcraft (Boeing Vertol), rocket boosters and satellites, hydrofoil vessels, the lunar orbiter, unmanned aerial vehicles, and other military high technology programs. Most of this expansion has involved acquisition of existing businesses.
Up Next…
In Part 2 of this series, we will examine how Boeing has fared in increasingly competitive commercial and military aircraft markets and in its effort to expand its product line into different markets.
Starting tonight at 9:30 PDT, Space X will go live with their pre-launch coverage of a Falcon 9 Launch. The purpose of this launch is to provide a commercial resupply services mission (CRS) to the International Space Station. This is the 9th mission by Space X under NASA’s CRS contract.
When is the launch window?
There are two launch windows this evening. The first window is at 0445 UTC (12:45am EDT, 9:45pm PDT) and another backup window at 0400 UTC on July 20th.
What will the Dragon carry?
The mission will carry almost 5,000 pounds of supplies, equipment and science research (Full list here). The spacecraft will also carry an international docking adaptor that will allow US-build crew vehicles (Boeing’s CS-100 Starliner and SpaceX’s Crew Dragon) to dock at the ISS.
Will there be an experimental landing?
Yes! After the first stage of separation, the Falcon 9 will attempt to land on Landing Zone 1 at Cape Canaveral in Florida. So far, Space X is 3 out of 4 for the year. Landing the first stage is always a challenge though and this one will be no different.
How long will it take the Dragon to get to the ISS?
The Dragon will arrive at the ISS about two days after launch. If all goes according to plan, the module will rendezvous with the ISS. The crew on board the ISS will then use the station’s robotic arm to capture the module and attach it to the station.
When will the Dragon module come home?
The Dragon will stay at the ISS for about a month before returning home. When the Dragon’s mission at the ISS is complete, it will leave the station, then conduct a deorbit burn about 5 hours later. After a 30 minute reentry process, the craft will splash down in the pacific ocean near the coast of Baja California.
“Doc” the B-29 lifted into the skies for the first time in 60 years today. The B-29 took off from McConnell Air Force Base on a warm summer morning. The aircraft has undergone a painstaking restoration that has taken 60 years. The B-29 is now the second airworthy aircraft of it’s type. It joins Fifi as the other active B-29 bomber.
You can read more about the first flight in a great news story published by the Wichita Eagle.
Another notable IL-76 landing. IL-76s fly to some tough places around the world. They are commonly flown to international hotspots from Afghanistan to Africa. There are also a number of photos showing the difficulty of landing the jet in crosswinds.
In this video below, you’ll see the IL-76 land then veer off to the right side of the runway before making a half-hearted attempt to return to centerline. I’m not sure I’d want to be on it. What about you?
Video was originally posted on YouTube by TopFelya.
Turkey awoke this morning to a failed coup and significant uncertainty across the nation. The coup kicked off yesterday evening with rebel troops and tanks securing key bridges in Istanbul. A rebel helicopter destroyed a police headquarters in Ankara. Then a few F-16s provided a show of force over the city. Hours later though, Turkish President Erdogan appeared on CNN Turk via Facetime to encourage Turkish citizens to take the streets. By the next morning, the coup had largely failed leaving behind a splintered nation with CNN reporting that over 161 people died in the fighting.
What’s the state of aviation in Turkey?
It’s still a complicated situation in Turkey. Turkish Airlines released a statement saying that “flightoperations would resume as planned” at Istanbul’s Ataturk International today. Turkish airspace and airports are not back to normal yet.
And a US Consulate message that was posted for US Citizens in Turkey said that Turkish authorities have restricted traffic at Incirlik Air Base. They also cut power to the Air Base the US uses for anti-ISIS operations.
The Turkish Military takes control of the government.
In a surprise move, the Turkish Military staged a coup on the Erdogan government this evening. In a matter of hours, troops and tanks blocked bridges and took control of state media. Social media sites were blocked. This coup was executed while President Erdogan is vacationing in Marmaris, near Bodrum. He has denounced the coup attempt and is calling for the Turkish people to occupy public buildings and spaces. Martial law has been implemented by a group referring to themselves as the Turkish Peace Council. The Council has declared the purpose of the coup is to pursue democratic ways and increase human rights in the country.
Additionally, news reports and the State department have reported that Istanbul’s Ataturk’s airport is closed. A quick look at ADS-B data shows that flights are arriving into Turkey but does not show any departures.
All flights at Ataturk Airport in #Istanbul are currently suspended.
As a member of NATO, it will certainly be interesting to see how America reacts as they launch strikes on ISIS from bases in southern Turkey. American forces must decide to withdraw from these bases or rule that the coup does not pose a threat to US interests and policy and continue to launch strikes on ISIS from Turkish bases.
Below is a Tweet showing an extremely low flying Turkish F-16 over Istanbul.
The cockpits are from different eras but the planes accomplish largely the same mission. The 737 cockpit is largely unchanged since the 1960s while the more modern-looking Airbus A320 cockpit is 1980s vintage.
Even though the 737 has undergone significant changes over the past 40+ years, the cockpit design is fairly similar to the original cockpit. The cockpit similarities between 737 versions allow pilots to fly the -200, Classic (-300, -400, and -500) and the NG (-700, -800, -900) on a common type rating with just some minor differences training. Although the look is similar between versions, the latest versions incorporate most of the technology improvements of the industry.
On the contrary, the Airbus A320 was designed in the 1980s as a clean sheet aircraft. The cockpit incorporated all the lessons learned in design thinking during the first 30 years of the jet era. The result is a relatively sleek, decluttered cockpit with a side stick controller and even a tray table.
It’s every passenger’s nightmare and every avgeek’s dream…the pilots are incapacitated and the flight attendants are looking for a hero to land the plane.
As the flight attendant asks for an off duty pilot, no one rings their call button. Next she asks for someone who knows how to fly. Still no one raises their hand. Finally, she asks for someone who is good with electronics and can listen to directions. You volunteer but could you land the jet?
In a recent experiment by BAA training in Lithuania, an untrained person attempts to land an Airbus A320 with only help from a simulated air traffic controller. The Airbus is a highly automated aircraft that when programmed correctly can accomplish an autoland at specific fields that have a CAT IIIb ILS. In the video, she listens intently to every instruction and does the best she can to execute the instructions. Can she land the jet? We won’t spoil it for you. You’ll have to watch.
Airshows are a fickle business. Amazing, but fickle. A little (well alot) of rain ended my day at my favorite airshow.
For all the technology that symbolizes the Farnborough Airshow – the latest in inflight entertainment facing off against the next generation of cruise missiles and radar – all it took on Monday was a sudden shower to shut it all down, plunging the exhibition halls into darkness just after the Airbus flight demonstration. Ultimately it would close the show for the day and at least one very special after-show event.
To me, Farnborough is a very special place.
The proximity of the viewing areas – almost on the active runway, it seems – puts Farnborough miles (or kilometers, if you prefer) ahead of Paris.
I arrived almost two hours before the official opening. I had a behind the scenes look at the final preparations and an eventful morning at press conferences. After an eventful morning, I headed off to get a good spot for the afternoon’s flight demonstration.
This year, I discovered a unique protip as a reporter: The distinct aromas emanating from a dumpster bin helps dilute the crowds and gave me a prime viewing spot. (It being the first day there wasn’t much in the bins, and anything organic that had found its way in in, hadn’t had much time to be decompose – a small price to pay for the beautiful breeze and proximity to the flight line).
My newfound friend, the dumpster, put me so close to the action. When they pulled out the A400 followed by the A380, I was able to snap a pic of the underside of the double-decker’s left wing and could almost reach out and touch the beautiful beast.
The jumbo A380 took flight after the last private jet’s departure (am I the only person who attended the show that doesn’t own a G-650, by the way??). As with previous years, the A380 was impressively agile. But as she flew, a brief sprinkle gave a warning that weather was on the way. Most people heeded the warning and left but diehards like me were not deterred. The A380 soon landed and more was on the way.
God soon gave us all a second warning as Airbus number three – the 400 – climbed sharply out of the sun only to suddenly blur in what was obviously some serious precip at altitude, but there was an F-15 idling on the taxiway. Surely, this shower would dissipate, right?
The raindrops began in earnest just after the A400 flared and the F-15 taxied into position to hold.
But then, just a stones throw in front of me, there was an interesting delay finding space for the A350 stealing the stage from the 400’s disappointingly short backing down the runway part trick. Whatever the problem, soon after the tug driver dismounted and strode under the A350 for what seemed like a candid conversation, it was fixed and the program seemed to get back on track.
Just then the heavens opened up. I had water pooling in my shoes but I wasn’t about to leave yet.
With only a spattering of true avgeeks left, it was hardly noticed when the organizers announced that they were turning off the electricity.
I was sure the weather would pass and the show would continue as planned – after all, I could still see the F-15 standing on the numbers.
The deluge became more intense though, almost like Miami in one of summertime thunderstorms. Before I knew it. Everyone had left. It was just me, the dumpster, and another die hard avgeek who brought an umbrella.
Moments later, the F-15 taxiing off the active was the nail in the coffin for the day’s show – I surrendered. I left the man with the umbrella and sloshed towards the “Cargo Village” and its kneeling AN-124 and shiny 747-8 I had toured earlier in the day.
Three hours later, it was still raining when I managed to leave the show. Traffic finally thinned enough to let my shuttle bus escape to the North Camp railway station.
The day wasn’t a complete loss though, while waiting I had taken refuge in the Volger Dnepr pavilion. I was able to meet and chat with the Russian company’s CEO and a friend from air cargo media, Nigel Tomkins. The weather had postponed a very special evening they had scheduled for that evening.
Airbus surprised the interwebs on Tuesday with a video titled “One Thing To Say To Boeing”. It wasn’t exactly what we were expected. Boeing and Airbus are in tough competition on a number of fronts. The Boeing 737MAX vs. Airbus A320NEO battle is heated. Both companies are also competing toe to toe for 747-400 and 777-200 replacement orders. Boeing’s 777-9X and Airbus A350-1000 offer unique features to try to one up the other. When Airbus posted a video directed at Boeing, many assumed it would be a lighthearted way to one up Boeing in front of a worldwide audience during the Farnborough air show.
Instead of cheeky message, Airbus wowed the world with a suspenseful but classy announcement. You see Boeing is celebrating 100 years as a company this year. Airbus employees just wanted to say congratulations. The two companies are fierce competitors but they aren’t afraid to keep it classy. Like WWI aces meeting over the skies, props to Airbus for keeping it classy and offering a salute. Here’s to another 100 years of aviation competition.
Last week we posted the video of the Boeing 787 Dreamliner practicing for Farnborough. Well, Farnborough is here and Airbus won’t let Boeing’s latest plane steal all the glory.
Not to be outdone, the Airbus A350 debuted it’s airshow profile with a massively impressive departure climb. It’s not exactly a vertical takeoff but the video depicts a lightly-loaded A350-800 launching off the runway like a rocket. During the beautifully shot 2 minute video by Colin Porteous, the new Airbus completes a brief and aggressive demonstration flight.
Over the next week, we’ll have plenty of Farnborough coverage as we sent one of our own to cover the event.
Are you prepared to handle an engine loss event in your single engine piston aircraft?
Are you current and trained in all aspects of the General Aviation (GA) engine loss situation?
What is your best glide speed, best glide ratio? Do you know where High Key is?
Did you know that about 30% of all General Aviation single engine aircraft crashes are the result of a mechanical engine failure? Are you prepared? Seriously…are you ready?
Lots of questions…do you have answers?
Engine Out Survival Tactics is a book for single engine General Aviation pilots, Certified Flight Instructors, and Flight Schools and will teach you advanced engine loss recovery techniques from the unique perspective of a US Air Force Fighter Pilot and Lockheed Test Pilot. This book will take your knowledge and preparedness to the next level!
With advanced discussions on glide ratios, emergency procedures, critical action checklist steps, landing site selection, the gear up or down debate, and military style overhead and straight-in engine out landing procedures, Engine Out Survival Tactics takes your knowledge and training to a higher level that has never before been taught to General Aviation pilots. There is also an excellent overview of engine loss training and options when in Instrument Meteorological Conditions as well ways to use your modern engine monitor to identify a pending engine loss event.
Engine Out Survival Tactics also includes real life engine loss stories from real pilots. Hear what happened to them, and how they survived!
If you are uncertain about your ability to safely recover your single engine aircraft, in any situation, and SURVIVE…then this is the book for you.
Learn the tactics that can save your life!
Now available for download on Amazon, Apple iBooks, Nook and more!
Why did you write this book?
I have always been an avid supporter of GA and enjoyed flying in light aircraft for most of my professional USAF career. As I became older and more proficient in the USAF as an F-16 pilot, I began to realize just how different GA emergency training is from our military emergency training. In the military we have access to advanced simulators, and some of the finest equipment and technology that money can buy. We also focus monthly and on checkrides, on emergency procedures and work on them until we know them in our sleep. I began to see a huge disparity between the two kinds of flying, with respect to emergency preparedness.
One afternoon I was discussing flying the F-16 in the USAF with a pilot acquaintance. He was an experienced fellow, but had no formal training or military training. I was discussing High Key and a little about doing engine out practice in the F-16. After about 10 minutes of discussion and joking about our flying he asked me…”What’s High Key?” Right then it dawned on me.
That was the genesis for Engine Out Survival Tactics: Fighter Pilot Tactics for General Aviation Engine Loss Emergencies.
I DON’T know it all, but I realized that I have a wealth of engine loss practice, experience, and knowledge that certainly can translate over to GA pilots. Heck, if I can learn it, anyone can.
If you really want to know some advanced stuff, and some of the ways in which we train for an engine loss in the F-16 and how you can use those ‘tactics’ and skills in your single engine aircraft, then I invite you to download my book and give it a shot. I am positive it will help you become a better and safer GA pilot.
About Nate “Buster” Jaros
Nate “Buster” Jaros is a retired USAF fighter pilot with over 2,000 hours in F-16 C/D/CM and T-38A/C aircraft and over 500 hours in General Aviation aircraft. He is currently a Test Pilot and Instructor Pilot with Lockheed Martin Skunkworks. He has a Bachelor of Science degree as well as a Master of Business Administration and owns, operates, and maintains a 1969 V-tail Bonanza. Buster currently resides in Las Vegas, Nevada and is a long-time member of the Aircraft Owners and Pilots Association as well as the American Bonanza Society. You can view his webpage at: Engine Out Survival Tactics
Fighter Pilots call it max performing their jet. Dreamliner pilots call it the airshow profile.
For the past three years, Boeing has produced a slick airshow practice video of their 787 Dreamliner prior the the major European airshows at Farnborough and Paris. This third iteration turns the intensity up to eleven.
Featuring ANA’s 787-9, the 2016 practice video was shot at Moses Lake Airport in western Washington State. Boeing will perform this exact same flight profile at Farnborough during the week of July 11th.
These performances aren’t without controversy or skepticism. In 2014, Boeing released the first video of the the Dreamliner that even dedicated avgeeks thought was computer generated. The flying was so aggressive and the footage was so stunning that people swore that it was fake. Last year’s video was the first video to feature the 787-9. Boeing is actively constructing its next model, the 787-10. First delivery is expected in 2018.
EDITORS NOTE: Avgeekery is proud to announce that we’ll have a reporter on the ground a Farnborough providing you with unique industry news and on the ground insight.
Last month, Space X attempted to land a Falcon 9 on the barge. Due to the type of launch, it was one of the most difficult landings attempted. Unfortunately, it wasn’t a successful landing this time. In a Tweet, Elon Musk said that the rocket used up its onboard oxygen fuel supply just prior to touchdown. Elon posted a video of the failed landing:
Looks like early liquid oxygen depletion caused engine shutdown just above the deck pic.twitter.com/Sa6uCkpknY
Landing a used rocket on a drone ship is not easy. Now with a video ‘simulation’ available, you can test your own skills and see just how difficult landing a rocket actually is. (Desktop computer required) This great simulator was first found on ProductHunt.com.
