The United States Air Force (USAF) made the promotional film “Eyes of the Eagle, Wings of the Dove” during the 1980s. The Cold War was in full voice, and the Air Force was flying all over the world in all kinds of aircraft. The film depicts many of the aircraft in use at the time.
The soundtrack, credited to Chip Davis of Mannheim Steamroller, might be a bit 1980s MTV-ish, but it’s the visuals in the film that will catch and hold your attention. The film was uploaded to YouTube by PeriscopeFilm.
Captain Connie Engel, a pioneer during the 1980s, appears in the film. She was the first woman to solo in the Cessna T-41C Mescalaro and T-37 Tweet trainers, doing so before earning her USAF Pilot wings in 1977.Captain Engle later became the first woman to lead a two-ship formation as well as the first female T-38 instructor.
She also flew a T-38 as a chase aircraft during the Space Shuttle program. Engel’s husband Rich and her daughter Lindsey have all worn Air Force Blue and USAF Pilot wings.
In honor of Air Force One, we proudly present the facts, figures, and little-known but pertinent minutiae of Presidential air travel. Enjoy the show!
Image courtesy Smithsonian- National Air and Space Museum
The First President to Fly
The first president to fly did so after he left office. On October 11th 1910 Theodore Roosevelt (26th President- 1901-1909) went for a four minute flight aboard a Wright Flyer with Wright Brothers employee Archibald Hoxsey at Kinloch Aviation Field near St. Louis in Missouri. Just three days later the former President of the United States (POTUS) was shot in Milwaukee but survived in part because the bullet was slowed by the steel eyeglass case and a thick folded up speech Teddy had in his chest pocket.
Image courtesy National Archives
The First Licensed Pilot President
Dwight D Eisenhower (34th President- 1953-1961) was the first President to hold a private pilot’s license, though he did not fly privately as POTUS. Eisenhower, who is perhaps better known for his contributions as General of the Army and Supreme Commander of Allied Forces in Europe during World War II, learned to fly and soloed for the first time while he was stationed in the Philippines during 1937. He received his license at Fort Lewis near Tacoma in Washington during 1939. First Lady Mamie Eisenhower did not share Ike’s enthusiasm for flight.
Image courtesy Boeing
The First Sitting President in the Air
The first president to fly while in office was also a Roosevelt- Teddy’s distant cousin Franklin Delano Roosevelt (32nd President- 1933-1945) flew from Miami in Florida to Casablanca in Morocco to meet with British Prime Minister Winston Churchill in 1943. The Boeing Pan American Clipper Dixie Clipper flying boat took three legs and three days to carry FDR across the Atlantic Ocean to his meeting in Morocco. During the journey the POTUS traveled under the alias “Mr. Jones.”
Image courtesy National Archives
The First Presidential Aircraft
A Douglas RD-2 Dolphin amphibian was the very first aircraft to be designated as a transport for the President. Although so designated between 1933 and 1939 for FDR, he never flew in it. Then during 1943 at the direction of General “Hap” Arnold the United States Army Air Forces (USAAF) modified a Consolidated C-87A Liberator Express (the cargo version of the same company’s B-24 Liberator heavy bomber) for use by FDR. The special C-87A was dubbed Guess Where II. Ironically although First Lady Eleanor Roosevelt used the aircraft, FDR never did fly in his C-87A either, but…
Official US Air Force photograph
First Presidential Aircraft Actually Used by a President
Instead, the first purpose-built aircraft on which FDR flew was a Douglas VC-54C Skymaster (specially modified Douglas C-54A Skymaster transport) named Sacred Cow. The Sacred Cow had the fuselage of a C-54A but the wings of a C-54B, offering greater fuel capacity. Other modifications to the Sacred Cow included an elevator to allow the POTUS to board the aircraft in his wheelchair, a conference room, private lavatory, hide-away bed, and later a refrigerator in the galley. President Harry S Truman (33rd President- 1945-1953) also traveled on the Sacred Cow– even signing the National Security Act of 1947 aboard the aircraft, thereby giving birth to the United States Air Force (USAF)
Official US Air Force photograph
The First Modified Jet-Powered Presidential Aircraft
The first jet used to transport the President of the United States was VC-137A Special Air Mission (SAM) 970 which began flying President Eisenhower in 1959. Customized jet-powered aircraft took over the full-time job of transporting the POTUS in 1962 when the Boeing VC-137C SAM 26000 (USAF serial 62-6000- a modified Boeing 707 airliner) entered service. President John F Kennedy (35th President- 1961-1963) used the aircraft for the first time on November 10th 1962 when he flew to New York to attend the funeral of former First Lady Eleanor Roosevelt. Before SAM 26000 departed Dallas that awful day in 1963, President Lyndon B Johnson (36th President- 1963-1969) became the only POTUS ever to be sworn in to office aboard an aircraft.
Official US Air Force photograph
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When McDonnell produced the film “The Phantom Joins the Fleet” during 1962 their F4H-1 (later F-4B) Phantom II was a new product. Featuring Fighter Squadron SEVEN FOUR (VF-74) Bedevilers flying from the nearly-new aircraft carrier USS Forrestal (CVA-59) along with the rest of Carrier Air Wing EIGHT (CVW-8), the film takes a look back at what air ops aboard aircraft carriers looked like when the Phabulous Phantom joined the fleet. The film was uploaded to YouTube by PeriscopeFilm.
During July of 1961 VF-74 began their transition from the Douglas F4D-1 Skyray to the McDonnell F4H-1 Phantom II and in so doing earned their sobriquet “first in Phantoms” by becoming the first deployable F4H-1/F-4B squadron. VF-74 first deployed aboard the Forrestal on August 3rd 1962. Over the next 20 years VF-74 would deploy to the Mediterranean 13 times and to Southeast Asia twice while flying the F4H-1/F-4B, F-4J, and F-4S variants of the Phantom II.
Official US Navy photograph
The other CVW-8 aircraft seen in the film include the Vought F8U-2N Crusaders of VF-103 Sluggers, the Douglas A4D-2N Skyhawks of VA-83 Rampagers and A4D-2 Skyhawks of VA-81 Crusaders, the Douglas AD-6 Skyraiders of VA-85 Black Falcons, the A3D-2 Skywarriors of VAH-5 Savage Sons, the Vought F8U-1P Photo Crusaders of VFP-62 Fighting Photos (Detachment), the Grumman WF-2 Tracers of VAW-12 Bats (Detachment), and the Piasecki HUP-2 Retriever helicopters of HC-2 Fleet Angels (Detachment).
Enjoy This In-Depth Look At E/A-18G Growler Flight Operations Aboard the USS Ronald Reagan
The Shadowhawks of Carrier Tactical Electronic Warfare Squadron ONE FOUR ONE (VAQ-141) participated in two Western Pacific patrols as part of Carrier Air Wing FIVE (CVW-5) embarked aboard the forward-deployed Nimitz-class aircraft carrier USS Ronald Reagan (CVN-76) during 2016. Now based at Marine Corps Air Station (MCAS) Iwakuni near Hiroshima in Japan, the squadron called Naval Air Facility (NAF) Atsugi near Yokohama home for many years. The “Outlaws” of VAQ-141 are showcased in this excellent high-definition cruise video, which was produced by the squadron and uploaded to YouTube by jdmc88.
Along with VAQ-141, CVW-5 consists of Strike Fighter Squadron TWO SEVEN (VFA-27) Royal Maces, VFA-115 Eagles, and VFA-195 Dambusters flying the single-seat Boeing F/A-18E Super Hornet, VFA-102 Diamondbacks flying the twin-seat F/A-18F Super Hornet, and Carrier Airborne Early Warning Squadron ONE TWO FIVE (VAW-125) Tiger Tails flying the Grumman E-2D Hawkeye.
Official US Navy photograph
The Rest of the Wing
Rounding out CVW-5 are Helicopter Sea Combat Squadron ONE TWO (HSC-12) Golden Falcons flying the Sikorsky MH-60S Knighthawk, Helicopter Maritime Strike Squadron SEVEN SEVEN (HSM-77) Saberhawks flying the Sikorsky MH-60R Seahawk, and Fleet Logistics Support Squadron THREE ZERO (VRC-30) Providers Detachment 5 We Deliver flying the Grumman C-2A(R) Greyhound.
The United States Navy Precision Flight Demonstration Team, also known as the Blue Angels, flew the McDonnell Douglas F-4J Phantom II during performances for only five loud and fast show seasons between 1969 and 1974. In 1972 the Blues were awarded the Navy’s Meritorious Unit Commendation for the two-year period from March 1st 1970 to December 31st 1971. The promotional film “Diamond In the Sky” was produced by McDonnell Douglas during those remarkable years. This great film was uploaded to YouTube by PeriscopeFilm.
When the Blues transitioned to the F-4J the Phabulous Phantom became the only aircraft used simultaneously by both the Navy and US Air Force Flight Demonstration Teams. The US Air Force Thunderbirds flew the F-4E variant of the Phantom II during the same 1969 to 1974 period as the Blue Angels operated the F-4J. The also F-4J necessitated changes to the Blue Angels performances. The available thrust provided by the Phantom’s twin GE J79 engines allowed the Blue Angels to perform the “Dirty Loop” maneuver. The F-4J was also considerably faster than the Grumman F11F-1 Tigers they replaced, resulting in additional maneuvers being added to the Blue Angels’ performances.
Official US Navy photograph
During the time the film was produced the Blue Angels were commanded and led by US Navy Commander Harley Hall (Flight Lead and #1), with US Marine Corps Captain Kevin O’Mara (Right Wing and #2), US Navy Lieutenant Bill Beardsley (Left Wing and #3), US Navy Lieutenant Jim Maslowski (Slot and #4), US Navy Lieutenant Skip Umstead (Lead Solo and #5), US Navy Lieutenant Bill Switzer (Opposing Solo and #6), US Navy Lieutenant Commander J.D. Davis (Narrator and #7), and US Navy Lieutenant Dick Schram, who was the Public Affairs Officer.
North American Aviation (NAA) produced the film “V for Vigilante” to promote their then-new A3J-1 (later A-5A) Vigilante. The Viggie would of course go on to an impressive career, especially as a Mach 2 reconnaissance platform flying some of the hairiest missions in Southeast Asia. But NAA didn’t yet know just what kind of monster they had on their hands when they made this film during the late 1950s. This retrospective covering the development of the most advanced jet of its time was uploaded to YouTube by PeriscopeFilm.
Though the Vigilante was originally intended to replace the Douglas A-3 Skywarrior in the carrier-borne nuclear strike role it never actually did so. The reconnaissance variant developed from the A-5B, the RA-5C, was the most advanced Viggie– so advanced in fact that many of the RA-5C airframes were rebuilt from earlier A-5A and A-5B nuclear strike variants. The aircraft was an engineering marvel with enough high-tech gadgets to keep scores of technicians busy.
Official US Navy Photograph
The first heads-up display (HUD). The first fly-by-wire control system. One-piece wing skins. The list of innovations and firsts seemed endless. But even though the Vigilante was equipped with all manner of defensive electronic warfare systems, attrition was so high during the Vietnam War that NAA actually re-opened the production line to build more of them. Inertial navigation systems, television camera systems, and that critically important reconnaissance attack navigator (RAN) in the second seat (with the tiny windows) all made the RA-5C unique for its time.
SHAW AIR FORCE BASE, S.C. — The Air Force F-16 Viper Demonstration Team is poised to begin an exciting season before the large crowds of local air shows as they demonstrate the power and maneuverability of this premier multi-role fighter.
Viper Demo Team commander Major John “Rain” Waters, who proudly refers to the F-16 Fighting Falcon as a “tremendous asset to our Air Force”, will lead the squadron as the sole pilot poised to perform maneuvers and high speed flat passes at 23 air show sites hosting over 2.1 million in attendance.
The Team, who joined up with fellow airmen of the A-10 Demo Team, and a P-51 Mustang to perform over Super Bowl LII on Feb. 4, has released their updated air show schedule which will include stops along the Atlantic coastline and the nation’s heartland.
“We go out there and we’re showcasing the capabilities of a fourth-generation modern fighter and what it’s able to do,” Maj. Waters said. “Showing that in order to get that one airplane airborne, and myself to fly the demonstration, it really takes a whole team.”
Viper Demo Team commander and pilot Major John “Rain” Waters returns for his second season with the team. (USAF)
The Fighting Falcon, nicknamed “Viper” by its pilots, are now scheduled to perform as many as 50 flight demonstrations during air shows across the United States, including three performances in London, Ontario in September. The crowds below will witness the F-16’s handling characteristics highlighted by great American music.
“Our mission is to inspire the next generation of young men and women to join and serve,” said Air Force chief spokesperson Michelle Clougher of Joint Base Langley-Eustis on Thursday. “Engaging the community is important and by traveling to air shows across the nation we are able to connect with the people who might not have had the opportunity to meet someone who serves in the military.”
Each flight demo will include a series of high performance climbs, flat passes, and several dizzying corkscrew maneuvers. Major Water, who now begins his second season with the team, confirms that these are not stunts, and instead are maneuvers used by pilots deployed overseas and, in some cases, combat situations.
“When I fly the demonstration, it’s not necessarily combat maneuvers what we do, but it shows the agility and the maneuverability of the F-16 of when we go to combat that the aircraft can perform,” Rain explained.
During many of the shows, pyrotechnics will be set off as a Wall of Fire highlights the Viper’s High Speed Pass over the airfield. Once Maj. Waters begins a vertical pull up following a long flat pass, the Wall of Fire will ignite simulating a bombing run.
“The minimum radius turn is an exciting maneuver to fly and watch,” Clougher said without hesitation as we stood near the windy Langley flightline. “It’s impressive to see such a fast jet turn with such a tight turning radius. After pulling 9G’s throughout a turn most fighters would be sluggish and limited on their ability to maneuver but the Viper can still roll, climb, and flip upside down. The minimum radius showcases the speed, maneuverability, and agility of the F-16.”
At the conclusion of the Viper Team’s nearly 20 minute performance, the F-16 will be joined in flight by a legacy aircraft, such as the P-51D Mustang, to begin the crowd favorite portion of most air shows — the Heritage Flight. As the song We Remember plays across the grand stands along the airfield, the F-16 and an Air Force aircraft of yesteryear will perform several low passes around the crowd in a moving tribute to the airmen of the past, present, and future.
Based at Shaw, AFB in Sumter County, South Carolina, the Viper Team has had the honor to proudly display one of the top aircraft for the Air Force. Many of the air shows hosting the Navy’s Blue Angels welcome the Viper Team to give balance with the military branches.
The newly released 2018 Viper Demo Team schedule. (USAF)
“While the Blue Angels and Thunderbirds are fan favorites, the military jet demo teams offer the opportunity to focus on the capabilities of a single aircraft,” said John Cowman, President of JLC AirShow Management, on Thursday. “The F-16 Viper Team performs an incredible demonstration wowing fans across the United States. For Wings Over Myrtle Beach, the Shaw AFB-based team is a short flight away from our air show in April.”
Maj. Waters will perform at two South Carolina air shows on Saturday, April 28 — Myrtle Beach and Charleston. Waters will pilot the F-16 between the two shows which lie 90 miles apart along the Lowcountry. Joint Base Charleston will also host the Air Force Thunderbirds during its Saturday only show.
Clougher, who also goes by the call sign “Ambush”, later added, “The maximum performance climb is another favorite. The ability to climb from 300 feet to 15,000 feet in a matter of 10 seconds is impressive. For the crowd they truly get a sense of the raw power of nearly 30,000 pounds of thrust with an aircraft that weighs less than 28,000 pounds.”
(Charles A. Atkeison reports on aerospace and science. Follow his updates on social media via @Military_Flight.)
Recently, Florida’s Space Coast took notice of an unusual flock of birds prowling their skies. Pave Hawks and C-130s are a common and expected sight, assets of Patrick Air Force Base and the U.S. Air Force Reserve 920th Rescue Wing, but not A-10s, who came to Florida to hone their Combat Search and Rescue (CSAR) skills alongside the 920th’s Guardian Angel airmen of the 301st Rescue Squadron.
“Operation Space Coast” kicked off on Jan. 22, beginning a two-week exercise with six A-10 Thunderbolt II’s from the “Red Devils” 107th Fighter Squadron / 127th Wing from Selfridge Air National Guard Base, Mi., joining the 920th for various multi-airframe CSAR simulations.
An A-10 Thunderbolt II from the “Red Devils” 107th Fighter Squadron / 127th Wing from Selfridge Air National Guard Base, Michigan, flying CSAR training ops with 920th Rescue Wing Airmen in central Florida recently for “Operation Space Coast”. Photo Courtesy: Larry Titchenal
“In Michigan during the winter months it becomes difficult to train due to the weather, and this year we joined Airmen here at Patrick Air Force Base to ensure our pilots remain current with their training requirements,” said Capt. Jason Davenport, a 127th Wing A-10 pilot. “It also gave us an opportunity to train out of our comfort zones, in new environments and with people we could be working with during future operations.”
The “Red Devils” are one of the oldest flying units in the U.S. Air Force, first organized as the 107th Aero Squadron at Kelly Field, Texas, in August 1917 in response to the U.S. entry into World War I.
The 920th doing what they do best, rescue. Photo: Mike Killian
Responsible for a variety of demanding missions and ready to deploy at a moment’s notice, the 920th’s airmen are trained to perform some of the most highly-specialized operations in the Air Force, and their elite Pararescuemen (better known as PJ’s) are among the most highly trained emergency trauma specialists in the U.S. military.
Recently, the 920th was honored for their heroic rescue of two German citizens whose vessel caught fire several hundred miles off the Atlantic coast of Florida last summer, which involved 80 unit members to pull off. For the first time in 20 years, the German Maritime Search and Rescue Service awarded the Medal of Honor on Ribbon for Rescue Missions at Sea in Gold in a special ceremony to the 920th.
Capt. Jason Davenport, A-10 Thunderbolt II pilot from the 107th Fighter Squadron sits inside the flightdeck during a preflight inspection, Feb. 2, 2018 at Patrick Air Force Base, Fla. Six A-10s joined Airmen from the 920th Rescue Wing to hone combat search and rescue capabilities with multi-airframe training operations. (U.S. Air Force photo/Staff Sgt. Jared Trimarchi)
For Operation Space Coast, some of the CSAR training involved four A-10s and a Pave Hawk with the 301st Rescue Squadron / 920th Rescue Wing working together to rescue a downed pilot behind enemy lines (no live ammo was used).
The A-10s also practiced aerial refueling with fellow 127th Wing aircrews flying KC-135 Stratotankers, as well as providing close air support for ground forces.
Local avgeeks monitoring radio chatter also noted the A-10s were running training ops at Avon Park Bombing Range, expending GBU-38 munitions.
“Training with the aircrew from the 301st Rescue Squadron provided outstanding training because it is hard to simulate protecting a helicopter back home,” Davenport added.
An A-10 Thunderbolt II from the “Red Devils” 107th Fighter Squadron / 127th Wing from Selfridge Air National Guard Base, Michigan, flying CSAR training ops with 920th Rescue Wing Airmen in central Florida recently for “Operation Space Coast”. Photo Courtesy: Larry Titchenal
“Training with other units enhances combat search and rescue scenarios because it is more effective than simulating aerial assets,” added Maj. Rob Baker, a Pave Hawk pilot from the 301st Rescue Squadron / 920th Rescue Wing who participated in the exercises.
Both pilots said the training was a success and built stronger relations.
“The training went great, and we accomplish what we set out to,” Davenport said. “We really appreciate the support of the Airmen from the 920th Rescue Wing and look forward to working with them again. We do this type of training to ensure whenever we are called to bring home our brother or sister we are ready and effective.”
– Follow Mike Killian on Instagram and Facebook, @MikeKillianPhotography
The hypersonic speed and extreme altitude performance of the North American X-15 demanded one of the most complex ejection seats ever put into service. Earlier NASA research rocket aircraft like the Douglas D-558-2 Skyrocket and the Bell X-2 featured ejectable nose sections that the pilot would then bail out of conventionally once it had separated from the aircraft and stabilized. However, the weight and volume restrictions on the X-15 made such a system impractical and North American in conjunction with engineer/test pilot A. Scott Crossfield, North American Aviation designer Jerry Madden and the David Clark Co. (who had long made pressure suits for the military and NASA) designed an integrated system that combined the pressure suit design along with an advanced ejection seat.
Photo: USAF Museum
David Clark’s MC-2 pressure suit was the key to making an open-faced ejection at high Mach and high altitudes possible. It not only protected the pilot from the extreme windblast of hitting the airstream at Mach 3+, it also functioned as a pressure suit to protect the X-15 pilot at altitudes in excess of 250,000 feet. Despite the advanced nature of the pressure suit, it was understood that kinetic heating during a high-Mach ejection would probably result in mild burns to the head, knees, and toes which in effect projected into the airstream.
The X-15 Had a Very Comfortable Seat
Because the rocket motor of the X-15 ejection seat had to be powerful to propel the pilot clear of the X-15’s hypersonic shockwave, a novel means was used to transfer loads from the pilot’s rear end to the seat pan. Each X-15 program pilot sat on a weather balloon filled with plastic beads and wiggled into it like a bean bag. A vacuum was applied which held the shape of the balloon. Once the pilot stood up, plaster of Paris was poured into the depression, creating an exact copy of the pilot’s rear end. A block of Balsa wood was then carved to precisely fit the mould and this became the seat cushion of the X-15’s ejection seat- not only was it custom fit which allowed the optimum transfer of shock loads from the pilot’s body to the seat pan, it also made for a very comfortable seat!
Scott Crossfield in the MC-2 pressure suit (NASA/Dryden Flight Research Center)
Once the articulated arms deployed into place, the emergency oxygen supply took over pressurization of the suit and a heating unit activated to keep the pilot’s helmet visor clear of ice. Once the canopy was blown off and the seat traveled up the rails, special wings on the sides of the seat deployed to stabilize the seat in the high-Mach airstream. In a conventional ejection seat, a drogue chute would be deployed to slow the seat down but at the X-15’s speeds, such a chute would have melted instantly, so the X-15’s seat deployed a pair of telescopic booms that projected aft and outward from the bottom of the seat to provide aerodynamic braking and helped the wings stabilize the seat.To prevent the flailing of the arms and legs during a high-Mach ejection, special articulated restraints would protect the pilot’s legs and feet (also acting as a windblast deflector to minimize heat burns on the feet) as well as to the arms and hands. The articulated arms deployed gauntlets to protect the pilot’s hands from aerodynamic heating as well.
If ejection took place over 15,000 feet, a built-in barostat kept the pilot attached to the seat which allowed use of the seat’s emergency oxygen supply. Once 15,000 feet was reached, the seat automatically released the pilot and activated his parachute. If ejection took place below 15,000 feet, a three second timer allowed the wings and drogue booms to deploy and stabilized the seat before separating from the pilot.
One little-known fact was that the X-15 cockpit was pressurized with nitrogen instead of oxygen as was used in the Mercury and Gemini spacecraft. The pilot breathed oxygen from the his suit which was only pressurized upon ejection. This meant the cockpit was fireproof, something that NASA tragically learned with the launch pad fire on Apollo 1.
One Fast Rocket Plane
The X-15s set an absolute speed record of Mach 6.7 and an absolute altitude record of 354,000 feet which qualified several of its program pilots for astronaut wings. Fortunately the ejection system was never needed and the one fatality, Michael Adams, occurred when his X-15 lost control and broke up on re-entry into the thicker levels of the atmosphere and the X-15’s complex ejection system might not have saved him.
Interestingly, the David Clark MC-2 pressure suit served as the basis for the space suits for the Mercury and Gemini programs. The aluminized fabric exterior of the MC-2 suit carried over to the space programs and heavily influenced Hollywood cinematic depictions of space suits well into the 1970s.
Did you ever wonder where all the roses are coming from that you buy for a loved one on Valentine’s Day? The answer is Colombia and Ecuador. Although Ecuador is the biggest producer and exporter of roses worldwide, Colombia (second largest exporter in the world) is the number one export country for roses to the United States. The South American country sends 4 billion flowers a year to the United States and Valentine’s Day is especially a busy time of the year. In the three weeks before February 14th, 30 cargo planes fly from Colombia to Miami each day, with each plane carrying more than a million flowers. From Miami airport, the flowers are loaded into refrigerated trucks, 200 each day, and from there the roses are being transported to warehouses in South Florida, where they are repackaged, assembled into bouquets, and then shipped all over the country. All of this for the biggest day of the year for florists…Valentine’s Day.
Europe’s Roses Come From As Far Away As Africa And Asia
The main exporter for roses to Europe is Kenya, while countries like Ethiopia, India and the Netherlands are also important rose suppliers in the world. Emirates SkyCargo transported over 70,000 tonnes of fresh flowers including roses across its network of over 150 destinations across six continents. One year ago on February 13, 2017 Emirates had unveiled a unique decal featuring a rose on one of its Boeing 777-F freighter aircraft (A6-EFL) in Dubai. The decal, installed at the Emirates Aircraft Appearance Centre in Dubai, was the first of its kind for Emirates SkyCargo and highlights the strong contribution made by the air cargo carrier to the floriculture industry through the transport of fresh flowers across the world.
The first port of call for the aircraft was Nairobi in Kenya, where the aircraft was loaded with a consignment of flowers headed to Amsterdam, the world’s largest flower distribution center.
And while the volume spikes every year around Valentine’s Day, the transportation of flowers is big business all year long. It is estimated that close to 250 million stems of roses are grown worldwide exclusively to cater to the increased demand for flowers around Valentine’s Day.
It’s a complex job to bring flowers from the field to the store
The journey of a flower usually begins in a farm where it is harvested by hand. The freshly harvested flowers are then sorted, arranged in bouquets and hand packed into boxes which are then loaded on the aircraft. In order to ensure maximum freshness and shelf life, the temperature in the cargo hold of the aircraft is maintained between one and three degrees Celsius.
An Emirates spokesperson said: “In the two months since the installation of the rose decal, Rosie has been playing her part in facilitating global trade. During this time the aircraft has travelled around the world to over 35 cities in 25 countries across six continents ranging from Australia to the US.
“Rosie has also carried over 7,000 tons of cargo ranging from general cargo to perishables, pharmaceuticals, cars and even horses. True to her name, Rosie has also transported over 550 tonnes of roses over multiple flights between Nairobi in Kenya, Quito in Ecuador to the global flower hub in Amsterdam, the Netherlands.”
‘Rosie’ also made a special appearance in Barcelona last year on the occasion of ‘The Day of the Rose’. The Catalan festival, originally St Jordi’s Day, is celebrated on April 23 every year with locals gifting roses and books to one another.
On August 28, on the day of the Qixi festival, ‘Rosie’ arrived at Shanghai Pudong International Airport in China to mark the day known as Chinese Valentine’s Day.
Back in Dubai, early September, Rosie also featured prominently in an initiative organised by Emirates SkyCargo to mark the South Indian festival of Onam. The festival is celebrated by those living in the state of Kerala as well as by over a million Keralites living in the Middle East region.
Rosie marks the Indian festival of Onam with colourful tradition ‘Pookalam’. Photo by Emirates.
In the six months from February till September 2017, ‘Rosie’ flew over 400 flights and carried over 20,000 tons of cargo.
Rosie at Shanghai Airport on Chinese Valentine’s Day. Photo by Emirates
Emirates SkyCargo is the largest international airline cargo operator in the world and an important facilitator of global trade connecting businesses and communities across the world through Dubai.
With an unrivalled route network, they connect cargo customers to over 150 cities in 83 countries on six continents and operate in many of the world’s fastest developing markets.
The air cargo carrier operates a modern fleet of 260 aircraft including 14 freighters, 13 Boeing 777-Fs and one B747-400ERF.
Passengers flew into a panic as they watched an engine cowling fly off in the middle of a flight from San Francisco to Honolulu today, about 40 minutes before it was scheduled to land. Erik Haddad was a passenger on UA#1175 and filmed this video:
Allison Sudiacal, who was traveling with her family and 4-month-old son, told Hawaii News Now, “There was a loud bang … and then the plane really started shaking. There was a loud boom and then it was like rattling and the plane was kind of shaking like boom, boom, boom.”
United said pilots followed all necessary protocols to safely land the plane. Sudiacal added, “It was scary. But they did a really good job.”
Passenger Maria Falaschi tweeted that the flight was one of the scariest moments of her life.
United Airlines has issued a statement, saying all passengers “deplaned normally at the gate.” The airline says the incident “called for an emergency landing due to a mechanical issue.” As a precaution, fire trucks and emergency personnel were on the scene when the plane landed.
363 passengers and 10 crew members were on board. The NTSB and FAA are investigating.
Editors note: We originally called this an uncontained engine failure. However, we changed the title to reflect the fact that there is no statement yet that any engine blades escaped the damaged cowling. We will continue to update the story as we get more information.
Airbus has temporarily halted Pratt and Whitney-powered A320neo due to issues. IndiGo Airlines, one of the first customers for the revised jet has been one of the airlines affected by the issues. IndiGo reported 69 instances of single-engine failure over a period of 18 months. Just last week, the airline grounded three A320neos after engine issues.
Following a directive by European aviation safety regulators, EASA, Airbus and P&W safety boards evaluated the PW1100G-JM engine issue and decided to put all neo deliveries on hold until further notice. IndiGo, one of the first airlines to receive the P&W powered A320neos stated that the issue impacts only a limited sub-population of engines.
Details of the Airworthiness Directive
Airbus has issued an alert that provides instructions to de-pair (only allow one per plane) affected engines and discontinue extended-range twin-engine (ETOPS) operations for planes that are fitted with the affected engines. Airbus and P&W are working to find a swift solution. Eight airlines fly the A320neo powered by Pratt and Whitney engines. Here’s the full restrictions from the Emergency Airworthiness Directive:
(1.)Within 3 flight cycles (FC) from the effective date of this AD, do not operate an aeroplane having two affected engines installed.
(2) Within 1 FC from the effective date of this AD, for an aeroplane having at least one affected engine(s) installed, ETOPS operations are not allowed.
(3) Inserting a copy of this AD in the ETOPS Configuration, Maintenance and Procedures (CMP) of concerned aeroplane models and, thereafter, operating that aeroplane on ETOPS accordingly, is acceptable to comply with paragraph (2) of this AD.
