We occasionally joke about the C-5. The legacy C-5A has a tendency to be loud, often broken, and a little whiny. But there was a time when the C-5 stole the show from Steven Tyler.
Back in 2012, the AFC Championship Game was held at Gillette Stadium. The Patriots invited Aerosmith frontman Steven Tyler. His voice is normally raspy, but his rendition of the Star Spangled Banner fell short of expectations. It was pitchy and a little offbeat. Fortunately, the staff had a backup plan. Right on cue, a giant C-5 appeared to bail out the poor “Crazy” singer. Those four TF-39s never sounded so sweet. The crowd erupted. The C-5 and its crew deserved every decibel of those cheers.
The Patriots ended up losing that game 28-13 against the Baltimore Ravens. The Ravens went on to win the Super Bowl that year. Steven Tyler has not been invited back to sing the anthem at Gillette Stadium since.
Fast-forward to 2018 and Eagles fans are doing everything they can to bring a classic C-5A out of the boneyard for a flyover. They were also hoping that Steven Tyler would show up to sing the anthem in Minnesota. But no luck there. All the C-5As have been either retired or converted to the much quieter C-5M model.
Boeing is set to launch the fourth generation of the 737, the world’s most successful jetliner family known for simplicity, reliability and low operating costs.
The 737-9MAX is expected to enter service in the first quarter of this year. It was rolled out at the 2017 Paris Air Show and completed its maiden flight on April 13, 2017, taking off from Renton Municipal Airport and landing at Boeing Field.
The Original Baby Boeing Sought After A Much Different Market
Airlines have had a long love affair with the twin-engine short to medium-range, narrow-body twinjet. The 737 was originally conceived in 1964 and took its first flight in April 1967. Shortly afterward in February 1968, it entered service at Lufthansa. Since that time, more than 10,000 737s have been in use by airlines all over the planet. This video depicts when the 737 was first built and considered to be the epitome of high technology.
Features of the original design include two underwing mounted turbofans and the aircraft has the same fuselage cross section as the 727, which makes it wider than the DC-9 and BAC-111. Boeing’s goal was to have a regional airliner that would offer jet service to markets smaller than their 727 offering at the time.
Oh my, have you grown!
Here is how the brand new 737-9MAX and the original recipe 737-100 stack up. The latest Boeing has a wingspan almost 21 feet wider. The 737-9MAX is significantly longer than the 737-100, measuring 44 feet longer than the original.
The height of the two airliners is almost equivalent with the 737-100 tail measuring just 3.6 feet shorter than its larger descendant. But the 737-9MAX has an empty weight of 90,710 lbs while the original 737-100 had an empty weight of only 61,994 lbs. The differences are most obvious in the takeoff weight. The maximum takeoff weight of 177,000 lbs for today’s 737-9MAX trumps the 110,000 lbs takeoff weight for the 737-100.
The 737-9MAX has expanded maximum seat capacity for 220 passengers which puts it in the same league as the Airbus A321LR, at least in terms of seats. The jetliner provides a longer range of about 4,000 nautical miles, a vast improvement over the range of the early 737-100 which had a range of only 1,540 nautical miles. That means the new MAX series can fly almost 3 and a half times longer than the original baby Boeing.
By pjs2005 from Hampshire, UK, rotated by the uploader (CC BY-SA 2.0)
The chief pilot for the 737 Max program, Ed Wilson, has praise for the way the 737-9MAX flies. He told Flight Global that it, “is just like any other 737. I flew my first 737 10 years ago and it flies pretty much like that one.”
The Boeing 737-9MAX, also referred to as 737 MAX 9, is powered exclusively by the CFM International LEAP-1B engine and is part of a new group of re-engined 737 planes that deliver even better fuel economy than their predecessors. Primera Air has placed orders for up to 12 MAX 9 jetliners. flydubai finalized the purchase of 175 737 MAX aircraft late last year. It is the largest single-aisle jet order in Middle East history.
CAPE CANAVERAL, Fla. — As the space shuttle Challenger rose into the cold blue sky over America’s Space Coast, excitement for the first teacher to travel into space turned to stunned disbelief as the vehicle suddenly broke apart – a crew lost – in an event which changed both NASA and the nation.
The frigid cold weather created a launch pad coated in thick ice which wrapped itself around the fully fueled space shuttle on the morning of January 28, 1986. Challenger’s tenth crew, led by commander Francis Dick Scobee, included NASA’s Teacher in Space representative, Sharon Christa McAuliffe, on a very publicized mission flying the first average citizen into space.
image via nasa
America’s first “teachernaut” planned to conduct two live classroom sessions, including “The Ultimate Field Trip”, a tour through the orbiter; and a lesson on why people explore and work in space from 176 miles above. The broadcasts were to be shown in classrooms around the planet on NASA-Select TV. Christa’s excitement and enthusiasm made her a popular role model both in the public school systems and with the media.
This shuttle stack was the heaviest to launch weighing 4.53 million pounds, and carrying the second massive Tracking and Data Relay Satellite (TDRS). The SPARTAN satellite, designed to be placed over the side of the shuttle for a free flight close study of the popular visit by Haley’s Comet, was to be deployed on day three of the mission and retrieved twenty orbits later.
The freezing temperatures associated with a cold front which moved over the Kennedy Space Center the evening before provided for much discussion inside the space agency. Many engineers were convinced that the below freezing temperatures could harm the spacecraft in unproven ways.
image via nasa
“The temperature at Cape Canaveral overnight was predicted to be in the 20s, far colder than any other shuttle launch,” said Dr. Rhea Seddon, a member of NASA’s first selection of women astronauts and a three time shuttle veteran. “Would that cause problems? The solid rocket booster engineers were uncertain what the cold temperatures would and voted to delay. The NASA managers overruled them and gave the crew the go for launch.”
The flight had been delayed nearly one week, first due to the delays getting sister ship Columbia launched from nearby pad 39A. The day before the fatal launch, a stuck handle due to a bolt on Challenger’s crew hatch could not be removed in time. The delay allowed for higher than allowed crosswinds over the shuttle’s return to launch site runway which forced NASA to scrub for the day.
image via nasa
As the crew walked out on launch morning to a waiting silver van for the ride to launch pad 39-B, smiles crossed the excited crew of seven’s faces as they hurried to get out of the cold. Scobee, pilot Michael Smith, Flight Engineer Judy A. Resnik, mission specialists Ronald McNair, Ellison Onizuka, McAuliffe, and payload specialist Greg Jarvis departed their living quarters for their trip out to Challenger.
As schools opened for business across America, classrooms with TV sets provided students with the excitement to watch a school teacher travel into space. Students filled classrooms at McAuliffe’s Concord High in New Hampshire to cheer on one of their own. Only Cable News Network and anchor Tom Mintier, a close friend with Smith, carried the launch live internationally to the public as it happened.
One future astronaut followed the live coverage from his office in New Jersey. “I was surprised to hear NASA was proceeding with an on-time launch,” said Dr. Don Thomas, who joined NASA in 1987 and later flew aboard four shuttle flights. “I fully expected NASA to scrub the launch that day because of the cold temperatures, and all the ice that had formed on the shuttle launch tower.”
image via nasa
At the Johnson Space Center, the home of NASA astronaut corps., Dr. Seddon prepared for her second space shuttle mission. “My next crew and I took a break from our training to watch this one go,” she said looking up to pause. Her eyes began to tear. “The engines started. The boosters ignited. They went off into an intensely clear blue sky.”
As the twenty-fifth space shuttle mission rose from its ice-covered launch complex, cheers throughout classrooms erupted on that January morning at 11:38 a.m. EST. On Challenger’s flight deck, Resnik also cheered as the three main engines roared to life below, “All right… Aaallll riiight!” Several miles away at the space center’s VIP viewing site, McAuliffe’s parents watched and applauded the launch with several of the crew’s family members.
NASA cameras around the launch site perimeter began clicking in rapid fashion remotely triggered by the extreme vibrations of lift-off. As 6.7 million pounds of thrust passed through the space shuttle’s twin solid rocket boosters and Challenger’s three liquid fueled main engines those cameras began to record the “smoking gun” of her demise.
image via nasa
Several puffs of black smoke blew out from the lower section of the right side booster as the boosters were ignited. Later, engineers determined that fire singed the frozen rubber O-ring seal located where the booster’s casings were stacked together at the aft strut.
Seconds later the black smoke puffs stopped and the shuttle cleared the launch tower and streaked out over the Atlantic waters. Cheers turned to conversations within the schools as both school officials and students spoke about the powerful launch they witnessed.
As Challenger began her eastward dart out over the Atlantic Ocean the entire shuttle stack rotated on cue into a heads down position. Seconds later, pilot Smith radioed his commander, “Looks like we’ve gotta lot of wind here today.” Scobee agreed, “Yeah. It’s a little hard to see out my window here.”
As the spacecraft passed the speed of sound, Scobee and Smith throttled the main engines down to 65% of rated thrust as not to tear the spacecraft apart due to extreme forces as it flew faster through earth’s dense atmosphere. Moments later, Smith reminded Scobee to throttle the engines up to 104%.
Lift-off! Challenger begins her tenth flight into a clear, icy blue sky on January 28, 1986. (NASA)
According to NASA, the crew encountered several “high altitude wind shear conditions” which occurred for twenty-seven seconds during Challenger’s first minute of flight. The guidance and navigation system combined with the rocket boosters steering system corrected for the excessive winds. NASA added, “The wind shear caused the (boosters) steering system to be more active than on any previous flight.”
One minute into the ascent, the view from close up cameras on NASA TV trained on Challenger’s launch provided no insight of the trouble underway. The orbiter and crew were traveling faster and higher in a heads down attitude. However, Air Force tracking video cameras recorded the earlier O-ring breach reappearing as a massive flame forcing its way through the booster’s same failed seal.
Seventy seconds into the flight, the last audio from Challenger’s cockpit is heard as Scobee acknowledged mission control’s command, “Roger, go at throttle up.” The main engines were once again at 104% of thrust as they helped push the space shuttle toward orbit.
FILE – In this Jan. 28, 1986 picture, the space shuttle Challenger lifts off from the Kennedy Space Center in Cape Canaveral, Fla. shortly before it exploded with a crew of seven aboard. (AP Photo/Thom Baur)
The breach of the booster’s joint was determined to be caused by the forces of launch and the shuttle’s movement through the high wind speeds of the Jet Steam. The booster’s weakened rubber seal began to shift allowing the O-ring failure.
As the flame continued to intensify, it began to lick the side of the massive rust colored external fuel tank loaded with several hundred thousand gallons of super cold liquid oxygen and liquid hydrogen. On the mid deck, McNair, McAuliffe and Jarvis were likely all smiles as they soared closer to space.
It took only a few seconds for that blow torch effect to punch a hole in the tank and mix with the hypergolic fuel causing a disastrous chain reaction. The dome base of the tank broke free dumping thousands of gallons of liquid hydrogen. This “created a sudden forward thrust of about 2.8 million pounds, pushing the hydrogen tank upward into the intertank structure,” NASA added.
Smith commented, “Uh-oh!” as the main engines lost thrust. In milliseconds, the lower strut attachment holding the ailing right booster to the tank broke off forcing the top of the booster to steer into the upper tank. The external fuel tank then exploded 73 seconds after launch.
A long range camera captures Challenger’s final seconds as the shuttle’s three main engines are throttled up to 104%. (NASA)
The force of the explosion caused Challenger to shatter into thousands of pieces. The blast threw the crew cabin upward fully intact. Onizuka and Resnik on the flight deck survived the break up and were alert to activate Scobee and Smith’s oxygen units behind their seats.
In Mission Control near Houston, public affairs officer Steve Nesbitt had spent the last 73 seconds updating the public on NASA-Select TV with altitude and velocity calls. “One minute, 15 seconds, Velocity 2,900 feet per second,” he said not having seen the video immediately. “Altitude nine nautical miles. Downrange distance seven nautical miles.”
Nesbitt suddenly found himself without words as he looked up, and the entire control center gasped after witnessing the fireball. Pausing to collect new information from nearby flight controllers, he said, “Flight controllers here are looking very carefully at the situation. Obviously a major malfunction.”
The students at Concord High continued to cheer unaware of the disaster until one student near the TV shouted “Shut-up… they just said there was a malfunction!” The room grew silent and the radio static originating from mission control became a chilling moment.
image via nasa
“I listened intently hoping to hear some report that Challenger had flown free of the blast and would be flying back to KSC or ditching in the Atlantic,” Thomas said as his voice grew soft. “But that report never came. It took a few minutes to sink in that all was lost, the crew, Challenger — the entire vehicle was lost.”
Seconds passed before Nesbitt spoke the line which echoed through the hearts of the public watching both on TV and in the grandstands of the space center, “We have a report from the flight dynamics officer that the vehicle has exploded.” Nesbitt added, “The flight director confirms that. We are looking at checking with the recovery forces to see what can be done at this point.”
As the memories of that morning rushed past Dr. Sheddon, she said, “It was unbelievably horrible to see seven friends perish in an instant. It was even more difficult to see what their families would have to endure.”
The twin rocket boosters soared off and away from the explosion, higher and erratic they flew as they burned propellant, and without Challenger’s guidance computer to control them. Seconds later, the Range Safety Officer at Cape Canaveral Air Force Station pressed the destruct button to destroy them.
image via nasa
There was no hope for the crew inside the freed cabin as gravity drew it back toward earth in a dizzying spin before slamming into the Atlantic Ocean at nearly 300 m.p.h. It then settled on the ocean floor several miles below not to be discovered by search and recovery divers for another five weeks.
Dr. Thomas paused for a few seconds focused on one of many shuttle launch images at the Kennedy Space Center as we recalled the launch. “It was numbing later that evening when I watched the national news and could see visually for the first time the full extent of what had taken place,” he said. “I joined the rest of the nation in mourning this tragic loss.”
Seddon remembers her friends and the mission of Challenger in a chapter of her new book Go for Orbit. This aerospace journalist asked her, ‘What does Challenger’s legacy mean to you?’ “The loss of the Challenger crew reminds us that the price of exploration can be high, but it must not stop us from striving to discover new worlds,” she said.
Challenger’s flight director Jay Greene (foreground) reacts to the explosion from his console at the Johnson Space Center’s Mission Control Center. (NASA)
A few years following the loss of Challenger, Dr. Thomas reported to the Johnson Space Center to interview for a prized selection into the astronaut corps. “During one of the interviews, I was asked why I still wanted to be an astronaut considering that NASA had lost its last vehicle and crew. My answer was easy and straight forward, ‘I had been following NASA since I was six years old. I had seen other accidents… I had every confidence that NASA would fix the Challenger problem and when they moved on afterwards, I wanted to be part of that exploration’.”
The families of the seven astronauts bonded together in the year following their losses to create their personal Phoenix, The Challenger Learning Center. The new center rose up to continue the educational lessons begun by the Challenger 7. Today, over 40 Challenger Learning Centers operate across America and around the globe.
“The Challenger families agreed it was important for the world to remember how the crew lived and what they were passionate about, not how they died,” said Challenger Center Chair Dr. June Scobee Rodgers, widow of Dick Scobee. “I know Dick and the crew would be so proud. They would love the enthusiasm of the children who visit our centers. They were inspiring the future 32 years ago, and we’re so pleased that the mission continues to live on today through our Challenger Learning Centers.”
Top: Ellison, Christa, Greg, Judy, and (bottom) Mike, Dick, and Ron pose for their official STS-51L crew portrait in November 1985. (NASA)
The center’s strong Science, Technology, Engineering, and Math (STEM) focus continues to broaden both the education and outlook of today’s youth. The centers support students from elementary through high school with instructors dedicated to their job.
“Every day I get to go into work and watch the eyes of our students grow wide with wonder as they work together to solve problems and accomplish goals,” said Libby Norcross, a Flight Director at the Challenger Learning Center of Heartland College in Illinois. “I get to see them have that light bulb moment when they realize they can do things that seem hard.”
As the veteran flight director shuffled through charts to prepare for her next session with a new flight crew, Ms. Norcross summed up her thoughts, “I have watched the incredible bravery of the 51-L astronauts, and their families, in the face of such tragedy live on and touch the lives of thousands of students. What a tremendous legacy, and what an honor to help carry their mission forward.”
A section of Challenger’s port side is on display at the Kennedy Space Center’s Visitor Complex. (Charles A Atkeison)
Americans returned to space 32 months later as Discovery carried a crew of five on a successful mission deploying NASA’s next TDRS into orbit. The five day mission went trouble free, however, booster joint O-ring singe on several future space shuttle launches would create a few tense moments within the space agency.
Thomas authored a book recently detailing one of his four shuttle missions which flew in July 1995. Orbit of Discovery recounts his all-Ohio crew’s delayed mission by a pesky woodpecker, and their deployment of the replacement TDRS built after Challenger. The hardcover book includes brief biographies of fellow Ohio astronauts, including Dr. Resnik and Neil Armstrong.
“One of the contributions I am most proud of as an astronaut was deploying TDRS-G, the final Tracking and Data Relay Satellite deployed from the space shuttle,” Thomas said with a proud smile. “This satellite was the replacement for the one that was lost aboard Challenger, and our STS-70 crew took special pride in helping to complete one of the major objectives of the STS-51L mission.”
(Charles A. Atkeison reports on aerospace and science. Follow his updates on social media via @Military_Flight.)
Now the Alaska Airlines brand is getting refreshed with a new coat of paint for the livery and, of course, brand new uniforms for the flight crew. A full line of apparel with over 90 pieces was revealed on the fashion runway (pun intended) last week. Seattle fashion designer Luly Yang custom designed the collection.
Actual airline employees modeled the gear, from pilots to maintenance technicians. Yang surveyed thousands of employees and conducted focus groups to come up with a collection that is fresh and brand-new for the newly formed Alaska Airlines, with functionality and signature style being kept top-of-mind. The new uniforms will be wear-tested over the next two months before final improvements are made.
One of the most sought after improvements by employees was more pockets, according to Sangita Woerner, Alaska Airlines’ VP of Marketing. Woerner told pop culture site PopSugar, “What Luly did was she got down to that level of detail and was really smart about where she placed those pockets to make sure they were super usable.” Pockets have been incorporated into almost every piece, even dresses. The pockets can fit larger devices, work tools, baggage tags, pens, and other miscellaneous items.
Strike a pose. Employees model new gear on the runway. Photo courtesy of Alaska Airlines.
The new clothing line is also designed with comfort in mind and features pants for pilots that have enough stretch that they allow one to remain comfortably seated for long periods of time …. any pilot will tell you the key word here is “comfortable” pants that remain neat and crisp.
Alaska Airlines, Horizon Air and Virgin America flight attendants model various styles being tested over the next 60 days. The flight attendant dresses feature asymmetrical hemlines, pops of color and custom-branded reversible belts. The dresses are complemented by an original Luly Yang Aura scarf. Source: Alaska Airlines
Yang said keeping track of the feedback and customizing the pieces for each type of employee was one of the hardest parts of creating the collection. Alaska Airlines has 13 different work categories with disparate job functions so making the whole collection work in a cohesive way was a challenge.
Some of the items not only score points for being safe and functional, they are also quite fashionable – like the brown leather pilot jackets and navy waterproof trench coats. C’est chic, no?
The 19,000 employees across Alaska Airlines, Virgin America and Horizon Air will be fully switched over to the new gear by the end of 2019. Meantime, Alaska Airlines has plans to continue to grow outside of its dominant market in the Pacific Northwest into several markets in California and beyond.
A stowaway duped Chicago O’Hare ‘s International Airport security last week and was on a flight to London before the crew realized she did not have a boarding pass. Marilyn Hartman is known as the Bay Area’s Serial Stowaway because she has a history of attempting to board planes without a ticket. This time, she was halfway to London before she was discovered.
According to Chicago Police spokesman Anthony Guglielmi, 66-year old Hartman got through a federal Transportation Security Administration checkpoint at a domestic terminal. She then took a shuttle to the international terminal and within 24 hours, was on her way to London after boarding a British Airways flight.
This scenario will probably make most of us chuckle but the stories about her are simultaneously sad and compelling. She probably needs professional mental help but has refused to go to a treatment facility. So, she keeps doing the same thing and gets arrested repeatedly.
Photo Nicola (CC BY 2.0)
She has a long rap sheet
In 2015, Hartman tried to board a plane headed to Hawaii because she thought she had cancer and wanted to spend the remainder of her life there. She told Bay Area police, “All I wanted to do was go to Hawaii …. wanted to go to a warm place and die.” Later however, she revealed that she does not in fact have cancer and does not particularly like Hawaii, telling another cop when she was arrested for sneaking on a flight out of Hawaii that “she really wanted to get off the island.”
The only conclusion is that the infamous Serial Stowaway doesn’t really know where she is going or why. It appears as if she is a product of our society’s inability to deal with the mentally ill …. and yet, her antics are rather fascinating.
Chicago Police are charging Hartman with felony theft and criminal trespassing. She was flown back to Chicago Thursday and taken into police custody. Last year in Chicago, she was placed on two years of mental health probation and put on six months of house arrest.
Back in 2002, Boeing faced the daunting decision to close the Boeing 757 line down. At the time, the United States was feeling the full effects of the air traffic downturn after the September 11th attacks. Airlines weren’t buying new aircraft and smaller airlines like Midway Airlines, Vanguard, and National were failing.
Major airlines were retiring whole fleets of aircraft, furloughing employees, and cutting unprofitable routes. Against this backdrop, Boeing made the decision to end production of the Boeing 757. In the future, the 757 may be used as inspiration for a new generation of Boeing aircraft, the 797.
Boeing bet on the 737 instead
First introduced in 1981, the jet was over 30 years by the time Boeing made its decision. Development of the 737-700NG and -800NG made the 737 a much more efficient fleet. Airlines that used to need a 757 for transcontinental flight could now utilize a ‘baby Boeing’ for the job.
The only major upgrade was a stretch -300 version of the jet. Besides the stretch, the jet remained largely the same, mainly because the original design was so powerful and efficient that it was not the company’s largest priority.
Now 15 years later, many Boeing 757s continue to soldier on. They fill a gap in the fleet of most major airlines that other jets, even the 737-MAX and Airbus A320NEO series, can’t fill. The 757 continue to fly long, thin routes both domestically and internationally.
They fly from high, hot fields like Mexico City and Eagle County, Colorado. And they fly secondary international routes like JFK to Manchester, England. Airlines are beginning to ask the question, what’s next? Boeing has already said that they will not restart the 757 line. But they are actively exploring a ‘797’ jet that will fill the gap between the 737-10MAX and the 787-8.
But what if Boeing decided to improve the 757?
The 757 was a robust platform, and it still is. While Boeing has definitively said they won’t be upgrading the 757, we know that Boeing’s forthcoming clean-sheet 797 will most likely have many of these features incorporated into their next-gen midsize jet.
At Avgeekery, we’re avgeeks. And we love to ask the question, ‘what if’ Boeing decided to upgrade the iconic jet. Here’s our top 5 list of ways we would’ve upgraded the jet.
1.) New, more efficient engines
737 MAX LEAP-1B Engine Build Up Renton Factory; Renton Factory; 737 Max
The Rolls Royce and Pratt & Whitney engines were pretty efficient for an ’80s jet. But 40 years later the engines are no longer state of the art. A scaled up LEAP engine in the 40,000lb thrust range would offer MAX/NEO-like fuel consumption on the larger 757 sized body.
2.) A new, lighter wing
The 757 wing is overbuilt and heavy by today’s standards. By Sunnya343 (Own work) [CC BY-SA 4.0 (https://creativecommons.org/licenses/by-sa/4.0)], via Wikimedia Commons
One of the limitations of the 757 is its wing. The original 757 was built to replace the 727, then the champ of operations in challenging environments. By design, the 757 was built to offer superior performance during high, hot conditions and from short runways. The bi-product of this engineering decision is that the wing area is huge.
The large wing forces a heavier wing box, heavier structure, and larger stabilizer. Advances in wing design mean that a new composite wing could be lighter, thinner, slightly more swept (enabling slightly faster cruising speeds) and still able to lift similar loads.
3.) Modern Cockpit
By John Taggart from Sunbury on Thames, Middlesex (lhr20101106009) [CC BY-SA 2.0 The 757 cockpit is still effective, but its definitely dated.(https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
The Boeing 757 was one of the first ‘glass’ cockpit airliners. Back in the day, the CRT screens were cutting edge. But 40 years later, the flight deck looks remarkably dated. If Boeing were to upgrade the 757, they would have to decide to either adopt a 787-like cockpit or upgrade the 757 cockpit similar to the way they upgraded the MAX jet.
Most likely, Boeing would’ve chosen to upgrade the 757 cockpit with wide-screen LED panels and a simplified overhead panel. This would’ve allowed Boeing to keep a common type rating with earlier versions of the jet.
4.) Simplified maintenance
Even though airlines still fly the 757, they often complain that the 757 fleet is more maintenance intensive than its more modern counterparts. Much of the costs are tied to the engine maintenance. However, the landing gear and hydraulics could use an upgrade. Additionally, the jet is not a full fly-by-wire aircraft. It wouldn’t have been outside of the realm of possibility for Boeing to convert some of the secondary flight controls to FBW like they did with the spoiler system on the 737-MAX.
5.) Updated and upgraded cabin
To use an ’80s term, the 757 cabin is painfully ‘tubular’. The cabin is so long that it feels like you are flying in an endless tube. I remember flying in the back of a 757-300 and thinking that I was actually seeing the front of the fuselage twist differently than my section during turbulence.
There have been many improvements since the ’80s. The first would be to add a 737-MAX cabin. Then Boeing would have to find ways to break up the visuals of the cabin, so it didn’t seem so long.
Ok, wishful thinking complete.
While Boeing will never ‘upgrade’ the 757, they will mostly likely incorporate many of the 787 features into its clean-sheet middle of the market jet. We can expect a standard 797 cockpit along with next-gen engines, modern cabin, fly-by-wire flight controls, and small wide-body configuration.
We can also expect Boeing to heavily utilize carbon composites with their new mid-size jet. We should know more concrete details about this new jet by the end of the year.
We know airlines want a longer-range, midsize jet that can efficiently fly around 200 people on long-transcontinental and secondary international markets. Any 797 needs to be capable of 757-like performance too. Boeing still has time to figure out the best solution. The 797 isn’t expected to enter service until sometime in the middle of the next decade.
The Pegasus Airlines Boeing 737-800, which skidded off the the left-hand side of the runway on January 13th 2017 at Trabzon Airport on Saturday night and came to a stop on a hill, has been removed from its resting place this week.
In the Youtube video, you can see how workers lift the plane. It took two cranes to lift the 41-ton aircraft from the slope, mere feet from the Black Sea. The airport was closed for a day during the recovery operation.
Two cranes lifting the Boeing 737 from the slope, five days after the incident. Video by ALATURKA TV
According to a Pegasus Airlines statement, Flight PC8622 had landed on Trabzon from Ankara with 162 passengers and six crew members when it could not brake in time for, at that time, unknown reasons. The plane ended up next to the runway on a slope. At the time of the accident, it rained heavily at the airport. All passengers and crew were evacuated safely. Although the Governor of Trabzon reported there were no injuries, local emergency services reported several passengers suffered minor injuries and were brought to the hospital.
The big question is how the plane could suddenly change course after it had already landed.
Although the Turkish aviation authority SHGM is investigating the cause of the accident, an investigation was opened by Trabzon’s Prosecution Office into the accident on January 15th 2018. The pilots were tested for intoxication (no findings made) and were interviewed. The captain reported the flight was normal until after touchdown. The first officer was flying the B737 and he landed the aircraft. The runway was extremely wet because of the heavy rainfall. The aircraft did not slow down during roll out. The captain immediately took control of the aircraft and applied brakes. At this time the aircraft turned left, the right engine suddenly accelerated when the aircraft was already off the left edge of the runway. The the captain lost control and went over the cliff. The 737 dropped and the right engine separated and fell into the sea. When the aircraft came to a stop, the crew alerted the tower. The emergency services responded arriving in a short time, probably realizing that this could have ended much worse if the aircraft didn’t come to a stop…
Honor Flight provides all-expense paid trips to see their memorial in DC
It’s easy to be patriotic on Memorial Day and the Fourth of July. But many of us have lost sight of how hard-won the freedom we enjoy every day really is. Perhaps it is time we all step back a moment and think about this.
The veterans who fought in World War II were often just farm boys who were drafted into service when they were teenagers and yet, despite their lack of life experience, they were asked to fight some of the bloodiest battles in human history at places like Manus, Iwo Jima and against ruthless dictator Adolph Hitler. These soldiers were sent out to the Atlantic or Pacific to go serve their country in a world that seemed to have gone mad and then were sent home, often to never talk about it again.
Honor Flight Gives Vets The Ultimate Thanks
Honor Flight is an organization that provides veterans with a free trip to Washington DC to see the National World War II Memorial that was constructed for them in 2005. It’s Chairman and Wisconsin native, Joe Dean, wants to provide the recognition these people deserve, “We talk about these men and women as dignity personified because that’s what my father was and that’s what so many of these men and women were,” Dean says. “They did remarkable things for our country when we needed them yet we never talk about it.”
After Mr. Dean’s father was diagnosed with Alzheimer’s, he decided to work with veterans to recall memories from the war and put them on film. When he was 18 years old, Mr. Dean’s father was stationed at Manus Island. Many of the casualties from WWII happened there, with young soldiers having to stitch each other up following life-threatening injuries.
When he started digging, Dean discovered a WWII veteran in his backyard named Joe, who took part in the largest battle ever fought by the U.S. Army, the Battle of the Bulge which was fought on the Western Front in Europe. Joe wound up in a Nazi prison camp and was later rescued but when he was found, he only weighed 70 pounds. He is one of the veterans that tells his story in this revealing video:
Also in the video, veteran Harvey Kurz describes the experience of everyone gathering around the radio as they heard the news that Pearl Harbor was bombed. He was in high school at the time and was unaware of the coming repercussions on his own life. Pearl Harbor was the catalyst that drew the U.S. into WWII.
Shortly after that fateful day, Harvey was drafted and wound up at Iwo Jima which saw one of the most important battles of WWII. Winning at Imo Jima was vitally important because the United States needed an air base close to Japan. Young and wide-eyed, Harvey closely bonded with his shipmates but unfortunately many of them were lost in the bloody battle. Harvey still wakes up in the middle of the night in a panic because of the horrific memories.
My own grandfather served in WWII
…. Which brings me to my own recollection. We probably all have someone we love or someone we know in the community who has served our country and deserves recognition. My own grandfather served in WWII and although he is gone now, I remember stories he told of being a bombardier. Cadets that were selected for bombardier training were entrusted with military secrets and had to take an oath to guard them with their life.
Once Papa had completed pre-flight bombardier training, he was put through a rigorous training program. Not everybody made it. Precise records were kept of their hits and misses and about 12% of the student bombardiers were eliminated.
As a bombardier, Papa released bombs from the back of the fighter jet. In his role as a gunner, he fired machine guns at enemy planes. Because of his role, the plane he was in was one of the main enemy targets so he was constantly shot at as the enemy tried to take his plane down.
While Papa miraculously made it through the war without serious injury, similar to the veteran mentioned previously, Harvey, he would often be jolted awake from deep sleep with nightmares about his experiences. He never dwelled on his problems though and said the hardships he went through were worth it to protect his beloved country. Papa died before he made it to the WWII Veterans memorial but, at least in our family and perhaps even more so through this article and the Honor Flight program, he and others like him will know they’re appreciated.
They truly were the greatest generation…
They won the war. They defeated Hitler and the world was left safe for democracy because of them — but that’s not the way a lot of them experienced it. They came home after the war and many of them just didn’t talk about it. No fanfare. No parade. Just nightmares. Lots of them.
That’s why the Honor Flight program is important. The National World War II memorial is a concrete example of the gratitude the entire country feels for our WWII veterans. Sadly, for many of these brave men, the trip to see the memorial is a race against time because they are in their late 80s and 90s.
The National World War II memorial in Washington DC
So many lives were lost and a high price was paid but as these men look around them in the world today, it is important that they recognize that the free society they see now is a direct result of their sacrifices. So, let’s give what we can in money, word and deed to these fascinating and honorable gentlemen. Let’s all do our part to make sure their stories are not forgotten.
More information and links:
To make a tax deductible donation to the Honor Flight program, you can mail a check or money order to Honor Flight, Inc. Attn: Diane Gresse 175 South Tuttle Road Springfield, OH 45505 or visit this link:
The 62d Fighter Squadron proudly graduated its first ever F-35 B-Course this past Saturday 13 January 2018. Class 17-BBL was the second ever F-35 B-Course and the first all lieutenant class, making them the Air Force’s youngest F-35 wingmen.
The 62d FS has played important role throughout history developing and training fighter pilots dating back to WWII. Within two years of its constitution on 20 November 1940, the 62d Pursuit Squadron had shot down 357 enemy aircraft and produced 8 fighter Aces. After WWII the Spikes returned to the states and flew 13 different aircraft in a number of conflicts.
Fast forward, in 2015 the Spikes received their first F-35 Lightning II at a price tag just over 90 Million dollars in the pursuit of training a new era of 5th generation fighter pilots.
Since that day, the Spikes have been making history and consistently setting records for F-35 operations. Across the F-35 community, the 62nd has set records for sorties in one day (28), one week (112), and one month (371). At Luke, the 62nd was also the first F-35 squadron to drop GBU-31 JDAMs, employ flares, and utilize a 3-go turn schedule to maximize Pilot Formal Training.
A unit made up of more than just USAF Airmen
One critical component to the success that the squadron has enjoyed during its initial foray into 5th-generation pilot training has been the tri-national structure of the squadron itself. The 62nd is comprised of three Nations, the United States of America, Norway and Italy, to provide world class flying instruction from a variety of different backgrounds and knowledge bases. The mixed knowledge and different takes on airmanship provided by the instructors is critical to the success of the mission here at the 62nd, ensuring that the Spikes will be able to continue setting records and executing at the highest level for years to come.
In May 2017, the 62nd welcomed its first ever initial qualification class, or B-Course. Over these past 9 months the perseverance and hard work of its instructor pilots and support personnel, along with the support from family, friends, and loved resulted in the first ever Spike Lightning Driver B-Course.
“Contrary to what you may read or see on the internet, news, or social media accounts, the F-35 has taken our class by surprise in a good way,” said new graduate Buck “Reno” Horn. “ Being in on a program this new has allowed us to discover new capabilities on each sortie right alongside our instructors and partner nations. We find every day that the jet is good at what it does, far better than most expected. The situational awareness alone, gives F-35 pilots a huge leg up against its competition, especially when they don’t even know you’re there.”
These 6 LT’s will go onto follow on training and eventually find themselves at Hill AFB to join the two newest F-35 fully combat capable squadrons.
Buzz this week has been all about Airbus hinting that it would be forced to scrap the A380 superjumbo program without new orders. The current industry trend is away from the superjumbos and toward smaller, fuel efficient aircraft. Monday, Airbus executive John Leahy said the A380 was on a slippery slope, stating, “Quite honestly, if we can’t work out a deal with Emirates there is no choice but to shut down the program.”
There had been no new orders for the A380 in over two years. Airbus’ biggest customer for the two-decker superjumbo jet, Emirates Airlines, had not made a solid commitment to add to their fleet, leading to speculation that the A380 was going to die a slow, painful death.
Initially the expectation was that the deal would be signed at the Dubai Airshow. Instead, Emirates made an agreement with Boeing to buy 40 Dreamliners for more than $15 billion to the public dismay of Mr. Leahy. Mr. Leahy is known to be a tough negotiator and was counting on the deal with Emirates to give him a press-worthy send-off into retirement. As of this morning, however, it looks like Mr. Leahy will be sent off into the sunset as a hero after all.
An Emirates Airbus A380 Jumbo Jet. Photo Tanweer Morshed (CC BY-SA 4.0)
Emirates ensures production will continue
Emirates will purchase 36 A380s in a deal worth $16 billion. Airline spokespersons say 20 firm orders have been placed and deliveries are set to commence in 2020. Emirates Airlines also took options for an additional 16 double-decker aircraft, adding to the already 101 A380s already in its fleet.
“Our customers love it, and we’ve been able to deploy it on different missions across our network, giving us flexibility in terms of range and passenger mix,” said the airline’s Chairman and CEO Sheikh Ahmed bin Saeed Al-Maktoum. He added, “We’ve made no secret of the fact that the A380 has been a success for Emirates.”
Today’s announcement of the Emirates order ensures that the A380 program will continue for the next decade or longer. Leahy had stated that Emirates was regarded as the only airline capable of placing an order large enough to keep the program going, “This new order underscores Airbus’ commitment to produce the A380 at least for another ten years. I’m personally convinced more orders will follow Emirates’ example and that this great aircraft will be built well into the 2030s.”
Chief Operating Officer Customers, Airbus Commercial Aircraft John Leahy joined His Highness Sheikh Ahmed bin Saeed Al Maktoum, Chairman and Chief Executive, Emirates Airline Group to sign a memorandum of understanding this morning.
Puts many questions to bed, at least for now
In 2007, Airbus’ decision to manufacture the A380 was deemed questionable. The economics seemed iffy with airlines having to operate the huge superjumbo at full capacity every flight to make a profit. Boeing’s Dreamliner was marketed as being more efficient and versatile, suitable for both medium and long-range flights.
But Airbus executives like Leahy continue to argue that the A380 is most suitable for congested airports and mass-market travel. Airbus says it needs to make at least six A380s per year to keep the program going. Airbus is hoping China will lead the next wave of orders once demand for the long-haul superjumbos picks up. Investors welcomed news of the order and Airbus shares have climbed more than two per cent higher on the Paris Bourse.
Avgeeks venerate the PC-24 for its state-of-the-art avionics technology. The PC-24 received EASA and FAA-type certification December 7 and is expected to enter service in late January or early February. So why does this plane have pilots squealing like school girls at a One Direction concert? Read on ….
Photo Stephan Widmer (CC BY-SA 2.0)
Off the Charts: More Runways, More Possibilities
Reach all your destinations easily. The Swiss-made PC-24 can operate from airstrips that other jets can only fly over. The PC-24 is simply too awesome to fit into any of the existing business jet categories. It is the only aircraft that combines the cabin size of a medium-light jet and the versatility of a turboprop. In fact, a new category was created specifically for the PC-24, called the Super Versatile Jet or SVJ category.
This dream machine has unparalleled short-field performance and only needs 2,810 feet (856 m) of runway. To put this in perspective, consider that there are 10,650 airports around the world that can be accessed with an aircraft capable of operating with a length of 3,130 feet (954 m). Another additional 1,050 airports become available when your aircraft needs only 2,810 feet of paved tarmac. Add to this the fact that the PC-24 SVJ also gives pilots access to over 20,000 unpaved runways in the world that are at least 2,810 in length, thanks to its ability to take off and land on grass or gravel. Doing some quick math, this means you gain access to 100% more global airports, including smaller ones. Go where no business jet has ever gone before! Fly closer to your final destination and reduce ground transfer time and administrative hassles with the PC-24.
Streamlined Cockpit, Situational Awareness and Efficiency
The Pilatus ACE cockpit environment is designed to improve safety by giving the pilot constant situational awareness. The SmartView Synthetic Vision System (SVS) synthesizes flight information from multiple sensors and presents it in an easy-to-read picture on the primary display. The Integrated Navigation System from Honeywell simultaneously displays traffic, terrain, flight path, airspace, airways, airports and navigation tools to improve flight management. INAV includes an intuitve graphical user interface that makes changes to your flight plans a breeze.
The Advanced Cockpit Environment (ACE™) is both high tech and yet simple in design. It is one of the most intutive systems ever seen in aviation. Four large 12-inch screens are user-friendly and easy to read. The Inertial Reference System gives lends pinpoint accuracy of navigation and altitude data.
The futuristic Traffic Collision Avoidance System II paves the way for other ADS-B used in applications that allow traffic avoidance and space optimization. Precision approaches and lateral and vertical accuracy enable pilots to make near-Instrument Landing system category 1 precision approaches thanks to the Wide Area Augmentation System-Localizer Performance with Vertical Guidance (WAAS-LPV). Check out video here:
The PC-24 is made for 45,000 feet with two pilots. All Pilatus aircraft are also certified for single-pilot operation. The environment is designed to reduce workload and improve safety, making it the ideal combination for single-pilot operation. From the comfort of his or her seat, the pilot finds an environment that has been designed specifically to reduce workload and improve safety.
The PC-24 twin jet is powered by the Williams FJ44-4A engine and has a unique feature called Quiet Power Mode which allows it to power electronic systems economically, without the need for ground power or an on-board auxillary unit. The PC-24 is made lighter and more fuel efficient by including the auxillary power unit in one of engines. Quiet Power Mode also makes the PC-24 is whisper-quiet.
Formal Ceremony Coming in February
Serial number 101, the very first production PC-24, was registered in Switzerland November 12. A fractional aircraft provider in Portsmouth, New Hampshire, PlaneSense, is taking the first delivery and will celebrate with a formal ceremony in early February. Pilatus has taken its first block of 84 orders for the PC-24 which includes six for the PlaneSense fractional program.
The history of the Concorde began in 1962 when the British and French governments agreed to develop an SST (supersonic transport aircraft). The conceptualization and manufacturing of the plane was done through a joint effort between Aerospatiale and British Aerospace. The Concorde took its first flight in 1969 and only 20 Concordes were ever made.
The consensus among Avgeeks is clear: the Concorde is considered to be one of the most beautiful airliners ever. It was built for an average cruising speed of Mach 2.02 (1,330 mph), more than double the speed of conventional aircraft. Its swept back delta wing, needle-like fuselage, vertical tail and moveable nose provided exceptional performance.
Photo Steve Fitzgerald www.airliners.net/photo/British-Aircraft-Corporation/Aerospatiale-BAC-Concorde/1804269/L/
But, oh that nose!
But what about that crooked nose? Why did the Concorde’s nose tilt down on approaches? It looked rather odd. When the Concorde was being photographed (which was often) or was sitting at the gate, the nose was always intentionally put in the more attractive “up” position.
Aesthetics aside, there are a couple of logical reasons for the nose tilt. The main reason is that it was impossible for the flight crew to see the runway in the nose-up position. The Concorde had a high angle of attack because its delta wing produced lift at low speeds. The nose was put in the lowest position when the aircraft was coming in for a landing to reduce drag and achieve the best aerodynamic efficiency.
A moving visor retracted into the nose before it was lowered. The visor was constructed of special glass that was heat resistant and used as a protection for the windscreens when the plane was supersonic speeds. During flight, the nose and window would be up which gave the plane its aerodyamic shape. When the nose was raised to its default position (horizontal), the visor would raise up before the cockpit windscreen to provide streamlined aerodynamics.
Check out this video tour of the inside of the Concorde at the Imperial War Museum in Duxford, Cambridgeshire, complete with a nose-lowering demonstration: (click on the video…there is no preview image)
There were actually four different nose positions:
The Concorde’s nose actually had four different positions. Each was used in various stages of flight: take-off, supersonic cruises, taxi and landing.
1.) Nose down at a 5-degree angle with visor retracted into nose: This position was sometimes used for take-off and taxi.
2.) Nose and visor both in fully retracted up position: This was used in two cases, when the Concorde was at supersonic cruise speed or parked on the runway.
2.) Nose up but visor retracted into droop nose: Again, there are two instances when the nose was in this position, either when the plane was doing a subsonic fly past or was having its windscreens cleaned.
4.) Nose down at a 12.5-degree angle, with visor retracted into nose: This was the most common position used for landing and taxi but the nose was quickly raised to the 5-degree angle before taxiing to the tarmac to avoid damage to the aircraft.
Another fun fact: The governments of the United States and Soviet Union had also considered building an SST. In fact in the U.S., Boeing even was contracted to build a prototype. The program was tossed out however when a federal report in 1971 found that building the plane was not economically feasible. We’ll have more on that later…
