These drones are other worldly as they dance in the nighttime sky!
Who would have ever thought a drone display could be beautiful? While they have many important uses for agriculture and photography, there have been few attempts to create an drone airshow that is actually worth watching. Last November, 100 drones were flown in unison using sophisticated software built by Intel. The drones each had LED lights that were synchronized to Beethoven’s Fifth Symphony. The event occurred at Flugplatz Ahrenlohe, Tornesch, Germany.
Drones are becoming more common everyday. As they become more numerous, they have also become more regulated. Recently, the FAA announced that all drones must be registered and follow strict regulations to avoid fines and potential legal ramifications.
The above footage was released by Intel as part of their CEO’s presentation at the Consumer Electronics Show in Las Vegas last week. You can read more about the event here.
With singing employees and multiple music selections from “Top Gun” it’s very clear they don’t make airline or airplane promos like they used to! As the sun set on Delta’s L-1011 in 2001, Delta closed the chapter the right way with this video. Watching this video, you can really feel how many employees and passengers alike loved the L-1011.
Delta began L-1011 service in December 1973, and ultimately acquired 70 of the type. In an age dominated by four-engined aircraft, the L-1011 tri-jet offered a fuel efficient solution to the energy crisis the nation faced in the 1970s. The aircraft further lead the way in Delta’s fleet with innovations such as the capability to land with less than 700 RVR (runway visual range), a wider cabin for comfort on long journeys, and in-flight radio stations and movies for passengers.
The L-1011 served Delta loyally until July 2001 when it flew one last round-trip between Atlanta and Orlando. Just as it had replaced four-engined airplanes, the twin engine era pushed tri-jets into the bone yard. While the airlines had no place for them anymore, the L-1011 (especially Delta ones in that classic widget scheme), will always have a special place in the heart of Avgeeks! Enjoy!
All good things come to an end. In this case, Pratt & Whitney’s F117 engine program just wrapped up a successful run. In a ceremony, Pratt and Whitney handed over the final production jet engine. Over the course of the program, they delivered 1,313 engines to the USAF and it’s allied partners. All engines fly on the Boeing C-17 aircraft. The engine is a derivative of the PW2040 model that powered the commercial 757 aircraft. The F117 engine is a derated version of the PW2040.
As part of the commemoration of the event, Pratt and Whitney produced this video and shared it on their Facebook page.
The F117-powered C-17 always goes where it is supposed to go, when it is supposed to go, and the pilots and crew know they can do their job without ever having to worry about the engine. #FinalF117 #C17
In the modern day military, senior leaders travel in specially equipped 737’s, Gulfstream G-Vs and Learjets. Every once in a while, they’ll travel in a specially equipped C-17 or C-130 to visit the troops downrange. Military leaders rarely need to risk their safety to make strategic decisions. Back in World War II though, things were different. Generals like Eisenhower had to get creative. They hopped in a P-51 Mustang.
There weren’t satellites or drones to get a bird’s eye view of the battlespace. Imaging, even from fighter aircraft, wasn’t that great either. The only way to truly see the battlefield would be to secretly fly over it.
Eisenhower hops in a P-51 Mustang
Gen Eisenhower flew in a P-51 Mustang.
On July 4th 1944, General Eisenhower decided that he wanted to see the site of the future Battle of the Bulge for himself. General Eisenhower hopped in the back of a brand new P-51 flown by Maj General Pete Quesada.
The P-51 had it’s fuel tank removed and a small seat was placed behind the pilot. The space was so small that General Eisenhower didn’t even have room to wear a parachute. Escorted by three fighters, the P-51 snuck 50 miles behind German lines to get a first hand perspective to where the first battle would take place.
Eisenhower’s Flight Was Supposed to Be a Secret
While the flight was intended to remain a secret, Quesada landed in front of an “entourage” of media. His flight made the front page of the New York Times. According to the book Eisenhower: A Soldier’s Life, Eisenhower endured admonishment from Marshall after the flight.
Here’s video proof of the flight:
Special thanks to Boneyard Safari for uncovering video proof of the flight!
The sound of J79’s spooling up is an iconic noise that is music to any avgeek’s ears. It’s a sound rarely heard these days (unless you live in Iran). So when we came across this video of a startup and takeoff, we knew we had to share it. Turn up your speakers, put on two forms of hearing protection and enjoy the blast of freedom.
This video was taken by jss747 at the Cleveland Air Show in 2011.
On January 10th, the United States and Korea flew a low-level dissimilar formation of 2x ROKAF F-15K Slam Eagles, a B-52 deployed from Guam, and 2x Osan-based F-16s. The formation flew over Osan Air Base, just 40 miles from the South Korean capital of Seoul. This show of force was intended to serve as a visual reminder to North Korea of the US and it’s allies sizable military power that can attack at a moments notice.
Flying a B-52 over South Korean territory is a provocative measure but one that was deemed necessary after North Korea’s latest nuclear test last week that was conducted in violation of multiple U.N. treaties. Adm. Harry B. Harris Jr., commander of U.S. Pacific Command said, “North Korea’s nuclear test is a blatant violation of its international obligations. U.S. joint military forces in the Indo-Asia-Pacific will continue to work with all of our regional allies and partners to maintain stability and security.”
A statement by U.S. Pacific Command further said that “the bilateral flight mission demonstrates the strength of the alliance between the United States and the Republic of Korea and the resolve of both nations to maintain stability and security on the Korean Peninsula.”
Video of the formation was captured by Senior Airman Daniel Robles of the 51st Fighter Wing Public Affairs Office. It is featured on the YouTube channel AirBoyd.
I think I could speak for most Avgeeks when I say that military nose art is one of the coolest things to see when you’re in the presence of an old warbird. Have you ever wondered how it all began?
Nose art began back in the early 1900’s during World War I. It made its first official mark with the Italians in 1913 when a sea monster was painted on the front of a flying boat. Shortly after, the Germans began painting mouths on the front of their aircraft beneath the props spinner as a way to build camaraderie and scare their enemies.
During the same time period, the Americans began painting not only extravagant murals on their aircraft, but some began painting their squadron insignias as well. Regulations were soon put in place to discourage the practice, but they were not strictly enforced.
Once the United States entered the fray in World War II, nose art started making appearances on everything from fighters to bombers. This would become the golden age of aircraft art. Even though the nose art regulations were still very much in place, they were completely ignored by the air crews. Attacking the German and Japanese was the primary focus, not some silly regulations.
Nose art was a moral booster for the crews, a way to evoke memories of home, or a way to help release the stresses of war. To a certain degree, some military officials unofficially encouraged it, as it was a way to keep the crews mind off of the constant thought of death. Most paintings were flashy, Vegas-style pin-up girls, with a catchy phrase. A good portion of these girls were a crew member’s wife, girlfriend, or just a fantasy girl. The air crews were proud of their birds, and you never found two of the same paintings. They were all unique in their own way. They exemplified the pride of serving. Seeing the nose art lifted the spirits and gave a visible reminder to aircrews that there were many things worth fighting for back home.
Today, nose art is still just as popular around the world but less common on US military aircraft. You can find art on the noses of bombers, tails of fighters, and even now on some commercial airline aircraft. While much of the art has become more tame over the years, it is still a unique aspect of aviation that lives on today. One thing is for sure, you’ll still never find two noses that look the same.
Check out some of my recent Nose Art Photography:
B-29 “Bockscar”:
The B-29 “Bockscar” was named after the aircraft commander, Captain Fredrick C. Bock. The plane was often referred to as “Bock’s Car” by her crew.
B-17 “Shoo Shoo Baby”:
B-17 “Shoo Shoo Shoo Baby” was named by her crew after a popular song by the Andrews Sisters during that time. At one point her name was changed to “Shoo Shoo Baby” after a change in the aircraft’s commander. This aircraft was actually landed in Sweden on her 24th mission after three of the four engines failed. All her crew survived and was uninjured. It was given to Sweden by the US, then flown by two airlines and a private mapping firm before being abandoned in France in the 1960’s. In 1968 France offered it back to the US, it was moved to Dover AFB in 1978 for restoration, and finally flown to the museum in Dayton in 1988 after the completion of her restoration.
AC-130A “Azrael ‘Angel of Death'”:
AC-130A “Spectre” Gunship- “Azrael Angel of Death.” I couldn’t find exactly why she was named this, but I did find that this name comes from the Koran, and Azrael is the “angel of Death who severs the soul from the body.” On a side note, this particular aircraft was involved in a pretty significant fire fight on February 26, 1991 during Operation Desert Storm. Coalition forces were in the process of running the Iraqi forces out of Kuwait, and Azrael was sent to the Al Jahra highway to intercept their convoy. After taking AAA fire, and dodging numerous SAM strikes, they were able to attack the convoy, inflicting significant damage, leaving a majority of the convoy destroyed and unusable. The Iraq’s called for a cease fire two days later. Awesome.
B-25 “Pacific Prowler”:
Pacific Prowler is the restored name of a privately owned B-25. You can read more about it here: http://www.ecommerce-group.com/pacificprowler/History.html
B-25 “Yellow Rose
The Yellow Rose is named after the traditional Texas folk song about a man longing for a beautiful southern woman. You can read more about the actual aircraft here: http://www.cafcentex.com/aircraft/b25.php
What’s it like to launch off of a carrier with 44,000 lbs of thrust strapped to our back? We may never experience the thrill of launching off of a carrier but we can sit back and marvel at the skill of the pilots that do.
This video makes carrier ops look easy but that couldn’t be further from the truth. Landing on a pitching deck in gusty winds at night takes guts. Doing it with dwindling fuel and no alternates is even more of a challenge. The pros in VFA-14 make it look easy. The TopHatters are the Navy’s oldest flying squadron.
One word of caution: The lyrics are explicit. Turn down your sound if you might be offended.
By now you’ve probably seen Fast and Furious 7. The movie features two street racing vehicles dropped out of the C-130 Hercules. Dropping vehicles safely is no simple task. From the looks of the video, it required custom rigging on the vehicle and additional metal support structure around the vehicles to ensure that the cars maintained rigidity during the opening chute sequence.
Filming wasn’t easy. The drop was filmed by five skydivers and two helicopters flying in formation.
Watch this video, shot by Universal Studios, to see how the pros did it.
Airman Magazine recently profiled a U-2 ground crew as they assisted the Dragon Lady during landing at a deployed location. The U-2 is an amazing spy plane. It can fly upwards of 70,000 feet and provide imagery and tools that more modern platforms like the Global Hawk still can’t match.
Takeoffs and landings are a challenge for even the most experienced pilots though. The plane is really just a big gangly glider with long wings, a jet engine, and poor visibility out the cockpit. The typical visual cues for a pilot during landing aren’t available due to the design of the aircraft. Without the assistance of a spotter in the chase car, the pilot would struggle to safely land. Working as a team, the spotter provides the pilot the necessary information to enhance his/her situational awareness and safely get the plane back on the ground.
Mobile chase car drivers act as a second pair of eyes and ears for U-2 pilots during their launch and landings, making up for the pilot’s limited movement and vision.
A U-2 Dragon Lady reconnaissance aircraft pilot from the 99th Expeditionary Reconnaissance Squadron explains the role of mobile chase cars at an undisclosed location in Southwest Asia, Dec. 22, 2015.
Talk about the ultimate cross-product promotion! Southwest Airlines introduced a custom level on the new Super Mario Maker game for the Nintendo Wii U video game system.
The game allows anyone to build a custom level. Southwest Airline’s level includes nods to airline with blocks that (slightly) resemble a 737 and a few hearts made of coins.
Is Southwest Super Mario’s Favorite Airline?
According to Southwest’s Blog, “The Southwest level for Super Mario Maker also offers players the exclusive chance to unlock the Sky Pop costume in the game. Once players locate a Mystery Mushroom in the Southwest Air Adventure level, they are able to play the level in the classic Super Mario Land plane costume. Also, by completing the level, players can use the costume in future levels of their choosing!”
Could a Mario logo jet be on the horizon at Southwest? An avgeek can dream!
You can watch GameExplain play the entire level below:
It’s a question that almost every avgeek has asked before: Why didn’t McDonnell Douglas make a serious attempt to sell a tanker version of the MD-11 tanker to the Air Force? Back in the early 1990s, the MD-11 program was struggling to meet promised performance targets. American became so frustrated with their aircraft that they eventually cancelled their order. The theory is that McDonnell Douglas could have revitalized the program while the Air Force could have replaced aging KC-135s (sound familiar?) and compliment existing KC-10s.
Our friends at Seattle Model Aircraft put together a post explaining why a KC-11 (officially designated as a KC-10B never materialized).
After McDonnell Douglas did the KDC-10 conversion for the Royal Netherlands Air Force in 1992, they proposed a tanker/transport version of the MD-11 which had the in-house designation KMD-11. McDD offered either conversion of second hand aircraft or new build aircraft- compared to the KC-10A Extender (which was itself based on the DC-10 Series 30 as were the Dutch KDC-10s), the proposed KMD-11 offered 35,000 lbs more cargo capacity and 8,400 lbs more transferable fuel.
There had been some in-house work since the early days of the MD-11 program on using the MD-11 as a tanker going back as far as 1987. As a frame of reference, the MD-11 program was launched in 1986. The designation KC-10B was supposed to have been assigned should such a tanker variant enter service with the USAF.
Interestingly I came across this tidbit on an aviation forum from a KC-10A Extender pilot on why an MD-11 tanker was pointless. It was posted back in 2004, but a lot of it still has bearing today:
“The efficiency comparison between the MD-11 and KC-10 is effectively no factor. The KC-10 only operates at MTOW a relatively small amount of time. Our MTOW of 590,000 lbs is already 10,000lbs heavier than the DC-10-30F and MD-10-30F, and is only 40,000 lbs less than the MD-11F (with full aileron droop mod, considering some of the past problems with this, the USAF would probably go with the 618K MTOW, for a 28,000 lb difference). Once you ad the Boom, drogue, and UARRSI the weight and CG shift will bring the MD-11 ACL down considerably. We can hold over 350,000 lbs of fuel by volume, but only around 335,000 lbs by weight. I can count the number of 590K takeoffs I have done on one hand. I have never done, and don’t even know anyone that has carried more than 120k or so in cargo weight, (Deuce50 can confirm this) and that much cargo seriously limits fuel available for cruise. Our money maker is the ability to move fighters and some support cargo at the same time, and for that we need fuel. Our body fuel tanks are limited by “zone load” restrictions for fuel weight. That means to put more fuel weight in the body, Boeing would be doing some considerable structure mod in the MD-11. The smaller MD-11 horizontal stab will also affect the CG range, something that requires additional “ballast fuel” in the KC-10 already, not to mention alleviating the usefulness of the MD-11 horizontal stab tanks with the boom installation. Another factor with additional fuel weight is single engine dump capability. Neither acft have the capability to jettison cargo, so your stuck with it regardless of your configuration, however fuel dump in a single engine situation could be the difference between walking or swimming to the crew bus, and it leaves at the same rate on both acft. This is partially negated by the increase in MD-11 thrust, but still a volume issue The USAF also uses ALL the runway surface to compute V1 speed, IE we aren’t required to be 35 feet above the departure end unless there are obstacle clearance issues. This means at USAF terps’ed airfields we can leave much heavier than at an FAA field, which gives us comparable performance out of shorter USAF fields, but affecting Vmcg and a few other takeoff numbers. This would be a benefit for the MD-11, but only if an increased fuel volume was available, as it normally limits our MTOW quite a bit. Another factor is operating environment. The MD-11’s CF-6-80 has about 8,000 lbs more thrust per engine, but at 45c this doesn’t help much, and the weight will still hover around the current KC-10. In the end, the KC-11’s performance would only slightly exceed the current KC-10 capabilities, which would be outweighed by the problem of dissimilar engines and equipment cost.”
The author suggests buying a few extra DC-10s for touch and go training.(U.S. Air Force photo by Airman 1st Class Meghan Geis)
“If you want to help the KC-10, advocate the purchase of a few DC-10-30’s to use for our endless touch and goes to save wear and tear on the current fleet.”
“I am all for more KC10-11’s, but only if it will add to what we have, not replace the ‘135. The analogy has already been given that the world’s biggest gas station does no good if you only have one pump. We need more booms, not bigger ones.”
The proposed KMD-11 also had underwing HDU (hose drum units) for refueling probe-equipped aircraft, something this FlightSim depiction lacks.
You’ve heard of engine out approaches, but what about the dreaded extra engine approach? Ok, so the extra engine isn’t actually providing thrust, but it does create significant drag.
With such a disbursed network spread over really long distances, Qantas occasionally faces unique maintenance challenges when one of their jets breaks down. Recently, one of their 747-400s needed an engine replacement at Johannesburg, South Africa. Qantas’s options to ship a new engine to South Africa from Australia are pretty limited. A Rolls Royce 747 engine is too expensive and complicated to just buy on a whim. It’s also too big to fit in the cargo compartment of an airliner. The options are either to charter an outsized cargo aircraft or wait weeks for one to be shipped via ocean freight. Instead, Qantas leveraged yet another unique capability of the 747. Flight QF63 flew from Sydney to Johannesburg with an extra engine secured underneath the left wing of a sister 747. While this is unusual, it’s not unprecedented. The 747 aircraft actually have an attachment point for a spare engine. Flying a 10,000 lb engine on the wing of a streamlined aircraft isn’t without penalty. Qantas said that they had to make an extra fuel stop in Perth before continuing their journey and delivering the unique stowaway.
Qantas put together a great video about the journey of the 5th engine. You can watch it below:
Baby, it’s cold outside! Snow forms from the air conditioning vents in cockpit.
With much of the US finally under the grasp of winter, it’s not surprising to see snow at airport tarmacs across the country. However, it’s pretty rare to actually see it in the cockpit! It appears that the moist conditioned air met cold air from the main cabin door of this Embraer EM-175. The conditions were just right to cool the condensation from the cockpit vents to make the ‘front office’ look a little like a snow globe.
Ask any tanker aircrew member who has been deployed before and they’ll say it’s tough flying with long days. A good attitude, some RipIts energy drinks, and a little bit of humor go along way to combat really long take off rolls and stress of flying over foreboding lands. This crew has the right attitude. They keep the fighters and bombers flying who rain destruction upon our enemies.
Join a US Air Force KC-135 crew on their flights over the middle east during a deployment. If you’ve ever wanted a front row seat to watch the spectacle of aerial refueling or are just an aviation nerd who likes looking at cockpits, this video contains some entertaining and impressive flying footage of the Bone (B-1), Hog (A-10), Viper (F-16) and RC-135. Sure to entertain and give you an insight into the world of military tanker aircrews.
How do you evaluate your pilots, test the capabilities of your maintainers, and scare the crap out of your enemy all in one exercise? You conduct an elephant walk!
An elephant walk is a mass launch exercise where a large group of aircraft launch at the same time. Some pilots have joked that you’d throw “everything but the kitchen sink” into the air. These exercises first started with bombing units back in World War II as way to launch large bomber formations. Those launches had upwards of a 1,000 aircraft!
Today, the exercises can have anywhere from 50 to 100 fighters. Walks are also done occasionally at bomber and tanker/transport bases to exercise capabilities.
The elephant walk in this video was filmed at Kunsan Air Base in South Korea back in 2013 by TSgt Michael Schocker. Kunsan Air Base holds strategic significance on the Korean Peninsula as it is an F-16 base and less than a 15 minute flight from North Korea.
Some pilots say flying isn’t all “rainbows and butterflies”. Other’s say it’s just “work, work, work, work…”
Being an airline pilot is a great deal. Your office is a cockpit. No one bothers you on your days off. You don’t have to check your e-mail every five minutes. It’s still not perfect though. Flying isn’t what it used to be. Mindless passengers mistake you for a bus driver or even worse a security guard. Not every crew rest hotel is glamourous. And contract negotiations lead to contentious debates in the cockpit during that redeye.
This hilarious skit – as told by Legos and high quality sets – highlights some of the annoying things about being an airline pilot.
This video was first uploaded on YouTube by Balroc12.
Was the proposed MD-12 Jumbo way ahead of its time or just a ‘Hail Mary’ attempt to keep airlines interested in an ailing company? Avgeekery explores the ‘why’ behind the failed MD-12 program.
McDonnell Douglas surprised the world in 1992 by unveiling a full double decker airliner program. Although certainly not as majestic as the 747, the MD-12 would have looked much like the A380 should have looked.
Without that hideous nose and a more streamlined body, the MD-12 could have actually been an attractive giant that would have given the Queen of the Skies a run for her money. Some uncharitably say they never really intended to build it at all.
Unveiled in April 1992, by a financially ailing McDonnell Douglas, they also announced first delivery of the 511 passenger, four-engine, full double-decker would be just five years. Officially it was a strategic move to leap-frog Boeing’s 747-400 and the Airbus 380 – Boeing had been exploring an all new, double-deck, four engine, airliner seating over 500 which was uncreatively named, the NLA – “New Large Aircraft”.
The press seemed to love the MD-12, but skeptics said it was just a ploy to get Boeing to pay more for the company.
At the time McDonnell Douglas was very sick financially, creaking under tremendous debt, and this project, although conservative in its design, would need lots of cash the company just didn’t have.
Reality or Wall Street subterfuge, the MD-12 featured four variants – the MD-12 ST (Stretch), MD-12 HC (High Capacity), MD-12 LR (Long Range) and a two-engine MD-12 Twin.
But it was never to be.
McDonnell Douglas MD-12 Wasn’t Meant To Be
Hindsight is 20/20. The market has proven barely large enough to support the A380 and the late-to-the-party 747-8. Both aircraft are still struggling to gain orders today. Other paper jumbos like the Sukhoi KR-860 (SKD-717) (which by the way, had it been built, would have been the world’s largest, widest, and heaviest airliner, beating the world’s current heavy-weight champion, the AN-225 by 50 tons of max weight) never got off the drawing board. The MD-12 would remain only a concept as one of aviation’s fallen flags.
What happened? Why did a struggling McDonnell Douglas even propose such a bold aircraft? Let’s explore.
Born Out Of A Failing McDonnell Douglas MD-11 Program
Ironically initial concept for the MD-12 had been smaller, a three-engine derivative of its MD-11 which itself wasn’t attract sufficient orders.
This idea morphed into the four engine, two pilot MD-12 with huge wingspan of over 200 feet, a fuselage 31 feet longer than the current MD11 and range of 8320 nautical miles.
Source: Wikipedia Images
In its long-range configuration carrying 430 passengers (3-class) and high-capacity 511 passengers (3-class) it was aimed directly at potential customers for the 747-400 that entered service in 1989. The MD-12 with a maximum take-off weight of 949,000 pounds would have easily beaten the 747-400’s 875,000 pounds and the current maximum weight of the 747-400ERF cargo’s 910,000 pounds.
Remember the scramble as airport built new gates to accommodate the A380 when it finally rolled out? The A380-800 has a wingspan of 261.6 feet. The MD-12’s 213 foot wingspan would have been comfortably slipped into the existing 747 airport gates. The current generation 747-400 has wingspan of 211 feet 5 inches.
McDonnell Douglas went as far as putting together a new company with a consortium of Taiwanese companies to build much of the MD-12, although final assembly was probably to have been in the US.
In the end the MD-12 would go down, not just as the first fully double decked commercial jumbo never to materialize, but also as the last new commercial aircraft designed by McDonnell Douglas before the company was sucked into Boeing in a US $13 billion stock swap in August of 1997.
McDonnell Douglas MD-12 Legacy Survives (Sort of)
The MD-12 program wasn’t a complete bust. Twenty five years later, you can still find reminders of the MD-12.
A view of Boeing’s AT Winglet that will be featured on the new 737MAX.
Boeing is now busily stirring vestiges of the MD-12 design into the wing of the next version 777 with folding wings and the advanced 737 MAX winglet, the “dual feather”.
We can’t help but wonder if those two innovations on modern airliners were first seeded in the minds of ex-MDC engineers from the failed jumbo program. The engines that would have hung on MD-12’s, General Electric’s CF6-80C2 high-bypass turbofans, later powered versions of the 747, 767 and A330.
And in one last irony, a number of those airlines interested in the MD-12 ultimately became customers for the ugly A380.
Last year, Avgeekery highlighted a unique video from Andrews Air Force Base’s Wing Commander–home of Air Force One near Washington DC. You may remember that the Commander appeared to ‘forget’ a coin to reward a troop but instead grabbed a shiny new stripe from his pocket and promoted him on the spot. It looks like Col Millard is back this year with another surprise.
In an effort to build a little esprit de corps around the holiday, the Wing Commander wrote and asked his ‘Port Dawg’ troops to sing a wonky “12 Days of Christmas” song that he had written. This video seems like it’s just a few minutes of holiday cheer until the very end. As painful as the singing might be on the ears, you have to listen to the last verse!
Port Dawgs are part of the Aerial Port Squadron. They load aircraft, process passengers, and prepare aircraft for their next flight. Port Dawgs take pride in working night and day, rain or shine to ensure aircraft are loaded and ready to fly.
Surprise! NCO “step’d” to TSgtThis Wing Commander wrote Port Dawg lyrics to a rendition of “The Twelve Days of Christmas,” and gathered his Aerial Porters together to practice. What happened next will blow your mind … (U.S. Air Force video by Maj. Russell James and Senior Master Sgt. Kevin Wallace/RELEASED)
Crosswinds are notoriously tricky, and landing in one is anything but easy. You’ve got to have intense coordination and precision flying. As a plane descends, it encounters changing wind profiles that can easily push a slow, vulnerable aircraft off the extended runway centerline unless the pilot makes quick, purposeful corrections.
Upon entering ground effect, the pilot must maintain the centerline while cutting the power and keeping the aircraft not only aligned with the runway but also the fuselage centered on the centerline of the runway. In the videos below, you’ll see that the pilots do their best to ‘kick’ the jet straight before touchdown by deflecting the rudder. Unfortunately, many pilots in this video take out the rudder deflection just a second too early or touch down safely then fail to keep ‘in’ the crosswind controls once the main gear hit terra firma.
The bottom line is that landing in a crosswind isn’t easy. Enjoy this video we found by flugsnug who recently compiled footage of turboprops landing at Birmingham International Airport in the UK.
