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Enjoy The Best Of A Month That Was Great For Both Airshows and Military Aviation

Bill Walton
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Enjoy The Best Of A Month That Was Great For Both Airshows and Military Aviation

July 2017 was a great month for Avgeekery Nation! Regional airshows and events like the New York Airshow in New Windsor, the Tacoma Freedom Fair & Air Show, the Pensacola Beach Airshow, and the Milwaukee Air and Water Show thrilled and wowed crowds during the month. Military events like Sentry Eagle 2017 out in Oregon hosted civilian open houses and several events took place in Canada. The month went out with a bang at EAA Airventure 2017 at Oshkosh. There was something for everyone from one end of the continent to the other and the mid-month Royal International Air Tattoo (RIAT) in the UK for those with trans-oceanic wanderlust.

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From our good friends at AirshowStuffVideos comes this look at the best of military aviation during the month of July. The video begins with some Rockwell (Boeing) B-1B Lancer action including an impressive night takeoff in full afterburner. Then Carrier Air Wing FIVE (CVW-5) is captured conducting flight ops aboard the carrier USS Ronald Reagan (CVN-76). Next some Army Boeing AH-64 Apaches get some work done. An Air Force 100th Air Refueling Wing (ARW) KC-135R Stratotanker refuels Lockheed Martin F-22 Raptors in the next segment. Then it’s time for some BRRRTT as Fairchild Republic A-10C Warthogs work over some desert targets.

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Screenshot Courtesy AirshowStuffVideos

Marine Corps Sikorsky CH-53E Super Stallion helos are shown refueling from a Marine Corps Lockheed Martin KC-130J Hercules tanker, followed by some Air Force Boeing F-15E Strike Eagles operating. A huge gaggle of Australian Army helicopters make an appearance and then B-2 Spirit bombers get in on the action. A Boeing B-52 or two as well as Boeing MV-22B Ospreys, General Dynamics F-16 Vipers, Boeing C-17 Globemaster IIIs, Boeing CH-47F Chinooks, CVW-11 conducting flight ops aboard the carrier USS Nimitz (CVN-68), and some Coast Guard HH-60J Jayhawk rescue practice are also featured. A passel of Army UH-60 Blackhawks do some work and then an Australian Boeing E-7A Wedgetail refuels from a Boeing KC-135R Stratotanker of the 132nd Air Refueling Squadron (ARS), Maine Air National Guard (ANG) to round out the action.

1280px Wedgetail AWEC being refuelled at RIMPAC 2012
Official US Air Force Photograph

YouTube Stream of ‘Virtual LAX’ Is The Coolest/Weirdest Thing We’ve Seen In a While

Avgeekery
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YouTube Stream of ‘Virtual LAX’ Is The Coolest/Weirdest Thing We’ve Seen In a While

Avgeeks are a unique bunch of people.   They tend to be slightly geeky, passionate about anything aviation, and tech savvy.  One of the latest projects we came across is a fascinating combination of cool and geeky.

 It’s a simulation of LAX based on actual ATC transmissions and ADS-B readouts. It looks like a Playstation 2 quality-version of a flight sim with very realistic terminals, flashing PAPIs, and a constantly updated arrival/departure board.

You can watch the stream here.

The display is supported by viewers who can donate here.  The display is produced by using Lockheed Martin’s Prepar3d V4.  Prepar3d is the successor to Microsoft’s FlightSim program.

LAX International (the real one) is one of the busiest airports in the world. Over 80,000,000 people flew through LAX in 2016. The airport has some of the most diverse lineups of airlines of any airport in the country. Five airlines consider LAX a hub. The airport has eight numbered terminals plus an additional international terminal that handles international traffic for American and United Airlines.

LAX is also a ‘hub’ for avgeeks. The east-side of the airport is a hotspot for avgeek activity. The In-N-Out Burger restaurant is a famous place for avgeeks to congregate and watch international arrivals and departures. Additionally, The Proud Bird is a recently renovated food bazaar with a host of historical static aircraft on display in the ‘back yard’.

B-1 Bombers Are Ready For Battle, Here’s Proof

Avgeekery
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B-1 Bombers Are Ready For Battle, Here’s Proof

The B-1 Lancer (nickname Bone) proved itself during Operations Iraqi and Enduring Freedom.  The bomber was a continuous presence in the Middle East from 2001 through 2015.  With swept wings and 4 large afterburing engines, the mighty Bone has a top speed of Mach 1.25 with a max takeoff weight of 477,000 lbs.

The B-1 is based at Dyess Air Force Base in Abilene, Texas and Ellsworth Air Force Base in South Dakota.  B-1s also rotate through Anderson Air Base in Guam. From Guam, they are capable of projecting power on the Korean Peninsula.  In recent weeks, they have conducted shows of force over South Korea near the DMZ.
The B-1B can be equipped with 24 conventional 2,000lb bombs or 15 500lb GBU-38 JDAM missiles. The B-1 was also nuclear capable but the fusing and accompanying hardware were removed in 1995.  With refueling, the Bone has unlimited range.

The Rockwell B1-B Lancer was manufactured by Rockwell International, which is now a part of Boeing. The B-1B entered service on October 1st of 1986 with the United States Air Force (USAF) Strategic Air Command as a nuclear bomber. The B1-B had a unit cost of about $283 million back in 1998. Roughly 100 Rockwell B1-B aircraft were built. 62 are currently in service.

Editors note: An earlier version of this article stated that the B-1 is nuclear capable.  While the B-1 was originally designed with this capability, the equipment required for this capability was removed in the mid-1990s.

How Spirit Airlines Almost Became A Delta Subsidiary via Comair

Holly Riddle
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How Spirit Airlines Almost Became A Delta Subsidiary via Comair

Spirit Airlines Was Almost Swallowed By Comair Back In the ’90s.

Now one of the most popular ultra-low cost carriers for domestic (and some international) travel, Spirit Airlines was once on the brink of becoming extinct.  It almost fell into the hands of the now-defunct commuter carrier Comair!

So, how’d it all go down?

Spirit Airlines was originally a tour operator, Charter One, which provided hired turboprop aircraft for those looking to travel between Chicago, Boston, Detroit and Providence, to Atlantic City (primarily for gambling trips).

This would eventually lead to similar chartered trips to southern destinations, and also international ones, such as the Bahamas.

However, Charter One would soon begin leasing its own planes, and, as it began to establish a fleet, it launched daily services in the early 90s as the newly named Spirit Airlines. Early growth was substantial, with $56 million in sales in 1994.

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Vintage Spirit livery. Photo: wikipedia Anthony92931

It was only a few years later, though, when Spirit Airlines, already known for its low-cost fares, would start encountering some challenges, which made it a takeover target.

One of these challenges was the difficulty found in creating hubs, with major airlines squeezing out the low-cost carriers of the day. Additionally, ValuJet’s flight 592 crash in 1996, was devastating to all low-cost carriers who faced additional scrutiny.

Meanwhile, Comair Holdings, Inc., which had been established nearly 20 years earlier in Cincinnati, was experiencing some success due to a partnership with Delta Air Lines, which had allowed the carrier to triple its business and expand its routes, into Canada and the Caribbean, as well as increase its fleet substantially.

In 1994, it also had just leased a brand-new, $50 million terminal. They were looking to expand quickly but needed to find labor to fill the rapid growth.

Comair announces plans to buy Spirit Airlines

In 1996, Comair announced its plans to buy Spirit Airlines for approximately $20 million, a deal that had been in the works for about two years.

The agreement would have had benefits for both sides, as Comair would gain opportunities with Spirit’s low-cost labor base, and Spirit would have a bigger name to help it hold its own against the country’s major airlines.

However, the ValuJet crash threw these well crafted plans into disarray. Comair would back out of the deal just months later. At the time, it seemed like the right call.  Comair’s profits would continue to climb throughout the 1990s. Even a crash of one of their CRJs in 1997 did not interrupt their climb.

Tougher times were ahead for Comair though in 2000. Comair’s partnership with Delta was expiring, and the new offer on the table was less lucrative.

Comair had three options — agree to a less-than-favorable new partnership, decline Delta’s offer and go on their own, or allow Delta to purchase Comair outright. Faced with falling stock prices, they agreed to be acquired by Delta in 2000. Comair became part of Delta Connection, Inc.

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A ComAir CRJ-100 parked at Jacksonville International Airport.  By David Mueller – Own work, CC BY-SA 2.5, https://commons.wikimedia.org/w/index.php?curid=1113347

Comair did retain its name for a while within the Delta network. In 2012, Delta announced that Comair would cease all operations.  Delta Connection flying was transferred to other partners.

It all worked out after all…

Spirit Airlines, however, did not allow the ValuJet crash or the failed Comair deal to stand in its way.  The airline launched a marketing campaign the same year to highlight its perfect safety record.

In the following years, as other low-cost carriers dissolved or abandoned routes, Spirit stepped in to fill the gaps, to much success. They focused on underserved markets and right sized the amount of flying to match demand.

Already known as a low-cost carrier, Spirit would transition to an ultra-low cost carrier in the mid-2000s, charging for carryons, beverages, and even printed tickets.

Though the airline has endured strikes and its fair share of negative publicity issues since, Spirit continues to enjoy success in a very competitive landscape.  Today, Spirit Airlines serves more than 50 destinations with more than 100 Airbus aircraft.

I Was A Chase Ship For An American Airlines MD-80 With A Gear Problem

Jeff Gilmore
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I Was A Chase Ship For An American Airlines MD-80 With A Gear Problem

One of the gifts of aviation is that the experience of flying is so powerful that unique moments become etched in your memory.  Whether its your first flight, your first solo, or that trip that you survived by the skin of your teeth, you are left with stories to tell.  And the best part is that most people actually enjoy hearing them!

My first assignment

My first assignment in the Air Force was to fly the C-21 Learjet at Scott Air Force Base. The jet was affectionately known as the “Barbie Jet”.  It was a small, nimble, and sporty plane. It could climb like a rocket, especially on a cool winter day. Our unit’s official mission was to fly DVs (mostly generals and congressmen) to meetings around the nation but we also would focus on training so that pilots could become aircraft commanders faster when they moved on to larger aircraft after this first assignment.

Over the course of three years, I flew a number of amazing people. I carried countless senior government leaders, a Medal of Honor recipient, dozens of patients, and even Southwest Airlines CEO Herb Kelleher after he served as an honorary commander for the day at an Air Force base.

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C-21 Learjet (Photo: USAF)

There I was…

Yet there is one experience that sticks out in my memory.  Back in early 2005, I was assigned a mission to fly a general to McChord AFB.  That mission cancelled but our squadron still needed to fly the hours that had been allocated to the jet that day.  As a first lieutenant and relatively new pilot, I was paired with a more experienced Major for some ‘High Density’ airport training on the West Coast.  We flew to Portland International, grabbed lunch, and planned the flight to head back home non-stop–taking full advantage of a strong winter jet stream.

The return flight was uneventful.  We cruised in the mid-30s and had over 100 knots of tailwind to make the return trip easy.  When we were about 20 minutes away from Scott Air Force Base, the approach controller asked if we had any reserve fuel to help out an airliner who had an issue. We didn’t have a ton of extra gas but we had enough to offer some assistance.  We figured could always divert to Saint Louis Lambert International, if necessary.  So we said, “sure!”  The controller replied with:

Uhh, that’d be great.  It’s an American MD-80 with a gear problem. They’ve done a low pass but we couldn’t get a great visual on it.  He’s holding south of you to burn off fuel. He’s at 6,000 in the hold.  I’ll vector you so that you enter the hold below him. Maintain 5,000 and turn heading 160 degrees.  Once you have him in sight, let me know.

Since it was my leg, I dialed 160 degrees and felt butterflies in my belly for the first time in a while while flying.  You never want to hear that another aviator is in distress but I was glad we were around to help however we could.  I figured this intercept wouldn’t be too big of a deal.  I had flown formation in the T-1 Jayhawk during pilot training so I generally knew what to expect.  Technically this wasn’t even a formation.  We’d just have to use many of the same techniques to be a good chase ship.

After a few minutes of flying and a few gentle turns from the controller, we saw the shiny MadDog in the hold with a late winter’s afternoon sky backlighting the jet. The controller gave us a great intercept heading that made the meet up look easy.  We called the MadDog in sight.

We’re flying below an MD-80!

We entered the hold and sped up to align ourselves directly under the aircraft to take a look. We switched our other radio to an interplane frequency and spoke with the American captain.  He described what we should see.  As an avgeek who grew up near DFW airport, I recognized the angle of the nose gear and the mains on the MD-80. The gear was extended and the support trunnions looked extended.  The only unusual part was that the gear doors were open. The captain mentioned that it was to be expected for the issue they were experiencing. The American crew thanked us for our help.  We departed the hold and landed back at our home base with close to min fuel remaining.

When we landed, we recapped the day before heading home. It struck me at that moment how cool of a job I now had.  As a 23 year old kid, the government trusted me to fly a multi-million dollar jet to fly to the busiest airports in the country. Then on this ‘routine’ training flight, I was able to see my favorite airliner up close and help out fellow aviators who were having a tough day. This wasn’t a normal job.  It was a dream come true!

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The next day I shared our story around the water cooler back in the squadron.  Someone recommended that I call American to see what happened.  I left my e-mail on a voicemail from a number I found online but never expected to hear back from them. The next day though, I received an e-mail stating that the flight landed without incident and all 125 passengers and crew were safe. That was a satisfying feeling.

In typical Air Force fashion though, our assistance was translated into a bullet on my very first officer performance review.  It made us sound like superheroes.  To this day, that OPR bullet makes me chuckle.  More importantly though, that experience became a memory that I’ll treasure forever.

When Is A Cruise Video Not A Cruise Video? When The Black Knights Say So

Bill Walton
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When Is A Cruise Video Not A Cruise Video? When The Black Knights Say So

We know how much Avgeekery Nation enjoys cruise videos. They’re often the best way for many of our readers to watch state-of-the-art aircraft and warfighters while they do their thing. This video is a little bit different though. It’s not a “cruise” video because Strike Fighter Squadron ONE FIVE FOUR (VFA-154) wasn’t on a cruise when this video was produced. The Black Knights were plenty active though. Thanks to YouTuber MGDunford for sharing this awesome look at a year in the life of a Navy Strike Fighter Squadron. BKR!

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VFA-154 spent their 2015 just crushing operational detachments and training from one end of the country to the other. From Joint Base Elmendorf-Richardson in Alaska to Naval Air Station (NAS) Key West in Florida; from Nellis in Nevada to Tyndall on the Gulf; carrier quals aboard the USS Ronald Reagan (CVN-76) and USS Nimitz (CVN-68)- the Black Knights did it all. Their excellence in 2015 was just a continuation of their commitment to their mission.

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Official US Navy Photograph

During their last deployment during 2013, VFA-154 won the both the Commander Strike Fighter Wing Pacific Fleet (CSFWP) “LTJG Bruce Carrier” and the Carrier Air Wing ELEVEN (CVW-11) Golden Wrench Awards for excellence in maintenance. The Black Knights also flew more than 2,100 sorties over more than 6,000 flight hours without a Class A mishap. During those accident-free hours the squadron accounted for 75% of the ordnance expended by CVW-11 in support of coalition forces.

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Official US Navy Photograph

So what are the Black Knights up to these days? Why they’re on another WESTPAC deployment of course! VFA-154 and CVW-11 are flying from the deck of the Nimitz yet again.

US Navy 110718 N EE987 106 An F A 18F Super Hornet assigned to the Black Knights of Strike Fighter Squadron VFA 154 lands aboard the aircraft car
Official US Navy Photograph

 

Heroic A-10 HAWG Pilot Lands Heavily Damaged Jet After Canopy Blown Off By Gun Malfunction

Bill Walton
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Heroic A-10 HAWG Pilot Lands Heavily Damaged Jet After Canopy Blown Off By Gun Malfunction

This Michigan Air National Guard Red Devils Pilot Was One Very Cool Customer When Things Went Sideways

On July 20th 2017, a pair of Fairchild Republic A-10C Thunderbolt II attack aircraft assigned to the 107th Fighter Squadron (FS) Red Devils, of the 127th Wing, Michigan Air National Guard (ANG) took off with another pair of A-10s from their home base at Selfridge Air Nation Guard Base (ANGB). The four jets were headed northwest toward the Grayling Air Gunnery Range, located in north-central lower-Michigan. Here’s a short video about the Grayling facility uploaded by YouTuber Q100 Y101.

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Even Routine Flights Can Be Dangerous

Two of the pilots heading to Grayling, Captain Brett DeVries and Major Shannon Vickers, were both highly experienced Warthog pilots and veterans of multiple combat deployments, logging more than a hundred combat sorties each. A flight to Grayling for some bombing and gunnery practice, similar to hundreds of other similar flights for both pilots, was to be their mission that day. It was a flight far removed from a combat mission, but no less potentially dangerous.

A-10C Thunderbolts in flight.
Official US Air Force Photograph

Unexplained Malfunction Leads to a Convertible Warthog

All four jets completed the bombing practice portion of their flight and transitioned to gunnery. Captain DeVries, flying A-10C 80-0264 (CN A10-0614), had just begun a second run on the target at about 1340 local time when he pulled the trigger on his Warthog’s 30 millimeter GAU-8 Avenger multi-barrel cannon. The cannon malfunctioned (it has not yet been determined exactly how or why), causing the A-10C to shed its canopy and suddenly subject DeVries to the full force of the 330 knot breeze, which promptly knocked his helmet back against his ejection seat, dazing him. DeVries quickly initiated a climb from low altitude in order to clear the other aircraft and sort things out.

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Official US Air Force Photograph

A Busted Bird, NORDO, and Unsafe Gear

Damage to the aircraft was extensive. Not only was the canopy missing (the windscreen was still intact), but both the primary and secondary radios were out. There were also multiple nose-area access panels that had been popped open or blown off by the gun malfunction. DeVries was concerned about loose material getting sucked out of the cockpit and being ingested by the engines. But his biggest concern was that the nose landing gear was indicating unsafe.

A-10C Thunderbolts flying in formation.
Official US Air Force Photograph

Staying With the Warthog

Ejection was a consideration but the pilot was concerned that the canopy separation might have damaged the ejection seat mechanism. After discussing the situation with technical experts on the ground via Vickers, DeVries made for the nearest military runway located at Alpena Combat Readiness Training Center (CRTC), co-located with the Alpena County Regional Airport about 25 minutes flying time northeast of the Grayling range near the coast of Thunder Bay on Lake Huron.

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Major Vickers (left) and Captain DeVries (right). Official US Air Force Photograph

Designed to Survive a Wheels Up Landing

Hunkered down behind the windscreen, DeVries continued to look at options. The landing gear was his real challenge. Nose gear collapse on landing might cause the jet to do all sorts of things – all of them bad. But when the Warthog’s landing gear are retracted, the main wheels are still slightly exposed under the wings of the jet. This arrangement has saved more than one A-10C from sustaining additional damage when belly landing. DeVries was betting that the exposed wheels would help him land his stricken Warthog as well.

A-10C pictured from below.
Official US Air Force Photograph

An Almost Perfect Landing

A test of the landing gear yielded indications that the nose gear was indeed unsafe, so DeVries made his approach to the runway at Alpena with gear up, minimal sink rate, and carrying just enough speed to maintain controllability if his A-10C. Vickers was right off his wing, calling out feet above the ground as DeVries let his aircraft down on centerline. DeVries exited the aircraft quickly after it stopped and met the emergency crews waiting for his arrival.

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Official US Air Force Photograph

A Unique Set of Circumstances

This mishap is believed to be the only time during the more than 40 years since the A-10C entered service that a pilot has landed a Warthog with the landing gear retracted and no canopy. Captain DeVries was not injured. A-10C 80-0264 sustained some damage, but will likely be repaired and may even return to the Red Devils. DeVries and Vickers both credit their extensive training for their ability to deal with the emergency effectively and safely. The mishap is being investigated, and Vickers’ observation of “a donut of gas” around the fuselage is an interesting facet of the inquiry.

WATCH: The Superfortress Graveyard: B-29s Once Inhabited the Deserts of the American West

Bill Walton
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WATCH: The Superfortress Graveyard: B-29s Once Inhabited the Deserts of the American West

Watch for the History, Then Read About the China Lake Survivors That Were Saved

This photographic essay documents the Boeing B-29 Superfortress boneyard at Naval Air Weapons Station (NAWS) China Lake in 1978. Nearly 70 B-29s spent time in one target area or another at China Lake. Some of those airframes were reclaimed and used again. Some of the B-29s there were brought to the site already in pieces. But over the years there have been a number of survivors pulled from the Mojave Desert at China Lake and displayed. Several of those aircraft appear in this video. Thanks to YouTuber airailimages for sharing these moments in time.

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The Most Famous (and Airworthy) Survivors

The two most famous China Lake survivors are the Commemorative Air Force B-29 Superfortress Fifi (B-29A-60-BN, 44-62070) and the recently restored to airworthiness B-29 Doc (B-29-70-BW, 44-69972). However, many more airframes made it out of the desert to be displayed. Two were actually flown out. Three Feathers (B-29A-40-BN, 44-61669) was flown to March AFB in 1981 after six years of work required to make the bomber airworthy. It’s Hawg Wild (B-29A-45-BN, 44-61748) was resurrected and flown all the way to the UK where she resides at the American Air Museum of the Imperial War Museum at Duxford.

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Photograph Courtesy Commemorative Air Force

In Whole or Just Pieces

Other Survivors of the China Lake target areas include B-29-45-BW 42-24791, whose nose section is on display in Seattle and the rest of the airframe is stored at the National Museum of the Air Force at Dayton in Ohio. B-29-25-MO 42-65281 is currently on display at Travis AFB in California. B-29A-35-BN 44-61535 and B-29A-75-BW 44-70064 are displayed together as a single airframe at Castle AFB in California.

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Official US Air Force Photograph

Movie Props and Museum Pieces

B-29A-60-BN Superfortress 44-62022 is displayed at the Fred E Weisbrod Museum in Pueblo, Colorado. The forward fuselage of B-29A-70-BN 44-62222 is on display at the Pima County Air Museum in Arizona while the rear fuselage resides at Disney Studios. B-29-60-BW 44-69729 resides at the Museum of Flight in Seattle. B-29-70-BW 44-69983 made its way to the National Atomic Museum in Albuquerque, New Mexico.

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Photograph Courtesy b-29doc.com

Local or Long-Distance

B-29-75-BW 44-70102 didn’t have to go far to be displayed at the China Lake Museum compound. B-29-80-BW 44-87627 is located at the Global Power Museum at Barksdale AFB in Louisiana. B-29-90-BW 44-87779 is on display at the South Dakota Air and Space Museum. B-29-90-BW 45-21739 made it all the way to the KAI Aerospace Museum in Sacheon near Seoul in South Korea. Note that this list consists only of China Lake survivors and not all surviving B-29s. There is also a Boeing B-47 Stratojet depicted in the slideshow.

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Official US Air Force Photograph

There Is No Way That Airplane Just Did That- Said Thousands At EAA AirVenture 2017

Bill Walton
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There Is No Way That Airplane Just Did That- Said Thousands At EAA AirVenture 2017

EAA AirVenture 2017 is but fond memories, burned dinosaurs, and dissipated smoke trails, but some of the sights and sounds from what we used to call the Fly-In are going to be with us for a long time. The historic bomber flyovers; the moving tribute to the late Vlado Lenoch; formations and gyrations and in general aviation at its very best. One performer who always makes an impression is William Lewis “Skip” Stewart. Skip performs an incredibly high-precision and high-energy aerobatic routine in his heavily modified Pitts S-2S biplane Prometheus. Thanks to our good friends at AirshowStuffVideos  Skip’s performance at Oshkosh is preserved in HD video for your enjoyment.

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Skip was born in 1968 learned to fly from his grandfather, who was a crop-duster pilot. While attending Middle Tennessee State, Skip not only earned a BS in Aerospace Administration but picked up his Private, Commercial, Multi-engine, CFI, CFII and MEI licenses. After a few years of flying airliners and corporate aircraft, Skip picked up his first Pitts. He later sold that airplane and picked up a newer Pitts, after which he set to work modifying it to suit his unique aerobatic routine.

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Image Credit: Ryan Sundheimer / AirshowStuff.com

Skip later picked up a second Pitts S-2S for airshow work. Both of his Prometheus aircraft are Pitts Special biplanes at heart but they have custom wings, tails, cowlings, engines, propellers, landing gear, instrument panels, fuel tanks and safety gear. Add that up and you realize that the only stock components on the two aircraft are the horizontal stabilizers. Equipped with 400 horsepower engines (nearly double the available power in a stock S-2S) mated to three-bladed propellers, Skip’s Prometheus biplanes are not only capable of +12 and -7 G, they have seen those numbers on their G meters more than once.

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Image Credit: Ryan Sundheimer / AirshowStuff.com

Skip has picked up some impressive awards, including the 2013 Bill Barber Award for Showmanship and the 2015 Art Scholl Award. He’s also won Regional Gold Medals, a couple of Pitts Trophies, and has been Southeastern Aerobatic Champion in the Intermediate category. His knife-edge passes, negative G turns and loops, and his ability to make his airplane do what seems impossible in the air are the staples of his craft. But Skip’s ribbon-cutting and low altitude work (like flying under jumping motorcycles) are equally astounding. Learn more about Skip and his Airshows at http://www.prometheusbiplane.com/.

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Image Credit: Ryan Sundheimer / AirshowStuff.com

Oshkosh Departures After The Show Was Really A Mini-Airshow Too

Bill Walton
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Oshkosh Departures After The Show Was Really A Mini-Airshow Too

When the military aircraft depart an airshow it’s usually after the civilian transients have already set off for home. At EAA AirVenture 2017 the United States Air Force, Navy, Marine Corps, and Coast Guard were all well represented. When Monday following the conclusion of the Fly-In rolled around it was time for the various remaining military aircraft that were in attendance for the show to get back to work. Thanks to our good friends at AirshowStuffVideos for sharing this great HD footage of the military aircraft getting back into the blue.

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In the video we see a VR-57 Conquistadors Boeing C-40A Clipper arrive at KOSH. This transport may have been called in to take the ground echelons from the military in attendance for the show back to their home bases. Next we see a 115th Fighter Wing (FW) Wisconsin Air National Guard (ANG) General Dynamics F-16C Viper depart the area in style. A Boeing MH-47G Chinook special operations helicopter is then starting up, but the Blue Angels pick that moment to depart in their 1-4 diamond formation with the 5 and 6 solos and 7 right behind. The MH-47G is then cleared to depart.

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Official US Navy Photograph

The Lockheed Martin F-35A Lightning IIs that flew in from Luke Field in Arizona for the show then make their exit, followed by the C-40A on its way out of town. Next an Air Force Beechcraft T-6A Texan II from Columbus Air Force Base (AFB) in Mississippi takes to the skies. And then the heavies depart. First a 128th Air Refueling Wing (ARW) Wisconsin ANG Boeing KC-135R Stratotanker heads out. Then an Air Force Reserve Command (AFRC) B-52H Stratofortress from Barksdale AFB in Louisiana takes off with that characteristic nose-low attitude. The last departure is the Rockwell (Boeing) B-1B Lancer from Dyess AFB in Texas getting out of town in a hurry.

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Official US Air Force Photograph

Exclusive Interview: Embraer KC-390 Poised To Revolutionize Military Air Transport

Charles Atkeison
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Exclusive Interview: Embraer KC-390 Poised To Revolutionize Military Air Transport

Development and flight tests of a next generation medium transport jet for the world’s military is nearing completion as Brazilian aerospace company Embraer’s new KC-390 prepares to enter the world market.

Brazil’s Embraer Defense and Security unveiled it’s first KC-390 prototype in 2015 as the company prepares to compete with Lockheed Martin Aeronautics KC-130. Following a two year delay with test flight certification by two prototypes, the KC-390 made it’s public debut recently as it went on static display at the 2017 Paris Airshow.

The aerospace company this summer promoted their KC-390 during a ten country tour. The green and gray camouflage test aircraft also visited Auckland, New Zealand in July to demonstrate its capabilities for the Royal New Zealand Air Force. The RNZAF is expected to replace their aging C-130’s with five new KC-390’s. Meanwhile, Portugal has already authorized the purchase of up to six of the new transport aircraft.

Priced at about $87 million (USD) a copy, Embraer’s twin-engine jet is going after the hulking, four-prop KC-130J Super Hercules transport aircraft from Lockheed Martin. The world’s third largest jet manufacturer is currently scheduled to deliver 28 KC-390’s to the Brazilian Air Force around March 2018 for cargo and personnel deliveries, and for air-to-air refueling operations.

Avgeekery.com’s Charles A Atkeison sat down with Valtécio Alencar, lead communications spokesperson with Embraer Defense and Security, for an exclusive discussion on their new medium transport jet.

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Photo by Embraer

Do you see the KC-390 as a game changer in the medium lift aircraft industry?

Yes. Some of the strong aspects of the KC-390 are increased mobility, rugged design, higher flexibility, state-of-the-art proven technology and easier maintenance. Another important characteristic is that the same aircraft platform can perform a variety of missions, such as cargo and troop transport, cargo and paratroopers airdrop, aerial refueling.

In this sense, the aircraft is a true force multiplier for any nation. It is also important to emphasize that this category of aircraft can be used to perform several humanitarian missions such as search and rescue, medical evacuation, humanitarian aid and aerial firefighting.

Discuss the role of the KC-390 for the Brazilian Air Force and the global market?

The KC-390 is a project of the Brazilian Air Force (FAB) that, in 2009, hired Embraer to perform the aircraft development, certification and production of two flying prototypes according to its stringent requirements. A production contract for 28 KC-390 aircraft was then signed in 2014, the first of which is to be delivered by mid-2018.

The KC-390 is a tactical transport aircraft designed to set new standards in its category while presenting the lowest life-cycle cost of the market. It can perform a variety of missions such as cargo and troop transport, troop and cargo air delivery, aerial refueling, search and rescue and forest fire fighting. Under this program, industrial partnerships were also established with Argentina, Portugal and Czech Republic. Embraer expects to reach the initial operational capability declaration (IOC) in the second half of 2017 and the certification of the final operational capability (FOC) one year later.

Please expand on the handling characteristics of the aircraft.

The KC-390 is capable of carrying up to 26 metric tons of cargo at a maximum speed of 470 knots (870 km/h), with the ability to operate in austere environments, including unpaved or damaged runways.

 … and the cost per aircraft?

The price of a KC-390 is very competitive in its class.

The demand is there …?

Clearly, there is a persistent global demand for medium lift aircraft, including countries seeking to replace older C-160, C-130, An-12, among others. There are several hundred aircraft worldwide that will reach the replacement age in the near future.

You mentioned Portugal earlier …

Portugal has recently announced its intention to buy the KC-390. The Portuguese Council of Ministers authorized the Ministry of National Defense to open negotiations with Embraer for the acquisition of five KC-390, plus a sixth optional aircraft, as well as logistic support and a Level-D full-flight simulator.

Thank-you, Valtécio Alencar, for your time.

The KC-390 has the lifting capability to carry 26 metric tonnes and can carry it a distance of 1,500 nautical miles, and a range of 2,700 n.m. with a load of 14 metric tonnes. Compare these numbers with that of Lockheed Martin’s KC-130, and KC-390 numbers look very competitive.

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Photo by Embraer

The newest C-130 model J is also a multi-role aircraft sold at about $70 million USD a copy. And, according to Lockheed, it has a maximum cargo weight capability of nearly 22 metric tonnes, or 47,900 pounds, across a max range of 4,275 n.m. The C-130T’s numbers are slightly lower with a max cargo weight of about 44,000 pounds and just over 2,000 n.m. range.

In contrast, Boeing’s C-17 Globemaster III is a far different cargo and personnel transport altogether. The heavy-lift military transport aircraft is cable of ferrying 75 metric tonnes across an area of over 4,000 n.m. It’s Four Pratt & Whitney PW2040 jet engines provide a combined thrust of 180,000 pounds. A favorite of the U.S. Air Force, the C-17 has a trusted rich history and can accommodate seating 100 servicemen on a long voyage.

As the third decade of the 21st century dawns, Embraer’s KC-390 is poised to begin making its first service flight’s for Brazil’s Air Force. And, with it the beginning of a new legacy of military transport aircraft.

(Charles A. Atkeison reports on aerospace and technology. Follow his updates on social media via @Military_Flight.)

“Uncontrollable” Landing Forces USN Hornet Pilot to Eject in Bahrain

Mike Killian
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“Uncontrollable” Landing Forces USN Hornet Pilot to Eject in Bahrain

An F/A-18E Super Hornet and its pilot from Strike Fighter Squadron (VFA) 146, assigned to the USS Nimitz (CVN-68) in the Persian Gulf are safe after making a hard emergency landing at the Bahrain International Airport this weekend, according to the US Navy.

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