In less than 36 months, the supersonic trainer jet has transformed from idea to production version of jet.
On December 20th, the Boeing T-X supersonic trainer took to the skies for the first time. The jet took off from St. Louis International Airport for a 45 minutes inaugural flight.
The twin tailed, single-engine jet is designed to replace the T-38 Talon for advanced fighter training as part of the SUPT (Undergraduate Pilot Training) program. The jet is designed to make it simpler for pilots to transition from training to 5th generation fighters.
Steve Schmidt was the test pilot for the first flight. In a Boeing press release, he said, “The cockpit is intuitive, spacious and adjustable, so everything is within easy reach.”
There is nothing quite like a dogfight between two great aircraft, and this video gives us just that. The F-8 Crusader and the F-4 Phantom, two absolute classics and greats, and a constant rivalry between pilots of each aircraft. This is an amazing back and forth video example when two kings of the sky meet.
The Vought created F-8 Crusader was used both within the United States Navy and Marine Corps in the 1950’s. Dubbed “The last of the gunfighters,” the crusader had the ability to travel at Mach 1.2 and a large Pratt & Whitney turbojet engine to run it all. Equipped with a 20 mm Cannon in later versions, there was also a decent fire power and the aircraft continued to operate over 40 years.
On the other hand, you have the F-4 Phantom was a late 1950’s creation and produced by McDonnell Douglas. The phantom was also used by the United States Navy and Marine Corps, but also by the United States Air Force. It could travel speeds greater than Mach 2. The fighter was finally retired from active USAF service on December 21, 2016.
Round one…fight!
When it comes down to it, both aircraft served their intended purposes well and were greats of their times. This certainly is an interesting video. We won’t spoil it for you. We’ll let you watch how it ends!
Troops don’t magically get food delivered to their bases. It was done by crew dogs like us!
One of the missions my unit was regularly assigned to was to provide ration supply operations for United Air Forces Europe’s bases. Families and service members stationed overseas depend on the base commissary system to provide the traditional comfort food we rely on to celebrate our national holidays. Amazing as it may sound, canned pumpkin, cranberry sauce, and frozen turkeys aren’t casually stocked in the local towns and villages near our overseas bases. They have to get there somehow! We were that somehow.
The Turkey Trot
The Turkey Trot was one of the most desirable missions in the 37th Airlift Squadron. The trip was usually 2-3 days, included interesting stops on the Mediterranean Sea and access to “the alley” a much-storied strip of Turkish shops near the base. The Turkey Trot was a practically a squadron institution. Crew members would bring their leather jackets to a vendor that would offer new liners, pocket designs and sew flags into their coats. Another offered hundreds of morale patches or even custom designed patches that could be picked up by the next crew coming through. Many of us had custom suits tailor-made and then eagerly awaited the next mission to bring them home. The variety of offerings made us feel like Aladdin flying into an Arabian bazaar.
We departed Ramstein with our load for Aviano Air Base in Italy. After refueling, we continued our trek over the Adriatic and landed at Incirlik Air Base in Turkey. We off loaded our cargo at lightning speed, coordinated our departure time for the next morning, and then rallied to go off base to shop.
The Fresh Meat Flights
Before our flight home, we hit up the commissary for some lunch. There was a notice was posted conspicuously in the freezer section:
THE LAST FRESH MEAT FLIGHT BEFORE CHRISTMAS IS SCHEDULED TO ARRIVE DECEMBER 8TH.
At that moment I realized the significance of the eight pallets of rations we had flown from Ramstein Germany to Incirlik Turkey. The documents authorizing the shipment indicated that we were flying a C-130J packed full of fresh fruits, vegetables & meat packaged in 600lb of dry-ice.
Our flight that day was the last ration supply mission before Christmas. And from the back of our C-130J we delivered the fruits, vegetables and the Christmas Turkey to Turkey through the ‘magic’ of airlift! It was one of those rare days when we got to see the direct impact of our airlift operation.
When I got home I shared my pictures with my kids and joked with them about it being a photo from inside Santa’s sleigh. Unfortunately, my kids became worried because they thought that all they were getting for Christmas was turkey. They remained on their best behavior for the rest of the holiday season. Ho Ho Ho!
The Original Air Force One Was, known as Sacred Cow has a special place in US Air Force history.
In 1943, President Franklin D. Roosevelt became the first sitting US president to fly in an airplane. The aircraft was a Navy-owned, but civilian operated Boeing Clipper 314, the Dixie Clipper. General “Hap” Arnold, then commander of the US Army Air Force (USAAF), preferred that the president be flown by an Army Air Force’ aircraft and crew. The USAAF contracted with the Douglas Aircraft Company to build a military transport specifically for the special needs of the president.
Douglas VC-54C built specifically for President F. D. Roosevelt. (2016, USAF Photo)
The “OG” Air Force One
The Douglas VC-54C “Skymaster” was the first purpose-built presidential aircraft. The aircraft was officially designated “The Flying White House.” However, because the aircraft was heavily protected by security on the ground, ramp personnel often referred to the aircraft as the “sacred cow.” Overhearing the attendants working on the ramp, the name “Sacred Cow” was bestowed on the aircraft by the press.
Modifications to the aircraft included a conference room with a large desk. One special feature is an elevator behind the passenger cabin to lift Roosevelt in his wheelchair into the airplane. The aircraft could accommodate 15 passengers. As a security measure, the original serial number (displayed on the aircraft) was changed prior the Roosevelt’s first flight.
Special elevator to lift President Roosevelt in his wheelchair into the aircraft (Photo: Jeff Richmond).
Roosevelt used the “Sacred Cow” only once—on his historic late-WWII trip to the Yalta Conference in the USSR to meet with British prime minister Winston Churchill and Soviet premier Joseph Stalin and in the USSR in February 1945. The trip to Yalta was Roosevelt’s only flight in the aircraft before he died two months later in April.
Post WWII meeting in Yalta, 1943. Left to right: Prime Minister Winston Churchill, President Roosevelt, and Premier Joseph Stalin.
The Sacred Cow remained in presidential service during the early years of President Truman’s Administration. In 1947, the “Sacred Cow” became the “birthplace” of the United States Air Force when, aboard the aircraft, Truman signed the National Security Act of 1947 that established the Air Force as an independent service.
The sacred cow only flew for a few years
In 1947 military officials ordered a modified DC-6 (military VC-118) to replace the VC-54C “Sacred Cow.” Nicknamed “Independence” for Truman’s hometown in Missouri, this VC-118 had state-of-the-art communications equipment, a presidential stateroom in the aft fuselage, plus seating for 24 passengers.
You can tour the plane today
The “Sacred Cow” is on display and open for walk-throughs at the National Museum of the Air Force. It was recently transferred to the Presidential Collection in the new wing of the museum. Previously, the Presidential Collection had been crowded into a hangar at Wright-Patterson AFB.
President Roosevelt’s VC-54 presidential aircraft being transferred to the new wing of the National Museum of the US Air Force in Dayton, Ohio. (2016, USAF Photo)
TECHNICAL NOTES:
Crew: Seven (plus 15 passengers) Engines: Four Pratt and Whitney R-2000 engines of 1,450 hp each Maximum speed: 300 mph Range: 3,900 miles Ceiling: 22,300 feet Weight: 80,000 lbs. (loaded) Serial number: 42-107451 (displayed as 42-72252)
“The Flying White House,” a.k.a., the “Sacred Cow,” at Yalta, 1943.
A Boeing 727-200 Cargo aircraft operated by Aerosucre has crashed on departure to ElDorado Airport in Colombia. Reports say that the wreckage was found approximately 5 miles from the runway departure end at Puerto Carreno airport.
Eyewitness videos posted on Youtube by Sebastian Salazar H show the Boeing 727 rotating at the end of the runway but not lifting off the ground. The jet then clips the fence and crosses a dirt road before lumbering in the air in a desperate attempt to gain altitude.
In a second video, you’ll see the damaged 727-200 attempting to return to the field. At around 35 seconds in the video fuel or vapor appears to be trailing from the wings with the jet steeply banked. Tragically, the aircraft impacts the ground at around the :50 second point in the video.
Other video surfaces of the same Boeing 727 departing this field weeks earlier.
Puerto Carreno Airport (ICAO: SKPC) in Colombia is a relatively short field by modern standards. The runway is only 5,906 feet long. While that is long enough for a 727 to operate, it does require careful planning of both fuel, cargo loading, and accurate TOLD prior to departure. In October, a video was posted of the same cargo operator departing from the same runway. In the video, the lumbering 727 rotates at what appears to be the very end of the concrete runway. The 40 year old Boeing clears the fence by only about 10-15 feet at the departure end.
It was huge and very efficient. But it never was adopted beyond the USSR because of one little problem…
An Ekranoplan is perhaps one of the strangest looking and performing vehicles out there. Technically not an aircraft, yet resembling one, the Ekranoplan is known as a “ground effect vehicle” or a “wing-in-ground-effect” or “WIG.” It is designed to make use of ground effect and fly quickly and efficiently while extremely low to the ground or water. They can be incredibly large, yet very fuel efficient, and used regular land or water.
Although resembling an aircraft, perhaps a seaplane, and seemingly behaving like a hovercraft, it is neither. A ground effect vehicle relies entirely on staying in the floating like stage of flight. Most cannot even take off as the wing shape is intended only for these close to the ground flights. Several different wing designs have been considered and used when it comes to ground effect vehicles, including a type of delta wing concept and a tandem wing concept. In this video, the Ekranoplan is featured with its shorter than normal wing and unique design.
Mild success but the idea hasn’t taken off yet.
The Ekranoplan is Soviet designed and one of the most successful and largest ground effect vehicles out there. The most popular and used Soviet Ekranoplan is the A-90 Orlyonok. Used for quick transport the Olyonok served for several years within their military and proved to be a useful addition. While the production and use was canceled and with the fall of the Soviet Union, the project was taken over elsewhere but also dropped. Today, several companies and militaries are still interested in ground effect vehicles and it will certainly be interesting to see how things pan out for them. One challenge these vehicles face is rough seas. They can’t fly above the weather so they rely of traveling in calm waters and in areas above freezing. The idea is great but their usefulness is marginal.
Skilled pilots struggle to land at notoriously challenging airport.
It’s not uncommon to watch sketchy landings at Madeira airport by large airliners. We at Avgeekery have shared video of previous landings that looked more like controlled crashes than established final approaches.
The challenging runway isn’t because of its length. The runway is actually 9,100 feet long–a fairly respectable length for modern airport. The real challenge is the location of the runway. Nestled against rising terrain, swirling winds near the field are common. When you add a storm system like what occurred on December 17th and you get incredibly challenging conditions. So challenging in fact that airline pilots with thousands of hours are forced to go around, not once, not twice, but thrice. They eventually landed safely after the fourth attempt. No one was injured and no damage occurred. It is rumored though that they had to replace the copilot’s seat cushion. 🙂
The MiG-17 conducts flyover just 30 feet above the ground.
The MiG-17 was engineered and produced by Mikoyan-Gurevich to replace the MiG-15. The first MiG-17 prototype took flight in January of 1950 and later entered production in 1951. During the MiG-17 service, there were five iterations of the aircraft produced, including the MiG-17PF #620 flown in the video. Throughout the MiG-17’s 64-year history, the aircraft has seen service in over 20 different countries and remains in active service in three countries. MiG-17 was designed to withstand up to 8 G-Forces and can reach a max speed of 715 MPH. The aircraft is powered by a single jet engine (with afterburner) providing over 7,000 lbs. of thrust.
The MiG-17PF on display during Thunder Over Michigan 2016 is owned and operated by Fighter Jets Inc. and was piloted by Randy Ball. “Randy Ball’s MiG-17F spent almost four years in restoration, and is one of only a handful of vintage jets flying the North American air show circuit.” (Fighterjets.com)
Friendly competition heating up between pilot training bases over “drop-night” videos. The real winner in this competition is our nation with well-trained men and women.
Last week, we posted a video of Vance’s Class 17-03 Drop night video. The response was super positive and rightfully so. Even our commentary about the need for more of these videos was well received. The bottom line is that people love impressive videos on selfless pilots-in-training who are learning amazing things. On that note, we were recently contacted by Columbus AFB’s Class 17-03. They wanted to share their video too. The video itself is pretty amazing. Even more awesome is their story of building lifelong bonds of friendship through the training. Bonds that will be tested in combat situations.
Specialized Undergraduate Pilot Training (SUPT) is one of the most difficult technical education programs in the military. It is an incredible endeavor to take a group of pedestrians and turn them into professional military aviators, one that is undertaken not only by Instructor Pilots and students, but also by maintainers, force support staff, police, family, and friends. In short, it takes a village.
During training, students participate in hundreds of hours of academics, simulator rides, and standup sessions, not to mention the flying. They must master aerobatic, instrument, and formation flight as they form the foundational skills on which they will build their careers. This, of course, is an incredible challenge and students must also navigate the ups and downs of successes and failures along the way.
Cooperate to graduate
This 54-week undertaking would be nearly impossible to face alone. It is the class structure that makes success possible. Students rely on classmates for studying, working out, mission preparation, and morale. Boosted Morale is the most beneficial aspect of the class structure because it is motivating and improves performance. To this end, Class 17-03 at Columbus AFB used this philosophy to their advantage.
SUPT culminates in a “Drop Night”, a celebration during which the students learn what aircraft they have been assigned to fly for their careers. Class 17-03 had one of the greatest “Drop Nights” in recent memory when almost every student received one of their top choices of aircraft including a CV-22, C-17, AC-130 Gunship, 2 U-28’s, 3 F-16s, 2 A-10’s, a F-15E and a F-35.
This all-American class (a rarity at SUPT as America strives to train partner-nation pilots as well) worked together both during and outside of training and became not just a team but also a group of lifelong friends. It was because of this cohesion that they were able to achieve what they did. Class 17-03 created a video to capture the essence of Pilot Training and the class unity they utilized to succeed.
The video was debuted during their “Drop Night” festivities and now its on the internet for everyone to enjoy.
Keep ’em coming…
At Avgeekery, we are proud to highlight these class-made videos. We’d be happy to share more as they are produced (send them our way via Facebook or avgeekeryblog@gmail.com). More importantly, we hope that those who produce these videos see the power of them. They do more than just excite avgeeks. They showcase the power of our nation and our collective hope for the future.
As the airshow season comes to an end, one of our Avgeekery fans has shared his photos from the traditional final airshow of the season.
Nellis AFB knows how to do a finale. This year’s airshow schedule was pretty impressive with great shows across the US and Europe. Nellis saved the best for last by hosting an outstanding static display, and an excellent demonstration schedule. The schedule consisted of the West Coast Ravens flying their RV aircraft (RV-4, RV-6A, RV-7, and RV-8), C-17 PACAF Demonstration team, Nellis Heritage Parade consisting of a T-6, P-40,P-51, P-63, B-25, PB4Y-2, Mig-15, F-86, T-33, and the QF-4E.
These photos were submitted by our loyal Avgeekery reader, Joseph Fischer. If you have a story or photos that you’d like to share, e-mail us at Avgeekeryblog@gmail.com
The A330-200, A350, A320NEO, and A380 take to the skies in impressive form.
Airbus is one of the largest producers of commercial aircraft to have ever existed. The French company has several aircraft in operation, billions of dollars in revenue, and many different technological advancements to its name in the aviation world. It is no surprise that the four aircraft in this video represent Airbus’s greatest hope for the next 20 years. The A320neo, A350-900, A380, and the A330-200 are a sight to be seen flying in formation so perfectly.
All four aircraft featured have impressive fuel efficiency and advanced technology. Airbus has bet its future on the A350 and the A320NEO. The A380 is impressive but has had a bumpy road. The A330NEO is coming soon. This video represents potentially one of the last formation flights of the A330 “classic”.
A formation flight of any aircraft is never simple. Four large airliners in tight formation is an impressive challenge. This video shows the behind the scenes coordination necessary to launch the impressive show.
A cadet wanted to know what it was like to go faster than the speed of sound. I took him up for a ride.
It was 2002 and I was stationed in Aviano AB, Italy with the 510th Fighter Squadron Buzzards. We flew Block 40 F-16s and occasionally flew young troops, maintenance airmen, or local base award winners on what was called an incentive flight. An incentive flight is a big deal for a non-flyer, as they get to ride in the back seat of the F-16 and experience all of its power and might.
The typical incentive flight is a single ship sortie, in the two-seat “D model, or Family Model” out to the airspace and once there, really anything goes (within the limits and rules of the USAF, airspace, and of course the aircraft). A typical incentive flight allows the back seat first-timer a chance to fly a little, do some loops or rolls, pull some Gs and if possible…to break the sound barrier!
I remember being assigned as incentive pilot one day and I met beforehand with my “rider.” This particular troop was one of our maintenance guys, just 19 or 20 years old and pretty fresh to the scene, as well as the USAF. He had won some big accolade and was rightfully awarded with an incentive flight for his terrific actions.
This kid and I talked beforehand. He was very excited, but a little nervous (as they all are). His one big request, no matter what happened and what we did, was that he wanted to break the sound barrier. He wanted to go over Mach 1.
“No problem” I told him. We had the airspace that was approved for those speeds and the jet configuration for the day would also permit us a “Mach run.”
U.S. Air Force in Europe
The Flight
I don’t recall much about the subsequent flight with this kid in “the trunk” of the F-16, however one part stands out. After we did some rolls and maneuvers, pulled a few Gs and so forth it was time for the Mach run. I told the kid we were setting up for the run and I could tell he was excited. He even asked if he should hold on tight or brace himself for the speed changes…I’ll never forget it.
I turned the jet to the north, somewhere around 15,000 feet and plugged in the “burner.” In the F-16 when you apply afterburner, it wakes you up. It literally feels as if someone has kicked you in the butt and the jet unleashes with a violent thrust that pushes you back in the seat. I called out the speeds as we accelerated. Heads, helmets, and guts getting pushed back in the seat with incredible force. “Point seven, point seven five…get ready.”
At this time the forces began to relax a little. We were still accelerating at a serious rate, but that rate begins to subside a little as you get faster and faster. It starts to feel like the acceleration of your average car getting on the highway. Nothing too incredible.
“Zero point eight… point eight five…” I called out so in case the kid in the back wasn’t sure where to read the speed on the displays, he could still know what our speed was.
“Point nine, point nine five…here we go, get ready!”
The F-16 slipped past the Mach effortlessly. There is no change in tone or pitch, no violent shockwave or concussion. Nothing really noteworthy actually. It’s quite anticlimactic, and the speeds become just numbers on the displays.
“There it is, Mach 1!” I said as I continued my count upward as we accelerated further. “One point one…one point two. What do you think back there” I asked?
What he said next I’ll never forget.
“That’s it?”
Yes my friend… that is it.
It’s pretty special to go over the Mach, not many folks on this earth can say they’ve done it. But in all reality, in a plane like the F-16 (or any fighter for that matter) where they are built for speed and performance, going the speed of sound is really nothing too noteworthy. It’s so easy.
In fact, sometimes during the course of aggressive training maneuvers and such, during typical operations we sometimes exceed the speed of sound unintentionally. It’s just so effortless.
But looking around outside, at typical altitudes, there really isn’t much sensation of speed. Sadly, Mach one is just a number on the dial.
Slowing Down
What is also quite impressive to me is slowing down the F-16 from above the Mach. The F-16 normally (depending on configuration, weight, and altitude) likes to fly around 400-500 knots at full “military” power. Going supersonic typically requires the afterburner and speeds are well over 700 knots. When you decide to terminate the run and reduce power from afterburner to military, and interesting phenomenon occurs. Well obviously…you slow down.
But at those speeds it hits you like a brick wall. When you terminate the afterburner you are thrown forward against your straps, and held there for quite some time. It’s not like slowing your car from 60 mph to zero. It’s much harder, more aggressive, and you are held forward in the straps for over 20-30 seconds. It’s a very weird sensation to be decelerating for such a long time. You almost begin to think something is wrong with the aircraft as you decelerate over such a long time, and with such continuous force.
Post Flight
After the flight, I could see that the maintenance kid was pretty excited about the flight. He was jubilant and had a big smile on his face, and he didn’t even throw up either! I think he was a little let down by the Mach run, but in the end he enjoyed the experience.
As we climbed out of the jet he was greeted by some of his buddies from the squadron.
“We pulled 9 Gs and even broke the sound barrier” he said to them.
“How fast?” they asked.
“I think we got up to Mach 1.3” he reported, clearly with a glint in his eye, knowing that despite the ease at which we slipped past the sound barrier in our trusty steed, he just became part of an elite club of folks who can say they have gone the speed of sound.
I think, in the end, he was pretty excited after all.
