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WATCH: The Battle Between the YA-9 and the YA-10

Wendell Barnhouse
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WATCH: The Battle Between the YA-9 and the YA-10

The Winner Went to War; the Loser to the Boneyard

After its experience in Vietnam, the U.S. military wanted a close-support aircraft to be developed. What was wanted was a rugged plane that could survive ground fire, fly slow enough to pulverize targets and deliver plenty of weaponry. The Air Force’s request for proposal called for an aircraft with a maximum speed of 460 mph, takeoff distance of 4,000 feet, external load of 16,000 pounds, a range of 285 miles while costing just $1.4 million per plane. Enjoy this video uploaded to YouTube by Airailimges about the “playoff” between the Northrop YA-9 and the Republic YA-10.

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Narrowing the Field

A number of companies proposed prototypes and by the early 1970s, it had come down to a two-team playoff. Two designs emerged from the competition that fit the specifications – the Northrop YA-9 and the Fairchild Republic YA-10. Both planes had similar characteristics and were capable of carrying a 30mm cannon, which had been a late addition to the Air Force’s wish list.

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Northrop YA-9

The Fly-Off: A Proven Method of Judging Winners

To decide which plane to select, the powers to be decided to have a fly-off. For two months, between October and December of 1972, both prototypes were put through the paces. The YA-9 performed well enough and if it had been the only option, it would have likely gone on to become a serviceable attack aircraft. It just didn’t have what the Warthog had.

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Republic A-10

It Pays to Be the Winner

The A-10’s unconventional look is one of the reasons for its effectiveness and why it had just enough of an edge on its competitor. The dual engines are located in the tail and thus are less vulnerable to enemy fire. The double tail also diminishes the A-10’s heat and noise signatures. The dual engines and dual tail assembly also provides redundancy and a higher survivor factor in case it is damaged in action. Over time and in combat, the A-10 has repeatedly displayed its usefulness and durability. The A-10 Thunderbolt II, aka the Warthog, is still in service and most recently played key roles flying ground support missions in both Iraq wars.

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image via us air force/DVIDS

Epitaph for the Loser

There were two YA-9 prototypes built. Both still exist, but the custom-built Lycoming engines from both were scavenged to be used on another project. One of the YA-9 prototypes is on display at March Field Air Museum. The other is at Edwards Air Force Base and is awaiting restoration. Enjoy this video about the YA-9 uploaded to YouTube by PeriscopeFilm.

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The Word Is That Virgin America Is For Sale

Wendell Barnhouse
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The Word Is That Virgin America Is For Sale

Landing Runway 14R, ORD
Landing Runway 14R, ORD

Richard Branson’s “boutique airline” Virgin America apparently is for sale.

Psssst. Hey, you … yeah, you. … Wanna buy an airline?

If any of our readers have a couple of hundred million lying around or have figured out the next winning Powerball numbers, this might be for you. The word on the street is that Virgin America, Inc., is for sale.

The airline started service in this country in 2007, flying out of San Francisco. It’s owned by British billionaire Richard Branson.

Virginia America went public 18 months ago. After nearly a decade of operating at a deficit, Virginia made money in 2015 but a 0.01 percent net profit margin is paper thin. Airlines had increased profits – most of which were much larger than Virgin America’s – because of lower fuel prices. If oil prices rise (which we all know they will at some point), will Virgin’s profit margin disappear.

News of a possible sale sent the airlines stock prices up nearly 13 percent. Which is good news for stock holders.

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Virgin America is a boutique carrier.

“The American airline system, 10 years ago, didn’t have a decent airline, so I thought let’s launch Virgin America,” Branson said in an interview with Bloomberg TV last week. “We attract both leisure people and tech people who want to be flown in a slightly more hip airline than our competitors.”

The possible sale of Virgin comes at an interesting time in the airline industry. It has solidified with four major carriers who try and provide the best service their bottom line provides. And there are a few low-fare carriers who charge for luggage and other amenities.

With a high-tone first class, plenty of leg room in premium coach and above-average accommodations in coach, Virgin America flights appeal to the young hip. It’s particularly popular with the young tech Turks and other millennials who fly between San Francisco and Los Angeles and out of New York.

There’s a good chance that another airline – Delta or JetBlue – will gobble up Virgin America to access its routes and gates. Because of its business model, it appears unlikely that Virgin America will be bought by a company that will continue the current operation.

A Plane, A Parachute … But It’s Not The Pilot Who ‘Hits The Silk’

Wendell Barnhouse
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A Plane, A Parachute … But It’s Not The Pilot Who ‘Hits The Silk’

Cirrus

Running out of fuel with no land in sight, this pilot was fortunate to be flying a single-engine aircraft equipped with a parachute – for the plane.

Since 2004, the Sirrus SR22 has been the world’s most popular single-engine four-seat aircraft. Its performance and range are two reasons, but the plane is also equipped with CAPS – Cirrus Airframe Parachute System.

In this video shot by the Coast Guard, the CAPS might have prevented a tragedy.

The pilot was flying from Tracy, Calif., to Maui. Flying solo in a single-engine aircraft across a vast ocean reminds of Charles Lindbergh. In this case, the pilot had that icy feeling of panic when he realized the transfer of fuel from the aft auxiliary to the main tanks was inoperable.

Realizing he would run out of fuel 200 miles short of land, he radioed the Coast Guard. The pilot deployed his plane’s parachute after being routed to a nearby cruise ship, which rescued him from his raft after the plane ditched and sank.

 

 

Original Air Force One, a Lockheed Constellation, saved from the boneyard

Wendell Barnhouse
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Original Air Force One, a Lockheed Constellation, saved from the boneyard

columbine3Columbine II, a Lockheed Constellation that was the original Air Force One, restored and flown to its display home.

Reclaiming and renovating vintage aircraft requires dedication, innovation and perseverance.

That’s definitely the case when it comes to the restoration of Columbine II, a Lockheed VC-121A Constellation that this week flew cross-country to where it will be displayed. Considering this aircraft fading toward boneyard status, the fact that it could fly itself such a distance is a great accomplishment.

Karl Stoltzfus, founder of Dynamic Aviation, discovered “Connie” and made the decision the plane could be saved and made air worthy. Thanks to help from engineers and local volunteers in Arizona along with a group of workers led by Scott Glover from the Mid America Flight Museum in Mount Pleasant, Texas.

The Columbine II was the first aircraft to fly with the call sign Air Force One as it served to transport President Dwight D. Eisenhower after he took office in 1950. It is the only civilian-owned aircraft that was once part of the presidential fleet.

The Lockheed C-121 was the military version of the company’s Constellation, which was built for civilian aviation. The four-engine plane with the unique “triple tail” design was the signature aircraft for TWA as civilian travel increased after World War II.

Wednesday, after a stop in Texas, Columbine II completed its journey from Arizona and landed at its new home at Dynamic Aviation in Bridgewater, Va.

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Columbine II spreading her elegant and graceful wings climbing back into the sky once again. A big thank you to the team at Dynamic Aviation for bring her back to life, as well as Kevin for capturing her take off.

Posted by Boneyard Safari on Saturday, March 19, 2016

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Wolverine Takes Flight In An F-16 Jet

Wendell Barnhouse
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Wolverine Takes Flight In An F-16 Jet

Actor Hugh Jackman, aka Wolverine, visited the Air Force Reserve Base in Fort Worth, Texas, last month and hopped a ride in an F-16.

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Hugh Jackman is a cool dude. First, he’s from Australia. Second, if you didn’t know he’s accomplished as a singer and a dancer. Third, he plays Wolverine.

Jackman recently pushed his cool factor to subzero. During a promotional tour for his new movie (“Eddie The Eagle”) he visited the Air Force Reserve Base In Fort Worth, Texas. He was there to show his support to the military but he also flew back seat in a USAF F-16 Fighting Falcon.

Watching this video should dissuade you from any notion that celebrities get a free pass for something as serious as riding in a military fighter plane. From getting suited up to the safety briefing, there’s nothing simple about it.

The thrill and opportunity of “joy riding” in an F-16 is balanced by the procedures required to do so. Actors, though, are probably well suited for the task. Costume, makeup, rehearsal, waiting to film … impatient actors wind up dealing with a lot of stress. Patient actors realize it’s all part of the process to doing the job the right way.

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This Retired MD-80 Mad Dog is Now a Movie Theater

Wendell Barnhouse
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This Retired MD-80 Mad Dog is Now a Movie Theater

An MD-80 donated by American Airlines has been converted into a unique flight theater exhibit at the Tulsa Air and Space Museum.

There are no used car lots for old airplanes, especially commercial jet liners. Sure, some are bought and put to use but most of them head to the boneyard or get cut into scrap.

Photo: Tusla Air and Space Museum
Photo: Tusla Air and Space Museum

Credit the Tulsa Air and Space Museum, with an assist from American Airlines, with finding a useful purpose for a retired MD-80. American donated the aircraft and the TASM converted the plane into the MD-80 Discovery Center and a one-of-a-kind Flight Theater.

Thanks to over $700,000 in donations, TASM was able to change the plane into a theater. The first-class seats were removed and 24 theater-type seats were installed. There’s a screen at the front of the plane and overhead screens where the overhead bins once were. There are 15 video projectors that combine to create a seamless 60-foot long image that surrounds the audience.

A view inside the MD-80 that's now a theater. Credit: Tulsa Air and Space Museum
A view inside the MD-80 that’s now a theater. Credit: Tulsa Air and Space Museum

The video is a flight experience that was filmed with a small experimental aircraft, a helicopter and a jet filming the aerial photography. The video is about the MD-80, which “takes off” in a simulated flight.

The exhibit opened in late January.

“There are a lot of aircraft all over the world and in museums on display, but not one of them that has a flight theater like this,” said Jeff Sevart, Flight Theater project manager. “It’s a one-of-a-kind venue,” he said. “It will be great for Tulsans and other folks in our area.”

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Week In Review for March 16, 2016: All The Links To This Week’s Videos And Stories On Avgeekery.com

Wendell Barnhouse
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Week In Review for March 16, 2016: All The Links To This Week’s Videos And Stories On Avgeekery.com

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Avgeekery.com takes a look back with links to its top videos and stories for the past week.

GROUND RESTRICTION: This female air crew is entrusted with flying one of the world’s newest airliners but in this country, once they land they can’t drive a car.

GROUND STOP: Ed Force One, the customized 747 that is carrying Metallica on its world tour, was grounded for repairs after a towing accident.

ECLIPSE VIEW: There are aviation geeks but there are also eclipse geeks. A recent solar event along with an airline’s cooperation gave them an airborne ringside seat.

FAMILY ADVICE: For families with babies, here are some tips for surviving air travel. (And no, it doesn’t involve a dose of children’s Tylenol.)

CAREER ADVICE: If you want to become an airline pilot, here are some tips (and right now, there’s a demand for “drivers.”)

FATED TO FLY AEROBATICS: In an Avgeekery.com exclusive, a series of events helped lead Mike Gallaway to become a successful stunt pilot.

BOEING’S HARD CHOICES: Why it won’t be easy if the company decides it wants to replace the 757.

DANGEROUS COMINGS AND GOINGS: This week, Avgeekery.com featured a series of videos about some of the most dangerous airports from around the world. This mining company’s strip in the Andes requires nerves of steel. The landing approach at this Central American airport allows bystanders and up-close-and-personal view. Even with a thunderstorm closing in dead ahead, this pilot decided he could beat the weather. In the French Alps, this runway needs some leveling.

MAKE IT SO: In this Avgeekery.com exclusive, Herb Jackson, Jr., got a late start on his career as an airline pilot but mentors and hard work helped him achieve his goal.

HERE, WATCH THIS: A barefoot skier, a float plane … what could go wrong? (Nothing did, but watch anyway.)

NO NEED FOR SPEED: The Convair 880 was designed to deliver passengers faster than other commercial airliners. The bottom line didn’t compute.

Why Wasn’t the Convair 880 a Bigger Hit (Except For Elvis)?

Wendell Barnhouse
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Why Wasn’t the Convair 880 a Bigger Hit (Except For Elvis)?

Back in the 1960s, as commercial aviation was expanding thanks to jet aircraft, it turned out that airlines realized they didn’t need to go “Top Gun.” There wasn’t a need for speed. Convair, a division of General Dynamics, got in the game by designing the Convair 880, which was developed to compete with the Boeing 707 and the Douglas DC-8. Here are five reasons why the 880 couldn’t compete and didn’t last.

Economy Trumps Speed

The 880 could zip along at 600-plus mph, which was great when you considered passengers who wanted to get from Point A to Point B as fast as possible. But that speed came with a cost in terms of fuel consumption. That cost had to be passed along to passengers who realized that getting to their destination 15 to 30 minutes later wasn’t worth the higher cost of the ticket.

Bad Timing, Part One

Convair was a distant third in the commercial aviation market. Boeing and Douglas were well-established with the airlines. General Dynamics, which eventually switched to producing military aircraft.

Bad Timing, Part Two

In the 1960s when commercial air travel was growing in popularity, most airlines served major cities/large airports and flew longer routes. The 880 lacked the range for a coast-to-coast trip. It would have served as a regional carrier, but at that time the airlines weren’t serving mid-size cities and airports.
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It’s What’s Inside That Counts

While the 880 looked great on the outside, its interior design didn’t thrill airlines. A narrow body airplane, it’s 2-3 seat alignment wasn’t popular and it limited passenger capacity to just 110. Again, that limited amount of butts in seats didn’t equate to making money.

Good Looks Aren’t Enough

The Convair was a good-looking plane, it flew well and it was whisper quiet. Its four engines were slung below swept-back wings and nose-to-tail the 880 was sleek. But airlines were – and still are – more interested in the bottom line than the design lines of their aircraft.
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Epilogue

Only 65 Convair 880s were produced before General Dynamics ceased production in 1962. A total of 65 were built and most in the United States were operated by Delta and TWA. The last aircraft was withdrawn from commercial service by major operators in 1975. There are few of the airframes still in existence and the only one properly preserved has a musical history. On display at Graceland in Memphis is the Convair 880 owned by Elvis Presley and named after his daughter, Lisa Marie.

Hold My Beer And Watch This! Barefoot Man Waterskis Behind A Floatplane

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Hold My Beer And Watch This! Barefoot Man Waterskis Behind A Floatplane

goprowaterskiing

Barefoot waterskiing is impressive. Barefoot waterskiing behind a float plane is incredible!

Let’s stop for a moment – well, this exercise would require much more than a moment – and considered all the wonders that the human mind can conjure. All those discoveries and wonders can practically fill the infinity of the Internet.

Man has discovered fire, invented the wheel and decided he can eat raw oysters. The evolution of discovery will continue as long as a person has the ability to utter the phrase, “Hold my beer … watch this.”

This video involves, GoPro cameras (we’ve already seen their use in this Avgeekery.com post), a barefoot water skier, a float plane, a skilled pilot and a placid body of water.

What goes unanswered: Does this guy not have any friends who own a ski boat?

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Exclusive: “Just Do It!” Hard Work and Great Mentors Powered Herb To an Airline Cockpit

Wendell Barnhouse
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Exclusive: “Just Do It!” Hard Work and Great Mentors Powered Herb To an Airline Cockpit

Every dream is within your reach.

When Herb Jackson, Jr., was 33, he had been working for United Airlines for about a decade. A latent desire to change his career path led him to cash out his stock plan to finance what he wanted to do with his life.

“The lady on the other end of the line wasn’t sure I knew what I was doing,” Jackson recalled. “She said, ‘This is money is for your future.’ I told her, ‘Yes, I know … and I’m investing in my future.’”

In Jackson’s mind, his future was becoming an airline pilot. His father worked in management for United so as a youngster, Jackson was on a lot of flights. He thought the pilots were god-like and when he was able to view a cockpit he was amazed at all the instruments.

Like many young males, Jackson dreamed of becoming a pro athlete (basketball) but he also thought of being a pilot. It just him longer than usual to reach that goal.

His initial job with United was as a customer service representative based in Albuquerque, N.M.

“I just wanted to be around airplanes and it kinda kept the dream alive,” he said. “My dad had told me when I was younger that if I wanted to work for an airline, the best job is being a pilot. He said just take care of your business and don’t bend any metal and you’ll have a great career.”

After moving up to on-board manager, he was on a flight to Sydney. He knew the pilot, who had worked his way up from being an engineer working on 727s. The pilot recalled conversations with Jackson about his desire to fly commercial aircraft. The pilot’s advice? Just do it.

With the money from his stock plan, he was able to finance his training. He remembers the day he started his journey – April 1, 1997. No fooling.

“When I made that decision to pursue that dream, it felt like a weight lifted from my shoulders,” he said. “I didn’t have background flying in the military, I’m just a civilian, a regular guy with a dream. Other than being a pilot, I didn’t have a Plan B.”

Plan A has worked out. He worked his way up with several smaller companies. Unfortunately, his dream of flying with United changed with that carrier’s tragic involvement with the 9-11 terrorist attacks. But he feels fortunate that he was hired by Southwest in 2006.

“You’ll end up where you’re supposed to end up,” Jackson said. “I also had a dream of flying wide bodies but there aren’t that many opportunities to do that. I’ve ended up flying 737s.

“It’s a really good place to be. Our schedule flexibility is envied in the commercial industry. If you’re a morning person, you can schedule your flights and be done by early in the afternoon. If you’re an afternoon person like me, you can schedule so you don’t have to get up for the dawn patrol. It really allows you to have a career and have a life.”

About eight years ago, he became involved with a school and its “adopt a pilot” that called for him to visit the school in downtown Phoenix for at-risk students. He has been making regular visits to talk to the students about aviation.

“The fact that a pilot would come in and talk to them made an impact,” he said. “The closest they’d ever been to an airplane is one flying overhead.”

As an African American who is an airline pilot, he believes he can be a positive influence in overt and subtle ways.

“I owe a debt of gratitude to the Tuskegee Airmen and all of the first black pilots,” he said. “They paved the way. They had to meet higher standards and I take the responsibility to uphold those standards. When I walk through the terminal, there are a lot of eyes on me and it’s not because I’m good looking. I’m a tall black guy in a pilot’s uniform.

“I’m just a regular guy who had a dream.”

The Nolan Ryan Express ⚾️ #742SW #NolanRyan #boeing #737 #700 #ChicagoMidway

A photo posted by Herb Jackson ???? (@herbjacksonjr) on

This Approach in the French Alps Makes Aircraft Carrier Landings Look Routine

Wendell Barnhouse
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This Approach in the French Alps Makes Aircraft Carrier Landings Look Routine


With an elevation of almost 7,000 feet a slope of 18.6% (!!!) and a landing distance of less than 2,000 ft, this French field might be the most dangerous airport in the world. There is no go around option at this field.

We’re all accustomed to runways that are flatter than the landscape in Kansas. The idea of tarmac with a change in elevation is something from a cartoon.

But at this small airport in Courchevel France, there’s an undulating runway that would cause nightmares for even experienced carrier pilots. This is facility is actually called an “altiport” which is an aerodrome for small airplanes and helicopters, situated on or within mountainous terrain such as this one in the French Alps.

We guess the owners/developers of this airport didn’t want to change the aesthetics of the scenery. But no doubt the pilots who land and takeoff there would have approved the idea of trucking in loads of rock and dirt to build up the dip and flatten the runway.

Avgeekery.com Exclusive: Fates Led Mike Gallaway To Become An Aerobatic Pilot

Wendell Barnhouse
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Avgeekery.com Exclusive: Fates Led Mike Gallaway To Become An Aerobatic Pilot

Galloway_10_Gary_Daniels.sized (1)

Mike Gallaway’s vocation is in sales. His avocation is as an aerobatic pilot. A connect-the-dots line of fate led him to his hobby.

First, Gallaway grew up around planes as his father was a pilot and family vacations involved flying, not driving, trips. Second, when Mike was in his early 20s and had drifted away from piloting, his father bought a Citabria for some weekend acrobatic flying. Third, Gallaway was fueling up the Citabria when someone mentioned there was an acrobatic club located at a nearby airport.

With one thing leading to another, Gallaway has found himself to be a talented acrobatic pilot who has been able to pursue a passion and turn it into an enjoyable hobby.

“Growing up, it was a charmed life being carted around on an airplane,” Gallaway said. “But I really wasn’t thinking about flying or becoming a pilot. When I was about 23 I looked into getting a license but realized how much it cost.

“When my dad bought the Citabria, he asked me to fly with him. We did a loop and a roll and I was hooked.”

At the age of 29, with enough money to scratch his itch, Gallaway started lessons and got his license six months later. He recently celebrated his 20-year anniversary as a pilot.

Galloway_3_Gary_Daniels.sized“Most flying is uneventful,” he said. “I’m a very competitive person and when it dawned on me there was competitive aerobatics, I was hooked. It’s a challenge and a skill.

“About six months after I had started flying my dad’s Citabria, I bumped into a guy at the gas pump and he asked if I was going to the meeting. ‘What meeting?’”

Gallaway was invited to the International Aerobatic Club and started to learn the basic skills for aerobatics. He benefitted from the tutoring of Jan Collmer, a former Navy pilot who had become a stunt pilot.

“He introduced me to the world of air shows,” said Galloway, a Dallas native. “I’ve been very fortunate to have a lot of people teach and encourage me.”

Gallaway has won the last three Texas State Unlimited Championships and last summer he flew for the USA in the World Aerobatic Championships in France.

Aerobatics is a judged competition. At the unlimited or highest level, there are four flight programs to each competition. The pilots fly in a “box” that is 1,000 meters square with a minimum altitude of 300 feet.

The first is the “known secrets” that is similar to compulsories in figure skating and gymnastics. All the pilots fly the same routine consisting of 10 maneuvers. The second part is a freestyle. The third and fourth are the “unknown programs” consisting of 10 maneuvers. The pilots can only mentally rehearse on the ground. It’s extemporaneous.

“It’s dangerous as hell,” said Gallaway, who also skydives. “I can’t emphasize how much you have to be mentally prepared and in the moment. When you strap in the cockpit, everything disappears and you’re focused on flying that aircraft.

“It’s decision making. I’ll bail out of a maneuver if my speed, altitude or mind isn’t right.”

Galloway_7_Gary_Daniels.sizedThe 50-year-old Gallaway flies an Extra 300/SX unlimited aerobatic monoplane that he purchased in 2010. He installed a custom smoke system, a 330HP Thunderbolt engine and an MT propeller. Those additions make it one of the best performing planes in its class.

His surface waiver allows him to perform maneuvers without altitude restrictions. Gallaway’s one-man shows are crowd pleasers – in view of the audience, plenty of noise and smoke plus concise, compact maneuvers that include old-school figures with modern moves.

Gallaway performs about 12 air shows on weekends that help finance his flying. He also gets financial support from his sponsors – MT Propeller and Hutchinson Aerospace.

And there was another fateful happening that led him to yet another phase in his aerobatic career. Gallaway was attending an airshow in Arkansas and the narrator/public address announcer came down with laryngitis.

“Well, hell, I’ll do it,” recalled Gallaway, who will announce six events this year. “People told me that I had a talent for doing that and that I should do more of it. When the Red Bull Air Races were starting in 2004 I helped with analysis on their first event.

“Maybe this is all fate, who knows? It’s been a very enjoyable ride.”

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Editors note:   All photos are by Gary Daniels. Gary is a Dallas, Texas based photographer and designer. To see more of his work, please visit: www.daniels-creative.com

 

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