Commercial pilots must balance safety with maintaining a schedule. Aborting a landing in the case of severe weather either means circling the airport until the all-clear is given, or being diverted to another location. While either option is safe, delays are always a hassle for the airline, the crew, and its passengers.
In spite of all the modern instrumentation in a cockpit, a landing requires visual sighting of the runway. You don’t land blind.
Even with a severe rainstorm dead ahead, this pilot of a Fokker F100 appears hell-bent-for-leather when it comes to this approach/landing at El Dorado International Airport in Bogotá, Colombia. It’s probably a good thing the passengers couldn’t see what the crew could. While procedures vary at different operators, it is not typical to fly directly into a rain shaft of a thunderstorm, where the likelihood of a severe wind shear is high. The stormy conditions were confirmed visually and backed up by the weather radar. While we’re glad they landed safely, we are more than excited to have not been on that flight in the first place.
A Delta 757 on approach. Credit: Motohide Miwa from USA.
Boeing, which recently rolled out wide body 777s and 787s plus has the new 737 MAX, is contemplating a mid-size narrow-body aircraft. Boeing stopped making 757s over a decade ago and Boeing will be facing competition from Airbus in terms of mid-size aircraft that have improved fuel efficiency.
Commercial airlines seek aircraft that allow them to grow their bottom line. Capacity, cargo, fuel efficiency and ease of maintenance are all factors when an airline is considering spending billions to upgrade its fleet.
The 777/787 class of Boeings will be the replacements for the venerable 747 and the 737 will continue to be the workhorse of short-range hops. What Boeing needs to compete with Airbus is a mid-range single-aisle aircraft that will have the passenger capacity (220 to 280 seats), range and efficiency that will make it a must have for airlines.
Here are six reasons why Boeing will be challenged to find a design to replace the 757, which came on line in the early 1980s.
1.) Long legs for make unique routes possible
The 757’s passenger capacity makes it the perfect plane to fly “long-thin routes.” For instance, from the East coast smaller airports in Europe. As a single aisle plane, it can carry up to 290 passengers and has a range of 4,000 miles. And because it’s a narrow body, it doesn’t weigh as much, thus incurring lower landing fees. It can serve long-range routes that have lower traffic or it can frequently fly on busy routes.
2.) Powerful engines provide excellent performance
The 757s in service are equipped with powerful turbofan engines (depending on the airline, they’re either Rolls Royce or Pratt &Whitney). They’re relatively fuel efficient but their muscle is a favorite of pilots. The 757 has no problem operating in high, hot and heavy conditions. They can also easily takeoff from short runways with tough noise restrictions.
3.) Common type rating with the Boeing 767
At the time Boeing was designing the narrow-body 757, it was also developing the wide body 767 (the general public would have a tough time discerning between the two aircraft.) Because of many shared features, pilots can obtain a type rating that allows them to fly both. That’s obviously a boon to airlines when it comes to scheduling the two-man crews who fly the 757.
4.) The Plane is Still Relatively Efficient
The 757 still delivers an acceptable bang for the buck in terms of fuel efficiency, especially with low fuel prices right now. The aircraft’s range and fuel usage was improved in 2005 when Boeing was cleared to add winglets that helped reduce drag. That increased the fuel efficiency by five percent and added 200 miles in range.
5.) It ages well (and Avgeeks still think it’s sexy)
If you polled commercial pilots about the plane they love flying the most, the 757 would probably come in at the top of the list. Its sleek design along with its powerful engines gives a pilot more than enough muscle. In some ways, it’s like driving an SUV that performs like a sports car. The blunt nose reduces air noise around the cockpit, the large tail fin is pleasing to the eye and the long landing gear – to accommodate those big engines, gives the 757 an elegant look when it’s on the ground.
6.) Design and demand
Boeing’s decision will be a tricky one going forward. The cost of designing a replacement for the 757 could be prohibitive especially when Boeing isn’t certain of the market demand. Will it be worth designing a state-of-the-art mid-size aircraft that won’t sell enough to make a profit?
I often get asked for career advice by aspiring and younger pilots and thought it might be helpful to condense some thoughts in a post on aviation career strategy. The Women in Aviation Conference was recently held in Nashville and I gave jumpseat rides to a number of younger pilots making their way out there for some face time with the recruiters who were there. This got me thinking about where a young pilot might find some career advice. There is quite a bit of change currently underway in the aviation career field, and plotting a path to a successful career can be daunting.
The Timing has Never Been Better to be a Pilot
So you want to become a major airline pilot? Well the timing has never been better in terms of demand for pilots. Due to the mandatory retirement age of 65, US airlines will need to replace thousands of retiring pilots in the next five to ten years. The numbers are staggering. Estimates run to a need for over 18,000 pilots to be hired just to replace retiring US pilots in the next five years. Those numbers don’t account for airline growth nor do they factor in early retirements and should therefore be considered minimums.
And it is unlikely that many of these pilots will be hired from overseas as the pilot shortage is a worldwide phenomenon. Boeing estimates the worldwide need for pilots at over 500,000 in the next 20 years. The major airlines have or are about to embark on a hiring binge to replace the thousands of retiring Vietnam era pilots currently flying their airplanes. They are hiring primarily from the ranks of regional airlines who in turn are scrambling to keep their airlines staffed. The military, a traditional source of trained pilots, is doing a better job of holding onto their people so those numbers will be made up primarily through the hiring of pilots with civilian backgrounds.
One need only search the term “pilot shortage” to see stories of regional airlines having to park airplanes due to a lack of pilots. Republic Airlines even cited the pilot shortage in its recent bankruptcy filing. In the meantime, a bidding war has broken out between regional airlines for the dwindling number of pilots who meet the new 1500 hour minimum requirements. Those requirements are dropped to 1000 hours for pilots who have graduated from an accredited aviation school, but those graduates will likely be carrying the better part of a hundred grand of debt for their schooling, which is why there aren’t many of them.
The following comments are directed at currently qualified regional, military or corporate pilots who are looking to make a jump to a major airline. I’ll address the subjects of entering the career field for non-pilots and special considerations for military pilots leaving the service in parts two and three.
Seniority is Life
As an old tale from aviation lore goes, a wise old captain was once advising a young copilot on the things which contributed the most to a fulfilling career. The captain said that a career flying airplanes was, besides a love of aviation, about time off and money. And he made sure to emphasize and in that order.
A career in aviation means being away from home. A lot. It is a tradeoff that all pilots make. And while we understand that we will be at the bottom of the seniority list when starting out, the hope is that given enough time, we will eventually earn those coveted weekends off and summer vacation blocks and an upgrade to the left seat or a widebody. And that means seniority.
There are two ways to become senior at any airline. The first is through growth. If the airline you get hired by doubles in size in say five years, you will upgrade to captain in five years give or take. The second way to seniority is through the retirement of those pilots who are senior to you. Given the current state of the four largest airlines which control about 80% of the US domestic market and are not likely to grow any faster than the overall economy, it is retirements which will likely fuel your ticket to watching football in your own living room and not in the hotel bar on a layover.
This means that during any extended hiring binge, like the one which is just getting under way, getting your foot in the door as early as possible is of supreme importance. Getting ahead of a hiring wave means you will spend most of your career in the left seat enjoying the pay and prestige that comes with that position. Get hired at the end of the wave and you will likely spend years throwing the gear for captains who are just a few years older than you.
My advice, then, is to get on with your preferred carrier at the earliest possible time. This means getting your required PIC hours as soon as possible through whatever means. There’s a land rush going on out there and you don’t want to miss out.
For you regional pilots toiling away with the hope of getting a job through a flow-through program, my advice is to ignore those and do whatever it takes to get your hours and to then get your resume out on the street. A flow-through program is just a promise and not worth the paper it is written on if things change, and things change all the time.
There are less airlines than there were 10 years ago but most of them are now hiring. Photo by: Jim Mumaw
Which is the Best Airline to Fly For?
That’s an easy one. The best airline is the one that hires you. Don’t ever turn down a job offer from any airline offering you a job flying equipment that is larger than what you currently fly. Show up to training, act like that airline is the only one you’ve ever wanted to fly for, and then should an offer show up from where you really want to work, just walk out the door. Of course be polite and gracious for the opportunity, but never forget that this is your career and life we’re talking about here. It’s just business.
But all else being equal, and assuming that you get an offer from the airlines you’re considering, there are a host of factors which will influence your decision. As I mentioned above, the existing demographics and pending retirements will be one of your biggest considerations. Next you’ll want to consider where your prospective airline has pilot domiciles. Pick the one which has a domicile in a city where you want to live. Yes, commuting is possible, but a career of it will effectively mean extra years sleeping in hotels and crash pads which could be spent in your own bed.
Next you should consider the equipment that the airline flies. Widebody flying pays the most and generally has the most days off. It will take some time to get into a widebody, but if the airline doesn’t own any, you’ll never fly one. And if you ever get sick of flying international routes, bidding back to domestic equipment is always there if you so desire.
Furloughs. Yes, the “F” word. No one can predict the future and fuel shocks, mideast wars and recessions are always possible. And when they happen, you might find yourself back on the street. Southwest is the only one of the big four US airlines which has never furloughed any pilots, but they are resembling a legacy carrier more each day, so past performance may not guarantee future results. In any event, getting on early with an airline that has the most retirements will move you up the list and away from the furlough zone the quickest.
In Conclusion
I’ve just barely scratched the surface here but have touched on some of what I feel are the most important considerations for pilots who are looking for a job at the majors. Since the topic is so large, I’ll be doing several additional installments where I give my advice to military pilots who are leaving the service, and also to non-pilots who may be hoping to explore a career in aviation. Stay tuned!
Lastly, please feel free to ask any questions you might have about your own job search in the comments. Is there something you’d like to ask about your own career progression? Just let me know. I’m here for you!
Are you a new parent and worried about traveling with your new baby? Just because you have a new addition to your AvGeek clan, doesn’t mean that jet setting has to stop.
Let’s get a couple of things out of the way. Traveling is inherently a little more of a challenge that when it was just you and a companion. It takes a little more planning and preparation. You’ll also find less time to sit at an airport bar and more time at the gate waiting to pre-board with all your new baby gear. You also might end up having to pay to check an extra bag or two just so that you have a free arm as you board. That said, traveling by plane isn’t impossible. There are ways to keep mom and dad sane. Here are five tips I’ve learned from recently flying with our new baby AvGeek.
1) Gate Check the Stroller
Yes, the stroller must go through the security scanner, but the five minute hassle of taking your baby out of the stroller and sending it through the scanner beats the hours you spend having to carry your kiddo through the airport. Also, it’s much easier to keep the baby in the stroller when trying to use the restroom than holding a baby while you go to the restroom.
2) Bring the Car Seat with the Stroller
If you have a car seat that attaches to the stroller, then bring it to the gate. If the flight isn’t sold out, often times the gate agent will be able to move your seat to a middle seat with an open window seat next to it. This will allow your hands to be free during your flight to sip coffee or play candy crush while your lap child (ages two and under) flies in their car seat in the window seat for free. Lap children in a car seat must be by the window while flying per FAA regulations.
3) Plan Time for Naps
Baby napping on a pallet during a long lay over
There’s nothing worse than an overtired baby on a plane. During a long lay over, I will lay Natalie down on a blanket in a quiet part of the airport and let her nap or put her in my K’tan wrap for a dark environment. The wrap also works great for the flight if the car seat can’t come on the plane.
4) Plan for a Direct Flight or Long Lay Over
Nothing stresses me out more than running to catch a connecting flight except running to catch a connecting flight with an infant. Long layovers may make the travel day longer, but it’s well worth it when mom and dad have time to grab food, change diapers, and recharge before the next leg.
If you choose not to bring the car seat on the plane or gate check it, these giant bags are great for protecting the car seat and storing diapers, wipes, and other heavy items that won’t fit in luggage. You may look like a giant nerd while carrying the backpack-style car seat bag into the airport, but trust me, it will be worth it when the weight on your suitcase reads 51 lbs from all the diapers stuffed in there.
These are just a few tips for flying with your brand new AVgeek to keep everyone happy. What other tips do you have?
Last month an all-female flight crew commanded a Royal Brunei Airlines flight to Saudi Arabia, where women aren’t allowed to drive.
Sixteen years into the 21st century and there are still parts of our world where restrictions based on gender are in place. For instance, imagine not being able to drive a car if you’re female.
That’s the law in Saudi Arabia, where women are not allowed to drive because of a decree imposed by conservative Muslim clerics.
So last month a Royal Brunei Airlines flight landed in Saudi Arabia, the all-female crew was capable of piloting a commercial airliner but their ground transportation was limited to being passengers.
On Feb. 23, which is Brunei’s National Day to celebrate its independence, the crew of captain Sharifah Czarena Surainy, senior first officer Dk Nadiah Pg Khashiem and senior first officer Sariana Nordin flew flight BI081 from Brunei to Jeddah.
Four years ago, Surainy became the first female to become a captain for a major carrier in Southeast Asia.
This airfield is one of the most challenging commercial airports to land at in the world.
Toncontín International Airport is located less than four miles from downtown Tegucigalpa, Honduras. The airport was known for challenging landings and some pretty amazing videos.
Why Was Landing at Toncontin Airport So Challenging?
The mountainous terrain creates two challenging factors for commercial pilots. First, the airport is located in a bowl of terrain. An approach requires a fast descent with a sharp final turn over a hill located just off the approach end of the most commonly used runway. The mountains also create wind gusts which require unexpected adjustments.
The largest commercial aircraft allowed to land at Toncontin is a Boeing 757. The video shows the small margin for error pilots have when making their approach. (Make sure to listen to the advice of one of the onlookers in the video.)
Once the wheels hit the tarmac, the fun isn’t over. The runways at this airport are shorter than normal so hitting the landing marks and riding the brakes are crucial factors. The most recent landing accident at this airport came in 2008 when an Airbus A320 overshot the runway due to pilot error.
Toncontin Airport Today
All international airlines moved service to Comayagua International Airport in 2021. Although the airport is still in use, it sees very little airline traffic today. Comayagua International Airport provides a much improved passenger experience and a safer, less challenging approach. The airport is located over 70 kilometers from the city, adding considerable travel time to and from the city center.
With an elevation of almost 4,000 feet and soaring mountains on all sides, the approach into Chagual Airport in Peru is one of the most dangerous in the world.
Finding enough flat earth to build a runway in a mountainous area like Peru is challenging enough. But once you’ve built the air strip – which in this case looks more like a two-lane asphalt runway – you still have to have plenty of airspace for maneuvering aircraft for approaches to the field.
The high-altitude environment of Chagual Airport adds another layer of complexity for pilots. At nearly 4,000 feet, the thinner air reduces engine performance and lift, requiring precise calculations for takeoff and landing.
Pilots must also contend with unpredictable weather patterns, including sudden fog and strong crosswinds that can sweep through the Andes, making approaches even more treacherous. Specialized training and experience in high-altitude operations are essential for safely navigating this challenging airfield.
Despite its risks, Chagual Airport serves as a critical lifeline for the remote Pataz district. The airfield facilitates the transport of essential supplies, personnel, and equipment for Compania Minera Poderosa’s mining operations. It also provides a vital connection for local communities, enabling access to medical evacuations and emergency services that would otherwise be unreachable due to the rugged terrain and limited road infrastructure.
Where is Chagual Airport?
Chagual Airport is is located at nearly 4,000 feet in the Andes Mountains in Peru. It’s a private airfield owned by Compania Minera Poderosa. It’s the only airfield in the district of Pataz, so it’s a vital link to the region.
The airport primarily supports the mining company’s operations but also serves as a hub for small aircraft transporting goods and people to and from this isolated area. Due to its private status, access is restricted, and flights are typically coordinated by the company or approved operators.
The video of this approach and landing below is harrowing enough to watch. Hats off to the pilots who keep the surrounding areas safely supplied from the air.
Last week, Alaska Airlines changed the scheduled departure time of a flight so that passengers could experience a total eclipse.
Combine the beauty and artistry of Mother Nature with the majesty of the moon passing in front of the sun and add in the enthusiastic commentary of an astronomer and you have … this video.
The alignment of the sun, moon and earth to create an eclipse is rare. Alaska Air began planning its “intercept mission” over a year ago. The idea was to time a flight from Anchorage to Honolulu so that passengers would have a sky-high view. At lower altitudes, the flight path was covered by clouds and that added to the view, creating a surreal picture.
Joe Rao is an associate astronomer at the American Museum of Natural History’s Hayden Planetarium. His research indicated that a flight between Alaska and Hawaii would intersect the “path of totality” – the darkest shadow of the moon as it passes over the Earth. About a year ago, he contacted the airline to ask if the schedule for Flight 870 could coincide with the eclipse. The flight was rescheduled and departed 25 minutes later than usual.
On March 8, flying at 35,000 feet, Alaska Flight 870 intercepted the eclipse 695 miles north of Honolulu. Rao was one of about a dozen “eclipse chasers” on the flight. They were all thrilled with the rare view they experienced.
Towing Accident Damages Two Engines. Two airport employees were injured. No band members were onboard the aircraft.
After only two weeks on tour, the Boeing 747 suffered significant damage in a towing accident yesterday. According to Iron Maiden’s website, the aircraft:
“was tethered to a tow truck to be taken for refueling prior to flying over the Andes to Cordoba for the next show. On moving the steering pin that is part of the mechanism that connects the ground tug to the aircraft seemingly fell out. On making a turn the aircraft had no steering and collided with the ground tug badly damaging the undercarriage, two of the aircrafts engines and injuring two ground tug operators, both of whom have been taken to hospital.”
Two engines were severely damaged in the accident. The nose gear was also said to be damaged in the incident.
The website also said that the damage was significant requiring the possible replacement of two engines as well as repairs to the landing gear.
It was just two weeks ago that Avgeekery profiled the jumbo 747-400 aircraft that was painted in Ed Force One colors. At the time, the band was very excited to travel the globe in such a large jet. The jet had enough capacity to bring their ‘roadies’ as well as all the stage equipment.
Despite the damage, Iron Maiden has remarked that the show will go on even without the chartered jet. In their blog post they said,
We are currently making contingency arrangements to get to the show in Cordoba tomorrow with band, crew and equipment intact. Fortunately the 20 tons of equipment had not been loaded onto Ed Force One at the time of the accident, and none of the band or our road crew were onboard or near the airport. Although this is tragic for our beautiful plane we do not expect this to affect our concert schedule including the next 2 shows in Cordoba and Buenos Aires. And we hope to find a new Ed Force One to continue this adventure with us in the near future. We will keep everyone updated when we know more, so keep checking only on this site for official news.
How was your week? It was a good week at Avgeekery.com thanks to some great videos and stories. In case you missed any, here’s a look back.
NO PILOT REQUIRED: Here’s a story about an Air Force pilot who bailed out of a plane that was out of control and appeared to be headed for a crash. You’ll have trouble believing what happened next.
DRONE HUNTER: A company in England has developed a shoulder-mounted weapon that can safely capture drones that are violating air space or carrying lethal cargo.
B-2 … B, AS IN BEAUTY: Captured in flight, the B-2 bomber is as graceful as it is stealthy.
HEY, ISIS … DUCK: The Air Force announced its deploying three B-52s to Spain for “training.” ISIS might find out soon exactly what kind of “training” that will be. (And keep reading for a story about how B-52s are still ass kickers.)
THE VOICE (NOT THE SHOW): So who is Bitchin’ Betty? Meet the voice of the cockpit audio warning system that F-18 pilots know like a good friend.
TRIPLE SEVEN SWISS DEBUT: As Boeing’s 777 comes on line with more commercial airlines, there will be more maiden flights like this one – the inaugural revenue flight of Swiss’ 777-300ER.
SALUTE TO THE RESCUE CREWS: Put the technology of Go-Pro cameras along with a skilled editor and brave helicopter rescue crews and you’ve got a beautiful and educational video of training exercises.
B-52 STILL BUFF ENOUGH TO KICK BUTT: Even though it’s over 60 years old, the B-52 BUFF is still capable of kicking some serious ass.
STORIES OF TWO FLIGHT MYSTERIES: Ever since man saw birds soaring, there’s been a mystery to flight. Sometimes those mysteries involved tragedies that have incomplete explanations.
DON’T GET STRESSED; IT PASSED THE TEST: The average person probably doesn’t understand that most aircraft undergo tests that stress the structure far beyond expected limits. Here’s how the wing of a 777 held up to a high-stress test.
The two-year anniversary of the disappearance of Malaysia Airlines flight MH370 is a grim reminder that the wonder of flight sometimes turns into mystery.
From Amelia Earhart to MH370, Earth and its oceans can swallow aircraft and leave few clues. No matter the technology or how large the aircraft, it’s easy to get lost on this planet.
Earlier this week, the odd story of a pilot-less Air Force jet crash landing itself brought to mind two instances of aircraft with disabled pilots – and apparently on auto pilot – flying to their demise. Both tragedies involved sports figures.
Payne Stewart, winner of three majors – the 1989 PGA and the U.S. Open in 1991 and 1999 – died in October of 1999. Stewart was one of six people on a Learjet that was scheduled to fly from Orlando, Fla., to Houston with a stop in Dallas.
Just west of Gainesville, Fla., air traffic controllers received its last communication from the plane. The investigation concluded that a lack of cabin pressurization led to the occupants dying from hypoxia. The plane was escorted by F-16s, who observed the plane’s windows were frosted – another indication of depressurization. After nearly four hours of flight, the plane ran out of fuel. Its spiraling descent almost reached supersonic speed before it crashed in South Dakota.
Bo Rein was hired to coach LSU in late 1979. He had been a successful coach at North Carolina State and was taking over for legendary coach Charlie McLendon. Rein had been a noted athlete at Ohio State, starring in football and basketball.
His tenure lasted 42 days.
On Jan. 10, 1980, Rein and pilot Lewis Benscotter left Shreveport, La., for Baton Rouge in a Cessna 411 Conquest, a twin-turboprop. Soon after takeoff for what would have been a 40-minute flight, Benscotter was granted a course change to avoid a line of thunderstorms.
That was the last contact from the plane. Again, the speculation is that the plane lost pressure and the two occupants died of hypoxia. The planed climbed to 41,600 feet – 6,600 feet above its maximum ceiling. The plane continued to fly east, passing over Mississippi, Tennessee and North Carolina before crashing in the Atlantic Ocean. The Bodies of Rein and Benscotter were never recovered.
The spooky aspect of this tragedy is that the ill-fated flight path came within a few miles of passing over Raleigh, N.C., where Rein’s family was still living.
The B-52 has outlived its replacement. And its replacement’s replacement. And its replacement’s replacement’s replacement.
One would be hard-pressed to find a war plane that has endured like the B-52 Stratofortress. Born over 60 years as a weapon to fight the Cold War, the B-52 was recently in the news with the word three of the long-range bombers had been deployed to Spain and will likely be flying sorties against ISIS.
Boeing began development shortly after World War II. The B-52’s heritage can be traced to the B-17 Flying Fortress and the B-29 Superfortress. The B-29 is the only bomber to deliver atomic weapons but the B-52 was specifically designed to be a nuclear deterrent. Until the end of the Cold War, it was part of the United States’ three-pronged arsenal of ICBMs and nuclear submarines.
Here are seven facts and reasons why the B-52 has endured and has endeared itself to the Air Force.
1.) Good genes
Perhaps the B-52’s continued use and adaptability was in the aircraft from birth. Boeing originally was designing a six-engine propeller bomber that would be an upgrade on the four-engine B-29. But the Air Force told the Boeing design team that Convair was developing a jet-powered bomber. The engineers, working over a weekend in Dayton, Ohio, adapted and up-scaled plans from another aircraft to come up with the B-52 design.
2.) Nickname
Officially called the Stratofortress, its unofficial moniker is BUFF. That’s short for Big Ugly Fat Fellow. We’re PG-rated here at Avgeekery.com. Those in the know realize that “fellow” is a substitute for a four-letter invective. Either way, the nickname is affectionate. It could also be called The Anti-Stealth Bomber.
3.) Versatility
Designed to carry atomic weapons (a mission which, thankfully, never had to be flown), the B-52 has survived and thrived. It started flying under the Strategic Air Command (SAC) which was disbanded in 1992. It then moved to the Air Combat Command (ACC) and in 2010 all B-52s were transferred to the Air Force Global Strike Command (AFGSC). The B-52’s performance at high sub-sonic speeds, its low operating costs and its ability to adapt to modern weaponry has kept the aircraft active. The Air Force expects it to serve for at least another 20 years.
4.) Payload
Recent upgrades to computer, communication and weapons systems have made B-52s a lethal weapon. The 1760 Internal Weapons Bay Upgrade moved some weapons from hard-point wing mounts. B-52s can carry 24 500-pound or 20 2,000-pound JDAMs and further upgrades will accommodate the JASSM and MALD family of missiles. The smart-bomb capabilities make the B-52 a heavyweight puncher with laser precision.
5.) Green machines
Military aircraft performance is rarely tied to environmental concerns. But about a decade ago B-52s became the first US military aircraft to fly using alternative fuel. A B-52 took off from Edwards Air Force Base using a 50/50 blend of Fischer-Tropsch process (FT) synthetic fuel and conventional JP-8 jet fuel. That was the start of the Department of Defense Assured Fuel Initiative designed to reduce crude oil usage.
6.) Tail gunner Joes
Wikipedia photo by Mark.murphy
B-52s were heavily involved with bombing during the Vietnam War. And BUFF tail gunners twice shot down MiG-21s. Staff Sergeant Samuel O. Turner shot down a MiG in December of 1972 and about a week later Airman First Class Albert Moore used the B-52s quad .50 calibers to splash another MiG. His kill is believed to be the last time a bomber’s gunner shot down an enemy aircraft with machine guns. There is no longer a gunner spot but just knowing that a plane still flies that used to have a tail gunner makes us love the BUFF even more.
7.) She’s a movie Star
The B-52 was a key player in many Cold War movies – most famously “Dr. Strangelove.” The B-52’s, a new wave rock band that had a popular run in the early 1980s including the big hit “Love Shack.” Plus, if you want to get, um, well … bombed … try the B-52 cocktail.
