The WF-2/E-1B Finally Addressed a Need Defined During the Days of the Kamikaze
When the Grumman Tracer entered operational US Navy service with Carrier Airborne Early Warning Squadron ONE ONE (VAW-11) Early Elevens in 1958 at Naval Air Station (NAS) North Island, the aircraft was designated WF-2. The WF designation quickly branded the aircraft with the nickname Willy Fudd. The WF-2 was the third member of the Grumman family of radial engine-powered propeller-driven carrier-based workhorses along with the S2F (later S-2A) Tracker antisubmarine warfare aircraft and the TF-1 (later C-1A) Trader carrier onboard delivery variant.
TF-1 Trader (foreground) and S2F-1 Tracker (background). Image via US Navy
Project Cadillac Yields Replacement for Queer SPADs
Ever since the rise of kamikaze attacks during World War II the fleet needed a dedicated airborne early warning/air intercept control (AEW/AIC) aircraft. Project Cadillac was the effort to develop this capability for the fleet. The first type to be fitted with an airborne radar for this purpose was Grumman’s TBM-3W Avenger. After the war the Grumman AF-2W Guardian was the next fleet AEW aircraft. The tremendously flexible Douglas AD Skyraider was modified to carry the same Hazeltine Corporation AN/APS-20 radar system and designated AD-3W, AD-4W, or AD-5W depending on additional modifications. Because these variants were all equipped with the AN/APS-20 radar, they lacked effectiveness.
AD-5W AEW Skyraider. Image via US Navy
If At First You Don’t Succeed…
The first iteration of what would eventually become the Tracer was essentially a Grumman S2F Tracker with a large pylon-mounted radome mounted over the cockpit containing the AN/APS-20 radar. The placement of the radome allowed the aircraft’s wings to fold the same way as the wings of the Tracker and Trader– over the fuselage more or less parallel with the inner wings. But the Navy Bureau of Aeronautics (BuAer) realized that any new aircraft design equipped with the AN/APS-20 would just not be capable of doing what the Navy needed the aircraft to do and cancelled the proposal in 1951.
Tracer preparing for cat shot. Image via US Navy
Building a Better But Still Huge Scanner
In 1955 Hazeltine came up with an improved AN/APS-20 designated the AN/APS-82. Though better in just about every way than their previous airborne radar, the AN/APS-82 required a massive scanning antenna. Grumman went back to the drawing board and came up with a modified C-1A Trader with an aerodynamically neutral faired radome mounted on top of the fuselage that provided lift to partially compensate for its added weight. To adapt folding wings for the new design Grumman went back to their World War II-vintage Sto-Wing folding wing design first used on the F4F Wildcat and later the TBF Avenger and F6F Hellcat.
E-1B Tracer ready to go. Image via US Navy
Tracker, Trader, and Tracer Family Traits
Other than the huge antenna fairing, the WF-2 looked a lot like the Tracker and Trader and shared many of their systems, including the same pair of Wright R-1820-82A Cyclone 9-cylinder radial piston engines putting out 1,525 horsepower each, cockpit layout, landing gear, wings (except for the folding mechanism), and internal flexibility to allow the crew of two systems operators to work in the fuselage just aft of the cockpit.
The WF-2 fuselage received an 18 inch “plug” ahead of the wing to increase internal volume for mission equipment and avionics. The empennage was modified to an H configuration with twin vertical stabilizers and rudders. This allowed the aft attachment point for the radome fairing to mount at the base of an abbreviated Trader vertical stabilizer.
E-1B Tracer. Image via US Navy
Perfect Nicknames for a New Kind of Aircraft
An aerodynamic test airframe was modified from TF-1 Trader number 45 (BuNo 136792) and took to the skies on 17 December 1956. After flight testing concluded, the 32 foot by 20 foot oval radome fairing was removed but the airframe retained the Tracer empennage configuration-making this one unique Trader. The prototype WF-2 Tracer flew for the first time on 1 March 1958. In fleet use the aircraft picked up a couple of other nicknames: Flying Turtle and Stoof with a Roof. The radar scanner was 17 and one half feet wide and rotated inside the radome fairing 6 times per minute.
E-1B Tracers in flight. Image via US Navy
For the rest of the Willy Fudd story bang NEXT PAGE below
Watch these Stratotankers perform an intricate, highly specialized, and rare maintenance procedure called a fin fold! The 190th Maintenance Group, Kansas Air National Guard, recently performed one. It may only be done a handful of times in decades.
Most maintenance is well understood, but on rare occasions, the plane’s rudder may become damaged. When that occurs, its 2,400-pound tail fin needs to be unbolted and horizontally folded to allow access to and repair of the rudder.
Timelapse of a KC-135 Stratotanker fin fold
A highly specialized procedure for a Stratotanker, and not commonly performed
Executing a fin fold is not a mundane skill that most personnel are equipped for. It happens so rarely that crews familiar with it will have already transferred or retired by the time the next fin fold is required.
A maintenance crew may need to contact another wing entirely to engage with personnel who have direct first-hand experience.
Guardsmen from the 171st Air Refueling Wing execute a fin fold on a KC-135 Stratotanker, dated Sept. 14, 2020. Photo credit: U.S. Air National Guard / Tech. Sgt. Bryan Hoover
The complex operation requires a team with a high degree of proficiency and specialized equipment. Multiple shops are involved and must work together. The KC-135 has a support bar that allows the tail to be held at 90 degrees, lying horizontal while still attached to the plane.
A special cable assembly is attached to the tail. Safety observers, a crane operator, and maintainers all work together to unbolt the four pins and bolts securing the tail and gently fold the fin.
“On August 12, 2024, the 190th Maintenance Group, Kansas Air National Guard, Forbes Field, Topeka, Kansas, successfully executed a rare fin fold on a KC-135 Stratotanker. The tail is unbolted, so it physically lies horizontal while still being attached to the aircraft. Photo credit: U.S. Air National Guard / SrA Brook Sumonja
“Coordinating a crane seems to be the biggest challenge,” says Master Sgt. Jason Brown, 190th MXG, R&R technician. “It can be intimidating to pull the rope on the right side to begin the fall, knowing what is holding it all up on the other side. Seeing it fall away on the other side is an incredible sight.”
The 2024 US Presidential campaign is in full swing. Presidential and vice presidential candidates are criss-crossing the country to make their pitch to voters. This year, both vice presidential candidates are utilizing Boeing 737-800s. Earlier we reported on Sen Vance’s Boeing 737-800 as part of the Trump/Vance ticket. Now we are getting our first glance at the Harris/Walz Boeing 737.
The Harris/Walz campaign jet with tail number N778MA features the tagline ‘A New Way Forward” above the center of the fuselage along with a series of blue and grey stars.
The engine nacelles feature an American flag while the tail looks a little bit like a decommissioned American Airlines jet with its tail evoking the stripes of an American flag.
Boeing 737-800 Is The Hot Jet This Campaign Cycle
The Boeing 737-800 seems to be the jet of choice for vice presidential candidates this year. Both the Trump/Vance and Harris/Walz campaigns lease the type for their campaign cycle. The Boeing 737-800 is an ideal aircraft for a presidential campaign due to its size, range, and operating performance.
Harris/Walz Boeing 737 Makes Debut As Presidential Race Heats Up 12
The 737-800 has a seating capacity that can comfortably accommodates staff and media. It is large enough to have a mixed cabin configuration with first class up front, a lounge area in the middle and economy class seats in the rear for staff and media.
The 737-800’s range of over 3,000 miles allows for non-stop travel between key campaign stops across the country. The 737-800 can fly into regional airports with runways as short at 5,500 feet allowing it to stop at more airfields.
While the design is approaching 25 years old, the Boeing 737-800 is still relatively efficient and cost effective. It is also readily available on the leasing market via charter operators.
Who Operates the Harris/Walz Boeing 737?
KaiserAir, which is leasing a Boeing 737-800 to the Harris/Walz campaign, operates a fleet of 2 737-800s. Image: KaiserAir
The Harris/Walz campaign jet is operated by Kaiser Air. Kaiser Air is one of the oldest charter companies still in business. The company first flew DC-3s in 1946. They later flew a host of business jets includes Gulfstreams, LearJets, Hawkers, Challengers, and Citations. The company still operates a charter division with a small fleet of business jets.
Kaiser Air is based in the San Francisco Bay Area. They provide all air travel for the San Jose Sharks and fly a number of professional and collegiate teams to events throughout the country with a fleet of three aircraft including 2 Boeing 737-800s and a single Boeing 737-700.
Kaiser Operates Two Scheduled Shuttles To Hawaii
Notably, Kaiser Air has also been a Part 121 air carrier since 2011. They fly for two membership clubs on their Boeing 737NG fleet. Kaiser operates private, yet scheduled service between the West Coast and Kona. The aircraft are configured in a two by two business class arrangement.
Kaiser Air offers an all business class configuration for their Hawaiian shuttles between Kona and the West Coast. Image: Kaiser Air
The Hawaii Shuttle is offered exclusively for members of certain Big Island neighborhoods to the West Coast. The Kona shuttle operates twice-weekly scheduled service from Oakland to Kona.
Title Image courtesy of Daniël Cronk, used with permission.
DFW airport is getting a major facelift. They just kicked off a major $9 billion transformation and expansion project. It’s the largest capital investment in DFW airport since it opened in 1974, and includes renovating their busiest and most outdated Terminal, C, and adding a new Terminal F.
Millions of travelers pass through Terminal C every year. Just this weekend airport officials expected 1.4 million travelers for the Labor Day holiday, with the majority passing through C. In the coming years, they expect 100 million annually.
Major growth in air travel expected at DFW
“When you look at the economic success of this region and some of the projections for the region over the next 50 years, we have to get ahead of that growth,” says Sean Donohue, the CEO of DFW Airport. “We are making the investments needed today so that our facilities are ready for the future.”
Of that $9 billion, $3 billion is for Terminal C. They will gut and modernize the terminal, and add 4 new gates to it. They will also add 5 new gates to Terminal A. DFW has already overhauled terminals A and E.
Construction Begins to Renovate Terminal C
Terminal c as of 2024. Photo credit dfw airport
Officials held a ceremony at the airport last week to mark the official start of Terminal C construction. During the pandemic DFW built gates C35 – C39, and say Terminal C will look similar.
They will revamp Terminal C in 6 gate intervals, to minimize and limit disruptions to travelers. Ticket counters and security checkpoints at C30 are now closed for construction.
illustration of the renovated terminal cDFW Begins Major $9 Billion Transformation and Expansion 20DFW Begins Major $9 Billion Transformation and Expansion 21
The new C will give more space, more light, and more opportunities for concessionaires. Plans include removing over 400 view-blocking columns, adding new windows and raising the roof.
It will have all-new facilities, shops and restaurants, lounge space, check-in areas, security checkpoints and better restrooms. Completion is expected in 2030.
Illustration of the renovated terminal c (credit dfw airport)
The adjacent south parking garage will also be completely rebuilt. It will close Sep 14 for demolition soon after. The north and central garages will stay open. Travelers are encouraged to book parking online, and check live availability before arriving.
DFW will add a new Terminal F
When the idea of a new Terminal F first began, it was put on hold due to challenges stemming from the pandemic. Plans are now moving forward again, which include modernized systems and expanded concessions.
Illustration of Terminal F at Dallas-Fort Worth International Airport from May 2023.
Terminal F will be built on the southwest side of the airport, with 15 gates and a new SkyLink station to connect it to the rest of the airport. It won’t share the same crescent-shape of the other 5 terminals either, but will be rectangular, with gates on both sides.
Other projects in works
DFW’s transformation and expansion doesn’t stop at Terminal C or a new Terminal F. Over 180 projects are in various stages of planning and construction across the vast airfield.
Photo credit dfw airport
An International Parkway Modernization project will transition access to Terminals A, B and C to right-hand exits. A new Electric Central Utility Plant will heat and cool DFW’s terminals with electricity from 100% renewable resources. A new southside east-west roadway will connect Rental Car Drive to State Highway 360. Two new fire stations are also being built.
New facilities are also planned to double the number of cargo aircraft able to park, to support increasing demand. The airport’s third end-around taxiway will also be improved for the safety and efficiency of aircraft movements.
Stay informed and prepared if you’re driving to/from DFW airport
The DFW App and website will provide real-time information on these projects and road closures to help travelers plan accordingly. You can also sign up for construction updates via email.
The troubled spacecraft is back in the news for another odd reason. This time, its due to a series of weird noises coming from the speaker of the Boeing Starliner cabin.
🚨#BREAKING: Boeing's Starliner crew are reporting hearing strange "sonar like noises" emanating from the spacecraft⁰⁰📌#OuterSpace | #Earth ⁰⁰Crews on the International Space Station are trying to identify the source of strange noises reported by Boeing’s Starliner crew, who… pic.twitter.com/MNPpOPnMTR
The noise sounds like its out of a late 1970s space horror movie. The pulsing noise was first reported by NASA astronaut Butch Wilmore who casually asked about a “strange noise coming from the speaker” of the Boeing Starliner.
NASA Listens in to Hear Boeing Starliner Noises
NASA configured the ISS so that the unusual sound in the Starliner could be heard by the ISS Mission Control. Mission Control was able to hear and copy the noise. The original audio was first recorded by Rob Dale on the NASASpaceflight.com forum. The story was first reported by Eric Berger of Ars Technica.
UPDATE – Here is NASA’s statement after reviewing the data on the noises
Boeing Starliner Making Weird Noises While Docked at ISS 24
Starliner Still Set For a Return Later This Week
The Boeing Starliner is still scheduled to undock from the International Space Station on September 6th. The craft will undock without its two astronauts aboard.
Last week, NASA made the decision, that out of an abundance of caution, the spacecraft would return without crew.
Boeing Starliner approaches the ISS. Image: NASA
NASA veteran astronauts Butch Wilmore and Suni Williams launched on Starliner June 5 atop a ULA Atlas V rocket from Cape Canaveral Space Force Station, on an end-to-end test flight of the Boeing Starliner. The mission was supposed to only last 8 days but a series of anomalies involving helium leaks and thruster malfunctions led NASA to scrap the crewed return.
Instead, SpaceX will fly the two astronauts home on a Dragon spacecraft on the Crew-9 mission.
Kyle Newsom-aviation photographer and filmmaker shares his story with Avgeekery.
Kyle Newsom has a new film that captures his love of the Blue Angels with gorgeous footage.
Kyle Newsom’s passion for aviation is deeply rooted in his early experiences at air shows. At just seven years old, Kyle was captivated by the performances of the USAF Thunderbirds and the US Navy Blue Angels, a fascination that only grew stronger as he grew older.
His journey into aviation was marked by unforgettable moments, from his first aerobatic flight to his trek through the Himalayas, all of which fueled his desire to not only fly but also to capture the beauty and power of aviation through filmmaking.
Kyle’s Latest Work: “Angels In the Sky”
Now, as an accomplished aviation filmmaker, Kyle continues to share his unique perspective with the world, blending technical expertise with a deep love for the craft. His latest project, “Angels In The Sky,” is a testament to his dedication, offering viewers a breathtaking glimpse into the precision and artistry of the Blue Angels.
We sat down with him recently to learn more about Kyle’s most recent project. You can also watch his full amazing video below.
1.) Kyle, you’ve been an Avgeek for a long time. Tell us a bit about what made you fall in love with aviation.
My passion for aviation took off when I attended my first air show, the Vectron Dayton Air Show, in 1997. I was just seven years old at the time, and that experience ignited a lifelong obsession with aviation.
From that moment on, I eagerly attended the Dayton Air Show every year, immersing myself in the exhilarating world of flight. Even back then, I would memorize the entire performances of the USAF Thunderbirds and the US Navy Blue Angels, including their sneak passes.
Kyle Newsom shares a photograph of attending an airshow. It was at airshows early in his life where he developed a lifelong love of aviation.
I devoured every air show documentary I could find, captivated by the grace and power of the aircraft and the skill of the pilots. The air show community quickly became a second family to me. I relished every opportunity to engage with fellow enthusiasts, ask questions, and soak up as much knowledge as possible.
The sheer excitement of watching those incredible displays, combined with the camaraderie and shared passion of the air show community, solidified my love for aviation. It’s a passion that continues to soar to this day.
More so than just becoming a fan, you actually devled into the airshow community yourself…
Kyle Newsom at work.
As I grew older, my curiosity about the air show industry deepened. Inspired by aerobatic champion Michael Goulian, I attended the Gathering of Mustangs and Legends in 2006, hoping to meet and talk with him.
Although I didn’t get the chance to meet him in person at this specific show, I reached out via email, and to my delight, he promptly responded to my questions after meeting his wife, Karin at the air show and telling me to email him.
Two years later, I was thrilled when Michael invited me to the Indianapolis Air Show. He offered me the incredible opportunity to assist in setting up his trailer and work as a hospitality assistant. This experience not only fueled my passion for aviation but also provided invaluable insights into the inner workings of the air show industry.
In 2007, I ventured to Phoenix, Arizona, where I embarked on a thrilling and pivotal experience: my first-ever 45-minute aerobatic flight. As the adrenaline coursed through my veins and the aircraft danced through the skies ( we did over 15 different aerobatic maneuvers) , I couldn’t help but feel a surge of excitement and anticipation.
For my parents, this moment represented a pivotal juncture in my journey as a pilot. It was a test of my courage, skill, and passion for aviation—a moment where my fate as a pilot hung in the balance.
Little did they know, this exhilarating experience would ignite a fire within me—a passion for flight that would only continue to grow stronger with each passing day. It was a defining moment that solidified my determination to pursue my dreams and soar to new heights.
Kyle Newsom Captures the Magic of the Blue Angels in Ultra Hi-Def 36
You saw some pretty amazing things, then traveled around the world too…
In 2009, I embarked on an exhilarating adventure trekking and climbing in the awe-inspiring Himalayas. Our journey began with a thrilling landing at Lukla Airport, renowned as one of the world’s most dangerous airports due to its challenging terrain and high altitude nestled amidst the majestic mountains of the Himalayas. Undeterred by the daring start, we embarked on our trek, pushing ourselves to new heights both physically and mentally.
Kyle trekking in the Himalayas.
Our expedition led us to the breathtaking summit of Gokyo Ri, towering at a staggering altitude of 18,000 feet above sea level. Standing atop this majestic peak, surrounded by the awe-inspiring panorama of the Himalayan peaks, was a moment of unparalleled exhilaration and achievement. And this is where I picked up my first camera before trekking through the Himalayan mountains.
And you learned how to fly too, right?
Kyle Newsom earned his pilots license as part of his journey to becoming a professional aviation filmmaker.
In 2010, I embarked on my flight training journey with Whitewater Aviation in Harrison, Ohio, marking the beginning of my pursuit of aviation excellence. After a dedicated year and a half of rigorous training, I achieved a significant milestone by obtaining my private pilot license in 2011, solidifying my commitment to mastering the art of flight.
Driven by a relentless passion for aviation, I continued to expand my expertise by pursuing additional ratings.
In 2013, I embarked on a new challenge and obtained my private pilot license seaplane rating, further enhancing my proficiency and versatility in the skies.Each phase of my flight training journey has not only equipped me with the technical skills and knowledge necessary for safe and proficient flying but has also played a pivotal role in shaping me into the aviation filmmaker I am today.
The advanced knowledge and safety measures ingrained in me through these experiences have not only elevated my capabilities as a pilot but have also enriched my approach to aviation filmmaking, ensuring a nuanced understanding and portrayal of aerial dynamics and safety protocols in my work.
2.) What was your big break into aviation as a filmmaker?
My big break into aviation as a filmmaker occurred in 2008 when I was invited to help out Mike Goulian and his team at the Indianapolis Air Show. My responsibilities included documenting the air show alongside David Kicklighter, cleaning the airplane alongside Matt Chapman, setting up the trailer, and assisting with autograph signings after Mike’s performances. This experience ignited a deep passion for the air show community and a desire to learn the ins and outs of the air show industry.
In the following years, I continued to support Mike Goulian as he partnered with ASB.TV and Goodyear Aviation. During this time, I gained invaluable insights from each team member, particularly Chris Porter, Mike’s ferry pilot and media coordinator for several years. Chris, a talented filmmaker, taught me a great deal about aviation filmmaking and the art of storytelling. He provided me with the tools to succeed and guided me through the nuances of the craft.
I watched every single one of Chris’s videos, using them as learning tools to continually improve my own work. I developed new techniques to make aviation filmmaking more engaging, especially within the air show community. Chris’s mentorship and inspiration have been instrumental in shaping my career and fueling my passion for aviation storytelling.
Kyle Newsom conducts open cockpit air to air photography. Photo credit mike killian
As I continue to immerse myself in the aviation filmmaking and air show industry, I’ve developed several storytelling techniques that define my style.
My approach focuses on intertwining the narratives of both people and aircraft. The air show industry is fundamentally about the people who attend and participate, and through filmmaking, I’ve realized the importance of capturing the synergy between airplanes and people. The art of storytelling, which seamlessly blends these elements, is what I find most crucial in the air show arena.
After graduating from college, I joined several Facebook filmmaking groups and became involved with multiple filmmaking teams around the Cincinnati, Ohio area. I worked on movie, documentary, and commercial sets to learn more about the fundamentals of storytelling and filmmaking. I quickly became obsessed and started participating in filmmaking forums and educational courses regularly. Nearly every week, I was on set, eager to gain as much hands-on experience as possible.
I learned various roles, from production assistant to second camera assistant to first camera assistant, before eventually becoming a director of photography on my own movie set.
Those experiences provided me with a solid foundation in filmmaking, equipping me with the essential skills and knowledge needed to excel in the industry. Learning the intricacies of each role, from production assistant to second camera assistant to first camera assistant, allowed me to develop a comprehensive understanding of the filmmaking process.
Kyle Newsom at work.
This journey culminated in my role as director of photography on my own movie set, where I honed my craft even further.
These invaluable lessons have been instrumental in shaping me into the aviation filmmaker and storyteller I am today. The technical expertise, attention to detail, and creative vision I cultivated during this time have enabled me to create compelling and visually captivating narratives within the aviation and air show industry.
“Angels In The Sky” is a captivating short film documentary that delves into the awe-inspiring world of the Blue Angels, the legendary precision flying team of the United States Navy. Through breathtaking aerial footage, intimate interviews, and behind-the-scenes glimpses, the film pays homage to the dedication, skill, and sheer daring of these elite aviators.
Filmed with ground-breaking slow-motion cinema, “Angels In The Sky” immerses viewers in the heart-pounding excitement of the Blue Angels’ aerial performances like never before. Every twist, turn, and gravity-defying maneuver is captured with stunning clarity and precision, allowing audiences to experience the thrill of flight in exquisite detail.
From their humble beginnings in 1946 to their current status as icons of aviation excellence, the Blue Angels have enthralled audiences worldwide with their mesmerizing aerobatic displays.
Through their unwavering commitment to honor, courage, and excellence, they have inspired generations of aviators and enthusiasts alike.
The documentary takes viewers on a journey behind the scenes, showcasing the rigorous training and selection processes that Blue Angels pilots undergo. From mastering the intricacies of the F/A-18 Super Hornet to executing flawless maneuvers in the sky, each pilot’s journey is a testament to the pursuit of excellence.
But the Blue Angels are more than just pilots; they are a tightly-knit family supported by a dedicated ground crew. The film highlights the indispensable role of the ground crew, whose precision and dedication ensure that every aircraft operates flawlessly, even under the most demanding conditions.
As the Blue Angels take to the skies, the film captures the heart-pounding excitement of their aerial performances, from high-speed passes to gravity-defying maneuvers.
Through stunning cinematography and ground-breaking slow-motion footage, viewers are transported into the cockpit, experiencing the thrill of flight firsthand.
But beyond the spectacle of their performances, “Angels In The Sky” explores the deeper impact of the Blue Angels on audiences around the world. From inspiring a sense of wonder and awe to fostering camaraderie and unity, their airshows transcend mere entertainment, leaving an indelible mark on all who witness them.
Through the lens of “Angels In The Sky,” audiences will gain a newfound appreciation for the dedication, skill, and courage of the Blue Angels, whose soaring achievements remind us that with determination and a shared sense of purpose, anything is possible in the vast expanse of the sky.
4.) This project features the Blue Angels, why is this project so special for you?
Kyle stands with the Blue Angels team.
“Angels In The Sky” elevates the tribute to the Blue Angels to new heights, capturing their extraordinary aerial feats in stunning detail with groundbreaking 5K resolution at 600 frames per second slow-motion cinema.
This state-of-the-art filming technique immerses viewers in the heart of the action, allowing them to witness every intricate maneuver with unparalleled clarity and precision. As the pilots execute their daring maneuvers, the slow-motion footage reveals the graceful choreography and intense focus required for each flight, showcasing the dedication and skill of both the pilots and their support crew on the ground.
Beyond the sheer spectacle of the airshow, “Angels In The Sky” delves into the profound impact of the Blue Angels on the air show community, inspiring admiration and unity among spectators of all ages.
Through innovative cinematography, the film captures the essence of flight in a way that transcends traditional storytelling, reminding viewers of the boundless possibilities that exist when we push the limits of what is possible.
With each frame, “Angels In The Sky” invites audiences to embark on a mesmerizing journey through the skies, where angels dance amidst the clouds, inspiring generations with their courage and grace.
5.) You have quite the camera for it. What did you film this Blue Angels video with?
Kyle Newsom ready to capture the Blue Angels with his video equipment.
I shot “Angels in the Sky” using the high-end slow-motion camera, the Freefly Ember S5K, which delivers breathtaking 5K resolution at an astonishing 600 frames per second. This state-of-the-art technology allowed me to capture each aircraft with remarkable clarity and precision, bringing every detail of their extraordinary aerial maneuvers to life.
The Freefly Ember S5K’s capabilities enabled me to film the intricate choreography and seamless coordination between the Blue Angels pilots and their support crew, revealing the true artistry and dedication behind each flight.
With its ability to record in ultra-high definition and at such a high frame rate, I was able to slow down time itself, providing viewers with a unique and mesmerizing perspective on the Blue Angels’ performances.
This cutting-edge cinematography not only highlights the technical prowess and skill of the aviators but also transforms their high-speed maneuvers into a graceful ballet in the sky, capturing the essence and beauty of flight in ways never before seen.
6.) How can our fans watch your film?
You can watch “Angels In The Sky” on YouTube by visiting the “Kyle Newsom Aviation” channel. Simply enter “Kyle Newsom Aviation” in the search bar to find this visually stunning documentary and immerse yourself in the breathtaking world of the Blue Angels.
7.) What advice do you have for other avgeeks who might be interested in following in your footsteps?
Kyle Newsom shares his tips for how to grow in the field of aviation photography and film making.
A few lessons I’ve learned over the years and continued pursuit in the aviation filmmaking world;
Passion and Dedication: Cultivate a deep passion for aviation and commit yourself to continuous learning. Your enthusiasm will drive you through the challenges and help you stay motivated
Invest in Quality Equipment: High-quality equipment can make a significant difference in the outcome of your projects. Invest in the best cameras and editing tools you can afford to capture the stunning details of aircraft and aerial maneuvers.
Learn Cinematography Skills: Take the time to learn the fundamentals of cinematography, including lighting, framing, and editing. Understanding these principles will enhance your ability to create compelling and visually stunning content.
Network with the Community: Connect with other aviation enthusiasts, pilots, and professionals in the field. Attend airshows, join aviation forums, and engage with the community online to build relationships and gain valuable insights.
Practice and Experiment: Regularly practice filming and editing. Experiment with different techniques and styles to develop your unique perspective and improve your skills.
Stay Updated on Technology: The field of cinematography and photography is constantly evolving. Stay informed about the latest advancements in technology and incorporate new tools and techniques into your work.
Share Your Work: Don’t be afraid to share your creations with the world. Use platforms like YouTube, social media, and aviation forums to showcase your work and receive feedback.
Be Patient and Persistent: Success doesn’t happen overnight. Be patient with your progress and persistent in your efforts. Keep honing your craft and stay committed to your passion for aviation.
When two space-age technologies come together…almost (The C-141 KAO and the Space Shuttle)
The best, deep-space optical observatories are mounted high in tall mountains. This to avoid the light distortion caused by denser atmosphere at lower levels. Even so, infrared light—light that travels easily across vast distances in space—is quickly absorbed by slight amounts of water vapor. To get the clearest infrared images without actually going into space is to mount a telescope on an aircraft that can operate above 41,000 feet above sea level.
In 1965, NASA converted a Convair 990 airliner, the Galileo Observatory, for astronomical observations. In 1973, that aircraft was destroyed in a mid-air collision during a landing at Moffett Naval Air Station (Moffett Federal Airfield today).
Later that year, NASA selected and specially modified and outfitted a Lockheed C-141 Starlifter (N714NA, S/N 6110) with a 36-inch optical telescope mounted on a stabilized platform to serve as a high-altitude observatory. The aircraft was named the Gerard P. Kuiper Airborne Observatory (KAO).
This was at the same time that the Space Shuttle Columbia was preparing to make its first orbital flights. Concerned about the heat of reentry, it was determined that the KAO C-141 could be used to take “Infrared Imagery of the Shuttle” (IRIS) to collect high resolution infrared images of the Shuttle’s underside during reentry to obtain accurate heating data.
How it was supposed to work.
The C-141 would be positioned at an altitude of 45,000 feet, and as the Shuttle began reentry at an altitude of 400,000 feet over the Pacific near Hawaii. The C-141 would be required to fly a very precise track so that IRIS could collect images of the Shuttle.
Figure 1 The Kuiper Airborne Observatory telescope with a technician.
To prepare for this mission, the KAO had actually tested IRIS using an SR-71 as the target aircraft. The first attempts on first two Shuttle flights, STS-1 and STS-2, failed primarily due to ground communication issues that did not put the KOA in the correct position.
On STS-3, IRIS achieved partial success, obtaining an image of about 60% of the Shuttle. There was a slight misalignment between the tracking telescope and the imaging telescope causing the partial image. This image, however, resulted in enough useful information to confirm that KOA infrared temperatures were within 75 degrees F of the 2960 F values of the onboard surface thermocouple—a variance of less than three percent.
IRIS was flown on STS-4, but an image of the Shuttle was not acquired due to an undetermined equipment malfunction. IRIS was discontinued after STS-4.
The KAO continued as an observatory platform until 1995. It provided the first sightings of the rings of Uranus (1977), and determined that Pluto had an atmosphere (1988). Astronomers used KAO to detect water and organic molecules in the areas of star formation, and in the vast interstellar spaces. KAO was retired in 1995.
Like so many forgotten steeds, a working aircraft like C-141, S/N 6110, is easily forgotten while the fruits of its missions continue to be discussed. The aircraft can be seen parked off to the side of the airfield at Moffett Federal Airfield. Time and neglect have not treated it well.
The KAO C-141 was retired in 1995 and is now parked on the edge of the Moffett Federal Airfield.
KAO was replaced with a Boeing 747SP-based airborne observatory called the Stratospheric Observatory for Infrared Astronomy (SOFIA), which conducted 921 missions between 2010 and 2022.
KAO C-141 on the ramp with its replacement aircraft, a Boeing 747 dubbed SOFIA
After World War II, hundreds of non-scheduled airlines, classified as large irregular carriers by the Civil Aeronautics Board (CAB), were created by entrepreneurs exploiting an ambiguity in CAB regulations. O. Roy Chalk (he never used his first name, Oscar) decided to try his hand at running an airline as well. On May 18, 1945, he incorporated Trans Caribbean Air Cargo Lines, with headquarters on New York’s West 44th Street.
O. Roy Chalk, founder of Trans Caribbean Airways (TCA).
Chalk acquired two relatively new C-47s (DC-3s) from the Reconstruction Finance Corporation (RFC). With this small fleet, Trans Caribbean took to the skies in December 1945.
AIR FREIGHT AT FIRST
While Chalk’s initial intent was to exploit the demand for air freight service between the US mainland and islands in the Caribbean, he soon saw the potential for low-fare passenger transportation in the same market. By the end of 1946, Trans Caribbean had added three DC-4s to its fleet, which were able to haul a growing number of travelers between New York and San Juan, in addition to cargo.
DC-6A N45500 was purchased from Canadian Pacific Airlines and still wears that company’s basic livery with Trans Caribbean titles applied. Photo taken at New York (Idlewild) in 1959 by Mel Lawrence.
During 1946 alone, Chalk’s non-scheduled airline transported 4,248 passengers to and from Puerto Rico on 194 flights. The following year the number of customers in the same market more than doubled.
In October of 1946, the CAB sent a letter to Chalk and to the heads of five other non-scheduled airlines, warning them to refrain from conducting operations that resembled a scheduled service.
Trans Caribbean DC-4 N75416 shares the ramp at New York (IDLEWILD) with DC-6A N45500. PHOTO: PAUL ZOGG COLLECTION
TRANS CARIBBEAN AIRWAYS SEEKS CERTIFICATION
Trans Caribbean applied for one of the CAB’s coveted certificates to officially become a scheduled airline. In January 1951, the Board selected Eastern Air Lines over Chalk’s company to compete with Pan American between New York and San Juan.
The decision was a disappointment to Chalk. It meant that Trans Caribbean (now calling itself Airways instead of Air Cargo Lines) would have to continue operating as a large irregular carrier – a non-sked – adapting to the CAB’s complex set of rules intended to thwart such companies from mimicking a regular scheduled operation.
The Civil Aeronautics Board (CAB) finally recognized TCA as a regular scheduled airline. This 1958 schedule advertises the $45 fare that proved popular to the many passengers traveling between San Juan and New York who were willing to forgo First Class amenities. DAVID H. STRINGER COLLECTION
SECOND TIME AROUND
In 1955, the Civil Aeronautics Board replaced two of its five members and adopted a new attitude towards the non-skeds. The board reclassified this group of airlines, no longer labeling them simply as irregulars or non-skeds but now referring to them as America’s supplemental airlines
On September 12, 1957, the CAB finally awarded Trans Caribbean Airways (TCA) a Certificate of Public Convenience and Necessity to operate regular scheduled service between New York and San Juan, in competition with Pan American World Airways and Eastern Air Lines. Affectionately known as Trans Carib, the airline became the first of the supplemental carriers engaged in passenger transportation to receive such a certificate.
N6540C was a DC-6A delivered from the manufacturer to Trans Caribbean in January 1958. DOUGLAS
AIRCRAFT CO. PHOTO VIA PAUL ZOGG
LOW FARES AND BIGGER PLANES
The CAB noted that “Puerto Rico is peculiarly dependent upon air transportation… From a passenger standpoint, Puerto Rico is almost wholly dependent upon air service…”. And Trans Carib’s focus on low-fare flights was just what the market needed. In 1958, the company was charging $45 one-way between New York and San Juan.
DC-6B N9543C awaits its next group of passengers. PAUL ZOGG COLLECTION
Chalk invested in larger, pressurized aircraft to supplement his unpressurized DC-4s. In 1955, he leased two DC-6s from PANAGRA (Pan American Grace Airways) and later purchased a DC-6A and a DC-6B from Canadian Pacific Airlines. He also acquired two factory-fresh models from Douglas Aircraft: a DC-6A and a DC-6B.
For cargo flights, two Curtiss C-46s remained in the TCA fleet.
Douglas DC-8-51 N8780R is seen in this pre-delivery photo from Douglas Aircraft Co. Proctor-Livesey-Thomas Collection
TRANS CARIBBEAN AIRWAYS INTO THE JET AGE
In 1960, Trans Caribbean secured the right to serve Aruba in the Dutch West Indies from San Juan.
In November 1961, TCA entered the jet age with arrival of the company’s first Douglas DC-8-51, followed by a second in the summer of 1962. These were joined by the first of several DC-8 Series 50 Fan Jets in 1963, which the airline advertised as airplanes so powerful that they might as well have a fifth engine!
Passengers deplane from DC-8-55 N8785R, which has just arrived in San Juan. ALLAN VAN WICKLER PHOTO VIA PROCTOR-LIVESEY-THOMAS collection.Known affectionately as Trans-Carib, the airline’s first jets were DC-8-51s introduced in 1961 and ‘62. In 1963, the company acquired its first DC-8-54 Fan Jet. Chalk advertised his DC-8 Fan Jets as having the power of a fifth engine. DAVID H. STRINGER COLLECTION
MORE JETS
In 1967, while awaiting delivery of its first Boeing 727, which would enter service the following year, Trans Carib leased a Boeing 707 and a 720 from Aer Lingus.
Trans Caribbean took delivery of its first stretched DC-8-61CF in 1967. PAUL ZOGG COLLECTIONO. Roy Chalk had colorful interiors installed in his DC-8s in order to give passengers the feel of being aboard a “flying island”. DOUGLAS AIRCRAFT CO. PHOTO VIA PROCTOR-LIVESEY-THOMAS COLLECTION.
Three stretched DC-8-61s also joined the Trans Carib fleet during the winter of 1967-68. While the -61s would be the largest aircraft to serve in the carrier’s fleet, TCA signed a deal with Irish International Airlines (Aerlinte Eireann/Aer Lingus) to lease that company’s two soon-to-be-delivered Boeing 747s during the winter months for five years beginning in the early 1970s. But, as events unfolded, that arrangement was never acted upon.
This Trans Caribbean Boeing 727-200 sports the company’s tropical livery. George Hamlin Collection
THE FINAL ROUTE AWARDS
In October 1967, service to Washington, DC (Dulles) was added and Trans Caribbean now transported passengers from both New York (JFK) and Washington to San Juan, and beyond San Juan to Aruba.
In 1969, Trans Caribbean received permission from the CAB to add St. Thomas and St. Croix in the US Virgin Islands to its route map. The airline also added Curacao, in the Dutch West Indies. This would be the airline’s final expansion.
“Your Flying Island” was the slogan used in company advertising, including on this 1968 system timetable. David H. Stringer Collection
MERGER WITH AMERICAN
Although Trans Caribbean Airways had held its own through the early 1960s, competition from its much larger competitors, Pan American and Eastern, began to take its toll. With a fleet of just eight aircraft—five DC-8s and three 727s—the little airline could no longer compete profitably.
American Airlines wanted to strengthen its route system with more vacation destinations. TCA’s network would give the company a new foothold in the Caribbean. The CAB and the President of the United States approved a merger of the two carriers, and American Airlines absorbed Trans Caribbean Airways in March 1971.
N8785R wears the company’s striking livery introduced in the late 1960s. IRA WARD PHOTO VIA GEORGE HAMLIN
Within six months of the merger, American Airlines was the dominant carrier in the New York-San Juan market. In the years ahead, its operations in the Caribbean would grow exponentially.
N8785R was photographed by George Hamlin at New York (JFK) in March 1971, the month that the company was taken over by American Airlines. GEORGE HAMLIN photo
But with the merger came the loss of a very colorful little airline that had advertised itself as ‘Your flying island’.
Long Lines, Failing Infrastructure, and Viral Stunts keep Miami International Airport Weird
Miami International Airport has always been a unique airport. It features a host of international carriers has regularly features airlines and cargo carriers that most other US airports don’t see regularly. Lately though, we’ve seen a host of down right weird stories. Here are three stories seen just this week about the South Florida International Airport.
A Boeing 727 used as a ground trainer at Miami International Airport. Image: Avgeekery.com
Ridiculously Long Check-in Lines at the Airport
Miami International Airport recently posted to their Facebook account that passengers should arrive at least two hours early for a domestic flight and three hours early for an international flight.
Other airports have made similar requests before. However, the scene at the airport looked like mayhem. Check out that line. It goes on forever!
Florida Man Checks Himself In At Ticket Counter With Luggage Wrap
Yeah, read that headline again. A man wrapped himself in plastic luggage shrink wrap and attempted to check in for a flight. While we’re pretty sure it was just a prank for the ‘likes’, this is one of the oddest stunts we’ve seen at an airport.
Check out the video below posted by Instagram channel @onlyinDade. I can bet the passengers who know they are going to wait in ridiculously long security lines didn’t appreciate the delay caused by this moron at the ticket counter. Miami International Airport keeps it weird.
Official Miami Airport Account Highlights Airport Falling Apart
Miami International Airport Highlights shoddy repair job as an accomplishment: Image: MIA Facebook page
If you’ve ever been in parts of the Miami International Airport, you’ll know that the terminals look like they are stuck in the 1970s…and not in a swanky, retro sort of way either.Just today Miami International Airport’s Facebook and Instagram account posted that their “Lightning Crew” fixed a damaged support beam in the terminal.
While other airports around the world and the US highlight their award-winning architecture, Miami International Airport is proud of their shoddy repair job.
The internet did not disappoint in the comment section, roasting the airport with one commenter calling the photo a “mickey mouse job” and another stating “Just in case you were wondering, MIA remains a piece of sh*t airport… escalators, moving walkways, elevators, trains out of service… for years! Such an embarrassment!”
All This On The Heels Of a Questionable Green Leak Earlier This Summer
All of these stories just this week are on heels of a very odd green-colored leak earlier this summer in the terminal. Officials said the leak came from a dye the was in the air conditioning system and that it was non-toxic. Regardless of what it was, it wasn’t a good look for MIA. (Emedded video from NBC6 Miami)
Of all the fighter aircraft to come out of the Second World War, the P-47 Thunderbolt is among the most storied. Popular and well-liked by historians and enthusiasts alike, the ‘ole ‘Jug‘, as it was called, served in all theaters and established an impressive combat record.
The type is particularly revered for both its ability to dish out damage and take great punishment in return. And that begs the question: exactly how tough was the P-47?
Project 914 Archives (S.Donacik collection)
The P-47 Thunderbolt Might Have Been a Lightweight
The Republic P-47 came about in response to an Air Corps requirement made during the Summer of 1939. Designed by Seversky/Republic’s Alexander Kartveli, the original XP-47 was to have been a lightweight, high-altitude fighter.
The Air Corps requirements called for use of an Allison V-1710 liquid-cooled inline engine. Armament was standard for Army pursuit ships of the time: two fifty caliber guns in the nose, and two thirties in each wing.
Here’s a full-scale mock up of the XP-47 in the National Advisory Committee for Aeronautics (NACA) full scale wind tunnel.
NASA – Langley Research Center (NACA – Langley Memorial Aeronautical Laboratory) Photo
P-47 Thunderbolt – The Juggernaut
During 1940, combat reports from Europe were changing minds about the kinds of aircraft required to fight the then-modern air war. I light of this, Kartveli considered his design insufficient, so he went back to the drawing board.
The result was certainly no light-weight. It was BIG for a fighter. And heavy, weighing in at 10,000 pounds empty and almost twice that when fully loaded.
Project 914 Archives (S.Donacik collection)
The First flight of what we today know as the Republic P-47 Thunderbolt took place on 6 May 1941. The ship was designated XP-47B. (The XP-47A had been a stripped-down version of the XP-47.)
As with any new bird, there were some kinks to be worked out. But the new design had shown enough potential for the US Army Air Forces (USAAF) to place an order for 773 aircraft.
Of these, 171 would be produced as P-47Bs, shown below. The rest would be P-47Cs. After that, it was the P-47D, or should I say P-47Ds.
Two major variants of the ‘D’ would be built, one with a ‘bird cage’ canopy, the other with a ‘bubble’ canopy. The latter provided better visibility for the pilot.
Project 914 Archives (S.Donacik collection)
How Tough was the P-47 Thunderbolt?
One hallmark of the P-47’s design was its heavy armament. Carrying eight fifty caliber machine guns, the P-47 could tear up just about anything it came across.
It excelled as a fighter-bomber, and could carry, drop, and fire pretty much all the things that went boom in the USAAF inventory.
And it did. Often. So it’s with good reason that the P-47 is perhaps best-known as a ground attack aircraft.
Project 914 Archives (S.Donacik collection)
In addition to its firepower, its rugged construction made it eminently suitable for the ground attack role. And this is was what made the P-47 Thunderbolt truly legendary.
Many tales have been told of pilots coming home in P-47s with damage that would have brought down other types. Huge holes in the wings or fuselage, missing tailplanes, bent props, holes in the prop, engine cylinders half shot away.
National Archives and Records Administration
You name it, the Jug suffered it. And some of these stories would be hard to believe if there weren’t so much photographic evidence. Presented here is just a sampling of that evidence.
National Archives and Records Administration
Bounced, and a 10,000-Foot Fall in a P-47 Thunderbolt
On 26 June 1943 B-17s of the 305th and 306th Bombardment Groups attacked aircraft factories and the airfield at Villacoublay, France. Second Lieutenant (2nd Lt.) Justus D. Foster of the 61st Fighter Squadron (FS), 56th Fighter Group (FG) flew the P-47C shown below as part of the escort.
During an engagement with Focke Wulf 190s of Jagdgeschwader 26, Foster was bounced and his P-47 hit by several 20mm rounds.
The ship went into a spin, Foster recovered, then went into another spin, falling more than 10,000 feet. He finally recovered for good and took refuge in cloud.
The Germans either thought he was done for or, more likely, were otherwise occupied, and Foster was able to escape. He made it back to England and bellied-in at RAF Hawkinge.
Foster praised the P-47, saying, “Boy, that ship sure deserves the name Thunderbolt.”
National Archives and Records Administration
P-47 Thunderbolt: Tree Trimming Jug
On 1 April 1945 the 364th FS, 350th FG was on a sweep in Northern Italy. While strafing enemy vehicles along a road, 1st Lt. Richard P. Sulzbach had a moment of ‘target fixation’.
Coming in quite low, Sulzbach was so intent on hitting his target that he wound up flying through a group of trees. He made it back and landed AOK, but with ‘gifts’ for the ground crew. As the NARA caption states, he “picked up limbs, bark, and leaves in the fuselage and wings of his P-47”.
National Archives and Records Administration
Sulzbach, on the left, relaying his experience to another pilot of the 350th FG. It had to have been a bit hair-raising, and he was relieved to have made it home, no doubt.
National Archives and Records Administration
Should I Check the Oil, Sir?
Another 350th FG Jug, this time from the 347th FS. On 12 January 1945, 1st Lt. Edwin L. King was strafing enemy gun positions near Brescia, Italy In The Po Valley.
His Jug took a flak hit in the main oil line, and almost immediately the windscreen was coated. Opening the canopy to see out the side, he soon became drenched with the black stuff.
King was able to make it home AOK, but the engine quit soon after landing.
National Archives and Records Administration
Though no major damage is evident, these photos do illustrate the P-47’s ruggedness in another way. Specifically, they testify to the reliability of the Jug‘s Pratt & Whitney R-2800 engine, even when starved of its lifeblood.
National Archives and Records Administration
The P-47 Thunderbolt was by no means invincible. If it was hit with enough bullets and exploding shells, it was going down, just like any other ship. But alotta times it took a whole lot more bullets and shells than usual.
National Archives and Records Administration
Many pilots have marveled at the P-47’s ruggedness. And it’s because of that ruggedness that many of those pilots came home.
More than 3,240 Learjets were manufactured between 1963 and 2021. Learjet was one of the first companies to manufacture a private, luxury aircraft.
Over the years, the name of the company building the jets changed several times, but the aircraft has always been one of the most recognizable in the skies and a benchmark for business jets subsequently developed and built.
Since the original Learjet 23, a six or eight-seat variant sharing the same engines as the Northrop F-5 Freedom Fighter and T-38 Talon trainer, engine, wing, and fuselage refinements have yielded no less than 14 models. Thanks to YouTubers Documentary Nation for uploading this excellent profile of the Learjet factory.
Learjet manufactured its jets in Wichita, Kansas, ever since the first jet rolled off the assembly line. The United States Air Force (USAF) operates the Learjet 35A, designated as the C-21A. Learjets have appeared in feature films such as Universal’s 2008 film Frost/Nixon, Universal’s Airport 1975 (1974), Paramount’s Transformers: Revenge of the Fallen (2009), ITC’s Capricorn One (1977), Universal’s Dragnet (1987), Columbia’s S.W.A.T. (2003), and many more.
C-21 is a military version of the Lear35 business jet. (Official US Air Force Photograph)
Famous Learjet distributor and owner Clay Lacy has used Learjets and the revolutionary Astrovision camera system to film well-known and often-seen air-to-air aviation sequences for decades.
Bombardier acquired Learjet in 1990, introducing several new models, including the Learjet 60, 45, and the all-composite Learjet 85, which was later canceled in 2015. In 2021, Bombardier announced the end of Learjet production after nearly 60 years and more than 3,000 aircraft built, delivering its final Learjet 75 in March 2022.
From his first solo flight, it was clear that Scott Crossfield had the makings of a true test pilot. According to his biographical material, Crossfield demonstrated his analytical flight test skills on that very first solo. His instructor was not available on the designated morning, so Crossfield, on his own, took off and went through maneuvers he had practiced, including spin entry and recovery.
During the first spin, Crossfield experienced vibrations, banging, and noise in the aircraft that he had never encountered with his instructor. He recovered, climbed to a higher altitude, and repeated the maneuver, with the same results. On his third spin entry, at an even higher altitude, he looked over his shoulder as the aircraft spun and saw the instructor’s door flapping. Reaching back, he pulled the door closed. The banging and noise stopped. Satisfied, he recovered, returned to the airport, and completed several landings. In later years, Crossfield often cited his curiosity about this anomaly—and his desire to analyze what was happening—as the true start of his test pilot career.
Crossfield was born in California on 2 October 1921. He served in the U.S. Navy as a flight instructor and fighter pilot during World War II. After earning his Master of Science degree in Aeronautical Engineering in 1950, Crossfield joined the National Advisory Committee for Aeronautics (NACA) High-Speed Flight Station at Edwards Air Force Base, California, as an aeronautical research pilot.
Breaking Barriers in Early Jet and Rocket Aircraft
Crossfield was later assigned to flight test the North American F-100 Super Sabre, a supersonic jet fighter first flown in 1953. During a test flight in October 1954, its engine failed. The recommended procedure was ejection, as even North American’s own test pilots doubted a dead-stick landing was possible due to the aircraft’s high landing speed. Crossfield chose otherwise. He made a perfect approach and touchdown at Edwards, but the unpowered jet couldn’t stop in time. He narrowly missed several parked experimental aircraft before using the wall of the NACA hangar as a makeshift brake. Crossfield was uninjured, and the F-100 was repaired and returned to service.
Over the next five years, he flew nearly all the experimental aircraft being tested at Edwards, including the Bell X-1 (the plane Chuck Yeager had flown to first break the sound barrier), the Douglas D-558-I Skystreak, and the Douglas D-558-II Skyrocket.
Crossfield in the cockpit a Douglas D-558-II Skyrocket.
On 20 November 1953, he became the first person to fly at twice the speed of sound when he piloted the Skyrocket to 1,291 mph (Mach 2.005). After 99 flights in the rocket-powered X-1 and D-558-II, Crossfield had more rocket plane experience than any other pilot in the world by 1955.
That year, Crossfield left NACA to become chief engineering test pilot for North American, where he played a major role in the design and development of the X-15.
The X-15 Program and its Lasting Legacy
The X-15 was an entirely new and unproven concept, and flight operations were considered extremely hazardous. It was Crossfield’s job to prove its airworthiness at speeds up to Mach 3 (2,290 mph).
The X-15 was a 50-foot-long rocket-powered aircraft with a 22-foot wingspan. It had a conventional fuselage but a wedge-shaped vertical tail, thin stubby wings, and side fairings that extended along the fuselage. It weighed about 14,000 pounds empty and approximately 34,000 pounds at launch. Its rocket engine, controlled by the pilot, could produce 60,000 pounds of thrust.
On 8 June 1959, Crossfield completed the X-15’s first flight, an unpowered glide from 37,550 feet. The controls had not been set up properly, and as he attempted to land, the X-15 went into what Crossfield described as a “pilot-induced oscillation.” He managed to set it down on the desert runway at the bottom of one oscillation, saving both himself and the aircraft.
Crossfield introduced several design innovations, including relocating rocket engine controls to the cockpit. Previously, technicians made all adjustments from the ground based on flight test data.
X-15 with external tanks.
The X-15 was eventually powered by a single XLR-99 rocket motor, but early in the program it used two smaller XLR-11 engines. On his third flight, one of these engines exploded shortly after launch. Unable to jettison propellants, Crossfield was forced into an emergency landing, during which the stress on the aircraft broke its back just behind the cockpit. He was uninjured, and the aircraft was later repaired.
He had another close call during ground testing of the XLR-99. While seated in the cockpit of X-15 No. 3, a malfunctioning valve caused a catastrophic explosion. Though unharmed, Crossfield had been subjected to nearly 50 Gs in an instant. Years later, he admitted he began having trouble with night vision after the accident.
Other pilots in the program would eventually fly the X-15 into space, earning astronaut wings. Though Crossfield had hoped to be among them, the Air Force ordered him to “stay in the sky, stay out of space.”
Crossfield flew 16 captive flights attached to the modified B-52 Stratofortress and 14 of the 199 total X-15 missions. He piloted the first successful glide flight, the first powered flight, the first flight with the XLR-99 engine, and the first emergency landing. In 1962, he and two other X-15 pilots received the Collier Trophy, presented by President John F. Kennedy.
When asked to name his favorite airplane, Crossfield would reply, “the one I was flying at the time,” because he thoroughly enjoyed them all and their unique personalities.
