A new CEO is taking over JetBlue and she will be the first woman in the country to lead a major U.S. airline.
Company President & COO Joanna Geraghty is taking over. Current CEO Robin Hayes is stepping down next month due to health reasons and after consultations with his family.
A New CEO is Taking Over JetBlue 4
“The extraordinary challenges and pressure of this job have taken their toll,” says Hayes. “On the advice of my doctor and after talking to my wife, it’s time I put more focus on my health and well-being.”
Hayes has led JetBlue since 2015. He’s worked to make America’s 6th largest airline (by revenue), through expanded partnerships and by setting in motion a plan to merge with Spirit Airlines.
The justice department shot down the existing North East partnership with American Airlines last year. The DOJ is also trying to tank the big merger that Hayes orchestrated to buy Spirit Airlines for nearly $4 billion.
Merger could reshape the airline industry
In 2022, JetBlue beat Frontier in a bidding war for Spirit. The Justice Dept, however, has their doubts if that’s good for the consumer. A trial was held last month in federal court to decide if the merger can move forward or not, but the judge has yet to issue his ruling.
If the deal is approved, JetBlue’s fleet will grow to 458 aircraft. The company will service more than 125 destinations in 30 countries. The merger would give them a stronger foothold in key markets like Orlando and Fort Lauderdale, where they will retain a support center.
Image: Avgeekery
The Spirit branding would disappear. JetBlue HQ would remain in New York. The combined carrier would grow to become America’s 5th-largest airline behind only American, Delta, United and Southwest. Those airlines control 80% of the domestic market. Frontier would then take Spirit’s place as the nation’s biggest ultra low cost carrier.
Change of Command
Geraghty has been President and COO of New York-based JetBlue since 2018. She will take over as CEO on Feb 12.
Photo: jetblue
Geraghty says she is “looking forward as we execute on our strategic initiatives, return to profitable growth, and generate sustainable value for shareholders.”
Current CEO’s parting thoughts
“I am deeply grateful for these many exciting years. I feel very lucky to have worked at an airline with a brand, culture and team that are simply unlike any other in the world,” added Hayes.
On April 14, 2004, I set out for my final overseas trip of my Air Force career in a C-37, a gleaming Gulfstream V. I had interviewed with Southwest Airlines one month earlier and was hoping to hear some results any day. Our eight-day trip retraced a lot of the same cities and bases I had flown to in October of 2001, the first trip after the 9/11 attacks. This time our customer was the new Special Operations (SOCOM) commander, Army General Doug Brown.
We made stops in Doha, Qatar, and Bishkek, Kyrgyzstan, before flying over the mountain range into Bagram Air Base, 45 miles north of Kabul, Afghanistan. Employing a combat arrival technique at the time, we overflew the air base at 20,000 feet, then spiraled down, staying within the confines of the airfield in order to limit our potential exposure to shoulder-fired missiles or anti-aircraft gunfire. The base was a major installation for our Air Force and numerous coalition forces, with American F-16s and A-10s flying daily combat missions. After spending the night at Bagram Air Base, we departed the next day heading south towards Pakistan, before turning west towards Muscat, Oman, where I had flown KC-10 missions during Operation Desert Storm in 1991.
I got a job offer During My flight
As we flew over Pakistan, a datalink message arrived from our squadron duty officer telling me that someone from Southwest Airlines had called looking for me. I knew that had to be a good sign! With our satellite air phone on the aircraft, I called the squadron.
“Hey Dave. I thought you’d like to know that a lady named Mary called for you and asked you to call her back,” he said, passing along her Dallas office phone number. I thanked him for the message and told him that I’d return the call as soon as possible.
After hanging up, I told my copilot the news. He grinned and goaded me, “You should call her back right now.”
“You really think so?” I asked.
“Sure!” he replied.
Image by Tomás Del Coro via Wikipedia
I picked up the satellite-phone and dialed the 214-area code number. A lady from the Southwest People Department answered and said it was time for me to schedule a drug test. She couldn’t commit to the fact that I was hired, but this was the next step and meant that I had passed the interview process. Southwest was now wrapping up the final details before they could offer me a job.
I told her, “I’m currently out of the country, but I’ll take care of that as soon as I get back home.”
She asked, “Where are you right now?”
“Well, I’m currently flying over Pakistan,” I told her. Yes, I was showing off.
“Oh, that’s so cool!” she replied.
That was the end of a very happy but short conversation.
This was fulfilling the second part of my teenage dream. I told myself as a high school senior that I wanted to serve 20 years as an Air Force pilot and then fly for Southwest, my home-state airline.
An hour later, we landed at Seeb Airport, Muscat, Oman, for a night’s stay. The base had come a long way since the tent city of 1990 to 1991. The desert military installation now had hard-sided buildings, a vast collection of tan, rectangular single-story portable shelters, each with window air conditioners and generators humming away.
The next day, as our crew strolled around the crunchy gray gravel paths of the small base, I told an enlisted crew member that when she was nine I had lived for three months in one of fifty canvas tents alongside the runway.
High to a Low
That afternoon, on April 22, we departed for the westbound trip back to Florida. A few hours into the trip, in the dark skies over the Atlantic the general’s aide, an Army major, came back up into the cockpit, yelling, “Son of a bitch!”
I turned around, asking, “What’s wrong?”
“Pat Tillman has just been killed.” he answered.
Pat Tillman, NFL Player and Army hero killed by friendly fire in Afghanistan. Image: DoD
This was the night a firefight took the life of Pat Tillman, the Arizona Cardinal’s National Football League player who walked away from millions of dollars to become an Army Ranger immediately after the 9/11 attack. The unfortunate deadly shooting later turned out to be from our own troops, but on this still night over the ocean nobody knew the details of his death. Everyone thought it was an enemy ambush on our forces.
This was a somber, low point of a roller-coaster two-day period. What had started with the excitement of my potential hiring with Southwest Airlines now concluded with the death of a true American hero. Our cockpit was very quiet as we flew westward over the dark ocean.
This is the story of pioneering aviator Jackie Cochran’s record-setting flight in 1961.
On 22 April 1961, a sleek Lockheed L-1329 JetStar lifted off from New Orleans on a bold mission across the Atlantic. By the time it landed in Bonn, Germany, the jet had shattered 18 world records.
Jackie Cochran, circa 1943 | IMAGE: Public Domain
The Fédération Aéronautique Internationale (FAI) signed off on the achievements, and the US Centennial of Flight Commission later summed it up simply: the flight “set more speed and altitude records than any other pilot.” And the pilot? None other than Jacqueline “Jackie” Cochran, one of the most remarkable aviators of the 20th century.
Cochran was no stranger to firsts. In 1953, she became the first woman to break the sound barrier, flying a Canadair F-86 Sabre high above the California desert. That moment put her in the history books, right alongside her friend Chuck Yeager, who had done the same just six years earlier. A well-known photo captures the two of them together, two legends sharing a laugh. But Jackie’s story goes much deeper than one headline-grabbing flight. She was a racing champion, a record-setter, and later the first woman honored with a permanent display at the US Air Force Academy.
More Than Just Records
Jackie Cochran and Chuck Yeager being presented with the Harmon International Trophies by President Dwight D. Eisenhower. (Photo courtesy Air Force Flight Test Center History Office)Jackie Cochran (center) with WASP trainees | IMAGE: Public Domain
Her influence wasn’t limited to records in the sky. During World War II, Cochran played a key role in organizing women to support the war effort from the cockpit. She pushed for the creation of the Women’s Auxiliary Army Corps (WAAC) and, more famously, the Women Airforce Service Pilots (WASP). These women ferried airplanes, trained male pilots, and took on vital behind-the-scenes flying jobs that freed men for combat. While they didn’t fly in battle, their contributions proved that women had a rightful place in aviation—a point Jackie fought for her entire career.
After the war, Cochran stayed connected to the military. She joined the US Air Force Reserve in 1948 as a lieutenant colonel and eventually rose to full colonel before retiring in 1970. She passed away a decade later, but her trailblazing work continues to inspire generations of aviators.
The airplane she used for her 1961 record run carried a fitting name: The Scarlett O’Hara. On the way to Bonn, the JetStar made stops in Gander, Newfoundland, and Shannon, Ireland, before completing its 4,300-mile journey. At the time, the idea of a business jet handling that kind of mission was revolutionary. And that’s where the JetStar program itself comes into the picture.
The JetStar Program Takes Off
Lockheed developed the JetStar in the mid-1950s to fill a gap in the market. Companies and military units needed something smaller than a commercial jet but faster and more capable than a prop-driven aircraft. The JetStar first flew in 1957, and its four rear-mounted engines gave it both power and style. It could cruise at over 500 mph—similar to a Boeing 707—but carried only eight to ten passengers in a roomy, executive cabin. For business leaders, military officials, and even a few celebrities, the JetStar was the perfect mix of speed, range, and comfort.
The program was a success. Between 1957 and 1978, Lockheed built more than 200 JetStars. Some went to the US Air Force, where they served as transport and utility aircraft. Others found their way into private hands. Elvis Presley, for example, owned two of them, further boosting the JetStar’s image as the jet of choice for those who wanted both power and glamour.
Still, Jackie Cochran’s flight in The Scarlett O’Hara stands out as one of the JetStar’s defining moments. Her record-setting trip showcased exactly what this new class of business jet could do. Later, that very aircraft was acquired by NASA for research and testing before being retired to the Joe Davies Heritage Airpark in Palmdale, California. Today, visitors can walk up to the jet and imagine what it must have been like for Jackie to push it across the Atlantic at record speeds.
A Legacy That Still Inspires
In the end, Cochran’s 1961 JetStar flight wasn’t just about numbers on a chart. It marked the beginning of a new era in aviation—an era where business jets could cross oceans, where women could lead from the cockpit, and where pushing boundaries was part of the job. Jackie Cochran’s courage and vision made her one of aviation’s great pioneers.
The JetStar flown by Cochran on her record setting flight in 1961 was acquired by NASA and is now on static display at the Joe Davies Heritage Airpark, in Palmdale, Calif.
One of the best aviation videographers out there, Spencer Hughes, caught the Navy’s Blue Angels arriving in the Mojave desert yesterday to begin winter training. Watch the Blue Angels arrive at El Centro below.
video shot and edited by Spencer hughes
Flying inches apart at several hundred mph in combat fighters is no easy feat. It may look that way from the ground, but that’s because the crews practice and fly daily. During Winter Training, it’s not uncommon to see them fly multiple sorties a day.
A busy 10 weeks ahead
Team at nas pensacola (photo via blue angels)
The precision flying team departed their home base at NAS Pensacola, FL on Jan 4. El Centro is the ideal training location for them, due to the desert’s dry air and predictably calm sunny weather. For the next 10 weeks, they will practice their formations and demo, and slowly bring the formations in closer as the winter progresses.
The 4-ship diamond will do their practices, followed by the two solos. Each will be flying 6 days a week practicing over the desert, flying multiple sorties daily as they build their air show demonstration for millions of spectators nationwide in the year ahead.
Team over el centro (photo via blue angels)
“We travel to 32 air show sites a year putting on air shows and executing outreach events in the hopes that we can showcase what the Navy and Marine Corps represents, and hopefully inspire some folks to potentially join us,” said BOSS, the Commanding Officer of the team Alex Armatas, who is flying as #1 for his second year.
Trust is not just a word or an idea for the team, it is literally their life. Over the next 3 months they will build that bond which helps them execute such impressive flying. In some maneuvers they can’t even see each other, relying purely on radio calls and trust that each pilots does what they are supposed to.
Team arriving on jan 4 (navy photo)
Their first air show is scheduled to occur at El Centro in March. You can see their 2024 air show schedule here.
A B-1 Lancer crew is safe on the ground tonight, following ejection from their bomber at Ellsworth AFB in South Dakota.
Details are few, Air Force officials confirmed the crash occurred shortly before 6:00pm local. The bomber was attempting to land on the base after conducting a training mission.
USAF photo
“A board of officers will investigate the accident,” noted the base on social media. “Additional details will be provided as they become available. For questions regarding this incident, contact the 28th Bomb Wing Public Affairs Office at (605) 385-5056, or by e-mail at 28bw.public.affairs@us.af.mil.”
We’ll update as details come out.
Not the first B-1 to crash from Ellsworth
Two squadrons of B-1s operate out of Ellsworth. A number of their giant bombers, affectionately known as the BONE, have crashed since the 1980s, or had serious incident. One crash in 1988 also saw that crew eject safely while landing.
Usaf photo
Other Ellsworth BONE crews have not been as lucky. One crew crashed in 1997 over Montana. All were lost.
In both instances, pilot error was to blame. Another incident occurred over Montana again in 2013, but the crew ejected safely. Another Ellsworth B-1 was lost in 2001 after taking off from the Indian Ocean for a combat mission in Afghanistan. They too ejected safely and were rescued by the U.S. Navy.
An Ellsworth BONE had a mid-air collision with a refueling tanker in the early 90s (both planes made it back to base). Another burst into flames in Guam in 2005 while taxiing. In both instances the crew were ok.
Sun is setting on the B-1
The sun is setting on the B-1 Lancer. The USAF is bringing online their next generation stealth bomber to replace it, the B-21 Raider, which you can read about here.
AMERICA’S FIRST B-21 STEALTH BOMBER UNVEILED ON DEC 2 (PHOTO: USAF)
Northrop Grumman has been developing the new bomber now for years. Six aircraft are currently in various stages of production and testing, and flight testing is currently underway in Southern California. Development has been highly classified.
In the 1960s, the USAF operated two XB-70 Valkyries. The Valkyrie remains the world’s fastest bomber to ever fly. Each surpassed Mach 3, conducting research to test aerodynamics, propulsion, and other characteristics of large supersonic aircraft.
Each test vehicle flew many times. One of the XB-70 Valkyries tragically crashed later in the program. Before that incident, there were other challenges. Here’s the story of how one of the XB-70s avoided what could have been a disaster thanks to a team of engineers and a pilot with a paperclip.
Background of the XB-70 Valkyrie: A program that never was
North American XB-70A Valkyrie. Image via USAF
The idea for the XB-70 Valkyrie was conceived in the 1950s. At the time, the US Air Force wanted a Mach 3 high-altitude bomber with a nuclear strike capability. Within a few years after conception though, the invention of Surface-to-Air Missiles (SAMs) and nuclear-armed ICBMs convinced the USAF to cancel the XB-70 Valkyrie program. No production craft were completed or flown.
However, the USAF ordered two jets from North American as test platforms for research purposes. The first XB-70 Valkyrie (AV-1) flew in Oct 1964, followed by the second (AV-2) in July 1965. Sadly, the second test vehicle was lost in a mid-air collision a year later with an F-104.
North American XB-70A Valkyrie just after collision. Note the F-104 is at the forward edge of the fireball and most of both XB-70A vertical stabilizers are gone. (U.S. Air Force photo)
AV-1 continued flying research, but was transferred to NASA in 1967 to support the National Supersonic Transport Program. NASA handed the remaining XB-70 Valkyrie over to the National Museum of the USAF in 1969, where it is on display today in Dayton, OH.
XB-70 Valkyrie Problem Occurred Immediately on Takeoff
Before the tragic accident in the summer of 1966, AV-2 had another potentially catastrophic issue. On 30 April 1966, USAF Col Joe Cotton and North American test pilot Al White took off in AV-2 from Edwards Air Force Base. Their mission was to hit Mach 3 for 30 minutes.
With 6 engines and 168,000 pounds of thrust, they roared down the runway for departure, but it wasn’t long before a problem popped up. The nose gear was jammed. They had a short-circuit in the landing gear retraction system.
Cotton (top left) and white (top rifht). Usaf photos
The 500,000-pound plane’s nose gear was blown back into the half-retracted gear well door, and the tires were also slashed. When they tried to lower the gear, they couldn’t because the hydraulic system failed. Even the backup electrical system for the gear was useless.
Landing a Cessna or Bonanza without nose gear is one thing. You’ll probably walk away from that. But doing it in a Valkyrie would likely be suicide. Without nose gear, the crew would be unlikely to survive due to the plane’s nose-up attitude and underbelly structure.
North American XB-70A Valkyrie with Convair TB-58A chase aircraft. Note singed paint from sustained supersonic speeds. Image via USAF
Conventional attempts to fix it didn’t help, time for Plan B
They decided to try some hard touch-and-gos, hoping to knock the tire back into its locked position so they could land safely. It didn’t work. They were flying for an hour trying to find a solution, and they were running out of options other than to bail out and lose the plane and possibly their lives.
Fortunately, engineers on the ground determined the problem and advised the crew to short-circuit the electrical system. So Cotton reached into his briefcase and pulled out a paperclip. He simply used it to reach in and short-circuit the breaker.
The problems weren’t over yet for the XB-70 Valkyrie
With the nose gear down and locked, Cotton and White brought AV-2 in for landing. On touchdown, 3 of the 4 main landing gear locked up, igniting in flames under the belly of the plane as it deployed its drag chutes. The jet came to a stop in spectacular fashion, but the crew and the plane survived to fly another day. Here’s the kicker… a paperclip saved a $750 million aircraft. Eat your heart out, MacGyver.
A paperclip saved a $750 million aircraft. Eat your heart out MacGyver.
“I am convinced we would have broken the plane to pieces if we had tried to land without the nose gear locked into position,” said White.
Cotton with av-2 (usaf)
Cotton too recalled the day. “I’m sure anybody could have gimmicked up something to short across between the terminals, if they had the motivation I had.”
The accident that took place in Haneda, Japan between a Japan Airlines Airbus A350-900 and a Japanese Coast Guard Dash-8 was tragic. Five coast guard crew members lost their lives in the accident. In the coming days, we’ll likely learn more about the incident, what went wrong, and how to prevent such incident from happening again. Amidst the rubble of two burnt out jets, there is something to celebrate. 379 people onboard the Japan Airlines jet are alive today and they can thank their professional crew of flight attendants, pilots, solid engineering, and their own individual discipline during the evacuation for this blessing.
It starts at the safety briefing
Really glad that all of the Japan Airlines pax and crew seem to have survived the crash.
But I'm not surprised to hear that it was an orderly evacuation. JAL is able to board widebody aircraft in 10-15 mins as pax are so considerate.
If you’ve flown in the past 70 years, you’ve seen the safety briefing. Flight attendants will ask for your attention for a few moments. They might make a joke about how to fasten your seat belt and then point to where the emergency exits are in case of an evacuation. Most people feign attention or zone out. After all, air travel is one of the safest modes of transportation ever devised. Yet the information they share there is valuable.
In an emergency, leave your belongings behind. Even the most expensive MacBook or Gucci bag can be replaced. Human lives can’t.
One of the things they state is that in the event of an evacuation, leave all your belongings behind. In emergency after emergency, we’ve seen people bring their bags and belongings. In the 2019, Aeroflot Superjet crash people lost their lives because of this selfish action. Passengers were more concerned with grabbing their belongings instead of expediting their exit. 41 people lost their lives because of that delay.
Why The Japan Airlines Flight Attendants Deserve Significant Credit
The Japan Airlines crash showed us what ‘good’ looks like. Everyone on that jet emerged from the scene alive and relatively unscathed. While we’ll undoubtedly learn more about what went right in the evacuation on Jan 2, 2024, we already know some of the best practices that appeared to be followed. The numbers don’t lie. The flight attendants deserve credit for ensuring every passenger and crew successfully escaped. Evacuating 379 startled and scared people in seconds is no small feat.
1.) The Passengers Stayed Calm
In cabin video of the crash shows that passengers remained calm in the initial seconds after the jet impacted the Dash-8. There was relatively little screaming and no shoving or moving about the cabin unnecessarily. Passengers remained calm and ready to listen for further instructions.
After an accident, it is important that anyone near an emergency exit analyzes the situation and environment before opening a door. If someone mistakenly opens the wrong door, it can lead to catastrophic consequences. In this incident, it appears that the right engine was still sparking with a growing fuel fire outside the aft right fuselage. With fire on the wings and the right aft fuselage, the flight attendants (and/or passengers assisting) made the correct decision to only open the front exits and the left rear door.
3.) Passengers left their belongings behind and followed flight attendants’ commands
This can’t be emphasized enough. In an emergency, leave your belongings behind. Even the most expensive MacBook or Gucci bag can be replaced. Human lives can’t. In this latest Japan Airlines incident, you don’t see any video of passengers lugging their carryons or heavy bags. While I’m sure that they are a bit sad that they lost their belongings, they are alive to ponder what they will purchase when they are reimbursed for their loss. While Japanese society is known for rule following, it is likely that commands by flight attendants ensured that no one was tempted to grab their bags and delay the evacuation.
4.) Passengers assisted each other
In video from the scene, you can see passengers assisting each other off the emergency slides. This is humanity at its best. While a few photos of the scene were taken by passengers, they were mostly safely away from the crash site. In an event like this, do not prioritize becoming a TikTok star over helping your fellow passenger! It’s the time to be a real life hero and assist others.
Conclusion
The bottom line is that flight attendants are there for both your comfort and safety. They are way more than just a server in the sky. They are there to keep you and your fellow passengers safe. They are highly trained individuals with skills they hope to never have to use. The passengers aboard Japan Airlines 516 are undoubtedly grateful for their skillset and professionalism. Next time you fly, take a moment to appreciate these men and women in the skies.
A Japan Airlines A350-900 collided with a Japanese Coast Guard Dash-8 on the runway at Tokyo’s Haneda International Airport. Footage shows a large fireball from the collision on the runway. Miraculously, all 379 passengers on the A350 escaped after the collision. Unfortunately, 5 personnel on the Dash-8 are unaccounted for. The Dash-8 was on a mission to find survivors from the 7.6 magnitude earthquake that hit Japan on New Years Day.
Images and video have emerged of the crash including photos on X from some of the passengers who escaped. In the first video, you can see the impact between the A350 and the Dash-8. Additional videos show inside the cabin and the resulting fire. The A350, a composite aircraft, continued to burn after it came to a stop. The aircraft was fully engulfed in flames before being extinguished by rescue personnel.
In the first video, you can see the Dash-8 on the runway at about 2:20 into the video. The explosion then occurs right before the 3:00 mark.
Col Stapp was a real human crash test dummy who advanced aerospace safety. He then went on to advocate for seatbelts. Oh, and he coined the term “Murphy’s Law”!
Over the decades, a lot of research has been conducted by the USAF to understand the affects and limits of G-forces on aircrews. Not just the flying itself, but also understanding how extreme Gs during an ejection affects the person(s) ejecting. What’s the point if they will die on ejection anyway?
To get the data, someone had to become a real-life test dummy. And the man who stepped up to the plate not only withstood more Gs than any human being (voluntarily) in history, but also became the fastest man on Earth.
Col Stapp. Image: USAF
Meet USAF Col and Dr, John Stapp
Col Stapp Endured The Highest G-Forces Ever To Advance Safety 31
Retired USAF Col and Dr John Stapp joined the service in 1944. After completing Medical Field Service School and medical residency, he became a General duty medical officer and received his Aviation Medical Examiner designation. He became a project officer and medical consultant in Bio-Physics at the Aero Medical Laboratory, Wright Air Development Center in Dayton, Ohio.
Col Stapp was a risk taker. One of his first jobs was flying in un-pressurized aircraft to 40,000 ft with new proposed oxygen systems. He stepped in to fly the mission himself. If something went wrong, he didn’t want anyone else to get hurt. Stapp was also studying altitude and decompression sickness (“the bends”), flying a bare bones B-17 with an open cockpit and unpressurized cabin at 45,000 feet for 65 hours. A solid guy for sure! This somewhat extreme experience was just a warmup for what was to come.
Col Stapp. Image: USAF
The need for Gs, but not looking forward to it
Col Stapp Endured The Highest G-Forces Ever To Advance Safety 32
His next assignment was a bit more extreme. Col Stapp was tasked with studying the ability to withstand extreme Gs during extreme de-acceleration. Stapp went to Edwards AFB to conduct the research, again volunteering to be the test subject. Strapping onto the rocket sled named “G-Whiz” for the first time, he said “I assure you, I am not looking forward to this.”
Strapping onto the rocket sled named “G-Whiz” for the first time, he said “I assure you, I am not looking forward to this.”
Col John Stapp
He was launched on 16 tests from 1947 – 1948, taking a punishing beating from up to 35Gs and suffering numerous injuries. But, he was still just warming up.
Col Stapp Endured The Highest G-Forces Ever To Advance Safety 33
Stapp conducted additional sled tests, was promoted to USAF Major, and was sent to Holloman Air Force Base, New Mexico in 1953, to continue leading further research on extreme deceleration and G-forces. It was there, in 1954, that he would solidify his place in the history of aviation, speed and basically all things cool.
The Fastest Man on Earth
The USAF had many unknowns about ejection in flight: at what speed a pilot could safely eject? How much force can someone take when they are slapped by supersonic wind and slow from 700 mph to an immediate full stop? These were all questions that needed to be answered as jet aircraft evolved into machines that could fly faster and higher than previous aircraft.
Col Stapp Endured The Highest G-Forces Ever To Advance Safety 34
Stapp’s rocket sled was named Sonic Wind No. 1. It was equipped with 9 solid fuel rockets. Combined, they produced 40,000 pounds of thrust for 5 seconds. Plenty of time to get the data needed and, hopefully, he wouldn’t die in the process.
On Dec 10, 1954, Stapp boarded his 2,000 pound sled, which was mounted on rails set in concrete. After an hour of preparation, he was launched 3,000 feet, accelerating from 0 to 632 mph in just 5 seconds, as fast as the acceleration of a 45 caliber bullet from a pistol.
He shot past a T-33 that was flying alongside the track, hitting 20 Gs! This alone gave him the land speed record and title as the fastest man on Earth.
Once the rockets burned out, the water brakes kicked in and Stapp came to a sudden stop in just 1.4 seconds. Such force is equivalent to hitting a brick wall at 50 mph. Stapp withstood over 46 Gs in the stop, which is a force equivalent of about 4 tons exerted on the human body.
Beaten up, but alive and well
Incredibly, Stapp walked away without any permanent injuries. He suffered temporary blindness for about an hour and was bruised all over. He suffered broken ribs and burns from dust hitting his skin at 600 mph, and his eyes were bleeding a bit. And somehow this man of steel still had a smile on his face.
“I felt a sensation in the eyes, somewhat like the extraction of a molar without anesthetic,” said Stapp after the test. “The effects of that run were relatively negligible, but the data obtained was invaluable.”
– Col Stapp on his 46G deceleration from the rocket sled test
Once the his medical exam was over, he ate a sandwich and got to work analyzing the data his test collected. Yes, really! Just another day for Dr Stapp.
Col Stapp Endured The Highest G-Forces Ever To Advance Safety 35
He still wanted to go further in a future test. Stepp wanted to break 1,000 mph. His superiors saw it as suicide and denied his request.
Stapp’s research opened up more possibilities in aviation and other industries
Stapp proved that a pilot flying at 35,000 feet at twice the speed of sound could survive the wind blast if they had to eject based on extrapolated data. Further research by Stapp also proved it was safe to build faster fighter jets without worrying about aircrews being killed by the deceleration, Gs and wind during ejection.
Some of his other research led to him inventing a new harness for paratroopers, so they could survive crash impacts if their planes went down. He also developed a better harness for combat pilots, which surely saved lives.
His contribution to the wider public, is perhaps his greatest legacy. His insane tests proved how much a person could withstand if properly restrained. He went on to conduct similar research with car crashes, strapping into test vehicles and slamming into objects himself to prove his theories.
Col Stapp Endured The Highest G-Forces Ever To Advance Safety 36
He became an advocate for seatbelts in cars. Manufacturers could care less back then, it was just an added expense to their bottom line. In 1966, Stapp was key in convincing President Lyndon B. Johnson to sign a law forcing auto makers to include seat belts in every car. Millions of lives have been saved since, on a daily basis, even today. Perhaps, his work even saved your life at one time or another?
Stapp invented Murphy’s Law…really!
Stapp even invented the now household term “Murphy’s Law”, the idea that anything that can go wrong, will. Murphy was a Captain that Stapp worked with on the rocket sled tests. Poor Murphy kept having bad things happen to him, and so Stapp called it “Murphy’s Law”. It stuck.
Pulled over for speeding
Col Stapp Endured The Highest G-Forces Ever To Advance Safety 37
Stapp was a bit of a local hero after all of his research. One day, Stapp was pulled over by a police officer for speeding, doing 40 in a 25. At court, the judge recognized Stapp, then dismissed the charge against him. He issued a new ticket to a fictitious police “captain” and the judge paid the fine himself.
Stapp retired from the USAF in 1970 as a colonel. He passed away in 1999 at his home in New Mexico from natural causes. His history-making sled, Sonic Wind No. 1, is on display at the in Nation of Speed at the National Air and Space Museum in Washington, DC.
Legend Joe Kittinger once said, “I hope St. Peter has his seat belt on when Dr. Stapp shows up.”
As the world gets ready to ring in the new year, the aerospace and airline industry is facing five major unknowns in this upcoming year. Let’s take a look at five big stories that we will likely see in the new year.
1. SpaceX’s To Orbit Finally?
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SpaceX, led by eccentric entrepreneur Elon Musk, has become a commercial success. Its Falcon9 rocket has launched this year more than any other spacecraft. His ambitions are larger though. His Starship spacecraft has experienced two spectacular launches thus far. Both have ended in progress but ultimately failure. As 2024 unfolds, the big question is whether SpaceX will achieve its ambitious goal of reaching orbit with its Starship spacecraft. The Starship, designed to be a fully reusable spacecraft capable of landing on the moon and carrying humans to Mars, is pivotal to our nation’s return to the moon ambitions.
The success or delay of SpaceX’s orbital mission could impact not only the company but also America’s ambitious plans for the moon and beyond. On the other hand, a breakthrough will be an amazing technical accomplishment for the industry.
2. Pilot Hiring Trends: A Plateau, Dip or Continuation of 2023 trends?
Kallita will retire their 727s next year. Image: Dylan Phelps, Centerline Images
The aviation industry has experienced a significant pilot shortage in recent years, leading to aggressive hiring, expanded training program/industry, and reduction of minimums to be hired. However, as we step into 2024, there are speculations about whether this trend will continue or if we will see a slowdown in pilot hiring. There are warning signs on the horizon: stubborn inflation, a spending hangover after COVID-19, slow return of business travelers, and an aging aviation and persistent economic concerns are just some of the factors at play.
Some airlines have already floated that they will reduce hiring targets in 2024. Others plan to continue at their previously announced levels. This is a great unknown headed into 2024. The need for more pilots is definitely there but demand could soften. This is one to watch.
3. The Fate of Boeing’s MAX 7 and 10 Deliveries
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Boeing’s 737 MAX series, particularly the MAX 7 and 10 models, have been under intense scrutiny after the grounding of the MAX in 2019 after two fatal crashes. The MAX number 7 and 10 have languished for years without certification. There are many jets ready for delivery but lack authorization to fly. The MAX 7 and 10 are crucial for Boeing’s long-term health and airlines’ continued growth.
The repeated delays are concerning and there is not yet a clear indication of when they will be certified. Previously mentioned target dates have repeatedly gone by without a change in status. This is a critical issue for Boeing. Their hope is that 2024 is a better year for the smallest and largest MAX fleets.
4. Boom Supersonic’s XB-1 Test Flight: Boom or Bust?
Boom Supersonic, with its ambitious Overture supersonic airliner project, aims to revive supersonic passenger travel. The key milestone to watch in 2024 is the first flight of Boom’s XB-1 demonstrator, a crucial step towards realizing the Overture. The XB-1’s performance will offer insights into their approach to the technology that they eventually want to field.
Boom’s success on their XB-1 is not really game changing. The jet looks more like a T-38 and Eurofighter were combined into a gangly, new fighter jet. It’s likely to fly. The lessons learned though could demonstrate that Boom is on the right path, albeit a long one. A failure though could spell doom for the long-desired, but rarely successful hope for commercial supersonic transport.
5. America’s Return To The Moon: A Shaky Timeline
PHOTO DATE: March 29, 2023. LOCATION: Bldg. 8, Room 183 – Photo Studio. SUBJECT: Official crew portrait for Artemis II, from left: NASA Astronauts Christina Koch, Victor Glover, Reid Wiseman, Canadian Space Agency Astronaut Jeremy Hansen. PHOTOGRAPHER: Josh Valcarcel
The United States Artemis program is the nation’s ambitious plan to return to the moon. The timeline is tight with many risks and unknowns, including the SpaceX Starship that we mentioned above. As 2024 begins, NASA is on the clock to launch Artemis II. The success of the Artemis missions is critical for US. The cost is so great that any failure or large setback would likely doom the program.
In 2024, we’re likely to see the first crew to orbit the moon in over 50 years, including the first woman and african american ever to orbit the moon. It will be a big story and we’ll be here to cover it.
What other big aviation and space stories are you watching in 2024? Let us know in the comments below.
Headset said to utilize synthetic vision to improve visibility in low visibility situations
The FAA recently approved an STC authorizing the use of the AerAware headset device called the SKYLENS (HWD) head wearable display as part of a comprehenvive enhance flight vision system. This mixed reality headset allows transport pilots better situational awareness, particularly in low visibility situations.
According to AerSale (makers of the AerAware system), the Enhanced Flight Vision System “recently received approval by the Federal Aviation Administration (FAA) for the Boeing B737NG product line. This achievement marks the world’s first commercial EFVS system to achieve a 50% visual advantage and the first large transport aircraft to be certified with a complete dual-pilot EFVS solution featuring a Head-Wearable Display.”
Device is similar to a HUD
Information about the device from the AerSale brochure.
The device is similar to a HUD (heads up display). It displays aircraft performance information without having to look down at the instruments. What makes this device unique is that it also superimposes synthetic terrain into the pilot’s line of sight. Much like advanced helmets for fighter pilots, the terrain information displayed matches the pilot’s head movement showing relevant terrain display with a 180 degree field of view. In theory, this means that you get the benefits of the HUD without the limiting field of view.
The device requires installation of the Universal Avionics/Elbit Systems EVS–5000 multispectral cameras. To operate the system, it requires a total of 4 internal cameras and 6 internal sensors according to the product’s brochure.
The Benefits of the Device
While the company’s website is relatively vague on the specific benefits, it does state that the device enhances safety through improved situational awareness and results in improved efficiency for the operator since it reduces the likelihood of diversions and go-arounds in low visibility environments.
While the concept appears promising, devices like this are still in its infancy. The company states that pilots have a 50% visual advantage to the naked eye. It also “reduces published visibility in low visibility conditions minimums by 50%.” The sales brochure does say it can be comfortably worn with glasses and headsets. It will be interesting to see if there is any information released on how long you can comfortably wear the device in flight as mixed reality devices and helmets are typically fatigue inducing over time.
The installation is said to take 3-5 days per aircraft plus training for pilots. The device is currently certified for the Boeing 737NG only, likely making the devices targeted for existing and new Boeing Business Jet customers.
You can view the video by clicking on this link (will take you to the AerSale website).
On November 16th, an Air Canada Boeing 777 was caught on tape flailing in the flare. The landing made international news. Then today, BigJetTV, an aviation enthusiast website caught another Boeing 777, this time American Airlines Boeing 777-300ER struggling to land again in similar conditions. Both incidents didn’t seem to result in any immediate danger, but the similarities were noticeable.
First, What about the Air Canada 777 Hard Landing?
In the case of the Air Canada Boeing 777-300ER (tail C-FIUV), the jet appeared to be stable until it was about 30 feet in the air. Then it abruptly rolled left before the pilot quickly corrected, then the jet touched down hard on its right main gear before it eventually settled. At the time, the winds at YYC were gusty, but manageable by most standards. The Boeing 777 was removed from service after the hard landing for a few days for an inspection. It was then returned to service without further issue.
Then What Happened At Heathrow With The American 777-300ER?
Then just yesterday, an American Airlines Boeing 777-300ER flying flight AA134 was also filmed landing in gusty winds by BigJetTV. Once again, the jet appeared stable for the final seconds of the approach before rolling abruptly just feet above the ground. The jet hit very hard on the upwind gear before porpoising a bit to where the main gear bounced and the nose gear touched the runway once again by itself briefly. The jet recovered fairly quickly and completed the landing rollout without further incident. The weather at the time at Heathrow wasn’t great with gusty winds and low level turbulence. The aircraft, N719AN, later flew back to Dallas/Fort Worth International Airport without incident.
What Happened?
In both cases, the Boeing 777s were landing in gusty crosswinds and it’s highly likely that wind shear played heavily into both incidents. While both landings were far from good, the recent American 777 landing appears to be worse because the aircraft momentarily touched down nose gear first. From the video, it appears that the pilot overcorrected for the gusty crosswind, then released the back pressure pushing the nose forward abruptly before correcting to salvage the landing.
Photo Credit: Kambui
Some may ask why the pilots in both incidents didn’t go around. While an early go around in such an incident is always preferred to landing an unstable aircraft, trying to go around after dissipating so much energy after such a firm touchdown might actually be worse due to the aircraft and the pilot initiating the post-touchdown sequence of thrust reverses, spoilers and brakes.
Still, there are many factors that we don’t know yet about each incident. Was there wake turbulence from a preceeding landing (unlikely in those conditions)? Did the sensitivity of the Boeing’s 777 fly by wire controls play a factor (probably not as thousands of 777 flights land safely every day)? And finally, in both cases, were the pilots rusty or inexperienced (possible)? The last one is always a possibility as its a well known fact that larger airliners have pilots who only get a few landings each quarter.
Regardless, we’re just glad everyone in both cases were safe. If you are a Boeing 777 pilot or have additional information, we’d love to hear your thoughts. Post them in the comments below or on our Facebook page.
