FORT WALTON BEACH, Fla. — The first newly tested Boeing F-15EX aircraft touched down on Thursday, arriving at her new home at Eglin Air Force Base in Florida.
Eglin’s 40th Flight Test Squadron took possession of EX1 to begin developmental and operational testing. EX2 is scheduled to be flown to the air base in April, and six more aircraft will be delivered to Eglin between October 2022 through October 2023.
“It’s a special day for the base and our mission,” Eglin’s 96th Test Wing commander Gen. Scott Cain said on Thursday. “We’re very proud to be part of the next evolution of this historic aircraft. I look forward to seeing this unique test collaboration prepare the F-15EX for the warfighter.”
Boeing was awarded a contract of nearly $1.2 billion by the Air Force last July to build the first set of eight EX jets. Boeing and the Air Force hope to see as many as 144 of the advanced aircraft built.
Lt. Col. Richard Turner, Commander, 40th Flight Test Squadron, and Lt. Col. Jacob Lindaman, Commander, 85th Test & Evaluation Squadron, deliver the first F-15EX to its new home at Eglin AFB, Fla. (U.S. Air Force)
F-15EXs Flight into the Future
The EX1 performed its first test flight from St. Louis-Lambert International Airport on February 2, 2021. Boeing’s F-15 Chief Test Pilot Matt Giese performed a 90-minute flight to check-out the multirole jet’s avionics, advanced systems, and software.
The tandem-seat aircraft can be operated by a single pilot. The EX also has a larger payload capacity over the F-15C/Ds.
The F-15EX includes the newest fly-by-wire flight controls in an all-new digital cockpit. In addition, the EX airframe carries a longer service life of nearly 20,000 flight hours.
The first Boeing F-15EX aircraft arrived Thursday at her new home of Eglin Air Force Base in Florida. (USAF)
“That’s a long time, about double the service life of an F-15C,” Kingsley Field, Oregon’s 173rd Flight Wing commander Col. Jeff Edwards pointed out. He explained that the F-15C/Ds are approaching the end of their operating margins of structural integrity.
The 173rd has also begun to transition as an F-15C/D to an F-15EX training unit. The base is expected to receive their first F-15EXs as early as October 2023.
Lt. Col. Richard Turner, Commander, 40th Flight Test Squadron, and Lt. Col. Jacob Lindaman, Commander, 85th Test & Evaluation Squadron, taxi the first F-15EX, 11 March, 2021, Eglin Air Force Base, Fla. (USAF)
“Not only is the airframe designed to last for a long time,” Edwards adds. “The F-15EX also has an open mission system which allows the computer and avionics software to be more adaptable and more easily updated in the future.”
“Seeing the F-15EX fly for the first time (in St. Louis) really left me thinking,” Col. Edwards said with a big smile. “‘Wow! We are going to be flying that jet soon at Kingsley, and it’s going to be awesome!’”
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Turbulence can spook even the most experienced flyers. This video by Boeing should make you feel better. Every certified aircraft is stringently tested to handle the toughest conditions, then much more.
Some Nervous nellies wonder how something as big as a Boeing 777 can actually, you know, fly. Those same people probably would have accused the Wright Brothers of mental illness. And putting themselves inside a large metal tube with wings goes against all of their logic.
Anyone who is a “white knuckle” flier tightens their grip (or, maybe, loses it) when there is unexpected turbulence. When it becomes a “knuckleball flight” then those nervous passengers start eyeing the emergency exits.
Even when it’s relatively calm, if you’re seated where you can view an airliners’ wings you’ll notice that there’s some “give” in their structure while in flight. That can be disconcerting. But it’s normal and a fact of flight.
How the 777 Wing Stress Test Happened
Captain Obvious here, but all aircraft undergo rigorous tests before they’re deemed flight-worthy. For instance, this video shows the stress test that a 777’s wing undergoes. The 777’s wing was tested to 1.54 times the expected maximum load for the aircraft. That means that 1.0 is the maximum expected load ever–worst conditions flying, maximum weight. Every aircraft is then certified to have the ability to handle another 50% beyond that limit. The bottom line is that the airplane and especially the wings are really strong.
Watch this video and rest assured that even in the worst of flying conditions, it’s probably your stomach, not the airplane’s wings that are the limiting factor.
ROME, Ga. — The Air Force A-10C Demonstration Team announced on Monday their new commander and pilot for the 2021 and 2022 air show seasons.
Capt. Haden “Gator” Fullam will pilot the A-10C Thunderbolt II and serve as the commander of the demonstration team. As pilot, Fullam will showcase the combat capabilities of the A-10, performing aerial maneuvers before the crowds.
“It’s an honor and privilege to be command this group of Airmen,” Capt. Fullam said. “The work the team does day-in and day-out is remarkable and shows the dedication and commitment we have to our mission, each other and everyone who attends the shows.”
Capt. Fullam’s Family has Served as Air Force Pilots
Fullam, a native of Rising Fawn in northwest Georgia, is a graduate of the University of Tennessee. The career A-10C pilot’s brother Jay and sister-in-law Erin also serve in the Air Force as A-10 pilots.
Nicknamed the Warthog, the A-10 demo aircraft will wear the colors of the Vietnam War-era. The new paint scheme also honors the 97 Airmen assigned to the 355th Tactical Fighter Wing who made the ultimate sacrifice or became a prisoner of war.
The names of each of the 97 Airmen don the side of the aircraft in remembrance. The A-10 Demo is based at the 355th Wing located at Davis-Monthan Air Force Base, Arizona.
U.S. Air Force Capt. Haden Fullam will serve as the A-10 Thunderbolt II Demo pilot for 2021-22. (USAF)
Gator joined the Air Force to pay tribute to his grandfathers, each who served during the Vietnam War. Both grandfathers served as fighter pilots during Vietnam, and each were shot down during combat operations.
“The opportunity to fly an aircraft with a Vietnam War-era paint scheme is one I never thought I would have,” Fullam explained. “Every time I fly that aircraft it will have a special meaning to me, so giving the best and safest demonstrations at airshows is without question my priority.”
“What is going to make that happen is the experience and professionalism we have as a team, Capt. Fullam added.
The A-10C Thunderbolt II will perform the crowd favorite Heritage Flight at air shows. (USAF)
The twin-engine jet aircraft is designed for close air support of ground forces. Its 30mm GAU-8/A Gatling gun can fire 3,900 rounds a minute. The aircraft can also survive direct hits from armor-piercing and high explosive projectiles up to 23mm.
The A-10C is currently scheduled to perform at over 20 locations during 2021. Their schedule includes a homecoming for Capt. Fullam as the team visits Rome in October for the Wings Over North Georgia air show.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
A-10C Demonstration Team Announce New Pilot for 2021 7
CAPE CANAVERAL, Fla. — NASA astronaut Col. Eric A. Boe, who piloted the final flight of space shuttle Discovery ten years ago this week, recalls the exciting 13-day mission to service the International Space Station.
The 133rd space shuttle flight delivered tons of supplies, including water and oxygen, to the orbital laboratory in February and March 2011. Discovery’s six-person crew also left the Leonardo multi-purpose module docked to the station.
STS-133 Commander Steve Lindsey, Pilot Eric Boe and Mission Specialists Alvin Drew, Steve Bowen, Michael Barratt, and Nicole Stott pose post-landing with Discovery on March 9, 2011. (NASA)
On March 9, 2011, Boe and mission commander Steven Lindsay piloted Discovery to a safe landing at the Kennedy Space Center. In total, Discovery spent a combined 365 days in space; orbited the Earth 5,830 times, and traveled a distance of 148,221,675 miles during 39 flights.
In an exclusive interview with this aerospace journalist, the former U.S. Air Force fighter and test pilot discusses his feelings related to the space flight. From the emotions of the mission to his piloting time around the space station.
Eric A. Boe: From a CAP Student to NASA Astronaut
Eric Boe’s career in aviation began as he joined the Civil Air Patrol which is an auxiliary of the Air Force. This took Eric toward earning his pilot’s license and his first solo at age 16.
Col. Eric Boe: “For me I was always interested in aviation. I’m the person when I’m out there and I hear some noise in the sky whether it’s a bird or an airplane I’m looking up there checking it out,” Boe explained with a smile as we began.
“I was very interested in the military and wanted to be a military pilot and Civil Air Patrol was a chance to see those things. I decided to go to the Air Force academy, and CAP was a good place to start.”
NASA ASTRONAUT ERIC A. BOE DISCUSSES SPACE AND AVIATION WITH AEROSPACE JOURNALIST CHARLES A. ATKEISON.
Charles A Atkeison: Moments before boarding Discovery all of us smiled during your crew huddle at the base of the launch pad just hours before lift-off.
Col. Boe: “We had a huddle as a team, we just said a quick prayer, and just said looking forward to the mission, and let us do well. It was a good way to get ready for the mission and to give us some focus before we get on the rocket to go.”
The Role of a Space Shuttle Pilot
Charles: During the launch, discuss what the pilot is doing during the ascent.
Col. Boe: “The pilot is basically operating all the major systems that are on the shuttle. The main engines. I have the switches for shutdown the engines, starting the engines; (switches) for any type of leaks or any other thing. I monitor the systems for the main engines as we go up hill. Also, all the electrical power switches that we have on one side. Auxiliary power units actually provide all the hydraulic power to basically move the engines bells on ascent.
We actually move the flight control surfaces to do what we call load relief, but as you’re going through the atmosphere, because the wings of the shuttle are producing lift because the wind forces blowing on them, we actually move the flight control surfaces as we’re going uphill.”
Charles: Share with me your feeling of the Cupola node (aboard the space station). I’m a big fan of the Cupola, you have a big 360-degree field of space… Is it a man-cave? How would you describe it?
Col. Boe: “Yes, that’s a good way to describe it. It’s an awesome facility to see. The 360-degree field of view, you can’t say enough good things about it. One of the things it really helps us do is we do a lot of robotics and spacewalks, and we can set it up to watch through a window.
Eric Boe and space station resident Cady Coleman work controls in the Destiny laboratory of the International Space Station during Discovery’s visit in 2011. (NASA)
One of the things that great view gives us is the ability to move that (station’s) arm around and grab things. And, then a secondary benefit of that is when you have some free time, we have a gym there that’s right below it and when no one is in front of you you can actually work out and be looking out and see the planet — it’s such an amazing view.”
Charles: What types of music did you bring on board?
Col. Boe: “I brought up a wide selection, I have a a whole bunch of varied songs… I guess, I probably grew up in the 80’s, so I have a lot of 80’s kind of rock, I have some newer stuff as well. Just a wide variety of different kinds of music. It’s very nice at the end of the day. You get a little bit of wind-down time as you’re getting ready to sleep. So a lot of people as they’re winding down in their sleeping bag usually put their ear phones in and listen to a little bit of music.”
Charles: Now after undocking from space station, you had your chance to fly Discovery around the outpost before heading home. What was on your mind as you navigate what I like to call the ‘White Dove’ on the ocean of space?
Col. Boe: (Laughs) “I haven’t heard that term, the White Dove, that’s good, well put. The (station) is amazingly big. We were actually — when we were docked — probably the biggest the space station was going to be in the near future. We had the space shuttle up there, and we had the ATV European vehicle, we had the Japanese HTV which we reached out and grapple with. And, we attached the last module that’s going on the space station in the near future.
And, we also had the Russian vehicles. And, as we’re flying around we take the vehicle out. Discovery flies just a dream, she’s a dream ship — the dream machine is the way I like to say. (She) flies very well, very responsive when you put in the controls.
The one thing you can’t really reproduce on the ground is the ‘boom’ of the reaction control system jets, it’s such a deep bass… It’s a good chance to also survey the vehicle.”
Space shuttle Discovery lands at the Kennedy Space Center for the final time in March 2011. (NASA/KSC)
Charles: Was the fly around one of your toughest challenges as a pilot?
Col. Boe: “We train over and over again so by the time you do it you feel very comfortable doing it. There’s some work involved like most of the tasks on board there very do able… There’s the challenge you want to do the best you can do… it’s a task you can do it in your sleep is how I like to say it.”
Charles: Thank-you.
Today, Discovery remains on public display at the Smithsonian’s Steven F. Udvar-Hazy Center in Dulles, Virginia. Eric Boe remains a critical part of the astronaut corps based at the Johnson Space Center near Houston.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
The inaugural Festival of Flight air show is scheduled for March 13, from the home of the Blue Angels winter training grounds at NAF El Centro. High-flying performances by a variety of military aircraft are also scheduled to perform from 12:30 p.m. to 4:30 p.m. PST.
The military jet performances for the Festival of Flight will be closed to the public due to Covid-19 concerns. Only a live radio broadcast will be available.
the Blue Angels perform the Line Abreast Loop maneuver during a February training flight over NAF El Centro. The 2021 season will be the Blues’ first year flying the Super Hornet. (U.S. Navy MCS2 Cody Hendrix)
“We want everyone to enjoy the festival and the aviation demonstration teams which will be performing and broadcast in a virtual space,” NAF El Centro commanding officer Capt. William Perkins said. “Although we cannot accommodate a public viewing on or near the base, we will be providing the experience through live radio broadcast and following up the festival with short videos highlights which enable a safe, virtual, contactless experience.”
Residents in the Imperial Valley can tune to radio stations 107.5 FM or 1230 AM for live air show commentary. The stations presently do not stream via the Internet.
The Imperial Valley show will mark the Blue Angels first full show featuring their F/A-18E/F Super Hornets. The squadron upgraded from the smaller legacy hornets last November.
“We deeply appreciate the expertise and operational knowledge Blue Angels past and present have brought to the team,” Blue Angels commanding officer Cmdr. Brian Kesselring said. “We look forward to enhancing our operations as we fully transition to flying the Super Hornet.”
Performances will also include the Air Force’s A-10C Thunderbolt II and the Navy’s F/A-18F TACDEMO from NAS Lemoore. The Navy Leapfrogs jump team and the Marine Corps’ MV-22 Osprey are also scheduled to perform.
12:30 p.m. U.S. Navy Parachute Team – The Leapfrogs 12:45 p.m. VFA-122 F/A-18F TACDEMO 13:05 p.m. VMM-163 MV-22 (Osprey) Demo 13:20 p.m. USAF A-10 Thunderbolt II Demo 13:45 p.m. VFA-122 F/A-18F TACDEMO 14:30 p.m. U.S. Navy Blue Angels
The Blue Angels are scheduled to perform 53 flight demonstrations at 28 locations across the United States and Canada during 2021.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
During December of 2020, the United States Navy Flight Demonstration Team, the Blue Angels, completed their transition to their new Boeing F/A-18E and F/A-18F Super Hornet aircraft. The team took the opportunity to use one of their “legacy” #7 F/A-18D two-seater Hornets to shoot some truly magnificent air-to-air video and still photography. In the back seat of the photo jet was none other than MC2(SW) Cody Hendrix. Hendrix captured some beautiful imagery and some of the video and stills were uploaded to YouTube by AirshowStuffVideos. Enjoy!
The Blues Never Seem to Get the Pick of the Litter
It’s not widely publicized but the Blue Angels, going back to the A-4F Skyhawk era, flew some of the most “experienced” airframes in the service. The Super Hornet era will be no different. There are no new-build or even recent-build airframes wearing those striking blue and gold colors. All 11 team jets (nine F/A-18Es and 2 F/A-18Fs) are either early production aircraft used primarily as test aircraft and/or have been in long-term storage at one time or another. At least one of the jets was used for the aerial sequences in TOP GUN: Maverick.
US Navy image by MC2(SW) Cody Hendrix
Blue Angels 2021 Team Officers and Key Enlisted Men
#1 Commander BRIAN C. KESSELRING USN- Flight Leader / Commanding Officer
#2 Lieutenant Commander JAMES HALEY USN- Right Wing
#3 Major FRANK ZASTOUPIL USMC- Left Wing
#4 Lieutenant Commander JAMES COX USN- Slot
#5 Commander BEN WALBORN USN- Lead Solo
#6 Lieutenant Commander CARY RICKOFF USN- Opposing Solo
CAPE CANAVERAL, Fla. — A small helicopter attached to the NASA rover Perseverance will soon take off to conduct the first flight of an aircraft on another world.
The drone-style helicopter known as Ingenuity will provide the Red Planet with a first of its kind air show as soon as early April. During a 30-day window, engineers hope to perform up to five flight tests, each building on the previous flight.
At $85 million, the Ingenuity program is an investment in understanding aviation in the very thin Martian atmosphere. The planet’s surface pressure is only .088% that of Earth’s, and this may make it difficult to provide the necessary lift in order to fly.
NASA animation simulates how Ingenuity will operate on the surface of Mars.
“When the Wright Brothers flew for the first time, they flew an experimental aircraft,” Ingenuity’s chief pilot Håvard Grip explained. “In the same way, the Mars helicopter is designed to show we can fly a powered helicopter flight in the Martian atmosphere.”
NASA to Conduct the First Martian Air Show
Controlled from NASA Jet Propulsion Laboratory in California, Ingenuity will be lowered from the belly of Perseverance. Signals from Earth will then detach the copter and it will drop a few inches to the Martian surface and land on its four legs.
Perseverance will roll away exposing the copter to direct Sun light to charge its six lithium-ion batteries. The rover will travel to an area 330-feet north of the copter’s flight zone known as Twitcher’s Point.
“The helicopter will then have a 30-Martian-day (31-Earth-day) experimental flight test window,” NASA JPL spokesperson DC Agle said. “If Ingenuity survives its first bone-chilling Martian nights – where temperatures dip as low as minus 130 degrees Fahrenheit – the team will proceed with the first flight of an aircraft on another world.”
Ingenuity hovers over the air field while Perseverance records the flight from Twitcher’s point.
Ingenuity is autonomous and will not be controlled by a joystick on Earth due to the 130 million miles between the two planets. The aerial vehicle is designed to fly, land, communicate, manage its energy, and keep warm autonomously.
According to DC Agle, innovative mathematical algorithms will allow flight in the thin atmosphere and track the helicopter’s flight path.
The twin rotor blade rotorcraft has a fuselage about the size of a tissue box. It weighs four pounds on Earth, however on Mars its weight is just 1.5 pounds.
Each flight test will launch from a 30×30-foot airfield near Jezero Crater. JPL engineers will fly Ingenuity up to an altitude of 10-15 feet, and about 160-feet down range. Each of the five flights will last up to 90 seconds.
Two cameras are built-in to the craft to record images during flight. One color for capturing views of the nearby terrain, and one black and white for navigation.
There will be no real time video of the flights. JPL estimates it will take two days to receive the three color and four black-and-white images from Ingenuity first flight.
Meanwhile, Perseverance is expected to capture the flight with images, video, and audio of the first powered flight on Mars.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Gaze Awestruck at the Product of One Man’s Dedication to His Favorite (Unreleased) Film
As of this moment, the official release date for TOP GUN: Maverick is (still a moving target). It was 2 July 2021 at one point, but now they’re talking about a November 2021 release date. It’s fair to say that among Avgeeks the supersonic sequel is the most anticipated movie release since, well, since the last time a great aviation film was released.
When was that exactly? Anyway, you’ve probably seen the trailers for TOP GUN: Maverick (they’re linked in the piece below) but we have a unique and highly entertaining take on Official Trailer 2 for you. Take a look at this awesome version done completely in LEGO!
The video was created by and uploaded to YouTube by Augustus Danko (Onbeatman). Danko said that he created the entire project, one frame at a time, using only a Canon t6i camera, a 2017 iMac, and a 2011 MacBook Pro. The project took Danko several months to complete (no surprise there!) and was not supported in any way by the studio or the producers.
That’s dedication. Augustus will probably be one of the first in line when the film is released. Below are Danko’s LEGO trailer and the trailer on which it was based for direct comparison. Remarkable!
Check out all our latest content. Here are our most recent posts:
Even though the sequel doesn’t feature the beloved Grumman F-14 Tomcat Maverick (and Goose) flew in the first TOP GUN film (or does it?) we did some digging and wrote a piece about what we consider to be one of the stars of the movie (and we’re not talking about Tom Cruise) here.
Screenshot captured from featured video
The original Trailer 1 for the film is featured here. Trailer 2 is featured here. And an absolutely hilarious spoof of Trailer 1 (uploaded to YouTube by StSanders) is linked below. Enjoy!
ATLANTA — The Air Force’s newest stealth fighter will return to air shows across North America this spring demonstrating precision maneuvers and educating the public of its combat capabilities.
The F-35A Lightning II Demonstration Team are rehearsing on the ground and in the air for their first show in May. Pilot Capt. Kristin “BEO” Wolfe will showcase the jet’s handling characteristics and high speed maneuvers.
F-35A to Showcase Top Precision Maneuvers
Capt. “Beo” Wolfe is the Air Force’s only single-ship female squadron commander and pilot. She continues to train to stay combat ready at her home base near Salt Lake City.
U.S. Air Force SSgt. Roberto Tejada-Najera of the F-35A Demo Team prepares to launch out Capt. Kristin “BEO” Wolfe for a Heritage Flight performance in December 2020. (U.S.A.F. photo by SSgt. Codie Trimble)
“When I’m flying the demonstration, I’m trying to show people just a small example of what the jet is capable of doing,” Capt. Wolfe discussed on Tuesday. “We designed the routine specifically to showcase the maximum maneuvering capabilities of the F-35.”
The aircraft’s air show performance highlights only a few of its precision maneuvers. Several other capabilities by the F-35 are classified, including a basic surface attack and dropping weapons.
“Our jets come straight off the flight line from the combat-ready squadrons at Hill Air Force Base,” Capt. Wolfe said. “The aircraft we bring to air shows could either have been to or just recently come back from an operation overseas.”
The F-35A Demo Team’s first public air show is scheduled for May 30 – 31, near Atlanta. This will be their only show in the southeast.
Other show sites include Washington state, Illinois, Michigan, Alaska, California, and Toronto, Canada.
In addition to performing solo, Capt. Wolfe will also perform a close formation flight with an Air Force warbird. Known as the Heritage Flight, the F-35A will fly alongside an aircraft from yesteryear and possibly fly with a current jet aircraft.
The team’s dedicated crew chief Staff Sgt. Roberto Tejada-Najera oversees the maintenance and inspections on the F-35 aircraft. He is looking forward to the start of the air show season and meeting with guests in attendance.
“I’m not the most outgoing person, but I love getting to talk to the public and explaining to them what it’s like being a maintainer and showing them around the jet,” he said. “I wanted to join the Air Force and be on a demonstration team, so this is kind of my way of paying it forward.”
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
United Airlines grounded 24 Boeing 777-200 aircraft today in response to an FAA emergency airworthiness directive that requires immediate inspection of all PW4000 engines. The inspection mandate is in response to yesterday’s catastrophic engine failure aboard United Flight 328 bound to Honolulu, Hawaii from Denver International Airport. That flight made an emergency return to the airport. All 231 passengers onboard were unharmed.
The Pratt & Whitney PW4000 was designed for the Boeing 777. With over 90,000 lbs of thrust, it was one of the largest jet engines ever placed on an airliner when it first entered service. The United jets affected are some of the oldest 777s in their fleet, largely flying domestic trunk routes.
In a statement, United Airlines stated that they are removing the aircraft from their schedule. They will “work closely with regulators to determine any additional steps and expect only a small number of customers to be inconvenienced.
We are voluntarily & temporarily removing 24 Boeing 777 aircraft powered by Pratt & Whitney 4000 series engines from our schedule. We will continue to work closely with regulators to determine any additional steps and expect only a small number of customers to be inconvenienced.
In a parallel move, Japan also grounded all Boeing 777s powered by the PW4000 engine. A check of flight schedules showed that both ANA and Japan Airlines have removed the affected Boeing 777-200s from their schedule.
United Airlines flight 328 took off this afternoon for Denver bound for Honolulu with 231 passengers and crew onboard. Shortly after takeoff, the right #2 engine failed. It showered debris over Broomfield, Colorado.
Video taken from inside the jet showed the right engine missing its cowling and engine cover. Flames were visible in the video. The jet safely landed a few minutes later. No injuries were reported. News reports showed that the cowling landed in a front yard with engine debris spread over a wide area.
The aircraft involved was N772UA. This particular 777-200 was the 5th Boeing 777 off the production line back in 1995. It entered service in September of 1995 just months after United introduced the two-engined long haul jet into the fleet.
Below are relevant tweets with photos posted to twitter along with an ATC recording of the incident.
United 328 heavy, a Boeing 777-200 suffered an engine failure over the Denver metro area. Photo by Hayden Smith (@speedbird5280 on Instagram). Used with permission.United 328 heavy, a Boeing 777-200 suffered an engine failure over the Denver metro area. Photo by Hayden Smith (@speedbird5280 on Instagram). Used with permission.
Additional debris scattered across turf field at Commons Park. Please avoid the area if possible. pic.twitter.com/tmos5HBVwV
Below is the recording of flight 328’s departure and emergency return recorded by LiveATC.net and visualized by VASA Aviation on Youtube. You’ll note in the video that the pilots were tremendously calm throughout the emergency.
We’ll keep this story updated as we learn more.
Not the first United 777 uncontained engine incident
A similar but unrelated incident to another United Airlines 777-200 occurred back in 2018. That incident occurred over the Pacific Ocean in cruise. The #2 engine failed as well. The cause was determined to be metal fatigue on a fan blade. The aircraft landed safely at Honolulu International Airport with no injuries as well.
Close Air Support, or CAS as it’s known throughout the military and contractor circles that support it, is defined as “air action by aircraft against hostile targets that are in close proximity to friendly forces and that require detailed integration of each air mission with the fire and movement of those forces.” Joint Publication 3-09.3 Close Air Support, June 10, 2019, xi.
23STS Combat controllers working with an a-10 (source: air force official photo)
So, what does that really mean to those who aren’t knee deep in CAS as a way of life?
CAS means strapping into your airplane, pushing up your sleeves, and moving in close for a knife fight. Sometimes, it means you need to get low and slow and right down in the midst of the fight so you can break out the bad guys from the good guys. Sometimes it means you hang it all on the line because if you don’t someone else is going to die. Sometimes it means you may not make it back because your sacrifice was worth saving another. But every time, ever sortie, and every mission CAS means you think of others before thinking of yourself.
Close Air Support…It’s a Calling for Some Pilots
Back in the Fall of 1997, twenty-eight young Lieutenants and a couple of Captains were days away from completing Euro-NATO Joint Jet Pilot Training (ENJJPT) at Sheppard AFB in Wichita Falls, Texas. It had been a long and demanding year and these young officers from the United States, Germany, Denmark, and the Netherlands were chomping at the bit to receive their aircraft assignments. Most would earn a fighter as Sheppard predominantly tracked pilots towards fighters at the completion of training. A few would earn a bomber, and a couple would remain as ENJJPT instructor cadre for three to four year before progressing on to a follow-on aircraft assignment.
The Europeans knew what they were going to get as they had been tracked for their assignments before starting pilot training. The Danish and Dutch pilots were going to go fly F-16s. Most of the Germans were going to GR-1 Tornados and one was going to go fly a F-4 Phantom. But the Americans had to compete for their assignments. Checkride performance, academic scores, and professional standing were all taken into account to rack and stack the student pilots. The pilot who graduated top of the class got to pick from the list of available aircraft first, the second from the top picked next, and so on and so forth until all 30 pilots knew what they would be flying for the rest of their careers.
Close Air Support is a Choice
The Gulf War was in the distant pass. 9-11 had not occurred and the world was experiencing a stretch of calm. Pilots were frothing at the mouth for the new F-22 Raptor and wanted to dive head first into the Air Superiority mission. The F-15C Eagle and F-15E Strike Eagle were still pretty sexy and the F-16C Fighting Falcon was considered more of a jack-of-all trades fighter.
These 30 young pilots spent hours after flying formation and mastering instrument approaches talking about what fighter they were going to fly. There was a lot of smack talk, some legitimate discussion every once in a while, but mostly a lot of boisterous dreaming.
Some wanted to dogfight. They wanted to scream through the air at 40,000 feet and launch missiles beyond visual range at targets they would never see. These pilots took F-15Cs. Others wanted a mix of mission sets. They wanted to turn and burn with another fighter in a dogfight and then get tasked to drop bombs…they wanted to “do it all”. These pilots usually took an F-16. And then there were the pilots that wanted to play in the mud. They wanted to fly low, fly old school clock-to map-to ground navigation, get shot at, shoot back, and help the grunts on the ground bring pay back to the enemy. They wanted to fly the CAS mission. These pilots selected A-10s and from that day on proudly called themselves Hog drivers.
Close Air Support: It’s All About Serving Others 30
Hog Drivers Live for Close Air Support
To Hog drivers, CAS is a way of life. They live it, breathe it, eat it, dream about it, and never stop talking about it. Everything at some point finds a way to relate to CAS. It’s what they do and who they are and they’re really good at it.
However, there are other great CAS pilots besides Hog drivers. Marine F/A-18 Super Hornet drivers are exceptional. Why? Because every Marine is an infantryman first and a pilot second. They’ve been schooled in CAS from basic training on and bring that perspective to the fight from the air. So, they take CAS seriously. Army AH-64 Apache pilots are outstanding because they’re right there are the front lines with their brethren in the midst of the fight. AC-130 Gunships own the night in a CAS battle and their aircrew can lay down a pounding within meters of friendly forces. They bring several sensors, two Gatling guns, and a 105mm howitzer to the fight. They’re unbelievably impressive to watch in action.
USMC F/A-18D from vmat-101 (source: wikimedia)AH-64 Apaches (source: wordpress.com)ac-130 firing the 105mm howitzer (source: wikimedia)
Regardless, in any given room of Air Force pilots you can always pick out the “CAS guys and gals”. It only takes a few minutes after initial introductions as most of these folks are a bit more reserved than other pilots. They possess a stoic sense of “mission first” in everything they do. They’ve been schooled in Joint Fires doctrine and many have served on the ground with their sister Army or Marine services as Battalion Air Liaison Officers (BALOs) or Joint Terminal Air Controllers (JTACs). So, they speak “grunt” well and usually choose to draw a picture in the dirt with a stick to describe a ground scheme of maneuver over shooting down a bandit with their hands while spinning an exaggerated tale.
Close Air Support = Job Satisfaction
As a CAS pilot, there is nothing more rewarding than knowing you did your job well that day. Because what that really meant is you helped some kid on the battlefield get back home to his or her family. The day wasn’t about you. It wasn’t about putting another notch on your rifle butt or mission mark on the nose of your aircraft. It was about making sure a bad guy was never able to be a bad guy again so your brothers and sisters could live to fight another day.
A-10 Supporting JTACs (SOURCE: Official USAF Photo)
Close Air Support is a Mentality
You’ll find Hog drivers don’t call themselves fighter pilots but instead prefer to be called “Attack Pilots”. There is a difference in their minds and Brig Gen Mike “Johnny Bravo” Drowley does a great job explaining such in his TEDx talks “There Are Some Fates Worse Than Death” presentation. He talks to the empathy Attack Pilots have for those they support and how they personally identify with the Marine Rifleman, Army Infantryman, or Navy SEAL. He talks to how the battlefield soldiers’ survival is more important than the Attack Pilot’s safety. And that in itself, is the identifying force behind CAS.
You have to love ingenuity…especially in aviation. But who would have ever thought taking a crop duster and putting it on floats would end up producing one of the most effective aerial fire-fighting platforms in existence today? How did the AT-802 come about?
Well, John Schwenk, owner of Aero Spray Inc., located in Appleton, Minnesota did back in 2007. He had been operating a small fleet of Single Engine Air Tanker (SEAT) AT-802s for several years in Minnesota and after running the math one day quickly came to the conclusion an AT-802 on floats would be a very cost-efficient and profitable aerial fire-fighting machine if employed in locations close to suitable water sources.
John gathered his Aero Spray team, contacted Wipaire Inc. who had designed and certified their 10000 Amphibious Floats for the AT-802 a few years earlier, and then put together a plan to field the amphibious AT-802 two years later in 2009. And there you have it…the Fire Boss was born.
So…What is it Like to Fly an AT-802 Fire Boss?
Pilots will tell you “once you go float plane, you’ll never want to go back.” Well, in the SEAT world, once you transition from a wheeled SEAT to the Fire Boss most will argue you will never want to go back either. Not only is the Fire Boss a lot of fun to fly, but its mission of direct attack is very different and more challenging than the indirect attack strategy of simply building a line around a wildfire with retardant.
Envision taking off from a small uncontrolled airfield somewhere in the middle of no-where with a set of coordinates, a couple of frequencies, and a map. The mission is to fly as fast as you can direct to the fire, find a scoopable lake or river enroute, grab a load of water, and then proceed direct to the fire with load after load after load for the next three and a half hours. Hopefully the water source is close enough so you can fly two- or three-minute scooping/dropping circuits which means you’ll do that 20 to 30 times before needing to head back for fuel. Chances are you’re scooping on a mountain lake which means the density altitude is fairly high and your scoop site is surrounded my hazardous terrain.
Birds of a feather flock together
You’re also most likely flying as a flight of two, three, four, or even eight Fire Bosses which means there is close formation flying, detailed flight tactics, and congested airspace over the fire. There is probably smoke…a lot of smoke…so the visibility is low making it difficult to keep track of each other as well as the helicopters, see the terrain, avoid the towers and wires, and even find your way back to the fire at times
Fire Boss 241 (SOURCE: MIKE YOUNG)
Scooping the AT-802…Mr. Toad’s Wild Ride
As stated earlier, once you go float plane you’ll never want to go back. Why? Because it is so much fun. The challenge of taking an airplane, flying with lots of stick and rudder, assessing the water and wind conditions, making every touchdown a spot landing on a lake, river, or even the ocean is unbelievably rewarding and satisfying. No two water landings are ever the same and each is extremely memorable for its own reasons.
And then there is scooping on top of that. Scooping is a blast. It takes everything described above and melds that with taking on a load of 500–800-gallon (4,165 – 6,664 pounds) load of water all while skimming across the water at 60 knots.
The First Scoop in the AT-802 Fire Boss
The first scoop in a Fire Boss is harrowing, wild, and usually a bit violent. The actual scoops are two three-inch pipes that hydraulically extend into the water from the bottom of each pontoon. If power, aircraft pitch, and water speed is not managed properly, the initial deployment feels like you’ve hit a brick wall. The drag is immense causing the nose of the aircraft to pitch aggressively forward. It takes 10-20 scoop attempts to finally get the hang of managing the first scoop induced porpoise with a smooth and steady power increase while gently pumping the stick aft in counter-harmony with nose porpoising. It is truly an art and all Fire Boss pilot eventually develop their own individual technique
How it Works: The Fire Boss scooping mechanism – YouTube
So, there you are…all four gear are up with blue cockpit indications and the prop pitch is set to 1700 RPM. The scoops have been cycled with no lingering asymmetric warning light which tells you if a scoop is stuck down. If it is, the aircraft will take a hard left or right on touchdown depending on which scoop is extended. The ignition has been set to continuous as a “just in case” mitigation measure and the flaps are set to 20 degrees for max post scoop lift. Lastly the rudder trim has been pre-loaded heavy right in preparation for the tremendous pedal forces that will occur once water starts pumping into the hopper during the upcoming scoop. Final approach airspeed is captured at 75 knots followed by one last pre-scoop checklist ramble to ensure nothing traumatic will occur on the water.
Landing Checklist Complete
Touch down! The stick is checked back into the lap while throttling up a bit to dampen aircraft porpoise. The hopper fills quickly…usually within 20-30 seconds. A brief scan ahead is accomplished to ensure the remaining water lane is clear and then a few seconds later scooping is complete. The power comes up to max available torque followed by a sharp but controlled pull on the stick aft and right to rock the right float out of the water. Once safely airborne it is now a demanding exercise in airspeed management while gingerly climbing away from the water enroute to the fire.
Putting Out Fires in the AT-802
Scoop to fire circuits can be fast and furious. If the water source is nearby you can be on the water to over the fire about every three minutes. There is also a lot to consider prior to the first bomb run which in reality can be minutes after climbing away from the water low and slow.Are there any hazards – snags, power lines, or ridges hidden in the shadows between enroute from scoop to the fire? Where is the helicopter’s dip site? Is it a factor or will their dip to fire route conflict with the Fire Boss run-in line? What is the bomb run objective – to cut off the head of the fire, attack a flank, tie into a dozer line, or spike the load in on a spot fire as it erupts from stray embers?
Regardless, airspeed and altitude control are essential to ensure that once released, the water column falls properly with the correct density to smother the fire.
A-T 802 WATER BOMBERS IN ACTION AKA THE FIRE BOSS’s – YouTube
Approaching the Fire in the mighty AT-802
AT-802 Fire Bosses drop at approximately 80 feet above the terrain and usually provide best effects when the final approach airspeed is hovering at 105 knots. That means 20-degree flaps are rolled to provide max lift while helping to slow the aircraft. If the slope downhill on final is steeper than 30 degrees, then maximum flap setting of 30 degrees is used to keep the airspeed from running away from you. Anything above 120 knots will cause the aircraft to pitch up violently as soon as the load is let loose which can be very disorienting and possible deadly if the pilot doesn’t react immediately to right the aircraft and bring her back to straight and level. Final approach. Airspeed-checks. Attitude-checks.
The bombing computer has been set for proper gallons per square foot and total amount to be dropped. The line looks good. Confirmation with the Air Attack or Lead Plane that all ground fire fighters are clear of the line and it’s safe to drop has occurred. Target aimpoint is off the nose. You may need to offset a wingspan or two into the wind to counter the wind drift on the falling water column. The target runs under the nose and just as it passes beneath an imaginary line drawn between the engine smoke stacks – pickle! Load away!
Max allowable torque is selected as the aircraft is steered to the briefed exit. Without even thinking about it, the left-hand slides back from the throttle to gently nudge the flaps up in small 5-degree increments as the aircraft climbs out 4,000-6,500 pounds lighter enroute back to the scoop site to do it all again!
CAPE CANAVERAL, Fla. — In the months leading up to America’s first manned space flight, NASA leaders met for a round table discussion of how to land a man on the moon.
In February 1961, members of the Space Task Group met in Washington, D.C. with engineers to discuss solutions. The group was headed by Robert Gilruth and lead Mercury spacecraft designer Maxime Faget. Wernher von Braun, the father of American rocketry, also attended the meeting.
As the discussion progressed past the midway point, an unknown engineer stood up in the smoke-filled room. He then explained his theory for how America should send astronauts to the moon.
A NASA Engineer’s Cost Efficient, Time Saving Plan For Moon Landing
NASA Langley Research Center engineer John C. Houbolt began to explain an unheard of theory known as Lunar Orbit Rendezvous. His plan would send two spacecraft into lunar orbit, land one on the Moon, and later have the two redock and return to Earth.
NASA engineer John C. Houbolt explains his Lunar Orbit Rendezvous plan in 1961. (NASA)
Houbolt served as Chief of the Theoretical Mechanics Division at Langley, and now he was up to bat in the biggest game of his life.
Lunar Orbit Rendezvous (LOR) was an unknown theory Houbolt had designed five months earlier. He was one of six members of a committee to study problems associated with rendezvous while constructing a space station platform.
In August 1960, the committee began associating the rendezvous of a space station with the rendezvous and landing on the moon. Houbolt used the blackboard to chalk out several designs involving rendezvous for a flight to the moon.
The practical engineer loved the simplest, most cost-efficient method—LOR. As Houbolt spoke of his LOR theory to von Braun and the Space Task Group, it began to fall on deaf ears.
Shouts of “misleading information” from Faget and a head-shaking “no” from von Braun concluded the then 41-year-old engineer’s address to his peers.
Von Braun and several others agreed with a plan known as Earth Orbit Rendezvous, which would see two Saturn rockets launch. One would carry a spacecraft and the other a fuel supply craft into Earth orbit.
The pair would then rendezvous. The Apollo craft would travel to the moon, land, and return as a single craft. Another plan that was being accepted was the direct ascent to the moon.
“The plan was to send a vehicle the size of Atlas to the moon with absolutely zero help and land it backwards,” Houbolt told NASA’s Langley years later, “It can not be done.”
A large rocket, mightier than the Saturn 5, would launch an Apollo craft to the moon. Apollo would then separate in lunar orbit from the rocket and land.
Several weeks after President Kennedy challenged America to land a man on the moon before 1970, NASA administrator James Webb let it be known that NASA was steering Apollo as an EOR mission to the moon, with the direct ascent as a backup choice for landing.
The LOR plan was swept under the rug by a few key NASA managers throughout 1961, except for Max Faget. He began to realize LRO as a better option. Houbolt continued to lobby for his proposal.
Houbolt wrote two letters to NASA associate administrator Robert Seamans asking for support of his plan. By Thanksgiving of 1961, Gilruth and Langley, along with NASA headquarters, approved it as a time—and money-saving option.
A few months later, Von Braun and Marshall approved Houbolt’s idea. Plans were drawn up to build a secondary spacecraft that would land on the moon—the lunar excursion module.
Houbolt single-handedly saved American taxpayers billions of dollars in fuel and rocket costs. He also trimmed the time needed to build the multiple rockets required by EOR by two years.
Kennedy’s challenge survived his presidency. Not just one, but two crewed lunar landings occurred during 1969.
History Also Supported Houbolt’s Plan
Little did Houbolt know that one year earlier, engineers at the Vought Astronautics Division near Dallas discussed their LOR theory with NASA. NASA had also ignored Vought’s engineers.
A few years later, Houbolt learned of Russian mechanic Yuri Kondratyuk, who formulated ideas related to space flight and LOR. Kondratyuk’s designs and notes were made while he was a soldier during World War I. They never reached Russian scientists following the Second World War.
As Houbolt watched Apollo 9 lift off in 1969 with the first lunar module, he felt emotion. His thoughts raced through his own journey and his contribution to America’s space flight.
The Apollo 11 lunar module “Eagle” descends to the Moon’s surface with two astronauts aboard. (NASA)
Two months later, the now-former NASA engineer sat in the visitors’ section of Houston’s Mission Control. Apollo 11 lunar module Eagle had just left lunar orbit to perform the first landing by Neil Armstrong and Edwin Aldrin.
“When the landing took place and the touchdown was made, all of us stood up and started clapping,” Houbolt recalled during a NASA interview. “But at the same time, we were shh, shh, because we didn’t want to miss a fraction of a second of history being made.”
Houbolt added, “Von Braun sat in front of me, and he made the OK sign and said, ‘Thank you, John.’ That was one of the biggest rewards I’ve ever had.”
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Back in 1963, a Lockheed KC-130F Hercules tanker conducted a series of test landings and takeoffs from the deck of the USS Forrestal (CVA-59). The crew made 29 touch-and-go landings, 21 full-stop landings (Look Ma- No Hook!), and 21 unassisted takeoffs (deck-run takeoffs without catapult assist) while weighing from 85,000 pounds all the way up to 121,000 pounds.
The only modifications made to the airlifter were to the nose landing gear bay, removal of the underwing refueling pods, and beefed-up anti-lock brakes. Even though operating Herks from carrier decks proved to be impractical and somewhat dangerous, the fact that the mighty Herk could even accomplish such a feat (multiple times) is a testament to the ruggedness of the C-130.
The Incredible Versatile Herk
WATCH: A KC-130F Hercules Operates From an Aircraft Carrier Flight Deck 37
Herks have flown into hurricanes and typhoons to gather storm data, controlled all manner of aerial drones, flown airborne early warning and control, electronic eavesdropping, and jamming missions, and inserted and supported personnel behind borders and enemy lines by flying we-were-never-there, nap-of-the-earth ingress and egress routes.
Sign up to receive a weekly summary of Avgeekery’s stories.
C-130s do aerial firefighting, recover spy satellites and their “take”- there are even Hercules tankers that can be converted to gunships on the spot and back again after mission completion. C-130s have been flying for the United States Air Force, Navy, Marines, and Coast Guard for more than 60 years and they’re still going strong.
WATCH: A KC-130F Hercules Operates From an Aircraft Carrier Flight Deck 38
American Airlines Flight 1572 could have ended in disaster
Can you imagine wondering if the next minute of your life is your last? Well, 73 passengers and the 5-person flight crew of American Airlines Flight 1572 got to ask themselves that very question the night of November 12, 1995 during one of the most miraculous airline crashes in aviation history.
Flight 1572 was a regularly scheduled redeye flying out of Chicago O’Hare International Airport for Bradley International Airport, located just outside of Hartford, Connecticut. The aircraft in use was a McDonnell Douglas MD-83, narrow-body twin engine jet with over 27,000 hours of flight time under its belt. It was crewed by two pilots, a captain and first officer, and three flight attendants, all of which were seasoned professionals.
Flight 1572 Departed Late Into Challenging Weather
Flight 1572 departed late out of O’Hare at 11:05pm for a relatively short and hopefully uneventful flight to Bradley. However, the weather at Bradley was less than stellar. The field was being pounded by heavy thunderstorms and rocked by gusty winds. Wind shear warnings were in effect and the pressure altitude was changing rapidly.
Enroute, the pilots received an Aircraft Communication and Reporting System (ACARS) weather brief stating the weather at Bradley was quickly deteriorating and the pressure was dropping fast. The ACARS brief also included a barometric pressure setting of 29.40 inches of mercury. This information was important as it would help the pilots make decisions regarding continuing on to Bradley or diverting. Usually, when an updated altimeter setting is received, the pilots update the aircraft altimeter with such. But in this case, for unknown reason, instead of entering the advised pressure setting, the first officer entered an erroneous 29.47 setting into the altimeter.
A Primer On The Importance Of Barometric Pressure
Now…there is nothing sexy about barometric pressure. But, ensuring the aircraft altimeter is set with a current and correct barometric pressure altimeter setting is unbelievably important in aviation. Barometric pressure, or otherwise known as atmospheric pressure, is defined as the pressure of the atmosphere at any point on the earth. It will raise or lower as the outside air temperature changes or when an aircraft makes a significant change in altitude. Barometric pressure is measured in inches of mercury (Hg) and is usually given for a prescribed area. In the aviation world, changes in the barometric pressure affect what altitude is displayed on an aircraft altimeter and is set by the pilots as a deviation from the standard pressure of 29.92 inches Hg. It is important to set the current barometric pressure altimeter setting for an area when flying. Because, if not, the aircraft will in reality be closer to the ground than the altimeter indicates.
Flight 1572 continued on with the pilots prepping for the enroute descent and non-precision localizer approach to runway 15 at Bradley. Enroute descent checks were completed, passengers were directed to take their seats and buckle up, and the flight attendants were directed to prepare the cabin for landing. The weather at Bradley was still terrible, but it was above approach minimums and good enough to continue on to land so the captain reduced power, gently lowered the nose of the aircraft, and commenced the fateful approach to runway 15 at Bradley.
Flight 1572’s approach was more complex than typical but well-within an airline pilot’s capabilities
So…you may be asking, “What is a non-precision approach?” and “How does that play into this story?”
A non-precision instrument approach is designed to allow an aircraft to descend in a controlled fashion from an enroute altitude to a Minimum Descent Altitude (MDA) above known obstacles on axis with the runway so the pilots can hopefully see the runway environment prior to the Visual Descent Point (VDP) which is usually located about one mile from the runway threshold. If the pilots are visual with the runway prior to the VDP, they can descend below the MDA and continue the approach to land. If they aren’t visual with the runway by the VDP then they should execute a missed approach. Non-precision approaches are called just that, as the pilots only have lateral guidance vice lateral and vertical guidance until touchdown. Because, vertical guidance is not provided, the pilots must fly a flat approach until the VDP. At this point the runway is hopefully in sight so they can continue on and descend on a normal 3-degree final approach glide path to touchdown.
These approaches are usually flown with more “hands on” (manual) control rather than auto-pilot or auto-land control and require full attention to maintain aircraft altitude above the MDA. One of the golden rules in aviation is “descent below the MDA is not allowed unless the runway environment is in sight”. Why? Because, it’s unsafe. MDAs are designed to keep an aircraft safely above known obstacles such as terrain, trees, power lines, and towers on final approach so it is imperative pilots fly the aircraft to always stay above the MDA until visual the runway and in a safe position to land.
About five miles from the airport, Flight 1572 encountered heavy rain and turbulence and the captain reported having trouble maintaining altitude and heading with the autopilot engaged. The pilots had also just received communications from the airport tower that it was temporarily closing due to a structural malfunction but would leave one person behind in the tower to monitor communications and the flight during its approach.
The MD-80 That Hit Trees And Kept Trucking, Saving All Aboard 41
Flight 1572 continued its approach and while the pilots peered through the heavy rain for the airport the aircraft inadvertently descended below the MDA and continued on that vector. According to the data captured on the flight recorder, the first officer attempted to inform the captain on several occasions the aircraft was descending below the MDA, and for some reason his altitude callouts weren’t heard, processed, or understood.
Rapidly falling pressure meant aircraft was lower than the altimeter showed
Additionally, the barometric pressure at Bradley had dropped significantly. The tower never passed on any updates and the pilots didn’t ask for any either. Remember, how the first officer set 29.47 before beginning the descent into Bradley? Well, that mistake was seconds from coming full circle as the altimeter had decreased to 29.35 and was falling fast. All indications to the pilots were the aircraft was 120 feet higher than it really was!
At approximately 12:55am, six minutes after beginning its final approach, the aircraft sink alarm blared, warning the pilots of an unsafe descent profile. Seconds later a loud thud was felt and heard as the aircraft impacted a 270-foot swath of tall pine trees along the Peak Mountain Ridge and sheared off the top thirteen feet of tree tops.
The MD-80 That Hit Trees And Kept Trucking, Saving All Aboard 42
“Go, Go Around!”
The captain immediately fire-walled the throttles, but the effect was minimal as tree branches and debris had been ingested into both engines causing them to flame out and fail seconds later. In a last-ditch effort not in accordance with any prescribed procedure, the captain selected 40-degree flaps in attempt to increase lift and gain some altitude. This unorthodox action provided some relief and bought Flight 1572 the few extra seconds needed to fly a bit further so it could crash on the runway rather than in a dense forest of trees just short of the approach end.
However, the heart stopping roller coaster wasn’t over. Both wings were mangled, a gear door had been ripped from beneath one of the wings, and the engines were spewing flames rearward. Just prior to reaching the runway, the aircraft was out of energy and falling like a rock. The pilots were unable to make any fight path corrections leaving the aircraft with only one way to go – straight through the lone tree just shy of the runway and then on further to crash into the runway 33 Instrument Landing System antenna equipment located at the approach end of runway 15. Flight 1572 finally rolled to a stop a short distance down the runway.
The MD-80 Hit Trees But Everyone Survived
Miraculously, all aboard Flight 1572 survived. One passenger sustained a minor injury, while all other 72 passengers and the five crewmembers egressed without harm. The aircraft sustained $9-million in damage and unbelievably was repairable and returned to service a few years later. The National Transportation Safety Board cited the pilot’s failure to level off prior to the MDA as the primary cause for the crash while also faulting the FAA for designing an approach to runway 15 at Bradley that did not take into consideration the terrain on final approach. In the end, a horrific snow-ball scenario that should have culminated in utter disaster, instead was deemed an absolute miracle.
Well, it’s that time of the year again AvGeeks. Whether you are in it for the love of the game, the Xs and Os, because the team of your local metropolitan sprawl happens to be in it, or, speaking for this crew, because of the pre-game flyover (the trifecta of USAF strike bombers this year), it is Super Bowl time. Here’s the story of a pilot turned NFL Pro, Chad Hennings.
Maybe you are inspired by Tom Brady making it to his tenth Super Bowl appearance (like him or not, he is undisputedly the GOAT) or elated by my hometown Kansas City Chiefs’ electrifying performance with their phenom wunderkind Pat Mahomes and his supporting cast. Maybe you’re in it for the beer and chicken wings, which is utterly commendable.
However, we are taking a different angle on the Super Bowl, looking at famous sports crossovers. Perhaps the very most renowned crossover was baseball hall of famer Ted Williams who flew for the Marines in both World War II and the Korean War, which took around five years out of his tremendous playing career. But that is baseball; this is the ultimate day for football.
Famous Football Stars-turned-Soldiers
During the wartime era of the 1940s U.S. Military Academy (West Point) was an incredible winning machine under Red Blaik. Among his crowning achievements were back-to-back Heisman Trophy winners Doc Blanchard and Glenn Davis. Now, Glenn Davis did become a pilot in the Air Force, so he mostly qualifies except he did not play professional athletics.
Photo: US Army
However, I do recall the 1995 Super Bowl quite vividly (Leon Lett should never be able to live down getting his touchdown stripped by Don Beebe). And on that roster was a former A-10 driver.
Chad Hennings: A-10 Pilot Turned Dallas Cowboys Star
While I have always abstained from being a Cowboys fan (Chiefs Kingdom, Baby), as an Av Geek I was very interested in the individual who filled in for Leon while he was doing time on a suspension. Chad Hennings, a 6’6” defensive tackle who was taken relatively late in the 1988 draft by the Dallas Cowboys out of the Air Force Academy (USAFA).
Growing up in rural Eastern Iowa, Hennings was a multi-sport star at Benton Community High School. While he did have several offers, he attended the Air Force Academy, where he initially played tight end. He would later transition to the ball’s defensive side, winning the Outland Trophy in the process, which is no small potatoes.
Upon graduation from the USAFA, Hennings was commissioned as a 2nd lieutenant, where he proceeded to the 80th Flying Training Wing at Sheppard AFB in Wichita Falls, Texas. All of the geeks out there are probably aware that this is home to Euro-NATO Joint Jet Pilot Training (ENJJPT), a highly competitive program.
Back to football. You are probably wondering how Hennings would pull this off, playing in the NFL and flying in the Air Force? Well, he didn’t do it simultaneously. The Air Force was stingy in the late 80’s and denied his request to be released from his service commitment. So he had to settle for merely being a fighter pilot in the meantime.
All jokes aside, this was a serious deal for a good athlete with a career on the gridiron on the line. Football skills are perishable, and he had to focus all of his energy on flying while in UPT.
Hennings Was Too Tall For Most Fighters
Hennings had limited airframe options due to his robust stature (I imagine the T-38 was cramped) and ended up in the Hawg, flying for the 81st Tactical Fighter Wing at RAF Bentwaters, United Kingdom.
Photo: Charles AtKeison
He did not spend all that much time in the seat, although he flew long enough to participate in the original Persian Gulf war. Thankfully for his future career in the NFL, the Air Force began a substantial drawdown after the Persian Gulf conflict ended, and Hennings was able to separate early from his commitment to his commission as a pilot. The rest, as they say, is history.
He went back to the Air Force reserve for a few more years while on the Cowboys’ active roster, but he hung up his wings for good after his stint at Bentwaters. He served in the capacity of liaison to the USAFA until he entered the inactive ready reserve.
Back on the field, he would play sparingly on special teams during his first handful of years but broke out and earned a starting role in the 1996 season. During his time with the team, of which he played his entire NFL career, he won three Super Bowl rings. I’d say no matter how you slice it; he had a pretty successful career.
A 2015 ESPN Sportscenter shared his story in honor of Veterans Day. It’s worth a watch.
UPDATE: Here is video of the official flyover from Super Bowl 55 from the Super Bowl. Next, we share an external video posted by Channel 10 in Tampa Bay. We also included footage from Mike Killian, an Avgeekery contributor below.
Original Story
The Super Bowl is the big game. And each year there is a big flyover before the game at the National Anthem to kickoff the big event. In past years, the Thunderbirds and Blue Angels have impressed the roaring crowds below. We’ve shared videos of the flyovers on our site and even put together a list of the craziest flyovers in the past. Even one where a C-5 saved us from a terrible rendition of the National Anthem. Nothing though compares to this first-ever flyover planned for Super Bowl LV. An ultra-rare dissimilar formation of B-1, B-2, and B-52 will kick off the game this year. What’s even more impressive is that the designation of the aircraft add up to 55 (B-52+B-1+B-2)!
Simulate the big game and the flyover before it happens
The news coverage of the game is notoriously intense. Players are relentlessly hounded for insights and predictions are made. Each year, the Madden Football game also predicts the score of the game. It’s a simulation that is sometimes scarily accurate.
Fast forward to 2021, Avgeeks now have their own high quality simulation tool. They are using it to simulate the flyover for the big game. Just like Madden Football, the quality of the simulation has increased significantly in recent years. Microsoft Flight Simulator 2020 has photo realistic scenery, upgraded flight mechanics, and graphically intense clouds and flight models.
The flyover posted by FlyFS is pretty amazing. They even added timed music to the event. While the real thing will be better, this video serves as a great preview for one of the rarest formations flown by the US Air Force. Check it out and let us know your thoughts.
Not the first time this formation has flown in real life.
Back in 2017, this rare dissimilar formation of B-52, B-1, and B-2 flew for a photo shoot. Our friend, Sagar Pathak captured the unique formation that will be repeated for this year’s Super Bowl.
Sure, for us AvGeeks, these funny things on the wingtips make something cool (a wing) look more cool. For what purpose – and how long have these been around?
Types of Winglets: (Wikicommons)
Surprisingly, two aircraft that I am intimately familiar with participated in the development and use of the Winglets, the KC-135 and MD-11.
KC135 Used at Dryden for winglet test: (Source: nasa)installation of winglets on DC-10-10: (source: nasa)
dr richard t. whitcomb, 1955, testing area rule properties: (source: nasa)
As a 30 year old working at National Advisory Committee for Aeronautics (NASA predecessor), Dr. Whitcomb pondered a recent lecture on transonic airflow delivered by Dr. Adolph Busemann. Dr. Whitcomb, with feet on desk, visualized airplane structures and had the Eureka moment that to minimize drag, the length of aircraft body should be smooth creating the Area Rule.
Chronologically second, Whitcomb’s development of the Supercritical Wing delayed drag onset at high subsonic speeds. This created a more efficient wing eventually reducing fuel costs.
Lastly, and the topic for today, Whitcomb studied the airflow of wing tips for soaring birds. He observed that birds’ wingtips curled upwards during flight. This generated an improvement to the end of wing design that he called Winglets.
PURPOSE
During the Oil Crisis of the 1970’s, Oil prices raised considerably. In 2013 dollars from the following chart, oil went from under $20 to over $100 per gallon.
oil price chart in 2013 dollars: (source: treasury)
Dr. Whitcomb developed the winglet concept to increase fuel efficiency by reducing overall drag. Consider the lift equation below.
Lift equation
Decreasing induced drag at the wingtips increases lift and makes a more efficient wing, thereby saving fuel. Dr. Whitcomb knew that as air moves across and outward along the wingtip, high pressure below the wing seeks low pressure above the wingtip, creating the the wingtip vortices. The installation of a winglet interrupts and decreases the vortices at the wingtip.
What's Up With a Winglet 54
TESTING
Testing began in 1979 on KC-135s at Dryden Test Facilities at Edwards AFB and engineers validated fuel mileage rate increased by 6.5%.
What's Up With a Winglet 55
In the early 1980’s, McDonnell Douglas used a Continental Airlines DC-10-10 to test the performance improvements using winglets. The range and efficiencies increase by 5% and led to full usage within the production of the follow-on MD-11.
MD 10-10 during testing at dryden: (source: nasa)
Nearly all commercial aircraft and some military aircraft use the winglet technology developed by Dr. Whitcomb. As we AvGeeks traverse the skies using inventions developed by seriously smart people, we truly appreciate any extra fuel available due to winglets.
We recently had the honor of talking with Rebeca Palacios Cruz. She is a 31 year old who was a former soldier in the Mexican Air Force. Originally from Veracruz, Mexico, she served as both a Flight Attendant and Air Security Personnel in the Air Force. She recently left the Air Force to continue her aviation career as a pilot.
We Interview A Flight Attendant Who Flew With The Mexican Air Force 64
Studying aviation was my dream, but my most honest answer is because I love the feeling of being literally in the air. I like to be in control of the situation and feel capable of doing it correctly. That is how I overcome my fear of flight. I like the quote:
“Aviation saved my life, now I know who I am and what my purpose is in this world.”
I have many reason why a chose a life in the military. I come from a family with a military tradition. My most important reason though is because I felt the duty to defend the society of my country through the Mexican Air Force. The most gratifying and honorable thing is being able to serve and help through my greatest passion, which is aviation.
We Interview A Flight Attendant Who Flew With The Mexican Air Force 65
I have been a licensed Flight attendant for eleven years, my career began in commercial aviation. I originally flew for ”Magnicharters”, “Interjet” and “Fly Across”, Mexican airlines.
The flight attendant career does not officially exist in the Mexican Air Force, but the function is carried out by airmen. First you are a soldier and then you fulfill the functions of a flight attendant.
We Interview A Flight Attendant Who Flew With The Mexican Air Force 66
The selection is made according to the psychological, cultural, and physical profile as in any armed force. Having the knowledge, license and vocation as a flight attendant is helpful to be selected for the role.
I am qualified in teams: Teams flown in the Mexican Air Force, Mexican Navy, Interjet, Magnicharters and Fly Across.
• Boeing 737-200, 300, 500 and 800.
• Boeing 787.
• Airbus 320.
• Sukhoi Superjet100.
• Embraer 145.
• Learjet 145.
• King Air i350.
• Challenger 605.
• Gulfstream 550.
• Phenom 300.
• Citation Sovereign
• Citation CJ3.
• Legacy 500.
• Casa C295W.
We Interview A Flight Attendant Who Flew With The Mexican Air Force 67
Civil aviation is regulated by the Mexican aeronautical authority (AFAC), where compliance with safety procedures is the most important thing for the flight. As a civil flight attendant, you are in charge of passengers’ comfort with a set schedule.
We Interview A Flight Attendant Who Flew With The Mexican Air Force 68
In military aviation, the completing the mission is the most important thing. The operations are subject to the needs of the service, so most of the time they are not subject to a set schedule.
That’s right, both in civil aviation and military aviation.
On commercial flights, you usually fly to all the scheduled destinations. On military flights, you fly wherever necessary. With the current pandemic, you’ll fly to support health personnel, transportation of other nationals and returnees along with a host of other operations.
We Interview A Flight Attendant Who Flew With The Mexican Air Force 69
The most challenging part personally is to be able to identify and develop the skills required to carry out air operations. You have a desire to do the best you can while also knowing that the easiest day was yesterday.
In the Air Force, it’s knowing that it’s not about you or oneself, but about something greater than yourself: the welfare of a country—both self-denial and loyalty.
Speaking professionally, it is the constant drive to do my duty with as professionally as possible. That goal drives me to always do well with professional excellence.
We Interview A Flight Attendant Who Flew With The Mexican Air Force 70
I’m not finished with aviation yet. The world of aviation is as big as the sky. I’m working on becoming a pilot in the civilian world. Finishing my pilot training and being able to fly for some humanitarian aid organization and getting into the area of aviation safety are what I want to do next.
I would say don’t hesitate to do it! To be an airman (or air soldier in the Mexican Air Force) you have to take into account that military aviation is an arduous path. It is a system based on discipline, and the values of “honor, courage and loyalty”, made up of by honorable men and women of war.
It is also very rewarding because you will be part of the development and history of a nation. My favorite quote is: “Military aviation is the demonstration of love for the country in aviation.”
We Interview A Flight Attendant Who Flew With The Mexican Air Force 71
