CHEYENNE, WY — Top military aircraft of the U.S. Air Force are scheduled to perform high speed passes and precision maneuvers on Wednesday during the Wings Over Warren air show.
Warren Air Force Base will host a drive-in air show, designed to support social distancing. A limited number of vehicles will be allowed on base to provide a safer air show experience.
The Air Force F-22A Raptor, F-35A Lightning II, and the A-10C Thunderbolt II are scheduled to fly. Each demonstration team will perform for about 15 minutes.
Inside the cockpit of the F-35A Lightning II Demonstration Team. (USAF)
“We’re extremely excited to be headed to our second show of the season,” F-35A Demo Team pilot Capt. Kristin “BEO” Wolfe told AvGeekery.com on Monday. “We had an amazing time in Texas, and we’re glad that we’re still able to find ways to showcase our team and our service to the public during these unique times.”
Capt. Wolfe also serves as the team’s commander, based at Hill Air Force Base in Utah. She and her team have prepared for this show during July.
“We are definitely planning on performing our full demo routine,” Capt. Wolfe explained from the flightline. She added she hopes to see some vapor trail from her aircraft.
The B-1B Lancer from Ellsworth AFB, a C-130H Hercules, and the Wings of Blue parachute team are scheduled to perform. The KC-46A Pegasus from McConnell AFB will showcase the military’s newer aerial refueling aircraft.
“This year’s airshow is not only an opportunity to highlight United States Air Force air power and the capabilities of all our military services, but to say ‘thank you’ to our neighbors in Cheyenne and throughout Wyoming,” Col. Peter Bonetti, 90th Missile Wing commander, said Monday. “The community has always provided incredible support for F.E. Warren’s mission and our Airmen.”
A Boeing KC-46A Pegasus aerial refueler will perform a flight over Warren AFB on WEdnesday. (USAF)
Wings Over Warren state the first 1400 to 1500 vehicles will be allowed onto the air base. Parking and the show are free to the public.
Air show entry will be restricted to the gate on Roundtop Road. The gate opens at 7 a.m. and closes at 9:30 a.m., or when Warren AFB reaches car capacity.
Vehicles will be directed to park six-feet apart near the runway. The drive-in air show plans to begin at 10 a.m. and last for two hours.
Air show officials add there will be restrooms and handicap-accessible restrooms available. They encourage guests to bring food and drinks, and to fill up on gasoline before your arrival.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
The world’s largest remaining operator of passenger Boeing 747s has announced that they will retire the type ‘with immediate effect’. In a leaked memo that was later confirmed by the airline itself, British Airways shared that all remaining Boeing 747-400s in their fleet will not return to service due to fallout of the COVID-19 virus.
It is with great sadness that we can confirm we are proposing to retire our entire 747 fleet with immediate effect. Natalie M
British Airways was originally scheduled to operate the type until 2024. Earlier this year, they had announced an accelerated retirement plan due to COVID-19. However, it was expected that they type would continue to fly until 2021. Unfortunately, market conditions have not rapidly rebounded. International travel is still severely depressed with a patchwork of travel prohibitions, restrictions, and a general lack of demand due to the virus.
The Passenger 747 Was Already On Its Last Legs
Even before today’s announcement, the days of passengers flying on the Boeing 747 were limited. Airlines have been retiring the Queen en masse. Retirements have accelerated as the demand for travel collapsed due to COVID-19. Airlines like Virgin Atlantic, KLM, and Qantas have retired their 747 fleets this year. Remaining operators of the passenger version are likely to follow.
Lufthansa Now the Only Game in Town
With the announcement by British Airways today, now Lufthansa will become the largest operator of passenger 747s. They operate a mix of -400 and -8 versions of the venerable quad jet.
A Lufthansa 747-8i. Photo: Lufthansa
747 Freighters Will Continue to Ply the Airways
As disappointing as today’s news is for avgeeks, it is comforting to know that demand for the cargo version of the Boeing 747 remains high. Operators like UPS, Atlas, and CargoLux will continue to operate the type for years to come. New 747-8 cargo jets will continue to roll off the Boeing line for UPS until the final jet is delivered in 2022.
The Approach to this Airport in Paradise of St. Barts is One of Aviation’s Greatest Challenges
The Gustaf III airport, commonly referred to as St. Bart’s, has earned a title as one of the most challenging airports in the world. With only 2119 feet of runway to land on and an approximate 6-degree glide slope to follow, the pilots at the controls of these aircraft are specially trained and certified to conduct their operations. The most common airplanes operating here are the Pilatus PC-12, Cessna Caravan, DHC Twin Otter, and the occasional BN-2 Norman Islander.
Check out this video by Luxe TV showing this super unique approach into St. Barts. It’s not for the feint of heart whether you are the pilot or a passenger.
What’s The Deal About St. Barts Airport?
Everyone wants their toes in the water and rear end in the sand…and St. Bart’s delivers! This small volcanic island is a French territory that is fully encompassed by shallow reefs with crystal-clear blue water. It boasts some of the finest in French cuisine and culture, while simultaneously allowing the rich/famous to adventure and relax. And occasionally some truly awesome airshows take place there too.
The Risk for the Reward
With such a short runway and an extremely steep approach angle, there is very little room for error. Pilots landing these turboprop commuters must be properly configured and stabilized on speed in order to stop in the available landing distance. A water approach requires an early decision to go around. With the rapidly rising terrain, a late decision might mean your aircraft lacks the energy to make the required climb gradient.
An Approach at St. Barts Airport Requires Precision
Headed down the hill to land on runway 10, the pilot has to be on speed so that they can flare with enough distance remaining to touch down and stop.
Any extra speed can easily put you into an overrun situation. With gusty winds and thermals, this can be extremely challenging. And unfortunately, not every landing is a successful one. For example, check out this infamous video of a pilot who wasn’t stable and landed long.
For many of us aviation enthusiasts, traveling to St. Bart’s is often out of reach for a myriad of reasons. Nevertheless, we live on vicariously through these awesome plane-spotting videos! Would you be willing to try your hand at landing here? Let us know in the comments!
Three biggest shows of the year aren’t happening due to COVID-19.
Many aviation enthusiasts survive the doldrums of winter by anticipating the buzz of airshow season. We roll into the season with Sun ‘n Fun in Lakeland, Florida, which is the second-largest event of its kind in the world.
Well, it was initially postponed, from April to May, this year – need I mention why? And then – it was cancelled. Cancel Sun ‘n Fun!? Blasphemy!
Oshkosh b’gone too
So, airshow fans got through the lock-down anticipating AirVenture in Oshkosh, WI, the Experimental Aircraft Association’s (EAA) 68th annual event. The fly-in convention was scheduled for July 20-26 at Wittman Regional Airport.
EAA CEO and Chairman Jack Pelton said the state’s stay at home order prevented the organization from starting the grounds preparation. “We’re so dependent on 5,000 volunteers to show up, along with all of the exhibitors, vendors and supporters,” he said. “We weren’t going to have the resources to reschedule.”
Pelton also stated: “There is no way to describe the disappointment I feel for everyone who sees AirVenture as aviation’s family reunion each year. You can be assured that EAA is already eagerly looking forward to gathering along the AirVenture flightline on July 26 through August 1 in 2021.
Reno canx’d as well.
Reno Air Race pilot and enthusiast Dr. Arnold Angelici explains his disappointment over the cancellation of the September event. He describes how he will miss the gathering, not only for the thrill of racing, but for “the ten-day long family reunion” of fellow pilots, pit crews and fans.
Angelici owns a 1943 North American C-model T-6, “Go Ask Alice”, that he planned to race in the Legacy class in the fall. This would have been his inaugural outing with his own airplane; he has previously crewed with team Radial Velocity. Angelici describes the great amount of preparation each pilot and team put forth to participate in the races each year, beginning with extensive flight training. In addition to the required Pylon Racing School, he attends various formation flying clinics. The first one of the year – canceled. However, he plans to attend an upcoming North American Trainer Association (NATA) formation clinic in Dubuque, IA in July.
Summer Bummer: Airshow Fans All Dressed Up with No Place to Go 4
Given that his plane is based in Thomaston, GA, these preparatory events require considerable planning, travel and expense – not to mention unfettered dedication for the love of flying. To cancel an entire season of aviation events – the majors listed here, but also, the smaller regional shows – is nearly unfathomable. However, aviators are passionate people – and I have faith that will keep ‘em coming back, hopefully stronger and more united than ever – in ’21. ‘Til we meet again, airshow fans — hopefully beneath the skies that ring of the radial or the rip of a powerful aerobatic performer, check out this beautiful video from Flying Legends.
Brian Wiklem might be the ultimate avgeek. He’s also a good friend of Avgeekery. Over the past decade, Brian has entertained us with a series of exclusive documentaries on the final passenger flight of the DC-10 along with the final year of the Goodyear blimp. For the past couple of years though, Brian has seemed to be relevantly quiet recently. In reality though, he’s spent the past four years working on a pretty amazing project. He’s building the ultimate guide to the BAe 146. Read our interview to learn more about this amazing project.
1.) Brian, it’s great to chat with you again. Last we talked, you had just wrapped up an awesome documentary about the final year of the Goodyear blimp. And you also first broke onto the scene with a DC-10 retirement video. Now you are back with a new project and this one is pretty big. Tell us more about your project to build the definitive history of the BAe 146.
I had written another book about a rare Italian sports car, the Cizeta V16T (aka Cizeta Moroder). It started in 2005 when I was friends with the creator, and after talking about one of the cars and the color (blue – a personal favorite), i asked if he had photos. So he let me go through his archives, and after all was said and done, I had so much content that a story needed to be told. It took nearly seven years (and quite a few phone calls with none other than Jay Leno), and I finally wrapped it up. I swore I’d never write another book again because of how labor intensive it is.
Fast forward to 2016, and I had bought out another BAe 146 collector (yes, there’s more than one!) collection. After going through all the boxes of photos and documents, I realized there was a story to tell. I love research, and pretty soon I had gone so far down the rabbit hole, it was clear there was a compelling story to tell. But I find most aircraft books “dry” – they tell you the basic history and technical aspects, but I feel most leave out the real story, the aspects that make aviation compelling. So I reached out far and wide, and spent lots of time not only talking to those that built and flew the aircraft, but those that sold it, maintained it, and tried to wrap all the crazy stories into a compelling history that sums up the aircraft quite well. I’m really happy that I managed to spend time with those who were with the 146 in the early days, including those that were reps for British Aerospace but stationed at the respective airlines (like PSA, AirCal, and more). I felt if I were going to write another book, it had to be intriguing, it had to tell a complete story, and it had to be comprehensive unlike all other books before it. Thankfully I had a half dozen “beta-readers” who read the early drafts, and the feedback shared the same summary: “I tried not to read it in one sitting, but it was so engrossing!” I hope the consensus from the finished product doesn’t change.
A Continental Express BAE 146–The original regional jet (COPYRIGHT BAE SYSTEMS, AUTHORIZED FOR USE THROUGH BRIAN WIKLEM)
2.) We’re sure many readers are wondering,”Out of all of the unique aircraft, what made your heart settle on a 4 engined airliner that looks like a shrunken airlifter?”
There’s just something cool and unique about the 4-engine jet, especially a high wing regional jet. It was like watching a miniature C-17 coming into land. When you get past the jokes (e.g. “Bring another engine” or “the jet with 5-apu’s”) it’s a really fascinating aircraft, and all the behind the scenes stories bring to light how many times the project could have and should have been cancelled, not to mention all the corporate financial tom-foolery that nearly bankrupt British Aerospace as an entire company (not just the regional jet division). There’s mystery, there’s intrigue, there’s excitement, and arguably to a degree, there’s a bad guy. All great story material.
3.) In your promotional materials, you mention that the BAe-146 was the most over engineered regional jet. What do you mean by that?
The aircraft was arguably over designed and overbuilt. To the point that it was a Swiss Army Knife that most airlines didn’t need. Sure it had steep approach, could land on unpaved fields, could get in and out of short airfields, and was super quiet. But most airlines just didn’t need that flexibility. When you look at the number of steep approach airports the aircraft excelled at, it was in the single digits. Only a couple of airlines used the unpaved field performance, and the insanity of a 4-engine regional jet just was overbuilt.
A Sabena BAE 146 (COPYRIGHT BAE SYSTEMS, AUTHORIZED FOR USE THROUGH BRIAN WIKLEM)
BAe sales literature really hyped the “if you lose an engine on take off, you lose 25%, not 50% like most aircraft,” but then the messaging in sales literature had the plane (and flight) carrying on to its destination with 3 engines even though practically every airline SOP would have the aircraft return to the airport immediately, not continue onto its destination. Mechanics of the 146 summed it up this way: The 146 needed daily attention, not a lot, but needed some attention and the aircraft would never break.
A Boeing or McDonnell Douglas plane on the other hand didn’t need tending to daily – however, when they went down, they went down ‘hard’. What really did the BAe in during the 1980s was BAe’s cavalier attitude with regards to airline service requests. Boeing and McDonnell Douglas were required to turn around a response within 24 hours. With BAe, you’d be luck if you got a response in 3 months, there customer service was that bad – even when they had reps from BAe stationed at the airline like PSA.
4.) The BAe 146 also preceded the downfall of the UK’s commercial aviation manufacturing industry. How big of a role did the -146 play in this major industry shift?
The 146 was looked down upon across the board. Because the resurrection of the 146 programme from Hawker Siddeley to the conglomerate that became British Aerospace, there was politics at play, and there was a sizeable chunk of the industry that felt the BAC One-Eleven successor (the Two-Eleven) should have been the aircraft that the company moved forward with.
When Airbus has established itself with the A320, it viewed the Avro RJ (and the 2-engine successors that were regularly discussed) as a competitive aircraft even though BAe was building wings for Airbus, and of course lets not forget Fokker lodged lots of complaints with the EU over the 146. BAE Regional Jets through the years from the mid-80s through the early 90s had looked for ways to get out of building aircraft and focus on being a supplier instead. It’s a simple question, but a very long story (hence the book).
(COPYRIGHT BAE SYSTEMS, AUTHORIZED FOR USE THROUGH BRIAN WIKLEM)
5.) This book took 4 years of research to complete and then publish. Give me a hint of why your attention to detail and passion for the jet make this book unique.
I feel like 4 years wasn’t enough. Every day I am still learning something new about it. But I’ll say this: I didn’t spend 100% of my time focusing on BAe’s story only, but focusing on why airlines bought and operated the aircraft. I spent a lot of time talking to BAe Customer Service reps (many who left BAe to work for the airlines they were stationed at), not to mention the heads of airlines at the time (some of which run airlines today). It’s the deep dive into the stories of the airlines that make the book so fascinating. Most don’t know that PSA who was initially the largest customer (replaced by Mesaba/Northwest in 1997) of the 146 was at a crossroads in 1983: Buy the Boeing 757 (or Airbus A310 or McDonnell Douglas MD-90 which was different than the MD-90 we know today) and go big, or to go in a completely different direction and go with a smaller aircraft.
PSA and Disney grew closer together through the BAe 146 (copyright BAE Systems, authorized for use through Brian Wiklem)
PSA actually became more successful and gained far more market share because the BAe 146 allowed them to move into new airports, some of which never had jet service until the 146. Another example is the battle at SNA (John Wayne Airport) between home based airline AirCal and PSA who was moving into their turf. SNA was slot controlled due to noise and airport capacity with the county (and Newport Beach to the south who was very vocal and anti-jet) AirCal had just bought the Boeing 737-300, but could only fly out of SNA with 100 passengers because of payload restrictions due to noise abatement. PSA came in with the 146, and it was so quiet, PSA ushered in a problem for the county: The 146 technically was so quiet, it qualified for unrestricted movements. Technically, the slots allotted weren’t an issue any more. But SNA stepped in because they couldn’t let PSA run as many flights as they wanted. Again, it’s a long story (covered in the book), but Boeing and AirCal didn’t take PSA and the 146 sitting down and developed the take-off that exists to this day with a power reduction of N2 to avoid triggering noise sensors.
(COPYRIGHT BAE SYSTEMS, AUTHORIZED FOR USE THROUGH BRIAN WIKLEM)
Then there’s the Freedom of Information Act (FOIA) I filed to the FBI to unlock the tragic murder inflight of PSA 1771. I got nearly 400 pages back from the FBI, and some of the details are both fascinating, scary, and diabolical of what happened. The one aspect that came to light reading the CVR was how re-enactments are not totally correct on TV broadcast (they “Hollywood” the event up a bit). I have way more research than could fit in the book.
I could go on and on, but I valued the time I spent with Prince Charles and Princess Diana’s personal pilot, Graham Laurie who was instrumental in helping connect the dots with the royal flight, and his friend who ran the initial evaluation of the 146 for the Royal Air Force using two aircraft (ZE700 and ZE701) for two years before they were traded in and two new build BAe 146-100s were purchased for the Royal Family (32nd Squadron).
I even reached out to the Royal Family, of which Prince Philip and Prince Charles responded with information including Prince Philip’s 146 conversion training log.
6.) We also heard that you have a special edition of the book with a cover made out of real BAe 146 skin. Is that true?
Partially. The special edition comes with a nice storage case, a Blu-Ray disc with nearly 7 hours of BAe films like handover/delivery ceremonies, promotional films, and air tanker tests. It also comes with a USB thumb drive with over 200 marketing brochures, newsletters and more. Finally, the special edition is limited to 400 copies, and it comes with a serial number plate featuring the number of an actual airframe, and this plate is made from the skin of a retired BAe 146.
(COPYRIGHT BAE SYSTEMS, AUTHORIZED FOR USE THROUGH BRIAN WIKLEM)
7.) Ok that sounds awesome. If I’m interested in reading your book or contributing to your mission of telling this unique aviation story, how do I get my hands on it?
Bloomberg reports that the iconic Queen of the Skies program to end after 50 years of production
Rumors were rippling across the industry that the end is within sight for production of the Boeing 747. On Thursday, July 2nd, Bloomberg reported that the Boeing 747 is dead—killed off by more efficient 2 engine competitors, an economic downturn, and a trend towards mid-sized jets for long routes..
Nothing short of icon status, the design represents a different age and mindset in commercial airline travel. The 747 was considered the most successful wide-body aircraft delivered, until surpassed by the 777, which entered service (by United Airlines) in 1995.
Nowadays, commercial airline operators are optimizing their fleet with smaller capacity, more fuel-efficient platforms that require less maintenance. Demand for an aircraft as large as the 747, which can carry nearly 700 people, has waned. The aircraft has found a new purpose within the cargo industry, where demand has surged.
Pan AM’s First Boeing 747. Photo: Rob Russell
The 747 arrived in a competitive era, where bigger was better. Pan Am’s CEO Juan Trippe was seeking an aircraft “at least” twice the size of the 707. Boeing rolled out the 747 — which was 2.5 times the size – and the plane embarked upon its legendary career in Pan Am colors in 1969. Trippe ordered 25, and both PanAm and Boeing set about making strides to match productivity to possibility. The super-sized concept was to “democratize” air travel in terms of affordability; Trippe invented a tiered pricing structure with lower cost fares deemed “tourist class” (which are equivalent to ‘economy class’ seats).
In the 1970’s, Boeing’s 707 and the Douglas DC-8 were the workhorse for commercial passenger travel. How exciting to imagine a time where commercial demand (and passenger excitement) pushed the envelope of bigger/faster. As exciting as this prospect may sound, it crippled Boeing, as the projected cost to build the plane was substantially off the mark. Overeager Pan Am ordered more 747’s than they could afford – a grim mistake that contributed to their eventual demise (although not until 1991, this was a contributing factor).
Given the design’s enormous size, Boeing needed an entirely new facility to support the undertaking – a parcel consisting of a staggering 780 acres. Boeing designed and constructed the new facility in June 1966 in Everett, Washington. It was a harried undertaking of tremendous scale: To date, the plant is still the largest building by volume ever built. Lending to chaos: 747’s full-scale mock-up was built before the factory roof was complete.
A major certification hurdle to clear was safely evacuating 560 passengers from the double-decker design; The FAA mandated the evacuation be complete within a timeframe of 90 seconds. The cumbersome spiral staircase leading to the upper deck area complicated the evacuation process. Slides were implemented for evacuation procedures — but falls on the staircase were not uncommon, according to a former American Airlines employee who worked aboard the plane until the late 1990’s.
The First Boeing 747 after the rollout ceremony. Photo: Scandinavian Airlines
The first test flight took place on February 9, 1969, in which the 747 demonstrated overall favorable flight characteristics. Furthermore, the design was resistant to the “Dutch roll” phenomenon that had plagued earlier models of swept-wing jets. Later stages of flight testing revealed a high-speed flutter, resolved by inserting depleted uranium counterweights in the outboard engine nacelles.
The high-bypass ratio engine-to-power, wide-body aircraft design brought forth a new era for Pratt & Whitney. The 747 utilized the JT9D engines, which were put to work in subsequent designs including the 767, Airbus A300 & 310 and McDonnell Douglas DC-10. Production ended in 1990, but to date, more than 3,000 engines have been delivered, with 600 take-offs each day.
On January 15, 1970, First Lady Pat Nixon christened the first commercial 747 at a ceremony at Dulles International Airport. It was an astonishing concept and an intriguing chapter for aviation. But truth be told, the project was a dramatic gamble for Boeing. The scope itself was massive, requiring a team 50,000 employees. From the cost perspective, unthinkable; considering development to production, and the support beyond. In the tedious months leading up to the roll-out, the company was bleeding money, with a debt of nearly $2 billion. In a scramble, Boeing somehow secured desperately needed funding from outside investors. Yet, Boeing pulled it off, and was unrivaled in passenger aircraft production for many years.
Boeing 777-9 prepares for its first flight. Photo: Boeing
To date, Boeing has built 1,557 of the wide-body jets, with 15 more orders on the books (this equates to about two years to fulfill existing orders). But that appears to be the end of production, although demand will keep existing models (primarily cargo versions) flying for years to come. The 747 was the first true jumbo jet, a visionary and legend of a truly boundless era for dreamers and doers alike.
Emirates A380. Photo Simon_sees Australia (CC BY 2.0)
Competitor Airbus terminated the A380 in 2019 because demand for very large passenger aircraft has dwindled. The program was projected to produce 1,200 A380’s, but just 300 were delivered. Newer, smaller platforms, such as the Boeing 737, have superior capabilities with advantages of efficiency and reduced operating costs. Air carriers have waved off the antiquated vision that led to the 747 and jumbos like it; the modern market drives a different mission profile and therefore, smaller planes to suit.
While unfortunate to see an era come to pass, it is not without a great deal of respect and pride. The 747 shines, especially when compared in scale to its evolutionary ancestor: the 707. It took a great deal of heart and courage to dream it, design it and build it, and then to fly and operate for a span of fifty years.
TYLER, Texas — The Air Force F-35A Lightning II will thunder over East Texas on Saturday demonstrating precision maneuvers and speed of the fifth-generation fighter jet during an Independence Day airshow.
Capt. Kristin “BEO” Wolfe serves as the F-35A Demonstration Team‘s commander and pilot. Last February, she became the Air Force’s first female single-ship aerial demonstration pilot.
Capt. Wolfe and her team will perform on Independence Day during the Thunder Over Cedar Creek Lake air show. The single-day event is scheduled to be the first air show for several of the Air Force’s jet demo teams, including the F-35A.
Air Force F-35 Demo Team pilot Capt. “BEO” Wolfe performs a quick climb during a recent launch. (USAF)
Standing on the flightline near the dark gray jet, this aerospace journalist spoke with the veteran fighter pilot. Her excitement while discussing the flight performance echoed loudly through her words.
“Our team is beyond excited to perform at Cedar Creek this weekend,” Capt. BEO Wolfe said on Thursday. “This will be our first public demonstration since we officially stood up the team at Hill Air Force Base.”
“We’re ready to show the jet off, represent the combat-ready Airmen at the 388th Fighter Wing, and celebrate the 4th of July weekend in Texas,” Capt. Wolfe added.
Wolfe is a 2011 graduate from the University of Alabama, earning a Bachelor of Science in Chemical Engineering. A short time later, she began training as a pilot in the Air Force and earned her silver wings in September 2012.
The flying over Cedar Creek Lake, located southeast of Dallas, is scheduled to begin just after 5:10 p.m. CDT. Capt. Wolfe discussed what air show guests will witness as she performs after 6 p.m.
A P-51 Mustang flies in formation with the F-35A Demonstration Team during a heritage flight practice on June 17, 2020. The Heritage Flight is a crowd favorite at air shows across America. (USAF)
“We are planning to showcase the entire demo routine in addition to participating in a Heritage Flight,” Capt. Wolfe explained. “Our flight schedule is yet to be finalized, and hopefully the weather holds out for us to show you the entire performance.”
The entire F-35 Demo Team has worked long hours at their home base of Hill AFB this year. Cedar Creek Lake will mark Beo’s first full public flight demonstration since joining the team.
Nodding with a big grin, Capt. Wolfe hopes to see some vapor trail-off her aircraft on Saturday. The forecast for the early evening show calls for great weather with temperatures near 90 degrees.
F-35A Lightning II Demonstration Team pilot and commander CAPT. KRISTIN “BEO” WOLFE flies during a recent airshow practice. (U.S. Air Force)
“The final maneuver we perform is the Tactical Pitch, which is always a crowd-pleaser as we show off the high angle-of-attack maneuvering of the jet,” she explained. “Ultimately, we’re really hoping the Texas humidity and environmentals over the lake can give us some awesome vape for multiple maneuvers.”
Cedar Creek Lake air show officials and the Air Force are asking guests to practice social distancing to protect the health of everyone attending. F-35 Demo Team spokesperson Capt. Kip Sumner emphasized that the safety of team members and Airmen is a top priority.
“We encourage everyone coming to see at us the show to wear face-masks, practice social distancing, and follow all other CDC guidance,” Capt. Sumner explained. “This will ensure the safety of other airshow attendees and our Airmen.”
He added the team will post updates during Saturday, and include photographs and video across their social media @F35DemoTeam.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
PENSACOLA, Fla. — The U.S. military will celebrate America’s independence on Friday with flyovers of Mount Rushmore‘s National Memorial by the Air Force and the Navy’s Blue Angels.
Nearly 7,500 guests are expected to visit the Black Hills of South Dakota for the “Salute to America” event on Friday. President Donald Trump, a huge fireworks display, and live music are also scheduled.
The events will be broadcast live beginning at 6 p.m. MDT. The United States Air Force Academy concert band is also scheduled to perform patriotic music during the event.
The Navy’s Flight Demonstration Squadron will perform a postcard flyover of the four presidents carved into the mountain. Flying in a six-jet delta formation, the Blue Angels will fly around 8:00 p.m.
“We are currently involved in planning and coordinating our support with the National Park Service,” LTJG. Chelsea Dietlin, Blue Angels public affairs officer, told AvGeekery.com.
A B-1B Lancer thunders down the runway at Ellsworth Air Force Base, S.D., on April 21, 2020. (USAF)
Ellsworth Air Force Base’s 28th Bomb Wing is home to the B-1B Lancer heavy bomber. Located 30 minutes northeast of the national memorial, the military base’s B1-B is also scheduled to flyover.
Guests attending the event received tickets last week through a lottery system which closed on June 8. Ticketed participants will be allowed to enter the national park beginning at 3:00 p.m.
“Now more than ever, South Dakota and our nation need something to look forward to, and we can’t think of a better event than celebrating our nation’s independence at Mount Rushmore National Memorial,” Jim Hagen, Secretary of the South Dakota Department of Tourism, said Wednesday.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
PENSACOLA, Fla. — The Blue Angel’s newest cargo and personnel aircraft, known as “Fat Albert” has joined with her crew in the United Kingdom to conduct final flight tests prior to their homecoming flight to Florida.
The all-Marine crew for the C-130J Super Hercules are in Cambridge, England, to perform a series of flight tests. Her flight crew, including Capt. Beau Mabery, Capt. Rick Rose, and Capt. William Huckeba, will then fly Fat Albert back to the United States in mid-July.
“Over the next few weeks, team members will conduct a series of maintenance tests,” LTJG Chelsea Dietlin, Blue Angels public affairs officer said on Tuesday. “(They) include an aircraft systems operational check out and a functional check flight, prior to completing the transatlantic flight to the United States.”
Bert’s eight member crew includes SSgt. Anthony Black, GySgt. Mike Burgess, SSgt. Chris Carter, MSgt. Jason Glatfelter, and GySgt. Chris Maxheimer. They are “responsible for transporting road-crew personnel, supplies, and equipment to and from each show site throughout the season,” Dietlin added.
Fat Albert has been a crowd favorite at air shows for 50 years, performing during the first 12 minutes of the Blue Angels flight demonstration prior to the jets performance. (Charles Atkeison)
This Super Hercules, C-130J Bureau Number (BuNo) 170000, will become the fourth Fat Albert cargo craft over the past 50 years. Last year, the Navy’s flight demonstration squadron retired number three due to age and performance.
On Tuesday, the Blue Angels released a striking image of the newly painted Fat Albert with her pilots. The aircraft received a new, updated blue, gold, and white paint job while at the Marshall Aerospace and Defense plant last February.
Marshall has supported C-130 aircraft around the globe for five decades. During the last seven months, they have updated the aircraft’s flight control systems and given Bert a new paint job.
“You will notice a couple changes to the paint scheme,” LTJG Dietlin explained. “The flight surfaces now have yellow tips, similar to our F/A-18s, 2 stripes run down the side of the aircraft and the iconic white top has been changed to a tear drop design.”
If approved, the Blue Angels C-130J’s first air show site will be Thunder Over Michigan. The two day air show begins August 29 in Ypsilanti near Detroit.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
TYLER, Texas — The first large-scale airshow of the year will take place Saturday as military jets and aerobatic planes salute America’s independence during the Thunder over Cedar Creek Lake Air Show.
U.S. Air Force jets have been cleared to perform, and will join warbirds and aerobatic planes during the single-day airshow. The flying is scheduled to start at about 5:10 p.m. CDT, and conclude four hours later.
“The Cedar Creek Lake air show performance takes place entirely over the water,” Lynn Thomas, president of the Cedar Creek Veterans Foundation, told AvGeekery.com on Monday. “You can watch the action packed evening free from your boat on the lake or the surrounding area.”
The Air Force F-16 Viper Demonstration Team’s primary jet “Venom” performs on June 18, 2020. (USAF)
The F-16 Viper, A-10 Warthog, and F-35A Lightning II will thunder across Cedar Creek Lake. The popular military aircraft were recently cleared to perform on July 4th.
Led by pilot Maj. Garret “Toro” Schmitz, the F-16 Viper will demonstrate the multi-role fighter. Sporting a new viper snake paint job, the jet will perform tight maneuvers and fly near the speed of sound.
Maj. Cody “ShIV” Wilton pilots the A-10C Thunderbolt II. The crowd-favorite aircraft will join other aircraft for the Air Force Heritage Flight.
F-35A Demo pilot Capt. Kristin “Beo” Wolfe will showcase the handling of the nation’s fifth-generation fighter jet. Capt. Wolfe, who serves as the team’s commander, is the Air Force’s first female single-ship demonstration pilot.
“The F-35 demonstration team serves to showcase the capabilities of the F-35A Lightning II, but also to showcase our Airmen and the Air Force way of life,” Capt Kip Sumner, F-35 Demo Team spokesperson said on Monday. “When we travel to different air shows across the country, we’re there to recruit, engage and inspire the next generation.”
The 15th annual Cedar Creek Lake event was started by local MiG-17 pilot Randy Ball. World War II-era aircraft attending include a B-17 Flying Fortress, C-47 Skytrain, and P-51 Mustang.
Aerobatic pilots Matt Younkin, Mike “Spanky” Gallaway, Kevin Miller, and the Texas-based formation flying team Falcon Flight are also scheduled to perform.
MiG 17 Pilot Randy Ball lights the fires on take-off during a 2018 air show performance. (Charles Atkeison)
The air show has grown to become a popular charitable fundraiser for local veterans.
“Thunder Over Cedar Creek Lake is a fundraiser hosted by the CCVF and proceeds go to assist East Texas veterans,” Thomas said. “CCVF is making a difference in the lives of veterans, donating almost $300,000 to veterans’ charities since its inception.”
“Many people enjoy the airshow each year not realizing that the purpose is to raise money for East Texas Veterans,” she added.
Thomas said air show guests and those interested can donate online. CCVF is a 501c 3 organization and all donations are tax deductible.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Proposed business jet brings marries ultra efficiency of new Airbus offering with potentially uber luxurious cabin.
A new airplane design is always an exciting revelation, often striking the proverbial creative match of other great minds. In this vein, the Airbus A220 has evoked fresh interest, evolving a 120-150 passenger airliner to an ultra-modern corporate concept.
The A220 was designed by Bombardier Aerospace and marketed as the CSeries, though the program was later sold to Airbus. It made its first flight in 2013 and awarded type-certification in late 2015. It entered service as a passenger airliner in December 2016.
Conceptually, it achieves 20% lower fuel-burn with half of the noise of previous generation aircraft using Pratt & Whitney PurePower PW1500G turbofan engine. The A220 shares 99% of line-replaceable units and the same family of engines, a major incentive for operators. Pilots transition seamlessly between the A220-300 and A220-100, reducing training costs and easing the curve. Of course, one challenge for Airbus is that the type rating is transferrable to other airliners in their portfolio.
About the proposed business jet
Kestrel Aviation selected this airframe for an emerging market share: next gen airliner capability for the corporate traveler. Their concept seats 10-32 passengers in complete luxury, with a mission profile serving transatlantic, middle eastern and Asian destinations. Their prototype offers a 7-zone cabin, with 3 fixed stations (galley/entry, main lavatory, and a master suite featuring a full bathroom) and 4 customizable area configurations. Bannering industry-first super-size bandwidth communications, passengers can relax in a next-gen media lounge with a 75” television.
Designed in collaboration with Camber Aviation Management and Pierrejean Aviation, their proprietary expertise achieves these milestones and simultaneously reduces both design and certification costs. While currently just a prototype, the cool-factor is certainly jawdropping. It will be interesting to see if further developed.
Prop Gun is One of the Best Movie Spoofs We Have Ever Seen
There are some great gag films out there. Class videos are sometimes seriously entertaining too. We’ve managed to dig up some of the best, and we’re always looking for more. This one was uploaded to Vimeo by Prop Gun P-3 and stars Patrol Squadron ONE (VP-1) Screaming Eagles. We’ll have much more about the rich history of the Screaming Eagles after you enjoy their hilarious send-up of the movie we love to slam- but inexplicably tune in whenever it appears on the guide anyway.
Born to Combat German Unterseeboots
The history of VP-1 gets a little confusing, so try to keep up. VP-1 as we know the squadron today was originally established as Bombing Squadron 128 (VB-128) Fleet’s Finest at Naval Air Station (NAS) DeLeand in Florida on 15 February 1943 flying Lockheed PV-1 Ventura patrol aircraft. VB-128 later moved to NAS Floyd Bennett Field in New York, Reykjavik in Iceland, and San Juan and Ensenada Honda in Puerto Rico. With the U Boat threat diminished in the Atlantic the squadron was transferred to the Pacific theatre, arriving at NAS Alameda in California on 26 September 1944. VB-128 was then redesignated Patrol Bombing Squadron 128 (VPB-128) on 1 October 1944.
PV-1 Ventura. Image via National Naval Aviation Museum
Pacific Vagabonds
The Fleet’s Finest made their way to NAS Kaneohe in Hawaii by 6 October 1944. Training flights from Kaneohe to Midway kept the squadron busy until a 21 December 1944 move to Owi Airfield at Papua in New Guinea. VPB-128 moved to Guiuan at Samar in the Philippines and received new PV-2 Harpoon patrol bombers on 28 February 1945. From that point forward VPB-128 was in the thick of the fighting in the Philippines, flying anti-submarine, anti-shipping, and strike missions against Army-designated land targets.
PV-2 Harpoon. Image via National Naval Aviation Museum
Home for New Steeds
VPB-128 was redesignated Patrol Squadron 128 (VP-128) in May of 1945 and soon thereafter moved to Tinian in the Marianas to fly sea patrol and weather reconnaissance missions. With the end of the war VP-128 moved to Kadena in Okinawa and was redesignated (yet again) as Medium Patrol Squadron (Landplane) One (VP-ML-1). The unit finally returned to the States in March of 1947, arriving first at NAS North Island in San Diego. There VP-ML-1 transitioned to another Lockheed maritime patrol aircraft- the Lockheed P2V Neptune. After the transition to Neptunes was complete, the Fleet’s Finest moved to NAS Whidbey Island in Washington on 13 January 1948 and was later that year (finally) redesignated Patrol Squadron ONE (VP-1).
image via national archives
To War in Korea
VP-1’s first combat deployment from Whidbey was to Naha Air Force Base (AFB) on Okinawa arriving on 7 August 1950. There the squadron was tasked with patrolling the Formosa Straits and interdicting enemy supply vessels. Combat operations commenced on 19 August 1950. VP-1 eventually deployed to Naha four times during the Korean War. During the mid-1950s the Navy decided to demonstrate the P2V Neptune’s worldwide reach. On 21 April 1955 VP-1 (the entire squadron) departed Whidbey on the first around-the-world flight by a patrol squadron. When they returned to Whidbey on 5 May 1955 the value of the Neptune had been proven and it’s future service secured.
image via us navy
WestPac With the Fleet’s Finest
VP-1 deployed to Southeast Asia for the first time on 7 October 1964. Over the next eight years the Fleet’s Finest deployed detachments to such garden spots as Tan Son Nhut, Da Nang, and Camh Ran in South Vietnam, MCAS Iwakuni in Japan, Sangley Point and Cubi Point in the Philippines, and U-Tapao in Thailand.
Fighter Mafia: A series of articles dedicated to Colonel John Boyd, Thomas P. Christie, Pierre M. Sprey, Chuck Myers, Colonel Everest Riccioni, Harry Hillaker, Walt Fellers, Dr. Raymond Leopold, James Burton, Colonel Mike Wyly, and Franklin “Chuck” Spinney – the Fighter Mafia and Acolyte core; an independent, free-thinking group of pentagon analysts, pilots, and engineers that demonstrably changed the culture, theory, and production of air combat assets.
“Who’s The Best Pilot You Ever Saw?”
Many of us self-proclaimed aviation geeks that watched this movie scene from “The Right Stuff” humbly muttered “me of course” just loud enough for any fellow viewer’s benefit! However, according to Franklin C. (Chuck) Spinney, one distinctive man held that honor – Colonel John Boyd.
John boyd in korean war: official us government photo
Why would Spinney, a non-flying research engineer, bestow such an accolade upon Boyd (commonly referred)? Perhaps Boyd held ACE status for combat kills? No he did not. Maybe Boyd commanded large fighter squadrons? Again he did not. Surely Boyd distinguished himself aeronautically through combat performance over many conflicts? Alas, not that either. Boyd flew combat missions in Korea, instructed at the USAF Fighter Weapons School, then spent a career in the Pentagon. So why did Spinney consider Boyd the Greatest Fighter Pilot? Read on and find out.
Background
Originally from Erie, Pennsylvania, John Boyd’s humble beginnings originated shortly after his birth in January, 1927 when his traveling salesman father, Hubert, passed away in 1930 from pneumonia. Boyd’s mother Elsie, desiring to maintain a strong image, reared the family through the depression. During high school, Boyd first slipped the surly bonds of earth most likely sealing his aeronautic enthusiasm.
Two U.S. Army Air Forces North American AT-6C-NT Texan trainers (s/n 42-43925, 42-43929) in flight near Luke Field, Arizona (USA), in 1943: official usaf photo
Earning His Wings
Boyd enlisted in the U.S. Army Air Forces in April, 1945 as an 18-year- old swimming instructor and served in Japan from January 1946 to January 1947. After serving overseas, John received a Bachelor’s degree in Economics and commission from the University of Iowa through the Reserve Officer Training Corps. Boyd excelled in pilot training flying the North American T-6 Texan and completed pilot training in 1951. During fighter bomber escort training, Boyd piloted the Lockheed F-80 Shooting Star then completed North American F-86 Sabre training.
F-80 Shooting star: official usaf photo
To War in Korea
The US Air Force (USAF) sent John Boyd to Suwon Air Base in South Korea as an F-86 Sabre pilot where he flew 22 combat missions. Though MiGs and MiG kills remained elusive for Boyd, he quickly became the most proficient fighter pilot in the squadron. His exemplary talents and passion for aviation led fellow pilots to request briefings and tactics instruction. Boyd accepted the challenge and developed briefings on aerial tactics, and thus began Boyd’s next 40 years of original thinking and teaching. The Korean War ended and Boyd reported for duty at Nellis Air Force Base (AFB), Nevada in 1954 to complete Advanced Flying School.
image via US Air Force
USAF Fighter Weapons School
Upon graduation from the Advanced Flying School, Boyd immersed himself in the process of changing then-current air-to-air combat training. Post World War II, the USAF oriented its mission toward long range bombing at high altitude and all but dismissed air-to-air combat. Boyd quickly became the most knowledgeable person in the Air Force regarding tactics during aerial combat and began training at the USAF Fighter Weapons School in 1955. Upon completion of his FWS training Boyd remained at Nellis as an FWS instructor.
When It Comes to Safety, No Other Industry Has Evolved as Quickly as Aviation
In comparison with other industries, in a span of one hundred years, has anything evolved so marvelously as aviation? With planes, we mastered distance. Distance, achieved through precise navigation, was once a thing of crinkly paper charts, and instrumentation, reliant upon intricate gears and gyro mechanisms. Pilots followed needles into and through the clouds and, given the improbability of all that, humans handled it with respectable capability. Smart people kept going, kept pushing.
image via national archives
The Best of Times?
Has general aviation (GA) already enjoyed its peak, perhaps in the dawn and rise of the jet age? Some aviators recognize the heyday of the market as being the 1960s and 70s, given the number of aircraft manufactured. Many shudder in reflection of the 1980s, a notoriously rough decade in which production plummeted and mostly ceased altogether. However, something interesting sparked in the 90s, a tsunami of technology. Although difficult to pinpoint the mechanism of change, there was a catalyst.
image via cessna
Revolutionary and Evolutionary
While planes haven’t changed all that much, but the technology has, dovetailing in the vein of safety. Was it Mooney with the gen one autopilot, a wing-leveler, of the 1960s? How about Garmin and the Global Positioning System (GPS) in 1995, with the humble handheld 195, a tiny screen of grey dots? The Cirrus SR20, launched in 1999, with the revolutionary type-certified ballistic parachute technology?
image via cirrus
GPS Begat Glass Cockpits
Garmin had sold 3 million GPS devices in the form of fifty products by the year 2000. Garmin then began working with a subsidiary of famed parcel-carrier United Parcel Service (UPS) to develop a line of panel-mounted GPS products for their fleet of aircraft. This launched the research and subsequent development of the integrated cockpit systems that revolutionized the commercial and corporate aviation industry– and hence, the GA market.
Image via cirrus
Benefits for Experimental Aviation
The modern GA pilot has the luxury of choice in the platform in which they choose to fly, most elementally in the form of certified or experimental category aircraft. While the concept of experimental, or kit-built aircraft, was born in the 1950s, technology has driven the rise of this market to 33,000 strong, according to the Experimental Aircraft Association. A fascinating segment of the general aviation market, experimental aviation boasts the appeal of cost savings, among other worthy ideals. For example, having an autopilot aboard has been a notoriously expensive and therefore, a luxury item rather than an incredibly effective safety tool. The advent of digital technology made it possible to equip a single-engine land airplane comparably, and affordably, to what was and is available to the certified market.
image via bill walton
And the Award Goes to…
What was the most important advance in GA safety? Was it the development of the Cirrus aircraft, or Garmin’s revolutionary GPS navigation-based systems, or comprehensive Flight Management System (FMS) offerings from Dynon or even Avidyne? Whatever came first, the chicken or the egg of this incredible technology, is not what matters. What matters is that the feature- and option-rich selection is at the fingertips of the general aviation consumer. Even better than that is one need not be uncommonly affluent to enjoy these benefits.
image via dynon
For more (including a really cool video of a Cirrus Vision Jet landing itself), tap NEXT PAGE below.
These MC-130Js Can Go Places and Do Things You Don’t Need to Know About
The United States Air Force (USAF) has operated the Lockheed MC-130J Commando II since 2011. These shadowy we-were-never-there special operations-centric airlifter/tankers operate around the world, but you’ll have a hard time proving it. So when not one or two, but four of them show up flying the Mach Loop in Wales it’s a happening. The mesmerizing video footage and crisp still images captured while the MC-130Js flew four laps through the Mach Loop were captured by and uploaded to YouTube by Dafydd Phillips. More about the Commando II after the video.
According to the US Air Force, the Commando II flies “clandestine, or low visibility, single or multiship, low-level air refueling missions for special operations helicopters and tiltrotor aircraft, and infiltration, exfiltration, and resupply of special operations forces (SOF) by airdrop or airland intruding politically sensitive or hostile territories.” The MC-130J primarily flies missions at night to reduce probability of visual acquisition and intercept by airborne threats. Its secondary mission includes the airdrop of leaflets (yawn). We already know the J series Hercules are capable of some absolutely incredible aerial feats.
MC-130J Commando II. Image via US Air Force/DVIDS
Sophisticated Yet Unapproachable
From the Air Force sales glossy, the MC-130J Commando II features the new Enhanced Service Life Wing (ESLW) along with an advanced two-pilot flight station with fully integrated digital avionics, fully-populated Combat Systems Operator (CSO) and auxiliary flight deck stations, 13 color multi-functional liquid crystal displays, head-up displays, fully integrated navigation systems with dual inertial navigation system (INS) and global positioning system (GPS), fully-integrated defensive systems, low-power color radar, digital moving map display, and new Rolls-Royce AE 2100D3 turboprop engines spinning six-bladed, all-composite Dowty propellers.
MC-130J COmmaNDO II. Image via US Air FOrce
Fully Loaded- Even Before the Payload
Also present in the MC-130J are a digital auto pilot, improved fuel, environmental and icing-protection systems, enhanced cargo-handling system, the Universal Air Refueling Receptacle Slipway Installation (UARRSI), dual air refueling pods, Electro Optical/Infrared (EO/IR) System, dual satellite communications (SATCOM) systems for voice/data, 60/90 kilovolt-ampere (kVA) generators, increased DC electrical output, loadmaster/scanner restraint system, and Large Aircraft Infrared Countermeasures (LAIRCM) provisions. Talk about loaded!
MC-130E COMBAT TALON I (Left) and MC-130P COMBAT SHADOW SPecial Operations Airlifters. Image via US Air Force/DVIDS
Replacing Spec Ops Legends
The MC-130J has largely replaced the aging fleet of 37 special operations-dedicated MC-130E Combat Talon I and MC-130P Combat Shadow airlifter/tankers. The original name for the MC-130J was Combat Shadow II in honor of the MC-130P but was renamed in 2012 to Commando II. Previous special operations Hercules variants were modified after they were built to include mission equipment, but the Commando II was the first to be built from the wheels up as a spec ops airlifter/tanker. The first MC-130J was delivered in 2011.
MC-130E Combat Talon I. Image via US Air Force/DVIDS
Is That Overworked CSO Paid Double or What?
Commando IIs operate with a 5-member crew. The Combat Systems Operator (CSO) navigator and the enlisted flight engineer positions, previously part of the Combat Shadow crews, were eliminated in the MC-130J. So in the Commando II the remaining CSO handles electronic warfare, navigation, and aerial refueling. The 522nd Special Operations Squadron (SOS) was the first unit to operate the MC-130J Commando II. MC-130Js operate primarily out of RAF Mildenhall in the UK and Kadena Air Base in Japan when forward deployed and from Hurlburt Field in Florida and Kirtland Air Force Base in New Mexico when stateside. Just don’t tell them we mentioned it!
MC-130J Commando IIs out of Kadena. Image via US Air Force/DVIDS
There’s something truly mystical about disconnecting the automation and holding thousands of pounds of heavy metal and thrust in the palm of your hand. For every pilot, the chance to truly “fly” an airplane is a blessing; the chance to do it without the constraints and restrictions of your typical localizer and glideslope while meeting the aspects of safety/regulation? Priceless. Yanking and banking into LaGuardia (KLGA) on the Expressway Visual 31 is just one of the few visual approaches that affords an aviator the chance to become one with the machine…and with a view!
Billy Joel said it best, “I don’t have any reasons, I left them all behind. I’m In a New York State of mind…” As the concrete jungle boasts its skyscrapers to the left side, your eyes dart back and forth between instrumentation and visual cues.
Twin white tanks are typically the iconic landmarks for pilots to initiate a right turn and begin their shallow descent to Runway 31 at LGA via the Long Island Expressway and Flushing Meadow Park. As Citi Field comes into view, you dip your wing left and wave to the Mets as you roll out and transition to final for 31. Configured, confident, and still questioning how they let you do this for living…you smoothly make those final adjustments with pitch and power, letting that rubber on your wheels smoothly kiss the pavement. Ladies and gentlemen, welcome to NYC.
Flying Into LaGuardia Takes Preparation and Planning
As with every approach, essential planning and preparation is key. Timely configuration must be accounted for in an effort to reduce the chance of ‘falling behind the aircraft’. Crossing DIALS higher than 2500’ feet sets the stage for a high final and subsequently high sink rates, excessive control inputs and a fairly unstable approach (GO AROUND!) Moreover, it is imperative to continue the descent and avoid the tendency to slightly ‘level off’ as you bank left around Citi Field. When you factor in some wind, minimal separation, and speed constraints…you’ve certainly got your hands full!
A relatively rare Jeppesen visual approach plate. (Not for navigation…Illustrative purposes only)
In an age of automation and regulation, gone are the days of ‘Cowboy Flying’ where stabilized approach criteria never existed, and go-arounds were only for the weak. With safety at the forefront of everything we do, unleashing the inner desire to truly manipulate the controls can often be restrained and frankly frowned upon.
Nevertheless, it is approaches like the Expressway Visual 31 that remind us that we are indeed commanders of our ships. As we guide our hands back onto the yoke and slip our thumbs over the autopilot disconnect button, as the altitude alerter chimes and NY Approach tells us to transition to Tower frequency, there’s a brief lapse in time where everything seems to trickle to a halt. And In that final turn, as Runway 31 comes into grand view, you can’t help but crack a smile and realize…you’ve got the best job in the whole world.
Have hope. Airline pilot hiring will resume – because it must!
Theologian Thomas Fuller wrote this in 1650 intending that hope exists regardless of unfortunate circumstances. Given the state of the airlines and economy in the past six months due to the coronavirus – few could have forecast the negative impact to the aviation industry. U.S. regional airlines like Compass and Trans States stopped operations.
Most major passenger airlines have decreased passenger capacity 85% or more and participated in the grant/loan program offered by Congress. The likelihood that some airlines may furlough employees on October 1st exists considering the current passenger count of 441,255 constitutes only 16.5% of the 2.6 million passengers from a year ago. However, as the economy recovers and passengers resume traveling, due to the Age 65 mandatory retirement for currently employed airline pilots – the hiring WILL resume, and most likely to the aggressive pace before.
Delta Connection EMB-170. Photo: Avgeekery
The International Air Transport Association (IATA) forecasts an annual average global passenger growth rate of 3.7% over the next 20 years . The largest U.S. airline pilot employers (Delta-14,500+, American-15,000+, United-13,300+, FedEx-5000+, Southwest-9,800+, UPS-2,900+) employ almost 61,000 pilots currently. Of those, 67% will reach mandatory retirement age 65 by 2033 according to airlinepilotcentral.com. The rough total number of all Regional (22,000), National (19,000), Cargo (13,000), and Legacy (43,000) pilots sums to just over 101,000. The six aforementioned airlines constitute over 60% of all commercial pilots in the U.S. and will be the genesis for any future hiring.
The following chart depicts these six individual airlines and their Age 65 retirement forecast from 2020 through 2033.
Note that some airlines peak at different times and some have a more level retirement number. By adding each airline together by year, we can get an aggregate amount of retirements over the same time period.
The Darkest Before The Dawn For Airline Pilot Hiring 47
In 2025 – nearly 3,000 current pilots will retire that year and serves as the peak of forecasted Age 65 retirements. The last chart indicates the retirement projection for those currently flying in those six airlines.
The Darkest Before The Dawn For Airline Pilot Hiring 48
As the chart indicates, by 2033, these six companies could absorb nearly all the regional, national, and cargo pilots that are flying today. With the IATA’s forecast of 3.7% annual passenger growth, these charts do not indicate any growth of carriers. However, applying just a 1% growth in hiring would result in an additional 9,000 pilots to these companies over the same time period. Hopefully, the new dawn of hiring overtakes whatever darkness may occur in the next year.
PENSACOLA, Fla. — The Navy’s Blue Angels are officially four weeks from their first public performance as the Pensacola Beach Air Show moves forward across the Emerald Coast.
Committee members with the annual air show announced Wednesday the event remains on schedule for July 8-11. The Blue Angels will be joined by several top aerobatic performers during Red, White and Blues Week.
Air show officials also announced new guidelines in the hopes of keeping massive crowds from gathering. The show will be four full days and the aerobatic box will cover Pensacola Beach and Perdido Key.
The Navy’s Blue Angels perform a pass before Pensacola Beach Airshow guests in 2018. (Charles Atkeison)
“After multiple meetings between the Santa Rosa Island Authority staff and air show performers, the staff proposes the SRIA continue planning the 2020 Pensacola Beach Air Show in July,” Robbie Schrock, Director of Administration with Santa Rosa Island Authority, explained. “The air show program this year is built around social distancing in observance of the Centers for Disease Control and Prevention recommendations for the COVID-19 virus.”
New this year, the air show will be a full four-day event, with each day having a full show. SRIA hopes this will allow the public more opportunities to watch the flight demonstrations.
A complete air show schedule is expected on June 26. The flying will also begin along the beach before noon each day.
Civilian aerobatic acts scheduled to perform include Skip Stewart, Gary Ward, and Kevin Coleman. They will begin the flying with the Blue Angels concluding each day.
Blue Angels left wing pilot Maj. Frank Zastoupil flies in the diamond formation during a recent training flight over Naval Air Station Pensacola and Pensacola Beach. (U.S. Navy/ MC2 C. Gordon)
Schrock also notes there will be no air show center point this year. This is in keeping with CDC guidelines so that crowds do not bunch up on the beach in front on the marker.
“There is simply just something extra special about watching your hometown heroes perform over the most beautiful place in the world, Pensacola Beach,” Schrock said. “It doesn’t matter how many times I have seen them perform, I literally still get chills watching them.”
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
If you’ve been a reader of Avgeekery for a little while, you’ll know that we have a soft spot for amazing remote controlled aircraft. We first highlighted the giant Virgin 747 model. Then we also did a story about a pretty fantastic A-10 Warthog model that shot real Nerf darts at ground targets. When we found this L-1011 model on YouTube we had to share it with our fans.
This giant Eastern Airlines L-1011 TriStar is absolutely spectacular. It features an actual turbojet engine combined with working flaps, gear, strobe lights, and even an accompanying remote control tug. The jet itself is huge and it used the full RC runway on takeoff plus some from its home base in Switzerland.
The Lockheed L-1011 itself holds a special place in many avgeeks hearts. It was designed at about the same time as the DC-10. The real jet featured advanced avionics and amenities ahead of its time but teething problems with its engines and tough economic times led to less than 300 jets total being sold. It also led to Lockheed exiting the passenger jet market in favor of the more lucrative and steady defense industry.
Still, we salute Dominik for his faithful giant RC model creation and we thank RCHeliJet for sharing another fantastic video.
VS-32’s Storied History Came to a Close Not Long After They Made This Awesome Viking Video
Sea Control Squadron THREE TWO (VS-32) Maulers completed their final combat deployment aboard the aircraft carrier USS Enterprise (CVN-65) when they returned to Naval Air Station (NAS) Jacksonville on 15 December 2007. During this, the final deployment for a full Lockheed S-3 Viking-equipped squadron, the Maulers flew 960 sorties totaling more than 2,200 flight hours and logged more than 950 carrier landings. VS-32 supported ground forces in Afghanistan and Iraq by conducting maritime security operations while operating at sea for 180 days. Enjoy the Maulers starring in the last Hoover combat cruise as uploaded to YouTube by Triple Nickel.
During CVW-1’s 7 July 2007 – 19 December 2007 OIF deployment aboard the Big E, in addition to the Maulers, the Air Wing consisted of VFA-211 Fighting Checkmates flying the McDonnell Douglas (Boeing) F/A-18F Super Hornet, VMFA-251 Thunderbolts, VFA-136 Knighthawks, and VFA-86 Sidewinders flying the McDonnell Douglas (Boeing) F/A-18C Hornet, VAQ-137 Rooks flying the Grumman EA-6B Prowler, VAW-123 Screwtops flying the Grumman E-2C 2000 Hawkeye, and HS-11 Dragonslayers flying the Sikorsky HH-60H Rescue Hawk and SH-60F Sea Hawk helicopters.
Image via US Navy
VS-32 Deployed
VS-32 first deployed aboard the escort carrier USS Palau (CVE-122) in 1950. Since then the Maulers have deployed as part of Anti-Submarine Air Group FIVE FOUR (CVSG-54) aboard the Essex-class antisubmarine carriers USS Lake Champlain (CVS-39), USS Essex (CVS-9), USS Randolph (CVS-15), USS Wasp (CVS-19), and USS Tarawa (CVS-40) among others and several other CVEs as well.
USS Lake Champlain (CVS-39) with VS-32 STOOFs on deck. image via US Navy
Deploying With the Hoover
VS-32 became a component of CVW-1 in 1976, deploying with CVW-1 most often aboard the carrier USS America (CVA-66) fourteen times. CVW-1 also deployed aboard the carrier USS John F Kennedy (CVA-67) six times, the USS Dwight D Eisenhower (CVN-69) once, the USS Theodore Roosevelt (CVN-71) twice, the USS George Washington (CVN-73) once, the USS Harry S Truman (CVN-75) once, and finally the Big E four times before disestablishment.
VC-32 TBM-3W. image via us navy
The Norsemen Started Something Special
VS-32 traces its origins back to 31 May 1949 when they were established as Composite Squadron THREE TWO (VC-32) Norsemen at NAS Norfolk. Initially equipped with Grumman TBM-3E and TBM-3W Avenger– some of the first carrier-based airborne early-warning radar aircraft, VC-32 was redesignated Air Anti-Submarine Squadron THREE TWO (VS-32) on 20 April 1950.
VS-32 Stoof. Image via US Navy
Flying the Stoof
After moving to NAS Quonset Point in 1951 the Norsemen transitioned to the Grumman S2F Tracker in 1954. In October of 1973 the East Coast VS squadrons moved en masse to NAS Cecil Field near Jacksonville in Florida. At that time the Norsemen became the Maulers(Author’s note- well they MIGHT have become the Maulers then- see the Trivia section below for more). VS-32 completed their transition to the Lockheed S-3A Viking in 1975, and later to the S-3B in 1990. After NAS Cecil was BRACed to death in 1999 the VS squadrons took up residence a few miles east at NAS Jacksonville until the VS community was shut down for good in 2008.
Image via US Navy
Taking the Silver and the Gold
The Maulers earned themselves ten Commander, Naval Air Force Atlantic (COMNAVAIRLANT) Battle “E” awards. They also picked up six Capt. Arnold J. Isbell trophies for excellence in anti-submarine warfare (ASW) and six Admiral Jimmy Thach awards for meritorious achievement by an ASW squadron. Safety was always a primary consideration for VS-32 and their 15 Chief of Naval Operations Safety “S” awards lead the way for VS squadrons. A couple of Lockheed-Martin Golden Wrench awards for maintenance excellence and an Arleigh Burke award for the most improved squadron also reside in the storied squadron’s trophy case.
Maulers S-3B. image via US Navy
Maulers Trivia
What’s in a name, and when/why do they change? VS-32 provided a bit of a head-scratcher. Anthony Touchette, a PR2 with VS-32 from 1979 to 1981, contacted us and provided proof that the Maulers were still known as the Norsemen as late as 1981- several years after their switch from flying Stoofs to Hoovers and their move from QP to Cecil- the most logical time for a nickname change and confirmed via multiple sources when this piece was written. But JFK cruise books backed up Touchette’s assertion. So when did the Norsemen become the Maulers? Well probably not 1973!
VS-32 S-3A Hoover with the Norsemen patch displayed above the modex. Official US Navy photograph
Naval History and Heritage Command (NHHC) responded to Anthony, saying, “We had our historians look into this nickname confusion for you and here is what they found: No reference to either nickname (is) listed in the 1966 through 1977 Command History Reports (CHR). Starting in at least 1978, the nickname given in squadron’s records in the respective file folders in the Fleet Aviation Command collection was “Norsemen.” Then, starting in 1983, until their disestablishment circa 2007, the nickname given in the same types of records was “Maulers.” No indication of why the name was changed. We found no records with either nickname listed in the squadron’s file folder in the Insignia–Archives sub-collections.” Thanks to Anthony Touchette for reaching out and letting us know about the squadron’s nickname conundrum. Let’s go with the NHHC version- the Norsemen became the Maulers in 1983.
During their S-3A transition training, Maulers flight crews and maintainers also received training on the systems the Viking shared with the Lockheed P-3 Orion as well as systems common to other aircraft. From there the personnel were transferred to NAS North Island for immersive training at the S-3 Replacement Air Group (RAG) squadron, VS-41 Shamrocks.
VS-32 initially received 11 S-3A Vikings as opposed to the VS-standard ten aircraft. The eleventh jet was provided as a ready spare parts airframe or ‘hangar queen” right from the start.
VS-41 Shamrocks S-3A viking in 1979. image via us Navy
VS-32’s first S-3A Viking deployment was aboard the USS John F. Kennedy (CVA-67) in 1976. The deployment featured North Atlantic and Arctic Circle operations and proved the S-3A’s ability by performing successful detection, localization, tracking, recording, and visual sightings of several Red Fleet submarines shadowing the Kennedy and her escorts.
On 20 February 1991 during Operation Desert Storm, VS-32 became the first S-3B squadron to engage, bomb, and destroy a hostile vessel- in this case an Iraqi gunboat. Piloting the Maulers jet was LCDR Bruce Bole.
Fallon Mauler. image via us navy
In July 1997 VS-32 became only the second VS squadron to deploy with the AGM-65F Maverick Air-to-Surface missile system and worked to determine the weapon’s safe and effective tactical employment profiles and performance envelopes. The Maulers were also the first VS squadron to fire Mavericks from two different aircraft.
Sea Control Squadron THREE TWO was officially deactivated effective 30 September 2008 in a deactivation ceremony on 25 September 2008.
