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Aer Lingus to…Cleveland? 

Dave Hartland
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Aer Lingus to…Cleveland? 

Irish flag carrier Aer Lingus is looking to add Cleveland, Ohio, to its transatlantic route map, cleveland.com reported Thursday. 

The carrier is reportedly considering four weekly nonstop flights between Cleveland Hopkins International Airport (CLE) and Dublin Airport (DUB) next May. If it happens, the flights will mark the first European service from Cleveland since Icelandic competitors Icelandair and WOW Air terminated flights to Reykjavik in 2018.

Before that, CLE had not had nonstop service to Europe since Continental Airlines ended London (Gatwick) flights in 2009. Continental also offered nonstop flights between Cleveland and Parish in 2008, but that service only lasted a few months. In the 1980s, Yugoslavian carrier Jat Airways flew to Cleveland as a stopover on its DC-10 flight between Belgrade, Slovenia (BEG), and Chicago O’Hare (ORD). 

Lured by Financial Incentives 

Cleveland Hopkins International Airport
Aerial view of Cleveland Hopkins International Airport (CLE) | IMAGE: Facebook

Financial incentives from Cleveland City Council, local businesses, and other economic development groups in northeast Ohio have allegedly provided enough support for Aer Lingus officials to give Cleveland service the green light. According to cleveland.com, the financial incentive will likely be between $2-2.5 million. 

It is not uncommon for cities to lure airlines using financial incentives to subsidize – or guarantee – a return on investment for the airline. British Airways (BA) returned to nearby Pittsburgh International Airport (PIT) – 125 miles southeast of Hopkins – in 2019 after a nearly 20-year absence. The service was made possible – at least initially – because of subsidies from the Pittsburgh business community. 

BA suspended PIT service at the onset of the pandemic in 2020 but returned earlier this year with four weekly flights on a Boeing 787-8 Dreamliner. 

Federal law prohibits airports themselves from providing financial incentives to lure carriers. 

This is not the first time Aer Lingus has considered Cleveland service. The carrier had been eyeing CLE service in 2019 but ultimately decided against it after lackluster financial support.  

North American Service

Aer Lingus Airbus A330
Aer Lingus Airbus A330 | IMAGE: Aer Lingus

Aer Lingus currently flies to 12 North American destinations, including 11 in the United States and one in Canada.

  • BOS – Boston Logan International Airport 
  • JFK – New York John F. Kennedy International Airport 
  • MCO – Orlando International Airport
  • SEA – Seattle-Tacoma International Airport
  • SFO – San Francisco International Airport 
  • LAX – Los Angeles International Airport 
  • ORD – Chicago O’Hare International Airport 
  • IAD – Washington Dulles International Airport 
  • PHL – Philadelphia International Airport 
  • EWR – Newark Liberty International Airport 
  • MIA – Miami International Airport 
  • YYZ – Toronto Pearson International Airport (Canada) 

Flights to North America originate from Dublin (DUB), Shannon (SNN), or Manchester, UK (MAN).

There is no word on what equipment Aer Lingus could deploy on the DUB-CLE route. However, it’s difficult to imagine that the carrier could justify using anything larger than the Airbus A321neo or the A321LR. 

The carrier is planning to formally announce the new Cleveland service sometime next week. 

Boeing, Red 6 to Add Augmented Reality Training on T-7, F-15EX

Mike Killian
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Boeing, Red 6 to Add Augmented Reality Training on T-7, F-15EX

Boeing and Red 6 are joining forces to integrate Augmented Reality (AR) training systems on Boeing’s T-7 and F-15EX jets.

Red 6 has been developing their Advanced Tactical Augmented Reality System (ATARS) and Augmented Reality Command and Analytic Data Environment (ARCADE) for some time now. The innovative tech allows combat pilots to see and interact with simulated aircraft, targets, and threats on the ground or in the air – WHILE flying and training in their actual aircraft.

https://youtu.be/6XxBXDFz1yk

It’s like a video game in the sky, but in a real environment, in the real world. A pilot can takeoff, look out the canopy and see other aircraft in wide-field of view, in full color and high resolution. The pilot can maneuver against them and they against the pilot.

It’s a highly accurate, high-fidelity simulation that allows pilots and ground operators to see synthetic threats in real-time, outdoors, and in high-speed environments, blending AR and artificial intelligence.

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LIFT AVIATION’S NEXT GEN HELMET WITH RED 6’S AR TECHNOLOGY SYSTEM INTEGRATED INTO THE VISOR. PHOTO COURTESY, RED 6

According to Red 6, ATARS “enables a multitude of tactical training scenarios delivered through augmented reality. These include air combat maneuvers, refueling, tactical formation and surface-to-air weapon engagements. ARCADE increases the efficiency of mission planning, briefing, and debriefing through real-time 3D visualizations to construct and re-construct sorties.”

“Red 6’s Augmented Reality system with the pathfinding T-7 and the F-15EX represents another transformational leap in capability” said Dan Gillian, VP and General Manager of U.S. Government Services for Boeing Global Services. “This agreement is the latest example of Boeing’s commitment to investing in technology and our drive to lead innovation in the aerospace and defense sectors.”

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Still in its testing colors, the F-15EX Eagle II takes its first flight / February 2021 (photo: boeing)

For decades, training combat pilots to fly, fight and win has been done with ground simulators and in the air flying (think of the movie Top Gun). But such flying is very expensive, and training against 20+ year old privately owned Red Air jets just doesn’t replicate modern day threats like China’s J-20 or Russia’s Su-57.

USAF leadership knows it too, as does Lockheed’s Skunk Works. Both have supported Red 6’s AR development with millions of dollars. Last year, the USAF signed a $70 million contract to install ATARS in a T-38 Talon trainer within the next year. They want to validate that it’s safe, and evaluate it in their own scenarios.

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Boeing, Red 6 to Add Augmented Reality Training on T-7, F-15EX 8

“For us to train against those threats, we need to be able to simulate them, and we just can’t do it. If we’re not scared of that, we should be,” says Red 6 CEO Daniel Robinson.

He knows a thing or three about the subject, being a former RAF Tornado pilot and the first foreign national ever to fly the F-22. He’s also a graduate of the UK Fighter Weapons School (their version of Top Gun).

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RED 6 CEO DAN ROBINSON FLYING IN ONE OF THE COMPANY’S BERKUTS, THEIR PLATFORM OF CHOICE TO DEVELOP AUGMENTED REALITY FLIGHT TRAINING FOR THE USAF. PHOTO COURTESY RED 6

“Everyone realizes the limitations to providing Red Air, there’s a chronic under-supply. Even with all the private contractors and billions of dollars allocated to it, there’s still a 75% demand gap,” says Robinson. “USAF is 2,000 pilots short, and spending over $1 billion per year for adversary air that can’t simulate modern near peer adversaries.”

RED 6 is developing ATARS with two experimental piston-powered Berkuts. Four different modules are integrated into the planes. One tracks the aircraft, while another tracks the head. Another creates the wide-view AR which draws the image for the pilot of whatever scenario is being flown. Another is the main brain of everything.

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red 6 ceo dan robinson flying one of the company’s berkuts, used to develop their atars augmented reality pilot training tech (photo: Mike Killian)

Earlier this year, RED 6 successfully flew the first multi-aircraft training flight against multiple AR assets. Never before had someone connected multiple live aircraft into one common AR environment, outdoors, in the sky.

“Readiness and lethality are critical if our warfighters are to prevail against peer adversaries,” says Robinson. “Boeing’s next-generation platforms will be the first aircraft in the world that are capable of entering our AR training environment. Together, we will deliver a paradigm shift in the quality, quantity, and cost of training future pilots.”

Newark Flight Lands Safely After Sparks and Debris Fall On Departure

Mike Killian
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Newark Flight Lands Safely After Sparks and Debris Fall On Departure

A United Airlines flight landed safely last night in Newark, NJ, after a mechanical failure on takeoff caused sparks to fly off the plane. The event was even captured on video by a photographer on the ground.

The company says initial inspections of Flight 149, a Boeing 777-200 (N787UA), suggest a hydraulic pump failure is to blame.

Sparks on Departure

The video clearly shows the sparks and debris coming from the plane’s landing gear compartment.

The aircraft went into a holding patterns 24,000 ft over the Atlantic and burned off fuel for about 90 minutes. It then returned to land without incident.

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Flightradar24 screenshot tracking UA149 on Wed Night

The 256 passengers were put on another plane and departed for Sao Paulo, Brazil this morning.

The FAA is investigating.

First All-Electric Commuter Plane Completes High-Speed Taxi Tests

Mike Killian
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First All-Electric Commuter Plane Completes High-Speed Taxi Tests

The world’s first all-electric commuter plane completed a series of high-speed taxi tests in Washington yesterday (Sep 19), and is now aiming for its first flight test soon.

The battery-powered plane, nicknamed Alice, is based near Seattle and being developed by Eviation. They’ve secured some big orders too, with companies such as GlobalX, DHL Express and Cape Air all showing interest with their dollars.

Fully-electric Aircraft For Regional Travel

The Tesla-looking aircraft’s 8,000 lb battery makes up most of the plane’s belly. Twin engine props are mounted near the tail. Alice is only designed for shorter routes, but those shorter routes of 500 miles or less make up for nearly half the world’s air travel.

Eviation hopes to capitalize on that. With the taxi tests done, the next major milestone will be the first flight test. Neither the company or FAA, however, have yet announced a first flight test date.

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in the cockpit of the world’s first all-electric commuter plane (photo: eviation)

Fast Charging

The plane will only take 30 minutes to charge and will fly 2 hour / 400 mile routes, before needing to charge its battery again.

“Eventually, we believe the electric aircraft is going to achieve dominance in this sector,” says Eviation CEO Gregory Davis. “We’re prepared to support that.”

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render of alice commuter version interior (credit: eviation)

Goal: Commercial Service By Mid-Decade

Eviation hopes to see their planes enter commercial services as soon as 2024. Three different versions will be available. A commuter version will seat 9 passengers for 400 mile routes. A luxury executive version will also be available, as well as a cargo version.

But Alice isn’t the only player in the game. Wright Electric is developing a 100-passenger electric plane. United and Mesa Air are backing an aircraft by Heart Aerospace. Airbus and Boeing are both working on designs too.

USAF Reveals Rollout Timeline For B-21 Bomber

Mike Killian
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USAF Reveals Rollout Timeline For B-21 Bomber

The USAF will rollout and reveal their highly-classified, next generation B-21 Raider stealth bomber to the world in early December.

Northrop Grumman has been developing the new bomber now for years. Six aircraft are currently in various stages of production and testing.

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artist render of b-21 raider. the USAF is set to to Reveal New Stealth Bomber to the world this december (credit: Northrop Grumman)

It’s the backbone of America’s 21st century bomber force, consisting of B-21s and B-52s. Raiders will deliver conventional and nuclear munitions, and employ a broad mix of stand-off and direct-attack munitions. They will also accommodate crewed or un-crewed operations.

Rollout Date Announced Today

“The B-21 Raider program is foundational to the Air Force’s operational imperative for an effective, long-range strike family of systems to guarantee our ability to strike any target, anytime, anywhere, even in the most contested environment,” says Air Force Chief of Staff Gen. CQ Brown, Jr. “

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render of a B-21 Raider in a hangar at Ellsworth Air Force Base, S.D. (credit: northrop grumman)

The first plane will be formally rolled out at Northrop’s Palmdale, CA facility. USAF acquisition executive Andrew Hunter confirmed the news at this week’s Air Force Association’s Air, Space and Cyber Conference in National Harbor, MD.

Although the USAF will rollout the first B-21 in December, the exact date is still being worked out.

The USAF wants to acquire at least 100. Ellsworth Air Force Base, South Dakota will be the Raider’s first main operating base, and host the Formal Training Unit.

B 21 Raider
The b-21 will look similar to the b-2, seen here, but will benefit greatly from design lessons learned, and be more lethal and evolvable over time, as well as easier to maintain. (photo: USAF)

Whiteman AFB, Missouri, and Dyess AFB, Texas will be second and third main operating bases,

The first test aircraft completed loads calibration testing earlier this year, before undergoing verification and validation testing of its structural design prior to flight. Further integration and ground testing is ongoing.

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b-21 art (credit: northrop grumman)

Following a successful ground test campaign, the first B-21 flight is scheduled for 2023 at Edwards Air Force Base, CA. Edwards hosts the B-21 Combined Test Force.

The B-21 Raider is named after the Doolittle Raiders, who carried out the historic surprise attack against Japan following Pearl Harbor on April 18, 1942. The designation B-21 recognizes the Raider as the first bomber of the 21st century.

Space Force Introduces New Song–What Do You Think?

Avgeekery
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Space Force Introduces New Song–What Do You Think?

The Space Force introduced their official song today at the 2022 Air & Space Forces Association Air, Space and Cyber Conference in National Harbor, Maryland. The song titled “Sempra Supra” is named after the USSF motto adopted when the force was enacted back in 2019.

The song was commissioned at the onset of the Space Force. It was cowritten and produced by Gen John “Jay” Raymond and former Air Force band member James Teachenor.

The song makes reference to the Guardians, which like airmen in the Air Force, is what Space Force members refer to themselves as. It also alludes to the fact that they are “guardians beyond the blue”, a likely nod to the Air Force from which the service is still closely tied.

The full lyrics are below:
We’re the mighty watchful eye,
Guardians beyond the blue,
The invisible front line,
Warfighters brave and true.
Boldly reaching into space,
There’s no limit to our sky.
Standing guard both night and day,
We’re the Space Force from on high.

You can listen to the song here:

The Aviation World Pays Tribute to Queen Elizabeth II

Dave Hartland
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The Aviation World Pays Tribute to Queen Elizabeth II

Britain and the world bid farewell to Queen Elizabeth II on Monday – a spectacular bookend to a 10-day period of mourning following her death.

Amid the pageantry, remembrance, and majesty following The Queen’s death on 8 September, the aviation world has also felt the effects of the end of an era. A generation has passed since the world has witnessed a spectacle like this. Indeed, when young Princess Elizabeth acceded to the throne in 1952, air travel was still very much in its infancy. 

BOAC Canadair Argonaut
A BOAC Canadair Argonaut | IMAGE: British Airways

As Queen, she witnessed Britain’s and the world’s remarkable transformation into the modern society we all live in today. In fact, when she took the throne in February 1952, the world hadn’t even seen its first commercial jet service.

However, it wasn’t long until commercial aviation entered the jet age. Not even three months after Elizabeth became Queen, the British Overseas Aircraft Corporation (BOAC) introduced the de Havilland Comet 1A. On 2 May 1952, the 44-seat Comet flew from London to Johannesburg, South Africa, thus becoming the world’s first passenger jet flight. 

Queen Elizabeth’s Love of Concorde

Through The Queen’s seven-decade reign, she witnessed (and experienced) remarkable advances in aviation technology and the way the world travels. None, however, could compare to what many would consider the pinnacle of British aviation – the Concorde.

Queen Elizabeth Arrives in Texas in 1991
England’s Queen Elizabeth II and her husband, Prince Philip, Duke of Edinburgh, disembark from a British Airways Concorde supersonic transport aircraft upon their arrival for a royal visit to the United States in 1991 | IMAGE: United States Government

Queen Elizabeth flew Concorde for the first time on 2 November 1977 on a flight to London from Grantley Adams International Airport (BGI) in Barbados. The Queen flew multiple times on Concorde in the years that followed, including a visit to the United States in May 1991. 

Because of her rigorous schedule and outreach that spanned the globe during her reign, Queen Elizabeth had no other choice but to utilize the miracle of aviation. Even after her death, she continues to have an impact on aviation. 

Here are four interesting aviation tidbits that have happened as a result of the Queen’s death. 

1. British Airways Waives Wi-Fi Fees for In-Flight Funeral Viewing 

A British Airways aircraft with Wi-Fi radome
A Wi-Fi enabled British Airways aircraft | IMAGE: British Airways

British Airways (BA) on Monday provided free in-flight Wi-Fi to passengers so they could watch the funeral on their personal devices.

The carrier also observed two “Moments of National Reflection” that took place – one 1-minute moment on Sunday and a 2-minute moment coinciding with the end of the funeral on Monday. BA also suspended cabin service during the two-minute silence. 

Aircraft in motion on the ground at London Heathrow (LHR) at the conclusion of the funeral came to a stop during the two-minute moment of silence. Additionally, arrivals and departures were not permitted during the silence.

2. More than 5 Million People tracked The Queen’s Final Flight

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Queen Elizabeth’s coffin is carried on board a Royal Air Force C-17 Globemaster III ahead of her final flight to London on 13 September | IMAGE: RAF

As our Mike Killian reported last week, the Royal Air Force C-17 Globemaster III that transported The Queen’s coffin from Edinburgh, Scotland to RAF Northolt near London became the most tracked flight in history. 

Her final flight was watched from beginning to end by an astonishing 4.79 million people. 

Check out our story on this flight here. 

3. Heathrow Falls Silent 

Sunset at London Heathrow Airport
London Heathrow Airport (LHR) | IMAGE: London Heathrow Airport on Facebook

To honor The Queen, British Airways and Heathrow Airport canceled 100 flights to ensure operational flexibility on Monday. Many additional flights were rescheduled. 

No aircraft were permitted to land or take off at LHR for 30 minutes during the state funeral – which took place between 1140 and 1210 local time. Arrivals were also paused for 35 minutes beginning at 1345 local time for the procession of the Queen’s hearse to Windsor Castle. 

Inside the airport, travelers and staff fell silent as the nation observed a two-minute moment of silence as the funeral ended. LHR was broadcasting the funeral throughout the terminals for travelers to watch. 

Anyone who has been to London and was watching Monday’s events on television could very quickly notice the deafening silence at times. London airspace is notoriously congested and loud, so the magnitude of Monday’s operational undertaking was quite remarkable. 

4. London Stansted Airport Becomes AvSpotter Heaven 

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ROYAL FLIGHT OF OMAN | BOEING 747 – 400 | A40 – OMN at London Stansted Airport on 18 September 2022 | IMAGE: RVA AVIATION

More than 500 heads of state, including kings, queens, prime ministers, presidents, and emperors, traveled to London over the weekend to honor the late Queen – most, if not all, arriving by air. 

As a mind-blowingly dazzling array of aircraft types from governments and dignitaries around the world descended on London last weekend, spotters had a field day. Luckily, spotters at Standsted caught many of the arrivals and departures on video. 

YouTube channel RVA Aviation features three incredible videos of some of the world leaders arriving in London for The Queen’s funeral. 

Some of the unique arrivals include a Royal Flight of Oman Boeing 747-400, a Kuwait government A340-500, a South Korean Air Force 747-800, the Brunei Sultan’s 747-800, a Ukrainian government A319, and of course, Air Force One. 

Rarely – if ever – have so many heads of state been in one place at one time. The funeral of Queen Elizabeth II will go down in history as a generational event like few others in world history. The outpouring of love from around the world that these aircraft represent is something we may never witness again — at least in our lifetimes. 

FAA Denies Request to Remove 1,500 Hour Minimum For Pilots

Jeff Gilmore
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FAA Denies Request to Remove 1,500 Hour Minimum For Pilots

Earlier this year, Republic Airways (a regional carrier for American, Delta, and United Airlines) filed a petition with the FAA for an exemption to the ‘1,500 hour rule’ that required all airline pilots to have flown a minimum of 1,500 hours before being eligible to occupy a seat in an airliner. Today, the FAA denied that petition.

The rule was implemented by congress after a 2009 crash of Colgan Air flight 3407. The Dash-8-400 commuter aircraft’s crew lacked sufficient experience for the conditions and scenario at the time of the crash. In the wake of the crash, a push to increase the level of experience in the cockpit led to a number of changes that included the implementation of the 1,500 hour rule.

Republic Attempted to Side Step The Regulation With An In-House Training Program

Over the past decade, the demand for pilots has risen dramatically. At the same time, the increased training requirements, combined with a wave of early pilot retirement due to COVID has led to a drastic shortage of pilots. This problem is acutely affecting regional airlines like Republic as current regional pilots move up to the major carriers to fill vacant spots. Even massive payscale raises (as some regionals and startups have done lately) have not been enough to stem the losses.

Amongst that backdrop is where Republic proposed an exemption. In their proposal, they stated that they would start a flight school with military-like standards training for prospective pilots. In exchanged for the higher-level quality of training, they asked for relief from the 1,500 hour rule. Republic asked to reduce that number to 750 hours as part of the Lift Academy program.

Connect Airlines Dash 8 Q400 Turboprop

Related News:

Startup US Regional to Offer Pilots $250K Salary

FAA’s Ruling

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A Republic Airways Embraer 175 touches down. Photo: Republic Airways

In the denial released by the FAA, the agency said that “Republic’s exemption process is not the avenue to address the hiring difficulties of an operator that may result in service cuts to particular areas. The FAA continues to consider the greater public interest ensuring that the level of safety provided by the foundation of an integrated aviation education required by § 61.160 is maintained.”

This statement effectively means that Republic’s Lift Academy’s curriculum and plan are not sufficient to overcome the risks that the FAA (and thereby the traveling public) would undertake as a result of the exemption.

What The FAA Didn’t Address

The ruling is relatively narrow in scope but it also does not cite any clear path to solve the issue. The FAA did acknowledge that the 1,500 hour rule is not fool proof and that the quality of training within those 1,500 hours could vary. They also acknowledged the pilot shortage and the challenge that this rule has created.

However, they didn’t offer any alternative to the current rule or a direct way forward. This ruling is one to be celebrated by current airline pilots who are enjoying record demand for their services and thus increases in wages. Conversely, it is another roadblock to regional airlines who are looking for numerous ways to stem the outflow of pilots from their ranks.

The issues presented in the ruling are complex. And its an issue that isn’t likely to go away anytime soon barring a large economic downturn that crushes demand for travel. You can read the full 15 page ruling here.

The Helldiver: Haste Made a Waste of This World War II Dive Bomber

Bill Walton
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The Helldiver: Haste Made a Waste of This World War II Dive Bomber

The SB2C Was the Third or Fourth Best Dive Bomber on American Carriers

The Douglas SBD Dauntless dive bomber was one of the aircraft that won World War II. But like every aircraft in service during the late 1930s, improved replacements were on the drawing boards at several contractors even before the United States went to war. Of course the SBD would turn out to be one of the greats. But the development of one of its intended replacements, the Curtiss SB2C Helldiver, was so rocky that the SB2C was nearly cancelled. Several times.

SEDs attack Wake Island Oct. 5 and 6 1943 NARA 520609a
SBD Dauntless. Image via US Navy

First Impressions of the Helldiver

Larger, faster, and able to carry more ordnance than the SBD, it seemed the Helldiver was the answer to the Navy’s needs for an improved dive bomber. But the prototype XSB2C-1, powered by a Wright R-2600 Twin Cyclone radial piston engine turning a three-bladed propeller, did not impress when flown for the first time on 18 December 1940. The litany of problems with the aircraft started with the engine itself and included poor stall characteristics, structural weaknesses, directional instability, and control issues in general.

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XSB2C-1. Image via US Navy

A Very Visible Bomber

The US Army Air Corps (USAAC) and the US Marine Corps were also looking at the Helldiver. In USAAC (later USAAF) service the aircraft was known as the A-25A Shrike. Shrikes were equipped with modified landing gear and Army-specific radio equipment along with a few other minor differences. When the XSB2C-1 crashed on 8 February 1941, Curtiss rebuilt it but fitted an enlarged vertical stabilizer and an autopilot. Then the rebuilt XSB2C-1 crashed on 21 December 1941. A nation now at total war and needing the SB2C justified the decision to order the SB2C-1 into production in November of 1941. The first production SB2C-1 was rolled out in June of 1942.

SB2C 1 NACA Langley 1943
SB2C-1. Image via NACA/NASA

The Beast

Production was one thing. Taming the beast was another. While the SBD was helping to win battles all over the Pacific and the Grumman TBF/TBM Avenger torpedo bomber was already entering service aboard the few Navy carriers during the second half of 1942, Curtiss was working through a voluminous “punch list”  for the SB2C. The initial production aircraft had the enlarged vertical stabilizer, self-sealing fuel tanks, and additional wing-mounted .50 caliber machine guns and later a pair of 20 millimeter cannons, but 880 modifications to the early models had to be completed before the Navy would accept the SB2C-1 for service.

SB2C Helldiver 1943
SB2Cs. Image via US Navy

Taking What’s Available to Sea

When VB-17 finally took the SB2C-1C Helldiver to war aboard the Essex-class aircraft carrier USS Bunker Hill (CV-17) in November of 1943 the aircraft still had plenty of challenges. Crews, used to the slower but reliable and proven SBD, took to calling the Helldiver the Big-Tailed Beast (or just Beast) and Son of a Bitch Second Class. Handling problems remained and the SB2C was much more complicated than the Dauntless, meaning that neither the crews nor the maintainers liked them much. But with aircraft carriers under construction and needing airplanes for the air wings to fly from them, the Helldiver had to adapt and overcome. So it (eventually) did. To a degree.

SB2C 1C VB 1 Yorktown over Chichi Jima on July 6 1944
SB2C-1C. Image via US Navy

Design Compromises Doomed the Beast

Problem one was that the SB2C was underpowered from the beginning. Resolution arrived in the form of the SB2C-3, powered by the R-2600-20 Twin Cyclone engine producing another 200 horsepower and turning a Curtiss-Electric four-bladed propeller. Coupled with a 40% weight reduction in later models, performance was improved. But the Beast was still a design compromise. The fuselage was truncated to allow the airplane to fit on carrier elevators. Approach speeds were too high and control at those speeds was imprecise. But consider that the SB2C’s range was actually less than the SBD’s and the problem comes into sharp relief. Rather than replace the SBD, the SB2C augmented the Dauntless. Few if any crews believed the SB2C was better than or an improvement over the SBD.

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SB2C-3. Image via US Navy

In the End They Did Their Part

SB2Cs did battle in the Pacific Theater during the last couple of years of the war. Thanks to their existence the Navy was able to put dive bombers on the many large-deck Essex-class carriers built during the war. They participated in every major engagement through the end of hostilities.

Helldiver oddities

SB2Cs did not operate from light carriers or escort carriers thanks to the aircraft’s combination of high approach speed, poor approach handling, and sheer size and weight.

Don’t Mess With the Yorktown

The SB2C also didn’t operate from every Essex-class carrier either. Captain Joseph J. “Jocko” Clark got so tired of them making a mess of his carrier, the USS Yorktown (CV-10), that he put them on the beach while on the way to the Pacific and replaced them with SBDs. Clark also recommended cancelling the SB2C entirely.

SB2C 1 of VB 17 after wave off over USS Bunker Hill CV 17 1943
Wave off! Image via US Navy

The Last Dive Bomber

Though the SB2C was capable of delivering bombs with more precision over greater range, both the Grumman F6F Hellcat and Vought F4U Corsair were capable of delivering nearly the same payload as the Helldiver. That, coupled with the advent of aerial rockets, spelled the end of the dive bomber in US Navy service.

Called The Helldiver “Appalling”

After the war ended the Navy flew Helldivers for a few years. The Naval Reserves retired their last examples in 1950. F4U Corsairs and Douglas AD Skyraiders did the Beast’s job. Foreign operators of the SB2C were France, Italy, Greece, Portugal, and Thailand. Both the Fleet Air Arm of the Royal Navy and the Royal Australian Navy were in line to fly the SB2C but cancelled orders for their carriers- the British after reporting “appalling” handling.

Curtiss SB2C 5 Helldivers ov VA 9A in flight on 1 April 1948
Naval Reserve SB2C-5s. Image via US Navy

Contract Builders

Canadian Car and Foundry built a total of 894 SB2Cs, designated as SBW-l, SBW-3, SBW-4, SBW-4E and SBW-5. Fairchild in Canada built another 300 of them, designated as XSBF-l, SBF-l, SBF-3 and SBF-4E. An amazing 7,140 Helldivers were built in total.

A Respectable Tally

Officially Helldivers flew 18,808 combat sorties in the Pacific War and were involved in or directly credited with sinking 301 Japanese ships of all types. SB2C radiomen-gunners shot down a total of 41 Japanese aircraft.

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SB2C-3. Image via US Navy

The Army and the Aussies

Remember those Army Shrikes? Well they were delayed the same as the rest. By the time the Army did get them into service they were discovering they already had a highly capable bomber in the Republic P-47 Thunderbolt. Some of the Shrikes were offered to Australia, who said thanks but no thanks. The US Marines ended up with more than 400 of them (designated SB2C-1A) but never flew them in combat. They ended their careers as trainers and target tugs.

A Rare Warbird Indeed

The single airworthy SB2C is Bureau Number (BuNo) 83589 and operated by the Commemorative Air Force (West Texas Wing) in Graham, Texas. Built in 1945 the aircraft was extensively damaged in 1982 and rebuilt, returning to flight in 1988. Enjoy this video of 83589 flying with some other warbirds uploaded by AirshowStuffVideos.

[youtube id=”tQfw4LJ_-jk” width=”800″ height=”454″ position=”left”]

Pilot Lost in Tragic Accident at Reno Air Races

Avgeekery
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Pilot Lost in Tragic Accident at Reno Air Races

This week’s annual National Championship Air Races in Reno, Nevada ended tragically today, when an L-29 Super Delfin jet and its pilot crashed in a horrible accident during the Jet Gold Race.

Pilot Aaron Hogue, Race #29, did not survive. Hogue was the race’s Rookie of the Year in 2021. He was an experienced pilot of over 35 years.

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Aaron Hogue and his Race jet

Accident under investigation

“At this time we are gathering information and confirming details of the incident that happened today during the Jet Gold Race,” says the Reno Air Racing Association. “We can confirm that only one plane was involved. The National Championship Air Races has suspended all operations for the 2022 event. We will provide an update as soon as it’s available. NTSB and FAA will be investigating the incident.”

Ejection seats are disabled for the races, as a safety measure being that the planes fly so close together on the course. The theory is that an ejection could lead to additional crashes during a race. Pilots are allowed to bailout of their jet though. It’s too early to know what went wrong to cause Hogue to crash.

The Reno Air Races is the only event in the world where aircraft race around pylons at altitudes between 50 and 250 feet, just feet from each other, while reaching speeds of 500 miles per hour. Pilots must be highly experienced and pass rigorous training requirements to receive an invitation to race.

Our sincere condolences to Hogue, his family, team, friends & colleagues.

UPDATE #1:
Post by the Reno Air Races Association:

Vulcan Bomber Narrowly Misses Cars as it Overshoots Runway

Mike Killian
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Vulcan Bomber Narrowly Misses Cars as it Overshoots Runway

A Vulcan Bomber narrowly avoided what could have been a disaster yesterday (Sep 16), when it overshot a runway at Wellesbourne Mountford Airfield in Warwickshire (United Kingdom) and stopped just short of a busy public road with cars driving by.

The incident was reportedly caused by a malfunction, according to the caretakers of the retired Royal Air Force (RAF) plane at the XM655 Maintenance and Preservation Society. A small team of skilled and dedicated volunteers maintains and preserves the aircraft, many of whom are ex-RAF, (some even ex-V-Force personnel, one of whom actually worked on the plane while in RAF service).

What Happened To The Vulcan?

“Due to a malfunction of a piece of equipment in the cockpit, the aircraft remained at full power for approximately two seconds longer than intended. This resulted in excessive speed and less distance in which to stop, and the aircraft passed beyond the end of the runway on to the agricultural area, stopping just before the airfield perimeter.”

“The failed equipment was an air speed indicator which had been tested and found satisfactory six days ago, and which started working normally before the end of the run,” they added. “The aircraft brakes worked properly, but were unable to bring things to a halt within the reduced space available.”

The cold war-era bomber was conducting a taxi run ahead of an air show planned for Sunday, which has since been cancelled considering what happened. The pilot is ok and no injuries were reported. All ticket holders for the event has since been issued full refunds.

“As far as we can see, the aircraft is largely undamaged, but in addition to the ongoing recovery work, we also have a lot of inspection work to carry out before we can consider any further live activity,” says the XM655 organization. “We will provide further updates when XM655 has been recovered and we have had chance to assess any damage.

View From The High Speed Taxi Test

Above, you can see an onboard view from a previous taxi run with the plane. It was the third from last of the Vulcan bombers produced for the Royal Air Force, being delivered in late 1964, and was part of the UK’s nuclear deterrent force throughout the 1960s and 1970s.

There are no flyable Vulcans in the world anymore, so even seeing one doing taxi runs at all is a special thing for any aviation enthusiast, which was the plan for Sunday, as such rare occurrences help raise funds for the organization preserving the bomber.

United to Return to Dubai, Announces Partnership with Emirates

Dave Hartland
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United to Return to Dubai, Announces Partnership with Emirates

Two former adversaries in the airline world have announced a new codeshare agreement. 

United Airlines and Emirates on Wednesday announced the new agreement designed to bolster each airline’s network in the United States and worldwide. 

Details of the agreement were unveiled in a ceremony Wednesday morning at Washington Dulles International Airport (IAD) – a United hub. The event, hosted by United CEO Scott Kirby, Emirates President Sir Tim Clark, and attended by other representatives from each airline, took place in a United hangar at Dulles. Two Boeing 777-300ER aircraft – one from each airline – provided the backdrop for the ceremony. 

What this Means for United Customers

United and Emirates 777-300ERs
A United Airlines hangar at Washington Dulles International Airport (IAD) is prepared for an event on 14 September 2022 | IMAGE: United Airlines

Beginning on 27 March 2023, United plans to launch service between Newark Liberty International Airport (EWR) and Dubai International Airport (DXB). Once in Dubai, customers will be able to seamlessly connect to more than 100 destinations via Emirates or flydubai, an Emirati government-owned low-cost carrier based at DXB.  

UA164 will depart Newark Liberty at 2215 local time and arrive in Dubai at 1940 local time the following day. The scheduled flight time between EWR and DXB is 13 hours and 25-minutes. On the return trip, UA163 will depart Dubai at 0215 and arrive in Newark 14 hours and 50 minutes later at 0905, both times local.  

United plans to deploy a Boeing 777-200ER on the new route. 

Passengers can book connecting flights from Dubai on Emirates on the same ticket. Tickets for United’s new Dubai service are already for sale. 

“This agreement unites two iconic, flag carrier airlines who share a common commitment to creating the best customer experience in the skies,” said United CEO Scott Kirby. “United’s new flight to Dubai and our complementary networks will make global travel easier for millions of our customers, helping boost local economies and strengthen cultural ties. This is a proud moment for both United and Emirates employees, and I look forward to our journey together.” 

This flight was still subject to government approval at the time of writing. 

What this Means for Emirates Customers 

Crew members from United Airlines and Emirates
United and Emirates Expand Market Presence Through New Agreement | IMAGE: United Airlines

For Emirates customers, the benefits of the new agreement will begin several months earlier than those of United customers. 

Beginning this November, Emirates customers flying into Chicago O’Hare (ORD), San Francisco (SFO), and Houston’s George Bush Intercontinental (IAH) will have the ability to connect to nearly 200 cities in United’s network. 

Emirates customers flying into its other eight U.S. destinations – Washington Dulles (IAD), Boston (BOS), Los Angeles (LAX), Dallas/Ft.Worth (DFW), New York John F. Kennedy (JFK), Orlando (MCO), Miami (MIA), and Seattle (SEA) – will be able to take advantage of an interline agreement with both carriers. 

“Two of the biggest, and best-known airlines in the world are joining hands to fly people better to more places, at a time when travel demand is rebounding with a vengeance. It’s a significant partnership that will unlock tremendous consumer benefit and bring the United Arab Emirates and the United States even closer,” said Emirates President Sir Tim Clark. “We welcome United’s return to Dubai next year, where our hub Dubai essentially becomes a gateway for United to reach Asia, Africa and the Middle East via the combined network of Emirates and flydubai. We look forward to developing our partnership with United for the long term.”

Besides the obvious advantages, such as more efficient check-in and luggage transfer options, United MileagePlus members will be able to earn and redeem miles on select connecting flights from Dubai. Emirates Skywards members will be able to earn and redeem miles, and enjoy the use of United lounges, when traveling on any United flight. Additionally, United customers will have access to Emirates lounges when connecting to and from United’s EWR-DXB flight. 

Both carriers say additional announcements are forthcoming regarding benefits for customers in both loyalty programs.

Is the Timing Right This Time? 

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The tails of a United Boeing 777 and an Emirates Boeing 777 | IMAGE: Emirates

With the rebound in post-pandemic international travel, Wednesday’s announcement makes sense – despite years of tension between U.S. and Gulf carriers. It will also reintroduce United to one of the most highly sought-after destinations in the world.

United last served Dubai from Washington Dulles in 2016. The carrier discontinued the flight in January 2016, saying the introduction of subsidized carriers such as Emirates and Etihad at IAD “created an imbalance between supply and demand to the United Arab Emirates.” 

As tensions continue to thaw and post-pandemic travel continues to soar, this new agreement opens up a new world of possibilities for customers of both United and Emirates. The news comes on the heels of recent announcements regarding similar agreements between Etihad and JetBlue, as well as Qatar and American. 

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