ROME, Ga. — One of the largest air shows in the southeast will host the Air Force Thunderbirds and top aerobatic aircraft during the Wings Over North Georgia air show.
The Thunderbirds and A-10C Thunderbolt II will return to north Georgia on October 24 and 25. The Army’s Golden Knights parachute team is scheduled to take to the skies above the autumn-colored landscape.
Air Force Maj. Cody “ShIV” Wilton of the A-10 Demonstration Team performs during a recent show. (USAF)
For one Thunderbird, the Rome air show will be a home-coming. Capt. Remoshay Nelson has invited family and friends from nearby Douglasville, Georgia to the event.
“I am excited for Wings over North Georgia and look forward to returning home to perform for my friends, family, and the Rome community,” Public Affairs Officer Capt. Nelson told AvGeekery.com on Friday.
“2020 has been a challenging year for the country; and it is my hope our aerial demonstration can bring some pride and inspiration for air show attendees,” she added.
Thunderbird 12 Capt. Remoshay Nelson and her squadron visit schools and community centers at air show locations to educate and inspire today’s youth. (USAF)
North Georgia is on a short list of shows featuring the Thunderbirds and A-10 Warthog. The few remaining air shows are working together to develop a safer format.
Following the cancellation of hundreds of U.S. air shows due to Covid, a new air show format has become a positive alternative. The ‘drive-in airshow’ has been successfully proven at previous military air shows to promote social distancing.
“We transitioned to a drive-in air show model that fully satisfies the wide range of safety concerns while allowing us to bring exciting entertainment at a family-style venue,” John Cowman, Airshow organizer and president of JLC AirShow Management, said on Thursday. “We believe this is the ‘shot in the arm’ our community needs right now, especially during the fall, one of the most beautiful times of the year in our area.”
Richard Russell Airport will become a drive-in parking lot around the main runway. Cowman explains ticket purchases are per vehicle and available online only.
“Many events and most air shows have been forced to cancel during the pandemic,” Cowman added from the Rome flightline. “My team and I have worked diligently with local and regional officials and authorities to find creative and safe ways to host this year’s air show and avoid cancellation.”
Wings Over North Georgia officials explain there will be portable restroom accommodations and food vending sites. Cowman encourages guests to also bring their own food and drinks to Georgia’s largest tailgate party.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
OCEAN CITY, MD — The U.S. Air Force F-35A Demonstration Team is poised to perform this weekend across the beaches of Ocean City during the east coast’s first air show of the year.
The fifth-generation military jet is led by it’s pilot Capt. Kristin “BEO” Wolfe. This is her first season with the F-35A Demo Team and only her third public air show of the Covid-shortened year.
The Air Force F-35 Demo Team performed a Live flight in May 2020 from Hill AFB, Utah. (USAF)
Beo was all smiles following her team’s arrival. She is hoping for some “awesome vape” to envelope her aircraft during several of the maneuvers this weekend.
“Our team is really excited to perform for our first East Coast show this year,” Capt. Wolfe said Thursday following her arrival into nearby Wallops Flight Facility. “It’s going to be an amazing experience to see everyone lined up on the Boardwalk and beaches!”
Ocean City and show officials are providing stronger safety measures to support the air show. Mandatory face coverings and social distancing on the Boardwalk are required.
“Since we’re performing along Ocean City’s massive beachfront, there will be plenty of opportunities to see the show while practicing safe social distancing,” F-35A Demo Team spokesperson Capt. Kip Sumner said. “If you can’t attend the show, there will be a live-stream of the event that you can tune into.”
The A-10C, F-22A, and F-35A Demo Teams perform the heritage flight in July 2020. (USAF SrA Kristine Legate)
The aerobatic box has been extended to 10 miles long along the coastline to support social distancing. The exact air show center is where 16th street runs east to the Boardwalk and beach line.
Wolfe is also the commander of the demo team which is based at Hill AFB in Utah. Ocean City is there first east of the Mississippi River this season.
“We’re planning on performing the full F-35A High Show routine, as long as weather cooperates,” Capt. Wolfe acknowledged from the Wallops flightline. “We’re also going to do a four-ship heritage flight with the F-22, A-10, and a P-51 Mustang.”
Capt. Kristin Wolfe is one of only two female jet pilots with a Air Force demo team. (USAF Capt. Sumner)
The heritage flight has been a crowd favorite for a decade. Typically a recent Air Force jet will fly a slow pass along side a historic warbird. This weekend’s will be extra special as four aircraft will fly wing tip to wing tip over the Atlantic waters.
The Air Force Thunderbirds six-jet formation will also perform each afternoon. Ocean City will mark the first air show in which the F-35A Demo and Thunderbirds attend together.
“Performing alongside the other demonstration teams as well as the Thunderbirds is an awesome opportunity,” Capt. Wolfe added. “And we can’t wait to put on a great show for everyone.”
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
OCEAN CITY, MD — The top jets of the U.S. Air Force will push the air show envelope this weekend as the beaches of Ocean City host a ‘stay safe and separate’ event amid the continuing Covid-19 restrictions.
The Air Force Thunderbirds, F-35A Lightning II, A-10C Thunderbolt II, and F-22A Raptor will provide the thrust and precision maneuvers. This show will mark the Thunderbirds first public full demonstration of 2020.
“We are looking forward to putting on a safe and successful aerial demonstration for Ocean City,” Thunderbird 12 officer Capt. Remoshay Nelson told AvGeekery.com on Monday. “2020 has been a challenging year for our nation; and we hope the show can bring hope, inspiration, and a bit of normalcy to onlookers during this difficult time.”
The Air Force Thunderbirds depart NAS Pensacola in May bound for their next stop. (USAF)
The coastal community surrounding Ocean City has stepped up to provide stronger safety measures to support the air show. Social distancing and face coverings on the Boardwalk are required, and the aerobatic box has been extended.
“We have worked with the Town of Ocean City to implement a series of ‘Stay Safe and Separate Initiatives’ which will help ensure the safety of spectators,” O.C. Airshow spokesperson Chris Dirato explained on Tuesday. “The stage for the air show is 10 miles wide and 1,000 feet high so spectators can watch from their backyard, balcony, boat, or the beach, making it the ideal event for the Ocean City community to host in the era of social distancing.”
Capt. Kristin Wolfe will pilot the F-35A Lightning II during the Ocean City Airshow. (USAF/Capt. Sumner)
Civilian aerobatic aircraft will also join the fun this weekend. The east coast’s first air show of the year will include an L-39 Albatros jet, aerobatic pilots Mike Wiskus and Scott Francis, and the historic B-29 Mitchell bomber Panchito.
The GEICO Skytypers Airshow Team’s six World War II-era SNJ-2s are scheduled each day. Their stunning flying maneuvers demonstrate those performed by the Greatest Generation 75 years ago.
“This weekend we’re dedicating our performance to those who served in World War II,” GEICO Skytypers flight leader Larry Arken explained. “Airshow spectators and aviation enthusiasts will witness our warbirds perform a dynamic demonstration designed by team members who served in the U.S. military.”
The GEICO Skytypers will perform precision maneuvers this weekend over Ocean City. (Charles Atkeison)
The squadron has redesigned one maneuver for Ocean City — the “pop up strafe.” Flying near show center, a new tactical strafe will offer a third element of aircraft to more closely match the military’s tactics of today.
Following their demo, two Skytypers will break away from the formation for a special event. The aircraft plan to race the Miss GEICO speed boat down the beach line for first place.
The air show is free to the public. Arrive early as traffic is expected to slow along Ocean Gateway and Highway 528.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
This video is like a dagger into the hearts of Tweet fans everywhere. For 52 years, the jet served as the primary trainer for Air Force pilots who attended pilot training. This isn’t how you want to see it all end! But like a train wreck, you can’t turn away. This post is unfortunately a video of scrapping a retired T-37.
T-37 Tweet was a pilot favorite
In addition to being one hell of a fun jet to fly, the T-37 also made a ton of noise. The two J-69-T-25 turbojets produced 1,025 lbs of thrust each along with one of the most ear piercing noises known to man.
Many pilots affectionally referred to it as the ‘6,000 pound dog whistle’. So much so that we’re assuming most instructors who flew her for any extended length of time are now eligible for disability due to hearing loss.
Gut-wrenchingly Sad Video Of Scrapping A Retired T-37 Tweet 8
Not all hope is lost. There are still a couple of private T-37s flying. The T-37 Tweet also continues to fly in Pakistan, Ecuador, and Columbia.
As loud as the Tweet was, the jet was loved by most pilots who flew the jet. It was a quirky, fun, and forgiving jet. That’s why this video showing the destruction of a Tweet is so painful to watch.
The jet in this particular video was based at Sheppard AFB, tail number 58-1891. It was a static trainer. When the jet was no longer needed for training, it was destroyed back in 2011. What a waste.
PENSACOLA, Fla. — The U.S. Navy Blue Angels announced Friday they will keep this season’s pilots for next year as the team prepares to transition to the Super Hornets in November.
The Navy’s Flight Demonstration Squadron elected to retain the entire jet team for next season also due to the shortened season. Three pilots were scheduled to return to the fleet in November.
This season will be the last for the Blue Angels pilots flying the classic F/A-18 C/D legacy Hornets. The squadron will begin practicing with the upgraded Super Hornets this autumn. (Charles A Atkeison)
The cancellation of air shows due of Covid-19 have kept the Blues grounded nearly all season. Only three air shows remain on their schedule from September to October.
The six delta formation pilots and the advance pilot will remain in their same positions. They will begin training in November with the new Super Hornet aircraft.
Navy Cmdr. Brian Kesselring will begin his second season as Boss of the squadron. LCDR James Haley will stay on for his third season as right wing pilot.
Blue Angels Lead solo pilot LCDR Brandon Hempler explains the importance of the squadron to him.
Slot pilot Maj. Frank Zastoupil, LCDR James Cox, Lead Solo LCDR Brandon Hempler, and LCDR Cary Rickoff will remain for 2021. Next season will Hempler’s fourth year with the Blue Angels.
LT. Julius Bratton will remain as the advance pilot and narrator for next season.
“This year offered an exemplary group of applicants from around the fleet, making our selection process very difficult,” Cmdr. Kesselring said from the Blues’ home base at NAS Pensacola. “With these fantastic new additions to the Blue Angels team for 2021, we are all well equipped to head into our historic 75th show season.”
The Blue Angels did select a new pilot for their C-130J Super Hercules known as Fat Albert. Marine C-130 pilot Capt. Jackson Streiff will join the squadron this autumn.
The Blue Angels selected new officers for the squadron’s 2021-2022 season on Friday. (USN)
New officers were also selected for next season to support logistics and aircraft maintenance. The Blue Angels will celebrate their 75th anniversary season in April.
Navy Lt. Katlin Forster was selected as the new events coordinator. She currently serves as a naval flight officer instructor at NAS Pensacola, next door to the Blue Angels home.
A new flight surgeon will join the Blue Angels. Navy Lt. Monica Borza has served recently with the Black Knights of Marine Fighter Attack Squadron 314 at Miramar, Calif.
Navy Lt. Henry Cedeño will become the Blues new maintenance officer for 2021. He served recently with Strike Fighter Squadron 211 at Naval Air Station Oceana where he maintained the Super Hornets.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Irritating the Wasp: The Legacy of a South African T-6 Harvard
It could be the laziest of days at the airport, but when the distinctive sound of a T-6- or a flight of them- rolls across the horizon, an excitement crackles like heat lightning. After all, a North American T-6 knows how to make an entrance- she’s been perfecting it for nearly eighty years.
Now, imagine that the arriving T-6 is decked in a tangerine-colored paint scheme and some unfamiliar insignia- you will find yourself wondering: What’s the story?
Photo: DR. Angelici
Did you know that the North American T-6 aircraft was the workhorse of the South African Air Force (SAAF) until the late 1990’s? In their program, they were of course primary trainers, but also acro, night, IFR, gunnery, ordnance delivery… and any other task that could be made to suit. After they were retired, they were sold to private individuals worldwide.
N7693Z, a C-model, was brought home to the United States. After the long journey west, she was reassembled and began a new, much different chapter: It was time to have some fun.
Here's What It's Like to Own an Original T-6 aircraft 17
The T-6 Texan served many roles in the Army Air Force and Navy; It was known then, as it is today, as the “Pilot Maker”. This particular aircraft, N7693Z, was manufactured by North American Aviation in Dallas as an AT-6C-NT (CN 88-11637) and received by the United States Army Air Force (USAAF) on 25 January 1943. She was assigned USAAF serial number 42-3933 and served in the USAAF from January 1943 until May 1950. 3933 was sold to the SAAF sometime in 1953 and after service in South Africa returned to the United States in 1995. It’s interesting to note that South Africa was a member of the Commonwealth and the air forces of the Commonwealth referred to the T-6 as a Harvard, regardless of what the data plate said.
PHOTO: DR. ANGELICI in front of his T-6 Harvard
The airplane now belongs to a passionate aviator, Dr. Arnold Angelici. Dr. Angelici has loved aviation since childhood. He became a private pilot in 1994, continuing with his instrument rating the following year. He spent his early flying hours in Cessna 172/182s, an airplane he still regards with fondness. In fact, when queried about his favorite planes, he lists the Cessna 182RG among older, more nostalgic breeds, like the Fairchild PT-19.
In the late 1990’s, Angelici decided to take a sabbatical from internal medicine, shifting his focus toward aviation. He spent two years at Wright State University in Ohio in the Aerospace Preventative Medicine program, graduating into a contracting aviation market that was reeling from the terrorist attacks of 9/11. Undaunted, he went to work with the FAA in 2003 and has remained, currently serving as the Deputy Regional Flight Surgeon for the Southern Region. His love of aviation makes him a compassionate leader in his field – he genuinely wishes to help people in the aviation med spectrum.
Angelici relocated to Oklahoma in 2003. Amid the move and obtaining currency in the local rental aircraft, he crossed paths with the local Commemorative Air Force wing. He sponsored a PT-19 and began flying the relic in formation clinics. The T-6 was the common platform used for the formation groups, which sparked a new interest for Angelici. He claims that he “didn’t know much but was awestruck” at the fresh challenge of precision formation flying. It was only a matter of time before he found himself purchasing his own T-6- an orange-adorned beauty that had spent her career training eager young SAAF pilots.
PHOTO: DR. ANGELICI and a closeup of his T-6 Harvard.
Angelici had enjoyed his time at the controls of the PT-19 as he found it to be an honest and forgiving platform. However, the T-6 put him through the paces, challenging him. A difficult plane, it stretched his abilities in that maddeningly satisfying way that only authentic stick-and-rudder flying can. Angelici points out that the T-6 “doesn’t look elegant on the ground. But once airborne, it’s one of the best flying airplanes.”
It was not long before he was entirely charmed with his new, old airplane. While not an A&P, he befriended a group of mechanics and pilots and devoted himself to all matters of caring for a complicated piece of machinery. He describes some of the costly but necessary maintenance required to keep a design from 1938 airworthy to modern standards. An overhauled engine was a substantial expense, as was updating the avionics. However, Angelici views his experience as an owner with great love and patience, stating, “this airplane is special, like a family member. You learn the pedigree, the history, and you care for all of that.”
Here's What It's Like to Own an Original T-6 aircraft 18
Which brings us to the bright orange markings and the foreign insignias (bearing the national emblem of the castle of Good Hope, Cape Town, SA), something he would never change. “She has a history, she’s been in those colors for 50+ years, and I don’t want to erase the memory.” In his reverence for her history, he has collected some unique memorabilia. In addition to complete logs, he has a number of special photographs. The photos include one taken on the day she was retired from service back on November 17, 1995. Amassed on the ramp at the SAAF air base in Langebaanweg, SA., a group of approximately 55 Harvards shut down simultaneously – imagine the lovely, stunning cacophony of sound produced by those Pratt & Whitney R1340 AN-1, nine cylinder radials???
Another truly special moment in the legacy of this airplane came when he met, through a complex circuit on social media, a South African pilot named Tony Shapiro that had soloed in N7693Z in 1984. The gentleman, now a 777 captain, traveled with his wife from South Africa to meet Angelici in Georgia – and to be reunited with the airplane that had made him a pilot. Angelici arranged for two friends, Max Hodges and John Skipper Hyle, both CFI’s, to take Mr. Shapiro for several flights, an epic occasion for all.
Angelici loves flying the T-6, especially in formation. He attends shows and clinics throughout the season and plans to race at Reno in 2021. He is a truly passionate aviator that views himself as a caretaker for a significant piece of history- one he hopes to help keep alive. Not that it isn’t an enjoyable task- irritating the wasp, slang for the special sequence that is starting the big ole radial hanging on the nose of these head-turning planes.
This “Miniature” Version of the Classic 1969 Battle of Britain Movie Features the Original Dialog and Music
At Avgeekery we’re huge aviation movie fans. We’re sure most of you would agree that one of the best of the genre is the 1969 United Artists release “Battle of Britain.” The Battle of Britain movie represents one of the high water marks for warbird fans. Very few models were used in the making of the 1969 film.
Most of the aerial combat sequences were made with actual flying warbird fighters- Supermarine Spitfires, Hawker Hurricanes, Messerschmitt Bf 109s (well, not really, but close enough) and Heinkel He 111 bombers (ditto). The Junkers Ju 87 Stuka dive bombers were models. There was some special effects trickery utilized for some mass formation shots and damage effects, but very little of either. Here is the trailer for the 1969 film uploaded to YouTube by historycomestolife.
Miniaturizing a Classic Aviation Film
When we came across the film “The Battle of Britain in 1.72” there were some very visceral reactions. First, every scene (set to the original movie’s score and using original movie sound no less) was created using 1/72 scale models.
Vehicles. Aircraft. Personnel. Ground Equipment. Scenery. Literally everything. And it’s absolutely fascinating! Those of you who have not seen the original 1969 movie may not appreciate this version of the story quite as much as those who have loved the original film for years but it’s still worth a look. So take a look! Here is the “miniature” version of uploaded to YouTube by The Battle of Britain 1.72 honoring the Battle of Britain Movie.
Battle of Britain Movie For the Modelers Out There
The scale modelers in the audience (we know there are many!) will likely be able to tell that the models are all accurate to the period (unlike the 1969 film).
That’s not a criticism of the original film- the producers sourced flyable aircraft as close to the actual examples that fought the Battle of Britain as possible. But in the “miniature” version early-Mark Spitfires, Hurricanes, and Bf-109 “Emils”- even the Junkers Ju-52 transport from the 1969 opening title sequence, were used along with Boulton-Paul Defiants, Messerschmitt Bf-110s, and Junker Ju-88s that never appeared in the original film but certainly participated in the battle.
Of course not every scene in the original film gets the 1/72 scale treatment in the “miniature” version but it’s still awesome!
The 1/72 scale model aircraft built for the production included three Airfix Spitfires, three Airfix Hurricanes, one Airfix Defiant, three Airfix and one Academy Bf 109s, one Airfix Bf 110, One Airfix and one Hasegawa He 111, two Airfix Ju 87 Stukas, one Hasegawa Ju-88, and one Italerai Junkers JU 52. 1/72 scale Airfix refueling trucks, Academy Kübelwagens and BMW R75/5 motorcycles with sidecars, and a Hasegawa Mercedes Benz G4/W31 also appear in the film.
Revell, Hasegawa, and Airfix figures and other details rounded out the plastic and Humbrol paints were used throughout.
The making of the stop motion movie “The Battle of Britain 1.72” comparing it with similar sequences for the film “Battle of Britain” uploaded to YouTube by The Battle of Britain 1.72.
The Details Make the Film Come Alive
The houses, huts and interiors of the houses were all scratchbuilt using primarily cardboard and paper. Propellers were made to appear in motion using clear plastic discs and the aircraft were mounted on clear plastic stalks to facilitate motion- or more accurately, stop motion.
The explosions, tracers, smoke effects, and a few other digital enhancements were all created in post production, frame by frame, similar to cartoon effects. The producer utilized a Canon 70D camera to capture the images and edited the piece using Apple Final Cut Pro. On a personal note, as a childhood scale modeler myself, I thought Jerónimo Martínez Molina did a great job with the models. I was also surprised the production dates back some seven years ago.
The trailer for the stop motion film “The Battle of Britain 1.72” using 1/72 scale models built by the author Jerónimo Martínez Molina, based of the original film “Battle of Britain” uploaded to YouTube by The Battle of Britain 1.72.
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 26
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?
