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.
PENSACOLA, Fla. — Boeing Aerospace delivered its first modified Super Hornet on Wednesday to begin an evaluation period prior to becoming a new Blue Angels jet next season.
A gray F/A-18E Super Hornet arrived at Naval Air Station Patuxent River in Maryland to begin its evaluation and flight testing. The aircraft is expected to arrive at the Blue Angels home base NAS Pensacola this summer.
The squadron will replace the current F/A-18C/D Hornets with the larger jets to begin their 75th anniversary year. The pilots and aircraft maintainers will begin training this November with at least eight of the Super Hornets delivered.
“The Super Hornet is an iconic representation of excellence in naval aviation,” Admiral Pat Walsh (Ret.), vice president of U.S. Navy & Marine Corps Services for Boeing, said on Wednesday. “As Boeing continues to support the operational fleet of Navy Super Hornets, we are excited to see this platform enter a critical phase of its journey to joining the team.”
Walsh, who served as a pilot with the Blue Angels between 1985 to 1987, was all smiles during the announcement.
As summer turns to autumn, gray F/A-18 E/F Super Hornets will receive their blue & gold high gloss paint just like the current classic Hornets. (Image: 514th AMW/2020)
Boeing is currently modifying older Super Hornets into Blue Angels jets at the company’s Cecil Field facility in Jacksonville. The aerospace manufacture is adding new equipment to the former Navy and Marine fleet jets.
“Major modifications include the addition of an oil tank for the smoke-generation system, fuel systems that enable the aircraft to fly inverted for extended periods of time, civilian-compatible navigation equipment, cameras and adjustments for the aircraft’s center of gravity,” Boeing spokesperson Jessica Carlton added.
The Navy’s Flight Demonstration Squadron’s 2021 schedule has been shortened to only 28 show sites. This will give the squadron an extra month to practice close formation flying in the new aircraft. Next season will kick-off in April at NAS Jacksonville.
The 2021 show schedule for the U.S. Navy flight demonstration squadron. (U.S. Navy graphic/Released)
The squadron will also add three new pilots in July to replace this season’s out going pilots. Three current pilots will return, and they each have Super Hornet piloting experience.
Current Blue Angels Boss, Commander Brian C. Kesselring, flew Super Hornets during his combat deployments aboard USS Harry S. Truman. He graduated from TOPGUN, the Navy Fighter Weapons School, in 2008.
Blue Angels solo pilot LCDR. Cary Rickoff and advance pilot LT. Julius Bratton will return in 2021 as the two solo pilots. Each flew Super Hornets during fleet operations.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
BILOXI, Miss. — The Air Force Reserves Hurricane Hunters are performing multiple flights this week into Tropical Storm Cristobal, gathering weather data to forecast the storm’s path and intensity.
As the third named tropical storm spins over southern Mexico, Keesler AFB’s 53rd Weather Reconnaissance Squadron is working around the clock today. The squadron has ten WC-130J Super Hercules aircraft they rotate to perform several fixed mission flights into the center of Cristobal each day.
The storm is forecast to push northward on Friday, and begin its landfall over Louisiana late-Sunday evening. Gradual strengthening is expected as the system moves across the warm gulf waters.
The Hurricane Hunter’s Mission
Each fixed mission flown by the 53rd WRS collects weather data such as temperature, wind speed and direction, and surface pressure. Each C-130J crew also fly an alpha pattern to help locate the center of a named storm.
Hurricane Hunter pilot Maj. Jesse Rosal communicates with his crew during a fixed mission. (USAF)
As the system becomes a named storm, the C-130Js will fly at higher altitudes from 5,000 to 10,000 feet based on the storm’s intensity. Each aircrew may fly through the storm’s center up to six times per flight to locate the low-pressure center.
The Hurricane Hunters remind the public that radar and weather balloons are not available in large areas of the Gulf of Mexico and the Atlantic Ocean. The 53rd’s flights gather exact information and then relay it to the National Hurricane Center.
aerial reconnaissance weather officer MAJ. JEREMY DEHART reviews data prior to sending the data to the National Hurricane Center. His location is in the forward right side of the C-130J’s cargo bay. (USAF)
“Satellites are great these days, but they’re still missing a lot of information that cannot be collected via satellite,” Capt. Black added. “It is important we get into the storm environment and sample in three dimensions: what’s going on in the storm by releasing our dropsondes, observing the surface of the water, and getting all the data at flight levels to create that big picture of the storm to be ingested by forecast models and minimize errors.”
Hurricane Hunters record Cristobal’s wind speed and central pressure on Wednesday. (USAF)
While inside the storm, the aircraft will launch several parachute buoys to collect weather data. The aircrews relay weather data from the aircraft’s sensors and the dropsondes by satellite to the hurricane center. This in turn provides the NHC with exact data to assist in creating new forecasts and storm warnings.
The 53rd Weather Reconnaissance Squadron will also perform extended flights over the Pacific to investigate active systems. During recent years, the aircraft flew into hurricanes in the eastern Pacific and near Hawaii.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
The Queen Of The Skies Is rapidly disappearing from the skies
When you think of international travel, most passengers still conjure up memories of the iconic jumbo jet. The 747, with its famous curves, four engines and swept back wings, evokes a memory of regal air travel. While the era of luxury travel for most travelers is long gone, up until February of this year, many passenger 747s were still plying the skies.
Then the dreaded Corona virus (COVID-19) hit the industry. International travel was decimated as many nations banned international travel in an attempt to slow the spread of the virus. In response to the unprecedented economic downturn, nearly every airline responded with drastic cuts to their schedules.
Airline travel in the US was down 95% at one point in April. Although the numbers have started to trend upwards, major airlines like Delta, United, and American have cut their scheduled by over 50% and publicly stated that they have no plans to return to pre-pandemic levels anytime soon.
How has the downturn affected the 747 fleet?
As a passenger carrier, the Boeing 747 was already in decline. Major US airlines retired their fleet back almost two years ago. The only US airline still flying the 747 in a passenger configuration is Atlas Air. Your only opportunity to fly on one of their planes is via charter. With the exception of airlines flying the Boeing 747-8i model, most major airlines already had plans to retire their fleets of the jumbo jet. COVID-19 just accelerate those plans. Here are just some of the passenger carrying 747s headed to the boneyard:
KLM
KLM retired their fleet of Boeing 747-400 jets last month. BriYYZ from Toronto, Canada / CC BY-SA (https://creativecommons.org/licenses/by-sa/2.0)
KLM retired their fleet of Boeing 747-400 jets in April. Prior to COVID-19, they had anticipated that they would fly the type into 2021 but the dramatic decline in traffic forced them to move the retirement up by over a year.
Qantas
Qantas will retire their 747’s by the end of June. Vismay Bhadra / CC BY-SA (https://creativecommons.org/licenses/by-sa/4.0)
Even before COVID-19, Qantas had plans to retire the jumbo jet by the end of 2020. The virus accelerated those plans. The small remaining fleet of 747-400s will be retired by June of this year.
Virgin Atlantic
Virgin has retired their fleet of 7 Boeing 747-400s with immediate effect. MercerMJ / CC BY-SA (https://creativecommons.org/licenses/by-sa/2.0)
Virgin Atlantic announced this month that they were closing their operations at London’s Gatwick Airport and would retire their remaining fleet of 747-400s immediately.
British Airways
British airways is the largest operator of the Boeing 747-400 fleet in a passenger configuration. Eluveitie / CC BY-SA (https://creativecommons.org/licenses/by-sa/3.0)
British Airways is the largest operator of the Boeing 747-400 fleet in a passenger configuration. The airline originally intended to operate the type until 2024. At the beginning of the year, they had 28 jets. They accelerated the retirement of 2 jets due to COVID-19. They are now looking at streamlining their fleet with a full retirement possible by 2021.
Where can you still fly the 747 after The Corona Virus Pandemic?
The good news is that up until 2016, Boeing still produced the Boeing 747-8i. This upgraded passenger queen still flies for Korean Air, Lufthansa, and Air China. While there have been rumors of each airline trimming their fleet, no airline has announced that they will retire their Boeing 747 fleets as of yet.
The Queen of the Skies will soldier on, especially for cargo airlines. Cargo airlines like UPS and AtlasAir have benefited from the decline in passenger air travel as cargo has shifted largely to their networks. Cathay Pacific also flies a sizable fleet of 747s in a cargo configuration.
The Boeing 747 isn’t dead yet, UPS ordered 14 jets back in 2018. Deliveries for that order are expected to be complete by 2022. No word on whether Boeing will continue to produce the aircraft. The backlog of deliveries will approach single digits next year.
PENSACOLA, Fla. — Two Russian Su-35BM jets flew very close off both wings of a U.S. Navy P-8A Poseidon aircraft over international waters on Tuesday in an action the U.S. naval forces deemed was “unsafe and unprofessional”.
Assigned to the U.S. 6th fleet, the P-8A aircraft was on a flight over the Eastern Mediterranean before it was intercepted by the two Russian aircraft. The Navy added that this was the third “unsafe interaction” following two similar incidents over the same area in April.
Two Russian Su-35 unsafely intercept a P-8A Poseidon assigned to U.S. 6th Fleet over the Mediterranean Sea May 26, 2020. (US Navy)
The U.S. Navy blasted the Russian Air Force for unsafe flight after two Su-35s flew very close on Tuesday. (U.S. Navy)
The Russian Air Force Sukhoi Su-35s, each clutching four advanced missiles, pulled within a few feet of the wing tip of the P-8A. The Russian twin-engine, single seat jets restricted the P-8As flight for 64 minutes.
“The intercept was determined to be unsafe and unprofessional due to the Russian pilots taking close station on each wing of the P-8A simultaneously, restricting the P-8A’s ability to safely maneuver,” The U.S. Naval Forces Europe-Africa public affairs said late Tuesday. [youtube id=”OS_uc5jXHA0″ width=”800″ height=”454″ position=”left”] The wording of the Navy’s public statement calls attention to the continued endangerment by the Russian aircraft. The 6th Fleet is worried the continued aircraft bullying will “increase the potential for midair collisions”.
“The unnecessary actions of the Russian SU-35 pilots were inconsistent with good airmanship and international flight rules, and jeopardized the safety of flight of both aircraft,” The 6th Fleet added. “We expect them to operate within international standards set to ensure safety and to prevent incidents.”
The Poseidon, which began its operational history in 2012, is a modified Boeing 737-800 jet. Armed with torpedoes, it serves as an anti-surface, anti-submarine warfare.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Odds Are You’ll Never Fly On An MD-80 or MD-90 Again…But there is still time!
The end always comes sooner than you think. Just a couple of months ago and we were all thinking that Delta would retire their MD-88s at the end of this year and their MD-90s in a couple of years. COVID-19 has resulted in a much accelerated timeline for these T-tailed airliners. This is about more than the retirement of an airplane. This is truly the end of an era for McDonnell Douglas aviation.
Last year we chronicled the retirement of American Airlines’ McDonnell Douglas MD-80. A few years back we also lamented KLM’s retirement of the MD-11. Well the day has finally come that by the end of next week, there will no longer be any pre-merger MD scheduled passenger jet flying in the United States.
On June 2nd, Delta airlines will fly its final MD-88 and MD-90 flights. In normal times, this would have been a massive celebration but these aren’t normal times. Passenger traffic is beginning to rebound but it is still 90% less than levels seen a year ago. Most major airlines have drastically adjusted their schedule and fleet plans to adjust to these ‘challenging times.’ So that means that there will be a muted ceremony followed by a series of flights to the MD-88 and MD-90 boneyard located in Blytheville, Arkansas.
Final flight will end 80 year relationship with Douglas Aircraft Company
This header might sound controversial but it is true. The MD-88 and MD-90 were the last McDonnell Douglas jets that Delta Air Lines purchased first hand. It is true that their Boeing 717 (formerly MD-95s) will continue to soldier on for the next few years at least. And while Delta will retire a portion of their 717 fleet, a smaller group of T-tail jets will fly on. However, those jets were acquired second-hand as part of a lease takeover deal with Southwest Airlines (who acquired them as part of a merger with AirTran) back in 2012.
Delta was a loyal customer to Douglas and later McDonnell Douglas. They acquired the first DC-3 in 1944 and flew almost every major variation of DC-jets from the DC-6, to the DC-7, DC-8, DC-9, the DC-10 (for a short while) and then the MD-88, MD-90, and the MD-11. Today, Delta is a mix of Airbus and Boeing.
There is still time to fly on an MD-80 and MD-90
Delta will retire their MD-90 fleet on June 2, 2020. Photo: aeroprints.com / CC BY-SA (https://creativecommons.org/licenses/by-sa/3.0)
Although the industry is in a funk, Delta will still plan to commemorate their final MD-88 and MD-90 flights. According to Delta, “In a nod to the T-tail jet’s name, Delta Flight 88, a McDonnell Douglas MD-88, will depart on its last scheduled revenue flight on the morning of Tuesday, June 2, from Washington-Dulles International Airport to our hub in Atlanta. Earlier that same morning, Delta Flight 90, operated by an MD-90 aircraft, will fly from Bush Intercontinental Airport in Houston to ATL.
Once on the ground in Atlanta, the aircraft will join several other MD-88s and MD-90s as they fly to Blytheville, Ark., where they will be officially retired from the fleet.” There is still time to fly on a McDonnell Douglas bird. Although tickets for the final flights are sold out, there are still tickets available for flights this week. Don’t wait, this is your last chance. The MD-90 will officially enter boneyard status as of June 2nd as all MD-90s will retire.
Although some third world and charter MD-80 operators remain, no scheduled US or European operators of the type will remain after June 2nd. There is a near zero chance that any MD-90 will ever fly again as Delta was the last operator of the type.
There are still limited opportunities to fly on a MD-80 if you make the effort. Your best bet to fly on a MD-80 after June 2 is either to find a scheduled charter by World Atlantic Airlines or find a smaller airline in Central America, Iran or Africa that is still flying the type.
Back in 1988, a Boeing 737-300 glided to a safe landing on a New Orleans Levee
Although ‘the miracle on the levee’ doesn’t stick the same as ‘Sully’s Miracle on the Hudson’, TACA flight 110 was truly a miracle. On May 24, 1988, a brand new TACA Boeing 737-300 departed from Belize to New Orleans on a scheduled flight with a distance of about 875 nautical miles. Passengers enjoyed the relative quiet of a new Boeing 737-300 enroute. The first three quarters of the flight were uneventful.
At the controls was Captain Dárdano. He was a very experienced pilot in command of the Boeing that day with a lucky track record even in challenging situations. Years earlier he was shot in the head during the civil war in El Salvador while on the ground before he was supposed to pilot an air taxi flight. Dárdano lost an eye in that incident. Despite his disability, he still managed to become a commercial pilot for TACA.
TACA 110’s Descent Takes It Into Bad Weather
On descent, the captain noticed weather up ahead. Utilizing the radar, the crew attempted to fly between large cells on descent. This is a common technique for pilots to utilize as they deviate around weather. Unfortunately, the radar was not painting additional embedded weather in between the two primary weather cells that were depicted.
FLT CREW NOTED GREEN & YELLOW RTRNS ON WX RADAR WITH SOME ISOLATED RED CELLS, LEFT & RGT OF INTENDED FLT PATH. BFR ENTERING CLOUDS AT 30,000′, CAPT SLCTD CONTINUOUS ENG IGNITION & ACTIVATED ENG ANTI-ICE SYS. CREW SLCTD ROUTE BET 2 CELLS, DISPLAYED AS RED ON WX RADAR. HVY RAIN, HAIL & TURBC WERE ENCTRD. AT ABT16,500′, BOTH ENGS FLAMED OUT.
-NTSB Accident investigation Report for TACA Flight 110
Passing 16,500 feet, both CFM-56 engines flamed out due to heavy rain and hail. Captain Dárdano then started the APU to regain electrical power and attempted to restart the engines. An airstart did not work. Utilizing the starter, the crew did note that the engines began to light off. While both restarted, the crew could not get either engine to advance beyond flight idle. Even worse, the #2 engine showed that the EGT temperature was excessively high.
At this point, the crew recognized that it was unlikely that they would regain power. While armchair critics might question their next move, according to the NTSB report, they elected to shut down both engines to avoid further engine damage. They had few choices at this point. They were too far away from New Orleans International Airport to make a deadstick landing. Their choices were to land on water or find an alternate field. ATC attempted to guide the stricken jet towards New Orleans’ Lakefront Airport. While in the final decent, they recognized that they wouldn’t have enough energy to make it to Lakefront. Call it luck or prayer, but on the approach path to Lakefront Airport, there was a levee. It was long enough for a Boeing 737 to land.
The miracle deadstick landing of a Boeing 737
The experienced captain of the jet landed on the grass levee. The AP article from 1988 about the incident featured an interview with a passenger on the flight: ″It was a very smooth landing,″ said passenger July Mora, a travel agent from New Orleans. ″I thought we were at the airport. I was surprised to learn we had landed on a levee.″
The nosecone of tACA Flight 110 after flying through a Thunderstorm. (Image: faa)
All 45 passengers and crew safely exited the aircraft. They had survived with barely a scratch. The aircraft itself was in relatively good shape. After an engine change and minor repair, it was flown to a maintenance facility for additional inspection. The jet was eventually sold to a lessor, reregistered, and ended up flying with successfully with Southwest Airlines for a number of years until the jet was finally retired from service in December 2016.
The NTSB later released a report stating that the engines should have continued to provide power even while flying through that level of precipitation. At the time, FAA water ingestion certification standards did not adequately reflect precipitation amounts likely encountered in actual flying conditions. Recommended changes included keeping a minimum power setting of greater than 45% N1 and restricting the use of autothrottles in heavy precipitation. Additional changes were incorporated into the CFM-56 engine design:
Spinner profile change from conical to a combination elliptical and conical (spinner shape called coniptical) to guide the hail radially outward
Cutback splitter that allows more ingested rain and/or hail to be centrifuged out by the fan rotor, away from the core, and into the fan bypass flow
Increased number of variable bleed valve (VBV) doors that allowed additional rain and/or hail to be extracted from the core flow path at low engine rotational speeds
We found a rare and incredible interview with Captain Dárdano on Youtube
On Youtube, there is an hour plus long interview with Captain Dárdano. In the video, he described the event and his thoughts at the time of the incident. It’s a bit long but interesting to hear him recount the miracle landing on the levee.
In the interview, Captain Dárdano cited that the crew lacked training for such an event. At the time there were no checklists for dual engine flameout. He cited his experience and a bit of luck for a “beautiful, beautiful landing.” After landing, he told a funny story of a passenger rushing off the jet right as the flight attendant opened the chute. The passenger jumped out the door without the slide inflated. Fortunately, the slide rapidly inflated just under the passenger as she was about to land. The full interview is below.
Morris Air was ‘the’ low-cost breakout airline of the 1990s. In an era that featured way more startup airlines than successes, Morris Air was one of the few on track to become a competitive force in the US.
It was an airline so good that it made Southwest Airlines nervous. So much so that they bought the airline just a few years after founding.
A Morris Air Jet at LAX with a Southwest nose. (Photo: Alan Radecki Akradecki/CC BY-SA 3.0)
June Morris: The Woman Behind It All
Morris Air was founded by businesswoman June M. Morris. Morris’s foray into entrepreneurship started in 1970 with the founding of her travel agency, Morris Travel, which is credited with bringing low-cost flights to Utah, where she was based.
Eventually, Morris Travel launched Morris Air 14 years later in 1984. The charter service offered charter flights and travel packages all across the West Coast, and even as far afield as destinations such as Hawaii and Alaska.
Morris, however, did have a partner in the business, one that would go on to become far more famous in the aviation industry than herself — David Neeleman. As many of you know, David who would later have had his hand in WestJet, JetBlue, Azul and the forthcoming airline Breeze.
While building her brand, Morris was also smartly keeping a close eye on Southwest. One New York Times article even claimed she modeled Morris Air completely after Southwest. The writer attributed this claim to her low fares; budget, economy-class service; and fleet of Boeing 737 jets.
As CEO, Morris was said to have a unique business and management style. This resulted in unprecedented innovations such as the e-ticket. Back in the 90s, all tickets were still paper.
Morris Air was the first airline ever to invent e-ticket travel, thanks to one employee’s ingenuity. Southwest often gets the credit — though more on that later.
The Rise of Morris Air
Morris Air started small as they transitioned from charter to scheduled service. It was based out of Salt Lake City International Airport. Technically, until 1992, these charter flights were operated by Ryan International and Sierra Pacific Airlines. In 1992, Morris Air obtained its FAR 121 operating certificate and began operating as an independent carrier.
By this time, Morris Air provided service to 28 destinations on the West Coast. It eventually expanded its fleet to include 25 Boeing 737-300 jets.
A year later, in 1993, Morris Air received recognition as Utah’s top woman-owned-and-operated business, and the United States’ 33rd top woman-owned-and-operated business.
In 1993, Morris Air was offering more than 1,000 flights each week. Destinations were scattered all over destinations, mostly in the western US.
This success would not go unnoticed in the aviation industry.
Southwest takes note…then buys it
In 1994, June Morris turned her attention elsewhere, citing health issues. It was the perfect opportunity for Southwest to make its move and solidify its presence on the west coast while removing a formidable competitor.
Morris sold Morris Air to Southwest Airlines in a stock exchange worth $129 million. At the time, Southwest was about eight times the size of Morris Air. The purchase gave Southwest more than two dozen additional destinations it previously did not have. It also gained a new Salt Lake City hub, which it hoped to use to compete with Delta Air Lines.
Southwest has called the acquisition “the largest growth of its kind in our company’s history.” Although the Southwest hub never really materialized, other cities like Seattle, Portland and San Jose grew a sizable amount with the acquisition.
The acquisition was a tremendous boost for Southwest. Southwest gained routes, aircraft, and even incorporated some of Morris Air’s innovations. In particular, Southwest integrated Morris Air’s ingenious e-ticketing idea.
This was what eventually led to Southwest receiving credit as the first airline in the world to offer ticketless travel. Morris herself was also offered a spot on the Southwest Airlines Board of Directors, where she remained for more than a decade.
As for David Neeleman, he went on to serve on Southwest’s Executive Planning Committee for a while. Due to non-compete clauses, he was prevented from founding another airline in the US for a period.
He became the CEO of Open Skies, a touch screen airline reservation systems company acquired by HP. Later, he assisted with the founding of both WestJet and eventually JetBlue.
Neeleman then went on to found Azul in Brazil. He’s planning his return to the US airline industry with a new airline called Breeze that is supposed to begin service sometime in late 2020.
There is nothing more beautiful than an air to air photo of an airplane. A high quality image of heavier than air machine in its native environment gets every avgeek excited. Have you ever wondered what it takes to get the perfect shot?
It is a complex endeavor to conduct an air to air photo shoot. The perfect photo requires planning, patience, and precision. Jessica Ambats is a renowned aviation photographer, pilot who possesses all three of those qualities in spades. She’s releasing a new book on her air to air photography adventures called Jet Dreams. The book is filled with with dramatic, high-quality air-to-air photos of owner-flown jets.
If you’ve been around aviation for any length of time, you are bound to have seen some of her amazing work in magazines, executive offices, and FBO lobbies. We sat down with Jessica to learn more about her amazing career and forthcoming book.
Meet Jessica Ambats, The Air to Air Aviation Photographer 33
Our interview with air to air photographer Jessica Ambats
You are also a pilot yourself, when did you realize that flying and photography were the perfect mix for a career?
I always viewed flying and photography as two separate interests, and it took some time to realize I could combine them to create a career. Years after college, I attended a symposium hosted by the International Society for Aviation Photography. I was in awe of all of the speakers. I met accomplished aviation photographers and it was a huge inspiration to me. That event was my lightbulb moment.
Did you grow up around airplanes?
I grew up interested in aviation, but not around airplanes. As a kid, I loved to watch my dad go hang-gliding. But it wasn’t until much later that I realized flying was an attainable goal. I earned my private pilot license at Santa Monica Airport, and later seaplane, instrument and multi-engine ratings.
Let’s talk a bit more about air to air photography. Can you tell us more about the preparation necessary to do an air to air photo flight?
Quite a bit of planning takes place before each shoot. It starts with having a clear vision of what I want to accomplish. I research backdrops by studying sectional charts, satellite maps, and other photos, until I find the perfect location. If it’s in a busy airspace, my formation pilot will coordinate in advance with ATC. I then schedule a date that works for everyone – this is often the hardest part of the entire process! I plan our prep/brief/launch times around sunrise or sunset. I also use an app to calculate where the sun angle will be – this helps me determine in advance exactly where we will orbit for photos. My team of excellent pilots is what really makes the difference in having a safe and successful shoot.
Meet Jessica Ambats, The Air to Air Aviation Photographer 34
What type of modifications have you made to your plane to be able to get the perfect shot?
For Bonanza photoships, we remove the rear doors and the last row of seats. I sit in the middle row facing backwards. This gives a large, clear area for me to shoot from. I wear a harness that is attached to multiple points inside the Bonanza.
What’s your favorite photo shoot thus far?
There have been many amazing shoots, but one that comes to mind was over New York City, of four Citation Mustangs and a P-51 Mustang. We captured many New York landmarks, including One World Trade Center, Central Park, the Brooklyn Bridge and the Statue of Liberty. Our large formation of aircraft, next to busy airspace, was an awesome undertaking. But, New York being my hometown is what made this shoot most special. As we flew overhead and I looked down at the city, I remembered myself standing down there as a young child, looking up and dreaming. It felt like I had come full circle.
A dissimilar four ship formation over New York City. Photo: Jessica Ambats
There have been many amazing shoots, but one that comes to mind was over New York City, of four Citation Mustangs and a P-51 Mustang.
– Jessica Ambats
You are already an accomplished pilot, magazine editor, and photography. Now you are going to add author to that list too. What inspired you to put out a book?
I’ve wanted to create a book for a long time. Being grounded during the pandemic has allowed time to finally focus on it. Through my work shooting owner-flown airplanes, I’ve gotten to know a very interesting group of individuals. Many of them dreamed of flying as kids and have fascinating, self-made success stories. I want to share their inspirational stories along with my collection of air-to-air work.
At Avgeekery, we’re always trying to inspire the next generation to explore a career in aviation. To be honest, things are looking a little tough these past couple of months, especially for people who are pursuing a traditional airline career. What advice do you have for them?
An airline career takes persistence and resilience. The aviation industry is affected by ups and downs in the economy more than many other industries. Anyone interested in aviation has to really love it and be creative about ways to build time. That said, there are many other ways to have a career within aviation: engineering, design, sales, marketing… and even photography!
Air to air Photography with Sean D. Tucker. Sean wrote the forward for JEssica Ambats’ book Jet Dreams.
We’re pretty sure that her book will be a hit in the aviation community and beyond. Jet Dreams features 160 pages of photography plus a forward by world-famous aerobatic pilot Sean D. Tucker. If you are interested in supporting her work and/or purchasing her book, check out her Kickstarter here.
Jessica Ambats’ new book titled Jet Dreams will feature over 100 of her best air to air photos.
CAPE CANAVERAL, Fla. — The U.S. Space Force’s uncrewed X-37B space shuttle lifted off into the skies over America’s Space Coast on Sunday to begin military science research in space.
This sixth flight of the X-37B program is the first under the management of the Space Force. As the previous five flights under the Air Force were top secret, several payloads have been announced for this mission.
Based at the Kennedy Space Center, there are two Orbital Test Vehicles in service. They are serviced in a building once used to prepare NASA’s space shuttle fleet for flight. The X-37-B is 25:100 scale compared to NASA’s orbiters.
The encapsulated Space Force X-37B a few weeks prior to the sixth launch in the program’s history. (ULA)
The last X-37B broke the program’s space duration record in October 2019 after spending 780 day in low Earth orbit. Combined, the two spacecraft have logged seven years and 10 months in space, and nearly one billion miles traveled.
Launch and the Mission Ahead
A United Launch Alliance Atlas V 501 thundered away from Cape Canaveral AFS at 9:14:00 a.m. EDT, on Sunday. The rocket’s 860,200 pounds of thrust pushed the second X-37B craft toward space beginning its third flight. [youtube id=”DRf2MTAlQTo” width=”800″ height=”454″ position=”left”] The Atlas V began its trek northwest out over the Atlantic waters. Five minutes into the flight, the two payload fairing halves separated exposing the X-37B to space.
“This launch is a prime example of integrated operations between the Air Force, Space Force, and government-industry partnerships,” Air Force Chief of Staff Gen. David Goldfein stated on Thursday. “The X-37B continues to break barriers in advancing reusable space vehicle technologies and is a significant investment in advancing future space capabilities.”
The Atlas V main stage separates from the Centaur upper stage four minutes after launch on Sunday. (ULA)
The two spacecraft are owned by the U.S. Air Force. The U.S. Space Force is in charge of the launch, on-orbit operations, and landing.
“This sixth mission is a big step for the X-37B program,” Randy Walden, Director and Program Executive Officer for the Department of the Air Force Rapid Capabilities Office, said on Friday. “This will be the first X-37B mission to use a service module to host experiments.”
The addition of a service module will allow the space plane to include more research experiments. A satellite deployment is scheduled later in the flight.
The winged spacecraft will likely stay aloft for over one year, and may break the last mission’s endurance record. At the flight’s conclusion, the X-37B will return home and land at the Kennedy Space Center.
ULA dedicated Sunday’s launch to healthcare professionals, first responders, and the military working across the frontlines of COVID-19. “We join the U.S. Air and Space Forces in honoring those affected by the virus,” the commercial space company added.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
