Airshows

‘During my three years at Ellsworth Air Force Ease I had two events that I call outstanding,’ A/1C Ralph Whitaker (Ret.), B-36 Electrical Gunner Upper

Responding to the US Army Air Forces’ requirement for a strategic bomber with an intercontinental range, Consolidated Vultee (later Convair) designed the B-36 during World War II. The airplane made its maiden flight in August 1946, and in June 1948 the Strategic Air Command received its first operational B-36. Some B-36s served as photographic reconnaissance aircraft, and others were adapted to launch and retrieve specially modified RF-84F/K reconnaissance planes.

Powered by six Pratt & Whitney R-4360 engines, the B-36J cruised at 230 mph, but for additional bursts of speed, its four General Electric J47s increased the maximum speed to 435 mph. It carried 86,000 pounds of nuclear or conventional bombs. When production ended in August 1954, more than 380 B-36s had been built for the US Air Force. In 1958-1959, the USAF replaced the B-36 with the all-jet B-52. Although never used in combat, the B-36 was a major deterrent to enemy aggression.

The RB-36 variants of the B-36 were used for reconnaissance during the Cold War with the Soviet Union and the B-36 bomber variants conducted training and test operations and stood ground and airborne alert, but the latter variants were never used offensively as bombers against hostile forces; it never fired a shot in combat.

A/1C Ralph Whitaker (Ret.) Electrical Gunner Upper AFT.RT. 717th Bomb Squadron (H), 28th Bomb Wing (H) Ellsworth Air Force Base Rapid City, South Dakota, recalls in Meyers K. Jacobsen’s book Convair B-36: A Comprehensive History of America’s “Big Stick”:

‘During my three years at Ellsworth Air Force Ease I had two events that I call outstanding.

‘My crew and I were involved in a “rum-run” to Ramey AFB around November 1954, and I’ve forgotten the name of the very capable aircraft commander. We took off loaded for Ramey AFB, when the left inboard flap stopped in about 15 degree down position. It looked loose and dangerous, so we pointed out the flap and gear indicators to the aircraft commander. The A/C sent the crew chief to the bomb bay to check the problem out, but to no avail. So the A/C invited any of the crew the option of bailing out. But with the option of fifteen mph ground winds for bailing out, or coming in with the plane still fully loaded with fuel, our A/C felt he had the confidence to give it a try. Besides, we had two miles of available runway. We all chose to ride it out, and proceeded to secure the area and buckled up tight in crash positions. The hot shot pilot touched the gears down on the very end of the runway and normally we’d slowed enough to turn off at the operations turn off. But today we went by operations engines in reverse and operations just a blur in the blister. We were slowing down, but we in the aft section couldn’t see the end of the runway rapidly coming at us. But we sensed somebody had better throw out the anchor. Fortunately, at the very end of the two mile runway, the pilot looped the plane around with the brakes squealing when it stopped. Finally, thereafter our ground crew fixed the broken flap linkage, and we proceeded to Ramey with no further problems.

‘The second event that really sticks with me was an airshow flight of our RB-36 to Billings, Montana, where a new airport celebration was in progress. This airport was built on a high bluff above the town and had an adequate runway of one mile for commercial aircraft and our RB-36. After setting overnight in the parking area, we found our main gear had sunk into the asphalt, about inches deep. Fortunately, we had enough power to pull out and proceed forward to the end of the runway, where we had to back up by reversing the props into a starting position for take-off. We took off with all ten engines roaring in about one-half of the one mile of available runway. We pointed the aircraft’s nose as straight up as possible, and at about 10,000 feet banked over in a “chandelle type” maneuver and came down aimed at the center of the runway. We then pulled out at about 100 feet above the runway and pulled up at the far end of the runway the same way. These maneuvers glued us to our seats until we leveled off and headed back for Ellsworth. The A/C had put on quite a show for everyone, including us.’

Convair B-36: A Comprehensive History of America’s “Big Stick” is published by Schiffer Publishing and is available to order here.

Photo by: U.S. Air Force and screenshot from YouTube video

Colonel Oleksandr “Grey Wolf” Oksanchenko who was the Ukrainian Air Force Flanker display pilot between 2013-2018 lost his life on Friday night when his jet was shot down over Kyiv by Russian air defenses

Ukrainian Colonel Oleksandr Oksanchenko, the Ukrainian Air Force Sukhoi Su-27 Flanker display pilot between 2013-2018 was killed in an air battle. President Volodymyr Zelensky posthumously awarded the soldier with the title of Hero of Ukraine, the command of the Air Force of the Armed Forces of Ukraine announced on Facebook.

According to Perild.com, Oksanchenko died in battle, diverting enemy aircraft.

“Colonel Oleksandr Oksanchenko, now a Hero of Ukraine, died in an air battle, distracting enemy aircraft… It’s a pity that he didn’t receive the Hero of Ukraine during his lifetime, because he was worth it… He is a Hero for me forever. Forever alive”, Lana Borisova wrote on Facebook.

According to the Telegram channel Operational APU Oksanchenko had more than two thousand flight hours and flawless performance of the most difficult elements of aerobatics.

He became famous after triumphant flights at the SIAF air show, The Royal International Air Tattoo, International Airshow-2017, Czech International Air Fest.

“His handwriting and style of performing aerobatics are now known to the whole world. Colonel Alexander Oksanchenko is rightfully considered one of the best aerobatic pilots of combat aircraft,” the report says.

The sad news confirmed by European Airshows Facebook Page, that wrote;

‘We have received some extremely shocking and sad news from Ukraine this morning.

‘Colonel Oleksandr “Grey Wolf” Oksanchenko who was the Ukrainian Air Force Flanker display pilot between 2013-2018 has lost his life on Friday night when his jet was shot down over Kyiv by Russian air defences.

‘Col. Oksanchenko was not only a very experienced pilot who won a number of awards for the best flying display at many events across Europe, but he was also a true fan of airshows. Despite leaving the active service and joining the reserves in late 2018 he volunteered to remain in the Ukrainian Flanker Solo Display Team as a coach/advisor and travelled with the team during the 2019 display season which was also the last airshow season for the team.

‘He came out of retirement to defend his country from the Russian invasion and paid the highest price. Col. Oksanchenko was posthumously awarded the title of Hero of Ukraine by the president of Ukraine, Volodymyr Zelenskyy.

‘Blue skies sir and thank you for all your amazing displays!’

H/T: Christian Nentwig

Photo by: facebook.com/borisovalana888

“The overall weight reduction was significant. We ended up with an airplane that weighed 11,300 pounds [dry] and we had an engine that produced 11,400 pounds thrust,” Ken Wallace former Blue Angels CO.

After a series of accidents and maintenance problems with their McDonnell Douglas F-4J Phantoms in the 1973 air show season, the Blue Angels stood down for an overview of the program by the Secretary of the Navy, John Warner (who would later serve six terms in the US Senate representing the state of Virginia). Warner appointed a panel of six senior flag officers to review the Blue Angels program and they unanimously recommended its continuation as a “prime recruiting asset.”

As told by Nicholas A. Veronico in his book The Blue Angels a Fly-By History, Ken Wallace, a 1954-55 slot pilot, and 1961-63 team leader, was called upon to guide the team through rough waters. Wallace was serving in the office of the chief of naval operations as the tactical air plans officer. “Because of my past association with the Blue Angels, whenever anything that concerned them came up, I was rung in on it in some way,’ he said.

According to Wallace “the Secretary of the Navy was not fully supportive of keeping the team. Admiral Zumwalt, who was chief of naval operations and not an aviator, was very much insistent on keeping the team in the business. So he and I went to chat with the Secretary of the Navy. The Secretary agreed to keep it in business, but we had to change airplanes. He would not let us continue with the F-4s-partially due to the crashes, and at this point, we were in the fuel crunch of the mid-1970s. The F-4 is not an economical airplane on fuel, and it is a heavy-maintenance airplane. It was just a little bit too visible for the times.”

Given the job of program manager for the Blue Angels, Wallace had his work cut out for him. Drawing on his previous experience with the team, he would implement many far-reaching changes. “I started casting about for a different airplane. The airplane that I really wanted was the F-14,’ he said. “I did not want an F-14 with all the weapons control systems in it; that was wasteful.” After proposing his idea to Grumman, they decided that it would cost more to make an airplane without the systems than it would make one with them. Cost became the determining factor, and the F-14 idea went by the wayside.

For Wallace, the A-7 was the next logical choice. He said, “There simply were not enough airplanes in the pipeline to let us have them. The fleet needed the A-7 desperately and could not divert seven aircraft for our use. I went down to Chance Vought and flew the airplane and it certainly would have been quite suitable.”

Although it had been looked at by a number of team leaders in the past, Wallace once again considered McDonnell Douglas’ A-4 Skyhawk. “The A-4 was about the only fleet airplane left that was anywhere near usable by the team,” he said. “It just so happened that while we were doing this search for airplanes, a couple of squadrons were coming back from Vietnam and were being decommissioned. They had the A-4F, which was the latest model at that time. They also had the latest engine, the P-408. It had more thrust than any of the previous engines the A-4 had used.

“We got together with the engineers at McDonnell Douglas and with some of the people at Naval Air Systems Command. We needed some changes to the control system. We needed more nose-down force. Traditionally, the Blue Angels fly the airplane, regardless of the model, with full down nose trim. It gives us, in some cases, 40 pounds of nose-down stick force. We want that nose downforce so we’ve got something we are putting pressure against all the time. Plus, in rough air, it tends to make you bounce away from the formation rather than up into the airplanes ahead of you. By bracing our right forearms on our leg or knee, it provides a very stable or firm base to control the airplane with the stick. By just flexing your wrist a little bit, rather than having large-magnitude arm movements, you get your control that way. The engineers at McDonnell Douglas came up with a bungee cord arrangement that modified the bell crank assemblies in the airplane, thus providing the nose downforce.

“We also bolted up the leading-edge slats. The A-4 in its normal configuration has aerodynamic slats on the leading edges of the wings. They are actuated by aerodynamic force and are used in heavy g-loads or accelerations. They increase the camber of the wing so that you get more lift. The problem with those aerodynamic slats is that depending on the condition of flight, if you’re not exactly in balanced flight or if you are in a turn, one slat may not come out and the other may fully deploy. It really depends on the air loads. If they come out asymmetrically, they can pop you right on your back faster than you can think about it. We determined that by bolting them up we would not add to the landing speed of the airplane by any significant amount.

“We took the guns out, some armor plating, added a drag chute for operations from shorter airports and added weight to the nose for balance. The overall weight reduction was significant. We ended up with an airplane that weighed 11,300 pounds [dry] and we had an engine that produced 11,400 pounds thrust. When you got down to a light fuel load, you could do some pretty cute tricks with that little airplane. The roll rate would certainly not spin your head, but it was more than enough for what we wanted to do in the air show.’

The final change was the rise of the status of the Blue Angels to that of a full U.S Navy squadron, giving the team leader the same powers and position as a squadron CO. This now meant that the flight surgeon, supply and administrative officers, and the public affairs and maintenance teams were no longer loaned to the team.

The Skyhawks debuted in the 1974 show season and flew for the Blue Angels until 1986 when they were replaced by the McDonnell Douglas F/A-18 Hornet.

Photo by U.S. Navy

The Vulcan to the Sky charity has been unable to meet the fundraising deadline to raise the £2.2m needed to progress plans to build The Vulcan Experience at Doncaster Sheffield Airport.

The Vulcan to the Sky (VTTS) charity has been unable to meet the fundraising deadline to raise the £2.2m needed to progress plans to build The Vulcan Experience at Doncaster Sheffield Airport.

Michael Trotter, development director at the Trust, said in a VTTS press release: “It is with a heavy heart that we have announced that our plans for The Vulcan Experience will not be going ahead as we had hoped due to a fundraising shortfall.

“We were unable to meet the fundraising deadline of December 31, 2021, to raise the money needed to build the hangar as a result we are unable to meet the terms of a lease for the land at Doncaster Sheffield Airport.

“This is obviously a huge blow to The Vulcan to the Sky Trust, as a charity we have had big ambitions since XH558 was grounded to create the kind of inspirational home we believe this iconic aircraft deserves.

“Our time in a hangar here at DSA proved that the appetite was there for people to visit XH558 in a visitor setting and when our lease expired in 2017, we set about plans to build our own space. Sadly, the £2.2m needed to enable us to progress a mortgage to build The Vulcan Experience was not reached as we had agreed, and we acknowledge the airport has been more than patient in holding the availability of land for many years on the premise funding would be secured to complete a lease.”

People who donated to Operation Safeguard continue to benefit from Guardian Membership for 12 months and the offer of a name permanently displayed under the wing of the iconic Vulcan XH558. Donors also received either a sample set of genuine Avro/ Hawker Siddeley Aviation fasteners or a reproduction of Vulcan XH558’s Aircraft Identification Plate depending on the level of donation.

Michael added “We are currently considering the implications for donors of being unable to complete the fundraising campaign and we will be in touch with all those who have donated shortly. to discuss the position including their final recognition of names under XH558’s Delta. You will appreciate that this is a difficult time, and we will update donors further as soon as we are able.”

“We are obviously devastated to not be in a position to build the visitor attraction we dreamed of but we will continue with our education outreach work that is currently live across the region and will look for ways to continue to inspire future generations of engineers and STEM specialists. XH558 will continue to be looked after and be maintained to the high standards she has been kept at through her flying years and after. In keeping her at these high standards we are able to demonstrate her at events and tell her story to all who visit.

“This is now a period of reflection for us as a charity as we consider how we continue to provide the best we can for our supporters working with Doncaster Sheffield Airport” explained Michael.

Avro Vulcan XH558 “The Spirit Of Great Britain” was the last remaining airworthy example of the 134 Avro Vulcan jet-powered delta-winged strategic nuclear bomber aircraft operated by the RAF during the Cold War. It was the last Vulcan in military service, and the last to fly at all after 1986. It last flew on Oct. 28, 2015.

Photo by Mike Freer – Touchdown-aviation via Wikipedia

The decision has been made to fund 12 new aircraft – nine for the Red Arrows and three operational spares.

British firm Aeralis is almost certain to win a contract to replace the Red Arrows’ aging Hawk T1 trainers. The Royal Air Force (RAF) aerobatic display team has been using the Hawk T1 for more than 40 years to perform in almost 5,000 public displays at home and abroad.

The decision has been made to fund 12 new aircraft – nine for the team and three operational spares.

As reported by the Daily Express, on Sep. 11, 2021, an RAF source said: “The Red Arrows promote British industry and the plane needs to be made in the UK. Aeralis will design, develop and deliver the Hawk T1 replacement.

“Though officially the order date is being played down, given that it will take at least 5 years or longer before the plane is in operational service, there’s an acute awareness that the decision has to be made soon.

“An announcement is pending and will be made before Christmas.”

Though the company would not confirm the news, a spokesman said: “Obviously with the retirement date being announced for the Hawk T1 there is speculation around how that important UK capability is preserved and that Aeralis is the only prospect of a British successor. The RAF has publicly said it doesn’t need to make a decision yet; we continue to ensure they are fully aware of the options we can provide.”

As already reported, in March the ‘Defence in a Competitive Age‘, the Defence Command Paper axed the RAF’s entire fleet of 76 Hawk T1 trainer aircraft, leaving only 28 Hawk aircraft in British service, the T2 variant.

No. 100 Squadron flies Hawk T1 jets in the aggressor role and the Red Arrows use the T1 as display aircraft. Although the famous aerobatic team has been saved from the axe concerns about the safety of the aircraft have forced senior staff to push ahead with replacing the planes.

Last February Aeralis, which has already designed the first British jet fighter since the 1970s, announced that has been awarded a three-year research and development contract with the RAF.

The Royal Air Force’s Rapid Capabilities Office (RCO) will support the requirements and design review process to gain an understanding of how AERALIS defines the ways in which agile, modular, commercially-driven aircraft design can develop and certify a broad range of future aircraft systems that could support the RAF’s ambition to rationalize its future fleet.

Aeralis is building five variants of the aircraft, the first of which has completed phase one and phase two development and is due to fly in 2024.

The new aircraft could be converted from basic trainer to aggressive fighter by swapping engines and wings earlier this year.

The unique modular system means that each variant will share a common core fuselage and avionics, but everything else, from the tail to the wings and engines, can be customized to suit the client.

“Aeralis is focused on re-inventing how future military aircraft are developed and operated, and we’re delighted to help set the pace and vision for future RAF systems with the Rapid Capabilities Office.,” said Tristan Crawford, Aeralis Chief Executive Officer. “As well as helping to enable rapid, digitally-driven development and the certification of flexible, open-architecture aircraft systems, this supports UK prosperity and the Government’s goal to champion British innovation. We are creating a significant export and global relationship development opportunity for the UK.”

Air Marshal Richard Knighton, Deputy Chief of Defence Staff, commented, “I’m delighted to hear of the RCO contract with Aeralis. This private aircraft company is adopting an innovative approach that I have not seen before in the combat air sector. Its ingenious and innovative use of modularity, together with applying lessons learned from the commercial sector offers the potential to break the capability cost curve that has dogged military fast jet programs for many generations. The design philosophy could be disruptive, providing a means to improve international competitiveness and shift away from expensive bespoke platforms.”

Photo by Aeralis

For more interesting news and info about RAF Red Arrows check out Aerobatic Display Teams website

The cool video in this post features Gazelle Squadron Display Team during a training sortie at Pembrey Airport

Taken last weekend by our friend Dafydd Phillips, the cool video in this post features Gazelle Squadron Display Team during a training sortie at Pembrey airport.

“With sorties continually heading out with various objectives it was a great photographic opportunity,” Phillips says.

The Gazelle Squadron Display Team was established in 2014 and currently performs as a 2 aircraft flying display and provides additional aircraft for static display at airshows across the United Kingdom. According to the Gazelle Squadron Display Team website, the team has expanded its fleet of aircraft throughout 2021 which will increase its flying display capability in 2022. The Squadron consists of around 38 volunteers who supply their time and skills throughout the year to ensure that our aircraft are displayed in prime condition and operated safely at all times.

In addition to providing aerial displays at public events, the team also provides static display aircraft to a number of smaller private events, schools, and other shows including schools and village fetes.

Initially based at a private airfield near Hurstbourne Tarrant in Hampshire the Gazelle Squadron Display Team reluctantly had to move in the summer of 2020 and now operate from a site near Wantage in Oxfordshire. Supported by CAA-approved maintenance organization Falcon Aviation Ltd, the team maintains a fleet of former military Westland Gazelle helicopters from the Army Air Corps, Royal Navy, Royal Air Force, and Royal Marines.

All personnel are civilian volunteers but are generally ex-military. The team adheres to a traditional military structure, many are experienced pilots, engineers, and ground crew, most of whom have served with the Army Air Corps Eagles and Royal Navy’s Sharks display teams.

The Aerospatiale Gazelle is a five-seat helicopter developed for light transport, training, and light attack duties. It is powered by a single-turbine engine and was the first helicopter to feature a fenestron tail instead of a conventional tail rotor.

A joint production agreement with Sud Aviation, later renamed Aerospatiale and now part of Airbus Helicopters allowed Westland Helicopters Ltd of Yeovil to license build the Gazelle, in part of sale to the British military but also for use by civilian operators. In total, Westland Helicopters produced nearly 300 Gazelle helicopters, with 282 of them being delivered to the British armed forces.

With the exception of the de Havilland Chipmunk, the Gazelle is the only aircraft to serve with all three arms of the British armed forces; the Royal Navy, Royal Air Force, and Army Air Corps, with four different variants produced:

• Westland SA.341B Gazelle AH.1, for the Army Air Corps and Royal Marines (Commandos)
• Westland SA.341C Gazelle HT.2, for the Royal Navy
• Westland SA.341D Gazelle HT.3, for the Royal Air Force
• Westland SA.341E Gazelle HCC.4, for the Royal Air Force

For more interesting news and info about Gazelle Squadron Display Team and other display teams check out Aerobatic Display Teams website.

Photo by Dafydd Phillips

As Thunderbirds chief enlisted manager, Hughes will provide advisory skills to the commander about aircraft maintenance and be the enlisted force manager for two years

Upon enlisting as an F-15 Strike Eagle crew chief in 1997, Chief Master Sgt. Jason Hughes, 23d Aircraft Maintenance Squadron (AMXS) chief enlisted manager (CEM), dedicated 20 years to servicing six airframes.

Now, as explained by Airman 1st Greg Nash, 23d Wing Public Affairs in his article Newest Thunderbird continues Moody legacy, he’s accomplished another aspiration by becoming the newest member of the U.S. Air Force (USAF) Thunderbirds.

“I’m humbled beyond words and the excitement is overwhelming in a great way,” said Hughes. “The Thunderbirds are the face of the Air Force and the chance to help tell their story and all of our individual stories to inspire and attract future generations of Airmen is the most exciting thing.”

“It’s a once in a lifetime opportunity,” Hughes added. “It’s hard to put into words and realize that this is actually happening. I’m excited to represent the Air Force on the grandest stage. It feels like a dream.”

Before this dream became a reality, Hughes was focused on other career opportunities on the horizon. Among these opportunities was the chance to work with the A-10 and rekindle his childhood passion.

Enticed by Moody’s A-10 mission, Hughes landed in South Georgia to be the 74th Aircraft Maintenance Unit’s lead production superintendent.

After many years of contributing to the Flying Tiger’s historic heritage and achieving several milestones, Hughes says the stars finally aligned to pursue another challenge. As the chief enlisted manager at the 23d AMXS, he saw an opening for the same position for the Thunderbirds and felt compelled to apply.

“I applied and had to go through a phone interview and then was asked to come to an air show and interact with the [Thunderbirds] team for another interview,” said Hughes. “I was nervous and excited the whole time but, no matter the results, I viewed it as an opportunity to interact with the best of the best in the Air Force. They were very professional, yet awesome and fun to be around. I wanted to be able to experience that camaraderie.”

According to Hughes, this esprit de corps was reminiscent of the Flying Tiger’s. The people, leadership, impact of the mission and support from the local community reminded him of his favorite assignment as a Moody Airman, which he credits with preparing him for his transition.

“The mission tempo at Moody forces you to be at your absolute best,” said Hughes. “You can’t get done with one thing without preparing for two more. We’re a very busy, well-oiled machine that maintains a high standard. We’ve generated the best aircraft and personnel and have a track record of success to get the job done. I want to bring Moody’s culture of excellence and extend it to the Thunderbirds.”

As the incoming Thunderbirds CEM, Hughes will provide advisory skills to the commander about aircraft maintenance and be the enlisted force manager for two years.

“I’ll be guiding Airmen in career fields I’ve never had close interactions with but it will be a fun challenge that I’m looking forward to,” said Hughes. “It will help broaden my experiences because I’ll not only have to get more acquainted with various jobs but also help the Airmen progress in their career to be successful not only as Thunderbirds but for their future endeavors as well.”

Hughes will take on the role of managing 120 enlisted personnel spanning from 25 various career fields. Upon arrival with the team, he’ll also will reunite with a familiar face, former Moody A-10 pilot, Capt. Erik Gonsalves, Thunderbirds narrator pilot.

According to 23d AMXS commander, Lt. Col. Bobby Buckner, this reunion highlights what Moody is achieving.

“It’s amazing what the base is accomplishing and it shows that we’re executing [23d wing commander] Col. Kunkel’s priority of developing courageous leaders,” said Buckner. “We’re building world class leaders and it reflects in the results of what our people are doing. Both Gonsalves and Hughes deployed with [the 23d AMXS] and were tested in combat operations, deployment operations and exhibited excellence at home station on a tough ramp. It just shows that they’re deserving. “

While Hughes doesn’t foresee what the future may hold, he says he’s honored to have been entrenched in the fight for Moody’s A-10 mission and that he’ll fully cherish the opportunity of donning the prestigious Thunderbird flight suit.

Photo by Senior Airman Daniel Hughes, Airman Gregory Nash and Charles Ramey / U.S. Air Force

The USAF Thunderbirds honored Jonathan Bauer, a man who jumped off a bridge to save an 18-month-old girl who plunged into a bay during a car crash, with a flight aboard their twin-seat F-16D in Maryland.

The US Air Force (USAF) Thunderbirds honored Jonathan Bauer, a man who jumped off a bridge to save an 18-month-old girl who plunged into a bay during a car crash, with a flight aboard their twin-seat F-16D in Maryland.

As reported by ABC News, Bauer sprung into action on May 2, 2021, when he and his daughter were out running errands and saw a truck swerve that caused a five-car accident on the Route 90 bridge.

Bauer ran over to the truck, leaning over the overpass’s edge above Assawoman Bay. A man who got himself out of the truck pointed down to the water, where a child struggled to stay afloat.

“When I looked over, I saw the car seat … and then about 6 feet away from the car seat was a little girl. She was on her back, completely floating, head completely out of the water, arms moving, legs kicking,” Bauer said to ABC.

According to a statement by the Ocean City Police Department, the child was “ejected from a pickup truck with her car seat, landing in the bay below.”

Bauer jumped off the bridge and dropped more than 25 feet into the bay below to save the toddler.

A nearby boat picked him up and the child was handed over to first responders once they reached land. She was flown to Johns Hopkins Children’s Hospital in Baltimore and said to be in stable condition after the incident, officials said.

No one knew at first who’d saved the child because Bauer initially didn’t want to be named.

On Jun. 19, 2021, Bauer was honored by the Air Force Thunderbirds before the Air Show in Ocean City.

“His selfless act shows the best America has to offer, and we’re proud to have honored him with a flight today,” the Thunderbirds said in a post that appeared on their Facebook page on Saturday praising his brave rescue.

Bauer checks flight aboard the team F-16D consisted of formation flying and some basic fighter maneuvers.

For more interesting news and info about US Air Force Thunderbirds and other display teams check out the Aerobatic Display Teams website.

Photo by U.S. Air Force / Thunderbirds Facebook Page