Airshows

“The past year’s demonstration was sort of like an ‘appetizer’ if you will. The new profile this year will be the full ‘five-course meal’ showing fans everything this jet is capable of.” Capt. Andrew “Dojo” Olson, F-35 Demonstration Team pilot

The F-35 Heritage Flight Team is officially transitioning to the F-35 Demonstration Team for the 2019 air show season taking their current flying profile to new heights.

“The past year’s demonstration was sort of like an ‘appetizer’ if you will,” said Capt. Andrew “Dojo” Olson, F-35 Demonstration Team pilot and commander. “The new profile this year will be the full ‘five-course meal’ showing fans everything this jet is capable of.”

According to Olson, the new 13 minute-long profile will highlight the F-35A Lightning II’s numerous capabilities to include speed, agility, and high-g turning.

“What makes the fifth-generation fighter so special in general is the slow-speed, high angle of attack maneuvering it can do,” Olson said. “We’re also going to be performing controlled flat spins while falling out of the sky as well as high-speed passes and vertical climbs.”

As explained by Senior Airman Alexander Cook, 56th Fighter Wing Public Affairs, in the article F-35 HFT prepares for new demonstration profile, along with the new single-jet profile, the team plans to include the Heritage Flight display following the F-35A’s performance flying alongside older warbirds representing the past, present, and future of Air Force Airpower.

“For the 2019 air show season, we’re going to be a demonstration team,” Olson said. “The show we’re going to bring to fans is unlike anything they’ve ever seen and I really believe it’s going to set a benchmark for the demonstrations performed by an airplane on the planet. I think it’s really going to impress people by finally showing off the full maneuvering envelope of the F-35A.”

Throughout the offseason, Olson is preparing for the new profile in Fort Worth, Texas where he’ll engage in simulated training.

“The training involved during the offseason is very intense,” Olson said. “It takes a lot of practice to fly the F-35A crisply and professionally to fully showcase its power and agility. We wrote the new demonstration from scratch hand-selecting all of the new maneuvers so their executable and repeatable to ensure safety.”

With the amount of operational support from the 56th Fighter Wing, Olson is confident now is the right time to transition to the demonstration team.

“We have the right amount of jets right now at Luke AFB to fully support what we need to do on the road with the demonstration team as well as continue to fulfill our primary mission at the home of training the world’s greatest fighter pilots and combat-ready Airmen.”

The quantity of fully combat capable (3F) F-35A’s within the fleet at Luke AFB will also enable the F-35 Demonstration Team to effectively demonstrate its capabilities while on the road.

“We have a wide variety of professionals within their respective career fields on the team this year who are at their absolute pinnacles in their career and it’s such an honor and joy to work with them on a daily basis.”

With 12 Airmen selected to be on the team for the upcoming season, Olson is looking forward to what’s in store for the future.

“I’m really proud of what our team accomplished last year, but I’m also very excited about the upcoming season to finally get to show air show crowds around the world the full potential of the F-35A Lightning II.”

During the offseason, Olson is scheduled to fly a minimum of 16 training sorties before receiving his certification at the Heritage Flight Certification and Training Course from Lt. Gen. Steven Kwast, commander of Air Education and Training Command.

For more information and updates on the F-35 Demonstration Team, go to https://www.luke.af.mil/F-35-Demonstration-Team/ or follow them on Facebook @F35DEMO and Instagram @F35DemoTeam.

Photo by Tech. Sgt. Ryan Crane / U.S. Air Force

“The new colour scheme is a visually striking 21st Century image for the RAAF training aircraft and Roulettes, that is unique to the RAAF and Roulettes,” Christopher Pyne, Australian Minister for Defence

On Oct. 17, 2018, the Royal Australian Air Force (RAAF) has unveiled the new paint scheme for the Roulettes aerobatic team. The new scheme will be worn by the PC-21.

Minister for Defence, the Hon Christopher Pyne MP, and Minister for Defence Personnel, the Hon Darren Chester MP said in the media release that the Air Force selected a noticeably different color scheme for the Roulettes, to clearly distinguish them from other aerobatic display teams.

“The new color scheme is a visually striking 21st Century image for the RAAF training aircraft and Roulettes, that is unique to the RAAF and Roulettes,” Minister Pyne said.

“While pursuing a 21st-century look, the new color scheme retains the traditional colors of Air Force and the Australian National Flag, the Roulettes ‘R’ logo and incorporates the Southern Cross.”

Minister Pyne said the Pilatus PC-21 was the world’s most advanced pilot training aircraft and would replace RAAF’s current PC-9/A and CT-4B aircraft as part of the AIR 5428 project.

“The project spans all phases of pilot training for the three Services, from basic flying training at RAAF Base East Sale through to advanced flying training at No 2 Flying Training School at RAAF Base Pearce,” Minister Pyne said.

“The update to the Pilot Training System will deliver significant efficiencies and is key to a 5th generation Air Force.

“The new Pilot Training System will ensure undergraduate pilots develop the necessary knowledge and skills prior to progressing onto advanced military aircraft such as the F-35 Joint Strike Fighter, Armed Reconnaissance Helicopter, and MH-60R Seahawk.”

Australia is acquiring 49 PC-21 aircraft and seven simulators, known as Flight Training Devices. To date, 22 PC-21 aircraft have been delivered to the Commonwealth and six simulators are either in use or undergoing installation – four at RAAF East Sale VIC and two at RAAF Pearce WA.

Minister for Defence Personnel Darren Chester said he was proud to unveil the color scheme for the famous Roulettes aerobatic display team which is located in his Federal seat of Gippsland at RAAF Base East Sale.

“The Roulettes, have pride of place at RAAF Base East Sale,” Mr. Chester said.

“The impressive skills demonstrated by our Roulette pilots have been witnessed by many at international events and in small country airshows and have inspired a generation of Airforce pilots since their first public display in 1970.”

“The new color scheme will ensure that the Roulettes continue to be an important part of the RAAF’s capability now and into the future.”

The Roulettes carry out breathtaking displays, using only hand-eye coordination to fly at speeds of up to 590 kilometers per hour and they can pull up to 4.5G (or 4.5 times the normal force of gravity) during their flying program.

Roulettes members are qualified instructors that when they’re not flying with the team they teach qualified RAAF pilots to become flying instructors at RAAF Base East Sale in Victoria.

Photo by SGT Rodney Welch, FLTLT Daniel Armstrong © Commonwealth of Australia, Department of Defence and Royal Australian Air Force

Those who have seen Vulcan XH558 display can’t fail to have been impressed. Few aircraft have had such an impact on air shows in recent years.

The following article titled Vulcan display appeared in Issue 7 – Avro Vulcan of Aviation Classic.

Vulcan XH558 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.

Few aircraft have had such an impact on air shows in recent years. Vulcan to the Sky’s XH558 has certainly been a major attraction since its return to flight in October 2007, and then its subsequent appearances at many events. Its debut display under civilian operation as G-VLCN came at the 2008 RAF Waddington International Air Show. The Vulcan arrived at the Lincolnshire airbase during the early evening of Thursday 3 July, then carried out its Display Authorisation in beautiful blue summer skies. After a series of display routines, it successfully gained permission to display at the air show that weekend. Massive crowds were drawn to the event and such were the numbers that the organizers had to close the gates relatively early on a Saturday morning, as even this large base quickly reached capacity as a result of the Vulcan’s appeal – its first public air show appearance for 15 years.

XH558’s size and shape make it unmistakable – and its sound as the four Rolls-Royce Olympus engines are set to full throttle certainly leaves no doubt that it has arrived!

Take-off

Full power is selected for take-off and XH558 quickly accelerates to its rotation speed of 150 knots. Once off the ground, the Vulcan’s power allows it to be quickly put into a steep climb. The aircraft’s pitch is progressively increased, from an initial 35 degrees to around 45 degrees. The angle of pitch is carefully controlled by the pilot to keep the speed at around 160 knots.

Soon after getting airborne, the brakes are briefly applied to stop the wheels from rotating, then the undercarriage is retracted. The 160-knot speed is maintained until the Vulcan’s pilot levels the aircraft out at 1500ft, having demonstrated the type’s performance. Power is reduced to 75%, then the V-bomber is put into a descent as it heads to a position ready to enter its display and accelerates up to 250 knots.

‘Bomb run’ arrival

The first flypast is carried out at an entry speed of 250 knots at a minimum height of 300ft and is referred to as the ‘bombing run’ due to its nature. As the jet flies along the runway, power is increased and XH558 accelerates up to 300 knots by the time it reaches the end of the display line whereupon it will have also climbed to 500ft.

Power is then cut to almost idle and the airbrakes are extended as the Vulcan breaks away from the crowd and climbs to 800ft. Its speed will by then have eased back to 160 knots, power will be re-applied, the airbrakes will be retracted at the 270-degree point and it will drop back down to 500ft as it comes around to return head-on at crowd center.

Once in the correct position, the pilot will begin a steep turn back onto the display line and the throttles will be pushed forward to full power. He then puts the Vulcan into a steep climb to 1200ft. At that point, he will commence a turn away from the display line and begin a descent with the airbrakes deployed. Power is eased back to 70% and the speed is kept at 160 knots, partially using the airbrakes to control it when necessary.

Bomb doors open

The Vulcan again levels out at 500ft, turning to the crowd center once more. It is then turned back on to the display line for a pass with the bomb doors open by the time the jet reaches the crowd center with its underside facing the audience. The speed must not drop below 150 knots during the full 360-degree turn with 45 degrees of the bank which is then carried out, and by the time the Vulcan returns to the crowd center the bomb bay doors will have been closed.

This turn is continued until the jet is facing away from the crowd line and then the aircraft carries out a wing-over back towards the display line, climbing to 700ft during the initial part of the turn. It then descends to 500ft, with the pilot controlling its speed with the application of airbrakes.

XH558 then returns along the display line until it reaches the crowd center, where it banks away and makes another turn again with a minimum speed of 150 knots. As it returns to point at crowd center, power is applied and the V-bomber gains altitude with a steep 60-degree angle of bank in a spiral climb generally through 540 degrees reaching a height of 2500ft – so concluding an impressive display of the mighty Vulcan’s incredible flight capabilities.

Landing

The Vulcan will then either depart or if it is to land back at the same venue, the undercarriage will be lowered once the speed has been reduced below 200 knots. It returns in a glide approach for landing, the downwind leg being flown with a power set just below 70%.

The approach speed is 160 knots until the Vulcan descends to 600ft with airbrakes deployed to their ‘medium’ setting. The throttles are then eased back slightly and the final approach will be made at 140 knots, with the airbrakes then being fully deployed.

After touchdown on a lengthy runway, the nose wheels can be held in the air until the Vulcan slows down to about 70 knots. As well as looking impressive and offering the spectators some great photo opportunities, this slows the aircraft down with little use of the brakes, saving a lot of wear and tear. XH558’s aircrew does not routinely use the brake ’chute, which is reserved in case of an emergency only.

Those who have seen the XH558 display can’t fail to have been impressed. For such a big aircraft the main aspect of its capability which stands out is its impressive and almost fighter-like maneuverability. The noise from the four Rolls-Royce Olympus engines also leaves no doubt as to its immense power.

The following video shows Avro Vulcan XH558’s full display at the 2013 Royal International Air Tattoo (RIAT).

Photo by Alan Wilson, Airwolfhound from Hertfordshire, UK, and Peter Gronemann from Switzerland via Wikipedia

No single aircraft was more exciting, more sought after on the show circuit than the F-14 Tomcat

The following article titled U.S. Navy Tomcat Flight Demonstration Team: Showcasing the F-14 and written by Lt. Bill Lind appeared in the May-June 1999 issue of Naval Aviation News.

If you’re involved in Naval Aviation, or just have a love of flying and aircraft, chances are you’ve spent more than one hot summer day at an air show. And chances are that the highlight of those air shows was the spectacle of military high-performance aircraft amazing the crowd with their speed, agility, and power. No single aircraft is more exciting, more sought after on the show circuit than the F-14 Tomcat.

The only Tomcat squadron authorized to stage flight demonstrations is Fighter Squadron (VF) 101, the Grim Reapers. Stationed aboard NAS Oceana, Va., VF-101 is the F-14 fleet readiness squadron, which is responsible for training new Tomcat aircrews for fleet service. The demo team is selected each winter from the squadron’s staff of instructor pilots and radar intercept officers (RIOs). All have an operational fleet tour and over 1,000 hours of F-14 time under their belts, and each is a volunteer for many weekends away from home during the show season.

One big difference between the Tomcat Demo Team (as well as its F/A-18 Hornet counterparts from Strike Fighter Squadrons 106 and 125) and flight demonstration teams such as the Blue Angels or Thunderbirds is that the aircraft and crews performing the demonstrations aren’t the special purposes. The aircraft you saw at a West Coast show was likely training a “nugget’ aircrew the day before off the Virginia coast. Although this puts a strain on the aircraft and the maintainers, it gives the public a unique chance to see a fully combat-capable fighter up close, flying to the limit. Last year, the Tomcat Demo Team appeared at over 20 shows throughout America and was seen by over 5 million people.

The preparation for the season is a real transition for the crews. Although the maneuvers in the show are nothing new or unique to a tactical jet aircrew, they strive for perfection to put on the most exciting and crisp performance. It starts with briefings and chalk talks from previous demo crews, and quickly moves into the F-14A/B flight simulator. The simulator has recently been upgraded with a half-dome color graphic capability, enhancing the realism in this vital training environment. The simulator can’t replicate the true sensations of highly dynamic flight so it only allows the pilots and RIOs the chance to hone procedural skills, but this basic training is critical for a new demo aircrew.

Then, it’s off to the jet, first flying the demonstration with a 5,000-foot “floor.” As the crew’s experience and skills progress, the altitudes are slowly lowered until they are proficient at the show the public sees. This training occurs not only at NAS Oceana but at the Navy Dare Bombing Range in northeast North Carolina and NAF El Centro, Calif. Each crew is certified in writing by VF-101 and Commander Fighter Wing, Atlantic, and they are the only F-14 crews authorized to perform at air shows.

Every air show is unique, from the restrictions and limitations imposed by the Federal Aviation Administration or show organizers to the terrain, population, and obstructions around the airfield. The demo crew for each show consequently spends a tremendous amount of time reviewing field diagrams, charts, and photographs while still at Oceana. The crew and primary aircraft arrive at the air show site on the Thursday before the weekend event. The crew again reviews the areas in which they’ll fly, this time first-hand. Friday is spent practicing the performance, and come Saturday and Sunday, it’s showtime!

The landing and shutdown of the mighty Tomcat don’t mean the show is over for the crew. The rest of their day is spent with the air show fans, answering questions about the performance, the F-14, flying, or Navy life in general. It’s an awesome opportunity to display the Navy at its best for citizens who rarely see the machines and people who make up their sea service.

All this public exposure wouldn’t be possible without the support of the Grim Reaper maintenance department. While supporting the day-to-day training at Oceana, as well as over 18 detachments a year to different bases and carriers, VF-101 still provides the demo team with at least two fully capable aircraft and a support crew for each show. Again, everyone involved with the team is an integral part of VF-101 each day—their duties with the demo team are in addition to their roles as instructors or maintainers.

Taken in 1998, the following cool video shows the Grim Reapers showcasing the mighty F-14 at NAS Oceana Air Show.

As a side note, VF-101 displays were so beautiful to impress also pilots from other services, as happened to the former U.S. Air Force SR-71 Blackbird pilot Brian Shul who explains in the book Grumman F-14 Tomcat Bye-bye, Baby…!: “I was at the big Nellis air show, and everybody was buzzing about the first public demo of the F-22. Lots of generals in the bleachers, the whole deal. The F-22 demo was just plain lame. Hard deck of 1000 feet AGL (Above Ground Level), weak turns, no high speed passes. Like they’re afraid to break the thing, which they were. Who’s up next on the schedule? Why, the Tomcat, of course. These guys just beat the place up. Flog this Air Force mercilessly. The crowd goes bananas, and I’m yelling along with them. Tell me who those two lunatics were, and I’ll buy them a cocktail.”

Photo by Photographer’s Mate 2nd Class Daniel J. McLain and U.S. Navy

“The SR-71 pilot circled around behind the crowd and came in behind the hangers so as not to be seen or heard and just as he cleared the hangers he threw it into full afterburner. The sound was like an explosion and everyone jumped. It was awesome.”

Taken at Nellis Air Force Base (AFB) the impressive video in this post shows an SR-71 performing two low passes during the Golden Air tattoo in 1997.

According to one spectator who attended the airshow, before the second low pass the SR-71 pilot “circled around behind the crowd and came in behind the hangers so as not to be seen or heard and just as he cleared the hangers he threw it into full afterburner. The sound was like an explosion and everyone jumped. It was awesome.”

Two Pratt & Whitney J58s powered the highly-sophisticated Lockheed SR-71 high-altitude strategic reconnaissance aircraft as well as its forerunners, the Lockheed A-12 and YF-12A prototype interceptor. In July 1976, J58 engines powered an SR-71 to a world altitude record of 85,069 feet and another SR-71 to a world speed record of 2,193 mph.

The J58 engine was developed in the late 1950s by the Pratt & Whitney Aircraft Division of United Aircraft Corp. to meet a U.S. Navy requirement. It was designed to operate at speeds of Mach 3+ and at altitudes of more than 80,000 feet. The J58 was the first engine designed to operate for extended periods using its afterburner, and it was the first engine to be flight-qualified at Mach 3 for the U.S. Air Force.

Photo by U.S. Air Force

Source: National Museum of the U.S. Air Force 

“All the Hunters are now standing vertically on their tails. For better or worse we are now virtually committed to completing this loop in some fashion or other. From this attitude there is little one can safety do with so many aircraft, other than loop them. It is the point of no return!” Squadron Leader Roger L.Topp

The Black Arrows, one of the predecessor Royal Air Force Aerobatic Team, the Red Arrows, were an aerobatic demonstration team formed in 1956 by Squadron Leader Roger L.Topp, then Commanding Officer 111 Squadron (“Treble-One”).

One of the many memorable feats accomplished by the Black Arrows was the execution of a World record loop 22 Hawker Hunter formation in 1958 at the Society of British Aircraft Constructors’ show at Farnborough. This was a world record for the greatest number of aircraft looped in formation and remains unbroken to this day.

The following, excellent narrative, titled Going for a Loop and written by the leader Roger Topp, appears on CXI (F) Sqn Association Website.

“A few minutes ago we took off from Odiham in Hampshire, formed our glossy-black Hunter fighters into a tight arrowhead formation, and headed for Farnborough.

Weeks of training in the relative obscurity of the Suffolk skies had prepared us for this occasion. Today is the start of the Farnborough Air Display, a world-class air show, a big event. Our formation is big too for we are about to demonstrate something audaciously new in the realms of fighter aerobatics; a loop by a formation of no less than twenty-two aircraft.

Rapidly we approach Farnborough which lies dead ahead at four miles. Against the background of red-brick houses forming the small township, the airfield stands out clearly and we can see the many brightly polished parked, the blue and white striped awnings of the numerous marquees, and the dark mass of the crowd.

Three miles to go. We enter a shallow dive, aimed to bring us about one hundred feet above the ground at the airfield boundary. Alter course slightly to adjust for wind and maintain our correct approach path. Gently does it; small movements of the lead aircraft require much greater movements of the extremities of this large formation

Press the radio button and call our man in the tower, the squadron adjutant; soon now he will take over Oliver Stewart’s task of commentator, a concession not easily extracted from this doyen of Farnborough. Our man tells us that John Cunningham, flying the Comet, is completing his display and we shall be clear to commence on time; and

We are on time. To the second.

Down below the compelling voice of Oliver Stewart keeps the attention of the spectators riveted on the Comet on its final approach they have not spotted us yet skimming low over the heather of the Laffan’s plain even though we are less than a mile away.. Gracefully John Cunningham eases his magnificent aircraft onto the runway. Oliver Stewart reluctantly relinquishes the microphone to our commentator who invites everyone to look now to their left where they will see ….! This is it then. We are on stage. For the next few minutes, the skies above Farnborough are ours; we must make good use of this.

We have about one hundred yards to go, we are low. The rearmost aircraft are flying beneath the slipstream of those in front is the lowest, some fifty feet above the ground. But the pilot ignores the ground. He, like all the others, fixes his eyes on the aircraft on which he is formatting, concentrating to the exclusion of all else on maintaining his correct position. In every cockpit, there is an atmosphere of tense but professional anticipation.

In the lead aircraft I make quick final checks; fuel, enough to complete the display and return to base; airspeed, about 420kts, food; engine power, 7200rpm, enough to give 85%power. Don’t touch the throttle again now; the others will have enough to do so without chasing my throttle movements. Down below the airfield boundary flashes by. Now, is the time!

Radio a soft warning of the intention to the formating pilots and ease firmly, steadily, back on the control column. As one, twenty-two Hunters rise from among the background of heathered dunes and point skyward.

As we zoom upwards the airspeed falls. Resist the temptation to apply more throttle. We have sufficient speed and inertia to fly over the top of this loop provided we keep the radius correct. Do this by maintaining the right back pressure on the control column. Too much or too little and we shall stall; I dismiss from my mind and disturbing thoughts of what would result from twenty-two aircraft stalling in close formation.

A glance in the mirror confirms that all aircraft are still in perfect formation. So far, so good. All the Hunters are now standing vertically on their tails. For better or worse we are now virtually committed to completing this loop in some fashion or another. From this attitude there is little one can safely do with so many aircraft, other than looping them. It is the point of no return!

Looking forward along the nose of the aircraft all that can be seen is the clear blue of a cloudless sky; the earth’s horizon has disappeared. It is difficult now to keep the path of the loop absolutely perpendicular to the ground, for the limitless sky provides nothing by which direction can be gauged. If the loop is not maintained in the vertical plane then the formation will turn and those aircraft on the inside of the turn must, to stay in position, fly more slowly than those on the outside; perhaps too slowly for comfort. Furthermore, if the loop turns then its position relative to the ground moves laterally, and although started in line with the runway will finish well displaced to one side; perhaps over the crowd; a position not renowned for its popularity with the show organizers, let alone the spectators.

But surely, by now we must be nearing the summit. Throw my head well back and look for the horizon. Ah yes! There is I, and level too; we have kept our flight path vertical and all is well.

As we come to the top of the loop, the halfway point, we encounter further difficulty. An aircraft flying line astern of another must keep below the jet efflux and slipstream of the one ahead. Consequently, the flight path arcs for the aircraft at the rear of the formation are much greater than for those at the front, and to maintain station, those at the rear require much more engine power. Unfortunately, at the top of the loop airspeed is low which results in poor thrust response to throttle movements. To keep in formation is difficult; to regain position once it is lost is impossible.

But this is not all, as we reach the summit the aircraft in front begin to descend, the speed ceases to fall and we accelerate quite rapidly. This is only true, however, for the leading aircraft because those behinds have yet to reach the top so they are still decelerating. This result is a tendency for the spacing between aircraft to increase and the shape of the formation to be spoiled. We must prevent this from happening.

In effect those of us in front must wait for those following to reach the top of the ‘hill’, but if we in front reduce engine power we do not achieve the desired result because the effects of gravity on our acceleration more than compensate for the reduction in thrust. Moreover, the use of air breaks would cause too much air turbulence for precision flying. Fortunately, there is another method. We in front delay our downward plunge by holding our aircraft, inverted, nearly level with the horizon by relaxing the back pressure on the control column.

Glance again in the mirror. It reveals an impressive sight. As each aircraft, in turn, tops the ‘hill’ the sky appears to fill with Hunters each poised, floating, inverted, on the horizon. There is a capriciousness in their attitude. As though they themselves anticipate the exhilarating dive to come as much as the pilots.

Very well then. Here we go. Ease back again on the control column and we swoop rapidly downwards, diving for the runway beneath. The speed builds up giving a renewed crispness to the feel of the controls. If anything the formation packs closer together than before. Mere feet separate wing-tip from wing-tip. The airfield grows rapidly larger as we hurtle downwards and as the runway becomes near life-size, our impressive formation ceases its downward plunge and sweeps above the airfield no more than a few feet above the ground.

One can sense the lightness of spirit and the pride in every cockpit. Perhaps the loop was not immaculate but we know that it was pretty good. One day perhaps another Squadron might perform a loop with twenty-two fighter aircraft in close formation and close to the ground and in public but, – – well, we were the first!!

We swing swiftly through the completion of our demonstration, including a barrel roll with sixteen black Hunters and then in a matter of moments, we are clear of Farnborough and streaking for Odiham.

We land and quickly de-brief. We are nonchalant. Everything went as planned and practiced, so what is there to talk about? Come on. Pile into our cars and hare over to Farnborough. Rumour has it that there is, somewhere among those marquees with the blue and white striped awnings, some free beer.

Twenty-two to one we shall find it!”

The following video features a recreation of the World Record loop and roll set at the Farnborough air show in 1958 by the RAF Black Arrows. The clip includes a brief history of the RAF Hunter teams as well.

Photo by Bae Systems, Arpingstone via Wikipedia and YouTube

Severe corrosion which required non-routine maintenance repairs was found on Fat Albert at an air show in Alaska

Taken in the summer of 2016 the interesting photos in this post show Fat Albert, the Blue Angels’ C-130 cargo plane used for transporting crew and equipment to air shows around the country, undergoing a chemical de-paint process at Tinker Air Force Base (AFB) after severe corrosion which required non-routine maintenance repairs was found on it at an air show in Alaska.

As told by Jillian Coleman, 72nd Air Base Wing Public Affairs in the article Fat Albert gets stripped at Tinker, the Oklahoma City Air Logistics Complex (OC-ALC) works on a fair share of C-130 aircraft, but seldom gets to work on one belonging to the Navy Blue Angels.

1st Lt. Willie Larkins, Maintenance Operations Officer in the 556th Aircraft Maintenance Squadron (AMXS), explained that the major corrosion was the reason the C-130 aircraft was pulled and brought to Tinker.

David Painter, 566th AMXS, said there has not been a Blue Angels plane at Tinker in about four years. “Fat Albert is a very identifiable aircraft and does a lot of special things, so having it come to Tinker is really kind of a treat. This is a good time to let the world know that when they need an aircraft painted or de-painted, [Tinker] is the premier spot to go to. They want the best of the best working on these birds, so having [Fat Albert] brought to Tinker makes us feel privileged.” He pointed out.

Fat Albert didn’t undergo full programmed depot maintenance at Tinker, but the OC-ALC was chosen as the pre-programmed depot maintenance (PDM) site because of its exceptional response time.

A five-day process began late Aug. 12, once the aircraft was officially in the Air Force’s possession. The Navy was responsible for unloading equipment from the plane and palletizing it, as it arrived fully loaded with tool boxes and gear. The aircraft remained in the Navy’s possession until the procedural steps had been completed, Cathy Grizzle, master scheduler for E-3s in the 566th AMXS, explained. Once the Air Force took over, the C-130 was de-fueled. Fat Albert spent five days in the hangar, and maintainers conducted a full stripping of the paint. Then, the plane was re-fueled and prepared for pre-flight departure.

Once Tinker completed their portion of the work, the Blue Angels were contacted to retrieve the aircraft. At the same time Tinker contacted Hill AFB, Utah, to coordinate movement to the next maintenance phase, said Ms. Grizzle. The Blue Angels operate on a strict and very structured schedule, so it was easier for schedulers to work with the Navy to ensure aircraft availability fit their needs. The Blue Angels gave Tinker about 30 days in total, but Mr. Painter said all-in-all, it only took about 15 days.

Tinker’s ability to expedite the process through an environmental stripping agent gives them an edge over other bases across the U.S.. Using an environmental agent versus a non-environmental agent has shaved about three days off the process, Lieutenant Larkins clarified, making five days the standard timeline for de-painting at the OC-ALC.

Ms. Grizzle explained that there were approximately 24 hours from the initial point of contact and getting everyone and everything properly coordinated. The Blue Angels contacted Ms. Grizzle, who then coordinated with the OC-ALC Paint Facility and Hill AFB. Slots within the paint facility had to be available in order to prepare an itinerary or timeline to the estimated completion date. Its next location had also to be contacted to confirm a retrieval and arrival date. Executing the schedules on time is critical, Ms. Grizzle said, and that gave Tinker the capacity to take action swiftly.

Lieutenant Larkins said maintainers were very enthusiastic about working on this aircraft.
“It’s not every day we get to do this,” he said. “This has all the bells and whistles.”
Actually typical C-130s that are brought in are workload aircraft with a standard gray paint job. Having a specialty bird, especially a Navy aircraft, brought to Tinker is rather noteworthy.

Fat Albert was forced to miss the rest of the season. In the meantime, the Blue Angels flew a backup C-130 aircraft, “Ernie,” (which was a normal Marine Corps KC-130) until the PDM is finished.

Fat Albert, a tactical transport aircraft flown by an all-Marine crew, usually travels 100,000 miles each season (mid-March until mid-November) and carries 45 maintenance and support personnel, in addition to any specialized equipment required for the upcoming air shows.

“We really appreciate the hard work and dedication of the personnel at Tinker AFB,” said Fat Albert pilot Capt. Katie Higgins. “Many people forget that the Fat Albert team is more than just the pilots and the aircrew. It takes multiple maintenance facilities and maintainers from across the services to keep her running. We have the honor of representing these hard working servicemen and women.”

Photo by Kelly White / U.S. Air Force; Mass Communication Specialist 2nd Class Kathryn E. Holm and Mass Communication Specialist 1st Class Andrea Perez / U.S. Navy

At 2:08 in the video the LM-100J does a loop!

Taken on Jul. 17, 2018, at Farnborough Airshow the incredible video in this post features Test pilot Wayne Roberts, flying the Lockheed LM-100J Super Hercules, showing the aircraft amazing flying qualities (at 2:08 the aircraft does a loop!).

“While the LM-100J is known for its cargo delivery capabilities, the aircraft has been cited throughout the industry as the perfect platform for specialized requirements such as firefighting, medevac, aerial spray, and humanitarian relief support,” says George Shultz, vice-president and general manager, air mobility and maritime missions at Lockheed.

The LM-100J is the 17th different mission capability developed for the C-130J Super Hercules and it is an updated version of the L-100 cargo aircraft, which Lockheed Martin produced from 1964-1992. Noteworthy Lockheed Martin officials submitted a Program Notification Letter to the FAA on Jan. 21, 2014, for a type design update to this aircraft, a civil-certified variant of the C-130J Super Hercules to be marketed as the LM-100J.

Furthermore this cargo plane can operate from short, unprepared airfields without ground support equipment. In fact, it requires minimal material handling equipment and enables rapid onload and offload at truck-bed height.

Noteworthy as reported by Flight Global, the L-100, the first commercial version of Lockheed Martin’s C-130 Hercules first appeared at a Farnborough in 1970.

The MiG-21 Lancer was flown by Lieutenant-commander Florin Rotaru, 36

Taken on Jul. 7, 2018, the video in this post shows a Romanian Air Force (RoAF) MiG-21 Lancer fighter jet crashing at Base 86 Borcea during Borcea Open Day, killing its pilot.

According to Reuters, eyewitnesses at the airshow, attended by about 4,000 people, said the plane exploded when it hit the ground. The footage shows flames and thick smoke.

Television reports quoted witnesses as saying the pilot might have tried to avoid hitting the crowds and instead chose to crash on a nearby field.

The defense ministry said the cause of the crash, some 240 kilometers (150 miles) east of Bucharest, was being investigated.

It named the dead pilot as Lieutenant-commander Florin Rotaru, 36.

Romania, a NATO member since 2004, is replacing the MiG-21s with former Portuguese Air Force (PoAF) F-16 fighter jets. Romania received its first six F-16s from Portugal in 2016.

Photo by Adelin Petrisor

2018 is the team’s 72nd anniversary and marks the Blue Angels’ 32nd year flying the Boeing F/A-18 Hornet

Taken on Apr. 27, 2018, from inside the cockpit of Lcdr Nate Scott’s F/A-18, the following “MAX degree video” shows U.S. Navy Blue Angels Hornets takeoff at the Wings Over Myrtle Beach Airshow as seen from Blue Angel #4, the team slot position.

2018 is the team’s 72nd anniversary and marks the Blue Angels’ 32nd year flying the Boeing F/A-18 Hornet.

In 1946, the Chief of Naval Operations, Admiral Chester Nimitz, had the vision to create a flight exhibition team in order to raise the public’s interest in naval aviation and boost Navy morale.

In the 1940s, the Blue Angels thrilled audiences with our precision combat maneuvers in the F6 Hellcat, the F8 Bearcat, and the F9 Panther. During the 1950s, the team refined its demonstration with aerobatic maneuvers in the F9F-8 Cougar and F-11 Tiger and introduced the first six-plane delta formation, still flown to this day.

By the end of the 1960s, the Blue Angels were flying the F-4 Phantom, the only two-seat aircraft flown by the delta formation. In 1974, the team transitioned to the A-4 Skyhawk, a smaller and lighter aircraft with a tighter turning radius allowing for a more dynamic flight demonstration. In 1986, the team celebrated its 40th Anniversary by unveiling the Boeing F/A-18 Hornet, which we still fly to this day.

The Hornet is the first dual-role fighter/attack aircraft and is still serving on America’s front lines of defense. The aircraft is a unique combination of high power and lightweight, which gives this multi-mission strike fighter impressive maneuverability, climb rate, and acceleration – important both in combat and shipboard operations.

As with the McDonnell Douglas F-4J Phantom II used previously, the team was again able to perform the Dirty Loop maneuver in formation with the landing gear down – a maneuver still not performed by any other flight demonstration team in the world. The Hornet also allows the Blue Angels to perform maneuvers such as the Section High Alpha Pass, a slow, high angle of attack maneuver performed by both Solo pilots.

Source: United States Navy Blue Angels