Air Display 'C*ck Ups'
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He was a bit of a naughty boy
Abingdon displays
Also at Abingdon for the S 3 debacle and in fact towed it back to the shed for the US Navy to check it out and on the test flight he managed to blow two tyres. When presented with a nicely mounted piece of the fence from the shippon road on his departure back to the boat the driver was not impressed but the rest of the navy thought it a great move.
The display weekend could always produce some thing good such as the year the Tonka toy came across from Germany to do a static along with the squadron CO. On departing on the friday at tea time to transit back to the FRG as I was sitting in my quarter I heard the familiar sound of a Tornado departing, I had spent a tour on 16 at Laarbruch before Abingdon, followed by the also familiar sound of a double surge followed by a lot of silence! The Tornado bounced in a field one side of the didcot road, bounced over the road and slid along the field the other side, There were a rather muddy load of Rover courtesy cars the following day as every body charged off to try and find the plane. never a boring day!
The display weekend could always produce some thing good such as the year the Tonka toy came across from Germany to do a static along with the squadron CO. On departing on the friday at tea time to transit back to the FRG as I was sitting in my quarter I heard the familiar sound of a Tornado departing, I had spent a tour on 16 at Laarbruch before Abingdon, followed by the also familiar sound of a double surge followed by a lot of silence! The Tornado bounced in a field one side of the didcot road, bounced over the road and slid along the field the other side, There were a rather muddy load of Rover courtesy cars the following day as every body charged off to try and find the plane. never a boring day!
B of B day at Wattisham in the mid 50's.
In preparation for the crazy flying display by a Chippy, the commentator built up a story about a prisoner who had escaped from a nearby jail, and was believed to be heading this way
Sure enough, at the right moment, a denimed figure burst from the crowd and leapt into the Chippy parked in front of the public enclosure. The guy who had been crouching in the other seat out of sight to the crowd, promptly fired the cartridge and away they went.
It lurched around a no more than 200ft for a while the commentator kept saying "oh dear he cannot fly" etc etc.
They then did a horrible flat skidding turn in front of the officers enclosure while the commentator said " oh, he's going to stall", and they did, "Oh, he's going to crash", and he did.
It hit the ground in a more or less level attitude, the undercarriage spronged off, the wings sagged, and a distinct kink appeared in the fuselage just behind the canopy.
As the dust settled the two guys got out and walked off, closely followed by the Groupie who did not look very happy.
In preparation for the crazy flying display by a Chippy, the commentator built up a story about a prisoner who had escaped from a nearby jail, and was believed to be heading this way
Sure enough, at the right moment, a denimed figure burst from the crowd and leapt into the Chippy parked in front of the public enclosure. The guy who had been crouching in the other seat out of sight to the crowd, promptly fired the cartridge and away they went.
It lurched around a no more than 200ft for a while the commentator kept saying "oh dear he cannot fly" etc etc.
They then did a horrible flat skidding turn in front of the officers enclosure while the commentator said " oh, he's going to stall", and they did, "Oh, he's going to crash", and he did.
It hit the ground in a more or less level attitude, the undercarriage spronged off, the wings sagged, and a distinct kink appeared in the fuselage just behind the canopy.
As the dust settled the two guys got out and walked off, closely followed by the Groupie who did not look very happy.
FB
Is there any truth in the story about the solo display JP rehearsal at Linton at the time of a well-known advertising campaign? The standard version is that the aviator got a low-level barrel-roll wrong and smacked the aircraft down moderately hard on the runway, whence it slid along shedding bits of itself. When it finally stopped, the Station Commander (who had been watching the display) is supposed to have turned to OC Flying and observed "I bet he drinks Carling Black Label".
Is there any truth in the story about the solo display JP rehearsal at Linton ...............
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JEM60: Went to Oshkosh a few years back on a family holiday. Two distinct memories; talking to a local about the airshow, his response was "Ah Oshkosh.... Anyone been killed there this year?". The other was nearly having my head taken off by a P-51 starting up in the warbirds section.
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The moment when Red Arrows fans were left red (and blue) faced | Mail Online
Not sure if it is really a co*k up but quite funny.
Not sure if it is really a co*k up but quite funny.
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Air Displays Elmdon
Hi Thermick.
As a very young lad living close to Elmdon in that period, I have some memories of the air display to which you refer.
Remember sitting with "Mom" & family on top of Elmdon park, looking down towards what was then the long runway (now 06 short runway) & a formation of F86's taking off, or overshooting towards us with clouds of black smoke emitting. Always believed these were RCAF sabres. Also canberra formations, Seafire 47's from 1833 squadron RNVR Bramcote & Vampires? 605 RAux Honiley.
Was 7 or 8 at the time, so memory vague.
Have however researched 1949 National Air races @ Elmdon. Fascinating.
Any other displays @ Elmdon?
What about the Hunter allegedly force landed @ Elmdon in mid 50's and languishing in No.1 hangar for repair. Any info on that?
As a very young lad living close to Elmdon in that period, I have some memories of the air display to which you refer.
Remember sitting with "Mom" & family on top of Elmdon park, looking down towards what was then the long runway (now 06 short runway) & a formation of F86's taking off, or overshooting towards us with clouds of black smoke emitting. Always believed these were RCAF sabres. Also canberra formations, Seafire 47's from 1833 squadron RNVR Bramcote & Vampires? 605 RAux Honiley.
Was 7 or 8 at the time, so memory vague.
Have however researched 1949 National Air races @ Elmdon. Fascinating.
Any other displays @ Elmdon?
What about the Hunter allegedly force landed @ Elmdon in mid 50's and languishing in No.1 hangar for repair. Any info on that?
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I was re-reading this thread from the start and came across a couple of references (one of them mine) to an un-publicised trip by a Vulcan over the crowd at Leuchars just before it was taken off the display circuit. It was heading straight towards me in what appeared to be a "deep stall" after a slow, tight turn over Guardbridge.
Just thought I would post a copy of the pic I took - Nikkormat FT3 with a 135 lens. I was doing my own developing and printing, hence the poor quality. On looking at it nowadays, I am surprised at how clear the rudder appears. The beast was at full chat yet there is no heat haze blurring the outline. There was an announcement that the display was being curtailed because of a technical fault. I thought at the time it was a euphemism for 'nearly fried the lot of you' but wonder now if there was an engine failure.
Just thought I would post a copy of the pic I took - Nikkormat FT3 with a 135 lens. I was doing my own developing and printing, hence the poor quality. On looking at it nowadays, I am surprised at how clear the rudder appears. The beast was at full chat yet there is no heat haze blurring the outline. There was an announcement that the display was being curtailed because of a technical fault. I thought at the time it was a euphemism for 'nearly fried the lot of you' but wonder now if there was an engine failure.
Last edited by A A Gruntpuddock; 7th Jun 2011 at 20:18. Reason: Amending the text and re-instating the picture.
I don't own this space under my name. I should have leased it while I still could
We had an air display c*ck *p once, on the ground rather than in flight.
Our aircraft was prepositioned at Finningley and we retired for the night back at Waddo.
The next day we set off in good time for our slot only once we reached Bawtry we were emeshed in air display traffic. Northbound traffic was being channeled up the A1 (in those days it ran through Bawtry) and to the main entrance. We branched right and made for the back of the airfield only to be stopped by the police for breaching the traffic plans.
We explained our predicament and had a blue lamp escort to the east gate where we were given priority over the southbound cars at the gate.
The lesson was either stay on base the night before or fly in on the day.
Our aircraft was prepositioned at Finningley and we retired for the night back at Waddo.
The next day we set off in good time for our slot only once we reached Bawtry we were emeshed in air display traffic. Northbound traffic was being channeled up the A1 (in those days it ran through Bawtry) and to the main entrance. We branched right and made for the back of the airfield only to be stopped by the police for breaching the traffic plans.
We explained our predicament and had a blue lamp escort to the east gate where we were given priority over the southbound cars at the gate.
The lesson was either stay on base the night before or fly in on the day.
I don't own this space under my name. I should have leased it while I still could
Another potential charlie uniform could have had even greater consequences.
We wer to display at Farborough with a mixed formation, Spitfire, Hurricane and Lancaster. The BBMF was from Coltishall and we were from Waddo. We had never met or practised close formation before we met at Benson.
We formated and proceeded into the hold before making our display at Farnborough. We did a series of passes culminating in a run down the runway and a left bank 180 degree level turn to the opposite side of the crowd. As we were in the turn we flew over the hole in the hangar where a French Atlantic had gone in the day before.
What our pilot had forgotten was the formation width was rather larger than the Lancaster wing span and the Hurricane on the port, downside, was perilously close to the sheds.
We got back to Waddo in time to see our display on the TV in flying clothing.
Again we learnt about displays from that.
We wer to display at Farborough with a mixed formation, Spitfire, Hurricane and Lancaster. The BBMF was from Coltishall and we were from Waddo. We had never met or practised close formation before we met at Benson.
We formated and proceeded into the hold before making our display at Farnborough. We did a series of passes culminating in a run down the runway and a left bank 180 degree level turn to the opposite side of the crowd. As we were in the turn we flew over the hole in the hangar where a French Atlantic had gone in the day before.
What our pilot had forgotten was the formation width was rather larger than the Lancaster wing span and the Hurricane on the port, downside, was perilously close to the sheds.
We got back to Waddo in time to see our display on the TV in flying clothing.
Again we learnt about displays from that.
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Resurrecting the thread, but hopefully the collective feels it's worth it.
A similar sort of incident, one which I wasn't at but two friends were:
Hughes 500 at a New Zealand airshow giving a spirited display of live deer capture, deer portrayed none-too-convincingly by a 44gal drum towed by a quad bike. Very sharp manouevring by the 500 at very low level (including a quickstop where it almost looks like the tailskid touched the grass every so slightly) chasing the drum up and down the crowdline. After the netguns - one skid-mounted, one held by the shooter - had blatted onto the vicious drum the chopper pulled up close and the shooter stepped off the skid to "restrain" the target. Pilot obligingly backs off to give shooter more room, perhaps forgetting he's not on a hillside and has less clearance than he was expecting...tail feathers and tail rotor fly away, a couple of pirouettes and the world is one 500 poorer. Shooter stands back up wondering what just happened!
As seen in the first video below (uploaded by yours truly, watched endlessly as a child) there were no injuries worse than a couple of scratches on the PIC.
https://youtu.be/U8U6qUEoscc
Another angle:
https://youtu.be/ATkwlYN-aIo
Hughes 500 at a New Zealand airshow giving a spirited display of live deer capture, deer portrayed none-too-convincingly by a 44gal drum towed by a quad bike. Very sharp manouevring by the 500 at very low level (including a quickstop where it almost looks like the tailskid touched the grass every so slightly) chasing the drum up and down the crowdline. After the netguns - one skid-mounted, one held by the shooter - had blatted onto the vicious drum the chopper pulled up close and the shooter stepped off the skid to "restrain" the target. Pilot obligingly backs off to give shooter more room, perhaps forgetting he's not on a hillside and has less clearance than he was expecting...tail feathers and tail rotor fly away, a couple of pirouettes and the world is one 500 poorer. Shooter stands back up wondering what just happened!
As seen in the first video below (uploaded by yours truly, watched endlessly as a child) there were no injuries worse than a couple of scratches on the PIC.
https://youtu.be/U8U6qUEoscc
Another angle:
https://youtu.be/ATkwlYN-aIo
Last edited by Senior Pilot; 23rd Jun 2017 at 07:06. Reason: Insert YouTube link
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Another one that gets better every time I tell it 
:
I visited a friend a few weeks ago who lives in the Colorado Springs area. He commanded one of the early F-16 squadrons at MacDill AFB and is a Zoomie (see: Glossary | Air Force Academy).
...He recalled a flight display timing snafu three decades ago when he was supposed to lead a four ship F-16 Super Bowl flyover. [at Tampa Stadium - Airbubba]
Now, this is no s**t.
He had practiced the maneuver with his wingmen and knew exactly when to start the turn inbound to make a pass for the TV cameras at the start of the National Anthem. Nobody took a knee in those days.
There were technical problems with the stadium sound system and the plan was to run a couple of commercials and an interview while sorting things out. The F-16's were told hang to hang loose and they would get a three-minute warning before the music started. Somehow the Star-Spangled Banner suddenly began and nobody told the Air Force.
My friend was in a turn out low over the water and missed the first couple of frantic radio calls to turn inbound. By the time he got the word, the song was half over. Seeing his military career passing before his eyes, he pushed up the power while trying to leave a little throttle for his wingmen to play catchup.
Just as the last notes of the National Anthem were played, the TV camera found the inbound Viper attack. They were still accelerating at a high power setting as they roared over the crowd and then did a pullup to slow the planes before they busted the Mach. It wasn't exactly the gentle banked formation flyby that had been approved by the feds. But the crowd went wild and the General called from Colorado Springs to congratulate Jitney on his spectacular performance.
My friend was also standing in cadet formation at the Academy in 1968 when the F-105's (at least one anyway) famously went supersonic and broke hundreds of windows.
:I visited a friend a few weeks ago who lives in the Colorado Springs area. He commanded one of the early F-16 squadrons at MacDill AFB and is a Zoomie (see: Glossary | Air Force Academy).
...He recalled a flight display timing snafu three decades ago when he was supposed to lead a four ship F-16 Super Bowl flyover. [at Tampa Stadium - Airbubba]
Now, this is no s**t.
He had practiced the maneuver with his wingmen and knew exactly when to start the turn inbound to make a pass for the TV cameras at the start of the National Anthem. Nobody took a knee in those days.
There were technical problems with the stadium sound system and the plan was to run a couple of commercials and an interview while sorting things out. The F-16's were told hang to hang loose and they would get a three-minute warning before the music started. Somehow the Star-Spangled Banner suddenly began and nobody told the Air Force.
My friend was in a turn out low over the water and missed the first couple of frantic radio calls to turn inbound. By the time he got the word, the song was half over. Seeing his military career passing before his eyes, he pushed up the power while trying to leave a little throttle for his wingmen to play catchup.
Just as the last notes of the National Anthem were played, the TV camera found the inbound Viper attack. They were still accelerating at a high power setting as they roared over the crowd and then did a pullup to slow the planes before they busted the Mach. It wasn't exactly the gentle banked formation flyby that had been approved by the feds. But the crowd went wild and the General called from Colorado Springs to congratulate Jitney on his spectacular performance.
My friend was also standing in cadet formation at the Academy in 1968 when the F-105's (at least one anyway) famously went supersonic and broke hundreds of windows.
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Several of the earlier posts on this thread reference the navigational challenges of American military pilots invited to participate in an aerial display.
One of the better U.S. military jet demonstration teams had a little difficulty getting out of town after the show in instrument conditions back in Y2K. A couple of the planes apparently whizzed through prohibited airspace in P-56B without authorization according to the article. They were probably fortunate that the miscues in DC airspace didn't happen a few months later in the tense post 9-11 environment.
https://www.washingtonpost.com/archi...=.421110f580a6
One of the better U.S. military jet demonstration teams had a little difficulty getting out of town after the show in instrument conditions back in Y2K. A couple of the planes apparently whizzed through prohibited airspace in P-56B without authorization according to the article. They were probably fortunate that the miscues in DC airspace didn't happen a few months later in the tense post 9-11 environment.
Wayward Thunderbirds Cause Air Scare
By Don Phillips; Thomas E. Ricks, Washington Post Staff Writers
May 24, 2000
The Air Force's precision flying team threw the Washington air traffic control system into confusion Monday morning when four of the eight-plane squadron unexpectedly fanned out in different directions in some of the country's busiest airspace and forced air traffic controllers to divert several civilian planes.
One member of the Thunderbirds, flying at 350 knots--about 390 mph--was heading toward a 3,500-foot ridge in the Blue Ridge Mountains before controllers determined his location and warned the pilot to climb immediately. Two of the team's planes, high-performance F-16s, apparently violated restricted airspace over Vice President Gore's house.
Surprised air traffic controllers at Reagan National Airport and Dulles International Airport scrambled to get civilian airplanes out of the way and make radio contact with the F-16s. The Thunderbirds were supposed to simply fly in formation through the area on their way home to Nellis Air Force Base in Nevada.
At one point as the broken squadron flew west, controllers managed to warn an F-16 pilot flying at 3,000 feet that he was approaching the 3,500-foot Skyline Drive at high speed, ordering him to climb immediately to 6,000 feet. His speed of about 350 knots was apparently a violation of a Federal Aviation Administration 250-knot limit for low-level flights. Another F-16 was located inexplicably flying west over Fredericksburg, 50 miles south of the squadron's intended course.
At another point, controllers at Dulles ordered an American Airlines MD-80 to climb and make a 90-degree right turn, passing one mile horizontally and 700 feet vertically from one F-16. A private plane, a Mooney, passed an Air Force plane within 1.8 miles and 100 feet. Both are violations of the standard separation of three miles horizontally or 1,000 feet vertically.
"It was chaos," one controller said yesterday. "I've never seen anything like that."
Eliot Brenner, a spokesman for the FAA, said the agency had "communicated our concern to the Air Force."
Brenner said controllers did a masterful job under difficult circumstances, and that one F-16 pilot called and "assumed all responsibility and thanked our controllers for their professionalism."
"We're still piecing the story together," said Air Force Brig. Gen. Dave Moody, commander of the 57th Wing at Nellis Air Force Base. He said it was the first time he had ever seen the Thunderbirds fail to accomplish that type of departure.
Controllers' jobs were made unusually difficult because pilots on most of the squadron had not turned on their transponders, which allow controllers on the ground to identify planes on radar and determine their altitude. If the F-16s had remained in formation, only one transponder is necessary under FAA rules, but four of the planes flew far beyond the squad leader and his plane's transponder.
The FAA said the squadron began taking off from Andrews at 11:36 a.m. The flight plan of the squadron, buried in thick clouds, called for the aircraft to fly a mile or more apart in a straight line--called "ducks-in-a-row"--at 3,000 feet. Once airborne, they were to gather into two close formations. They were to be under the supervision of civilian controllers as they made their way home from a weekend of air shows.
The first four, including the jet piloted by squadron leader Lt. Col. John Venable, appeared to gather into a formation as planned and followed the prescribed course over National and Dulles. The Air Force said the squadron, which later made a stop at Scott Air Force base near St. Louis, was still en route to Nellis yesterday and its pilots may not be aware of the FAA's concerns.
As the aircraft passed over National, controllers noticed something odd. Scattered in the miles behind the formation were several large "primary radar hits"--meaning that several unidentified aircraft were in the area with no operating transponder.
When a radar beam hits an operating transponder, the device automatically reports the plane's identity, altitude and other information. Without a transponder, the plane shows up on radar screens as a bright blob called a "primary hit."
Brenner said a National controller asked, "You guys all together?" The squadron commander answered that they were. This apparent misunderstanding caused more confusion.
Meanwhile, F-16 No. 5, flown by Maj. Dean Wright, a former F-117 Stealth pilot, lost radar contact with the first four planes after takeoff, Moody said.
"As a result, he flies a little bit to the northwest of Andrews," Moody said in an interview. "He becomes a little bit disoriented. He begins a slight climb."
Not all the data has been pulled together, he said, but it appears that Wright flew to the north of his planned route, apparently passing over Washington at about 3,000 feet and at a speed of about 350 knots. While that speed appears to be in excess of FAA rules for low-altitude flight in the area, Moody said, the Air Force is allowed to operate F-16s at higher speeds because the aircraft's flight manual calls for that.
The situation became more confused when air traffic controllers addressed Wright as "Thunderbird Four," rather than five, Moody said. "He doesn't know they're talking to him," Moody said, so Wright didn't answer.
Meanwhile, F-16 No. 6 had joined him. By the time controllers figured that the two F-16s were in the area and persuaded them to turn on their transponders, they were over Northwest Washington on a path that likely meant they had violated restricted airspace that includes the sky over the vice president's house.
F-16 No. 7, also without an operating transponder, flashed over Dulles and headed for the mountains. By the time the pilot tuned his transponder to an emergency frequency, a controller saw he was at 3,000 feet with a 3,500 ridge dead ahead. The controller ordered him to climb to 6,000 feet.
The last to take off, F-16 No. 8, somehow flew far to the south. Controllers finally located him flying west almost directly over Fredericksburg.
Eventually, air traffic controllers directed the first six aircraft together at about 11,000 feet. The last two aircraft eventually joined the first six west of Dulles.
Moody emphasized yesterday that the Air Force isn't blaming the FAA for the problem. "The air traffic control guys did a super job," he said.
As for the Thunderbirds, Moody said he didn't see any clear need for a change in procedures. But he added, "We're going to look at our training programs and see if there is anything we can improve."
By Don Phillips; Thomas E. Ricks, Washington Post Staff Writers
May 24, 2000
The Air Force's precision flying team threw the Washington air traffic control system into confusion Monday morning when four of the eight-plane squadron unexpectedly fanned out in different directions in some of the country's busiest airspace and forced air traffic controllers to divert several civilian planes.
One member of the Thunderbirds, flying at 350 knots--about 390 mph--was heading toward a 3,500-foot ridge in the Blue Ridge Mountains before controllers determined his location and warned the pilot to climb immediately. Two of the team's planes, high-performance F-16s, apparently violated restricted airspace over Vice President Gore's house.
Surprised air traffic controllers at Reagan National Airport and Dulles International Airport scrambled to get civilian airplanes out of the way and make radio contact with the F-16s. The Thunderbirds were supposed to simply fly in formation through the area on their way home to Nellis Air Force Base in Nevada.
At one point as the broken squadron flew west, controllers managed to warn an F-16 pilot flying at 3,000 feet that he was approaching the 3,500-foot Skyline Drive at high speed, ordering him to climb immediately to 6,000 feet. His speed of about 350 knots was apparently a violation of a Federal Aviation Administration 250-knot limit for low-level flights. Another F-16 was located inexplicably flying west over Fredericksburg, 50 miles south of the squadron's intended course.
At another point, controllers at Dulles ordered an American Airlines MD-80 to climb and make a 90-degree right turn, passing one mile horizontally and 700 feet vertically from one F-16. A private plane, a Mooney, passed an Air Force plane within 1.8 miles and 100 feet. Both are violations of the standard separation of three miles horizontally or 1,000 feet vertically.
"It was chaos," one controller said yesterday. "I've never seen anything like that."
Eliot Brenner, a spokesman for the FAA, said the agency had "communicated our concern to the Air Force."
Brenner said controllers did a masterful job under difficult circumstances, and that one F-16 pilot called and "assumed all responsibility and thanked our controllers for their professionalism."
"We're still piecing the story together," said Air Force Brig. Gen. Dave Moody, commander of the 57th Wing at Nellis Air Force Base. He said it was the first time he had ever seen the Thunderbirds fail to accomplish that type of departure.
Controllers' jobs were made unusually difficult because pilots on most of the squadron had not turned on their transponders, which allow controllers on the ground to identify planes on radar and determine their altitude. If the F-16s had remained in formation, only one transponder is necessary under FAA rules, but four of the planes flew far beyond the squad leader and his plane's transponder.
The FAA said the squadron began taking off from Andrews at 11:36 a.m. The flight plan of the squadron, buried in thick clouds, called for the aircraft to fly a mile or more apart in a straight line--called "ducks-in-a-row"--at 3,000 feet. Once airborne, they were to gather into two close formations. They were to be under the supervision of civilian controllers as they made their way home from a weekend of air shows.
The first four, including the jet piloted by squadron leader Lt. Col. John Venable, appeared to gather into a formation as planned and followed the prescribed course over National and Dulles. The Air Force said the squadron, which later made a stop at Scott Air Force base near St. Louis, was still en route to Nellis yesterday and its pilots may not be aware of the FAA's concerns.
As the aircraft passed over National, controllers noticed something odd. Scattered in the miles behind the formation were several large "primary radar hits"--meaning that several unidentified aircraft were in the area with no operating transponder.
When a radar beam hits an operating transponder, the device automatically reports the plane's identity, altitude and other information. Without a transponder, the plane shows up on radar screens as a bright blob called a "primary hit."
Brenner said a National controller asked, "You guys all together?" The squadron commander answered that they were. This apparent misunderstanding caused more confusion.
Meanwhile, F-16 No. 5, flown by Maj. Dean Wright, a former F-117 Stealth pilot, lost radar contact with the first four planes after takeoff, Moody said.
"As a result, he flies a little bit to the northwest of Andrews," Moody said in an interview. "He becomes a little bit disoriented. He begins a slight climb."
Not all the data has been pulled together, he said, but it appears that Wright flew to the north of his planned route, apparently passing over Washington at about 3,000 feet and at a speed of about 350 knots. While that speed appears to be in excess of FAA rules for low-altitude flight in the area, Moody said, the Air Force is allowed to operate F-16s at higher speeds because the aircraft's flight manual calls for that.
The situation became more confused when air traffic controllers addressed Wright as "Thunderbird Four," rather than five, Moody said. "He doesn't know they're talking to him," Moody said, so Wright didn't answer.
Meanwhile, F-16 No. 6 had joined him. By the time controllers figured that the two F-16s were in the area and persuaded them to turn on their transponders, they were over Northwest Washington on a path that likely meant they had violated restricted airspace that includes the sky over the vice president's house.
F-16 No. 7, also without an operating transponder, flashed over Dulles and headed for the mountains. By the time the pilot tuned his transponder to an emergency frequency, a controller saw he was at 3,000 feet with a 3,500 ridge dead ahead. The controller ordered him to climb to 6,000 feet.
The last to take off, F-16 No. 8, somehow flew far to the south. Controllers finally located him flying west almost directly over Fredericksburg.
Eventually, air traffic controllers directed the first six aircraft together at about 11,000 feet. The last two aircraft eventually joined the first six west of Dulles.
Moody emphasized yesterday that the Air Force isn't blaming the FAA for the problem. "The air traffic control guys did a super job," he said.
As for the Thunderbirds, Moody said he didn't see any clear need for a change in procedures. But he added, "We're going to look at our training programs and see if there is anything we can improve."
I don't own this space under my name. I should have leased it while I still could
Pointing outbound is the display pilot's nightmare when they get the call expedite.
Happened to Ron Dick doing a Vulcan display at Farnborough. I heard he misread the ASI, possibly intentionally, and creamed in at 375kts instead of 275, or maybe 475 if a vague memory of the story was true. This was before the Vulcan had settled in to its low level role and permitted speed were not as well known.
Happened to Ron Dick doing a Vulcan display at Farnborough. I heard he misread the ASI, possibly intentionally, and creamed in at 375kts instead of 275, or maybe 475 if a vague memory of the story was true. This was before the Vulcan had settled in to its low level role and permitted speed were not as well known.
I heard he misread the ASI, possibly intentionally, and creamed in at 375kts instead of 275, or maybe 475 if a vague memory of the story was true.
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A A Gruntpuddock,
As related to me quite recently by the then Tower controller, (who was delighted to finally find someone to verify his story about the crowd-overflying -I was there in the crowd), the Vulcan was slow and got caught out by an on-crowd breeze. They briefly considered evacuating the Tower as it was heading straight towards them at low altitude (but where would you go?- a beast that size is going to get you, regardless
).
I'll always remember it- blotting out the daylight as it went directly overhead while the engines wound up to full chat- unplanned but utterly brilliant!!
As related to me quite recently by the then Tower controller, (who was delighted to finally find someone to verify his story about the crowd-overflying -I was there in the crowd), the Vulcan was slow and got caught out by an on-crowd breeze. They briefly considered evacuating the Tower as it was heading straight towards them at low altitude (but where would you go?- a beast that size is going to get you, regardless
).I'll always remember it- blotting out the daylight as it went directly overhead while the engines wound up to full chat- unplanned but utterly brilliant!!
A A Gruntpuddock,
As related to me quite recently by the then Tower controller, (who was delighted to finally find someone to verify his story about the crowd-overflying -I was there in the crowd), the Vulcan was slow and got caught out by an on-crowd breeze. They briefly considered evacuating the Tower as it was heading straight towards them at low altitude (but where would you go?- a beast that size is going to get you, regardless ).
I'll always remember it- blotting out the daylight as it went directly overhead while the engines wound up to full chat- unplanned but utterly brilliant!!
As related to me quite recently by the then Tower controller, (who was delighted to finally find someone to verify his story about the crowd-overflying -I was there in the crowd), the Vulcan was slow and got caught out by an on-crowd breeze. They briefly considered evacuating the Tower as it was heading straight towards them at low altitude (but where would you go?- a beast that size is going to get you, regardless
).I'll always remember it- blotting out the daylight as it went directly overhead while the engines wound up to full chat- unplanned but utterly brilliant!!
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Navigation is/was always a problem. The programme for the RAFG Open Day at Wildenrath in 1969 (celebrating some NATO anniversary or other) included a Victor tanker hooked up to a couple of Lightnings. Lovely day but it was pretty hazy and the approach was up-sun so he was offered radar, which was politely refused because he had the airfield in sight - and Bruggen got the fly-by.
Otherwise all went well. The star moment was when the VC10 was touching down at the east end just as the solo Lightning ran in over the western boundary. Neat.
Otherwise all went well. The star moment was when the VC10 was touching down at the east end just as the solo Lightning ran in over the western boundary. Neat.