Airshow fans can look forward to a new jet demo on the airshow circuit next year!
Air Combat Command announced today that the F-35A Lightning II group will be upgraded from a “Heritage Flight Team” to a full-up “Demonstration Team” to bring it in line with the other US Air Force single-ship demo teams which fly the F-22 Raptor, A-10 Thunderbolt II, and F-16 Fighting Falcon.
ACC actually leaked the news a bit early by posting the team’s new “Demo Team” patch on their website a couple weeks ago. We embargoed the news at the team’s request and the patch was quickly taken down pending the official announcement.
The 2019 demonstration pilot will be Capt. Andrew “Dojo” Olson, who flew as the team’s display pilot in 2018 and earned rave reviews for his flybys.
Fans have been asking about an F-35A demo for years. The USAF F-35 Heritage Team began performing in 2016. Instead of jumping straight to an aerobatic routine with the brand new aircraft, the performance was limited to performing Heritage Flights and some non-aerobatic solo flybys. Now, with a few years of airshow experience and a more mature aircraft, the team is being allowed to turn it loose and show off more dynamic maneuvers.
“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.”
Here is the 2019 airshow schedule for the US Air Force F-35 Lightning II Demonstration Team! Will you see them in 2019? Let us know! Post in the AirshowStuff Forums or on the AirshowStuff Facebook page and make sure you share pictures after the show!
2019 US Air Force F-35 Lightning II Demonstration Team Appearance Schedule
March 24-25: Thunder and Lightning Open House – Davis-Monthan AFB, AZ (Heritage Flight Only)
March 30-31: Melbourne Air and Space Show – Melbourne, FL
April 6-7: Heart of Texas Airshow – Waco, TX
April 27-28: Wings Over Wayne Airshow – Seymour-Johnson AFB, NC
May 18-19: Defenders of Liberty Air Force Air and Space Exposition – Barksdale AFB, LA
May 25-26: Miami Beach Air & Sea Show – Miami Beach, FL
June 22-23: Spectacle Aerien International de Bagotville – Bagotville, QC
July 13-14: Eielson Open House and Air Show – Eielson AFB, AK
July 20-21: Duluth Air and Aviation Expo – Duluth, MN
July 27-28: Milwaukee Air & Water Show – Milwaukee, WI
August 24-25: New York Air Show – New Windsor, NY
August 31-September 2: Cleveland National Air Show – Cleveland, OH
September 20-22: Oregon International Air Show – Hillsboro, OR
October 5-6: The Great Pacific Airshow – Huntington Beach, CA
October 11-13: San Francisco Fleet Week – San Francisco, CA
October 18-20: Wings Over Houston Airshow – Houston, TX
October 26-27: Jacksonville Sea & Sky Spectacular – Jacksonville Beach, FL
Here is the 2019 airshow schedule for the Canadian Forces CF-18 Hornet Demonstration Team! Will you see them in 2019? Let us know! Post in the AirshowStuff Forums or on the AirshowStuff Facebook page and make sure you share pictures after the show!
When former President George H. W. Bush is buried this week, the US Navy Blue Angels will be with him. On his socks.
The 41st President was well known for his love of colorful socks, often using them to make a statement or support a cause. Bush’s spokesman Jim McGrath shared this image on Twitter of the final pair of socks, which feature the iconic Blue Angel delta formation, with smoke on, against a blue sky. Also featured are the Wings of Gold that signify a naval aviator.
The 41st President will be carried to his final rest wearing socks that pay tribute to his lifetime of service, starting as an 18 year-old naval aviator in war. That legacy is now being carried, in part, by the brave, selfless men and women aboard @CVN77_GHWB. #Remembering41pic.twitter.com/OabtK756fO
It’s entirely fitting that Bush will represent the Navy in his grave. After all, he flew 58 combat missions in TBM Avenger torpedo bombers for the US Navy in World War II. He was shot down during an attack mission in 1944 and rescued by a submarine. The final Nimitz-class aircraft carrier to enter Navy service, CVN-77, is named for him.
Aviation continued to play a part in Bush’s life until the very end. The code-word used by family and friends to privately share news of his death was “CAVU”, an aviation acronym for ‘ceiling and visibility unlimited’ that signifies weather that presents no restrictions on flying.
Bush’s legacy as a naval aviator will live on; at least two civilian-owned TBM Avengers bear his name as part of their paint schemes.
The Rhode Island National Guard announced today that they are canceling their 2019 Open House and Airshow. Organizers determined that the planned deployment of troops in the coming months casts doubt on their ability to safely and effectively hold the event. The airshow is expected to return in 2020.
“Since the 1991 inception of the RING Open House Air Show, opening our doors to the public has been an annual highlight for our organization and its members,” Major Gen. Christopher Callahan said in a statement. “With this anticipated federal mobilization commitment in 2019, we have been presented with a difficult decision regarding our ability to safely and effectively conduct this public event.”
The news comes just days before the annual International Council of Airshows (ICAS) convention takes place in Las Vegas. The US Air Force Thunderbirds had been scheduled to appear at the show on June 29-30. The team has been planning to take a mid-summer break after that weekend before traveling to Colombia for an airshow in mid-July. Time will tell what airshow fills that spot, or if the mid-summer break gets extended or moved.
June 6th, 2019 marks the 75th anniversary of the D-Day invasion on World War II, and a massive operation is underway to get dozens of warbirds over to Europe to commemorate the event. This project, focused on DC-3/C-47 transports, goes by the appropriate name “Daks Over Normandy”.
So far, the multi-national team behind Daks has lined up 37 of the historic aircraft – currently based around the world – to converge on IWM Duxford Airfield in the UK and France next spring to take part in a series of flights and reenactments. Many of the aircraft are part of a related effort called the “D-Day Squadron”, which aims to bring US-based DC-3s together for a group flight across the North Atlantic to Europe following the same routing they might have taken during the war; a long and expensive journey.
Once in the UK, the assembled force will participate in a series of flights and paradrop reenactments before flying en masse across the English Channel together to perform a massive paradrop into an original 1944 drop zone in Normandy on June 5th. It is a gathering that may never be seen again. The aircraft will then land at Caen Carpiquet Airport and base there for further flying before the event concludes.
Of course, one can’t talk warbirds without also talking money. Ferrying even one aircraft across the Atlantic will cost thousands of dollars – and that’s with an all-volunteer crew! Keeping the aircraft going through Europe will require even more funds. The entire effort relies on donations, and the D-Day Squadron is actively seeking donors to sponsor the trip for US aircraft.
At the same time, the overall Daks organization recently announced their “Adopt an Aircraft” program, which seeks corporate and private sponsors and offers promotional branding, aircraft access, and VIP events for donors.
I have always been a fan of the Canadian Snowbirds. When I was just getting into airshows, their spectacular bursts were unlike anything I had seen before. As I became more familiar with the industry, their large formation rolls where they pull over the top while pointing right at the crowd stuck out as even more unique. And when I eventually earned my pilot’s certificate and spent some time at formation clinics, I found myself astonished by the difficulty of their many different nine-plane formations.
To this day, the Snowbirds are my absolute favorite airshow performance to watch, and one of the very few that I make sure to see at least once a year. One could say I feel a special connection to the team; they feature prominently in my most powerful airshow memories, and just hearing some of the songs they’ve flown to will bring goosebumps to my arms in an instant.
All of this is to say: when Snowbirds Public Affairs Officer Lt. Michèle Tremblay contacted AirshowStuff last month to talk about a media ride, it was more than just a cool opportunity. The catch was that I would have to get from Michigan to the Oregon International Airshow in Hillsboro, Oregon. Thankfully, the logistics were straight forward and less than two weeks later, I was descending past Mt. Hood on my way into Portland.
I actually beat the team to Hillsboro, and watched the #10 and #11 jets – the advance party – arrive in the Thursday afternoon sun. We got my quick medical check out of the way before the main group of nine jets arrived. The team’s support hauler, a specially-outfitted semi-trailer truck, was already in place. The truck brings all sorts of equipment for the team, including tools, spare parts, bicycles, a Gator four wheeler, and space for luggage that doesn’t fit into the relatively small CT-114 Tutor aircraft.
I knew that the team had performed on the East Coast (Virginia Beach, VA) the weekend before, and we heard how the Canadian Army driver had driven the truck all the way from there to the team’s home base in Moose Jaw, Saskatchewan for a short three hour stop to reload before finishing the cross country journey. I was thankful for my airline ticket just thinking about it.
The rest of the team arrived with a nine ship flyby, and after a quick debriefing I was told to report the next morning for ejection seat training(!) and other preparations.
The big day arrived, and the four media riders went straight into learning the complex steps required to strap in, and the even more complex steps required to eject or evacuate on the ground. We grabbed flight suits, and were fitted for helmets, oxygen masks, life preservers, and parachutes by the helpful (and patient) technicians.
Once we were all set, we went straight to the briefing room to meet the rest of the team and go over the details of the flight. As a dedicated media opportunity, the team was forgoing their typical Friday practice and instead planned a transit flight just for us. We would take off and head north, then turn west and follow the Columbia River to the Pacific Ocean near Astoria, OR. After a flyby there, we would turn south and fly along the coast before turning inland and returning to Hillsboro. Upon arriving back at the airfield the team would perform a site survey to familiarize themselves with the showline and then land.
Unfortunately, the FAA rep at the show incorrectly but adamantly stated that aerobatics could not be performed with passengers. The team grumbled but accepted it. The rest of the briefing covered the weather (clear skies, unlimited visibility), air traffic control, divert airports, and other such details that well-prepared pilots pay attention to. I would be flying with Snowbird #4, Maj. Stephen “Pup” Melanson in the First Line Astern position, right behind the “Boss”.
Outside, we were introduced to the aircraft technicians who would be helping us strap in. Cameras were readied, and soon it was time to mount up. All of our prepared gear was waiting for us, and my awesome (and again, patient) tech Cpl. Brandon Harvey made sure to catch all of the steps I missed. In my defense, when you’re covered in straps and handles that turn on oxygen or deploy a parachute, you tend to double check what you’re pulling!
Pup joined me in the small side-by-side cockpit, and talked me through the startup procedure once all of the pilots had checked in. The jets lined up on the runway in three groups of three, with #6 and #7 on our wings as the middle group. Pup explained the sequence as we rolled down the runway together and all nine aircraft worked to form up on our northbound leg.
The scenery was breathtaking. In the clear afternoon air, we could easily see Mt. Hood, Mt. St. Helens, Mt. Adams, and even Mt. Rainier in the distance while haze filled the valleys below us. The team went through a couple of formation changes as Pup explained the spacing and alignments. Although we didn’t really move around ourselves, the #4 position gave me a great view of the other aircraft moving around on both sides of us. The changes were far more sudden and crisp than other formation flights I’ve been on, but at the same time controlled and smooth. I wouldn’t expect any different from some of the world’s best!
With smoke on, we gave a big sweeping flyover to the citizens of Longview, WA as we turned west. Each aircraft dropped into trail as we descended toward the river, which for the Snowbirds means a follow-the-leader line of nine jets, each with the freedom to maneuver as needed. Pup, knowing I fly, handed me the controls and let me slalom behind the pack ahead of us as we wound down the river. The controls were responsive but not touchy. I felt right at home and I can understand why the aging jet is still perfect for formation displays. The coolest part of the entire flight was when I pulled us into a turn and blasted right through the smoke trail of #3, bobbling slightly as we crossed his wake.
Sadly, my part only lasted a few minutes before we were called to rejoin – a maneuver that included a few violent whips and the hardest G of the flight, probably around 4 or 5. That was the tame version, Pup explained to me; the rejoins during the scripted show are even quicker and tighter.
Back in formation, we did two flybys over Astoria, including a low pass down the runway there before proceeding south along the coast. This was another dose of beautiful scenery, with big bluffs and rocky islands as far down the shoreline as the eye could see. Boss put us into a big 360 degree turn right over Tillamook Rock so that the pilots on each side of the formation could take in the view while also staring at his jet.
We continued a little further south, with a couple more formation changes thrown in. The ocean fell behind us as we climbed up over the hills of the Tillamook State Forest – a bad place to eject, Pup pointed out to me. The team dropped back into trail, and descended into Hillsboro as a line of white dots against the evergreens. The site survey was a quick four passes over the airport, then Pup whipped us back into formation again for a final Big Diamond flyby. The team separated into three groups of three again, and set down smoothly on the runway. Our techs marshaled us into position, perfectly spaced and lined up. My Snowbirds flight had come to an end.
I’m forever grateful to the team for the opportunity to join them and I give special thanks again to Lt. Michèle Tremblay, Maj. Stephen Melanson, and Cpl. Brandon Harvey for their help. If you missed it above, make sure you check out the video of my Snowbird flight!
– Ryan Sundheimer
The Snowbirds have wrapped up their 2018 season, but I highly encourage you to make plans for one of their shows once the 2019 schedule is released in early December. You will be able to find that right here on the AirshowStuff blog, or in our forums.
Very little information about the crash has been made public until now, and the remote location ensured there were few if any civilian witnesses. The report does not hold back, however, and describes in great detail how Del Bagno tragically succumbed to G-induced loss of consciousness, or G-LOC, during a high speed dive and failed to recover from it.
Specifically, the dive was part of the rejoin maneuver following the High Bomb Burst and four-ship crossover. Following the cross, the #4 pilot pulls up into a half loop, then flies down the show line inverted before pulling downward into a Split-S to drop into formation behind the lead aircraft. You can watch a video of the typical #4 rejoin sequence on our Youtube channel.
The report explains that on this particular occasion, Del Bagno flew at a maximum of -2.06 Gs while inverted, before immediately pulling to a peak of 8.56 Gs. It is believed that this quick transition from strong negative to intense positive Gs was too much for even the seasoned fighter pilot to handle. He lost consciousness for an estimated 5 seconds as the aircraft rocketed towards the ground. No attempt at ejection was registered by the aircraft systems and the aircraft impacted at nearly 60 degrees nose down and 90 degrees of bank with a descent rate of near 40,000 feet per minute.
On 4 April 2018, the mishap pilot (MP), flying a F-16CM, tail number (T/N) 91-0413, assigned to the United States Air Force Air Demonstration Squadron, the “Thunderbirds,” 57th Wing, Nellis Air Force Base (AFB), Nevada (NV), engaged in a routine aerial demonstration training flight at the Nevada Test and Training Range (NTTR) near Creech AFB, NV. During the training flight, at approximately 1029 local time, the mishap aircraft (MA) impacted the ground and fatally injured the MP, without an ejection attempt.
The mishap mission was planned and authorized as a practice of a Thunderbirds aerial demonstration in the south part of the NTTR. The mishap flight was a formation of six F-16CMs (Thunderbirds #1-6), the standard Thunderbirds aerial demonstration flight. Thunderbird #4 was the MA/MP. During the High Bomb Burst Rejoin, an aerial maneuver near the scheduled end of the aerial demonstration training flight, the MP flew the MA for approximately 22 seconds in inverted flight between 5,500 and 5,700 feet above ground level. During this time, the MP experienced a change in force due to acceleration measured in multiples of the acceleration of gravity felt at the earth’s surface (G), between -0.5 to -2.06 G’s. While experiencing -2.06 G’s in inverted flight, the MP initiated a descending half-loop maneuver (Split-S). After five seconds in the Split-S, the MP attained a maximum +8.56 G’s. The MP experienced G-induced loss of consciousness (G-LOC) and absolute incapacitation at the end of that five-second period.
For approximately the next five seconds, the MP remained in a state of absolute incapacitation and made no deliberate flight control inputs as the MA accelerated toward the ground. Approximately one second prior to ground impact, the MP began deliberate flight control inputs as he transitioned from absolute to relative incapacitation. The MA impacted the ground at 57 degrees nose low with 89 degrees of left bank and the MP was fatally injured on impact, without an ejection attempt.
The Accident Investigation Board (AIB) President found by a preponderance of evidence the cause of the mishap was the MP’s G-LOC during the Split-S portion of the High Bomb Burst Rejoin maneuver. Additionally, the AIB President found by a preponderance of evidence two factors substantially contributed to the mishap: (a) the MP’s diminished tolerance to +G’s induced by the physiology of the MP’s exposure to –G’s (“Push-Pull Effect”) and (b) an associated decrease in the effectiveness of the MP’s Anti-G straining maneuver under those conditions.