This intriguing story comes to us from one of our alert aviation news scouts, FASF VP Roy Mantei and courtesy of Foxtrot-Alpha’s News Site.  Remember: The SR-71 “Blackbird” spy plane was – and remains – the world’s faster aircraft – and it was flown by the distinguished pilots of the First Aero Squadron!

One of the most legendary stories related to the SR-71 Blackbird has nothing to do with how fast or how high it could fly. Quite the opposite really, it has to do with how slow and low it flew, somewhat accidentally, the results of which was probably one of the most spectacular visual and audible moments in aviation history to behold.

The story comes from retired U.S. Air Force Maj. Brian Shul, and it was posted by our friends over at Sierra Hotel Aeronautics who generously allowed us to share it here. Here’s Shul on the Blackbird’s speed:

“As a former SR-71 pilot, and a professional keynote speaker, the question I’m most often asked is ‘How fast would that SR-71 fly?’ I can be assured of hearing that question several times at any event I attend. It’s an interesting question, given the aircraft’s proclivity for speed, but there really isn’t one number to give, as the jet would always give you a little more speed if you wanted it to. It was common to see 35 miles a minute.

Because we flew a programmed Mach number on most missions, and never wanted to harm the plane in any way, we never let it run out to any limits of temperature or speed.. Thus, each SR-71 pilot had his own individual ‘high’ speed that he saw at some point on some mission. I saw mine over Libya when Khadafy fired two missiles my way, and max power was in order. Let’s just say that the plane truly loved speed and effortlessly took us to Mach numbers we hadn’t previously seen.

So it was with great surprise, when at the end of one of my presentations, someone asked, ‘What was the slowest you ever flew the Blackbird?’ This was a first. After giving it some thought, I was reminded of a story that I had never shared before, and I relayed the following.

I was flying the SR-71 out of RAF Mildenhall, England, with my back-seater, Walt Watson; we were returning from a mission over Europe and the Iron Curtain when we received a radio transmission from home base. As we scooted across Denmark in three minutes, we learned that a small RAF base in the English countryside had requested an SR-71 fly-past. The air cadet commander there was a former Blackbird pilot, and thought it would be a motivating moment for the young lads to see the mighty SR-71 perform a low approach. No problem, we were happy to do it. After a quick aerial refueling over the North Sea, we proceeded to find the small airfield.

Walter had a myriad of sophisticated navigation equipment in the back seat, and began to vector me toward the field. Descending to subsonic speeds, we found ourselves over a densely wooded area in a slight haze. Like most former WWII British airfields, the one we were looking for had a small tower and little surrounding infrastructure. Walter told me we were close and that I should be able to see the field, but I saw nothing. Nothing but trees as far as I could see in the haze. We got a little lower, and I pulled the throttles back from 325 knots we were at. With the gear up, anything under 275 was just uncomfortable. Walt said we were practically over the field-yet; there was nothing in my windscreen. I banked the jet and started a gentle circling maneuver in hopes of picking up anything that looked like a field. Meanwhile, below, the cadet commander had taken the cadets up on the catwalk of the tower in order to get a prime view of the fly-past. It was a quiet, still day with no wind and partial gray overcast. Walter continued to give me indications that the field should be below us but in the overcast and haze, I couldn’t see it. The longer we continued to peer out the window and circle, the slower we got. With our power back, the awaiting cadets heard nothing. I must have had good instructors in my flying career, as something told me I better cross-check the gauges. As I noticed the airspeed indicator slide below 160 knots, my heart stopped and my adrenalin-filled left hand pushed two throttles full forward. At this point we weren’t really flying, but were falling in a slight bank. Just at the moment that both afterburners lit with a thunderous roar of flame (and what a joyous feeling that was) the aircraft fell into full view of the shocked observers on the tower. Shattering the still quiet of that morning, they now had 107 feet of fire-breathing titanium in their face as the plane levelled and accelerated, in full burner, on the tower side of the infield, closer than expected, maintaining what could only be described as some sort of ultimate knife-edge pass.

Quickly reaching the field boundary, we proceeded back to Mildenhall without incident. We didn’t say a word for those next 14 minutes. After landing, our commander greeted us, and we were both certain he was reaching for our wings. Instead, he heartily shook our hands and said the commander had told him it was the greatest SR-71 fly-past he had ever seen, especially how we had surprised them with such a precise maneuver that could only be described as breathtaking. He said that some of the cadet’s hats were blown off and the sight of the plan form of the plane in full afterburner dropping right in front of them was unbelievable. Walt and I both understood the concept of ‘breathtaking’ very well that morning and sheepishly replied that they were just excited to see our low approach.

As we retired to the equipment room to change from space suits to flight suits, we just sat there-we hadn’t spoken a word since ‘the pass.’ Finally, Walter looked at me and said, ‘One hundred fifty-six knots. What did you see?’ Trying to find my voice, I stammered, ‘One hundred fifty-two.’ We sat in silence for a moment. Then Walt said, ‘Don’t ever do that to me again!’ And I never did.

A year later, Walter and I were having lunch in the Mildenhall Officer’s club, and overheard an officer talking to some cadets about an SR-71 fly-past that he had seen one day. Of course, by now the story included kids falling off the tower and screaming as the heat of the jet singed their eyebrows. Noticing our HABU patches, as we stood there with lunch trays in our hands, he asked us to verify to the cadets that such a thing had occurred. Walt just shook his head and said, ‘It was probably just a routine low approach; they’re pretty impressive in that plane.’

Impressive indeed.”

Thanks again to Sierra Hotel Aeronautics. They make some of the coolest aviation related apparel and gear out there. Check out their Facebook page as well for cool aviation history related content.

Click on the SR-71 Photo Below to be taken directly to the Foxtrot-Alpha site for actual videos of this remarkable airplane in motion.

Contact the author at Tyler@jalopnik.com.

http://oppositelock.kinja.com/favorite-sr-71…

          This British Airways Boeing 747’s landing approach brings it right over the roofs of nearby London Homes

Click on the above photo of the 747 landing at one of the world’s busiest (# 4) commercial airports to take a nostalgic (for some of our viewers and members!) photographic tour of this world famous and historic London airfield.  This story is courtesy of both its original publisher, BBC (British Broadcasting Corporation) and of one of our news scouts, FASF member Eric Lambart, of Portland, Oregon.

Remember: turn on your audio! – – – and Tune in to NASA TV  or Video Gallery for Latest News!

Whatever you do, please, if at all possible, take the time to watch the event that just took place in the historic fly-by of the dwarf planet, Pluto, just yesterday.  Almost 10 years in the making, this event should stagger one’s imagination.  The vast number of miles covered by this probe’s flight path is not really even imaginable in human terms: over 3 Billion miles!

Electronic communication between the probe’s earth guidance crew, travelling at the speed of light, takes over four and a half hours just to make the transit time to the probe, and of course it takes the probe’s communications to earth the same length of time.

 Launched from Cape Canaveral back in 2006, and soon travelling at the blazing speed of 30,800 miles per hour, an all time earth launched space vehicle speed record, it was soon too far from the Solar System’s core, the Sun, to be able to use the usual solar power other space vehicles use, so it had to resort to it’s own on-board source of energy, which was nuclear.  Yes, the New Horizons Probe is nuclear powered.

Here, below, are some other new videos, if you have the extra time, to help you become better educated about this record-breaking American scientific adventure. Over the next few days we will be amazed by these never before seen views of the Sun’s most distant “Dwarf Planet.”

      Above, watch the NASA New Horizons team celebrate at their probe successfully flies by Pluto!

We give our thanks to the NASA and JPL teams for these exciting videos and still photos of this historic space adventure.

James Bede – Courtesy of Bede Aero

James R. Bede, a prolific aircraft designer whose many concepts included a micro jet that flew for a James Bond movie and a single-engine airplane that evolved into the popular Grumman Yankee, died July 9 in Cleveland, Ohio. He was 82. The AOPA (Aircraft Owners & Pilots Association) website has a description of his accomplishments on their home page, right here.

Step into the cockpit of this P-51C Mustang with pilot Kermit Weeks and go for a short flight in this classic aircraft from the World War Two era. Many a young boy, grown men and in the current times, even some young girls and grown women have dreamt of flying a Mustang, so little doubt you’ll not enjoy watching this video of what the view is like from the pilot’s seat. Mr. Weeks has a Go-Pro camcorder mounted on his head, so your view is virtually the same as is his.  Just click on the video still frame below, and start the film rolling.  It’s about 12:00 minutes long. This inside-the-cockpit video comes to us thanks to the sharp scouting eye of FASF member and former U. S. Marine Corps jet fighter pilot, Jerry Dixon.  This link (Jerry Dixon’s) will bring you to a page depicting the details of Jerry’s favorite Navy/Marine Corps Jet Fighter, the Douglas F3D “Skynight,” a fighter in which Jerry flew many missions over Vietnam.

Take notice that the canopy on this early model of the famed P-51 “Mustang” is very different from the later more streanlined bubble canopy versions of the fighter, which were sliding canopies.  If you enjoyed this aviation video and would enjoy another, then here’s another cool one.  It’s a short (3:43 Minutes) video, down below the P-51 Video, of the U.S. Navy’s Blue Angels at work.  As you did with the P-51, just click on the Blue Angel’s Photo down below the P-51. In the Blue Angel’s film, notice how the pilot grits his teeth each time he pulls negative “G’s” while in tight turns.  This tensing up is done on purpose (for those of you who wonder why he does this), in order to help his blood stay in his head, so he doesn’t black out from the strong “G” (gravity) forces encountered in these abrupt maneuvers.  Don’t forget to turn up your sound!

To view this story of “The Giants,” just click on the above photo and enjoy the journey back in time.  The video is about 51 minutes long and shows colorful footage of the big flying “ships” of the late 1930’s right up to the current time, where you will learn how a few former post WWII U.S. Navy Flying Boats are still being successfully used in Canada to fight  forest fires.

The largest flying boat ever built was the extraordinary experimental aircraft built by the enigmatic aviation pioneer and maverick, Howard Hughes.  This huge and one-of-a-kind, so-called “Spruce Goose,” still lives as an impressive static display experience for those who are fortunate enough to visit it at the “Evergreen Museum,” about an hour’s drive out of Portland, OR, near the town of McMinnville, OR.

The well produced video also provides some fascinating footage of the “Goose’s” famous open water taxi test – one that ended up as its one – and only – flight.  It was a flight which also helped redeem the rapidly sinking reputation of its designer and builder, Mr. Hughes.  His reputation was about to be destroyed by the growing crowd of nay-sayers, both inside and outside of the Federal Government, who claimed the large Flying Boat would never fly, nor could it fly.

Former President of the Las Cruces, NM EAA Chapter 555 and active FASF member, Brett Hahn (above), has been selected to head up the (International) Chapter Office at the EAA’s Oshkosh headquarters in Wisconsin.  “EAA” stands for the Experimental Aircraft Association, which is responsible for the world’s largest annual air show each summer.  The show, AirVenture 2015, is held at the EAA’s famous Wittman Regional Airport in Oshkosh, Wisconsin.  The EAA held its first airshow at Wittman in 1970 – some 45 years ago.

Brett put aside some of his valuable time to counsel the FASF on how to best help achieve its goals and objectives. He served in various Officer positions of the Las Cruces chapter over the years and began his own flying career in 1995 when he learned to fly in New Mexico’s Rocky Mountains. Here is his first official Greeting to the thousands of enthusiastic EAA members across the globe.  While all of us who are privileged to know Brett miss his enthusiastic presence here in New Mexico, we are happy that the EAA head office has chosen him to lead its chapter network around the world. While here, Brett was the moving powerhouse promoter of the extraordinarily successful Ford Tri-Motor event held at the Santa Teresa International Jetport just this past Fall.   Brett’s skillful promotion of this event broke all the EAA’s prior records for the classic Ford Tri-Motor Tour’s success.

Scene in 1908 at the first show of its kind ever held. Here in Paris, France, one witnessed a large collection of not only motor vehicles, but also some of the earliest  airplanes,  all  only   five years after the Wright brothers first proved the ability of  a  heavier than  air   flying  machine to actually fly  under their own power. Interest in flying machines had mushroomed so much, that the next year, in 1909, Paris hosted the first show dedicated only to heavier-than-air craft. Click on the photo above to be taken directly to the 12 photo collection of the famed Paris Air Show.

Thanks to our field aviation news scout, Eric Lambart, we have two interesting BBC aviation stories to explore regarding the world’s original Air Show, which first opened its doors in Paris in 1909.  Back then it was held indoors at the Grand Palais, where over 100,000 visitors attended and over 380 exhibitors showed off their new aviation designs.  The Air Show grew so large it could no longer be housed indoors, so it was moved to Le Bourget in 1953. Of course it was not held during WWII, but did reopen in 1946.  Earlier, by 1926, one could see that civil aviation was growing rapidly, since there were more civilian aircraft on display than military ships – for the first time.   This year, one of the stars of the show will be America’s newest Airliner.  Performing extreme maneuvers usually reserved for fighter jets, the new Boeing 787 “Dreamliner” will bring gasps from the crowds, as they watch it take off and climb almost vertically into the sky.  Also expected are the latest versions of the super jumbo jet manufactured jointly by the British and the French, the Airbus 380, still an impressive aircraft.  Click on photos, either below or above, to be taken directly to either the short video display, or to the collection of 12 early photos depicting the famous Paris Air Show.

America’s new Boeing 787 “Dreamliner” shows off at Paris Air Show today as it makes a fighter-jet type vertical climb from the Le Bourget Airport runway.  Click on photo above to go to the BBC short video of this spectacular climb.

While only four and a half minutes (4:30 long) of death defying and thrilling aerobatics, this is an outstanding example of how exciting a well-orchestrated Air Show should play out.  At this show there probably weren’t any spectator complaints that they didn’t get their money’s worth.

TURN ON YOUR SPEAKERS!

Then just click on any of these 3 still photos to watch the Vimeo video roll.  The exciting video is once again thanks to our FASF news scout, Jerry Dixon, former Marine Corps Fighter Pilot. If, like Jerry and other alert FASF members, you should run across something you feel you’d like to share with visitors to our website, please email us or write comments about your find right here on site – – – and we’ll look over your discovery.  This Cameron Air Show videography is but one more fine example from that extremely talented aviation photo and video journalist, Scott Slocum.Above is a small Pitts Special Biplane flying sideways and cockeyed down the runway with its smoke generator going full blast – Also a dangerous job for the ground crew in spotting for this maneuver!Yes, you are seeing something hard to believe:  The Pitts Special flies right off the deck while a stunt motorcyclist times his flip ramp-jump to coincide with the passing airplane!

DATELINE: May 7, 2015 – US Department of Defense, Eglin AFB, Florida

[All photos courtesy of the USAF and PACC TV Channel 10, Wayne County North Carolina and much of story from 1st Lt. Hope Cronin, 33rd Fighter Wing Public Affairs ]

Working Mother and Jet Fighter Pilot – All in One

        Colonel Christine Mau and Her Daughter

Pilot Mau works at Easel for Air Base event

The Air Force has changed over the past fifty years in how some of its pilots spend their off-duty time at home.  The USAF has just announced that its first highly trained and combat experienced female jet pilot has begun her training in the most advanced Air Force 5th generation Stealth Fighter, the F-35 Lightning II at Eglin AFB, in Florida.

Above, Lt. Col. Christine Mau, 33rd Operations Group deputy commander, puts on her helmet before taking her first flight in the F-35A on Eglin Air Force Base, Fla., May 5, 2015. Mau, who previously flew F-15E Strike Eagles, made history as the first female F-35 pilot in the program. (U.S. Air Force photo/Staff Sgt. Marleah Robertson)

Lt. Col. Christine Mau, 33rd Operations Group deputy commander, navigates her F-35A through the “bird bath” after returning from her first flight on Eglin Air Force Base, Fla., May 5, 2015. Mau, who previously flew F-15E Strike Eagles, made history as the first female F-35 pilot in the program. (U.S. Air Force photo/Staff Sgt. Marleah Robertson)

Lt. Col. Christine Mau, the 33rd Fighter Wing Operations Group deputy commander, has just completed her intitial training flight in the single-seat fifth-generation fighter following 14 virtual training missions in the full mission simulator at the F-35 Academic Training Center.

Immediately following her record setting first Lightning II flight, Colonel Mau relaxes for moment before exiting the cockpit of the nation’s first line advanced stealth fighter.

“It wasn’t until I was taxiing to the runway that it really struck me that I was on my own in the jet,” observed Mau, formerly an F-15E Strike Eagle pilot (see photo immediately below of Colonel Mau in the F-15 Strike Eagle). “I had a chase aircraft, but there was no weapons system officer or instructor pilot sitting behind me, and no one in my ear like in simulators.”
And with that, like the other 87 F-35A pilots trained over the last four years, Mau thundered down the runway and was airborne as the first woman in the Air Force’s premier fighter.

 “It felt great to get airborne. The jet flies like a dream, and seeing the systems interact is impressive. Flying with the Helmet Mounted Display (System) takes some adjusting, but it’s an easy adjustment,” Mau (on left) said. “The training missions in the simulator prepare you very well, so you’re ready for that flight.“

Mau while being interviewed on TV Channel 10 in North Carolina, where she was based before entering training at Eglin AFB in Florida for the F-35 strike fighter program.

“Flying is a great equalizer,” Mau said. “The plane doesn’t know or care about your gender as a pilot, nor do the ground troops who need your support. You just have to perform. That’s all anyone cares about when you’re up there — that you can do your job, and that you do it exceptionally well.”

Mau’s combat experience and technical prowess in the cockpit were the primary draws for her selection to her position with the 33rd Operations Group.

“Lt. Col. Mau brings a valuable level of combat and operational knowledge to our team,” said Col. Todd Canterbury, the 33rd Fighter Wing commander. “We’re nearly a year out from declaring Initial Operational Capability with the F-35. We need battle-tested pilots to help us put the F-35A through its paces and ensure we have a trained and ready force of F-35 pilots to feed into our combat air forces.”

While with the 389th Expeditionary Fighter Squadron, Mau was part of the first all-female combat sortie. The combat mission provided air support to coalition and Afghan forces in the Kunar Valley, Afghanistan. From the pilots and weapons system officers of the two F-15E jets to the mission planners and maintainers, the entire mission was carried out entirely by women.

“As a service, we need to attract the most innovative and skillful Airmen possible for one reason — it makes us more effective,” Canterbury said. “The broader the net that we cast into the talent pool, coupled with a laser focus on performance, ensures we have the best Airmen in place to carry out the mission. Performance is key, and it’s the standard we hold all of our Airmen to in the Air Force.”