Hartsfield-Jackson Atlanta International Airport’s Post

In honor of Presidents Day let's look at a few fun facts about Air Force One. In 1962, President John F. Kennedy became the first President to fly in a jet specifically built for presidential use — a modified Boeing 707. Over the years, several other jet aircraft have been used, with the first of the current aircraft being delivered in 1990 during the administration of President George H.W. Bush. Capable of refueling midair, Air Force One has unlimited range and can carry the President wherever he or she needs to travel. The onboard electronics are hardened to protect against an electromagnetic pulse, and Air Force One is equipped with advanced secure communications equipment, allowing the aircraft to function as a mobile command center in the event of an attack on the United States. Inside, the President and his or her travel companions enjoy 4,000 square feet of floor space on three levels, including an extensive suite for the President that features a large office, lavatory, and conference room. Air Force One includes a medical suite that can function as an operating room, and a doctor is permanently on board. The plane’s two food preparation galleys can feed 100 people at a time. . . . . #airforceone #privateaviation #businessaviation #aviationwithapurpose #broker #sales #pilot #aviation

The admiral is very right. And it has to start with a re-thinking of DLA. for starters, re-think— - Vendor qualification. It is tedious, costly for the vendor, and discourages vendors from providing parts. - Get rid of reverse auctions. It is the worst kind of race to the bottom and squeezes vendors to a point where they feel like their backs are against the wall and they quit bidding. Companies need to make money to stay in the game. - Allow for F3 replacements that also enhance the capability, especially when parts obsolescence is an issue. We continually hold onto parts that cost 2-3 times as much as a newer version would cost. The world is moving on. Let’s not be stuck in the 50s with many of our parts. - That would be a start. Ask some experts and their list will be longer. #dla #Dodacquisition #supplychain #logistics #defenselogistics #defenseindustry

TODAY IN COAST GUARD AVIATION HISTORY - 01 JUNE 1968 (1 OF 2): a Sikorsky HH-3E (call sign JOLLY GREEN 33 – low) from the 37th ARRS assigned to DaNang Air Base and crewed by U.S. Coast Guard LT Lance A. Eagan (P), CPT George W. Greer (CP), SGT William L. Carroll (FE) and SGT Vincent E. Deets (PJ), medevac'd four US Army aircrew from JAGUAR 858, a UH-1 helicopter that landed on beach due to loss of tail rotor (battle damage not a factor). The JAGUAR 858 aircrew included MAJ H.W. Halterman, HHC 1st Air Cav; MAJ Dean Wartick, HHC 11th Aviation Group; WO1 James H. Rice, 11th Gen Sup Aviation Group, 1st Air Cav and WO1 Preston B. Dasher, 11th Gen Sup Aviation Group, 1st Air Cav. (Excerpt from Mission Report 1-3-57 dated 01 June 1968) JG 33 was getting ready to shut down at Quang Tri after 8.8 hours of searching the gulf for a downed pilot. The scramble was received at 0900Z. At this time, the low bird had just shut down to replenish engine oil. The initial report indicated an aircraft had crashed near the beach east of Camp Evans. No contact had been established with the crew since the original "Mayday" prior to the crash. JG 33 proceeded down the coast at low level while the RCCP attempted to determine the exact location of the crash site. Power required for OGE hover was computed by the RCCP and fuel was dumped to this level (JP-4 at Phu Bai permitted this). At approximately 0910Z, JG77 departed Quang Tri as high bird. A position of 345/10/Ch 69 was obtained by the RCCP. The hostile area penetration checklist was completed and a search commenced. The intelligence briefing, received that morning had indicated VC and NVA activity in the general area. However, a low altitude, high speed search was deemed best. On the first pass down the beach the FE located the survivors in the 3 o’clock position on the beach at 0918Z. They had no signaling devices or flares with them and the FE did an excellent job of finding them. A tactical approach was entered and a no hover landing was used due to deep soft blowing sand. The approach and landing were made to the north to provide the RS the maximum coverage of the sand dune area to the west in the event of hostile activity. The four survivors did not proceed directly to the aircraft but removed electronic equipment from the wreck. A Huey arrived on scene overhead while JG 33 was on the ground. At 1926Z, a maximum performance takeoff was executed to the east over the water to avoid flying over a village area 500 meters to the north. LinkedIn character limit - learn more here: https://lnkd.in/gtsA_Wm8 Learn more about COAST GUARD AVIATION in Vietnam here: https://lnkd.in/gHqSj__E ROV Missing Awards: none. Follow us on Instagram: https://lnkd.in/gXq6HCaN #helicopter Lockheed Martin GE Aerospace United States Air Force

The US Navy has temporarily halted the flights of T-45C Goshawk training aircraft following an in-flight engine malfunction. The pause comes after a Goshawk from Training Air Wing One experienced an engine malfunction and made a precautionary landing in Mississippi. No injuries were reported, and the extent of damage to the aircraft engine is under investigation. The Chief of Naval Air Training has ordered a pause while assessing the fleet's ability to safely resume flying. This incident follows a previous safety pause in 2022 due to a blade failure in a T-45's engine. The T-45C Goshawk is a crucial platform for training US Navy and United States Marine Corps aircraft carrier pilots. The Navy has been considering replacing the Goshawk as part of the new Undergraduate Jet Training System program. #USNavy #T45CGoshawk #FlightPause #EngineMishap #FlightSafety #TrainingAircraft #NavyPilots #MarineCorpsAviation #AviationTraining #UndergraduateJetTraining #NavalUpdates #DefenseNews #NavySafety

"Crashes in life are not exclusive to aviation." Drawing on his aviation experience, military service, and ministry work, Ricky Brown offers deep insights into leadership, safety, and human behavior. Read more: https://hubs.la/Q02LxV190

Notable Aviation Facts related to January 1st. 1. In 1914, the world's first scheduled commercial airline service began operations on January 1. The St. Petersburg-Tampa Airboat Line, based in Florida, offered daily passenger flights across Tampa Bay using a Benoist XIV biplane. 2. The Vickers Viscount, a British turboprop airliner, made its inaugural flight on January 1, 1959 with British European Airways. The Viscount was one of the first successful turboprop-powered aircraft. 3. The first successful flight of the prototype Lockheed JetStar, a business jet, took place on January 1, 1962. The JetStar eventually entered service in 1963, becoming the world's first dedicated business jet aircraft. 4. The United States Air Force's Air Combat Command (ACC) marked its formal establishment on January 1, 1977. The ACC is responsible for organizing, training, equipping, and providing combat-ready forces for air warfare operations. A photo of the first commercial airline flight, a small, two-passenger plane flying over Tampa Bay. (Image credit: FloridaMemory.com) #aviation #aviationhistory #flighthistory

Civilian & Military Pilots now have proper channels and protections from a new bill, to report sightings and/or encounters witnessed or experienced with Unidentified Anomalous Phenomena. Lt. Ryan Graves, USN Retired, F/A-18F pilot and T-45C Goshawk instructor pilot, founded "American's for Safe Aerospace",(https://lnkd.in/eVsSMN2G), to provide a safe platform for military and commercial pilots to inform the public of the seriousness of our airspace being occupied by unannounced, unidentified, anomalous craft, whose operators most often do not respond to communications attempts by Air Traffic Control and/or other pilots, do not emit IFF Transpoder Identifications; and often fly recklessly close to both civilian and military aircraft, all of which do not comply with FAA Regulations and pose serious air traffic safety risks. The unyielding courage and commitment of Lt. Graves has brought forth serious bipartisan interest by Congress and a bill to provide pilots with safeguards and protections so that they are able to readily report Unidentified Anomalous Phenomena, UAP sightings and encounters without fear of losing their jobs or ranks. Please read the following post by Lt. Ryan Graves.

Excitement soared as the 908th Airlift Wing welcomed the first of its MH-139A Grey Wolf helicopters at Maxwell Air Force Base, Alabama, after a hiatus of 726 days, marking a significant milestone for the Wing. Col. Christopher Lacouture, Commander of the 908th Airlift Wing, expressed his enthusiasm, highlighting this day as the dawn of a new era for the Wing. Col. Shane Devlin, Operations Group Commander, shared his anticipation, emphasizing the importance of resuming flight operations for crew training and readiness, paving the way for the Wing's role as the United States Air Force’s formal training unit for Grey Wolf aircrew. The MH-139A Grey Wolf, a modern variant based on the Leonardo AW139 helicopter, boasts enhanced speed, range, cabin size, and lifting capacity compared to its predecessor, the UH-1N Huey helicopters, aligning with the Air Force’s evolving needs. Col. Lacouture acknowledged the invaluable support from the local community and stakeholders during the Wing’s transition, underscoring the collective effort that made this milestone possible. This development signifies a leap forward in capabilities and readiness for the 908th Airlift Wing, strengthening its position as a vital asset within the U.S. Air Force’s operational framework. For a detailed account of this remarkable achievement, visit our blog. #AvfoilNews #908thAirliftWing #MH139AGreyWolf #USAirForce #AerospaceTechnology #MilitaryAviation

Tailhook Testing at Dayton T. Brown Inc. Testing Laboratory - Engineering and Tesing Since 1950 On 18 January 1911, the aviator Eugene Ely flew his Curtiss pusher airplane from the Tanforan airfield in San Bruno, California, and landed on a platform on the armored cruiser USS Pennsylvania anchored in San Francisco Bay,[2] in the first recorded shipboard landing of an aircraft. This flight was also the first ever to use a tailhook system, which had been both designed and built by the circus performer and aviator Hugh Robinson. Following the flight, Ely remarked to a reporter that: "It was easy enough. I think the trick could be successfully turned nine times out of ten." Roughly four months later, the United States Navy would requisition its first airplane, an occasion often viewed as a milestone of naval aviation.[2] While the system initially drew only limited attention, there was greater recognition of its merits following the outbreak of the First World War.[2] Naval planners acknowledged that, in order for airplanes to be viable naval assets, they would have to be able to both take off from and land on ships. During the Great War, the number of aviators of the United States Navy rose from 38 to 1,650, which engaged in numerous duties in support of the Allies, specialising in combat air patrols and submarine spotting.[2] The capabilities of naval aviation expanded greatly during the late 1910s and early 1920s.[2] The first practical tail hook and arrestor gear arrangement was devised during this time; on 1 April 1922, the US Navy issued a request for the design of an arresting gear to equip a pair of aircraft carriers, the USS Lexington and USS Saratoga.[3] During early 1930, the US Navy began development of an adjustable hydraulic-based arresting gear arrangement, which proved capable of absorbing the energy of aircraft landing not only at higher speeds but greater weights as well.[3] As military aircraft continued to grow in terms of both weight and sortie rates during the Second World War, naval air wings were compelled to continue innovating and improving their aircraft recovery systems. Throughout the 1950s, as a consequence of the introduction of jet aircraft to operations aboard aircraft carriers, both the landing speeds and tailhook loads increased substantially.

TODAY IN COAST GUARD AVIATION HISTORY – 22 MARCH 1917 (1 OF 2): this photo of the “First Coast Guard Aviation Group”, the Class of 1916, was taken at the Naval Air Station Pensacola, FL. I spent significant time researching this photo – but, can’t tell you much more than that. Some information about the Coast Guardsmen in the photo is at the bottom. I found several on-line sources that stated this was the date that U.S. Coast Guard Third Lieutenant Elmer Stone, graduated from Pensacola Naval Aviation Training School and earned his “Wings of Gold”, thereby becoming the service's first aviator. Third Lieutenant Stone was eventually designated as Naval Aviator #38 and later Coast Guard Aviator #1. However, my “book research” reveals that date was actually 10 April 1917 – four days after the U.S. entered WWI by declaring war on Germany. The Naval Deficiency Act of 29 August 1916 provided funds for the purchase of 30 Curtiss N-9 “tractor” seaplanes. This was an adaptation of the US Army’s JN “Jenny” airplane. To make the conversion a single large pontoon was mounted below the fuselage with a small float fitted under each wing tip. These changes required a ten foot increase in wingspan to accommodate the additional weight. Further modifications to the standard “Jenny” design were required to compensate for stability problems. These included lengthening of the fuselage and increasing the area of the tail surfaces. The N-9 was originally developed with 100 HP OXX-6 engine. This was replaced with a 150HP Hispano Suiza engine that was being manufactured under license. Of note is the fact that the US Navy utilized wind tunnel data developed at the Massachusetts Institute of Technology. The N-9 was the first U.S. Naval aircraft to incorporate wind tunnel data directly into its design. This same Act provided the means by which the Coast Guard sent an additional 15 personnel to Pensacola for flight and aviation support training. Both Stone and Sudgen upon completion of training were assigned as flight instructors. From left to right: - C.T. Thrun, Master at Arms, later a warrant officer who was killed while flying at Cape May, N.J., in January, 1935; - J. F. Powers, Oiler First Class, who later left the service; - George Ott, Ship’s Writer, who later left the service; - C. Griffin, Master at Arms, who later left the service; - John Wicks, Surfman; - Third Lieut. Robert Donohue, who became Rear Admiral, was Chief Air-Sea Rescue Office, Chief, Personnel Office at Headquarters, retired June 1, 1946. - Second Lieut. C. E. Sugden, who retired a Captain on August 1, 1946; LinkedIn character limit - learn more here: https://lnkd.in/gFvzxnxD ROV Missing Awards: none. Follow us on Instagram: https://lnkd.in/gXq6HCaN #aircraft US Coast Guard Academy U.S. Coast Guard Academy Alumni Association Curtiss-Wright Corporation