Fly Me Friendly

While returning from Nykolai’s scout camp I dropped into Avalon airport (YMAV) to check out Tanker 10, a converted DC10 that’s now used as a super-heavy water bomber. It’s parked in the keyhole and not easily viewed without a huge zoom lens, something I don’t have.

On the day I was there, a QANTAS 747-400 was also in the keyhole, possibly getting ready to depart after maintenance.

Over at Plane Crazy Down Under, we’re trying to get up closer to Tanker 10. If we do, I’ll be sure to get better images loaded here.

 

 

 

 

While I was there, I also grabbed a few photos of Canberra A84-232, now parked as a gate guardian near the entrance. I also grabbed a photo of QANTAS’ last 747-300, ex VH-EBU. Once painted in the Aboriginal “Nalanji Dreaming” scheme, it is currently stripped of engines and remains as just a fuselage & wings painted a base blue colour with a red tail. It was being used to provide spares and keep the other 747-300’s running. Now that they’re gone, it is probably going to get parted out into scrap.

While at Avalon Airshow 2009, the FlightPathTV.com team got to interview a C5 Galaxy pilot and film the aircraft opening up prior to letting the public walk through. Together with Captain Lee (our media liaison) we made our way down the far end of the static area to where the C5, a KC135, DC10 tanker (not a KC10) and a pair of B1Bs were parked.

Damn that’s an enormous aircraft :)

We discussed the interview with the crew and one of the junior pilots was “volunteered” for it (the chain of command in action :) After a few discussions outside and some establishing shots, we put our earplugs in and they fired up the APU (very noisy). First up the nose was opened, lifting up over the cockpit and looking very much like a Great White Shark about to bite. The ramp was extended in stages with crew walking around to check everything was deploying correctly. Naturally, this started to draw a bit of a crowd at the public fence area.

Once the nose ramp was fully deployed we moved around to the tail where it was even noisier. A huge panel at the rear moved up and a pair of doors opened outwards. Once again a massive ramp slowly extended itself in stages, although this time there were a few problems with getting the rubber mats at the very end to sit right (typical that it would happen while filming). Apparently the rear ramp can be opened during flight but they don’t do that much any more.

Once everything was opened up and the APU shut down, we moved into the cargo hold and started the interview. Most of the crew sat around enjoying the show, heckling when the camera wasn’t running. We had a few interruptions as a RAAF F18 landed and taxied back, then the KC135 fired up its APU so it could extend its boom.

Eventually we moved upstairs to film the cockpit and crew space then complete the interview up there. I managed to get some shots out one of the escape doors and the hatch up on top. We also went back into the “passenger” area, a separate compartment between the wing & tail upstairs. This area is where any troops or specialists that may be travelling with a load will spend the flight (facing backwards). We were also shown the tail structure that’s above and behind the rear ramp. This area is unpressurised in flight and is bigger than the cargo hold of a C130. Wow!

The C5 Galaxy is definitely a HUGE aircraft and it was great to go clambering all over it. I’ve loaded the photos I took into the C5 Galaxy album in the gallery. A few will also make it into the Avalon 2009 album.

On my first day at Avalon Airshow 2009, the FlightPathTV.com film crew I was with spent about 3 hours in Lockheed’s F35 simulator. During this time, Ken from Lockheed (one of their human/computer interface team members) was working with a RAAF Air Commodore as he flew the aircraft through some example encounters. We also filmed Ken as he explained the F35’s systems, the cockpit interface and the STOVL version’s features.

What a freakin’ incredible piece of equipment the F35 is!

First up, there’s no HUD. All the information from the HUD is displayed on the pilot’s helmet, along with plenty of other information as required. The helmet’s movements are tracked and the displays adjust accordingly.

The main panel consists of two large LCD displays that appear almost as one. The panel can show any of the multiple information screens in any combination of sizes and positions with the pilot touching points on the screens to resize them, move them around and so on. There is a constant one inch high band across the top of the panel that has the information screens represented in miniature (with other information as well). Just touching one of the representations brings that screen up on the panel.

When a pilot enters the aircraft, they slot a mission cartridge into the system that contains information about the mission, munitions and the pilot’s default preferences for screen layouts. So, when the pilot turns the aircraft on, everything they like is all ready to go for them.

Throw in the sensor suite that includes infra-red cameras around the aircraft and you have an amazingly powerful real world display. In addition to showing on the panel, the sensor suite’s information can be displayed on the pilot’s helmet. Combine this with the movement tracker and the pilot can see a synthetic vision view of the world around them – like looking *through* the cockpit floor, wings, weather, etc. Simply amazing.

Being the IT geek I am (as well as an aviation geek), I was drooling at how well this interface worked. As if that weren’t enough, though, we were also shown how the computerised flight controls made it a LOT easier to focus on WHAT a pilot is doing rather than HOW they are doing it.

Say the pilot wants to initiate a 50 degree climb – they use the side-stick to put the nose where they want, set the throttle and then let go. The computers will keep the aircraft going where the pilot’s said. Total no brainer. The system takes the developments of the past decades and brings them into one incredible package.

There was, of course, more to it than this but I was still reeling from what I’d seen in front of me. I would have loved to jump in and go through the demo routine but we’d already been in there two hours and Carlo & Fletch had both had goes, so I didn’t want to overstay our welcome.

I’ve loaded some of the photos I took inside the simulator room into the F35 demo album on the gallery. Other photos from my two days at Avalon are also being uploaded into the Avalon Airshow 2009 album. Enjoy :)

It’s been over a week since I was at Avalon Airshow and I’m only getting around to posting about it now. Sure, I ran up a few Twitter entries about it but I’ve not had a chance to really blog it. This time it’s thanks to lots of work to do since the show finished, plus spending some good time with my son before he visits Argentina with his mom for a month.

I’ve also been editing photos before I can upload them. I’m not someone who can just slam the raw pix up online. I like to weed out a few first, plus edit those that need lighting towers removed (the bane of any airport photographer’s existance :) or any other gear like mobile lighting rigs, etc.

I’m getting there and the first few have been uploaded into the Avalon Airshow 2009 album on my flying gallery. I’ll upload more as time permits and post on the blog when it happens. I’ll also get around to posting what I got up to on the two days I was onsite along with other thoughts about the airshow.

At last, I’ve finally had enough time to load the first day’s photos from the airshow on the website. You can find them in my photo collection. I just need to finish the Grand Prix pix, then do the other 7 days of Airshow pix and then sort out the movies I shot on site…

Well, it’s been a couple of days now and I’m pretty much recovered from the Avalon Airshow (although my feet are still a bit sore now & then :)

The big thing about this airshow was that it all just worked (aside from the traffic jam on Monday :). This was the first time that we had an AGO rep in the box with the “Ring Master,” allowing them to discuss the impacts of changes to plans, placement of aircraft and so on. In the past, this had happened via relaying between multiple people over radios and so on. Now that an experienced ground control person was involved from early planning through to execution, good decisions were made, people knew what was going on and bottlenecks were, on the whole, avoided.

This was reflected in comments from pilots saying how well it worked and that it was the best organised airshow they’d been to. It was also reflected in my general feeling that a lot of the chaos, madness & stress I’d experienced in past shows wasn’t present in this year’s show. Sure, we were running about and busy at times, there were occasional stuff ups but, on the whole, it just flowed.

A couple of negatives were the lack of radios for the ground staff (it’s frustrating trying to sort things out when there’s not enough people around with a good picture of what’s going on – doubt they can ever fix this one) and (the biggest annoyance of all) serving tuna sandwiches for the lunch. Not all the sandwiches were tuna on a given day, but if you were a bit late getting back to the Green Room for lunch, the “real food” would have already have been eaten. Bad luck if you hate fish, eh?

Another interesting item from this airshow included a friend of mine launching a new flight simulator based company, Flight Experience. They have a fixed-base 737-800 simulator and are offering flights to people – you can come in and see what it’s like on the cockpit of a new jet. You can also get type endorsement training and so on. Their big market though is people who just want the experience.

Once again I was able to bring Kitt and Nykolai down to have fun at the show on the Sunday, although they weren’t really impressed with the traffic hassles. Perhaps next time we can look at getting them in & out via train to Lara and the shuttle bus over. At least they had a great time and I got Nykolai into the cockpit of the Kittyhawk thanks to Steve Death (the pilot).

All up, I enjoyed it immensely and will definitely volunteer again (if I’m in Melbourne, etc :)

Another beautiful day at Avalon Airport – even better than yesterday. Today was my last day with the Airshow, working to help the remaining aircraft leave.

I arrived early and walked around taking some “early morning” photos of the large aircraft in the “keyhole” area and the combat jets on their tarmac. There were a couple of early folks getting ready to leave and I helped them organise fueling, take down barriers and so on.

The most “fun” was when I helped drag the Whitney Boomerang out of some soft ground. We’d parked it on grass in the corner of the warbird tarmac last night as the pilot had radio troubles and couldn’t leave. This morning, the main wheels were half-sunk into the soft earth. Ooops – didn’t think it was *that* soft when we parked it there…

The pilot and I wound up sitting under the wing (it’s a low wing – not much room) and rolling the wheels forward. We got both forward about 1/2 turn each and they were sinking again, so we hooked the tow bar into the nose wheel and with me pulling on that while the pilot went back to turning one of the wheels, we were able to pivot it out onto firmer ground, eventually getting it onto the tarmac itself. Whew.

Shortly after the Roulettes arrived, prepared their aircraft and left. The ground crew were wearing standard camo fatigues instead of their performance outfits but still went through the usual formation start-up and departure. Some of the photos I have will show the various ground crews from the Hornet, F-111 and Hawk teams in their standard camo fatigues that are being worn these days.

There were some escort duties including bringing the A-37 Dragonfly team in so they could prep their aircraft and then fly home. We also escorted the Roulette ground crew in to pick up their trailer and then head over to their two static display aircraft so they could prep them for travel.

The RAAF 707 left not long after then we wound up sitting in our vehicle on the tarmac waiting to get back to the warbird tarmac. We were in a queue behind a DC-3, Catalina, RAAF C-17 and 6 F-18’s. We couldn’t cut across the combat jet exit because they had an F-15 sitting there doing engine runs. Eventually we got through in time to help clear a couple of lighties, the last few warbirds and the RAAF Hawks (they’d moved over to the warbird tarmac before the F-15 could move out and block their exit).

The HARS Neptune left followed by the USAF C-17 and then the Super Constellation. The Connie’s brakes make an amazingly loud metal-on-metal sound – you can hear it for miles. Very distinctive.

About this time I wound up going over to Yellow section with Veggie in case they needed help clearing out their aircraft. They had everything under control so we sat and watched as a few lighties and a pair of Super Puma helicopters went past via Charlie to the runway.

Shortly after that, JD came back for us and dropped me off down in G1 (near the warbird tarmac) where a couple of lighties were getting ready to leave. We had some jets moving about plus Jetstar coming in and the RAF E-3 Sentry taxiing on the runway so we wanted to be sure the lighties were looked after. They had to monitor tower but didn’t want to drain their batteries so they switched off and I kept an ear open (I’d been monitoring tower frequency all airshow). When tower advised they could start up, I relayed the message and they got ready, heading out before the RAF E-3 came around.

The RAF E-3 was basically a 707 airframe with one of the giant radar dishes on the top. They’d been parked with the USAF E-3 up the other end of the airport and wound up taxiing down to Charlie and then around the loop to Bravo. Along the way they stopped and spent a bit of time inspecting the ground at a pedestrian/vehicle crossing (they were concerned about FOD) then slowly crawled around the loop with people out under their wingtips to ensure they wouldn’t hit anything on the edges. This caused some tension for ground ops as we’d already ensured the way was clear and we had a Jetstar aircraft that had landed and was back tracking on the runway to get to Charlie then follow the E-3 around the loop (delaying Jetstar is not an option).

They finally got around and were far enough forward that Jetstar could get into their terminal area and all without appearing to cause any delays. Eventually, the E-3 got on the runway, started to roll and wound up aborting their takeoff. They sat on the runway and did an engine run up to 80% power on their outboards. Something was still wrong though so they taxied all the way up the other end of the runway and off onto one of the taxiways. There they had to be towed around to the bottom of the runway as there was too much FOD for their liking. Last I’d heard about them, they’d completed a full engine run up and sorted out their hassles and were trying to get slotted back into the departures queue.

By this time, we’d finished with everything at Green and the last few were leaving Yellow. The USAF combat jets were still there but going back on Wednesday, a RAAF F-18 had a problem with its INS and a RAN Seahawk had a problem and couldn’t fly. The F-18, Seahawk and a Sea King wound up parked at the top of Bravo near the QANTAS maintenance hangars.

So, with all that, we headed back to AGO, handed in our equipment, said goodbye to everyone and headed for home. Another Avalon Airshow completed – three now for me (plus one as a spectator :) but others have done 6 to 8. Wow.

The last official day of the Airshow and I left home early to arrive at 7am. I would have been on time, except I forgot to set my clocks back 1 hour before I went to bed (daylight savings ended last night). So, I wound up opening up the Green Room tent at 6:10am – no wonder there weren’t any other people on around. Oh well – the sunrise was great and the peace & quiet on the airfield was wonderful.

Soon enough the warbirds started to arrive and I put a few of them in on my own until some of the others arrived to help. A QANTAS 737 (painted in aboriginal designs) and 747 arrived and were squeezed into the keyhole. Not long after a BAe 146 from National Jet arrived and I wound up batting it into a tight space at Green-5. Lots of fun.

By now the whole team was on site and we were gearing up for another day much like yesterday. There were some slight changes to the schedule and a few additional shows, but otherwise it ran very well and everyone was happy. Early in the day we moved the majority of the light aircraft who wanted to leave at the end of the show down to modified holding areas near the Bravo holding point.

Kitt and Nykolai came down with UK Balloon Pilot Chris and his family in time to see the Super Hornet, B-52, RAAF F-18, F-111, USAF F-15 and the RAAF formation F-18s. They were all very happy to come on down and hang out – I even managed to get some time to join them when we had some quiet moments on the warbird tarmac.

All too soon the show was over and we had a mass exodus of lighties crossing over 18-Center to 18-Right, all the while charters were taking off from further down the runway (at Charlie or Foxtrot intersections). We slotted a number of warbirds in that were leaving and then just worked through the remaining lighties. It all went very well.

At the end of the day, Chuck Yeager came out to meet the F-15 and F-16 pilots so I managed to get some photos of him during these sessions. After this it was off to AGO for a couple of beers (light, unfortunately) then ASDU for dinner and home.

I’m back tomorrow to help remaining aircraft leave, then it’s all over for me.

As yesterday was hot n windy, today was cold n windy with rain. What a change. The carparks were a sea of mud, as were the public areas around the airfield. It dried quickly but it took until the afternoon to settle down.

With the wind came FOD (Foreign Object Damage – bits of garbage blowing around the place) – a small plastic bag was seen being sucked into the right-hand engine intake of one of the RAAF F18s as it taxied back to its parking spot. Fingers crossed it’s not done any damage as this aircraft is part of the Lion formation aerobatic team (also known as the Green Lemons). They put on a very spirited demo in tight formation and with flares, earning them 10 from those of us judging the shows.

The day started off with a flurry of warbirds coming in, then settled down until about 11am when we had to get the Mustangs, Yak 9 and Kittyhawk into starting positions. Once they were started and had moved out to the warm up area, we pushed the A-37 Dragonfly into place so he could start up his jets then move out. About then it started to rain so we headed for the tents, coming out again to retrieve the first lot and then the Dragonfly.

After that it was “time off” for lunch as we had no more work on the warbird tarmac until the Southern Knights formation team went out in their Harvards. A quick push out to start up and they were off. We all headed down to the crowd line to get photos of the RAAF F-18 & F-111, USAF F-15, the F-18F Super Hornet and a fly by by a B-52 (including one pass at high speed at 500′ – wooo :)

Somewhere in there the Super Constellation came out (with brakes squealing) along with the Catalina and three Dakotas. They did a streamed take-off and then a few fly bys although Connie had to pull out and just land as they’d been forced to shut down #2 engine due to some problems (gotta love those big old radials :)

After all that, I wound up working the intersection (where Bravo meets Charlie’s loop section), handling aircraft coming back and going out. Eventually it all settled down and we closed up our tent (known as “The Green Room” ‘cos we’re section Green on the map).

One more public day then I’m back again on Monday to help get everything out that hasn’t managed to get out on the Sunday night.

Today can best be summed up as 40 degrees on the tarmac, 40+ knots wind and dust everywhere. We had dust sticking to our sunscreen, dust on our food, dust in our mouths, dust in our eyes – crazy.

The high winds kept many of the lighties from flying into Avalon, so we had a few moments of peace & quiet, then the warbirds came in and suddenly Green 2 was full. With the Roulettes, RAAF Museum heritage flight & Mustang, Bob’s Mustang, the Yak 9 and a Harvard, we had a warbirds tarmac that was almost full. Yay :)

During the day, we had a chance to go and see Chuck Yeager – he was checking out the cockpit of an F-18 so we hung out near by and took pix (a few at a time, so we didn’t crowd the place out :) Word is he may be near a P-51 Mustang later during the show, which would be great (‘cos hey, that’s the tarmac I’m on – can you say “Full Access”? :)

Not long after, one of the Super Hornets went up with the RAAF Chief on board – it was only a quick flight due to the airshow starting around 2:30, but it seemed to go OK. I was sheparding a RAAF photographer around – he was using a mega-lens but finding it a bit hard due to the wind – he gave me the camera to see what “fun” it was to keep steady in the 40+ knot winds. Ouch!

With the warbird tarmac full and things going quiet, I took some time to get a few photos of the warbirds, then we headed back to the tent to relax. The guys from FightPath TV came by and I escorted them around the warbirds area. They were due to interview the Roulettes so, after they came back from their show, the guys did their interview while I organised a few sessions tomorrow with the warbirds pilots.

Most of us were pretty amazed that the Roulettes went up given the 40+ knot winds over the site. The Airvan and Caribou both looked like they were hovering during their low speed passes due to the high winds.

Chopper 2, the Rescue Helicopter that’s always around when the Roulettes do a show, came in and dropped off the Roulettes ground crew. There was dust everywhere thanks to their prop-wash then it left. Meanwhile, the Roulettes crew took down their tents before they were blown away. Chopper 2 came back a while later with the Roulettes pilots, again kicking up some dust and wind that knocked us about.

A USAF B-52 did a low fly-by down the runway at around 1,000′ then turned around and came by at high speed at 1,000′. It was pretty amazing.

The rest of the day was spent trying to avoid the dust and doing what we could to help aircraft coming in, going around the loop and so on. Eventually the RAAF Heritage Flight and the Mustangs left, doing a quick beat up of the field and a bit of a show from the Mustang.

Later in the afternoon, the winds shifted around from northerly to westerly and then, shortly after, southerly. With this came a drop in temperature of about 5 degrees and all new dust being blown back at us. Rain was on the horizon and a few drops were coming in. If we get the rain as predicted, at least it’ll end the dust :)

Around 6pm a few of us went to dinner at AGO (a BBQ dinner of sausage and hamburger :) then I headed for home. I have to start early tomorrow morning and I’ve seen a few “night shows” already, so I figured it was better to head home, relax and come in very early.