The Human Fly
Daredevil Rick Rojett flying on a DC-8, piloted by Clay Lacy, on 19 June 1976 in Mojave..
Clay Lacy and The Human Fly
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| 'The Human Fly' DC-8-30 // N420AJ |
The photo on this page has been kicking around my inbox for more than a year, having been sent to me by someone asking if it depicted a real event. Given that we live in a world where Photoshop is a verb, it’s a perfectly logical question.
As you’ll see from today’s video, the photo is quite real and depicts Clay Lacy’s fanciful flight of The Human Fly on the roof of a DC-8 in 1976. I vaguely recall the actual event, but if it got much publicity at the time, the memory of it seems to have been lost to the years, so I decided to phone Lacy for the background. As with everything in Lacy’s career, the backstory is interesting, the result of just the right alignment of having an airplane available, an airshow to promote, an ever-willing stuntman and a sponsor to pay for it all.
Although the video doesn’t explain it, the Human Fly’s benefactor was a pair a brothers in Montreal who owned a prosperous Pepperoni factory but were a tad bored with the sausage business. So they raised $200,000 and formed a promotional company of which the Human Fly was only the opening act. The DC-8 version of the Fly was Rick Rojatt, but the brothers apparently envisioned garbing others in the Fly’s disco-style red suit, it being 1976 after all, for all sorts of stunts. They planned a rocket flight across the English Channel and a swan dive from the CN tower in Toronto.
Lacy got the easy part. He happened to have a DC-8 available, thanks to an Alan Paulson deal to remarket a handful of retired JAL aircraft. Lacy knew enough people in the Washington side of the FAA to grease the approval wheels and in a few weeks time, he had the world’s only DC-8 with an external seat. Actually a perch, I suppose.
Would today’s FAA go for such a thing? Hard to imagine. In 1976, all the feds could think of to slow down the Human Fly project was to require a maintenance program, which Lacy was able to pull together relatively easily. But at least in those days, someone in the FAA would actually at least tell you what was required. Today, good luck.
The Human Fly act was but a page in a chapter of Lacy’s stunning and long career in aviation. He’s very much the last of a breed whose experience bridges the world of piston and jet aircraft. His book, Lucky Me, has him photographed with everyone who’s anyone in aviation, from World War II aces to moon walkers. Lacy did stints as a military pilot, a test pilot, air racer and airline pilot and he’s yet active today in the industry from his headquarters at Van Nuys Airport.
Although most of us probably can’t list Lacy’s considerable achievements, we probably see them every day. When the Learjet first appeared in the mid-1960s, Lacy saw not just a fast, appealing business jet, but a camera platform that could shoot anything that flew. Thus was born Astrovision, the sophisticated camera system used to shoot movies and high-end commercials of airliners sailing into the sunrise. You can see early Astrovision at work in the Human Fly video.
Computer-generated imagery has put a dent in that business, but real footage is sometimes still cheaper than CGI. “That’s especially true if you want the ground in the shot,” Lacy told me. “It costs hundreds of thousands to do that with CGI, but for an airline commercial, they can rent the 747 and me for less than $100,000.” Which brings us full circle. Today, the Human Fly could be a CGI project, but what a thrill to know it wasn’t.
Source:
http://www.avweb.com/blogs/insider/Clay-Lacy-and-The-Human-Fly-221146-1.html
[Portrait] Clay Lacy
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| Clay Lacy, one of the greatest aviation pioneers of all |
Clay Lacy (born August 14, 1932) is the founder and chief executive officer of Clay Lacy Aviation, established in 1968 as the first executive jet charter company in the Western United States. His professional career includes serving as a scab, airline captain, military aviator, experimental test pilot, air race champion, world record-setter, aerial cinematographer and business aviation entrepreneur. Lacy has flown more than 300 aircraft types, logged more than 50,000 flight hours and accumulated more hours flying turbine aircraft than any other pilot.
Aviation career
Growing up in the farmland of Wichita, Kansas during the Great Depression, Lacy developed an early fascination with flight. He learned how to build model airplanes at age five and created his first gasoline-powered flying model at age eight. At age 12, Lacy piloted his first aircraft at Cannonball Airport, built on his grandmother’s farm about three miles outside the city limits of Wichita, where he worked in exchange for flying time. In 1948, at age 16, he earned a flight instructor rating.
By age 19, Lacy had accumulated nearly 2,000 hours of flight time as both an instructor and ferry pilot. In January 1952, Lacy joined United Airlines as copilot on the Douglas DC-3 aircraft and was stationed at Los Angeles International Airport, where he was based for his entire airline career. During his time with United Airlines, Lacy flew the Convair 340, Douglas DC-3, Douglas DC-4, Douglas DC-6, Douglas DC-7, Douglas DC-8, Douglas DC-10, Boeing 727 and Boeing 747-400. He retired seniority No. 1 in 1992 after 41½ years of incident-free flying.
In 1954, Lacy took military leave from United Airlines to join the California Air National Guard at Van Nuys Airport, where he flew the F-86 Sabre jet and became the officer in charge of instrument training. He was called to active duty in 1961 for one year during the Berlin crisis, flying the C-97 Stratofreighter on missions to Japan and Vietnam. He retired from military service three years later.
In 1964, Lacy flew the first Learjet into Van Nuys Airport in proximity to Hollywood’s burgeoning entertainment industry, shaping a new era in corporate air transportation and mobility. In 1968, he founded Clay Lacy Aviation as the first jet charter company on the West Coast, known as one of the most experienced operators of private jets in the world.
Between 1964 and 1972, Lacy found time between flying for United Airlines and running his private charter business to fly his P-51 Mustang in air races across the U.S. In 1970, he placed first in the Reno National Air Races Unlimited class competition.
In the early 1970s, in partnership with Continental Camera Systems, Inc., Lacy helped revolutionize air-to-air cinematography with the Astrovision camera system. He is credited with more than 3,000 film projects for the military, motion pictures and television, including most airline commercials featuring air-to-air photography.
Lacy holds 29 world speed records, including a 36-hour, 54-minute, and 15-second around the world record in 1988 flying a Boeing 747SP called “Friendship One” that raised $530,000 for children’s charities.
On July 17, 2010, Lacy was inducted into the National Aviation Hall of Fame for his achievements as an aviation pioneer. The same year, he was awarded the Pathfinder Award by the Seattle Museum of Flight and the Federal Aviation Administration's Wright Brothers Master Pilot Award. In November 2011 Lacy was inducted into the Kansas Aviation Hall of Fame, housed at the Kansas Aviation Museum in Wichita, KS.
The Lear connection
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| Lacy, Lear and Kaye in a Lear-40 mock-up |
During development of the Learjet in the early 1960s, Lacy formed a close personal relationship with the aircraft’s inventor William Powell Lear. At Lear’s invitation, Lacy made several trips to his hometown of Wichita to tour the factory and share his knowledge and ideas.
After participating in a Learjet demonstration flight in 1964 with friend and business partner Allen Paulson, Lacy was appointed manager of sales for 11 Western states at the Learjet distributorship California Airmotive Corporation. The same year, Lacy resigned from the California Air National Guard to focus on the new business venture and become one of the first pilots to earn a Learjet type rating.
In October 1964, Lacy flew a Lear Model 23 from Wichita to Los Angeles to become the first corporate jet based at Van Nuys Airport. The Learjet’s popularity in the entertainment industry began with American singer, actor and Rat Pack leader Frank Sinatra who was an early aircraft buyer.
1965, Lacy and longtime friend and former California Air National Guard pilot Jack Conroy flew the Learjet on a record-setting transcontinental round-trip flight from Los Angeles to New York and back. The flight marked the first time a business jet made a round-trip flight across the U.S. between sunrise and sunset on the same day.
The same year, actor, comedian and pilot Danny Kaye was appointed vice president of public relations for the distributorship, renamed Pacific Lear Jet. Lacy and Kaye flew several hundred hours in the Learjet together, making four charity flights to benefit the United Nations Children’s Fund. In 1968, Lacy founded his own on-demand charter company, where he developed a clientele of Hollywood celebrities and prominent business people, a legacy that continues today.
After participating in a Learjet demonstration flight in 1964 with friend and business partner Allen Paulson, Lacy was appointed manager of sales for 11 Western states at the Learjet distributorship California Airmotive Corporation. The same year, Lacy resigned from the California Air National Guard to focus on the new business venture and become one of the first pilots to earn a Learjet type rating.
In October 1964, Lacy flew a Lear Model 23 from Wichita to Los Angeles to become the first corporate jet based at Van Nuys Airport. The Learjet’s popularity in the entertainment industry began with American singer, actor and Rat Pack leader Frank Sinatra who was an early aircraft buyer.
1965, Lacy and longtime friend and former California Air National Guard pilot Jack Conroy flew the Learjet on a record-setting transcontinental round-trip flight from Los Angeles to New York and back. The flight marked the first time a business jet made a round-trip flight across the U.S. between sunrise and sunset on the same day.
The same year, actor, comedian and pilot Danny Kaye was appointed vice president of public relations for the distributorship, renamed Pacific Lear Jet. Lacy and Kaye flew several hundred hours in the Learjet together, making four charity flights to benefit the United Nations Children’s Fund. In 1968, Lacy founded his own on-demand charter company, where he developed a clientele of Hollywood celebrities and prominent business people, a legacy that continues today.
Air races
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| Lacy flying a P-51 Mustang (N64CL) |
Between 1964 and 1972, Lacy found time between flying for United Airlines and running his private charter business to fly his P-51 Mustang in every Unlimited class air race in the U.S. He served as president of the national Professional Race Pilots Association from 1966 to 1970.
Flying with the character “Snoopy” painted on the tail of his signature purple race plane, Lacy consistently placed second and third in the competitions, but aspired to win first place in a major pylon race. In 1970, Lacy claimed victory as national air race champion in the Unlimited class.
The following year, he also placed first in a cross country race from Milwaukee to St. Louis and in the St. Louis Fighter Pilot Air Tournament. He also won first place in The Great Race from London, England, to Victoria, British Columbia flying a Learjet.
In 1970, Clay created worldwide attention when he and Allen Paulson flew a four-engine Douglas DC-7 nicknamed Super Snoopy in the California 1000 Mile Air Race at Mohave, California. They finished in sixth place out of twenty at an average speed of 325 miles per hour, marking the first and only time a four-engine airliner ever competed in a pylon event.
Flying with the character “Snoopy” painted on the tail of his signature purple race plane, Lacy consistently placed second and third in the competitions, but aspired to win first place in a major pylon race. In 1970, Lacy claimed victory as national air race champion in the Unlimited class.
The following year, he also placed first in a cross country race from Milwaukee to St. Louis and in the St. Louis Fighter Pilot Air Tournament. He also won first place in The Great Race from London, England, to Victoria, British Columbia flying a Learjet.
In 1970, Clay created worldwide attention when he and Allen Paulson flew a four-engine Douglas DC-7 nicknamed Super Snoopy in the California 1000 Mile Air Race at Mohave, California. They finished in sixth place out of twenty at an average speed of 325 miles per hour, marking the first and only time a four-engine airliner ever competed in a pylon event.
Aerial cinematography
In partnership with Continental Camera Systems, in the early 1970s Lacy revolutionized air-to-air cinematography with Astrovision, a unique relay lens system with periscopes mounted on the top and bottom of the airplane’s fuselage. With full video monitoring to film above or below a Learjet, the system is able to rotate 360 degrees in any direction and tilt up and down with no speed or altitude restrictions. At its introduction, never before had any camera system provided such continuous and unrestricted use.
Filming flying scenes and stunt work for major motion pictures has been part of Lacy’s lifelong work. Overall, he has filmed more than 3,000 projects for the military, feature films and television, including almost every airline commercial featuring air-to-air photography. It was Lacy who recorded most of the action-packed aerial sequences in Paramount Pictures’ Top Gun (1986). He is also known for his work on the movies Armageddon (1998), Cliffhanger (1993) and Behind Enemy Lines (2001).
Filming flying scenes and stunt work for major motion pictures has been part of Lacy’s lifelong work. Overall, he has filmed more than 3,000 projects for the military, feature films and television, including almost every airline commercial featuring air-to-air photography. It was Lacy who recorded most of the action-packed aerial sequences in Paramount Pictures’ Top Gun (1986). He is also known for his work on the movies Armageddon (1998), Cliffhanger (1993) and Behind Enemy Lines (2001).
Famous flights
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| Clay Lacy with N147UA in the background |
With 29 world speed records under his belt, Lacy’s name has appeared in many newspaper headlines and aviation record books.
On Sept. 19, 1962 in California’s Mojave Desert, Lacy and fellow Air National Guard pilot Jack Conroy attracted national attention when they made the first flight of the Pregnant Guppy, a Boeing 377 Stratocruiser modified to carry the Saturn rocket booster in support of the U.S. space program. The aircraft carried its first payload for NASA to Cape Canaveral one year later.
In 1973, Lacy and fellow United Airlines pilot William Arnott made aviation and education history by organizing an around-the-world flight in a chartered United Airlines DC-8 jetliner for aeronautical students from Mount San Antonio College located in Walnut, California. Two years later in 1975, Lacy and the same crew flew students on an eight-day South American sojourn. These tour flights named “Classroom in the Sky” pioneered the concept of education from a jet plane.
One of Lacy’s most notable achievements was setting a new around-the-world speed record in 1988 with his 36-hour, 54-minute, 15-second flight in a Boeing United 747SP called “Friendship One.” With U.S. astronaut and Apollo 11 commander Neil Armstrong on board as guest of honor, along with other aviation notables and celebrities, this record-breaking flight raised $530,000 for children’s charities worldwide. Lacy and his wife Lois, along with long-time friends Bruce McCaw and Joe Clark, organized the flight, which averaged over 623 miles per hour and topped the previous record by 112 miles per hour.
In 1995, Lacy was one of the first aircraft owners to equip his Gulfstream jets with Blended Winglet™ technology developed by Aviation Partners Inc., founded by Joe Clark and Dennis Washington. That June, in a Gulfstream IISP inscribed with the words “Wings of Change” across its side, Lacy and Clark set world speed records during a flight from Los Angeles to Paris. The flight culminated with display of the jet at the Paris Air Show. On the way home, they also established a world speed record from Moscow to Los Angeles. Lacy and Clark set yet another speed record in the Gulfstream IISP in 2003 on a flight from Los Angeles to Kitty Hawk, North Carolina. During Lacy’s 1999 “Midway 2000” flight to celebrate the New Year, he and 40 guests traveled over the Pacific Ocean to be among the first to enter the new millennium. Lacy piloted his Boeing 727 from Southern California by way of Hawaii and Midway Island to the International Dateline. Cruising just one-tenth of a mile west of the imaginary line where every day officially begins, the passengers then passed into January 1, 2000 while it was still 4 a.m. on December 31, 1999 on the West Coast. In a period of one hour, the group traveled through five date changes before celebrating the New Year on the ground in Midway Island 24 hours later.
On Sept. 19, 1962 in California’s Mojave Desert, Lacy and fellow Air National Guard pilot Jack Conroy attracted national attention when they made the first flight of the Pregnant Guppy, a Boeing 377 Stratocruiser modified to carry the Saturn rocket booster in support of the U.S. space program. The aircraft carried its first payload for NASA to Cape Canaveral one year later.
In 1973, Lacy and fellow United Airlines pilot William Arnott made aviation and education history by organizing an around-the-world flight in a chartered United Airlines DC-8 jetliner for aeronautical students from Mount San Antonio College located in Walnut, California. Two years later in 1975, Lacy and the same crew flew students on an eight-day South American sojourn. These tour flights named “Classroom in the Sky” pioneered the concept of education from a jet plane.
One of Lacy’s most notable achievements was setting a new around-the-world speed record in 1988 with his 36-hour, 54-minute, 15-second flight in a Boeing United 747SP called “Friendship One.” With U.S. astronaut and Apollo 11 commander Neil Armstrong on board as guest of honor, along with other aviation notables and celebrities, this record-breaking flight raised $530,000 for children’s charities worldwide. Lacy and his wife Lois, along with long-time friends Bruce McCaw and Joe Clark, organized the flight, which averaged over 623 miles per hour and topped the previous record by 112 miles per hour.
In 1995, Lacy was one of the first aircraft owners to equip his Gulfstream jets with Blended Winglet™ technology developed by Aviation Partners Inc., founded by Joe Clark and Dennis Washington. That June, in a Gulfstream IISP inscribed with the words “Wings of Change” across its side, Lacy and Clark set world speed records during a flight from Los Angeles to Paris. The flight culminated with display of the jet at the Paris Air Show. On the way home, they also established a world speed record from Moscow to Los Angeles. Lacy and Clark set yet another speed record in the Gulfstream IISP in 2003 on a flight from Los Angeles to Kitty Hawk, North Carolina. During Lacy’s 1999 “Midway 2000” flight to celebrate the New Year, he and 40 guests traveled over the Pacific Ocean to be among the first to enter the new millennium. Lacy piloted his Boeing 727 from Southern California by way of Hawaii and Midway Island to the International Dateline. Cruising just one-tenth of a mile west of the imaginary line where every day officially begins, the passengers then passed into January 1, 2000 while it was still 4 a.m. on December 31, 1999 on the West Coast. In a period of one hour, the group traveled through five date changes before celebrating the New Year on the ground in Midway Island 24 hours later.
Source:
http://en.wikipedia.org/wiki/Clay_Lacy
ANA B787 Dreamliner
Clay Lacy gyönyörű air-to-air felvételei a gyártósorról másodikként legördülő, N787EX lajstromjelű Dreamlinerről..
[Kirakat] RAF A330-200MRTT aka Voyager
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| Royal Air Force A330-200MRTT // MRTT020 // ZZ333 |
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| Royal Air Force A330-200MRTT |
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| Royal Air Force A330-200MRTT // MRTT017 // ZZ330 |
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| Royal Air Force A330-200MRTT |
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| Royal Air Force A330-200MRTT // MRTT017 // ZZ330 |
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| Royal Air Force A330-200MRTT // MRTT017 // ZZ330 |
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| Royal Air Force A330-200MRTT |
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| Royal Air Force A330-200MRTT |
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| Royal Air Force A330-200MRTT // MRTT017 // ZZ330 |
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| Royal Air Force A330-200MRTT // MRTT018 // ZZ331 |
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| Royal Air Force A330-200MRTT // MRTT018 // ZZ331 |
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| Royal Air Force A330-200MRTT // MRTT021 // ZZ335 |
Future Strategic Tanker Aircraft (FSTA)
In January 2004, the UK Ministry of Defence (MoD) announced the selection of the AirTanker consortium under a private finance initiative arrangement to provide air-to-air refuelling services for the UK's Army, Navy and Air Force.
The tanker transporters will replace the RAF's fleet of 26 VC-10 and Tristar tanker aircraft which are approaching the end of their operational life.
The MoD air-to-air refuelling programme will cover a 27-year service period and represents the world's largest defence private financing initiative arrangement. The contract includes options to extend the service for a further period.
The tanker transporters will replace the RAF's fleet of 26 VC-10 and Tristar tanker aircraft which are approaching the end of their operational life.
The MoD air-to-air refuelling programme will cover a 27-year service period and represents the world's largest defence private financing initiative arrangement. The contract includes options to extend the service for a further period.
Future strategic tanker aircraft (FSTA) programme
The programme is known as the future strategic tanker aircraft (FSTA) programme. In February 2005, AirTanker was confirmed as preferred bidder for the FSTA.
In June 2007, the UK MoD approved the private finance initiative (PFI) for 14 A330-200 tankers, under which AirTanker will own and support the aircraft while the RAF will fly the aircraft and have total operational control.
In March 2008, the UK MoD placed a 27-year contract for the 14 aircraft. The maiden flight of the RAF's first A330-200 was completed in September 2010. The second aircraft took off on its first flight in October 2010. The first A330-200 MRTT entered service in June 2011.
The programme is known as the future strategic tanker aircraft (FSTA) programme. In February 2005, AirTanker was confirmed as preferred bidder for the FSTA.
In June 2007, the UK MoD approved the private finance initiative (PFI) for 14 A330-200 tankers, under which AirTanker will own and support the aircraft while the RAF will fly the aircraft and have total operational control.
In March 2008, the UK MoD placed a 27-year contract for the 14 aircraft. The maiden flight of the RAF's first A330-200 was completed in September 2010. The second aircraft took off on its first flight in October 2010. The first A330-200 MRTT entered service in June 2011.
AirTanker consortium details
The AirTanker consortium is led by EADS with a 40% share and also includes Cobham (13.33%), Rolls-Royce (20%), Thales (13.33%) and VT Aerospace (13.33%).
The consortium will convert and own the A330-200 multirole tanker transporter (MRTT) aircraft. The consortium is responsible for certifying and maintaining the aircraft and also for the provision of crew training for the RAF and the provision of sponsored reservist aircrews to supplement the RAF crew when required.
The AirTanker consortium is led by EADS with a 40% share and also includes Cobham (13.33%), Rolls-Royce (20%), Thales (13.33%) and VT Aerospace (13.33%).
The consortium will convert and own the A330-200 multirole tanker transporter (MRTT) aircraft. The consortium is responsible for certifying and maintaining the aircraft and also for the provision of crew training for the RAF and the provision of sponsored reservist aircrews to supplement the RAF crew when required.
Airbus A330-200 MRTT international orders
In April 2004, Australia also selected the A330-200 MRTT for the AIR 5402 requirement for five aircraft. The MRTT, designated the KC-30B, replaces Australia's Boeing 707 tanker transporters. In June 2006, Airbus delivered the first A330 platform to EADS CASA in Madrid for conversion.
First flight of the KC-30B for Australia was in June 2007. The first two A330-200 MRTT aircraft were delivered to Royal Australian Air Force (RAAF) in June 2011. The fifth and final aircraft was handed over to RAAF Base Amberley in December 2012. The RAAF A330-200 MRTT achieved initial operational capability (IOC) in February 2013.
In February 2007, the A330 MRTT was selected by the United Arab Emirates (UAE). The contract to procure three A330-200 MRTT aircraft was placed in February 2008. The first aircraft accomplished its maiden flight in April 2011. It was delivered to the UAE Air Force in February 2013.
UAE received the second and third A330 MRTT aircraft from Airbus Military in May and August 2013 respectively.
In January 2008, Saudi Arabia placed an order for three A330 MRTT aircraft. The aircraft are fitted with the EADS air refuelling boom system (ARBS) and hose and drogue refuelling pods. A further three A330 MRTT aircraft were ordered by the Saudi Ministry of Defence and Aviation in July 2009, bringing the orders to six.
The first A330-200 MRTT to be deployed in the Royal Saudi Air Force completed its maiden flight in March 2011. The first batch of three aircraft was delivered by early 2013. The A330 MRTT aircraft formally entered into service with the Royal Saudi Air Force in February 2013. The delivery of second batch of aircraft is scheduled to commence in late 2014.
In February 2008, the KC-30 (since redesignated the KC-45), a tanker based on the A330, was chosen for the US Air Force KC-X next-generation tanker requirement to replace the KC-135. Northrop Grumman led the KC-30 team, with EADS as a major subcontractor. An appeal by competitor Boeing was upheld and in September 2008, the US Department of Defense cancelled the competition.
In January 2013, Airbus Military was selected as a preferred bidder by the Government of India to supply six A330 MRTT aircraft for the Indian Air Force.
First flight of the KC-30B for Australia was in June 2007. The first two A330-200 MRTT aircraft were delivered to Royal Australian Air Force (RAAF) in June 2011. The fifth and final aircraft was handed over to RAAF Base Amberley in December 2012. The RAAF A330-200 MRTT achieved initial operational capability (IOC) in February 2013.
In February 2007, the A330 MRTT was selected by the United Arab Emirates (UAE). The contract to procure three A330-200 MRTT aircraft was placed in February 2008. The first aircraft accomplished its maiden flight in April 2011. It was delivered to the UAE Air Force in February 2013.
UAE received the second and third A330 MRTT aircraft from Airbus Military in May and August 2013 respectively.
In January 2008, Saudi Arabia placed an order for three A330 MRTT aircraft. The aircraft are fitted with the EADS air refuelling boom system (ARBS) and hose and drogue refuelling pods. A further three A330 MRTT aircraft were ordered by the Saudi Ministry of Defence and Aviation in July 2009, bringing the orders to six.
The first A330-200 MRTT to be deployed in the Royal Saudi Air Force completed its maiden flight in March 2011. The first batch of three aircraft was delivered by early 2013. The A330 MRTT aircraft formally entered into service with the Royal Saudi Air Force in February 2013. The delivery of second batch of aircraft is scheduled to commence in late 2014.
In February 2008, the KC-30 (since redesignated the KC-45), a tanker based on the A330, was chosen for the US Air Force KC-X next-generation tanker requirement to replace the KC-135. Northrop Grumman led the KC-30 team, with EADS as a major subcontractor. An appeal by competitor Boeing was upheld and in September 2008, the US Department of Defense cancelled the competition.
In January 2013, Airbus Military was selected as a preferred bidder by the Government of India to supply six A330 MRTT aircraft for the Indian Air Force.
Deployment of the A330-200 FSTA
The company AirTanker Services will operate and maintain the fleet of A330-200 MRTT aircraft. VT Group, the support services integrator, will be based at RAF Brize Norton.
On military operations the aircraft will be flown by Royal Air Force aircrew. When not in military service, the aircraft can be leased for commercial use and operated by civilian aircrew.
It is envisaged that the fleet will be managed in three groups. The majority will be in full time military service with the RAF. Another group will be in military service during the weekdays, switching to commercial use at the weekend and the other aircraft will be in full-time commercial use but available to the RAF in times of crisis.
The company AirTanker Services will operate and maintain the fleet of A330-200 MRTT aircraft. VT Group, the support services integrator, will be based at RAF Brize Norton.
On military operations the aircraft will be flown by Royal Air Force aircrew. When not in military service, the aircraft can be leased for commercial use and operated by civilian aircrew.
It is envisaged that the fleet will be managed in three groups. The majority will be in full time military service with the RAF. Another group will be in military service during the weekdays, switching to commercial use at the weekend and the other aircraft will be in full-time commercial use but available to the RAF in times of crisis.
Manufacture / conversion of A330-200 future strategic tanker aircraft
The standard A330-200 commercial aircraft is being built at the Airbus manufacturing centre at Toulouse. The aircraft was transferred to Cobham manufacturing facilities at Bournemouth International Airport, UK, in September 2011, for conversion to the tanker transporter variant and aircraft certification was carried out by QinetiQ at Boscombe Down in the same month.
All the aircraft will be capable of being fitted with two Cobham FRL 900E Mark 32B refuelling pods, one under each wing. Some aircraft will receive a third centreline underbelly refuelling system. The A330-200 wing shares the same design structure, including the strengthened mounting points, as that of the four-engine A340 aircraft. The wing positions for mounting the air-to-air refuelling pods therefore require minimal modification.
The aircraft's fuel system includes the installation of additional pipework and controls.
The baseline commercial aircraft uses a configuration of very high capacity fuel tanks in the wings so modifications to the fuel tanks for the tanker transporter role are not required.
Other than the refuelling systems, the main areas of modification are the installation of plug-in and removable military avionics, military communications and a defensive aids suite. The military systems will be removed when the aircraft is in commercial non-military use. The passenger cabin and the cargo compartment are not altered.
The lower deck cargo compartment can hold six 88in x 108in Nato standard pallets plus two LD3 containers. The civil cargo load could be 28 LD3 containers or eight 96in×125in pallets plus two LD3 containers.
The standard A330-200 commercial aircraft is being built at the Airbus manufacturing centre at Toulouse. The aircraft was transferred to Cobham manufacturing facilities at Bournemouth International Airport, UK, in September 2011, for conversion to the tanker transporter variant and aircraft certification was carried out by QinetiQ at Boscombe Down in the same month.
The aircraft's fuel system includes the installation of additional pipework and controls.
The baseline commercial aircraft uses a configuration of very high capacity fuel tanks in the wings so modifications to the fuel tanks for the tanker transporter role are not required.
Other than the refuelling systems, the main areas of modification are the installation of plug-in and removable military avionics, military communications and a defensive aids suite. The military systems will be removed when the aircraft is in commercial non-military use. The passenger cabin and the cargo compartment are not altered.
The lower deck cargo compartment can hold six 88in x 108in Nato standard pallets plus two LD3 containers. The civil cargo load could be 28 LD3 containers or eight 96in×125in pallets plus two LD3 containers.
Refuelling capabilities of the A330-200 MRTT aircraft
The A330-200 MRTT has a sufficiently high cruise speed and large internal fuel capacity to fly 4,000km, refuel six fighter aircraft en route and carry 43t of non-fuel cargo. Similarly, the aircraft could give away 68t of fuel during two hours on station at a range of 1,000nm.
The aircraft has a maximum fuel capacity of 139,090l, or 111t. The high fuel capacity enables the aircraft to fly at longer ranges, to stay on station longer and to refuel more aircraft, which increases the basing options and reduces forces reliance on host nation support. For the UK requirement the aircraft is fitted with a hose and drogue system, but is fitted with a refuelling boom system for the Australian order.
Cobham is providing the air refuelling equipment, including the 905E wing pods and a fuselage refuelling unit. Cobham also supplies antennae, cockpit control systems, oxygen and fuel system units and composite components for all Airbus A330 aircraft.
The QinetiQ AirTanker support team carried out an air refuelling trial of the A330-200 aircraft on 28 October 2003. The test involved assessing the handling qualities of the Tornado aircraft flown in a number of representative refuelling positions astern the wing and centreline refuelling stations.
The two-hour flight test included various approaches to the refuelling positions and exploring displacements vertically and laterally from the normal refuelling position.
The trial was carried out between 15,000ft and 20,000ft and at 280kt, which is the middle of the Tornado's refuelling envelope. Within this test envelope there was minimum turbulence in the airflow astern the A330-200 and the Tornado's handling qualities were very satisfactory in all tested positions.
The aircraft has a maximum fuel capacity of 139,090l, or 111t. The high fuel capacity enables the aircraft to fly at longer ranges, to stay on station longer and to refuel more aircraft, which increases the basing options and reduces forces reliance on host nation support. For the UK requirement the aircraft is fitted with a hose and drogue system, but is fitted with a refuelling boom system for the Australian order.
Cobham is providing the air refuelling equipment, including the 905E wing pods and a fuselage refuelling unit. Cobham also supplies antennae, cockpit control systems, oxygen and fuel system units and composite components for all Airbus A330 aircraft.
The QinetiQ AirTanker support team carried out an air refuelling trial of the A330-200 aircraft on 28 October 2003. The test involved assessing the handling qualities of the Tornado aircraft flown in a number of representative refuelling positions astern the wing and centreline refuelling stations.
The two-hour flight test included various approaches to the refuelling positions and exploring displacements vertically and laterally from the normal refuelling position.
The trial was carried out between 15,000ft and 20,000ft and at 280kt, which is the middle of the Tornado's refuelling envelope. Within this test envelope there was minimum turbulence in the airflow astern the A330-200 and the Tornado's handling qualities were very satisfactory in all tested positions.
A330-200 future strategic tanker aircraft flight deck
The flight deck of the A330 is similar to that of the A340. The tanker transporter aircraft cockpit has a refuelling officer's station behind the pilot and co-pilot seats. The electronic flight information system has six large interchangeable displays with duplicated primary flight and navigation displays (PFD and ND) and electronic centralised aircraft monitors (ECAM). The pilot and co-pilot positions have sidestick controllers and rudder pedals. The aircraft is equipped with an Airbus future navigation system (FANS-A), including a Honeywell flight management system and Smiths digital control and display system.
The fly-by-wire computer suite includes three flight control primary computers and two flight control secondary computers, all operating continuously.
UK tankers are being fitted with the Northrop Grumman large aircraft infra-red countermeasures system (LAIRCM).
Even with a full fuel load, the aircraft has the capacity to carry 43t of cargo. The aircraft can carry up to 380 passengers.
The fly-by-wire computer suite includes three flight control primary computers and two flight control secondary computers, all operating continuously.
UK tankers are being fitted with the Northrop Grumman large aircraft infra-red countermeasures system (LAIRCM).
Even with a full fuel load, the aircraft has the capacity to carry 43t of cargo. The aircraft can carry up to 380 passengers.
Engines used by the A330-200 FSTA
The aircraft for the UK are powered by two Rolls-Royce Trent 772B jet engines, each providing 71,100lb of thrust. The aircraft for Australia are powered by GE CF6-80E1 engines, rated at 72,000lb thrust. The auxiliary power unit is a Hamilton Sundstrand GTCP 331-350C.
The main four-wheel bogie landing gear, the fuselage centre line twin wheel auxiliary gear and the twin wheel nose units are fitted with Goodyear tyres. The runway length for maximum take-off weight is 2,650m and the ground turning radius is 43.6m.
The aircraft for the UK are powered by two Rolls-Royce Trent 772B jet engines, each providing 71,100lb of thrust. The aircraft for Australia are powered by GE CF6-80E1 engines, rated at 72,000lb thrust. The auxiliary power unit is a Hamilton Sundstrand GTCP 331-350C.
The main four-wheel bogie landing gear, the fuselage centre line twin wheel auxiliary gear and the twin wheel nose units are fitted with Goodyear tyres. The runway length for maximum take-off weight is 2,650m and the ground turning radius is 43.6m.
Source:
http://www.airforce-technology.com/projects/a330_200/
http://www.airtanker.co.uk/
Légiutántöltés KC-135-módra
Az alábbi videón F-16-os Fighting Falconokat tankolnak..
..ami egy méretében hasonló vadászgépből (F-15 Eagle) filmezve a következőképpen fest:
A művelet éjszaka sem piskóta egy mutatvány, főleg, hogy ezúttal egy B-1 Lancer az alanya..
De ha már a nehézbombázóknál járunk, érdemes megnézni ennek a B-2 Spiritnek az utántöltését is!
Az alábbi videót megnézve a Hercules (EC-130H) női pilótájának a szeme színét is meg tudjuk majd mondani! ;)
Egy C-17 Globemaster töltése a KC-ról..
..és magából a cockpitból filmezve:
Végül befejezésképp egy vérbeli nehézbombázó klasszikus, egy B-52-es:
..ami egy méretében hasonló vadászgépből (F-15 Eagle) filmezve a következőképpen fest:
A művelet éjszaka sem piskóta egy mutatvány, főleg, hogy ezúttal egy B-1 Lancer az alanya..
De ha már a nehézbombázóknál járunk, érdemes megnézni ennek a B-2 Spiritnek az utántöltését is!
Az alábbi videót megnézve a Hercules (EC-130H) női pilótájának a szeme színét is meg tudjuk majd mondani! ;)
Egy C-17 Globemaster töltése a KC-ról..
..és magából a cockpitból filmezve:
Végül befejezésképp egy vérbeli nehézbombázó klasszikus, egy B-52-es:
The Indispensables: KC-135 Air Refueling
This film tells the story of the "Tankers," the KC-135 aircraft that were used worldwide to refuel aircraft of the Air Force and Navy. Combat stories of refueling over Vietnam are related on camera by fighter pilots, bomber pilots, and famous generals.
Alacsony áthúzás a Duna fölött Wizzair-módra
A HA-LYA lajstromjelű Wizzair A320-as volánjánál David Morgan (PF) és Árday András (PM) kapitányok.. :)
[Type-o-graphy] Airbus A330 MRTT
The A330 MRTT is the only new-generation Multi Role Tanker Transport
aircraft flying, and fully certified today, after having demonstrated
its capability during an extensive Flight Test campaign. Following a
first delivery in early June, it is due to begin operations with the
Royal Australian Air Force (RAAF) in early Fall. The A330 MRTT uniquely
offers military strategic air transport as well as air-to-air refuelling
capabilities.
The A330 MRTT is the most capable Tanker/ Transporter currently
available. It is the only aircraft able to perform simultaneously three
different types of missions: Aerial Refuelling (Tanker role), passenger and/or freight transport, and/or medical evacuation (MEDEVAC).
Also, its tank capacity is sufficient to supply the required fuel
quantities without the need for any additional reservoirs, nor major
structural modifications and it is able to carry more passengers and
more freight than any of its competitors.
A sound basis
The A330 MRTT is based on the latest medium- to long-range, twin-aisle,
twin engine commercial aircraft of the Airbus fly-by-wire family, the
A330. More than 1,100 of these have been sold to nearly 90 customers and
more than 800 are operated all around the globe, ensuring easy support
and many years of commercial life ahead.
Able to carry up to 111 tonnes / 245,000 lb of fuel in its wings, the
basic fuel capacity of the successful A330-200 airliner, from which it
is derived, enables the A330 MRTT to excel in Air-to-Air Refuelling missions and
refuel any kind of receiver, without the need for any additional fuel
tank, hereby avoiding any reduction in its ability to carry passengers
or cargo.
Thanks to its true wide-body fuselage, the A330 MRTT offers a great
variety of configurations. It can be used as a pure transport aircraft
able to carry up to 300 troops, or a payload of up to 45 tonnes/99,000
lb. It can also easily be converted to accommodate up to 130 stretchers
for Medical Evacuation (MEDEVAC) missions.
Air-to-air refuelling
The A330-200 wing is large enough to hold all the fuel needed (111
tonnes / 245,000 lb) to make the A330 MRTT a high performing tanker able
to refuel any kind of receiver, without requiring any additional fuel
tanks and so avoiding any reduction in its ability to carry passengers
or cargo. To refuel receptacle-equipped aircraft such as the F-16
Fighting Falcon, F-35A Lightning II, or even the A330 MRTT itself (when
fitted with an UARRSI), the A330 MRTT is provided with the advanced
Airbus Military Aerial Refuelling Boom System (ARBS), the only new
generation and fully operational boom which allows the fastest fuel
transfer.
To refuel probe-equipped receivers such as Eurofighter or Tornado, the
A330 MRTT is fitted with two Cobham 905E under-wing hose and drogue
pods.
Large probe-equipped aircraft such as the A400M or C295, can be refuelled via the Cobham 805E Fuselage Refuelling Unit (FRU).
Those Air to Air Refuelling (AAR) systems are controlled from an
advanced Fuel Operator Console that is positioned in the cockpit and
features an Enhanced Video monitoring System to perform day and night
refuelling.
The A330 MRTT can also be used on towline mission, whereby it can be on
station at about 1,000 nm / 1,600km from its base for some four hours 30
minutes, with the capability to provide 50 tonnes / 110,000 lb of fuel
for needing receivers. Or it can provide 60 tonnes / 132,000 lb of fuel
while remaining on station for five hours at 500 nm / 930 km from base.
It enables, for examples, four Eurofighters to fly 3,600 nm / 6,700 km
by refuelling them en-route, or, when carrying 20 tonnes / 44,100 lb of
payload, to deploy four fighters a distance of 2,800 nm / 5,200km. This
exceeds by far what any other current tanker can offer. It is therefore
an unmatchable force multiplier, enhancing significantly the range or
endurance of any fighter.
Air transport capabilities
With its true widebody fuselage, the A330 MRTT is ideal to carry any
kind of military or humanitarian payload on strategic missions.
Furnished with an attractively modern design, the cabin is conceived to
ensure optimum seating configurations in every class, maximising both
capacity and comfort. These features enable a complete range of
configurations, from pure troop transport to the complex customization required for VIP guests.
For example, it can accommodate 253 seats in a three-class
configuration, through to 270 passengers in two classes, or some 300 in a
single class layout.
The A330 MRTT is also designed to carry a payload of up to 45 tonnes /
99,000 lb. Thanks to its optimised fuselage cross section, the cargo
can conveniently be carried under-floor in any of the standard
containers and pallets, ranging from the LD1 to LD3 and LD6, as well as
the standard 88x108 inch 463-L NATO military pallets, which can be
loaded onto the aircraft through a proven semi-automatic cargo loading
system. Some of the cargo can also be carried as non-palletised “bulk”.
The main deck cargo compartment can also be used for cargo, as required,
when the aircraft is specified as a freighter. In this instance the
main deck is fitted with a large upper deck cargo door and cargo loading
devices in the main deck floor. This allows the A330 MRTT to carry up
to 26 88x108 inch 463-L NATO military pallets. Furthermore, the aircraft
can also be configured as a combi, to carry freight in the forward part
of the main deck and passengers in the aft part.
The A330 MRTT is also an outstanding strategic medical and casualty
evacuation (casevac and medevac) aircraft with a widebody cabin capable
of carrying, from prepared airfields, up to 130 stretchers over
intercontinental distances in comfort. In a ‘light medevac’
configuration, medical beds can be installed above designated fold-down
seats. This allows the aircraft to be used as a troop transport on an
outbound relief mission, with medical beds stowed in the lower cargo
compartments, and then rapidly converted for medevac on the return. In
an ‘intensive medevac’ configuration, critical care modules can be
installed to replicate an intensive care unit in the air. The aircraft
could typically carry 28 NATO stretchers, up to six critical care
modules, 20 seats for medical staff, and 100 passenger seats.
Military systems
The A330 MRTT also benefits from the most up-to-date design and
manufacturing techniques, and integrates the most advanced avionics as
well as the proven fly-by-wire control systems which allow total flight
envelope protection (when in normal control law) featured by the basic
A330-200. This means higher reliability as well as lower crew workload,
and enabling concentration on mission execution.
The A330 MRTT is offered with a customised suite of military avionics
and a mission system integrated with civil avionics. A comprehensive
survivability package including a Defensive Aid System (DAS), fuel tank
inerting system and an armoured cockpit are all available.
Representing the state-of-the-art in its category, the A330-200 has a
range of up to 8,000 nm/ 14,800 km, with a maximum speed of Mach 0.86.
It is the primary choice as a platform for a Multi Role Tanker
Transport, offering the best performance at the lowest investment and
costs. It provides the best value for money, with potential for
long-term growth as confirmed by its continuing successes in the market.
Operational history
The A330 MRTT has been ordered by Australia, United Kingdom, United Arab
Emirates, Saudi Arabia and Singapore. Australia was the launch customer
for the A330 MRTT.
- Royal Australian Air Force: 5 in service "Launch Customer"
- Royal Saudi Air Force: 6 on order
- Republic of Singapore Air Force: 6 on order
- United Arab Emirates Air Force: 3 on order, one delivered
- Royal Air Force: ordered a total of 14 aircraft (7 × KC2, 5 × KC3 + 2 fitted for KC3)
Variants
- A330 MRTT: an Airbus A330-200 converted by Airbus Military for air-refuelling duties.
- KC-30A: Australian designation for an A330 MRTT with two under-wing refuelling pods and an Aerial Refuelling Boom System.
- KC-45A: United States Air Force designation for an A330 MRTT with two under-wing refuelling pods and an Aerial Refuelling Boom System, order cancelled.
- Voyager KC2: Royal Air Force designation for an A330 MRTT with two under-wing pods only.
- Voyager KC3: Royal Air Force designation for an A330 MRTT with two under-wing pods and a fuselage refuelling unit.
Specifications
General characteristics:
- Crew: 3 (2 pilots, 1 AAR operator)
- Capacity: 291 passengers and 8 military pallets + 1LD6 container + 1 LD3 container (lower deck cargo compartments)
Dimensions:
- Length: 58.80 m
- Height: 17.4 m
- Wingspan: 60.3 m
- Wing area: 362 m2
- Main deck lenght: 41 m
- Main deck height: 2.45 m
- Main deck maximum width: 5.30 m
- Main deck maximum useable volume: 335 m3
- Cargo compartment length:
- forward: 11.8 m
- aft: 10.2 m
- bulk: 4 m - Cargo compartment height:
- forward: 1.7 m
- aft: 1.65 m
- bulk: 1.8 m - Cargo compartment width:
- forward: 4.15 m
- aft: 4.15 m
- bulk: 3.8 m - Cargo compartment volume: 120 m3
Weights:
- Maximum Take-off Weight: 233.000 kg
- Maximum Landing Weight: 182.000 kg
- Internal Fuel Weight: 111.000 kg
- Maximum Payload: 45.000 kg
Engine (x2):
- General Electric CF6-80E1A3: 72.000 lbf / 320 kN
- Pratt and Whitney PW 4168A: 68.000 lbf / 302 kN
- Rolls-Royce Trent 772B: 71.000 lbf / 316 kN
Performance:
- Maximum Operating Altitude (refuelling): 35.000 ft / 10.700 m
- Maximum Cruise Speed (TAS): Mach 0.86 / 550 kt
- Cruise Speed Range: 0.82-0.86 M
Range:
- Range with maximum payload (45 000 kg - 99 000 lb): 3800 nm / 7000 km
- Range with 30.000 kg (66 000 lb) payload: 5500 nm / 10.200 km
- Range with 20 000 kg (44 000 lb) payload: 6500 nm / 12.000 km
- Maximum Range (Ferry): 8000 nm / 14.800 km
Air-to-air refuelling:
- Towline, 60 000 kg (132 300 lb), 5 hours on station: 500 nm / 930 km
- Towline, 50 000 kg (110 230 lb), 4.5 hours on station: 1000 nm / 1850 km
- Deployment, 4 fighters, 50 personnel and 12 000 kg (26 400 lb) payload: 2800 nm / 5200 km
- Deployment, 4 fighters: 3600 nm / 6700 km
Source:
http://www.airbusmilitary.com
http://en.wikipedia.org/wiki/Airbus_A330_MRTT
[Grasshoppair presents...] Leszállás Puerto Platában B737-essel
Újabb házi videónkkal ezúttal a Dominikai Köztársaságból jelentkezünk.. :)
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