The system, which will use physical gestures from pilots to manipulate controls in the cockpit, will be required to function in less-than-ideal circumstances, such as when the pilot is wearing gloves or turbulence causes the aircraft to vibrate.

“These new non-contact, gesture-based control interactions will enhance pilot situational awareness, mission effectiveness, and overall aircraft performance,” said Enrique Lizaso Olmos, cofounder and CEO of Multiverse Computing.

Multiverse Computing develops AI systems for finance, energy, manufacturing, logistics, space, healthcare, and defense. The company’s project, “Quantum Gesture Recognition for Aerospace Control,” beat out competitors to win a contract from the Enhanced Pilot Interfaces & Interactions for fighter Cockpit (EPIIC) program.

Unveiled last year, EPIIC is a coalition of more than 20 organizations from 12 European countries backed by more than $80 million from the European Commission through its European Defense Fund. Led by Thales, the initiative includes other aviation giants like Leonardo and Dassault Aviation, as well as university researchers.

The goal of EPIIC is to bolster European militaries with fighter cockpit technology that melds humans with machines, such as virtual assistants, helmet-mounted and large area displays, “eyes-out” systems. It also covers gesture-based hardware and software, the portion of the initiative Airbus is leading.

The aviation titan’s collaboration with Multiverse Computing began this month and will last about one year. The AI specialist will lean on quantum computing to develop algorithms that can recognize pilot gestures. The objective is to eliminate the need for buttons, switches, and other conventional controls.

According to Multiverse Computing, the system could even incorporate virtual or augmented reality technology. Imagine, for example, a headset that projects digital buttons for the pilot to “press” by pointing a finger.

To ensure the AI-based system doesn’t get its gestures mixed up, the partners will put it through simulated testing at Airbus Defense and Space facilities.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Airbus Developing Tech to Control Fighter Jets With Wave of Hand appeared first on FLYING Magazine.

Personnel at MacDill Air Force Base (KMCF) in Tampa, Florida, closed the base to all nonessential personnel on Tuesday and have begun evacuating aircraft for the second time in as many weeks following Hurricane Helene. The base avoided the worst of Helene but sits in the middle of Tampa Bay, directly in Milton’s projected path. It is also home to the U.S. Central Command and U.S. Special Operations Command.

• READ MORE: NASA Postpones Europa Clipper Launch as Hurricane Milton Takes Aim at Cape Canaveral

According to an Air Force spokeswoman, MacDill’s 6th Refueling Wing this week relocated 12 KC-135 Stratotankers to McConnell Air Force Base (KIAB) in Kansas, just two days after the aircraft returned home. The spokeswoman also said that the 482nd Fighter Wing at Homestead Air Reserve Base (KHST) near Miami has begun relocating seven F-16 fighters to San Antonio.

The U.S. Navy and Space Force, meanwhile, are preparing to close bases across Florida and southeast Georgia. Navy officials told Military.com that aircraft will be evacuated from Naval Station Mayport off the coast of Jacksonville or hangared at the base.

Patrick Space Force Base near Cape Canaveral will close to nonessential personnel from Wednesday to Friday. Officials this week also postponed the launch of NASA and SpaceX’s Europa Clipper at nearby Kennedy Space Center. Milton is expected to hit the Space Coast after making landfall near Tampa.

• READ MORE: ‘Hurricane Hunters’ Fly Into the Eye of Hurricane Milton

The hurricane has also triggered airport closures across Florida and is expected to produce a potentially devastating storm surge.

As the military moves aircraft out of Milton’s path, the National Oceanic and Atmospheric Administration (NOAA) will continue to send its “hurricane hunters”—a pair of Lockheed WP-3Ds, or P-3s, affectionately dubbed “Kermit” and “Miss Piggy,” and a Gulfstream IV-SP nicknamed “Gonzo”—into the eye of the storm to help predict its trajectory.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Military Evacuates Aircraft Ahead of Hurricane Milton Landfall appeared first on FLYING Magazine.

FEMA requested the extra military assistance to help respond to the devastation left behind from the storm. Earlier this week some 6,500 National Guard troops from 12 states were deployed, many by boat and helicopter to assist with the rescue and cleanup in the wake of Helene.

The news comes as Asheville, North Carolina, aviation officials issue new guidance for GA aircraft attempting to access the regional airport with relief supplies.

• READ MORE: National Guard Deploys Air Assets in North Carolina Helene Response

These troops, which include members of the 82nd Airborne and a forward support company, will assist in delivering food, water, and other critical aid items “over the last mile to the point of need” in the communities hardest hit by the storm, Pentagon press secretary Pat Ryder said Wednesday.

In addition to assisting with the delivery of the supplies, the troops will assist in the removal of debris from affected routes.

Aviation is a critical lifeline in the operation, connecting communities in the storm-affected region of North Carolina that have been cut off by floodwaters, blocked roads, and downed trees and power lines.

Homerville, Georgia — A tattered American flag waves in the breeze in the aftermath of #HurricaneHelene, as Airmen from the Georgia Air National Guard’s 116th Maintenance Group carried out route clearing operations as part of the ongoing relief efforts, September 28, 2024. pic.twitter.com/cq5bNnqdIx

— GA National Guard (@GeorgiaGuard) October 2, 2024

The U.S. Army and Navy have been using helicopters to ferry in supplies and rescue people from areas that cannot be accessed by roads. The U.S. Air Force has also assisted in search-and-rescue missions.

GA Aircraft Headed to Asheville

As of 2:30 p.m. EST Wednesday, any GA aircraft heading to Asheville Regional Airport (KAVL) will be required to have a clearance from FEMA before they are allowed to land. 

The airport is a base of operations for the Hurricane Helene relief efforts, and throughout the week it has seen a steady flow of GA traffic with pilots bringing in much-needed supplies.

Airport officials said the prior permission is required to ensure the safety of aircraft and personnel since so many GA aircraft are coming in to drop off supplies and then head back out. 

“[KAVL] is serving as the gateway for these coordinated flights carrying large-scale quantities of supplies, which are then distributed throughout the region by federal, state, and local emergency agencies,” the airport said in a statement. “It is important to note for the public that [KAVL] airport is not a distribution center, but rather a receiving point for these coordinated supply efforts.”

The airport is also used for commercial air traffic, which officials note remains unaffected by the increase in general aviation operations.

The post DOD Ups Military Helene Aid Response appeared first on FLYING Magazine.

The National Hurricane Center warned that Helene would likely bring heavy rainfall and “devastating hurricane-force winds” inland to north Florida and Georgia on Friday.

A spokesperson told Air & Space Forces Magazine Tyndall’s 95th Fighter Squadron relocated its F-35s to Nellis Air Force Base in Nevada ahead of the storm warnings, noting that they will remain safe there until conditions improve at Tyndall. Meanwhile, officials at Moody Air Force Base in Georgia also evacuated its HH-60 combat rescue helicopters and A-10 Thunderbolt II attack jets to ensure their safety.

According to reports, Tyndall is still undergoing reconstruction due to damage from Hurricane Michael in 2018, which tore apart hangars and damaged several F-22 Raptors, causing some $5 billion in damage. Fortunately, Tyndall officials do not anticipate major disruptions from Helene.

Tyndall remains closed to non-mission-essential staff.

Editor’s Note: This article first appeared on AVweb.

The post Tyndall Air Force Base Evacuates Aircraft Ahead of Storm appeared first on FLYING Magazine.

Ultra short aircraft manufacturer Electra on Monday announced that it completed successful demonstration flights of its EL-2 Goldfinch prototype at Marine Corps Air Facility Quantico (KNYG) and Felker Army Airfield (KFAF) at Joint Base Langley-Eustis (KLFI) in Virginia. U.S. Army, Navy, and Air Force personnel were present for the demonstrations, which were the first Electra has performed for the military, the firm told FLYING.

Electra’s nine-passenger design has garnered contracts from the Air Force, Army, and Navy, which view it as a potential game-changer for military resupply missions, tactical insertions, and medical evacuations. The firm is also backed by Lockheed Martin.

The demonstrations at Joint Base Langley-Eustis were conducted under a strategic funding increase (STRATFI) agreement with AFWERX, the Air Force’s innovation arm, worth up to $85 million. AFWERX offers a quid pro quo arrangement, providing electric aircraft manufacturers and other developers of novel aviation technology with a sandbox in which to mature their systems. In return, the military gets early access to non-commercially available designs.

“This aircraft’s efficient, quiet, and sustainable operations align with military objectives for contested and expeditionary logistics,” said Jacob Wilson, acting branch chief of AFWERX’s Agility Prime division dedicated to electric and autonomous models. “Its hybrid-electric propulsion system provides extended range and endurance, making it suitable for Agile Combat Employment missions in austere locations with compromised or nonexistent runways.”

The Goldfinch uses a unique blown-lift mechanism to amplify lift, allowing it to take off at what the company describes as neighborhood driving speeds. This reduces the vehicle’s runway requirement to just 150 feet, allowing it to operate from locations with a closed or damaged runway, including ships or barges.

Electra test pilot Cody Allee took the Goldfinch through a series of grass field takeoffs and landings, with no ground infrastructure required. The company describes the aircraft as a “mobile power generator” offering 600 kilowatts of continuous power, capable of reaching 1 megawatt in “short bursts.” According to the firm, its fuel consumption is one-third that of helicopters performing the same mission.

Allee flew 150-foot radius turns to showcase the aircraft’s maneuverability at low speed and altitude. The test pilot also helped demonstrate a mobile power generation display, using the aircraft’s power supply to fire up its own sound system and preflight presentation equipment.

“These flight demonstrations mark a significant milestone for Electra as we show the capabilities of the technology in the real-world,” said JP Stewart, vice president and general manager of Electra. “Our ultra short aircraft make it possible to operate from austere locations previously only reachable by helicopters, with 70 percent lower costs and very quiet operations.”

Electra in January said it surpassed 2,000 orders for its flagship design, with commercial customers including regional air carrier JSX, helicopter operator Bristow Group, and private charter marketplace JetSetGo. But as the company continues to refine its design, military customers will get their hands on it first.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post U.S. Military Gets First Look at Ultra Short Aircraft appeared first on FLYING Magazine.

Wednesday’s video (below) marks the service’s first reveal of the aircraft’s flight operations.

• READ MORE: B-21 Flight Testing, Production ‘Continues to Make Progress,’ Air Force Says

“A B-21 Raider conducts flight testing, which includes ground testing, taxiing, and flying operations in California,” the Air Force said in a statement accompanying the video. “Flight testing is a critical step in the test campaign managed by the Air Force Test Center and 412th Test Wing’s B-21 Combined Test Force (CTF) to provide survivable, long-range, penetrating strike capabilities to deter aggression and strategic attacks against the United States, allies, and partners.

“The B-21 will be the backbone of the service’s future bomber force, and will possess the range, access, and payload to penetrate the most highly contested threat environments and hold any target around the globe at risk,” the service said.

The stealth strike bomber was unveiled in December 2022 and officially moved into low-rate production earlier this year. In January, Northrop Grumman said six B-21 bombers are in various stages of final assembly and testing at its facility in Palmdale, California.

• READ MORE: B-21 Raider Takes First Flight

The Air Force has said it intends to purchase at least 100 of the aircraft. Ellsworth Air Force Base (AFB), South Dakota, has been designated as the first main operating facility for the B-21 and its formal training unit. The bomber is expected to arrive at Ellsworth by the mid-2020s.

Friday, the Air Force announced that the service’s newest bomber would also be based at Whiteman AFB, Missouri, and Dyess AFB, Texas.

“We continue to achieve B-21 production milestones,” General Thomas Bussiere, Air Force Global Strike Command commander, said in a statement. “Through digital engineering and open architecture design, we are getting an agile strategic deterrent that delivers a decisive response as required.” 

The post U.S. Air Force Releases New Video of B-21 Raider appeared first on FLYING Magazine.

• READ MORE: Why Aren’t Cessna 140s/150s Considered Light Sport Aircraft?

Answer: The biplanes you mention—Stearmans, Kaydets, and Navy SNJs—were mostly likey trainers.

They were yellow because if they went down on a training mission—as they often did—they were easier to spot from the air.

• READ MORE: How Can an Aircraft Get Struck by Lightning Without a Close Thunderstorm?

Often the trainees made unscheduled off-airport landings in hayfields, swamps, forests, and the desert. Having an aircraft painted to look like terrain would have made it more difficult to find them.

The post Why Are Some Military Airplanes Gold? appeared first on FLYING Magazine.

The weather briefing we had reviewed a half hour earlier promised a 20-knot headwind that would require two fuel stops on the 130-mile trip from our home airport in Kennett, Missouri (KTKX), to Little Rock Air Force Base (KLRF) in Arkansas. The windsock promised that getting the little yellow bird into the air would be a white-knuckle affair. We knew the flight would be anything but smooth.

The J-4 differs from its more recognizable cousin, the J-3, in that it features side-by-side seating instead of the tandem arrangement more commonly found in tailwheel aircraft from the prewar and postwar era. It went through several variations between 1938 and 1942 before the attack on Pearl Harbor brought to an end any future iteration. The J-4’s cockpit is wider than the more common J-3, and the second generation brought about the replacement of the open cowl with exposed exhaust ports with a fully enclosed cowl.

I watched the stick flutter to and fro in sync with the rudder pedals as Wilkins fought to maintain the centerline, all the while pushing in the throttle. The little plane leapt into the air almost immediately as the wind seemingly swirled from every direction along the 5,000-foot runway. Wilkins guided the craft along the invisible roller coaster, working to keep the wings level while maintaining a crab as the Cub climbed the first 500 feet. Once there, he put us in a slight right turn toward our first fuel stop 60 miles ahead, continuously fighting the stick as the gusting left crosswind did its best to push us off course. 

Twenty minutes into the flight, he called, “Your plane,” and I gripped the stick, doing my best to maintain 2,500 feet, where we had found just a slight respite. The sun had already reached its apex, creating invisible waves of air as the flat farmland of southeast Missouri gave way to the forested hills of northeast Arkansas. We were delivering the J-4 to Little Rock, where it would be on static display throughout the weekend at Thunder Over the Rock, an airshow that had been dormant since the COVID-19 pandemic three years prior.

In its early life during World War II, NC32775 had served as an industrial courier with the Civil Air Patrol at Reading Courier Station in Pennsylvania and was owned by Frances Nolde, who would go on to become station commander and one of the first female colonels in CAP. Nolde, the wife of wealthy hosiery manufacturer Hans Nolde, was fascinated with flying and set out to earn her certificate with her husband’s encouragement. She was completely seduced by aviation, and when the U.S. entered WWII, Nolde joined the CAP, ferrying cargo and personnel around the country. Efforts like this freed male pilots for combat missions, and her dedication led to her appointment as commander of Reading Station. After the war, she remained active with the group and was promoted to the rank of colonel, having logged some 4,500 hours of flying for CAP.

It was because of this CAP history that the plane we were now flying had been invited to participate in the airshow where it would share ramp space with more modern glass panel Cessna 172s and 182s operated by the Air Force’s civilian auxiliary. Wilkins, a captain in the Civil Air Patrol, had shared photos and history of NC32775 with Lieutenant Colonel Marchelle Jones, who immediately began making preparations for the J-4’s appearance at the upcoming event.

The discovery of the aircraft’s pedigree almost did not happen. The J-4, also known as a Cub Coupe, had been dropped off in Kennett for annual in 2008 by its then-owner and ended up becoming a permanent resident when Hurricane Ike stretched inland all the way to the Missouri Bootheel, lifting it from the ground and depositing it on top of the FBO’s maintenance hangar. Airport manager Sam Jewell agreed to purchase the damaged plane and set about fully restoring it. Both wing’s spars had been damaged, requiring them to be stripped down to the skeleton for repair. Fabric on the fuselage also had to be replaced. (In more recent years, the original 65 hp engine had been replaced by a Continental 85 hp engine with Stroker conversion that provides 100 hp, and an electrical system had been added to eliminate the need to hand-prop.) 

By the time it was ready for the paint shop, its previous CAP lineage had been discovered, and the CAP livery was affixed to the fabric body, but little else was known about its service in WWII. That is, until Colonel Frank Blazich, former CAP national historian, discovered it was the same aircraft flown by Nolde. In his book, An Honorable Place in American Airpower, Blazich chronicles the legacy of the Civil Air Patrol and how the use of civilian aircraft in the war effort was the first step in the organization becoming a vital component of the country’s air power. 

Arranging for the delivery of civilian aircraft to a military airbase takes considerable time, but that would not stop Jones, who cut through the layers of red tape with the efficiency of someone familiar with the inner mechanisms of bureaucracy. Further complicating matters was the fact that the plane would be delivered by civilian pilots. Wilkins’ service with CAP proved valuable in that he would not have to provide anything other than his credentials. His copilot (me) had to be properly cleared before the Air Force granted permission for a nonmilitary pilot to land at a military installation.

Nearly an hour and a half after takeoff, having traveled only 60 nm, I turned the controls back over to Wilkins as we plodded through the prelanding checklist for our first fuel stop in Newport, Arkansas (M19). The plane has no internal radio, so cockpit and external communications were running through a portable intercom plugged into a portable radio. The single push-to-talk button had been mounted onto my control stick so that I could handle communications while Wilkins focused on landing the tailwheel plane in the expected gusty crosswinds.

Hearing no other traffic in the area, Wilkins opted for a relatively straight-in approach to Runway 22, once again dancing on the rudder pedals and wrestling the ailerons as the gusty winds threatened to shove us off the pavement. Knowing that even a favorable forecast could change quickly, Wilkins had spent several weeks preparing for the worst, practicing takeoffs and landings at our home airport on days when most pilots in more modern aircraft chose to stay on the ground. The landing was uneventful, and we were soon taking on fuel for the second leg of the journey.

I announced our departure intentions, receiving well wishes from the airport attendant who had come out to admire the plane, and Wilkins once again pointed us down the runway and into the blue sky. Such would be our routine for the next three hours. Wilkins would handle takeoff and landing duties, and I would, thankfully, only handle cruise. 

The remainder of our flight would follow U.S. Highway 67, a four-lane divided route boasting a 75 mph speed limit. We joked as we watched the traffic below zoom past us, wondering whether we might actually be moving backward. With an average cruise speed of 70 mph while sipping 5 gph, the Cub was barely making 50 across the ground as it struggled against the headwind. Due to our limited speed and the fact that we had an assigned 15-minute window in which to land at the Air Force base, we made plans to make one final fuel stop at Searcy, Arkansas (KSRC), which was only 30 miles from the airbase.

Once again, Wilkins mastered the landing, ballooning once before settling down on Runway 19 and taxiing to the fuel pumps. We took a much-needed 20-minute rest and then briefed the final leg. Our plan was to fly to the eastern edge of the restricted airspace surrounding the airshow center and hold until contacted by the tower. Knowing a B-52 was scheduled to land behind us, we were abundantly aware of the need to precisely time our arrival.

As the sun began its descent, we began the final leg of what would end up being a four-hour trek. The afternoon turbulence had subsided a bit, making it easier to maintain a holding pattern over the town of Cabot, located 6 miles from the approach end of Runway 25. We notified the tower of our location, mainly for the benefit of the two F-35s practicing maneuvers nearby, conscious of the fact that we would never be able to avoid them—and that they would never see us—if they did come our way. Without a transponder, we were hiding in plain sight, all other aircraft oblivious to our presence, a sobering fact that became all too apparent when we noticed the KC-135 passing 3 miles in front of us as we circled counterclockwise around the town.

Just before our appointed entry time, a privately owned performance jet somehow missed the approach to the 12,000-foot-long runway and then declared a low-fuel emergency. We were asked to hold our position a few more minutes before finally being cleared to begin our approach after the jet made a successful landing on the second attempt. Not knowing the B-52 had arrived ahead of schedule, the four minutes that passed during the 5-mile final seemed like an hour, and when the mains touched down just inside the threshold, we both let out a sigh of relief. It was only after exiting the runway that we noticed the B-52 ahead of us awaiting its own taxi instructions.

Finally, after being marshaled to parking and completing the shutdown checklist, we exited the aircraft for the last time that day with big smiles and a high-five, euphorically congratulating each other on completing the exhausting mission.

Throughout the weekend, the little canary-yellow airplane with a wooden propeller proudly posed for photos with old and young admirers alike, her much younger and far more advanced siblings in the background. Little girls, especially, were enamored with the aircraft after hearing Jones tell stories and show photos of the woman pilot who flew it in WWII. 

The monstrous cargo planes and nimble fighter jets soaring overhead could no doubt travel faster, but only the little Cub could offer a journey back in time.  

Editor’s Note: This article first appeared on Plane & Pilot.

The post When Flying a ‘Little Yellow Bird’ Became a White-Knuckle Affair appeared first on FLYING Magazine.

Graduates of T-38 training usually go on to fighters or bombers, but the acute shortage means that there aren’t enough pilots available for the other duty tracks.

According to a memo, the Air Force reported that the service is short by 1,848 pilots, with “1,142 of those being fighter pilots.”

Still, the memo identified a “significant but necessary policy change” opening up other career paths for T-38 graduates.

“While we would prefer to send every qualified T-38 graduate to a fighter [formal training unit], circumstances dictate that we utilize available capacity to maximize pilot production,” the memo said. “In the near term, in addition to traditional fighter/bomber assignments, T-38 graduates will be matched to additional T-6 First Assignment Instructor Pilot assignments and opted for non-fighter/bomber aircraft.”

Editor’s Note: This article first appeared on AVweb.

The post Air Force Pilot Shortage Could Send Some to Noncombat Roles appeared first on FLYING Magazine.

The agreement, signed last August with AFWERX, the Air Force’s innovation arm, will allow Air Force pilots to gauge the aircraft’s usefulness for defense operations and could be leveraged by other military branches.

“Together, our goal is to prove Midnight’s potential and ensure the United States continues to lead the way with the world’s most advanced technology,” said Adam Goldstein, founder and CEO of Archer.

Archer’s Midnight is a piloted, zero-emission model designed to carry up to four passengers on 20-to-50 sm (17-to-43 nm) trips, cruising at about 130 knots. The manufacturer is selling the aircraft to airlines and other operator customers who intend to use it for home-to-airport services, round-trip tourism routes, and other flights largely handled by helicopters.

The military, however, will get its hands on Midnight first. Defense leaders are drawn to the aircraft’s unique combination of vertical takeoff and landing capability and low noise profile.

“Archer’s Midnight aircraft has the potential to significantly enhance our operational capabilities,” said Colonel Elliott Leigh, director of AFWERX and chief commercialization officer for the Air Force.

The U.S. Department of Defense earlier this month accepted the aircraft’s military airworthiness assessment, “a critical approval that confirms Midnight’s readiness for flight testing by AFWERX,” Archer said.

According to the company, Air Force personnel were on-site for the inaugural Midnight delivery and have already performed simulations of medical evacuation, cargo, and intelligence, surveillance, and reconnaissance (ISR) flights.

The military’s interest in eVTOL designs is not limited to Archer.

Competitor Joby Aviation, for example, has its own multimillion-dollar contract with AFWERX for the delivery of nine aircraft, one of which arrived at Edwards Air Force Base in California last year. Electric aircraft manufacturer Beta Technologies is also working closely with the Air Force and has already conducted what it describes as “real-world” missions.

Like this story? We think you’ll also like the Future of FLYING newsletter sent every Thursday afternoon. Sign up now.

The post Air Force Receives First Archer Midnight Air Taxi appeared first on FLYING Magazine.