The Hangardeck Podcast

The Hangar Deck Podcast is back from the Summer Break. Pete, Ed, Rick and Andy jump right back into the studio and discuss the most recent British Airways Catastrophic Engine Failure. The NTSB most recent press release: As part of its ongoing investigation into Tuesday’s engine fire that occurred during takeoff of British Airways flight 2276, a Boeing 777, at McCarran International Airport (LAS), the NTSB today released the following investigative update. NTSB investigators arrived on scene Wednesday morning local time to begin the on-scene investigation. The NTSB investigative team includes experts in powerplants, airplane systems, and fire. The following groups will be organized: powerplants, airworthiness (airplane structure, systems, and fire), flight data recorder and cockpit voice recorder. Parties to the NTSB investigation are the Federal Aviation Administration (FAA), The Boeing Company, and GE Aviation. In accordance with the International Civil Aviation Organization (ICAO) Annex 13, the UK Air Accidents Investigations Branch (AAIB), as the State of the Operator, has appointed an accredited representative to assist the investigation. The UK accredited representative has initially appointed British Airways and the UK Civil Aviation Authority as technical advisors. The following are the initial factual findings: British Airways flight 2276, a Boeing 777-200ER, equipped with two GE90-85B engines, registration G-VIIO, was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 129 and was enroute to London - Gatwick Airport (LGW), Horley, England. There were 157 passengers, including 1 lap child, and 13 crew members on board. There were several minor injuries as a result of the evacuation (mostly abrasions). The flight data recorder, cockpit voice recorder and quick access recorder have arrived at the NTSB Vehicle Recorder Laboratory and are currently being downloaded. On Tuesday evening, the airplane was photographed and the runway debris documented by FAA and airport officials before airplane was towed to secluded area of the airport (in order to reopen the runway). Initial examination of the left engine revealed multiple breaches of the engine case in the area around the high pressure compressor. Examination of the material recovered from runway found several pieces of the high pressure compressor spool (approximately 7-8 inches in length). Initial examination of the airplane by NTSB revealed that the left engine and pylon, left fuselage structure and inboard left wing airplane were substantially damaged by the fire. This damage will be documented over the next several days. The powerplants and airworthiness groups will continue documenting the airplane and engine over the next several days. It is anticipated that once the tooling is in place, the left engine will be removed and shipped to a facility to conduct a full teardown. The Guys are happy to be back in action and have some great Episodes coming up. Stay Tuned for some great Aviation Talk for the Aviation Enthusiast.

In this Episode of the Hangar Deck Podcast, the team discusses our Boeing 747-400 Cargo Aircraft with Pilot Brian Mills. The Boeing 747-400 is a major development and the best-selling model of the Boeing 747 family of jet airliners. While retaining the four-engine wide-body layout of its predecessors, the 747-400 embodies numerous technological and structural changes to produce a more efficient airframe. Its most distinguishing features versus preceding 747 models are 6-foot (1.8 m) winglets mounted on 6-foot (1.8 m) wing tip extensions, which are found on all 747-400s except for Japanese domestic market versions. The 747-400 is equipped with a two-crew glass cockpit, which dispenses with the need for a flight engineer, along with more fuel-efficient engines, an optional fuel tank in the horizontal stabilizer, and revised fuselage/wing fairings. The aircraft also features an all-new interior with upgraded in-flight entertainment architecture. As on the 747-300, passenger variants include a stretched upper deck as standard. The model has a maximum capacity of 660 passengers with the 747-400D variant, and can fly non-stop for up to 7,670 nautical miles (14,200 km) with maximum payload, depending on model. Northwest Airlines first placed the 747-400 in commercial service in February 9, 1989. The 747-400 was produced in passenger (−400), freighter (−400F), combi (−400M), domestic (−400D), extended range passenger (−400ER) and extended range freighter (−400ERF) versions. The 747-400 is the second-most recent version of the Boeing 747 aircraft family, having been superseded by the more economical and advanced Boeing 747-8. The last −400 model was delivered in December 2009. As many 747-400s are now more than 20 years old, airlines are beginning to replace them. Airlines using the 747-400 have accelerated its retirement (as at 2015) and are replacing the model with more fuel efficient aircraft. The 747-400's leasing, resale and salvage value has dropped steeply because it is relatively expensive to operate. In most cases, it is being replaced with wide-body twin-engine aircraft like B777 or A330. The change in emphasis from hub and spoke operations to point-to-point flights has also reduced the need for jumbo jets. For example, Delta Airlines has reduced the number of flights it operates from the United States to Narita International Airport that are intended to transfer passengers to other destinations in Asia. Instead, Delta will utilize twin-engine widebody aircraft operating from an expanded hub at Seattle-Tacoma International Airport. Total capacity will be cut, but consequentially load factors will increase. In April 2015, Delta announced it would accelerate the retirement of its 747-400 aircraft and replace them either with Airbus A330 aircraft reassigned from cancelled international runs, or with new Airbus A350 aircraft now on order. That will leave just six 747s flying for the airline in 2015. Delta could not keep the 747s full without deeply discounting ticket prices; the discounts and increased maintenance required of a four-engine aircraft led to a drag on profits. Moreover, economic weakness in air cargo markets has slowed demand for cargo conversions. Since the cost of replacing a 747-400 is high (an airline must purchase or lease another wide-body), some operators choose to fly the 747-400 to the conclusion of its accepted useful life and then scrap it. The current parts resale value for this aircraft has been reduced to its engines. Several airlines have retired their 747-400 from the trans-pacific market. Remaining operators in 2014 include Qantas, British Airways and United. United is retaining its 23 747-400s for now, but the airline's deployment of them also reflects a change in emphasis from Asian hubs to domestic hubs, meaning that it will have more direct flights from the United States to secondary Asian market cities. This may reduce the need for jumbo jets. 747-400 Boeing 747-400 of Singapore Airlines, the type's first international operator The original variant of the redesigned 747, the 747-400 debuted an increased wingspan, winglets, revised engines, and a glass cockpit which removed the need for a flight engineer. The type also featured the stretched upper deck (SUD) introduced with the 747-300. The passenger model formed the bulk of 747-400s sold, and 442 were built. In 1989, a Qantas 747-400 flew non-stop from London to Sydney, a distance of 9,720 nmi (11,190 mi, 18,001 km), in 20 hours and 9 minutes to set a commercial aircraft world distance record. As of 2014, this is the fastest heavyweight flight between London and Sydney. This was a delivery flight with no commercial passengers or freight on board. During testing, the first 747-400 built also set a world record for the heaviest airliner takeoff on June 27, 1988, on a flight to simulate heavy-weight stalls. The flight had a takeoff weight of 892,450 pounds (404,810 kg), and in order to satisfy Fédération Aéronautique Internationale regulations, the aircraft climbed to a height of 6,562 feet (2,000 m). 747-400F Cargolux 747-400F with nose door open. The 747-400F (Freighter) is an all freight version of the 747-400. While using the updated systems and wing design of the passenger versions, it features the original short upper deck found on the classic 747s in order to save weight. The model's first flight was on May 4, 1993, and it entered service with Cargolux on November 17, 1993. Major customers included Atlas Air, Cargolux, China Airlines, Korean Air, Nippon Cargo Airlines, Polar Air Cargo, and Singapore Airlines. The −400F can be easily distinguished from the passenger −400 by its shorter upper-deck hump and lack of windows along the main deck. The 747-400F has a main deck nose door and a mechanized cargo handling system. The nose door swings up so that pallets or containers up to 40 ft (12 m) can be loaded straight in on motor-driven rollers. An optional main deck side cargo door (like the 747-400M (Combi)) allows loading of dimensionally taller cargo modules. A lower deck ("belly") side door allows loading of unit load devices (ULD) up to 1,63 m height. Boeing delivered 126 Boeing 747-400F aircraft with no unfilled orders as of November 2009.[2] The last −400F was delivered to Nippon Cargo Airlines on August 2, 2008. 747-400M A KLM Boeing 747-400 Combi, on short final to JFK Airport in New York City The 747-400M (a passenger/freight or "Combi" variant) first flew on June 30, 1989 and entered service with KLM on September 12, 1989. Based on the successful Combi versions of the Classic 747s, the −400M has a large cargo door fitted to the rear of the fuselage for freight loading to the aft main deck cargo hold. A locked partition separates the cargo area from the forward passenger cabin, and the −400M also features additional fire protection, a strengthened main deck floor, a roller-conveyor system, and passenger-to-cargo conversion equipment. The last 747-400M was delivered to KLM on April 10, 2002. 747-400D Japan Airlines Boeing 747-400D at Tokyo International Airport The 747-400D (Domestic) is a high density seating model developed for short-haul, high-volume domestic Japanese flights. This model is capable of seating a maximum of 568 passengers in a two-class configuration or 660 passengers in a single-class configuration. The −400D lacks the wingtip extensions and winglets included on other variants. Winglets would provide minimal benefits on short-haul routes, while adding extra weight and cost. The −400D may be converted to the long range version if needed. The 747-400D can be distinguished from the otherwise similar-looking 747-300 by the extra windows on the upper deck. These allow for extra seating at the rear of the upper deck, where a galley would normally be situated on longer flights. In total, 19 of the type were built, with the last example delivered to All Nippon Airways on February 11, 1996. This variant was retired with ANA retiring their last 747 on March 31, 2014. 747-400ER The 747-400ER (Extended Range) was launched on November 28, 2000 following an order by Qantas for six aircraft. The model was commonly referred to as the '910k' signifying its maximum weight achieved via structural modifications and modified landing gear. This was the only order for the passenger version, chosen by Qantas to allow for full loads between Melbourne and Los Angeles, particularly in the western direction. The −400ER can fly 500 miles (805 km) further, or carry 15,000 lb (6,800 kg) more freight. The first 747-400ER was used as a test flight airplane and painted in Boeing colours, registration N747ER. Qantas received the first delivery of a 747−400ER Registration VH-OEF on October 31, 2002; this was the second airplane built. The flight test airplane was refurbished and delivered in Qantas livery. The 747-400ER included the option of one or two additional 3,240 US gallon body fuel tanks in the forward cargo hold, but no customers ordered the tanks. Manufactured by Marshall Aerospace, these tanks utilized metal to metal honeycomb-bonded technology to achieve a high fuel volume-to-dry weight ratio. The tanks featured a double wall, integrated venting system, and achieve fuel control via a modified Fuel System Management Card (FSMC) which optimizes fuel transfer into the Center Wing Tank (CWT) in flight along with the fuel transfer from the Horizontal Stabiliser Tank (HST). The tank is removable using tooling that interfaces with the cargo loading system. Similar technology has been used by Marshall in the development of body fuel tanks for the Boeing 777-200LR and Boeing P-8A Poseidon. Other changes to the 747-400ER include relocation of oxygen system components and the potable water system tanks and pumps since the body fuel tanks prevent access to the standard locations. 747-400ERF KLM Boeing 747-400ERF at Schiphol International Airport The 747-400ERF (747-400ER Freighter) is the freight version of the −400ER, launched on April 30, 2001.[17] The 747-400ERF is similar to the 747-400F, except for increased gross weight capability which allows it to carry more cargo weight. Unlike the 747-400ER, no customers ordered the optional body fuel tanks (cargo compartment fuel tanks). The 747-400ERF has a maximum takeoff weight of 910,000 pounds (412,769 kg) and a maximum payload of 248,600 pounds (112,760 kg). It offers cargo airlines the choice of either adding 22,000 pounds (9,980 kg) more payload than other 747-400 freighter variants, or adding 525 nautical miles (972 km) to the maximum range. The -400ERF has a range of 5,700 miles (9,200 km) with maximum payload, about 326 miles (525 km) farther than the standard 747-400 freighter, and has a strengthened fuselage, landing gear, and parts of its wing, along with new, larger tires. The first −400ERF was delivered to Air France (via ILFC) on October 17, 2002. Boeing has delivered 40 Boeing 747-400ERFs with no outstanding orders as of 2009. The last 747-400 was a −400ERF delivered on December 22, 2009 to Kalitta Air. The new 747-8 Freighter has more payload capacity, but less range than the 747-400ERF. 747-400 Boeing Converted Freighter The 747-400BCF (Boeing Converted Freighter), formerly known as the 747-400SF (Special Freighter), is a conversion program for standard passenger 747-400s. The project was launched in 2004 and will be done by approved contractors such as TAECO, KAL Aerospace and SIA Engineering. The first Boeing 747-400BCF was redelivered to Cathay Pacific Cargo and entered service on December 19, 2005. This kind of converting procedure is located at Xiamen Gaoqi International Airport in China. The 747-400BDSF (Bedek Special Freighter) is another converted version freighter by Israel Aerospace Industries (IAI). The first 747-400BDSF was redelivered to Air China Cargo.[citation needed] EVA Air's several Boeing 747-45EM planes have been converted as BDSF model after retiring from passenger service upon the delivery of Boeing 777-300ER planes. This kind of converting procedure is located at Ben Gurion International Airport in Tel Aviv, Israel. Neither the 747-400BCF nor the 747-400BDSF have a nose cargo door; freight can only be loaded through the side cargo door. 747 Large Cargo Freighter Main article: Boeing 747 Large Cargo Freighter Boeing 747 Large Cargo Freighter at Chūbu Centrair International Airport, Japan Boeing announced in October 2003 that, because of the amount of time involved with marine shipping, air transport would be the primary method of transporting parts for the Boeing 787 Dreamliner. Pre-owned passenger 747-400 aircraft have been converted into an outsize, "Large Cargo Freighter" (LCF) configuration to ferry sub-assemblies to Everett, Washington for final assembly. The LCF has a bulging fuselage similar to that of the Aero Spacelines Super Guppy or Airbus Beluga cargo aircraft. The conversion, designed by Boeing engineers from Puget Sound, Moscow and Canoga Park, Cal., and Gamesa Aeronáutica in Spain, was carried out in Taiwan by a subsidiary of the Evergreen Group. Boeing purchased four second-hand aircraft and had them all converted; the fourth and final LCF took its first flight in January 2010. Delivery times are as low as a day using the 747 LCF, compared to up to 30 days for deliveries by ship. The LCF has the largest cargo hold of any aircraft and can hold three times the volume of a 747-400F freighter. The LCF is not a Boeing production model and has not been offered for sale to any customers. The LCFs are intended for Boeing's exclusive use. In this Episode, Pitchlock Pete's panel of Aviation Contributers included Fast Eddie Raging Rick, and our special Guest Mr. Brian Mills. We would like to thank our listeners for the continued support on our adventure. The team has reached a milestone of over 7,000 downloads and continue to grow our shows and audience. If you would like to be a guest on The Hangar Deck Podcast, contact us at [email protected]. We continue to strive to bring our listeners a great and fun listening experience.

In this Episode of the Hangar Deck Podcast, the team discusses our Aircraft Pick of the week. The B-25 Mitchell. The B-25 was derived from the 1939 NA-40B company proposal that was not accepted by the Army Air Corps. The Air Corps issued a circular (Number 38-385) in March 1938 describing the performance they required from the next bombers - a payload of 1,200 lb (540 kg) with a range of 1,200 mi (1,900 km) at more than 200 mph (320 km/h). Those performance specifications led NAA to submit their NA-40 design. The NA-40 had benefited from the North Amercian XB-21 (NA-39) of 1936 which was the company's partly-successful design for an earlier medium bomber that had been initially accepted and ordered but then cancelled. However, the company's experience from the XB-21 contributed to the design and development of the NA-40. The single NA-40 built flew first at the end of January 1939. It went though several modifications to correct problems. These improvements included fitting 1,600 hp Wright R-2600 "Double Cyclone" radial engines, in March 1939 which solved the lack of power. In March 1939, North American delivered the substantially redesigned and improved NA-40 (as NA-40B) to the United States Airmy Air Corps for evaluation. It was in competition with other manufacturers' designs (Douglas 7B, Stearman X-100 and the Martin Model 167F) but failed to win orders. The aircraft was originally intended to be an attack bomber for export to the United Kingdom and France, both of which had a pressing requirement for such aircraft in the early stages of World War II. However, the French had already opted for a revised Douglas 7B (as the DB-7). Unfortunately, the NA-40B was destroyed in a crash on 11 April 1939 while undergoing testing. Although the crash was not considered due to a fault with the aircraft design, the Army ordered the DB-7 as the A-20. The Air Corps issued a specification for a medium bomber in March 1939: 2,400 lb (1,100 kg) over 1,200 mi (1,900 km) at 300 mph (480 km/h) NAA used the NA-40B design to develop the NA-62 which competed for the medium bomber contract. There was no YB-25 for prototype service tests. In September 1939, the Air Corps ordered the NA-62 into production as the B-25, along with the other new Air Corps medium bomber, the Martin B-26 Marauder "off the drawing board". The NA-40 lost out to the Douglas A-20 in the attack type competition, but NAA developed a more advanced design, the NA-40B, which in turn lead to the NA-62, B-25 Mitchell bomber. Early into B-25 production, NAA incorporated a significant redesign to the wing dihedral. The first nine aircraft had a constant-dihedral meaning the wing had a consistent, upward angle from the fuselage to the wingtip. This design caused stability problems. A slight anhedral on the outboard wing sections nullified the problem and gave the B-25 its gull wing configuration. Less noticeable changes during this period included an increase in the size of the tail fins and a decrease in their inward cant. NAA continued design and development in 1940 and 1941. Both the B-25A and B-25B series entered AAF service. The B-25B was operational in 1942. Combat requirements lead to further developments. Before the year was over, NAA was producing the B-25C and B-25D series at different plants. Also in 1942, the manufacturer began design work on the cannon-armed B-25G series. The NA-100 of 1943 and 1944 was an interim armament development at the Kansas City complex know as the B-25D2. Similar armament upgrades by U.S-based commercial modification centers involved about half of the B-25G series. Further development led to the B-25H, B-25J and B-25J2. The gunship design concept dates to late 1942 and NAA sent a field technical representative to the SWPA. The factory produced B-25G entered production during the NA-96 order followed by the redesigned B-25H gunship.The B-25J reverted to the bomber role but it too could be outfitted as a strafer (Pictured above). North American Aviation manufactured the greatest number of aircraft in World War II. It was the first time a company had produced trainers, bombers and fighters simultaneously (the AT-6/SNJ Texan, B-25 Mitchell, and the P-51 Mustang). It produced B-25s at both its Inglewood main plant and an additional 6,608 aircraft at its Kansas City, Kansas plant. Postwar, the USAF placed a contract for the TB-25L trainer in 1952. This was a modification program by Hayes of Birmingham, Alabama. Its primary role was reciprocal engine pilot training. A development of the B-25 was the North Amercian XB-28, designed as a high-altitude bomber. Two prototypes were built with the second prototype, the XB-28A, evaluated as a photo-reconnaissance platform but the aircraft did not enter production. In this Episode, Pitchlock Pete's panel of Aviation Contributers included Fast Eddie Raging Rick, Andy White and our special Guest Mr. Steve Zvara. We would like to thank our listeners for the continued support on our adventure. The team has reached a milestone of over 7,000 downloads and continue to grow our shows and audience. If you would like to be a guest on The Hangar Deck Podcast, contact us at [email protected]. We continue to strive to bring our listeners a great and fun listening experience. I

This episode is brought to you by www.cuvr.org. The Grey Beard Series is all about Aircraft Maintenance Stories from experienced military and commercial aircraft technicians. WARNING: Explicit languange and content with this series of discussions. In this Episode, Pitchlock Pete's panel of aviation contributors include former US Navy and Commercial Technicians discussing the dreaded aircraft wash and horror stories from the Wash Rack. We promise it will be downright silly. The Grey Beard Series is all about our sarcastic and funny side of the Aviation Community with stories that might surprise you or remind you of times of past. The Hangar Deck Podcast would like to thank our listeners for the continued support on our adventure. We have reached a milestone of over 6,000 downloads and continue to grow our shows and audience. If you would like to be a guest on The Hangar Deck Podcast, contact us at [email protected]. The Hangar Deck Podcast Team continues to strive and bring our listeners a great show.

This Episode is brought to you by www.cuvr.org. In this Episode of the Hangar Deck Podcast, the team interviews Veteran, Author and Professional photographer Mr. Del Laughery. Del is the Author of the book The Boneyard Almanac. Del is a 21-year veteran of the U.S. Submarine Service. During his Navy days, Del served aboard USS Jacksonville, SSN-699, USS George Washington Carver, SSBN-656 (Gold), USS Pasadena, SSN-752, and USS Norfolk, SSN-714. He was aboard the USS Jacksonville during her collision with a Turkish freighter in 1982, and in a cruel twist of fate was assigned to her again as his final boat - following the Norfolk - and was aboard for another collision in 1996. In addition, to his submarine background Del is a private pilot, aviation photographer, and works in the aviation industry at Pratt & Whitney. If you know aviation, you know that company. His is the lead for the military jet engine training program. Del says, “Writing these books came as something of an accident. I didn't "get the bug" to write, instead, I just started writing down thoughts about my submarine career, which eventually became the backbone for Death From Below. The Boneyard Almanac came into being as a byproduct of my aviation photography. After numerous visits to Davis-Monthan AFB, I suddenly had a few thousand photos along with a desire to share them.” He continues to say, “The Boneyard is a patch of Arizona desert full of stored and derelict aircraft from the past and present. To walk among the war-weary aircraft parked here is to take a literal trip into the past. Fighters sit among cargo aircraft, while bombers are surrounded by trainers. Regardless of what specific plane is in your view, there's a story around how it got there and the men and women who flew it. One of service. One of sacrifice. Of times both better and worse for the airmen and the world.” Photographer Del Laughery received unprecedented access over the last ten years to the collection itself as well as never-before-seen archival photographs. He also includes the boneyard's connections with the USAF Museum and the Pima Air and Space Museum as part of the greater story of what happens to old, unwanted warplanes. If you're an aviation fan, an ex-military pilot, or in love with history, The Boneyard Almanac will provide a highly pictorial perspective that few ever get to experience firsthand. Del's photographs are extraordinary, placing you right next to these aircraft, so close, in fact, you can almost reach out and touch them. The Hangar Deck Podcast would like to thank our audience for the continued support on our venture. We reached a milestone of over 6,000 downloads and continue to grow our audience. If you would like to be a guest on The Hangar Deck Podcast contact us at [email protected]. The Hangar Deck Podcast Team continues to strive and bring great interviews for the aviation enthusiast.

This Episode is brought to you by www.cuvr.org. In this Episode of the Hangar Deck Podcast, the team interviews the 9th Master Chief Petty Officer of the Navy, MCPON Jim Herdt. We discuss his time as the Command Master Chief or CMC of the Aircraft Carrier USS Theodore Roosevelt (CVN-71). This interview is by far our best work and we appreciate his stories and memories. Jim Herdt is the CEO of Herdt Consulting, Inc. Jim transitioned from active duty in April 2002 with 35 years of active naval service. He served the last four years of his active service as the most senior enlisted member of the United States Navy. As such, his responsibilities included leading program and policy development for an enlisted force of over 400,000 personnel. Additionally, he served as a personal advisor to the Chief of Naval Operations, Secretary of the Navy, Secretary of Defense and U.S. Congress on all U.S. Navy personnel policies. This is an awesome and inspiring conversation from MCPON Herdt and he takes a trip back in time to the early to mid 90s in the US Navy and onboard a Nimitz Class Carrier. Raging Rick, Fast Eddie and myself had a great time with Jim and we hope you continue to enjoy our stories and interviews. The Hangar Deck Podcast would like to thank our audience for the continued support on our venture. We reached a milestone of over 6,000 downloads and continue to grow our audience. If you would like to be a guest on The Hangar Deck Podcast contact us at [email protected]. The Hangar Deck Podcast Team continues to strive and bring great interviews for the aviation enthusiast.

This Episode is brought to you by www.cuvr.org. In this Episode of the Hangar Deck Podcast, the team continues the series on US Navy Squadrons HCS-84 and HCS-85 and invite Former Skipper (CO) of HCS-84, Captain Sean Butcher to join our aviation panel. We continue discussing the mission, history and future of U.S. Navy Helicopter Squadrons HCS-84 and HCS-85. These squadrons have rich histories within the US Navy and are highly regarded due to their close relationships with Special Forces. Captain Butcher explains the history that dates back to the Vietnam War and the significance of these specialized squadrons and how relevant they are today. Captain Butcher has 6 deployments to the Gulf region and discusses the contributions to COCOMS HSC-84 and HCS-85 have contributed. HSC-84 and HSC-85 flew over 1,200 SOF missions in OIF and are currently deployed forward as a main part of the Navy’s contribution to counter terrorism. Captain Sean Butcher specifically outlines the support that is provided to US Navy SEALS. We have seen many budget cuts to the Navy Reserves and Captain Sean Butcher outlines the details of the plan and possible challenges. We touch on the challenge of excess capacity in the fleet and why is congress considering cutting the complete reserve capability vice cutting some capacity in the active US Navy. The big discussion point the Captain touches on is which Special Operations Forces (SOF) stands to lose out the most if these squadrons go away. Learn as the Captain describes a typical pilot/gunner in the squadron and the qualifications they are subjected to to include the amount of hours that the pilots typically have and the amounts of rounds the aircrewmen must expend to get qualified? The Hangar Deck Podcast would like to thank our audience for the continued support on our venture. We reached a milestone of over 6,000 downloads and continue to grow our audience. The Hangar Deck Podcast Team continues to strive and bring great interviews for the aviation enthusiast. Tell us how we are doing by dropping Pitchlock Pete a direct comment at [email protected].

In this Episode of the Hangar Deck Podcast, the team interviews the President of the Patuxent River Naval Air Museum, Mr. Ed Sierra. The museum celebrates the past, present and future of the Research, Development Test and Evaluation of Naval Aircraft. The team discusses the Construction of the new Patuxent River Naval Air Museum and Tourism Center and the details of the new facility and exhibits. Ed explains the history of the Museum and the passion of its patrons and contributors. The discussion is very informative with a vast lists of museum activities and new planned activities. What originally began as a temporary location for the Patuxent River Naval Air Museum 14 years ago is currently being turned into a museum complex. There are currently two buildings, one of which holds the museum exhibits and a second building that is currently being used for storage. The new building is under construction and will fully take this facility from a museum building to a museum complex. The new museum will make the museum a landmark for St. Mary’s County and Southern Maryland The Hangar Deck Podcast would like to thank our audience for the continued support on our venture. We reached a milestone of over 4,000 downloads and continue to grow our audience. The Hangar Deck Podcast Team continues to strive and bring great interviews for the aviation enthusiast. Tell us how we are doing by dropping Pitchlock Pete a direct comment at [email protected].

In this Episode of the Hangar Deck Podcast, the team interviews U.S. Navy CMDCM (NAC/AW) Lee Barbrey (ret). and discuss the mission, history and future of the U.S. Navy Helicopter Squadrons HCS-84 and HCS-85. These squadrons have rich histories within the US Navy and are highly regarded due to their close relationships with Special Forces. Lee explains the history that dates back to the Vietnam War and the significance of these specialized squadrons. In recent weeks, we have noticed news articles discussing the future of these squadrons. The Hangar Deck Podcast would like to thank our audience for the continued support on our venture. We reached a milestone of over 4,000 downloads and continue to grow our audience. The Hangar Deck Podcast Team continues to strive and bring great interviews for the aviation enthusiast. Tell us how we are doing by dropping Pitchlock Pete a direct comment at [email protected].

In this Episode of the Hangar Deck Podcast, the team interviews US Navy AFCM (NAC/AW) Joe Tierney (ret.). Joe has been a private pilot since 1982 and he has always had the desire to be around aviation. Joe chased his dream and passion for aviation and recently built his own airplane. We talk exclusively with Joe on his aircraft build efforts from kit selection to engine selection and avionics selection. Sure, every home built aircraft has its own challenges but if you’re determined like Joe, then you are sure to succeed. Listen into this episode as Joe explains the challenges and milestones from the first rivet to the first flight and FAA certification of his experimental VANS RV-7 experimental aircraft build. Follow his build at this websitewww.mykitlog.com/jbtierney The Hangar Deck Podcast Team continues to strive and bring great interviews for the aviation enthusiast. Tell us how we are doing by dropping Pitchlock Pete a direct comment at [email protected].