Vans Aircraft Rv6

Vans Aircraft Rv6 - Appearances are deceptive, because on looks alone, the RV-6A doesn't suggest the superb handling to be found. And while you might have excused RV owners waxing poetic about their airplanes' handling qualities, their boasting goes beyond mere parental pride.

In every flight regime we sampled, the RV-6As handling is exemplary. Where many airplanes have traded control feel for stability, the RV-6A seems like the ideal compromise between yank-and-bank fantasy flights and the dull reality of the long cross-country.

Vans Aircraft Rv6

Lightest are the ailerons, with abundant authority; During stall demonstrations, it's possible to waggle the wings on aileron input alone, well into the stall buffet. Pitch response is heavier, followed by a heavier-still rudder. Short-period longitudinal stability is excellent, and the airplane sticks to trim airspeed tenaciously.

Vans Aircraft Enters Its Third Decade On A Roll

It is also more yaw-stable than such a short airplane ought to be. Finally, however, the company, now long tired of hearing from builders about a side-by-side airplane, decided to give it a go after all.

In 1985, development began in earnest on the RV-6. Using a shallower canopy and tighter cowl than Chard's design, the RV-6 proved to be only slightly slower than the -4, and managed to retain much of the smaller airplane's handling qualities.

Grudgingly, VanGrunsven admitted that the side-by-side concept could work. Conventional materials and design help keep costs in line, too. The basic kit, which includes plans, all the raw aluminum cut and in many cases formed to final shape, hardware, and fiberglass pieces, runs $9,975 for the -6A, $9,370 for the -6, $8,660 for the -4, and $6,310 for

the -3. Add to this the usual engine, prop, interior, paint, instruments, and radios, and you could have a basic, no-frills -6A in the air for around $20,000, assuming you found a used, overhauled engine and didn't go.

Crazy with the options. And what you get for your investment of both time and money, might not be the flashiest airplane on the ramp, but it will be a solid, thoroughly tested and understood conveyance.

These are qualities that have helped the RV series sell itself for almost 20 years now, a situation that shows no signs of letting up. As with all RVs, the 6A embodies the prime VanGrunsven design tenets: Keep it simple, keep it light, make it strong.

Looking a bit like a Grumman two-seater, the RV-6A sports an impossibly stubby, constant-chord wing and a vaguely P-51-like tail. The wing, VanGrunsven says, is a NACA 230-series airfoil that has excellent characteristics for this airplane.

It is easy to build and relatively insensitive to its surface condition, especially next to some of the laminar-flow airfoils. So whether it's bugs on the leading edge or imperfect build-up, it will remain forgiving. Other benefits include lighter weight than a higher aspect-ratio wing, and reduced adverse yaw, because the Friese-type ailerons are so close to the aircraft centerline.

Plain flaps reside inboard of the ailerons. But still the builders began calling for a side-by-side airplane, one where the spouse's view would be more than the back of the pilot's head. In this case, though, one builder, Art Chard, took it upon himself to answer the question.

He began work in the late 1970s on a side-by-side version of the RV-4, with some help from the factory. His version flew two years before the RV-4, and was dubbed the RV-6 by Van's Aircraft.

Unfortunately, the airplane turned out to be about 17 knots slower than the RV-4, validating VanGrunsven's contention that tandem was the way to go. It's no secret that homebuilt airplanes have matured and prospered in ways few would have predicted 10 or 15 years ago.

New designs from across the country pour into shops and garages at an almost dizzying rate. And with this newfound success and diversity comes ever more sophisticated marketing, with the leading kit manufacturers able to out-slick and out-promote the Wichita types.

What's more, with the revised certification compliance programs recently announced by the FAA, we may see some of the new kids on the block turn into the establishment in the decades to come. Kind of like the Berkeley hippie shedding the bookstore job and Birkenstocks for the stock exchange and Florsheims.

Performance usually comes at the top of the list of questions, and the RV series as a whole does well in this regard, no surprise, really, considering the airplanes have low power loading. At 1,650 pounds and 180 hp, the new airplane has the maximum weight of a Cessna 152 but the power of an Archer, so there's little wonder why it pulls itself off the runway in even less distance than the 300 feet quoted for the 160-hp

RV-6A. Maximum weight of the 160-hp airplane is 1,600 pounds, and it's capable of the aforementioned short takeoff roll coupled with an initial climb of 1,400 fpm. (And this is the most sluggish of the RVs; a 150-hp RV-3 can manage 2,300 fpm initially.)

Into shiny wingtips Richard VanGrunsven's feet do not easily slip, however. A man so low-key as to make Paul Tsongas seem like Richard Simmons, Van, as everyone calls him, has shepherded one of the longest-lived kit airplanes from humble roots to something of an aeronautical empire.

Highly regarded by his competitors and adored by the builders, VanGrunsven has penned a series of airplanes, the RV-3, RV-4, RV-6, and RV-6A, that have become popular because they are, like the man himself, Understated, straightforward, and absolutely no-nonsense.

Yet more queries from the builders (and prospective builders) for a tricycle version of the airplane resulted in the RV-6A, which first flew in 1988. Currently, kit sales are split three ways, among the RV-4, RV-6,

and RV-6A. VanGrunsven admits that very few RV-3s are ordered today, much to his dismay — you can see when he says this that the -3 is his emotional favorite. In fact, when we visited Van's North Plains, Oregon, facility, there was a -3 in construction intended to be as light as possible, with the exclusion of starter, electrical system, and anything on the airplane that doesn't make it fly.

. With a gleam in his eyes and characteristic understatement, he says, "This one ought to be fun." That the RV-4 gained an extra pillion by placing it in tandem reflects VanGrunsven's thinking: Make the airplane remain a pilot's airplane, make it fly as much like the single-seater as possible.

He felt the tandem arrangement was best, preserving the basic lines and hindering weight and aerodynamics the least. The RV-4 was a success right out of the box. At 43 inches, the cabin is quite wide, and you'll find plenty of legroom and shoulder room.

With the side-by-side seating, the RV-6 and RV-6As panels are large enough for about all the gadgets your budget can stand. But be careful of the weight: With a typical empty weight of the -6A as 995 pounds, payload is 377 pounds, or two FAA-standard types and a bit of baggage.

A panel full of twinkling lights could cut deep into that. If you get from this description that the RV-6A is in every way except performance conventional, you're getting the point. Conventional also describes the construction materials and methods.

Nothing on the airplane would raise the eyebrow of someone who had been hammering together Cessnas or Beeches for decades. You have your basic stressed aluminum skins, standard rivets, and the occasional use of fiberglass on fairings and the cowling.

Some builders admit to being apprehensive about riveting, but most agree that with some practice the routine becomes second-nature, and the anxiety level therefore drops dramatically. Since 1973, when the single-seat RV-3 debuted, Van's Aircraft has sold 3,000 sets of plans and has cranked out 4,000 airframe kits, with about 700 having been completed.

The majority have been the two-seat RV-4. The completion rate has been accelerating for some time, with an average of one first flight every 3.5 days, or about 100 new RVs a year. As with many designs, the VanGrunsven airplanes sprang from his dissatisfaction with another model.

In 1962, VanGrunsven was flying a Stits Playboy, a single-seat, low-wing taildragger with a 65-horsepower Continental. Unhappy with the airplane's speed, he swapped out the engine for a 125-hp Lycoming, but the Stits was still no P-51.

So in 1965 VanGrunsven designed and built a set of aluminum cantilever wings to replace Playboy's strutted, wood-and-fabric wings. This transformed the airplane and Van flew the airplane through 1968. From the lessons learned with the Playboy, VanGrunsven penned the RV-3, an all-aluminum airplane quite similar to the Stits;

it flew in late 1971. This single-seat taildragger was intended to be a sport airplane, capable of performing aerobatics for fun (rather than being a pure acro competitor) and conveying the pilot with reasonable dispatch to wherever fun might be found.

By 1972, Van's was selling plans for the airplane. On our visit, we spent time with the -6A, largely because it has the most mainstream appeal, and because it forms the basis of a new model for Van's, an as-yet unnamed 180-hp, constant-speed-prop version of

the RV-6A. Still in flight test, the gleaming red 180-hp airplane employs a number of refinements, including a taller, sliding canopy and composite main-gear legs. Its maximum gross weight has also been boosted by 50 pounds, to 1,650 pounds.

Van's intends to certify it as a trainer/sport model under the revised certification compliance rules. It is also the only factory airplane to be fitted with IFR-capable radios and instruments. As for build time, Van's estimates range from 1,200 hours for the RV-3 up to 1,800 hours for an RV-6A, which assumes a basic airplane with no fancy paint, interior, or avionics.

Forty or 50 man-hours can be saved by purchasing the main wing spar premade from Phlogiston Products of Forrest Grove, Oregon; cost is $695. Many builders have taken advantage of this service to cut the build time and to ensure that such a critical component is done absolutely right.

(Although Van's has done the drilling on the standard spar to reduce the chances of builder error.) Once leveled in cruise, using 75-percent power the RV-6A can run up to 164 knots at 8,000 feet, a figure we verified on our visit.

The taildragger RV-6 is slightly faster at 166 knots, in turn led by the 168-knot RV-3 and 174-knot RV-3. In other words, Bonanza speeds on Skyhawk power. Service ceilings range from 25,000 feet in the RV-3 to 16,300 feet in a maximum-gross RV-6A, which can claw its way up to 20,500 feet with a single soul aboard.

Stall speeds run from 45 knots in the RV-3, to 48 knots in the RV-6A. Fuel capacity varies by model, ranging from a standard 24 gallons in the RV-3 to 38 gallons in the -6A.

vans rv 6 for sale, rv 6 for sale, van's aircraft rv 6 specifications, rv 6 airplane, van's aircraft kits for sale, vans rv aircraft for sale, rv 6 plane, rv 10 kit for sale

Used Aircraft Price Trends 2022

Used Aircraft Price Trends 2022 - Here, it managed to capture the penultimate spot through the addition of two units to the listed fleet, along with one closed transaction that posted after we closed out September. The fleet mix change increased Maintenance Exposure by more than $246k and decreased Ask Price by nearly $21k.

The third 'Most Deteriorated' model to post no transactions in October is the Beechcraft Premier 1, a model making its fourth appearance on our report during the past 12 months, but only the first on this side of the ledger, after occupying the fifth spot

Used Aircraft Price Trends 2022

on September's 'Most Improved' list. Published: Feb. 28, 2023 at 02:06 PM EST Updated: Feb. 28, 2023 at 02:14 PM EST The University of North Dakota introduced a Bachelor of Science degree in Aerospace Engineering through the College of Engineering & Mines.

Used Aircraft Maintenance Marketability Analysis – October

The four-year degree program will be offered beginning in the Fall 2023 semester. It is not until an aircraft undergoes some major maintenance that a seller is sufficiently motivated to accept a lower figure, or a buyer is willing to pay a higher price, and the aircraft transacts, ultimately.

Published: Feb. 15, 2023 at 10:39 AM EST Updated: Feb. 15, 2023 at 10:39 AM EST West Star Aviation announced Tuesday that Mike Sichmeller, the Avionics Technical Sales Manager at East Alton, Illinois (ALN) has been nominated by a committee of industry peers for the AEA Member of the Year Award.

There is no question that sales have been brisk, with four transactions in October (as was the case in September). Three aircraft also joined the inventory group in October, but the 11 listed assets only equate to 3.6% of the active fleet.

Published: Mar. 2, 2023 at 11:18 AM EST Updated: Mar. 2, 2023 at 11:19 AM EST VisionSafe partnered with Dynamic Advanced Training for a strategic training & safety partnership, showcasing the Emergency Vision Assurance System as a critical safety initiative during a blinding cockpit smoke emergency.

Air Company Wins Contract To Create Saf Out Of The Atmosphere

Published: Mar. 1, 2023 at 10:30 AM EST Updated: Mar. 1, 2023 at 10:37 AM EST EAA will continue its traditional Ford Tri-Motor tour, giving people across the country a view of the great roaring '20s and showing off a historic 1928 Ford Tri-Motor 5-AT-B.

Find out how to book your flight today and learn the history of this historic model. To achieve its twenty-third appearance on a report, the Cessna Citation ISP posted five transactions in October, along with three additions to the 'for sale' list.

The changes in the fleet mix increased Maintenance Exposure nearly $38k, reduced Ask Price by over $9k, and increased the ETP Ratio to 125.5%. LINCOLN, Neb. , Sept. 9, 2022 /PRNewswire/ -- The latest Sandhills Global aviation industry market reports indicate slight declines in asking values ​​across the used piston single, turboprop, and jet aircraft categories in Sandhills marketplaces.

Since the first few months of 2022, inventory levels have been rising from historic lows across all categories. This increase in inventory levels has impacted how quickly assets can be sold. "The number of days on market has been steadily increasing across most aviation segments," says Controller Department Manager Brant Washburn.

Nominee For Faa Administrator Faces Scrutiny At Senate Hearing

Making its first appearance on a report is a model whose 27.5% ETP Ratio speaks to the strong opportunity sellers have to achieve value-based pricing. While 16 Embraer Phenom 100 units were listed for sale when October closed, that equated to only 5.5% of the active fleet.

The NTSB announced the appointment of Judge Stephen Woody as the chief administrative law judge for the agency. Judge Woody has been with the agency for over ten years and has served in an acting capacity since Alfonso Montaño retired as Chief Judge in December 2022.

Sellers also need to carefully weigh any offer from a prospective buyer against the loss in value of their aircraft for sale as the asset spends more days on the market awaiting a better offer, while simultaneously accruing a higher maintenance figure.

Assets whose ETP Ratio was 40% or higher during Q3 were listed for sale nearly 89% longer (on average) than aircraft whose Ratio was below 40% (331 versus 175 Days on Market). In October, nearly 35% of the tracked models, and 38% of the listed fleet, posted an ETP Ratio above the 40%-mark Asset Insight considers to be 'excessive.'  Each group fared as follows…

Paired with a Maintenance Exposure decrease exceeding $61k, the combination lowered the model's ETP Ratio to 136.4%. This second consecutive monthly ETP Ratio improvement is a positive development, but still unlikely to dramatically improve sellers' fortunes.

Published: Feb. 28, 2023 at 05:05 PM EST Updated: Feb. 28, 2023 at 05:12 PM EST Signature Aviation has announced it has achieved carbon neutrality for 2022 across its global network of over 200 FBO locations.

As the first aviation firm to achieve this, Signature has plans for continued neutrality and other green goals. As many readers know, the ETP Ratio is a useful indicator of an aircraft's marketability. It is calculated by dividing the asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price.

'Days on Market' (DoM) analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft's time on the market increases, usually by more than 30%. About the Sandhills Equipment Value Index The Sandhills Equipment Value Index (EVI) is a principal gauge of the estimated market values ​​of used assets—both currently and over time—across the construction, agricultural, commercial trucking, and aviation industries represented by Sandhills Global marketplaces,

including Controller.com, AuctionTime.com, TractorHouse.com, MachineryTrader.com, TruckPaper.com, and other industry-specific equipment platforms. Powered by FleetEvaluator and AircraftEvaluator, Sandhills' proprietary asset valuation tools, Sandhills EVI provides useful insights into the ever-changing supply-and-demand conditions for each industry. The $47.5k Ask Price decrease was ably assisted by a $36.5k Maintenance Exposure increase (due to monthly maintenance changes) for the ETP Ratio to approach 160%.

Finding a buyer at an Ask Price averaging over $1m is likely to pose a serious challenge for sellers, who should carefully consider any offers received. The U.S. Air Force and Defense Innovation Unit have awarded startup Air Company with a $65 million contract to create sustainable aviation fuel out of carbon dioxide pulled from the atmosphere.

Discover the process used to create SAF out of the air and how the military will utilize this technology. One October transaction was recorded and, with no other inventory changes, the three remaining listings represented 12.5% ​​of the active fleet.

While the 76% ETP Ratio could be favorably adjusted through engine enrollment on an Hourly Cost Maintenance Program (HCMP), at least one of these sellers will find it challenging to secure value-based pricing. Moving from first place on September's 'Most Deteriorated' list to third spot on October's 'Most Improved' list is no minor accomplishment, and the Cessna Citation III achieved it through a Maintenance Exposure reduction exceeding $115k and no change to the model's Ask Price.

Occupying the final position on this month's 'Most Improved' list is the Dassault Falcon 50, which has appeared on a report three times during the past 12 months - all of them on this side of the ledger.

But as an aircraft's value decreases, there will come a point when the accrued maintenance figure equates to more than 40% of the aircraft's asking price. When a prospective buyer adjusts their offer to address this accrued maintenance, the figure is all-too-often considered unacceptable to the seller, and a deal is not reached.

The model has appeared on a report 14 times, with four of those appearances during the last 12 months. We anticipate its continued visibility on one-or-other of these lists as the differential between the low and high Ask Prices is currently over 176%.

The listed fleet's ETP Ratio has improved/decreased for six consecutive months and has also set a 12-month best/low figure over the past five months. In October, it improved/decreased to 50.7% from September's 52.7%, which was not a surprise based on the slight decrease in Maintenance Exposure and the 12-month high average Ask Price.

About Sandhills GlobalSandhills Global is an information processing company headquartered in Lincoln, Nebraska. Our products and services gather, process, and distribute information in the form of trade publications, websites, and online services that connect buyers and sellers across the aviation, construction, agriculture, and commercial trucking industries.

Our integrated, industry-specific approach to hosted technologies and services offers solutions that help businesses large and small operate efficiently and grow securely, cost-effectively, and successfully. Sandhills Global—we are the cloud. Entities wishing to secure the enhanced bonus depreciation available under US tax law should, at this juncture, be well on their way to finalizing a transaction.

If not, the window to establish the necessary team of experienced professionals, even if they have identified their preferred aircraft, is rapidly closing. A wise seller needs to consider the potential marketability impact early maintenance might have on their aircraft, as well as its enrollment on an HCMP (where more than half of their model's in-service fleet is enrolled on one).

Published: Mar. 1, 2023 at 4:47 PM EST Updated: Mar. 1, 2023 at 4:55 PM EST The new-build production of the F/A-18 Super Hornet fighter aircraft has a completion date set as Boeing plans to shift resources and redirect focus onto future projects.

A final production date has been set and Boeing has outlined the several future projects it will shift its focus to. Published: Feb. 27, 2023 at 4:10 PM EST Updated: Feb. 27, 2023 at 4:23 PM EST

Another runway incursion was reported on Feb. 22 at the Bob Hope Burbank Airport when a SkyWest Embraer 175 was cleared to take off and a Mesa Airlines CRJ-900 was cleared to land immediately after on the same runway.

This is the fourth commercial airline runway incursion being investigated this year. Published: Mar. 2, 2023 at 11:47 AM EST Updated: Mar. 2, 2023 at 11:48 AM EST Standard & Poor's Global Ratings placed two notes of Global Jet Capital's asset-backed security (ABS) transactions on CreditWatch with positive implications.

Published: Feb. 27, 2023 at 11:58 AM EST Updated: Feb. 28, 2023 at 10:45 AM EST Seven applicants have come forward to fill the FBO opening at the Aspen-Pitkin County Airport, including the current FBO, whose contract is set to expire on Sept.

30. Each applicant has extensive requirements to snag the long-term contract, find out who is running and what it takes. New month, same market trends! The used aircraft inventory increased for a seventh consecutive month during October, while the average Ask Price posted a 12-month high figure.

Which models were affected the most? Tony Kioussis explores… Maintenance Exposure increased more than $378k, while Ask Price decreased over $251k in October to raise the ETP Ratio to 99.3%. Whether the model's sales steak will continue is anyone's guess, but we would not bet against it given the industry is amid its annual Q4 purchasing frenzy.

used aircraft price trends, used aircraft prices

Vc-25A Aircraft

Vc-25A Aircraft - The War Zone reported three years ago on how the Air Force had made the case to Trump for why it needed the new Air Force One jets in part through a detailed discussion of the aging nature of the existing VC-25A aircraft and the increasing costs to operate and maintain them, according to other materials related to the 2016 briefings that we previously obtained via FOIA. The information in the documents we received earlier this year, including the flight hour cost data, further underscores that these factors were key talking points.

It also remains unclear whether or not President Joe Biden's Administration will change the plans set into motion under Trump to replace the iconic Air Force One paint scheme used on the VC-25As with a new red, white, and blue livery on the new VC-25B.

Vc-25A Aircraft

Nat Geo is releasing a new documentary today that provides an unprecedented look behind the scenes of USAF VC-25A operations and an insider’s look at the development of the impressive new VC-25B aircraft, the new “Air Force One”. The documentary also shows glimpses of the elite “Ravens” security force that secures the VC-25 transport.

Air Force One Jets - The S

It was joined in 1947 by a C-118 Liftmaster (a military-modified Douglas DC-6 aircraft), known as 'Independence.' This introduced some of the fittings that presidential aircraft have become known for, with a separate stateroom onboard as well as seating for 24 passengers.

Air Force One entered the jet age in 1959 and started a relationship with Boeing that continues today. Again, it was President Eisenhower who approved and oversaw the introduction of the first jet, a modified Boeing 707 (this was a C-137 Stratoliner, modified as VC-137).

"The VC-25A Presidential aircraft are FAA-certified Boeing 747-200 aircraft that were purchased in 1987 and subsequently heavily modified with specialized equipment to execute the Presidential airlift mission. They entered Presidential service in 1990," according to a set of internal Air Force talking points dated December 2015. "Boeing 747-200 ceased production in 1987 and is no longer operated in U.S. commercial passenger-carrying industry. The AF is the only remaining domestic operator. The only countries flying passenger 747-200s currently are Iran, Nigeria, and Pakistan."

Air Force One has a long and interesting history. And the aircraft used have become some of the most expensive and best equipped. Feel free to discuss these aircraft and their modifications in the comments, along with your thoughts on the next and future generations.

The Start Of Presidential Travel

Franklin Roosevelt was the first US President to fly whilst in office. He flew on a Pan American Airways-crewed Boeing 314 Clipper flying boat to attend the Casablanca conference in 1943. President Theodore Roosevelt had become the first President ever to fly more than 30 years before that, when he took to the air in a Wright Flyer aircraft. However, this was a leisure flight during a county fair at Kinloch Field, and he had left office by that time.

President Eisenhower introduced several large propeller aircraft. The first of these was a Lockheed Constellation aircraft, named ‘Columbine II.' In January 1953, the use of the callsign 'Air Force One' was introduced for this aircraft. This happened following an incident where ‘Air Force 8610’ carrying the President was confused with commercial flight ‘Eastern Air Lines 8610.’

These systems consist of the typical flares found on most military aircraft and systems that can redirect air-to-air and ground-to-air missiles. It also has systems capable of jamming missile tracking signals breaking the missile's connection with the aircraft.

The documents we recently obtained via FOAI provide additional insight into the total costs of the VC-25B program and what the Air Force spent specifically on the two "green" 747-8is that are now being converted into those jets.

Never Before Seen Video Showcases Development Of New “Air Force One” Boeing - As Vc-B

It is hidden behind what may be the tightest security screen on earth. It is the most visible mobile projection of the United States. The U.S. Air Force Boeing VC-25A heavy transport most commonly known as “Air Force One” (for its call sign when the President is on board) is perhaps the most recognizable military aircraft in the world. This contradiction between projecting visibility while maintaining security is one of the most difficult tactical problems to moderate for any security force in the world. The 30-year old Boeing VC-25A aircraft are currently being replaced by a new version of the Boeing 747-8 aircraft designated the “VC-25B”.

In 1962, a C-137C specifically purchased for use as Air Force One, entered into service with the tail number 26000. It is perhaps the most widely known and most historically significant presidential aircraft. Tail number 26000 is the aircraft that carried President Kennedy to Dallas, Nov. 22, 1963, and returned the body to Washington, D.C., following his assassination. Lyndon B. Johnson was sworn into office as the 36th president on board the aircraft at Love Field in Dallas. This fateful aircraft also was used to return President Johnson's body to Texas following his state funeral Jan. 24, 1973. In 1972 President Richard M. Nixon made historic visits aboard 26000 to the People's Republic of China and to the former Union of Soviet Socialist Republics. Tail number 26000 was retired May 1998, and is on display at the U.S. Air Force Museum, Wright-Patterson AFB, Ohio.

"$3.1B was the estimated FYDP [Future Years Defense Program] cost for the program in December 2016," Air Force spokesperson Stefanek told us when asked about this specific data point. The FYDP is a five-year budget outlay that does not necessarily reflect a total estimated cost of an individual program.

As is typical with Nat Geo’s documentary crew, the video and editing is flawless. But what makes this documentary so relevant is that it can be enjoyed by both devoted aircraft enthusiasts with an interest in technical details and also casual documentary fans.

Inside The S

Air Force One interiors and facilities have become more advanced and lavish over time. Larger propeller aircraft allowed staterooms and separated seating, and the 707s took this further with office space and later a private residence. But the extra space offered by the 747 has allowed much more.

The two 747s in use today carry tail number 28000 and 29000. They are highly modified to withstand various attacks and remain in the air for days if needed. The exact specifications and capabilities of the airplane's defense systems are classified. However, a few of the general defensive capabilities are public information, including advanced antimissile systems.

Today marks the 33rd anniversary of the first Air Force One Boeing 747 delivery on January 26th, 1990. Since that date, two 747-200B models, classified by the Air Force as the VC-25A, are still in use today. However, these aircraft are growing old and antiquated, placing in the top 20 oldest active 747s. Boeing is currently working on retrofitting two undelivered 747-8 aircraft to replace the older variants. Let's take a look at the latest with the new Air Force One airplanes.

The idea of a dedicated presidential aircraft soon followed, with a modified C-87 Liberator Express aircraft, named ‘Guess Where II,' operating from 1943 to 1945. It was not deemed safe enough for the President himself, however.

Modern-Day Air Force One

Principal differences between the VC-25 and the standard Boeing 747, other than the number of passengers carried, are the state of the art navigation, electronic and communications equipment, its interior configuration and furnishings, self-contained baggage loader, front and aft air-stairs, and the capability for in-flight refueling.

Two galleys provide up to 100 meals at one sitting. Six passenger lavatories, including disabled access facilities, are provided as well as a rest area and mini-galley for the aircrew. The VC-25 also has a compartment outfitted with medical equipment and supplies for minor medical emergencies. The aircraft is one of a kind.

Oh, and the Air Force did formally rule out using the now-out-of-production Airbus A380, the only other available four-engine aircraft that could meet its requirements, as the basis for a new Air Force One. "The A380 is not a viable option as it is not in the public interest to use an aircraft other than one that is manufactured in the U.S." for this role, the 2015 talking points state.

There is a lot more to do than just an interior refit (which we know little about so far). It will have extensive communications and defense systems added. The fuselage will be hardened, and retractable stairs will be added. Operationally, it will be adapted to allow steeper take-off and landing, and a second APU will be fitted. It will not have the ability to refuel in the air, though, as the current VC-25 A aircraft can.

Preserving The Jets

In 2013, Time had reported that the cost per flight hour to operate a VC-25A was $161,591. That figure is much closer to the $177,843 per-flight-hour average cost during the 2021 Fiscal Year, which started on Oct. 1, 2020, and ended on Sept. 30, 2021, that the Air Force provided to The War Zone. "This [Fiscal Year 2021] rate includes the cost for fuel, flight consumables and aircraft and engine overhaul," Ann Stefanek, an Air Force spokesperson, told us.

Tail number 27000 replaced 26000 and carved its own history when it was used to fly Presidents Nixon, Ford and Carter to Cairo, Egypt, Oct. 19, 1981, to represent the United States at the funeral of Egyptian President Anwar Sadat.

The presidential air transport fleet consists of two specially configured Boeing 747-200B's -- tail numbers 28000 and 29000 -- with the Air Force designation VC-25. When the president is aboard either aircraft, or any Air Force aircraft, the radio call sign is "Air Force One."

Presidential air transport began in 1944 when a C-54 -- the "Sacred Cow" -- was put into service for President Franklin D. Roosevelt. Then came the "Independence," a DC-6 (Liftmaster), which transported President Harry S. Truman during the period 1947 to 1953. President Dwight D. Eisenhower traveled aboard the "Columbine II" and "Columbine III" from 1953 to 1961. While the call sign "Air Force One" was first used in the 50s, President Kennedy's VC-137 (Boeing 707) was the first aircraft to be popularly known as "Air Force One."

The Air Force One Livery

In 1943 US President Franklin D. Roosevelt became the first president to fly while in office. This first presidential flight was a bit less glamorous than those of today as Roosevelt did not have a designated plane. He flew across the Atlantic Ocean to Casablanca a Boeing 314 Clipper. As the years went on and air travel became a standard means of transportation for the president, the official designation Air Force One came to be.

The UK has a much less lavish aircraft - an A330 that doubles for military use as an air to air refueling aircraft. It was fitted out with business class style seating by Prime Minister David Cameron, and controversially repainted by Boris Johnson. However, it lacks the conference rooms, accommodation, and fittings of other countries.

Aboard the aircraft, the president is able to communicate with anyone in the world on secure encrypted lines. The aircraft also contains two to three days' worth of provisions. The VC-25A only carries 15 hours of fuel; however, the aircraft can undergo air-to-air refueling, although this has never been done with Air Force One.

The Day a B-36 Accidently Dropped the Largest U.S. Hydrogen Bomb on Kirtland AFB. In the wake of yesterday’s news that the U.S. has pulled out of the Open Skies Treaty of surveillance flights that […]

Coming Soon - New - Aircraft

Germany has likewise recently taken on new aircraft. A new A350 was delivered in May 2020 to replace its long-serving A340. This will feature a new cabin, with extensive office and meeting space, but this is yet to be revealed.

The $5.3 billion total figure first emerged publicly in March 2019, at which time it was framed as a cost increase. However, it does not appear to have been previously reported that this figure was the established Acquisition Program Baseline. It's not clear when that baseline was set, but the Air Force only expected to finalize an initial complete cost estimate in 2016 and then finally awarded Boeing the $3.9 billion fixed-price contract to convert the two 747-8i aircraft in July 2018.

"Consequently, VC-25A parts obsolescence and diminishing sources for replacement parts is an ever-increasing problem that will continue to worsen," these talking points add. "Due to advancing age, [the] VC-25A is experiencing increasing out of service times for heavy maintenance to maintain FAA airworthiness standards. The time has already grown to well over a year per heavy maintenance cycle, significantly limiting availability for Presidential airlift."

Beyond all this, we do now know that the two VC-25As, which are often referred to by the tail numbers 28000 and 29000, had accumulated at least 9,000 and 8,421 total flight hours, respectively, by the end of 2015. The Air Force could tell us that these figures had risen to 10,030 hours for tail number 28000 and 9,899 hours for tail number 29000 by January 22 of this year. This is an average of around almost 172 hours and just over 246 hours per year across that period for these respective aircraft.

The Air Force One Of Tomorrow

boeing vc 25a, jet that tails air force one, air force c5a galaxy, boeing vc 25 cockpit images, vc 25 air force one, air force one 29000, vc 25, air force one tail number

Vc-25B Aircraft

Vc-25B Aircraft - As is typical with Nat Geo's documentary crew, the video and editing is flawless. But what makes this documentary so relevant is that it can be enjoyed by both devoted aircraft enthusiasts with an interest in technical details and also casual documentary fans.

"We're going to obviously have to look at the schedule [and] we have to look at it pragmatically," Lieutenant General Duke Richardson, currently the Military Deputy within the Office of the Assistant Secretary of the Air Force for Acquisition, Technology,

Vc-25B Aircraft

and Logistics at the Pentagon, admitted earlier this month. One of our readers has pointed out an interesting detail he has found on Google Maps: the presence of a huge contingent of U.S. V-22 tilt-rotor aircraft in Kuwait.

About The Insider

At least twice in the last months, […] "Following ferry flights in spring 2019 to the Boeing modification facility, Boeing prepared the two aircraft for modification starting by removing the commercial interiors, engines, auxiliary power units, and numerous secondary system components," the notice states.

Additional infrastructure required to sustain operations by the new Presidential aircraft includes aircraft access taxiways, parking aprons, engine run-up pads, lighting, a refueling system, vehicle parking lot, access roads, perimeter security fencing, and landscaping. As for the aforementioned security fencing, this will be "more decorative in nature than the lower-cost, chain-link fencing normally used for airfield security."

All this is expected to be completed by April next year. Of course, with a project as big and expensive as the new Air Force One, it's not surprising that the aircraft requires specialized infrastructure. We have covered the specific details of the upcoming VC-25Bs before, but it's worth bearing in mind they are about as far removed from their commercial 747 cousins ​​as it's possible to get.

Among others, they will feature the most advanced defense countermeasures system available, and are protected against electromagnetic pulse caused by detonating nuclear warheads. The aircraft will also be fitted with the most advanced secure airborne communications system of its kind and a bespoke interior with all that's required for the Commander-In-Chief to go about their work remotely.

Never Before Seen Video Showcases Development Of New “Air Force One” Boeing - As Vc-B

The INSIDER is a daily news digest from Inside Defense. Every business day, the INSIDER delivers news and notes on the Defense Department, Congress and the defense industry. And every day, we send you highlights via email.

Principal differences between the VC-25 and the standard Boeing 747, other than the number of passengers carried, are the state of the art navigation, electronic and communications equipment, its interior configuration and furnishings, self-contained baggage loader, front and aft air

-stairs, and the capability for in-flight refueling. Presidential air transport began in 1944 when a C-54 -- the "Sacred Cow" -- was put into service for President Franklin D. Roosevelt. Then came the "Independence," a DC-6 (Liftmaster), which transported President Harry S. Truman during the period 1947 to 1953. President Dwight D. Eisenhower traveled aboard the "Columbine II" and "Columbine III" from 1953 to 1961

While the call sign "Air Force One" was first used in the 50s, President Kennedy's VC-137 (Boeing 707) was the first aircraft to be popularly known as "Air Force One." Nat Geo is releasing a new documentary today that provides an unprecedented look behind the scenes of USAF VC-25A operations and an insider's look at the development of the impressive new VC-25B aircraft, the new "Air Force One".

The documentary also shows glimpses of the elite "Ravens" security force that secures the VC-25 transport. The reason for this latest holdup is a dispute between manufacturer Boeing and subcontractor GDC Technics, which was selected to install the aircraft's interiors but ran into delays of around 12 months.

The Air Force now expects another firm to pick up responsibility for the interiors, according to Richardson. The presidential air transport fleet consists of two specially configured Boeing 747-200B's -- tail numbers 28000 and 29000 -- with the Air Force designation VC-25.

When the president is aboard either aircraft, or any Air Force aircraft, the radio call sign is "Air Force One." Something you don't see too often: a giant U.S. Air Force C-17 Globemaster III cargo aircraft flying through the famous Star Wars Canyon.

The following footage was shot by The Aviationist's contributor Eric Bowen. Along […] Prior to this setback, the program also faced other delays as a result of the COVID-19 pandemic and its effect on the wider supply chain and workforce.

As a result, Boeing last month announced a $318 million loss on the VC-25B project. Under the terms of the contract, the manufacturer will cover any cost overruns the program incurs. Of course, questions about costs have been a persistent feature of the program, from the supposed savings of using second-hand aircraft, down to and including the manuals for the aircraft, which alone have a price tag of $84 million.

Official documents have described the new hangar as being designed to "evoke a sense of flight and stateliness through its use of materials, massing and embellishments." This reflects the fact that this is an environment that's a far cry from the cluttered halls familiar to most aircraft maintainers.

As it stands today, the Air Force One recapitalization program is running late, however. According to a recent report from Defense One, delivery of the first VC-25B has been delayed and won't be handed over by the end of 2024 as planned.

A new timeline has not been confirmed. All this, plus the infrastructure, including the new hangar, will cost around $5.3 billion. Even taking the VC-25Bs alone, at $4.7 billion they will be the most expensive aircraft ever built.

And that's taking into account the much-publicized claims by former President Donald Trump that he personally slashed the cost of the jets. The enormous hangar that will be used to maintain the U.S. Air Force's two new, sometimes controversial, and staggeringly expensive VC-25B jets that will serve in the Air Force One role is quickly taking shape at Andrews Air Force Base in Maryland.

The construction project, which is costing around $250 million, is required since the new jets are marginally bigger than the earlier VC-25A models that are now in use. Tail number 27000 replaced 26000 and carved its own history when it was used to fly Presidents Nixon, Ford and Carter to Cairo, Egypt, Oct.

19, 1981, to represent the United States at the funeral of Egyptian President Anwar Sadat. Inside Defense, from the award-winning Inside the Pentagon family of newsletters, is the nation's best online news service for defense and aerospace professionals.

We specialize in exclusive, hard-hitting news on Defense Department programs, procurement and policymaking. It's not just the maintenance hangar itself that's changing the face of Andrews Air Force Base, which sits just outside Washington, D.C. While work continues on the VC-25Bs in San Antonio, Texas, which are being converted from orphaned 747-8i, an additional 70,000 square feet at Andrews is required for warehouse support areas, while 60,000 square feet is being given over to new administrative buildings

. The contract for the hangar was awarded to Clark Construction, headquartered in nearby Bethesda, in late 2018. The first VC-25A -- tail number 28000 -- flew as "Air Force One" on Sept. 6, 1990, when it transported President George Bush to Kansas, Florida and back to Washington, D.C.

A second VC-25A, tail number 29000 transported Presidents Clinton, Carter and Bush to Israel for the funeral of Prime Minister Yitzhak Rabin. The VC-25A will usher presidential travel into the 21st century, upholding the proud tradition and distinction of being known as "Air Force One."

Seeing Nat Geo's new Documentary, "The New Air Force One: Flying Fortress" provides insights into the new aircraft that were previously impossible to experience. This wonderful behind-the-scenes access also inspires a new level of appreciation for this remarkable new aircraft and an overall appreciation of the U.S.

Air Force Presidential Airlift Group. The new documentary premieres on the Nat Geo Channel on Monday, February 15, 2021 and can be found wherever you access the Nat Geo channel. The Day a B-36 Accidentally Dropped the Largest U.S.

Hydrogen Bomb on Kirtland AFB. In the wake of yesterday's news that the U.S. has pulled out of the Open Skies Treaty of surveillance flights that [...] It is hidden behind what may be the tightest security screen on earth.

It is the most visible mobile projection of the United States. The U.S. Air Force Boeing VC-25A heavy transport most commonly known as "Air Force One" (for its call sign when the President is on board) is perhaps the most recognizable military aircraft in the world.

This contradiction between projecting visibility while maintaining security is one of the most difficult tactical problems to moderate for any security force in the world. The 30-year old Boeing VC-25A aircraft are currently being replaced by a new version of the Boeing 747-8 aircraft designated the "VC-25B".

In 1962, a C-137C specifically purchased for use as Air Force One, entered service with the tail number 26000. It is perhaps the most widely known and most historically significant presidential aircraft. Tail number 26000 is the aircraft that carried President Kennedy to Dallas, Nov.

22, 1963, and returned the body to Washington, D.C., following his assassination. Lyndon B. Johnson was sworn into office as the 36th president on board the aircraft at Love Field in Dallas. This fateful aircraft also was used to return President Johnson's body to Texas following his state funeral Jan.

24, 1973. In 1972 President Richard M. Nixon made historic visits aboard 26000 to the People's Republic of China and to the former Union of Soviet Socialist Republics. Tail number 26000 was retired May 1998, and is on display at the U.S.

Air Force Museum, Wright-Patterson AFB, Ohio. Among the many remarkable insights of the documentary is the incredible degree of maintenance required to keep the existing 30-year old VC-25A aircraft looking absolutely pristine. A crew chief for the current VC-25A aircraft at Joint Base Andrews, where the two aircraft are based, mentions that maintaining the current VC-25A is, "Essentially like a classic car".

Flight crews for the present VC-25A also showcase the analog instruments of the aircraft and the challenges in sourcing maintenance parts for the plane. Accommodations for the president include an executive suite consisting of a stateroom (with dressing room, lavatory and shower) and the president's office.

A conference/dining room is also available for the president, his family and staff. Other separate accommodations are provided for guests, senior staff, Secret Service and security personnel, and the news media. TheAviationist.com got a preview of the documentary before its release.

But rather than tell you about all the fascinating and unique content of the film, it's more relevant to report that this is one of the best aircraft documentaries this reporter has ever seen. Insights into the acquisition, renovation and introduction of the new VC-25B are completely unprecedented.

Two galleys provide up to 100 meals at one sitting. Six passenger lavatories, including disabled access facilities, are provided as well as a rest area and mini-galley for the aircrew. The VC-25 also has a compartment equipped with medical equipment and supplies for minor medical emergencies.

The aircraft is one of a kind. These insights into current VC-25A operations provide a detailed backdrop to the introduction of the new, significantly improved, VC-25B. The documentary delves into excellent detail about the remarkable performance improvements of the new Air Force One VC-25B.

These include the aircraft being the longest passenger aircraft in the world, and the fastest, even while maintaining improved short take-off and landing capability compared to the previous VC-25A. It's not clear, however, what will happen to the previous hangar used for the VC-25As.

This was itself a seriously expensive construction project, the custom-built, bunker-like building featuring unique hardening to protect the aircraft. In the accompanying images, the existing VC-25A hangar is the hexagon-shaped building to the north. Exactly when the VC-25Bs arrive at Andrews is, not now at least, unclear.

Once they touch down, however, it seems that they will have the high-end hangarage befitting such a prestigious — and pricey — program. Recently obtained detailed satellite imagery, dated April 11, 2021, shows the considerable progress made so far on the huge two-bay hangar, which covers an area of ​​366,000 square feet, has a length of 660 feet, a width of 575 feet, and

a maximum height of 115 feet, according to the Washington Business Journal. When it comes to fitting the VC-25Bs inside, the width of the building is of particular importance, with each of the aircraft having a 225-foot wingspan, larger than the VC-25A, which spans a little under 196 feet.

boeing vc 25b program, vc 25b 747 8, vc 25b air force one, vc 25b photo, vc 25b program, vc 25b par, boeing vc 25b, vc 25 aircraft mishap