FlyHIA Blog

Although the largest aircraft that flies to and from Harrisburg International Airport on a day to day basis is the A300-600F, the runway is capable of handling any plane in the world. That capacity, combined with minimal congestion and proximity to Joint Base Andrews, makes MDT the ideal spot for the president’s pilots to come practice routine maneuvers.

Often referred to as “Air Force One,” the two aircraft that serve as the primary mode of long distance transport for the President of the United States only officially bear that designation when the president is actually aboard, as does any U.S. Air Force aircraft carrying the president. Similarly, a naval aircraft carrying the president takes the call sign “Navy One,” an army aircraft, “Army One,” etc.; a civilian aircraft carrying the president is designated “Executive One.” When the president is not on board, these aircraft are typically referred to by their tail numbers: 28000 and 29000.

Officially known as the VC-25A, the presidential planes are heavily specialized modifications of the Boeing 747-200 airliner. Boeing Commercial Airplanes introduced the 747 in the late 1960s. At the time, air travel was growing in popularity and airport congestion was becoming a problem as more and more flights were added to accommodate passenger demand. To alleviate this congestion and increase their passenger load, airlines sought a jetliner larger than those currently available. Pan American Airlines collaborated heavily with Boeing on the design of the 747 and was the aircraft’s launch customer, placing an order for 25 in 1966 and taking delivery of the first plane in January of 1970. Able to carry more than 350 passengers and crew, the 747-100 was two and a half times the size of the Boeing 707, one of the most popular airliners of the era.

When the 747 was under development, conventional wisdom was that subsonic airliners would soon be replaced by supersonic counterparts. To guard against this eventuality, Boeing designed the 747 to be easily converted into a freighter, supposing that when passenger air travel went supersonic, subsonic aircraft could still thrive in the cargo market. The industry-wide changeover to supersonic never materialized (Boeing canceled plans for its own supersonic transport in 1971) and the 747 has proved to be very successful, with over 1400 aircraft across numerous variants delivered to date. Thirty three years after its maiden flight, production of the 747 continues with the newest variant, the 747-8.

The 747-200, launched in 1971, added more powerful engines and improved on the -100’s maximum takeoff weight. The -200 serves as the basis for the VC-25. In 1985, during the presidency of Ronald Reagan, a Request for Proposal was issued announcing the intention to replace the two 707 derived VC-137s that then served as the presidential aircraft. Both the 747 and the McDonnell Douglas DC-10 competed for the contract which ultimately went to Boeing. The VC-25s were completed the following year and first flew in 1987. After some problems with wiring the aircraft for communications, the new jets entered presidential service in 1990.

Both standard 747s and the VC-25s have three decks. As on a 747, the lower deck of the VC-25 is given over primarily to cargo space. The Uppermost deck houses the cockpit and the aircraft’s primary communications center. The president and other passengers ride on the main deck which is divided into several sections. The foremost section is sometimes referred to as “The White House” as it contains the president’s private state room and office. The executive suite includes a toilet, shower, double sink, and couches that convert to beds. “The Oval Office aboard Air Force One” is equipped to allow the president to address the nation while airborne, a capability that was added after President George W. Bush was forced to land in order to give such an address on September 11, 2001. The remainder of the main deck contains a conference room equipped for teleconferencing, quarters for guests, senior staff, and secret service, and seating for news media near the rear of the plane. Protocol dictates that passengers may move about freely aft of their assigned seating, but not forward of it. The aircraft has two galleys capable of serving a total of 100 people at a time. There is a medical annex aboard, complete with operating table, that is staffed by a doctor and a nurse on every flight.

Further modifications not standard on the 747 are the ability to refuel in flight, defensive countermeasures to guard against missile attack, and electronics heavily shielded against interference from the electromagnetic pulse that would result from a nuclear blast. Many of the plane's features are, of course, classified, but there is no indication that the VC-25 carries an emergency escape pod, as depicted in the 1997 film, Air Force One.

When the Request for Proposal for the VC-25 was issued, the two VC-137s were 23 and 13 years old. The VC-25s have now been in service for 22 years. Although no definite plans have been made public, a notice has been issued seeking replacements for the aircraft to enter service in 2017 and 2019. Possible candidates have included the Boeing 747-8 and 787 and the Airbus A380, although as of 2009, Airbus was no longer being considered.

As with the C-32, there is no pre-announced schedule for the VC-25’s visits to Harrisburg International Airport, but they generally occur roughly once a month. So, if you’re in our neighborhood, keep a weather eye out; watching what is, in its unique livery, one of the most recognizable aircraft in the world touch and go at MDT is a real treat.

Welcome to the fourteenth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

The Boeing 757-200, a narrow-body twinjet, entered service in 1983 as a replacement for the company’s 727 trijet airliner. The commercial passenger version of the 757-200 seats up to 234 people and has a range of about 4,500 miles. Over the years, several variants of the 757 have been introduced, including a stretched 757-300—capable of seating 289 passengers—and a freighter, the 757-200PF. The one version of the 757 that you’re likely to see at Harrisburg International Airport, however, is the specialized military variant, the C-32A.

The C-32A, in its distinctive blue and white livery, may more commonly be referred to as “Air Force Two,” though it is only properly called that when the Vice President of the United States is aboard as its senior passenger. The United States Air Force acquired the first of its six C-32As in 1998. They operated four of the aircraft until 2010, when they acquired two more, both of which had previously been in service as commercial 757s.

The primary mission of the C-32A is transport of the Vice President and the First Lady. It is also sometimes used by members of the U.S. Cabinet and U.S. Congress. And, although the President’s primary aircraft is the 747-derived VC-25, he does sometimes fly in a C-32A, particularly when taking short trips, or when the destination’s airfield cannot accommodate the larger plane. All three of the most recent presidents have flown aboard a C-32A.

The aircraft’s body is that of a standard 757-200, but the interior has been specially fitted for its specialized duties. The passenger cabin of the C-32A is divided into four sections. The foremost section houses the plane’s communications center and galley, as well as a lavatory and seating for 10 passengers. The VIP stateroom is in the second section. It features two first-class passenger seats, a three-seat sofa that converts to a bed, an entertainment system, and a private lavatory. With its conference and staff facilities, the third section is the aircrafts business section. It also has seating for eight more passengers. The aftmost section consists of general seating for 32 passengers, as well as closets, lavatories, and a second galley. The plane also carries advanced communications, navigational, and safety systems.

In addition to the six C-32As operated by the U.S. Air Force’s 89^th Airlift Wing, the 227^th Special Operations Flight operates two C-32Bs. The B variant is similar to the A, but the interior is not laid out for VIP use. The C-32Bs typically wear an all-white livery and are believed to be used primarily by the U.S. State Department’s Foreign Emergency Support Team.

The C-32A has flown into Harrisburg as Air Force Two, that is, for the purpose of bringing the Vice President here, but it is much more commonly seen performing touch-and-go maneuvers. The flight from the C-32A’s home at Joint Base Andrews to Harrisburg International Airport only takes 10-15 minutes, so the long runway and relatively low traffic (compared to the even closer Washington area airports) make MDT a convenient location for these practice routines. There is no announced schedule for the C-32A’s visits, but if you keep your eyes peeled while you’re here, you may get lucky! 

Welcome to the thirteenth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

If you look east from the terminal, you may sometimes see a C-17 Globemaster III parked on the tarmac, here in support of the operations of the Pennsylvania Air National Guard.  The C-17 is a large transport aircraft used by the United States Air Force and several international militaries to carry cargo, vehicles, and troops.

The McDonnell Douglas YC-15, the prototype that would eventually be developed into the C-17, was originally conceived as a replacement for the C-130 Hercules. The design competition that the YC-15 had been built for was closed down, but the U.S. Air Force soon began a new program to replace the C-141 Starlifter. McDonnell Douglas again submitted the YC-15, and the prototype was selected as the winner. The production model proved able to not only replace the aging fleet of C-141s, but also to supplement the job of the C-5 Galaxy, the U.S. Air Force’s largest aircraft.

The YC-15 prototype was built in the 1970s, and development of the C-17 proper began in the 80s. Although the first flight of the new aircraft was planned for 1990, cost overruns and design shortfalls slowed development. The first C-17 was delivered in July 1993, and the 17^th Airlift Squadron, the first C-17 squadron, became operational in January 1995. To date, more than 230 C-17s have been built, and production continues at a pace of roughly 10 per year.

The cargo deck of the C-17 is 88 feet long, 18 feet wide, and 12 feet 4 inches high. It is capable of carrying tanks, helicopters, and other military vehicles. Maximum payload for the C-17 is 170,900 pounds of cargo, or 134 troops. The cargo deck can also be outfitted to serve as a medical facility. When the president travels, the presidential limousine and other motorcade vehicles are transported aboard a C-17.

In addition to the United States Air Force, some foreign militaries also operate the C-17 (though in much smaller numbers than the U.S.). The Royal Air Force of the United Kingdom, the Royal Australian Air Force, the Royal Canadian Air Force, and the Qatar Emiri Air Force each operate fewer than 10 C-17s. There are also three C-17s in the international NATO Strategic Airlift Capability Program. As of 2010, Boeing (which acquired McDonnell Douglas in 1997) had orders from several other countries including India, South Korea, and the United Arab Emirates. Shortly after it began deliveries to the U.S. Air Force, McDonnell Douglas marketed a commercial version of the C-17. After the acquisition, Boeing continued to try to introduce the C-17 to the civilian market, but there was little interest, and no orders were ever placed, so the C-17 has remained strictly a military aircraft.

Welcome to the twelfth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

The KC-135 Stratotanker was the United States’ first jet powered tanker aircraft. Prior to its adoption in 1957, the U.S. Air Force’s primary tanker was the piston-engined KC-97 (also called the Stratotanker). The KC-97 served a vital role from the time it entered service in 1950, but it was not ideal for fueling jet aircraft. The fighters and bombers it typically served had to lower their speed and altitude in order to accommodate the relatively slow tanker. The jet-engined KC-135 solved this problem. Also, because the KC-135 operated on the same type of fuel that it was supplying to other aircraft, there was no need to keep the two supplies segregated. This change, along with its larger size, meant that the KC-135 could carry a fuel load more than three times the volume of the KC-97 (31,000+ gallons compared to 9,000 gallons).

The KC-135 Stratotanker was built by Boeing and is a sibling to their premier jetliner, the 707. The KC-135 is not a derivative of the 707; instead, both aircraft are derived from the 367-80 prototype that Boeing built in the early 50s. When the 135 was in development, it was known internally as “Model 717,” a designation that would later be used publically for the airliner that started life as the McDonnell Douglas MD-95.

The KC-135 Stratotanker employs a “flying boom” fueling system. This system uses a rigid boom that is lowered from the aft center of the tanker. The boom has flight control surfaces near its tip that allow it to be maneuvered by an operator aboard the tanker. Watching from a small window, the boom operator steadies the boom and extends it to mate with a receptacle on the receiver aircraft. Not all aircraft fit for aerial refueling are equipped for a flying boom system. The most common alternative system is the “probe and drogue,” in which a flexible hose with a cone-shaped drogue is lowered from the tanker, and the receiver aircraft positions itself to insert an extended probe. The boom on the KC-135 can be fitted with a drogue adapter that allows it to refuel aircraft of this type. In addition, some KC-135s have been outfitted with under-the-wing drogue refueling pods.

The KC-135 carries more than just fuel, too. It has an upper deck that can be outfitted to carry up to 83,000 pounds of passengers and cargo, depending on the fuel load. KC-135s have also been used by NASA. They have served as a platform in various research endeavors, and, until it was replaced in 2004, the KC-135 (minus the tanker equipment) functioned as NASA’s infamous “Vomit Comet.” Flown in parabolic arcs, the plane simulated weightlessness for astronaut trainees. One of the specially modified tankers was used to film scenes of weightlessness for the movie Apollo 13.

A total of 732 KC-135s have served the United States Air Force since 1957. That record makes it one of only six fixed-wing military aircraft (including the C-130) to have served for more than 50 years with their original operator. It is estimated that the fleet of KC-135s could potentially continue flying until 2040, but, since some of the aircraft would be more than 80 years old at that point, the Air Force has initiated a plan to replace them much sooner. In February 2011, a tanker based on the Boeing 767 was selected to fill the role of the 135. The new tanker, called the KC-46, is scheduled to enter service in 2017.

Welcome to the eleventh regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

Although the only military aircraft with a permanent home at Harrisburg International Airport is the EC-130J, others are still a common sight. Several factors contribute to the preponderance of military air traffic at MDT: the size of the runway, the presence of the Pennsylvania Air National Guard base, and proximity to Joint Base Andrews. Some military craft come with business at the Guard base, but most come to practice “touch-and-go” maneuvers, in which the plane begins a landing, but then takes off again without ever coming to a complete stop.

One of the military aircraft you may see on the ground or in the sky around MDT is the Fairchild-Republic A-10 Thunderbolt II “Warthog.” The A-10 is a twin-engine, single seat jet used by the United States Air Force for close air support, attacking ground targets in support of nearby troops.

Named for the World War II era P-47 Thunderbolt, a fighter that served in a close air support role, the A-10 Thunderbolt II is the first U.S. Air Force aircraft designed and built solely for CAS. The USAF began planning for a new attack aircraft in the mid 1960s. By the early 70s, there were two prototypes competing to be that aircraft, the Northrup YA-9A and the Fairchild-Republic YA-10A. Ultimately, the Fairchild-Republic design won the contract, and production of the A-10 began shortly thereafter. The Air Force received its first A-10 in 1976 and 714 more over the ensuing eight years.

The A-10 can carry a wide variety and large quantity of air-to-ground and air-to-air weaponry, but its primary armament is the 19 foot long 30mm GAU-8 Avenger rotary cannon. The GAU-8 weighs in excess of 4,000 pounds when fully loaded and fires at a rate of 3,900 rounds per minute. When fired from 4,000 feet, 80% of the rounds fired from the GAU-8 will strike within a 40-foot diameter circle. The Avenger cannon was developed for the A-10, and the A-10 is still the only aircraft that carries it.

Its close air support role demands that the A-10 fly in hostile territory at relatively slow speeds and low altitudes. As such, it is built to be extraordinarily hardy. The cockpit is surrounded by a 1,200 pound “bathtub” of titanium armor to protect the pilot from projectile weapons. All of the A-10’s fuel tanks are self-sealing, protected by fire-retardant foam, and designed to be isolated from the rest of the fuel system in the event of damage. All of the aircraft’s flight systems have redundant hydraulic backups and mechanical systems to fall back on in case both the primary and secondary hydraulic systems are disabled. In a worst-case scenario, the A-10 is designed to be flyable even when missing one engine, one elevator, one tail, and half of one wing.

One of the A-10s most distinctive features is its aft section, with its large engines and twin-tail configuration. With the engines placed high off the ground and behind the wing, the chance of foreign object damage is reduced when operating from damaged or otherwise sub-standard runways. The engine placement also supports faster turn-around time in combat. The wings on the A-10 are closer to the ground than they would be if the engines were mounted underneath them, making them more accessible to ground crews. Also, because the engines are out of the way, they can be left running while the aircraft is serviced and rearmed. The twin-tail also provides dual benefits. The most obvious is redundancy, but channeling the engines’ exhaust over the tail planes and between the vertical stabilizers reduces the A-10s infrared signature, making it harder to hit with surface-to-air heat-seeking missles. 

Welcome to the tenth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

Although the EC-130J Commando Solo operates all over the world, it has only a single home base, the Pennsylvania Air National Guard Base at Harrisburg International Airport. Utilized for psychological operations missions, exclusively by the 193^rd Special Operations Wing, the EC-130J is a specialized modification of the Lockheed Martin C-130J.

The United States Air Force issued the initial call for a new transport to replace aging World-War II era piston-engine aircraft in 1951. Ten design submissions were offered up by five companies, but the aircraft that ultimately filled the role was the Lockheed C-130 Hercules. The first production C-130s were delivered in 1956. Since then, more than 2,300 C-130s have been built. Production of the latest version of the aircraft, the C-130J Super Hercules, continues, making it the only military aircraft ever to have remained in continuous production for more than 50 years with its original customer.

The base model C-130 has gone through several design upgrades over the years. The C-130J is most easily distinguished from all of its earlier counterparts by the six-bladed propellers. The original C-130A had 3-bladed propellers, and subsequent models featured four-bladed propellers. Each design iteration has served as the basis for numerous variants, including gunships, tankers, and aircraft outfitted for search and rescue, weather reconnaissance, firefighting, and Arctic/Antarctic operations.

The EC-130J Commando Solo III (and, until the last one was retired in 2006, the EC-130E Commando Solo II) is a variant modified to broadcast television and radio signals over a wide area. The X-shaped antenna on its tail makes it easy to distinguish from other C-130s. At its maximum altitude of 23,000 feet, the EC-130J has a broadcast range of up to 194 miles. The psychological operations (PSYOP) missions of the EC-130(J) may involve broadcasting information to local people regarding US military operations, or in support of US military goals. Recently, the EC-130J was used in Libya to warn Libyan shipping vessels not to leave port during the international military intervention that took place in the spring of 2011. The EC-130J has also been used in support of civil affairs. After the 2010 earthquake in Haiti, the aircraft broadcast a message from the Haitian ambassador to the United States, as well as information on where citizens could find aid.

If you look east from the Harrisburg International Airport terminal, you will usually see several of the 7 EC-130Js that have been built parked on the PA Air National Guard Apron.

 Welcome to the ninth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

The Shorts 360 (SD3-60) was introduced as a 36-39 passenger aircraft in 1981 by the Short Brothers company of Northern Ireland. The 360 was a derivative of the company’s 30 seat Shorts 330, itself based on the Short SC.7 Skyvan, a 19 passenger airliner introduced in the early 1960s. Although the 330 and 360 share an otherwise distinctive boxy cabin and have similar dimensions, the 360 is easy to distinguish from its smaller sibling because of its tail. The 360 has a single vertical stabilizer, while the 330 sports an H-tail design. Manufacture of the 360 ended in 1991 after a total production run of 165.

Due to their large square fuselage, the Shorts 360 and its predecessors have been very popular as cargo aircraft. At Harrisburg International Airport, you may see the 360 near the west end of the property, at the facilities of AvFlight, the fixed base operator (FBO) at MDT. The 360 is used to pick up cargo for DHL Aviation.

The United States Army also uses the Shorts 360. The military version is called the C-23B+/C Super Sherpa. It is cousin to the C-23A/B Sherpa flown by the US Air Force and Army National Guard, a military version of the Shorts 330. Interestingly, when the military buys 360s, they remove the single tail and restore the twin-tail and large rear cargo ramp of the 330.