The crash site of the Lockheed Martin F-35B Lightning II that went missing over South Carolina on September 17, 2023 has been located – and its produced more questions than answers. Among them is whether the aircraft had actually been left on autopilot after the pilot ejected.
Lockheed Martin F-35B Lightning II. (Photo Credit: Petty Officer 3rd Class Drew Verbis / Navy Operational Support Center Phoenix / DVIDS / Public Domain)
According to new reports, the F-35B was one of two that took off from Joint Base Charleston on the afternoon of September 17. Just after 2:00 PM, one of the pilots ejected, landing via parachute into a residential backyard in north Charleston. While it was initially thought that they ejected from the aircraft of their own accord, there’s now questions as to if the aircraft, which has an auto-eject feature, forced the aviator out.
It was three hours later that the public first learned of the incident and that the F-35B was missing. After over a day of searching, at around 6:30 PM on September 18, a debris field was found in rural Williamsburg County, near Indiantown, approximately two hours from Joint Base Charleston and 60 miles from where the aircraft was last seen.
According to USA Today, the incident is now classified as a “Class-A mishap,” which occurs for one of three reasons: someone dies or is permanently disabled, damages exceed $2.5 million or a Department of Defense aircraft is destroyed. The F-35B costs around $100 million, and the F-35B is operated by several branches of the US military.Lockheed Martin F-35B Lightning II. (Photo Credit: Petty Officer 2nd Class Malcolm Kelley / USS Tripoli / DVIDS / Public Domain)
As aforementioned, one of the questions surrounding the F-35B’s loss is whether or not it had been left on autopilot, with Jeremy Huggins, a spokesman for Joint Base Charleston, telling NBC News that officials are no longer sure if that was the case.
There’s also a question as to why the transponder didn’t appear to be working. Speaking with NBC News, J.J. Gertler, a senior analyst at Teal Group, said that the ejection seat’s motors are so powerful that they could have “cooked the electronics, the wires, cut off power to the transponder, among other things.” There’s also the possibility that it didn’t turn on because it was flying with another F-35B.
Residents are currently being asked to avoid the site of the debris field while a recovery team works to secure and clear the area.
Original Article – September 18, 2023:
The US Marine Corps is requesting the public’s help in locating a missing Lockheed Martin F-35B Lightning II after its pilot was forced to eject mid-flight. While the aviator was sent to a medical center in stable condition, the aircraft’s whereabouts remain unknown.Lockheed Martin F-35B Lightning II. (Photo Credit: Matt Cardy / Getty Images
The “mishap” took place north of Charleston, South Carolina, when a pilot with Marine Fighter Attack Training Squadron 501 (VMFAT-501), based out of Marine Corps Air Station Beaufort, ejected from the F-35B for unknown reasons. While the pilot is recovering, attention has turned to locating the aircraft, which may not have had its transponder turned on. It’s also unknown at this moment if it was carrying any weapons.
Posting to X (formerly Twitter) shortly after the incident on September 17, 2023, officials with Joint Base Charleston revealed, “We’re working with @MCASBeaufortSC to locate an F-35 that was involved in a mishap this afternoon. The pilot ejected safely.”
They added, “Based on the jet’s last-known position and in coordination with the FAA, we are focusing our attention north of JB Charleston, around Lake Moultrie and Lake Marion.” A tweet posted the next day added that federal, state and local authorities are involved in the search, which includes both ground and air efforts.
Rep. Nancy Mace (R-SC) took to X to share her disbelief over the situation, writing, “How the hell do you lose an F-35? How is there not a tracking device and we’re asking the public to what, find a jet and turn it in?”
It’s since been revealed that the F-35B was left on autopilot before it went missing, so there’s a slight possibility that it could still be airborne, Jeremy Huggins, a spokesperson for Joint Base Charleston, told NBC News.
However, if the aircraft has crashed into one of the two lakes, search crews are in for some work. Lake Moultrie is described by The Washington Post as “a murky body of water that is 75 feet deep at its deepest point and 14 miles across at its widest,” which means the F-35B won’t be easy to spot.
Lake Marion won’t be any easier to search. According to Wikipedia, it has a surface area of 110,000 acres, with a maximum depth of 76.77 feet and an average depth of 13.12 feet.
Lockheed Martin F-35B Lightning II. (Photo Credit: Cpl. Francisco J. Diaz Jr. / U.S. Marine Corps / Getty Images)
The F-35 Lightning II is a stealth multirole combat aircraft that’s capable of performing a number of roles outside of its strike and air superiority duties, such as electronic warfare, surveillance and reconnaissance. Developed by Lockheed Martin as part of the Joint Strike Fighter (JSF) program, it’s described “as the most lethal, survivable and connected aircraft in the world.”
The F-35 first entered service with the Marine Corps in July 2015, with the US Air Force and Navy adopting it in ’16 and ’19, respectively.
Marine Fighter Attack Training Squadron 501, with whom the pilot serves, is tasked with training aviators and support crews on how to operate the F-35. Its members also take part in airshow demonstrations.
On August 5, 1950, a Boeing B-29 Superfortress, operated by the US Air Force and carrying a Mark 4 nuclear bomb, crashed northeast of San Francisco, California. Of the 20 individuals onboard, 12 lost their lives, including Brig. Gen. Robert F. Travis, commander of the 9th Bombardment Wing. The incident also led to the deaths of seven people on the ground.
This is the story of the ill-fated flight.
Boeing B-29 Superfortress
Boeing B-29 Superfortress Enola Gay, 1945. (Photo Credit: US Air Force / Wikimedia Commons / Public Domain)
The B-29 Superfortress played a critical role in shaping the outcome of the Second World War. The first one took to the skies in September 1942, after which the aircraft was sent to Europe. Following Germany’s defeat, it saw action in the Pacific Theater.
The B-29 is perhaps most famous for its role in the atomic bombings of Japan. The Enola Gay dropped Little Boy on Hiroshima on August 6, 1945, while Bockscar deployed Fat Man over Nagasaki three days later. These events not only prompted Japan’s surrender, but cemented the B-29 into aviation history.
In July 1950, following the outbreak of the Korean War, 10 Silverplate (nuclear-capable) B-29s were sent to Guam as a deterrent to China, as it was believed the country might take the opportunity to move against Taiwan. The bombers were also there, in case they were needed in Korea. Each carried a Mark 4 nuclear bomb.
A Boeing B-29 Superfortress crashed in California
Two Boeing B-29 Superfortresses flying over Korea, 1950. (Photo Credit: US Air Force / National Museum of the US Air Force / Wikimedia Commons / Public Domain)
On August 5, 1950, 20 passengers and crewmen boarded a B-29 Superfortress at Fairfield-Suisun Air Force Base, California, one of them being Brig. Gen. Robert F. Travis. Also aboard was a Mark 4 nuclear bomb, which had had its radioactive core removed.
The bomber started down the runway, reaching 125 MPH about three-quarters down the 8,000-foot tarmac. Suddenly, with all of the propellers maintaining 2,800 RPM, the one being operated by the No. 2 engine shot up to 3,500 RPM. The pilot attempted to correct this by feathering, and, reaching 155 MPH, the B-29 took off. However, the No. 3 engine’s propellor also shot up to 3,500 RPM.
To maintain airspeed, the pilot attempted to retract the landing gear, but was unsuccessful. The aircraft’s speed was reduced to 145 MPH. As the bomber wasn’t high enough to clear the terrain ahead of it, the pilot turned around for an emergency landing. While the crew tried to maintain altitude, the B-29 made contact with the ground, striking it at 120 MPH.
The B-29 broke apart and burst into flames. While the escape hatches were all jammed, the crew and passengers were able to exit through holes caused during the crash, as well as windows. Of those onboard, 12 died, with all but one suffering injuries.
Military police, firefighters, men from the air base bakeshop and spectators all ran to help. They were soon ordered to clear the area over fears that the 5,000 pounds of explosives in the Mark 4 would explode. None of them listened and continued trying to help.
Twenty minutes after the crash, the explosives detonated, creating a crater that was 20 yards wide and six feet deep. It also spread the wreckage and fuel over a two-square-mile area. Seven people on the ground were killed.
Aftermath of the devastating crash
Travis Air Force Base, California, 1972. (Photo Credit: US Air Force / Wikimedia Commons / Public Domain)
An official investigation occurred after the fact and found that there had been problems with the B-29 Superfortresses’ engines. An issue had been reported previously and was supposed to be fixed; however, with the engines destroyed and the groundcrew who’d worked on the aircraft dead in the blast, the investigators couldn’t say whether or not it had been fixed.
The crash resulted in changes made to the B-29 operating procedures, with regulations being put in place to ensure all aircraft with the same type of propeller were test-flown after undergoing maintenance.
The greatest legacy of the crash was the renaming of Fairfield-Suisun Air Force Base to Travis Air Force Base, after the brigadier general who perished in the incident. This change was made on October 20, 1950, with a formal renaming ceremony taking place on April 20, 1951.
It wasn’t until 1994 that it was revealed that a nuclear bomb had been onboard the B-29. A public health assessment took place and found that there were no detectable levels of uranium, and the crash site was deemed safe.
The Royal Navy Fleet Air Arm Museum has launched a project to carry out a live rebuild over a period of 10 years of an aircraft of which there are currently no examples. The Fairey Barracuda was a World War II-era torpedo and dive bomber that took off from aircraft carriers, and while thousands were made, none survived into the modern age.
Photo Credit: Geoff Moore / The Travel Trunk
This unique aircraft will take center stage within the Fleet Air Arm Museum, which is located in Yeovilton, Somerset. The project is supported by the descendants of Arthur Kimberley, who was killed in the North Sea while manning the three-seater Barracuda as Fly High telegraphist/gunner, aged 20, on an anti-submarine patrol. He’d taken off into less-than-favorable weather conditions.
The area set aside in the museum, dubbed the Arthur Kimberley Gallery, will allow visitors to watch the aircraft be brought back to life using a delicate balance of reclaimed original parts and newly-manufactured components. Wherever possible, authentic Barracuda parts extracted from wreck sites across the United Kingdom will be used after they’ve been subjected to a rigorous conservation process to stabilize and de-corrode them, thus preserving their historical significance.
The project is expected to take around 10 years to complete, and it was formally started on September 22, 2023.Photo Credit: Geoff Moore / The Travel Trunk
In all, over 2,500 Barracudas were delivered to the Fleet Air Arm and they were used alongside the earlier Fairey Swordfish, a biplane. Among the aircraft’s most notable engagements were repeated strikes against the German battleship Tirpitz. Not one example is on display anywhere in the world, making the reconstruction job that much harder.
One of Kimberley’s relatives was at the kickoff event to thank those taking part in the project. He also let everyone know that his descendent’s sacrifice, as with that of other Fleet Air Arm crewmen lost without graves, continues to be remembered.
In the coming years, visitors will be able to visit the Fleet Air Arm Museum to see how the build is progressing and just how the conservation team manages to put together thousands of wrecked parts, like some kind of 3-D jigsaw puzzle.
The Northrop XP-79 Flying Ram was a rocket- and jet-powered flying-wing fighter designed during the Second World War for the US Army Air Forces. The aircraft had some unique elements, among them its welded magnesium monocoque structure and the fact the pilot needed to man it from a prone position. What’s more, it was developed to ram enemy bombers in mid-air.
Coming up with the idea for the Northrop XP-79
Northrop MX-334, precursor to the XP-79. (Photo Credit: Unknown / United States Army Air Forces Photographer / San Diego Air & Space Museum / Wikimedia Commons / Public Domain)
The Northrop XP-79 was conceived by aircraft engineer Jack Northrop in 1942. After pitching his “high-speed rocket-powered flying-wing fighter” to the US Army Air Forces, a contract for two prototypes was given in January 1943, with the aim being to develop an aircraft capable of “ramming” enemy bombers from the sky.
Initially, the aircraft was to feature two Aerojet XCALR-2000A-1 liquid-fueled rocket engines, each producing 2,000 pounds of thrust. These ultimately proved unsatisfactory and the decision was made to, instead, install two Westinghouse 19B turbojets.
Testing the unique design
Northrop MX-334 in the wind tunnel at the National Advisory Committee for Aeronautics (NACA) Langley Research Center in Hampton, Virginia. (Photo Credit: NASA Langley / Wikimedia Commons / Public Domain)
The US Army Air Forces contracted Northrop for three gliders to test the design. These were dubbed the MX-324 when referring to the secret aspects of its powerplant and the MX-334 when it was operated as a true glider. The first, MX-334 No. 1, was tested in the wind tunnel at the National Advisory Committee for Aeronautics (NACA) Langley Research Center, and the results led to a vertical stabilizer being added for stability at high speeds.
The No. 2 glider participated in the first flight attempts; it was towed by a Cadillac car for takeoffs, landings and low-level flights. While these proved unsuccessful, subsequent tows with a truck and, later, a Lockheed P-38 Lightning proved more successful.
In early 1944, the No. 2 glider was modified with the Aerojet XCAL-200 rocket. The first flight took place on July 5, with the MX-324 becoming the first American-made, rocket-powered aircraft to fly. After flight testing was finished, the other two gliders were discarded.
Northrop XP-79 specs
Northrop XP-79B. (Photo Credit: USAAF / National Museum of the U.S. Air Force / Wikimedia Commons / Public Domain)
The Northrop XP-79 had an overall length of 13.98 feet, a wingspan of 37.99 feet and a height of 7.58 feet. Its overall design resembled a flying wing, similar to the YB-49, and it featured a welded magnesium monocoque structure, as opposed to the typical riveted aluminum. At the “nose” was a central cockpit, which the pilot operated in a prone position, helping them to withstand more g-forces than they could in a seated position.
There were two air intakes on either side for the two engines. With its two Westinghouse 19B axial-flow turbojets producing 1,150 pounds of thrust each, the XP-79 could hit a maximum speed of 547 MPH and maintain a cruising speed of 480 MPH. It also had a range of 993 miles and a fuel capacity of 300 gallons, allowing for an endurance of almost two and a half hours.
As aforementioned, the XP-79 was developed to “ram” into enemy bombers. To do this without injuring the pilot or damaging the aircraft mid-flight, armored glass mounting was used in the cockpit and armor plating was added to reinforce the wings. When it became clear such a concept wouldn’t succeed, the aircraft was equipped with four Browning M2 machine guns.
A fatal test flight leads to the Northrop XP-79’s cancellation
Northrop XP-79B. (Photo Credit: USAAF / National Museum of the U.S. Air Force / Wikimedia Commons / Public Domain)
The Northrop XP-79B made its first-ever proper flight on September 12, 1945. Concerns over the aircraft’s tires and brakes during taxiing trials at the Muroc Dry Lake (today Rogers Dry Lake) had previously delayed this.
Only 15 minutes into the flight, test pilot Harry Crosby lost control while performing a slow roll. The Xp-79B then began to spiral downward from an altitude of 10,000 feet, flying into the ground. Crosby attempted to bail out, but was hit by part of the aircraft and killed.
Following the crash, the XP-79 was canceled and all work stopped on constructing a second prototype.
Lockheed Martin F-35B Lightning II. (Photo Credit: Petty Officer 2nd Class Malcolm Kelley / USS Tripoli / DVIDS / Public Domain)
Lockheed Martin F-35B Lightning II. (Photo Credit: Matt Cardy / Getty Images
Lockheed Martin F-35B Lightning II. (Photo Credit: Cpl. Francisco J. Diaz Jr. / U.S. Marine Corps / Getty Images)
