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WATCH: Classic Film of VIII Bomber Command at War

Bill Walton
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WATCH: Classic Film of VIII Bomber Command at War

“Target for Today” Details What It Took to Put a Bombing Mission on the Target

The film Target For Today was shot during the preparation for, execution of, and post-mission evaluation of the VIII Air Force Bomber Command Mission 113- the 9 October 1943 strikes on Marienburg, Anklam, Gdynia, and Danzig in German-occupied Poland. The mission covered as many as 1,400 miles round trip. Twenty VIII Air Force stations supported the mission, putting 430 heavy bombers in the air. In the film the mission planning is extensively depicted, along with preparation for man and machine at several of the stations where the crews flying the mission were based. Enjoy the film, uploaded to YouTube by Periscope Film.

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The Lineups

115 B-17s from the 91st Bomb Group (BG) Ragged Irregulars at Bassingbourn, the 303rd BG Hell’s Angels at Molesworth, the 351st BG at Polebrook, the 379th BG The Grand Slam Group at Kimbolton, the 381st BG at Ridgewell, and the 384th BG at Grafton Underwood were sent to attack the Arado factory at Anklam. 100 more B-17s from the 94th BG at Bury St. Edmunds, the 95th BG at Alconbury, the 100th BG Bloody 100th at Thorpe Abbotts, the 385th BG Van’s Valiants at Great Ashfield, and the 390th BG Wittan’s Wallopers at Framlingham were dispatched to bomb the Focke-Wulf plant at Marienburg.

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93rd Bomb Group B-24. Image via National Archives

Both Big Bombers in Action

The shipyards at Gdynia received the most attention from VIII Bomber Command that day. 164 B-17s from the 92nd BG Fame’s Favored Few at Alconbury, the 96th BG at Snetterton Heath, the 305th BG Can Do at Grafton Underwood, 306th BG Reich Wreckers at Thurleigh, and the 388th BG at Knettishall made runs on the target. Joining them were B-24s from the 44th BG Flying Eightballs at Shipdham and the 392nd BG at Wendling. Attacking the U Boat pens at Danzig were B-24s from the 93rd BG Traveling Circus at Hardwick and the 389th BG Sky Scorpions at Hethel.

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marienburg under attack. image via national archives

Results and Hap’s Take

American losses were 28 bombers lost with 123 crew killed in action, 35 wounded in action, 131 taken as prisoners of war, and 29 interred in Sweden. The gunners aboard the bombers claimed 122 Luftwaffe fighters shot down, 32 probables, and 57 damaged. The Fw-190 assembly plant at Marienburg was particularly heavily hit. VIII Bomber Command sent 98 bombers to bomb the place again exactly six months later. General Henry H. “Hap” Arnold called Mission 113 “The greatest strike ever.” If you watched the film you now know from where much of the footage used in other bomber movies came.

Gdynia post-strike assessment. Image via national archives

Akron Classmates Achieved High-Flying Careers as Astronaut, Blue Angel

Charles Atkeison
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Akron Classmates Achieved High-Flying Careers as Astronaut, Blue Angel

AKRON, Ohio — Two high school classmates driven early by different goals found themselves a decade later working in similar career fields — one a top naval aviator and one a NASA astronaut.

On June 6, 1966, Stuart Robinson Powrie and Judith Arlene Resnik graduated with their senior class from Firestone High School. Their families and the educators at the Akron, Ohio school, inspired the two to climb higher and travel farther.

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The Firestone High 1965 yearbook “Volplane” featured two future aviators. (Charles Atkeison)

Stu (as he liked to be called) was a competitive swimmer during high school and later at the U.S. Naval Academy. In 1970, Powrie graduated from the academy, but not before he set two Navy records as a competitive swimmer.

Judy loved classical piano, however, she loved mathematics even more during high school. She even earned a perfect score on her SAT exam. In 1970, she graduated from Carnegie Mellon University with a B.S. degree in electrical engineering.

Stu earned a Master of Science degree in aeronautical engineering in 1975. This lead to a job at the Pacific Missile Test Center at Pt. Mugu, California.

After Carnegie Mellon, Judy joined RCA as a Missile and Radar Projects design engineer. In 1975, she began attending classes at the University of Maryland. She graduated with a Ph.D in electrical engineering two years later.

Dr. Resnik also earned her pilot’s license in 1977, and she quickly became a top aviator. She also began to shift her job focus to new heights — a career in aerospace.

Judy wanted to become an astronaut, and for the first time, NASA was hiring new candidates for their upcoming space shuttle program. She was selected in 1977 as part of the new astronaut candidate class.

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LCDR. Stu Powrie was chosen as the Slot pilot for the Navy’s Blue Angels in 1980. (US Navy)

In October 1980, LCDR Powrie was chosen as a pilot for the Navy’s Flight Demonstration Squadron. Known as the Blue Angels, he trained and served as the opposing solo as Blue Angel 6 during 1981.

Stu performed at air shows across the United States and Canada during the Blue Angels season. He also visited hospitals and schools during the squadron’s public outreach programs.

During autumn of 1981, Stu elevated to the position as the lead solo pilot with the Blues. The team returned to their winter training home in January at NAF El Centro in southern California.

On February 22, 1982, Stu was completing the Dirty Loop maneuver during a Blue Angels training flight at El Centro. His A-4F Skyhawk stalled and he crashed into the desert floor. He died at the scene.

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astronaut Judy Resnik returns from a T-38 Talon flight at Ellington Airfield near Houston. (NASA)

In August 1984, Judy made it to space aboard shuttle Discovery’s maiden flight. She assisted with the deployment of three satellites and tested a new 100-foot solar array. After six days in orbit, Discovery’s crew of six landed at Edwards AFB in California.

Judy next launched aboard the space shuttle Challenger on January 28, 1986. As Challenger rose into a blue Florida sky, its external tank ruptured 73 seconds into flight. Flames from a faulty solid rocket booster seal had penetrated the fuel tank’s skin.

The force of the explosion shattered the orbiter, separating the crew cabin and sending it up and away. Three minutes later, the cabin splashed down in the Atlantic waters with a force of nearly 200 times that of gravity. Challenger’s crew of seven astronauts were killed.

Today, inside Firestone Community Learning Center’s atrium, trophies and banners highlight the school’s past achievements. High above the open area, a school hall-of-fame features glass mounted glossy photographs of several former students.

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Photographs of Stuart Powrie and Judith Resnik adorn the walls of their alma mater. (Charles Atkeison)

Side-by-side, U.S. Navy pilot LCDR Stu Powrie and NASA astronaut Dr. Judy Resnik hold the last two positions. Their portraits face the front entrance to Firestone reflecting upon the faces of future scholars.

(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)

Movie Props: Those ‘Thirteen Days’ RF-8A Crusaders

Bill Walton
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Movie Props: Those ‘Thirteen Days’ RF-8A Crusaders

Accuracy in the Film ‘Thirteen Days’ Was Better Than Average, But…

In the 2000 Beacon Pictures/New Line Cinema film ‘Thirteen Days’ there are great pains taken to make the dramatic events of the Cuban Missile Crisis look and feel as realistic as possible. To the credit of all concerned, the Department of Defense allowed filming on several bases as well as the aircraft carrier USS Enterprise (CVN-65). Museum ships like the USS Joseph P Kennedy (DD-850) were also used for filming of the maritime blockade shipboard scenes. However, we found a few holes in the visuals. First, take a look at the Light Photographic Squadron SIX TWO (VFP-62) Gray Ghosts/Fighting Photos Vought RF-8A Crusader photo reconnaissance mission sequence of 23 October 1962 from the film as uploaded to YouTube by Colt cat.

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When You See It

The first thing that jumps out is that GY tailcode for those Fighting Squadron TWO FOUR (VF-24) Fighting Renegades Vought F-8C Crusaders on the flightline at Naval Air Station (NAS) Key West. VF-24 was deployed in the Western Pacific (WestPac) with Carrier Air Wing TWO (CVW-2- tail code NE) aboard the aircraft carrier USS Midway (CVA-41) between 6 April and 20 October 1962. Therefore it is unlikely that VF-24 would have been seen wearing GY codes or hanging around at NAS Key West within a week of returning from WestPac. But the presence of all those Gunfighters on the flightline does make an impression. We know that VFP-62, along with a detachment of four Marine Composite Reconnaissance Squadron TWO (VMCJ-2) Playboys (tailcode CY) RF-8As and pilots were based at NAS Key West at the time.

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Image via YouTube screen grab from embedded video

Location Location Location

The shooting location for the RF-8A mission sequence was the former Clark Air Force Base (AFB) in the Philippines. In 1988, after flying from Cesar Basa Air Base since 1977, the Philippine Air Force grounded and open-stored their remaining operational former US Navy and Marine Corps F-8H jets. They did not operate any RF-8As or RF-8Gs. When Mount Pinatubo erupted just 15 miles from Basa the entire area was covered with volcanic ash, rendering the Philippine Air Force Crusaders entirely inoperable. But that didn’t stop the film crew from using the jets as props for the film. With new coats of paint and semi-realistic markings you have to look closely to spot the gotchas. We did.

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Philippine Air Force F-8H in flight circa 1977. Image via US Navy

Consistency is Key

Tailcode GY never assigned to VF-24. VF-24 wore G on their tails while flying FJ-3Ms and NG (usually) while flying F8Us, F-4s, and F-14s. VFP-63 wore PP. VFP-62 wore GA and of course Air Wing codes when detached. Tailcodes beginning with G were used primarily for Heavy Photographic (VAP), Heavy Attack (VAH) and Heavy Attack/Photographic (RVAH) squadrons. The tailcodes on the supposed RF-8As is correct for VFP-62 (GA) though, as are the Bureau Numbers (BuNos). Both 146871/GA910 and 146886/GA906 were assigned to VFP-62 during 1962 and were flown on the mission depicted in the film by the pilots shown. For this writer the final word on the events during October and November 1962 is William B Ecker’s book Blue Moon Over Cuba. Ecker was not only there, he was the CO of VFP-62 at the time. It’s a great book.

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Image via YouTube screen grab from embedded video

Stand Ins Not Quite Standing Up

Some other inconsistencies surface when one researches the timing of events. The F-8Hs playing the role of RF-8As in the film were dressed up to look like RF-8As but the grafted on flat panels for the camera bays are obvious- especially when the jets taxi in after returning from Cuba. The RF-8A also lacks the prominent nose-mounted infrared seeker head (IRST) and the ventral strakes seen on the jets in the film. The camera bay where the Photographers Mate (PH) is working isn’t very realistic and we’re not convinced about those film canisters either.  So the F-8Hs did a decent if not quite believable job as RF-8As in the film. Another inconsistency is that CDR Ecker actually recovered at NAS Cecil Field in Jacksonville, hot refueled, and then flew directly to Washington to deliver the film he shot on the mission dramatized in the film- not back to Boca Chica for a cold one. He deserved to, but he didn’t.

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Image via YouTube screen grab from embedded video

Giving It Away

The shooting location was given away when mountains appeared in the distance during the takeoff. The Philippines have mountainous terrain visible from runways. The only towering mountains near Key West are made of Cumulus clouds! In several cases the ground equipment (yellow gear) shown in the film is either period-inaccurate or wasn’t used at Naval Air Stations at all. We could get into the other inconsistencies in the film (there are a few more) but suffice it to say that VFP-62 did a great job, deserving and receiving a Navy Unit Commendation (the first in peacetime) from President John F Kennedy himself on 26 November 1962.

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Image via NAtional Naval Aviation Museum

Trivia Alert

Ironically both of the jets flown on that 23 October 1962 mission were operational losses after being upgraded to RF-8G standard while flying with VFP-63 Eyes of the Fleet later in their service lives. 146871 entered service with VFP-62 in 1960 and later served with VFP-63, was stored at the Boneyard in 1975 and returned to service with VFP-63 before she was lost to a bad cat shot on 2 December 1976. 146886 entered service in 1961 with VFP-62 and served with both VMCJ-3 and VFP-63 before she was shot down over Vietnam near Vinh on 22 May 1968.

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Image via YouTube screen grab from embedded video

The actor who played CDR William B. Ecker (pilot of 146871/GA910) in the film is Christopher Lawford- the son of Patricia Kennedy Lawford and the nephew of President John F “Jack” Kennedy and brother Robert “Bobby” Kennedy. Ecker retired as a Captain and passed away on 5 November 2009.

The actor who played LT Christopher Bruce Wilhelmy III (pilot of 146886/GA906) is David O’Donnell- the grandson of Kenneth “Kenny” O’Donnell. Wilhelmy’s name is often misspelled as ‘Wilhemy’ but not in the film. Wilhelmy perished when the North American T-28B Trojan he was flying shed its wings on 17 February 1966.

There was much more to the story of the RF-8A photographic reconnaissance mission over Cuba. More than 70 sorties were flown by VFP-62 and VMCJ-2 pilots between 23 October 1962 and 13 November 1962. All 16 of the pilots who flew the Operation Blue Moon missions received the Distinguished Flying Cross.

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Former VFP-62 RF-8A crusader at USS Alabama museum. image via author

Five ‘Airlines Within An Airline’ That Just Didn’t Work

Holly Riddle
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Five ‘Airlines Within An Airline’ That Just Didn’t Work

From time to time, traditional airlines attempt to compete with low-cost carriers by introducing a new product. This was particularly the case in the 1990s and early 2000s, when not one, not two, not three, not four, but five different budget airlines were introduced by Delta, United and American Airlines predecessor U.S. Airways.  For a while, trying to start a new airline within an airline was the trendy thing to do. Here are 5 interesting failures…

Delta Express 

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Delta Express came first, founded in 1996. Based in Orlando, its primary target was snowbirds and other leisure travelers flying between the Northeast and Florida. Over its life, the airline flew to more than 30 different domestic destinations across 18 states, as far west as Oklahoma City, bringing passengers down to top destinations in Florida. The airline also flew into all New York City airports. 

The fleet was entirely Boeing 737-200 aircraft, with livery very similar to the traditional Delta livery. As a budget airline, Delta Express only offered one class of service and there was never any meal service or in-flight entertainment. 

The bare bones airline had a decent run, lasting seven years, competing with MetroJet (U.S. Airways’ version of the same type of service), Southwest Airlines and JetBlue. Delta would go on to replace Delta Express with a new, similar, low-cost service, christened Song. 

MetroJet 

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U.S. Airways’ MetroJet took to the skies very shortly after Delta Express, giving the budget airline within an airline a run for its money from 1998 to 2001. However, while Delta Express focused on ferrying travelers to and from Florida, MetroJet looked at the Northeast as its primary target, where it was at the time facing competition from Southwest and AirTran Airways, as well as Delta Express to an extent. 

From its Baltimore hub, MetroJet flew to a short list of destinations at first, including cities in Ohio, Rhode Island, New Hampshire and Florida. Later on in the airline’s life, it would catch on to Delta Express’ tactics and focus more on giving travelers in the Northeast an easy and affordable choice for flights to Florida. Routes from Washington Dulles were also added. 

MetroJet operated with a fleet of just under 50 Boeing 737-200 aircraft, with only one choice in service. 

Unfortunately, MetroJet was not the profitable venture U.S. Airways had hoped it would be. MetroJet was facing higher operation costs than Southwest and the Sept. 11, 2001, terrorist attacks were the final nail in MetroJet’s coffin. Operations ceased and were wrapped up by December 2001.

Three more airlines that didn’t work on the next page…

Air Force Thunderbirds Poised to Begin 2020 Season

Charles Atkeison
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Air Force Thunderbirds Poised to Begin 2020 Season

NELLIS AFB, NV — The high speed passes and precision flight of the Air Force Thunderbirds begins in three weeks as they headline top air show locations across America.

The Thunderbirds kicked-off their 2020 season last weekend with a flyover of the Daytona 500 race. The six-jet team will spend the remaining weeks practicing six-days a week before traveling to their first air show.

America’s Ambassadors in Blue are scheduled to perform at 35 locations across the United States, including one stop in Canada. The team’s first public flight demonstration will take place over Del Rio, Texas, at Laughlin AFB on March 14.

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The U.s. Air Force Thunderbirds prepare for the start of their 67th anniversary season. (USAF SSgt Cory Bush)

“I can feel the excitement right now,” Thunderbirds advance pilot Maj. Jason Markzon said. “We’re going to kick it up a notch, maybe ten notches, when we get to Laughlin in March.”

Last summer, the Thunderbirds selected three new demonstration pilots for the next two seasons. Maj. Trevor Aldridge will fly as the new left wing pilot, Capt. Zane Taylor will fly as the slot pilot, and Capt. Kyle Oliver has been selected as the new opposing solo pilot.

The three will join second season pilots, leader Lt. Col. John Caldwell, right wing pilot Capt. Michael Brewer, and lead solo Maj. Michelle Curran. A demonstration pilot typically serves two seasons with the Thunderbirds.

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“Growing up, the Thunderbirds inspired me to become a pilot,” Capt. Taylor expressed. “I am hoping to inspire the next generation of boys and girls to do the same.” Taylor added as a youngster, he hung a Thunderbirds poster on his bedroom wall.

As the pilots practice their tight formation flights, the Thunderbirds maintainers and logistics personnel have been busy, too. The teams are working from sunrise to sunset during winter training in order to begin their 67th anniversary season on time.

The backbone of the Thunderbirds is the team’s nearly 120 enlisted airmen, each trained to handle aircraft maintenance, flight equipment, and logistics. Each enlisted Thunderbird serves three to four years with the squadron.

“Our mission is to recruit, retain and inspire,” Maj. Markzon explained. “Our job is to just go and really focus on the kids and talk to them about the opportunities that the Air Force has to offer and try to inspire the next generation.”

Air Force Thunderbirds 2020 Air Show Schedule:

Mar 14: Laughlin AFB, Del Rio, Texas – Fiesta Of Flight

Mar 21-22: Luke AFB, Arizona – Luke Days Air and Space Expo

Mar 28-29: March AFB (Calif.) Field Air and Space Expo: Thunder Over the Empire

April 4-5: Lakeland, Florida – Sun-N-Fun Fly In and Expo

April 18-19: Maxwell AFB, Alabama – Beyond the Horizon Air and Space Show

April 25-26: Columbus AFB, Mississippi – Wings Over Columbus

May 2-3: Fort Lauderdale, Florida Fort Lauderdale Air Show

May 9-10: Beale AFB, Calif. – Wings Over Recce Town, USA

May 16-17: Shaw AFB, South Carolina – Shaw Air and Space Expo

May 23-24: Miami Beach, Florida – Miami Beach Air and Sea Show

May 28: Colorado Springs, Colorado – USAFA Graduation Fly Over

June 6-7: Salinas, Calif. – California International Airshow

June 13-14: Ocean City, Maryland – OC Air Show

June 20-21: North Kingstown, Rhode Island RI ANG Open House and Airshow

June 27-28: Hill AFB, Utah – Warriors Over Wasatch Air and Space Show

July 4-5: Battle Creek, Michigan – Field of Flight Air Show and Balloon Festival

July 11-12: JB Elmendorf-Richardson, Alaska – Arctic Thunder Open House

July 18-19: Duluth, Minnisota – Duluth Air and Aviation Expo

July 22: F.E Warren AFB, Wyoming – Cheyenne Frontier Days

July 25-26: Ellsworth AFB, South Dakota – Ellsworth Air and Space Show

August 1-2: Grand Forks AFB, North Dakota Air Show

August 15-16: Chicago, Illinois – Chicago Air and Water Show

August 22-23: Avoca, PA – Wilkes-Barre/Scranton Armed Forces Airshow

August 26: Atlantic City, New Jersey – Thunder Over The Boardwalk

August 29-30: New Windsor, New York – New York Air Show

September 5-6: Gardner, Kansas – Kansas City Air Show

September 12-13: London (Ontario), Canada – Airshow London

September 19-20: Huntington Beach, Calif. – Pacific Airshow

October 3-4: Minden, Nevada – Aviation Roundup Airshow

October 10-11: Edwards AFB, Calif. – Aerospace Valley Air and Space Show

October 17-18: Fort Worth, Texas – Bell Fort Worth Alliance Air Show

October 24-25: Rome, Georgia – Wings Over North Georgia

October 31-November 1: Sanford, Fla – Central Florida Air and Space Show

November 7-8: New Orleans, Louisiana – NASJRB New Orleans Air Show

November 14-15: San Antonio, Texas – JBSA Air and Space Show

(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)

Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis

Charles Atkeison
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Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis

CAPE CANAVERAL, Fla. — NASA’s space shuttle fleet served as an orbiting workshop for thirty years — a space truck which delivered a variety of spacecraft and segments of the International Space Station into orbit.

Five space-worthy orbiters were built to allow astronauts to live and work in space. Behind the pressurized living quarters, a massive 60-foot cargo bay housed commercial and scientific satellites, or a pressurized module, which extended the volume of the crew’s work space.

Each orbiter named to honor a sailing vessel — Columbia, Challenger, Discovery, Atlantis, and Endeavour. Each was structurally built the same, however there were differences to those who knew them on an intimate basis.

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Space shuttle Atlantis at the Kennedy Space Center Visitor Complex January 2020. (Images: Charles Atkeison)

Between 1981 through 2011, NASA launched 135 space shuttle missions from the Kennedy Space Center. Of those, two orbiters — Columbia and Challenger — did not return home after launch due to failures.

At the Kennedy Space Center’s Visitor Complex, one shuttle is on display following her retirement. Atlantis, a veteran of 33 space flights, rests inside a multi-level building built especially for the spacecraft.

The orbiter is on public view with her payload bay doors open and a Canadian-built 50-foot robotic arm extended out. The docking port used to dock with the International Space Station is also located inside an otherwise empty bay.

Today, former space shuttle processing employees work as docents near Atlantis to educate the public about the winged spacecraft. Jean L. Wright sewed the thermal blankets which protected the shuttle’s exterior.

Columbia and Challenger were constructed using thermal tiles to protect the shuttles from extreme heating during re-entry. Later, the introduction of thermal blankets were used on later shuttles where reentry temperatures reached up to 1,200° F.

“We made 11 classes of blankets as we didn’t use the term thickness in our world,” Wright noted as we moved around Atlantis. “They ranged from 1/4″- 2″ thick. The class was decided by what surface on the orbiter it was being bonded to.”

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Jean Wright and her team stitched up the orbiter’s protective thermal blankets. (Charles Atkeison)

Wright highlighted the difference between the traditional heat absorbing tiles and the white blankets. Using a massive 30 needle sewing machine, each thermal blanket was quilted for a select area of the orbiter. It would take the machine nearly four minutes to quilt the blanket one way.

“Here at the OMS, since the frame was made of composites, we had to use our two-inch thick blankets,” Wright pointed as we gazed up at one of Atlantis’ two orbital maneuvering system pods. “NASA required that in areas made of composites, the skin of the orbiter couldn’t be exposed to temps over 250-degrees, thus thicker blankets were needed there.”

Challenger was flown with a small section of thermal blankets to test their effectiveness in 1983. They were located on her OMS pods and later added to her sides.

“After each blanket was quilted, they under went a process known as heat cleaning,” Wright continued. “They were baked in a blue pizza oven at 650-degrees for four hours. Then baked for two more hours at 850-degrees.”

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Atlantis is poised just as she was while in space with her port side tilted downward 43.21-degrees. The great tilt allowed for us to have a birdseye view of the entire open payload bay.

Brad Byron worked to configure the payload bay with its cargo and keep it free of contamination. Each orbiter was prepared for her next flight in the Orbiter Processing Facility. It was here that the hardware or payloads were installed inside the massive bay.

“It was always a challenge working in the orbiter cargo bays,” Byron began as he reflected on a job he enjoyed so much. “But when the launch was successful and the mission went as planned it was worth it.”

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Photographs of Atlantis on orbit and in the Orbiter Processing Facility during her storied career. (NASA)

One of Brad’s favorite payloads was the Hubble Space Telescope. The shuttle completed five servicing visits to upgrade the great observatory located about 420 miles above the planet.

“Hubble servicing flights always required extraordinary cleanliness beyond the already high standards we always worked to,” he added. Atlantis flew the final servicing mission in 2009.

The Spacelab was a pressurized module fitted inside the cargo bay. The reuseable module gave astronauts more room to conduct science experiments in microgravity.

“Installing a Spacelab module in the cargo bay would take maybe 6 to 8 hours if everything went according to plan,” Byron said standing only two meters from Atlantis’ bay. “Every one was always different depending on what OPF bay the orbiter was in.”

Brad noted that anything which went into the payload bay was recorded. He and his crew ensured that foreign objetcs not designed for that space flight would be seen floating out of the bay once on orbit.

“Everything that was going into the cargo bay had to be logged in – tools, chemicals, cleaning materials, flight hardware for accountability,” he added. “When we left the cargo bay everything was logged back out.”

The years of dedication in preparing the space shuttle’s for flight has transitioned over to NASA’s new Artemis Program. From the protective outer skin to spacecraft processing, today’s Artemis engineers stand proudly on the shoulder’s of the space shuttle’s engineers.

(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)

COMBI Jets: The Rarest 757 In The Skies

Avgeekery
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COMBI Jets: The Rarest 757 In The Skies

The Boeing 757 is a beast of an airliner. The single-aisle jet is overpowered, robustly engineered with a super-critical wing that balances both short takeoffs and landing distances with transatlantic range. It is a rare that a type is still prevalent in the airline industry almost 40 years after its first flight without any major upgrades or revisions. Still today, hundreds of 757s ply the skies even though the assembly line was closed way back in November of 2005.

While the 757 is a unique jet, there is an even more exclusive subset of 757s. That is the Combi 757-200M. A combi jet is an airliner that has both cargo positions and a passenger cabin. This type of aircraft used to be more common in the industry (along with the QC or Quick Change jets that could be rapidly converted between a passenger jet and a cargo aircraft). The Boeing 737, 747s and Douglas DC-8s all were either offered as combi options on delivery or were later converted in the aftermarket for niche purposes. After a couple of notable cargo aircraft fires in the 1980s, the FAA made it more difficult to certify a combi aircraft. The FAA had concerns with a fire on the jet due to the contents of the cargo. Without expensive fire detection, extinguishing systems, and robust restraints, a new Combi aircraft would not be certified.

Enter the Mighty 757-200M

Before the change in regulations, Boeing built a single factory combi 757 as part of a deal with Nepal Airlines. The airline was supposed to take delivery of two aircraft but only ended up taking one combi aircraft. It was the only combi passenger 757 built at the factory. The type never really caught on as no other airlines purchased the type.

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Nepal Airlines operated the only factory built Boeing 757-200M. Photo: Nepal_Airlines_B757_Combi.JPG: NA2359derivative work: Altair78 / CC BY (https://creativecommons.org/licenses/by/3.0)

Today, the 757M is still a very rare aircraft. At one time Pemco World Air Services, Vision Techology Systems and Precision Conversions all offered the 757. The conversion has not proved very popular though as the only current operators of the 757-200M are ATI and the Royal New Zealand Air Force.

ATI and Royal New Zealand Air Force Operate the Boeing 757-200M today

The ATI story is pretty unique. ATI once offered Douglas DC-8 combi service, primarily for military customers. It flew both cargo and people to a number of niche routes to remote destinations in the Pacific and Atlantic. As the DC-8 fleet was reaching the end of its service life, the company purchased 4 757-200Ms from National Airlines. National Airlines themselves converted the 757 jets in anticipation of a contract with the government. When this contract didn’t materialize, they sold their combi jets to ATI. ATI took delivery of three of the four aircraft. They operate the fleet regularly today.

By our count (and we could be wrong here as some conversions seem to have been announced but never delivered), there were only 7 757-200M aircraft ever built or converted. While there are plenty of 757 cargo aircraft, the 757-200M is one of the rarest sub-fleets of 757s still flying today.

On YouTube, there is a cool video showing the inside of an ATI 757-200M Combi aircraft by Jetblast141aviation. It holds 10 pallets and up to 42 passengers. The pallet positions are in the front of the aircraft with the 42 seats in the rear, separated by a partition.

WATCH: A Day in WestPac Aboard the Mighty Oriskany

Bill Walton
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WATCH: A Day in WestPac Aboard the Mighty Oriskany

This 1971 Film Depicted a Mark 1, Mod 0 Day in the Tonkin Gulf

When the Essex-class aircraft carrier USS Oriskany (CVA-34) hosted the Pacific Fleet Combat Camera Group to shoot the film ‘A Day in WestPac’ in 1971, the “Big O” was on her 14th deployment.  She was a member of the Tonkin Gulf Yacht Club several times over by then, having already deployed off Vietnam five times. Carrier Air Wing ONE NINE (CVW-19) was embarked aboard “Tico” for the 5th time. The film depicts a Mark One-Mod Zero day aboard an Essex-class carrier deployed to Vietnam. If you were there you know what a good job the camera crews did. The film was uploaded to YouTube by Periscope Film.

 [youtube id=”CuznRX9Pa9k” width=”800″ height=”454″ position=”left”]

The Ship

Named after a Revolutionary War battle, the Oriskany was one of the few Essex-class carriers completed after World War II concluded in 1945. Work on the ship was actually suspended when the war ended. It wasn’t until 1950 that the ship was completed and commissioned as the final Essex-class carrier to be placed in service. The Oriskany went into service as a straight-deck Essex-class ship. In 1956 the ship went back to the yard for conversion and was decommissioned, there to receive a new angled flight deck, aft deck edge elevator, enlarged forward elevator, enclosed ‘hurricane’ bow, steam catapults, and aluminum deck surface. Oriskany was recommissioned in 1959.

A 7B Corsairs VA 215 in flight in 1971a
VA-215 A-7Bs. image via national naval aviation museum

The Air Wing

 During her 1971 WestPac deployment aboard Oriskany, CVW-19 consisted of VF-191 ‘Satan’s Kittens’ and VF-194 ‘Red Flashes’ flying the Vought F-8J Crusader, VA-153 ‘BlueTail Flies’ flying the Ling-Temco-Vought (LTV) A-7A Corsair II, VA-215 ‘Barn Owls’ and VA-155 ‘Silver Foxes’ flying the A-7B Corsair II, VAQ-130 ‘Zappers’ Detachment 3 flying the Douglas EKA-3B Skywarrior, VFP-63 ‘Eyes of the Fleet’ Detachment 34 flying the Vought RF-8G Crusader, VAW-111 ‘Early Elevens’ Detachment 1 flying the Grumman E-1B Tracer, HC-1 ‘Pacific Fleet Angels’ Detachment 5 flying the Kaman UH-2C Seasprite, and VQ-1 ‘World Watchers’ Detachment 34 flying the Douglas EA-3B Skywarrior.

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CVW-19 EKA-3B. image via national naval aviation museum

The Movie Star and a Plot Twist

The Big O starred in several films. The shipboard scenes for the 1954 Paramount film ‘The Bridges at Toko-Ri’ starring William Holden, Grace Kelly, Fredric March, and Mickey Rooney were filmed aboard, as were similar shots for the 1954 MGM feature ‘Men of the Fighting Lady’ starring Van Johnson, Walter Pidgeon, and Keenan Wynn. Much later in 1997 when the ship was laid up prior to scrapping, scenes from the 1998 Universal film ‘What Dreams May Come’ starring Robin Williams, Cuba Gooding Jr., and Max Von Sydow were filmed aboard. Talk about plot twists- Oriskany was not scrapped. In 2006 she was intentionally sunk off Pensacola , Florida in the Gulf of Mexico as an artificial reef.

a starboard bow view showing the decommissioned us navy usn intrepid class bbe178 1600
Oriskany becoming a gulf coast reef. image via national archives

WATCH: This is How You Restore a DH.98 Mosquito

Bill Walton
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WATCH: This is How You Restore a DH.98 Mosquito

The Owner of This Beautifully Restored ‘Mossie’ Shares Both Mosquito History and His Story

Mosquito FB Mk.VI serial number PZ474 (reg N474PZ) left the factory in 1945. The aircraft entered service with a Royal Air Force (RAF) operational training unit (OTU) and was then sold to the Royal New Zealand Air Force (RNZAF). The airplane spent neglected decades in California before going back to New Zealand in 2014 for a four-year restoration by Avspecs in Auckland. Warbird collector Rod Davis (EAA Lifetime 498155) brought his Magnificent Mossie to EAA AirVenture 2019 where it drew quite a crowd. Enjoy as Rod tells the story of this beautiful restoration along with some great Mosquito history, uploaded to YouTube by EAA.

[youtube id=”SkQURW-E3yI” width=”800″ height=”454″ position=”left”]

“We’re not saving the world by doing it but we’re kind of honoring the people that did.” How’s that for a quote? The DH.98 Mosquito, AKA the ‘Wooden Wonder’ or ‘Mossie,’ was adapted into the photo-reconnaissance, medium bomber, fighter, fighter-bomber, night fighter, high-altitude interceptor, torpedo bomber, trainer, and target tug roles. Produced from 1940 to 1950, Mosquitos rolled out of six different UK plants along with plants at Toronto in Canada and Sydney in Australia. These flexible aircraft were adapted into more than 40 different variants.

2020 02 13 21 00 49 131 Rod Lewis de Havilland Mosquito YouTube
image capture from video

During their service, Mosquitos underwent refinement and development as the war progressed. Uprated Rolls-Royce Merlin liquid-cooled piston engines turning 3-bladed constant-speed propellers propelled all Mosquito variants. Uprated engines and engine superchargers, exhaust manifold designs, fuel capacities, armor protection, wing and empennage spans and sizes, ordnance payload and delivery systems, radar systems, pressurization systems, camera configurations, and bomb bay configurations drove those version number changes.

2020 02 13 21 01 11 131 Rod Lewis de Havilland Mosquito YouTube
Image capture from video

Mosquitos served with the Royal Australian Air Force, Belgium, Royal Canadian Air Force, Republic of China Air Force, People’s Liberation Army Air Force, Czechoslovak Air Force, Dominican Air Force, French Air Force, Haitian Air Force, Israeli Air Force, Royal New Zealand Air Force, Royal Norwegian Navy Air Service, Royal Norwegian Air Force, Polish Air Forces (in exile in Great Britain), South African Air Force, Soviet Air Force, Royal Swedish Air Force, Swiss Air Force, Turkish Air Force, Royal Air Force, Royal Navy (Fleet Air Arm), United States Army Air Forces, and SFR Yugoslav Air Force. In May of 1963 No. 3 Civilian Anti-Aircraft Co-Operation Unit (CAACU) retired the last operational RAF Mosquitos.

De Havilland Mosquito 19963002805 wallycacsabrea
image via wallycacsabre

Alaska Takes Swipe At Delta in Seattle With American Codeshare and International Partnership

Avgeekery
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Alaska Takes Swipe At Delta in Seattle With American Codeshare and International Partnership

American and Alaska Airlines made significant announcements this week to counter the growth of Delta Air Lines in the Seattle market. The airlines took a two prong strategy to counter Delta’s recent international and domestic growth in the Pacific Northwest.

If you recall, Alaska Airlines used to have limited codeshares with both American and Delta Air Lines. Alaska leveraged the strength of its Seattle hub and Alaskan routes to play nice with both airlines. Alaska even fed Delta’s international service from Seattle, a remnant of Northwest Airlines international network focused on routes to Asia. Back in 2017 things started to change. Delta strategically pulled out of the codeshare with Alaska. Shortly after the Delta-led divorce, Delta introduced a host of routes that competed directly against Alaska. American largely stood silent…until now.

Alaska joins One World Alliance

On Thursday, Alaska Airlines announced that they intend to join the One World alliance. Beginning immediately, Alaska will allow members of their frequent flyer program to book reward travel on American Airlines, the principle airline of One World. Over the next 18 months, the airline will gradually become more entrenched in the alliance until they achieve full membership into One World in mid-2021. For Alaska, this is a definitive shot across the bow against Delta. Many had expected Alaska to make sure a move sooner but the merger with Virgin America was an impediment.

Alaska joining the One World alliance is also a clear win for both American and all of the other member airlines of One World. It will greatly expand Alaska’s access to international destinations and will give its frequent flyers access to one of the largest network of lounges in the world.

alaska plan
Alaska Airlines released a timeline outlining the steps to fully integrate into the One World Alliance. (Image: Alaska Airlines)

American Announces International Service From Seattle

As part of the announcement, American also announced its intentions to serve Bangalore, India non-stop from Seattle utilizing its Boeing 787-9 jets beginning in the fall of this year. American also announced intentions to serve London Heathrow non-stop from Seattle in 2021. Both routes will have Alaskan codeshare on the flights. While American isn’t matching Delta’s international presence, it is a clear shot across the bow to Delta that American and Alaska won’t allow Delta to grow unchecked in the region.

In addition to American’s new service, Alaskan flyers will be able to earn MVP miles on American’s domestic and international flights later this spring.

The announcement is good news for Alaska and American. It is also a well overdue step by both airlines to confront Delta’s growing Pacific Northwest network. The combined offering of American and Alaska will make them the largest presence in the region. The codeshare and routes are pending approval by regulators but aren’t expected to be denied in this more permissive regulatory environment.

Alaska Airlines Codeshare
Alaska Airlines announced a codeshare with American Airlines and that they are joining the One World Alliance. (Photo: Avgeekery)

WATCH: JASDF F-4 Phantoms Phlying Japanese Skies

Bill Walton
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WATCH: JASDF F-4 Phantoms Phlying Japanese Skies

Taking a Look Back at the Last Phew Phantoms Phlying with the JASDF

The Nihon Koku Jietai (or) Japanese Air Self Defense Force (JASDF) has been operating Phabulous Phantoms since 1972. They still operate F-4EJ and RF-4EJ Phantom IIs from Hyakuri Air Base at Omitama, in Ibaraki Prefecture, Japan. We’ve got some great Phantom Phootage here, so turn it up to 11 and enjoy the show(s), all uploaded to YouTube by 1-300B.

[youtube id=”0cklIyJ9Zm8″ width=”800″ height=”454″ position=”left”]

Japan replaced their Lockheed F-104 Starfighter interceptors with F-4EJ Phantom IIs license-built by Mitsubishi Heavy Industries beginning in 1972. McDonnell Douglas built two F-4EJ prototypes which began flying during January of 1971. The remaining 125 F-4EJs were all assembled or entirely built in Japan. Japanese F-4EJs were not equipped with the AN/AJB-7 bombing computer system or inflight refueling equipment. Production of the F-4EJ ended in 1981 with the last F-4 variant built anywhere in the world.

[youtube id=”YCJW48bD1bI” width=”800″ height=”454″ position=”left”]

The 14 JASDF RF-4EJs were all built by McDonnell-Douglas between November of 1974 and June of 1975. These examples were based on the United States Air Force (USAF) RF-4C variant. However, export restrictions on certain sensitive equipment resulted in Japanese-built radar warning receivers and other equipment being installed in place of the American black boxes normally installed in RF-4Cs. The JASDF 8th, 301st, 302nd, 303rd, 304th, 305th, and 306th Hikōtai (squadron[s]) have all operated the F-4EJ. The 501st Hikōtai operates the RF-4EJ.

[youtube id=”_iVdCvf832Y” width=”800″ height=”454″ position=”left”]

The F-4EJ and RF-4EJ fleets were upgraded to improve their capabilities during the late 1980s and 1990s. F-4EJs received the more advanced APG-66 radar, improved defensive avionics, and the ability to deliver both ground attack and anti-shipping weapons. F-4EJs so upgraded were designated F-4EJ Kai. RF-4EJ Kai upgrades included an improved Japanese-engineered and built AN/APQ-172 radar system and radar warning receiver system. A total of 17 F-4EJs were also converted to RF-4EJ specifications but without internal camera systems, employing pod-mounted optical and electronic reconnaissance equipment.[youtube id=”RV1QT_rbvuQ” width=”800″ height=”454″ position=”left”]

WATCH: C-133 Cargomasters Hauled it All Longer and Faster

Bill Walton
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0
WATCH: C-133 Cargomasters Hauled it All Longer and Faster

These Record-Setting First-of-Their-Kind Strategic Airlifters Circled the Globe

Anyone who frequents Avgeekery.com knows we’re big Douglas C-133 Cargomaster fans. We’ve featured the big strategic airlifter in stories before, but this recently-discovered film deserves attention from Avgeekery Nation too. The film ‘The Long Right Arm’ features MATS at its finest and most critically important time. And not only is the viewer treated to an eyeful of C-133 footage, but there is quite a bit of screen time devoted to the Douglas C-124 Globemaster II as well. So enjoy the film, which was uploaded to YouTube by Periscope Film.

 [youtube id=”m_VyZaxJhQY” width=”800″ height=”454″ position=”left”]

C-133s Went Everywhere With Everything

While the film chronicles airlift efforts going back to the Berlin Airlift and the Korean War, C-133s carried what needed to be carried wherever it needed to be. The film features then-current missile systems such as the Nike missile system, Thor intermediate-range ballistic missile (IRBM), as well as other strategic cargo including turbojet engines for the McDonnell Douglas F-4 Phantom II. When it came to supporting construction of the Distant Early Warning (DEW) radar systems, many of them located above the Arctic Circle, the C-133 was there.

Unloading Atlas Launch Vehicle GPN 2003 00041a
Image via National Museum of the US Air Force

When 50 Seemed Like Many More

Only 50 C-133s (35 C-133As and 15 C-133Bs) were built by Douglas starting in 1956. The innovative airlifters went from drawing board straight to production; no prototypes were built. Although C-133s ranged all over the planet and carried critically important cargo to nearly every allied country on Earth, they were based at only two Air Force Bases:  Travis AFB in California and Dover AFB in Delaware. C-133s set world speed and payload records early on, and their distinctive droning engine/propeller sound was instantly recognized everywhere they went.

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Image via National Museum of the US Air Force

Uniquely Capable Until…

C-133s went right on hauling and droning after the Air Force reorganized commands, redesignating MATS as Military Airlift Command (MAC) in 1966. By then Cargomasters were providing critical support to Tactical Air Command squadrons in a faraway land called Vietnam. Lockheed’s C-141 Starlifter would shoulder a respectable portion of the airlift mission to WestPac, but with a larger and longer cargo bay, the C-133 still contributed. But the C-133s were well past their prime and simply worn out. It was only when the Lockheed C-5 Galaxy began serving in 1971 that C-133s were able to take a breather. Once the C-5 was found to be a viable replacement, the C-133 fleet began those sad last flights to the boneyard that same year.

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Image via national museum of the us air force
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