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The Flawless Diamond: Digging Deeper Into The Blue Angels Atrium Skyhawks

Bill Walton
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The Flawless Diamond: Digging Deeper Into The Blue Angels Atrium Skyhawks

If you have ever been to the National Naval Aviation Museum (NNAM) at Naval Air Station (NAS) Pensacola, you have no doubt seen the Blue Angels Atrium. The atrium is impressive enough in its own right, and since it was completed in 1990 it has been used for all sorts of special events and ceremonies. Boasting 10,000 square feet and 75 feet of vertical maneuvering room, the virtual centerpiece of the museum has a centerpiece of its very own.

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Blue Angels A-4Fs. Official US Navy photograph.

Hanging majestically from the ceiling framework are four very blue McDonnell Douglas A-4F Skyhawk jets flying in a forever perfect diamond formation. The familiar blue and gold high-gloss paint recalls the Blues’ Skyhawk era (12/74-11/86). The aviation archaeologist and Blue Angels fan in all of us might wonder where, when, and with whom these jets served. Not surprisingly all four of the suspended jets flew with the Blues, and all saw combat in Vietnam, but there are a few surprises…starting with Ship #1.

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VT-21 TA-4Js. Official US Navy photograph.

Ship #1 flying lead in the Atrium is actually a TA-4J two-seat trainer with the nose section/cockpit section from an A-4F bolted on. The TA-4J (Bureau Number or BuNo 155076) trained student naval aviators with Training Squadron TWO ONE (VT-21) Redhawks and VT-22 Golden Eagles of Training Wing TWO (TW-2) from 1969 until 1994, when the jet was retired and parked at the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis-Monthan Air Force Base (AFB) near Tucson in Airizona.

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VA-125 A-4F. Official US Navy photograph.

In order for A-4F BuNo 154180 to represent a Blue Angels A-4F, the nose section from 154180 was mated to the still-viable aft fuselage, wings, and empennage from TA-4J BuNo 155076. A-4F BuNo 154180 entered Navy service with US Navy Attack Squadron ONE TWO FIVE (VA-125) Rough Raiders in 1967. The jet was also flown by VA-93 Blue Blazers and VA-23 Black Knights between ’67 and ’69. Marine Attack Squadron TWO ONE ONE (VMA-211) Wake Island Avengers and VMA-311 Tomcats flew 154180 until 1970.

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VF-43 A-4F. Official US Navy photograph.

VA-22 Fighting Red Cocks flew the jet from 1970 until 1974, when its assignment shifted to the Naval Air Test Center at NAS Patuxent River. In 1975, the jet went to Fighter Squadron FOUR THREE (VF-43) Challengers to fly the adversary role in air combat training for five years. The Blue Angels began flying 154180 in 1980 and the aircraft flew shows with the Blues right up until they transitioned to the McDonnell Douglas F/A-18 Hornet in November of 1986. Ship #1 was pieced together from 155076 and 154180 for the display at NNAM.

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VA-212 A-4F. Official US Navy photograph.

Ship #2 (BuNo 154983) and flying right wing in the Atrium, entered Navy service in 1967 with VA-212 Rampant Raiders. VA-55 Warhorses began flying the jet in 1969, followed by VA-125 Rough Raiders and VA-144 Road Runners in 1970. For the next two years 154983 flew with none other than “Pappy” Boyington’s own VMA-214 Black Sheep. After serving with VA-127 Royal Blues between late 1972 and 1975, the jet was selected as one of the original Blue Angels A-4F Skyhawks and flew with the Team for several years before retirement and eventual display at NNAM.

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VA-127 A-4F. Official US Navy photograph.

Ship #3 (BuNo 155033) and flying left wing overhead, entered Navy service in 1968 with VA-125 Rough Raiders. The jet finished out the 1960s flying with VA-153 Blue Tail Flies and VA-164 Ghost Riders. The 1970s began with 155033 assigned to VMA-223 Bulldogs. After five years with the Marines the jet went to Composite Squadron SEVEN (VC-7) Red Tails at NAS Miramar until 1978, when 155033 went east to continue serving as an adversary aircraft, but with VF-43 Challengers.

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VC-7 A-4F. Official US Navy photograph.

After helping to keep East Coast fighter pilots on their toes for a few months with VF-43, the jet was called to duty with the Blue Angels in 1978. But 155033 seemed destined for adversary work, going back to Miramar with VC-7 again in 1979 before returning to the Blues for part of the 1980 season. Miramar welcomed the jet back once again for a final time before retirement, but this time for duty with the Naval Fighter Weapons School…or TOP GUN.

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TOP GUN A-4F. Official US Navy photograph.

Ship #4 (BuNo 154217) and flying slot in the Atrium, entered Navy service in 1967 with VA-113 Stingers. Duty and combat with VA-22 Fighting Red Cocks followed. In 1971 154217 went to the Marines as the only A-4F to serve with Headquarters and Maintenance Squadron ONE THREE (H&MS-13) Outlaws. Soon thereafter VMA-214 Black Sheep flew the jet. Between 1971 and 1975, 154217 saw service with VA-127 Royal Blues, VMA-214 yet again, and VMA-223 Bulldogs.

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VF-43 A-4Fs. Official US Navy photograph.

Assigned to VC-7 Red Tails at Miramar beginning in 1975, 154217 spent the next four years flying adversary and target towing sorties in sunny Southern California. Called east for duty with VF-43 Challengers in 1979, the jet swapped coasts and climes but not roles. Adversary missions against East Coast F-4 Phantom and F-14 Tomcat pilots filled most of the aircraft’s logs. It wasn’t until 1984 that 154217 wore blue and gold, staying on the Team until replaced in 1986…by those pesky Hornets.

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Blue Angels A-4F. Official US Navy photograph.

Many believe the Blues were at their best when flying the Skyhawk. The Blue Angels Atrium at NNAM pays tribute to those dangerous but seemingly simpler days. The author would like to acknowledge the A-4 Skyhawk Association and the Forgotten Jets websites used (with several others) to cross-check and verify the historical data presented in the piece. Skyhawks Forever!

The Canadian Snowbirds: Watch Their 2017 Season in Review

Bill Walton
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The Canadian Snowbirds: Watch Their 2017 Season in Review

The Canadian Forces 431 Air Demonstration Squadron, known to most airshow fans as the Royal Canadian Snowbirds, wrapped up their 2017 show season October 14th and 15th at Gowen Field Air National Guard Base (ANGB) in Boise Idaho. The event, Gowen Thunder, also featured the USAF Thunderbirds and many other attractions. This video, uploaded to YouTube by Match Productions, captures the essence of a Showbirds show via clips from most of them. Enjoy!

[youtube id=”DGba0r6tpZQ” width=”800″ height=”454″ position=”left”]

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Image courtesy Canadian Forces 431 Air Demonstration Squadron

The 2017 show season got off to a rocky start for the Snowbirds. The team cancelled seven Canadian and US shows between May 13th and June 4th for a safety stand down spent at their home base, 15 Wing Moose Jaw or CFB Moose Jaw in Saskatchewan. The team felt that poor weather conditions during the early practice season led to too many cancelled practice sessions and limited the quality of several more. The call was made by Snowbirds Team Lead Major Patrick Gobeil.

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Image courtesy Canadian Forces 431 Air Demonstration Squadron

The Snowbirds fly Canadair CT-114 Tutor single engine jet trainers that are on average older than their pilots. The Snowbirds have been pleasing and impressing airshow crowds since 1971. The Snowbirds first became featured performers at the EAA Fly-In Convention at Oshkosh, Wisconsin in 1976. Regulars at Fly-Ins between 1976 and 1983, the Snowbirds were committed elsewhere and focused primarily on performances in their Canadian homeland. After far too long an absence, the team returned to Oshkosh in 2016 and performed at the renamed EAA AirVenture Oshkosh.

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Image courtesy Canadian Forces 431 Air Demonstration Squadron

That Time a Navy Hornet Shot Down a Navy Hawkeye

Bill Walton
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That Time a Navy Hornet Shot Down a Navy Hawkeye

Sadly Blue on Blue Sometimes Happens, But There’s More to This Story

On 8 July 1991, a US Navy Grumman E-2C Hawkeye early warning and control aircraft was shot down by a US Navy McDonnell Douglas F/A-18C Hornet approximately 40 miles southeast of Cyprus in the eastern Mediterranean Sea. The Hornet utilized its M61A1 20 millimeter Vulcan cannon to splash the Hawkeye. There were no casualties. This was not a blue-on-blue mishap. Because this shoot-down was not an accident.

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VFA-137 F/A-18C. Official US Navy photograph

When Do You Have to Sink Your Own?

The Hawkeye, belonging to Carrier Early Warning Squadron ONE TWO TWO (VAW-122) Steeljaws, experienced an inflight fire in its starboard side Allison T-56-A427 turboprop engine nacelle during a routine monitoring mission while assigned to Carrier Air Wing SIX (CVW-6) aboard the aircraft carrier USS Forrestal (CVA-59). Forrestal was in the area as part of the forces committed to Operation Provide Comfort. The aircraft’s onboard fire suppression systems were unable to extinguish the fire. With few options available to them and the Hawkeye’s crew in grave danger, a decision had to be made quickly.

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VAW-121 E-2C. Official US Navy photograph

A Harrowing Experience That Ended Safely for the Crew

The Hawkeye, AKA Hummer, carried a crew of five- pilot LCDR John M. Yurchak, co-pilot LT Vincent C. Bowhers, Jr., and systems operators/controllers LTJG Robert A. Forwalder, LTJG John S. Lemmon, and LTJG Terry S. Morris. Knowing that the aircraft was not recoverable and fearing that the E-2C might fly into a populated area before coming down on its own, the aircraft commander ordered the crew to exit the aircraft and they did so via parachute. Then LT William “Maggot” Reilly, flying a VFA-132 Privateers F/A-18C Hornet, gunned the Hawkeye down. Ironically, “Maggot” scored the Forrestal’s first aerial victory during this “engagement.” All five Steeljaws crew members were rescued with no significant injuries by HS-15 Red Lions Sikorsky SH-3H Sea King helos from the Forrestal and by the Ticonderoga-class guided missile cruiser USS Yorktown (CG-48).

SH 3H Sea King over HS 15 on USS Forrestal CV 59 in September 1988
HS-15 SH-3H. Official US Navy photograph

CVW-6 Lineup Aboard the Forrestal in the Med

During this, Forrestal’s final combat deployment, CVW-6 consisted of VF-11 Red Rippers and VF-31 Tomcatters flying the Grumman F-14A Tomcat, VFA-132 Privateers and VFA-137 Kestrels flying the McDonnell Douglas F/A-18C Hornet, VA-176 Thunderbolts flying the Grumman A-6E Intruder, VAW-122 Steeljaws flying the Grumman E-2C Hawkeye, VAQ-133 Wizards flying the Grumman EA-6B Prowler, VS-28 Gamblers flying the Lockheed S-3B Viking, and HS-15 Red Lions flying the Sikorsky SH-3H Sea King. The deployment began on May 30th 1991 and concluded on December 21st 1991.

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USS Forrestal marking 108 days at sea. Official US Navy photograph

Red Flag: Celebrating Decades of Red on Blue Pulling Gs Over the Desert

Bill Walton
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Red Flag: Celebrating Decades of Red on Blue Pulling Gs Over the Desert

The film RED FLAG was made by the United States Air Force (USAF) during the 1980s. In the film, narrated by none other than James Earl Jones and scored by John Williams, Air Force personnel from BB stackers to gas passers and trash haulers to gunfighters are depicted while engaged in some of the most realistic training in existence at the time. The combination of Williams’ score, Jones’ narration, and gorgeous air-to-air footage make this a must-see. The film was uploaded to YouTube by PersicopeFilm

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Red Flag has evolved into even more comprehensive and realistic simulated combat as lessons learned since its inception in 1975 have been integrated into the training scenarios. In addition to the USAF units involved, the US Navy, US Marine Corps, US Army, and scores of allied nations have sent or send “Blue Force” personnel to Nellis Air Force Base (AFB) outside Las Vegas to train with the “Red Force” 64th Aggressor Squadron (AS) of the 57th Adversary Tactics Group (57 ATG).

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64th AS F-16s. Official US Air Force photograph

The 64th AS flies the General Dynamics F-16C and F-16D Fighting Falcon. Up until 2014 the inactivated 65th AS flew the McDonnell Douglas F-15C and F-15D Eagle. These aggressor jets, going all the way back to the Northrop F-5E Tigers first dedicated to the aggressor role, have worn some of the most striking paint schemes ever seen on Air Force jets. Over the years the Air Force has also based adversary training aircraft at RAF Alconbury in the UK (527th AS) and at Clark Air Force Base in the Philippines (26th AS).

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33rd Wing F-15s. Official US Air Force photograph

Currently the 64th AS along with the 18th AS based at Elmendorf AFB in Alaska both operate the F-16C and F-16D. Several Red Flag exercises are conducted by the United States Air Force Warfare Center (USAFWC) each year with training activities split between Alaska and the Nevada Test and Training Range near Nellis. As often as possible, weapons that might be employed by adversary forces and live ammunition are incorporated into the two week long training cycles.

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527th AS F-5Es. Official US Air Force photograph

Other units assigned to the 57th Wing provide specialized training. The 507th Air Defense Aggressor Squadron (507 ADAS) provides electronic ground defenses and communications, and radar jamming equipment. The active-duty 527th Space Aggressor Squadron (527 SAS), and the Air Force Reserve Command 26th Space Aggressor Squadron (26 SAS) also provide GPS jamming. The Red Force command and control organization simulates a realistic enemy integrated air defense system (IADS).

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F-111D at Red Flag in 1980. Official US Air Force photograph

A typical year of training will involve more than 500 aircraft flying more than 20,000 sorties. More than 5,000 aircrews and 14,000 support and maintenance personnel are kept sharp over multiple sessions. Four Red Flags, each exercise consisting of a variety of dissimilar air combat training (DACT), strike and attack, suppression of enemy air defense (SEAD), airlift, air refueling, and reconnaissance missions, take place each year. Add to that the ten Green Flag close-air-support (CAS) exercises with US Army units and the one Maple Flag exercise with the Royal Canadian Air Force, and you’re looking at more, and more realistic, training than ever before

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33rd Wing F-15. Official US Air Force photograph

Northrop T-38 Talon trainers (the very first jets used for USAF aggressors), Lockheed C-141 Starlifter airlifters, Boeing KC-135 Stratotanker tankers, McDonnell Douglas F-15A Eagle fighters, and Northrop F-5E Tiger aggressors are featured in the film. Briefly appearing are McDonnell Douglas F-4E Phantom IIs, Republic A-10A Thunderbolt IIs, and General Dynamics F-16 Fighting Falcons.

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T-38s. Official US Air Force photograph

Red Devils: Legendary Marine Corps Heroes

Bill Walton
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Red Devils: Legendary Marine Corps Heroes

One of the Most Awarded and Decorated Marine Corps Squadrons

This gorgeous high definition video, titled “The Man of Red Devils” features Marine Fighter Attack Squadron TWO THREE TWO (VMFA-232) Red Devils operating their McDonnell Douglas (Boeing) F/A-18C Hornet strike fighters from Ibaraki Airport/Hyakuri Air Base near Tokyo in Japan. It’s not often such visually striking footage is available to the general public, so don’t miss this one! 1-300 shot, edited, and uploaded the video to YouTube. You don’t have to be a “fighter attack guy” to appreciate this sweet eye candy jet footage. Enjoy!

[youtube id=”IpFcWWqwA7I” width=”800″ height=”454″ position=”left”]

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Official US Marine Corps photograph

VMFA-232’s storied history begins in 1925 at Naval Air Station (NAS) San Diego when the squadron first adorned their Vought VE-7SF biplanes with the Red Devil insignia. The squadron deployed for the first time in 1927. The Red Devils were designated Marine Bombing Squadron 2 for a few years before becoming Marine Scout Bombing Squadron 232 (VMSB-232) prior to the attack on Pearl Harbor in 1941. While VMSB-232 flew Douglas SBD Dauntless dive bombers they were the first squadron to land at Henderson Field on Guadalcanal.

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Official US Marine Corps photograph

In 1943 the squadron switched to flying Grumman TBF-1 Avenger torpedo bombers, becoming Marine Torpedo Bombing Squadron 232 (VMTB-232). The Red Devils earned two Presidential Unit Citations during World War II. In 1948 the squadron became VMF-232 flying Grumman F6F-5 Hellcats. They then transitioned to the Vought F4U-4 Corsair. VMF-232 then flew Grumman F9F Panthers, followed by North American FJ-4 Furies. When setting sortie and munitions delivered records flying Vought F-8D Crusaders they were designated VMF(AW)-232.

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Official US Marine Corps photograph

In 1967 the Red Devils were redesignated VMFA-232 when they began flying the McDonnell Douglas F-4B Phantom II. They were the last Marine Corps squadron to rotate out of Southeast Asia in 1973. The Red Devils earned the first of four Robert M. Hanson awards as the Marine Fighter Attack Squadron of the Year in 1974. VMFA-232 transitioned from the F-4J Phantom II to the McDonnell Douglas F/A-18A Hornet in 1989. In the thick of Desert Storm, Iraq, Afghanistan, and more, The Red Devils are obviously still going strong and proud of it.

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Official US Marine Corps photograph

American’s Long-Haul Flights to Feature More Legroom In Coach?

Holly Riddle
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American’s Long-Haul Flights to Feature More Legroom In Coach?

It’s something that can make a world of difference in your flight. Too little of it and you’re in for, at the very least, a few hours of misery. Just the right amount or more and you could sit on that plane for hours on end, enjoying the entertainment, WiFi, and pretzels. We’re talking about economy legroom and it’s something that’s changed a bit over the years when it comes to American Airlines. 

Previously, American Airlines had given passengers about 31 inches of seat pitch in the economy cabin, though that could sometimes be less on some aircraft. This is very similar to most of the major U.S. airlines, save for the budget carriers. 

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Photo: American Airlines

Then, last summer, AA announced a plan to reduce legroom in economy by two inches to 29 inches of seat pitch, putting AA more in line with some of the ultra-budget carriers. The plan was not to reduce room for the entire cabin, though; rather, this change would just occur to three rows. The rest of the seats would just be cut by one inch. The hope was, the extra room would allow for more seats on 737 Max aircraft and eventually the older 737s.

However, in spite of this, the more recent news is that American is switching up its economy-class cabins on many other planes, retrofitting aircraft with seats that allow for more legroom — the airline’s premium economy offering, Main Cabin Extra.

What Does Main Cabin Extra Mean?

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Photo: American Airlines

Main Cabin Extra seats in the economy cabin are wider and have more legroom. They’re still in coach, but they cost a little bit extra and offer a somewhat higher level of service. Paying for more room throughout coach isn’t even that much more expensive, though; in fact, getting those extra few inches of legroom, which can make all the difference, can cost as little as $20, dependent on your route.

Currently, American’s entire fleet of 67 Boeing 777 aircraft are being refitted with Main Cabin Extra seats, with complete reconfiguration finished by December. 

Little Extra Perks

The extra legroom is hardly the only thing to love about Main Cabin Extra. Starting in June of this year, American Airlines offered passengers in Main Cabin Extra an even posher perk, similar to what you’d find in business or first class — complimentary beer, wine and spirits. 

Other new perks added to Main Cabin Extra this summer include priority access to overhead bin storage space and earlier boarding than regular economy ticket holders. 

With these ultra-attractive benefits, obviously some are hoping to get in on the action without paying an up-charge. American Airlines reported that it’s been having to deal with passengers sneaking into empty Main Cabin Extra seats during the hectic boarding process, hoping to blow past potentially unaware flight attendants. 

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American Airlines 777. Image public domain via Wikipedia.

Photo Essay: World War II Birds At Reading

Randy Jennings
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Photo Essay: World War II Birds At Reading

READING, PA – Hosted by the Mid-Atlantic Air Museum, this year’s 28th World War II Weekend airshow proved a success even with the forecast of inclement weather.
Held at the Reading Regional Airport, the show is the premiere East Coast airshow to focus solely on the era of the Second World War. While unfortunately a few aircraft, such as the F4U Corsair and P-63 Kingcobra had to cancel on account of weather, participating warbirds made for a wonderful time.

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At the top of the ticket were the world’s only two airworthy B-29s, Fifi and Doc. Fifi preformed for the crowd both days of the show, while Doc was on static display. There were a couple of B-17 Flying Fortresses and four B-25 Mitchells that took part in aerial demonstrations or were parked on the flight line. Fighters took to the air with formation flights by a P-51 Mustang and a P-40 Tomahawk, while Greg Shelton beat up the field with an impressive demonstration with his FM-2 Wildcat. U.S. Navy TBM Avenger and SBD Dauntless once again battled with replica Japanese Kate and Val bombers.

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The show also offers the unique opportunity for everyone to purchase rides in these historic warbirds. Such rides last thirty to forty minutes or so, including taxing and waiting clearance for takeoff. Operating and maintaining these aircraft are not a cheap endeavor. Original parts are of course increasingly scarce, while many parts are newly made at a steep price. The proceeds, from selling these rides, go towards keeping these historic aircraft flying. This way the people and organizations who keep these planes flying can continue showcasing these wonderful warbirds for the enjoyment and education of current and future generations.

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Less than perfect weather impacted the weekend’s flying. Flight operations were briefly stopped, as rain showers hit the field. The low cloud cover forced some acrobatics to be throttled back for safety reasons. While the parachute drop, by the WWII Airborne Demonstration Team, had to be scrubbed, again because of the low ceiling. Still the weather did not overly affect the show’s program nor the overall enjoyment of the crowd.

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In addition to the warbird activities, there was a large contingent of WWII reenactors representing: American, British, French, Chinese, Japanese and German soldiers and civilians. Besides educating the crowd about the life during the war, the reenactors also staged a mock battle between American and German forces. Once again the intrepid American G.I.s defeated the Germans. The Marines staged the planting of the American flag on Iwo Jima. This is the only airshow, which I know of, where one can see Sherman tanks drive down the apron amongst warbirds on static display.
Reenacting was not limited to martial displays, but also extended to what civilian life was like during the war. Live performances of music as well as acts by “Abbott and Costello” could be enjoyed live on stage. Prime Minister Churchill and President Roosevelt also made an appearance to show allied strength and unity.

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Next year’s airshow is already set for June 7, 8 and 9. So plan ahead and put it on your 2019 airshow schedule. Trust me, you will not be disappointed.

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Historic B-17 Flying Fortress ‘Aluminum Overcast’ touring across America

Charles Atkeison
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Historic B-17 Flying Fortress ‘Aluminum Overcast’ touring across America

ATHENS, Ga. — A Boeing B-17 Flying Fortress has launched on a new mission across the United States visiting airports and generating an interest in a warbird which helped the allies win a world war.

The B-17G is known as Aluminum Overcast, and is one of the last flight worthy B-17s still able to soar great distances. Owned by the Experimental Aircraft Association in Oshkosh, Wisconsin, this B-17 and her crew are busy today educating visitors both young and old on the importance of its missions during the Second World War.

The B-17 served as a heavy bomber during World War II, flying bombing runs over Europe against Germany and Italy and across the southern Pacific. Sporting four prop engines mounted on its 104-foot long wing span, Aluminum Overcast was delivered to the U.S. Army Air Corps in May 1945.

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The cockpit of ‘Aluminum Overcast’ including a few modern displays of 21st century. (Charles Atkeison)

Overcast was not entered into military action, however today it is a stirring reminder of the nearly 4,730 which were lost during war time. During a ten year period beginning in 1936, approximately 12,735 B-17s were constructed.

“It’s extremely humbling to be sitting there knowing that 22 year-olds with a couple hundred hours were flying this thing into combat,” Aluminum Overcast pilot and docent Rex Gray discussed during a recent stop in Athens-Epps Airfield in Georgia. “There’s not a flight that goes by that I don’t think about that, and I’m still impressed by what those guys did.”

Each B-17 carried a nine or ten person crew, including a pilot and co-pilot, navigator, togglier, ball turret, radio, engineer, tail gunner, and two waist gunner. As visitors travel within the aircraft’s interior, you can view the crew’s positions, study their machine guns and radio equipment as you experience a living history exhibit that you can participate in.

The EAA Aluminum Overcast‘s paint displays the colors of the 398th Bomb Group — one of several bomb groups based in England. The B-17s of the 398th flew support and bombing missions from England between May 1944 until the wars end in April 1945.

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The radio operations station aboard the B-17 Flying Fortress. (Charles Atkeison)

As the B-17 soars across the skies on her mission flight it burns about 200 gallons of fuel per hour. Each of its four engines holds 37 gallons of oil and 1700 gallons of fuel. During the war, many of the B-17s were fitted with auxiliary fuel tanks.

“We do a preflight on the airplane open it all up, and do all check outs to ensure its all functioning properly,” B-17 crew chief Jeff Martin for Aluminum Overcast explained as we stood beside the silver bomber. “All the flight controls are in good order, no leaks — its a radial engine and so they all leak — and walk around the aircraft to make sure there’s no damage.”

Martin is one of the team’s two crew chiefs, and he states one of them always flies with the aircraft. He noted he listens for “any hiccups in the motor”.

This B-17G served several years as an aerial mapping platform over southeast Asia during the 1950s. It was the veterans of the 398th who assisted with donations to help fund the bomber’s restoration in 1983.

“We hear people talk about ‘well I’m gonna fly on this some day’, and there’s no getting around it it is expensive — there’s no getting around it it is expensive,” Gray began. “I encourage people if they have any inclination at all to go to throw out the credit card, do what ever they have to do, and go.”

Guests can take a special flight into history as they travel aboard the B-17 Flying Fortress during its many airport visits. Advanced reservations are recommended including full details and availability, however walk-ups will be available based on limited seating.

“This airplane is 73 years-old and there’s not very many of them left, and one day EAA and other organizations will say this is too valuable to fly,” Gray added. “If you want to do it, do it now, as one day the only way you’re gonna see it is behind velvet ropes in a museum.”

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‘Aluminum Overcast’ is one of five flight worthy B-17s in North America today. (Charles A Atkeison)

Martin summed up his feelings of the storied past of the B-17 program as we stood inside the cockpit region. “It’s a privilege being apart of this, and I still get goosebumps when I think of what the fellas went through overseas,” he said. “They had a rough time of it as the aircraft flew at 25 to 30,000-feet, 40 below zero outside, and just being in the aircraft was dangerous enough let alone people shooting at you and trying to take you out of the sky.”

The Aluminum Overcast 2018 Tour continues thru November:

June 22-24 – Knoxville, TN – McGhee Tyson Airport
June 29-July 1 – Greenwood, IN – Indy South Greenwood Airport
July 3 – Valparaiso, IN – Porter County Regional Airport
July 6-8 – Romeoville, IL – Lewis University Airport
July 20-22 – Madison, WI – Dane County Regional Airport-Truax Field
July 23-29 – AirVenture – Oshkosh, WI
August 24-26 – Waukegan, IL – Waukegan National Airport
August 28 – Richmond, IN – Richmond Municipal Airport
August 31-September 3 – Cincinnati, OH – Lunken Field
September 7-9 – State College, PA – University Park Airport
September 14-16 – Ithaca, NY – Ithaca Tompkins Regional Airport
September 21-23 – Rutland, VT – Rutland-Southern Vermont Regional Airport
September 25 – Keene, NH – Dillant-Hopkins Airport
September 28-30, 2018 – Lawrence, MA – Lawrence Municipal Airport
October 5-7 – Westfield, MA – Westfield-Barnes Regional Airport
October 9 – Poughkeepsie, NY – Hudson Valley Regional Airport
October 12-14 – Lancaster, PA – Lancaster Airport
October 19-21 – Manassas, VA – Manassas Regional Airport
October 26-29 – Greenville, NC – Pitt-Greenville Airport
November 2-4 – Franklin, NC – Macon County Airport
November 6 – Rock Hill, SC – Rock Hill Airport-Bryant Field
November 9-11 – Myrtle Beach, SC – Myrtle Beach International Airport
November 16-18 – Morristown, TN – Morristown Regional Airport

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

AirTran U Fares: How College Students Used To Fly For Nearly Free

Holly Riddle
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AirTran U Fares: How College Students Used To Fly For Nearly Free

Boasting the Best of Budget Carriers, AirTran Used To Offer College Student Fares That Couldn’t Be Beat

AirTran was founded in the early 1990s as a low-budget airline. It would go on to absorb ValuJet Airlines and then was acquired by Southwest Airlines in 2011. At its heyday, AirTran operated around 700 daily flights across the East Coast and Midwest, with its primary hub in Atlanta (ATL).

It was the world’s largest operator of the Boeing 717-200 aircraft. Proving that despite its low prices and eventual merger, AirTran was a formidable competitor in the budget airfare arena. It became the first major airline to outfit 100 percent of its fleet with in-flight internet.

At the end of its life, it was considered the best, safest U.S. airline for number of minor incidents. 

AirTran U: The Cheap Way Home… or elesewhere

Beyond the excellent safety record and in-flight WiFi, however, AirTran was also known for a quirky promotion that set it apart among young travelers. AirTran U allowed travelers 18-22 to fly at a very minimal cost, but not through traditional means.

All tickets were sold on standby, so you were required to be ready to travel at a moment’s notice. If the last-minute seat was available, you were required to be near the gate and ready to board (often leading to hopeful travelers waiting around a ticket counter for hours). No checked luggage was allowed but you could bring a carry-on. 

What if you didn’t make the flight? The program was set up in such a way that young travelers applied for multiple dates, paid an overall cost for short- or long-haul segments, so that if their preferred date and time didn’t work out, they could easily come back for their next preferred date and time.

AirTran College Student Fares Were Popular

The program was a boon for cheap college students who either wanted to travel the world, or get a quick trip back to visit family and friends. Fares were generally under $100 to any destination and, if you booked a standby flight on Tuesday, Wednesday or Saturday, you were more likely to snag that coveted spot. 

However, blackout dates for AirTran U included many major holidays and holiday weekends, eliminating the opportunity to use AirTran U for holiday travel.

While that might seem a little unfair when considering a program meant to benefit college students, it’s also fair to point out that the majority of the blackout dates are high travel days anyway, so the likelihood of a student claiming one of those standby slots was very slim.

Is Standby Travel Still Possible?

Flying standby for most people doesn’t quite still work the same way, unless you are an airline employee or eligible for limited ID90 programs. And it’s not exactly the budget-hunter’s friend as it once was for most people. This is partially due to the way we now book flights in general (typically online) as well as security matters. 

Standby still exists for airline employees and for passengers who have been inconvenienced by cancelled flights. 

You can fly standby if you’ve already bought a normal ticket and your original flight was canceled, you were bumped from a flight, or you’re hoping to get an earlier flight and bought the right class of ticket. However, it’s no longer a tool to keep in your budget travel arsenal that it once was.  Here’s to you Air Tran.

BREAKING: USAF F-15C Eagle Fighter Crashes Near Okinawa- Pilot Injured But Safe

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BREAKING: USAF F-15C Eagle Fighter Crashes Near Okinawa- Pilot Injured But Safe

On Sunday June 10th at 0636 local time (1936 Eastern Time in the United States) a United States Air Force (USAF) McDonnell Douglas F-15C Eagle fighter jet crashed into the Philippine Sea approximately 50 miles south of Naha, Okinawa, Japan. The pilot of the jet ejected successfully from the stricken aircraft and was rescued by Okinawa-based Japanese Air Self-Defense Force (JASDF) rescue personnel. An investigation into the cause of the mishap has already started. Weather may have been a factor.

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Official US Navy photograph

The F-15C was based at Kadena Air Base on Okinawa and belonged to the 44th Fighter Squadron (FS) Vampire Bats of the 18th Wing. The pilot, who was reported to have suffered a broken leg and other injuries, was flying a training mission when forced to eject from the aircraft. USAF officials thanked the JASDF for their quick save of the pilot, who is now recovering at the United States Naval Hospital at nearby Camp Perry on Okinawa.

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Official US Air Force photograph

The USAF has been flying F-15s out of Kadena since 1979. Both the Vampire Bats and the 67th FS Fighting Cocks now operate the F-15C and F-15D with the 18th Wing. Recently Lockheed Martin F-22A Raptors with the 90th FS Dicemen and 525th FS Bulldogs of the 3rd Wing have periodically been operating from Kadena alongside the 18th Wing’s Eagles. Ironically the mishap occurred soon after the 18th Wing conducted their mandatory safety stand down resulting from several other recent mishaps including the crash of a Puerto Rico Air National Guard Lockheed WC-130 Hercules resulting in multiple fatalities..

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Official US Air Force photograph

Final Report On WestJet Late Go Around At St. Maarten Is Released

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Final Report On WestJet Late Go Around At St. Maarten Is Released

Last year, we shared video and the details we knew about a WestJet Boeing 737-800 that appeared dangerously low over the bay of St. Maarten.  We knew that the aircraft appeared off course and dipped well below glide path.  Transportation Canada has now released the final report of the March 7, 2017 incident.

In it, they state that the formal reason for the incident was due to:

Misidentification of runway in reduced visibility contributed to the March 2017 risk of collision with terrain of a WestJet flight in Saint Maarten.

Flight 2652 from Toronto Pearson to Saint Maartin had 158 passengers and six crew members on board.  According to the report, “[The airliner] entered a significant rain shower shortly after crossing the MAPON (missed approach point) waypoint. The crew initiated a missed approach 0.30 nautical miles from the runway threshold at an altitude of 40 feet above water. Once visibility improved, the crew conducted a second approach and landed without incident.


Video uploaded by atcpilot.com

The investigation determined that the runway lights and the visual guidance system (PAPI) had been set at a low intensity during the rain shower that had obscured the view of the airport environment. Both the shower and the low lighting limited the visual references available to the crew to identify the runway properly until the aircraft had exited the rain shower and visibility sharply improved.”

The report also states that the crew became distracted as the weather deteriorated quickly on approach citing that “the sudden and unexpected poor visibility during the final approach increased the flight crew’s visual workload and led to inadequate altitude monitoring. The crew did not notice that the aircraft had descended below the normal angle of descent to the runway threshold until the enhanced ground proximity warning system issued an alert.”

After the incident, WestJet added additional training for crews on the airfield.  They specifically focused on the unique hazards that the field could present.

You can read the full press statement here and the full report here.

 

Del Rio, Texas Is About To Get Commercial Jet Service

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Del Rio, Texas Is About To Get Commercial Jet Service

Del Rio Home To One Of The Most Isolated Air Force Bases in The US

Residents of Del Rio, Texas can finally rejoice. The home of Laughlin AFB, one of the four major Air Force undergraduate pilot training locations in the country, will finally get commercial air service again. With sunny weather and its isolated location, it’s an ideal place to train but oddly enough a terribly difficult place to get to via air service.

Until now, any person wishing to fly commercially had to travel at least two hours either east to San Antonio or two hour north to San Angelo (and even then the options were limited to American Eagle service to DFW).

Those wishing to travel had to brave the two-lane highway 90 that was notoriously laden with speed traps, desolate highway, wildlife dangers and the risks associated with passing drivers traveling 20 miles per hour or more under the speed limit. But student pilots, those permanently stationed at Laughlin (God bless them) and residents are about to get a major upgrade in travel options.

American Eagle will try again to Bring Commercial Jet Service to Del Rio

American Airlines announced that they will commence service from DFW to Del Rio International Airport twice daily starting on November 4th, 2018. The airline will service the route via American Eagles’ EMB-140 fleet seating 44 passengers.

This isn’t the first time that Del Rio has tried commercial service. Prior to its merger with United Airlines, Continental had commenced twice-daily service Del Rio Airport with Saab 340s operated by Colgan Air.

United briefly continued the service with ExpressJet EMB-140s but ended the service altogether in 2013. Texas Sky Airlines also operated half-hearted service for a period of about 7 months with little success last year but the service was plagued by delays and poor connection opportunities.

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By Cory W. Watts from Madison, Wisconsin, United States of America (American Eagle EMB-145LR [N627AE]) [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons

In a statement, the city of Del Rio said, “The City of Del Rio is proud to offer this opportunity to the community, the Southwest Texas region, and the Northern region of Mexico, while partnering with the World’s largest airline American Airlines.

This new service will offer several connecting opportunities from American’s DFW hub, just in time for peak holiday travel.”

Del Rio’s Commercial Service Is Timed well for connections

Flights are timed to offer significant connection opportunities, departing at 6:30AM and 4:25PM. Late afternoon connections are also available for Del Rio residents as arrivals into DFW are at 3:59PM and 11:00PM.

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