Lieutenant Steven Combs. Official US Navy photograph
Lieutenant Combs, who was a native of Florida, was assigned to VRC-30 aboard the carrier USS Ronald Reagan (CVN-76). LT Combs had previously flown with VAW-120 Greyhawks. His other previous duty stations include the Center for Security Forces Detachment Kittery Point at Portsmouth in New Hampshire and Training Wing 4 at Naval Air Station (NAS) Corpus Christi in Texas. Combs’ awards include the National Defense Ribbon and the Navy Battle “E” Ribbon.
Aviation Boatswain’s Mate (Equipment) Airman Matthew Chialastri. Official US Navy photograph
Airman Chialastri, who was a native of Louisiana, was also assigned to the Reagan. ABEAN Chialastri had previously served aboard the amphibious assault ship USS America (LHA-6), with Patrol Squadron Thirty (VP-30) Pro’s Nest based at NAS Jacksonville in Florida, and also at the Center for Security Forces Detachment Kittery Point. Chialastri’s awards include the National Defense Ribbon.
Aviation Ordnanceman Airman Apprentice Bryan Grosso. Official US Navy photograph
Airman Apprentice Grosso, who was also a native of Florida, was also assigned to the Reagan. AOAA Grosso’s previous duty stations include the Naval Air Technical Training Center at NAS Pensacola in Florida and the Naval Recruit Training Center Great Lakes in Illinois. Grosso’s awards include the National Defense Ribbon.
VRC-30 Det 5 C-2A(R) has just launched from CVN-76. Official US Navy Photograph
“Our thoughts and prayers are with the families of these Sailors,” said Vice Admiral Phil Sawyer, commander of U.S. Seventh Fleet, in the Navy’s release. “Their service and sacrifice will be lasting in Seventh Fleet and we will continue to stand the watch for them, as they did bravely for all of us.”
The introduction of nuclear weapons at the end of the Second World War had a profound influence in many combat doctrines and none nowhere else as much as that of airborne reconnaissance. In November 1945, General Henry “Hap” Arnold of the US Army Air Forces warned the US government that in the future, American leaders would require “continuous knowledge of potential enemies, including all aspects of their political, social, industrial, scientific and military life” if the United States was to avoid a surprise attack with nuclear weapons.
Traditional reconnaissance doctrines had the use of airborne assets in support of ongoing combat operations. General Arnold and many of his contemporaries at the dawn of the Cold War recognized that airborne reconnaissance was needed to provide an assessment and early warning of potential enemies, namely the Soviet Union that was rapidly tightening its grip on Eastern Europe. The start of the Berlin Blockade in June 1948 pressed the issue further that up-to-date reconnaissance was needed of the Soviet Union should tensions escalate to an all-out conflict. Interestingly while the highest levels of the US government tried to determine the best way to make such an assessment, the United States Far East Air Forces (FEAF) based in Japan took the initiative to begin its own assessment of Soviet forces in their region in response to the rising tensions during the Berlin Blockade.
The commander in chief of the US FEAF, Major General George Stratemeyer, ordered the 8th Tactical Reconnaissance Squadron and its Lockheed RF-80 Shooting Stars to begin a series of covert overflights of the Soviet Far East. Based at Yokota Air Base, Stratemeyer ordered the 8th TRS to deploy to Misawa AB on the northern Japanese home island of Hokkaido. Two pilots were selected with 1st Lieutenant Bryce Poe as the primary pilot for the secret missions to assess Soviet air strength in the region. The RF-80s were modified with larger wingtip tanks for longer range. Poe was instructed that if the coastline was free of clouds, dash into Soviet airspace, photograph the targets and dash back out and head back to Misawa as fast as possible.
Flights began just three years after the war
The first reconnaissance overflight (and USAF jet reconnaissance mission) of the Soviet Union took place on 10 May 1948 with 1Lt. Poe departing Misawa AB to overfly targets on Kuril Islands. Missions were flown to photograph targets on Sakhalin Island as well further to the north. The first overflight of the Soviet mainland took place on 10 March 1950 to photograph bases around the port of Vladivostok. Most of the airfields Poe had photographed were full of not just only Lend-Lease Bell P-39 Airacobras and P-63 Kingcobras, but also late model Lavochkin piston fighters like the La-9 and La-11. Although jet powered, the RF-80s had increased drag and lower speeds with the larger external tanks needed for the recon missions which cut down on the performance margin over the Lavochkin fighters which often tried to give chase to the missions.
Lockheed RF-80 with the enlarged camera nose section (Wikipedia)
What was impressive about these first overflights is that they were done at the initiative and discretion of General Stratemeyer without any prior clearance from Washington and they were done in the face of significant technical and logistical obstacles. The reconnaissance cameras used on the RF-80 were designed for piston-engined aircraft and lacked the capability to do stereo images in a high speed aircraft like the RF-80. Spare parts were in constant short supply and given that Misawa at the time was on the far northern part of a still rebuilding Japan, insuring even basic food rations for the 8th TRS personnel deployed north proved challenging. Many F-80 units based in Japan at the time found themselves the subject of “moonlight parts acquisitions” so the secret overflights could continue.
Despite the failure of the Berlin Blockade which was finally lifted on 11 May 1949 and the formation of NATO, tensions remained high with the first detonation of a Soviet atomic bomb on 29 August 1949 followed by Mao Tse-Tung’s Communist victory in China on 1 October 1949 over the Nationalists.
With Stalin feeling more confident about the Soviet posture on the world stage, on 25 June 1950, the North Korean Army smashed across the DMZ on the Korean Peninsula, igniting the Korean War. In order to prevent further escalation the conflict, American reconnaissance pilots were instructed to avoid Chinese and Russian air space, however, the advance of North Korean forces meant that 1st Lt. Bryce Poe was called upon again by General Stratemeyer to begin a new set of secret overflights. In August 1950, he was called to FEAF HQ to again deploy out of Misawa and fly a series of missions against Soviet airfields in the region. While Soviet fighters tried more aggressively to intercept the RF-80s, none came close to getting shot down. By this point, the intelligence from Poe’s flights was deemed critical by the Joint Chiefs of Staff and on 28 July 1950, the JCS requested official permission from the Secretary of Defense, Louis Johnson, for overflights of Chinese bases on the coasts adjacent to the Korea.
Just four days later, President Truman gave his approval and again, because of his prior expertise, 1st Lt. Bryce Poe flew the missions against Chinese coastal targets and additional missions by other pilots were flown against Chinese ports opposite of Taiwan to make sure no amphibious assault preparations were underway to move against Taiwan.
More capable platforms became necessary
By the summer of 1950 discussions had been taking place at the Pentagon about using the more-capable North American RB-45 Tornado for overflight missions of Chinese and Soviet targets, but the aircraft being a bomber, it was felt at the time to be too politically risky, particularly as the Pentagon was seeking authority for overflights of Soviet targets in Europe as well as in the Far East. By this point Allied fortunes in the Korean War had improved following the landings at Inchon. Poe was once again called to FEAF HQ for a third set of covert overflights but the other pilot that he had been working with on the prior sets of overflights had been killed in action, so for this next set of missions, Bryce Poe would be the only pilot flying. Due to the secrecy of the missions, Poe did all his own flight planning. He was told by General Douglas MacArthur and General Stratemeyer what information they needed and Poe himself figured out the targets, routes, photographic equipment, times and altitudes. Despite the ongoing war in Korea, Poe found that the defensive posture of the Soviet airfields had only modestly increased, but as a precaution, F-80 Shooting Star fighters would meet Poe on his outbound leg to make sure no Soviet fighters were trying to tail him.
Major General Bryce Poe II before retirement
Once he landed, the film was developed by one warrant officer and Poe himself did all the photo interpretation work and then hand carried the imagery to brief General MacArthur as well as General Stratemeyer and his FEAF deputy. It was a remarkable degree of authority given to a 1st lieutenant! Stratemeyer felt only barest minimum of individuals needed to be involved in the secret overflights. Bryce Poe rotated back to the United States in January 1951 after making nineteen secret overflights of Chinese and Soviet territory as well as 90 unclassified tactical reconnaissance missions in support of operations in Korea. After Korea, Poe flew as an exchange pilot with several NATO nations before serving as the executive officer to General Bernard Schriever at the Western Development Division where ICBM development was taking place. He then served as an Atlas ICBM missile officer with the Strategic Air Command before returning to reconnaissance in time for Vietnam. As vice-commander of the 460th Tactical Reconnaissance Wing, he flew 213 recon missions in the RF-4C Phantom in Vietnam. He later commanded the 26th Tactical Reconnaissance Wing with the United States Air Forces Europe. Following his USAFE assignments, he assumed command positions with the Ogden Air Logistics Center in Utah and at Wright Patterson AFB in Ohio. He retired in 1981 as a very decorated four-star general and veteran of two wars, flying west on 20 November 2000.
Sources: Shadow Flights: America’s Secret Air War Against the Soviet Union by Curtis Peebles. Presidio Press, 2000, pp 4-39
Retired pilot Jay Laclan shares his reflection on a building that used to be the epicenter of pilot culture on Friday nights. It was a place to drink, talk with your hands, grapple, and eat dinner with your spouse or chat with a few attractive ladies…sometimes all of the above. Today, clubs are a mere shell of what they used to be. They are typically colocated with the enlisted club. Few pilots shell out the money to join. The drink specials are lame, the food is ‘meh’. And nearly every pilot is afraid to throw back more than a single beer for fear of getting involved in an alcohol related incident.
It’s a different era today. Not all changes were bad. It’s a good thing that men and women can both serve today. It’s a good thing that women are more respected and healthy lifestyles are encouraged. But you’d be hard pressed to find flying squadrons as close-knit today as they were back then. Here’s Jay’s reflection and look back at the ‘good ‘ole days’ at the Club.
Within one twenty-year military generation, the military clubs for separate ranks faded into consolidated messes that could barely keep themselves in business. While clubs at the more isolated bases struggled on and broke even due to lack of competition, those in larger metropolitan areas made so little money that other recreational centers, such as the golf course and recreational rental stores, had to support the clubs.
This degradation happened for two primary reasons—the OWCs and the social shift encouraged and embraced by the military services—which militated against smoking and drinking.
When I ventured into the Big Spring, TX, Webb AFB club during my first weekend in town, the O’Club pulsed with activity in all areas—the bar, the lounge, the restaurant, and, most enticingly for me, the stag bar, the nemesis for the OWC.
The stag bar, the smallest yet most densely populated club area, operated under the rule that women were not allowed through the door and were not allowed even to contact their husbands or boyfriends within the bar. If any wife should try to contact one of the pilots barricaded within the premises, that pilot would have to buy the bar an expensive round of drinks. This attempt at contact would be obvious in these days before cell phones, because the call had to come in through the bar phone answered by the bartender.
While pilots drank, sang, laughed, postured, and performed simulated aerial maneuvers with their hands inside the stag bar, their significant others fumed outside the door. Dinner reservations were missed, babysitters earned overtime, and women grew increasingly frustrated waiting for mates who had seemingly forgotten they were there.
Gogo girls were common at O’club.
I often found myself placed uncomfortably in the middle of this angst as a single officer. When I would venture out of the stag bar to see how long I had to wait to be seated for dinner, one or more wives would accost me sternly, instructing me to tell captain so-and-so to “get his ass out of there right now” because their name had been called for seating.
I would assure them I would do so and would then disappear back into the forbidden zone with the message.
Often, captain so-and-so would be in the middle of a self-promoting recitation of one of his incredible flying exploits and would not want to be bothered by a lowly student delivering an unwanted message. This also gave the captain a chance to display to his peers that no woman could tell him what to do!
“Tell her I’ll be out when I’m good and ready!” he would slur, to the cheers of his compatriots.
I could not deliver this message as dictated, of course. I would tell the wife he was in the middle of a professional discussion and would be out soon. This would only work once, however. The next round trip would be somewhat terser. I would only hold up my hands in self-defense and tell the wife that I had told him and there was little more I could do.
This pilot safe zone in the stag bar allowed the O’Club to break even all by itself. Liquor of all descriptions flowed freely and profitably for the bar from four in the afternoon until well after midnight. The (eventual) spillover to the restaurant allowed clubs to prosper.
Go-go girls provided the final straw for the OWC. I had first encountered this phenomenon at the OTS bar in San Antonio just weeks before. As the band played on a large stage before several hundred officer trainees and their instructors, two young women danced the frug, the watusi, and the twist on circular pedestals in front of the stage. As the girls pranced and twisted in their bikinis, tassels and fringe swaying and thrashing about, males who had suffered significant sensory deprivation for weeks and months at the school would surround them, offering rapt attention to their efforts. As I stood within easy reach of one of these sensuously writhing females, I had to use the utmost self-control to avoid doing something truly unfortunate.
The OWC finally went to war on go-go girls and stag bars. The hands that rocked the cradle could also rock the male establishment, starting with the wing commander’s wife pulling the chain on the commander. No more impenetrable safe zones for drunken pilots, no more go-go girls. Nirvana, from the pilot’s perspective, denied!”
***
(Excerpt from “Flying the Line, an Air Force Pilot’s Journey,” book one. Book series web site: saigon-tea.com.)
Photo of the Webb AFB stag bar in 1970 and Go-go girls.
When Republic Aviation produced the film “The 25 Hour Day”, the makers of such notable aircraft as the P-47 Thunderbolt, RC-3 Seabee, F-84 Thunderjet / Thunderstreak, and the F-105 Thunderchief had recently ceased operations as an independent company. Republic Aviation became a division of Fairchild Hiller in 1965. Production of the Thunderchief had come to an end the previous year, but that didn’t keep Thuds from starring in the film! This look at the total commitment by the Air Force and the Thud’s role in the Vietnam Air War was uploaded to YouTube by theflinx.
F-105s attacking Vietnamese targets were often escorted by F-4s to protect them from enemy fighters and to prevent the F-105s from having to jettison their external loads to maneuver with the nimble Vietnamese MiGs. When forced to fight for themselves, Thuds were officially credited with 27.5 air-to-air victories against North Vietnamese MiG-17s while 17 F-105s were lost to enemy fighters. While one victory was shared with an F-4 Phantom II, 24.5 of the MiG-17s were shot down using the internal Gatling gun and three victories were achieved using AIM-9 Sidewinder missiles.
Official US Air Force photograph
Weighing in at a whopping 50,000 pounds (23,000 kilograms) when it entered service Republic’s Thunderchief was the largest single-seat single-engine combat aircraft in history. The F-105 could move at supersonic speeds at sea level and at Mach 2 speeds at altitude. The “Thud” was capable of regularly carrying 14,000 pounds of ordnance and was armed with a 20 millimeter Vulcan Gatling gun.
Official US Air Force photograph
Without realizing just how effective a weapon the Air Force had in the F-105 early on, derisive nicknames such as “Lead Sled”, “Squat Bomber”, “Hyper Hog”, and “Ultra Hog” were hung on the F-105. It was even said that the Thud was a triple threat in that it could bomb you, it could strafe you, or it could fall on you. Sarcasm aside, the F-105’s strengths, such as its electronics suite and its capabilities, highly responsive controls, and its hair-raising performance, eventually made believers out of pilots who flew the big jet.
Official US Air Force photograph
In addition to Thunderchiefs, the film features a wide variety of Air Force aircraft and even a few Navy types. McDonnell Douglas F-4C and F-4D Phantom IIs, North American F-100 Super Sabres, Boeing B-52 Stratofortresses, Douglas A-1E and A-1H Skyraiders, Grumman HU-16 Albatrosses, Cessna O-1 Birddogs, Boeing KC-135 Stratotankers, Fairchild C-123 Provider, De Havilland Canada C-7 Caribou, and Lockheed C-130 Hercules airlifters, Douglas AC-47 Spooky gunships, and Sikorsky HH-3E Jolly Green Giant helicopters appear in the film. Army UH-1D Hueys and the aircraft carrier USS Kitty Hawk (CVA-63) along with her Carrier Air Wing 11 round out the cast.
The Navy Wanted You to Know All About Pax River After Watching the Film “Test Port.” Who Served There?
When the film “Testport” was produced in 1971, Naval Air Station (NAS) Patuxent River, or Pax River, had been in operation since 1943. Pax River is located in St. Mary’s County, Maryland, where the waters of the Patuxent River and Chesapeake Bay meet. Located about 90 miles from Norfolk, Virginia, and 65 miles south of the nation’s capital, the 14,500-acre complex includes the main air station in Lexington Park, Webster Outlying Field in St. Inigoes, Navy Recreation Center Solomons in Calvert County, and Bloodsworth Island Range in the Chesapeake Bay. Enjoy this retrospective about Pax River uploaded to YouTube by AIRBOYD.
Pax River base flight Sikorsky SH-3 Sea Kings. Official US Navy photograph
Still Keeping the Leading Edge Sharp
“Where the future of Naval Aviation begins” is Pax River’s slogan. Today, Pax is host to the Naval Air Systems Command (NAVAIR) and Naval Air Warfare Center Aircraft Division (NAWCAD) headquarters along with some 50 other tenant activities. The U.S. Naval Test Pilot School (USNTPS), Air Test and Evaluation Squadron ONE (VX-1) Pioneers, Air Test and Evaluation Squadron TWO ZERO (VX-20) Force, Air Test and Evaluation Squadron TWO ONE (HX-21) Blackjack, Air Test and Evaluation Squadron TWO THREE (VX-23) Salty Dogs, and Scientific Development Squadron ONE (VSX-1) Warlocks all call Pax River home.
Also featured in the film is the Tactical Support Center for submarine surveillance. Astronaut and USNTPS graduate Pete Conrad narrates a portion of the film. Appearing in supporting roles are the United States Coast Guard Cutter Gresham (WAVP-387), the Gearing-class destroyer USS Gearing (DD-710), and plenty of the thousands of support personnel who made, and still make today, a place like Pax River function.
Sikorsky HH-3A CSAR Sea King. Official US Navy photograph
Did You Catch It? Did You Hear It?
Here’s a detail you might have missed. The helicopter that executes the water pickup of the simulated downed pilot is a HH-3A Combat Search and Rescue (CSAR) Sea King. Isn’t it funny how so often helicopter footage is accompanied by the wrong audio?
The much anticipated deal between Emirates Airlines and Airbus fell apart last week. Emirates was supposed to have ordered additional A380 jumbo jets. The deal, supposedly solidified only with a handshake, had been planned as a highlight for the Dubai Air Show.
With a wink and a promise, the expectation was that Emirates would order between 36 and 38 of the Airbus jumbo jets with a price tag of between $16 to $18 billion. Even the Associated Press was reporting, “The order is expected to be one of the highlights of the November 12 to 16 event (Dubai Air Show).”
Airbus was definitely courting Emirates. Earlier this month in Hamburg, Germany Airbus SE made a grand gesture of handing over the 100th A380 to Emirates. But just a few days later amidst all the pomp and circumstance, the bubble burst when Emirates decided instead to do $15 billion dollars worth of business with Airbus’ arch rival, Boeing.
Emirates unexpected decision to back away has shaken confidence in the relationships between the plane manufacturers and their main clients. Airbus CEO Tom Enders put it succinctly, explaining the interdependency this way, “Emirates has become synonymous with the A380, and the A380 with Emirates.” The ties are so close that the flagship Airbus 380 model may not survive without UAE support. Emirates represents more than half of the A380’s whole order book. Both Emirates and Airbus officials have refused to publicly comment.
Without Emirates, the program is dead
Airbus clearly needed the plan for additional orders to move forward to ease backlog and production concerns. Airbus sales chief John Leahy, known for shrewd sales pitches, had tied his retirement to the pending sale. But in just a couple of days time, the deal turned to dust when UAE voiced concerns about Airbus’ commitment to continue developing the A380 and reluctance to be left as the biggest operator of a jumbo jet that had reached the end of its production lifecycle.
The breakdown of an agreement was multifaceted. Emirates asked Airbus to do a buy back of some older jets. Engines were an additional concern for the order. Emirates also had no solid go-forward plan in place with Rolls-Royce, who makes the massive engines. In 2015, Rolls-Royce won its largest order contract ever with Emirates to power 50 A380s. To win Emirates’ business and displace the U.S. Engine Alliance, Rolls-Royce offered ambitious fuel consumption targets and maintenance agreements. Under CEO Warren East, Rolls began to retrench from their promise. They also began to question an earlier promise for an upgrade to the Trent 900 turbine that powers the A380. To add more complexity to the matter, Engine Alliance production of their A380 engine is scheduled to end in 2018. The future of that partnership depends on iffy funding agreements with parent companies General Electric and Pratt & Whitney. If Rolls Royce does not do engine upgrade as promised and Engine Alliance evaporates, there is no viable engine option for the massive airliner.
Emirates went smaller instead
Emirates ended up ordering billions of dollars worth of aircraft at Dubai but not the A380 as promised. Instead, smaller aircraft such as the 787, variants of the Airbus A320NEO and Boeing 737 MAX were ordered. Softening the blow somewhat for Airbus, a U.S. buyer inked a deal with Airbus a few days ago for 430 narrow body aircraft.
An Emirates Airbus A380 Jumbo Jet. Photo Tanweer Morshed (CC BY-SA 4.0)
The Last Gasp for the jumbo
Meantime Airbus COO Fabrice Bregier told Bloomberg TV that there is still a small chance the program could be rescued by the end of the year. For the first time, Bregier spoke about the size and scale of the decision now facing Airbus and said any future deal with Emirates would require a solid pledge by the carrier to stand by the A380 and may even include upgrades to the jumbo jet in the future, stating, “If we finalize it we will be committed to producing this aircraft, I believe, for at least for the next 10 years.”
Editors note: An earlier version of the story incorrectly described the engine choices that Emirates faced with a new A380 order. The latest version of the story has been corrected to reflect the two options.
The training film “Target Nevada” was produced by the United States Air Force (USAF) Air Photographic and Charting Service along with the Lookout Mountain Laboratory in Hollywood. The film depicts the USAF’s role in the Atomic Energy Commission’s Continental Test Program at the Nevada Test Site during the early 1950s. The film was uploaded to YouTube by atomcentral.
On January 27th 1951, a Boeing B-50D Superfortress based out of Kirtland Air Force Base (AFB) in New Mexico released Ranger Able from approximately 20,000 feet above Frenchman Flat. The weapon detonated at about 1,000 feet altitude. Ranger Able’s nominal yield was one kiloton, which was the smallest yield produced by any nuclear detonation thus far.
Boeing B-29. Official US Air Force photograph
Over the forty years that followed, the AEC and the USAF used the Nevada Test Site for 1,021 of the 1,149 “test shots” detonated by the United States during the Cold War. Air Force aircraft involved in the testing and support activities shown in the film include Boeing B-29 Superfortress particle sniffers, B-50 Superfortress delivery bombers, and B-47 Stratojet bombers, Convair B-36 Peacemaker bombers, North American B-45 Tornado bombers, Republic F-84 Thunderjet and North American F-86 Sabre fighters, Douglas C-47 Skytrain particle sniffer and C-54 Skymaster transports, and even some very rare (13 total) YH-12B helicopters built by Bell.
North American B-45 Tornado. Official US Air Force photograph
The film also shows some of the aircraft used to measure the effects of the blast on aircraft located in the blast and heat zones. It’s a bit hard to watch if you’re a warbird lover, because Boeing B-17 Flying Fortress and B-29 and B-45 bombers, Republic P-47 Thunderbolt and F-86 fighters, and one of the only two Lockheed XF-90 prototype jet fighters ever built are seated too close to the detonations for comfort. Or survival, although the XF-90 that appeared in the film (46-0688), though badly damaged, is now at the National Museum of the United States Air Force in Dayton.
UPDATE: The Navy has now identified the three missing sailors. Read the story here.
UPDATE:
The US Navy has ended its rescue efforts for three personnel missing since Wednesday November 22nd when the Grumman C-2A(R) Greyhound in which they were flying crashed in the Pacific Ocean while flying to the aircraft carrier USS Ronald Reagan (CVN-76). According to Navy Times, the crash of the VRC-30 Providers Detachment 5 We Deliver COD aircraft was the first fatal C-2 crash in 40 years. The last fatal C-2A crash was in 1973, when a Greyhound lost power to both engines and crashed into the Mediterranean Sea, killing seven of the 10 on board the aircraft.
“Our thoughts and prayers are with our lost shipmates and their families,” Rear Adm. Marc Dalton, Commander, Task Force 70, said in a Thursday news release. “As difficult as this is, we are thankful for the rapid and effective response that led to the rescue of eight of our shipmates, and I appreciate the professionalism and dedication shown by all who participated in the search efforts.”
ORIGINAL STORY:
On November 22nd 2017 at approximately 1523 local time a VRC-30 Providers Detachment 5 We Deliver Grumman C-2A(R) Greyhound carrier onboard delivery (COD) aircraft crashed in the ocean roughly 500 miles southeast of Okinawa. The COD was en route from Marine Corps Air Station (MCAS) Iwakuni to the aircraft carrier USS Ronald Reagan (CVN-76) operating in the Philippine Sea. The COD was carrying a total of 11 passengers and crew, eight of whom have been rescued and are receiving medical care aboard the Reagan.
Official US Navy photograph
Search and rescue (SAR) efforts are ongoing in the area. HSC-12 Golden Falcons Sikorsky MH-60S Seahawk helicopters from the Reagan rescued the survivors located so far. The Reagan and her Carrier Strike Group 5 are currently operating with the Japanese Maritime Self-Defense Force (JMSDF) Helicopter Carrier JS Kaga (DDH 184) and Hatakaze-class destroyer JS Shimakaze (DDG 172). The Japanese ships are assisting in the SAR efforts.
Official US Navy photograph
Additional US Navy assets assisting in the SAR efforts include the Arleigh Burke class guided-missile destroyer USS Stethem (DDG 63), HSM-77 Saberhawks MH-60R Seahawk helicopters from Carrier Air Wing FIVE (CVW-5) aboard the Reagan, VP-8 Fighting Tigers Boeing P-8 Poseidon maritime patrol aircraft, and VP-40 Fighting Marlins Lockheed P-3C Orion maritime patrol aircraft. The cause of the mishap has not yet been determined but an investigation is underway. We will update this story as more information becomes available.
Delta Air Lines giveth. And Delta Air Lines taketh away.
You could call it robbing Peter to pay Paul, but both international and domestic routes are affected by recent decisions made by the Atlanta-based airline.
Delta’s premium Delta One seat features a full recline option and additional space. Photo: Delta
Delta is adding Delta One service to routes between New York and Las Vegas, Seattle and San Diego. This premium business class option includes perks like flat beds and various enhancements and means there are a total of seven domestic routes that now offer Delta One service.
Nice. But where will these internationally configured 757s that fly these routes come from?
The Smooth Operator
Lately, Delta has been flying more wide body aircraft between LA and New York, leading observers to wonder how the carrier has enough planes to cover all the new Delta One routes. So Delta, being the smooth operator that it is, has announced that they will be flying configured 757-200s on several transatlantic flights instead of the more luxurious wide body airplanes, which will now be deployed domestically on the Delta One routes.
This is a bit of a downgrade for passengers traveling abroad, since the 757-200s narrow bodies have recliner first class seats situated at the front of the plane rather than full flat seats. This equates to a premium economy class (Premium Select) but is by no means equivalent to the typical business class offering. Essentially this means business class is being replaced by Premium Select on these transatlantic routes.
Delta Airlines Premium Select seats feature a reclining seat and more legroom but lack the space and recline upgrades that some Delta premium travelers have become accustom to on long-haul flights. Photo: Delta Air Lines
Delta provides product parity with Ultra-low cost carriers
As of May 3, 3018 routes affected include New York JFK to Reykjavik, Iceland and New York JFK to Shannon, Ireland; as well as New York JFK to Ponta Delgada, Portugal beginning May 24, 2018. Competition has been increasing between domestic carriers such as Delta and European budget airlines like Icelandair and WOW, who operate nonstop routes to Reykjavik. The lower-cost European players offer a business class option that resembles domestic first class, which is why one could argue that Delta’s offering makes sense since it is comparable to what is currently on offer by Icelandair and WOW. But to be truly competitive on these routes, Delta will likely have to slash prices. Flying the narrow bodies will allow Delta to sell seats at a lower price point but the lack of a premium option might deter higher fare business traffic.
Additionally, some transatlantic markets cater more to leisure travelers, so it seems as if Delta made the decision at least partially based on the fact that there is more premium demand on domestic routes, so offering the business class option with flat beds just makes more sense here. Just keep in mind that if you fly any of the above-mentioned international flights, starting in May of next year, you will be limited to the Premium Select option.
The film “The Thunderbolts: Ramrod to Emden” portrays the effort and determination that went into a typical long range escort mission (known as a ramrod mission) flown by the United States Army Air Corps (USAAC) VIII Fighter Command. The particular mission in the film was flown on October 2nd 1943. The mission planning and preparation process, beginning with the call from VIII Air Force Headquarters the previous day and moving forward all the way through field orders and preparation of the Republic P-47D Thunderbolts and Lockheed P-38H Lightnings that will fly the mission, is depicted in the film. The film was uploaded to YouTube by airailimages.
62nd Fighter Squadron P-47D Thunderbolts. Official US Air Force photograph
The film also includes a smattering of combat footage and the return of the fighter groups to their bases in England. The P-47Ds appearing in the film belong to the 334th, 335th, and 336th Fighter Squadrons of the 4th Fighter Group Flying Eagles and the 61st, 62nd, and 63rd Fighter Squadrons of the 56th Fighter Group Zemke’s Wolfpack. The P-38Hs were assigned to the 38th, 338th, and 343rd Fighter Squadrons of the 55th Fighter Group Fightin’ 55th. Boeing B-17 Flying Fortress bombers appearing in the film belonged to the 95th and 96th Bombardment Groups of the 4th Bombardment Wing. Among the many notable fighter pilots who flew this escort mission were future Thunderbolt aces Robert S. Johnson and Francis S. Gabreski, who was then in command of the 61st Fighter Squadron.
38th Fighter Squadron P-38H Lightning. Official US Air Force photograph
Laughlin Air Force Base cancelled all flying through the Thanksgiving holiday after yesterday’s crash that killed one pilot and injured another. The name of the deceased has not been released yet pending next of kin notifications. Meanwhile, Laughlin AFB’s Wing Commander also released a heartfelt statement this evening about yesterday’s crash. See below:
Words can’t express the true feeling that the members of Team XL feel as we grieve through the loss of one of our teammates. Due to our next of kin notification policies, we are unable to release the name of our fallen Airman at this time, but I can assure you that our number one priority is making sure that our service members and loved ones are taken care of and provided the proper services to get through this difficult time. After extensive reflection, we decided to suspend flying for today and tomorrow, leading into a previously-scheduled holiday break.
The Air Force is a close-knit family, and the loss of one of our own affects all of us. Please take a moment to look to your left and right, and if your teammates are struggling, assist in any way you can. You have resources–our chaplains and mental health professionals stand at the ready to support all of Team XL in this time of sadness.
Our thoughts and prayers are also with the family and friends of our injured pilot who was transported to Val Verde Regional Medical Center. Every day, our pilots take a risk as they step into the cockpit; even though we do not know what each day will bring, we are consistently reminded of the sacrifices that they make to ensure the safety of this great nation and to train the next generation of flying Airmen.
The Air Force is working alongside local authorities on the scene. We are committed to conducting a thorough investigation of the events.
I express my deepest condolences to the family of our fallen pilot from yesterday’s events. Here at Laughlin, we share in the sorrow felt by loved ones, but we must not forget the valuable contribution to our country and the impact on our organization.
I guarantee you we are doing everything we can to investigate what happened and ways to prevent future incidents.
– Colonel Charlie Velino
47th Flying Training Wing, commander
UPDATED: Nov 20, 2017 8:34 PM CT:
Laughlin AFB released an updated statement. One pilot is deceased and another one is injured.
One pilot is dead, and one was transferred to Val Verde Regional Medical Center when an Air Force T-38 Talon assigned here at Laughlin Air Force Base, Texas, crashed at around 4 p.m. today approximately 14 miles northwest of the base near Spur 454 and U.S. 90 in Del Rio, Texas.
Laughlin and local emergency responders are on scene.
The names of the pilots are being withheld for next of kin notification.
A board of officers will convene to investigate the incident.
“Our biggest priority at this time is caring for the family and friends of our Airmen,” said Col. Michelle Pryor, 47th Flying Training Wing vice commander. “We are a close knit family, and when a tragedy like this occurs every member of the U.S. Armed Forces feels it. Our people take top priority, and we are committed to ensuring their safety and security.”
Original Story:
A T-38C aircraft crashed today near Del Rio, Texas. The aircraft was assigned to Laughlin Air Force Base in Del Rio, Texas. There is no word yet on the condition of the pilot or pilots.
Laughlin AFB released the following on Facebook.
The T-38 is a high performance jet aircraft primarily used to train pilots at Undergraduate Pilot Training. Student pilots are typically ‘tracked’ or are selected to fly the T-38 after a six month stint of flying the T-6 primary trainer. T-38 student pilots then usually receive fighter and bomber assignments after graduation. The aircraft first flew in 1959. The jet has undergone extensive avionics modifications over the past decade and is now known as the T-38C. The Air Force is evaluating T-38 replacements under the T-X program.
This is a breaking news story. We will update as we receive more information.
When the US Naval Photographic Center and the United States Marine Corps (USMC) produced the training film “The Golden Challenge” in 1966, Marine Air was already heavily involved in the war in Vietnam. Aviators exiting the training pipelines could expect to deploy to Southeast Asia sometime during their first few years in most operational Marine Corps fighter or attack squadrons. This film, uploaded to YouTube by PeriscopeFilm, follows Second Lieutenant Larry Thornton through the process of becoming a Marine Aviator.
Larry begins his aviation training flying VT-1 Eagles Beechcraft T-34 primary trainers and VT-4 Warbucks Rockwell T-2A Buckeye jets. Thronton then progresses through his training to carrier qualification performed on the carrier USS Lexington (CVS-16). Also seen in the film are Bell HTL and Sikorsky SH-34 Seabat helicopters from HT-8 Eightballers. Grumman F9F-8 Cougar and F11F Tiger jets from Naval Air Station (NAS) Beeville-based VT-25 Cougars represent the next stops in Thornton’s training pipeline.
Official US Marine Corp photograph
After Thornton earns his coveted Wings of Gold he is assigned to VMF(AW)-513 Nightmares flying simulated close air support (CAS) missions from the deck of the carrier USS Franklin D Roosevelt (CVA-42) during one of the many full-scale amphibious assault training exercises that took place back then. Lots of things going boom and Marines running on smoky beaches realistically convey the organized chaos of an amphibious assault.
Official US Navy photograph
VMFA-115 Able Eagles make appearances flying their McDonnell Douglas F-4B Phantom IIs as do some Marine Corps VMF-232 Red Devils Vought F-8 Crusader jet fighters, Lockheed KC-130 Hercules tankers, and Sikorsky CH-34 Choctaw assault helicopters. A little bit of North American F-100 Super Sabre footage sneaks its way in as well. Some Marine Air Douglas A-4 Skyhawks appear toward the conclusion of the film.
