For over seven decades TWA was a household name, but poor management beginning in the 1980s, multiple bankruptcies in the 90s and the tragic loss of Flight 800 and its 230 people onboard in 1996, all contributed to the eventual demise of the company in 2001.
It was sold to American Airlines (AA), and over time TWA’s fleet of planes vanished into history, but a few still remain.
AA took on a bunch of TWA’s MD-80s when they took over the company. A total of 34 still remain in active service, some of the youngest in AA’s currently active fleet of 46, but the fleet is fading into history, with AA expected to retire the last of their MD-80s in 2019, to be replaced by Boeing 737s. Most TWA MD-80s have tail numbers that end in TW.
AA also rolled out a special heritage 737-800 painted in the colors of TWA in 2015, in tribute to TWA’s long history in aviation.
American’s TWA heritage 737-800 rolls out of a paint factory in Peru, Indiana, on Nov 16, 2015. Credit: American Airlines
Former TWA jets are also flying with Delta Air Lines. After TWA’s merger with American, American sold the Pratt & Whitney powered 757s to Delta. American also disposed of TWA’s growing 717 fleet. Most of the fleet ended up with AirTran. When AirTran merged with Southwest, the 717s were leased to Delta where they still fly today.
TWA museum pieces…some are flight-worthy!
An MD-83 (SN 49575/LN 1414) known as TWA’s “Wings of Pride” still exists, which was painted in TWA’s often referred to “final livery” for a brief time; a retro white plane with double red stripes along its fuselage.
But the plane would take on a special paint job for the rest of its career with TWA, in an effort to symbolize reinventing the airline. The company flipped the original paint scheme to a red plane with double white stripes, and the aircraft flew TWA’s ceremonial final flight, Flight 220, on December 1, 2001.
AA then stripped the jet’s special livery for their standard scheme as part of their “Super 80” fleet, but was salvaged in 2014 in an effort between American, TriStar History, and a number of sponsors, to bring it back to its memorable final paint job with TWA. It’s now based at the TWA museum. The jet is flyable and is used to support STEM education initiatives.
There is another active TWA aircraft that is housed at a museum. The National Airline History Museum also hosts TWA Constellation (Super Connie) and a DC-3. The Connie was on the airshow circuit for 20 years but is now undergoing heavy maintenance.
Photo by Airline History Museum.
The DC-3, number NC1945 first flew in 1941. It flew with TWA until 1952. The aircraft then had a number of owners and operators until it was purchased by a museum in Denver and was eventually transferred to the Kansas City museum in the late 1990s. The DC-3 has undergone a complete restoration but has not flown yet.
One classic TWA 747 rotting in the desert
As far as we can tell, this is only one intact TWA jet remaining. That aircraft is a Boeing 747-100 in experimental TWA colors. The jet was retired in 1997 and with the exception of its engines, the aircraft is largely intact. An interior Instagram video by “DiecastJames”.
The Superfortress Brought The War Back to Japan, But It Took a Herculean Effort to Get It Done
When the United States was at war with Japan the propaganda films of the time were often shown in movie theaters to audiences who had husbands, sons, nephews, and cousins- some their entire families, waging that war. The film “The Birth of the B-29” was produced in 1945 and labeled “War Film 30” by the US War Department. Millions saw it during wartime. Starring the Boeing B-29 Superfortress bomber and a supporting cast of the thousands who designed and built them, the film reveals the massive effort necessary to bring the most advanced bomber in the arsenal into service. The film was uploaded to YouTube by PeriscopeFilm.
B-29s were assembled in no less than four main factories and hundreds of sub-assembly facilities. Boeing built B-29s at their primary facility in Renton, Washington and at a second factory in Wichita, Kansas. Bell built B-29s at their facility in Marietta, Georgia, and Martin built Superfortresses at their facility in Omaha, Nebraska. Between them these main assembly plants built 3,970 of the bombers.
Official US Air Force Photograph
A Versatile Airframe Adapted Nearly Endlessly
B-29s were also experimentally converted to use Allison V-3420-17 liquid-cooled W24 (twin-V12, common crankcase) inline engines (XB-39), and Pratt & Whitney R-4360-33 radial engines (XB-44), which became the basis for the B-50. In the early days of aerial refueling the KB-29M (drogue) and KB-29P (rigid boom) tankers passed some of the first gas to Strategic Air Command (SAC) bombers. SB-29 Super Dumbos flew air rescue missions with underslung radar and air-droppable lifeboats.
China’s heaviest cargo drone with a maximum take-off weight of 3.4 tonnes and 1.5 tonne payload took its first test flight this weekend at Neifu Airport in Pucheng. The AT-200 is one of the most powerful drones ever to be used in a commerical application. The Institute of Engineering Thermophysics says it was in the air for 26 minutes and completes automatic take-off and landing within 200 meters. The aircraft is being developed on a P750XL utility aircraft platform. It will reach speeds up to 313 km per hour and have a flight range of 2,183 kilometers and 6,098-meter service ceiling.
JD.com, a Chinese e-commerce retailer, is developing the UAV (unmanned aerial vehicle or drone) along with a consortium of research institutes and companies. According to Recode, the AT-200 could be operating in China within the next several years.
To put its sheer size in persective, until recently drones were only considered for carrying small shipments, i.e., a product delivery placed online to a customer’s home. But at some point in the not too distant future, the AT-2000 drone could be delivering literally a ton of cargo to Chinese cities from rural areas.
The way China uses drones is markedly different from how they are used in the U.S. These new drones are going to be essentially miniature groupage operators, according to JD.com CEO Richard Liu. He explains, “instead of the drone delivering directly to customers’ doorsteps, a local delivery person retrieves the cargo from the drone, which may carry between eight and 15 packages that were ordered by people in the village. The delivery person then brings the packages to people’s doors.”
In contrast, in the U.S., Amazon is studing how drones can be used for home deliveries which are usually small amounts of merchandise delivered from a local warehouse. Drones are also used domestically for photography, reconnaisance and some agricultural and construction applications such as roof and solar panel inspections.
In China however, JD.com reportedly has plans in the works to open a 30-acre testing and R&D center with the Xi’an National Civil Aerospace Industrial Base. The company is already flying five different types of drones. Various sizes are used for delivery, depending on the size and weight of the cargo. JD.com spokespersons note that using drones for deliveries is about 70 percent cheaper than using trucks.
Clearly the U.S. is not embracing drone technology as quickly as the Chinese. Regulatory agencies like the FAA are still formulating the rules for a nationwide low-altitude air traffic control system that is not expected to come to fruition until at least 2020. After that, it remains to be seen if drones of gargantuan propotions capable of carrying a ton of freight like AT-2000 will ever be introduced in America.
Even so, Friday morning quarterbacks are closely watching China’s UAV program, wondering if safety and efficacy parameters will pan out. If the country’s pilot program is successful, the AT-200 and other extra-large size drones could prove to be a game changer for aerial deliveries in the years and decades to come.
On October 29 2017, the remarkable 97 year history of KLM and Fokker came to an end. KLM retired the Fokker 70 type after 21 years of service.
The last 4 Fokker 70s departed on a stormy, but beautiful sunny Sunday morning, from Amsterdam Schiphol Airport to Norwich Airport in England, where they will get their new livery, before they will depart to their new owners in Africa, Asia and South America. Many planespotters gathered near Runway 04-22, also known as the Oostbaan at East-Schiphol, where they watched the last 4 Fokker 70s taxi to the runway, take off and return for a memorable flyby, saying goodbye to it’s home base airport and the people of Holland. In honour of the special bond between the two Dutch Aviation Company’s, a Fokker monument was revealed today to the public in the shape of the characteristic Fokker 70 Tail.
Last Landing Ever October 28 2017: This amazing video comes from Jerry Taha Productions and shows the last landing ever of the KLM Fokker 70.
Yesterday evening, the last 4 Fokkers returned from their final official flight and landed for the last time ever at Amsterdam Airport Schiphol. The stormy wind was raging over the Schiphol runways with some furious gusts, as if it wanted to challenge the small Fokker 70s during their final touchdown on Dutch ground. This wasn’t anything new for the baby Fokker jets. The Fokker 70s went through many storms while returning to their home base over the past 24 years. Schiphol is famous for its stormy weather. The Fokker 70 proved to be capable of handling any condition. A total of 47 Fokker 70s were built. 40 of them are still in use with airliners across the globe.
Fokker 70 was a reliable jet…even a king flew it!
There was only one incident involving a Fokker 70 throughout its history. An Austrian Airlines Fokker 70 had to make an emergency landing on a field due to ice ingestion, resulting in engine failure of both engines. All passengers survived the crash. The jet was able to be repaired and eventually returned to service. The former Dutch Queen Beatrix and the present King Willem-Alexander used the Fokker 70 as their Government Plane. King Willem-Alexander often flew the plane himself to maintain currency. Many passengers never knew that the Prince, later their King, was flying them to their destinations in Europe or back to the Netherlands. The Government of Kenya is still using the old reliable Fokker as their primary aircraft for the head of state.
Video Farewell Fokker: This amazing video comes from Schipholhotspot
The Fokker F70, better known as the Fokker 70, is a narrow body, two-engined airliner for 80 passengers. It was developed as a smaller model of the Fokker 100, which was a better model of the Fokker F28. The first F70 entered service in 1993 and between 1993 and 1997. Fokker manufactured a total of 48 aircraft. The Fokker 70 entered service with KLM in 1996. KLM initially owned 26 F70s. They reduced the fleet to 19. In the past few years, the fleet dwindled to just 7 jets. Maintenance costs for the aging jets kept rising, especially after Fokker went out of business. As major inspections have neared, KLM slowly replaced the Brazilian Embraer E175 (88 passengers) and E-190 (100 passengers). They are cheaper in maintenance and use 20% less fuel and can carry 20% more passengers. The Fokker 70 was the last aircraft built by Fokker before it went bankrupt in 1996.
Stormy Landing: This incredible storm landing video comes from Jerry Taha Productions
A storied history between KLM and Fokker
Dutch aviation pioneer Anthony Fokker (1890-1939) was the founder of the Fokker aircraft company. He became famous when he flew over the city of Haarlem in 1911 with his own Fokker Spin, which he built in 1910 in Germany. At that time, before WWI, Germany was emerging as the center of aviation in Europe.
During WWI, the Fokker planes became famous. Fokker was friends with Manfred von Richthofen, also known as The Red Baron. He flew the famous Triple Wing fighter plane, the Fokker Dr.I. The D.VII would become the best fighter plane of WWI.
After the war, Fokker needed to find a new market to sell their planes. They emerged as one of the first companies to sell passenger aircraft. KLM was one of their first customers. KLM’s 97 year relationship with Fokker began in 1920, 1 year after KLM was born. KLM initially started with converted military planes, but in 1920 KLM bought two Fokker F.II.s (4 passengers) and then the Fokker F.III. (5 passengers).
The 20s would become the Golden Years for Fokker. KLM flew 18 different types of Fokker aircraft between 1920 and WWII. One aircraft in particular stood out.The Fokker F.VII.(8-12 passengers) would become Fokker’s first highly successful airliner. It was utilized by a variety of European airlines. Other companies also produced the aircraft under license.
The 1930s were more of a challenge for Fokker. American companies (like Douglas) would make great advances in commercial aviation. The DC-2 and DC-3 were more advanced than Fokker aircraft. They were manufactured out of aluminum vs. Fokker’s wood and steel construction. This put Fokker at a disadvantage to its American rivals. Airlines like KLM, previously a Fokker operator, chose the DC-2 and the DC-3. Anthony Fokker, the founder of the company also passed away just before WWII began.
Fokker thrived after the war…for a while
With WWII, and the recovery period, Fokker would not gain its footing again until the 1950s. The F-27 Friendship was their first post-war success. It would become the most successful aircraft that Fokker built. 786 aircraft were built. KLM was a big fan of the F-27. They flew the F-27 Friendship until the early 90s.
Fokker’s first jet was the F-28 Fellowship in the late 60s. They built 241 F-28s. KLM was a dedicated user of the type. The F-28 would evolve into the F-100 and Fokker 70 aircraft.
Fokker went back to its roots in the late 1980s as they rehashed their previous successes. They developed the Fokker 50, based on the successful F-27. KLM also flew the Fokker propliner to regional destinations. KLM flew the Fokker 50 from 1990 until 2010. Fokker also evolved the F-28 into the Fokker 100, the largest aircraft built by Fokker. Fokker made 283 of the type. KLM flew the Fokker 100 from 1989 until 2009.
Fokker F70s Battling against Extreme Crosswinds: This video of Fokker F70s in Full Action comes from Jerry Taha Productions
Truly the end of an era
Fokker’s last production aircraft was the Fokker 70. While the aircraft has become decidedly more rare with KLM’s retirement of the type, it is still flying today in countries all over the world. KLM’s Fokker 70s are expected to end up with other operators.
For Dutch aviation lovers and geeks, it’s reassuring to know the last Fokker 70s will keep flying in other parts of the world, instead of ending up in a desert or a museum. The end of Fokkers at KLM was a sad day but we are very proud of this great pioneer and what a man named Fokker did for aviation.
It’s amazing to think that such a small country as the Netherlands would be able to create such a proud legacy of aviation. Anthony Fokker, a brave innovator, turned his dream of flight and turned it into a business that lasted almost 80 years. KLM’s days of flying Fokkers have ended but the legacy of the aviation firm lives on and its aircraft will continue to fly at various carries around the world for at least a few more years to come.
Special thanks for Jerry Taha for the story and videos.
When Centron Films produced the training film “ASW: Tracking The Threat” for the United States Navy (USN) in 1982 the threat of Soviet submarine attack, either against surface ships via torpedoes or against the country and the world via ballistic missiles, was not only ever-present but constantly changing and evolving. The film goes into details about the support structure required for effective target prosecution that few outside the military knew or would likely have even understood. Uploaded by YouTuber ZenosWarbirds the film is a look at the serious business of keeping tabs on Soviet subs and the shadowy methods used to do so.
VP-19 Big Red Lockheed P-3C Orion. Official US Navy Photograph
The hodge-podge of early-1980s footage used in the film includes Patrol Squadron FIVE (VP-5) Mad Foxes, VP-23 Seahawks, and VP-19 Big RedP-3C Orions and several shots of the sensor stations and other features inside “the tube” of the Orion. The carrier USS Dwight D. Eisenhower (CVN-69), guided missile destroyer USS Wainwright (CG-28), and the destroyer USS Spruance (DD-963) also make appearances in the film.
VS-21 Fighting Redtails Lockheed S-3A Viking. Official US Navy Photograph
Sea Control Squadron TWO ONE (VS-21) Fighting Redtails S-3A Vikings wearing CVW-1 tailcodes are shown on the deck and launching from the carrier USS John F. Kennedy (CVA-67). Then a VS-29 Dragonfires S-3A is then shown in flight. Helicopter Anti-Submarine Squadron NINE (HS-9) Sea Griffins Sikorsky SH-3H Sea King helicopters and Helicopter Anti-Submarine Squadron (Light) THREE FOUR (HSL-34) Green Checkers Kaman SH-2F Seasprite Light Airborne Multi-Purpose System (LAMPS Mark I) helicopters also appear in the film.
Kaman SH-2F Seasprite. Official US Navy Photograph
Convair’s legendary B-58 Hustler was first flown on November 11th 1956. The delta-winged bomber would go on to serve with Strategic Air Command (SAC) for only about ten years, but those ten years between 1960 and 1970 were some of the most dangerous in this country’s history. Designed for a high-altitude penetration mission that was essentially rendered invalid due to improvements made by the Soviets to their surface to air missiles (SAMs), the iconic B-58 nonetheless became legendary for its performance and the technology built into it. This video was uploaded to YouTube by Gung Ho Vids
Retired United States Air Force (USAF) Colonel Chuck Jones narrates this look at the B-58 and its historic deeds. Jones, a former Hustler crew dog himself, also served as deputy commander of McConnell Air Force Base (AFB) in Kansas and commanded Thule Air Base in Greenland, Blytheville AFB in Arkansas, and Carswell AFB in Texas. He has been a volunteer at the National Museum of the United States Air Force in Dayton, Ohio since 2003. His insights into the B-58 are told as only one who experienced the B-58 can tell them.
Official US Air Force Photograph
Hustler Trivia Time
Jones also crewed in the B-58A that resides at the Air Force Museum today, B-58A Air Force SN 59-2458), Cowtown Hustler. Based at Carswell AFB, 59-2458 flew from Los Angeles to New York City and back on March 5th 1962 setting three separate speed records along the way. The crew, Air Force Captains Robert G. Sowers, Robert MacDonald, and John T. Walton (no relation), earned both the 1962 Bendix Trophy and the 1962 Mackay Trophy for their achievement. The bomber was flown to the Museum on March 1st 1969.
The gloves are coming off in Atlas Air’s contract negotiations with the pilots’ union. The air cargo carrier accused pilots last month of intentionally slowing down work in an effort to gain an upper hand in contract discussions. The company filed a federal complaint alleging the pilots were intentionally calling in sick and refusing to put in overtime.
Whether the accusations of bad pilot behavior are true or not, Atlas has felt the effects of labor strife. According to marketwatch.com, the airline has had an 83% increase in flight delays lasting over 6 hours since December of last year. The airline subsidiaries deliver cargo for Amazon, FedEx, Deutsche Post AG’s DHL and UPS. Associated unions include the International Brotherhood of Teamsters (IBT), its Airline Professionals’ Association and its Airline division.
You may be wondering, well, what has these pilots so angry? To answer that question, let’s go back to April 2016 when Atlas acquired Southern Air.
Southern Air acquisition: Potentially great deal for Atlas. Not such a great deal for pilots….
The Southern Air acquisition made Atlas Air Worldwide Holdings (AAWW) one of the leading providers of aircraft operating services on earth. However, in spite of rising profits, the Teamsters say the airline refuses to negotiate contracts on fair terms.
Before the merger, Atlas pilots had hoped for a contract that put them in line with other heavy-cargo pilots flying 747s, 767s, and 777s. AAWW and its affiliates filed legal proceedings in February in an attempt to force pilots, many of them former military, to merge the now defunct Atlas Air contract with Southern Air’s existing contract. The problem was that the Southern Air contract was originally negotiated during bankruptcy when pilots had no choice but to accept big wage, benefit and work rule concessions while the company was facing potential liquidation.
Atlas Air Worldwide Holdings, Inc. freighter (OTRS wikimedia commons)
Pilots say they are over tired, over worked, and underpaid. They point to requirements that have them flying cargo around the globe for a fraction of their previous pay, under what has been called exhausting and dangerous flight and duty time standards. The APA website reports that some have reported having to operate aircraft for as long as 30 hours in one stretch without being allowed to rest.
The union did a comparison study that found that AAWW pilots are paid less and work many more hours than peers who fly for FedEx or UPS. Post the Southern acquisition and merger, the Atlas Air contract as it currently stands is at 50 to 60 percent below the rest of the industry.
In defense, AAWW CEO William J. Flynn says the cargo carrier’s goal is to merge the two contracts through binding arbitration. This would, of course, circumvent the standard process of direct pilot negotiations but according to Flynn, is in line with rules laid out by the Railway Labor Act. Both airlines and railroads operate under these rules which include mandatory federal mediation if the two parties cannot reach an agreement
Pilots say that while legal, AAWW’s push for arbitration is part of a plan to cut wages, get rid of as many pilot protections as possible and ruins the quality of life for pilots and their families. They have also expressed fears that the lower standards will affect the industry as a whole.
AAWW CEO Flynn responded to the comments by citing the company’s commitment to customer service, saying Atlas “must protect the service quality we provide to our customers,” defending the recently filed complaint as an effort to minimize service disruptions.
Atlas also said that, “Atlas values the contributions of its pilots. The Company will continue to negotiate with the IBT for a joint contract for Atlas and Southern Air crewmembers in connection with the pending merger. The Company remains committed to completing the bargaining process in a timely manner and in the best interests of all parties.”
But is the lack of an industry-standard contract what is best for customers?
The Seeds of Unrest: Pilots Protest in Times Square
Marking the beginning of the turmoil, apparently fed up with AAWW’s inability or unwillingness to negotiate what they think are fair terms, the Teamsters took to the Street and protested on the steps of NASDAQ during the Atlas Investor Day in June 2016. This was the start of a long struggle and foreshadowed the ensuing tumultuous contract dispute.
For the first time in American history, picketers wearing pilot uniforms held signs on the NASDAQ MarketSite steps that read, “Atlas Air Worldwide Holdings Pilots Ready to Strike,” “Americans Deserve a Fair Deal from DHL” and “Our Families Deserve Better.”
Atlas Pilots picket in front of NASDAQ Photo atlasfacts.org
AAWW and DHL have both seen rising profits. DHL reported $66.7 billion in increased consolidated revenue this past year. AAWW reported revenues totaling about $1.8 billion.
Air freighter pilot Captain Robert Kirchner pointed out that, “The operation at Atlas is falling apart because of chronic mismanagement, a shortage of pilots, and a lack of other key operational personnel.”
In spite of reported delays, an Atlas spokeswoman told CNBC in an email that the company intends to meet all its customer commitments, saying, “We remain committed to negotiating a competitive, single-collective-bargaining agreement in accordance with the terms of our existing labor agreements, which recognizes our pilots’ valued contributions.”
It seems as if more than a few pilots do not feel valued by the corporate giant, however. Many experienced pilots have recently left the airline for more lucrative cargo and airline flying with other carriers. The union is vowing to keep an oath of solidarity to fight the air cargo carrier for what it considers fair treatment. Meantime, AAWW waits for the courts to decide its fate. The lawsuit is ongoing in the United States District Court for Southern New York and could advance at any moment, only a few short months away from the peak holiday shipping season.
Two odd incidents for Atlas-crewed 747s this year
Near miss of terrain after wrong turn on departure from Hong Kong Airport
Lantau Peak Photo By Flickr user: 29cm. An Atlas Air 747 missed this peak by less than 1000 feet after a wrong turn. (https://flickr.com/people/29cm/ – Flickr: https://flickr.com/photos/29cm/535760385/, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=22539533)
September 24, 2017 an Atlas Air Boeing 747-8 Freighter nearly crashed into a mountain after take-off from Hong Kong International Airport. Hong Kong’s Civil Aviation Department (CAD) says after departing from runway 07R, the N856GT aircraft swayed right and deviated from its track, heading straight toward the mountains of Lo Fu Tau on Lantau Island. The air traffic control tower radioed the crew, telling them to turn left to resume standard instrument departure and “expedite the climb to 5,000ft.”
When the cargo plane reached 2,000ft, the Enhanced Ground Proximity Warning system went off. The pilot responded, turned the aircraft and ascended to higher ground … in the nick of time. A CAD spokesperson said, “the aircraft evaded the high ground by approximately 670 feet. Subsequently, the aircraft re-established the SID (standard instrument departure) track at approximately 15:46 and continued without further incident. There was neither injury to personnel nor damage to the aircraft involved and no other air traffic was affected.”
Was weather the culprit? Not according to meteorological data, which shows that on September 24 at that particular time, visibility was 10 kilometers, with just a few scattered clouds at 1,500 and 2,800 ft. There was also no sign of turbulence or wind shear. Was the pilot inexperienced or so fatigued that he failed to notice a mountain looming in front of him? You decide.
Runway Overrun at Tokyo Due to Incorrect Thrust Setting
Another serious incident July 15, 2017 involved a Polar Air Cargo Boeing 747-8F operated by Atlas Air. Less than 20 minutes before curfew, Flight PAC/PO213A was taking off from runway 16L at Tokyo/Narita., headed to Shanghai Pudong International Airport. The runway is 8,200 ft long, but the cargo plane became airborne at just 279 ft from the departure end. The pilot fell short of achieving a safe altitude which ideally would have been 10.7 m/35 ft at 326 m/1070 ft (15% length margin) from the departure end. A nearby resident under the departure course reported that household items were blown away by the plane and a fence near the end of the runway was damaged by engine exhaust.
JSTB launched an investigation similar to those conducted in overrun accidents. Polar Air Cargo admitted the incident was because of an incorrect thrust setting on takeoff. Fortunately, no injuries were reported but again in this case, it is unknown if the pilot was fatigued or lacked training and/or experience.
VALDOSTA, Ga. — The Air Force Thunderbirds and the crowd favorite A-10 Warthog will headline this weekend’s Thunder Over South Georgia air and space expo from Moody, Air Force Base.
As the Air Force celebrates it’s 70th anniversary, much of the aircraft flying and on static display are air force aircraft — both past and present. From the F-16 Viper to the P-51D Mustang, and including the hulking C-17 Globemaster III, the Moody airshow will be packed with aviation excitement and family friendly events.
Home to the 23rd Wing, nicknamed the Flying Tigers, Moody prepares and trains some 5,400 military and civilian personnel. It is also home to the A-10C, C-130J, and HH-60G Pave Hawk helicopter which are combat ready.
“This event is free and open to the public and features acts from the U.S. Air Force Academy’s Wings of Blue to the U.S. Air Force Thunderbirds and will also host more than 15 static displays,” said Tech Sgt. Zachary Wolf of the 23rd Wing.
The top draw of this airshow will be America’s Ambassadors in Blue known by the public as the Thunderbirds. Performing dynamic aerial maneuvers in close formation or as solos, the squadron’s six pilots demonstrate the handling characteristics of the F-16 Fighting Falcon.
Lead by LT. Col. Jason Heard piloting the Thunderbird 1 jet. The six demonstration pilots include left wing pilot Major Ryan Bodenheimer aboard Thunderbird 2, Thunderbird 3 right wing Major Nate Hoffman, slot pilot Major Nick Krajicek in jet 4, and Major Alex Turner and Major Whit Collins performing as lead and opposing solos in jets 5 and 6.
Photo by: Charles A. Atkeison
On Thursday afternoon, eight Thunderbirds F-16 jets arrived at Moody followed by two C-130 Hercules loaded with supplies and spare parts for the red, white, and blue jets. About 65 Thunderbirds maintainers and support personnel also arrived aboard the C-130s.
“We’re at the culmination of the end of our season,” said Thunderbird 4 pilot Maj. Krajicek on Thursday from the flightline. “We’re a team of 120 individuals who have come together, and it’s an incredible team, and it somewhat becomes your family as we’re on the road 220 to 240 days a year.”
Major Collins, the Thunderbirds opposing solo pilot and Georgia native, expressed his love for waving out at the airshow crowds as he flies. Collins is wrapping up his first season with the team, and will move up to lead solo in 2018.
“As a soloist, since I’m flying by myself most of the time, during my repositions, I fly with my right hand and my left hand’s power, I’ll reach up and wave to people all the time,” Maj. Collins exclaimed with a grin on Thursday. “My hope is they are at work the next day telling people, ‘I swear he was waving at me’. But, if you’re out there, I really do wave.”
Collins, who grew up in an Air Force family, was further inspired to become a pilot at age 10. “I went to an airshow at Warner Robbins, Georgia, there I met a Thunderbird. I told him I wanted to grow up to fly airplanes, and he looked at me and he said, ‘you’ll grow up and be a great pilot one day’. And, that really lite a fire to me. So, when it came time when I was an air force pilot, I have the opportunity where I can give that back, and to tell the youth of America they can do anything thy put their minds to it.”
Tuskegee Exhibit will be featured
Photo by: Charles A. Atkeison
The Tuskegee Airmen exhibit will be on display both days. It highlights the historic contributions of the first African-American military pilots during World War II. The Commemorative Air Force supports the traveling exhibit.
“World War II and the service of these American heroes may be slipping farther into the past, but the lessons to be learned from the Tuskegee Airmen are timeless,” said Bill Shepard. Bill is a CAF Red Tail Squadron P-51C Mustang pilot and CAF Vice President of Education. “We know there are so many people who are passionate about the legacy of the Tuskegee Airmen.”
Gates will open at 9:00 a.m. each day, and the opening ceremonies will begin at about 11:30 a.m. with the Wings of Blue parachute team. Both admission and parking are free.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Don’t miss your chance to own a piece of aviation history! Literally speaking, a piece of the infamous Boeing 747 fleet from United Airlines can be in your living room. To celebrate the aircraft’s retirement from the fleet, MileagePlus Exclusives is offering passengers with accumulated award miles a once-in-a-lifetime opportunity to exchange award points for parts of the airplane.
Special items will be up for auction throughout the event which runs until November 7, 2017. Check the site often to make sure you don’t miss out on unique items going up for bid:
Items that you can get your hands on in exchange for your award miles include tail number cut-outs, airspeed indicators, double or triple passenger seats, livery panels and window cuts, and even a 747-400 aluminum cut-out which goes up for bid October 30. These one of a kind pieces of aviation hardware can’t be found anywhere else. Redeem your miles and grab a piece of the plane for yourself or your favorite aviation enthusiast. Perfect for gift giving!
In doing so, you will be joining other Avgeeks as we celebrate United’s final send-off of the Boeing 747-400, the “Queen of the Skies.”
Own a piece of hardware from the aircraft and help a great cause, too. All profits from the auctions on MileagePlus Exclusives go to to support Air Camp, an interactive educational aviation and aeronautics program that helps students in STEM-related fields across the country achieve their goals. Log on today, claim your piece of the famed Boeing 747 and help young people make their dreams of a career in aviation come true.
Working the ramp isn’t a particularly glamorous job. It involves a ton of physical exertion and you are at the mercy of the elements. As a ramp agent, the outside is your office. Heat, rain, snow, and sleet, are common. You are measured by your ability to ensure that the flights depart on-time. Passengers hardly ever see you long enough to say ‘thanks’ for loading my bags and ensuring that my flight departed on-time.
Kyran Ashford is employed by JetStream Ground who contracts with Southwest Airlines for ground operations. He sets the standard for service with a smile. Earlier this week, country artist Terry McBride posted a video showing a ramp agent whose wing walking was over the top. Terry was impressed. His moves were so fantastic, and his smile so infectious that the video of him ‘just’ doing his job have now been seen by over 6.5 million people. It’s safe to say that he might be the first person in aviation history whose wing-walking skills have gone viral!
Avgeekery salutes Kyran and appreciates his passion. We also hope that his skills serve as a great resume builder to get hired as a station manager or better for Southwest Airlines in Rochester. The world needs people with passion like his. Any airline would be lucky to have him.
We’re heading headlong into the winter months and that means airshows and gatherings of warbirds will be few and far between. We know Avgeekery Nation enjoys great warbird action and Oshkosh had some of the best ever seen there this year. From our good friends at AirshowStuffVideos comes this awesome action video shot during the 2017 Experimental Aircraft Association (EAA) AirExpo in Oshkosh. The action is in HD and the audio is great with only minimal radio chatter. Turn those speakers up and enjoy!
The action was recorded adjacent to runway 36 and includes departures, arrivals, and taxiing aircraft of many types including a plethora of North American P-51 Mustang fighters (and those sweet-sounding Merlin engines!) including an ultra-rare P-51B model, the Commemorative Air Force B-29 Superfortress bomber Fifi, a Vought F4U-4 Corsair, a North American B-25H Mitchell medium bomber, a Beech T-34B Mentor trainer, a Beech C-45 Expeditor, a gaggle of North American T-6 / SNJ / Harvard trainers, a CJ-6 Nanchang trainer, and a Grumman (General Motors) TBM-3E Avenger. There’s even a beautifully restored TA-4J Skyhawk trainer wearing Marine Corps Harrier-esque camo.
When Grumman and the Navy teamed up to produce the F-14 Tomcat Progress Report films during the early 1970s the new jet was being tested and evaluated by multiple squadrons at several Naval Air Stations (NASs) and facilities. The Tomcat would go on to serve the Navy for 32 years, but at this point there was still a whole lot to learn about the complex F-14A.
The process of testing, training, and getting a brand new weapons system ready for its first combat deployment was complicated indeed. This film, “Progress Report #5: The Operational Tomcat” uploaded by YouTuber PeriscopeFilm with excellent image and sound quality, is a must-see for every Tomcat aficionado. Boola Boola anyone?
Carrier Air Wing FOURTEEN (CVW-14) was preparing for their next WestPac deployment aboard the carrier USS Enterprise (CVN-65) when the film was shot. Fighter Squadron ONE (VF-1) Wolfpack and VF-2 Bounty Hunters had just been formed at NAS Miramar in mid-October 1972. Both squadrons were gearing up for their first deployment with the new Tomcat.
Note the flamboyant far-from-low-viz colors on the VF-1 and VF-2 Tomcats in the film. Those are classic 1970s Navy squadron schemes! Testing and evaluation of just about every kind can be seen in this time capsule of a film.
