Impersonating Russian Fighters Has Been Good Business for the F-5.
On 30 April 1964, the Northrop F-5A Freedom Fighter became operational for the first time with the United States Air Force (USAF) 4441st Combat Crew Training Squadron (CCTS). Still flown by many countries around the world 53 years later, the F-5 family of lightweight twin-engine supersonic fighters has been upgraded and adapted to remain effective in today’s battle space.
MiG-28s! Nobody’s Been This Close Before!
The United States Navy (USN) and United States Marine Corps (USMC) continue to operate single- and two-seat F-5s (now known as Tiger IIs) as Dissimilar Air Combat Training (DACT) adversary training aircraft. In the movie Top Gun (Paramount 1986), Navy F-5Ns even impersonated the feared “MiG-28s” so handily bushwhacked by recent TOP GUN graduates and new wingmen Maverick and Iceman. Apologies if that’s a spoiler for you live-under-a-rock types.
Simple During a Complicated Time
The maiden flight of the prototype N-156F Freedom Fighter took place on 30 July 1959. The YF-5A was flown for the first time at Edwards Air Force Base (AFB) in California on 31 July 1963. Northrop believed the large and complex fighters then in service and already being designed were too complex and expensive. They wanted to build a simple, economical, and small fighter instead. Although their approach bucked every trend in American fighter design at the time, they succeeded. And how.
Still Battling
The F-5 went into production in 1964 and remained in production until 1989. Northrop produced 1,871 F-5s (all variants) during those 25 years. Hundreds of the Northrop-built F-5s (all variants) remain operational today. The derivative T-38 Talon trainers are also in service. The jets have been upgraded with improved avionics, protective electronics, more powerful General Electric J85 engines, improved control systems, and the ability to employ the latest generation of air-to-air and air-to-ground weapons.
To War in Vietnam
The USAF began a five-month combat evaluation of the F-5A titled Skoshi Tiger in October 1965. After modifications to add aerial refueling equipment, improved instruments, and armor, the original 12 F-5As delivered to the 4503rd Tactical Fighter Squadron were re-designated F-5C. The Skoshi Tigers flew more than 2600 combat sorties over six months. Based at Bien Hoa and Da Nang, the F-5Cs flew their missions primarily over South Vietnam and Laos. After April 1966, the group was expanded to 17 aircraft and re-designated the 10th Fighter Commando Squadron. Eventually, the Skoshi Tiger F-5Cs formed a South Vietnamese Air Force squadron. 41 F-5s were captured by the NVA when the war in Vietnam ended.
Building a Better Bantam Fighter
The updated and improved F-5E Tiger II first flew on 11 August 1972. The two-seater F-5F flew for the first time on 25 September 1974. The F-5E went into service with the 425th Tactical Fighter Squadron (TFS) at Williams AFB in Arizona on 6 April 1973. The E and F Tigers have seen combat, but not with the US Air Force. Ethiopian F-5 fighters saw combat against Somali forces during the Ogaden War of the late 1970s. Iran employed its F-5s against Iraq during the war in the 1980s, even supposedly shooting down an Iraqi MiG-25 Foxbat. As recently as 2011, Kenya employed F-5s in their operations against Somali terrorists.
War in Far Away Places
During the failed Moroccan coup attempt of 1972, F-5As attacked the 727 belonging to King Hassan II of Morocco while it was airborne. Moroccan F-5s also fought during the Western Sahara War. Saudi Arabia flew close air support and aerial interdiction missions against Iraqi forces occupying Kuwait with their F-5Es during the Gulf War. Tunisian F-5s have flown strike missions in support of major military offensives in the border region of Mount Chaambi against Ansar al-Sharia and al-Qaeda-linked militants since 2013.
Those Colorful Aggressors
The F-5E served with the US Air Force between 1975 and 1990. The primary USAF operators were the 64th and 65th Aggressor Squadrons, based at Nellis AFB in Nevada; the 527th Aggressor Squadron, based at RAF Alconbury in the UK; and the 26th Aggressor Squadron, based at Clark AFB in the Philippines. The primary reason the F-5 was selected for the DACT role is its resemblance to the Soviet MiG-21 Fishbed fighter. Both aircraft are small and have similar performance characteristics.
Snipers and Challengers and Sundowners Oh My
USMC adversary squadron VMFT-401 Snipers operates F-5Es and F-5Fs from Marine Corps Air Station (MCAS) Yuma in Arizona. Originally associated with TOP GUN when located at NAS (now MCAS) Miramar in California, Navy VF-126 Bandits operated F-5Ns for years. Other Navy adversary squadrons like VF-43 Challengers based at NAS Oceana in Virginia, VF-45 Blackbirds and VFC-111 Sundowners based at NAS Key West in Florida, VFA-127 Cylons based at NAS Lemoore in California, and VFC-13 Saints based at NAS Fallon in Nevada have operated or still operate F-5s as DACT aggressors. Many of the currently operational Navy and Marine F-5s are former Swiss airframes that have been reworked and modernized.
License-Built to Last Around the World
A total of 776 F-5s have been license-built by Canadair of Canada, CASA of Spain, AIDC of Taiwan, Hanjin Corporation / KAI of South Korea, and F & W in Switzerland. Current and former operators of the F-5 series include Austria, Bahrain, Botswana, Brazil, Canada, Chile, Ethiopia, Greece, Honduras, Indonesia, Iran, Jordan, Kenya, South Korea, Libya, Mexico, Morocco, Malaysia, Netherlands, Norway, Philippines, Saudi Arabia, Singapore, South Vietnam, Spain, Sudan, Switzerland, Taiwan (Republic of China, Thailand, Tunisia, Turkey, Soviet Union, United States Air Force, Navy, and Marine Corps, Uruguay, Venezuela, Vietnam, and Yemen.
The Federal Aviation Administration has registered 18 privately owned F-5s and Canadair CF-5Ds in the United States. Here’s even more information about the F-5 Freedom Fighter/Tiger.
Since the 1960s, helicopters like the Sikorsky S-92 have been vital for the safe and efficient operation of offshore oil and gas platforms.
The S-92 has long dominated these missions, but recent challenges with the type and its competitors are forcing operators to confront tough decisions about their helicopter fleets.
Sikorsky S-92 is the Most Popular Choice for Offshore Helicopter Support
The Sikorsky S-92 medium-lift helicopter began flying commercial missions in 2004. There are currently about 290 S-92s in service around the world, and about two-thirds of them support offshore oil and gas platforms. Their uses include general resupply, crew change, on-call resupply, search and rescue, and medical evacuation missions.
A Sikorsky S-92 flies over open water on a helicopter support mission. | Image: CHC Helicopter
There are currently 12,000 oil and gas platforms worldwide. On average, these last about 25 years before replacement. Many current platforms have reached or exceeded that age. Some of these platforms are as far as 200-plus miles offshore. The condition of these platforms and their distances offshore make helicopter support especially important, as ships cannot cover those distances nearly as fast.
Massive Oil and Gas Platforms Require Reliable Helicopters
Some of these facilities are truly massive. For example, Shell Perdido, located in the Gulf of America about 200 miles from Freeport, Texas, is one of the world’s deepest and largest offshore oil drilling and production platforms. Perdido processes about 100,000 barrels of oil daily and 200 million cubic feet of gas. It maintains a crew of 172 people. They need frequent resupply of food, equipment, and occasionally medical evacuations.
The Shell Perdido oil and gas platform is 200 miles off the Texas coast. | Image: Shell
Sikorsky S-92: An Indispensable Tool for Oil and Gas Platforms
The Sikorsky S-92 is the overwhelming operator choice for offshore platform missions. It boasts a 620-mile range, holds 5,092 pounds of fuel, and features a maximum payload capacity of 2,325 pounds. Operators can choose between configurations for cargo, passengers, or mixed loads. Two General Electric CT7-8A engines power the helicopter, which a crew of two pilots flies with precision and reliability.
Safety and Supply Chain Concerns for the S-92
Despite the S-92’s long history of supporting oil and gas platform operations, the type has some significant problems. In 2024, an S-92 on a search and rescue training mission for Equinor, an oil and gas company, crashed off the coast of Norway, killing one person and injuring five. As a result, Norway considered grounding all of its S-92s. Nothing is more important than safety; tragedies like this cause workers and companies to lose confidence in the helicopters.
A Sikorsky S-92 flies over an offshore oil platform. | Image: AvBuyer.com
H225 Super Puma Initially Emerged as a Solid Competitor for the S-92 Until Disaster Struck
Effective and efficient helicopter support is more important than brand loyalty, so oil and gas companies have no choice but to consider other helicopter models. One such design is the Airbus H225 Super Puma. This helicopter emerged as a capable alternative to the S-92 with its capacity and range.
Airbus claims it has studied the crash and is making extensive upgrades to prevent future disasters. It is too early to tell if this will improve confidence in the helicopter.
Serious Lack of Confidence Remains for H225 Following Disaster
In 2024, Unite the Union, a trade union based in Scotland, surveyed 1200 oil and gas workers. The survey asked how they felt about reintroducing the Super Puma to offshore service. Members made it clear they were not ready to trust the helicopter. They felt so strongly that the union released the following:
“Unite will never ever allow offshore health and safety to be compromised by operators and contractors. Absolutely central to this objective is ensuring the full confidence of offshore workers in the helicopters which they are transported in. “Overwhelmingly offshore workers are telling Unite that more action and assurances are needed from the industry in order to improve the safety of helicopter flights. Operators and contractors must listen to these concerns and act.”
Sharon Graham, Unite the Union General Secretary
For its part, Sikorsky is still encouraging customers to purchase and use the S-92. A key factor in this may be the upgrade program to the S-92A model, which primarily includes modifications to the gearbox to increase the helicopter’s range and reliability.
Sikorsky S-92A model helicopter featured an upgraded gearbox. | Image: Airmedandrescuse.com
The world relies on its energy platforms, and the manufacturers that produce helicopters to support the platforms must do their part to keep the oil and gas flowing.
The aviation industry is abuzz with news that United and JetBlue are engaged in discussions to form a strategic partnership.
This development was first reported by Reuters on 29 April, citing multiple internal sources. Neither airline has confirmed the report.
A potential partnership comes at a critical time for both carriers. For JetBlue, it’s a chance to rebuild after the collapse of its Northeast Alliance with American Airlines. At the same time, for United, it could signal a strategic push into New York’s fiercely competitive John F. Kennedy International Airport (JFK).
JetBlue has been on the hunt for a domestic partner since a federal judge blocked its proposed Northeast Alliance with American Airlines in 2023, deeming it anti-competitive. The fallout was messy: American Airlines confirmed this week that it recently filed a lawsuit seeking damages after negotiations to revive the partnership collapsed. This announcement came on 28 April. Just one day later, JetBlue hinted at a new domestic partnership, raising eyebrows about the timing.
The New York-based carrier has struggled in 2025, with its stock plummeting 47% year-to-date amid economic uncertainties. JetBlue withdrew its full-year outlook during its Q1 earnings call, citing volatile market conditions. A partnership with a “large” network carrier—widely speculated to be United—could provide a lifeline by expanding JetBlue’s reach and enhancing the value of its TrueBlue loyalty program.
The United and JetBlue Partnership: What We Know So Far
A United and JetBlue alliance would focus on two key areas: improved passenger connectivity and frequent flier mile reciprocity.
According to Reuters, the potential United and JetBlue alliance would focus on two key areas: improved passenger connectivity and frequent flier mile reciprocity. Unlike the Northeast Alliance, which involved schedule and pricing coordination, this partnership would avoid such integration to avoid antitrust concerns. Customers could earn and redeem TrueBlue points on United’s extensive network and vice versa with United’s MileagePlus program, creating a seamless experience across both carriers.
JetBlue’s Marty St. George emphasized the customer benefits during the earnings call with the following explanation:
“I need to make sure I reserve my comments based on what we have said publicly. And what we have said is we are looking at, and we’re talking to multiple airlines about domestic partnerships. I think we’re getting very close to making an announcement and expect to make the announcement this quarter. And as far as the benefits that we expect to offer to our customers, now the most important thing is number one, a significantly higher network opportunity for earn and burn of TrueBlue points, which we think greatly improves utility of TrueBlue.
Today, if you are a customer in the Northeast and you love JetBlue for leisure, but, you know, twice a year, you have to go to Omaha or Boise, these are places that you can’t earn through Blue points on now. And when this partnership goes forward, you will be able to. And the second thing is I’m really excited for just the overall broadening of the network opportunities, you know, not just connectivity, but also just sort of better opportunities for our customers to fly more places with more frequency.”
Marty St. George, JetBlue President
However, sources caution that no deal has been finalized, and negotiations remain fluid. St. George indicated an announcement is expected within Q2 2025, suggesting progress is happening.
United’s JFK Ambitions: A Bigger Play?
Aerial image of New York’s sprawling John F. Kennedy International Airport (JFK) | IMAGE: By User:KenzieAbraham – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=74406492
While a potential United and JetBlue partnership’s stated goals are connectivity and loyalty program integration, United’s motivations may extend further. CEO Scott Kirby has expressed his desire for a more substantial presence at JFK. Delta Air Lines dominates with nearly 30% of seat capacity, followed by JetBlue at 24.5% and American at 12%. United, notably absent from JFK, operates out of Newark Liberty International Airport (EWR) and LaGuardia (LGA).
Kirby’s comments, reported by Italian newspaper Corriere della Sera, reveal his strategic thinking.
“I would like to have a presence on the other side of the river at JFK,” Kirby stated. “But man, all the headache, all the brain damage of buying a whole airline to get there. That’s a lot to do.”
Reports suggest United is eyeing 20 slot pairs (enabling 40 daily flights) and access to two of JetBlue’s gates at JFK. With no slots currently available at the slot-constrained airport, a partnership—or even an acquisition—could be United’s ticket to challenging Delta in one of its key hubs.
United’s history at JFK adds context. The carrier exited the airport in 2015 to focus on EWR but briefly returned in February 2021, operating two routes (SFO and LAX) using slots freed up during the pandemic. It withdrew again shortly after, unable to secure permanent slots. A partnership with JetBlue could provide a foothold without the logistical and regulatory hurdles of re-entering JFK independently.
Speculation and Denials: Acquisition on the Table?
A United Airlines Boeing 787-9 Dreamliner lifts off from Los Angeles International Airport (LAX) on 20 Nov 2023 | IMAGE: Photo by David Syphers on Unsplash
Rumors of a United and JetBlue tie-up first surfaced earlier in 2025, prompting United to issue a carefully worded denial:
“The Company is not in negotiations or discussions with any other airline regarding a merger, acquisition, or similar strategic transaction.”
United Airlines
Notably, the statement left room for non-merger partnerships, fueling speculation that the current talks were already underway.
Sources indicate that “all options are on the table,” including a potential acquisition of JetBlue. Such a move would be a bold play for United, granting immediate access to JetBlue’s JFK slots, gates, and customer base. However, Kirby’s reluctance to endure the “brain damage” of acquiring an airline suggests a partnership is the more likely outcome—at least for now. United’s official stance remains cautious, with a spokesperson declining to comment on “industry speculation.”
Implications for Customers and the Industry if United and JetBlue Form an Alliance
A JetBlue flight departs JFK with the Manhattan skyline in the background | IMAGE: By Rickmouser45 – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=93430137
If finalized, a United and JetBlue partnership could reshape the competitive landscape in the US aviation market. Customers would be able to earn and redeem miles across JetBlue and United’s networks, unlocking new travel opportunities. JetBlue’s leisure-focused customers in the Northeast could access United’s extensive domestic and international routes, while United’s business travelers could benefit from JetBlue’s strong JFK presence and premium Mint product.
The partnership would also bolster the Star Alliance, of which United is a founding member. JetBlue’s TrueBlue members could potentially connect with other Star Alliance carriers like Lufthansa and Air Canada. However, the lack of schedule coordination means travelers shouldn’t expect the seamless codesharing often seen in other alliances.
For JetBlue, the partnership could stabilize its financial outlook by driving loyalty program revenue and attracting new customers. For United, it’s a low-risk way to reenter the waters at JFK while strengthening its domestic network. However, the shadow of American Airlines’ lawsuit and the Northeast Alliance’s failure looms large, reminding both carriers of the regulatory scrutiny such partnerships attract.
With an announcement expected soon, clarity is on the horizon. For now, JetBlue’s beleaguered shareholders and United’s ambitious leadership share a common hope: that this alliance could be a watershed moment in an industry where partnerships often define success.
First envisioned decades ago, the proposed Southern Nevada Supplemental Airport (SNSA) is gaining traction as the leading long-term solution to a looming capacity crunch at Las Vegas Harry Reid International Airport (LAS).
In the sun-scorched Ivanpah Valley, 23 miles south of the Las Vegas Strip, a dry lakebed could one day become one of the country’s biggest airports. The Southern Nevada Supplemental Airport—a massive project with an estimated price tag between $6 billion and $14 billion—aims to redefine air travel for one of America’s fastest-growing and most dynamic regions.
Intended to complement the overburdened Harry Reid International Airport, preliminary plans for SNSA call for 153 gates, two runways—including one of the longest in the US—and a sprawling 23,000-acre footprint rivaling giants like Dallas/Fort Worth (DFW) and Denver (DEN).
As LAS nears its capacity limit of 63 million annual passengers by 2030, the Clark County Department of Aviation (CCDOA), the Bureau of Land Management (BLM), and the FAA race to realize this ambitious vision.
The Genesis of SNSA: A Long-Term Vision
The proposed location of the Southern Nevada Supplemental Airport (SNSA) is just east of I-15 in the Ivanpuh Valley, 23 miles south of the Las Vegas Strip | IMAGE: By VanillaSea – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=133920907
The seeds of SNSA were sown in 2000 when the Ivanpah Valley Airport Public Lands Act, championed by US Senator Harry Reid and signed into law by President Bill Clinton, conveyed 6,000 acres to Clark County for a new airport. An additional 17,000 acres were set aside as a compatibility buffer, creating a massive 23,000-acre canvas.
By 2005, the CCDOA evaluated four potential sites, selecting Ivanpah Valley for its strategic advantages: proximity to the Las Vegas Strip, redundant access routes, potential for transit connections, distance from incompatible land uses, and lower development costs compared to alternative site choices.
It has not been smooth sailing with the project, with the 2008-2009 financial crisis and the COVID-19 pandemic grinding progress to a halt. Today, however, SNSA is gaining momentum as it moves into the Environmental phase, the second of four stages (Planning, Environmental, Design, Construction). Las Vegas officials are pushing for a faster timeline, even floating the idea of President Trump stepping in to expedite the environmental study, which could otherwise stretch four years.
Nestled off Interstate 15 between the small towns of Jean and Primm, SNSA will focus on charter, long-haul domestic, and international flights, taking the heat off Harry Reid International (LAS). Construction could begin in 2029, with the airport potentially opening between 2035 and 2037, depending on approvals. The pressure’s on: if SNSA doesn’t come through, LAS’s looming capacity limits could strangle Las Vegas’s tourism-fueled economy.
Environmental and Community Considerations
Proposed site of the Southern Nevada Supplemental Airport, located along I-15 between Jean, NV and Primm, NV, 23 miles south of Las Vegas | IMAGE: Google Earth
As a desert lakebed, the Ivanpah Valley site presents unique challenges. It hosts desert tortoises, a federally protected species, and a rare plant found only in parts of the Mojave Desert. The ongoing Environmental Impact Study scrutinizes these ecological concerns, alongside airspace impacts, including aircraft noise over California’s Mojave National Preserve to the south. Jean Airport (0L7), a nearby general aviation facility, also faces potential disruptions, with impacts under review.
Beyond ecology, SNSA’s infrastructure demands bold planning. The CCDOA envisions widening I-15 from six to 14 lanes between Las Vegas and the new airport, constructing dedicated interchanges, and connecting the airport to a proposed Brightway rail line with connections to Southern California. A Boring Company tunnel is also under consideration as part of the Vegas Loop.
Planners look to the transportation corridor between downtown Washington, DC, and Washington Dulles International Airport (IAD) as a blueprint for knitting SNSA into the region’s fabric.
Additionally, on 10 March 2023, the Nevada State Legislature greenlit a 5,000-acre town to support the airport, though its name remains undecided. These investments aim to seamlessly integrate SNSA into the region’s transportation network as a user-friendly hub that will help keep Las Vegas’s economic engine roaring.
SNSA’s projected layout is ambitious, to say the least. Preliminary plans include multiple terminals featuring up to 153 gates and two massive runways: RWY 18L/36R (12,000 feet by 150 feet) and RWY 18R/36L (15,000 feet by 200 feet). The latter will rank as the third-longest commercial runway in the US, surpassed only by 16R/34L (16,000 feet) at Denver International Airport (DEN) and 17/35 (15,050 feet) at the boneyard, aka Southern California Logistics Airport (VCV). This design would position SNSA to handle the world’s biggest airplanes, which is critical for international and cargo operations.
The airport’s 23,000-acre footprint will make it one of the largest in the U.S., rivaling Dallas-Fort Worth International Airport (DFW) and DEN. Cost estimates range from $6 billion to $14 billion, and those numbers could be on the conservative side if inflation and global economic pressures continue to affect prices.
For context, Denver International, the last all-new US airport, opened in 1995 for $4.8 billion. SNSA’s price tag accounts for modern construction costs, advanced technology, and extensive infrastructure. SNSA will redefine Las Vegas’s aviation landscape if approved, offering a long-term solution for a region quickly outgrowing its current hub.
Harry Reid International Airport: A Dated Facility at its Limits
Harry Reid International Airport (LAS) has nowhere to expand | IMAGE: Google Earth
To understand SNSA’s urgency, one must examine the constraints of Harry Reid International Airport. In 2024, LAS handled a record 58.4 million passengers, a 1.39% increase over 2023’s previous high. As the 7th busiest airport in the U.S. and 5th globally for aircraft movements, LAS operates 110 gates across two terminals and a satellite concourse, serving 159 destinations on 30 airlines. Southwest dominates with over 40% market share.
Yet, LAS is completely landlocked, with no room to expand its terminal infrastructure or airfield.
Opened in January 1943 as Alamo Field, a general aviation facility with three gravel runways, a flight school, and a small terminal. Renamed McCarran Field in December 1948 to honor U.S. Senator Pat McCarran, it replaced Las Vegas Army Airfield (now Nellis AFB) as the region’s commercial airfield. The casino industry’s rise drove explosive growth, with passenger counts soaring from 36,000 in 1948 to nearly one million by 1959.
The jet age at LAS, ushered in by United Airlines, exposed the airport’s inadequate infrastructure. A new terminal opened in 1963, followed by concourse additions and runway lengthening in the 1970s. The mid-1980s brought a new central terminal, a third concourse, and a people mover. Expansions continued through the 1990s and early 2000s, culminating in the $2.4 billion Terminal 3, completed in 2012 after four years of construction. In December 2021, officials renamed the airport to honor US Senator Harry Reid, following revelations of Senator Pat McCarran’s ties to antisemitism and racism.
Today, LAS’s facilities show their age despite ongoing enhancements. Renovations include modernized baggage handling systems, revamped gate areas, and expanded shopping and dining options. Yet, these upgrades cannot overcome the airport’s physical limits. Tens of millions of passengers pass through a facility designed for use in an entirely different era.
Projections indicate LAS will hit its maximum capacity of 63 million passengers by 2030, creating a bottleneck that could cripple the region’s hyperactive economic engine. That’s not some distant problem–it’s five years away.
The Economic Imperative of a New Airport
LAS Tower and the Strip in the background | IMAGE: Harry Reid International Airport
Las Vegas thrives on tourism, with aviation as its lifeline. In 2024, LAS’s 58.4 million passengers underscored its role as a global gateway. Officials emphasize the importance of growing the region’s air travel capacity by highlighting Las Vegas’ growing role in major national and international events, such as the 2024 Super Bowl and the upcoming Grand Prix championship this November.
However, capacity constraints risk stifling growth. Without SNSA, airlines may reduce flights, increase fares, or divert to other hubs, impacting hotels, casinos, and businesses. The CCDOA’s proactive approach—planning SNSA while enhancing LAS—aims to safeguard the region’s prosperity.
SNSA’s focus on charter, long-haul domestic, and international flights aligns with Las Vegas’s evolving market. International tourism, particularly from Asia and Europe, grows steadily, demanding larger aircraft and longer runways. Cargo operations, too, will benefit from SNSA’s capacity, supporting e-commerce and logistics. By complementing LAS, SNSA ensures that both airports serve distinct yet synergistic roles in the regional economy.
Challenges and Opportunities
A Frontier Airlines Airbus A320neo departs LAS against the backdrop of the sprawling Las Vegas Strip | IMAGE: Photo by David Syphers on Unsplash
The environmental phase of the process presents hurdles. Mitigating impacts on desert tortoises and rare plants requires careful planning, potentially involving relocation or habitat restoration. Aircraft noise over the Mojave National Preserve could spark opposition from environmental groups. The CCDOA’s collaboration with the BLM and FAA aims to balance development with stewardship, but delays could push the timeline beyond 2037.
Community engagement is critical. The new 5,000-acre town and expanded I-15 corridor will reshape the Ivanpah Valley, creating jobs and infrastructure but also raising concerns about water resources and urban sprawl in a desert region. The Brightway rail and potential Boring Company tunnel offer innovative solutions, but their feasibility depends on funding and political will.
SNSA’s scale invites comparison to Denver International, which faced cost overruns and delays but ultimately transformed its region. With its history of bold bets, Las Vegas is well-positioned to navigate these challenges. The CCDOA’s transparent planning process, including public input and rigorous environmental studies, builds trust and momentum.
Las Vegas Rolls the Dice on a 21st Century Mega-Project
The Las Vegas Sphere gives a Southwest 737 quite to look as it departs LAS | IMAGE: Harry Reid International Airport on Facebook
SNSA represents more than an airport—it’s a statement of ambition. Las Vegas, born from audacity, has always defied the odds. The region’s aviation history reflects its relentless growth from Alamo Field’s gravel runways to LAS’s global prominence. Now, with LAS at its limits, SNSA offers a path forward.
By 2035, travelers may enter SNSA’s terminals, board flights to distant continents, or connect via high-speed rail to Southern California. The airport’s runways, among the longest in the nation, will welcome the world’s largest aircraft. Its 23,000 acres will anchor a new town buzzing with economic activity. Meanwhile, LAS will continue to thrive, serving short-haul and regional flights with renewed efficiency.
The road to SNSA is fraught with challenges, from environmental hurdles to multibillion-dollar budgets. Yet, Las Vegas has never shied away from big risks for bigger rewards. If successful, SNSA will not only solve LAS’s capacity crisis but also redefine what a 21st-century airport can be.
Business and travel go hand in hand, which gave many airlines several ideas to cater to businessmen on the move. But while many shuttle airlines existed that flew New Yorkers to domestic cities like Washington D.C. and Boston, how about one that could fly all the way to London? Eos wanted to answer that call.
Eos was a carrier that only offered Business Class for those who needed to fly across the pond. However, this endeavor lasted only four years due to financial shortages and rising operational costs. Here’s how Eos fared in the 2000s.
‘A New Beginning’ for Air Travel
Eos was founded in 2004 by former British Airways Director of Strategy Dave Spurlock. Initially called Atlantic Express, it was renamed Eos Airlines and then shortened to just Eos. Named after the Greek goddess of dawn, the carrier symbolized a new beginning in air travel.
Slated for a launch in October 2005, the carrier flew primarily from John F. Kennedy International Airport (JFK) in New York City to London Stansted Airport (STN) in London. Rather than catering to upper-class or economy travelers, Eos carved a niche in the middle, providing a sufficient Business Class experience for less than what legacy airlines charged at the time.
Eos had a fleet of six Boeing 757-200s, reconfigured to only seat 48 passengers instead of the typical 200. Each seat was a foldable flatbed, offering an adequate 21 square feet of personal space — a rarity even compared to today’s airlines, where Business Class cabins remain in condensed spaces to accommodate main cabins. Each cabin also had layouts where passengers could dine or conduct meetings.
Silverjet, Maxjet Created Direct Competition
The carrier’s slogan was ‘Uncrowded. Uncompromising. UNAIRLINE.’. This motto helped the airline set itself apart from other transatlantic airlines.
Eos was among a trio of airlines that formed to offer business-class travel across the pond. MAXjet and Silverjet were the other two airlines that joined Eos. Continental and Virgin Atlantic also regularly managed transatlantic travel.
Spurlock planned to expand the airline globally. According to Eos’ website, the airline announced new destinations in Washington D.C., Boston, Los Angeles, Miami, Newark, Paris, and Dubai. According to issues of its eosCLASS Magazine, it also planned to acquire two additional Boeing 757s.
In 2007, American Airlines was the next airline to operate the JFK-STN route, starting on 29 October of that year. The airline offered 200 seats on its Boeing 767 and was the first carrier to offer Economy class for that route.
The Fall of New York Business Class-Only Airlines
On Christmas Eve 2007, MAXjet was the first to suspend all flight operations, citing the rise in fuel costs, crew wages, and other ongoing costs. Eos, Silverjet, and Continental all opted to accept MAXjet tickets that had not already been redeemed. On 26 December, MAXjet filed for bankruptcy court.
On 26 April 2008, Eos announced it would be next to file for bankruptcy, suspending all operations two days later. While a Newark-Stansted route was slated to open in early May, that wasn’t the case anymore.
Eos reportedly lost $37 million from January to September 2007, requiring a $50 million profit to continue. Executives were reportedly ‘hopeful’ that investors would bail them out before resorting to filing for bankruptcy.
Virgin Atlantic Director of Communications Paul Charles commented on the fall of Eos and MAXjet:
‘Passengers will now find it too risky to book with business-only airlines…As Maxjet and Eos have shown, when they collapse, they do so with little notice, leaving their passengers stranded and possibly out of pocket.‘
Silverjet founder Lawrence Hunt instead showed optimism in light of Eos’ closure in 2008:
‘This is very good news for us as it leaves us as the only operator. It’s very sad that they’ve gone, but their business model was always going to struggle in a downturn as they weren’t offering any major price advantage.‘
On 30 May 2008, Silverjet announced it would also cease operations, the primary reason being that it didn’t have the money to continue. Irish company Kingplace agreed to buy out Silverjet on 10 June 2008, but the deal fell through three days later, leading to the company’s liquidation.
MAXjet attempted a comeback as a charter service in 2008 after being purchased by NCA Sports Group that year. The asset purchase agreement, however, was terminated by August 2008.
AirCorps Aviation is restoring a P-51 Mustang, tail number 42-106602, nicknamed “Shillelagh,” as a tribute to World War 2 pilots.
The aircraft flew 95 combat missions over France and Germany, with its name evolving from Shillelaugh to Shillelagh (pronounced “shuh-lay-ay”) during service. One pilot, Ken Dahlberg, was shot down over France. Recovered in 2021, AirCorps began its restoration that same year.
P-51s flying in support of B-17s on a bombing mission over Germany. | Image: AirCorps Aviation
Accurate P-51 Restoration Begins with Original Plans and Documents
Restoring an old, heavily damaged aircraft is a painstaking process that begins with locating original plans and technical documents. Chuck Cravens, AirCorps Historian, said, “All [our] work is done from original engineering drawings when they are available.”
Cravens added that the company also maintains the AirCorps Library, featuring “an archive of over 532,000 warbird engineering drawings and manuals.”
P-51 “Shillelagh” restoration at AirCorps Aviation | Image: AirCorps Aviation
AirCorps also catalogs and archives the Ken Jungeberg Collection, which features more than 50,000 original North American Aviation engineering drawings. Craven said these were hand-drawn on vellum, a semi-transparent paper aircraft manufacturers once used for tracing and technical drawings.
Dahlberg Shot Down for the First Time
On 16 August 1944, 1st Lt. Ken Dahlberg, piloting the Shillelagh, scrambled from an airstrip near Gael to the west of Paris. Seven other P-51s, all part of the 353rd Fighter Squadron, 354th Fighter Group, took off with Dahlberg. They received word that a large force of German aircraft was approaching. Dahlberg said there were about 40 German F-109s. Later reports indicated that there were 24 Mustangs and 80 German aircraft.
During restorations, AirCorps attempts to return aircraft as close as possible to their original conditions with their original parts. During some jobs, the company occasionally discovers original signatures from the factory workers who helped build the plane.
Signatures of P-51 factory workers from 1940s on aircraft components | Image: AirCorps Aviation
Restorations Include ‘New Old Stock’ Parts from the 1940s
AirCorps sometimes has to turn to New Old Stock (NOS) or New Surplus (NS) parts for heavily damaged aircraft like Shillelagh. These are parts manufactured in the 1940s. NOS parts include engine mounts, rudders, landing gear, and cowlings.
“We are fortunate to have the largest inventory of P-51 Mustang parts in the world,” said Cravens. “We use those parts to support countless P-51 operators globally. Last year, we supplied parts for about 70+ P-51 Mustangs, in addition to our own internal P-51 restorations.”
Though outnumbered, Dahlberg and the other P-51s jumped the German fighters.
“I got four of them,” said Dahlberg. “And I was going after number five, and I got a little careless, and somebody got me. I bailed out at 10,000 feet.”
Dahlberg landed on the estate of a wealthy French family. Luckily for him, they were part of the French underground. They gave him a place to hide from German patrols that might be looking for him.
AirCorps Fabricates Some Components
When original parts are unavailable, AirCorps relies on its fabrication, engineering, and component overhaul departments. It also fabricates parts using 3D Computer-Aided Design (CAD) models and CNC machines.
AirCorps can fabricate some parts, like this P-51 elevator assembly, for its P-51 restoration. | Image: AirCorps Aviation
Cravens said the original aluminum skin is often no longer airworthy or doesn’t meet the owner’s requirements for the restoration’s finish. AirCorps has the materials and tools to fabricate new skins in those cases. The company also makes P-51 parts, such as coolant header tanks and brake assemblies.
The company uses old and new tools and equipment for its restoration projects. Cravens said they have even restored some older tools for use on the aircraft. One example they have is a 1940s-era 1,500-ton capacity hydraulic Dominion press. This tool helps form sheets of aluminum into shrouds and other components. It is also common for AirCorps to work with external shops and vendors.
AirCorps Works with Other Shops and Vendors
“We have built long-standing relationships with owners and restorers all around the world, in addition to shops who specialize in things like accessories, instruments, engines, and other critical parts,” said Cravens.
Image showing a technician working on rivets during P-51 restoration. | Image: AirCorps Aviation
The French family gave Dahlberg civilian clothes and a bicycle and helped him pass through German lines to return to the Americans. He pedaled the bicycle 40 miles to reach American forces. When he returned to his unit, he had been gone for less than 48 hours, so they hadn’t even listed him as missing in action.
The restoration work by AirCorps is a combination of safety and originality. All of its work and parts are FAA-compliant. To ensure the safety of its projects, it installs modern components like emergency fuel systems and oil bypass/chip detection equipment. At the same time, they maintain historical accuracy when possible. On a recent restoration of a P-51D, they included World War 2-era tube radios. The Shillelagh will also have original radios, but they will not function and will only be for looks.
“Safety overrides originality,” said Cravens.
Dahlberg Shot Down for the Second Time
Dahlberg quickly returned to the cockpit as his unit converted to P-47 Thunderbolts. On 26 December 1944, he was flying a mission during the Battle of the Bulge and was shot down again. He landed behind German lines, and a brave U.S. tank crew rescued him.
Captured by the Germans after Getting Shot Down for the Third Time
His combat flying was still not over. Two months later, on 14 February 1945, Dahlberg was shot down for the third time. He was flying another P-47 on a ground attack mission near Bitburg, Germany. His aircraft was hit by 88-mm flak, and he bailed out. This time, he was not so lucky. The Germans captured Dahlberg, and he spent the next three months as a POW in a prison near Munich. He was released on 29 April 1945, as the war in Europe wound down, and returned to the United States in June 1945.
During the Second World War, Ken Dahlberg achieved the rare triple-ace status, shooting down fifteen enemy aircraft and damaging two others. He flew in support of the D-Day invasion and the Allied advance during 1944 and 1945. He was promoted to Major and received numerous awards and decorations, including the Distinguished Service Cross. May we never forget the contributions of both Dahlberg and the P-51B Shillelagh.
The KNIGHT HAWKS of Strike Fighter Squadron (VFA) 136 have one less jet this week, after an F/A-18E Super Hornet fell off the aircraft carrier USS Harry S. Truman (CVN-75) in the Red Sea.
The $60 million dollar single-seat jet was being loaded on the aircraft elevator, when the crew towing it lost control on April 28 as the ship pulled an evasive maneuver to avoid Houthi fire.
USS Harry S. Truman (CVN-75)
According to the Navy, everyone involved was able to move clear of the jet as it rolled off the ship with the tow tractor. One crew member sustained minor injuries. An investigation is underway.
Truman Currently Engaged in Operation Rough Rider
The KNIGHT HAWKS and greater Carrier Air Wing 1 flying from CVN-75 have been in the Red Sea since February. They have been busy, engaged in Operation Rough Rider, an intense campaign targeting Houthi rebels in Yemen to “restore freedom of navigation and American deterrence in the region,” according to U.S. Central Command (USCENTCOM). The Houthis are backed by Iran.
Photo by Mike Killian
The Houthis are claiming responsibility, saying they launched a drone and missile attack on the Truman.
Thus far, forces have struck over 800 targets, killing hundreds of Houthi fighters and many of their leaders. Multiple command-and-control facilities have been taken out, along with air defense systems, advanced weapons manufacturing facilities, and advanced weapons storage locations.
Despite being 1 jet down now, CVN-75 remains fully mission ready.
While more than 200,000 fans attended the 2025 NFL Draft, Tom Brady participated in the 2025 Delta Jet Drag event in Atlanta.
The annual Delta Air Lines cancer research event at Hartsfield-Jackson Atlanta International Airport (ATL) featured attendees pulling a Boeing 757.
Delta’s Big Game Against Cancer
Delta Air Lines held the 16th Annual Jet Drag on Friday at Hartsfield-Jackson Atlanta International Airport. Seven-time Super Bowl champion and current color commentator Tom Brady was among the participants.
The Delta Jet Drag raises money for the American Cancer Society each year. This year’s event took place at Hartsfield’s Hangar 10. A 250,000-pound Boeing 757 was the marquee activity.
Around 10,000 people attended the event, many of which were Delta Air Lines employees from all across the country. Brady and hundreds of participants managed to tug the Boeing 25 feet.
While event officials initially hoped to raise $1.3 million, Delta officials stated the event raised $1.4 million.
Words from the GOAT
Brady traveled from his residence in Miami, Florida, for the event. The former Patriot and Buccaneer had this to say to Atlanta News First after helping tug the Boeing:
‘I’m still a little winded, sadly…For me, in this second chapter beyond football is, how can we impact people’s life in a positive way, and this is one great way to do it.’
American Cancer Society Southeast EVP Kimberly Jackson also commented on this year’s Delta Jet Drag event:
‘It’s a moment to celebrate the survivors and thrivers…But it’s also a reminder that cancer does not discriminate, and we still have to continue this fight.’
Jackson also shared advice on how to tug the jet without pulling a muscle:
‘The secret to dragging a jet [is] just to spread your legs, lean back first, not just starting forward, but leaning back starting, and then pulling.’
The Delta Jet Drag originated from former Manager of Maintenance and Planning Terry Waldrop. Waldrop’s father was diagnosed with cancer in 1997 and passed away 18 years later.
The doorbell rings, and you accept a package delivered by FedEx, United Parcel Service (UPS), Amazon, or one of the other companies engaged in package transportation and delivery.
Last night, that parcel was likely aboard an aircraft carrying the livery of the same company that delivered it to your door.
We take the transportation of goods by air for granted. However, air freight did not blossom into a full-fledged industry until after the Second World War.
Formed by several airlines in 1932, General Air Express coordinated parcel shipments among the carriers and provided pickup and delivery service via the Postal Telegraph Company. DAVID H. STRINGER COLLECTION
THE EARLY DAYS OF AIR FREIGHT
In the early days of commercial aviation in the US, airlines often boasted that they carried passengers, mail, and express.
Express refers to parcels that require expedited transport. Note that the terms express and parcel have carried over to today’s giant transporters, Federal Express (FedEx) and United Parcel Service. Parcels, or small packages, were about all that could fit in the baggage and cargo compartments of the airliners of the 1920s and 1930s.
This photo of a Continental Airlines DC-3 “Sky Freighter” shows not only the variety of merchandise shipped by air before the birth of all-cargo airlines but also the limits in size for items shipped. UNITED AIRLINES ARCHIVES
LEAVE IT TO THE VETS
World War II showcased the airplane’s versatility, with the military’s Air Transport Command (ATC) hauling hundreds of thousands of pounds of materiel across oceans, mountains, deserts, and jungles. This effort generated expertise in moving large cargo loads using aircraft like the Douglas C-47 (the military version of the DC-3), C-54 (DC-4), and Curtiss C-46.
When hostilities ended, pilots fresh from wartime duties banded together, pooled their funds, and purchased or leased war surplus aircraft to form non-scheduled airlines (non-skeds).
Of the large irregular (non-sked) airlines formed after World War II, Orvis Nelson’s Oakland, California-based Transocean Airlines was among the largest. Worldwide operations employed cargoliners such as this war surplus C-46. PHOTO BY WILLIAM LARKINS
The market for air cargo mushroomed. Flower growers in California found a new way to ship their product to markets back East, while fashion designers in New York could now get their merchandise into distant stores much more quickly.
Many veteran-owned and operated firms functioned as tramp steamers of the air, finding work wherever they could, and most of these outfits did not exist for long. Only the professionally run companies that sought long-term contracts and adhered to the highest aviation safety standards would survive the shakeout of this new, non-scheduled air freight industry.
The Atchison, Topeka, and Santa Fe Railway entered the air freight business by forming Santa Fe Skyway. The venture did not last long due to restrictions on surface carriers entering the airline business. This is Santa Fe’s Douglas C-54 (DC-4) NC90863. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
CERTIFICATION OF DEDICATED CARGO AIRLINES
With the postwar boom in air freight, everybody wanted to get in on this new field. For example, the Santa Fe Railway created Santa Fe Skyway as a subsidiary company. The Civil Aeronautics Board (CAB) soon put an end to the railroad’s air cargo plans by declaring that surface transport operators should not be allowed to operate airline companies.
In July 1949, the CAB certified a few of these outfits to offer scheduled air freight service over specially designated routes. Many other freight-flying carriers had been driven out of business by a vicious rate war and the CAB’s purge of the non-skeds.
Constructed of stainless steel, the Budd Conestoga featured a ramp that dropped down from beneath the tail for easy loading of bulky equipment or vehicles. PHOTO: PROCTOR-LIVESEY-THOMAS COLLECTION
FLYING TIGER LINE
During the war, from December 1941 until July 1942, a group of airmen known as the American Volunteer Group (AVG) protected the Burma Road into China against enemy fighters, enabling supplies to reach Chongqing, the wartime capital of the Republic of China. The group was referred to in the popular press as the Flying Tigers.
Bob Prescott was one of the famous Flying Tiger pilots. As hostilities wound down, he called upon some of his wartime buddies to join him when he established the National Skyway Freight Corporation on 25 June 1945. Because of the makeup of its workforce, his non-scheduled airline quickly became known as the Flying Tigers.
Flying Tiger Line Douglas DC-6A. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
The company’s initial fleet consisted of several Budd Conestogas, one of the most unusual aircraft types ever flown. Built by the Edward G. Budd Co., a railroad car manufacturer, the twin-engine Conestoga was constructed of stainless steel and featured a ramp that dropped down from beneath the tail for easy loading of bulky equipment or vehicles. Capable of lifting nearly five tons of freight, the Budds nevertheless suffered from performance issues. By June 1946, they were replaced by a fleet of 16 C-47s.
The company’s name officially became Flying Tiger Line, Inc. (colloquially referred to as Tiger or the Tigers) in February 1947, and the airline benefited from military contracts, commercial freight work, and passenger charters.
The Lockheed L-1049H “Super H” Constellation was designed specifically for hauling freight. It could be converted to a passenger-carrying aircraft, if necessary. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
In 1949, Flying Tiger began operating scheduled air freight flights over a transcontinental system from Los Angeles and San Francisco to New York, Providence, and Boston, with permission from the CAB to serve many cities in between. Within the first six months of starting scheduled service, Tiger flew eight million revenue ton-miles—a substantial increase over any previous six-month period.
Scheduled operations were supplemented by heavy participation in the transpacific airlift associated with the Korean War, the transport of refugees resulting from the Hungarian Uprising of 1956, and flying supplies needed in the construction of the Distant Early Warning (DEW) Line across Canada in the mid-1950s.
The Canadair CL-44D was a modified version of the Bristol Britannia. The swing-tail design permitted easy loading of bulky cargo. This photo was taken at Los Angeles International Airport (LAX) in August 1963. PROCTOR-LIVESEY-THOMAS COLLECTION
Business was so good that the company ordered 10 swing-tail Canadair CL-44Ds – stretched freighter conversions of the turboprop Bristol Britannia – for delivery in 1961. These would supplement a fleet of Lockheed L-1049H Super Constellations.
When Federal Express acquired the Flying Tiger Line in 1988, the Tigers fleet included 21 Boeing 747s. PROCTOR-LIVESEY-THOMAS COLLECTION
Flying Tiger Line emerged as the most successful postwar scheduled air freight startup. In 1988, Federal Express, a leader among the new generation of cargo airlines, acquired Flying Tiger. By then, the little company that had started out with just a few Budd Conestogas was operating a fleet of 46 aircraft, including 21 Boeing 747s.
A Slick Airways Canadair CL-44D is pictured in this Canadair publicity photo. PROCTOR-LIVESEY-THOMAS COLLECTION
THE RISE OF AMERICA’S ALL-CARGO AIRLINES: SLICK AIRWAYS
Founded in 1946 by Earl Slick—another veteran of the Air Transport Command—Slick Airways established its base at Alamo Field–today’s San Antonio International Airport (SAT)–in San Antonio, Texas.
Some of Slick’s C-46s were modified with refrigeration equipment to meet the demands of customers shipping perishable goods. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
With a fleet of C-46s, some modified with refrigeration equipment, Slick quickly gained popularity among shippers, particularly in the transport of perishables.
After gaining certification, Slick launched transcontinental scheduled service over a network that shared many stations in common with Flying Tiger. After acquiring the assets of bankrupt California Eastern Airways, the company relocated its headquarters to Burbank.
Slick was the first airline in the world to fly the Douglas DC-6A, all-cargo version of the popular DC-6B. PROCTOR-LIVESEY-THOMAS COLLECTION
In April 1951, Slick became the first airline in the world to fly the Douglas DC-6A, a cargo version of the exceptional DC-6B.
After a few money-losing years, a return to profitability in 1959 led company managers to order six swing-tail CL-44Ds, the first of which entered service in February 1962 on a military charter from San Francisco to Manila.
This Slick Airways swing-tail Canadair CL-44D was photographed at San Francisco by Mel Lawrence. PROCTOR-LIVESEY-THOMAS COLLECTION
Following another financial downturn, Slick’s management decided to exit the airline business altogether. The carrier’s assets were sold to Airlift International, which took over the transcontinental scheduled route in the summer of 1968.
Seaboard & Western Airlines concentrated on transoceanic cargo service rather than domestic operations. One of the company’s C-54s (DC-4s) is seen here at Honolulu (HNL) in 1952, operating a military contract flight during the Korean War. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
THE RISE OF AMERICA’S ALL-CARGO AIRLINES:SEABOARD & WESTERN
On 16 September 1946, brothers Arthur and Raymond Norden founded Seaboard & Western Airlines (S&W). From the outset, they aimed to provide transatlantic cargo service rather than domestic operations within the US.
Seaboard & Western played a pivotal role in moving cargo across the Atlantic during the Berlin Airlift (1948-49). Subsequently, the company secured a long-term contract with the International Relief Association (International Rescue Committee) and actively participated in passenger and freight transportation across the Pacific in support of the US military during the Korean War.
A Seaboard & Western L-1049H “Super H” Constellation was photographed taxiing at London Heathrow (LHR) in 1959. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
S&W operated scheduled C-54 and Lockheed L-1049H Constellation cargo flights across the Atlantic, while C-46s handled local service within Europe. Like Flying Tiger and Slick, Seaboard & Western ordered CL-44Ds, which were introduced in 1961, the same year the company changed its name to Seaboard World Airlines.
In 1961, Seaboard & Western became Seaboard World Airlines. Curtiss C-46s were employed for cargo service within Europe. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
Starting in 1965, under a Civil Reserve Air Fleet (CRAF) commitment with the US military, Seaboard flew CL-44Ds and DC-8s in support of the Vietnam War.
Like Slick Airways and Flying Tiger Line, Seaboard World operated the swing-tail Canadair CL-44D. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
Boeing 747 freighters joined the fleet in 1974. Dubbed Seaboard World Containerships, the 747s allowed Seaboard to join the ranks of cargo airlines enjoying the new intermodal container method of shipping.
Flying Tiger acquired Seaboard World in 1980, at which time Seaboard’s fleet included four 747s –with two more on order – one Douglas DC-10, one DC-8-55, and five DC-8-63s.
Founded by John Paul Riddle, co-founder of Embry-Riddle Aeronautical University (ERAU), Riddle Airlines operated scheduled cargo service in the eastern USA in addition to extensive freight operations for the military. A company C-46 is pictured. ALLAN VAN WICKLER PHOTO VIA PROCTOR-LIVESEY-THOMAS COLLECTION
THE RISE OF AMERICA’S ALL-CARGO AIRLINES:RIDDLE AIRLINES
On 21 November 1955, the Civil Aeronautics Board awarded Riddle Airlines and American Air Export and Import Company (AAXICO) certificates to operate scheduled cargo service on north-south routes east of the Mississippi River.
Delivered new to Riddle Airlines, DC-7CF N8217H is captured in this Douglas Aircraft Company photo. PROCTOR-LIVESEY-THOMAS COLLECTION
The 1955 award from the CAB allowed Riddle to operate scheduled cargo flights from Boston, New York, Philadelphia, Baltimore, and Washington to Miami via several intermediate points and from Chicago, Detroit, and Cleveland to Florida via en route cities, including Atlanta.
A map from Riddle’s 1960 Annual Report shows the company’s scheduled cargo services along with LOGAIR (Logistics Airlift) routes operated among Air Force bases for the US military. DAVID H. STRINGER COLLECTION
In addition to its scheduled service, Riddle held significant contracts to perform work for MATS (Military Air Transport Service).
Riddle augmented its fleet of C-46s and DC-4s with several Armstrong-Whitworth Argosies, which it deployed on military LOGAIR (Logistics Cargo Airlift) contracts.
A Riddle Douglas DC-8-54F “Jet Trader.” TERRY WADDINGTON VIA PROCTOR-LIVESEY-THOMAS COLLECTION
Financial problems forced Riddle to shut down its scheduled network and relinquish its Argosies in mid-1962. However, after a management shakeup, Riddle reinstated scheduled service with Douglas DC-7CFs and, in 1964, the company’s name was changed to Airlift International.
Airlift’s acquisition of Slick Airways, in addition to its military contracts and scheduled route network, led to more new aircraft orders: stretch DC-8s, Boeing 727s and 707s, and Lockheed L-100s.
In 1964, Riddle Airlines officially became Airlift International. DC-8-54 N141RD is pictured. PROCTOR-LIVESEY-THOMAS COLLECTION
The good financial times for Airlift International didn’t last. Congress deregulated the US air cargo industry a year before the Airline Deregulation Act of 1978 was signed into law, and fierce competition led Airlift International to file for bankruptcy protection in 1981.
AAXICO stood for American Air Export and Import Company. One of the airline’s C-46s is seen here. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
THE RISE OF AMERICA’S ALL-CARGO AIRLINES:AMERICAN AIR EXPORT AND IMPORT COMPANY (AAXICO)
In November 1955, the airline won its certificate to operate scheduled cargo flights along routes from New York, Philadelphia, and Washington to New Orleans via Atlanta, Birmingham, and other intermediate points and from Chicago, Detroit, and Cleveland to New Orleans via Birmingham and other cities.
AAXICO’s scheduled operations for commercial shippers were dropped in the summer of 1959, when management decided that the service was not profitable. The company then concentrated on military contract work. This image is from the June 1959 edition of the Official Airline Guide (OAG). DAVID H. STRINGER COLLECTION
With a fleet of C-46s, AAXICO operated its scheduled routes from late 1956 until the summer of 1959, when management decided it was not profitable. AAXICO then abandoned the commercial cargo business altogether to concentrate on military contracts, particularly LOGAIR services, which provided a large volume of activity for the company.
AAXICO lost its identity when it merged with Saturn Airways, a supplemental air carrier, in 1965.
From 1959 on, AAXICO concentrated on providing LOGAIR services for the military. This Douglas DC-6A was photographed by the late aircraft photographer Mel Lawrence.
EPILOGUE
The airlines covered in this story pioneered the scheduled all-cargo market, although each operated some passenger charters during their existence. They are the forerunners of today’s international freight specialists.
So, the next time a FedEx or UPS delivery person rings your doorbell, remember the entrepreneurs behind these airlines—the ones who started the ball rolling toward the express parcel service that we enjoy today.
The legendary B-17 bomber was so much more than just a means for dropping bombs on Nazi Germany during the Second World War.
Anyone interested in World War II is undoubtedly familiar with the B-17. It endured relentless attacks from German fighters and flak batteries, with countless stories highlighting its resilience. Striking images showcase severely damaged B-17s safely returning to England’s bases. The aircraft also served in testing engine configurations, firefighting, and attack missions.
Early Development of B-17 Bomber With Different Engines
Development of the B-17 bomber began in the 1930s for the US Army Air Corps (USAAC). Its first version, the Model 299, had four Pratt and Whitney R-1690 Hornet nine-cylinder radial engines with 750 horsepower each. Later combat models of the aircraft had Wright R-1820 radial engines. Improvements in these engines brought them from 900 to 1200 horsepower.
An Early Model Boeing XB-17 (Model 299). | Image: U.S. Air Force
Fighter Engine Not a Good Fit for the B-17
In 1942, while the war was going on, Lockheed tested an early B-17E model with different engines. They fitted the bomber with four liquid-cooled Allison V-1710-89 engines. These were fighter engines and usually powered aircraft like P-38s, P-39s, and P-40s. Lockheed predicted the V-1710s would provide 200 more horsepower per engine. The B-17 bomber with the new engines was named the XB-38.
XB-38 Variant with Liquid-Cooled Allison V-1710-89 Engines Mostly Used on Fighters | Image: Lockheed Martin
Initial tests of the XB-38 made the aircraft more than 25 miles per hour faster but limited its service ceiling to 29,600 feet. This compromise was not great for a bomber that needed to fly high enough to avoid German flak. Flight testing brought even more problems with the model.
During a test flight over California on 16 June 1943, the number three engine caught fire. The two-man Lockheed test crew had to bail out when flames approached the wing fuel tanks. Pilot George MacDonald died when his parachute failed to open, and the other pilot, Bud Martin, survived with injuries.
For one series of tests, Curtis-Wright tested the Wright Typhoon XT35 turbine engine on the nose mount. The company originally planned for this engine to power a Boeing bomber that eventually became the B-52, although eventually with different engines.
Long after the Second World War, the B-17 underwent further testing. In 1970, Aero Flight, an air tanker company, equipped a B-17F with four Rolls-Royce Dart turboprop engines. They aimed to deploy the aircraft as an air tanker for firefighting. They mounted the turboprops well forward of the standard propeller position for this upgrade.
1970 Image of B-17F Modified With Rolls Royce Dart turboprop engines. | Image: Aerovintage.com
In 1946, Wright modified a B-17G for some of these tests by moving the cockpit back and adding a propellor in the plane’s nose.
B-17s Take on Firefighting Missions After World War II
On 18 August 1970, the aircraft was helping fight a fire near Dubois, Wyoming, and was pulling up following a drop when it stalled. The converted bomber struck some trees and crashed, killing the crew. The project ended with that tragedy, but it still wasn’t the final use of the B-17.
A converted B-17 Dropping a fire Retardant Chemical on Fire in a Mountainous Area. | Image: generalaviationnews.com
In 1969, the Black Hills Aviation air tanker company in Spearfish, South Dakota, purchased a B-17G that had appeared as a prop in the mid-’60s television show “Twelve O’Clock High.” At that point, the aircraft was essentially nothing more than scrap. It had been in storage for several years, and various groups had scavenged parts, including its wings.
Converted Bomber Still Being Used in 1980
Black Hills restored the aircraft and configured it as an air tanker for firefighting. They flew it until 1980 when it crashed in North Carolina, and the wreckage ended up in some woods. In the late 1980s, an aircraft restorer purchased the remains and shipped them to Florida. He then sold parts of the aircraft for use in other B-17 restorations.
Project Aphrodite Used B-17 Bombers as Drones
These tests and modifications to B-17s were not the only alternative missions for the aircraft. In 1944, the USAAC tested what may have been the most interesting mission for the bomber with Project Aphrodite. This mission involved using them as drones to attack fortified German U-boat pens and V-1 launch sites.
Explosion From a Project Aphrodite Mission When the Aircraft Missed its Target and Crashed Into the Sea. | Image: Warfare History Network
The project included removing most internal components except for the pilot and radio operator space. Crews then packed the fuselage with 20,000 pounds of Torpex high explosive and enough fuel for a 350-mile one-way flight. The unusual payload was much more than the usual 4,000-pound bomb load on regular manned missions.
For Project Aphrodite missions, the pilot would take the aircraft to 2000 feet and then transfer control to a following B-17. Their jobs were complete, and the flight crew went on to bail out while still over England. Then, using a radio control system, the following aircraft would guide the explosive-packed B-17 to the target.
Multiple Failures for Project Aphrodite
Several B-17s flew Project Aphrodite missions over France, but none hit their intended targets. Also, several crew members died while trying to bail out. Ironically, the most powerful weapon to ever detonate in the UK may have been a Project Aphrodite B-17 that exploded in the air near Orford. It destroyed two acres of trees and left a 100-foot-wide crater. Today, the crater is filled with water and is known as Fisher’s Lake.
One startup airline converted a commercial jet into a flying church and almost made an actual business with it.
Despite a strong interest from investors, the airline had a fleet of only one plane, which never flew. Was the concept too demanding or ambitious at the time? Here’s how The Lord’s Airline almost became a reality.
A Church in the Sky?
The Lord’s Airline was founded in 1985 by New Jersey entrepreneur and born-again Christian Ari Marshall. A gimmick such as this would pander to Christian and Jewish tourists that would fly overseas to Israel.
Marshall explained the concept to United Press International in November 1985:
“The theme is a Judeo-Christian atmosphere. The airplanes will have a biblical theme, with Bibles for the Christians and Torahs for the Jewish passengers.”
In a separate interview with Reuters, Marshall asked why the Lord couldn’t have an airline if Playboy did.
Marshall acquired an ex-Air Canada Douglas DC-8-52 (registration number N893AF) to serve as the airline’s first and likely only aircraft. Delivered new to Spanish flag carrier Iberia in 1961, Marshall’s 189-seat DC-8 was reportedly not only stocked with Bibles and Torahs but the whole cabin was modified to resemble a synagogue. A plaque with the Ten Commandments was also said to be displayed in the back of the cabin.
The flying church was reportedly going to offer in-flight sermons and Sunday School activities for kids. The airline would also show religious movies but prohibit the use of alcohol.
Marshall proposed flying thrice weekly from Miami International Airport (MIA) in Florida to Ben Gurion International Airport (TLV) in Israel, via Luxembourg. An optional connecting flight to Jerusalem, 30 miles away, would also have been available.
Marshall raised $3 million for his holy venture from private sources, according to news reports at the time. He believed the demand for such a business existed, and vowed to donate any profits (he anticipated a $60 million profit in the first year) to charity, saying proceeds would go to “food for the hungry” and to “take care of the poor.”
Saints Turned Sinners
According to CNN, the aircraft never received approval from the Federal Aviation Administration (FAA) because of the unorthodox interior modifications. The lack of certification left the airline with no business and an aircraft sitting at Miami Airport without any engines.
In 1987, the Lord’s Airline’s investors ran out of patience and voted to remove Marshall from the board of directors. Theodore Lyszczasz, one of Marshall’s business partners, was subsequently placed at the helm. Lyszczasz reportedly had a different vision for the airline (and was likely eager to get the aircraft approved).
Following Marshall’s removal from the board of directors, he showed hostility towards Lyszczasz to reporters, calling him a ‘power-hungry leader’ and comparing him to Jim Jones of the People’s Temple, the cult that poisoned over 900 people to death in 1978.
Lyszczasz retaliated with interviews of his own. He called Marshall ‘one of the most professional con artists we’ve ever seen’ and suggested he was doing the ‘work of the devil.’
The fate of the Lord’s Airline eventually came to a bitter end. One day, Lyszczasz showed up at Marshall’s house with his brother and one of his friends, demanding corporate documents. This unannounced visit allegedly led to a physical altercation in which police got involved. Following a legal battle for trespassing, this was the last known update of the Lord’s Airline–the flying church that never was.
The DC-8 remained dormant at Miami airport for years before being acquired for cheap by Florida flight academy Holiday Airways.
In the late 1970s, Northrop developed the Tacit Blue aircraft to advance U.S. Air Force objectives in stealth and radar systems, enabling real-time ground radar tracking data.
While only one was built, it successfully demonstrated the feasibility of these critical technologies.
Northrop Built Only One Blue Whale
Northrop only built one of the aircraft, making 135 flights for about 230 hours of flight time between 1982 and 1985. The Tacit Blue had a unique, and some might say odd, look. It had only one pilot, was 55 feet long, and was powered by two Garrett ATF3-6 high-bypass turbofan engines. It had a boxy, wide fuselage, which some said was similar in shape to a school bus or a whale. Its pudgy shape gave it its nickname, the “Blue Whale.”
Northrop Tacit Blue “Whale” before taking off to test its stealth and radar capabilities. | Image: U.S. Air Force
In fact, while Northrop was working on the aircraft, they placed images of whales on letterheads, painted them in the lobby of their headquarters, and stamped whale logos on company equipment.
DARPA Interested in Aircraft Stealth and Radar Technologies
The Tacit Blue project started in the late 1970s when the Defense Advanced Research Projects Agency (DARPA) began studying stealth technologies. DARPA then asked Northrop if it could design an aircraft with stealth and radar capabilities that could also safely orbit or loiter near enemy defenses.
The Tacit Blue’s mission requirements forced Northrop to create a distinct design. They faced the challenge of giving the aircraft advanced stealth capabilities while also fitting the large antenna it needed for its radar system.
Maintenance crew prepares to tow a Tacit “Blue Whale” | Image: U.S. Air Force
One key challenge in developing the aircraft’s stealth capability was finding an effective shape. The design team first tried a faceted design similar to the multiple flat surfaces that deflect radar signatures on the F-117 stealth fighter. When Northrop engineers could not get that to work, they switched to using a curvilinear or Gaussian shape. This design worked, resulting in the Tacit Blue obtaining a distinct sloped back, curved belly, and shovel nose.
Aircraft Proves Effectiveness of Advanced Stealth Technologies
While not providing specific details on the Tacit Blue’s performance, USAF Lt. Gen. George K. Muellner confirmed this, jokingly saying its radar cross section was “below that of a bat.”
More evidence of its stealthiness came during its development when the Air Force tested it against an F-15E with AN/APG-63 radar. The F-15 pilot could not detect the Tacit Blue until he got within visual range.
Northrop tested curved surfaces, such as those on the B-2 Sprit bomber, on the Tacit Blue | Image: U.S. Air Force, Staff Sgt. Jordan Castelan
Proof of the design’s success is evident in today’s modern aircraft. Both the B-2 stealth bomber and F-22 air-superiority fighter use the Gaussian design approach.
The curved Gaussian fuselage of the Tacit Blue became a feature in the design of the F-22. | Image: U.S. Air Force, 2nd Lt. Samuel Eckholm
Tacit Blue Radar Leads to Development of Joint Stars Platform
The Tacit Blue’s advanced side-looking array (SLAR) radar system also addressed the Air Force’s goals for the project. The plan was to have an aircraft with powerful ground observation radar that could loiter over an operational area while escaping detection. Flight testing proved that Tacit Blue could meet these goals. The aircraft could orbit over a designated area from 15 to 30 thousand feet while flying at 250 knots.
Successful testing of the radar on the Tacit Blue led to the development of similar technology on the E-8 Joint Surveillance Target Attack Radar System aircraft. Image: U.S. Air Force, Greg L. Davis
The Tacit Blue SLAR’s performance directly led to the development of the long-range, long-endurance radar Joint STAR platform on the J-8 aircraft. This loitering ability was an important feature compared to what an aircraft like the SR-71 could do, as it took photographs as it passed over an area.
Unstable Aircraft Required Quadruple-Redundant Flight Control System
One of the features of this design included four computers. Pilots reported the aircraft had excellent flying and control when all four computers operated correctly. However, this was not the case if even one of the computers failed or went offline.
However, stability and aerodynamic efficiency were never the goals for the Tacit Blue. And by all accounts, it was very successful in leading developments in stealth and radar technologies.
The only Tacit Blue ever built is on display at the National Museum of the U.S. Air Force in Dayton, Ohio. | Image: Public Domain
The Cargomaster Proved to Be the Magic Ticket for Airlifter Design the World Over
On 23 April 1956, the Douglas C-133 Cargomaster flew for the first time. The forgotten link between the war-built and designed transports and the airlifters that replaced it, the Cargomaster was the first American strategic transport designed for direct loading from ground level and the first, and largest, powered by turboshaft engines.
Also unique in combining a high-mounted wing with faired, fuselage-mounted retractable landing gear, the C-133 was the template followed by the vast majority of the airlifters designed and built after it, not just in the United States but around the world. And it sounded really awesome – more like a B-36 Peacemaker than anything else before or since. If you have ever heard one in flight, you know.
Strategic From the Start
Designed to be a strategic airlifter as opposed to a tactical airlifter such as the Lockheed C-130 Hercules, the Cargomaster had a 97-foot-long cargo compartment that was more than 13 feet high, pressurized, heated, and ventilated.
The C-133A and C-133B differed primarily in the configuration of the rear cargo doors. The B model Cargomaster had rear cargo doors that opened to the side, allowing it to carry outsize cargo like the SM-65 Atlas, LGM-25 Titan, and LGM-30 Minuteman series of ballistic missiles.
C-133s delivered these missiles by the hundreds to their bases. They also delivered them to Cape Canaveral for use as spacecraft boosters. Eventually, all Cargomasters were reworked to make them capable of carrying these strategic loads.
From Drawing Board Straight to Production
Douglas never did build a prototype Cargomaster. The airlifter went straight into production off the drawing board. The first to be built were 35 C-133As, which were delivered to the United States Air Force (USAF) Military Air Transport Service (MATS) beginning in August 1957. These 25 C-133As were followed by 15 C-133Bs.
Soon, Cargomasters were flying MATS cargo flights all over the world. On their inaugural flights from the United States to European bases, two C-133As established transatlantic speed records for transport aircraft. When MATS became Military Airlift Command (MAC) in 1966, the Cargomasters just kept on doing what they did best.
If It Didn’t Fit It Didn’t Fly
The Cargomasters proved exceptionally versatile and valuable during the Vietnam War, when they were responsible for transporting the largest airliftable components and vehicles between Southeast Asia and America.
In simplest terms, if it wouldn’t fit in a Lockheed C-141 Starlifter, it would probably fit into a Cargomaster.
The C-133’s cargo area was 27 feet longer, four feet higher, and nearly two feet wider than that of the C-141. If it was too big (or too heavy) for the Cargomaster, then it was shipped in pieces or went to the war zone on a boat instead.
The Sound of Shaft Horsepower
Powered by four Pratt & Whitney T-34 turboshaft engines turning 18-foot three-bladed propellers, a distinctive feature of the C-133A was the sound it made in flight. The thrust of the engines was controlled by propeller blade pitch alone – the engines were constant-speed.
This arrangement was every bit as complicated as it sounds, and malfunctions caused several operational losses. The C-133B had uprated T-34s that produced a combined 4,000 more shaft horsepower but sounded and operated the same.
The airlifter cruised at a shade more than 320 miles per hour and could lift 55 tons of cargo. The cargo hold load height was the same, five feet off the ground, as the airlifters that eventually replaced it.
That Cargo Cavern
And into that cargo hold went the darnedest things.
For instance, the C-133 could carry one Boeing Vertol CH-47 Chinook helicopter, one Sikorsky CH-54 Skycrane helicopter, two Sikorsky HH-3 Jolly Green Giant helicopters, five UH-1 Iroquois (Huey) helicopters, four Cessna O-1 Bird Dog aircraft, or one McDonnell Douglas F-4 Phantom II.
The aforementioned ballistic missiles could all be carried along with PGM-17 Thor, SM-62 Snark, or AGM-28 Hound Dog tactical missiles. C-133s could also carry 11 standard pallets of general cargo.
See Plenty of In-flight Neptune Footage and Interviews With Crew Members
These two videos. titled “P2V Neptune God of the Seas” highlight the Lockheed P2V Neptune maritime patrol bomber in service with the US Navy. The video features an in-depth interview with former U.S. Navy Reservist Bill Bacon who shares his Cold War experiences as a P2V-5F Neptune crew member from 1956 into 1962. The second video also features a flying demonstration of a P2V-7 filmed in 1986, from startup to shutdown.
image via national naval aviation museum
To the Show
In Part 1 the technical evolution of the Neptune and its powerplants is discussed. Bill Bacon then discusses his impressions of the Neptune and his Cold War experiences leading up to the Cuban Missile Crisis. Both videos were uploaded to YouTube by AeroDinosaur.
Have you ever wondered what a commercial jet with a glass bottom would look like?
Virgin Atlantic once entertained the idea in the early 2010s, which would have allowed passengers to look straight down and view the Earth below.
Whether this concept excited or scared passengers, there were never any real plans for a glass-bottom jet, though many media outlets and customers believed it at the time. Here’s the story of the Virgin Atlantic glass-bottom jet concept.
People Who Fly in Glass Planes
On 27 March 2013, Virgin Atlantic CEO Sir Richard Branson posted an announcement on Virgin Atlantic’s website detailing a new addition to the Virgin Atlantic Little Red domestic airline. Branson touted the glass-bottom jet as an ‘aviation breakthrough’ – no pun intended.
Little Red launched on 31 March 2013 due to vacancies at domestic gates the year prior at London-Heathrow Airport (LHR) that used to belong to British Airways. To launch this airline, Virgin leased Airbus A320s from Aer Lingus.
“We are continuing this uplifting spirit by developing an experience that will enable Little Red passengers to appreciate the beauty of the British landscape. And with an unrivaled view of Scotland, I hope this gives Scottish tourism an even bigger boost,” wrote Branson.
Branson also noted that the glass bottoms would be tested with other airlines in the Virgin portfolio, stating the project was a ‘team effort’ across the globe.
Many media outlets, such as The Mirror, picked up on the story. Branson also posted the announcement on Facebook, which garnered over 364,000 likes, 138,000 shares, and 36,000 replies.
What Happened to the Jet?
Despite the attention the airline received from the announcement, Virgin Atlantic representatives confirmed on April Fool’s Day that it was a prank and that no real glass-bottom jets were in development. Branson likely created the hoax to help Little Red garner publicity as it launched.
Outlets such as CNBC, CNET, Southern China Morning Post, and VentureBeat would relay the news to the public that the announcement was indeed fake.
Artist rendering of a glass-bottom jet | Image: Virgin Atlantic
In December 2014, the website Mighty Travels conducted a case study to determine whether the glass-bottom jet would actually be feasible. The study concluded that having glass that would be thick and safe enough for flying would alter the aircraft’s weight and flight efficiency.
However, the page did state that such glass would ‘revolutionize cabin layout’ for future generations of aircraft.
‘Initial reports suggest the glass is designed not only to endure extreme temperature variations but also to offer superior protection against UV radiation, doing away with those plastic shutters of older cabins. This could revolutionize cabin layout, abandoning traditional window placements for a more fluid, space-efficient design, and potentially changing how the passenger experience is defined and perceived.’
The page also mentioned the glass would help regulate internal temperatures and save on energy costs.
Little Red Rides No More
Little Red ceased operations on 26 September 2015 due to initial losses of up to £3 million weekly, followed by reports of passenger flights that didn’t even reach half capacity. Given Little Red’s performance, that glass-bottom concept likely wouldn’t have been such a bad idea in hindsight.
Other airlines posted April Fool’s Jokes around the same time as Virgin. Spring Airlines from China announced ‘weigh-and-pay,’ where ticket costs depended on the weight of each passenger. Southwest Airlines joined in on the fun, announcing hot air balloons to its fleet and promoting a six-hour balloon flight from Dallas to Houston.
Shortly before the announcement, Delta Air Lines released a ‘glass-bottom’ feature for its mobile app, allowing passengers to see the view beneath the plane during flights. This feature has since been discontinued.
Phrog, Sea Knight…Whatever You Call It, This Trusty Helo Served Our Armed Forces for Over 50 Years.
On 22 April 1958, the prototype Vertol Model 107 flew for the first time. The 107 was a development of the Piasecki H-21 and the fifth tandem-rotor helicopter design by the engineers at Piasecki. Piasecki became Vertol in 1955. Vertol was then acquired by Boeing in 1960, and the company became Boeing Vertol.
The Model 107 became the CH-46 Sea Knight. The Sea Knight, or Phrog, went on to serve with the United States Navy (USN) for 40 years and with the United States Marine Corps (USMC) for 51 years. Some still fly with the US Department of State Air Wing today.
Smiling Tandem-Rotor Workhorse
The design particulars for the CH-46 are that it was a twin-engine, tandem three-bladed folding rotor design powered by General Electric T-58 turboshaft engines. The machine mounted the engines in the tail and utilized a drive shaft to power the forward rotor. The engines were coupled in order to ensure that either could power the rotorcraft in an engine-out scenario.
The CH-46 sat nose-high on the ground, making the rear cargo ramp more accessible. Famous for their goofy-looking grinning faces and their rugged and capable character, the Phrogs worked hard to earn the respect bestowed upon them.
The Army Didn’t Buy In…at First
In June of 1958, the United States Army awarded a contract to Vertol for ten production aircraft to be designated YHC-1A. The Army then reduced the order quantity so they could spend their money on the larger but similar Model 114. Today, you know the Vertol Model 114 as the venerable CH-47 Chinook.
When the USMC decided to replace its piston-engine CH-34 Seahorse helos with a turbine-powered rotorcraft in 1960, the CH-46 was the logical answer. Even the United States Air Force (USAF) took a look at the 107, but decided to go with the Sikorsky S-61R instead, which eventually became the CH-3C and later the HH-3E Jolly Green Giant in USAF service.
The Designation Game – The CH-46 Sea Knight Gets Its Name
The designation of the production Sea Knight was changed from HRB-1 to CH-46A when the Bureau of Aeronautics changed every aircraft designation in 1962. The CH-46A first flew later that same year. Deliveries of the Marine CH-46A and the Navy UH-46A, used primarily for shipboard vertical replenishment, began in November 1964.
Both models were capable of carrying up to 17 passengers or two tons of cargo. CH-46s were used to transport personnel and all manner of cargo, evacuate wounded, supply forward arming and refueling points, perform vertical replenishment, search and rescue, recover downed aircraft and crews, and whatever other jobs required a rotorcraft with a little extra pull.
Into Combat with the Leathernecks
The first Sea Knights to see combat were Marine CH-46As of Marine Medium Helicopter Squadron 164 (HMM-164) Knight Riders who arrived in Southeast Asia in early 1966. The improved CH-46D became operational later in 1966. Equipped with uprated engines driving better rotors, the CH-46D could carry up to 25 troops or three and a half tons of cargo (or a ton slung underneath). The USMC took the CH-46D into combat in Vietnam beginning late in 1967. Some 34 CH-46As were reworked to bring them up to CH-46D standards. The Navy also acquired UH-46Ds to replace their A models. Sea Knight production ended in 1971 after 524 airframes had been produced.
Keeping the CH-46 Sea Knight in the Game
In Vietnam, the Phrog was the ultimate medium lift machine. Its capacity placed it between the smaller Bell UH-1 Iroquois and the larger Sikorsky CH-53 Sea Stallion. Always a prime mover of troops, the CH-46 experienced peak utilization during the 1972 Easter Offensive.
CH-46s experienced their share of mechanical problems early on, though. Like all turbine helicopter engines, foreign object damage (FOD) was a constant problem that required resolution. All in-country Phrogs were grounded on 21 July 1966 until more effective intake filters were installed. The CH-46Ds were later grounded when a serious structural problem in the aft fuselage required “Iron Tail” fixes to the Phrogs under the Sigma 1 program.
Along the way, the Phrogs gained some weight by adding armor and door-mounted .50 caliber machine guns. Because of the inherent risk involved when operating rotorcraft in combat, 106 Marine Sea Knights were lost to enemy fire in Vietnam.
For the Rest of the Sea Knight Story Bang NEXT PAGE Below
Out of 250 Lockheed L-1011s ever built, only one remains airworthy today: the last L-1011 TriStar known as Stargazer.
The Lockheed L-1011 TriStar was a groundbreaking aircraft for its time.
In the transformative decade of the 1960s, technological and engineering advancements in aviation occurred at breakneck speed. One of the innovations that came out of the race to create the “biggest and the best” was the Palmdale, California-built Lockheed L-1011 TriStar.
Check out our video on the Stargazer
Out of 250 L-1011 airframes ever built, just one remains airworthy as of April 2025. Known as “Stargazer,” the last L-1011 TriStar in operation spends her days flying some pretty interesting missions.
The Stargazer Journey
Stargazer, the last L-1011 Tristar, prepares for departure with the Pegasus rocket attached to its belly | IMAGE: Northrop Grumman
The last L-1011 TriStar in operation today, 67th off the line in Palmdale, was delivered to Air Canada as C-FTNJ in March 1974. After a (very) brief stint with Air Lanka in 1982, she would return to Air Canada later that same year.
She would conclude her commercial service with Air Canada in October 1990. However, her time on the ground would be minimal as she embarked on a new journey two years later when she was delivered to Virginia-based Orbital Sciences Corporation (now part of Northrop Grumman).
After substantial modifications, the TriStar was reborn as the Pegasus Air Launch Platform and renamed Stargazer in May 1992. Beating out other potential choices, including the B-52 Stratofortress, the Boeing 747, and the DC-10, Stargazer (reg: N140SC) became the carrier aircraft for the Pegasus, the world’s first privately developed orbital launch vehicle.
From Plane to Space In Less Than Ten Minutes
The Pegasus space vehicle is launched from Stargazer, the last L-1011 TriStar | IMAGE: Northrop Grumman
The Pegasus is an air-launched launch vehicle developed by Orbital Sciences Corporation, now under the umbrella of Northrop Grumman. Instead of conventional ground-based launches, the Pegasus is air-launched from the belly of the L-1011, negating the need for an expensive first-stage booster. Since its debut at California’s Dryden Flight Research Center in 1990, Pegasus has achieved numerous milestones, including being the world’s first privately developed space launch vehicle and the first air-launched rocket to place satellites in orbit.
Pegasus boasts a track record of 45 missions and the successful deployment of nearly 100 satellites.
With its three-stage configuration, the Pegasus rocket is designed for launching small satellites weighing up to 1,000 pounds into low-Earth orbit. Carried by the Stargazer L-1011 aircraft to an altitude of approximately 40,000 feet, the rocket is released over the open ocean, experiencing a five-second free fall before its first-stage rocket motor ignites. With the help of its unique delta-shaped wing, Pegasus typically accomplishes satellite deployment into orbit in just over ten minutes at a speed of eight times the speed of sound.
This unique air-launch system allows customers to launch their payloads from just about anywhere on Earth. In fact, Pegasus launches have taken place in locations across the U.S., Europe, and the Marshall Islands, making it the world’s most adaptable space launch vehicle.
The L-1011 First Flew in 1970
The rollout of the Lockheed L-1011 TriStar in 1970 | IMAGE: Jon Proctor – Gallery page https://www.jetphotos.com/photo/5893645Photo https://cdn.jetphotos.com/full/1/18870_1168031604.jpg, GFDL 1.2, https://commons.wikimedia.org/w/index.php?curid=31480277
Conceived in the 1960s, the Lockheed L-1011 TriStar was designed to be a technologically advanced, long-range, and reliable airliner.
With its diverse portfolio of civilian aircraft, such as the Electra and the Constellation, as well as military aircraft, such as the C-130 Hercules, the C-141 StarLifter, and the C-5 Galaxy, Lockheed was approached by American Airlines to develop a widebody civilian jetliner. Lockheed’s aim was to produce a competitor to the other two widebody aircraft at the time – the Boeing 747 and Douglas DC-10.
The L-1011 had a seating capacity of up to 400 passengers in a twin-aisle configuration. With a range exceeding 4,000 nautical miles, the TriStar was praised for its comfort, efficiency, and safety features.
A trio of three-spool Rolls-Royce RB211 engines powered the L-1011, a distinctive feature that set it apart from the DC-10. While Douglas opted for a third engine mounted above the fuselage for economic reasons, the L-1011 featured an innovative S-duct air inlet embedded in the tail and upper fuselage. This design reduced drag, improved stability, and lowered the empty aircraft weight.
Other technologically advanced features aboard the TriStar included:
Following its maiden flight on 16 November 1970, Eastern Air Lines took delivery of the first L-1011 on 26 April 1972.
The L-1011 Faced Production Challenges
By Aero Icarus from Zürich, Switzerland [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
Despite its technological superiority over the DC-10, the L-1011 faced several challenges during production. The program, initiated on orders from TWA and Eastern Air Lines, experienced delays due to issues with engine manufacturer Rolls-Royce. The TriStar launch was postponed by a year, allowing the DC-10 to take the lead.
However, the L-1011’s advanced technology came at a considerable cost, leading to a high price point. Originally conceived as a “jumbo twin,” the decision to use three engines was driven by the need for sufficient thrust to take off from existing runways.
Additionally, regulatory restrictions existed on twin-engine jets throughout the 1980s. These regulations prohibited the operation of flights more than 30 minutes from the nearest suitable airport. This made trans-oceanic operations impossible for twin jets at the time.
Despite these challenges, the L-1011 program produced 250 airframes between 1968 and 1984. Production ended in 1982 with the 250th unit, falling short of the 500 needed for Lockheed to break even.
Lockheed’s withdrawal from the civilian airline business followed this setback, paving the way for the MD-11. By this time, however, twin-engine aircraft like the Boeing 777 were superior to inefficient three-engine behemoths.
The L-1011 boasted a relatively safe track record, with only one fatal accident attributed to a problem with the aircraft. Delta Air Lines was the type’s largest operator before its retirement in 2001.
Internationally, Cathay Pacific acquired 21 TriStars from bankrupt Eastern Air Lines, retiring them in 1996. TWA bid farewell to the L-1011 in 1997. The last airline to operate it was American Trans Air (ATA), which ceased operations in April 2008. With the demise of ATA, the sun set on the life of the venerable TriStar.
A Dichotomy of Past and Future: The L-1011 Stargazer
Northrop Grumman Successfully Launches NASA ICON Satellite on Pegasus Rocket | IMAGE: Northrop Grumman
Like many majestic aircraft in recent years, the L-1011 TriStar has slowly faded into the sunset. Luckily, its legacy is preserved with the Stargazer — for now.
From its role as a mid-century widebody competitor to a vehicle that blasts rockets into space, this last L-1011 TriStar is a living dichotomy of the golden age of aviation and the modern marvels of space-age technology.
Los Angeles-based Aeros Corporation is developing an electric variable buoyancy airship (eVBA) called the “Aeroscraft.”
While it may look similar in shape to earlier models of blimps or dirigibles, it is an entirely new design. Its most unique feature is its control-of-static-heaviness (COSH) system, which gives it VTOL and hover abilities. The eVBA is now attracting attention from potential government and commercial customers.
Aside from its Shape, the Aeroscraft is Not at All Like a Blimp
At first glance, the Aeroscraft cargo airship appears to have the same shape as blimps and dirigible airships, but that is where the similarities end. The COSH system sets it apart. The older airships had to use ballast to maintain altitude when loading and unloading cargo.
The Aeroscraft cargo airship will only be similar to blimps in shape. | Image: theworacle
“If you off-loaded 100 tons, your helium-filled aircraft will float away if not first loaded with 100 tons of ballast at your pre-determined destination,” said Igor Pasternak, CEO and chief engineer at Aeros. “Inefficient and limiting, this is why airships never transitioned into cargo airships.”
Compressed Helium Allows the Aeroscraft to Operate Without Ballast
The COSH system manages the Aeroscraft’s buoyancy by compressing non-flammable helium into containers the company calls “helium pressure envelopes.”
Image showing operation of COSH system. | Image: Aeros
When the helium is compressed, the aircraft will become heavier than air for landing, ground handling, and unloading. When the pressure on the helium is released, the aircraft will become buoyant for vertical takeoff and flights. In 2015, Aeros received a U.S. patent for the COSH system.
“The Aeroscraft is similar to a giant ‘flying submarine’ because of [our] proprietary internal buoyancy management system that compresses inert helium within to overcome traditional requirements for external ballast exchange when unloading cargo,” said Pasternak.
Rigid Internal Structure Unique Among Airships
Another key difference in the Aeroscraft is its internal structure. Other airships are filled with gas and rely on internal pressure to maintain their shape, while the Aeroscraft has a rigid internal structure and does not use pressure to maintain its shape.
The Aeroscraft also has a unique propulsion system. It gets its power from an electrical motor and a hydrogen fuel cell. The motor will generate electricity from an electrochemical reaction. It will have no moving parts and be silent. Aeros refers to it as “a clean source of power.” The largest planned model, the ML888, will have a range of 6,200 miles.
The Aeroscraft will have another unique feature: the Air Bearing Landing System (ABLS). The ABLS will replace the traditional landing gear on other aircraft, allowing it to land on uneven, unimproved surfaces and even water. This feature is essential for the Aeroscraft’s vertical takeoff and landing capability. Aeros has also received a patent for the ABLS.
View of the Air Bearing Landing System on the Dragon prototype. | Image: theworacle
Cargo Capacity to Exceed Other Aircraft
Aeros states that the Aeroscraft cargo airship will have some significant operating advantages. One of these advantages will be its cargo capacity. The company has successfully tested a 266-foot-long prototype that can carry six tons. It plans for the ML866 to be 555 feet long with a cargo capacity of 66 tons. The larger ML888 will be 770 feet long with a payload capacity of 244 tons.
The ML866 will carry cargo internally in a 264,000-cubic-foot cargo bay. Conversely, the ML888 will feature a 1,034,100-cubic-foot cargo bay. It can load and unload cargo without landing and has its own in-flight cargo sorting system.
Size and cargo comparison between Aeroscraft and other aircraft. | Image: Aeros
Pentagon Approves Aeroscraft for Military Applications
These features will enable the Aeroscraft to perform a variety of missions. In 2013, the US government conducted a series of tests under the Pentagon’s ‘Project Pelican’ Program. The tests verified the capabilities of the COSH system and low-speed control systems. The Pentagon then approved further development and production of the Aeroscraft.
The aircraft has the potential to be used on military missions requiring heavy cargo to be deployed in all conditions to remote locations without developed airfields.
Huge Potential to Help with Disaster Relief
The Aeroscraft could also supply critical payloads during disasters like the recent fires in California. The ML888 will be able to carry as much as 72,000 gallons of water or foam. For comparison, a Sikorsky S70 helicopter can hold 1,000 gallons of water, and a C-130 can carry 3,000 gallons.
The Aeroscraft will be able to unload cargo in remote areas without landing. | Image: Aeros
Commercial Applications to Delivery Items with Speed and Efficiency
The Aeroscraft will also have critical commercial applications. In October 2024, Aeros agreed to partner with fellow Los Angeles-based company Shipbots to deliver packages to individual customers. Shipbots packages and ships products from hundreds of companies, including clothing and electronics manufacturers.
Under this plan, an Aeroscraft will serve as an airborne warehouse hovering over a city or other area. Then, Shipbot drones will carry the packages from the airship directly to customers. The companies call this the Airborne Fulfillment Center (AFC). The companies are reporting several major benefits to customers from this plan. These include delivering packages 60 minutes after ordering and reducing shipping costs by 60%.
To many travelers, the appearance of airline liveries is everything. The colors, the shapes, the fonts — all of which not only work to push the airline’s branding, but make the jet appealing to ride.
Some passengers become loyal customers simply by falling in love with the look of the airline’s livery.
Nowadays, many airlines try to stand out by capturing the attention of tens of millions of travelers worldwide. We’ve chosen the five best standard liveries that do this job well.
Top 5 Modern Airline Liveries #5 – Air New Zealand
Air New Zealand’s (ANZ) current livery is as beautiful as it is simple. With a pure white fuselage, the aft of the jet is jet-black, featuring white designs. At the tail is the Māori koru, which has been on ANZ aircraft since the 1970s, signifying new life, renewal, and hope. The fern design next to it, however, was added to represent the airline’s New Zealand roots.
The current livery was designed by Designworks and introduced in 2013. An alternative design features a black fuselage and white typeface, designed by Kris Sowersby in 2012.
Top 5 Modern Airline Liveries #4 – Delta Air Lines
Delta’s current livery dates back to 2007, after a seven-year tenure with the previous ‘wavy gravy’ livery. It is bold, striking, and professional, with a dark blue tail, wings, engines, and undercarriage. The new red Delta logo is present both on the tail and in the typeface on the fuselage.
Lippencott was the agency behind Delta’s new rebrand following its successful bankruptcy. Delta’s typeface font is Priva Four, which gives the company a sleek, corporate look.
Oftentimes, many airlines tend to avoid the ‘white-belly’ look to avoid comparison to a flying killer whale. Air Tahiti Nui, however, makes a wonderful exception, defining each shape and color beautifully through its aircraft.
The airline’s brand got a modern makeover in 2018 with FutureBrand and Polynesian designer Alexander Lee. The livery features a blue fuselage, turquoise tribal patterns, a red accent, and a white Tiare flower on the tail, representing the beauty and appeal of Tahiti. Everything comes together beautifully to make for a unique and picturesque aircraft.
Top 5 Modern Airline Liveries #2 – Breeze Airways
Breeze Airways will utilize its new Airbus A220 to fly from Westchester County to the West Coast. Image: by Railfan99 (CC 3.0)
Breeze Airways introduced its first livery on 7 February 2020. While many low-cost airlines offer colorful livery designs, the monochrome shades of blue throughout the aircraft are ironically very nice on the eyes. The aircraft features a light blue fuselage, a dark blue tail, wings, and engines, and a pale blue checkmark within the tail area.
Founder David Neeleman and designer Gianfranco Beting have worked together in the industry since 2008 and collaborated on Breeze’s name and branding. While travelers gawked at planes from JetBlue in the past, Breeze has since had JetBlue beat in its ‘blue game.’
Top 5 Modern Airline Liveries #1 – Hawaiian Airlines
Hawaiian Airlines introduced its brand refresh on 1 May 2017. While the aircraft is predominantly white with a silver lei design, the focus is on the aft of the jet, which features vibrant pink and purple floral designs.
The empennage of the livery features a woman named ‘Pualani’ with a hibiscus flower in her hair, a staple of the airline’s brand. The purple flowers and tail provide a relaxing gradient effect.
Like Delta, Lippencott was involved with Hawaiian’s new image and livery. These also sport a custom-made typeface that’s bold and cultural, with distinctive wedge cutouts in the ‘A’ letters to emphasize both direction and Hawaii’s culture. While Air Tahiti Nui’s tropical livery is amazing, Hawaii’s sleek use of design better emphasizes its branding.
Throughout the history of aviation, there have been several miraculous cases of people who survived falling from great distances.
Ball Turret Gunner Survives Fall From 22,000 Feet Without a Parachute
One such story is that of Staff Sergeant Alan Eugene Magee, a ball turret gunner on the B-17 bomber with the 360th Bomb Squadron, 303rd Bomb Group, in the US Army Air Corps during the Second World War. He survived a fall from 22,000 feet after his plane sustained damage over Saint Nazaire, France, on 3 January 1943.
During the mission, Magee’s B-17, nicknamed “Snap! Crackle! Pop!” was flying on a bombing mission with 85 other bombers to attempt to destroy the U-boat pens at Saint Nazaire. The pens were a frequent target for Allied bombers, but they never managed to take them out.
Magee next to a monument in Saint Nazaire, France, commemorating him and his crew. | Image: 303rdbg.com
When they reached the target area, both flak and the guns from a German Messerschmitt Bf 109 struck “Snap! Crackle! Pop!” A flak hit tore off part of its right wing, and several bullets pierced the plexiglass of Magee’s ball turret.
The story of what happened next is not totally clear.
Several bullets or pieces of shrapnel may have struck Magee, damaging his parachute. Another account is that after being hit, he climbed out of the turret to get his chute and found it damaged and unusable. During all this, a large hole opened in the side of the fuselage, and the bomber began to spiral downward.
Piece of fuselage recovered from Magee’s B-17 after being shot down in France in 1943. | Image: Aviation Geek Club
Next, Magee was either ejected from the damaged plane or jumped, losing consciousness during his nearly four-mile fall to earth, unable to recall the exact events. At the same time, onlookers in the city below initially mistook him for a bomb.
German Provided Quality Care for Magee After Long Fall
Magee crashed into the glass roof of the Saint Nazaire train station, and his body hung limply from the twisted metal girders. Again, reports are uncertain, with some saying he ended up on the station floor.
Finding him somehow still alive, German soldiers got him down and took him to a German doctor. Magee had suffered massive injuries. These included 28 shrapnel wounds, a broken nose, a ripped-off eyelid, a punctured lung and kidneys, broken teeth, a broken right leg and ankle, as well as a right arm almost torn out of his torso. The soldiers took him to a local hospital.
“I owe the German military doctor who treated me a debt of gratitude,” said Magee. “He told me, ‘We are enemies, but I am first a doctor, and I will do my best to save your arm.'”
According to Magee, the Germans treated him well during his two-and-a-half-month hospitalization. However, he was eventually sent to a POW camp until the end of the war. He never learned the name of that doctor who first cared for him.
Heavy damage to tail of a British Lancaster bomber like the one Nicholas Alkemade jumped from without a parachute. Image: War History Online
Alkemade discovered that his parachute was burning. Instead of staying with the aircraft, he decided to jump out. During the fall, he said he remained conscious and thought about dying and relaxed his body. He landed in an area with tall trees and drifted snow. Unbelievably, he only had a twisted knee and a few cuts.
Russian Pilot Loses Consciousness Before Opening Chute
Russian Lieutenant Ivan Mikhailovich Chisov was another aviator who survived a fall without a parachute. In January 1942, his Ilyushin IL-4 bomber was attacked and damaged by German fighters. Chisov bailed out at 21,980 feet and allowed himself to free fall to avoid being hit by the Germans. He planned to open his parachute at 1,000 feet but lost consciousness.
Russian Lieutenant Ivan Mikhailovich Chisov was flying an Ilyushin Il-4 bomber at 21,980 feet when it was hit by German fire. | Image: allthatsinteresting.com
He hit a steep slope with several feet of snow and slid to the bottom. Chisov suffered a fractured pelvis and a bruised spine but lived. He recovered quickly and returned to the cockpit in less than four months.
Flight Attendant Sets Record for Longest Fall
Despite these military accounts of surviving falls without parachutes, a civilian, Vesna Vulović, may have the record for living after the longest fall. On 26 January 1962, she was a flight attendant on a Yugoslav Airlines DC-9 flying from Stockholm, Sweden to Belgrade, Yugoslavia. Croatian terrorists had planted a bomb on the jet, and it exploded at 33,300 feet.
Flight attendant Vesna Vulović recovering in a hospital after surviving a fall from 33,000 feet without a parachute. | Image: Associated Press
Vesna Vulović, trapped in the tail section of the DC-9 as it plummeted to Earth, survived the crash in a snow-covered forest, sustaining two broken legs and temporary paralysis from the waist down. After 27 days in a coma, she awoke and, following a 17-month recovery, regained sensation in her legs and learned to walk again, though with a limp.
Vesna Vulović years after the accident and an image of the DC-9 following its crash. | Image: Bureau of Aircraft Accidents Archives
These are just a few examples of people who survived long falls without parachutes. There are other similar stories. For instance, US Airmen Olen Cooper Bryant, Arthur Frechette, and Paddy McGarry lived after falling from high altitudes during the Second World War.
