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Watch: Back When The F-105 THUD Was Cutting Edge

Bill Walton
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Watch: Back When The F-105 THUD Was Cutting Edge

It’s Hard To Believe the Thud Was Ever Brand New But Here’s Proof

The 1960 Republic-produced film “Mach of the Thunderchief” was made to promote the company’s new (at the time) F-105 Thunderchief jet. The film features the process of designing and testing the Thud and includes a great deal of information about how Republic Aviation built 833 of them at their Farmingdale plant on Long Island in New York. Although they entered service with the United States Air Force (USAF) Tactical Air Command (TAC)’s 335th Tactical Fighter Squadron (TFS) of the 4th Tactical Fighter Wing (TFW) in August 1958, F-105Bs did not become fully operational until 1959. The film was shot only a year after that. Enjoy “Mach of the Thunderchief”!

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Designed initially as a high-speed low-altitude penetrator carrying a single nuclear weapon internally, the Thud was adapted to become one of the primary USAF attack aircraft of the Vietnam War. Thuds flew more than 20,000 sorties but close to half (nearly 48 percent) of the total number of Thuds built were lost (to all causes) during their service in Southeast Asia.  F-105Gs were also adapted to serve in the dangerous suppression of enemy air defenses (SEAD) Wild Weasel role. The Thud became a legend in Vietnam, and tales of the heroic missions flown by Thud pilots are still told in officer’s clubs, ready rooms, and on flight lines today.

F 105 Thunderchiefs Mt Fuji
Official US Air Force Photograph

The F-105 was the largest and heaviest single-seat, single-engine combat aircraft in history, weighing in at about 25 tons fully loaded with 7 tons of ordnance. At sea level the Thud was capable of flying at speeds exceeding Mach 1; at altitude Mach 2 was well within its capabilities. When it became apparent that Thud losses in Vietnam might well exceed more than 50 percent of the total number of airframes built, the Air Force replaced the F-105 with several different aircraft- primarily the McDonnell Douglas F-4 Phantom II and later the General Dynamics F-111. The F-105G Wild Weasels remained in service until 1984, when they too were replaced by mission-dedicated F-4G Wild Weasel variants of the Phantom II. Thanks go to PeriscopeFilm for uploading this excellent film.

Republic F 105B 060831 F 1234S 049
Official US Air Force Photograph

Behold The Corsair II- The Undisputed Rodney Dangerfield of Vietnam-Era Attack Jets

Bill Walton
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Behold The Corsair II- The Undisputed Rodney Dangerfield of Vietnam-Era Attack Jets

The 1975 Ling-Temco-Vought (LTV)-produced promotional film “The A-7 Attack Fighter” features both the Navy’s A-7E and the Air Force’s A-7D Corsair II tactical jets. The Short Little Ugly F*cker (SLUF) was developed from the Navy’s supersonic F-8 Crusader fighter. A-7s replaced some of the Douglas A-4 Skyhawks and A-1 Skyraiders in Navy Service as well as A-1 Skyraiders and North American F-100 Super Sabres in Air Force Service. Produced in five basic models and several more mission-specific variants, 1,569 Corsair IIs were built by LTV at their plant in Dallas, Texas. The first flight of the prototype YA-7A took place on September 27th 1965. We’ll be doing an in-depth piece about the SLUF in the future, so for now enjoy the film!

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The SLUF incorporated the basic high-wing design layout of the company’s F-8 but lacked the variable incidence wing in a shorter and stouter fuselage. It was powered by the same Pratt & Whitney TF-30 turbofan engine as the General Dynamics F-111 Aardvark and the Grumman F-14 Tomcat, albeit without the afterburner. The A-7 was equipped with advanced weapons delivery avionics and was the first jet to incorporate the now-standard head-up display (HUD).

A 7E VA 72 CV 67 1991
VA-72 A-7E in 1991. Image via US Navy

Navy initial operational capability was achieved in early 1967 and A-7As began flying missions from Tonkin Gulf Yacht Club carriers later that same year. The Navy lost a total of 98 Corsair IIs (all models / all causes) in Vietnam. Navy SLUFs participated in every American military operation after Vietnam through Desert Storm. Navy A-7Es retired after Desert Storm in 1991, replaced in most cases by McDonnell Douglas (Boeing) F/A-18 Hornets. Some mission-dedicated A-7 variants (EA-7Ls) remained in Navy use through 1998.

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Official US Navy Photograph

The US Air Force operated A-7Ds and later two-seated A-7Ks, both powered by Allison TF41-A-1 turbofan engines, from 1970 until 1993. In Vietnam, Air Force A-7Ds flew 12,930 sorties with only six losses, flying missions through the very end of American involvement in Southeast Asia. Air National Guard (ANG) units based at Des Moines ANG Base in Iowa, Tulsa ANGB in Oklahoma, and Springfield and Rickenbacker ANGBs in Ohio were the last operators of Air Force SLUFs, replaced in many cases by A-10 Warthogs. A-7s were operated by Greece, Portugal, and Thailand in addition to the US Navy and US Air Force. Greece retired the last of their long-serving A-7H models in 2014, ending 49 years of Corsair II service. Thanks to YouTuber Mat Garretson for uploading the film.

355th Tactical Fighter Squadron A 7D Corsir II 70 0988
Official US Air Force Photograph

Profiles in Aviation: Al “Blackie” Blackman Has Been Fixing American Airlines Planes for 75 Years!

Bill Walton
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Profiles in Aviation: Al “Blackie” Blackman Has Been Fixing American Airlines Planes for 75 Years!

Azriel “Al” Blackman is a man who has had his talented hands in American Airlines (AA) aircraft for 75 years. This nonagenarian has seen entire generations of equipment, and the talented mechanics that kept them in the air, come and go. Beginning work with AA (then American Export Airlines) in 1942 at the age of 16 after graduating from Aviation High School in Manhattan, he is now not only the holder of the record for the longest career as an airline mechanic, but a walking talking encyclopedia of knowledge about aircraft and aeronautics.

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And the things he has seen over 75 years! Setting aside world events over his career, just consider the development of the aircraft during Al’s tenure. He first worked on the Consolidated PBY Catalina, Martin PBM Mariner, and Vought-Sikorsky VS-44 flying boats (the Flying Aces) with American Export Airlines and American Overseas Airlines during the 1940s. American flew a mixture of Douglas DC-3s (or Flagships in AA parlance) along with Fairchild 100s when the company dropped the Export and later the Overseas parts of their name. Throughout the 1940s and 1950s Blackman worked on Lockheed Connies, Boeing 377s, and Douglas DC-4s, DC-6s, and DC-7s along with a smattering of Convair 240s for AA.

Vought Sikorsky VS
Vought-Sikorsky VS-44A

When the turbine-powered Lockheed L-188 Electra began flying in AA colors Al smelled jet fuel for the first time. When the Boeing 707 and Convair 990 came into operational service Blackman worked on those too, along with the BAC One-Eleven. From that point on, just about every generation and/or type of Boeing, Douglas, Fokker, McDonnell Douglas, British Aerospace, and Airbus airliner AA flew garnered attention from Al Blackman at some point. 717s. 727s. 737s. 747s. 757s. 767s. 777s. DC-8s. DC-9s. DC-10s. MD-11s. MD-80s. MD-90s. A300s. A310s. A320s. A330s. 146s. And more!

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Photo courtesy American Airlines

For perspective, consider this:  “Blackie” had 28 years in with AA when they bought their first 747s and 45 years in when they bought their first 737s. It’s been more than 50 years since he retired the last reciprocating engine airliner American ever flew. He’s seen revolutionary planes like the 727 and DC-9 come and go. DC-8s flew their entire careers with AA under his care. Same for the 747 and DC-10. Everything AA flies today began operations while Al has worked for AA- from 767s to Embraer 190s. Imagine what it must be like to have worked on many if not all of the former American Airlines jetliners sitting out in the Victorville, Mojave, Roswell, and Goodyear commercial aircraft boneyards.

Al Blackman Mural at JFK
Photo courtesy American Airlines

When Al reached 70 years of service with American he was honored with a mural depicting him on the wall of the AA maintenance hangar at their JFK facility and a ride for him and his family in the Flagship Detroit, a fully restored Douglas DC-3 complete with period-correct American Airlines paint scheme. “These things leak oil all over the place,” Blackman quipped about the DC-3 after the flight. “When they’re not leaking oil, it’s not good. They’re not running well.” Now that Al has 75 years in with AA, the decision was made to honor him with a special livery on one of the 777s flown by AA. The special commemorative scheme was revealed on the 75th Anniversary of Al’s first day at American. The 777 then embarked Al and his family and took off on a flight over Manhattan and Long Island so Al could see some sights…as if he hasn’t already seen enough of them over 91 years!

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Photo courtesy American Airlines

Every year Al passes his first day Anniversary AA has to make a new pin. They also have to design it because each of his Anniversaries is a first-ever occurrence for an AA employee. Because his nickname is “Blackie” his 75th anniversary pin is adorned with black diamonds. Blackman arrives at JFK airport for work at 0500 every workday. He is a crew chief and as such reviews the maintenance tasks completed by the overnight maintenance shift and coordinates completion of any outstanding work. He does have a few limitations, but they’re FAA mandated limitations because of his age and not his competency or ability. He’s no longer allowed to climb ladders or drive on the airport roads and personal tool use is limited, but Al’s not planning to retire. According to him, “When you like what you do, it’s not work.” As far as his personal preference among the aircraft AA flies is concerned, Al is on record as preferring Boeing aircraft because according to him they’re the easiest to work on.

Al Blackman Miliarty
Photo courtesy American Airlines

Al served his country in Korea performing maintenance on Bell 47 helicopters and light aircraft. According to “Age Is Just a Number,” the story he penned for AA’s in-flight magazine American Way, he worked at a facility co-located with the Army’s 4077th Mobile Army Surgical Hospital in Korea. Yes, M.A.S.H. Yes, that M.A.S.H. Al worked on the pristinely restored Vought-Sikorsky VS-44A flying boat Excambian now displayed at New England Air Museum. Al works with mechanics whose fathers worked with him for many years; many of them many years ago.

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Photo courtesy American Airlines

When not working for American Airlines, Al volunteers with the Historic Aircraft Restoration Project (HARP) working to restore vintage aircraft in Hangar B at Gateway National Recreation Area’s Floyd Bennett Field in New York. When Blackie reached 50 years of service with AA he was honored with the Federal Aviation Administration (FAA) Charles E. Taylor Master Mechanic Award, which is only bestowed upon those with 50 years of aviation maintenance experience, 30 years of which must be as a FAA certified mechanic.

Yankee Stadium Family Photo
Al Blackman and family pictured at Yankee Stadium. Photo courtesy American Airlines

Thankfully and in this writer’s opinion correctly, American Airlines is not using Al’s Anniversary story to try and deflect any of the vitriol about the airline industry in general these days. Al is just Blackie, the father of two and a happily married man for decades. His dear wife Delores, who passed away six years ago, knew how much her husband enjoyed his work and his co-workers. Al says she would tell him, “’Go to work, bum,’” she used to say. “`Go play with your friends.’”

Thanks go to Fox 5 for uploading the video of their news story about Al’s 75th Anniversary with AA to YouTube and to American Airline Media Relations for providing some of the biographical information about the incredible career and life of Azriel “Al” Blackman.

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Photo courtesy American Airlines

VFA-211 Made A Cruise Video You Absolutely Must See To Believe

Bill Walton
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VFA-211 Made A Cruise Video You Absolutely Must See To Believe

The Fighting Checkmates of Navy Strike Fighter Squadron Two Eleven (VFA-211) went aboard the aircraft carrier USS Enterprise (CVN-65) in March of 2012 for a deployment in support of Operation Enduring Freedom. When the Big E returned to Norfolk eight months later, she was laid up and then decommissioned. VFA-211 created a cruise video during the deployment that is poignant, funny, dramatic, and in places starkly beautiful. The flying scenes are simply awesome. If this is the first cruise video you watch you’ll have to watch a bunch more of them to find one that looks better than this one does. The audio cuts out for about five minutes roughly 25 minutes in but you might not even notice. Thanks to YouTuber Triple Nickel for sharing this video.

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Along with the Fighting Checkmates on the Big E’s final deployment were Carrier Air Wing One (CVW-1) consisting of VFA-211, VFA-11 Red Rippers flying the Boeing F/A-18F Super Hornet, VMFA-251 Thunderbolts flying the Boeing F/A-18C Hornet, VFA-136 Knighthawks flying the F/A-18E Super Hornet, VAQ-137 World Famous Rooks flying the Grumman EA-6B Growler, VAW-123 Screwtops flying the Grumman E-2C Hawkeye 2000NP, and HS-11 Dragon Slayers flying Sikorsky HH-60C and SH-60F Seahawk helos. The Enterprise made port calls at Piraeus in Greece, Jebel Ali in the United Arab Emirates, Manama in Bahrain, Naples in Italy, and Mayport Naval Station in Florida USA before retiring to Norfolk in November of 2012.

US Navy 100512 N 8446A 003 An F A 18F Super Hornet assigned to the Checkmates of Strike Fighter Squadron VFA 211 lands aboard the aircraft carrier USS Enterprise CVN 65
Official US Navy Photograph

The final deployment of the Enterprise was also the last time the World Famous Rooks deployed flying the venerable Grumman EA-6B Prowler. They subsequently transitioned to the Boeing EA-18G Growler. VFA-211 (call sign Nikel) began as VB-74 in 1945. They began in 1945 flying Curtiss SB2C Helldivers. They have also flown Douglas AD Skyraiders, Vought F4U Corsairs, Grumman F9F Panthers, North American FJ Furies, McDonnell F3H Demons, Grumman F-11 Tigers, and Vought F-8 Crusaders. The squadron was designated VF-24 or VA-24 for many years. In 1959 VF-24 and VF-211 swapped air wings and designations. VF-211 transferred to Naval Air Station (NAS) Miramar in California during 1961 and remained based there for 35 years, finally moving to NAS Oceana in Virginia during 1996 when Miramar became a Marine Corps Air Station (MCAS). VF-211 transitioned from the F-8 to the Grumman F-14 Tomcat in 1975 and flew them until 2003 when they were re-equipped with Boeing F/A-18F Super Hornets and re-designated VFA-211.

US Navy 100515 N 0593C 098 An F A 18F Super Hornet assigned to the Fighting Checkmates of Strike Fighter Squadron VFA 211 launches from the aircraft carrier USS Enterprise CVN 65
Official US Navy Photograph

Douglas Was Selling Every Skyhawk They Could Build When They Made This Film

Bill Walton
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Douglas Was Selling Every Skyhawk They Could Build When They Made This Film

This film, produced by the Advertising Film Department of Douglas Aircraft Corporation during the early 1960s, highlights the Douglas A-4 Skyhawk light attack aircraft. The film has some great visuals (even if they aren’t exactly HD). It’s an obvious sales film for the Scooter, but it’s a good one and goes into details such as how Ed Heinemann’s design utilizes external cockpit strengthening as opposed to internal bracing, the integration of fuselage longerons for strong points, the main gear attachment points machined into the wing spars, the wet wing and other structure details, the new (at the time) buddy refueling tank description and attachment process, and J65 (later J-52) engine details and installation / removal. This one is more educational than your average early 1960s sales film. It was uploaded to YouTube by PeriscopeFilm.

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The film was shot at the Douglas factory in Long Beach, California as well as aboard the aircraft carriers USS Hancock (CVA-19) and USS Forrestal (CVA-59). A4D-1 and A4D-2 Tinker Toys were filmed at several Naval Air Stations (NASs) and Marine Corps Air Stations (MCASs) as well as at what is now the Naval Air Weapons Station (NAWS) at China Lake in California. Skyhawks from Attack Squadron FIFTY SIX (VA-56) Champions, VA-76 Spirits, VA-83 Rampagers, VA-113 Stingers, VA-153 Blue Tail Flies, VA-192 Golden Dragons, VA-195 Dambusters, and Fleet Air Gunnery Unit Pacific (FAGUPAC) appear in the film.

Douglas A 4B Skyhawk production in 1950s
Douglas A-4 production line.

Pilots Prepare Special Charters To Chase The Great American Eclipse

Charles Atkeison
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Pilots Prepare Special Charters To Chase The Great American Eclipse

ATLANTA — Pilots will team up with eclipse chasers in August for special flights above the clouds as a rare solar eclipse blazes a trail across the United States from the Pacific waters to the Atlantic coastline.

The eclipse’s line of totality on August 21 will be visible beginning over Oregon’s coast and continuing in a diagonal 73 mile-wide path to the South Carolina coast during a 93 minute period. It is along this route which has photographers and astronomers eager to board a special eclipse flight.

Private pilots have already begun preparing detailed flight plan as they prepare to go up with an astronomer or photographer to capture the sights as our moon passes directly before the Sun. This will be the first solar eclipse exclusive to the majority of the United States in 99 years, and millions are preparing to document the event high above the dust and possible clouds for a unique view.

“A full eclipse is a rare event, and I hope to get a rare view of it from a small plane,” said Andrew Kalat, a private pilot and aviation photographer from Atlanta. “Flying two miles above the surface will hopefully give me a very interesting view of the moon’s shadow as it moves across the earth.”

Andy’s flight plan will provide him with only three or four minutes of eclipse totality as he soars southeast over the last 55 miles of Tennessee. He adds that his Cessna is not a stable platform for direct photography of the eclipse, and will instead capture the sights of the celestial event using multiple camera in a unique way.

“I look forward to very quickly flying from day to night and back to day again,” Kalat explained. “To capture and share this, I plan to video with an aircraft mounted GoPro, and capture still images with a digital SLR. I’m going to focus more on capturing interesting images of the ground during the eclipse.”

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He is not alone. Many pilots are working with airports along the path of totality to prepare their own flight plans for special charters in what maybe a busy, narrow path — including one commercial airliner.

Of the major commercial airlines, Alaska Airlines has announced they will fly a private charter of invited guests and VIP’s off the Oregon coastline providing the first views of the eclipse from an altitude of seven miles.  Alaska has organized trips like this in the past too.

“As an airline, we are in a unique position to provide a one-of-a-kind experience for astronomy enthusiasts,” Alaska Airlines vice president of marketing Sangita Woerner states. “Flying high above the Pacific Ocean will not only provide one of the first views, but also one of the best.”

In addition to flying during the eclipse, many eclipse chasers will charter private aircraft to fly into airfields along the arc of totality. A few pilots confirmed to Avgeekery that if the weather is overcast, they can quickly take-off and relocate to an airfield with clearer visability.

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

This Small Greek Island Is A Spotter’s Paradise on The Aegean Sea

Bill Walton
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This Small Greek Island Is A Spotter’s Paradise on The Aegean Sea

Skiathos Island National Airport (‘Alexandros Papadiamantis’- IATA code JSI and ICAO code LGSK) is located on the Greek island of Skiathos in the Aegean Sea. The island is a popular tourist destination and sees roughly 3,300 aircraft movements per year on the airport’s single 5,341 foot (1,628 meter) runway 02/20. What makes JSI so popular with planespotters is that there is a publically accessible road that passes in very close proximity to the end of runway 02. A similar situation exists at Princess Juliana International Airport (SXM / TNCM) on the island of Saint Martin in the Windward Islands of the South Caribbean. JSI compares favorably for planespotters, but it is no less dangerous to stand in the jet blast of an airliner taking off from JSI that it is to do the same at SXM.

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JSI hosts primarily seasonal charter flights from originating airports all over Europe- perhaps part of the reason why the island and its airport are referred to as “the European St. Martin.”  The airport is capable of handling jetliners up to Boeing 757-200s in size, weight, and capacity, but Boeing 737s, Airbus A320 series, and turbine powered commuter aircraft make up most of the traffic.

Airlines such as Aviolet, Blue Air, British Airways, Condor, Finnair, Germanair, Meridiana, Olympic Air, Scandinavian, Small Planet, TAROM, Thomas Cook, Thomson, and TUI Fly Netherlands operate flights into and out of JSI. Even Greek Air Force Alenia G.222 airlifters come and go. When landing on runway 02 these jetliners often clear the roadway and adjacent parking and viewing area by 75 feet or less. It makes for a really close up look at some impressive aircraft. Thanks to YouTuber Cargospotter for uploading this highly entertaining video.

Olympic Air DHC 8 402Q on short finals at Skiathos Flo Weiss
Photo Credit: Flo Weiss

You Can’t Get Any Closer To Red Flag Than This Unless You’re Aircrew

Mike Killian
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You Can’t Get Any Closer To Red Flag Than This Unless You’re Aircrew

Las Vegas is known for casinos, wild nights you hope nobody ever finds out about (some of you for sure), scorching hot summers, and Nellis Air Force Base, home of the Thunderbirds and the largest aerial combat training exercise in the world – Red Flag.

Continue

Northrop And McDonnell Douglas Built Two Fine Tactical Jets Together

Bill Walton
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Northrop And McDonnell Douglas Built Two Fine Tactical Jets Together

Some Say The YF-23 Was Better Than the YF-22. Who’s Right?

The Northrop / McDonnell Douglas YF-23 was Northrop and McDonnell Douglas’ response to a United States Air Force (USAF) request for an advanced tactical fighter (ATF) to counter the newest Mikoyan-Gurevich MiG-29 and Sukhoi Su-27 fighters then showing upon spy satellite images in the Soviet Union. This ATF was to be capable of supercruise, or prolonged supersonic flight without the use of afterburners. The ATF was also required to be stealthy, have the best possible survivability, and be easy to maintain in austere conditions. Sounds like a typical set of Air Force requirements to me! At first the Air Force required a short-field capability that would have required the engines on the ATF to be equipped with thrust reversers, but this requirement was later removed.

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Stealthy By Design

Northrop’s YF-23 incorporated several stealthy design features. Radar cross section tests determined that the design of the aircraft made the jet look like a spider on radar. Many off-the-shelf parts were incorporated into both designs to reduce prototype costs. The YF-23 utilized a central management computer system of advanced design and capability. The design of the control surfaces allowed for both flaps and ailerons to be used in opposite or unison which provided enhanced maneuverability and an aerodynamic braking capability. Tail surfaces were all-moving surfaces used together with the wing flaps and ailerons to control the jet. The YF-23 did not incorporate thrust vectoring.

1280px YF 23 front right view
Official US Air Force Photograph

Black Widow vs. the Raptor

Black Widow, the first prototype YF-23 (PAV-1) was powered by Pratt & Whitney YF119 engines and first flew on August 27th 1990. The second prototype, Grey Ghost, (PAV-2) was powered by P&W YF120 engines and first flew on October 26th 1990. The two YF-23 prototypes flew a total of 65 hours over 50 sorties in 1990. The Lockheed / Boeing / General Dynamics YF-22 was the only other finalist in the competition for the production ATF contract. Though both aircraft were advanced designs that met the Air Force requirements and the YF-23 was faster and stealthier, the more agile YF-22 was the winner of the competition for the production ATF contract.

1280px YF 23 top view
Official US Air Force Photograph

Where Are They Now?

The YF-22 became the F-22 Raptor. The YF-23s became oddities. At one point in 2004 Northrop Grumman proposed a bomber version of the aircraft. Both YF-23 airframes remained in storage until mid-1996, when the aircraft were transferred to museums. YF-23A, PAV-1, Black Widow, Air Force serial number 87-0800, registration number N231YF is on display at the National Museum of the United States Air Force near Dayton in Ohio. YF-23A PAV-2, Grey Ghost, Air Force serial number 87-0801, registration number N232YF, is on display at the Western Museum of Flight at Zamperini Field in Torrance, California. The Western Museum of Flight produced the documentary video shared above.

The Naval Aviator For A Day Program Makes Special Kids Into Stars

Bill Walton
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The Naval Aviator For A Day Program Makes Special Kids Into Stars

Hannah Dunaway completed the Naval Aviator for a Day program at Naval Air Station (NAS) Meridian and received her Navy Wings of Gold back in 2014.

In this short video produced by Jim Albritton for Batson Children’s Hospital in Jackson, Mississippi where Hannah is a cystic hygroma patient, United States Navy Lieutenant Commander Clinton Watt and Lieutenant Kristin Acton guided the 13-year-old Vicksburg girl through the day-long program. Training Air Wing ONE (TW-1) rolled out the red carpet for Hannah and signed off on her Carrier Qualification, LSO Qualification, Control Tower Qualification, and Firefighter Qualifications. This is one of the great things done not just by Navy commands but by all service branches for at-risk children. Enjoy this girl’s experience from 2014.

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About TW-1

TW-1 was commissioned on August 2nd 1971. In addition to training fledgling Navy and Marine aviators, the wing also trains and hosts as instructors foreign exchange pilots from France, Italy, and Spain. TW-1 consists of Training Squadron SEVEN (VT-7) Eagles and Training Squadron NINE (VT-9) Tigers. TW-1 provides intermediate and advanced training to students who have previously completed the Primary Flight Training syllabus in the Beechcraft T-6B Texan II trainer. VT-7 and VT-9 train Student Naval Aviators in the Boeing T-45C Goshawk. Upon completion of the Advanced Flight Instruction syllabus at NAS Meridian the Student Naval Aviators are designated Naval Aviators and receive their Wings of Gold.

T 45C of VT 9 landing on USS Theodore Roosevelt CVN 71 in 2013
Official US Navy Photograph

Smithsonian’s ‘Art of the Airport Tower’ Captures their Unique Architectural Designs

Charles Atkeison
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Smithsonian’s ‘Art of the Airport Tower’ Captures their Unique Architectural Designs

ATLANTA — Poised over looking the runways of the world’s airports — both large and small — the air traffic control tower is a beacon calling forth aviators to their destination and they provide an informative send-off.

Often under appreciated by the general public, a new traveling exhibit from the Smithsonian Air and Space Museum has captured the most unusual and fascinating designs of the world’s air traffic control towers.

Composed of 85 stark photographs, Smithsonian Museum photographer Carolyn J. Russo’s beautiful hard cover book, Art of the Airport Tower (Smithsonian Press 2015), is now a striking exhibition capturing the architectural beauty of many of the airport towers across the globe.

Fifty of the book’s artistic images and informative captions have been lifted from its pages and placed on display. The exhibit is a treat and the coffee table book is a must-have for the aviation geek.

In the midst of a nationwide tour, the Tellus Science Museum near Atlanta is currently hosting the exhibit until September 17. The Smithsonian affiliate is home to many aviation and space flown hardware.

“This is a fascinating exhibit – it combines photography, architecture, and aviation in unexpected ways,” Tellus Science Museum Executive Director Jose Santamaria said on Sunday. “It is very unique and the images are stunning.”

As one focuses on Carolyn Russo’s photographs, the subject of her work becomes very intriguing to the viewer as the architectural design stands out from a close range. Russo spent nearly seven years touring the planet, visiting 23 countries and photographing the designs of control towers of nearly 100 airports.

“Airport traffic control towers have a powerful presence — they watch over the vastness of the airport and sky, are a nonjudgmental cultural greeter, a choreographer or conductor of the aircraft dance, a mother bird caring for her flock and an omniscient, intelligent structure keeping humans safe,” Russo points out as she gazed across her work. “I saw them as the unsung heroes of the airport landscape and tried to elevate them beyond their height and amazing architecture.”

The control tower located at Edwards, AFB in the California desert is famous for pioneering military aviation; and assisting NASA in the landing of the space shuttle orbiters. Today, KEDW control tower rises above the dry lakebed supporting a well trained staff overseeing the air navigation of around 40 different types of airframes at any given time.

The aerodynamic architecture of Edward’s white tower leads the exhibit as guests arrive.

“I’m trying to pick up a vibe from the tower and looking for an aspect of it to show its best trait,” Russo explained as we stood focused on one of her photographs. “It’s kind of like making a portrait, your looking for a component that defines the structure.”

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Many of the towers she visited required special provisions by the country’s government or by airport officials. “For instance, with the JFK tower, for me to be on that airport property I had to have an insurance certificate of $10 million,” she said. “And with that experience they were some of the first towers I photographed.”

At the Stockholm Arlanda airport in Sweden, Russo photographed its control tower from directly below providing an dynamic, three dimensional visual not seen as you travel past on the taxi way. The air traffic control at ESSA supports over 80 airlines flying in and out of Scandinavia’s busiest airport. The photograph is a favorite on the tour.

“Carolyn sees things that other people don’t see,” said U.S. and world aerobatic champion pilot Patty Wagstaff on Sunday. “Her eye for detail is amazing, and she’s able to take something beautiful but big — like an airplane or a control tower — and focus in on the details that give the piece character.”

The two have known each other for over 20 years, and Russo refers to Wagstaff as her dear friend. “She has a really unique viewpoint, and it’s this that makes her one of the great modern photographers,” Wagstaff added.

Russo loves each of her photographs and will not select a favorite; however she does have a favorite back story from her travels, “The best one was when I was photographing the Jakarta (Indonesia) tower, that was a very quick trip, and when I arrived they did not know what to think of me,” she recalled. “They said we need to look at every one of your images before you leave here to make sure I wasn’t up to some tricks.”

Russo adds that during her visit, Jakarta’s officials went from, “what do you see in our tower” to being very supportive of her after seeing a few of her own views of their control tower. “They felt very proud to be apart of this project.”

Art of the Airport Tower will travel next to the U.S. Space and Rocket Center in Huntsville, opening on October 9 and remaining on display until December 29.

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

No, A Passenger’s Epic Fart Did Not Force a Plane to Evacuate Yesterday

Mike Killian
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No, A Passenger’s Epic Fart Did Not Force a Plane to Evacuate Yesterday

American Airlines is denying a passenger’s supposed fart of epic proportions as the cause for deplaning the aircraft at Raleigh Durham International Airport yesterday afternoon.

In a bizarre story which originally appeared on local WNCN-TV that has gone viral, passengers reportedly complained of nausea and headaches spurred by a foul-smell in the cabin of American flight 1927 from Charlotte to RDU. The report cited an airport spokesperson for the fart revelation.

“The story is not true,” says American Airlines spokesman Ross Feinstein.

“We did have an aircraft from Charlotte to RDU this afternoon, that landed at 2:19 p.m. ET, and arrived the gate at 2:21 p.m. ET, that is currently out of service for an actual mechanical issue – and odor in the cabin. But it is not due to ‘passed gas’ as mentioned,” Feinstein said.

Airport spokesperson Andrew Sawyer also confirmed the story as false.

“A medical call for someone overcome by an odor was received after the plane deplaned normally,” he said

So, as funny as it would have been, another fake news story bites the dust…
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– Follow Mike Killian on Instagram and Facebook, @MikeKillianPhotography

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