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Southern Nevada Supplemental Airport: Addressing the Capacity Crunch at LAS

Dave Hartland
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Southern Nevada Supplemental Airport: Addressing the Capacity Crunch at LAS

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
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

Site of the proposed Southern Nevada Supplemental Airport
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 Design: A Mega-Airport Takes Shape

The proposed layout of the Southern Nevada Supplemental Airport (SNSA)
Proposed layout of the Southern Nevada Supplemental Airport (SNSA) | IMAGE: By VanillaSea – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=133147463

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) is landlocked
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

Landlocked Harry Reid International Airport (LAS)
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
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

A Southwest 737 departs against the Las Vegas skyline
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.

Eos: The Airline for the Classy New York Businessman

Joe Gvora
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Eos: The Airline for the Classy New York Businessman

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 Airlines website circa 2006
Image: Eos 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.‘

Eos airlines 757 28123571604929
Image: By Cory W. Watts from Wikimedia Commons

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.

P-51 Restoration Honors Aircraft and Triple Ace Pilot Ken Dahlberg

Bill Lindner
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P-51 Restoration Honors Aircraft and Triple Ace Pilot Ken Dahlberg

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
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.”

In progress image of P-51 Shillelagh during restoration at Aircorps Aviation. | Image: Aircorps Aviation
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
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.

Detailed work on P-51 restoration. | Image: Aircorps Aviation
Detailed work on P-51 restoration | Image: AirCorps Aviation

“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 is able to fabricate some parts like this P-51 elevator assembly for its P-51 restoration. | Image: Aircorps Aviation
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 technician working on rivets during P-51 restoration. | Image: Aircorps Aviation
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. 

Portrait
Major Ken Dahlberg | Image: AirCorps Aviation

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.

Super Hornet Falls Off Aircraft Carrier in Red Sea

Mike Killian
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Super Hornet Falls Off Aircraft Carrier in Red Sea

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.

IMG 7371
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.

IMG 9535
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.

Tom Brady Tugs a Massive 757 During Annual Delta Jet Drag

Joe Gvora
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Tom Brady Tugs a Massive 757 During Annual Delta Jet Drag

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.

Flying Freight: The Rise of America’s All-Cargo Airlines

David H. Stringer
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Flying Freight: The Rise of America’s All-Cargo Airlines

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.

General Air Express was one of America's first cargo airlines
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.

A Continental DC-3 "Sky Freighter" was a common mode of cargo transport before the advent of true cargo airlines
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).

Transocean Airlines C 46 Bill Larkins photo
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.

5 ZOGG NC90863 DC4 SANTA FE SKYWAY SANTA MONICA 1948 20121230 1
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.

4 FLYING TIGER Budd Conestoga Proctor
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.

7 ZOGG N34959 DC6 FLYING TIGER 45046
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.

8 ZOGG N6917C L1049 FLYING TIGER 195805 46872
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.

CL 44 N448T LAX 82363 LAWA
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.

11 Livesey Proctor 747 287B LV MLO LAX 289 JP Col
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.

20 Proctor SLICK CL 44 N603SA Canadair
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.

13 ZOGG N67937 C46 SLICK 43569
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.

17 PROCTOR lIVESEY DC 6A Slick 2
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.

CL 44 N6035A SFO 01 63 Mel Lawrence
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.

ZOGG N91085 DC4 SEABOARD HONOLULU 195202 46805 P
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.

ZOGG 4805 N1007C L1049 SEABOARD LHR 19590718 48094
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.

ZOGG N10427 C46 SEABOARD 10873
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.

A Canadair CL-44D in Seaboard World colors operating as one of America's cargo airlines
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.

C 46 N74177 DTW 460 Allan Van Wickler1
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.

Riddle Airlines was founded in 1945 by John Paul Riddle (whose legacy lives on today in the name of Embry-Riddle Aeronautical University).

Negative DAC5929
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.

38 RIDDLE Airlines map 1960 Annual Report DHS Collection
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.

DC 8 54F N108RD Riddle via TW
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.

DC 8 54F ATL N141RD TL Col
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.

ZOGG N67937 C46 AAXICO AIRLINES 42600
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 was one of America's large cargo airlines in the 1950s
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.

43 hamlin coll AAXICO n840na 2500 oak 2 62 mel lawrence photo
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 Epic Versatility of the Legendary B-17 Bomber

Bill Lindner
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The Epic Versatility of the Legendary B-17 Bomber

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
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
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.

Air Force Tests Turboprops and Turbojets

Following the war, the Air Force needed to test turboprop and turbojet designs. They modified several B-17G models as test beds by installing engine mounts in the nose to hold advanced versions of R-3550 piston engines, turboprops, and turbojets. One safety benefit to this configuration was the ability to shut the main engines down while testing the ones in the nose and then restarting them if necessary.

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
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
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
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.

How the World’s First Flying Church Almost Got Off the Ground

Joe Gvora
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How the World’s First Flying Church Almost Got Off the Ground

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 DC-8 that would have become a flying church
The aircraft which would have been used for the flying church | IMAGE: ID 372012925 ©️ Allan Clegg | Dreamstime.com

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 shell of the aircraft proposed for the flying church
The shell of the DC-8 that would have become a flying church | Image: By JetPix from Wikimedia Commons

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.

Tacit Blue “Whale” Redefined Stealth and Radar with Spectacular Results

Bill Lindner
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Tacit Blue “Whale” Redefined Stealth and Radar with Spectacular Results

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
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 program officially started in 1978 as part of an overall Air Force electronics program with the code name “Pave Mover.” Northrop received a $136 million contract, which eventually increased to $165 million.

Distinct Shape of Tacit Blue Whale

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 crews tow a Tacit Blue
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.

Curved surfaces on the B-2 Sprit bomber were tested on the Tacit Blue. | Image: U.S. Air Force, Staff Sgt. Jordan Castelan
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
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
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

The aircraft only served as a test bed, and it did have some problems engineers and pilots had to account for. Due to its shape and configuration, it was “aerodynamically unstable” in flight. Northrpp engineers designed it with a “quadruple-redundant fly-by-wire flight control system” to overcome this.

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.

If this happened, the aircraft, according to a Northop vice president, was “one of the most unstable aircraft ever flown.” When flying with only one operational flight control computer, a Northrop engineer compared its stability to that of the Wright Flyer.

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 only Tacit Blue ever built is on display at the National Museum of the U.S. Air Force in Dayton, Ohio. | Image: Public Domain

Douglas C-133 Cargomaster: The Forgotten Blueprint Behind Modern Airlifters

Bill Walton
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Douglas C-133 Cargomaster: The Forgotten Blueprint Behind Modern Airlifters

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 that it combined 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.

Douglas C-133 Cargomaster

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.

Douglas C-133 Cargomaster in flight

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.

cargo4

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 carrying the largest airliftable components and vehicles back and forth 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.

cargo5

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.

cargo6

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.

cargo7

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WATCH: The Lockheed P2V Neptune From Startup to Shutdown

Bill Walton
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WATCH: The Lockheed P2V Neptune From Startup to Shutdown

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.

A Lockheed P2V Neptune
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.

Part 1

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In Part 2 the interview with Bill Bacon concludes, after which a 1986 P2V-7 flying demonstration is featured.

Part 2

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image via national naval aviation museum

Virgin Atlantic Once Teased a Remarkable Glass-Bottom Jet

Joe Gvora
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Virgin Atlantic Once Teased a Remarkable Glass-Bottom Jet

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.

Concept of a glass-bottom jet provided by Virgin Atlantic
Image: Virgin Atlantic

“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 provided by Virgin Atlantic
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.

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