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5 Things You Didn’t Know About the CH-46 Sea Knight

Bill Walton
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5 Things You Didn’t Know About the CH-46 Sea Knight

Phrog, Sea Knight…Whatever You Call It, This Trusty Helo Served Our Armed Forces for Over 50 Years.

On 22 April 1958, the prototype Vertol Model 107 flew for the first time. The 107 was a development of the Piasecki H-21 and the fifth tandem-rotor helicopter design by the engineers at Piasecki. Piasecki became Vertol in 1955. Vertol was then acquired by Boeing in 1960, and the company became Boeing Vertol.

The Model 107 became the CH-46 Sea Knight. The Sea Knight, or Phrog, went on to serve with the United States Navy (USN) for 40 years and with the United States Marine Corps (USMC) for 51 years. Some still fly with the US Department of State Air Wing today.

The CH-46 Sea Knight

Smiling Tandem-Rotor Workhorse

The design particulars for the CH-46 are that it was a twin-engine, tandem three-bladed folding rotor design powered by General Electric T-58 turboshaft engines. The machine mounted the engines in the tail and utilized a drive shaft to power the forward rotor. The engines were coupled in order to ensure that either could power the rotorcraft in an engine-out scenario.

The CH-46 sat nose-high on the ground, making the rear cargo ramp more accessible. Famous for their goofy-looking grinning faces and their rugged and capable character, the Phrogs worked hard to earn the respect bestowed upon them.

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The Army Didn’t Buy In…at First

In June of 1958, the United States Army awarded a contract to Vertol for ten production aircraft to be designated YHC-1A. The Army then reduced the order quantity so they could spend their money on the larger but similar Model 114. Today, you know the Vertol Model 114 as the venerable CH-47 Chinook.

When the USMC decided to replace its piston-engine CH-34 Seahorse helos with a turbine-powered rotorcraft in 1960, the CH-46 was the logical answer. Even the United States Air Force (USAF) took a look at the 107, but decided to go with the Sikorsky S-61R instead, which eventually became the CH-3C and later the HH-3E Jolly Green Giant in USAF service.

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The Designation Game – The CH-46 Sea Knight Gets Its Name

The designation of the production Sea Knight was changed from HRB-1 to CH-46A when the Bureau of Aeronautics changed every aircraft designation in 1962. The CH-46A first flew later that same year. Deliveries of the Marine CH-46A and the Navy UH-46A, used primarily for shipboard vertical replenishment, began in November 1964.

Both models were capable of carrying up to 17 passengers or two tons of cargo. CH-46s were used to transport personnel and all manner of cargo, evacuate wounded, supply forward arming and refueling points, perform vertical replenishment, search and rescue, recover downed aircraft and crews, and whatever other jobs required a rotorcraft with a little extra pull.

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Into Combat with the Leathernecks

The first Sea Knights to see combat were Marine CH-46As of Marine Medium Helicopter Squadron 164 (HMM-164) Knight Riders who arrived in Southeast Asia in early 1966. The improved CH-46D became operational later in 1966. Equipped with uprated engines driving better rotors, the CH-46D could carry up to 25 troops or three and a half tons of cargo (or a ton slung underneath). The USMC took the CH-46D into combat in Vietnam beginning late in 1967. Some 34 CH-46As were reworked to bring them up to CH-46D standards. The Navy also acquired UH-46Ds to replace their A models. Sea Knight production ended in 1971 after 524 airframes had been produced.

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Keeping the CH-46 Sea Knight in the Game

In Vietnam, the Phrog was the ultimate medium lift machine. Its capacity placed it between the smaller Bell UH-1 Iroquois and the larger Sikorsky CH-53 Sea Stallion. Always a prime mover of troops, the CH-46 experienced peak utilization during the 1972 Easter Offensive.

CH-46s experienced their share of mechanical problems early on, though. Like all turbine helicopter engines, foreign object damage (FOD) was a constant problem that required resolution. All in-country Phrogs were grounded on 21 July 1966 until more effective intake filters were installed. The CH-46Ds were later grounded when a serious structural problem in the aft fuselage required “Iron Tail” fixes to the Phrogs under the Sigma 1 program.

Along the way, the Phrogs gained some weight by adding armor and door-mounted .50 caliber machine guns. Because of the inherent risk involved when operating rotorcraft in combat, 106 Marine Sea Knights were lost to enemy fire in Vietnam.

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Stargazer: The Last L-1011 TriStar

Dave Hartland
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Stargazer: The Last L-1011 TriStar

Out of 250 Lockheed L-1011s ever built, only one remains airworthy today: the last L-1011 TriStar known as Stargazer.

The Lockheed L-1011 TriStar was a groundbreaking aircraft for its time. 

In the transformative decade of the 1960s, technological and engineering advancements in aviation occurred at breakneck speed. One of the innovations that came out of the race to create the “biggest and the best” was the Palmdale, California-built Lockheed L-1011 TriStar. 

Check out our video on the Stargazer

Out of 250 L-1011 airframes ever built, just one remains airworthy as of April 2025. Known as “Stargazer,” the last L-1011 TriStar in operation spends her days flying some pretty interesting missions. 

The Stargazer Journey

Stargazer is the last L-1011 Tristar in operation today
Stargazer, the last L-1011 Tristar, prepares for departure with the Pegasus rocket attached to its belly | IMAGE: Northrop Grumman

The last L-1011 TriStar in operation today, 67th off the line in Palmdale, was delivered to Air Canada as C-FTNJ in March 1974. After a (very) brief stint with Air Lanka in 1982, she would return to Air Canada later that same year. 

She would conclude her commercial service with Air Canada in October 1990. However, her time on the ground would be minimal as she embarked on a new journey two years later when she was delivered to Virginia-based Orbital Sciences Corporation (now part of Northrop Grumman). 

After substantial modifications, the TriStar was reborn as the Pegasus Air Launch Platform and renamed Stargazer in May 1992. Beating out other potential choices, including the B-52 Stratofortress, the Boeing 747, and the DC-10, Stargazer (reg: N140SC) became the carrier aircraft for the Pegasus, the world’s first privately developed orbital launch vehicle. 

From Plane to Space In Less Than Ten Minutes

Stargazer, the last L-1011 TriStar
The Pegasus space vehicle is launched from Stargazer, the last L-1011 TriStar | IMAGE: Northrop Grumman

The Pegasus is an air-launched launch vehicle developed by Orbital Sciences Corporation, now under the umbrella of Northrop Grumman. Instead of conventional ground-based launches, the Pegasus is air-launched from the belly of the L-1011, negating the need for an expensive first-stage booster. Since its debut at California’s Dryden Flight Research Center in 1990, Pegasus has achieved numerous milestones, including being the world’s first privately developed space launch vehicle and the first air-launched rocket to place satellites in orbit. 

Pegasus boasts a track record of 45 missions and the successful deployment of nearly 100 satellites.

With its three-stage configuration, the Pegasus rocket is designed for launching small satellites weighing up to 1,000 pounds into low-Earth orbit. Carried by the Stargazer L-1011 aircraft to an altitude of approximately 40,000 feet, the rocket is released over the open ocean, experiencing a five-second free fall before its first-stage rocket motor ignites. With the help of its unique delta-shaped wing, Pegasus typically accomplishes satellite deployment into orbit in just over ten minutes at a speed of eight times the speed of sound.

This unique air-launch system allows customers to launch their payloads from just about anywhere on Earth. In fact, Pegasus launches have taken place in locations across the U.S., Europe, and the Marshall Islands, making it the world’s most adaptable space launch vehicle. 

The L-1011 First Flew in 1970

L-1011 TriStar Prototype
The rollout of the Lockheed L-1011 TriStar in 1970 | IMAGE: Jon Proctor – Gallery page https://www.jetphotos.com/photo/5893645Photo https://cdn.jetphotos.com/full/1/18870_1168031604.jpg, GFDL 1.2, https://commons.wikimedia.org/w/index.php?curid=31480277

Conceived in the 1960s, the Lockheed L-1011 TriStar was designed to be a technologically advanced, long-range, and reliable airliner.

With its diverse portfolio of civilian aircraft, such as the Electra and the Constellation, as well as military aircraft, such as the C-130 Hercules, the C-141 StarLifter, and the C-5 Galaxy, Lockheed was approached by American Airlines to develop a widebody civilian jetliner. Lockheed’s aim was to produce a competitor to the other two widebody aircraft at the time – the Boeing 747 and Douglas DC-10.

The L-1011 had a seating capacity of up to 400 passengers in a twin-aisle configuration. With a range exceeding 4,000 nautical miles, the TriStar was praised for its comfort, efficiency, and safety features. 

A trio of three-spool Rolls-Royce RB211 engines powered the L-1011, a distinctive feature that set it apart from the DC-10. While Douglas opted for a third engine mounted above the fuselage for economic reasons, the L-1011 featured an innovative S-duct air inlet embedded in the tail and upper fuselage. This design reduced drag, improved stability, and lowered the empty aircraft weight. 

Other technologically advanced features aboard the TriStar included:

Following its maiden flight on 16 November 1970, Eastern Air Lines took delivery of the first L-1011 on 26 April 1972.

The L-1011 Faced Production Challenges

10bl Delta Air Lines Lockheed L 1011 TriStar 250 N737D@TPA27.01.1998 6138548678
By Aero Icarus from Zürich, Switzerland [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons

Despite its technological superiority over the DC-10, the L-1011 faced several challenges during production. The program, initiated on orders from TWA and Eastern Air Lines, experienced delays due to issues with engine manufacturer Rolls-Royce. The TriStar launch was postponed by a year, allowing the DC-10 to take the lead. 

However, the L-1011’s advanced technology came at a considerable cost, leading to a high price point. Originally conceived as a “jumbo twin,” the decision to use three engines was driven by the need for sufficient thrust to take off from existing runways.

Additionally, regulatory restrictions existed on twin-engine jets throughout the 1980s. These regulations prohibited the operation of flights more than 30 minutes from the nearest suitable airport. This made trans-oceanic operations impossible for twin jets at the time. 

Despite these challenges, the L-1011 program produced 250 airframes between 1968 and 1984. Production ended in 1982 with the 250th unit, falling short of the 500 needed for Lockheed to break even.

Lockheed’s withdrawal from the civilian airline business followed this setback, paving the way for the MD-11. By this time, however, twin-engine aircraft like the Boeing 777 were superior to inefficient three-engine behemoths. 

The L-1011 boasted a relatively safe track record, with only one fatal accident attributed to a problem with the aircraft. Delta Air Lines was the type’s largest operator before its retirement in 2001.

Internationally, Cathay Pacific acquired 21 TriStars from bankrupt Eastern Air Lines, retiring them in 1996. TWA bid farewell to the L-1011 in 1997. The last airline to operate it was American Trans Air (ATA), which ceased operations in April 2008. With the demise of ATA, the sun set on the life of the venerable TriStar.

A Dichotomy of Past and Future: The L-1011 Stargazer 

Stargazer L-1011 TriStar
Northrop Grumman Successfully Launches NASA ICON Satellite on Pegasus Rocket | IMAGE: Northrop Grumman

Like many majestic aircraft in recent years, the L-1011 TriStar has slowly faded into the sunset. Luckily, its legacy is preserved with the Stargazer — for now.

From its role as a mid-century widebody competitor to a vehicle that blasts rockets into space, this last L-1011 TriStar is a living dichotomy of the golden age of aviation and the modern marvels of space-age technology. 

Aeroscraft Cargo Airship will be the New Standard in Freight Transport

Bill Lindner
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Aeroscraft Cargo Airship will be the New Standard in Freight Transport

Los Angeles-based Aeros Corporation is developing an electric variable buoyancy airship (eVBA) called the “Aeroscraft.”

While it may look similar in shape to earlier models of blimps or dirigibles, it is an entirely new design. Its most unique feature is its control-of-static-heaviness (COSH) system, which gives it VTOL and hover abilities. The eVBA is now attracting attention from potential government and commercial customers.

Aside from its Shape, the Aeroscraft is Not at All Like a Blimp

At first glance, the Aeroscraft cargo airship appears to have the same shape as blimps and dirigible airships, but that is where the similarities end. The COSH system sets it apart. The older airships had to use ballast to maintain altitude when loading and unloading cargo.

The Aeroscraft cargo airship will only be similar to blimps in shape. | Image: theworacle
The Aeroscraft cargo airship will only be similar to blimps in shape. | Image: theworacle

“If you off-loaded 100 tons, your helium-filled aircraft will float away if not first loaded with 100 tons of ballast at your pre-determined destination,” said Igor Pasternak, CEO and chief engineer at Aeros. “Inefficient and limiting, this is why airships never transitioned into cargo airships.”

Compressed Helium Allows the Aeroscraft to Operate Without Ballast

The COSH system manages the Aeroscraft’s buoyancy by compressing non-flammable helium into containers the company calls “helium pressure envelopes.”

Image showing operation of COSH system. | Image: Aeros
Image showing operation of COSH system. | Image: Aeros

When the helium is compressed, the aircraft will become heavier than air for landing, ground handling, and unloading.  When the pressure on the helium is released, the aircraft will become buoyant for vertical takeoff and flights. In 2015, Aeros received a U.S. patent for the COSH system.

“The Aeroscraft is similar to a giant ‘flying submarine’ because of [our] proprietary internal buoyancy management system that compresses inert helium within to overcome traditional requirements for external ballast exchange when unloading cargo,” said Pasternak.

Rigid Internal Structure Unique Among Airships

Another key difference in the Aeroscraft is its internal structure. Other airships are filled with gas and rely on internal pressure to maintain their shape, while the Aeroscraft has a rigid internal structure and does not use pressure to maintain its shape.

The Aeroscraft also has a unique propulsion system. It gets its power from an electrical motor and a hydrogen fuel cell. The motor will generate electricity from an electrochemical reaction. It will have no moving parts and be silent. Aeros refers to it as “a clean source of power.” The largest planned model, the ML888, will have a range of 6,200 miles.

The Aeroscraft will have another unique feature: the Air Bearing Landing System (ABLS).  The ABLS will replace the traditional landing gear on other aircraft, allowing it to land on uneven, unimproved surfaces and even water. This feature is essential for the Aeroscraft’s vertical takeoff and landing capability. Aeros has also received a patent for the ABLS.

ABLA Youtube
View of the Air Bearing Landing System on the Dragon prototype. | Image: theworacle

Cargo Capacity to Exceed Other Aircraft

Aeros states that the Aeroscraft cargo airship will have some significant operating advantages. One of these advantages will be its cargo capacity. The company has successfully tested a 266-foot-long prototype that can carry six tons. It plans for the ML866 to be 555 feet long with a cargo capacity of 66 tons. The larger ML888 will be 770 feet long with a payload capacity of 244 tons.

The ML866 will carry cargo internally in a 264,000-cubic-foot cargo bay. Conversely, the ML888 will feature a 1,034,100-cubic-foot cargo bay. It can load and unload cargo without landing and has its own in-flight cargo sorting system.  

Size and cargo comparison between Aeroscraft and other aircraft. | Image: Aeros
Size and cargo comparison between Aeroscraft and other aircraft. | Image: Aeros

Pentagon Approves Aeroscraft for Military Applications

These features will enable the Aeroscraft to perform a variety of missions. In 2013, the US government conducted a series of tests under the Pentagon’s ‘Project Pelican’ Program. The tests verified the capabilities of the COSH system and low-speed control systems. The Pentagon then approved further development and production of the Aeroscraft.

The aircraft has the potential to be used on military missions requiring heavy cargo to be deployed in all conditions to remote locations without developed airfields.

Huge Potential to Help with Disaster Relief

The Aeroscraft could also supply critical payloads during disasters like the recent fires in California. The ML888 will be able to carry as much as 72,000 gallons of water or foam. For comparison, a Sikorsky S70 helicopter can hold 1,000 gallons of water, and a C-130 can carry 3,000 gallons.

The Aeroscraft will be able to unload cargo in remote areas without landing. | Image: Aeros
The Aeroscraft will be able to unload cargo in remote areas without landing. | Image: Aeros

Commercial Applications to Delivery Items with Speed and Efficiency

The Aeroscraft will also have critical commercial applications. In October 2024, Aeros agreed to partner with fellow Los Angeles-based company Shipbots to deliver packages to individual customers. Shipbots packages and ships products from hundreds of companies, including clothing and electronics manufacturers.

Under this plan, an Aeroscraft will serve as an airborne warehouse hovering over a city or other area. Then, Shipbot drones will carry the packages from the airship directly to customers. The companies call this the Airborne Fulfillment Center (AFC). The companies are reporting several major benefits to customers from this plan. These include delivering packages 60 minutes after ordering and reducing shipping costs by 60%.

A single Aeroscraft airship will be able to deliver 4000 packages per hour, making it a very efficient operation. In a single year, this will replace 110 delivery vans.

“With the AFC, we can make delivery vans a thing of the past,” said Payam Ahdoot, CEO of Shipbots.

The Aeroscraft cargo airship will be able to carry very large objects like wind turbine components. | Image: Aeros
The Aeroscraft cargo airship will be able to carry very large objects like wind turbine components. | Image: Aeros

The 5 Best Modern Airline Liveries in 2025

Joe Gvora
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The 5 Best Modern Airline Liveries in 2025

To many travelers, the appearance of airline liveries is everything. The colors, the shapes, the fonts — all of which not only work to push the airline’s branding, but make the jet appealing to ride.

Some passengers become loyal customers simply by falling in love with the look of the airline’s livery.

Nowadays, many airlines try to stand out by capturing the attention of tens of millions of travelers worldwide. We’ve chosen the five best standard liveries that do this job well.

Top 5 Modern Airline Liveries #5 – Air New Zealand

Top 5 modern airlines liveries
Image: By Mark Bess from Wikimedia Commons

Air New Zealand’s (ANZ) current livery is as beautiful as it is simple. With a pure white fuselage, the aft of the jet is jet-black, featuring white designs. At the tail is the Māori koru, which has been on ANZ aircraft since the 1970s, signifying new life, renewal, and hope. The fern design next to it, however, was added to represent the airline’s New Zealand roots.

The current livery was designed by Designworks and introduced in 2013. An alternative design features a black fuselage and white typeface, designed by Kris Sowersby in 2012.

Top 5 Modern Airline Liveries #4 – Delta Air Lines

Delta Boeing 757 200 N6709 BWI MD1
Image: By Acroterion from Wikimedia Commons

Delta’s current livery dates back to 2007, after a seven-year tenure with the previous ‘wavy gravy’ livery. It is bold, striking, and professional, with a dark blue tail, wings, engines, and undercarriage. The new red Delta logo is present both on the tail and in the typeface on the fuselage.

Lippencott was the agency behind Delta’s new rebrand following its successful bankruptcy. Delta’s typeface font is Priva Four, which gives the company a sleek, corporate look.

Top 5 Modern Airline Liveries #3 – Air Tahiti Nui

1024px N1015X Air Tahiti Nui Boeing 787 9 Dreamliner 43
Image: By New York-Air from Wikimedia Commons

Oftentimes, many airlines tend to avoid the ‘white-belly’ look to avoid comparison to a flying killer whale. Air Tahiti Nui, however, makes a wonderful exception, defining each shape and color beautifully through its aircraft.

The airline’s brand got a modern makeover in 2018 with FutureBrand and Polynesian designer Alexander Lee. The livery features a blue fuselage, turquoise tribal patterns, a red accent, and a white Tiare flower on the tail, representing the beauty and appeal of Tahiti. Everything comes together beautifully to make for a unique and picturesque aircraft.

Top 5 Modern Airline Liveries #2 – Breeze Airways

breezea220
Breeze Airways will utilize its new Airbus A220 to fly from Westchester County to the West Coast. Image: by Railfan99 (CC 3.0)

Breeze Airways introduced its first livery on 7 February 2020. While many low-cost airlines offer colorful livery designs, the monochrome shades of blue throughout the aircraft are ironically very nice on the eyes. The aircraft features a light blue fuselage, a dark blue tail, wings, and engines, and a pale blue checkmark within the tail area.

Founder David Neeleman and designer Gianfranco Beting have worked together in the industry since 2008 and collaborated on Breeze’s name and branding. While travelers gawked at planes from JetBlue in the past, Breeze has since had JetBlue beat in its ‘blue game.’

Top 5 Modern Airline Liveries #1 – Hawaiian Airlines

Hawaiian Airlines Airbus A321 271N A321neo N202HA at New York JFK Airport
Image: By Adam Moreira from Wikimedia Commons

Hawaiian Airlines introduced its brand refresh on 1 May 2017. While the aircraft is predominantly white with a silver lei design, the focus is on the aft of the jet, which features vibrant pink and purple floral designs.

The empennage of the livery features a woman named ‘Pualani’ with a hibiscus flower in her hair, a staple of the airline’s brand. The purple flowers and tail provide a relaxing gradient effect.

Like Delta, Lippencott was involved with Hawaiian’s new image and livery. These also sport a custom-made typeface that’s bold and cultural, with distinctive wedge cutouts in the ‘A’ letters to emphasize both direction and Hawaii’s culture. While Air Tahiti Nui’s tropical livery is amazing, Hawaii’s sleek use of design better emphasizes its branding.

Defying Gravity: Aviators Who Survived Parachute-Free Falls

Bill Lindner
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Defying Gravity: Aviators Who Survived Parachute-Free Falls

Falling from an aircraft without a parachute seems to guarantee certain death. But not always.

Throughout the history of aviation, there have been several miraculous cases of people who survived falling from great distances.

Ball Turret Gunner Survives Fall From 22,000 Feet Without a Parachute

One such story is that of Staff Sergeant Alan Eugene Magee, a ball turret gunner on the B-17 bomber with the 360th Bomb Squadron, 303rd Bomb Group, in the US Army Air Corps during the Second World War. He survived a fall from 22,000 feet after his plane sustained damage over Saint Nazaire, France, on 3 January 1943.

During the mission, Magee’s B-17, nicknamed “Snap! Crackle! Pop!” was flying on a bombing mission with 85 other bombers to attempt to destroy the U-boat pens at Saint Nazaire.  The pens were a frequent target for Allied bombers, but they never managed to take them out.

Magee next to a monument in Saint Nazaire, France commemorating him and his crew. | Image: 303rdbg.com
Magee next to a monument in Saint Nazaire, France, commemorating him and his crew. | Image: 303rdbg.com

When they reached the target area, both flak and the guns from a German Messerschmitt Bf 109 struck “Snap! Crackle! Pop!” A flak hit tore off part of its right wing, and several bullets pierced the plexiglass of Magee’s ball turret.

The story of what happened next is not totally clear.

Several bullets or pieces of shrapnel may have struck Magee, damaging his parachute. Another account is that after being hit, he climbed out of the turret to get his chute and found it damaged and unusable. During all this, a large hole opened in the side of the fuselage, and the bomber began to spiral downward.

Pice of fuselage recovered from Magee's B-17 after being shot down in France in 1943. | Image: Aviation Geek Club
Piece of fuselage recovered from Magee’s B-17 after being shot down in France in 1943. | Image: Aviation Geek Club

Next, Magee was either ejected from the damaged plane or jumped, losing consciousness during his nearly four-mile fall to earth, unable to recall the exact events. At the same time, onlookers in the city below initially mistook him for a bomb.

German Provided Quality Care for Magee After Long Fall

Magee crashed into the glass roof of the Saint Nazaire train station, and his body hung limply from the twisted metal girders. Again, reports are uncertain, with some saying he ended up on the station floor.

Finding him somehow still alive, German soldiers got him down and took him to a German doctor. Magee had suffered massive injuries. These included 28 shrapnel wounds, a broken nose, a ripped-off eyelid, a punctured lung and kidneys, broken teeth, a broken right leg and ankle, as well as a right arm almost torn out of his torso. The soldiers took him to a local hospital.

“I owe the German military doctor who treated me a debt of gratitude,” said Magee. “He told me, ‘We are enemies, but I am first a doctor, and I will do my best to save your arm.'”

According to Magee, the Germans treated him well during his two-and-a-half-month hospitalization. However, he was eventually sent to a POW camp until the end of the war. He never learned the name of that doctor who first cared for him.

Physics Helps Magee Survive

Knowing how he survived his fall is impossible, but physics may have helped. The 5 feet 6 inches, 155-pound Magee would have reached a terminal velocity of about 120 miles per hour and fell for approximately two minutes. Therefore, he probably struck the roof at a slower speed than some people in plane or even automobile crashes. Magee eventually recovered from his injuries and lived until the age of 84.

British Aviator Only Suffers Twisted Knee After Falling from 18,000 Feet

Magee was not the only World War II aviator to survive a long fall. On 23 March 1944, Nicholas Alkemade, a tail gunner in a British Lancaster bomber, fell from 18,000 and lived. His aircraft was on a night bombing mission to Berlin when German fighters attacked, setting it on fire. The pilot ordered the crew to bail out.

Heavy damage to tail of a British Lancaster bomber like the one Nicholas Alkemade jumped from without a parachute. Image: War History Online
Heavy damage to tail of a British Lancaster bomber like the one Nicholas Alkemade jumped from without a parachute. Image: War History Online

Alkemade discovered that his parachute was burning. Instead of staying with the aircraft, he decided to jump out. During the fall, he said he remained conscious and thought about dying and relaxed his body.  He landed in an area with tall trees and drifted snow. Unbelievably, he only had a twisted knee and a few cuts.

Russian Pilot Loses Consciousness Before Opening Chute

Russian Lieutenant Ivan Mikhailovich Chisov was another aviator who survived a fall without a parachute. In January 1942, his Ilyushin IL-4 bomber was attacked and damaged by German fighters. Chisov bailed out at 21,980 feet and allowed himself to free fall to avoid being hit by the Germans. He planned to open his parachute at 1,000 feet but lost consciousness.

Russian Lieutenant Ivan Mikhailovich Chisov was flying an Ilyushin Il-4 bomber at 21,980 feet when it was hist by German fire. | Image: allthatsinteresting.com
Russian Lieutenant Ivan Mikhailovich Chisov was flying an Ilyushin Il-4 bomber at 21,980 feet when it was hit by German fire. | Image: allthatsinteresting.com

He hit a steep slope with several feet of snow and slid to the bottom. Chisov suffered a fractured pelvis and a bruised spine but lived. He recovered quickly and returned to the cockpit in less than four months. 

Flight Attendant Sets Record for Longest Fall

Despite these military accounts of surviving falls without parachutes, a civilian, Vesna Vulović, may have the record for living after the longest fall. On 26 January 1962, she was a flight attendant on a Yugoslav Airlines DC-9 flying from Stockholm, Sweden to Belgrade, Yugoslavia. Croatian terrorists had planted a bomb on the jet, and it exploded at 33,300 feet.

Flight attendant Vesna Vulovic recovering in a hospital after surviving a fall from 33,000 feet without a parachute. | Image: Associated Press
Flight attendant Vesna Vulović recovering in a hospital after surviving a fall from 33,000 feet without a parachute. | Image: Associated Press

Vesna Vulović, trapped in the tail section of the DC-9 as it plummeted to Earth, survived the crash in a snow-covered forest, sustaining two broken legs and temporary paralysis from the waist down. After 27 days in a coma, she awoke and, following a 17-month recovery, regained sensation in her legs and learned to walk again, though with a limp.

Vesna Vulovic years after the accident and an image of the DC-9 following its crash. | Image: Bureau of Aircraft Accidents Archives
Vesna Vulović years after the accident and an image of the DC-9 following its crash. | Image: Bureau of Aircraft Accidents Archives

These are just a few examples of people who survived long falls without parachutes. There are other similar stories. For instance, US Airmen Olen Cooper Bryant, Arthur Frechette, and Paddy McGarry lived after falling from high altitudes during the Second World War.

Archer, United Unveil Proposed NYC Air Taxi Network

Joe Gvora
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0
Archer, United Unveil Proposed NYC Air Taxi Network

Archer has unveiled plans to build an air taxi network connecting regional airports in the New York City area with Manhattan.

The announcement, in partnership with United Airlines, comes weeks after the Santa Clara-based aerospace company unveiled proposed routes around San Francisco and solidified its plans in California. The network will connect New York City to various points across the Tri-State Area.

The purpose of these electric vertical takeoff and landing (eVTOL) aircraft will be to transport passengers between airports and key locations in up to 15 minutes, skipping long New York commutes entirely.

Archer Aims at the Big Apple

Archer Midnight in United livery
IMAGE: Archer

Archer Aviation last week unveiled plans to build a new air taxi network around New York City. With this network, passengers can book air taxi flights as an alternative to driving between two key points in or around the Big Apple.

Using Archer’s flagship aircraft, Midnight, passengers will fly right over New York’s notorious traffic and reach their destination in as little as 5-15 minutes.

Adam Goldstein, CEO of Archer, stated that New York’s major airports serve over 150 million passengers yearly, but ground travel from Manhattan can take up to two hours. Archer aims to offer air taxi services, leveraging New York’s helicopter infrastructure and regulatory support, to reduce travel time to minutes, potentially making it one of the first U.S. markets for air taxis.

According to Archer’s plans, the company envisions three vertiports within the New York air taxi ecosystem. These ports would allow travelers to fly to or from one of many airports in the area, including John F. Kennedy International Airport (JFK), Newark Liberty International Airport (EWR) in New Jersey, or even Westchester County Airport (HPN), which is further away from the metro area.

United Airlines and Southwest Airlines will also be involved in this proposed network. United will at least operate Midnight aircraft, so the plan will likely offer eVTOL flights and commercial flights to the Tri-State Area.

Proposed air taxi service in the New York City area
Archer’s proposed air taxi route map in the New York City metro area | IMAGE: Archer

Will New York City be the First?

Archer Midnight unveiling
IMAGE: Archer

Archer Aviation CEO and Founder Adam Goldstein commented about the possibility of a New York air taxi network during a press release:

‘The drive from Manhattan to any of these airports can be painful, taking one, sometimes two hours. We want to change that by giving residents and visitors the option to complete trips in mere minutes. With its existing helicopter infrastructure, regulatory support and strong demand, I believe New York could be one of the first markets for air taxis in the United States.’

Head of United Airlines Ventures Andrew Chang also commented on the chance to build another vertiport network with Archer:

‘Our strategic collaboration with Archer will be key to our efforts to build and optimize the infrastructure – such as real estate development, air space management, and safety and security protocols – necessary to bring advanced air mobility to our customers.’

The Port Authority has also confirmed that it will work with Archer and United on the New York air taxi network, and personnel seems very excited about the idea.

‘We look forward to partnering with Archer and other leading eVTOL companies to propel this industry forward, facilitating the transition to eVTOLs and last-mile Blue Highways delivery – cleaning up our skies, unclogging our roadways, and improving the lives of New Yorkers in the process,’ said New York City Economic Development Corporation (NYCEDC) President and CEO Andrew Kimball.

About Midnight

Archer Midnight
Archer Midnight | IMAGE: Archer

Midnight’s cabin is thoughtfully designed to enhance comfort, accommodating a pilot and four passengers with their carry-on bags. A fusion of industrial design and aerospace innovation, it achieves speeds of up to 150 MPH, slashing lengthy ground commutes to brief flights. Equipped with six separate, custom-built battery packs, each powering two specialized electric engines, its battery system supports quick recharges between trips.

Japan’s First Flight Was 7 Years After Wright Brothers

Joe Gvora
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Japan’s First Flight Was 7 Years After Wright Brothers

Japan’s first flight closely followed America’s, inspired by the Wright Brothers’ groundbreaking achievement. Many nations, including Japan, were either developing similar innovations or eager to bring this transformative technology to their own countries.

The honor of Japan’s first flight in history goes to Yoshitoshi Tokugawa, who took to the air at only 27 years old. Here’s how his inspiring story unfolded.

An Order of French Flights

Japan's first flight was piloted by Captain Yoshitoshi Tokugawa
Japan’s first flight was piloted by Captain Yoshitoshi Tokugawa | Image: Public Domain

Following the Wright Brothers’ first motorized flight in Kitty Hawk, North Carolina, Japan was looking to invest in aviation. In the years that followed, the Japanese Army sent personnel to Europe to learn more about flying and possibly acquire aircraft for Japan.

Japan would dispatch Captain Tokugawa to France in 1908. His colleague, Hino Kumazō, would end up in Germany. Kumazō would learn to fly at Johannisthal Air Field near Berlin.

Tokugawa was enrolled in an aviation academy at Farman Aviation Works that had recently opened in Étampes. Students from other nations like Germany, Austria, and Poland also attended.

In the book Contact!: The Story of the Early Aviators by Henry Serrano Villard, Villard documented Tokugawa’s experience learning at the academy:

‘Instruction then consisted of ten five-minute training flights at an altitude of thirty meters [100 feet]. The pupil was wedged in behind the instructor’s back and had to reach over his shoulder to hold the stick. Because of engine torque, left-hand turns were easier in flight than right, and these were the only kind allowed.’

The book claims that learning to fly a Farman was similar to riding a bicycle. Students ‘graduated’ after successfully flying on their own a few times.

Flying in the Land of the Rising Sun

By 1910, both Tokugawa and Kumazō returned to Japan with planes. Tokugawa purchased a Henry Farman III biplane, while Kumazō acquired a Hans Grade monoplane. The young men brought the planes to Japan on ships.

On 19 December 1910, Tokugawa and Kumazō attempted to fly their planes at Yoyogi Parade Ground, a military training field at the time.

Tokugawa’s first flight on his Farman only got close to 230 feet off the ground. The flight lasted four minutes and traveled nearly two miles.

As for Kumazō, his first flight on his Hans Grade only got close to 150 feet off the ground. The flight only lasted one minute, only traveling more than half of a mile.

The flights made instant headlines throughout Japan. However, while both men managed to take flight that day, Tokugawa was recognized as the first man in Japan to fly.

Tokorozawa Kokukoen Park
Image: Public Domain

Japan Aviation Ramps Up

On 1 April 1911, Japan’s first airfield opened: Tokorozawa Airfield in Tokorozawa. Tokugawa would take flight there on 5 April 1911. This flight, however, wasn’t as impressive as Japan’s first flight, as it only traveled half a mile with a sketchy 32-foot altitude.

Tokugawa’s longest flight occurred on 23 April 1911. He flew one hour and nine minutes using a Blériot, which he had later purchased from France.

The airfield would become the birthplace of Japan’s first plane that year: the Kai-shiki (Type Kai) No. 1. Tokugawa developed the plane and flew it in October.

The historical significance of these early aviation sites endures today. Tokorozawa Airfield has been transformed into the Tokorozawa Aviation Museum, a site dedicated to preserving Japan’s aviation heritage. The museum showcases artifacts, aircraft, and exhibits that highlight the pioneering efforts of Tokugawa and others. Similarly, the Yoyogi Parade Ground, another early aviation site, is now Yoyogi Park in Tokyo. This park features memorials honoring Tokugawa, Kumazō Hino (another early aviation figure), and Japan’s first flight, serving as a public tribute to the nation’s aviation pioneers.

The B-52: Come Fly The Plane Your Grandfather Flew (And Your Son Might Fly Too)

Bill Walton
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The B-52: Come Fly The Plane Your Grandfather Flew (And Your Son Might Fly Too)

The Boeing B-52: The Timeless One

On 15 April 1952, Boeing test pilot “Tex” Johnson pulled back on the control yoke of the prototype YB-52 Stratofortress and she took to the air for the first time. Once the design was deemed acceptable by the United States Air Force (USAF), the B-52 went into service in 1955. So began 70 years ( ! ) of continuous service (so far) by the Big Ugly Fat F*cker (BUFF) to the United States Air Force. Because the last of the 744 B-52s built was completed in 1962, the very youngest BUFF is still a card-carrying member of AARP. But the real mind-bending fact here is that BUFFs will most likely serve as this nation’s primary long-range heavy bomber well into the 2040s.

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Genesis

The B-52 originally came about as a Boeing response to a USAF requirement for a new strategic bomber. Originally in competition with the Consolidated B-36 Peacemaker, the first B-52 design was drawn with straight wings and six turboprop engines. Continuing design evolution yielded a design with swept leading edge wings and four turboprop engines, contra-rotating propellers driven by turboprop engines (much like the Russian Tupolev 95 Bear strategic bomber), and several other wing / propulsion configurations before the 35 degree swept wing with eight jet engines mounted paired in four pods became the final basic B-52 design. Ironically the B-52, along with the B-47, ended up replacing the B-36. The first B-52G became operational on 13 February 1959, the day after Strategic Air Command (SAC) retired its last operational Peacemaker.

B-52 squadron in flight.

Building a Better BUFF

After the original B-52 design was accepted in June of 1946, the development of the B-52 was drawn out by changing USAF payload, speed, range, crew complement, and other requirements for the design. It has been said that Boeing’s previous bomber design, the B-29 Superfortress, required 153,000 engineering hours. It took about 3,000,000 engineering hours to get the B-52 into USAF service. But get the B-52 into service they did. The first operational B-52B flew for the first time during December of 1954. This aircraft, B-52B, Air Force serial number 52-8711, then entered service with SAC’s 93rd Heavy Bombardment Wing (93rd BW) at Castle Air Force Base (AFB) in California on 29 June 1955. The 93rd BW gained operational status on 12 March 1956.

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Teething Pains

Like many new aircraft, B-52 operations came with some built-in headaches. Ramps and taxiways designed and built for lighter aircraft deteriorated under the aircraft’s weight. Initial B-52 fuel systems often leaked or iced up. The early bombing and fire control computers were unreliable. Even things as seemingly mundane as cabin temperature control were problematic. The Pratt & Whitney J57 engines were unreliable in early service. The B-52 fleet was grounded twice during 1956; once after an alternator failure caused the first fatal B-52 crash in February 1956, and again in July due to fuel and hydraulic problems. Tiger teams (dubbed “Sky Speed” teams) were brought in to pore over the B-52s and address a long list of specific issues. After this effort reliability was improved.

B-52 performing an in-air refueling maneuver.

Firstest With the Mostest

B-52s also racked up a number of firsts during their early service years. On 21 May 1956, a B-52B (52-0013) dropped the first air-dropped thermonuclear weapon, a Mark 15, on Bikini Atoll in the Cherokee test shot. Four B-52Bs of the 93rd BW and four B-52Cs of the 42nd BW flew nonstop around the perimeter of North America in Operation Quick Kick covering 15,530 miles in 31 hours and 30 minutes between 24 November and 25 November 1956. SAC, in a thinly veiled play for better tankers to go with their new bombers, decreed that Quick Kick flight time could have been reduced by 5 to 6 hours had the bombers been refueled by jet-powered tanker aircraft rather than the old propeller-driven or even the jet-assisted later versions of Boeing KC-97 Stratofreighters.

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The Longest and the Fastest

To demonstrate B-52 and SAC’s “global reach”, between 16 January and 18 January 1957, three B-52Bs flew non-stop around the world as Operation Power Flight in 45 hours and 19 minutes. The trio of BUFFs covered a distance of 24,325 miles. The bombers were refueled several timed during their flight…by KC-97Ls. During the next few years, B-52s set speed and unrefueled distance records. One of the most impressive was the unrefueled distance record flight from Kadena AFB in Okinawa Japan to Torrejón AFB in Spain. The flight covered 12,532 miles.

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For More BUFF Bang NEXT PAGE Below.

Saint-Nazaire: The U-Boat Base That Defied 2,000 Allied Sorties

Bill Lindner
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Saint-Nazaire: The U-Boat Base That Defied 2,000 Allied Sorties

On 9 November 1942, 31 B-17s and 12 B-24s took off from England and attacked the German U-boat base at Saint-Nazaire on the west coast of France.

The B-17s, flying between 7,500 and 12,000 feet, faced heavy flak. Three of the bombers were lost, and 22 suffered damage. The B-24s attacked from 17,500 to 18,300 feet and only were damaged. Overall, the mission failed to destroy the heavily reinforced submarine pens.

Allies Flew More Than 2,000 Sorties Against Saint-Nazaire

During the war, many other Allied attacks were launched on Saint-Nazaire and other U-boat bases in France. Between October 1942 and October 1943, the U.S. Army Air Forces’ Eighth Air Force flew more than 2,000 sorties attacking German submarine bases at Lorient, Saint-Nazaire, and Brest in France and against Bremen, Emden, Kiel, and Wilhelmshaven in Germany. Saint-Nazaire itself held off 50 attacks.

View from an Allied bomber during a raid at the German U-boat base at Saint Nazaire. | Image: US Air force
View from an Allied bomber during a raid at the German U-boat base at Saint-Nazaire. | Image: U.S. Air Force

Thick, Reinforced Structure Built To Withstand Bomber Attacks

The sub pens at Saint-Nazaire were massive; the Germans designed them specifically to withstand bomber attacks. The walls were 11 feet thick, and the roofs were 16 feet thick, and in some places, they were 29 feet thick. The structure was made of granite and reinforced concrete. The base was 908 feet long, 400 feet wide, and 60 feet tall.

Image showing thickness of walls and roof of German sub pans. | Image: Mike Booker
Image showing thickness of walls and roof of German sub pans at Saint-Nazaire. | Image: Mike Booker

The base had 14 pens and could hold 20 U-boats. Pens 1 – 8 were dry docks for working on submarines. Pens 9 – 14 were wet docks and could hold two U-boats each. The base also had 150 offices, 97 storage magazines, and 62 workshops.

Germans Used Prisoners for Labor to Build U-boat Base

The German Organization Todt built the Saint-Nazaire base and others like it. For most of the labor, they used foreign workers, prisoners of war, and concentration camp inmates. Organization Todt used 1,400,000 men during the war to build sub bases, bridges, blockhouses, and roads.

Work on the project began in February 1941 after the Nazis conquered France. Approximately 4600 workers used 627,816 cubic yards of concrete in the construction.  They finished the middle section of the base in four months and completed the entire complex in June 1942.

Some Doubted Possibility Of Success of Air Attacks Against Saint-Nazaire

Some U.S. leaders doubted whether an air attack on Saint-Nazaire could be successful. In October 1942, General Carl A. Spaatz told Gen. Henry H. “Hap” Arnold, “Whether or not these operations will prove too costly for the results obtained remains to be seen. The concrete submarine pens are hard, maybe impossible nuts to crack.”

Initial bombing missions were not successful in destroying the pens, and Allied bombers shifted their focus to the outlying facilities to attempt to disrupt the operations of the base.

Saint Nazaire is approximately 300 miles from London.
Saint-Nazaire is approximately 300 miles from London.

Saint-Nazaire was a rail center and a port, and the Allies bombed it many times, resulting in nearly 500 civilian deaths and destroying 85% of the city. Most of the residents evacuated it by the spring of 1943.

Bombers were successful in destroying many of the facilities surrounding the sub pans at Saint Nazaire. | Image: Military Historia
Bombers were successful in destroying many of the facilities surrounding the sub pens. | Image: Military Historia

The bombers never did succeed in destroying the sub pens at Saint-Nazaire, and they are still intact today.

British Launch Commando Attack on Saint-Nazaire Dry Dock

Before U.S. bombers began attacking Saint-Nazaire, the British made their own assault on it in March 1942 with Operation Chariot. Instead of attacking the sub pens, they wanted to destroy the large dry dock used for surface ships.

HMS Campbeltown following the British raid on the Saint Nazaire U-boat base. | Image: Combinedrops.com
HMS Campbeltown following the British raid on the dry dock. | Image: Combinedrops.com

The Germans had built the battleship Turpitz and planned to deploy it against Allied shipping in the Atlantic. They wanted to complete the dry dock facility at Saint-Nazaire and use it as a support base for the battleship. In early 1942, Turpitz was in Norway, and the Germans decided to keep it there until Saint-Nazaire was ready. The British knew this and planned an assault on the base.

For Operation Chariot, the British plan was to pack a ship, the HMS Campbeltown, with tons of high explosives and ram it into the gates of the dry dock. Commandos on board the vessel would leave the ship and attack the base. The explosives would then detonate and destroy the gate, leaving what was left of the ship stuck there, blocking the facility.

British Attack Leaves Drydock Unusable for Remainder of War

The raid succeeded, killing over 400 Germans and making the dry dock unusable for the remainder of the war. The Germans never deployed the Turpitz in the Atlantic, which undoubtedly saved many lives and allowed valuable supplies to reach Europe. Even though Operation Chariot was successful, air power again failed to destroy Saint-Nazaire. As part of the mission, the British launched a bomber attack to try and draw the Germans’ attention away from the dry dock.

The bombers only managed to alert the Germans that something was happening. As a result, the British commandos did not surprise the Germans. Out of two hundred and forty-one Commandos that participated in the mission, 59 were killed, and 109 were captured. In addition, 85 Royal Navy personnel were killed, with 29 captured by the Germans.

Breeze Airways Aims to Serve 150 Cities by 2030

Dave Hartland
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Breeze Airways Aims to Serve 150 Cities by 2030

Breeze Airways has plans to more than double its footprint by the end of the decade.

On 3 April, at the CAPA (Centre for Aviation) Airline Leader Summit in Dublin, Ireland, Breeze Airways CEO David Neeleman took the stage as a keynote speaker for a candid conversation with APEX (Airline Passenger Experience Association) Global CEO Dr. Joe Leader. Their conversation explored innovation, strategic shifts, and reorienting the airline industry toward traveler priorities. Neeleman’s insights offered a deep look into Breeze’s founding philosophy and its path forward as a nearly seven-year-old, Utah-based carrier. Here’s how Neeleman is steering Breeze to connect underserved communities with a modern, passenger-focused approach.

A Mission to Serve the Underserved

Breeze Airbus A220-300
A Breeze Airways Airbus A220-300 receives a water cannon salute at CMH | IMAGE: Breeze Airways

Neeleman, the serial airline founder behind JetBlue, Azul, WestJet, and Morris Air, has built Breeze on lessons learned from his past ventures. He has shaped Breeze Airways to serve travelers in markets others bypass.

“I’ve spent my whole career trying to make flying better for people who don’t live in the biggest cities,” Neeleman said. “Breeze finally lets us connect those dots with nonstop service, great aircraft, and a simple, affordable experience.”

Breeze sets itself apart from legacy and most low-cost carriers (Avelo Airlines’ model is very similar) by targeting unserved and underserved routes.

“From day one, we knew we didn’t want to be just another airline trying to squeeze into the same crowded markets,” Neeleman stressed. “We wanted to go where the need existed, where people had been ignored—cities where the only options involved long drives to bigger airports or hours of connecting flights through hubs.”

Routes like Erie, PA (ERI) to Tampa (TPA), Ogdensburg, NY (OGS) to Washington Dulles (IAD), or Charleston, SC (CHS) to Los Angeles (LAX) exemplify this approach. By focusing on point-to-point flights, Breeze spares passengers the hassle of layovers and packed terminals, bringing convenience to communities long underserved.

The Airbus A220: The Heart of the Breeze Airways Fleet

ULCCs like Breeze Airways unveil route expansions regularly
A Breeze Airways A220-300 taxies to the gate at Orlando International Airport (MCO) | IMAGE: Orlando International Airport via Facebook

Central to Breeze’s strategy is its fleet, led by the Airbus A220-300. The airline currently operates 36 A220s alongside nine Embraer ERJ-190s and three ERJ-195s. The A220s, carrying 137 passengers in a 2-3 configuration, feature 12 premium “Ascent” seats in a 2-2 layout at the front. The Embraers, used mainly for charters but occasionally on scheduled flights, seat 108 (ERJ-190) or 124 (ERJ-195) in a single-class 2-2 setup. While the Embraers lack Ascent seats, they offer “Nicer” seats with extra legroom alongside standard “Nice” seats. Breeze’s top-tier “Nicest” category aligns with the Ascent class on the A220s.

Neeleman is unequivocal about the A220’s role. “The A220 allows us to fly coast-to-coast efficiently with a better onboard experience than any other aircraft in its class,” he said. “It’s quiet, fuel-efficient, and passengers love the cabin layout.”

The Ascent seats reduce capacity by just one seat per row, enabling Breeze to offer a first-class-like product on an ultra-low-cost carrier (ULCC) budget. With 16 new A220s slated for delivery in 2025, Neeleman sees endless possibilities.

“Every time we put one into service, we expand the map of where we can fly nonstop,” he noted.

The Embraers, meanwhile, will phase out as the A220 fleet grows, streamlining operations for long-haul routes like transcontinental flights while keeping costs low and comfort high.

Digital Innovation: A Mobile-First Airline

Breeze Airways A220
IMAGE: Breeze Airways

Breeze strikes a balance between low fares and a superior experience through its from-scratch design and “mobile-first infrastructure.” As Neeleman put it, “We built the airline around the idea that your phone is your boarding pass, your check-in agent, and your help desk. We didn’t want long lines, printed itineraries, or call center wait times.” The Breeze app is the hub for booking, checking in, managing flights, and accessing support, streamlining every step for passengers. By eliminating call centers and paper-based processes, Breeze empowers its team to prioritize meaningful interactions with travelers.

Smart automation further enhances efficiency. “We use automation to solve what machines can handle, so our people can focus on what matters,” Neeleman explained.

Breeze’s systems proactively spot and resolve issues before they disrupt passengers. Coupled with gate-to-gate Viasat Wi-Fi on its A220s, this digital foundation keeps travelers connected and comfortable. It’s how Breeze delivers a high-end feel at ULCC prices—a defining feature of its approach.

Thoughtful Growth and Employee Ownership

Breeze Airways Airbus A220-300
A Breeze Airways Airbus A220-300 | IMAGE: Breeze Airways

Neeleman stressed that Breeze has scaled deliberately to “protect reliability and employee morale.” He described the airline’s growth as “thoughtful,” fostering a culture where employees feel like owners. “That sense of ownership makes a huge difference,” he said. By keeping operations lean and proactive, Breeze aims to resolve issues before they escalate, maintaining both passenger satisfaction and staff morale.

Looking ahead, Neeleman envisions Breeze serving 150 cities by 2030, sticking to its steady, measured approach. “There are still so many places in the U.S. that don’t have nonstop service—and that’s just the beginning,” he said.

While international expansion isn’t the immediate focus, a new partnership with Azul, Neeleman’s Brazilian airline, will launch this summer. The collaboration will connect Breeze’s domestic routes with Azul’s Brazilian network, making travel to secondary cities in both countries easier. “It’s a natural fit,” Neeleman said. “We’re connecting the dots between two airlines that share the same DNA—great service, great people, and nonstop routes where others don’t fly.”

More of the Same, Done Better

David Neeleman
David Neeleman, founder of Breeze Airways | IMAGE: Breeze Airways

When Leader asked what Breeze would look like by 2030, Neeleman’s answer was simple: more of the same, done better. Breeze will expand its U.S. network, using the Airbus A220 to serve more underserved markets with unmet demand. International growth may come later, but for now, Breeze is laser-focused on removing travel hassles for U.S. passengers.

“We’ve built Breeze to remove the hassles, reduce the connections, and let people fly the way they’ve always wanted to,” Neeleman concluded. “That mission won’t change—it will only grow.”

Breeze’s journey showcases strategic innovation at its best. It is a reminder that innovation doesn’t always mean flashy new tech or crowded hubs.

Sometimes, it’s about connecting the dots where others haven’t looked.

The B-25 Mitchell: The Best Medium Bomber Of World War II

Bill Walton
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The B-25 Mitchell: The Best Medium Bomber Of World War II

There Were Several Good Medium Bombers But North American’s B-25 Was the Best

On 11 April 1939, the North American NA-40B, NX14221, took off from Wright Field in Ohio to undertake a series of engine-out tests. During one of those tests, the pilot lost control of the aircraft, which crashed.

The subsequent fire consumed the aircraft, but the crew escaped serious injury. As a result, Douglas won the 1937 competition with its design, which would become the A-20 Boston/Havoc. North American Aviation (NAA) went back to the drawing board.

The lessons learned with the NA-40B were incorporated into a new twin-engine bomber design, which NAA designated the NA-62. Today, we know that aircraft as the B-25 Mitchell medium bomber.

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US Navy PBJ-1D in flight

Competition With the Marauder

The NA-62 design was entered into the 1939 United States Army Air Corps (USAAC) medium bomber competition. Competing against the NA-62 was the Martin B-26 Marauder. Although there was no B-25 prototype aircraft yet, the USAAC ordered the NA-62 design into production as the B-25. The Marauder was also ordered into production without a single flyable example available for inspection, meaning both designs were essentially ordered right off the drawing board. The 9,816 B-25s produced by NAA would go on to serve with nearly every allied nation and in every theatre of World War II, train thousands of Air Force multi-engine pilots and crew members, and even star in a few movies.

A late production B-25 Mitchell in flight
Late production B-25J Mitchell in flight. Note tail guns have been removed

Keeping The Best Out in Front

Distinctive design features of the B-25 were the twin vertical stabilizers mounted at the ends of the horizontal stabilizer in the tail of the aircraft and the pronounced “gull” wing, which resulted from the outer wing panels being designed with anhedral, or downward angle, from the engine nacelles out to the wingtips.

B-25s were continuously improved, modified, and upgraded throughout the design’s history, resulting in 28 distinct variants with differing primary mission capabilities, armor and armament configurations, inclusion of self-sealing fuel tanks, nose and tail gun installations, and dorsal (upper fuselage) gun turret locations. When used by the United States Navy (USN) or Marine Corps (USMC), the B-25 was designated PBJ.

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Very early production B-25A Mitchell in flight

The B-25 Mitchell Packed a Wallop

Early production variants of the B-25 Mitchell were used for the famous raid on Tokyo by Doolittle and his raiders. B-25Cs were employed against Japanese targets in the Pacific beginning early in 1942 and continuing for the rest of the war. It was found that bombing from the medium altitudes at which the B-25 was designed and intended to bomb was less effective than low-level tactics.

When 5th Air Force weaponeer Paul “Pappy” Gunn field-installed six forward-firing .50 caliber machine guns in their noses at the Townsville Modification Depot in Australia, and then loaded them full of parachute-retarded fragmentary bombs (parafrags), the modified 5th Air Force B-25Cs and B-25Ds became highly effective low-level strafing skip-bombers.

The coming out party for these “commerce raiders” was the Battle of the Bismarck Sea. Gunn and his team removed the Bendix remote-controlled ventral turret from many of these bombers. The crews considered it useless to begin with, and after all, who needs a belly turret when you do all your flying down in the weeds anyway?

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Official US Air Force photograph

The Flying Cannon

NAA incorporated some of the field mods that Gunn and his weaponeers made into the B-25G and B-25H models. The G had a shorter nose, two 50-caliber machine guns, and a 75-millimeter M4 cannon.

The M4 was the largest cannon used on production aircraft during the war. The G model also eliminated the ventral turret, added two defensive gunnery positions in the fuselage aft of the wings (the “waist” positions), and improved the tail gunner position. On the H model B-25, the M4 cannon was replaced by a lighter-weight built-for-purpose cannon, and more .50 caliber machine guns were added up front.

Due to its slow rate of fire and substantial recoil, the 75-millimeter cannon was removed from many of the G and H models and replaced with additional .50-caliber machine guns. The B-25H also did not have a copilot or bombardier. The pilot shared space under the greenhouse with the combination navigator/cannoneer who loaded the 75-millimeter cannon.

The dorsal turret was moved forward to offset the extra crew and weapon weight now carried aft in the waist and tail of the bomber. The ability to carry up to eight 5″ high velocity aerial rockets (HVARs) on rails under the outer wing panels was also incorporated.

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USMC PBJ-1D in flight. Note radar fairing mounted to the nose.

For More Mitchell Memories Bang NEXT PAGE Below.

Spirit CEO Ted Christie Out as it Attempts to Shed No-Frills Identity

Joe Gvora
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Spirit CEO Ted Christie Out as it Attempts to Shed No-Frills Identity

Just a couple of weeks after Spirit Airlines’ exit from bankruptcy, the airline is saying goodbye to two key figures, including its CEO, as it seeks a new identity.

The Dania Beach, Fla.-based airline will shift from a low-cost carrier to a more premium one, hoping there’s a demand for customers looking to pay more to escape the burdens that come with commercial flights one would expect from Delta or American Airlines today.

A ‘Rekindled’ Spirit

Spirit Airlines announced on 7 April that CEO Ted Christie had stepped down. This decision took home weeks after the airline’s bankruptcy process, which began in November 2024, ended.

Taking Christie’s place in the company will be an interim committee consisting of COO John Bendoraitis, CFO Fred Cromer, and General Counsel Thomas Canfield. Spirit will name a new, permanent CEO at a later date.

CCO Matthew Klein is also stepping down from his position at Spirit. CTO Rana Ghosh has been appointed in his place permanently.

Christie joined Spirit Airlines in 2012 as the company’s financial chief and became CEO in 2019.

Spirit Airlines A319
Spirit Airlines Airbus A319 exterior | IMAGE: Spirit Airlines

Spirit Changing Classes

The Florida-based airline will also abandon its identity as a no-frills airline and focus on premium markets. The carrier’s management feels this change is necessary to avoid financial woes like before, stating that moving to a premium product could generate 13% more revenue from each passenger.

Spirit will also update its loyalty program and pursue partnerships with other airlines.

The restructuring process led to Spirit freeing up more than $795 million in debt by converting that debt into equity. During this period, the airline also reduced a percentage of its workforce, retired, and sold many of its Airbuses.

Before filing for bankruptcy, Spirit had attempted to merge with JetBlue in 2022, but a federal judge nixed the idea due to antitrust concerns. The airline has also declined multiple proposals from Frontier Airlines regarding a possible merger.

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