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When the Navy and Air Force Attacked Strategic Targets in the Korean War

When the Korean War began in 1950, the U.S. Air Force and U.S. Navy focused on air interdiction missions, attacking lines of communication and supplies. These included targets like bridges, trains, trucks, storage facilities, and troops. In 1952, however, the Air Force and Navy shifted their focus to more strategic targets like dams and power generation stations. One of their most valuable targets was the Suiho Dam.

Strategic Targets Were Not a Focus in the Early Days of the War

During the early days of the Korean War, U.N. forces mostly avoided attacking Korean dams and power stations. Partly, this was because planners decided to focus attacks on interdiction targets. However, that wasn’t the only reason.

By 1949, most of the world’s nations had signed the Geneva Conventions. This agreement was focused, in part, on protecting victims of armed conflicts. Destruction of dams and power stations would clearly cause harm to civilians. U.N. forces also initially held off on attacking the dam out of concern that it would bring China into the war.

The Suiho Dam on the Yalu River as it appeared before the war. | Image: Public Domain
The Suiho Dam on the Yalu River as it appeared before the war | Image: Public Domain

As the war continued, the U.N. and Communist sides began negotiating for a possible truce. One of the key points was to reach an agreement on the repatriation of prisoners of war. In early 1952, U.N. strategists, mostly American admirals and generals, became frustrated when they felt the Communist side was stalling and uninterested in a peace agreement. Therefore, they shifted air attacks to more strategic targets, hoping to force the Communists to consider peace seriously. The primary strategic targets would be hydroelectric dams.

Suiho Complex a Key Strategic Target for Bombing Missions

Planners chose the Suiho Complex as one of the prime targets for strategic bombing. The Japanese built Suiho in 1940. It had six of the world’s largest turbine generators. The reservoir behind the dam held 20 billion cubic meters of water, similar to the Grand Coulee Dam in Washington State.

Each massive turbine generator produced 100,000 kW of power. Besides producing most of North Korea’s electricity, it also supplied power to major Chinese and Russian ports and military bases up to 100 miles away.

Map showing location of Suiho Dam strategic target in North Korea near the border with China. | Image: itouchmap.com
Map showing location of Suiho Dam strategic target in North Korea near the border with China | Image: itouchmap.com

As negotiations continued to stall, the Americans planned to attack Suiho in June 1952. It would not be an easy target, as there were air-aircraft guns near the dam and many enemy fighters based near it. The attacks began on 23 June and continued until 27 June. During that period, 670 Navy Marine, Air Force, and some South African aircraft, both ground and carrier-based, took part in the assault on the dam, flying 1,514 sorties.

The suiho dam during the attack by allied UN forces during the Korean War. | Image: nkeconwatch
The Suiho Dam during the attack by allied UN forces during the Korean War | Image: nkeconwatch

Navy and Air Force Combine Efforts in Attack on Suiho

On the first day, the Navy sent 35 Grumman F9F Panthers on missions to suppress the anti-aircraft guns protecting the dam. 12 AD Skyraiders from the USS Boxer began dive-bombing runs. Their targets were the generating stations at the dam’s base rather than the dam itself. 23 Skyraiders from the Princeton and Philippine Sea also attacked, dropping 81 tons of bombs in a little over two minutes.

The Air Force also participated in the attacks, flying 79 sorties by F-84 Thunderjets and 45 by F-80 Shooting Stars. Suiho was not the only target that day. Altogether, UN aircraft attacked 13 key electric power plants in Korea.

AD 4 of VA 55 taking off from USS Valley Forge CV 45 1950
U.S. Navy AD-4 Skyraider taking off from USS Valley Forge in 1952 | Image: U.S. Navy

The attackers did have the advantage of surprise, as there had been no other attacks on Suiho before then. Attacks later that year encountered much higher levels of anti-aircraft fire, leading some pilots to say the flak was as heavy as what they had seen over Berlin in WWII.

526th Fighter Bomber Squadron F 84E Thunderjets 1951
U.S. Air Force F-84 Thunderjets during the Korean War | Image: U.S Air Force

Reconnaissance photographs after the June attacks showed they had achieved military success. Eleven out of 13 electrical power stations were destroyed. North Korea lost 90% of its electricity production capacity, and the entire country was in a blackout for two weeks.

Low level image from a RF-80 in 1953 of the Suiho dam complex following three attacks on the strategic target by Navy and Air Force aircraft during the preceding year. | Image: U.S. Air Force
Low-level image from an RF-80 in 1953 of the Suiho Dam complex following three attacks on the strategic target by Navy and Air Force aircraft during the preceding year | Image: U.S. Air Force

Political Concerns Persist After Successful Attacks

Despite the positive military results, the attack on Suiho caused political problems.

In the United Kingdom, the Labour Party opposed it, stating that it risked starting a third world war. The situation was different in the United States. Many Americans complained to President Truman that they should not have waited for two years before attacking the dam.

Lacking a consistent stance on the war, the U.N. could not convince the Communists to agree to a truce.

Heavy Bombers Chosen for Second Attack

The war continued in the months after the attacks, and negotiations were unsuccessful. When photos showed that the Communists were rebuilding some of the turbines, the Americans decided to attack Suiho again, this time with B-26 and B-29 bombers. The obvious advantage of the heavy aircraft was their ability to carry more bombs. Planners set 12 September for the attack. This time, however, they would not surprise the Communist forces.

B-29s dropping bombs during the Korean War. | Image: U.S. Air Force
B-29s dropping bombs during the Korean War | Image: U.S. Air Force

Bombers Faced Extensive Reinforcements of Defenses

They had heavily reinforced the area around the dam, but the U.N. allies considered another successful strike on Suiho the key to stopping the war, so the plans proceeded. Since June, the Communists had increased the number of anti-aircraft weapons near the dam to 786 artillery guns and 1,672 automatic weapons. They also installed 500 powerful searchlights, many with radars or sound-controlled mechanisms that could detect planes and direct the lights at them. The search beams could reach up to 30,000 feet.

B-26 on a bombing mission during the Korean War. | Image: U.S. Air Force
B-26 on a bombing mission during the Korean War | Image: U.S. Air Force

On the night of 12 September, the B-29 crews faced more than just fire from the ground. Many MiG fighters were waiting at nearby bases across the Yalu River in Chinese Manchuria. The U.N. forces were not allowed to attack across the river, so the Communist fighters were free to take off and engage the B-29s. Sixty B-29s took part in the mission, taking off from Okinawa, Japan, to attack the strategic targets at the base of the dam. As they flew west at about 25,000 feet along the river, they were hit by heavy flak and enemy aircraft. 

Bud Farrell, a gunner on one of the B-29s, described the mission: “From that point at the I.P. to the target and ‘Bombs Away,’ there were continuous flak bursts around us, perhaps thousands within sight like a very long string of firecrackers going off in your face and all seeming closer in the dark than they really were, searchlights scanning from both sides of the river trying to find and lock on us.”

Following their bomb run, the aircraft faced another challenge. They had to make a sharp left turn immediately after dropping their bombs to avoid flying over Chinese Manchurian airspace, barely a half mile from the dam.

Mixed Results Following Bomber Attack on Strategic Targets

One B-29 was shot down during the attack, and several others suffered serious damage to the crews and aircraft and had to land at alternative airfields in Korea. Aircrews initially reported that they had struck many of their targets at the base of the dam. However, photos on 12 October showed the complex was operating at a limited capacity.

UN Allied planes again attacked Suiho in February 1953, but this did not achieve the results planners had hoped for.

The Korean War continued until 27 July 1953, when both sides signed an armistice but not a formal peace treaty.

South Carolina Warbird Photo Event Scheduled for May 16-18

Each year, Warbird Adventures hosts a special event in South Carolina just for content creators. This 3-day warbird photo event at the American Dream Skyranch in South Carolina (18SC) is incredible, and the next is scheduled for May 16-18, 2025.

Photographers from all backgrounds, whether new or pro, are invited for 3 days of aviation and warbird photography under expert instruction on a private airfield with FAA waivers.

A family-friendly experience with a LOT more than cool photo ops

Attendees are encouraged to bring their RVs or campers, or stay at local hotels, or camp in tents where a shaded area next to a creek is reserved. Pilots are allowed to fly-in as well, as long as organizers give the ok (not all planes can safely land on the grass runway).

Registered photographers can bring their families, dogs, go fishing, swimming, exploring, and enjoy catered food, campfires, drinks, games, music, make new friends and more. There is also a gun range, and attendees are free to bring their off road vehicles.

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South Carolina Warbird Photo Event Scheduled for May 16-18 18

Photographers can register HERE. A deposit is required, as organizers only want to prepare for people they know are coming. After registering, join the event’s private Facebook page HERE for updates as the event draws near.

Warbird photography, up-close and personal, under expert instruction and planned by pros

In between all of the fun mentioned above is, of course, cool flying and static photo ops. Photogs are brought into the box, under expert guidance, with flying done just for them. It’s all up-close and personal.

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Epic view from the june 2024 american dream skyranch photo shootout. Photo credit aaron haase

Elevated platforms are provided for those who want a higher view. Photogs have free rein to shoot where they want and move around, as long as they stay behind safety perimeters for taxi, takeoff and landings.

The treeline background provides for some fantastic slow-shutter panning, allowing photogs to blur the background and give a sense of the aircraft speed.

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Pilot timothy poole takes off in his SNJ-5, captured in this great slow-shutter panning shot by joshua krug

Numerous plane types will be in attendance and flying, including a P-51 and various T-6s and aerobatic aircraft and even some helicopters. Other aircraft plans are in works, with hopes of having a Wildcat and a P-40 there too. A horse might even race the P-51 too!

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South Carolina Warbird Photo Event Scheduled for May 16-18 19
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South Carolina Warbird Photo Event Scheduled for May 16-18 20

Photogs will be taught how to capture the Milky Way over the planes, taking advantage of the ranch’s darker skies.

Sunset and nighttime engine run photo-ops will be conducted as well. Fireworks and a giant bonfire will only add more photo ops.

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P-51 Quick Silver will be in attendance

Photogs will also have the rare opportunity to purchase air-to-air photo flights with the warbirds in attendance. One lucky winner will win a raffle to do it as well.

Pinup model shoots are expected too, dressed in period fashion posing for photos with the warbirds.

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South Carolina Warbird Photo Event Scheduled for May 16-18 21

The idea is to give content creators opportunities and angles they won’t get at most air shows, while also learning, networking, getting professional mentorship and a heck of a great time.

The photographers are not just told what to do and where to go either. Many air shows are a turnoff to photographers because they are very limited in what they can do and where they can go.

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South Carolina Warbird Photo Event Scheduled for May 16-18 22

That’s not the case at the Skyranch. Their feedback and ideas are a vital part of the event’s success. Everything is tailored to what they want, as long as it can be done safely.

Warbird Pilot Thom Richard’s American Dream Skyranch is a Slice of Heaven

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Thom richard and one of his children, potato, at the american dream skyranch photo shootout. Photo credit randy jennings

The American Dream Skyranch is a little slice of heaven that world-renowned warbird pilot and flight instructor Thom Richard calls home.

He’s one of the most skilled and experienced warbird pilots in the world, performing at air shows around the eastern half of the U.S. every year. He owns several aircraft, including WWII T-6 trainers.

Richard also understands the value of producing quality content, to help promote aviation and keep history alive. How many of you were inspired by photos and videos as kids?

Photographers can register HERE.

New Transatlantic Airline Using Airbus A380s Set to Launch in May

Global Airlines, a fresh face in transatlantic travel, is set to take off this May. The airline has opened ticket sales for its inaugural flights to a limited group of online users, with plans to expand the offer to the general public soon.

The London-based airline is launching with the world’s largest passenger jet: the Airbus A380, the biggest passenger plane in the world. James Asquith, the airline’s Founder and CEO, is confident that travelers are eager to fill the 550 seats on Global Airlines’ A380-800s.

‘We’re Leading With a Product’

Startup airline Global Airlines is slated to begin operations on 15 May 2025. Utilizing one of two Airbus A380s, the flight will depart Glasgow Airport (GLA) in Scotland at 1100 local time and make its way to New York’s John F. Kennedy International Airport (JFK).

The first two flights will operate as charter flights rather than scheduled operations. The A380 will return to Scotland four days later, on 19 May. The second A380 will depart Manchester Airport (MAN) on 21 May to JFK, then return on 25 May.

Tickets for the new airline are currently available to select early-bird members. Economy fare seats cost around $900 (£700) per passenger. Promotional materials advertise special amenity kits and gourmet meals for passengers.

While the airline previously promised an established route from London to New York, a schedule for this route has yet to be revealed.

The first flights will occur with the assistance of charter airline Hi Fly Malta. The airline needs the Civil Aviation Authority’s (CAA) Air Operator Certificate (AOC) before it can operate and sell tickets independently. As such, tickets will be available only through TravelOpedia Ltd to start.

‘I’ve Risked Everything’

Global Airlines was founded in 2021 by 36-year-old entrepreneur and travel mogul James Asquith. The ’40 Under 40′ businessman set a Guinness World Record by visiting 196 countries by the age of 24. Asquith is also the CEO and founder of the Airbnb-inspired travel site Holiday Swap.

The Independent interviewed Asquith about the upcoming airline and the pressure that comes with maintaining it:

‘It’s been a long road to get here. It’s those crazy kind of last couple of days and weeks looking to enter into service, and it has certainly not been easy…We knew it would be massively challenging. But we persevered, and here we are.’

GlobalAirlines
Image: Global Airlines

Aviation experts have criticized Global Airlines’ launching with A380s, noting that British Airways has regularly faced costly problems keeping up with its fleet of 12.

‘No one’s started an airline by owning their aircraft and having the largest aircraft in the world…Everyone said it was impossible. We’ve done every milestone that people said was impossible.’

Asquith believes the high-capacity A380s will be very attractive to travelers, but also added that he has ‘sold and risked everything’ to launch this airline.

‘We’ve got a lot of people that want to fly on what we’re doing at Global. People can be critical, but you’ve got a good bunch of people trying to do something for good reasons here, and we’re almost there.’

Iceman Val Kilmer Has Passed Away at Age 65

Iceman Val Kilmer, who we all know and love from the Top Gun movies, has passed away at age 65.

The last film he ever made actually was ‘Top Gun: Maverick’ in 2022, a final goodbye between Tom ‘Iceman’ Kazansky and Maverick (Tom Cruise).

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Iceman Val Kilmer Has Passed Away at Age 65 28

Kilmer died of pneumonia

Kilmer’s daughter, Mercedes Kilmer, says he passed away due to pneumonia in Los Angeles, where the actor was born and raised.

Kilmer was diagnosed with throat cancer in 2015, but was able to recover. By the time Top Gun Maverick was filmed, he was using a breathing tube following a tracheostomy. That is why he wore a scarf to cover his throat in the film.

His health may have been in decline, but the chemistry between he and Maverick was still there like it was 1986 all over again (the original Top Gun).

Filming Together One Last Time in Top Gun Maverick was Emotional for Both Cruise and Kilmer

“It was like no time had passed at all,” said Kilmer about it in an interview with Entertainment Weekly. “We blew a lot of takes laughing so much. It was really fun. Special…”

“I was crying,” said Tom Cruise in an interview on “Jimmy Kimmel Live!” in 2023. “I got emotional. He’s such a brilliant actor, and I love his work. I’ve known Val for decades, and for him to come back and play that character — he’s such a powerful actor that he instantly became that character again. You’re looking at Iceman.”

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Iceman and Maverick, Top Gun 1986

“I was very moved the first time I saw it. Almost 40 years is a long time for a reunion,” Kilmer told USA Today in 2022. “We laughed all day. Tom is great.”

Kilmer never actually wanted to do Top Gun

Life is funny isn’t it? Kilmer’s biggest role ever was arguably Iceman. As big as Top Gun was for his career, he initially did not want to do it. He had to.

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Iceman Val Kilmer Has Passed Away at Age 65 29

Kilmer did not like the theme or story when he was presented with the film, but was legally obligated to do it. He reflected on that huge decision in his 2021 documentary, called “Val”.

“I thought the script was silly, and I disliked warmongering in films. But I was under contract with the studio, so I didn’t really have a choice,” said Iceman.

Kilmer had a legendary career

While many of us AvGeeks love Iceman the most for obvious reasons, Kilmer had an impressive resume of big hits. Personally, some of this writer’s favorites were Heat and Tombstone.

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Blue Skies Iceman, and thank you for the memories and inspiration.

The Air Force Once Considered Using Tracks on Landing Gear

On 26 March 1950, a U.S. Air Force Convair B-36 bomber took off with tank-style tracks instead of tires for its landing gear.

Military planners were concerned that the B-36, at that time the heaviest aircraft in the U.S. inventory, was too heavy to operate from most airfields. The U.S. Air Force also tested tracks on several other aircraft. However, after a long series of failures, the Pentagon abandoned the idea.

Landing Gear Track System Installed on B-36 Bomber

The B-36 was designed during WWII. The Air Force considered it a potentially valuable asset as the U.S. entered the Cold War. Massive, with a maximum takeoff weight of 409,996 pounds, the B-36 could sink into the concrete of a flightline if it sat for too long. There were also very few runways in the United States that could hold up under the aircraft’s takeoff run.

Tracks installed on main landing gear of B-36 bomber.
Tracks installed on main landing gear of B-36 bomber. | Image: U.S. Air Force

The B-36’s initial design had a single-wheel landing gear. It also used the largest tires the United States produced at the time. Goodyear manufactured the tires, which were 110 inches in diameter and 36 inches wide. Each tire weighed about 1320 pounds. The tires included 30% nylon cord construction, equal to about 60 automobile tires. For comparison, the tires on the C-5 Galaxy are 48 inches in diameter, 19 inches wide, and weigh about 200 pounds.

Image showing massive size of B-36 tire. | Image: Public Domain
Image showing massive size of B-36 tire. | Image: Public Domain

Problems Due to Weight and Complexity

After trying track designs on other aircraft, the Air Force installed them on a B-36 for testing. From the beginning, the system had problems due to its weight and complexity. It had two belts on each side, two inches thick in the center and one inch thick on the sides. Brass-plated steel cables reinforced the belts. The track’s gears weighed 5,600 pounds more than the conventional landing gear on the aircraft.

The test program began with a maximum aircraft weight of 250,000 pounds. The Air Force first tested its ability to taxi and then decided to conduct a flight test. The B-36, with tracks, managed to take off for its first and only flight on 26 March 1950. The flight crew later said the takeoff was “very rough and noisy.” It landed after a brief flight. However, it left “a trail of parts” behind it on the runway.

The Air Force Tested Track Systems on Other Aircraft

The Air Force eventually decided the track system was “unfit for such a heavyweight aircraft” and abandoned the project. While it ultimately failed, the concept first appeared much earlier than 1950. In November 1939, J.W. Christie, inventor of the Christie tank and representatives of the Dowty Equipment Corporation, approached the Army Air Corps. They met with General H.H. Arnold in 1939 and presented an idea to use track landing gear systems for flotation.

In 1941, Dowty signed a $20,000 contract to engineer a track landing gear for the Douglas A-20 Havoc. Dowty produced a design with an air-inflated belt, two main rollers with brakes, two smaller auxiliary rollers sprung over the part of the belt touching the ground, and a smaller roller or idler mounted under the upper span of the belt to provide constant tension.

Track landing gear system on A-20 Havoc aircraft.
Track landing gear system on A-20 Havoc aircraft. | Image: U.S. Air Force

In February 1942, the Air Force passed the design to the Goodyear Tire & Rubber Company to manufacture the A-20 track landing gear system. Under this arrangement, Goodyear, Dowty, and Firestone all produced components. They installed the rubber belted track system on a Stearman P-17, then on a Fairchild PT-19, and finally on the A-20. Initial testing proved that the system worked.

Breaking Belts and Excessive Weight

The A-20’s system was not retractable and had a conventional nose gear. Ground testing was somewhat successful, although one of the belts did fail. Another problem was that the system weighed almost twice that of the conventional landing gear. Its weight also required a 15% longer takeoff roll distance.

The track system was not successful on the P-40 fighter. | Image: Public Domain
The track system was not successful on the P-40 fighter. | Image: Public Domain

The Air Force continued to examine track landing gear systems. One attempt was in 1943 on the Curtis P-40 fighter for operations from beaches. Testing in 1944 resulted in the track system becoming clogged with sod, mud, and snow, which stretched the belt. They also found the tracks did not enable the fighter to travel over ditches and other obstacles.

The Air Force gave up on using tracks on the P-40 but did test them, although with no success, on the C-82 and B-50. In 1948, the gear on the C-82 experienced structural failure during testing in sand, and the main gear track belt fell off. On the B-50, engineers discovered the track interfered with the defensive gun system. Goodyear, tasked to produce the belts, had trouble making them strong enough for the aircraft. They found they could not use the belts above 70 miles per hour.

The Air Force tested tracks on the C-82 landing gear. | Image: Public Domain
The Air Force tested tracks on the C-82 landing gear. | Image: Public Domain

Eventually, during flight testing, the tracks had bearing failures, and the system had maintenance difficulties. The Air Force did not continue testing the tracks on the B-50.

Modernization of Airfields Eliminated Need for Tracks

The Air Force then considered using tracks on the B-36, but equipment failures were not the only thing that led to its ultimate abandonment. In the years following World War II, airfields capable of handling heavier aircraft were being developed, so tracks would not be necessary.

Curtis and the Air Force also changed the B-36’s design to a four-wheel landing gear setup instead of the original single-tire configuration.

5 Ways JSX Breaks the Mold to Redefine the Semi-Private Niche

Not even a decade after its first flight, JSX has emerged as a fascinating anomaly in the U.S. aviation landscape. 

Officially JetSuiteX (the company rebranded in 2019 to simply JSX), the carrier’s inaugural flight launched on 19 April 2016 between the California cities of Burbank (BUR) and Concord (CCR).

Headquartered in Dallas, Texas, and led by CEO Alex Wilcox, JSX operates as a Part 380 public charter jet service (not an “airline,” per corporate branding) under FAA Part 135 regulations. The carrier offers what it calls “hop-on jet service” that promises the allure of private aviation at a fraction of the cost. 

Wilcox, who helped establish JetBlue and the short-lived Indian carrier Kingfisher Airlines, envisioned JSX as a solution to a gap in the market: delivering a private jet-like experience at commercial airline prices while sidestepping the hassles of typical airport travel.

As of March 2025, JSX has carved out an intriguing niche in American aviation with a fleet of 47 Embraer regional jets serving 22 destinations across the United States and Mexico. We first spotlighted the carrier at its launch, pondering whether its unconventional approach could endure.

Now, nearly ten years on, JSX has weathered industry storms—including a global pandemic—to survive and thrive, proving doubters wrong and reshaping perceptions.

Yet, JSX’s journey has not come without controversy. 

Here are five ways this unique U.S. regional air carrier is redefining the semi-private niche. 

1. A Clever Regulatory Play Defines the JSX Identity 

JSX public charter carrier ERJ-145s
Passengers wait for their flight inside a hangar | IMAGE: JSX

At the heart of JSX’s operation is a regulatory structure that sets it apart from traditional airlines. It operates as a Part 380 public charter, chartering aircraft from its subsidiary, Delux Public Charter, LLC (dba JSX Air or Taos Air), which flies under Part 135 rules. 

JSX itself does not operate aircraft; instead, it resells seats on these chartered flights to the public. This distinction allows JSX to offer a published flight schedule–currently around 120 daily public charter flights–without being classified as a scheduled airline under the FAA’s more stringent Part 121 regulations. 

Part 135 governs on-demand and commuter operations with aircraft up to 30 seats, imposing lighter requirements than Part 121. For instance, Part 121 mandates a 1,500-hour minimum for pilots and a retirement age of 65. JSX sets its own standards: 800 hours for First Officers and 1,500 for Captains, aligning with private jet standards but falling short of commercial airline mandates.

Because Part 135 operations face less stringent TSA requirements, JSX uses private fixed-based operator (FBO) terminals, offering a streamlined, private-jet-like experience with minimal security hassles. There’s no TSA security rigamarole—screening involves TSA-approved background checks, bag swabs for explosives, and the Evolv Express system, a discreet crowd-scanning technology.  

However, this “public charter loophole” has drawn scrutiny from competitors and regulators, a point we’ll revisit later.

For aviation insiders, this is a masterclass in regulatory arbitrage. JSX’s CEO, Alex Wilcox, spent months dissecting FAA rules to craft this model, proving that innovation in aviation isn’t just about technology—it’s about working the system.

2. JSX Operates Retrofitted Regional Jets with a Twist 

A trio of JSX Embraer regional jets on the ramp
A trio of JSX Embraer regional jets on the ramp | IMAGE: JSX

JSX operates 47 aircraft: 15 Embraer ERJ-135s and 32 ERJ-145s, both regional jets sourced from the secondary market and retrofitted to seat 30 passengers–down from their original capacities of 37 and 50, respectively–to comply with Part 135 limits. 

The ERJ-135s feature a 1×2 seating configuration, while the 145s offer a spacious 1×1 layout, with a single seat per side of the aisle. Overhead bins are removed for an open cabin feel. Seats provide a generous 35-36 inches of pitch and in-row power. Additionally, every JSX flight features a full flight attendant service. 

Interior of JSX ERJ-145
The open cabin of a JSX Embraer ERJ-145 features 30 spacious seats in a 1×1 configuration | IMAGE: JSX

The ERJs’ range of around 2,000 miles suits JSX’s regional focus, and their commonality ensures manageable maintenance costs. These aren’t new airframes–the average fleet age is just under 24 years. Some passengers note that the aircraft show wear–especially the 135s–but retrofitting keeps capital expenses low. 

In a recent Forbes interview, Wilcox revealed plans to add 20 more jets over the next two to three years, signaling fleet expansion to match growing demand. 

3. The JSX Passenger Experience Redefines Convenience

Passengers board a JSX ERJ-145
Passengers board a JSX Embraer ERJ-145 | IMAGE: JSX

If you’ve ever dreamed of skipping the chaos of a major airport, JSX delivers. By operating out of FBOs at both small regional airports and larger hubs, JSX passengers need only arrive 20 minutes (not a typo) before departure.

You park, check in, and walk across the tarmac to board. Upon landing, you’re curbside in minutes.

Once on board, passengers enjoy complimentary gourmet snacks and drinks, including beer, wine, and cocktails. Every JSX flight features free Starlink Wi-Fi.  

Two fare types cater to travelers: “Hop On,” with two free checked bags, and the premium “All In,” with three. Both accrue JetBlue TrueBlue points and United MileagePlus miles, a nod to JSX’s airline partnerships.  

This efficiency is JSX’s biggest selling point. A flight from Burbank (BUR) to Las Vegas (LAS) might cost $219 (one-way fare for 28 April 2025 as listed on 31 March 2025)—competitive with Southwest—without baggage fees or the two-hour airport slog.

Routes span over 20 destinations, mostly in the western U.S., plus Cabo San Lucas, Mexico. 

According to its website, the carrier serves 27 destinations as of 27 March 2025, including:

CityAirportAirport Code
Austin, TXAustin Executive AirportEDC
Boca Raton, FLBoca Raton AirportBCT
Burbank, CAHollywood Burbank AirportBUR
Cabo San Lucas, MexicoCabo San Lucas International AirportCSL
Carlsbad, CAMcClellan-Palomar AirportCLD
Concord, CABuchanan Field AirportCCR
Dallas, TXDallas Love FieldDAL
Denver, CORocky Mountain Metropolitan AirportBJC
Destin, FLDestin Executive AirportDTS
Gunnison, COGunnison-Crested Butte Regional AirportGUC
Houston, TXWilliam P. Hobby AirportHOU
Las Vegas, NVHarry Reid International AirportLAS
Lajitas, TXLajitas International AirportT89
Los Angeles, CALos Angeles International AirportLAX
Miami, FLMiami-Opa Locka Executive AirportOPF
Monterey, CAMonterey Regional AirportMRY
Naples, FLNaples AirportAPF
Oakland, CAOakland International AirportOAK
Orange County/Santa Ana, CAJohn Wayne AirportSNA
Reno, NVReno-Tahoe International AirportRNO
Salt Lake City, UTSalt Lake City International AirportSLC
Santa Fe, NMSanta Fe Regional AirportSAF
Scottsdale, AZScottsdale AirportSCF
Taos, NMTaos Regional AirportTSM
Westchester County, NYWestchester County AirportHPN
West Palm Beach, FLPalm Beach International AirportPBI
SOURCE: https://www.jsx.com/destinations-wherewefly

While some of the routes JSX offers are seasonal, the carrier boasts an average of around 120 daily flights.

The schedule isn’t as dense as a major carrier’s—750 weekly flights versus thousands—but it’s tailored for business travelers and leisure seekers who value time over frequency.

Frequent travelers will appreciate the trade-offs. The FBO model limits scalability, and parking and lounge amenities are sparse compared to main terminals. Yet, for short-haul flights (most under three hours), the time savings and relaxed vibe are hard to beat.

4. Success Breeds Contention

JSX ERJ-145
To commemorate its recognition as Travel+Leisure’s “No. 1 Domestic Airline,” JSX painted one of its E145s with the names of all its crew members, accompanied by the slogan “This is how we fly.” | IMAGE: JSX

JSX continues on a trajectory of steady growth. With nearly 1,000 employees, the carrier flew just over 36,000 flights in 2024 while continuing to score coveted industry accolades. And while it does not publicly release financial information, it’s safe to say JSX is on track to cross the ten-figure threshold in annual revenue within a few years, assuming current regulations hold. 

But success has bred contention. Major airlines like Southwest and American, alongside unions like ALPA and AFA-CWA, argue that JSX’s model skirts safety and fairness. They claim its scheduled flights mimic Part 121 operations without equivalent oversight—laxer pilot rest rules, no 1,500-hour minimum, and lighter security. Southwest’s 2023 FAA filing cited a 9000% rise in sub-30-seat public charter flights since 2008, demanding uniform standards. Unions highlight post-9/11 security gaps, fearing a loophole ripe for exploitation.

JSX defends its record—zero incidents—and exceeds Part 135 requirements with voluntary measures. Indeed, JSX’s website notes the carrier’s deployment of airline-quality Flight Operations Quality Assurance (FOQA) programs, saying it utilizes “pilot and mechanic training, and other operating tools and safety assurance mechanisms not required by regulation.” 

Spurred by these concerns, the FAA could force a Part 121 reclassification, threatening JSX’s business model. More than 70,000 public comments on the proposed rule changes have been received by the FAA–the overwhelming majority in support of JSX.

However, the verdict still looms as of this writing (New York Congressman Nick Langworthy reintroduced the Safer Skies Act last week). JSX believes this is a classic David vs. Goliath tale. Its success hinges on defending its regulatory edge, but the industry’s old guard isn’t backing down.

5. Bold Plans for a Hybrid-Electric Future

Rendering of a JSX Heart Aerospace ES-30
Artist rendering of a JSX ES-30 | IMAGE: Heart Aerospace

JSX’s vision extends far beyond its current footprint. In late 2023, the carrier announced plans to purchase up to 332 hybrid-electric aircraft. The potential aircraft options include: 

  • Up to 82 Electra eSTOLs: A 9-seat hybrid-electric aircraft from Virginia-based Electra, requiring just 150 feet for takeoff and landing–roughly the size of a soccer field. It’s designed for very short-range routes like Dallas to Houston or San Diego to Los Angeles. 
  • Up to 150 Aura Aero ERAs: A 19-seat Electric Regional Aircraft from French manufacturer Aura Aero. With 19 seats, it’s the smallest configuration not requiring a flight attendant, suited for short-range flights like Los Angeles to Las Vegas. 
  • Up to 100 Heart Aerospace ES-30s: A 30-seat hybrid-electric aircraft from Sweden’s Heart Aerospace, tailored for medium-range markets under 500 miles. It’s a direct replacement for JSX’s current 30-seat jets on routes of similar distance. 
Electra eSTOL rendering
Artist rendering of an Electra eSTOL 9-seat hybrid electric aircraft | IMAGE: Electra

The ES-30s will replace the ERJs on mid-range routes, while the ERJs stay for longer flights like NYC-Florida or Dallas to the coasts. These aircraft promise sustainability and access to tiny airports, though cost and certification remain hurdles. 

Rendering of JSX Aura Aero ERA
Artist rendering of an Aura Aero Era 19-seat hybrid electric aircraft | IMAGE: Aura Aero

Is JSX the Future of Air Travel? 

A ERJ-145 taxis
Three thumbs up from this JSX flight crew | IMAGE: JSX

JSX isn’t poised to replace Delta or United—it’s a regional player with a ceiling. Its 47 aircraft and limited routes pale next to the majors’ fleets and networks. The ERJs’ range limits it to short hops, ruling out transcontinental ambitions for now.

Yet, its impact resonates beyond size. JSX challenges the status quo, proving there’s demand for a hybrid between commercial and private aviation. Its fares—starting at $249 but often $300-$700 (one-way)—aren’t always cheaper than Southwest’s $49 specials, but the value lies in time and comfort, not rock-bottom prices.

The broader implication? JSX exposes cracks in the regulatory framework. If it thrives, others may follow, pressuring the FAA to rethink Part 135/121 boundaries. If it falls, the “public charter loophole” could close, stifling innovation. 

Consequently, the saga of JSX should be viewed as a litmus test. Can a small operator redefine air travel without upending safety? Will hybrid-electric plans materialize, or will regulatory headwinds ground them? As of now, JSX flies on, a bold experiment in an industry resistant to change.

Could the JSX model be the future of air travel?

Only time will tell. 

Watch B-1 Bombers do Aerial Refueling in Night Vision

Recently, AvGeekery was invited to fly with the 22nd Air Refueling Wing on an amazing nighttime mission. Watch as B-1 bombers do aerial refueling training under a dark moonless night, captured in night vision at 20,000 ft!

Our KC-135 was scheduled for a sunset takeoff out of Wichita, with the 350th Air Refueling Squadron “Red Falcons”. The B-1s we were flying to meet were coming from the 7th Bomb Wing at Dyess AFB, TX. The mission was a collaborative effort between Mike Killian and Forbes, whose journalist went flying in a B-1 that day. You can read about it HERE.

Late night refueling training at 20,000 ft

Once in the air our tanker headed for the rendezvous. With the last light of sunset on the horizon the bombers came on the radio, informing us of their upcoming arrival.

While the pilots enjoyed the view and put the tanker in position, the boom operator and I transitioned to the refueling station at the rear of the plane to prepare.

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Watch B-1 Bombers do Aerial Refueling in Night Vision 51
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Watch B-1 Bombers do Aerial Refueling in Night Vision 52

With a twilight horizon a B-1 finally appeared, call sign CROOK 1, slowly trailing us and creeping closer inch by inch. It all looks very graceful, even though both aircraft are flying at 300 mph.

Lights on the refueling boom connecting to the bomber help give both the pilots and book operator a descent visual. However, once the bomber disconnected it virtually vanished. Even feet away you could barely see it in the darkness. Just a black silhouette against a black background or city lights far below.

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Watch B-1 Bombers do Aerial Refueling in Night Vision 53

One of the bombers was actually conducting a check-ride, so they did not actually take any fuel. Rather, the crew was training, connecting and disconnecting numerous times over the course of an hour as we flew high over Kansas.

Bomber gave us an afterburner as a thank you

With the refueling training done, the tanker informed the bomber that I was onboard to capture visuals. With gas to spare, CROOK 1 happily agreed to give us an impressive sendoff. You can watch it in the video above too.

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Watch B-1 Bombers do Aerial Refueling in Night Vision 54

They pulled alongside our tanker, with only a wingtip light visible to us. Once I aligned the shot and confirmed the B-1 was in position, the bomber lot up all four of its afterburners and raced ahead, falling away and vanishing into the night back to Texas.

Mission accomplished. We headed home to McConnell, landing at midnight.

Just another day for our warfighters

While it was a huge privilege to join, and an experience that never gets old, these crews make it look easy. They do this work every day in service to our country, regardless of the noise happening constantly in news media and politics.

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Watch B-1 Bombers do Aerial Refueling in Night Vision 55
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Watch B-1 Bombers do Aerial Refueling in Night Vision 56

Aerial refueling is a critical aspect of America leading the world in air dominance. As the saying goes, there’s no kicking as* without tanker gas.

We flew with the 22nd ARW late last year too, to refuel the Thunderbirds cross-country. It was an amazing experience, check that out HERE!

We also toured a KC-46 Pegasus at McConnell, America’s newest refueling tanker. Check that out HERE.

This Boeing 727 Sat in El Paso for 20 Years Before it Sold for $10K

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When you hear about a commercial Boeing aircraft being sold for cheap, you’re sure to expect some caveats. That much is true involving a Boeing abandoned at El Paso International Airport (ELP) for over 20 years.

Before the Boeing 727 ended up in El Paso, Texas, it was first owned by the U.S. Marshals Service. Here’s the story about the abandoned Boeing jet and what the new owner is considering doing with it.

Under the El Paso Sun

Boeing started production of the 727 in the early 1960s. The aircraft was more suited for smaller airports and had a unique feature: a set of stairs that opened from the rear underbelly. The 727s could carry up to 129 passengers and fly up to 2,590 miles on a tank of gas.

While this particular 727 was made in 1966 for Lufthansa, it was eventually owned by the U.S. Marshals Service. Designated for the Service’s Justice Prisoner and Alien Transportation System, or ‘Con Air’ system, officials used the jet to transport prisoners over long distances. The program opened in 1995.

Records reveal the jet was acquired by the Blue Falcon Corporation (BFC) in July 2005 during a government auction. BFC President David Tokoph was also the co-founder of Aero Zambia and Interair South Africa with his brother Gary and holds the distinction of being the first and only pilot to fly from Russia directly to El Paso.

Boeing 727 Renton Factory 1972.16%40chesi
Image: By Piergiuliano Chesi from Wikimedia Commons

No records indicate that Tokoph or one of his businesses had ever used the aircraft. To public knowledge, Tokoph had the Boeing grounded at El Paso Airport and was paying to leave it there indefinitely.

On 14 August 2015, Tokoph was involved in a horrific crash piloting a vintage Navy airplane near Las Cruces International Airport in New Mexico. He was transported via helicopter to University Medical Center in El Paso but died four days later. He was 64.

El Paso Passes Ownership of the Boeing 727

Due to Tokoph’s death, the El Paso airport stopped receiving payments to keep the Boeing 727 on its property. The City of El Paso commenced legal proceedings in 2021 to take ownership of the jet as abandoned property.

During that time, airport employees gutted the jet for parts. The city then decided to auction the plane off online in 2022, with the auction finally getting underway in December 2024.

The auction explicitly stated that the Boeing was inoperable and required more money than it was worth to refurbish. The initial bid on 16 December 2024 was only $1,000. Fifty-five additional bids were received before the auction closed on 6 January 2025.

The winning bidder was a local educator and entrepreneur named Ismael Lara, 40. He and his brother John paid $10,132, including taxes, to own the jet.

The Sky’s The Limit For the Boeing’s New Life

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Image: Corrie Boudreaux/El Paso Matters

While the City of El Paso ordered the plane off the lot by February, it was reportedly still there in March when Lara went with El Paso Matters to take a closer look at it.

El Paso International Airport Director Tony Nevarez shared his thoughts on the sale of the Boeing to the local residents.

‘I’m kind of excited to see what the new owner does with it…Retired aircraft like this one often get turned into homes, bars, or even other creative spaces.

Lara, however, has been indecisive on what to do with the Boeing since purchasing it:

‘I have a ton of ideas, but at the end of the day, it’s going to come down to how much is it going to cost?’ Lara said.

Lara acknowledged that his followers also gave him many suggestions on social media.

The Lara brothers own some land on Red Sands in East El Paso, where they intend to move the Boeing. However, they could spend up to $250,000 — almost 25 times the cost at auction — to haul the plane out of the airport.

Skydweller Aero Inc. Aims for Perpetual Solar-Powered Flights

With the stated goal of achieving perpetual flight, Skydweller Aero Inc. is developing its autonomous Skydweller aircraft. It will feature advanced design features and technologies and meet various mission needs for governments and organizations worldwide. This unique aircraft will operate on solar power and initially be able to remain airborne for 30 – 90 days or more.

Solar-Powered Flight Across the Pacific

In 2015, the Solar Impulse 2 set the world record for the longest non-stop solo flight. Pilot André Borschberg flew from Japan to Hawaii, taking five days to complete the 5,095-mile flight.

Solar impulse 2 completed circumnavigation of earth under solar power. | Image: Skydweller Aero, Inc.
Solar impulse 2 completed circumnavigation of earth under solar power. | Image: Skydweller Aero, Inc.

Several months later, Borschberg joined pilot Bertrand Piccard on the Solar Impulse 2 and began the first circumnavigation without fuel. The 24,854-mile trip began in Abu Dhabi and moved eastward over India, Myanmar, China, Japan, the United States, Europe, and back to Abu Dhabi.

Even with several stops for repairs, the mission proved the validity of solar-powered flight. The trip took 17 stages and 25 flight days, with an average speed of 43.5 miles per hour. The aircraft’s four electric engines, each generating 17.4 horsepower, received power from 17,248 solar cells.

Pilots André Borschberg and Bertrand Picard with the Solar Impulse 2 behind them. | Image: Skydweller Aero Inc.
Pilots André Borschberg and Bertrand Picard with the Solar Impulse 2 behind them. | Image: Skydweller Aero Inc.

Spanish-American Company Skydweller Aero Inc. Begins Autonomous Flights

In 2019, the Spanish-American company Skydweller Aero Inc. bought the Solar Impulse 2 to convert it to an unmanned drone. The initial plan was for it to be able to fly for months at a time while carrying heavy payloads. The company states its goal is to achieve perpetual flights.

After completing modifications, the Solar Impulse 2 flew with its new name, “Skydweller,” in November 2020. One key modification was adding a fly-by-wire control system to give it an autonomous control ability. Skydweller had a test pilot on the flight, but he flew from takeoff to landing without touching the controls.

Close-up image of Skydweller autonomous aircraft. | Image: Skydweller Aero Inc.
Close-up image of Skydweller autonomous aircraft. | Image: Skydweller Aero Inc.

Self-Healing Software Key to Aircraft Reliability

One feature that allowed this was a system Skydweller calls “advanced self-healing algorithms” in the aircraft’s Vehicle Management System (VMS), which “enables a failed string to be autonomously shut down, fixed, and resurrected during flight to return the aircraft to quadruple redundancy.”

Self-healing systems, or code, provide automatic error detection, diagnosis, and software repair without human involvement. However, this system is far from the only advanced feature of the Skydweller.

Skydweller Boasts the Wingspan of a 747 and Weight of a Pickup Truck

The aircraft has a thin carbon fiber body, which gives it strength and durability and makes it very lightweight. Skydweller’s wingspan is 236 feet, which is longer than the wingspan of a Boeing 747. Its maximum weight is 5620 pounds, about the weight of a standard pickup truck, including a 220-pound payload capacity. It also has 2900 square feet of solar cells. More than 1400 pounds of batteries provide power during darkness.

Skydweller solar powered aircraft flying at dusk. | Image: Skydweller Aero Inc.
Skydweller solar-powered aircraft flying at dusk. | Image: Skydweller Aero Inc.

Skydweller designed the aircraft to fly at 115 mph at about 46,000 feet–significantly lower than other solar-powered aircraft that fly much higher, between 60,000 and 75,000 feet.  

Skydweller Maintains Perfect Safety Record

Skydweller continues to enjoy a spotless safety record.

“We describe ourselves as a ‘geoplane’ rather than a HAPS (high-altitude pseudo satellite, or platform station),” said Skydweller Aero CEO Robert Miller. “We operate in the medium-altitude range where most of today’s surveillance aircraft operate, but we deal with the limitations of weather and wind effectively through our mission planning and the robustness of our aircraft. It’s why we are the size we are and able to carry the meaningful payload that we can. This gives us a lot more operational flexibility than [HAPS operators] – we were flying over the Gulf of Mexico during the hurricane season. We have over 1,350 hours on the aircraft with a perfect safety record.”

Solar-Powered Airbus Zephyr Almost Sets Endurance Flight Record

Image showing light, thin airframe of Zephyr. | Image: Aaltohaps.com
Image showing light, thin airframe of Zephyr. | Image: Aaltohaps.com

One of the HAPS aircraft is the Airbus AALTO Zephyr.  Weighing 165 pounds with an 82-foot wingspan, the Zephyr, like the Skydweller, is also solar-powered. It has completed a near-record 64-day flight, traveling more than 34,000 miles. On 18 August 2022, it was hours away from breaking the flight endurance record when it encountered strong winds over Arizona, broke up, and crashed. The 2022 incident marked the third Zephyr to crash, making Skydweller’s safety record even more impressive.

Unmanned Zephyr high-altitude platform station takes off. | Image: Aaltohaps.com
Unmanned Zephyr high-altitude platform station takes off. | Image: Aaltohaps.com

Along with Skydweller and Airbus, other companies are developing solar-powered aircraft, such as the BEA Systems PHASA-35, the Aurora Flight Sciences Odysseus, the AeroVironment Sunglider, and the UAVOS ApusDuo.

Worldwide interest and multiple missions

This development reflects a growing worldwide interest in using Solar UAV aircraft. Groups have proposed using them in Europe for missions, including monitoring nautical approaches to southern Europe to help detect and prevent illegal activities such as drug smuggling, illegal fishing, and unlawful immigration.

Spain has mentioned using them in the Canary Islands to monitor for drugs and human trafficking. The United States has shown the same interest in the Caribbean, as the French in Martinique, Guadeloupe, and French Guyana. There are also discussions about deploying the aircraft in Russia, South Africa, and throughout the Middle East.

Autonomous Skydweller in flight. | Image: Skydweller Aero Inc.
Autonomous Skydweller in flight. | Image: Skydweller Aero Inc.

Japan Airlines Teams Up with Microsoft to Create AI-Powered Reporting App

Microsoft is looking to make some strides with Japan Airlines onboard customer service. The two companies will work together to make writing reports simpler and quicker with the help of a Microsoft small language model (SLM).

While some incident reports can take flight attendants up to an hour to write up, the new technology will reduce the time it takes by ‘up to two-thirds.’

Speedy Reporting Like the Shinkansen

Japan Airlines and Microsoft have announced the development of a new mobile app for flight attendants, ‘JAL-AI Report.’ The app will use Microsoft’s Phi‑4 SLM and be powered by artificial intelligence (AI).

Using JAL-AI Report, flight attendants can complete reports in a fraction of the time it takes without using AI. The press release suggests an hour-long report can take 20 minutes to write with the app.

The airline chose Phi‑4 SLM as the app’s model because it can work with limited or no connectivity, so the app will work anywhere offline. Another main appeal of Phi-4 is that it requires less computing power than large language models (LLMs).

Microsoft uploaded a two-minute video that discusses the impact of JAL-AI Report and shows a visual demonstration.

JAL-AI Report’s Other Neat Features

Japan Airlines is currently working to add audio recording functionality to the app. This way, the app can record speech from other crew members or passengers and convert it into data for AI-generated reports.

Using Phi-4, attendants can automatically convert reports from Japanese to English with one on-screen button. This task will be crucial on international flights and will especially work to save time.

Headwaters AI engineer Ryuto Ikeuchi also added that JAL-AI Report can refine previously written reports that were either too detailed or not detailed enough.

Japan Airlines Senior Vice President of Technology Keisuke Suzuki shared comments during the Microsoft press release:

‘JAL-AI Report makes our cabin attendants’ jobs more productive. They can spend more time on customer service instead of doing administrative work…We are excited to have the AI and humans work together.

Japan Airlines has been collaborating with Microsoft on new tech development for many years. In 2016, Japan Airlines switched from Google Glass to Microsoft HoloLens for flight and inspection training.

Nuclear-Powered Rockets Could Speed Up Mars Trips

A nuclear-powered rocket may sound like something from science fiction, but it might be the key to future commercial, military, and research missions to space. Some believe it will be essential for a successful mission to Mars. Recently, NASA and the Defense Advanced Research Projects Agency (DARPA) have taken several major steps toward making this happen.

NASA and DARPA Form Partnership on New Rocket Propulsion System

In January 2023, NASA and DARPA agreed to establish a partnership to develop and demonstrate that a nuclear-powered rocket could potentially take astronauts to Mars. The two agencies split the initial $499 million cost for the program.

The project’s goal is to design and demonstrate the world’s first in-orbit nuclear thermal rocket (NTR) under DARPA’s Demonstration Rocket for Agile Cislunar Operations (DRACO) program. Cislunar refers to an object between the Earth and the moon.

Lockheed Martin image of experimental vehicle with nuclear thermal rocket. | Image: Lockheed Martin
Lockheed Martin image of experimental vehicle with nuclear thermal rocket. | Image: Lockheed Martin

“With the help of this new technology, astronauts could journey to and from deep space faster than ever – a major capability to prepare for crewed missions to Mars,” said NASA Administrator Bill Nelson.

U.S. Space Force to Provide Initial Lift for Nuclear Rocket System

NASA, DARPA, and The U.S. Space Force will head the U.S. Government portions of the program. NASA’s Space Technology Mission Directorate will oversee the technical development of the nuclear thermal engine. DARPA is the contracting authority for the rocket stage and engine, including the nuclear reactor. The Space Force will provide the launch vehicle for the mission.

Safety is one of the project’s most critical aspects, leading to the need for the Space Force launch vehicle. As a safety measure, initial plans are to launch the NTR into orbit on a conventional, chemical-powered rocket and then start its nuclear rocket engine once it is a safe distance from the surface.

Lockheed Martin and BWX Technologies Collaborating on Launch Vehicle and Engine

DARPA and NASA have chosen Lockheed Martin and BWX Technologies to participate in the project. Lockheed Martin is working on the experimental NTR vehicle (X-NTRV) that will ride on the Space Command rocket. BWX Technologies (BWXT) will develop the nuclear reactor and produce the high-assay, low-enriched (HALEU) fuel it will use. HALEU powers modern reactor designs that are smaller, more flexible, and less expensive than earlier designs.

NASA concept image of Conventional and Bimodal Nuclear Thermal Rocket for Mars mission. | Image: NASA
NASA concept image of Conventional and Bimodal Nuclear Thermal Rocket for Mars mission. | Image: NASA

Fission-Based, Nuclear-Powered Rocket Offers Advantages

The DRACO project calls for a fission reactor to provide the NTR with power.

According to a DARPA study, NTRs “use a nuclear reactor to heat propellant to extreme temperatures before exhausting the hot propellant through a nozzle to produce thrust.”

Some advantages of this type of system are that it is lighter and more efficient than the chemical-based engines NASA currently uses. The NTR will use hydrogen gas because of its light weight. Chemical rockets make water vapor, which is heavier than hydrogen. This results in a rocket that can travel farther into space on less fuel.

Another advantage of using nuclear-powered rockets is that they will produce more power than current engines. The U.S. Department of Energy states that these engines will give rockets more speed, possibly reducing the travel time to Mars by 25%. Another expected advantage is that these faster rockets will be safer for astronauts as they will limit the time they are exposed to radiation during missions.

Infographic with details on nuclear-powered rocket engines. | Image: U.S. Office of Nuclear Energy
Infographic with details on nuclear-powered rocket engines. | Image: U.S. Office of Nuclear Energy

Work on Nuclear-Powered Rocket Began in 1955

The idea of developing a nuclear-powered rocket is not new. In 1955, the United States began research at the Los Alamos Scientific Laboratory on just such a concept with Project Rover. From 1959 to 1962, they began testing reactor designs and fuels. Then, in 1965, NASA joined with the Atomic Energy Commission to develop a nuclear-powered rocket for both long-range missions to Mars and to possibly use it as an upper stage for Apollo rockets.

They called this the Nuclear Engine for Rocket Vehicle Applications (NERVA) project. Over the next several years, they successfully tested engine designs, cooling components, and pumps. Eventually, however, the U.S. government decided in 1971 to abandon plans for a manned mission to Mars following the Moon landings. Despite this, some of the design concepts and technologies that emerged from Rover and NERVA are still valid today and may help continued development.

Safety Concerns Put DRACO Plans on Potentially Long Hold

The initial goal for the DRACO program was to conduct a test launch in 2027, and plans seemed to be moving forward. However, in Jan. 2025, the DARPA-NASA management team in charge of the project announced they were placing it on “on indefinite hold.”

The announcement mentioned that Lockheed Martin and BWXT had run into problems designing an engine that they could safely test on the ground. DARPA explained the decision.

We’re bringing two things together—space mission assurance and nuclear safety—and there’s a fair amount of complexity,” said Matthew Sambora, one of two DRACO program managers in DARPA’s Tactical Technology Office.  “2027 is not a date that we’re shooting for at this point.”

Sambora added that one of the program’s goals is still to conduct an in-orbit demonstration of the design, and that the problems they face are not “undoable” but rather “difficult.”

Safety Criteria Were Less Strict in the 1950s and 1960s

Jim Shoemaker, DARPA’s second DRACO program manager, referred to the early work on projects Rover and NERVA as “the time before safety was invented.”

He also said that scientists working on Rover and NERVA performed six open air ground tests of radioactive reactors between 1964 and 1969, “which we could never get approved to do today.”

Along with problems with testing safety, DRACO faces other challenges, such as storing hydrogen for the system once it reaches space. It does not appear that will happen in the next several years.

Once a DRACO demonstration proves successful, it could take another 10-15 years before the technology is used on an operational basis,” said Shoemaker.

Before eVTOL: Disneyland Operated Choppers from LAX

While today’s travelers dream of flying into Disneyland on electric vertical takeoff and landing (eVTOL) vehicles, flying into the park was once possible with a helicopter.

For over a decade, the Compton, California park welcomed visitors via helicopter from Los Angeles International Airport (LAX). The concept, however, proved it was way ahead of its time.

Los Angeles Airways Starts the Party

Los Angeles Airways (LAA) was founded on 1 October 1947. At the time, the cargo-only airline offered priority mail deliveries utilizing six new Bell 47D helicopters.

Soon after, the carrier obtained Sikorsky S-51s, which made rooftop mail deliveries and, later, human transportation possible. The company was considered the ‘world’s first helicopter airline.’

The airline frequently flew to and from Los Angeles International Airport (LAX) to deliver mail. In the early 50s, LAA formed a network connecting various metropolitan areas in Los Angeles and other parts of Southern California.

In 1956, Disneyland became the airline’s latest destination just one year after the park’s grand opening. From there, the carrier established a route that whisked vacationers from LAX to the park entrance in a mere 20 minutes. The new route allowed travelers to ride a helicopter from the airport into Disneyland without the hectic LA traffic in between. The park named its new heliport ‘Anaheim-Disneyland Heliport’.

Around this time, the airline had several S-55s, which could carry up to 12 passengers at a time. Disneyland operated four flights daily to and from the park.

The heliport was located right next to the newly built Disneyland Hotel. The route was advertised in magazines and travel guides as ‘the fast, convenient way to Disneyland in only 20 minutes.’

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Image: DisneyHistory101.com

Unfortunately, the heliport made needed expansion at Disneyland almost impossible. Disney would build a new heliport in 1957, then another in 1960.

In 1962, LAA upgraded its fleet with four $650,000 Sikorsky S-61s. These new helicopters came with 28 seats, safety features, and capabilities for rainy or windy flights. These vessels could also travel up to 100 miles per hour and carry almost double the load capacity of the S-55.

Even though the Heliport was widely popular, a former Disneyland employee on TikTok claimed the venture was only profitable due to government subsidiaries and the deal with LAA.

A Pair of Tragedies Shuts the Airline Down

On the evening of 22 May 1968, one of the LAA S-61 helicopters crashed in Paramount, California, en route from Disneyland to LAX, killing all 20 passengers and three crew members on board.

The National Transportation Safety Board (NTSB) summarized that one of the blades hit the fuselage during flight, causing the crash. This malfunction proved fatal, causing the helicopter to break apart midair and plummet onto a dairy farm.

The Los Angeles Times at the time reported that a Berkeley Professor, a Hunt-Wesson Foods executive, and the Mayor of Red Bluff, California, were among the casualties.

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Image: By Robert J. Boser from Wikimedia Commons

A second crash occurred on 14 August 1968. This tragedy claimed 21 lives, including three crew members. Like the crash less than three months earlier, this accident happened during the early evening hours. However, the route for this flight was LAX to Disneyland.

The NTSB confirmed that the crash occurred due to a ‘fatigue failure’ in one of the helicopter’s blades. This blade detached from the spindle, causing the helicopter to lose control and plummet to the ground.

Scrutiny from the dual S-61 crashes caused the public to shun the airline. Along with ongoing costs and competition from ground-based services, LAA closed its doors in 1971.

Disneyland revived the helicopter routes in 1972, this time with Golden West Airlines. The endeavor only lasted five months before the idea was nixed for good. A couple of factors contributed to this service’s lack of popularity: the increase in fares from $4 to $16, noise complaints from nearby areas, and negative experiences from passengers.