Japanese automobile manufacturer Toyota and American aviation company Joby Aviation conducted the first air taxi flight in Japan. Joby’s electric vertical takeoff and landing (eVTOL) aircraft managed to successfully transport passengers in one of Toyota’s production locations earlier this month.
The first international flight was conducted at the Toyota Higashi-Fuji Technical Center in Shizuoka, Japan on 4 November. Within sight of Mount Fuji, the test flight signified the aircraft’s environmental friendliness. The flight was also a homage to the two company’s fruitful, seven-year relationship.
Toyota and Joby Heads Give Congratulations
Joby Founder and CEO JoeBen Bevirt commented on the first flight in Japan:
“Our first overseas flight marks a significant milestone on our journey towards making clean air travel an everyday reality. We share Toyota’s vision for the future of mobility and are honored to have had the opportunity to present a glimpse of that future through our flight in Japan.”
Toyota Executive Vice President and Chief Technology Officer Hiroki Nakajima also chimed in on the potential of Joby’s eVTOL vehicles:
“Air mobility has the potential to change our ‘sense of distance and time,’ and open a future with the new option of air mobility that will further enrich the lives of many people.”
Joby’s air taxi can travel up to 200 miles per hour and seat five people in unison, including the pilot. According to Joby, the eVTOL aircrafts also operate with zero carbon emissions and run quieter than most helicopters today.
With Joby’s air taxis planned for service, the company hopes to alleviate land vehicle traffic congestion. The taxis can also give travelers in rural and urban areas more transportation options.
Toyota and Joby’s Aviation Aspirations
In October, Toyota announced it would pledge $500 million into Joby, with a lifetime total of $394 million since 2019. Two tranches make up the new investment. The first tranche is set to deliver some time later in 2024, with the second tranche taking place in 2025.
Prior to the recent investment, Toyota previously invested money in Joby towards the creation of unique powertrains and other components for the American air taxis. Toyota President and CEO Ted Ogawa also joined Joby’s Board of Directors at the start of July 2023.
Earlier in 2024, Joby reached an agreement with Dubai’s road and Transport Authority to operate air taxi services in the United Arab Emirates starting as early as 2026. Joby is also looking to legally fly its eVTOL taxis in the United Kingdom and Australia in the future.
Imagine flying from Beijing to New York City for lunch and returning to China in time for dinner. This might seem hard to imagine, but a Chinese company has plans to make it possible with supersonic travel as early as 2027.
On 27 October 2024, the Chinese company Space Transportation, also known as LingkongTianxing Technology, reported it conducted a successful test flight of its Yunxing prototype plane. The company claims the aircraft will be able to fly at speeds of about 3069 miles per hour or Mach 4, far exceeding the target Mach 1.5 speeds of the planned Boom supersonic jet.
Front of the Yunxing | (X @CNSpaceflight)
Concorde Taxiing | Public Domain
Space Transportation plans for the Yunxing to be the first supersonic commercial airliner since the Concorde to provide supersonic travel and that it will fly significantly faster than the Concorde’s maximum speed of about 1250 miles per hour or Mach 2.
Design Challenges for the Yunxing
Space Transportation has not released many details about things like the size and passenger capacity of the Yunxing but did state that it will have an all-composite structure. It also announced that the aircraft will have some unique capabilities for a passenger jet, like having vertical takeoff and landing capabilities and flying at about 65,000 feet.
Space Transportation will face some technical challenges with supersonic travel, and none might be more difficult than kinetic heating. Supersonic aircraft face kinetic heating caused by friction from the air. During flight, the Concorde, for example, would heat up to about 266 degrees Fahrenheit at its nose and 199 degrees at its tail. The heat would also cause the airframe to expand nine or ten inches, a process known as thermal liner expansion.
Space transportation will certainly have to account for this with the expected higher supersonic speeds of the Yunxing.
Buffeting at high speeds will be another challenge Space Transportation must face before it can return to supersonic travel. Chinese researchers are working on this. As aircraft reach and exceed the speed of sound, shock waves develop which can reduce lift and cause dangerous vibrations.
Scientists from Northwestern Polytechnical University in China are working on a concept to incorporate holes into wing designs. The holes would diminish the shock waves and vibrations and result in improved aerodynamic efficiency.
Funding and Bold Claims
Space Transportation has attracted investors interested in the Yunxing project and supersonic travel, pulling in $76 million in recent years from Chinese state-owned companies and private corporations. The company is not afraid of making bold claims about the project.
A 2021 press release from Space Transportation stated they were the “only high-tech enterprise in China that is engaged in the research and development and application of commercial hypersonic flights.”
While this sounds impressive, it is not technically correct, as the definition of “hypersonic” is a speed that exceeds five times the speed of sound.
Despite Space Transportation’s claims, other companies have begun to show interest in developing their own supersonic commercial aircraft, including Boeing, Hermeus, and Boom Supersonic. Boom is working on its XB-1 with the goal of providing supersonic travel.
Concorde Set Early Standard in Supersonic Travel
The Concorde was the first commercial jet to offer supersonic travel and made flights, usually between Paris, London, and New York, from 1976 until 2003. It carried 92 – 128 passengers and nine crew members. Space Transportation has not provided details on how many passengers the Yunxing will carry.
The Concorde also saw a steep reduction in numbers of passengers following September 11, 2001, and was limited to flying mostly over water to avoid creating sonic booms near populated areas. All of this combined to make the aircraft too costly to continue its commercial flights.
Supersonic Travel Versus Luxury
Artist depiction of interior of yunxing | space transportation
Space Transportation estimates passengers will pay between $20000 to $30000 to fly one-way on the Yunxing. It used to cost about $12000 for a round-trip ticket on the Concorde between London and New York. This brings up questions of why people would choose supersonic travel on the Chinese aircraft, especially considering some of the more comfortable, less expensive, but luxurious options available for first-class travel.
Space Transportation has released images of what the interior of the Yunxing will be like, and it does look similar to the Concorde. It appears a bit cramped with not much room to move about during the flight, but if you are traveling at 3,000 mph and getting to your destination in a few hours, does that really matter?
Concorde Interior | public domain
For an example of luxurious travel, ETIHAD, the national airline of the United Arab Emirates (UAE), offers an opulent first-class suite called “The Residence” on its Airbus 380s which is a three-room apartment with living room, bedroom, shower, and butler service. The cost for a round-trip ticket in the “The Residence” from New York to Abu Dhabi is about $25000.
Bedroom in etihad “residence” in flight suite | etihad
Customers To Determine if Yunxing is a Success
Customers willing to pay a lot for air travel will have to decide between the convenience of supersonic travel versus luxury. That may determine whether the Yunxing will be successful or whether it will eventually fail due to high costs.
The future will tell whether the Yunxing will set a new standard in supersonic travel, or whether it will have a relatively short lifespan like the Concorde. That is if this paper airplane ever becomes reality.
Grumman’s Panther Jet Was The Navy And Marine Corps Jet Workhorse of the Korean War
Grumman built several notable fighters, but their F9F Panther was the first jet-powered fighter. One of the workhorses of the Korean War and the very first jet aircraft flown by the Navy’s Blue Angels, the Panther was one of many designs conceived during World War II that relied on the slow pace of turbojet engine development to get off the ground.
Ironically, the genesis of the Panther actually traces back to the two-seat Grumman G-75 design that lost out to the Douglas XF3D-1 Skyknight in 1946.
The Grumman F9F Panther was one of the United States Navy’s first successful carrier-based jet fighters | Official US Navy Photograph
A Different Breed of Grumman Cat
Even though the Navy’s Bureau of Aeronautics (BuAer) issued a contract to Douglas for the F3D-1, they also issued a contract to Grumman for two XF9F-1 (G-75) prototypes in 1946. It has been said that BuAer doubled down when it issued contracts to both companies.
In any case, BuAer agreed with Grumman’s revised plan to develop a different single-seat design (the G-79) under the contract issued for the G-75. That’s how the G-75 became the G-79 (F9F-2) and then became the straight-winged conventional tailplane-equipped F9F Panther.
Official US Navy Photograph
Engine Technology Fails Another Jet Fighter- For a Time
Grumman test pilot “Corky Meyer” flew the prototype on 21 November 1947. However, like all jet-powered fighters in development at the time, the Panther underwent considerable engine development for quite some time, even after production began.
Initially powered by the Pratt & Whitney J42 turbojet engine- a contract-built version of the Rolls-Royce Nene, Panthers were fitted with permanent wing tip tanks to provide enough fuel for the inefficient (read thirsty) jet engines of the time. Irony strikes again: The tip tanks actually improved the Panther’s roll rate.
Official US Navy Photograph
The First Fighter/Attack Guys?
After passing carrier qualification testing, the F9F-2 Panther was cleared to operate from aircraft carriers. Equipped with four 20 millimeter cannons mounted under the nose of the aircraft and capable of carrying bombs on underwing hardpoints and rockets on underwing rails, Panthers were fighter-bombers from the start.
Close air support (CAS) became a primary role for both Navy and Marine Corps Panthers. Early F9Fs experienced tailhook and aft fuselage problems that were so severe that entire aft fuselages were pulled from recovering jets. Grumman fixed these issues before the next major variant of the jet was introduced.
Official US Marine Corps Photograph
Slower in the Pattern Around the Boat = Good Thing
The F9F-4 was a development of the first jet cat, featuring a longer fuselage to increase internal fuel capacity and a larger vertical stabilizer for improved lateral stability. Originally powered by Allison J33 engines, many F9F-4s later received the tried-and-true P&W J42 engines.
One new aspect of the F9F-4 was the use of pressurized bleed air to simulate higher speeds across the flaps. This modification, utilizing engine compressor stage bleed air, resulted in a nine-knot slower stall speed and a 7-knot slower approach speed. F9F-5s received another thousand pounds of thrust when the stronger P&W J48 engine powered them. Anti-stall fences were mounted just outboard of the wing roots as well.
Official US Navy Photograph
The Panther Heads to Korea
Panthers became operational with VF-51 Screaming Eagles during May of 1949 and VF-11 Red Rippers at Naval Air Station (NAS) San Diego a few months later. During August 1949, VMF-115 Silver Eagles at Marine Corps Air Station (MCAS) Cherry Point received their first Panther jets. The first Navy Panther squadrons to see action in Korea were VF-51 and VF-52 Knightriders. The Marines of VMF-311 Tomcats arrived in Korea first in December 1950, flying their F9F-2B Panthers.
Official US Marine Corps Photograph
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The F-100 Super Sabre Overcame Significant Engineering Challenges To Become A Legendary Fighter Bomber
North American’s F-100 Super Sabre served the United States for 25 years. The Hun was the first American fighter jet capable of level supersonic flight. Progenitor of the Century Series, the F-100 was conceived in 1949 and developed during the 1950s- serving during some of the hottest years of the Cold War. North American’s justly famous F-86 Sabre jet fighter was the aircraft upon which the Hun was loosely based. One of the first American aircraft to incorporate significant amounts of titanium in its structure, the F-100 was much more than a redesigned F-86.
Official US Air Force Photograph
Bought Before It Was Built
The F-100 began as an unsolicited proposal for a supersonic day fighter to the United States Air Force (USAF). Because the F-100 was equipped with wings swept at 45 degrees, it was initially dubbed the Sabre 45. North American’s mockup of the design was inspected on 7 July 1951, and after over a hundred modifications, the new aircraft was accepted as the F-100 on 30 November 1951. On 3 January 1952, the USAF ordered two prototypes (YF-100As) to be followed quickly by 23 F-100As for delivery in February of 1952 and 250 more F-100As for delivery in August of 1952.
Official US Air Force Photograph
Deadly Sabre Dance
First flown in May of 1953, the YF-100A prototype performed so well that the F-100A went into production just five months later. But when Pearl Harbor hero and North American test pilot George Welch was killed in an early production F-100A during October of 1954 the cause was determined to be yaw instability-induced inertia coupling. Additional flight testing revealed that as the F-100A approached stall speeds, lift reduction on the outer wings could cause a violent pitch-up- the Sabre Dance.
Official US Air Force Photograph
Prone to Problems at First
Potentially deadly design issues notwithstanding, the F-100A was pressed into service quickly due to delays in the other fighter-bomber in development at the time, Republic’s F-84F Thunderstreak. The Hun went into service with the USAF Tactical Air Command (TAC) in September of 1954. TAC immediately requested that subsequently delivered F-100s be capable of “special weapons” (tactical nuclear weapons) delivery and that they keep the four 20 millimeter cannons mounted in the forward fuselage. However, no less than six major mishaps occurred within just two months. The entire fleet of F-100As was grounded until February of 1955.
Official US Air Force Photograph
Those Slick Chicks
One noteworthy modification program was the Slick Chick RF-100A photographic reconnaissance variant. Six F-100As were modified to fit cameras in place of the gun armament. Because the camera equipment would not all fit within the available space the engineers added a bulge that extended from below the windshield almost to the trailing edge of the wing. RF-100As apparently flew some highly sensitive missions over Soviet-occupied territories in Europe during some of the hottest days of the Cold War. Many of these missions are still classified today. After their service in Europe the Slick Chicks were used by the Taiwanese. Those missions are also still classified too.
After Delta Air Lines served CrowdStrike Holdings Inc. with a lawsuit last week, CrowdStrike retaliated with a counter lawsuit filed in Fulton County Superior Court.
In light of the global IT outage this past July, CrowdStrike claims that the airline failed to uphold security standards, including failing to update firmware. The latest lawsuit claims that Delta’s own actions compromised thousands of passwords in its systems.
The CrowdStrike outage occurred during a universal firmware update on 19 July that automatically took place involving all CrowdStrike Falcon security programs connected to the internet. Due to a glitch causing Microsoft systems to function, various airlines that implemented Falcon were affected, with Delta alone having to cancel more than 5,000 flights over a span of a week.
A Delta Boeing 737-900 and a Southwest Boeing 737-700 at General Mitchell International Airport (KMKE) | IMAGE: Miguel Ángel on Unsplash
Delta and CrowdStrike Clash in Court
Both Delta and CrowdStrike filed their lawsuit within hours of one another, with Delta submitting their complaint in court on 25 October and CrowdStrike filing later in the day.
Delta is seeking $500 million from CrowdStrike in damages affected by the IT outage, in addition to legal fees and punitive expenses. Delta’s lawsuit argues that CrowdStrike “cut corners and took shortcuts” and “caused a global catastrophe” as a result. The airline claims that it lost $380 million in customer refunds and $170 million for maintenance expenses.
CrowdStrike’s civil complaint defended the company’s actions, explaining how lingering issues on Delta’s end were caused by the airline’s own infrastructure. CrowdStrike also cited that other airlines have managed to recover faster from the July outage compared to Delta.
A CrowdStrike representative commented further on Delta’s claims to Law360:
“Delta’s claims are based on proven disinformation, demonstrate a lack of understanding of how modern cybersecurity works and reflect a desperate attempt to shift blame for its slow recovery away from its failure to modernize its antiquated IT infrastructure.”
Additional Notes From Delta and CrowdStrike
Microsoft appears to have partaken in CrowdStrike’s lawsuit, repeating the sentiments of the IT security company. Back in late July, Delta Air Lines CEO Ed Bastian expressed plans to also sue Microsoft, but the lawsuit never materialized.
CrowdStrike’s attorneys have also pointed out that there’s a special compensation clause in the three-year contract signed by both parties in 2022. The clause cites that any compensation that CrowdStrike owes to Delta is limited to “twice the fee for CrowdStrike’s services”.
As a response to CrowdStrike’s counter lawsuit, a Delta representative called the lawsuit “meritless” in a message to CIO Dive. The airline plans to file a motion to dismiss the lawsuit.
CrowdStrike is proposing for a declaratory judgment to prohibit Delta from demanding monetary damages from the security company.
Other Legal Struggles
Delta Air Lines has settled a class action lawsuit filed by customers that claimed the airline had mishandled the IT outage. The customers claimed to have had to pay even more money for air fares from competitors, meals, and rental cars due to negligence by Delta.
The class action lawsuit states that Delta failed to recover from the CrowdStrike outage, leaving passengers stranded at airports across the globe.
Investors have also labeled CrowdStrike a defendant in a separate legal battle that began weeks after the worldwide outage. The Plymouth County Retirement Association filed a class action lawsuit against the tech company in Austin, Texas.
In March 2024, CEO George Kurtz made claims to investors that the company tested and certified his software, with the association stating that Kurtz’ words were “false and misleading”. A CrowdStrike spokesperson responded to the lawsuit at the time, stating the company will aggressively defend the case.
United Airlines is one of the largest commercial airlines in the world, headquartered in Chicago, Illinois. The airline attracts tens of millions of travelers annually with flights to over 200 domestic destinations and over 100 international destinations.
But if this is your first time booking with United Airlines, it can be overwhelming to search for where to go if you want to cancel your plane tickets and get your money back. In this article, we’ll show you how to know if you qualify for a refund and how to request one.
About United Airlines Refunds
According to the United Airlines official website, the company offers a 24-hour window to customers to request a refund on recently purchased flight tickets.
For Basic Economy tickets, the refund window will only be present if your flight is at least over a week away. If it’s less than a week from your scheduled flight, you unfortunately won’t be able to get a refund.
United Airlines Refund Policies for 2025 20
If United Airlines, your airport, or the Federal Aviation Administration (FAA) canceled your flight, you should get a refund automatically. Up until 2024, many airlines required the customers to contact customer support to ask for a refund if they qualify. A bill that passed in 2024, however, made it mandatory for United to process every refund automatically.
For significantly delayed flights, the airline must give you the option to cancel your flight for a full refund. This rule is in effect for domestic flights that are delayed by at least three hours and global flights that are delayed by at least six.
Refunds For Unplanned Events and Other Expenses
If your flight will still go on, but forces beyond your control stop you from making the flight, you could also be eligible for a refund. United lists military orders, death in the family, jury duty, and certain illnesses as four “unplanned events” that make a refund considerable.
As far as other United expenses go, there are a select number of them that customers can also cancel and get refunds for. These include service fees, meals, and Wi-Fi. Services that are ineligible for refunds include Economy Plus subscriptions, United Club subscriptions, and travel bundles.
If your flight was canceled, and you also ordered Priority Boarding, Premier Access, and Cabin Upgrades, you will get a refund for these services also.
If United asked you to downgrade your seat, you can also opt for a United Airlines refund. Should you accept the new seat, you’ll get a partial refund. If you reject the new seat, you’ll cancel your flight, but you’ll get a full refund, even if it’s outside the 24-hour window.
Canceling A United Airlines Flight
You can cancel a United Airlines flight on the airline’ official website. You’ll need to log in to your account to request your cancelation.
Once you’re logged in, click on the “My Trips” page. You’ll then the site will prompt you to enter your confirmation number and MileagePlus number. If you don’t know these numbers, you can find them in your confirmation email when you ordered your tickets.
If you’re due for a refund, no matter the circumstance, your money should return to your original payment method. Credit card refunds take up to seven days while bank account orders should take up to 20 days. The refund should appear on your next bank statement.
If you don’t qualify for a refund, you can still cancel your tickets. Rather than a monetary refund, however, the airline will issue non-refundable travel credits. You can redeem these credits for future flights with United for up to a year.
Depending on the flight you choose, you can order a flight using your credit and spend little to no money on that flight.
There are many different ways you can qualify for a United Airlines refund. Request a refund as soon as you decide to while you still have the option to get your hard-earned money back.
On 27 July 1972, under the control of McDonnell Douglas chief test pilot Irving L. Burrows, the F-15 Eagle first took to the skies over Edwards AFB, CA.
Burrows took the Air Force’s new twin-engine dedicated air superiority fighter on a 50 minute cruise, which topped out at 12,000 feet and 250 knots, before returning to base. The flight was uneventful other than a minor issue with a landing gear door.
“It was just like the simulator,” said Burrows upon departing the aircraft, S/N 71-0280, the first YF-15A prototype (F-15A). It was painted in “Air Superiority Blue” with orange flight test markings, and had square wingtips and an unnotched stabilator.
“This aircraft performed well from the first minute,” said Burrows later. “We knew we had a winner from the start.”
Several more flights occurred in the week that followed. They included milestones such as achieving Mach 1.5 speed and reaching an altitude of 45,000 feet.
Above, watch Burrows give a presentation on the design, testing, and legacy of the F-15 at the Missouri Aviation Historical Society’s July 2012 meeting.
A total of 12 pre-production F-15s were made, serial numbers 71-0280–71-0291, and the twin-engine fighter jet was approved by the USAF for full-rate production just 6 months after its first flight test.
The single seat A model jet evolved quite a bit in the years that followed. The two-seat B model came not long after, followed by the F-15C, -D, and -E models. They additional models fulfilled the need for a dual-role fighter that can engage both ground and air targets.
McDonnell Douglas F-15A (S/N 71-0280, the first F-15A prototype). Note the square wingtips and unnotched stabilator. Photo: USAF
The jet has broken many records, shot down numerous adversaries, and even shot down a satellite in 1985 as the culmination of a six year development and test program for the anti-satellite (or ASAT) missile (another mission out of Edwards AFB too).
The historic 71-0280 which flew the first flight is on display at Lackland Air Force Base, Texas.
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The past weekend saw a groundbreaking new flight taking place from Texas to Australia. American Airlines completed a nonstop route to Brisbane all the way from its Dallas-Fort Worth hub, attracting attention from around the globe.
American Airlines Flight AA7 departed around 2200 local time Saturday evening. The flight concluded 16 hours later when it touched down at Brisbane Airport in Australia Monday morning at 454 local time, over half an hour ahead of schedule.
Raising the Bar in Trans-Pacific Aviation
The inaugural flight to Australia set a couple of records last weekend. The flight marked the longest ever American flight by distance at over 8,300 miles. This also set a new record as the longest flight either to or from Brisbane Airport.
The flight took place on a Boeing 787-9 Dreamliner at full capacity with multiple crews working different shifts of the flight. Three pilots also operated the aircraft during its flight. A total of 285 people were on board, though American didn’t disclose how many were passengers.
Brisbane Airport broadcasted the aircraft landing live on its YouTube channel, seen by over 38,000 viewers since Monday. The two-hour and 15-minute event was hosted by Brisbane Airport Media Manager Peter Doherty and ‘The Great Outdoors’ host and producer Sammy Cheney.
“This is not just linking two cities, this is linking two countries,” Doherty exclaimed. “Look at that! It’s fantastic!” he exclaimed as the aircraft made its landing on the runway.
Following the American Brisbane Flight
After the American Airlines flight landed and deplaned, each passenger was given free goods from Brooki Bakehouse, a local business founded by Queensland influencer Brooke Bellamy.
FlightRadar24 Director of Communications Ian Petchenik also shared his thoughts during the inaugural flight to Australia:
“We expect this to be one of the most tracked flights on FlightRadar24, with people around the world tuning in to follow the aircraft’s progress from Dallas-Fort Worth to Brisbane, especially keen to watch the livestream of the landing.”
File Photo: American Airlines have 737-800
Brisbane Airport CEO Gert-Jan de Graff called the Dallas flight “a landmark moment” for Brisbane and Queensland. He added that the connection between the two airports “unlocks incredible potential” for travelers flying across the Pacific Ocean.
The Australian Government projects that this seasonal route will attract 141,000 travelers to Queensland, Australia over the next few years, with an influx of up to $113 million Australian dollars into the nation’s economy.
More on the American Airlines Winter Schedule
The historic route was first announced by American Airlines back in February as part of a deal with Qantas Airways. The February press release touts the partnership as a catalyst to a “comprehensive network” of destinations for Americans, Australians, and New Zealanders. Additional Winter routes that were announced are for Rio de Janeiro, Brazil as well as a return to Kona, Hawaii.
Former Australian Treasurer Cameron Dick had encouraging words on the announcement, stating that the new connection “opens up many opportunities” for businesses in both Queensland and Texas.
The airline will also resume additional international flights next month. American will resume flights from Los Angeles to Auckland, New Zealand on 5 December and fly again between Dallas-Fort Worth and Kahului, Hawaii starting 19 December.
American’s US Airways Heritage Livery (Courtesy American Airlines)
American Airlines currently operates five flights weekly between Dallas-Fort Worth and Brisbane. The airline will then fly to and from Brisbane every day from December through March 2025. Google Flights currently lists one-way flights from Dallas to Brisbane via American starting at $892.
United Airlines is the only other United States airline that operates nonstop flights to Brisbane. United’s two current Brisbane routes fly to and from San Francisco and Los Angeles, California.
North American’s Intermediate Trainer Was the Right Jet at the Right Time
50 years. That’s how long North American’s T-2 Buckeye intermediate jet trainer served in the Navy’s Air Training Command (NATRACOM). Known at first as the T2J-1 when it entered service in 1959, the Buckeye’s designation changed (along with every other one) to T-2A in 1962. 609 Buckeyes were built at the North American factory located in Columbus, Ohio. Also used by Venezuela and still used by Greece’s Hellenic Air Force today, Buckeyes were easy to work on and great teaching platforms.
Official US Navy photograph
Thousands of Aviators Over Millions of Hours
Nicknamed the “Attack Guppy” and the “Trusty Tubbyjet”, the Buckeye never got much love for its looks, but entire generations of Naval and Marine Corps Aviators and Flight Officers- more than 11,000 of them over 3.4 million flight hours- flew them before they were trusted with more advanced jet aircraft in the fleet. At first powered by a single Westinghouse J34 turbojet engine (T-2A), subsequent variants were powered by uprated Pratt & Whitney J60 turbojets (two of them in the T-2B) and later a pair of GE J85 turbojets in the T-2C. The export T-2D (for Venezuela) and the T-2E (for Greece) were powered by J85s.
Official US Navy Photograph
Like a Jet Trojan. Sort of.
The Buckeye and the Grumman TF-9J Cougar together replaced the Lockheed TV-2/T-33B Shooting Star and T2V-1/T-1A SeaStar, the previous and first generation of Navy and Marine Corps jet trainers. Employing a straight wing design and a cockpit layout very similar to the primary piston-engine trainer of the day, the North American T-28 Trojan, the Buckeye’s performance envelope fit neatly between the Air Force’s Cessna T-37 Tweet and the Navy’s advanced jet trainer, the Douglas TA-4J Skyhawk.
Official US Navy Photograph
Bolt On Some Guns and Let’s Go Shooting
Though not equipped with internal weapons or systems to deliver them, T-2C Attack Guppies could be fitted with a pair of wing-mounted .50 caliber machine gun pods, practice bombs, and small practice rockets with which many a budding attack pilot honed early marksmanship skills. The jet also featured full dual controls with powered assist, along with large trailing-edge wing flaps, slab-type air brakes on both sides of the fuselage, and a retractable arresting hook, all of which were hydraulically actuated.
Official US Navy Photograph
One Tough Customer
North American knew how to build tough aircraft for student pilots to fly. The jet was simple, reliable, extremely stable in flight, and tough as nails, with wide-track tricycle landing gear and underslung engines for ease of maintenance. In addition to its primary role as the first jet aircraft in which most student aviators made their first carrier landings, the Buckeye was also used by adversary training squadrons and as a DT-2B and DT-2C drone controller aircraft. The Navy’s Test Pilot School at Naval Air Station (NAS) Patuxent River in Maryland employed Buckeyes for spin training.
Official US Navy Photograph
Dependability Built In
Other trainer aircraft came and went during the Buckeye’s long service career. The radial-engine T-28B and T-28C Trojans were replaced by Beech T-34C Turbo Mentors, which in turn were replaced by an acronym- the Beech T-6 Texan II Joint Primary Aircraft Training System (JPATS). The TA-4J Skyhawks were replaced by the McDonnell Douglas T-45 Goshawk. Buckeyes were also replaced by the Goshawk, with the final VT-86 Sabrehawks operational NATRACOM sorties occurring during 2008.
Official US Navy Photograph
Saying Goodbye to the Buckeye
Contract Out of Control (OFC) flight and spin training, chase flights, and weapon trials support flights kept a few T-2Cs in the air, but when Test And Evaluation Squadron TWO ZERO (VX-20) Force Aircraft Test retired their last Buckeyes in late 2015, it was goodbye for the Guppy. With so many of the former Navy and Marine Corps trainers relegated to the boneyard at AMARG in Tucson, we can hope that the handful of Buckeyes flying in private hands today is joined by a few more Trusty Tubbyjets.
Official US Navy Photograph
To the Video
BONUS: Here’s a short video clip of a restored and privately-owned Buckeye flying at the 2014 Wings over Waukegan Airshow uploaded by AirshowStuffVideos.
Watch the Blue Angels and Thunderbirds fly together over Pensacola! The rarely seen Super Delta brings all 6 demo jets from each team together in one massive 12-jet formation.
Both teams have conducted joint training together each winter for the last 5 years, most recently in March 2024 when the Thunderbirds visited the Blues’ at NAS El Centro. Each team represents different military branches, but both share a similar mission.
They are now on the tail-end of a very busy air show season, performing across the United States week after week. The Pensacola show will be the last for both teams in 2024.
A rare appearance together at the home of the Blue Angels
The blue angels and thunderbirds super delta over pensacola oct 30, 2024 (mike killian photo)
“Having our military’s top flight demonstration teams perform at the ‘Cradle of Naval Aviation’ will undoubtedly be an experience you won’t want to miss!” said Capt. Terry Shashaty, NAS Pensacola’s commanding officer.
“The Blue Angels and Homecoming Air Show are ingrained in the identity of Pensacola. We are proud to host a family-friendly event showcasing the capabilities and precision of both the Navy and Air Force teams as well as our civilian performers!”
The blue angels and thunderbirds super delta over pensacola oct 30, 2024 (mike killian photo)
“Our demonstrations showcase the incredible milestones a team can accomplish when they work together,” says Thunderbirds leader Lt. Col. Nathan Malafa.
“It’s an honor to perform alongside our Navy counterparts; we both started building the foundations of our 2024 teams together in El Centro and will end our seasons together in a display of excellence.”
This isn’t the first time both teams have got together at an air show
The blue angels and thunderbirds super delta over pensacola oct 30, 2024 (mike killian photo)
While it is rare to see both teams together at any air show, it has happened before. They both appeared at Point Mugu in 2023.
They also flew the “Super Delta” together during a National Memorial Day parade in 2021, in addition to the America Strong flyovers during Covid in 2020. Both teams also appeared together at the Kansas City air show in 2021.
The blue angels and thunderbirds super delta over pensacola oct 30, 2024 (mike killian photo)
While both teams will be at the air show Nov 1-2, they won’t be actually flying together. Each team will fly their demos separately (officially, for now). The Thunderbirds are scheduled to takeoff at noon each day, followed by the Blues at 2pm.
The 2024 edition of the Wings Over Houston Airshow (WOHA) drew over 120,000 people to Ellington Field southeast of Houston over two warm-to-hot but CAVU days. At this, the 40th annual WOHA, fans were enthralled by everything from the RE/MAX Skydiving Team, which opened each day’s show from above with our National Anthem while being circled by the Nextgen Eagles, to the headliners of the event, the US Air Force F-16C Viper Demo Team and the US Navy Flight Demonstration Squadron (AKA the Blue Angels). From open to close both days there was always something good to see, hear, eat, or buy.
ReMAX skydiving team national anthem (image via author)
The Quick List:
Radio controlled aircraft demonstrations prior to show open
Extra 330LX aerobatics demonstration (John and Shane McGillis)
warbird flightline (image via author)
US Air Force Academy glider aerobatics demonstration
Model rocketry
MiG-15 (image via author)
MiG-15 flight demonstration (Sunday only)
US Coast Guard Air Station Houston MH-65E Dauphin rescue demonstration
collings foundation me-262B-1C (image via author)
Collings Foundation Me-262B-1c flight demonstration
“Me-262 Project” replica Me-262B-1c is registered as N262AZ. The Me 262 Project built five flyable Me-262s- the first of which flew in 2002. The project concluded with completion of the flight test program and delivery of the fifth and final replica in 2012. The aircraft are actually powered by General Electric CJ610 turbojet engines, cunningly concealed inside detailed reproductions of the original Junkers Jumo 004B engines and nacelles.
Commemorative Air Force (CAF) trainers flight demonstration
Big bang at the end of the CAF tora tora tora reenactment (image via author)
CAF Tora Tora Tora reenactment
five CAF ‘zekes’ and three CAF ‘kates’ (image via author)
CAF Missing Man formation flyover
CAF warbird fighters and bombers flight demonstration
warbird fighters (image via author)
Vietnam War Combat Search and Rescue (CSAR) demonstration (TA-4F Skyhawk, F-100F Super Sabre, T-28B Trojan, A-1H Skyraider, CH-46E Sea Knights, AH-1G Cobra)
TA-4F Skyhawk 518 making freedom sounds (image via author)
Before 2024, the only way to go to space was by rocket, but that is about to change. Offering a new development in balloon exploration, Space Perspective, a company based in Titusville Florida, will soon be taking people up to 100,000 feet in a luxurious capsule lifted by a balloon. For each flight, eight passengers plus a pilot, will board the Space Perspective Spaceship Neptune Capsule for a six-hour voyage to the edge of space.
The Space Perspective “SpaceBalloon,” filled with hydrogen, will lift the capsule at 12 miles per hour. The balloon itself is not a new technology but uses a proven design similar to what NASA has used more than 1000 times carrying payloads heavier than the Spaceship Neptune Capsule.
Artist depiction of the Space Perspective SpaceBalloon | IMAGE: Space Perspective on Facebook
Luxurious interior of spaceship neptune capsule | IMAGE: space p[ers[ective on facebook
The Spaceship Neptune Capsule is a completely original design, with new technology and materials. Its diameter is 16 feet, and its pressurized volume is more than 200 cubic feet. The inside of the capsule, which the company calls the “Space Lounge,” is nothing less than plush, with seats comparable to the most exclusive first-class section on any aircraft. The large windows on all sides will allow each passenger clear, wide views. The capsule will also have a fully stocked bar and food service, wifi to allow guests to livestream the experience, and even a bathroom called the “Space Spa” with its own windows. None of this comes cheap, as the cost of the Space Perspective experience is $125,000.
Six Hours to Space and Back
The balloon experience will last about six hours. It will lift off from either land or water, take approximately two hours to reach its apogee of 100,000 feet, then float at that altitude for two hours, and then descend. The adventure will not end when the Spaceship Neptune Capsule returns to earth.
It will land in the ocean, and meet up with the Space Perspective ship, the 294-foot Marine Spaceport Voyager. The company plans to have a fleet of these ships as it expands operations to several other bases around the world including Europe, the Middle East, and Southeast Asia.
space perspective Flight profile | image: space perspective on facebook
As the capsule nears the water, an inflatable cone at its base will deploy, ensuring a gentle landing. Small boats from the Marine Spaceport Voyager will reach the capsule within five minutes to ready it to be lifted onto the larger ship’s deck. Space Perspective expects it take 20 minutes from splashdown to when the passengers disembark onto the deck.
Engineering Challenges and Partners For Space Perspective
Retrieval of capsule upon landing | image: space perspective on facebook
Engineers faced many challenges in developing the Spaceship Neptune Capsule For example, temperature control is a major factor when going up 100,000 feet. The side of the capsule facing the sun will reach temperatures as high as 91 degrees Fahrenheit, while on the opposite side the temperature will be as low as 26 degrees Fahrenheit at the same time. The windows are also very large, much bigger than those on other spacecraft or aircraft.
To deal with some of these challenges, Space Perspective partnered with Llamas Plastics Inc. to develop the windows. These windows, which are five feet tall, have be clear, but also safe and strong enough to handle the pressure inside the capsule.
Spaceship Neptune capsule construction | image: space perspective on facebook
Llamas Plastics Develops Process for Capsule Window Protection and Visibility
According to Coating Engineer Micah Llamas, their company applies “thin film coatings in a vacuum setting” using a process that involves placing the windows and a metal into a vacuum chamber, lowering the pressure, and igniting the metal.
This vaporizes the metal, which then adheres to the windows while staying transparent. The goal of this was to create windows that reflect ultraviolet rays, control the temperature inside, and maintain visibility.
Space Perspective also partnered with Siemens Digital Industries Software and Amazon Web Services (AWS) to design analysis software. This will simulate all aspects of the Spaceship Neptune Capsule flights, reducing the time to analyze structural, thermal, and other conditions from a week to about ten hours.
Space Perspective has also engaged in a partnership with Epsilon 3, a company with an operations and procedures software platform that allows it to synchronize business processes such as mission-control and marine operations.
A common question about the SpaceBalloon is what would happen if it developed a leak or some other major failure. Space Perspective has designed the capsule to have what it calls a “Reserve Decent System” which is a parachute system like that used in various spacecraft. This is not the only safety element. The company has also partnered with Operator Solutions, a business with search and rescue specialists, doctors, human space flight experts, and fixed and rotary-wing aircrews to provide rescue services.
Space Perspective Attracting Sponsorship and Marketing Partners
Space Perspective has also attracted other companies interested in working together on marketing opportunities. One is a relationship with Mercedes-Maybach. They will use their electric vehicles to carry passengers to and from the capsule, supporting Space Perspective’s goal to remain carbon neutral.
Another business interested in the Spaceship Neptune Capsule is Oreo U.S. In 2023, they produced a limited-edition cookie they called the “Space-Dunk” and created a sweepstakes. The winner will receive a ride aboard the capsule. Considering the cost of a ticket is $125,000, this is a sweet deal indeed.
oreo limited edition space dunk cookie | image: space perspective on facebook
This price has not deterred people from booking seats aboard the capsule. So far, more than 1600 people have paid deposits for upcoming trips, which Space Perspective says will begin in 2025, once testing is complete and they receive full approval from the FAA.
They also hope to expand the basic flights to include events like music shows, meetings, and even weddings. They will also offer packages like overnight missions and trips with different takeoff and landing sites.
Aer Lingus, Ireland’s flag carrier, continues its bold expansion into the North American market with a new route to Indianapolis International Airport (IND).
The new 3,717-mile route, announced this past week, will begin on 3 May 2025. Billed as year-round service, the flight will operate four times weekly on Mondays, Wednesdays, Fridays, and Saturdays.
Once in operation, it will be the only direct flight to Europe from IND, connecting the Motor City with Dublin Airport (DUB). From DUB, travelers can continue on to more than 20 European destinations on Aer Lingus.
IND has not had service to Europe since 2020. That service, operated by Delta Air Lines to Paris Charles de Gaulle (CDG), became a casualty of pandemic-era cuts. When that flight began in 2018, it was the first scheduled direct European flight in IND’s history.
This development is just the latest in a string of high-profile announcements from Aer Lingus, which is currently undergoing an ambitious North American growth spurt. This growth is primarily fueled by the soon-to-be-introduced Airbus A321XLR, which will unlock new markets like IND in ways long-haul widebody flights could never feasibly operate.
The Airbus A321XLR Will Unlock New Markets
Test flight of the Airbus A321XLR | IMAGE: Airbus
The Airbus A321XLR is crucial in Aer Lingus’ strategy to tap into underserved transatlantic routes like Indianapolis. Its decision to bring this aircraft to IND follows the carrier’s recent announcement of new service to Nashville International Airport (BNA). This route, also set to begin next spring, signals a trend of connecting mid-size U.S. markets to Europe.
With a range of 5,400 miles, the A321XLR allows airlines to connect smaller cities across the U.S. to major European hubs without needing larger, less economically efficient widebody aircraft. For cities like Indianapolis, the A321XLR provides the perfect solution.
The variant is currently in the final stages of testing and certification. While Aer Lingus has yet to take delivery of its first A321XLR, the airline’s experience with the A321LR (a slightly less capable variant of the XLR) offers insight into what passengers can expect. The A321LR in Aer Lingus’ fleet currently features 16 lie-flat business class seats and 168 economy seats. The XLR is widely expected to offer a similar cabin configuration, providing a comfortable yet efficient travel option for passengers making the roughly eight-hour journey from DUB to IND.
The A321XLR’s entry into service has faced several delays. However, its inaugural revenue flight is finally on the books. Spain’s flag carrier Iberia will add the A321XLR to its Madrid (MAD) to Paris (CDG) route beginning on 1 November.
Meanwhile, its first scheduled transatlantic flight has been delayed to mid-November 2024. Iberia flight schedules show inaugural revenue transatlantic A321XLR flights begin on 14 November between MAD to Boston Logan International Airport (BOS). Additionally, the carrier is deploying the type on its Washington Dulles International Airport (IAD) to MAD route beginning on 15 January 2025.
Building the “Dub Hub” and Aer Lingus’ North American Expansion
Aerial picture of Dublin Airport (DUB) | IMAGE: Dublin Airport on Facebook
Aer Lingus’ aggressive North American expansion aligns with the airline’s broader strategy to position DUB as a major transatlantic hub, which Irish officials have dubbed the “Dub Hub.”
This hub-centric approach allows Aer Lingus to funnel passengers from North America through Dublin and onward to a wide range of European destinations, with the added benefit of U.S. Customs and Border Protection preclearance at DUB, streamlining the travel experience for passengers headed stateside.
With the addition of Indianapolis, Aer Lingus will operate 19 routes from DUB to North America, and the carrier’s overall transatlantic reach will expand to 24 routes.
This means Dublin is set to surpass Amsterdam Schiphol (AMS) and Paris Charles de Gaulle (CDG) in the number of U.S. destinations served from Europe, second only to major hubs like London Heathrow (LHR) and Frankfurt (FRA). Despite Dublin’s smaller size compared to CDG and AMS in terms of capacity, this level of connectivity strengthens the city’s position as a transatlantic getaway.
Aer Lingus’ North American push has included notable recent launches like Denver (DEN) and Minneapolis-Saint Paul (MSP) in 2023. Additionally, the carrier reinstated service to Hartford’s Bradley International Airport (BDL). This week, the airline will also inaugurate its long-awaited DUB-Harry Reid International Airport (LAS) service.
Why Indianapolis is Aer Lingus’ Newest Destination
Aer Lingus announces new service to Indianapolis International Airport (IND) on Facebook | IMAGE: Aer Lingus on Facebook
Indianapolis has long been rumored to be on Aer Lingus’ radar as part of its U.S. expansion plans. The city’s economy is bolstered by its thriving pharmaceutical sector, which has strong ties to Ireland.
Recent reports from Irish media suggest that the expansion of pharmaceutical juggernaut Eli Lilly, headquartered in Indianapolis, may have influenced Aer Lingus’ decision. Eli Lilly is investing $1.7 billion into expanding its manufacturing footprint across Ireland, fostering greater business connectivity between the two regions.
Additionally, statistics from IND show that an average of 545 passengers per day travel from the airport to European destinations. Given this existing demand, Aer Lingus’ route to DUB is–on paper–seemingly a smart decision for the airport.
Moreover, IND has limited international connectivity at present. Beginning in November, Southwest Airlines and American Airlines will fly once weekly (seasonal) between IND and Cancun International (CUN).
Air Canada also operates a route between IND and Toronto Pearson (YYZ). However, that service ends at the end of October, with a tentative summer 2025 return set for 1 May.
A Strategic Move in a Competitive Market
EI-LRE, Airbus A321-253NX | IMAGE: Aer Lingus on Facebook
Aer Lingus’ choice of IND continues the carrier’s recent trend of expanding into underserved U.S. cities with strong business ties and growing demand for transatlantic travel. By leveraging the capabilities of the A321XLR, Aer Lingus can operate routes that were previously off-limits to long-haul service while maintaining a competitive edge against larger carriers.
Additionally, by offering U.S.-bound travelers the advantage of U.S. Customs and Border Patrol preclearance at Dublin Airport, Aer Lingus is quickly becoming a convenient and attractive option for Midwest travelers.
Passengers arriving in the U.S. can skip lengthy immigration lines and proceed directly to their next destination. This perk is extremely attractive for many frequent travelers.
Aer Lingus Closes in on 100 Destinations
Airbus A330-302 | IMAGE: Aer Lingus on Facebook
Aer Lingus’ route map now includes 19 North American destinations, including Indianapolis, on routes from Dublin, Shannon (SNN), or Manchester, England (MAN).
Boston (BOS) *from DUB and SNN
Chicago O’Hare (ORD)
Cleveland (CLE)
Denver (DEN)
Hartford (BDL)
Indianapolis (IND)
Las Vegas (LAS)
Los Angeles (LAX)
Miami (MIA)
Minneapolis (MSP)
Nashville (BNA)
Newark (EWR)
New York (JFK) *from DUB, SNN, and MAN
Orlando (MCO) *from DUB and MAN
Philadelphia (PHL)
San Francisco (SFO)
Seattle (SEA)
Toronto Pearson (YYZ)
Washington Dulles (IAD)
Globally, Aer Lingus serves 98 destinations with a fleet of Airbus A320s, A321s, and A330s.
Where will Aer Lingus go next with its A321XLRs? While there are several possibilities from which to choose, I would bet St. Louis (STL) would be a logical next choice. Stay tuned.
Convair’s legendary B-58 Hustler was first flown on 11 November 11 1956. The delta-winged bomber would go on to serve with Strategic Air Command (SAC) for only about ten years, but those ten years, between 1960 and 1970, were some of the most perilous in the country’s history.
Designed for a high-altitude penetration mission that was essentially rendered invalid due to improvements made by the Soviets to their surface-to-air missiles (SAMs), the iconic B-58 nonetheless became legendary for its exceptional performance and the advanced technology it incorporated.
The following video was uploaded to YouTube by Gung Ho Vids:
Colonel Chuck Jones Relives His B-58 Days
Retired United States Air Force (USAF) Colonel Chuck Jones narrates this look at the B-58 and its historic deeds. Jones, a former Hustler crew dog himself, also served as deputy commander of McConnell Air Force Base (AFB) in Kansas and commanded Thule Air Base in Greenland, Blytheville AFB in Arkansas, and Carswell AFB in Texas. He has been a volunteer at the National Museum of the United States Air Force in Dayton, Ohio, since 2003. His insights into the B-58 are told as only one who experienced the B-58 can tell them.
Official US Air Force Photograph
Hustler Trivia Time
Jones also crewed in the B-58A that resides at the Air Force Museum today, B-58A Air Force SN 59-2458, known as the Cowtown Hustler. Based at Carswell AFB, 59-2458 flew from Los Angeles to New York City and back on 5 March 1962, setting three separate speed records along the way.
The crew, Air Force Captains Robert G. Sowers, Robert MacDonald, and John T. Walton (no relation), earned both the 1962 Bendix Trophy and the 1962 Mackay Trophy for their achievement. The bomber was flown to the Museum on 1 March 1969.
When the New York Airways promotional film “The Skyline Route” was produced in 1962, the company had already operated above New York and the surrounding area for 13 years. Founded in 1949, New York Airways began carrying paying passengers aboard helicopters for the first time in 1953 using Sikorsky S-55 (think H-19 Chickasaw) helicopters.
Soon, the company added Sikorsky S-58 (H-34 Choctaw) helicopters to their inventory. By 1958, the tandem-rotor Vertol (Boeing) 44 (H-21 Shawnee) helicopters were flying the skies over the Big Apple with restrictions due to its single engine. But the company hit its stride when the twin turbine-powered Vertol 107 (CH-46 Sea Knight) went into service in 1962. The film was uploaded to YouTube by PeriscopeFilm.
They operated the 107s for several years and later added the Sikorsky S-61 (H-3 Sea King). The film shows New York Airways’ routes and destinations with lots of aerial footage of the company’s 107s flying over 1962 New York City and the surrounding area. One tidbit of interest is that the iconic Pan Am Building had not yet been completed and can be seen in its unfinished state in the film. New York Airways 107s had a co-starring role in the 1968 Universal /Malpaso Company movie Coogan’s Bluff.
New York Airways Avgeek Trivia
Another bit of trivia for all the avgeeks: Former New York Airways 107 (N6674D, now operated by Columbia Helicopters) has logged more than 70,000 hours of flight time since being manufactured in 1962, making it the helicopter with the most flight time in the world. Ironically, years later, an S-61 accident that occurred on the roof of the Pan Am Building precipitated both the cessation of commercial flights from the rooftop heliport and, eventually, the company’s demise after 30 years of operations. Talk about bad luck!
Editor’s Note: As of 2025, N6674D is no longer operational. According to flight tracking software, its last flight took place on 13 October 2023
Boeing-Vertol 107 helicopter flying above Lady Liberty. Image courtesy Boeing
Unless you own one of the few private Boeing 727s or fly for one of the few remaining companies still operating the venerable tri-holer, the Zero-G Boeing 727 is the only possible way to still fly in one today.
Boeing 727 Was Once A Staple in Domestic and International Air Travel
The first Boeing 727 via Boeing
During initial production runs, which continued up to 1984, Boeing manufactured over 1,800 of these highly reliable jets. Not surprisingly, the 727 became a staple of domestic and international air travel. Incredible versatility allowed the airplane to serve in various roles, including cargo flights and VIP travel.
The 727 played a pivotal role in the evolution of commercial air travel, driving future aircraft designs and paving the way for more modern passenger jets. It is still an iconic symbol of 20th-century aviation and the ingenuity of the iconic aircraft manufacturer, Boeing.
Boeing 727 Was Engineered To Operate in and Out of Shorter Runways
The Boeing 727, an early tri-engine commercial jet, was introduced in the 1960s, rapidly becoming one of the most popular commercial airliners of its time. First taking flight in 1963 and officially entering service in 1964, the B-727 was engineered to operate in and out of shorter runways, making it ideal for smaller regional airports.
Boeing’s innovative design boasted a T-tail and rear mounted engines on the empennage, allowing for less engine noise and better aerodynamics. It was the first commercial aircraft to offer a full-length cabin, comfortably seating up to 189 passengers.
Zero-G Pilots Induce Zero Gravity
While there are very few 727s still flying today, Gozerog.com, offers a rare and unique chance to experience what astronauts feel in space, namely floating free, without the constraints of earthly gravity.
Here is a special opportunity for virtually anyone to fly aboard a modified Boeing 727 aircraft (reg. N794AJ). Pilots induce zero gravity, enabling passengers to float suspended in the air, flip inverted, and zoom forward and aft, just as astronauts do on the space station. This in-flight science experiment of sorts is not a simulation but actual sustained zero-G flight.
A Gravity Defying Experience
This unique flying is frequently used to train and acclimate new as well as seasoned astronauts. The platform is also leveraged by researchers and scientists in search of useful and important minus gravity, and zero gravity data.
The best part is that the average person, even someone who has never flown on an airplane can participate and join in on this gravity defying experience. It is a genuine once-in-a-lifetime thrill. Aviation video blogger SoCal Sirens & Aviation filmed his flight from back in 2020. You can see the video below:
How Zero-G Creates the Sensation of Being Weightless
Zero-G flight, sometimes called microgravity flight, approximates a weightless environment, allowing those onboard to feel the sensation of floating in space. It is typically achieved through parabolic flight maneuvers, where an aircraft is rapidly climbed, then descended or “nosed over” into a steep arcing dive.
The Zero-G Boeing 727. The only way to fly on a Boeing 727 in 2024. Image: Tomás Del Coro from Las Vegas, Nevada, USA, CC BY-SA 2.0 , via Wikimedia Commons
During the descent phase, passengers are exposed to a brief period—about 20-30 seconds—of microgravity as the aircraft and all onboard fall at the same rate, creating what feels like being weightless.
Weightlessness isn't JUST for NASA anymore!
What to expect on your flight day 1. Check-in: Bring your id and enjoy a light breakfast 2. Meet your Coach 3. Security: TSA Screening 4. Boarding 5. Takeoff 6. The Zero-G Experience 7. Post flight pic.twitter.com/dDmOvHhRy1
Image: jurvetson, CC BY 2.0 , via Wikimedia Commons
The science behind this concept is based upon Newton’s laws of motion, specifically the principle of free fall. During zero-G, the effects of gravity are in essence suspended, allowing for unique experiments and occupant experiences that can unravel many of the mysteries of fluid dynamics, material science, and human physiology.
This kind of specialized flying is critical for astronaut training and space research, providing a functional process for studying phenomena unique to the vacuum of space.
Boeing 727 Still Used To Train
Well-known brands and organizations have endorsed and routinely use the services of Zero-G. Names like Blue Origin, NASA and even US Space Force, and others have all placed a seal of approval on the project. In addition, The Zero Gravity Project is fully approved by the FAA (Federal Aviation Administration) as a trusted and safe zero gravity flight provider.
The project has to its credit nearly 1000 successful flights and has hosted well over 22,000 guests. With more than 20 years of safe operations, civilians taking flight can feel confident in knowing that they are in good hands.
A Jet Designed In the Apollo Era Still Supporting Moon Preparation Today
Apollo 11 launch via NASA
With the work-horse Boeing 727 being such a rare aircraft these days, experiencing zero-G in this way offers up an intriguing taste of aviation history.
The Boeing 727 was conceived, designed and built in a time when Saturn-5 rockets where being engineered in support of the Apollo moon missions. It was a time when John F. Kennedy assured Americans that we would send a man to the moon and return him safely to earth before the end of the decade (1960s).
Zero-G Boeing 727 Overbuilt For This Mission
American confidence was high in those days; failure was not an option and exceptional craftsmanship was never in doubt. This is indeed the era that produced the trusted B-727, an airplane built with nothing more than slide rules, old-style rivet guns and true American grit and ingenuity.
It was a plane built to endure, sometimes being called a ‘tank with wings.’ This is perhaps why it was chosen as the ideal jet aircraft for the zero-G missions. It gets the job done and handles the structural stresses of high-G maneuvers perfectly.
How Can You Fly On a Zero-G Boeing 727?
Flights typically originate from either the Kennedy Space center in Coco Beach Florida or Ft. Lauderdale Florida depending on the time of year and other factors. Visit the website to see all the available package options. Private and research flights originate from several other cities as well.
Flying On a Boeing 727 In 2024 Isn’t Cheap
The price of flying with the zero-G Boeing 727 flight crew is not cheap, starting at nearly $10,000 dollars, it is the memories and photos that will last a lifetime, making it worth the exorbitant expense.
As of Oct 26, 2024, here is the pricing for a Zero G flight according to their website. Be sure to check their website often for the latest pricing and availability.
Zero G Adds The Astronaut Experience
As a final note, the program recently announced a new flight adventure called the Zer0-G Astronaut Experience at the Kennedy Space Center. This is a fully interactive and immersive aviation event that supports the public’s fast-growing interest in space tourism.
Guests enrolling in the Astronaut Experience are presented with a truly unforgettable 2-day flight adventure. It is considered “next level” in that it is allows guests to float with an actual NASA astronaut. The program includes full access to the Space center’s visitor center and an exclusive, astronaut-led tour.
The Gozerog.com website is easy to navigate and makes booking one of these out-of-this-world flights easy and convenient. Happy landings to all of the would-be space tourists out there!
Millions of Men and Women Learned The Basics of Their Aviation-Related Jobs in Millington
The film “Beneath Navy Wings” was produced during the late 1960s and showcases both the Lockheed P2V Neptune maritime patrol aircraft and the Naval Air Technical Training Center (NATTC) at Naval Air Station (NAS) Memphis, located in Millington, Tennessee, just north of Memphis.
While it might seem strange to find the epicenter of training for nearly every aviation-related rating in the Navy near landlocked Memphis, the centrally located NATTC was located across the street from a Naval Air Reserve base. The film was uploaded to YouTube by PeriscopeFilm. I don’t recall receiving a “diploma” from my A school, though. Memphis memories await!
The NATTC installation is now called Naval Support Activity Mid-South. The aviation-related “A” schools have been moved to NAS Pensacola. Back in the day, NAS Memphis was home to Patrol Squadron SIX SEVEN (VP-67) Golden Hawks. Sometimes referred to as the Thunder Chickens, VP-67 was a Navy Reserve patrol squadron whose personnel made 23 full deployments or detached deployments over the course of 24 years of service. They flew the SP-2H Neptune and the Lockheed P-3A Orion and later the P-3B. The Neptune flown in the film is a VP-5 Mad Foxes machine, though.
VMA-124 A-4E Skyhawk. Official US Marine Corps Photograph.
Calling NAS Memphis Home…or Just Stopping In During a Blow at Home
NAS Memphis was also home to Marine Corps Attack Squadron VMA-124, the Checkerboards, who flew several types, including the Grumman F9F-8 Cougar, North American Furies, and Douglas A-4 Skyhawks, for many years. Navy Reserve attack squadron, VA-204 River Rattlers, and their Scooters were also based in Memphis until 1978. Also calling Memphis home was Fleet Logistics Support Squadron FIVE THREE (VR-53) Volunteer Express.
Image via Alec Wilson
Redesignated VR-60 when they turned in their aging Douglas C-118B Skymasters for ex-airline Douglas C-9B Skytrain IIs during October of 1982, VR-60 was disestablished in 1995. NAS Memphis is no longer an active installation, having become the Millington Regional Jetport in 1993. The base still hosts military aircraft from time to time- occasionally quite a few of them. Because of the expansive aprons, aircraft from Gulf Coast bases often bug out to Millington when storms affect their home turf.
Navy Bell TH-57 Sea Ranger helicopters on the apron in Millington during a bug-out from Whiting near NAS Pensacola. Official US Navy Photograph
American Airlines regional carrier PSA Airlines will add 14 new CRJ900NG (NextGen) jets to its fleet, the airline announced this week.
The delivery of the first of the new CRJ900NG aircraft is set for later this month, with the rest joining the fleet in a phased manner.
Company officials point out that the addition of these new aircraft reinforces its role in American Airlines’ regional operations and its integral contribution to the American Eagle brand. Dayton, Ohio (DAY)-based PSA is one of three wholly owned subsidiaries of American Airlines, including Envoy Air and Piedmont Airlines.
Flannery: Staffing is Fully Restored and No Parked Planes
PSA Airlines CRJ aircraft parked at Charlotte Douglas International Airport (CLT) | IMAGE: PSA Airlines on Facebook
Bringing the new jets online enhances PSA’s operational capacity and efficiency and reflects its ongoing efforts to strengthen its services within American Airlines’ all-important regional network.
This year, we fully restored staffing, resurrected all our parked aircraft, and inducted the last of the seven aircraft as part of a previous agreement. Now, we’re prepared for the next phase of growth with the addition of these 14 NextGen CRJ900s.
PSA AIRLINES PRESIDENT AND CEO DION FLANNERY
PSA Airlines president and CEO Dion Flannery says his airline is on the cusp of a period of strategic growth.
“This year, we fully restored staffing, resurrected all our parked aircraft, and inducted the last of the seven aircraft as part of a previous agreement,” Flannery said. “Now, we’re prepared for the next phase of growth with the addition of these 14 NextGen CRJ900s.”
Enhancing the Passenger Experience
A PSA Airlines CRJ900 moments from touchdown | IMAGE: PSA Airlines on Facebook and @justforaviation on Instagram
The next generation of regional jets will also become more modern inside their cabins.
In PSA’s case, the new CRJ900s will feature the carrier’s signature cabin interior, equipped with 76 seats in a two-class configuration–12 in first class and 64 in the main cabin.
The carrier is an exclusive operator of CRJ series aircraft, including 61 CRJ700s and 80 CRJ900s. The 65-seat CRJ700s feature nine first-class seats and 56 in the main cabin.
Passengers will also enjoy upgraded onboard amenities, including high-speed satellite Wi-Fi. The carrier promises gate-to-gate connectivity, a welcome change from the days when Wi-Fi was disabled at altitudes under 10,000 feet.
The airline promises blazing fast connection speeds with reduced latency. In addition, the system will support unlimited devices that can connect without impacting performance. With the upcoming addition of these aircraft, PSA will soon feature satellite Wi-Fi on every jet in its fleet.
The Story of PSA Airlines Begins at a Pennsylvania FBO Nearly Half a Century Ago
A Vee Neal Airlines Embraer E-110 Bandit starts the #1 prop at Cleveland Hopkins International Airport (CLE). Circa 1980 | IMAGE: Chris Jacobs on Flickr
PSA Airlines can trace its roots back to 1979, when it was founded as Vee Neal Airlines in Latrobe, Pennsylvania. Operating out of what is now Arnold Palmer Regional Airport (LBE), the airline initially operated as an FBO and provided limited service with small aircraft.
However, its business model would soon evolve. By 1983, the company had rebranded as Jetstream International Airlines, marking an important moment in the carrier’s history as it sought to broaden its reach.
During its early years as Jetstream, the carrier operated a fleet of six British Aerospace Jetstream 31 turboprops. It also relocated its headquarters to Erie, Pennsylvania. From Erie International Airport (ERI), Jetstream expanded service to Chicago O’Hare (ORD), Cleveland (CLE), Detroit (DTW), and Newark (EWR).
Jetstream International Airlines route map from 05 Nov 1984 | IMAGE: departedflights.com
However, like many regional carriers, Jetstream faced financial challenges in the mid-1980s. Jetstream formed a strategic partnership with Piedmont Airlines, operating under the Piedmont Commuter brand during this period. This partnership was vital in connecting Jetstream’s fledgling network to the more expansive hubs it operated at Baltimore/Washington International Airport (BWI) and Dayton International Airport (DAY) in Ohio.
In 1986, Piedmont Airlines fully acquired Jetstream International and integrated the carrier into its growing regional operations. This acquisition allowed Jetstream to focus more heavily on the Dayton hub, which remains PSA’s headquarters to this day.
Piedmont Commuter British Aerospace BAe-3101 Jetstream 31 at Newark (EWR) in October 1988 | IMAGE: EricG via airliners.net
By 1987, Jetstream had relocated its headquarters to DAY, positioning itself as an essential player in the Piedmont network. The merger of Piedmont with USAir in 1989 set the stage for Jetstream’s next transformation.
The Birth of Today’s PSA Airlines Includes the Preservation of Another PSA
PSA Lockheed L-188 Electra circa 1959 | IMAGE: By SDASM Archives – 01 PSA 053Uploaded by PDTillman, Public Domain, https://commons.wikimedia.org/w/index.php?curid=15382759
The last decade of the 20th Century was a period of significant change for regional airlines, as many carriers shifted from turboprops to regional jets. Passengers preferred the jets, which offered greater speed, range, and passenger comfort than turboprops could.
Jetstream was no exception. By the mid-1990s, the airline was phasing out its turboprop fleet in favor of more advanced regional jets. At the same time, USAir chose to preserve the PSA (Pacific Southwest Airlines) brand name, which it had acquired during a wave of mergers in the 1980s.
Pacific Southwest Airlines was a household name in California before its acquisition by USAir. By renaming Jetstream International as PSA Airlines in 1995, USAir was able to protect the PSA brand while giving Jetstream a fresh identity under a more recognized brand name. This rebranding helped set the stage for PSA’s expansion into a regional jet operator during the late 1990s and early 2000s.
A US Airways Express Dornier 328-110 on final for Runway 32 at Ottawa MacDonald-Cartier International Airport (YOW) on 26 Feb 2001 | IMAGE: John Davies – CYOW Airport Watch (GFDL 1.2 or GFDL 1.2 ), via Wikimedia Commons
By this time, PSA had transitioned to a fleet of Dornier 328s, becoming the largest operator of the type in the world with a fleet of 25 aircraft. However, the Dornier 328s were soon replaced by Bombardier’s CRJ series aircraft as PSA began to expand its regional jet operations under the USAir Express banner.
PSA Weathers the Turbulence of the Early 2000s
A US Airways Express CRJ-200ER on final for Runway 25 at Ottawa Macdonald-Cartier International Airport (YOW). Taken on 07 Nov 2004 | IMAGE: John Davies – CYOW Airport Watch (GFDL 1.2 or GFDL 1.2 ), via Wikimedia Commons
The early 2000s were a turbulent time for PSA Airlines and its parent company, US Airways. The airline industry was reeling from the effects of the 9/11 attacks, and US Airways filed for bankruptcy twice during this period.
Despite the challenges, PSA emerged from this era as a dedicated CRJ200 and CRJ700 regional jet operator. This set the stage for US Airways’ steady transition to a more efficient, streamlined network.
In 2005, US Airways was acquired by America West Airlines. The newly combined airline continued to operate under the US Airways name until its merger with American Airlines in 2013. This merger brought the winding road of PSA history into the American Airlines family, where it remains today.
The PSA Airlines of Today Boasts an Extensive Operational Footprint and Infrastructure
An American Eagle CRJ-900LR touches down at CLT | IMAGE: PSA Airlines on Facebook and @pilot_riles on Instagram
From its DAY headquarters, PSA’s operational reach spans across the U.S., with crew bases in key American Airlines hubs, including:
Charlotte Douglas International Airport (CLT)
Dallas Fort Worth International Airport (DFW)
Philadelphia International Airport (PHL)
Ronald Reagan Washington National Airport (DCA)
Its maintenance operations are strategically located in various cities, including:
DAY
CLT
DFW
Cincinnati/Northern Kentucky International Airport (CVG)
Akron-Canton Airport (CAK)
Greenville-Spartanburg International Airport (GSP)
Norfolk International Airport (ORF)
Pensacola International Airport (PNS)
Savannah/Hilton Head International Airport (SAV)
PSA Airlines operates 750 daily flights to nearly 100 destinations and employs over 5,000 people.
The Mighty Warhawk Held the Lines Against Better Performing Axis Opponents.
The Curtiss P-40 Warhawk, first flown on 14 October 1938, is an American single-engine, single-seat, all-metal fighter. The Warhawk was used by most Allied forces during World War II, and remained in frontline service until the end of the war. A total of 13,738 P-40s were produced. Its production numbers are exceeded only by the P-51 and the P-47.
Image via USAF
More Than Just Available
The P-40 Warhawk was the most numerous fighter aircraft available at the beginning of WWII. The Lockheed P-38 Lightning, also available, could outperform the P-40, but the P-40 was less expensive, easier to build and maintain, and it was in large-scale production at a critical period in the nation’s history when fighter planes were needed in large numbers.
Another Low-Altitude Performer
Originally conceived as a pursuit (fighter) aircraft, it was very maneuverable at low and medium altitudes. But due to the lack of a two stage turbocharger, it was less effective at higher altitudes. At medium and high speeds, it was one of the tightest turning early fighters of the war. Like all Allied Fighters, at lower airspeed the A6M Zero could out-turn the P-40.
Image via USAF
What’s in a Name?
P-40 Warhawk was the fighter’s official United States Army Air Corps name. The British Commonwealth and Russian air forces used the name Tomahawk for models equivalent to the P-40B and P-40C, and the name Kittyhawk for models equivalent to the P-40D and later variants. P-40s first flew into combat with the British Desert Air Force in the North African campaign. It was also here that the aircraft was first given its distinctive “shark mouth” paint scheme.
Image via USAF
Finding a Niche
The P-40 performed surprisingly well as an air superiority fighter and ground attack aircraft. It performed well against early German Bf-109s, especially at lower altitudes, at times suffering severe losses but also taking a very heavy toll of enemy aircraft. The P-40 offered the additional advantage of low cost, which kept it in production as a ground-attack aircraft long after it was obsolete as a fighter.
Early P-40s in Formation (US Army Air Force Photo)
The Top Ace Tells It Like It Was
The highest-scoring P-40 ace with 22 kills, Clive Caldwell of the Royal Australian Air Force (RAAF), claimed that the P-40 had “almost no vices” and that it was “faster downhill than almost any other aeroplane with a propeller.” The P-40 had one of the fastest maximum dive speeds of any fighter of the early war period and good high speed handling.
Strengths Against Weaknesses
In another account, Robert DeHaven describes how to use the P-40’s strengths against the A6M Zero:
“…you could fight a [Zero pilot], but you had to make him fight your way. He could out-turn you at slow speed. You could out-turn him at high speed. When you got into a turning fight with him, if you dropped your nose down so you kept your airspeed up, you could out-turn him.
At low speed he could out-roll you because of those big ailerons on the Zero. If your speed was up over 275, you could out-roll a Zero. His big ailerons didn’t have the strength to make high speed rolls. You could push things, too.
Because, if you decided to go home, you could go home. He couldn’t because you could outrun him. That left you in control of the fight.”
Image via USAF
Those Famous Flying Tigers
By far the most well-known of all Curtiss fighter groups was Clair Chennault’s American Volunteer Group (AVG), or “Flying Tigers,” in China. The AVG was equipped with 100 British Tomahawk aircraft. Although the shark mouth was first used in North Africa, the AVG’s exploits made it so famous that P-40 units all over the world began copying it from them.
P-40 Warhawk on Display at the National Museum of the U.S. Air Force (photo J. Richmond)
Excelling On Their Own
The AVG was not an Allied military unit, and all pilots and ground personnel were volunteers, helping to defend China from Japanese attacks. Flying their first combat mission on 20 December 1941, the Flying Tigers operated under extremely difficult conditions. Their exploits were chronicled in the book Flying Tigers: Claire Chennault and the American Volunteer Group, (Daniel Ford, Harper Collins, 1941). During a period in the war when everybody else in the Far East was being soundly defeated by the Japanese, the Flying Tigers’ achievements were truly phenomenal.
P-40 Warhawk at the National Naval Aviation Museum (Photo J. Richmond)
Warhawks Today
Today, more than thirty P-40s are still airworthy and examples and flight demonstrations can frequently be seen at major airshows. Many more can be seen at aviation museums. Both the national Naval Aviation (Pensacola) and Air Force (Dayton) museums have examples on display.
A KC-10 crew member recalls the somber Ramstein Air Base disaster at the “Flugtag ’88” Airshow.
On 28 August 1988, a KC-10 from the 434th Air Refueling Wing at Seymour Johnson Air Force Base, NC, was on display at Ramstein Air Base for the Flugtag ’88 airshow.
During the show, at 1600 local time, three aircraft from the Italian Air Force demonstration team collided while performing a maneuver. One of the jets exploded and struck the ground, sending a fireball of fuel and fuselage into the spectators, and another of the Italian aircraft crashed into an emergency medical evacuation UH-60 Black Hawk helicopter.
Thirty-one people and the three pilots died at the scene, and in the weeks after the incident, thirty-six more died, many from severe burns. The final casualty was Captain Kim Strader, the pilot of the UH-60. He died 20 days later, on Saturday, 17 September, at Brooke Army Medical Center in Texas.
Three hundred and forty-six spectators also suffered serious injuries, and hundreds more had minor injuries.
My KC-10 Crew Was Safe
Four aircrew members and three crew chiefs from Seymour Johnson were with the KC-10, and several of them had left the main spectator area to get something to eat when the collision occurred.
At first they thought the sound of the explosions was just aircraft in the show performing a simulated bombing run, but when heavy black smoke rose above the trees lining the runway, and they heard people screaming, they knew it was no simulation.
The scene was chaotic at first, with spectators running from the crash area and security and medical personnel rushing towards the fire and smoke. It wasn’t long before the situation was under control, and emergency personnel began treating the victims.
The KC-10 crew members met up at their aircraft and were relieved to discover that none of them had been injured and that their jet had not been damaged.
Italian Demonstration Team Was Experienced
The Italian Air Force demonstration team involved in the Ramstein Air Base Disaster, the ‘Frecce Tricolori,’ was flying ten Aermacchi MB.339A/PAN jets. This single-engine military trainer and light attack aircraft had a top speed of 588 miles per hour, and the team had been using them since 27 April 1982.
The Italians were performing a maneuver they called the ‘pierced heart’ when the collisions occurred. Two groups of aircraft form a heart shape and pass each other while parallel to the runway as a single aircraft flies through the bottom tip of the heart, “piercing” it.
A visual depiction of the airshow profile during which the Ramstein Air Base disaster occurred. Image: Julian Herzog
On that day, Italian Lieutenant Colonel Ivo Nutarelli was flying the lone jet. He came in low and did not have time to adjust his altitude or slow his aircraft, striking two of the other jets in the formation. Although video of the incident showed that he may have been trying to pull up just before the collision, he still struck two of the other jets.
In the days following the disaster, discussions arose about the proximity of spectators at airshows to runways and how to coordinate emergency responses effectively when American and German responders were at the scene together. Discussions that eventually led to significant safety improvements are now commonplace at every air show with military participants.
Pilot Error Ruled Out at Ramstein Air Base Disaster
Following the disaster, officials from the Italian Air Force ruled out pilot error as a possible cause. Nutarelli was a highly experienced pilot with approximately 4,250 hours of flight time. In the 27 years the Frecce Tricolori had performed the ‘pierced heart’, they had done so thousands of times without an accident.
That was not the final word on the incident, as several rumors about its cause began to spread. In 1991, a German reporter in the newspaper Tageszeitung went so far as to suggest that Nutarelli’s aircraft had crashed due to sabotage, but there has never been any evidence to support this theory.
Others speculated that sabotage could have been in the form of Electro-Magnetic Pulse (EMP) or radio frequency (RF) weapons or less modern methods, such as a miniature explosive device that someone could have detonated remotely. Like with the newspaper article, no one has presented any evidence that sabotage occurred.
Runway Reopens and KC-10 Heads Back to North Carolina
Throughout the evening and night following the disaster, the KC-10 crew saw and heard helicopters flying from the base carrying victims to hospitals in the area.
The KC-10 was supposed to leave the next day, but base officials halted all flights to allow recovery of victims and the deceased to continue. They also needed time to remove debris from the crashed aircraft and repair the runway.
News about the disaster quickly spread around the world, including to family members and fellow Airmen back at Seymour Johnson. They heard about the crash but had no way of knowing if the KC-10 crew and their aircraft were involved.
In those days before widespread use of the Internet, email, and cell phones, it took several hours for them to call home and reassure everyone that they were all safe.
We Eventually Made it Home
Two days later, when the runway reopened, the KC-10 crew rode a crew bus from base lodging to the aircraft to fly back to North Carolina. Along the way, they saw many cars still in the spectator parking area, no doubt left behind by those killed and injured during the disaster.
They refueled the KC-10 and got it ready to fly, and as the huge tanker began its roll down the runway, the crew noticed a large, blackened area where the grass had been burned, a final sobering reminder of the disaster.
Memorial to victims of the Ramstein Air Base disaster. Image: USAF Photo
Unfortunately, this was not the only airshow crash involving an Italian military pilot. In 2017, test pilot Gabriel Orlandi crashed and perished at the Terracina Airshow near Rome.
