It’s official. NASA has ordered SpaceX to bring the agency’s Starliner crew home. They have been stranded on the International Space Station (ISS) all summer, after their Boeing spacecraft experienced helium leaks and thruster problems.
NASA Administrator Bill Nelson made the decision today, following an internal Agency Test Flight Readiness Review. The review included a mission status update, review of technical data and closeout actions, as well as certifying flight rationale to proceed with undocking and return from the ISS.
This was Starliner’s 3rd flight test, but first crewed
NASA veteran astronauts Butch Wilmore and Suni Williams launched on Starliner June 5 atop a ULA Atlas V rocket from Cape Canaveral Space Force Station, on an end-to-end test flight of the Boeing Starliner.
It’s the first crewed flight of the spacecraft, which cost over $4.5 billion and is years behind schedule after flying 2 previous un-crewed orbital tests. The first in 2019 also didn’t go well, so Boeing flew a second un-crewed test in May 2022, at their own expense.
Nasa astronauts suni williams and butch wilmore on starliner (nasa photo)
SpaceX meanwhile has been launching crews for NASA since 2019, and were only awarded about half of what NASA gave Boeing. Elon Musk’s company is currently preparing to launch a private crew on Polaris Dawn on Tuesday, while simultaneously preparing to launch NASA’s next ISS crew on the Crew-9 mission with 4 astronauts next month.
Now, they will only send 2 astronauts on Crew-9, leaving 2 seats available for Butch and Suni to come home on the Dragon spacecraft early next year. That mission is slated to launch as soon as Sep 24.
Uncertainty and crew safety was NASA’s deciding factor
NASA PHOTO OF STARLINER CFT DOCKED TO THE ISS
Boeing and NASA have worked closely together to test, gather data and determine a path forward for the Starliner. Ultimately, it was a remaining uncertainty in the operability of the spacecraft’s thrusters that led NASA to the decision to return Butch and Suni on the next scheduled SpaceX NASA Dragon mission.
“The uncertainty in our margins is where we have come to make the decision,” said NASA’s Associate Administrator Jim Free. “That uncertainty remains in our understanding of the physics going on in the thrusters, and we still have some work to go. This was not an easy decision but it is the right one.”
“This whole discussion is put in the context of we have had mistakes done in the past,” said NASA Administrator Nelson. “We lost 2 space shuttles as a result of there not being a culture in which information could come forward. We have been very solicitous of all our employees that if you have some objection, then you come forward. Our decision is the result of a commitment to safety. Our core value is safety, and it is our North Star.”
This isn’t the end for Starliner
The point of NASA’s commercial crew program isn’t just giving the United States access to space on our own vehicles, but to have redundancy too and provide “assured access”. If one spacecraft becomes inoperable, another is ready to finish the job. This mission is a perfect example. As a flight test things go wrong. They are by their very nature not safe or routine.
STARLINER APPROACHING THE ISS (NASA PHOTO)
NASA and Boeing will bring the spacecraft home un-crewed, and immediately get to work fixing the problems, to eventually fly again to certify the capsule for operational crew-rotation missions to the ISS.
“We are still in the middle of a test flight,” said former astronaut Ken Bowersox, who currently serves as NASA’s Associate Administrator for the agency’s Space Operations Mission Directorate. “We have to remain vigilant, get the vehicle back on deck and go through the data. Once we’ve done that we’ll start thinking about our next steps for Starliner’s next flight.
Currently, the SpaceX Dragon Crew-8 capsule is at the ISS. It will now be reconfigured as a contingency lifeboat in case something goes wrong on the ISS. The Starliner will be readied to undock and return to Earth un-crewed, aiming for a re-entry and landing at White Sands, NM next month.
The NASA / SpaceX Crew-9 spacecraft requires some minor modifications, such as ballast since now only 2 astronauts are launching, but it’s all systems GO for Dragon to pick up the crew. Both Butch and Suni have integrated into the ISS crew and are staying busy with a lot of research, experiments and maintenance of the ISS.
In 1961, the US Navy (USN) began looking for a new light bomber to replace the Douglas A-4 Skyhawk.
There was a general trend toward expensive supersonic aircraft in the military at the time, with the key word being ‘expensive’. Swimming against the current, the Navy wanted a somewhat simpler, austere design.
A-7A Mock-Up – U.S. Navy Naval Aviation News September 1964
In 1964, the USN accepted a bid from Ling-Temco-Vought (LTV) for what became the A-7 Corsair II. Simple it was, and simple meant not only cheaper, but a fairly quick development period as well.
The first A-7 flew in 1965 and development proceeded apace. So much so that the end of 1967 would see the US Navy’s first deployment of the A-7 in Vietnam.
U.S. Navy Photo
The A-7 Enters U.S. Navy Service
In 1966, the A-7 entered service with the U.S. Navy, and two fleet readiness squadrons received the first A-7As. VA-174 Hellrazors at Cecil Field, Florida, on the East Coast would train crews for the Atlantic Fleet squadrons. VA-122 Flying Eagles at NAS Lemoore, California, would do the same for Pacific Fleet outfits on the West Coast.
Five-Ship of VA-122 Corsairs – U.S. Navy Photo
The first front line U.S. Navy outfit to become operational on the A-7 was Attack Squadron 147 (VA-147) Argonauts, on the West Coast.
VA-147 Corsairs form up with an older cousin – U.S. Navy Photo
US Navy Deploys the A-7 in Vietnam
VA-147 was also the first USN squadron to enter combat in Southeast Asia (SEA). The outfit embarked on USS Ranger (CVA-61) as part of Attack Carrier Air Wing 2 (CVW-2) in September of 1967. Combat operations commenced in December.
A-7A From VA-147 on the Cat 1968 – Naval History and Heritage Command
Navy squadrons flying the A-7 in Vietnam soon established a fine combat record. With a greater range than the A-4 and almost twice the payload, the A-7 became a veritable workhorse for the Navy.
Naval History and Heritage Command
The A-7 flew close air support missions and made high altitude level bombing runs. A-7s also played the Suppression of Enemy Air Defenses (SEAD) game, flying ‘Iron Hand’ missions against radar-guided air defenses.
Another role it filled, one rather placid in nature, was that of aerial refueling. Equipped with underwing ‘buddy’ stores, many US Navy aircraft types, including the A-7, can act as tankers for other birds in the air wing.
VA-27 Corsair Playing Bartender – U.S. Navy Photo
Bridge Busting With the A-7 in Vietnam
As a response to North Vietnam’s invasion of South Vietnam in March of 1972, Operation Linebacker began in May of 1972. Its intention was to disrupt the flow of supplies from the North to the South, in an attempt to halt the offensive.
Roads, bridges, and supply points were to be relentlessly pounded from the air. On 10 May, one of the most prominent targets was the Hai Duong rail and highway bridge, a major link between Hanoi and Haiphong.
The job of destroying the bridge fell to Attack Carrier Air Wing 11 (CVW-11) from the USS Kitty Hawk (CVA-63). This photo was taken by a rearward strike camera mounted underneath an A-7E of VA-195 Dambusters, flown by Lieutenant Mike ‘Baby’ Ruth.
Naval History and Heritage Command
Hunting SAMs With the A-7 in Vietnam
Perhaps the most dangerous of all the missions flown by the A-7 in Vietnam were of the SEAD variety. Operation Iron Hand was a joint effort by the USAF and the USN to destroy enemy radar-guided air defenses.
VA-25 Corsairs carrying AGM-45 Shrikes and Mk.82 500 pounders – U.S. Navy Photo
The idea was to fly ahead of a strike package and play bait, as it were. Attract attention from an enemy radar-guided surface-to-air missile (SAM) or anti-aircraft artillery (AAA) battery. Wait for the radars to switch on and track you. Locate the radars and weapons batteries, then take ’em out.
Weapons used for this purpose were a mix of anti-radiation missiles as well as a variety of ‘dumb’ bombs. Early on, the missiles were AGM-45 Shrikes, later augmented with the AGM-76 Falcon. Regular ‘ole iron bombs were used, but Rockeye cluster bombs were preferred by many crews.
‘Twas highly dangerous, to put it mildly. Many of the A-7 losses suffered were among the SAM hunters.
This photo shows an A-7 from VA-93 Blue Blazers about to launch for an Iron Hand sortie, She’s armed with four Shrikes and two Rockeyes.
U.S. Navy Photo
Flying Combat Can Be Dangerous
Yeah, that’s an obvious one. But here’s an illustration of exactly how dangerous it could be.
On 14 September 1968, VA-27 Royal Maces flew a mission in support of the campaign against the ‘ole Chi Minh Trail. That day, the target was enemy shipping in the southern Panhandle area.
The A-7A flown by the squadron’s commanding officer, Commander George Pappas, took a hit from AAA, setting the starboard wing ablaze. He headed back toward home, the USS Constellation (CVA-64), and had gone feet wet when the fire worsened.
Commander Pappas in the cockpit of a VA-27 A-7A – U.S. Navy Photo
Weighing the odds, Pappas decided to turn toward Da Nang, which was nearer, and make an emergency landing there. Miraculously, he was able to make it to the base and was on his landing approach, but had trouble controlling the jet.
Pappas wound up riding the bang seat while over the runway. The jet came down hard, veered off, and headed straight for a hangar, coming to rest half in and out of the building. Fire crews extinguished the blaze, averting a catastrophe.
The jet was a write-off, and Pappas suffered minor injuries. But it could have been much worse. This was a relatively rare happy-ish ending. About 54 Navy A-7s were lost in combat, and many pilots were not as fortunate as Commander Pappas.
Commander Pappas’ A-7A after the incident – U.S. Navy Photo
An Assessment of the U.S. Navy’s A-7 in Vietnam
The war in Vietnam was a failure for the USA as a whole. That much is true. But in failure, there are often successes, and the LTV A-7 Corsair II proved its worth in Vietnam.
Corsair from VA-146 on the cat – Naval History and Heritage Command
The type flew somewhere in the neighborhood of 97,000 combat sorties with the USN, constituting a high percentage of the overall sortie count. In Operation Linebacker alone, the A-7 flew 60% of all USN offensive sorties.
VA-146 Corsair comes in for an OK Three-Wire – Naval History and Heritage Command
In establishing this combat record, the Short Little Ugly Fella’s reputation as a first-class bomb truck had been firmly cemented in history.
I woke up early in the morning to the sound of a heavy prop driven aircraft. I live at the base of the Olympic Mountain range in Washington State. My location is so far out that the sound of passing aircraft only happens once or twice a day. On this particular morning things were much different.
Every twenty minutes the sound of roaring engines filled the sky. I went outside to see if I could catch a glimpse at one of those birds. A thin cloud of smoke whisked over the roof as I looked up. It was then that I remembered several friends had asked me about the Washington forest fires!
Sure enough, the roar of heavy prop driven aircraft returned. When I looked up I spotted four Canadair CL-415’s flying in formation over head. The float planes where mostly white in color and flew with a purpose. These planes where fighting a forest fire and it must have been close.
photo provided by keith c. garrick
Ten minutes later the planes were over head again. They were heading back the way they had come. The formation of CL-415’s were dropping down behind the tree line and scooping up water from the Hood Canal. The Hood Canal is a long, narrow inlet of the Puget Sound.
The Canal stretches for about 80 miles from Puget Sound to the Olympic Mountains. It took the CL-415’s approximately 10 minutes to return from the canal, once they flew overhead. It then took them approximately another 15 minutes to return from dropping their payloads.
History of the Canadair CL-415
The CL-415 was developed as an improvement of the earlier CL-215, the first purpose-built water bomber. The CL-215 first flew in 1967, and after years of successful service, an upgraded model was proposed. The CL-415 was designed to be faster, more powerful, and more efficient. It included updated avionics, more powerful engines, and a larger capacity for water.
The first flight of the CL-415 took place on December 6, 1993. It proved successful, leading to its certification and entry into service. The aircraft received its certification from Transport Canada in 1994, allowing it to enter operational service.
PHOTO RIGHTS GRANTED BY WIKIPEDIA.ORG (CC 2.0)
Specs of the Canadair CL-415
The CL-415 is specifically designed for water bombing, capable of scooping up to 6,137 liters (1,621 gallons) of water in just 12 seconds. The aircraft can also mix the water with fire retardant and drop it over forest fires to help control the spread of flames.
Engines: 2 × Pratt & Whitney Canada PW123AF Turboprops. Maximum Speed: 233 mph (376 km/h). Range: 1,518 miles (2,443 km). Service Ceiling: 20,000 feet (6,096 meters). Water Capacity: 6,137 liters (1,621 gallons). Crew: 2 (pilot and co-pilot), with space for additional crew depending on the mission.
The CANADAIR CL-415 In Action 24
The State of Washington does not own CL-415 aircraft. Instead, the state has leased or borrowed CL-415s, often from Canadian provinces, during severe wildfire seasons. This is a common practice in the U.S., where states and federal agencies collaborate and share resources during emergencies.
The exact number of CL-415s used by Washington at any given time can vary depending on the severity of the fire season and availability of aircraft from other regions. Typically, only a few CL-415s are deployed in Washington during peak fire seasons.
PHOTO RIGHTS GRANTED BY WIKIPEDIA.ORG
The importance of the Canadair CL-415
The CL-415 has seen service worldwide, particularly in countries with large forested areas prone to wildfires, such as Canada, the United States. Several Mediterranean countries also use the CL-415’s for fighting forest fires.
The CL-415 is renowned for its reliability and effectiveness in its firefighting capacity. This is what makes it the aircraft of choice for aerial water bombing missions world wide.
Bonus: Check out this video of the CL-415 in action
Youtuber HD1080ide shared a video of the CL-415 conducting both scooping operations and a water drop. It’s a great video to see how the water bomber operates.
When Marine Fighter Squadron 214 (VMF-214) comes up in conversation, thoughts turn to a certain television show from the 1970s. A show that helped steep the story of VMF-214 Black Sheep in myth and legend.
Project 914 Archives (S.Donacik collection)
VMF-214: in the Beginning
The original VMF-214 was commissioned at Marine Corps Air Station Ewa, Hawaii on 1 July 1942. Named the Swashbucklers, VMF-214 deployed to the South Pacific in February of 1943.
The squadron had been equipped with the Brewster F2A Buffalo, but left these behind when they left Ewa. Flying borrowed, worn-out Grumman F4F Wildcats, VMF-214 operated from Turtle Bay Airfield on Espiritu Santo Island, and then Henderson Field, Guadalcanal.
Marine Corps Grumman F4F Wildcats – National Naval Aviation Museum
Its first tour of duty at Henderson ended in early September of 1943, and the squadron was disbanded . The pilots awaited reassignment or were sent home on leave. But VMF-214 was almost immediately reconstituted at Espiritu Santo under command of its most famous leader, Major Gregory Boyington. Their mount would be the Chance-Vought F4U Corsair.
VMF-214 at Turtle Bay September 1943 – National Naval Aviation Museum
Oh, about the nickname ‘Pappy’. He was indeed older than most of the other pilots in the outfit, by almost a decade. But they apparently never called him ‘Pappy’, instead referring to him as ‘Gramps’.
The nickname we’ve come to know and love was an invention of the press.
The Myth of VMF-214 Black Sheep
VMF-214 is fabled in legend as a band of rebellious misfits, a notion popularized in the 1970s television series, Baa Baa Black Sheep. (later re-titled Black Sheep Squadron) But nothing could be further from the truth.
The Movie DataBase
The pilots of this second incarnation of VMF-214 were something of a ragtag bunch, true. But none came from the stockade or anything like that, as has been suggested by some. They came from Marine Aircraft Group 11’s (MAG-11) pilot pool.
Scramble’ at Turtle Bay September 1943 – National Archives and Records Administration
The pools were made up of pilots whose former squadrons had disbanded, and were simply waiting around for orders. Some of these guys were among the most experienced fighter pilots in the Pacific at that time. Included were eight members of Boyington’s previous squadron, VMF-122.
Other than Boyington himself, who did indeed have a reputation as a drinker and brawler, there weren’t any really rowdy types. Well, none more so than you would have found in your typical Marine fighter squadron, that is.
Turtle Bay September 1943 – National Naval Aviation Museum
No, these guys simply happened to be in the right place at the right time. And they just happened to wind up with what became one of the most famous flying units in history.
Why ‘Black Sheep’?
An early order of business during their month or so of training at Espiritu Santo was to select a name for the outfit. Some of the guys had been referring to themselves as ‘Boyington’s Bastards’. Classic fighter pilot stuff, but not something that would go over well in the press.
Marines being Marines – National Archives and Records Administration
The resident Marine Corps public relations officer at Espiritu Santo, Captain Jack DeChant, suggested they go with ‘Black Sheep’. It essentially had the same meaning and was still ‘colorful’, but less ‘abrasive’.
Captain Jack DeChant – National Naval Aviation Museum
And so was born VMF-214 Black Sheep.
After training, VMF-214 moved from Espiritu Santo to Munda Airfield on New Georgia Island, then to Barakoma Airstrip on Vella LaVella Island. From these fields VMF-214 would fly most of its missions against Japanese forces for roughly three months during the Solomon Islands campaign.
Barakoma AirStrip on Vella LaVella Island – National Archives and Records Administration
VMF-214 Black Sheep and Rawhide
Like most Americans of the era, many of the the Black Sheep were baseball fans. During the World Series in October of 1943, most fans of America’s greatest pastime had the war on their minds. But the Black Sheep had baseball on theirs.
VMF-214 with Baseball Caps and Bats sent to them by The St. Louis Cardinals in December 1943 National Archives and Records Administration
Baseball caps were prized possessions in the day, especially among Navy and Marine pilots throughout the Pacific. In the series that year it was the St. Louis Cardinals against the New York Yankees, and the men of VMF-214 proposed an unusual trade with the teams.
Major Boyington ‘Trades’ Meatballs to First Lieutenant Christopher Magee for Baseball Caps National Archives and Records Administration
For every game-worn ball cap the players sent them, the Black Sheep would down one Japanese plane. The offer was accepted. At the end of the series, both teams sent around 20 baseball caps to the men of VMF-214, along with some bats and balls.
National Archives and Records Administration
The Black Sheep held up their end of the bargain, and then some. They shot down 48 planes. ‘Twas good publicity and good fun all way ’round. And most importantly to the Black Sheep, they got their prized caps which were in short supply out in the Pacific.
Not All Fun and Games For VMF-214 Black Sheep
The baseball stuff was, of course, just a distraction. There was a war on and grim work to be done. The battle for the Solomons was raging, and VMF 214 was in the thick of it.
National Archives and Records Administration
Boyington and VMF-214 often flew aggressive fighter sweeps around enemy airfields. There were times when they arrived at a field and found no airborne enemy. So they would simply parade around the area, inviting the Japanese up for a scrap.
Wikimedia Commons
Though highly exaggerated in books and on screens both large and small, such encounters were very real. It’s just that the invites were not sent through witty banter on the radio.The Americans’ presence alone was invitation enough.
One of their greatest successes took place during a sweep on 17 October, 1943. Boyington led 24 fighters to Kahili Airfield on southern Bougainville where at least 60 enemy fighters were known to be based.
Wikimedia Commons
Boyington and the Black Sheep circled patiently, and up came a large number of enemy aircraft. Then there was a swirling melee reminiscent of the dogfights of the First World War. Down went twenty Japanese. The Marines returned home without loss.
National Naval Aviation Museum
Boyington and the Ace Chase
Boyington had flown with the American Volunteer Group (AVG) in China, fighting the Japanese under the Chinese flag, beginning in late 1941. He claimed six Japanese aircraft destroyed. (He was officially credited with just two by the AVG.)
Boyington’s Tomahawk #21 with the AVG – Project 914 Archives (S.Donacik collection)
During his time leading VMF-214, Boyington had added considerably to his score, claiming 19 victories from mid September to late December 1943. In doing so, Boyington had also been inching closer to Eddie Rickenbacker’s record of 26 victories from the First World War.
Eddie Rickenbacker, America’s Ace of Aces from the First World War with 26 Aerial Victories National Archives and Records Administration
That record had thus far been equaled by just one pilot, fellow Marine and Medal of Honor winner, Major Joe Foss. And he was no longer flying combat, so this gave Boyington a clear run at matching and perhaps surpassing the record.
Major Joe Foss – Project 914 Archives
The Black Sheep had not only been cheering him on, they’d been actively trying to help him get there. They’d run interference for him, and carefully watch his tail Some would even give up opportunities to flame a Zeke, instead deferring to their skipper.
Project 914 Archives (S.Donacik collection)
It Wasn’t Easy Leading VMF-214 Black Sheep
By late December of 1943 Boyington’s score stood at 24. But the strain of combat and of leading men into it was starting to take its toll. And the relentless badgering by war correspondents about the chase to catch Rickenbacker and Foss didn’t help any.
National Archives and Records Administration
More than once Boyington’s infamous temper got the better of him, usually ending with a press man sheepishly retreating to calmer spaces. The leader of VMF-214 Black Sheep was clearly reaching the end of his rope.
National Archives and Records Administration
27 December 1943 brought his 25th victory. 28 December brought no luck. A mission to Rabaul on 2 January 1944 seemed promising until Boyintgton’s Corsair started throwing oil, and he had to abort.
Throughout December of 1943 VMF-214 had been staging missions out of Torokina Airfield on Bougainville. That evening of 2 January, Boyington and seven other Black Sheep headed to Torokina for another mission to Rabaul the next morning.
National Archives and Records Administration
Fateful Day
Dawn came on 3 January 1944, and Boyington departed Bougainville with the other seven members of VMF-214 Black Sheep, headed toward Rabaul. Boyington was leading a combined armada of some 40-50 Navy and Marine fighters.
Mitsubishi A6M Riesen ‘Zeke’ takes off at Rabaul – Wikimedia Commons
Nearing Rabaul at about 20,000 feet, Boyington spotted a number of Japanese aircraft rising up from Rapopo airfield to challenge the Americans. Calling on the radio for his section to attack, Boyington and his wingman, Captain George Ashmun, dove down onto the enemy.
Boyington drew first blood.
He poured a long burst into the Zeke. Ashmun called over the radio, “Gramps, you got a flamer.” A flamer it was. True to form, the lightly armored ‘Zero’ burst into a flaming mass, streaking orange and black through the air as it disintegrated.
National Archives and Records Administration
‘Ole Pappy had done it. He’d tied Rickenbacker’s record. The two continued in their dive, attacking more Japanese aircraft they found below. Pappy nailed a second and Ashmun added a third: it was his first kill of the war.
No Cause For Celebration
Soon after Ashmun scored his victory, Boyinton noticed a number of aircraft descending behind them. He initially thought that these were the rest of his section from VMF-214 coming down to join the fray.
Unbeknownst to Boyington, the other Black Sheep had become separated in cloud and had momentarily lost track of him. The party crashers were Japanese. A moment later, he saw his wingman’s ship shudder and belch smoke, then enter a shallow glide.
Captain George Ashmun, standing third from left – National Archives and Records Administration
The Japanese fighters buzzed ’round the stricken Corsair, pouring more fire into the ship. Boyington yelled over the radio for Ashmun to dive, knowing that that was his wingman’s best bet for escape. But there was no reply, and the Corsair continued in its glide.
Boyington ran headlong into the Japanese fighters, throwing his big Corsair around the sky with abandon. He didn’t take time to aim with the gun sight. The Zekes were all around, at close range, and he simply blazed away whenever one passed in front of his nose.
‘Twas futile. Ashmun’s Corsair burst into flames and crashed into the ocean. Boyington soon came under heavy fire and dived to escape, leveling out just above the water. But his ship, too, became a blowtorch, and it seemed that he would meet the same fate as Ashmun.
USS Shangri-La (CV-38) 1944-1946 cruise book via Wikipedia
VMF-214 Black Sheep Mourn Their Skipper
One by one the other pilots landed back at Vella Lavella. Lieutenant Bruce Matheson reported that the last time he’d seen Boyington, he and and Ashmun were going after 15 Zeros. He also mentioned that Boyington had bagged one.
Everyone cheered. The skipper had tied the record.
None of the other pilots knew anything further about him, however. Other airfields were contacted, but neither the skipper nor Ashmun had landed at any of them.
As the afternoon wore on, slowly it sank in. Boyington was gone.
National Archives and Records Administration
VMF-214 Black Sheep: End of Tour
This first combat tour for the Black Sheep ended on 8 January 1944, just five days after Boyington went down. The squadron had racked up an impressive tally during its roughly three months in combat.
Some 203 Japanese aircraft had been destroyed, 97 of them confirmed air to air kills. Nine Black Sheep became aces, each with five or more victories.
Also, numerous transport and supply ships were destroyed, as well as many ground targets. Among the squadron’s awards and honors was a Presidential Unit Citation for extraordinary heroism in combat.
VMF-214 would be reconstituted again on 29 January 1944 at MCAS Santa Barbara near Goleta, California. The outfit became carrier qualified and would deploy as part of Carrier Air Group 5 (CAG 5) aboard USS Franklin on 4 February 1945.
The Third Incarnation of VMF-214 Late 1944 – Sand Diego Air and Space Museum
On 19 March 1945, during operations off Okinawa, a lone Yokosuka D4Y Suisei (‘Comet’, allied code-name ‘Judy’) penetrated the Franklin’s defenses and struck the flattop with two bombs.
USS Franklin after the attack on 19 March 1945 – National Archives and Records Administration
The initial explosions, secondary explosions, and ensuing conflagration killed between 700-800 sailors and Marines, including 32 members of VMF-214.
This would be the end of the war for the Black Sheep.
Boyington Comes Back From the Dead
The Japanese would often announce the capture of allied servicemen, especially someone who was well-known. But no such announcement about Boyington had come, and it was assumed that he had been killed.
Though he had been at very low altitude, Boyington was able to bail out and survive, albeit wounded. He was picked up by a Japanese submarine and taken into captivity.
Project 914 Archives (S.Donacik collection)
Like all prisoners of the Japanese, Boyington suffered cruel treatment. But he made it through in one piece, more or less. At the end of the war he was released and came home to a hero’s welcome.
celebration for Boyington’s Homecoming in Seattle 1945 – Project 914 Archives
He was surprised, no doubt, to find that he had been promoted to the rank of Lieutenant Colonel. An even greater surprise must have been finding out that he was also bestowed the USA’s highest military award, the Medal of Honor.
Left: Project 914 Archives – Right: National Archives and Records Administration
Perhaps most important to him, however, was keeping a date of sorts that he had set with his men in 1943. When asked at the time if he was concerned about being killed, he replied:
“They can’t kill me. If you guys ever see me going down with 30 Zeros on my tail, don’t give me up. Hell, I’ll meet you in a San Diego bar and we’ll all have a drink for old times’ sake.”
And with that, we’ll just wrap things up here with this photo, taken at the bar of the St. Francis Hotel, San Francisco in September of 1945.
Midwest Express was a unique niche airline that couldn’t adapt to market changes
Throughout the history of powered commercial flight, many airlines have come and gone. Some were akin to bananas, others could not move beyond accidents, and others were just…kinky. Midwest Airlines Express was none of these; it was an honest, hard-working airline based out of the Midwest with humble beginnings and tragedy along the way.
But, ultimately, the airline was swallowed up by a bigger fish. So let’s find out a little bit more about this ancient airline.
image via G B_NZ
The Early Years
Midwest was was born in Neenah, Wisconsin, on the shores of Lake Winnebago, as the aviation subsidiary of the Kimberly-Clark Corporation. Yes, that Kimberly-Clark, as in Kleenex tissues and Kotex feminine products.
The airline first came into existence as a corporate aviation entity to transit K-C corporate suits and engineers between their Neenah headquarters and their paper mills across the nation.
They operated a fleet of small corporate aircraft out of Appleton’s Outagamie County Regional Airport (KATW- now Appleton International Airport). Eventually, their operation expanded from their in-house mission beginning in 1948 to an executive aircraft maintenance service known simply as K-C Aviation.
From here, K-C Aviation split off into separate entities, but the pure maintenance side of the company separated in 1969 and was finally bought out by Gulfstream in 1998 for $250 million.
image via aero icarus
The Era of Deregulation
The infamous Airline Deregulation Act passed in 1978, and it radically altered how commercial air carriers operated. The changes were sweeping and took apart huge portions of red tape that kept a cap on how many airlines could use, get routes, etc. In effect, there was only closed competition in the airline industry.
The passing of the regulation was monumental because it cut out the red tape that has defined the industry for decades. The deregulation act put the power back into the free market and allowed open competition for routes and airports. A slew of new airlines came on the scene in the aftermath, some of which still exist.
Kimberly-Clark decided to expand on its successful experience as a maintenance and charter jet firm by creating an organic scheduled air carrier, Midwest Airlines with service hubbed at Milwaukee and later a smaller hub presence at Kansas City.
image via aero icarus
Formation of a New Airline
Although some people recognized Midwest Express as a regional carrier, it’s more accurate to describe them as a national carrier that just happened to have a small fleet. While President Jimmy Carter approved the deregulation act in 1978, Midwest Express did not go wheels up until 1984, with a spartan fleet of two DC-9s and under 100 employees.
The original route structure was simple and mimicked their service locations from their years as a charter airline, opening up to Chicago and Atlanta out of Appleton. However, the growth pattern for Midwest Express was anything but meteoric, growing to 24 airplanes by 1996.
image via aero icarus
“Best Care in the Air”
Midwest Express’ gameplan was a lot different than the cattle haulers of the time (and of this present time to be honest). First, they sacrificed seating on their aircraft as a standard feature to provide shoulder- and legroom for passengers, going with 2×2 seating rather than the standard 3×2 configuration of DC-9s.
Also…the cookies. Midwest Express was famous for its chocolate chip cookies, made fresh in-flight. Sure, gourmet meals were a selling point, but fresh cookies were the clincher.
While its growth was relatively slow, Midwest Express was profitable and well-liked for its perks, and it is fair to say that the problems they tried to correct are the same grievances we still gripe about today: lousy food (or no food) and cramped quarters.
With their slow but steady approach, Midwest Express slowly expanded operations to include Omaha, Florida, and West Coast options with their fleet of MD-80 aircraft. They also renamed their airline from Midwest Express to just Midwest to avoid confusion as a feeder airline.
image via aero icarus
The Tragedy of Flight 105
Midwest Express Flight 105 crashed shortly after takeoff on 6 September 1985, en route to its final destination of Atlanta.
The jet, a DC-9-14 registered as N100ME, departed runway 19R at General Mitchell IAP in Milwaukee on a standard route to Atlanta. Almost immediately upon departure, at approximately 1,000’ AGL, Flight 105 contacted the tower to declare an emergency after losing power in the starboard engine. The jet impacted terrain within a few seconds of declaring an emergency.
The NTSB would later find that the engine failed due to stress cracking from corrosion. The mechanical issue was survivable, but the pilot failed to apply the control inputs required to keep the aircraft in the air. All 31 souls on board the aircraft perished when the jet descended into terrain.
Midwest Express had an excellent safety record, but aviation is an inherently risky business. Several noteworthy near misses involving Midwest Express aircraft occurred over the years. The most notable was Flight 7 over the Hudson River on the morning of 11 September 2001. While on approach to arrive at LaGuardia, Flight 7 was directed out of the way of United Flight 175, which eventually struck the south tower of the World Trade Center.
image via BRIYYZ
Life in a Post-9/11 World
All the airlines were hit hard after 9/11, and Midwest was not immune to these challenges. They fell on hard times financially after having been profitable for over a decade.
Their Omaha hub moved to Kansas City, jets that had been flying 2×2 seating arrangements were reconfigured to 2×3 cloth seats, and the gourmet meals that had been standard fare served on china were reduced to buy-on-board.
The End and A (Possible) New Beginning
Midwest did not collapse; rather they were watered down into oblivion. They were acquired by TPG Capital and Northwest Airlines in 2007. Over the next couple of years, they lost a significant part of their fleet to avoid bankruptcy.
In 2008, Midwest was approached by Republic Airways Holdings as an airline for purchase. The deal was brokered in 2009 with the plan to conduct flight operations using Republic Airways codes but the aircraft would retain their distinctive blue Midwest liveries.
Their final flight occurred on November 2, 2009, and the next day Midwest was no more. It was just more or less an unfortunate case of death by a thousand paper cuts. In a world turned upside down by terrorist attacks, Midwest just never seemed able to catch her stride again.
In 2017, rumors emerged that Midwest would be relaunched, and by the summer of 2019, an initial route structure and locations had been released. They were in partnership with Elite Airways, but those plans have ended, according to the latest update (9 March 2020) on the Midwest Express website.
Billionaire Jared Isaacman and his Polaris Dawn crew of commercial astronauts will do the first-ever private spacewalk next week. The crew arrived at NASA’s Kennedy Space Center in Florida today, ahead of their launch with SpaceX scheduled for August 27 at 3:38am eastern.
It’s the first in a series of Polaris spaceflights, which will culminate with the first crewed flight on a SpaceX Starship in the coming years.
We met Isaacman and some of his crew last year, flying with him in his MiG-29 alongside the Polaris Alpha jets for a glimpse of their flight training for the mission. Read all about that HERE.
The crew
The crew are all well versed and experienced in aerospace. Isaacman has already flown to space once, commanding the first-ever all-civilian crew on the Inspiration4 mission in 2021, which inspired the Polaris program. He has 7,000+ hours of flight experience, with ratings in multiple experimental and ex-military aircraft.
JARED ISAACMAN, COMMANDER OF THE POLARIS DAWN MISSION (PHOTO BY JOHN KRAUS / POLARIS)
He also co-founded the world’s largest private air force, Draken, which helps train USAF and other pilots by role-playing the bad guys. Known by his call sign ROOK, he holds several world records including two speed-around-the-world flights.
Retired USAF Lieutenant Colonel and fighter pilot Scott “KIDD” Poteet is mission pilot.
KIDD AFTER A TRAINING FLIGHT FOR POLARIS DAWN (MIKE KILLIAN PHOTO / AVGEEKERY.COM)
A former Thunderbird and commander of the 64th Aggressor Squadron, he brings over 3,200 flying hours in the F-16, A-4, T-38 and other aircraft, including 400 combat hours.
Rook and Kidd will be joined by Mission Specialist/Medical Officer Anna Menon and Mission Specialist Sarah Gillis, who are both lead operations engineers at SpaceX.
POLARIS DAWN CREW (JOHN KRAUS PHOTO / POLARIS)
All 4 crew worked closely together on Inspiration4. They built a unique bond and trust that will serve them well on Polaris Dawn.
The mission
They will lift-off from historic pad 39A atop a Falcon 9 rocket, on the Crew Dragon “Resilience”. This isn’t a self-indulgent joy ride or suborbital tourist hop. The 4 astronauts will fly for 5 days, going further into space than any humans since the Apollo moon landings, aiming for an 870-mile-high oval-shaped orbit. In doing so they will achieve the highest Earth-orbit that any crew has ever flown (over 1,400 km), surpassing the Gemini record.
SPACEX DRAGON LAUNCH atop a falcon-9 rocket OFF PAD 39A at kennedy space center (MIKE KILLIAN PHOTO / americaspace.com)
“We will fly Dragon deeper into space than it has ever been,” says Isaccman. “There’s a lot we can learn in the Van Allen radiation belts, and hopefully develop counter-measures against the radiation for future long-duration spaceflights.”
They will conduct 38 experiments from 23 institutions from around the world. It’s serious business, with serious objectives and specialized research.
POLARIS DAWN MISSION PILOT SCOTT POTEET LEARNING TO OPERATE THE DRAGON (SPACEX PHOTO)
Polaris Dawn will also test and use SpaceX’s Starlink internet constellation, to demonstrate laser-based communications. Testing that will inform future evolutionary upgrades for the technology. Laser communications will be critical for future long-term crewed missions to the Moon and Mars.
The first-ever private spacewalk
The spacewalk will occur some 700 kilometers above Earth. The crew will be the first to ever use the new spacesuits developed by SpaceX.
Illustration of a polaris dawn astronaut leaving dragon for the spacewalk (image credit spacex / polaris)
The Dragon itself had to be modified just for the spacewalk. It will need to be depressurized for the spacewalk, in a similar way that NASA’s Gemini capsules were in the 1960s. Without an airlock, they will need to decrease cabin pressure and raise the oxygen concentration.
It’s kind of like a scuba diver doing pre-breathing to avoid getting “the bends”, except the crew will begin the process soon after launch, taking 2 days to “pre-breathe” before the spacewalk. All 4 astronauts will need to wear the new suits too since they will be exposed to the vacuum of space. Isaacman and Gillis will do the actual spacewalking, tethered to the Dragon.
polaris dawn crew in their spacewalk suits (photo credit: spacex and polaris)
With such limited room onboard, they won’t wear the traditional pressure suits other crews have for launch and re-entry. They will wear the new spacewalk suits.
“It’s not an airlock that has to be qualified to vacuum. The entire Dragon has to be done,” says Isaacman. “We’re also going to be using a higher rate of consumables, because we need to use oxygen for cooling. So, we need a lot more tanks than a typical Dragon, plus, the air needed to re-pressurize it.”
Raising money for St Jude Children’s Hospital
MIKE KILLIAN / AVGEEKERY.COM
While Isaacman and Polaris Dawn will execute serious business to advance the future of spaceflight and technology needed for it, they never forget problems here on Earth. Their cause is St Jude Children’s Hospital, raising money for them every step of the way.
The Inspiration4 mission did the same, raising $250 million. One of the crew members was even a previous resident.
You can learn more about Polaris and donate to their cause HERE.
December 1, 2001 was a sad day in St. Louis. For over 77 years, TWA provided commercial service to millions of passengers around the globe through its hub at St. Louis Lambert International Airport (STL). This day would be the last day of TWA as they ceased operating as an independent airline.
The Proud Heritage of TWA
TWA L-1011 TriStar | IMAGE: By Eduard Marmet – Website: http://www.airliners.net/photo/Trans-World-Airlines/Lockheed-L-1011-385-1-15-TriStar/0495450/&sid=ef90d1d08558c8f71d97d02bd42ed3bf, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=16625562
TWA, also known as Trans World Airlines, was in service for 77 years, from 1924 to 2001. TWA’s corporate history dates back to 1930. The airline was originally formed to create a transcontinental route from New York City to Los Angeles in a Ford Trimotor aircraft, with intermediate stops along the way.
Along with American, United, and Eastern, TWA was one of the “big four” domestic airline companies in the United States.
Howard Hughes acquired control of Trans World Airlines in 1939 and expanded it to serve Europe, Asia, and the Middle East during its heyday. Hughes gave up control of Trans World Airlines in the 1960s.
From 1967 to 1972, TWA was the world’s third-largest airline in terms of passenger miles flown. In 1969, TWA carried the most transatlantic passengers of any airline.
Icahn Ran the Airline Into the Ground
The nineties were a devastating decade for Trans World Airlines. The airline bounced back and forth between holding companies. TWA became heavily in debt and filed for Chapter 11 bankruptcy twice in the early 1990s.
The explosion of TWA Flight 800 didn’t help matters any. Flight 800 was a Boeing 747 on its way to Paris in 1996 when it exploded, killing all 230 people onboard.
Dec 1, 2001 was the “Last day of TWA” as the airline operated its final flight. Photo Rich Lemonie (CC BY-SA 4.0)
In the late ‘90s, Trans World Airlines began a turnaround plan. New jets like the 717-200 and 757 were meant to revitalize the flailing airline. However, a terrible ticketing revenue setup with activist investor Carl Icahn and the economic downturn in 2000 doomed TWA once and for all.
The End: American Buys TWA
TWA/American hybrid livery on a Boeing 757 | IMAGE: By Sunil Gupta – Gallery page http://www.airliners.net/photo/TWA-Airlines-%28American/Boeing-757-231/0200640/LPhoto http://cdn-www.airliners.net/aviation-photos/photos/0/4/6/0200640.jpg, GFDL 1.2, https://commons.wikimedia.org/w/index.php?curid=27398783
December 1, 2001 – The Last Day of TWA
December 1st, 2001 holds a sad place for Avgeeks and former employees of TWA. If you mention the date to them, they’ll instantly recall that it was the ‘last day of TWA’. The employees of TWA operated the last flight with the same professionalism that they had shown for 77 years.
TWA Was A Merger of Should Have and Could Have Been’s.
American Airlines purchased the airline in 2000. The slogan “Two great airlines. One great future.” was meant to highlight the opportunity of the new ‘merged’ airline. The merger was supposed to be a good thing. St. Louis provided a reliever hub for American’s overcrowded O’Hare hub.
TWA’s fleet of MD-80s was also supposed to provide American with additional capacity. The TWA purchase by American was going to unlock an additional midwest reliever hub, save the airline, and provide American with additional capacity for east-west travel that had previously been growing in demand.
Unfortunately, the terrorist attacks on September 11th meant that much of TWA’s infrastructure was superfluous and would be dismantled instead. Most of TWA’s pilots and flight attendants were also furloughed. St. Louis Lambert Airport became a shell of its former self.
American eventually pulled down many of TWA’s former routes by 2003. By 2005, American’s presence in St. Louis was mainly to its other hubs with a few high-performing spoke routes that survived the cuts.
Today, Trans World Airlines is remembered fondly for its people and its initial history of innovation. The airline lives on (sort of) in the form of an American Airlines heritage jet. The Boeing 737-800 still flies in a modified TWA livery that still occasionally surprises passengers in the terminal as they see the jet taxiing. There is also a Trans World Airlines hotel at JFK that proudly serves up 1960s nostalgia.
American’s TWA heritage 737-800 rolls out of a paint factory in Peru, Indiana, on 16 Nov 2015. Credit: American Airlines
Airline operations are much more standardized and efficient than they used to be. Back in the 1990s, JetA fuel prices hovered around 50 cents a gallon. That meant that while fuel efficiency was important, time and labor was often more valuable than fuel efficiency to achieve profitability.
One unique aspect of that era was the operational use of powerbacks. Powerbacks are the use of thrust reversers to push back from a gate instead of a tug. Using TRs has a couple of advantages as well as a host of disadvantages too. One advantage is that you don’t need a tug. Tugs, like all vehicles require maintenance and constant TLC. They are used, abused, and reused tens of times each day for many years. So it isn’t surprising that they occasionally break down. Additionally, connecting and disconnecting the tug takes time and labor. It’s a few minute savings of time and it takes less people for a powerback. On the other hand, a powerback uses a few hundred pounds of jet fuel, it creates a FOD hazard on the ramp and it can injure any staff near the engines plus its really loud.
We first posted a story of a JustPlanes video showing an American Airlines MD-80 powering back from the gate. The story was pretty popular on our site. Being avgeeks, we decided to dig a bit further on the internet to see other aircraft that did (or still do) powerbacks.
Powerbacks are extremely rare today. Most airlines stopped doing them in the early 2000s as the cost of fuel soared and many T-tail aircraft were retired. While we totally understand why most airlines don’t do them anymore, they are still pretty exciting to watch. Here are a few more aircraft that have done/or still do powerbacks:
Boeing 727
Ikerazo with a video of a private 727 powering back at Coruna Airport
Northwest DC-9 in Old Colors
C-17 Powerback in Manila (Video by AranRueda)
AirTran 717 by Michael Watkins
C-130 Powerback by Datong Sun
Title photo is screenshot of a Northwest DC-9 powerback by Bazukavia.
On Wednesday, Canadian discount airline Canada Jetlines ceased operations less than two years after its first flight.
The sudden collapse occurred just days after a significant leadership shakeup, including the resignation of CEO Brigitte Goersch. The Mississauga, Ontario-based airline had recently announced the need to raise additional capital to continue its operations, but these efforts proved unsuccessful.
According to a press release from the airline, its ability to continue depended on securing “adequate financing and to grow the airline to the point where it can commence profitable operations.”
Despite exploring various financing options, including strategic transactions, debt, and equity financings, the airline failed to obtain the necessary funds to stay afloat.
Canada Jetlines Joins a Growing List of Defunct Canadian Carriers
Artist rendering of a Canada Jetlines Airbus A320 over the Toronto skyline | IMAGE: Canada Jetlines
Jetlines, which mainly served warm-weather destinations in the U.S., Caribbean, and Mexico, called the move temporary and indicated plans to file for creditor protection.
Jetlines’ short lifespan highlights the difficulties faced by low-cost carriers in Canada. The airline is the third Canadian carrier to cease operations within the last year, following Lynx Air and Swoop’s closures in February 2024 and October 2023, respectively. Additionally, Jetlines is the 11th Canadian low-cost airline to launch and subsequently shut down since 2000.
In an interview with CBC News in February 2024, former CEO Eddy Doyle pointed to high taxes and competition from major carriers like Air Canada and WestJet as significant challenges for discount airlines in Canada.
Additionally, the country’s vast geography and lower population density compared to the U.S. make it difficult for airlines to sustain profitable operations over long distances.
Jetlines Operated Four Airbus A320 Aircraft
A Canada Jetlines Airbus A320-200 | IMAGE: Canada Jetlines on X
After a ten-year struggle to get off the ground, Canada Jetlines’ first flight took place on 22 September 2022.
The carrier operated a fleet of four all-economy Airbus A320-200 aircraft and initially planned to expand to 15 aircraft by the end of 2025. However, financial difficulties and the inability to secure sufficient capital forced the airline to scale back its ambitions.
In January 2023, the airline ended its intra-Canadian flights to focus on warm-weather destinations and aircraft leasing during the summer months. Even as recently as May 2024, Jetlines officials said they planned on operating seven aircraft by the end of the year.
According to its website, Jetlines served a total of ten destinations at the time of shutdown, including:
Cancun, Mexico (CUN)
Fort de France, Martinique (FDF)
Fort Lauderdale, FL (FLL)
Miami, FL (MIA)
Montego Bay, Jamaica (MBJ)
Orlando, FL (MCO)
Puerto Plata, Dominican Republic (POP)
St. Petersburg–Clearwater, FL (PIE)
Toronto, Ontario (YYZ)
Tulum, Mexico (TQO)
Jetlines also operated a robust charter network.
The Company was ‘Scrambling’ to Survive
A Canada Jetlines Airbus A320-200 | IMAGE: Canada Jetlines on X
Canadian Aviation expert John Gradek noted that Jetlines was barely hanging on toward the end.
“They were just going month-to-month, trying to scramble and get as much cash as they possibly could to meet the payroll and the lease cost on the airplanes,” Gradek told CBC News.
The airline’s collapse leaves a gap in what was becoming an increasingly saturated Canadian airline market. While airlines like Jetlines, Lynx, and Swoop all provided needed competition, the reality is that there are only so many people to fill the seats.
With three fewer carriers, Air Canada, WestJet, and Air Transat are now the dominant players. Other Canadian carriers include Porter Airlines, Flair Airlines, and Sunwing. Multiple regional and cargo carriers are also based across the enormously vast country.
What’s Next After Jetlines?
A Canada Jetlines Airbus A320 inside a hangar at Toronto Pearson International Airport (YYZ) | IMAGE: Canada Jetlines
Jetlines’ demise also underscores the ongoing challenges facing the Canadian aviation industry. Despite the promise of low-cost travel, the market conditions in Canada have proven to be a formidable barrier, leading to the downfall of yet another aspiring carrier.
Will Jetlines be the final contender in the quest to capture the hearts of budget-minded Canadian travelers? It’s doubtful. But it’s tough to see any new low-cost carrier enter the market with any measure of success as long as the dominant players continue to rule the skies of the Great White North.
All This Pioneering Jet Did Was Defend Our Airspace Effectively for Nearly 20 Years
Northrop’s F-89 Scorpion all-weather interceptor was the first of its kind. Developed as a replacement for the company’s P-61 Black Widow, the Scorpion was one of the first American jets to be armed with guided missiles, and the first combat aircraft to be armed with an air-to-air nuclear weapon- the unguided but still deadly Douglas AIR-2 Genie rocket. Northrop built 1,050 Scorpions, but they weren’t all created equal.
Image via USAF
Lots of Competition
The US Army Air Forces (USAAF) first issued a specification for a new all-weather interceptor in late August 1945. The specification was revised a few months later with a top speed requirement of 520 miles per hour- the kind of speed only possible using jet propulsion. The specification also called for radar-controlled guns mounted on turrets.
The competition to build the new interceptor was between Northrop and Bell Aircraft, Consolidated-Vultee, Douglas Aircraft, Goodyear, and Curtiss-Wright, all of whom submitted at least one design proposal. By March 1946, two designs were left in the running- the Curtiss-Wright XP-87, one of four designs submitted by Northrop, the N-24.
Image via USAF
Designed-In Simplicity
The N-24 was powered by a pair of Allison J35 axial-flow turbojets mounted under its swept wings in a straight-through arrangement- intakes and exhausts directly into and out of the engines. Eventually, wind tunnel testing dictated a change to a thin straight wing with split ailerons capable of acting as conventional control surfaces, flaps, and speed brakes as needed.
The empennage went through some design changes, but ended up mounted high to avoid any effects from the engine exhaust. The design evolved to seat both pilot and radar operator in tandem under a single canopy, and the removal of the turret-mounted guns.
Image via USAF
Early Jet Engines Stall Another Design
First flown on 16 August 1948, at Edwards Air Force Base (AFB), the prototype designation changed to XF-89 soon thereafter. Painted black with that high-mounted tail, the nickname Scorpion for the jet was probably inevitable. But to the surprise of very few, the J35 engines were found to be inadequate as power plants for the jet.
In fact, after talking it over with the pilots who had flown the three designs in development at the time (including the Douglas XF3D Skyknight), the decision to build the Lockheed F-94 Starfire as an interim measure was made. Eventually, the Scorpion won out thanks to its higher speed and development potential.
Image via USAF
Building a Better Scorpion
Continued development of the F-89 resulted in the engines being upgraded to the more powerful J35-A-33 turbojet engine with afterburner. Excess weight was removed from the aircraft, and the forward gun turret was replaced by a Hughes Aircraft-designed six-gun nose housing the AN/ARG-33 radar with an E-1 fire-control system.
The Scorpion also picked up permanent wingtip fuel tanks and ease of maintenance improvements. The crash of the prototype following an appearance in the John Wayne movie Jet Pilot resulted in a revised lower aft fuselage fairing and engine exhausts, along with a revised empennage with elevator balancing weights.
Image via USAF
Still With the Engines!
Once production of the F-89B began in 1950, the jets entered service with the 84th Fighter Interceptor Squadron (FIS) Black Panthers in June of 1951. The Bravos had a revised nose with the AN/APG-33 radar and six 20 millimeter T-31 cannons with 200 rounds each. Underwing pylons could carry up to 16 5-inch rockets or 3,200 pounds of ordnance. The problem with the Bravo was, inevitably, those J35 engines. The F-89C was an incremental improvement of the breed with internal elevator balancing weights, but structural issues with the wings grounded all Scorpions until 194 of the F-89A, Bs, and Cs were refit. It wasn’t until the F-89D variant that Northrop got the Scorpion moving. Sort of.
Image via USAF
Mighty Mouse
The Scorpion Delta saw a major change up front. First flown on 23 October 1951, the F-89D lost the guns in its nose and picked up a new radar- the AN/APG-40 with the Hughes E-6 fire control system and an AN/APA-84 computer. The jets were armed with 52 2.75-inch Mighty Mouse Folding Fin Aerial Rockets (FFARs) mounted in the forward portion of each wingtip tank and could carry drop tanks on underwing pylons.
682 Deltas were built, achieving a kill ratio of 1-0 thanks to the successful engagement (but not destruction by arms) of a runaway Grumman F6F-5K Hellcat drone. Drone controller Scorpions were designated DF-89 and mainly came in DF-89A, DF-89B, and DF-89D flavors.
Image via USAF
Still at the Drawing Board
As the F-89 continued to suffer from thrust deficiencies in service, proposed F-89E and F-89F variants were proposed and rejected. The F-89G would also have incorporated yet another improved radar and fire control system, but paired with the new Hughes radar-guided GAR-1 and infrared-guided GAR-2 (AIM-4) Falcon air-to-air missiles.
When the F-89H entered service in 1954, it was equipped with the Hughes E-9 fire control system (similar to that used in the Convair F-102 Delta Dagger) and sported even larger wingtip fairings housing three Falcons and 21 FFARs on each wing. However, the development of the fire control system lagged, and the Hotel was phased out of service quickly.
Image via USAF
Rebuilding to Defend a Nation
The F-89J was the final Scorpion variant to enter service. It was not a new-build Scorpion. Rather, the F-89Js were rebuilt F-89Ds. The F-89J was equipped with 600-gallon wingtip fuel tanks and underwing pylons for carriage of one unguided Douglas MB-1 (AIR-2) Genie rocket. Up to four Falcon missiles could be carried in addition to the Genies.
The first Air National Guard (ANG) unit to fly F-89s was the 176th FIS of the 128th Fighter Interceptor Wing (FIW) Wisconsin ANG. F-89Js served with Air Defense Command (ADC) until 1960 and ANG squadrons until 1969. During Operation Plumbbob in 1957 at the Nevada Test Site, an F-89J fired the only live AIR-2A Genie rocket with a W-25 warhead for the John Shot.
Image via USAF
Still the Best Option During a Turbulent Time
The F-89 Scorpion was this country’s air defense interceptor during a large part of the 1950s. Though no F-89 ever fired a shot in anger, Scorpions did a vitally important job that few ever even knew was being done. A total of 36 USAF and 17 ANG squadrons flew the Scorpion. Thanks to the pace of jet engine development at the time, the jets were always underpowered and slow to respond, resulting in accident rates entirely unacceptable today.
Those low-mounted engines picked up debris constantly, but retractable screens were added to reduce that issue. More reliable and powerful Allison J35-A-47 engines eventually powered the Scorpions that remained in service through the 1960s. Most Scorpions ended their service lives after being replaced by McDonnell F-101B Voodoos or Convair F-102s.
Image via USAF
This video featuring the F-89 Scorpion was uploaded to YouTube by PeriscopeFilm
On Sunday, 11 August 2024, the aviation world witnessed a retirement flight of an aircraft that has been so instrumental in keeping people and property safe, particularly in Western Canada. It was a final sendoff for the Hawaii Martin Mars, the only remaining flying Martin Mars aircraft in the world.
The Last Flight of Hawaii Martin Mars
This wasn’t any retirement flight though, Hawaii Martin Mars was sent off to retirement in style with an escort by the Snowbirds. That’s right, the Canadian demo team escorted the venerable aircraft to its final retirement home at the B.C. Aviation Museum.
Hawaii Martin Mars flew its last flight from Port Alberni to Patricia Bay. Patricia Bay is located near Victoria International Airport.
What Made Hawaii Martin Mars So Special
Martin Mars was an aircraft designed by Martin Company back in World War II. It flew missions for the Navy with the goal of using it as a patrol bomber. By time it was ready for service, the mission was obsolete. The Navy used it for a short period as a cargo aircraft before retiring the fleet.
If the story ended there, the only notable factors would be that the aircraft was large and it was sea based. Like some veterans, the Mars’ true calling came after its military service.
In 1959, Forest Industries Flying Tankers (FIFT) bought four of the seaplanes and converted them to tanker duties in Canada. The Mars was perfectly suited for the role. It had the capability of landing on bodies of water and scooping up 7,200 gallons (27k liters) in just over 20 seconds.
The fleet of Mars aircraft saved the day numerous times, particularly in the dense and isolated forrest fires that affected Canada. Hawaii Martin Mars was transferred to Coulson in 2007. It flew its last mission in 2013. By then Coulson had incorporated a fleet of Boeing 737s, CH-47s, and C-130s to fight fires with more modern tactics.
Preparing For One Final Flight
Hawaii Martin Mars flew fire suppression missions for 47 years. But the rarity of the fleet and the required maintenance for a 75+ year old aircraft took its toll. It also meant that more modern aircraft had the ability to turn quicker with less maintenance and required upkeep. In 2013, the Canadian government did not extend a contract to Coulson for the Martin Mars. It was the end of its flying career.
The aircraft last flew in 2016 when it flew over Oshkosh. It then sat idle for 8 years. But over the past few months, a maintenance team brought Hawaii Martin Mars back to life. Then over the past two weeks, the aircraft conducted an engine run, water taxi tests, and then test flights in preparation for its final flight. The B.C. Aviation Museum put together a great video highlighting its preparation. You can see it below.
Last Sunday, the old Hawaii Martin Mars flew one last flight to her resting place. All 10,000 lbs of horsepower serenaded the skies of the Pacific Northwest as the Snowbirds flew in formation to send her off. The aircraft will become the centerpiece of the collection at the B.C. Aviation Museum. An exhibit will be ready next year.
Many a tale of MiG-killing F-4s has been told over the decades, including numerous accounts from various conflicts involving Israel. Among the more interesting, and controversial, of these is the story of two Israeli F-4 MiG-killers at Ofira.
F-4 Kurnass of 107 Squadron, Israeli Air Force – Israeli Defense Forces photo via Ed Okun
The Yom Kippur War
On the afternoon of 6 October 1973, the Yom Kippur War began with a massive Egyptian air attack on Israeli military installations. Among the targets was Israeli Air Force (IAF) Base Ofira, near Sharm el-Sheikh on the southern coast of the Sinai Peninsula.
The Egyptians caught the Israelis unawares, as the attack took place on Yom Kippur, one of the holiest of Jewish days. The nation of Israel was at rest. But not all were sleeping.
Egyptian military activities during the previous weeks had led to suspicions of an impending attack on israel. The morning of Yom Kippur, warnings to those in government from the night before saw the Israeli military placed on alert.
At IAF Base Ofira, two McDonnell Douglas F-4 Phantoms of 107 Squadron stood alert, ready to take off in minutes.
IAF F-4E in a hardened aircraft shelter – Israeli Defense Forces photo via Ed Okun
Named ‘Kurnass’ (Heavy Hammer) by the Israelis, the F-4 was relatively new to the IAF inventory. The Israelis had done well in combat with their French-supplied Mirage IIIs. But a French arms embargo during the late 1960s forced Israel to look elsewhere for aircraft.
The war in Vietnam had produced many F-4 MiG-killers, and Israel had taken note. Soon a deal was struck with the USA, and the first F-4E Phantoms were delivered to Israel in 1969.
Orders? We Don’t Need No Orders!
One Kurnass was crewed by pilot Amir Nachumi and navigator Josef ‘Yossi’ Yavin. The other was flown by Daniel Shaki with navigator David Regev in the back seat. Each jet was armed with several AIM-9 Sidewinders and the 20mm cannon built into the snout.
Egyptian Air Force MiG-17 – Enhanced still from an Egyptian Air Force Film
Shortly before 2PM, a force of unknown aircraft was detected on radar, approaching Ofira from the southwest. These turned out to be 20 Egyptian Air Force (EAF) MiG-17s with an escort of 8 MiG-21s.
But the base ground controller at Ofira was hesitant to scramble the F-4s.
Israeli Defense Forces photo via Ed Okun
Amir Nachumi didn’t wait for the word. On his own initiative, he taxied out to the closest of Ofira’s two runways, followed by Shaki. The controller was yelling at him, saying that orders from a higher command did not allow for a scramble.
In Nachumi’s words:
“I decided that the orders were 400 kilometers away and they didn’t know what was going on. I cranked the engine and told my number two to do the same and to scramble as quickly as possible.”
One account tells of how Nachumi simply ignored the controller, and switched the radio off. Your author hasn’t been able to confirm whether this actually happened or not, but he’d like to think that it’s true.
Israeli Defense Forces photo via Ed Okun
Anyway, the pair of F-4s immediately took off to the northeast. And just in time.
There Were Almost No F-4 MiG-Killers at Ofira
Looking behind him during the climb-out, Nachumi saw multiple smoke plumes along the runway where the F-4s had been just moments earlier. ‘Twas a narrow escape.
The pair headed east, out over Tiran Island, to take stock of the situation before turning back toward Ofira. Nachumi directed Shaki to the west of the airfield, while he himself went to the east.
Israeli Defense Forces photo via Ed Okun
Quite quickly, each Israeli pilot latched onto two different MiG-17s.
Israeli F-4 MiG-Killers Get to Work
Heading northeast, away from Ofira, Nachumi knocked down the first MiG with an AIM-9 Sidewinder. With this victory, Nachumi gained membership to the relatively small, exclusive club of Israeli F-4 MiG-killers.
Avoiding fire from his victim’s wingman, Nachumi then turned back toward the airfield, shaking his antagonist and searching for more MiGs.
Approaching the field, he came across a pair of MiG-17s making an attack run from the north. Seeing the big Kurnass coming at them, the MiG pilots aborted their run and climbed away to escape.
Meanwhile, Shaki, who’d chased his MiG all the way back to Ofira, finally bagged his quarry with a Sidewinder. The flaming MiG slammed into the ground near the entrance to the airfield. One more member of the Israeli F-4 MiG-killer club.
Egyptian Air Force MiG-17 down at Ofir – Israeli Defense Forces photo via Wikipedia
Guardians Guarding Guardians
Operators of a Hawk surface to air missile (SAM) battery guarding Ofira held their fire, so as not to hit the F-4s. Seeing another pair of MiG-17s lining up on the SAM site, Nachumi gave chase.
Israeli Defense Forces photo via Wikimedia
These MiG pilots also spotted their antagonist and took evasive maneuvers in an attempt to escape to the northeast.
Nachumi made a gun pass on one of the MiGs, which turned hard port to evade. Turning with the MiG, Nachumi took a shot with the 20mm, but nissed. He then felt a ‘thump’ from somewhere in the airframe, and thought that the jet was hit.
Israeli Defense Forces photo
Continuing his turn and losing track of the MiG, Nachumi headed back to Ofira once more. He soon sighted yet another pair of MiG-17s approaching the field from the north.
At this point he noticed that the Phantom was unable to keep up with the MiGs. He and his back-seater, ‘Yossi’ Yavin, soon realized that their starboard engine had gone out.
A brief brainstorm lead to the conclusion that the engine probably stalled while ingesting expelled gasses from the gun.
After a quick re-light, Nachumi gained on the MiGs, caught them south of the field, and nailed one of ’em with an AIM-9. The MiG came down right at the coast, not too far from the airfield.
Nachumi chases a MiG-17 at Ofira – Screen from YouTube Video by ‘Not a Pound for Air to Ground’
F-4 MiG-Killer Forces a MiG’s Mistake
Turning back to the northeast, Nachumi then spotted another pair of MiGs making a run on the base communications area. Unlike the other Egyptians, these two turned into Nachumi’s approach,and headed straight for him in a head-on pass.
One of the Egyptians let loose with the unguided rockets his jet was carrying. The rockets impacted the ground in front of Nachumi, but caused no damage to his Kurnass.
Egyptian Air Force MiG-17 – original image Source: National Archives and Records Administration
It’s speculated that the pilot may have mistakenly fired the rockets instead of his guns. We’ll never know, though, because the only guy who knew for sure isn’t around to tell the tale.
Nachumi fired another Sidewinder which probably went straight up the jet’s intake, turning the MiG into a flaming mass of burning flame. It came down east of the airfield.
That was now three down for Nachumi.
F-4 MiG-Killers Mop Up
Off to the West, Shaki had just bagged his second MiG-17, joining an even more exclusive club. Both Saki and Nachumi had now become double F-4 MiG-killers.
Daniel Shaki in the cockpit of an F-4 – Israeli Defense Forces photo via Ed Okun
But they weren’t quite done yet. Turning port, to the west and away from his second kill, Shaki was bounced by a pair of MiG-21s. Coming in too fast, they overshot and Shaki blew the wingman out of the sky with a Sidewinder.
Original Image: israeli Defense Forces via Ed Okun
Maneuvering hard to evade the Kurnass, the lead MiG-21 led Shaki out over the water at wave-top height. In his frantic attempts to escape from the F-4, the MiG driver apparently bounced off the water one or twice.
Egyptian Air Force MiG-21 – original image Source: National Archives and Records Administration
Some accounts state that he went in. Whatever the case, Shaki was now running low on fuel and turned back north, toward the airfield.
Nachumi was at this time engaged with a final pair of MiG-17s over the east end of the field. He downed one of them with a Sidewinder, his fourth kill of the day. This MiG came down not too far from Nachumi’s third victim.
Low on fuel, both F-4s recovered at Ofira, along with four IAI Neshers of 144 Squadron from Etzion Airbase. The Neshers had been sent to help out, but missed the show by minutes. Goin’ jessie in afterburner the whole way, they were also low on fuel.
Captain Amir Nachumi is ‘Baptized’ after a combat mission – israeli Defense Forces photo via Ed Okun
The two Kurnass crews had claimed seven Egyptian MiGs: six MiG-17s and one MiG-21. And apparently the entire scrap lasted just six minutes.
It probably seemed like an eternity to the F-4 MiG-killers of Ofira.
“It was a miracle” were the only words a Pan Am Boeing 707 pilot could find to describe landing his plane safely after a wing fell off and the plane caught fire in mid-air.
The mishap occurred on 27 June 1965, during the Vietnam War. The plane, named Clipper Friendship and operating as Flight 843, was en route from San Francisco International Airport (SFO) to Honolulu International Airport (HNL) in Hawaii.
The aircraft involved in the near-tragedy of Flight 843. Pan Am Boeing 707-321B N761PA at Dusseldorf (DUS) in July 1973 | IMAGE: By Udo K. Haafke – https://www.airliners.net/photo/Pan-American-World-Airways-Pan-Am/Boeing-707-321B/1482053, GFDL 1.2, https://commons.wikimedia.org/w/index.php?curid=82646233
It had only been in flight for a minute or two when an apparent engine fire and explosion caused the engine to separate from the wing. The aircraft spewed debris over South San Francisco before lumbering in the air long enough to make a shallow turn towards a divert field.
By the grace of God and some miraculous flying by the crew, the severely damaged plane somehow managed to land safely at Travis Air Force Base, about 50 miles northeast of San Francisco.
As roughly 25 feet of wing blew off and the plane caught fire, Captain Charles Kimes came over the loudspeaker and said:
“Ladies and gentlemen, this is your Captain speaking. We are experiencing some minor difficulties… well, perhaps not so minor.”
Captain’s address to the passengers
The passengers laughed nervously as the Captain explained that they would be landing at Travis.
Minutes later, the Captain kept his promise, lowered the landing gear manually, and touched down at Travis AFB. All 143 passengers and ten crew members on the plane were safely evacuated. These were the days before cell phones made it so easy to take pictures. Still, two of the plane’s passengers happened to have an 8mm camera with them and were able to take amazing footage of the scene.
Captain Kimes said he had no idea what caused the problem. It could have been a bird flying into the wing, or it could have been engine failure.
Investigators determined that an unfortunate cascade of events led up to the near-tragedy. Just three days before the accident, the No. 4 engine had been overhauled and went on to rack up 39 uneventful flight hours, giving no hint of what was coming. Investigators later determined that the explosion was caused by a third-stage turbine disc failure, which was rooted in poor clearances resulting from improper installation, the use of incorrect tools, worn parts, and a critical lapse in oversight. The Civil Aeronautics Board (CAB) noted that the work was signed off without being fully checked.
The day wasn’t finished, though. Pan Am sent a second 707 to pick up the passengers from the first flight and take them to Hawaii. On landing, the nose gear of the second jet collapsed, leading to the second emergency of the day for Travis AFB! Finally, a third 707 was sent to the Air Force Base.
That plane landed safely at Travis AFB and continued on to Hawaii without any further issues.
Panavia Built the Tornado for Germany, Italy, and the UK to Fly and Fight
The Panavia Tornado was jointly developed by Italy, the United Kingdom, and West Germany, beginning in the late 1960s, as a response to the requirement for a Multi-Role Combat Aircraft (MRCA).
European NATO countries had been flying several American-designed jets for many years by that point. The RAF had considered the General Dynamics F-111K but ultimately decided to back out. The Panavia consortium was comprised of British Aerospace, MBB, and Aeritalia. The only operators of these twin-engine swing-wing jets have been the Royal Air Force, the Italian Air Force (Aeronautica Militare), the German Luftwaffe (and Marineflieger or Navy), and the only export customer for the jet- the Royal Saudi Air Force.
Luftwaffe Tornado IDS. Image via USAF
The International Fighter Extraordinaire
First flown on 14 August 1974, the Tornado entered service with the RAF and the Luftwaffe in 1979, with the Italians following suit in 1981. A total of 992 Tornado jets were produced by Panavia between 1978 and 1988. Tornados were produced in several variants, but they broke down into two fairly distinct types: ground attack or interdiction/strike (IDS) and interceptor or air defense variant (ADV.
Tornado IDS variants include the GR1, GR1B, GR4, and the GR1A/GR4A. There is also a Tornado electronic combat/reconnaissance (ECR) variant. All Tornados are crewed by two, have manually controlled swing wings, and are powered by a pair of Turbo-Union RB199 three spool turbofan engines equipped with both afterburners and thrust reversers.
Italian Tornados of the IDS persuasion. Image via USAF
The Nose Knows
Germany and Italy operate Tornado ECRs in the suppression of enemy air defenses (SEAD) role. The German Navy (Marineflieger) replaced their F-104G Starfighters with Tornados. EGRs are equipped with specialized radar warning receivers and reconnaissance sensors and can fire the Texas Instruments/Raytheon AGM-88 High Speed Anti-Radiation (HARM) missile. The RAF utilizes Tornado IDS jets in the role of the ECR. All Tornado IDS and ECR variants can be identified by the types’ shorter nose cone.
Luftwaffe Tornado ECR. Image via US Air Force
The Air Defence Variant
The Tornado ADV, designated either F2, F2A, F3, or EF3, has been operated by the RAF, Italy, and Saudi Arabia. While the ADV is said to lack agility, the jet was not designed or intended to dogfight. It is a straight interceptor, much like the Convair F-106 Delta Dart.
The ADV does share about 80% of its parts with IDS variants, but it is equipped with improved RB199 Mk.104 engines giving it superior acceleration, the distinctive longer nose section, greater fuel capacity, and the GEC-Marconi AI.24 Foxhunter radar, and an inflight refueling probe. The ADV is also an excellent SEAD platform.
RAF Tornado IDS GR4. Photo: Corporal Mike Jones/MOD
Toting the Latest NATO Ordnance
Tornados can employ the latest NATO armament, including the Raytheon AIM-9 Sidewinder and AGM-65 Maverick air-to-ground missiles along with the Hughes/Raytheon AIM-120 Advanced Medium Range Air to Air Missile (AMRAAM), RAF AIM-132 Advanced Short Range Air to Air Missile (ASRAAM), Brimstone, Storm Shadow, or ALARM anti-radiation missiles. Tornados can also deliver the Paveway II, III, and IV series of laser guide bomb (LGB) munitions and the latest RAF ordnance options. RAF and Italian Tornados were highly effective during their combat in the Gulf War.
RAF Tornado IDS GR4s. Photo: Sergeant Jack Pritchard RAF/MOD
This awesome film about the Tornado in RAF service was uploaded to YouTube by BrySkye. Enjoy!
Avelo Airlines is a scheduled discount airline that flies domestic routes to under-served locations within the USA. Headquartered in Houston, Texas, Avelo flights run mainly up and down the East and West Coasts, with plans for limited international flights.
Avelo Airlines: Origins as Casino Express
First established as Casino Express Airlines in 1987 by casino owner Tod McClaskey, the airline began operations in 1989. A charter outfit, Casino Express initially flew its Boeing 737-200s exclusively for McClaskey’s Red Lion Hotel and Casino in Elko, Nevada.
Casino Express Postcard
The airline’s niche market soon began to wane, however, and Casino Express looked to expand its operations. In 1994 it flew scheduled weekend-only flights from Elko Regional Airport to Portland, Oregon, and Seattle, Washington.
The airline also briefly operated a single 737-200 for the start-up airline Tahoe Air in 1999.
Richard Silagi photo – Wikimedia Commons
XTRA Airways
Tod McClaskey went West in 2003, and in December of 2005 Casino Express was acquired by the partnership of CXP Management and Avion Group.
The name was changed to Xtra Airways and operations expanded across the USA, as well as internationally on a limited basis.
Cory W. Watts photo – Wikimedia Commons
The airline’s customer base also expanded to include sports teams, the press corps, government agencies, and various VIPs.
Beginning in 2007, XTRA Airways flew contract for Direct Air, based in Myrtle Beach, South Carolina. They used a pair of 737-400s in this role through 2012, when Direct Air suspended operations and filed for bankruptcy.
Alan Radecki photo – Wikimedia Commons
September of 2016 brought a high-profile charter contract for the airline. Two of XTRA’s Boeing 737s were hired to fly Hillary Clinton around the USA for her 2016 presidential campaign.
Owen O’Rourke photo – Wikimedia Commons
Avelo Airlines
In August of 2018, XTRA was acquired by Andrew Levy, former United Airlines executive and Allegiant Air co-founder. His intent was to switch from charter operations to a scheduled ‘ultra-low-cost’ service.
Alf van Beem photo – Wikimedia Commons
Levy’s main goal was to offer flights to and from places where few if any major airlines had a presence. By doing so, many people who would not otherwise fly, because of cost or inconvenient location, could now travel by air.
An early investor document from the last days of XTRA airways stated:
“Ultra-low-cost carriers in the USA are unreliable compared to others around the world, and rely too much on primary airports. XTRA will seek out lower-cost, second-tier airports.”
XTRA Becomes Avelo Airlines
Headquarters were moved to Houston, Texas, and in April of 2021, it was announced that XTRA would be renamed to Avelo Airlines.
OrangeRye – Wikimedia Commons
Scheduled operations began on 28 April 2021, with a flight originating from Avelo’s base at Hollywood Burbank Airport, California. The destination was Charles M. Schulz–Sonoma County Airport in Santa Rosa, California.
Timothy Powaleny photo – Wikimedia Commons
Avelo initially offered flights to eleven un-served West Coast destinations. Its fleet at the time consisted of three Boeing 737-800s, but this number had doubled by the end of 2021.
Avelo Airlines Expands
By the end of 2021 Avelo had established a second base at Tweed New Haven Airport, Connecticut, with most flights going to Florida. Tweed has since become Avelo’s most active base, offering flights to 26 destinations across the Eastern USA.
In 2022, Avelo Airlines established three bases at Orlando International Airport, New Castle Airport in Wilmington, Delaware, and Raleigh–Durham International Airport, North Carolina.
Vincent Games photo – Delaware River and Bay Authority
A sixth base at Harry Reid International Airport in Las Vegas, opened in 2023, but has since moved to Charles M. Schulz–Sonoma County Airport.
Avelo Airlines in 2024
As of mid 2024, Avelo Airlines West Coast flights run mainly to thirteen destinations within the states of California and Oregon. Other destinations include Colorado, Nevada, and Washington.
On the East Coast, Avelo offers flights across the entire Eastern USA. These include locations in the Carolinas, New York, Georgia, Illinois, Michigan, Missouri, Tennessee, and the District of Columbia.
In February 2024, Avelo announced plans to add several aircraft to its fleet, and in July revealed expansion plans to include 18 new routes, and two new bases. One at Bradley International Airport in Hartford, Connecticut and the other at Lakeland Linder Airport, Florida.
Most significantly, Avelo Airlines announced international service to Mexico and Jamaica, beginning in November of 2024.
Wikimedia Commons
Mission Accomplished- Avelo Found Its Niche
Alevo Airlines has found a niche for itself, offering low-cost airfare to largely casual travelers. People who simply wanna visit family and friends, or take the aerial equivalent of a road trip.
People who wouldn’t otherwise fly because of the high cost, or because they live too far from the nearest major airport.
As Andrew Levy once said, “There’s a lot of room for more airplane seats in the United States.”
A massive transformation project at Pittsburgh International Airport (PIT) is over 70 percent complete.
PIT’s Terminal Modernization Program (TMP), a $1.57 billion project, is well underway. Its aim is to create a more efficient, passenger-friendly airport that meets the needs of 21st-century travelers. This ambitious program is more than just an upgrade; it’s a complete reimagining of how an airport should function in today’s world, prioritizing speed, convenience, and sustainability.
A New Airport for a New Era
An aerial view of the ongoing construction of the new landside terminal at Pittsburgh International Airport (PIT) | IMAGE: Pittsburgh International Airport via Facebook
At the heart of the TMP is a new 811,000-square-foot terminal that will be the hub of PIT’s operations. This facility will replace the airport’s current landside building, which opened in 1992 and was designed primarily for a hub-and-spoke system. Back then, PIT was a major hub for USAir, later US Airways, before the airline dehubbed the airport in 2004.
At its peak, USAir alone operated more than 540 daily flights and over 20 million passengers annually at PIT. Following 9/11, the subsequent downturn in air travel, and two US Airways bankruptcies, PIT was decimated.
Today, PIT operates more as an origin-and-destination airport. Just over 9.19 million passengers boarded flights at PIT in 2023, and while that number may be impressive, the existing infrastructure no longer meets the needs of this market.
The new terminal will streamline the passenger experience significantly. For instance, the time it takes to get from curbside to airside will be reduced by 50 percent, and the time to get from international arrivals to curbside will decrease by a whopping 67 percent.
This improvement is particularly welcome to travelers who currently face multiple drop-off points, three floors to navigate, two woefully inefficient TSA checkpoints, and an underground train ride. Additionally, with the current setup, airlines must handle international passenger bags twice to deliver them to baggage claim—a process that will be eliminated with the new design.
An aerial view of the progress at Pittsburgh International Airport | IMAGE: luisvidal Architects via X
The latest drone video of our new terminal. A few updates:
🌳 Steel tree columns being painted ⭐ Wood constellation ceiling paneling 🍁 Terrazzo flooring that includes artistic leaves "falling" from our tree columns 🚗 New covered parking garage with 1,000's of spots pic.twitter.com/pRJRnPa1Er
— Pittsburgh International Airport (@PITairport) July 31, 2024
Simplifying the Passenger Journey
Progress continues on the construction of PIT’s new landside terminal | IMAGE: Pittsburgh International Airport via Facebook
One of the major criticisms of the current PIT facility is its complexity. The layout includes multiple areas for ground transportation pickups, which often confuses travelers, especially those unfamiliar with the airport.
The new terminal will address these issues with a simplified design that includes a multi-modal complex parking structure, miles of new roadways, and a three-level terminal bridge. These changes will significantly reduce the distance and time needed to navigate the airport, making the passenger journey smoother and simpler.
Furthermore, the new terminal will feature a single, consolidated TSA checkpoint that will offer over twice the space of the current two checkpoints combined.
Passengers wait in a long line at the PIT TSA checkpoint | IMAGE: Pittsburgh International Airport via Facebook
Unfortunately, passengers traveling through PIT during construction have been experiencing horrendous wait times at the TSA checkpoints, underscoring the need to address the overutilization of the existing TSA infrastructure. Designed for a different era of air travel, PIT’s current security checkpoints struggle to keep up with demand.
The new checkpoint will allow passengers to move through security quickly and efficiently, reducing wait times and stress.
Highlighting the Natural Beauty of Western Pennsylvania
Steel columns, which will mimic the trees of western Pennsylvania, rise from the floor at PIT’s new terminal | IMAGE: Pittsburgh International Airport via Facebook
The TMP isn’t just about improving efficiency; it’s also about creating a more pleasant and aesthetically pleasing environment for travelers. The design of the new terminal takes inspiration from the natural beauty of western Pennsylvania.
Over the last few weeks, workers painted the steel tree columns to emulate the region’s foliage and installed wood constellation ceiling paneling, featuring 4,000 lights to mimic the night sky. The terminal’s terrazzo flooring will feature leaves that appear to fall from the tree columns, further reinforcing the natural theme.
In addition to its design elements, the new terminal will offer state-of-the-art amenities. Floor-to-ceiling windows will provide stunning airfield views, making PIT a haven for avgeeks and plane spotters. The terminal will also feature four separate outdoor spaces, including two past security where passengers can relax outside before their flights.
The airside terminal, which will connect to the new landside terminal via a connector bridge, will also undergo significant renovations. These include updated restrooms, concessions spaces, and gate areas, with a focus on enhancing comfort and convenience.
The new gate areas will feature seating with power outlets, LED lighting, high-top tables, and soft seating for families. The gate areas are being redesigned in collaboration with airlines, allowing for customization that meets the specific needs of PIT’s 15 different carriers.
Ceiling installation underway at PIT | IMAGE: @PITairport via X
Parking at Pittsburgh International Airport will be a Whole Lot Easier
An exterior view of the roadway approaches to Pittsburgh International Airport’s new landside terminal | IMAGE: Pittsburgh International Airport via Facebook
Sustainability is a key focus of the TMP. The new terminal will soon receive electricity, signaling progress towards a facility that is not only modern but also environmentally responsible. The project also aims to reduce operational costs, which have been high due to the complexity and age of the current facility.
The existing terminal includes a labyrinth of escalators, elevators, and moving walkways, all of which are expensive to operate and maintain. The new design simplifies these elements, reducing maintenance costs and the airport’s carbon footprint.
The baggage claim system, which has been a source of frustration for many passengers, will be noticeably faster and more efficient. This improvement is significant in an era where passengers expect quick and uncomplicated service at every stage of their journey.
The new terminal also feature a new parking garage with 5,000 spaces—three times the current number—making it easier for travelers to park and access the airport. Other features in the new garage include EV charging stations, rental car spaces, rideshare service pickup and drop-off spaces, and an environmentally-friendly deicing system for the entrance and exit ramps.
A crane hoists the final beam in the topping off ceremony of PIT’s new 5,000-spot parking structure | IMAGE: Pittsburgh International Airport via Facebook
The AirMall Lives On: Retail to Expand at PIT
While much of the focus on PIT’s transformation project is on the new landside terminal, the existing airside terminal will also undergo a massive revamp | IMAGE: Pittsburgh International Airport via Facebook
As of this writing (August 2024), the Terminal Modernization Program is over 70% complete, with a completion date set for early- to mid-2025. Significant progress is evident all around the facility, with walls going up on the new customer service building that will house rental car companies and other services. The airside terminal is also receiving a major facelift, with renovations that will align it with the design and functionality of the new landside building.
The retail offerings at PIT will also see a significant expansion, with 15 new concessions added to both the landside and airside terminals. These additions mark the airport’s largest retail expansion in over a decade. Notable additions include Shake Shack, which will join various other food and retail options that will remind travelers of PIT’s prime AirMall days.
It's exciting to see updated drone footage of our new terminal! Things to look for:
👯 First terrazzo flooring poured 🎒Faster baggage claim system ✈️ Floor to ceiling plane spotting 🌲 Outdoor spaces
— Pittsburgh International Airport (@PITairport) June 26, 2024
As Opening Day Draws Near, PIT Focuses on Continued Growth
Aerial view of the ongoing construction at PIT | IMAGE: luisvidal Architects via X
Much like the City of Pittsburgh’s stunning revival following the decline of its steel industry, Pittsburgh International Airport is undergoing a complete rebirth. PIT’s transformation is more than just a construction project; it’s a redefining moment for the airport’s role in the region and its service to passengers.
This fall, Pittsburgh International Airport’s 15 airlines will serve 62 destinations with 171 peak-day departures. Although PIT is a shadow of what it once was at the height of its days as a USAir hub, officials are optimistic that new routes–particularly international ones–will take flight in the years to come.
As business increases, PIT will be more than ready to meet this demand once the new terminal and renovated facilities open next year.
Avgeekery will continue to bring you updates as opening day draws near.
To read more about the Terminal Modernization Program at Pittsburgh International Airport, read this.
To look at artist renderings of what the new terminal will look like once complete, click here.
When you think of now-defunct domestic airlines throughout the years, you probably remember the big ones — Eastern, Pan Am, etc. In reality, there have been many small airlines that have popped up around the country, only to cease operations after a few years in the air, or become swallowed up by one of the carriers that’s still around today.
Such is the case with Reno Air, a small commercial airline out of Reno that began in 1992 with its first nonstop flight from Reno to Seattle. It grew to establish other hubs in Nevada, Las Vegas, and San Jose. It offered flights to many points in the western half of the United States and internationally into Canada.
An idea born from industry pros
Founded by industry guys from Frontier (the 1950-1986 version, not the animal-clad, low-cost aircraft we see today) and Midway Airlines, both of which had at that point become defunct, Reno Air seemed to be growing rapidly after its 1992 establishment, quickly expanding its service and creating new hubs. From the start, it seemed they would have a relationship with American Airlines, as their 1993 hub at San Jose would be leased gate space from American, and they joined up with the AAdvantage program to give their flyers credit on Reno Air flights. Soon, they would be calling themselves “the biggest little airline in the world.”
The airline’s 1996 web page is still online, offering up all the nostalgic air travel feels you could want. A button advises you the site is best viewed on either Netscape Navigator or Microsoft Internet Explorer (which, don’t worry, the graphic says, it’s free), and interested travelers are urged to call on what looks to be a MicroTAC Ultra Lite.
At the time, the airline’s slogan was “Discover a Better Low Fare Airline.” They noted that, unlike other low-cost airlines, they provided advanced seat selection, advanced boarding passes, a frequent flyer program (AAdvantage), a first class (which you could upgrade to for only an extra fee of $25), and a new jet fleet. All of this, though, did not keep Reno Air from feeling some painful competition from Southwest.
On 30 August 1999, Reno Air would fly their last, as they were acquired by American Airlines, which was looking to expand its reach on western north-south routes, which just so happened to be Reno Air’s specialty. At the time, American kept on Reno Air’s aircraft, simply repainting the fuselage, but the various McDonnell Douglas MD-80 and -90 series jets were retired after 9/11, to reduce capacity.
The Amazing hybrid Reno Air/American Airlines Fleet
One of the most unique things about the acquisition was how the repainting of Reno Air’s fleet was done in such a piecemeal fashion. American had to repaint the aircraft, but needed to keep the RenoAir operation flying to the maximum extent possible. This led to minor modifications of the scheme during scheduled downtime with an eventual repaint for the aircraft. Additionally, American decided against keeping the MD-87 and MD-90 subfleets. So those aircraft never received the full livery. Surprisingly, though, American did paint the MD-90 in American colors with a white fuselage.
The standard Reno Air Scheme on a MD-80. Photo by Matthew Desatoff.A Reno Air MD-80 with the titles removed but tail still painted. Photo by Matthew Desatoff.A Reno Air MD-87 with the titles removed and part of the tail painted. Photo by Matthew Desatoff.A temporary AA adorns the partially scrubbed Reno Air tail. Photo by Matthew Desatoff.Only the Reno Air colors remain on the rudder of this MD-80. Photo by Matthew Desatoff.A Reno Air MD-90 is painted in all white with just the underbelly or Reno Air remaining. Photo by Matthew Desatoff.Another Reno Air MD-90 looks even more barren with just a hint of former Reno Air scheme with the black nose shield. Photo by Matthew Desatoff.AA temporary titles adorn this MD-80. Photo by Matthew Desatoff.With the Reno Air colors removed, this MD-80 is only denoted as American by the small sticker on the tail. Photo by Matthew Desatoff.Full American colors are applied to a white MD-80 fuselage. Photo by Matthew Desatoff.Full American Airlines colors are applied (with white instead of bare metal) to this former Reno Air MD-87. Photo by Matthew Desatoff.The ultra-rare white MD-90 in full American Airlines scheme. Only 5 aircraft were painted like this one. The fleet was discarded to the desert and later picked up by Indonesia’s LionAir. Photo by Matthew Desatoff.
Reno Air returns…sort of
However, this would not be the end for Reno Air. Back in 2015, American Airlines brought Reno Air’s spirit with a Retrojet tribute and a special amenity kit for first-class passengers. In November 2015, a Boeing 737-800 was rolled out with livery in Reno Air colors. The tribute was part of an overall attempt by American to honor those airlines that have been absorbed by its brand over the years, such as TWA and AirCal.
Photo: American Airlines
Reno Air still has a following of individuals who were impacted by the airline’s presence. An online community offers memberships that even come with an @renoair.net email address, primarily targeted at former employees.
Editor’s Note: Special thanks to Matthew Desatoff for his many unique photos.
Amazingly, There Were Survivors of the Impact, But Rescue Efforts Were Inexplicably Delayed
On Monday, 12 August 1985 at 1812 local time, Japan Airlines Boeing 747SR-46 jetliner serial number 20783/230 registered as JA8119 and operating as JAL Flight 123 or JAL 123, departed runway 15L at Tokyo Haneda Airport bound for Osaka International Airport with 524 souls on board- 3 flight crew, 12 flight attendants, and 509 passengers.
The jet had entered service on 28 January 1974 and had accumulated more than 25,000 airframe hours and more than 18,800 cycles. The 747 was flying its fifth of six planned flights that day.
JA8119. By Harcmac60 [CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0) or GFDL (http://www.gnu.org/copyleft/fdl.html)], via Wikimedia Commons
An Experienced Crew on the Flight Deck
The flight deck was manned by 49-year-old Captain Takahama Masami of Akita, Japan. Masami’s logbook indicated about 12,400 total flight hours, with about 4,850 of 747 time.
The First Officer was 39-year-old Sasaki Yutaka of Kobe, Japan. Yutaka had about 4,000 total flight hours, 2,650 of which were in the 747. The Flight Engineer was 46-year-old Fukuda Hiroshi of Kyoto, Japan. Hiroshi had approximately 9,800 total flight hours and 3,850 in 747s.
Sister ship to JA8119. By Communi core by S.Fujioka [GFDL (http://www.gnu.org/copyleft/fdl.html) or CC-BY-SA-3.0 (http://creativecommons.org/licenses/by-sa/3.0/)], via Wikimedia Commons
A Seven-Year Period Between Cause and Effect
Seven years prior to the flight from Haneda to Osaka on 2 June 1978, JA8119 had suffered a tail strike while landing at Osaka as JAL 115. The aircraft sustained damage to the rear fuselage and was inspected and repaired as needed (IRAN) by Boeing.
One of the repairs made was to add a splice plate on the aft pressure bulkhead. This repair was improperly made. The ensuing seven years of the jet’s regular operations gradually weakened the aft pressure bulkhead. The repair failed 12 minutes into the flight of JAL 123 at an altitude of 23,900 feet and at a speed of 300 knots over Sagami Bay at 1824 local time.
The resulting rapid decompression brought down the cabin ceiling near the aft lavatories, damaged the unpressurized fuselage aft of the pressure bulkhead, caused the vertical stabilizer and rudder to depart the aircraft along with the tailcone containing the auxiliary power unit (APU), and, worst of all, severed all four hydraulic lines routed through the area.
Sister ship to JA8119. By clipperarctic (JAL 747) [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
Uncontrolled Descent Into Mountainous Terrain
The flight crew immediately squawked 7700 and broadcast their Mayday call. Tokyo Center suggested JAL Flight 123 divert to Nagoya, but Masami wanted to try to return to Haneda. Conventional control of the 747 ended when hydraulic pressure dropped to zero, rendering the ailerons, elevators, and yaw damper inoperative.
The aircraft began to oscillate in the pitch and yaw axes. The crew tried lowering flaps and gear, but directional control was only possible via differential throttle settings- eerily similar to UAL 232 four years later. By the time the aircraft reached an altitude of 13,500 feet, it was uncontrollable. The aircraft descended below 7,000 feet and climbed to over 13,000 feet before losing radar contact.
JAL Flight 123 crash site. Image via Japan Times
Four Survivors – But the Count Could (and Should) Have Been Higher
After clipping a wing on one ridge and slamming into a second ridge, JA8119 impacted the ground inverted at coordinates 36°0′5″N, 138°41′38″E and 5,135 feet up on Osutaka Ridge near Mount Takamagahara, Ueno, Gunma Prefecture, 62 miles from Tokyo. Some passengers survived the crash but died of their injuries at the scene.
A US Air Force Lockheed C-130H from the 345th Tactical Airlift Squadron (TAS) found the crash site first. Despite US Marine Corps, US Navy, and US Air Force personnel being ready and waiting to deploy to the crash site, their assistance was inexplicably declined by Japanese authorities. In the end, only four of the 524 souls on board JAL Flight 123 survived the crash, making this the deadliest single-aircraft accident in aviation history and the second-deadliest overall after only the Tenerife 747 collision.
Sister ship to JA8119. By G B_NZ (JAL 747-200 JA8015 at LHR) [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
The Legacy of JAL Flight 123
The accident had a wide-reaching effect in Japan. JAL paid $6.7 million to the victim’s relatives without admitting liability for the accident. JAL’s president resigned, and a maintenance manager committed suicide. The engineer who inspected the jet and signed off on the repair also committed suicide. Flight number 123 was never used by JAL again.
The route became Flight 127. JAL gradually switched from flying 747s to Boeing 767 and 777 aircraft and sent its few remaining 747s to the boneyard in 2011. The following video with cockpit voice recorder (CVR) audio of the last minutes of JAL Flight 123 was uploaded to YouTube by KaykEigh. WARNING: Not for the faint of heart.
Aviation photographer Dylan Phelps captures a Lancaster and the only two remaining flightworthy B-29s in ultra rare formation.
On July 24, 2024, I was filled with a mix of excitement, joy, and nerves as we prepared for the most significant photoshoot of my budding air-to-air photography career. Months of meticulous planning had led us to this moment. I was going to lead a WWII bomber air-to-air photoshoot.
While I had participated in several air-to-air shoots before, this one held substantial historical significance. Three iconic heavy bombers from World War II were set to share the sky above Oshkosh, Wisconsin: an Avro Lancaster and two Boeing B-29 Superfortresses.
A rare sight in the skies
Dylan Phelps of Centerline Images was able to capture this rare flight of a B-29 and Lancaster formation.
The Lancaster and Superfortress had seldom been photographed together, and this shoot also marked the first reunion of Doc and FiFi since 2018, following their initial flight together in 2017 at Oshkosh.
This was a noteworthy event in itself, especially considering they are the only two remaining airworthy B-29s in the world, despite Boeing having produced 3,970 of them.
Once in a lifetime photoshoot opportunity for me
Dylan Phelps of Centerline Images was able to capture this rare flight of two B-29s and Lancaster formation.
The idea for this once-in-a-lifetime shoot emerged when it was confirmed that all three bombers would attend the annual EAA AirVenture fly-in in Oshkosh, Wisconsin which takes part at the Wittman Regional Airport.
Both B-29s were featured to commemorate “Turning the Tide,” a tribute to World War II air power, while the Avro Lancaster would be celebrated as part of the Royal Canadian Air Force’s centennial, marking its first visit to AirVenture since 2015.
Dylan Phelps of Centerline Images captured bot Doc and Fifi in close formation too.
With these three aircraft confirmed, the EAA decided to kick off the Wednesday night airshow with a spectacular flyover of these legendary bombers. Excitement spread quickly, and discussions about capturing this extraordinary trio in flight followed.
When I was approached about this potential opportunity a few months in advance, I felt a mix of thrill and pressure. I knew I had to deliver stunning results for this rare occasion. While I had previously photographed larger aircraft like the C-47 and B-25, those shoots were relatively much simpler, with fewer moving parts and the focus on one aircraft at a time.
Preparing for a WWII bomber air-to-air photoshoot is more difficult that you’d think
Preparation was key for the shoot of two B-29s and a Lancaster. It included analyzing the formation set up and lighting in advance.
This heavy bomber photoshoot, however, came with many complexities. The primary goal of their flight was not to accommodate photography but to ensure that all three bombers took off and formed up in time for their airshow pass at 8:00 PM.
We had to navigate fading sunlight, limited airspace over Lake Winnebago, and allow the crews to practice their own maneuvers prior to their airshow pass. Despite my initial nerves, I, of course, eagerly accepted the challenge.
Who wouldn’t be nervous doing a photoshoot with some of the rarest WWII bombers?
Months later, the day arrived, and the familiar jitters set in. In aviation, nothing is guaranteed, with many factors, including aircraft availability and weather, in play.
Historic Air-to-Air Photoshoot: WWII Bombers Over Oshkosh 162
As a positive sign, weather conditions were looking promising. In the late morning, all the crew gathered to discuss the goals of our flight and safety matters. The photoshoot appeared to be a go.
Later that evening, just before 7 PM, we climbed into our photoship, the Commemorative Air Force’s Twin Beech, affectionately known as Bucket of Bolts. This aircraft has a removable emergency exit on the right side and a seat that can be adjusted to face rearward, providing excellent visibility for photographs.
Here we go!
I double and triple checked my camera equipment and moments later, we were ready to go. Our twin Pratt & Whitney R-985s roared to life and we departed from Wittman Regional’s runway 27, heading east over Lake Winnebago for the rendezvous with the bombers.
Beautiful, gleaming B-29 appeared on the horizon
The result was a series of beautiful photos that perfectly illuminated the historic B-29s.
Within minutes, I spotted the first B-29 on the horizon—Doc, its polished metal gleaming in the evening light. Soon after, I also had a visual on FiFi and the Lancaster as they started clawing our way.
It was a surreal moment for me as an aviation enthusiast, witnessing these iconic bombers together. Remarkably, until then, I had never even seen an Avro Lancaster in person. Despite all this natural excitement, it was time for me to focus. One final check of my camera equipment and it was time for me to get to work.
Pinch me! I’m directing a WWII bomber air-to-air photoshoot
Dylan Phelps directed the three vintage aircraft into a perfect formation all while factoring in lighting and background.
I began directing the formation through my headset, acting as both photographer and an aerial choreographer of sorts. “Lancaster, that looks perfect. Hold your position. FiFi, climb up ten feet,” I instructed.
Maintaining proper spacing among the aircraft was crucial; it didn’t take much for these massive bombers to unintentionally obscure one another, especially during turns. As I snapped photos with my trusty Nikon Z8, I realized just how vital every minute of this opportunity was.
The bombers were Dominating in the sky. The air to air shoot required precise instructions and focal points to get the perfect shot.
The sheer size of the bombers meant they occupied considerable airspace, and formation adjustments took longer than they would with smaller aircraft like the P-51 Mustang or T-6 Texan. Good natural lighting was essential to maximize this historic photo opportunity, and with our limited airspace, I needed to seize every chance to capture the beauty of the setting sun while we’d be flying south to north.
Before I knew it, we’d again be turning back to the south, and the bombers were momentarily backlit again, forcing me to exericise more creativity for silhouetted angles of the aircraft.
The shoot was a blur but I got the pictures to prove it!
Two B-29s, Doc and Fifi, along with a Lancaster form up for a perfect air to air formation photo.
All of us in the Twin Beech photoship stayed intensely busy, and before you know it thirty minutes had passed, and it was already time for us to break off and return to Wittman Regional, allowing the heavy bomber crews to perform their necessary maneuvers prior to their airshow pass. As we were headed back, the adrenaline began to wear off slightly, and the gravity of what we had just done really hit me.
I quickly reviewed some of the photos I had taken and was amazed by the results, grinning with satisfaction that we accomplished what we had set out to do. We touched down gently on runway 27 at Wittman Regional and taxied back to our spot in warbird parking.
As we exited the Twin Beech, you could see the heavy bombers approaching for their airshow-opening pass, hitting their 8:00 PM time on target perfectly. Mission accomplished!
Thanking everyone who made the WWII bomber air-to-air photoshoot possible
Dylan Phelps of Centerline Images captured amazing photos of two B-29s and a Lancaster in flight. Special thanks to EAA and the crews of all four aircraft that partook in the photo shoot.
My gratitude goes out to everyone involved in this historical endeavour – the Canadian Warbird Heritage Museum with their Avro Lancaster, the Commemorative Air Force with their B-29 FiFi, Doc’s Friends with their B-29 Doc, the EAA, my fellow photoship crew, and many more
What if I told you there is a place in the US where you could see thousands of aircraft in one place? We’re not talking about the world’s largest air show or the biggest aircraft museum. We’re talking about the largest military boneyard in the world, along with a host of other locations in the Tucson area.
The 309th Aerospace Maintenance and Regeneration Group, or AMARG, is located at the Davis-Monthan Air Force Base near Tucson, Arizona. Military aircraft have been arriving there for storage and dismantling since the end of World War II.
The mission of storing and dismantling military aircraft started in 1946. At the end of World War II, the US government found itself with more than a surplus of aircraft.
A dry climate and little rain make Davis Monthan AFB the perfect place to store aircraft. The weather conditions at the base are ideal for the outdoor storage of aircraft. The hot and dry conditions limit corrosion and degradation of the stored aircraft.
photo rights provided by the department of defense
More than just an aviation boneyard
The boneyard is hundreds of acres of aircraft parked from wing tip to wing tip. The base hosts over 3,200 aircraft from all services and other government agencies, such as NASA and the Forest Service.
The AMARG is also in charge of the storage of engines, aircraft parts, and other support equipment.
photo rights provided by the department of defense
In addition to storage, Davis Monthan AFB also provides regeneration services. Some aircraft are stored there temporarily, meaning that they could be returned to service at a later date. The base provides maintenance for some aircraft and can regenerate them as necessary.
Davis Monthan AFB is closed to civilian tours but other amazing boneyard tours in the area are available
While tours used to be available at Davis Monthan AFB, they have been closed to the public for a few years. Visitors are not allowed on base, but you can still see the frequent A-10 and F-35 fighters departing from the base. You can also see the boneyard from the air on arrival and departure to nearby Tucson International Airport (TUS).
The good news is that Davis Monthan AFB is not the only boneyard in the region. There are plenty of ways to get your avgeek fix near Tucson.
Pima Air Museum
Pima Air Museum is located nearby. There, you can see over 400 aircraft and receive a guided tour of over 80 acres of aviation history.
The Pima Air Museum includes several unique aircraft, including NASA’s Boeing 747 SOFIA, one of the first Boeing 787s off the assembly line, and several unique fighter aircraft.
The museum also offers three hangars filled with aircraft from World War II, Vietnam, and recent conflicts. But that’s not all. Anything and everything from military helicopters to Russian jet fighters is on display inside, with larger aircraft stored outside. This museum is considered one of the world’s largest non-government-funded aviation museums.
The boneyard also sells guided tours of its property. That’s right, you can go in and see some of the stored aircraft, with professionals sharing unique history about their collection.
Tours Are Available for Other Boneyards Too
Our friends at Boneyard Safari offer a number of tours throughout the year.
Boneyard Safari primarily hosts tours at Aircraft Restoration Marketing. It is one of the last regeneration facilities in Tucson. Boneyard Safari tour guides will take up to 10 guests at a time through a C-130, DC-3/C-47, Boeing 727, and walk around various other aircraft, including a C-27A, T-37, C-131F, and P-3.
Boneyard Safari is also available for other driving tours throughout the area upon request.
Prepare for your visit to a Boneyard
Remember, the boneyards are located near Tucson, Arizona, which means it’s hot and sunny most of the year! Temperatures commonly climb to over 100°F (40 degrees Celsius). Bring sunscreen and plenty of water/beverages to stay hydrated. It gets especially hot inside and around the aircraft themselves.
We recommend pants to avoid getting burned if you accidentally touch the hot metal of the aircraft while climbing around them. Be sure to wear close-toed shoes, and not flip flops or Crocs. You’ll need suitable footwear to explore the aircraft.
photo rights provided by the department of defense
