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 81
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
The Boeing 747, affectionately called the Queen of the Skies, is an engineering masterpiece. With its distinctive hump that features a double decker cabin, four engines and graceful sweeping wings, there is nothing like it.
Unfortunately, the jet that revolutionized travel back in the 1970s, has mostly faded from the inventory from most airlines. Airlines like United, Delta, British Airways, and others that once flew large fleets of the jumbo jet have now retired.
Most 747s still in operation are now cargo variants, shuttling boxes and outsized cargo around the world with carriers like Atlas Air, UPS, and others.
One carrier still offers your best bet to fly on a 747
Lufthansa 747-8I Take off Image: K65636-05 (CC 2.0)
Although most carriers have retired their 747s, there are still a number of operators that still fly the 747. The largest and most accessible operator of 747s is Lufthansa Airlines.
As of Q3 2024, they feature a fleet of 8 Boeing 747-400s and 18 Boeing 747-8i jets that are operating. These jets common fly routes between Frankfurt and New York, Chicago, Washington DC, Bengaluru, Seoul, Miami, Newak, and Dehli. While there’s a good chance you’ll fly on a 747, it is more difficult to determine whether you will fly on a -400 or -8i variant.
Lufthansa to retire their Boeing 747-400 by 2028
In Lufthansa’s Q2 report, the airline stated that they plan to retire their 747-400 and Airbus A340-600 subfleets by 2028. That means that you have about three years left to try to hitch a ride on a Boeing 747-400.
One note of caution though. The Boeing 747-400 is really flying on borrowed time. Originally, Lufthansa planned to retire the -400 fleet as part of downsizing due to the Covid pandemic.
However, the quick return of demand combined with delays from the Boeing 777X program have resulted in a second lease on life for the venerable jet.
So far, there is no planned retirement date for the Boeing 747-8i which is great news. You have to think though that if there is any significant downturn in travel, Lufthansa would likely offload their smaller fleets of Boeing 747s, A340s and their A380 to adjust.
Other airlines still flying the 747
Besides Lufthansa, your choices these days are pretty limited. Your best bet in the United States and Europe to fly on a 747 is to fly select routes on Air China, Korean Air, or on a chartered flight on Atlas Air.
Atlas Air actually operates the largest remaining fleet of Boeing 747s. They operate the 747-400 in both cargo and passenger configurations and the Boeing 747-8 in a cargo configuration. In fact, Avgeekery was there in 2022 when Atlas Air received the last Boeing 747 ever built.
Calls for the Vikings’ Return Have So Far Not Been Answered, But Fans Can Still Hope
Lockheed’s S-3 Viking, a carrier-based antisubmarine aircraft, was developed to replace the venerable Grumman S-2 Tracker. To replace a versatile and well-liked aircraft like the Tracker would require an excellent aircraft in its own right; one with not only next-level technology but also groundbreaking capabilities for carrier-based antisubmarine warfare (ASW).
The thing was, even though Lockheed land-based aircraft had been flying ocean surveillance missions for decades, Lockheed hadn’t delivered a carrier-based aircraft since the T2V-1 Seastar trainer. Sure, they had tried, but Grumman, Vought, Douglas, and North American had owned carrier aviation for many years.
VS-21 S-3A with VS-37 S-2G. Image via US Navy
Putting a Team Together
Lockheed decided to bring Vought (now known as Ling-Temco-Vought or LTV) into its proposal for the US Navy’s VSX requirement in mid-1964. The aircraft the two companies developed borrowed from Vought’s Corsair II (nose landing gear) and the Crusader (main landing gear). Vought was also tasked with designing the folding wings and empennage.
Lockheed owned the overall design and integration, General Electric the engines, and Sperry Univac got the contract to develop the aircraft’s next-level integrated sensor suite. General Dynamics teamed with Grumman to develop their VSX design (Model 21). Ironically, both Grumman and Vought also developed their own VSX designs.
McDonnell Douglas submitted a pair of VSX designs as well. The final design entries were submitted by the end of December 1968.
VS-21 S-3A. Image via US Navy
Outstanding Achievements
On 4 August 1969, Lockheed’s design was selected as the winner of the VSX contest and designated the S-3A. Eight YS-3A prototypes were ordered, the first of which (Navy Bureau of Aeronautics Number of BuNo 157992 flew on 21 January 1972.
The development and test phases of the program went remarkably well. The Lockheed/LTV/Sperry/GE team was able to meet or exceed the development milestones and deliver the aircraft on time and within budget —an almost unheard-of phenomenon in those days and the days since. To top it all off, the scheduled crew training start date, the initial operational capability (IOC) date, and the initial carrier deployment date were all met or exceeded.
East Coast S-3As. Image via US Navy
A Passel of Firsts
All the more impressive was the fact that the YS-3A was an entirely new airframe with new engines, the first computer system of its kind, the first crew ejection system of its kind, the first carrier-based AW platform to be inflight refueling capable, the first to be able to execute a missed carrier approach (bolter) with an engine out, the first to include a fully Automatic Carrier Landing System (ALCS) with auto-throttle, the first with a 60 store sonobuoy capacity, the first to be capable of descending from 30,000 feet altitude to seal level in two minutes, the first to be equipped with an auxiliary power unit (APU), and the first to eliminate paper from the sensor data analysis process.
VS-41 S-3A. Image via US Navy
Going to The Boat
Production of S-3A Viking aircraft began at Lockheed’s Burbank production facility in 1974 and fleet S-3As entered service with Air Antisubmarine Warfare Squadron FOUR ONE (VS-41) Shamrocks on 20 February 1974. VS-41 was the S-3 Fleet Replacement Squadron (FRS) or RAG until East Coast squadron VS-27 Pelicans/Sea Wolves was tasked with East Coast RAG duty during the 1980s.
The first operational fleet squadron to gain IOC with the Viking was VS-21 Fighting Red Tails. VS-21 was also the first to deploy with the Viking when they went aboard the carrier USS John F Kennedy (CVA-67) with CVW-1 for the carrier’s 1975-1976 Mediterranean Sea deployment. Fleet S-3A Vikings blew through 100,000 flight hours less than two years after the Red Tails first took the Viking on that first Med Cruise.
VS-31 S-3A. Image via US Navy
The Ubiquitous Hoover
Lockheed built a total of 187 S-3 Vikings (including those eight prototypes) between 1971 and 1978. Vikings equipped a total of 18 Navy squadrons. The East Coast home of the Vikings was NAS Cecil Field, located near Jacksonville, Florida. After the Navy moved out of Cecil, East Coast VS units were based at NAS Jacksonville. West Coast VS squadrons were shore-based with VS-41 at NAS North Island in San Diego.
During their 42 years in service, Lockheed Vikings flew for nearly 1.7 million flight hours. Fleet Vikings were retired and sent to the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis-Monthan Air Force Base (AFB) near Tucson in Arizona. Many of those aircraft remain in storage today.
VS-33 S-3A. Image via US Navy
Ingress and Egress
The Viking was crewed by four- a pilot, a co-pilot, a tactical coordinator (TACCO) seated on the starboard side aft, and an enlisted aviation antisubmarine warfare operator (AW) or SENSO seated on the port side aft. All four crew positions were equipped with upward-firing Douglas Escapac E-1 zero-zero ejection seats.
The seats could be ejected in group sequence or the rear seats individually. Rear seat ejection sequences included automatic stowage of the keyboard shelves in front of the TACCO and SENSO. Front-seat ejection was through the top of the canopy, on either side of the retractable refueling probe. Rear seats fired through special panels built into the crew cabin’s overhead. Crew entry into the Viking was via a small, low-mounted entry door on the starboard side of the aircraft just behind the cockpit bulkhead.
VS-29 S-3A. Image via US Navy
Origami Jet
The S-3’s folding wings were high-mounted on its fuselage with leading edges swept at 15 degrees. The wings featured leading-edge slats and trailing-edge Fowler flaps, along with spoilers mounted on both the upper and lower surfaces. Control surfaces on the wings and swept empennage were all hydraulically actuated. Viking empennages were conventional swept surfaces featuring a folding vertical stabilizer.
S-3s were powered by a pair of General Electric TF34 twin-shaft high-bypass turbofan engines, which produced 9,065 pounds of thrust, providing the Viking with a range of 2,300 miles, extendable via aerial refueling. The engines were mounted in nacelles under the inner wings, close to the fuselage, to facilitate the folding of the wings.
TF34 engines powered only one other production military aircraft: the Fairchild Republic A-10 Thunderbolt II—the distinctive sound of the TF34s bestowed on the jet’s iconic nickname, “Hoover.”
VS-32 S-3A. Image via US Navy
Mission Capable
Under the wings outboard of the engines and inside the wing fold, the Viking was equipped with two underwing pylons from which 1,500 pounds of drop tanks, ordnance such as general-purpose and cluster bombs, missiles, rockets, and storage pods could be hung per pylon.
The internal bomb bay could also be used to tote 4,000 pounds of general purpose bombs along with aerial torpedoes and “special” stores like the B57 and B61 atomic bombs. In the Hoovers’ belly were the 59 ASW sonobuoy chutes with a single dedicated search and rescue (SAR) chute.
The Texas Instruments AN/ASQ-81 magnetic anomaly detection (MAD) sensor was mounted on an extendable boom in the tail of the Viking. The Viking countermeasures system was the ALE-39 system, featuring the ability to deploy up to 90 rounds of flares, chaff, or expendable jammers from the aircraft’s three dispensers.
VS-31 S-3A. Image via US Navy
No Burnt Paper Smell in the Viking
Four-man Hoover crews were able to excel, thanks in large part to that Sperry General Purpose Digital Computer (GPDC) and its integrated sensor suite. Unlike Lockheed’s P-3 Orion or the previous Grumman S-2 Tracker, there were no paper traces with scrawled annotations or calipers aboard Hoovers.
The SENSO and TACCO could display data from any of the onboard sensor systems on their multi-purpose displays (MPDs). Able to shift workloads between stations and monitor the take from everything at once made Viking crews efficient and flexible. It is a tribute to the mission systems in the Viking that the Canadians chose the same core mission system to equip their P-3 Orion-derived Lockheed CP-140 Aurora ASW aircraft.
VS-24 S-3A. Image via US Navy
For the rest of the Hoover Chronicles, bang NEXT PAGE below.
Before mega-carriers dominated the skies, ATA was a unique airline that flew a diverse fleet.
For a time, American Trans Air was a top-notch, thriving airline. They did a great job of striking a balance between fun and professionalism. ATA operated a fleet of 707s, 727-200s, 737-800s, 757s, L1011s and later DC-10s, L1011s and 757s.
This video features vintage footage of ATA from the late 1990s. The video focuses on aviation safety, using ATA as the primary airline for the documentary’s central theme.
It highlights the intense training it took to be a crew member in the industry. The video features a now-rare L1011 ride-along from Indianapolis International Airport (IND) to Las Vegas International Airport (LAS). The documentary even shows a malfunction of the number 2 engine during start that forced a delay. The cockpit crew collaborated with maintenance to resolve the issue.
Founded in 1963 as Ambassadair, ATA Airlines (also known as American Trans Air) was a low-cost airline based in Indianapolis. Its first aircraft was a Boeing 720 known as Miss Indy. A second Boeing 720 was added in 1978. This one was named Spirit of Indiana.
For decades, ATA operated scheduled passenger flights throughout the United States and most of its territories. The airline’s focus cities were Chicago Midway International Airport (MDW), Honolulu International Airport (HNL), and Oakland International Airport (OAK). At one time, ATA was North America’s largest charter airline. It transported more troops for the US Military than any other commercial airline.
American Trans Air Lockheed L-1011 TriStar
Throughout its life, ATA operated the following types of aircraft:
30 Boeing 737-800s
24 Boeing 757-200s
10 Boeing 757-300s
23 Lockheed L-1011 TriStar 1/100/200s
6 Lockheed L-1011 TriStar 500s
1 McDonnell Douglas DC-10-10
1 McDonnell Douglas DC-10-40
The carrier served several unusual global destinations, including Lagos, Nigeria; Tirana, Albania; Dublin & Shannon, Ireland; Riga, Latvia; and Belfast, UK.
ATA also operated a commuter carrier, which flew under the Chicago Express Airlines banner. Using British Aerospace BAe Jetstream 31s and Saab 340s, ATA Connection operated out of MDW to smaller cities in the Midwest, such as Cedar Rapids, Iowa; Flint, Michigan; Toledo, Ohio; and Evansville, Indiana.
Things Were Great at American Trans Air…Until They Weren’t
N317TZ, American Trans Air (ATA) Boeing 737-800, landing at Las Vegas – McCarran International Airport (LAS) on 16 Dec 2003 | IMAGE: By Konstantin von Wedelstaedt – http://www.airliners.net/photo/ATA-Airlines/Boeing-737-83N/0476810/L/, GFDL 1.2, https://commons.wikimedia.org/w/index.php?curid=15210635
For a while, ATA kept up with its competition and grew with a modern fleet and a diverse set of revenue. ATA also had Travel City Direct as one of its biggest clients.
Then, there was a major economic upheaval in the airline industry as a result of the 9/11 attacks. As a result, ATA suffered serious financial hardships from which it never recovered. Adding insult to the already tumultuous time, ATA services to the UK ended in 2002 when Travel City chose another airline – Air Atlanta.
Like other smaller, low-cost airlines during the era, ATA continued its financial struggle for survival while making changes to stay afloat. They attempted to codeshare with Southwest Airlines, pared down their fleet, shut down routes, and even closed their Indianapolis base.
Nothing worked, though.
They shrank themselves into further losses. On 2 April 2008, ATA filed for Chapter 11 bankruptcy protection after losing a major contract for its military charter business. Soon after, an ATA representative announced that the company would be discontinuing all services.
While ATA was still ‘operating’ under bankruptcy protection, Southwest purchased the rights to the remaining gates at Midway Airport and its operating certificate for $7.5 million.
When the subject of the Northrop F-5 comes up in conversation, the words ‘aggressor’ or ‘adversary’ inevitably come to mind. And, yeah, many a wing-nut will also feel the need to mention the ‘MiG-28’.
Originally named ‘Freedom Fighter’, later variants of the F-5 came to be dubbed ‘Tiger II’, undoubtedly because of the Skoshi Tiger Project. And that’s the subject of this-here little ramble.
US Air Force Photo
An Inexpensive, Modern Combat Jet
The Northrop F-5 was conceived in the mid-1950s as an inexpensive, lightweight, supersonic fighter that would be easy to operate and maintain. Developed to satisfy the needs of many North Atlantic Treaty Organization (NATO) air forces, the F-5 would be marketed mainly for export.
Though Northrop hoped to generate interest in the jet at home, the United States Air Force (USAF) was not interested in the F-5. However, the Air Force did express interest in a trainer variant, which would result in the T-38 Talon.
Conversely, numerous NATO air forces, as well as some of the Southeast Asia Treaty Organization (SEATO), were very interested in the F-5.
US Air Force Photo
Many nations, NATO, SEATO or not, wanted a jet like the McDonnell F-4 Phantom II, but simply could not afford it. Northrop offered the F-5 as a much less-expensive and highly-capable alternative, and there were plenty of takers.
In 1962 the USA selected the F-5 for inclusion in the Military Assistance Program (MAP), which provided many NATO and SEATO allies military aid. As result, the F-5 soon became one of the most successful export military aircraft in history.
US Air Force Photo
But soon there were some critics, largely from abroad, who wondered why the F-5 had not been procured by the USAF. A relative few were operated by the 4441st Combat Crew Training Squadron (CCTS) at Williams AFB, Arizona. But only for the purposes of training foreign personnel on the type.
The basic reasoning behind the foreign critics’ objections was, “If the USA doesn’t want the airplane, why should we?” The F-5’s capabilities and overall worth had come into question.
To allay these concerns, Secretary of Defense Robert McNamara ordered a force of F-5As sent to Southeast Asia for a combat evaluation.
Precursor to the Skoshi Tiger Project
This coincided with a USAF request for more assets in-theater. So McNamara killed two birds with one stone. Before entering combat, however, the jet’s basic capabilities had to be tested.
Those tests took place at the Air Proving Ground Center at Eglin Air Force Base (AFB), Florida from 15 April to 15 July 1965.
In most respects, the F-5 was in an entirely different class than the F-4. ‘Twas a smaller aircraft with a smaller payload. Nonetheless, the little jet compared favorably to the brutish Phantom in its ability to put bombs on target.
And it proved itself equal to the F-100 and A-4 in all aspects except range and endurance. This little detail would be overcome later, though, with the addition of air refueling capability.
The F-5 came through Sparrow Hawk with flying colors, proving itself highly capable of dropping things that go boom. After all, that’s what it was designed for.
The Skoshi Tiger Project
The initial evaluation completed, the next step was to form the outfit that would take the F-5 into combat. On 22 July 1965 the 4503rd Tactical Fighter Squadron (Provisional) (TFS[P]) was formed at Williams AFB with 12 F-5As.
Project 914 Archives (S.Donacik collection)
These jets were modified with a non retractable air-refueling probe, and external armor plating for the cockpit and engines. Updated avionics and ordnance delivery systems were also installed. This resulted in a new designation: F-5C.
An intense, condensed training program took place at Williams AFB, Arizona beginning on 1 August, running through late October.
From formation of the squadron, to training, and aircraft modifications, the whole thing was thrown together in just 88 days. The Skoshi Tiger Project was now a reality.
Mixed formation of F-5A, F-5B and F-5C jets over Lake Mead – US Air Force Photo
Departing Williams AFB on 22 October 1965, the 4503rd TFS(P) arrived at Bien Hoa Air Base, South Vietnam four days later. They flew their first combat sorties that same day.
US Air Force photo
On their first strike, the 4503rd was directed to a concentration of Viet Cong (VC) and likely wiped out the better part of an entire battalion. The Skoshi Tiger project was off to a good start.
Though capable of carrying the same basic load as the F-100, the F-5 did have shorter legs. So they typically flew ‘in-country’ missions that were between 40 to 50 miles from Bien Hoa, racking sorties up quickly.
US Air Force photo
Over the first 60 days of operations, the outfit flew more than 1,400 sorties.
One aircraft was lost on 16 December 1965 after taking heavy ground fire on a close air support mission. Major Joe Baggett was killed when his ejection seat malfunctioned.
The Tigers Hunt New Prey
With 1966 came a change of mission profile for the Skoshi Tiger project, as well as a move to a different base. On 1 January the 4503rd deployed to Da Nang Air Base, South Vietnam.
In addition to short-range in-country missions, the outfit began flying against targets in Laos. And once the bombing halt of December 1965 to January 1966 was ended, they also flew missions over North Vietnam.
US Air Force photo
Not only did they fly ground attack sorties, but they were also assigned escort duties.
The 4503rd escorted electronic surveillance aircraft along the Chinese/Laotian border. And later they flew with F-105s during attacks on Red River supply bases over Northwest Vietnam.
The Skoshi Tiger project was scheduled to last roughly four months, and came to an end on 9 March 1966. More than 2,600 sorties had been flown with one combat loss. All in all the project was deemed a success.
US Air Force photo
After the Skoshi Tiger Project
Though the 450rd TFS(P) had originally been slated to return to the USA after the four-month evaluation, this was not to be.
It was decided that the outfit would remain in South Vietnam as part of the recently authorized buildup of US forces in Southeast Asia (SEA).
Re-designated as the 10th Fighter Commando Squadron (FCS) in April of 1966, they received more aircraft and continued operations for another year. In that time, the 10th FCS flew 7,300 sorties and suffered eight combat losses.
On 17 April of 1967, the 10th FCS officially ended operations, though they still flew missions into May.
US Air Force photo
On 19 June 1967 all F-5 operations in SEA were taken over by the South Vietnamese. And the 522nd Fighter Squadron (FS) of the Vietnamese Air Force (VNAF) assumed ownership of the 10th FCS F-5s. Included among them were some of the original jets from the Skoshi Tiger project.
The A-10’s famous Gatling Gun has roots in the old west
Nothing says old west like the famous Gatling gun. Designed by Richard J. Gatling in 1861, the gun was created as a deterrent. The multi-barreled gun could spit out 200 .45 caliber rounds per minute. Later models were capable of an amazing 600 rounds.
The first time the mighty gun saw action was during the American Civil War. At the battle of Petersburg, Union forces, under the command of General Ulysses S. Grant unleashed the new weapon. The result was a decisive Union victory.
Enter the era of the A-10 Warthog gun
In 1966, the US Air Force issued a request for proposals. They needed a new close-air-support (CAS) aircraft. The aircraft was to be designed around survivability, loitering capability, and effectiveness against armored targets. However the main requirement was that the air-frame had to be designed around a massive Gatling gun. That’s right! The old west tech was back!
The gun on the A-10 Warthog is a GAU-8/A Avenger cannon. Originally designed by General Electric, the gun featured a rotary cannon with multiple barrels. Using the Gatling gun principle for high rates of fire to suppress the enemy was the objective..
The seven-barrel system is approximately 19 feet long and weighs an incredible 4,029 pounds. The gun can fire PGU-14/B Armor-Piercing Incendiary (API) and PGU-13/B High Explosive Incendiary 30mm (HEI) rounds.
A-10 Warthog gun: A maverick weapon with old west style 113
The A-10 Warthog gun’s incredible statistics:
The A-10 Warthog gun has two different rates of fire. The low setting fires approximately 2,100 30mm Rounds per minute. The high setting allows for an amazing 3,900 30mm rounds per minute.
The ammunition is fed from a drum magazine which holds up to 1,1774 rounds of ammunition. This deadly combination made the A-10 Warthog a professional gun fighter of the sky.
The dimensions of the 30mm Rounds are approximately 7.9 inches tall by 4.7 inches wide. At this size, each round weighs an approximate 1.1 pounds or 500 grams. These rounds were designed to penetrate and destroy armored vehicles, including tanks and personnel carriers.
Reloading an A-10 Warthog Gatling Gun. Image: DoD
When did the A-10 Warthog’s gun see action?
The A-10 Warthog’s gun first saw action during Operation Desert Storm on January 17, 1991. The A-10’s cannon provided precise and powerful fire support. The A-10s were tasked with destroying enemy armor and fortifications.
For the entirety of the 43 day campaign, the A-10 proved highly effective in its role. The aircraft’s rugged design and armor protection allowed it to withstand battle damage and continue flying. Out of a total of 8,100 combat sorties flown by A-10s, only two were shot down.
A-10 in flight. Image: DoD
In the following years, the A-10 Warthog’s gun would come to bare in several more campaigns. From the Bosnian War in 1995 to later operations throughout the middle east and the War on Terror, the A-10 Warthog gun brandished it’s might.
A-10 Still Soldiers On
The A-10 Warthog is still in operation today. The A-10s have been stationed in Eastern Europe, particularly in countries like Estonia and Poland, to bolster NATO’s presence and deter potential aggression. There are also deployments in the Pacific region. This includes bases in South Korea to support U.S. interests and allies. Although retirement plans are in the works, they still soldier on today.
What lessons have we learned from the A-10 Warthog ? You can successfully design an aircraft, around a big gun from the old west.
NASA astronauts Butch Wilmore and Suni Williams have been stuck on the International Space Station since early June. Their Boeing Starliner spacecraft suffered numerous helium leaks and thruster issues following launch from Cape Canaveral, FL on the Crew Flight Test. It’s the first crewed mission shakedown of the Starliner.
The 7 Expedition 71 crew members aboard the iss gather with the two starliner Crew Flight Test astronauts. In the front from left are, Suni Williams, Oleg Kononenko, and Butch Wilmore. Second row from left are, Alexander Grebenkin, Tracy C. Dyson, and Mike Barratt. In the back are, Nikolai Chub, Jeanette Epps, and Matthew Dominick. Photo credit: NASA
In the meantime, both astronauts have been staying busy on the ISS, assisting the Expedition 71 crew with research, maintenance and other tasks. NASA and Boeing meanwhile have been conducting extensive testing on the ground and in space, and pouring over tons of data to determine if the astronauts can return safely back to Earth in Starliner.
Boeing claims Starliner is good to go. NASA however isn’t so sure, yet. Boeing still has not identified root cause, so NASA is still unsure how Starliner will perform after undocking from the ISS. The agency still wants additional testing, data, analysis and reviews to affirm the spacecraft’s safe undocking and landing capabilities.
Engineers believe they understand the issues
BOEING ENGINEERS WORKING IN STARLINER (MIKE KILLIAN PHOTO / AMERICASPACE.COM)
In ground testing of the thrusters, engineers gained insight into what they believe are the contributing factors to the thrust degradation Starliner experienced. A teflon seal on an oxidizer line poppet began swelling in ground tests, causing the seal to block flow into the thruster itself down into the combustion chamber.
Engineers also believe vaporization is occurring with the propellant. When a thruster gets really hot, the propellant can vaporize, which they believe also contributed to low thrust issues when Starliner was docking to the ISS.
During hot fire tests of the thrusters on the Starliner in orbit, all the thrusters across the whole vehicle operated at nominal thrust levels.
A Starliner RCS thruster firing during the spacecraft’s first docked hot fire test of 7 thrusters (nasa photo)
“Somehow, if the poppet is what’s causing the thrust degradation and blockage of the flow, somehow that piece of teflon must have contracted and is now not blocking the flow,” said Steve Stich, manager of NASA’s Commercial Crew Program. “That gives us a lot of confidence in the thrusters, but we can’t totally prove with certainty what we’re seeing on orbit is exactly what has been replicated on the ground.”
“We’re trying to understand more about the conditions that caused the issues,” added Stitch. “It’s not always at the same temperature, it’s not always at the same number of pulses, so we’re trying to understand that.”
Starliner approaching the iss (nasa photo)
Engineers are now doing modeling on the ground to understand how the teflon could extrude, what the forces are on that teflon, and then understand how it could contract over time. They want to understand the physics of what’s going on, in order to better predict how the thrusters will perform when Starliner undocks into the downhill phase back to Earth.
Starliner will return to Earth. It’s just a question of will the crew be onboard. NASA will announce a decision soon.
NASA has asked SpaceX to prepare to pickup Starliner’s crew, just in case
A SpaceX Falcon 9 lifts-off with a crew dragon for the iss (mike killian photo / americaspace.com)
The agency is weighing all possible options to ensure the safety of their astronauts, and have done the requisite planning to make sure those options are open.
They may approve Butch and Suni to return to Earth on Starliner, however they have asked SpaceX to begin preparing to return the crew home just in case.
NASA’s next crew was scheduled to launch on the SpaceX Crew-9 mission this month. That is now pushed to at least Sep 24. If NASA chooses to use Crew-9 to pick-up the Starliner crew, then Crew-9 will only launch with 2 astronauts instead of 4.
A spacex crew dragon approaching the iss (nasa photo)
“Our prime option is to return Butch and Suni on Starliner,” says Stitch. “However we’re working with SpaceX to ensure they are ready to respond on Crew-9 for a contingency of returning Butch and Suni if we need that.”
If NASA gives SpaceX the order to get the Starliner crew, then Butch and Suni will remain on the ISS and become part of Crew-9, returning to Earth with SpaceX Crew-9 in Feb 2025.
One of the goals of NASA’s commercial crew program was for just this reason. In case one operator’s spacecraft suffers an issue, another is available. In the future, should a SpaceX Dragon have problems, a Starliner can come to their rescue as well.
Just over three years ago, Breeze Airways’ inaugural flight lifted off from Tampa International Airport (TPA) bound for Charleston International Airport (CHS) in South Carolina.
Since then, Breeze–a creation of Morris Air, Azul, and JetBlue founder David Neeleman–has made a Seriously Nice™️ splash in the world of low-cost carriers. I recently flew Breeze for the first time and wasn’t sure what to expect. But let me tell you: Breeze blew me away (pun intended).
Breeze Airways Will Soon Become the World’s Third-Largest A220 Operator
A Breeze Airways Airbus A220-300 receives a water cannon salute at CMH | IMAGE: Breeze Airways
Breeze Airways is an ultra-low-cost carrier (ULCC) based in Cottonwood Heights, Utah, just outside Salt Lake City.
Neeleman launched Breeze in response to years of industry consolidation and reduced air service to smaller cities nationwide.
David Neeleman, founder of Breeze Airways | IMAGE: Breeze Airways
Originally called Moxy Airways, the airline changed its name to Breeze before its launch to avoid confusion with the Moxy by Marriott hotel chain. Neeleman’s vision was to create an airline with a traditional LCC fee structure, similar to Spirit and Frontier, but with two classes of service comparable to JetBlue.
Breeze primarily flies point-to-point routes to and from underserved airports, avoiding hubs.
Breeze operates without a hub airport but has crew bases in a number of locations:
Charleston, SC | Charleston International Airport (CHS)
Fort Myers, FL* | Southwest Florida International Airport (RSW)
Hartford, CT | Bradley International Airport (BDL)
New Orleans, LA | Louis Armstrong New Orleans International Airport (MSY)
Norfolk, VA | Norfolk International Airport (ORF)
Orlando, FL | Orlando International Airport (MCO)
Providence, RI | Rhode Island T.F. Green International Airport (PVD)
Provo, UT | Provo Airport (PVU)
Tampa, FL | Tampa International Airport (TPA)
Vero Beach, FL* | Vero Beach Regional Airport (VRB)
*RSW and VRB crew bases open this October.
A Breeze Airways Airbus A220-300 lands | IMAGE: Breeze Airways
The company initially ordered 60 Bombardier CS300s (which later became the Airbus A220-300) ahead of its planned 2020 launch. The carrier was set to acquire Compass Airlines, but that deal fell through, pushing the launch to 2021. Breeze started operations with 13 leased Embraer ERJ-190/195 aircraft while waiting for the A220s to come online.
Breeze’s first flight took place on 27 May 2021, and the carrier has expanded significantly since then.
Today, Breeze operates a fleet of 40 aircraft serving 63 destinations across the United States. Its fleet includes 27 Airbus A220-300s, 10 Embraer ERJ-190s, and three Embraer ERJ-195s. As of this writing, Breeze has a total firm order of 90 A220s, with 27 already delivered. The additional A220s will position Breeze to become the third-largest operator of the type in the world.
By the end of 2024, Breeze plans to transition all scheduled service to the A220 and use its E190/195s exclusively for its robust charter service through at least 2026.
Earlier this year, Breeze surpassed five million total passengers, achieving a flight completion rate of 99.8%, a 74.5% on-time performance, and a mishandled bag rate of 0.27 bags per 100 bags loaded–one of the industry’s lowest rates. It also boasts the youngest fleet in the United States, with an average aircraft age of just over two years.
At just over three years old, this young airline has a lot going for it.
The Breeze Airways route map as of August 2024 | IMAGE: flybreeze.com
My Booking Experience with Breeze
A Breeze Airways Airbus A220-300 | IMAGE: Breeze Airways
In this era of expensive everything, I needed a budget-friendly option for my family and me to fly to the Los Angeles area from Myrtle Beach, South Carolina, last month. During my search, I found an ad for Breeze Airways, which began service to Myrtle Beach International Airport (MYR) in February 2024.
Intrigued, I clicked on the ad and began looking for deals on Breeze. Unfortunately, the Breeze booking engine did not allow me to book a flight between MYR and LAX. But I did find a nonstop flight between CHS and LAX.
I booked the flight for my wife, son, and me for $258 per person roundtrip. Although the flight was from CHS, located about two hours south of Myrtle Beach, the price was right, and I loved that it was a nonstop flight.
As far as airline websites go, flybreeze.com is clean, easy to navigate, and highly intuitive. Booking a flight is quick and far less complicated than other airline websites.
Breeze Offers Four Fare Types and Two Classes of Service
A comparison of different fare types on Breeze Airways | IMAGE: flybreeze.com
Breeze, which bills itself as America’s only “Nice Low-Cost Carrier (NLCC),” offers four fare options across two classes of service:
No Flex Fare: This is the cheapest option, which allows travelers one personal item. Everything else costs extra, including carry-ons, checked luggage, seat selection, and Wi-Fi. Itinerary changes are not permitted with this fare.
Nice: This is the fare I chose for my family and me. It allows more flexibility and includes a personal item and one carry-on. Travelers may change or cancel their itinerary anytime and receive credit towards a future Breeze flight.
Nicer: In addition to the benefits of the Nice fare, the Nicer fare is similar to most airlines’ premium economy sections. This option features seating with extra legroom, one free checked bag, priority boarding, and free Wi-Fi.
Nicest: Breeze’s first-class product, Breeze Ascent, features recliner-style seating with generous legroom. Food and drinks, including alcohol, are free. In addition, travelers may check two checked bags at no cost. Breeze Ascent is available exclusively on the carrier’s Airbus A220-300 aircraft.
An example of a Breeze Ascent class set on board a Breeze Airways Airbus A220-300 | IMAGE: Breeze Airways
Charleston Check-In
My son watches our Breeze Airbus A220-300 arrive from PVD | IMAGE: Dave Hartland
Our flight was an early evening departure out of CHS. We arrived at the airport at 1715 local time, exactly two hours ahead of our scheduled departure at 1915.
My wife checked us in 24 hours prior via the sleek and easy-to-use Breeze App, so check-in was quick and straightforward when we got to the airport. We had one checked bag and a car seat. For our flight to LAX, Breeze charged $40 for the checked bag, which we paid at the time of booking. Like most carriers, Breeze does not charge for strollers or car seats.
A carry-on would have cost $35, but we opted to bring only personal items on board to avoid the extra fee. As with most carriers these days, I highly recommend paying for baggage ahead of time. In Breeze’s case, adding a carry-on or checked bag at the airport would have cost $75 each.
We printed our bag tags, handed our baggage to the Breeze agent, and made our way to security.
Breeze is the First Airline in the United States to Offer Free Family Seating
Our Breeze Airways A220-300 at the gate at CHS | IMAGE: Dave Hartland
Once we cleared security, we made our way to the gate just in time to see our inbound aircraft arrive several minutes ahead of schedule from PVD.
The boarding area was surprisingly full for a Monday night flight to the West Coast from Charleston. The response to the CHS-LAX route has been overwhelmingly positive, prompting an increase from two to four weekly flights between the two cities. Breeze launched LAX service from CHS in the summer of 2023 as a seasonal route.
Breeze has invested heavily in CHS since its launch. The carrier, which considers CHS a focus city, boasts an average of 15 daily departures to 22 nonstop destinations.
A Breeze Airways Airbus A220-300 Taxies to the gate at CHS
After the inbound passengers deplaned and the prep began for the upcoming transcon flight, boarding for Flight 770 started promptly at 1855.
As a family traveling with a small child, we took advantage of early boarding. We made our way down the jet bridge and stepped on board the immaculate Airbus A220-300. Once on board, we were greeted warmly by one of three flight attendants who would be working our flight. The other two flight attendants were helping passengers find their seats as the plane began to fill up.
I was excited because this was my first time flying with Breeze and flying on an A220. Two things immediately caught my eye as I took my seat. First, the A220 is a beautiful aircraft. Delivered new to Breeze in October 2022, this A220 (reg. N216BZ) features 12 “Nicest” seats (Breeze Ascent) in a 2-2 configuration, 45 “Nicer” seats with extra legroom in a 2-3 configuration, and 80 “Nice” standard seats also in a 2-3 configuration. Breeze’s interior is simple but bold, crisp, and eye-catching.
Breeze Airways Airbus A220-300 Interior | IMAGE: Breeze Airways
The other thing I noticed was the attire of the cabin crew. The all-male crew wore dark slacks with what appeared to be striped T-shirts and sleeveless vests. While this was not a bad thing, my first impression was that Breeze wanted to present a casual, comfortable, and modern image with its cabin crew.
We were seated in 25D, E, and F. One of the things I appreciate most about Breeze is its family seating policy. Each flight has a “family section” located in the last five rows of the aircraft. If you are traveling with a child, you can select your seats in this section in advance at no cost. Breeze is the first airline in the United States to offer this.
The family section with available seats on board a Breeze Airways Airbus A220-300 | IMAGE: flybreeze.com
For everyone else, advance seat selection ranges between $10 and $59 for “Nice” seats, $30-$99 for “Nicer” seats, and $50-$399 for an upgrade to “Nicest” and Breeze Ascent. If you choose not to pay for advance seat selection, you will be assigned a seat for free at check-in.
An On-Time Departure
A Breeze Airways Airbus A220-300 takes off | IMAGE: Breeze Airways
The smooth and efficient boarding process concluded five minutes before our scheduled pushback time. The crew secured the doors at 1918, and the captain greeted us over the PA system to inform us of some possible light to moderate chop during the first half of the four-hour, forty-eight-minute flight.
After a short fueling delay, we pushed back and began our taxi to Runway 15. We were number two for departure behind an American Airlines Boeing 737-800 to DFW. Once cleared for takeoff, we lifted off into the hazy South Carolina sky at 1941 local time. The Pratt & Whitney GTF engines practically whispered as we departed. As a first-time A220 passenger, I was thoroughly impressed with the sound (or lack thereof) of the engines at full throttle.
Immediately banking south and then west, we had a bird’ s-eye view of Boeing’s sprawling 787 factory at CHS. We continued our ascent until settling in at FL340 for our ride out west.
The Breeze In-Flight Experience
On board Breeze Airways Flight 770 from CHS-LAX | IMAGE: Dave Hartland
By this time, the first of two in-flight services had commenced. Breeze provides complimentary water, coffee, or tea. Everything else is available for purchase unless you’re in Breeze Ascent, where food and beverages–including alcohol–are free.
Non-alcoholic drinks begin at $4, while beer, wine, and other adult beverages start at $9.50. Standard snacks, such as chips and candy, cost $4.50, while premium snack boxes sell for $10. Although I did not purchase any food or drinks, I must say that the meat and cheese spread looked delicious.
An ad for the Barbie movie on Breeze Airways | IMAGE: Breeze Airways
High-speed Wi-Fi is available to purchase for $8. Customers traveling on a Nicer or Nicest fare receive complimentary Wi-Fi. Messaging is free, as is in-flight entertainment on your device. The TV and movie selections are impressive and helped the time fly by (plus, I finally got to see what all the fuss with Barbie was about. Meh. Don’t judge me.) The Wi-Fi stopped working twice during the flight, but both outages were brief as the cabin crew quickly rebooted the system.
As of summer 2024, Wi-Fi is available on most of Breeze’s A220-operated flights. The carrier plans to equip all of its A220s with Wi-Fi by the end of the year.
Wi-Fi is not available on Breeze’s Embraer ERJ-190/195 aircraft. However, as mentioned earlier, the carrier is streamlining to an all-A220 fleet and has announced it will end scheduled E190/195 operations in early September.
Each seatback features a USB-C charging port, keeping my iPhone at full battery for the entire flight.
Navigating past thunderstorms at FL340 over northern Mississippi | IMAGE: Dave Hartland
The A220’s extra-large windows provided spectacular views as we chased sunset across the southern United States. As expected, we navigated past some impressive storms and hit some light to moderate turbulence over northern Mississippi that necessitated a climb to FL360.
Thankfully, the weather soon cleared, and the second half of the flight was very smooth, which allowed the seat belt sign to remain off for the duration of the flight. As daylight faded, beautiful blue LED mood lighting illuminated the cabin.
The large windows of the Airbus A220 afforded us incredible views | IMAGE: Dave Hartland
I was particularly impressed with the cabin crew, as they all seemed to pay extra special attention to young flyers like my six-year-old son. Every time they passed by our row, they asked him how he was doing and gave him a high-five or a fist bump. One of the FAs even asked him what his favorite candy was, and he soon returned with a box of M&Ms, which I thought was an incredibly nice gesture. Toward the end of the flight, the same flight attendant presented my son with an airplane sticker (what happened to pins?) that he proudly affixed to his backpack. I was so impressed with the crew and their attention to ensuring our family had an enjoyable experience on board.
About an hour or so from landing, the cabin crew changed the color of the mood lighting and began the second service.
The cabin crew on board Breeze Airways work second service on board Flight 770 | IMAGE: Dave Hartland
Arriving at the Hot Mess that is LAX
Pulling into our gate at LAX | IMAGE: Dave Hartland
Following the second service, the crew prepped the cabin for our initial descent into LAX. Thanks to favorable upper-level winds, we were running significantly ahead of schedule. However, our hopes of an early arrival were dashed when the captain informed us that ATC was slowing all arrivals wayyyyyy down due to heavy traffic.
Sure enough, our final approach seemed to take an eternity. After finally receiving clearance to land on Runway 25R, we (very) slowly made our way to touchdown. With wheels down at 2137 local time, we then taxied to Gate 201B. Flight time was 4:56.
As usual, LAX was a hot mess. We had to wait for our gate to open, causing a 15-minute hold short of gate arrival. Finally, at 2158, we arrived at the gate, sandwiched between an EVA Air Boeing 777 and a Qantas A380. Although our arrival was 28 minutes behind schedule, Breeze is in no way to blame for the delay. LAX is, well…LAX.
We gathered our belongings, said goodbye to the crew, and walked up the jetbridge into the chaotic terminal. Navigating through a mass of humanity, we made our way to the shuttle bus stop, which would take us to baggage claim. Thirty minutes later, we arrived at baggage claim.
Unfortunately, we had to wait nearly 90 minutes for our bags. Again, I do not blame Breeze Airways for this, as passengers from other airlines experienced similar delays. Instead, we chalked it up to the inefficient horror show that is LAX.
A Breeze Airways Airbus A220-300 pushes back at LAX | IMAGE: Los Angeles International Airport via Facebook
In a Sky Full of Competitors, Breeze Airways Stands Out
A Breeze Airways Airbus A220-300 | IMAGE: Breeze Airways
My impression of Breeze Airways is that they offer something truly exceptional. As a frequent flyer with ULCCs, I know what to expect, but Breeze stands out even among its low-cost rivals.
Although Breeze is firmly in the ULCC category, it distinguishes itself with fantastic service and a fresh, modern product. And my flight to LAX wasn’t just a fluke experience. Exactly one week later, we encountered the same cabin crew on our redeye flight back to CHS. On the shuttle bus to the gate, the FA that had given my son the M&Ms recognized him, gave him a high five and later offered him another box of M&Ms, which he gladly accepted.
Perhaps it doesn’t take much to impress me, but this certainly did.
If this level of service is consistent company-wide, Breeze Airways is set for long-term success. Despite being a young company still in search of its first profitable quarter (though it recently saw its first profitable month), Breeze Airways clearly has a winning formula.
One might even say flying with them was a Seriously Nice™️ Breeze.
… I’ll see myself out.
Breeze Airways Airbus A220-300 captain and first officer | IMAGE: Breeze Airways
C-130s land on an Arkansas Highway as part of an exercise
Air Force Special Operations Command and numerous units recently conducted some interesting training exercises in Arkansas. Watch these C-130s land on an Arkansas highway!
During the training exercise on 4 August, participating crews accomplished multiple landings and takeoffs. Watch some onboard video below!
A historic first for the AC-130J Ghostrider Gunship
A closed 3-mile portion of Arkansas Highway 63 provided the perfect runway for the exercise. It is located in the town on Bono. The exercise was part of the multinational Air Force training exercise Operation Emerald Warrior.
Photo credit arkansas dot
One of the participants was an AC-130J Ghostrider Gunship from the 1st Special Operations Wing at Hurlburt Field, Florida.
Special Tactics Airmen from the Wing established and secured a landing zone on the highway, followed by arrival of a C-146A Wolfhound and MC-130J Commando II from the 492nd Special Operations Wing.
1st Special Operations Wing airmen conduct Forward Arming and Refueling Point operations during Emerald Warrior 24 FTX II highway landing operation in Bono, Arkansas, August 4, 2024. The ability to refuel aircraft in contested spaces is a critical element of Agile Combat Employment (Usaf photo by Senior Airman Ty Pilgrim)
The MC-130J crew then set up a Forward Arming and Refueling Point (FARP), as the AC-130J came in to land, same as they would in a combat situation.
After landing, the C-130 was quickly refueled, rearmed, and took off.
Usaf photo by Airman 1st Class Saisha Cornett
Simulating operations on non-traditional runways and areas with limited accessibility
“This demonstrates to our adversaries that we can meet them anytime, any place, anywhere, without the need for traditional runways to project air power,” said Col. Patrick Dierig, commander of the 1st Special Operations Wing.
The 189th Airlift Wing of the Arkansas Air National Guard also participated, demonstrating their capability to provide humanitarian aid and disaster relief to remote locations with non-traditional runways.
189th aw c-130h landing on arkansas hwy 63 (photo credit arkansas state police)
In under 2 hours, 8 of their pilots flying a C-130H conducted numerous landings and takeoffs. They closed off 3 miles of highway, using 5,000 ft as their landing strip.
“This exercise validated our proof of concept as a capability,” said Col. Jay Geaney, Arkansas Air National Guard director of staff and a C-130H pilot. “I’m proud of our team that planned, coordinated, and executed this training.”
U.S. Air Force photo by SrA Emily Crawford
Numerous military and state agencies were involved
Numerous military and state agencies were involved to support, including Little Rock Air Force Base’s 19th Civil Engineer Squadron fire department and LRAFB’s 34th Combat Training Squadron.
In addition, the 189th Airlift Wing’s Safety Flight, the Arkansas Department of Transportation and Arkansas State Police also assisted. Craighead County Sheriff’s office, and the Lawrence County Sheriff’s office were also involved.
AUTHOR’S NOTE: Because the F-106 Delta Dart was the Ultimate Interceptor we couldn’t stop at just one piece about the Six. Part Deux- The Ultimate Interceptor Trivia beckons right here.
First flown on 26 December 1956 at Edwards Air Force Base (AFB), the Convair F-106 Delta Dart was the ultimate all-weather air defense interceptor. Not (usually) equipped with any type of gun armament, the Six carried air-to-air missiles, some of them nuclear-tipped, to take down enemy interlopers.
A development of Convair’s F-102 Delta Dagger, the F-106 was similar in design philosophy yet vastly different in practical application. Delta Darts served the Air Force, Air Defense Command (ADC), and Air National Guard (ANG) units between 1959 and 1988, during some very hot Cold War years.
F-106A. Image via US Air Force
Delta wing designs were developed during the 1950s for the Navy and the Air Force. The Navy flew the manta-winged Douglas F4D-1/F-6A Skyray, but for only a few years, until multi-mission aircraft truly became prevalent in Naval and Marine Corps service. Tailless delta wing aircraft designs of that era included the Avro Vulcan strategic bomber, the Convair B-58 Hustler strategic bomber, F-102 Delta Dagger, and F2Y Sea Dart, and the Dassault Mirage I and III, among others.
F-102A. Image via US Air Force
The F-102, though operational, was somewhat of a letdown to both the Air Force and Convair. A chameleon during its development, the Deuce was improved to the F-102A standard. The F-106 would be an improvement of another order of magnitude over the F-102A.
Initially referred to as the F-102B, the new aircraft would be powered by a much more powerful afterburning turbojet engine. The first engine considered was a license-built version of the Bristol Olympus engine used in the Avro Vulcan to be built by Wright and designated J67 in USAF service.
F-106A. Image via US Air Force
Wright fell behind in their development of the J67, so in 1955 Convair switched power plants to the Pratt & Whitney J75 twin-spool, axial-flow afterburning turbojet engine- a proven performer that also equipped the Republic F-105 Thunderchief and was flying the world’s airways as the JT4A.
But the larger size and increased airflow requirements of the J75 required larger engine air intakes and internal intake duct modifications. The intakes were equipped with variable intake ramps and were moved back closer to the engines.
Equipped with a slightly larger wing, a more elliptical fuselage cross-section drawn using the area rule, and a clamshell-type airbrake fitted at the base of the swept vertical stabilizer, the newly designated F-106 prototype took to the skies. Initial flight testing revealed unrealized performance results along with engine and avionics problems that threatened to sink the F-106 program entirely.
F-106As. Image via US Air Force
Rather than pull the plug on the F-106, the Air Force decided to order substantially fewer of them than originally planned. Convair got busy working on the problems, and though the ordered quantity of jets (350) was far fewer than planned (1,000), by the time the F-106A Delta Dart entered service in October 1959, the jet was much closer to its designed capabilities than it had been during initial testing. The single-seat F-106A and the tandem twin-seat F-106B combat-capable trainer became the country’s primary air defense weapons system and remained so for many years.
F-106B. Image via US Air Force
The design characteristics of the F-106 included the Hughes MA-1 integrated fire-control system, which, when linked to the Semi-Automatic Ground Environment (SAGE) network for ground control interception (GCI) missions, allowed the aircraft to be steered by ground-based controllers.
Or at least that was the plan.
Bugs plagued the MA-1 and underwent numerous updates and upgrades. The system also didn’t control engine power settings- that was up to the pilot. The Six wasn’t equipped to carry air-to-ground ordnance internally or externally, but could carry a drop tank under each wing. Missile weapons were housed in a ventral weapons bay. Missiles carried by the F-106A usually consisted of four Hughes AIM-4F or AIM-4G Falcon air-to-air missiles.
Optional missile armament included a single GAR-11/AIM-26A Super Falcon nuclear-tipped semi-active radar homing (SARH) missile guided by enemy radar emissions or a 1.5-kiloton warhead Douglas AIR-2 (MB-2) Genie air-to-air rocket for use against formations of enemy bombers.
F-102A cockpit (left) and F-106A cockpit (right). Images via USAF
To operate the MA-1 system, the Six was ultimately equipped with a center-mounted control column featuring two grip handles used to control both the aircraft and the radar system, somewhat similar to the arrangement in the F-102.
The right-hand grip was used for control of the aircraft, and the left-hand grip was used for operation of the radar. A center-mounted button gave the pilot control of the radar antenna. A button on the left-hand grip was used to steer the “pipper” onto the target following steering generated by the radar antenna and displayed on the radar scope.
Missile selection was done via a switch mounted on the left-hand cockpit console, and the missile launch button was on the right-hand grip. What could go wrong? Task-saturated Six pilots figured it all out while they rode herd on Soviet Bear Bombers transiting (innocently?) back and forth between the Soviet Union and Cuba.
F-106A riding herd on a Bear. Image via US Air Force
Ejection seats used in the F-106A evolved from the initial Weber catapult seat, which proved inadequate for ejections above supersonic speeds or below 120 knots at altitudes below 2,000 feet. The next up was the Convair /ICESC (Industry Crew Escape System Committee) Supersonic Rotational B-seat. Capable of use at supersonic speeds, the ejection sequence was complicated enough that pilots lost their lives when attempting to use it.
The final solution was another Weber seat, which was adequate under zero-zero conditions. The end result was that the first twelve pilots to attempt ejection from the F-106A were killed in the attempt, but the final Weber ejection seat solution was adequate.
F-106A. Image via US Air Force
Development of the F-106A continued after the jet went into service.
Modifications made to F-106As during their service life included continuous electronic improvements to avionics, tape-style aircraft systems instrumentation, the Case 29 wing modification yielding a revised airfoil with visible conical camber, an infrared search and track (IRST) system, a revised supersonic drop tank design that was more streamlined and did not degrade the jet’s performance, a fuselage spine-mounted inflight refueling receptacle, and the first arresting hook on an Air Force jet designed for use at Air Force facilities equipped with emergency runway arrestor cables.
A new TACAN system utilizing microelectronic circuits, resulting in a two-thirds reduction in size and weight, was installed in 1965.
F-106As. Image via US Air Force
Convair built a total of 277 F-106As and 63 F-106Bs. The F-106A went into service in May 1959. The F-106B entered service in July 1960. There were no dedicated F-106B squadrons. Instead, the Bravos were assigned to each F-106A-equipped squadron.
The first F-106As were delivered to the Air Defense Command’s 539th Fighter Interceptor Squadron (FIS) Iron Hand at McGuire AFB in New Jersey, replacing the squadron’s North American F-86 Sabre interceptors on 30 May 1959. The first F-106A-equipped squadron to gain operational status was the 498th FIS Geiger Tigers at Geiger AFB in Washington State. However, the first operational units reported fuel flow problems (especially in cold weather), generator defects, and starter issues.
After a canopy was accidentally jettisoned in flight, all F-106As were temporarily grounded in December 1959 until the issues with the new interceptor were resolved. The F-106 had to be grounded again in late September 1961 after two crashes occurred due to lingering fuel starvation issues. The Dart Board modification program finally resolved the fuel problems.
F-106As. Image via US Air Force
The F-106A, somewhat surprisingly, had excellent maneuverability thanks to low wing loading and was thought to be a potentially good dogfighter.
The Air Force considered using the F-106A to provide top cover for bombing missions in Vietnam. In 1972, Project Six Shooter added a frameless canopy for improved visibility, an optical gunsight, and the ability to mount a single M61 Vulcan 20 mm cannon, which carried 650 rounds of ammunition in place of the single Super Falcon or Genie missile.
Although, of course, the Six never saw service in Vietnam (unlike the F-102 Delta Dagger), the addition of the frameless canopy, with its significantly improved visibility, was definitely worthwhile. The gun would have been used as a close-in alternative to the missiles. F-106As equipped with the gun sported a bulged fairing under the weapons bay.
F-106As. Image via US Air Force
The first ANG unit to operate the Delta Dart was the 186th FIS Vigilantes of the 120th Fighter Wing (FW), Montana Air National Guard (ANG), based at Great Falls Air National Guard Base (ANGB).
Their jets began arriving on 3 April 1972.
A total of six ANG units flew the F-106A and F-106B as part of the ADC network. F-106As began arriving at the 308th Aerospace Maintenance and Regeneration Group (AMARG) boneyard in January of 1982 as they were replaced by F-4 Phantom IIs. The 119th FIS Red Devils of the 177th FW, New Jersey ANG, based at Atlantic City ANGB, was the final F-106A operator. The Red Devils pulled their last ADC F-106A alert duty on 7 July 1988.
Shortly thereafter, the Red Devilsretired their last Sixes in August of 1988. During its 29 years in service, the F-106A had the lowest single-engine aircraft accident rate in Air Force history—even though 95 F-106As and 18 F-106Bs were lost to all causes.
F-106B flying chase on a B-1B Lancer. Image via US Air Force
Many of the remaining Delta Darts were expended as QF-106 targets during the 1990s. Honeywell and other companies modified the first ten of a total of 194 mothballed F-106 airframes beginning during the late 1980s. The program, designated Pacer Six, produced supersonic drone aircraft that could be used to test the advanced air-to-air missiles now inhabiting weapons bays and wingtip rails.
QF-106s carried enhanced IR radiators or burners used to attract IR weapons in the hope that each QF-106 would live to be meat on the table another day. Despite the ersatz conservation attempt, these aircraft were shot down by the score at Eglin AFB, Tyndall AFB, and Holloman AFB until the last QF-106 was shot down at Holloman AFB on 20 February 1997.
Since then, the Air Force has destroyed hundreds of QF-4 Phantom II drones and is working through the inventory of retired F-16s. But the old saying still goes: When you’re out of Sixes, you’re out of interceptors.
F-106A drone. Image via US Air Force
Just because the Delta Dart was the Ultimate Interceptor we couldn’t stop at just one piece about the Six. Part Deux- The Ultimate Interceptor Trivia awaits you right here.
