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Newest A321 Drives Aer Lingus’ North American Growth

Dave Hartland
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Newest A321 Drives Aer Lingus’ North American Growth

Aer Lingus, Ireland’s flag carrier, continues its bold expansion into the North American market with a new route to Indianapolis International Airport (IND). 

The new 3,717-mile route, announced this past week, will begin on 3 May 2025. Billed as year-round service, the flight will operate four times weekly on Mondays, Wednesdays, Fridays, and Saturdays. 

Once in operation, it will be the only direct flight to Europe from IND, connecting the Motor City with Dublin Airport (DUB). From DUB, travelers can continue on to more than 20 European destinations on Aer Lingus. 

IND has not had service to Europe since 2020. That service, operated by Delta Air Lines to Paris Charles de Gaulle (CDG), became a casualty of pandemic-era cuts. When that flight began in 2018, it was the first scheduled direct European flight in IND’s history. 

This development is just the latest in a string of high-profile announcements from Aer Lingus, which is currently undergoing an ambitious North American growth spurt. This growth is primarily fueled by the soon-to-be-introduced Airbus A321XLR, which will unlock new markets like IND in ways long-haul widebody flights could never feasibly operate. 

The Airbus A321XLR Will Unlock New Markets 

Airbus A321XLR
Test flight of the Airbus A321XLR | IMAGE: Airbus

The Airbus A321XLR is crucial in Aer Lingus’ strategy to tap into underserved transatlantic routes like Indianapolis. Its decision to bring this aircraft to IND follows the carrier’s recent announcement of new service to Nashville International Airport (BNA). This route, also set to begin next spring, signals a trend of connecting mid-size U.S. markets to Europe.

With a range of 5,400 miles, the A321XLR allows airlines to connect smaller cities across the U.S. to major European hubs without needing larger, less economically efficient widebody aircraft. For cities like Indianapolis, the A321XLR provides the perfect solution. 

The variant is currently in the final stages of testing and certification. While Aer Lingus has yet to take delivery of its first A321XLR, the airline’s experience with the A321LR (a slightly less capable variant of the XLR) offers insight into what passengers can expect. The A321LR in Aer Lingus’ fleet currently features 16 lie-flat business class seats and 168 economy seats. The XLR is widely expected to offer a similar cabin configuration, providing a comfortable yet efficient travel option for passengers making the roughly eight-hour journey from DUB to IND. 

The A321XLR’s entry into service has faced several delays. However, its inaugural revenue flight is finally on the books. Spain’s flag carrier Iberia will add the A321XLR to its Madrid (MAD) to Paris (CDG) route beginning on 1 November.

Meanwhile, its first scheduled transatlantic flight has been delayed to mid-November 2024. Iberia flight schedules show inaugural revenue transatlantic A321XLR flights begin on 14 November between MAD to Boston Logan International Airport (BOS). Additionally, the carrier is deploying the type on its Washington Dulles International Airport (IAD) to MAD route beginning on 15 January 2025. 

Building the “Dub Hub” and Aer Lingus’ North American Expansion 

Aerial Picture of Dublin Airport (DUB)
Aerial picture of Dublin Airport (DUB) | IMAGE: Dublin Airport on Facebook

Aer Lingus’ aggressive North American expansion aligns with the airline’s broader strategy to position DUB as a major transatlantic hub, which Irish officials have dubbed the “Dub Hub.”

This hub-centric approach allows Aer Lingus to funnel passengers from North America through Dublin and onward to a wide range of European destinations, with the added benefit of U.S. Customs and Border Protection preclearance at DUB, streamlining the travel experience for passengers headed stateside. 

With the addition of Indianapolis, Aer Lingus will operate 19 routes from DUB to North America, and the carrier’s overall transatlantic reach will expand to 24 routes.

This means Dublin is set to surpass Amsterdam Schiphol (AMS) and Paris Charles de Gaulle (CDG) in the number of U.S. destinations served from Europe, second only to major hubs like London Heathrow (LHR) and Frankfurt (FRA). Despite Dublin’s smaller size compared to CDG and AMS in terms of capacity, this level of connectivity strengthens the city’s position as a transatlantic getaway. 

Aer Lingus’ North American push has included notable recent launches like Denver (DEN) and Minneapolis-Saint Paul (MSP) in 2023. Additionally, the carrier reinstated service to Hartford’s Bradley International Airport (BDL). This week, the airline will also inaugurate its long-awaited DUB-Harry Reid International Airport (LAS) service.  

Why Indianapolis is Aer Lingus’ Newest Destination

Indianapolis announcement graphic on Facebook
Aer Lingus announces new service to Indianapolis International Airport (IND) on Facebook | IMAGE: Aer Lingus on Facebook

Indianapolis has long been rumored to be on Aer Lingus’ radar as part of its U.S. expansion plans. The city’s economy is bolstered by its thriving pharmaceutical sector, which has strong ties to Ireland.

Recent reports from Irish media suggest that the expansion of pharmaceutical juggernaut Eli Lilly, headquartered in Indianapolis, may have influenced Aer Lingus’ decision. Eli Lilly is investing $1.7 billion into expanding its manufacturing footprint across Ireland, fostering greater business connectivity between the two regions. 

Additionally, statistics from IND show that an average of 545 passengers per day travel from the airport to European destinations. Given this existing demand, Aer Lingus’ route to DUB is–on paper–seemingly a smart decision for the airport. 

Moreover, IND has limited international connectivity at present. Beginning in November, Southwest Airlines and American Airlines will fly once weekly (seasonal) between IND and Cancun International (CUN).

Air Canada also operates a route between IND and Toronto Pearson (YYZ). However, that service ends at the end of October, with a tentative summer 2025 return set for 1 May. 

A Strategic Move in a Competitive Market

Airbus A321neo
EI-LRE, Airbus A321-253NX | IMAGE: Aer Lingus on Facebook

Aer Lingus’ choice of IND continues the carrier’s recent trend of expanding into underserved U.S. cities with strong business ties and growing demand for transatlantic travel. By leveraging the capabilities of the A321XLR, Aer Lingus can operate routes that were previously off-limits to long-haul service while maintaining a competitive edge against larger carriers. 

Additionally, by offering U.S.-bound travelers the advantage of U.S. Customs and Border Patrol preclearance at Dublin Airport, Aer Lingus is quickly becoming a convenient and attractive option for Midwest travelers.

Passengers arriving in the U.S. can skip lengthy immigration lines and proceed directly to their next destination. This perk is extremely attractive for many frequent travelers. 

Aer Lingus Closes in on 100 Destinations 

Aer Lingus Airbus A330-300
Airbus A330-302 | IMAGE: Aer Lingus on Facebook

Aer Lingus’ route map now includes 19 North American destinations, including Indianapolis, on routes from Dublin, Shannon (SNN), or Manchester, England (MAN). 

  • Boston (BOS) *from DUB and SNN 
  • Chicago O’Hare (ORD) 
  • Cleveland (CLE) 
  • Denver (DEN) 
  • Hartford (BDL) 
  • Indianapolis (IND)
  • Las Vegas (LAS)
  • Los Angeles (LAX) 
  • Miami (MIA) 
  • Minneapolis (MSP)
  • Nashville (BNA) 
  • Newark (EWR)
  • New York (JFK) *from DUB, SNN, and MAN 
  • Orlando (MCO) *from DUB and MAN 
  • Philadelphia (PHL) 
  • San Francisco (SFO) 
  • Seattle (SEA) 
  • Toronto Pearson (YYZ) 
  • Washington Dulles (IAD) 

Globally, Aer Lingus serves 98 destinations with a fleet of Airbus A320s, A321s, and A330s. 

Where will Aer Lingus go next with its A321XLRs? While there are several possibilities from which to choose, I would bet St. Louis (STL) would be a logical next choice. Stay tuned. 

Watch: B-58 Crew Dog Shares His Experiences In Convair’s Hustler Bomber

Bill Walton
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Watch: B-58 Crew Dog Shares His Experiences In Convair’s Hustler Bomber

Convair’s legendary B-58 Hustler was first flown on 11 November 11 1956. The delta-winged bomber would go on to serve with Strategic Air Command (SAC) for only about ten years, but those ten years, between 1960 and 1970, were some of the most perilous in the country’s history.

Designed for a high-altitude penetration mission that was essentially rendered invalid due to improvements made by the Soviets to their surface-to-air missiles (SAMs), the iconic B-58 nonetheless became legendary for its exceptional performance and the advanced technology it incorporated.

The following video was uploaded to YouTube by Gung Ho Vids:

Colonel Chuck Jones Relives His B-58 Days

Retired United States Air Force (USAF) Colonel Chuck Jones narrates this look at the B-58 and its historic deeds. Jones, a former Hustler crew dog himself, also served as deputy commander of McConnell Air Force Base (AFB) in Kansas and commanded Thule Air Base in Greenland, Blytheville AFB in Arkansas, and Carswell AFB in Texas. He has been a volunteer at the National Museum of the United States Air Force in Dayton, Ohio, since 2003. His insights into the B-58 are told as only one who experienced the B-58 can tell them.

B-58 Hustler
Official US Air Force Photograph

Hustler Trivia Time

Jones also crewed in the B-58A that resides at the Air Force Museum today, B-58A Air Force SN 59-2458, known as the Cowtown Hustler. Based at Carswell AFB, 59-2458 flew from Los Angeles to New York City and back on 5 March 1962, setting three separate speed records along the way.

The crew, Air Force Captains Robert G. Sowers, Robert MacDonald, and John T. Walton (no relation), earned both the 1962 Bendix Trophy and the 1962 Mackay Trophy for their achievement. The bomber was flown to the Museum on 1 March 1969.

B-58 taxiing
Official US Air Force Photograph

Watch: New York Airways Was The Golden Age Of Helicopter Commuting

Bill Walton
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Watch: New York Airways Was The Golden Age Of Helicopter Commuting

When the New York Airways promotional film “The Skyline Route” was produced in 1962, the company had already operated above New York and the surrounding area for 13 years. Founded in 1949, New York Airways began carrying paying passengers aboard helicopters for the first time in 1953 using Sikorsky S-55 (think H-19 Chickasaw) helicopters.

Soon, the company added Sikorsky S-58 (H-34 Choctaw) helicopters to their inventory. By 1958, the tandem-rotor Vertol (Boeing) 44 (H-21 Shawnee) helicopters were flying the skies over the Big Apple with restrictions due to its single engine. But the company hit its stride when the twin turbine-powered Vertol 107 (CH-46 Sea Knight) went into service in 1962. The film was uploaded to YouTube by PeriscopeFilm.

 

[youtube id=”AY18c0X4uWg” width=”800″ height=”454″ position=”left”]

They operated the 107s for several years and later added the Sikorsky S-61 (H-3 Sea King). The film shows New York Airways’ routes and destinations with lots of aerial footage of the company’s 107s flying over 1962 New York City and the surrounding area. One tidbit of interest is that the iconic Pan Am Building had not yet been completed and can be seen in its unfinished state in the film. New York Airways 107s had a co-starring role in the 1968 Universal /Malpaso Company movie Coogan’s Bluff.

New York Airways Avgeek Trivia

Another bit of trivia for all the avgeeks:  Former New York Airways 107 (N6674D, now operated by Columbia Helicopters) has logged more than 70,000 hours of flight time since being manufactured in 1962, making it the helicopter with the most flight time in the world. Ironically, years later, an S-61 accident that occurred on the roof of the Pan Am Building precipitated both the cessation of commercial flights from the rooftop heliport and, eventually, the company’s demise after 30 years of operations. Talk about bad luck!

Editor’s Note: As of 2025, N6674D is no longer operational. According to flight tracking software, its last flight took place on 13 October 2023
BI25214
Boeing-Vertol 107 helicopter flying above Lady Liberty. Image courtesy Boeing

READ MORE: Before eVTOL: Disneyland Operated Choppers from LAX

The Zero-G Boeing 727: The Only Way to Still Fly the Old 3-Holer in 2025

Mike Bruton
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The Zero-G Boeing 727: The Only Way to Still Fly the Old 3-Holer in 2025

Unless you own one of the few private Boeing 727s or fly for one of the few remaining companies still operating the venerable tri-holer, the Zero-G Boeing 727 is the only possible way to still fly in one today.

Boeing 727 Was Once A Staple in Domestic and International Air Travel

Boeing 727, Image: Boeing
The first Boeing 727 via Boeing

During initial production runs, which continued up to 1984, Boeing manufactured over 1,800 of these highly reliable jets. Not surprisingly, the 727 became a staple of domestic and international air travel. Incredible versatility allowed the airplane to serve in various roles, including cargo flights and VIP travel.

The 727 played a pivotal role in the evolution of commercial air travel, driving future aircraft designs and paving the way for more modern passenger jets. It is still an iconic symbol of 20th-century aviation and the ingenuity of the iconic aircraft manufacturer, Boeing. 

Boeing 727 Was Engineered To Operate in and Out of Shorter Runways

The Boeing 727, an early tri-engine commercial jet, was introduced in the 1960s, rapidly becoming one of the most popular commercial airliners of its time. First taking flight in 1963 and officially entering service in 1964, the B-727 was engineered to operate in and out of shorter runways, making it ideal for smaller regional airports.

Boeing’s innovative design boasted a T-tail and rear mounted engines on the empennage, allowing for less engine noise and better aerodynamics. It was the first commercial aircraft to offer a full-length cabin, comfortably seating up to 189 passengers.

Zero-G Pilots Induce Zero Gravity

While there are very few 727s still flying today, Gozerog.com, offers a rare and unique chance to experience what astronauts feel in space, namely floating free, without the constraints of earthly gravity.

Here is a special opportunity for virtually anyone to fly aboard a modified Boeing 727 aircraft (reg. N794AJ). Pilots induce zero gravity, enabling passengers to float suspended in the air, flip inverted, and zoom forward and aft, just as astronauts do on the space station. This in-flight science experiment of sorts is not a simulation but actual sustained zero-G flight. 

A Gravity Defying Experience

This unique flying is frequently used to train and acclimate new as well as seasoned astronauts. The platform is also leveraged by researchers and scientists in search of useful and important minus gravity, and zero gravity data.

The best part is that the average person, even someone who has never flown on an airplane can participate and join in on this gravity defying experience. It is a genuine once-in-a-lifetime thrill.  Aviation video blogger SoCal Sirens & Aviation filmed his flight from back in 2020. You can see the video below:

How Zero-G Creates the Sensation of Being Weightless

Zero-G flight, sometimes called microgravity flight, approximates a weightless environment, allowing those onboard to feel the sensation of floating in space. It is typically achieved through parabolic flight maneuvers, where an aircraft is rapidly climbed, then descended or “nosed over” into a steep arcing dive.

The Zero-G Boeing 727. The only way to fly on a Boeing 727 in 2024. Image: Tomás Del Coro from Las Vegas, Nevada, USA, CC BY-SA 2.0 , via Wikimedia Commons
The Zero-G Boeing 727. The only way to fly on a Boeing 727 in 2024. Image: Tomás Del Coro from Las Vegas, Nevada, USA, CC BY-SA 2.0 , via Wikimedia Commons

During the descent phase, passengers are exposed to a brief period—about 20-30 seconds—of microgravity as the aircraft and all onboard fall at the same rate, creating what feels like being weightless. 

Astronaut Training and Research

Zerog flight
Image: jurvetson, CC BY 2.0 , via Wikimedia Commons

The science behind this concept is based upon Newton’s laws of motion, specifically the principle of free fall. During zero-G, the effects of gravity are in essence suspended, allowing for unique experiments and occupant experiences that can unravel many of the mysteries of fluid dynamics, material science, and human physiology.

This kind of specialized flying is critical for astronaut training and space research, providing a functional process for studying phenomena unique to the vacuum of space.

Boeing 727 Still Used To Train

Well-known brands and organizations have endorsed and routinely use the services of Zero-G. Names like Blue Origin, NASA and even US Space Force, and others have all placed a seal of approval on the project. In addition, The Zero Gravity Project is fully approved by the FAA (Federal Aviation Administration) as a trusted and safe zero gravity flight provider.

The project has to its credit nearly 1000 successful flights and has hosted well over 22,000 guests. With more than 20 years of safe operations, civilians taking flight can feel confident in knowing that they are in good hands. 

A Jet Designed In the Apollo Era Still Supporting Moon Preparation Today

Apollo 11 Launch. Image: Nasa
Apollo 11 launch via NASA

With the work-horse Boeing 727 being such a rare aircraft these days, experiencing zero-G in this way offers up an intriguing taste of aviation history.

The Boeing 727 was conceived, designed and built in a time when Saturn-5 rockets where being engineered in support of the Apollo moon missions. It was a time when John F. Kennedy assured Americans that we would send a man to the moon and return him safely to earth before the end of the decade (1960s). 

Zero-G Boeing 727 Overbuilt For This Mission

American confidence was high in those days; failure was not an option and exceptional craftsmanship was never in doubt. This is indeed the era that produced the trusted B-727, an airplane built with nothing more than slide rules, old-style rivet guns and true American grit and ingenuity.

It was a plane built to endure, sometimes being called a ‘tank with wings.’ This is perhaps why it was chosen as the ideal jet aircraft for the zero-G missions. It gets the job done and handles the structural stresses of high-G maneuvers perfectly. 

How Can You Fly On a Zero-G Boeing 727?

Flights typically originate from either the Kennedy Space center in Coco Beach Florida or Ft. Lauderdale Florida depending on the time of year and other factors. Visit the website to see all the available package options. Private and research flights originate from several other cities as well. 

Flying On a Boeing 727 In 2024 Isn’t Cheap

The price of flying with the zero-G Boeing 727 flight crew is not cheap, starting at nearly $10,000 dollars, it is the memories and photos that will last a lifetime, making it worth the exorbitant expense.

As of Oct 26, 2024, here is the pricing for a Zero G flight according to their website. Be sure to check their website often for the latest pricing and availability.
As of Oct 26, 2024, here is the pricing for a Zero G flight according to their website. Be sure to check their website often for the latest pricing and availability.

Zero G Adds The Astronaut Experience

As a final note, the program recently announced a new flight adventure called the Zer0-G Astronaut Experience at the Kennedy Space Center. This is a fully interactive and immersive aviation event that supports the public’s fast-growing interest in space tourism.

Guests enrolling in the Astronaut Experience are presented with a truly unforgettable 2-day flight adventure. It is considered “next level” in that it is allows guests to float with an actual NASA astronaut. The program includes full access to the Space center’s visitor center and an exclusive, astronaut-led tour. 

The Gozerog.com website is easy to navigate and makes booking one of these out-of-this-world flights easy and convenient. Happy landings to all of the would-be space tourists out there! 

How Millington Became a Naval Aviation Powerhouse—Hundreds of Miles from the Sea

Bill Walton
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How Millington Became a Naval Aviation Powerhouse—Hundreds of Miles from the Sea

Millions of Men and Women Learned The Basics of Their Aviation-Related Jobs in Millington

The film “Beneath Navy Wings” was produced during the late 1960s and showcases both the Lockheed P2V Neptune maritime patrol aircraft and the Naval Air Technical Training Center (NATTC) at Naval Air Station (NAS) Memphis, located in Millington, Tennessee, just north of Memphis.

While it might seem strange to find the epicenter of training for nearly every aviation-related rating in the Navy near landlocked Memphis, the centrally located NATTC was located across the street from a Naval Air Reserve base. The film was uploaded to YouTube by PeriscopeFilm. I don’t recall receiving a “diploma” from my A school, though. Memphis memories await!

[youtube id=”qrOvAs1vRRc” width=”800″ height=”454″ position=”left”]

P 2H VP 56 1963
Official US Navy Photograph

More Than Just a School for Aviation Ratings

The NATTC installation is now called Naval Support Activity Mid-South. The aviation-related “A” schools have been moved to NAS Pensacola. Back in the day, NAS Memphis was home to Patrol Squadron SIX  SEVEN (VP-67) Golden Hawks. Sometimes referred to as the Thunder Chickens, VP-67 was a Navy Reserve patrol squadron whose personnel made 23 full deployments or detached deployments over the course of 24 years of service. They flew the SP-2H Neptune and the Lockheed P-3A Orion and later the P-3B. The Neptune flown in the film is a VP-5 Mad Foxes machine, though.

A 4E VMA 124 1970s NMNA
VMA-124 A-4E Skyhawk. Official US Marine Corps Photograph.

Calling NAS Memphis Home…or Just Stopping In During a Blow at Home

NAS Memphis was also home to Marine Corps Attack Squadron VMA-124, the Checkerboards, who flew several types, including the Grumman F9F-8 Cougar, North American Furies, and Douglas A-4 Skyhawks, for many years. Navy Reserve attack squadron, VA-204 River Rattlers, and their Scooters were also based in Memphis until 1978. Also calling Memphis home was Fleet Logistics Support Squadron FIVE THREE (VR-53) Volunteer Express.

McDonnell Douglas C9B of the U.S.Navy at Stuttgart STR 7814722788 Alec Wilsona
Image via Alec Wilson

Redesignated VR-60 when they turned in their aging Douglas C-118B Skymasters for ex-airline Douglas C-9B Skytrain IIs during October of 1982, VR-60 was disestablished in 1995. NAS Memphis is no longer an active installation, having become the Millington Regional Jetport in 1993. The base still hosts military aircraft from time to time- occasionally quite a few of them. Because of the expansive aprons, aircraft from Gulf Coast bases often bug out to Millington when storms affect their home turf.

Navy Bell TH-57 Sea Ranger helicopters on the apron in Millington during a bug-out from Whiting near NAS Pensacola
Navy Bell TH-57 Sea Ranger helicopters on the apron in Millington during a bug-out from Whiting near NAS Pensacola. Official US Navy Photograph

PSA Airlines Adds 14 CRJ900s, Paving Way for New Era of Growth

Dave Hartland
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PSA Airlines Adds 14 CRJ900s, Paving Way for New Era of Growth

American Airlines regional carrier PSA Airlines will add 14 new CRJ900NG (NextGen) jets to its fleet, the airline announced this week. 

The delivery of the first of the new CRJ900NG aircraft is set for later this month, with the rest joining the fleet in a phased manner. 

Company officials point out that the addition of these new aircraft reinforces its role in American Airlines’ regional operations and its integral contribution to the American Eagle brand. Dayton, Ohio (DAY)-based PSA is one of three wholly owned subsidiaries of American Airlines, including Envoy Air and Piedmont Airlines. 

Flannery: Staffing is Fully Restored and No Parked Planes

Lineup of PSA Airlines CRJ aircraft
PSA Airlines CRJ aircraft parked at Charlotte Douglas International Airport (CLT) | IMAGE: PSA Airlines on Facebook

Bringing the new jets online enhances PSA’s operational capacity and efficiency and reflects its ongoing efforts to strengthen its services within American Airlines’ all-important regional network. 

This year, we fully restored staffing, resurrected all our parked aircraft, and inducted the last of the seven aircraft as part of a previous agreement. Now, we’re prepared for the next phase of growth with the addition of these 14 NextGen CRJ900s.

PSA AIRLINES PRESIDENT AND CEO DION FLANNERY

PSA Airlines president and CEO Dion Flannery says his airline is on the cusp of a period of strategic growth. 

“This year, we fully restored staffing, resurrected all our parked aircraft, and inducted the last of the seven aircraft as part of a previous agreement,” Flannery said. “Now, we’re prepared for the next phase of growth with the addition of these 14 NextGen CRJ900s.” 

Enhancing the Passenger Experience 

PSA Airlines CRJ900
A PSA Airlines CRJ900 moments from touchdown | IMAGE: PSA Airlines on Facebook and @justforaviation on Instagram

The next generation of regional jets will also become more modern inside their cabins. 

In PSA’s case, the new CRJ900s will feature the carrier’s signature cabin interior, equipped with 76 seats in a two-class configuration–12 in first class and 64 in the main cabin. 

The carrier is an exclusive operator of CRJ series aircraft, including 61 CRJ700s and 80 CRJ900s. The 65-seat CRJ700s feature nine first-class seats and 56 in the main cabin.

Passengers will also enjoy upgraded onboard amenities, including high-speed satellite Wi-Fi. The carrier promises gate-to-gate connectivity, a welcome change from the days when Wi-Fi was disabled at altitudes under 10,000 feet.

The airline promises blazing fast connection speeds with reduced latency. In addition, the system will support unlimited devices that can connect without impacting performance. With the upcoming addition of these aircraft, PSA will soon feature satellite Wi-Fi on every jet in its fleet. 

The Story of PSA Airlines Begins at a Pennsylvania FBO Nearly Half a Century Ago

Vee Neal E-110 "Bandit"
A Vee Neal Airlines Embraer E-110 Bandit starts the #1 prop at Cleveland Hopkins International Airport (CLE). Circa 1980 | IMAGE: Chris Jacobs on Flickr

PSA Airlines can trace its roots back to 1979, when it was founded as Vee Neal Airlines in Latrobe, Pennsylvania. Operating out of what is now Arnold Palmer Regional Airport (LBE), the airline initially operated as an FBO and provided limited service with small aircraft.

However, its business model would soon evolve. By 1983, the company had rebranded as Jetstream International Airlines, marking an important moment in the carrier’s history as it sought to broaden its reach. 

During its early years as Jetstream, the carrier operated a fleet of six British Aerospace Jetstream 31 turboprops. It also relocated its headquarters to Erie, Pennsylvania. From Erie International Airport (ERI), Jetstream expanded service to Chicago O’Hare (ORD), Cleveland (CLE), Detroit (DTW), and Newark (EWR).

Jetstream International Airlines route map from November 1984
Jetstream International Airlines route map from 05 Nov 1984 | IMAGE: departedflights.com

However, like many regional carriers, Jetstream faced financial challenges in the mid-1980s. Jetstream formed a strategic partnership with Piedmont Airlines, operating under the Piedmont Commuter brand during this period. This partnership was vital in connecting Jetstream’s fledgling network to the more expansive hubs it operated at Baltimore/Washington International Airport (BWI) and Dayton International Airport (DAY) in Ohio.

In 1986, Piedmont Airlines fully acquired Jetstream International and integrated the carrier into its growing regional operations. This acquisition allowed Jetstream to focus more heavily on the Dayton hub, which remains PSA’s headquarters to this day.

Piedmont Commuter British Aerospace BAe-3101 Jetstream 31
Piedmont Commuter British Aerospace BAe-3101 Jetstream 31 at Newark (EWR) in October 1988 | IMAGE: EricG via airliners.net

By 1987, Jetstream had relocated its headquarters to DAY, positioning itself as an essential player in the Piedmont network. The merger of Piedmont with USAir in 1989 set the stage for Jetstream’s next transformation. 

The Birth of Today’s PSA Airlines Includes the Preservation of Another PSA  

PSA Lockheed L-188 Electra
PSA Lockheed L-188 Electra circa 1959 | IMAGE: By SDASM Archives – 01 PSA 053Uploaded by PDTillman, Public Domain, https://commons.wikimedia.org/w/index.php?curid=15382759

The last decade of the 20th Century was a period of significant change for regional airlines, as many carriers shifted from turboprops to regional jets. Passengers preferred the jets, which offered greater speed, range, and passenger comfort than turboprops could.

Jetstream was no exception. By the mid-1990s, the airline was phasing out its turboprop fleet in favor of more advanced regional jets. At the same time, USAir chose to preserve the PSA (Pacific Southwest Airlines) brand name, which it had acquired during a wave of mergers in the 1980s. 

Pacific Southwest Airlines was a household name in California before its acquisition by USAir. By renaming Jetstream International as PSA Airlines in 1995, USAir was able to protect the PSA brand while giving Jetstream a fresh identity under a more recognized brand name. This rebranding helped set the stage for PSA’s expansion into a regional jet operator during the late 1990s and early 2000s. 

US Airways Express/PSA Airlines Dornier 328
A US Airways Express Dornier 328-110 on final for Runway 32 at Ottawa MacDonald-Cartier International Airport (YOW) on 26 Feb 2001 | IMAGE: John Davies – CYOW Airport Watch (GFDL 1.2 or GFDL 1.2 ), via Wikimedia Commons

By this time, PSA had transitioned to a fleet of Dornier 328s, becoming the largest operator of the type in the world with a fleet of 25 aircraft. However, the Dornier 328s were soon replaced by Bombardier’s CRJ series aircraft as PSA began to expand its regional jet operations under the USAir Express banner. 

PSA Weathers the Turbulence of the Early 2000s

US Airways Express/PSA Airlines Canadair CRJ-200ER
A US Airways Express CRJ-200ER on final for Runway 25 at Ottawa Macdonald-Cartier International Airport (YOW). Taken on 07 Nov 2004 | IMAGE: John Davies – CYOW Airport Watch (GFDL 1.2 or GFDL 1.2 ), via Wikimedia Commons

The early 2000s were a turbulent time for PSA Airlines and its parent company, US Airways. The airline industry was reeling from the effects of the 9/11 attacks, and US Airways filed for bankruptcy twice during this period.

Despite the challenges, PSA emerged from this era as a dedicated CRJ200 and CRJ700 regional jet operator. This set the stage for US Airways’ steady transition to a more efficient, streamlined network. 

In 2005, US Airways was acquired by America West Airlines. The newly combined airline continued to operate under the US Airways name until its merger with American Airlines in 2013. This merger brought the winding road of PSA history into the American Airlines family, where it remains today. 

The PSA Airlines of Today Boasts an Extensive Operational Footprint and Infrastructure  

American Eagle CRJ900 operated by PSA Airlines
An American Eagle CRJ-900LR touches down at CLT | IMAGE: PSA Airlines on Facebook and @pilot_riles on Instagram

From its DAY headquarters, PSA’s operational reach spans across the U.S., with crew bases in key American Airlines hubs, including:

  • Charlotte Douglas International Airport (CLT)
  • Dallas Fort Worth International Airport (DFW)
  • Philadelphia International Airport (PHL)
  • Ronald Reagan Washington National Airport (DCA)

Its maintenance operations are strategically located in various cities, including:

  • DAY
  • CLT
  • DFW
  • Cincinnati/Northern Kentucky International Airport (CVG)
  • Akron-Canton Airport (CAK)
  • Greenville-Spartanburg International Airport (GSP)
  • Norfolk International Airport (ORF)
  • Pensacola International Airport (PNS)
  • Savannah/Hilton Head International Airport (SAV)

PSA Airlines operates 750 daily flights to nearly 100 destinations and employs over 5,000 people. 

The P-40: This Vicious WWII Fighter Kept the Allies Competitive In Both Europe And The Far East

Jeff Richmond
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The P-40: This Vicious WWII Fighter Kept the Allies Competitive In Both Europe And The Far East

The Mighty Warhawk Held the Lines Against Better Performing Axis Opponents.

The Curtiss P-40 Warhawk, first flown on 14 October 1938, is an American single-engine, single-seat, all-metal fighter. The Warhawk was used by most Allied forces during World War II, and remained in frontline service until the end of the war. A total of 13,738 P-40s were produced. Its production numbers are exceeded only by the P-51 and the P-47.

P 40 Warhawks 11th FS 343rd FG 11th AF Aleutian Tigers 1942 nose art
Image via USAF

More Than Just Available

The P-40 Warhawk was the most numerous fighter aircraft available at the beginning of WWII. The Lockheed P-38 Lightning, also available, could outperform the P-40, but the P-40 was less expensive, easier to build and maintain, and it was in large-scale production at a critical period in the nation’s history when fighter planes were needed in large numbers.

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Another Low-Altitude Performer

Originally conceived as a pursuit (fighter) aircraft, it was very maneuverable at low and medium altitudes. But due to the lack of a two stage turbocharger, it was less effective at higher altitudes. At medium and high speeds, it was one of the tightest turning early fighters of the war. Like all Allied Fighters, at lower airspeed the A6M Zero could out-turn the P-40.

P 40E NACA Langley 1942
Image via USAF

What’s in a Name?

P-40 Warhawk was the fighter’s official United States Army Air Corps name. The British Commonwealth and Russian air forces used the name Tomahawk for models equivalent to the P-40B and P-40C, and the name Kittyhawk for models equivalent to the P-40D and later variants. P-40s first flew into combat with the British Desert Air Force in the North African campaign. It was also here that the aircraft was first given its distinctive “shark mouth” paint scheme.

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Image via USAF

Finding a Niche

The P-40 performed surprisingly well as an air superiority fighter and ground attack aircraft. It performed well against early German Bf-109s, especially at lower altitudes, at times suffering severe losses but also taking a very heavy toll of enemy aircraft. The P-40 offered the additional advantage of low cost, which kept it in production as a ground-attack aircraft long after it was obsolete as a fighter.

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Early P-40s in Formation (US Army Air Force Photo)

The Top Ace Tells It Like It Was

The highest-scoring P-40 ace with 22 kills, Clive Caldwell of the Royal Australian Air Force (RAAF), claimed that the P-40 had “almost no vices” and that it was “faster downhill than almost any other aeroplane with a propeller.” The P-40 had one of the fastest maximum dive speeds of any fighter of the early war period and good high speed handling.

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Strengths Against Weaknesses

In another account, Robert DeHaven describes how to use the P-40’s strengths against the A6M Zero:

“…you could fight a [Zero pilot], but you had to make him fight your way. He could out-turn you at slow speed. You could out-turn him at high speed. When you got into a turning fight with him, if you dropped your nose down so you kept your airspeed up, you could out-turn him.

At low speed he could out-roll you because of those big ailerons on the Zero. If your speed was up over 275, you could out-roll a Zero. His big ailerons didn’t have the strength to make high speed rolls. You could push things, too.

Because, if you decided to go home, you could go home. He couldn’t because you could outrun him. That left you in control of the fight.”

Negro pilots in one of the flight formations which will soon carry them over enemy territory. Here they are flying the NARA 535964
Image via USAF

Those Famous Flying Tigers

By far the most well-known of all Curtiss fighter groups was Clair Chennault’s American Volunteer Group (AVG), or “Flying Tigers,” in China. The AVG was equipped with 100 British Tomahawk aircraft. Although the shark mouth was first used in North Africa, the AVG’s exploits made it so famous that P-40 units all over the world began copying it from them.

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P-40 Warhawk on Display at the National Museum of the U.S. Air Force (photo J. Richmond)

Excelling On Their Own

The AVG was not an Allied military unit, and all pilots and ground personnel were volunteers, helping to defend China from Japanese attacks. Flying their first combat mission on 20 December 1941, the Flying Tigers operated under extremely difficult conditions. Their exploits were chronicled in the book Flying Tigers: Claire Chennault and the American Volunteer Group, (Daniel Ford, Harper Collins, 1941). During a period in the war when everybody else in the Far East was being soundly defeated by the Japanese, the Flying Tigers’ achievements were truly phenomenal.

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P-40 Warhawk at the National Naval Aviation Museum (Photo J. Richmond)

Warhawks Today

Today, more than thirty P-40s are still airworthy and examples and flight demonstrations can frequently be seen at major airshows. Many more can be seen at aviation museums. Both the national Naval Aviation (Pensacola) and Air Force (Dayton) museums have examples on display.

When My KC-10 Crew Witnessed Ramstein Air Base Disaster

Bill Lindner
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When My KC-10 Crew Witnessed Ramstein Air Base Disaster

A KC-10 crew member recalls the somber experience at the “Flugtag ’88” Airshow at Ramstein Air Base.

On 28 August 1988, a KC-10 from the 434th Air Refueling Wing at Seymour Johnson Air Force Base, NC, was on display at Ramstein Air Base for the Flugtag ’88 airshow.

During the show, at 1600 local time, three aircraft from the Italian Air Force demonstration team collided while performing a maneuver. One of the jets exploded and struck the ground and sent a fireball of fuel and fuselage into the spectators and another of the Italian aircraft crashed into an emergency medical evacuation UH-60 Black Hawk helicopter. 

A jet shooting from a planeDescription automatically generated with medium confidence

Thirty-one people and the three pilots died at the scene, and in the weeks after the incident, thirty-six more died, many from severe burns. The final casualty was Captain Kim Strader, the pilot of the UH-60. He died 20 days later, on Saturday, 17 September, at Brooke Army Medical Center in Texas

Three hundred and forty-six spectators also suffered serious injuries, and hundreds more had minor injuries.

My KC-10 Crew Was Safe

Four aircrew members and three crew chiefs from Seymour Johnson were with the KC-10, and several of them had left the main spectator area to get something to eat when the collision occurred.

At first they thought the sound of the explosions was just aircraft in the show performing a simulated bombing run, but when heavy black smoke rose above the trees lining the runway, and they heard people screaming, they knew it was no simulation.

The scene was chaotic at first, with spectators running from the crash area and security and medical personnel rushing towards the fire and smoke. It wasn’t long before the situation was under control, and emergency personnel began treating the victims.

The KC-10 crew members met up at their aircraft and were relieved to discover that none of them had been injured and that their jet had not been damaged.

Italian Demonstration Team Was Experienced

The Italian Air Force demonstration team involved in the involved in the Ramstein Air Base Disaster, the ‘Frecce Tricolori,’ was flying ten Aermacchi MB.339A/PAN jets. This single-engine military trainer and light attack aircraft had a top speed of 588 miles per hour, and the team had been using them since 27 April 1982.

The Italians were performing a maneuver they called the ‘pierced heart’ when the collisions occurred. Two groups of aircraft form a heart shape and pass each other while parallel to the runway as a single aircraft flies through the bottom tip of the heart, “piercing” it. 

A visual depiction of the airshow profile. Image: Julian Herzog
A visual depiction of the airshow profile. Image: Julian Herzog

On that day, Italian Lieutenant Colonel Ivo Nutarelli was flying the lone jet. He came in low and did not have time to adjust his altitude or slow his aircraft and struck two of the other jets in the formation, although video of the incident showed that he may have been trying to pull up just before the collision.

In the days following the disaster, there were discussions about the about how close spectators at airshows should be to runways and how to best coordinate emergency responses when American and German responders were at a scene together. Discussions that eventually led to significant safety improvements that are now commonplace at every air show with military participants.

Pilot Error Ruled Out at Ramstein Air Base Disaster

Following the disaster, officials from the Italian Air Force ruled out pilot error as a possible cause. Nutarelli was a very experienced pilot, with approximately 4,250 hours in the cockpit. In the 27 years the Frecce Tricolori had been doing the ‘pierced heart’, they had performed it thousands of times without an accident. 

That was not the final word on the incident, as several rumors about its cause began to spread.  In 1991, a German reporter in the newspaper Tageszeitung went as far as suggesting that Nutarelli’s aircraft had crashed due to sabotage, but there has never been any evidence to support his theory.

Others speculated that sabotage could have been in the form of Electro-Magnetic Pulse (EMP) or radio frequency (RF) weapons or less modern methods such a miniature explosive device that someone could have detonated remotely. Like with the newspaper article, no one has presented any evidence that sabotage occurred.

Runway Reopens and KC-10 Heads Back to North Carolina

Throughout the evening and night following the disaster, the KC-10 crew saw and heard helicopters flying from the base carrying victims to hospitals in the area.

The KC-10 was supposed to leave the next day, but base officials halted all fights to allow recovery of victims and the deceased to continue. They also needed time to remove debris from the crashed aircraft and repair the runway.

News about the disaster quickly spread around the world, including to family members and fellow Airmen back at Seymour Johnson. They heard about the crash but had no way of knowing if the KC-10 crew and their aircraft was involved.

In those days before widespread use of the Internet, email, and cell phones, it took several hours for them to call home and reassure everyone that they were all safe.

We eventually made it home

Two days later, when the runway reopened, the KC-10 crew rode a crew bus from base lodging to the aircraft to fly back to North Carolina. Along the way, they saw many cars still in the spectator parking area, no doubt left behind by those killed and injured during the disaster. 

They refueled the KC-10 and got it ready to fly, and as the huge tanker began its roll down the runway, the crew noticed a large, blackened area where the grass had been burned, a final sobering reminder of the disaster.

Memorial to victims of the disaster. Image: USAF Photo
Memorial to victims of the disaster. Image: USAF Photo

This was unfortunately not the only airshow crash involving an Italian military pilot. In 2017, test pilot Gabriel Orlandi crashed and perished at the Terracina Airshow near Rome.

Boeing Actually Tried Rocket Assisted Takeoffs On the 727

JP Santiago
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Boeing Actually Tried Rocket Assisted Takeoffs On the 727

It sounds almost too amazing to be true, but Boeing actually tested rockets on the Boeing 727. Their plan wasn’t as crazy as it sounds and it proved to be an ingenious solution to a very real problem.

I’ve always had a soft spot for the Boeing 727. Maybe it was all those flights as kid growing up in the Midwest where we’d board a Braniff Flying Colors 727 out of Wichita and head off to different parts of the country back in the day when you flew Braniff north or south out of Kansas to interline with different airlines to head to the East Coast or West Coast. Flights to the south usually interlined with Continental or American and flights to the north interlined with United, sometimes TWA if I remember right from my youth. But even those flights were 727s, too, and then one day all of a sudden it seems, sometime after September 11, the 727s were all put out to pasture by most of the US majors. I could go on and on (but thankfully won’t) on why I think the 727 is the Chuck Norris of jetliners, but suffice to say for today’s aviation trivia there’s just one feature, though not unique to the 727, adds to that coolness for “Trisaurus Rex”.

There was a JATO option. That’s right. Rocket assisted takeoff. What a shame it wasn’t picked up by everyone else, but it was an option on the 727-200 which of course was a lot heavier than the shorter 727-100. Until the 727-200 Advanced came along and included JT8D engines if increased power, the early 727-200s were a bit short on the power stick due to the heavier weight but essentially the same engines as the -100s.

Now don’t everyone write me, I know the reasons why the JATO option didn’t roll out across the board for most production 727-200s. There were only 12 727-200s that were built with the JATO provision and they were actually the more powerful 727-200 Advanced versions. Mexicana was in a unique position of serving several high-altitude airports in its network where the 727-200 as built would have been payload restricted to account for the possibility of the loss of one of the three engines at takeoff.

As a side track to illustrate that point, at airports at higher elevations, particularly on hot days, wings will generate less lift and jet engines will develop less power than at a lower elevation airport. That’s why the runways at airports like Denver or La Paz, Bolivia, are so long. In fact, back in the 1970s many US airlines didn’t sent the 727-100QC variants to Denver Stapleton Airport as the heavier structural reinforcing of the main deck to handle cargo loads cut into the passenger payload during the summer months.

Mexicana took delivery of twelve 727-200s that got around this limitation by having a JATO installation in the lower aft fuselage just behind the wings. These aircraft could be identified by having a shallow dorsal fairing ahead of the #2 intake that accommodated some of the rerouted avionics and air conditioning ducting that was displaced by the JATO provision. There’s a misconception that this fairing is a reinforcement brace, though.

The aircraft were unofficially designated 727-200/JATO by Boeing and the rocket installation was intended for emergency use only when flying out of a hot and high airport at maximum gross weight. Without the JATO, the aircraft would have to be payload restricted to account for the need to reach a safe altitude in the event of an engine loss after committing to takeoff. By having the JATO provision, Mexicana could operate its 727-200s at full payload. In the event of a loss of engine at past V1, the JATO unit would fire and allow the heavily-laden jet to reach a safe altitude and get aerodynamically cleaned up.

The JATO provision was eventually made obsolete by later developments in the JT8D engine that featured APR- automatic power reserve. It sensed a power decrease from one of the engines failing on takeoff and automatically boosted the power to the remaining two engines by a significant margin.

Navy Says Growler Crew Died in Jet Crash Near Mount Rainier

Mike Killian
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Navy Says Growler Crew Died in Jet Crash Near Mount Rainier

Navy officials say a Growler crew died in a jet crash near Mount Rainier earlier this week in Washington state.

Efforts have been underway for several days to find the crash site and 2 crew members from Electronic Attack Squadron VAQ-130, the ZAPPERS. Operations have now shifted from search and rescue, to recovery.

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A map shared by the Yakima County Sheriff’s Office shows where a Navy EA-18G Growler crashed east of Mount Rainier on October 15, 2024. (Photo courtesy: Yakima County Sheriff’s Office)

Crew of 2 went down during a routine training flight Oct 15

Multiple search and rescue assets were involved, including a Navy MN-60S helicopter, to find the crash and crew. Efforts focused on an area 30 miles west of Yakima, challenged by mountainous terrain, cloudy weather, and low visibility.

Aerial crews eventually found the crash site, resting on a mountainside east of Mount Rainier.

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Photos via navy

The Naval Aviators lost are Lt. Cmdr. Lyndsay P. Evans, 31, a Naval Flight Officer from California, and Lt. Serena N. Wileman, 31, a Naval Aviator from California.

“It is with a heavy heart that we share the loss of two beloved Zappers,” said Cmdr. Timothy Warburton, commanding officer of VAQ-130. “Our priority right now is taking care of the families of our fallen aviators, and ensuring the well-being of our Sailors and the Growler community. We are grateful for the ongoing teamwork to safely recover the deceased.”

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EA-18G Growlers based at nas whidbey island (mike killian photography)

Personnel on site continue to search the expansive area, recovering debris and planning for the long-term salvage and recovery effort.

The cause of the crash is under investigation.

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Navy Says Growler Crew Died in Jet Crash Near Mount Rainier 44

The ZAPPERS are the oldest Electronic Attack squadron in the US Navy

The Zappers had just returned stateside too, following a combat deployment as the only EA-18 Growler squadron with Carrier Air Wing 3.

They served on the aircraft carrier USS Dwight D. Eisenhower (CVN-69) in support of Operation Prosperity Guardian in the southern Red Sea, where they executed strikes against Houthi-controlled areas in Yemen.

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U.S. Navy Electronic Attack Squadron 130 plane captains wait on the flightline for pilots of an EA-18G Growler to complete pre-flight checks prior to a training sortie (U.S. Air Force photo by Staff Sgt. Ryan Lackey)

They are the oldest electronic attack squadron in the Navy. The Zappers are also the first Growler squadron in Navy history to score an air-to-air kill.

Based on the Super Hornet airframe, the two-seat, twin-turbofan Growlers integrate the latest electronic attack technology. They jam and blind the enemy before a single shot need be fired.

Old Shaky: Douglas C-124 Globemaster II Was Key To Post-War Airlift

Bill Walton
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Old Shaky: Douglas C-124 Globemaster II Was Key To Post-War Airlift

The Airlifter known as Aluminum Overcast Might Have Been a Million Rivets Flying In Close Formation, But They Hauled It All Whenever Called.

The last of 448 Douglas C-124 Globemaster II airlifters rolled off the assembly line in 1955. These versatile and reliable transport aircraft served for 24 Cold War years and carried all manner of cargo around the world.

“Old Shaky” was the prevalent nickname for the airplane, but Aluminum Overcast and Boneshaker were used to refer to the C-124 as well. The Globemaster II was developed from the original Globemaster, the C-74, which was designed by Douglas as a heavy transport during World War II.

Here’s a video about Old Shaky uploaded by the Air Mobility Command’s YouTube page TheAMCMuseum. Enjoy and then read on!

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C-124 clamshell doors with ramps retracted. Photo Courtesy Air Mobility Command Museum

Singularly Unique Development of the Original Globemaster

The C-124 was first flown on 27 November 1949, following approximately two years of development work on the C-74. The initial C-124A variants began service with the Military Air Transport Service (MATS) in 1950.

The design of the aircraft was influenced to some degree by the Berlin Airlift. As such, the C-124 was capable of carrying considerably larger cargo without disassembly than other available airlifters. C-124As were powered by a quartet of Pratt & Whitney R-4360 Wasp Major 28-cylinder radial engines. The cargo hold was accessible via a pair of clamshell doors located under the cockpit and forward of the nose landing gear, as well as a cargo elevator located under the aft fuselage.

With wings spanning 174 feet and standing nearly 50 feet tall, Old Shaky would never be confused with any other airlifter.

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C-124 cargo hold looking aft. Photo courtesy Air Mobility Command Museum

Flexible Cargo Cavern

Inside the cargo hold, there were two decks of available floor space, though the upper deck was often folded up against the fuselage sides. Just one look at the exterior profile of the fuselage reveals the huge amount of available space inside the hold. The airlifter could lift a wide range of military equipment.

Once inside the Globemaster II, equipment could be moved in the cargo hold via a pair of internal 8,000-pound hoists. 200 fully-equipped troops in double-deck mode or 127 litter patients could ride inside the cavernous space. There wasn’t much that wouldn’t fit inside Old Shaky in those days, and the airlifter could tote a little more than 34 tons of cargo.

C-124A Old Shaky unloading in Korea
C-124A unloading in Korea. Official US Air Force Photograph

Around the World, Taking Days to Get There

The first real test of the C-124 was the Korean War. C-124As were used to support United Nations troops in the region. Globemaster IIs also supported the cold-weather research being conducted by the scientists at Operation Deep Freeze in Antarctica.

Old Shaky visited every continent and most of the countries on them. Whether it was humanitarian aid, heavy cargo, support for the Suez, Lebanon, or Taiwan Straits Crises in the 1950s, the Congo Airlift or the Berlin Airlift in the 1960s, or just the regular MATS routes like The Snow Goose, The Benefactor, or The Dateliner, C-124s plied the skies continuously—and at a cruising speed of 230 miles per hour, I do mean continuously.

C-124C Old Shaky on display
C-124C in display. Official US Air Force Photograph.

Serving in SAC

Globemaster IIs served in MATS, carrying primarily garden-variety cargo —some of it critical and some not so much. However, C-124s also carried cargo for Strategic Air Command (SAC), most of which would go boom, and a significant number that would go high-order boom. Fifty C-124s worked for SAC between 1950 and 1962.

They carried not only those special weapons but vehicles used to deliver them- specifically the SM-75A / PGM-17 Thor intermediate-range ballistic missiles (IRBMs) along with others.

A secondary duty for SAC-gained Old Shakys was carriage of SAC personnel between installations and preparation for the many exercises and inspections that took place in those days. But SAC, just like every other C-124 user, had to use a “kickstand” to keep the tails in the air and not sitting on the ramps thanks to the plane’s short-coupled landing gear.

C-124C Old Shaky
C-124C. Official US Air Force Photograph

Building a Better Boneshaker

The C-124s evolved over time, with the ultimate Boneshaker model being the C-124C. Newer and more powerful engines, increased fuel capacity, and a nose-mounted APS-42 weather radar radome that resembled nothing so much as a thimble stuck on the nose of the veteran airlifter differentiated it from the earlier C-124A variant.

But the things that most casual observers mis-identify on the C-124C are those devices attached to the wingtips. What they’re not, however, are tip tanks. They’re actually Janitrol combustion heaters used to heat the voluminous cargo hold and de-ice the wings and tail surfaces. The earlier A-model aircraft were modified to bring them to C-model specification.

C-124C "Old Shaky" unloading Vietnam wounded.
C-124C unloading Vietnam wounded. Official US Air Force Photograph

MATS, MAC, and to War in Vietnam

Following the service with MATS and after 1966, Military Airlift Command (MAC) C-124s continued to support the war in Vietnam. The cargo-hauling capabilities of the C-124, along with the follow-on turbine-powered Douglas C-133, were heavily utilized to support the war in Southeast Asia, even during the initial availability of the next generation of jet-powered airlifters like Lockheed’s C-141 Starlifter and C-5 Galaxy.

Nothing else in the inventory could transport the outsized equipment needed in-theater until the C-5 came along.

Once the next-generation airlifters became available in numbers, Old Shaky went to work for the Air Force Reserve (AFRES) and later the Air National Guard (ANG), and by 1970, there were no more C-124s serving with front-line active MAC units.

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C-124C. Official US Air Force Photograph

Epitaph for Old Shaky

Although the prototype YC-124B was built to investigate the viability of a turbine-powered Old Smoothie tanker by replacing the Wasp Major radial engines with General Electric T-34 turbines (the same engines used on the C-133), there really were no efforts aimed at prolonging the service life of the Globemaster II.

They had a great run, and their replacements with turbine (Lockheed C-130) and jet (C-141 Starlifter and C-5 Galaxy) power were capable of carrying on the work so ably done by Old Shaky.

The last C-124Cs in service were retired by the 165th Tactical Airlift Group, Georgia ANG, in September 1974. Several of these grand old workhorses are now enshrined in museums.

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C-124Cs. Official US Air Force Photograph

Blue Angels, Thunderbirds Will Both Fly in Pensacola Nov 1-2

Mike Killian
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Blue Angels, Thunderbirds Will Both Fly in Pensacola Nov 1-2

The Blue Angels and USAF Thunderbirds will both fly in the upcoming NAS Pensacola Blue Angels Homecoming Air Show Nov 1-2. It’s a very rare public get-together for both teams, and the only opportunity this year to see it at a public event.

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Photo credit: blue angels / thunderbirds

Both teams have conducted joint training together each winter for the last 5 years, most recently in March 2024 when the Thunderbirds visited the Blues’ at NAS El Centro. Each team represents different military branches, but both share a similar mission.

Both teams are now on the tail-end of a very busy air show season, performing across the United States week after week. The Pensacola show will be the last for both teams in 2024.

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Both teams together in a super delta over fat albert (photo credit blue angels)

A rare appearance together at the home of the Blue Angels

“Having our military’s top flight demonstration teams perform at the ‘Cradle of Naval Aviation’ will undoubtedly be an experience you won’t want to miss!” said Capt. Terry Shashaty, NAS Pensacola’s commanding officer.

“The Blue Angels and Homecoming Air Show are ingrained in the identity of Pensacola. We are proud to host a family-friendly event showcasing the capabilities and precision of both the Navy and Air Force teams as well as our civilian performers!”

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The United States Air Force Air Demonstration Team “Thunderbirds” conduct a ‘Mega Delta’ with the Blue Angels over Navy Air Facility El Centro, February 26, 2024 (U.S. Air Force photos by Staff Sgt. Breanna Klemm)

“Our demonstrations showcase the incredible milestones a team can accomplish when they work together,” says Thunderbirds leader Lt. Col. Nathan Malafa.

“It’s an honor to perform alongside our Navy counterparts; we both started building the foundations of our 2024 teams together in El Centro and will end our seasons together in a display of excellence.”

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The United States Air Force Air Demonstration Team “Thunderbirds” conduct a ‘Mega Delta’ with the Blue Angels over Navy Air Facility El Centro, February 26, 2024 (U.S. Air Force photos by Staff Sgt. Breanna Klemm)

While rare, it’s not the first time both teams have got together at an air show

While it is rare to see both teams together at any air show, it has happened before. They both appeared at Point Mugu in 2023.

They also flew the “Super Delta” together during a National Memorial Day parade in 2021, in addition to the America Strong flyovers during Covid in 2020. Both teams also appeared together at the Kansas City air show in 2021.

Both teams will fly together on Oct 30 ONLY

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The United States Air Force “Thunderbirds,” and the U.S. Navy “Blue Angels” perform joint training over Naval Air Facility El Centro, California, March 1, 2022 (Usaf photo by Staff Sgt. Andrew D. Sarver)

While both teams will be at the air show Nov 1-2, they won’t be actually flying together. Each team will fly their demos separately (officially, for now).

Both teams have however scheduled a Super Delta flyover of the Pensacola area on Oct 30 at 11:30am. Points along the planned flight path include Johnson Beach, Pensacola Beach, Oriole Beach and Palafox St.

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