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.
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 65
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.
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 94
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.
