Most all large airports have 3 dimensional routes that aircraft follow to get into position to land. The first part is the Standard Terminal Arrival (STAR) and the final leg is the Instrument Approach. STARS can be hundreds of miles long and allow a predictable sequencing process for both ATC and aircraft.
Approaches have many variations, using radios or Global Positioning Systems to align the aircraft into position to land in all weather conditions. On both STARS and Instrument Approaches, there are waypoints that require a 5-letter designation. Given so many airports, so many waypoints, and the humor or passion of the person naming the waypoints, there are some funny and interesting name sequences.
Here are 3 STARS and 2 Approaches that I have flown multiple times.
#5 – NIIXX 1 Arrival into Denver
As a lover of music – who can resist this sequencing?
Note: NOT FOR NAVIGATION. FOR ILLUSTRATIVE PURPOSES ONLY.
#4 – SCBBY 2 Arrival into Ontario, CA
Paying homage to Saturday morning cartoons (completely dating my childhood), the Scooby 2 Arrival into Ontario is always fun!
Note: NOT FOR NAVIGATION. FOR ILLUSTRATIVE PURPOSES ONLY.
#3 – JJEDI 2 Arrival into Atlanta
Not the only Star Wars fanatics around – thanks to the namer of these waypoints!
Millenium Falcon, Skywalker, Ewoks, Planet Hoth, Leiea, Lando, Xwing, Tie Fighter, New Hope, Death star, Wookie, Boba Fett, Chewie, and Jedi! Note: NOT FOR NAVIGATION. FOR ILLUSTRATIVE PURPOSES ONLY.
#2 – RNAV to Runway 16 at Portsmouth, NH
More Saturday cartoons! Apparently those cartoons influenced a bunch of us!!!
I tawt I saw a puddy tat, i did, i did! Note: NOT FOR NAVIGATION. FOR ILLUSTRATIVE PURPOSES ONLY.
#1 – RNAV to Runway 1 Right in Kansas City
Had to give props to an extremely familiar city and near home! Well, and who doesn’t love Barbeque?
Not for navigation. For illustrative purposes only.
That just scratches the surface of awesome naming for those of us slipping the surly bonds of earth for a living!!!
Do you have any favorite arrivals or instrument approaches?
Note: Do not utilize any of these approach plates for navigation. They are shared for illustrative purposes only.
Earlier this morning, a Delta A350’s wing collided with the tail of a CRJ-900 on a taxiway at Hartsfield-Jackson Airport in Atlanta Georgia.
At approximately 10:00 am local time, Delta Flight 295 was taxing out for it’s scheduled flight to Tokyo, Japan. During the taxi, its wing tip stuck another Delta aircraft. Delta Flight 5526, an Endeavor operated jet, sustained damage as the horizontal and vertical stabilizer were sheered off.
Runway Collision At Hartsfield-Jackson Airport in Atlanta Involved Two Different Delta Aircraft
Flight 5526 was reported to have had 56 passengers plus the crew on board at the time of the collision.
Delta Airbus A350 Snaps Off Tail Of CRJ-900 at Atlanta Airport 8
Delta Flight 295 was an Airbus 350, the largest aircraft that Delta Air Lines currently operates. Flight 295 was carrying 221 passengers plus the crew. Fortunately no injuries are reported at this time.
PHOTO TAKEN BY CBS NEWS HELICOPTER AND POSTED ON YOUTUBE
Delta flight 295 was able to return to the gate area under its own power. However Delta Flight 5526 was unable to do so due to the severity of the damage it obtained during the Collison. All 56 passengers aboard the regional jet were bussed back to the terminal from the taxiway.
At 10:07AM, two aircraft made contact at the intersection of taxiways E and H on the north airfield. No injuries are reported. Passengers from one aircraft are being bussed to concourse B; the other aircraft taxied on its own power to its gate. There is minimal impact to ops.
It was a long summer for Boeing and NASA. The company’s Starliner returned to Earth last night without issue, but also without its crew, following a troubled test mission.
NASA astronauts Butch Wilmore and Suni Williams launched on June 5 aboard Starliner for the agency’s Boeing Crewed Flight Test. It was the first ever crewed flight of the spacecraft, but it soon began experiencing helium leaks and thruster problems en route to the International Space Station (ISS).
After 2 months of testing and analyzing data, NASA decided to return the capsule to Earth without the crew as a safety precaution. Engineers figured out the cause of the problems in the service module, but were not confident that they could predict when the issues may occur again.
Following undocking last night, the Starliner performed a textbook return to Earth. It flew nominally towards White Sands, NM through deorbit, reentry and landing. No further thruster problems were observed.
Now what?
post flight press conference
Starliner will now will ship to NASA’s Kennedy Space Center, where Boeing has processing facilities for the capsule. Engineers will inspect and process it, and review all mission-related data, before charting a path forward.
NASA does not necessarily require a redo of the mission either. It depends on what objectives were achieved, and why some were not. However, public perception alone makes another flight test seem like a wise decision. NASA has not said yet whether they will or won’t demand another flight test.
This was Starliner’s third flight test in space
THE FIRST UNCREWED ORBITAL FLIGHT TEST OF STARLINER (OFT-1). THE MISSION ENDED SOON AFTER FOR TECHNICAL PROBLEMS AND WAS RETURNED TO EARTH SAFELY (MIKE KILLIAN PHOTOS / AMERICASPACE.COM)
This was the third orbital test of a Starliner. The first back in Dec 2019 didn’t go well at all. Shortly after it achieved orbit Starliner suffered an automated timing issue. Flight controllers called off ISS docking, and put Starliner in a stable orbit to save other critical flight test objectives. It returned to Earth two days later.
NASA wasn’t convinced, so Boeing offered to do it again at their own expense. A joint NASA/Boeing Independent Review Team found three principal anomalies—two software coding errors and an unexpected loss of Space-to-Ground Communications. They ordered over 80 recommendations for testing and simulation, Change Board documentation and safety culture, before the redo could launch.
BOEING ENGINEERS WORKING IN STARLINER (MIKE KILLIAN PHOTO / AMERICASPACE.COM)
Leading up to that second launch, more issues popped up. While on the launch pad, some valves linked to Starliner’s abort and maneuvering thrusters failed to open, leading to a scrub.
Boeing decided to replace the OFT-2 Service Module with one previously slated for the CFT mission. The OFT-2 service module is what just flew the CFT mission with thruster problems.
MIKE KILLIAN PHOTO / AMERICASPACE.COM
OFT-2 finally launched in May 2022, and while some minor issues were encountered, the mission met its remaining test objectives from OFT-1, and was a success.
Crew will return home with SpaceX on Crew-9 mission
SpaceX has been launching NASA astronauts to the ISS now for some time, and they are scheduled to launch the next as early as Sep 24.
The mission, Crew-9, was originally supposed to send four new astronauts to the ISS, replacing others so they can come home.
Now, they will only launch with two, leaving two seats open for Butch and Suni to finally come home. That mission will return to Earth in Feb 2025.
Nasa photo
In the meantime, Butch and Suni have been staying busy on the ISS, assisting the Expedition 71 crew with research, maintenance and other tasks. We’re sure they don’t mind an extended trip in space.
The T-46 was the aircraft that was—and then wasn’t—the Air Force’s next primary jet trainer!
The T-37 entered service with the USAF in 1957 and served through 2009. Each pilot trainee logged approximately 90 hours in the T-37, with about a third of that time spent solo. Did you know that the T-37 served much longer than originally planned?
In 1981, the Air Force began looking for its Next Generation Trainer (NGT), a new primary jet trainer to replace the T-37. The final proposers included Cessna, Fairchild-Republic, and Gulfstream.
Cessna began with an upgraded aircraft design based on the T-37 and eventually moved to a whole new design. Only a mockup was produced. Similarly, Gulfstream proposed a design based on their single-engine business jet, the “Peregrine.”
Two Fairchild T-46s in formation
The T-46 proposed by Fairchild included side-by-side seating, shoulder-level wings, a twin tail, ejection seats, pressurization, and two turbofan engines. Fairchild contracted the Rutan Aircraft Factory (RAF) to build a 62% flying-scale aircraft, the Model RAF 73 NGT, which Burt Rutan test flew.
Based on the performance of the demonstrator aircraft, the Air Force awarded the contract for Fairchild’s T-46 Eaglet in 1982, placing an order for two prototypes with options for 54 additional aircraft. The proposed total number of new trainers was to be 650.
A bottle or two of champagne were probably uncorked that day at the factory, especially since this meant that Fairchild Republic would be able to stay in business!
After several delays, the first aircraft flew in October 1985. During the period from contract award to the first flight, the cost of the aircraft had doubled, from $1.5 million to $3 million. Add to that, the fact that the 1985 Gramm–Rudman–Hollings Balanced Budget Act mandated spending cuts across the board. Consequently, the Secretary of the Air Force canceled the Fairchild contract. Attempts by Congress to reinstate the funding for the contract failed.
How do you put the cork back in the bottle?
At this point, three aircraft had been completed. Within a year, the whole project had been scrapped, and the Fairchild Republic factory on Long Island was closed. In 1995, the Air Force selected the Joint Primary Aircraft Training System (JPATS) single-engine, turboprop, tandem-seat, Beechcraft T-6 Texan II, also used by the US Navy flight training program.
DAYTON, Ohio — Fairchild T-46A is currently in storage at the National Museum of the United States Air Force. (U.S. Air Force photo)
All three aircraft, as well as the Rutan RAF 73 NGT, have survived. One T-46 is on display at the Air Force Flight Test Center Museum at Edwards Air Force Base, California, and a second can be seen at the 309th Aerospace Maintenance and Regeneration Group (AMARG)—often called The Boneyard—on “Celebrity Row” during the AMARG bus tour from the Pima Air Museum, Arizona. The third was last reported as under restoration at the National Museum of the United States Air Force in Dayton, Ohio. The Model 73 NGT Flight Demonstrator can be seen at the Cradle of Aviation Museum, Garden City, New York.
The T-6 Texan eventually replaced the T-37 Tweet. Today it is the primary SUPT trainer at all Navy and Air Force pilot training bases.
Prior to 1952, the National Advisory Committee for Aeronautics (NACA) had sponsored a progressive series of experimental aircraft—the X-planes—that had achieved speeds approaching the speed of sound (Mach 1) to Mach 3.2. The next step would be an aircraft capable of flight beyond the Earth’s atmosphere and speeds in excess of Mach 5—hypersonic flight. In 1954, the NACA selected North American to develop three X-15 hypersonic aircraft.
The X-15 research aircraft was developed to determine the effects of hypersonic conditions on aero-thermodynamics, aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight.
Note: In 1958 before the first flight of the X-15, the NACA was absorbed into the National Aeronautics and Space Administration (NASA).
The Aircraft
The X-15 was a small rocket-powered aircraft, 50 feet long with a wingspan of 22 feet. It had a conventional fuselage, but an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the fuselage. The X-15 weighed about 14,000 pounds empty and approximately 34,000 pounds at launch. Because the lower vertical tail extended below the landing skids, a part of the lower vertical tail was jettisoned before landing and recovered by a parachute.
X-15 Under the Wing of NB-52 on takeoff
During its first powered flights, the X-15 used two un-throttled XLR-11 engines, producing a combined thrust of 16,380 lb. With no throttles, engine power was set on the ground before each flight. The intended Thiokol XLR-99 rocket engine, which was not available at the beginning of the X-15’s flight program, produced up to 60,000 pounds of thrust and could be controlled by the pilot.
Depending on the mission and engine throttle setting, the rocket engine provided thrust for the first 80 to 120 seconds of flight. The remainder of a normal 10-11-minute flight was unpowered and ended with a glide to a 200-mile-per-hour landing. One X-15, rebuilt and lengthened after an accident, also had external tanks for additional fuel. These tanks provided about 60 seconds of additional engine burn. and were used on the aircraft’s Mach 6.7 flight.
The X-15 cockpit was cramped but functional.
Because of the rapid fuel consumption, the X-15 was air-launched from under the wing of a B-52 aircraft at 45,000 feet at a speed of about 500 miles per hour. In 1958, B-52 Stratofortress aircraft NB-52B, S/N52-008 “Balls 8,” and its sister ship, NB-52A, S/N52-0003, “The High and the Mighty,” were modified for the mission of launching the X-15.
Three aircraft were built and delivered to NASA. During a ground test later in the program, the number two X-15, with Scott Crossfield in the cockpit, experienced a serious explosion just behind the cockpit. Crossfield was not seriously hurt, and the aircraft was rebuilt and lengthened by 28 inches to provide added space for fuel and designated X-15A-2.
The X-15A-2 was also modified to carry and test a supersonic ramjet engine. Although the engine was flown as a dummy, it was never powered or tested.
The airframe manufacturer was North American Rockwell, Inc. Thiokol Chemical Corp. manufactured the rocket engine. The program was a joint NASA-USAF-USN effort.
For flight in the Earth’s atmosphere, the X-15 used conventional aerodynamic controls. The controls consisted of the rudder on the vertical stabilizers to control yaw. The canted horizontal stabilizers controlled both pitch (when operated in unison) and roll (when moved differentially by lateral movements of the control stick). For flight outside of the Earth’s atmosphere, i.e., in “space,” the X-15 used eight thrust rockets; four on the nose of the aircraft to control pitch and yaw, and four on the wings for roll control.
The Program
X-15 Number 1 Landing on a Dry Lakebed Runway
In 1955, Scott Crossfield left the NACA to become the chief engineering test pilot for North American, where he played a major role in the design and development of the X-15. The X-15 was an entirely new and unproven design, and flight operations were considered extremely hazardous. It was Crossfield’s job to demonstrate its airworthiness at speeds up to Mach 3 (2290 mph).
A total of 12 pilots participated in the X-15 program: five from NASA, five from the Air Force, one from the Navy, and one, Crossfield, from North American. Among these pilots were two future astronauts, Neil Armstrong and Joe Engle.
Pilots generally flew one of two flight profiles: (1) a speed profile that called for the pilot to maintain a level altitude until time for descent to a landing, or (2) a high-altitude flight plan that required maintaining a steep rate of climb until reaching altitude and then descending—these flights were eventually recognized as flights into space and that the pilots as astronauts.
NASA’s X-15 hypersonic research program lasted nearly 10 years and set the unofficial world speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 feet. Information gathered during the program contributed directly to science and technologies used on the Mercury, Gemini, and Apollo piloted spaceflight programs, as well as the Space Shuttle program.
Scott Crossfield made the first unpowered flight (8 June 1959) and the first powered flight. The X-15’s last flight was on 24 October 1968. The three X-15s flew a total of 199 powered flights. A 200th flight was scheduled, but due to weather and technical difficulties, it was delayed and eventually canceled, ending the program. All X-15 flight operations originated from what is now the NASA Dryden Flight Research Center on Edwards Air Force Base, Calif.
In the course of its flight research, the X-15’s pilots and instrumentation yielded data for more than 765 research reports. Dryden’s Chief Scientist Ken Iliff and his wife, aerospace research engineer Mary Shafer, wrote, “The [X-15] aircraft returned benchmark hypersonic data for aircraft performance, stability and control, materials, shock interaction, hypersonic turbulent boundary layer, skin friction, reaction control jets, aerodynamic heating, and heat transfer.”
The total cost of the X-15 program, including development of the three aircraft, was about $300 million. Although the X-15 had its share of emergency landings and accidents, only two resulted in serious injuries or death. On 9 November 1962, after the engine failed, pilot Jack McKay landed at Mud Lake, NV. The landing gear collapsed, and the aircraft flipped onto its back. McKay recovered sufficiently to fly again.
On 15 November 1967, Michael Adams, flying the number three aircraft on his seventh flight, entered a spin from which he recovered, but could not bring the aircraft out of an inverted dive due to control problems. He died in the resultant crash, and the aircraft was destroyed.
As the partial list of accomplishments suggests, the X-15 brilliantly achieved its basic purpose of supporting piloted hypersonic flight within and outside the Earth’s atmosphere. In addition, it carried out the “explorations to separate the real from the imagined problems and to make known the overlooked and the unexpected problems” that Hugh Dryden had called for in 1956 when the X-15 was still in the design and development phase.
Crossfield cited the X-15 as one of the few aircraft that caused grown men to cry upon its retirement.
The X-15 Today
Of the three X-15 aircraft built, aircraft number 1 is on display in the Smithsonian’s National Air and Space Museum in Washington, D.C., and aircraft number 2 is part of the research and development display at the Air Force Museum at Wright-Patterson Air Force Base, Ohio.
The WF-2/E-1B Finally Addressed a Need Defined During the Days of the Kamikaze
When the Grumman Tracer entered operational US Navy service with Carrier Airborne Early Warning Squadron ONE ONE (VAW-11) Early Elevens in 1958 at Naval Air Station (NAS) North Island, the aircraft was designated WF-2. The WF designation quickly branded the aircraft with the nickname Willy Fudd. The WF-2 was the third member of the Grumman family of radial engine-powered propeller-driven carrier-based workhorses along with the S2F (later S-2A) Tracker antisubmarine warfare aircraft and the TF-1 (later C-1A) Trader carrier onboard delivery variant.
TF-1 Trader (foreground) and S2F-1 Tracker (background). Image via US Navy
Project Cadillac Yields Replacement for Queer SPADs
Ever since the rise of kamikaze attacks during World War II the fleet needed a dedicated airborne early warning/air intercept control (AEW/AIC) aircraft. Project Cadillac was the effort to develop this capability for the fleet. The first type to be fitted with an airborne radar for this purpose was Grumman’s TBM-3W Avenger. After the war the Grumman AF-2W Guardian was the next fleet AEW aircraft. The tremendously flexible Douglas AD Skyraider was modified to carry the same Hazeltine Corporation AN/APS-20 radar system and designated AD-3W, AD-4W, or AD-5W depending on additional modifications. Because these variants were all equipped with the AN/APS-20 radar, they lacked effectiveness.
AD-5W AEW Skyraider. Image via US Navy
If At First You Don’t Succeed…
The first iteration of what would eventually become the Tracer was essentially a Grumman S2F Tracker with a large pylon-mounted radome mounted over the cockpit containing the AN/APS-20 radar. The placement of the radome allowed the aircraft’s wings to fold the same way as the wings of the Tracker and Trader– over the fuselage more or less parallel with the inner wings. But the Navy Bureau of Aeronautics (BuAer) realized that any new aircraft design equipped with the AN/APS-20 would just not be capable of doing what the Navy needed the aircraft to do and cancelled the proposal in 1951.
Tracer preparing for cat shot. Image via US Navy
Building a Better But Still Huge Scanner
In 1955 Hazeltine came up with an improved AN/APS-20 designated the AN/APS-82. Though better in just about every way than their previous airborne radar, the AN/APS-82 required a massive scanning antenna. Grumman went back to the drawing board and came up with a modified C-1A Trader with an aerodynamically neutral faired radome mounted on top of the fuselage that provided lift to partially compensate for its added weight. To adapt folding wings for the new design Grumman went back to their World War II-vintage Sto-Wing folding wing design first used on the F4F Wildcat and later the TBF Avenger and F6F Hellcat.
E-1B Tracer ready to go. Image via US Navy
Tracker, Trader, and Tracer Family Traits
Other than the huge antenna fairing, the WF-2 looked a lot like the Tracker and Trader and shared many of their systems, including the same pair of Wright R-1820-82A Cyclone 9-cylinder radial piston engines putting out 1,525 horsepower each, cockpit layout, landing gear, wings (except for the folding mechanism), and internal flexibility to allow the crew of two systems operators to work in the fuselage just aft of the cockpit.
The WF-2 fuselage received an 18 inch “plug” ahead of the wing to increase internal volume for mission equipment and avionics. The empennage was modified to an H configuration with twin vertical stabilizers and rudders. This allowed the aft attachment point for the radome fairing to mount at the base of an abbreviated Trader vertical stabilizer.
E-1B Tracer. Image via US Navy
Perfect Nicknames for a New Kind of Aircraft
An aerodynamic test airframe was modified from TF-1 Trader number 45 (BuNo 136792) and took to the skies on 17 December 1956. After flight testing concluded, the 32 foot by 20 foot oval radome fairing was removed but the airframe retained the Tracer empennage configuration-making this one unique Trader. The prototype WF-2 Tracer flew for the first time on 1 March 1958. In fleet use the aircraft picked up a couple of other nicknames: Flying Turtle and Stoof with a Roof. The radar scanner was 17 and one half feet wide and rotated inside the radome fairing 6 times per minute.
E-1B Tracers in flight. Image via US Navy
For the rest of the Willy Fudd story bang NEXT PAGE below
Watch these Stratotankers perform an intricate, highly specialized, and rare maintenance procedure called a fin fold! The 190th Maintenance Group, Kansas Air National Guard, recently performed one. It may only be done a handful of times in decades.
Most maintenance is well understood, but on rare occasions, the plane’s rudder may become damaged. When that occurs, its 2,400-pound tail fin needs to be unbolted and horizontally folded to allow access to and repair of the rudder.
Timelapse of a KC-135 Stratotanker fin fold
A highly specialized procedure for a Stratotanker, and not commonly performed
Executing a fin fold is not a mundane skill that most personnel are equipped for. It happens so rarely that crews familiar with it will have already transferred or retired by the time the next fin fold is required.
A maintenance crew may need to contact another wing entirely to engage with personnel who have direct first-hand experience.
Guardsmen from the 171st Air Refueling Wing execute a fin fold on a KC-135 Stratotanker, dated Sept. 14, 2020. Photo credit: U.S. Air National Guard / Tech. Sgt. Bryan Hoover
The complex operation requires a team with a high degree of proficiency and specialized equipment. Multiple shops are involved and must work together. The KC-135 has a support bar that allows the tail to be held at 90 degrees, lying horizontal while still attached to the plane.
A special cable assembly is attached to the tail. Safety observers, a crane operator, and maintainers all work together to unbolt the four pins and bolts securing the tail and gently fold the fin.
“On August 12, 2024, the 190th Maintenance Group, Kansas Air National Guard, Forbes Field, Topeka, Kansas, successfully executed a rare fin fold on a KC-135 Stratotanker. The tail is unbolted, so it physically lies horizontal while still being attached to the aircraft. Photo credit: U.S. Air National Guard / SrA Brook Sumonja
“Coordinating a crane seems to be the biggest challenge,” says Master Sgt. Jason Brown, 190th MXG, R&R technician. “It can be intimidating to pull the rope on the right side to begin the fall, knowing what is holding it all up on the other side. Seeing it fall away on the other side is an incredible sight.”
The 2024 US Presidential campaign is in full swing. Presidential and vice presidential candidates are criss-crossing the country to make their pitch to voters. This year, both vice presidential candidates are utilizing Boeing 737-800s. Earlier we reported on Sen Vance’s Boeing 737-800 as part of the Trump/Vance ticket. Now we are getting our first glance at the Harris/Walz Boeing 737.
The Harris/Walz campaign jet with tail number N778MA features the tagline ‘A New Way Forward” above the center of the fuselage along with a series of blue and grey stars.
The engine nacelles feature an American flag while the tail looks a little bit like a decommissioned American Airlines jet with its tail evoking the stripes of an American flag.
Boeing 737-800 Is The Hot Jet This Campaign Cycle
The Boeing 737-800 seems to be the jet of choice for vice presidential candidates this year. Both the Trump/Vance and Harris/Walz campaigns lease the type for their campaign cycle. The Boeing 737-800 is an ideal aircraft for a presidential campaign due to its size, range, and operating performance.
Harris/Walz Boeing 737 Makes Debut As Presidential Race Heats Up 38
The 737-800 has a seating capacity that can comfortably accommodates staff and media. It is large enough to have a mixed cabin configuration with first class up front, a lounge area in the middle and economy class seats in the rear for staff and media.
The 737-800’s range of over 3,000 miles allows for non-stop travel between key campaign stops across the country. The 737-800 can fly into regional airports with runways as short at 5,500 feet allowing it to stop at more airfields.
While the design is approaching 25 years old, the Boeing 737-800 is still relatively efficient and cost effective. It is also readily available on the leasing market via charter operators.
Who Operates the Harris/Walz Boeing 737?
KaiserAir, which is leasing a Boeing 737-800 to the Harris/Walz campaign, operates a fleet of 2 737-800s. Image: KaiserAir
The Harris/Walz campaign jet is operated by Kaiser Air. Kaiser Air is one of the oldest charter companies still in business. The company first flew DC-3s in 1946. They later flew a host of business jets includes Gulfstreams, LearJets, Hawkers, Challengers, and Citations. The company still operates a charter division with a small fleet of business jets.
Kaiser Air is based in the San Francisco Bay Area. They provide all air travel for the San Jose Sharks and fly a number of professional and collegiate teams to events throughout the country with a fleet of three aircraft including 2 Boeing 737-800s and a single Boeing 737-700.
Kaiser Operates Two Scheduled Shuttles To Hawaii
Notably, Kaiser Air has also been a Part 121 air carrier since 2011. They fly for two membership clubs on their Boeing 737NG fleet. Kaiser operates private, yet scheduled service between the West Coast and Kona. The aircraft are configured in a two by two business class arrangement.
Kaiser Air offers an all business class configuration for their Hawaiian shuttles between Kona and the West Coast. Image: Kaiser Air
The Hawaii Shuttle is offered exclusively for members of certain Big Island neighborhoods to the West Coast. The Kona shuttle operates twice-weekly scheduled service from Oakland to Kona.
Title Image courtesy of Daniël Cronk, used with permission.
DFW airport is getting a major facelift. They just kicked off a major $9 billion transformation and expansion project. It’s the largest capital investment in DFW airport since it opened in 1974, and includes renovating their busiest and most outdated Terminal, C, and adding a new Terminal F.
Millions of travelers pass through Terminal C every year. Just this weekend airport officials expected 1.4 million travelers for the Labor Day holiday, with the majority passing through C. In the coming years, they expect 100 million annually.
Major growth in air travel expected at DFW
“When you look at the economic success of this region and some of the projections for the region over the next 50 years, we have to get ahead of that growth,” says Sean Donohue, the CEO of DFW Airport. “We are making the investments needed today so that our facilities are ready for the future.”
Of that $9 billion, $3 billion is for Terminal C. They will gut and modernize the terminal, and add 4 new gates to it. They will also add 5 new gates to Terminal A. DFW has already overhauled terminals A and E.
Construction Begins to Renovate Terminal C
Terminal c as of 2024. Photo credit dfw airport
Officials held a ceremony at the airport last week to mark the official start of Terminal C construction. During the pandemic DFW built gates C35 – C39, and say Terminal C will look similar.
They will revamp Terminal C in 6 gate intervals, to minimize and limit disruptions to travelers. Ticket counters and security checkpoints at C30 are now closed for construction.
illustration of the renovated terminal cDFW Begins Major $9 Billion Transformation and Expansion 46DFW Begins Major $9 Billion Transformation and Expansion 47
The new C will give more space, more light, and more opportunities for concessionaires. Plans include removing over 400 view-blocking columns, adding new windows and raising the roof.
It will have all-new facilities, shops and restaurants, lounge space, check-in areas, security checkpoints and better restrooms. Completion is expected in 2030.
Illustration of the renovated terminal c (credit dfw airport)
The adjacent south parking garage will also be completely rebuilt. It will close Sep 14 for demolition soon after. The north and central garages will stay open. Travelers are encouraged to book parking online, and check live availability before arriving.
DFW will add a new Terminal F
When the idea of a new Terminal F first began, it was put on hold due to challenges stemming from the pandemic. Plans are now moving forward again, which include modernized systems and expanded concessions.
Illustration of Terminal F at Dallas-Fort Worth International Airport from May 2023.
Terminal F will be built on the southwest side of the airport, with 15 gates and a new SkyLink station to connect it to the rest of the airport. It won’t share the same crescent-shape of the other 5 terminals either, but will be rectangular, with gates on both sides.
Other projects in works
DFW’s transformation and expansion doesn’t stop at Terminal C or a new Terminal F. Over 180 projects are in various stages of planning and construction across the vast airfield.
Photo credit dfw airport
An International Parkway Modernization project will transition access to Terminals A, B and C to right-hand exits. A new Electric Central Utility Plant will heat and cool DFW’s terminals with electricity from 100% renewable resources. A new southside east-west roadway will connect Rental Car Drive to State Highway 360. Two new fire stations are also being built.
New facilities are also planned to double the number of cargo aircraft able to park, to support increasing demand. The airport’s third end-around taxiway will also be improved for the safety and efficiency of aircraft movements.
Stay informed and prepared if you’re driving to/from DFW airport
The DFW App and website will provide real-time information on these projects and road closures to help travelers plan accordingly. You can also sign up for construction updates via email.
The troubled spacecraft is back in the news for another odd reason. This time, its due to a series of weird noises coming from the speaker of the Boeing Starliner cabin.
🚨#BREAKING: Boeing's Starliner crew are reporting hearing strange "sonar like noises" emanating from the spacecraft⁰⁰📌#OuterSpace | #Earth ⁰⁰Crews on the International Space Station are trying to identify the source of strange noises reported by Boeing’s Starliner crew, who… pic.twitter.com/MNPpOPnMTR
The noise sounds like its out of a late 1970s space horror movie. The pulsing noise was first reported by NASA astronaut Butch Wilmore who casually asked about a “strange noise coming from the speaker” of the Boeing Starliner.
NASA Listens in to Hear Boeing Starliner Noises
NASA configured the ISS so that the unusual sound in the Starliner could be heard by the ISS Mission Control. Mission Control was able to hear and copy the noise. The original audio was first recorded by Rob Dale on the NASASpaceflight.com forum. The story was first reported by Eric Berger of Ars Technica.
UPDATE – Here is NASA’s statement after reviewing the data on the noises
Boeing Starliner Making Weird Noises While Docked at ISS 50
Starliner Still Set For a Return Later This Week
The Boeing Starliner is still scheduled to undock from the International Space Station on September 6th. The craft will undock without its two astronauts aboard.
Last week, NASA made the decision, that out of an abundance of caution, the spacecraft would return without crew.
Boeing Starliner approaches the ISS. Image: NASA
NASA veteran astronauts Butch Wilmore and Suni Williams launched on Starliner June 5 atop a ULA Atlas V rocket from Cape Canaveral Space Force Station, on an end-to-end test flight of the Boeing Starliner. The mission was supposed to only last 8 days but a series of anomalies involving helium leaks and thruster malfunctions led NASA to scrap the crewed return.
Instead, SpaceX will fly the two astronauts home on a Dragon spacecraft on the Crew-9 mission.
Kyle Newsom-aviation photographer and filmmaker shares his story with Avgeekery.
Kyle Newsom has a new film that captures his love of the Blue Angels with gorgeous footage.
Kyle Newsom’s passion for aviation is deeply rooted in his early experiences at air shows. At just seven years old, Kyle was captivated by the performances of the USAF Thunderbirds and the US Navy Blue Angels, a fascination that only grew stronger as he grew older.
His journey into aviation was marked by unforgettable moments, from his first aerobatic flight to his trek through the Himalayas, all of which fueled his desire to not only fly but also to capture the beauty and power of aviation through filmmaking.
Kyle’s Latest Work: “Angels In the Sky”
Now, as an accomplished aviation filmmaker, Kyle continues to share his unique perspective with the world, blending technical expertise with a deep love for the craft. His latest project, “Angels In The Sky,” is a testament to his dedication, offering viewers a breathtaking glimpse into the precision and artistry of the Blue Angels.
We sat down with him recently to learn more about Kyle’s most recent project. You can also watch his full amazing video below.
1.) Kyle, you’ve been an Avgeek for a long time. Tell us a bit about what made you fall in love with aviation.
My passion for aviation took off when I attended my first air show, the Vectron Dayton Air Show, in 1997. I was just seven years old at the time, and that experience ignited a lifelong obsession with aviation.
From that moment on, I eagerly attended the Dayton Air Show every year, immersing myself in the exhilarating world of flight. Even back then, I would memorize the entire performances of the USAF Thunderbirds and the US Navy Blue Angels, including their sneak passes.
Kyle Newsom shares a photograph of attending an airshow. It was at airshows early in his life where he developed a lifelong love of aviation.
I devoured every air show documentary I could find, captivated by the grace and power of the aircraft and the skill of the pilots. The air show community quickly became a second family to me. I relished every opportunity to engage with fellow enthusiasts, ask questions, and soak up as much knowledge as possible.
The sheer excitement of watching those incredible displays, combined with the camaraderie and shared passion of the air show community, solidified my love for aviation. It’s a passion that continues to soar to this day.
More so than just becoming a fan, you actually devled into the airshow community yourself…
Kyle Newsom at work.
As I grew older, my curiosity about the air show industry deepened. Inspired by aerobatic champion Michael Goulian, I attended the Gathering of Mustangs and Legends in 2006, hoping to meet and talk with him.
Although I didn’t get the chance to meet him in person at this specific show, I reached out via email, and to my delight, he promptly responded to my questions after meeting his wife, Karin at the air show and telling me to email him.
Two years later, I was thrilled when Michael invited me to the Indianapolis Air Show. He offered me the incredible opportunity to assist in setting up his trailer and work as a hospitality assistant. This experience not only fueled my passion for aviation but also provided invaluable insights into the inner workings of the air show industry.
In 2007, I ventured to Phoenix, Arizona, where I embarked on a thrilling and pivotal experience: my first-ever 45-minute aerobatic flight. As the adrenaline coursed through my veins and the aircraft danced through the skies ( we did over 15 different aerobatic maneuvers) , I couldn’t help but feel a surge of excitement and anticipation.
For my parents, this moment represented a pivotal juncture in my journey as a pilot. It was a test of my courage, skill, and passion for aviation—a moment where my fate as a pilot hung in the balance.
Little did they know, this exhilarating experience would ignite a fire within me—a passion for flight that would only continue to grow stronger with each passing day. It was a defining moment that solidified my determination to pursue my dreams and soar to new heights.
Kyle Newsom Captures the Magic of the Blue Angels in Ultra Hi-Def 62
You saw some pretty amazing things, then traveled around the world too…
In 2009, I embarked on an exhilarating adventure trekking and climbing in the awe-inspiring Himalayas. Our journey began with a thrilling landing at Lukla Airport, renowned as one of the world’s most dangerous airports due to its challenging terrain and high altitude nestled amidst the majestic mountains of the Himalayas. Undeterred by the daring start, we embarked on our trek, pushing ourselves to new heights both physically and mentally.
Kyle trekking in the Himalayas.
Our expedition led us to the breathtaking summit of Gokyo Ri, towering at a staggering altitude of 18,000 feet above sea level. Standing atop this majestic peak, surrounded by the awe-inspiring panorama of the Himalayan peaks, was a moment of unparalleled exhilaration and achievement. And this is where I picked up my first camera before trekking through the Himalayan mountains.
And you learned how to fly too, right?
Kyle Newsom earned his pilots license as part of his journey to becoming a professional aviation filmmaker.
In 2010, I embarked on my flight training journey with Whitewater Aviation in Harrison, Ohio, marking the beginning of my pursuit of aviation excellence. After a dedicated year and a half of rigorous training, I achieved a significant milestone by obtaining my private pilot license in 2011, solidifying my commitment to mastering the art of flight.
Driven by a relentless passion for aviation, I continued to expand my expertise by pursuing additional ratings.
In 2013, I embarked on a new challenge and obtained my private pilot license seaplane rating, further enhancing my proficiency and versatility in the skies.Each phase of my flight training journey has not only equipped me with the technical skills and knowledge necessary for safe and proficient flying but has also played a pivotal role in shaping me into the aviation filmmaker I am today.
The advanced knowledge and safety measures ingrained in me through these experiences have not only elevated my capabilities as a pilot but have also enriched my approach to aviation filmmaking, ensuring a nuanced understanding and portrayal of aerial dynamics and safety protocols in my work.
2.) What was your big break into aviation as a filmmaker?
My big break into aviation as a filmmaker occurred in 2008 when I was invited to help out Mike Goulian and his team at the Indianapolis Air Show. My responsibilities included documenting the air show alongside David Kicklighter, cleaning the airplane alongside Matt Chapman, setting up the trailer, and assisting with autograph signings after Mike’s performances. This experience ignited a deep passion for the air show community and a desire to learn the ins and outs of the air show industry.
In the following years, I continued to support Mike Goulian as he partnered with ASB.TV and Goodyear Aviation. During this time, I gained invaluable insights from each team member, particularly Chris Porter, Mike’s ferry pilot and media coordinator for several years. Chris, a talented filmmaker, taught me a great deal about aviation filmmaking and the art of storytelling. He provided me with the tools to succeed and guided me through the nuances of the craft.
I watched every single one of Chris’s videos, using them as learning tools to continually improve my own work. I developed new techniques to make aviation filmmaking more engaging, especially within the air show community. Chris’s mentorship and inspiration have been instrumental in shaping my career and fueling my passion for aviation storytelling.
Kyle Newsom conducts open cockpit air to air photography. Photo credit mike killian
As I continue to immerse myself in the aviation filmmaking and air show industry, I’ve developed several storytelling techniques that define my style.
My approach focuses on intertwining the narratives of both people and aircraft. The air show industry is fundamentally about the people who attend and participate, and through filmmaking, I’ve realized the importance of capturing the synergy between airplanes and people. The art of storytelling, which seamlessly blends these elements, is what I find most crucial in the air show arena.
After graduating from college, I joined several Facebook filmmaking groups and became involved with multiple filmmaking teams around the Cincinnati, Ohio area. I worked on movie, documentary, and commercial sets to learn more about the fundamentals of storytelling and filmmaking. I quickly became obsessed and started participating in filmmaking forums and educational courses regularly. Nearly every week, I was on set, eager to gain as much hands-on experience as possible.
I learned various roles, from production assistant to second camera assistant to first camera assistant, before eventually becoming a director of photography on my own movie set.
Those experiences provided me with a solid foundation in filmmaking, equipping me with the essential skills and knowledge needed to excel in the industry. Learning the intricacies of each role, from production assistant to second camera assistant to first camera assistant, allowed me to develop a comprehensive understanding of the filmmaking process.
Kyle Newsom at work.
This journey culminated in my role as director of photography on my own movie set, where I honed my craft even further.
These invaluable lessons have been instrumental in shaping me into the aviation filmmaker and storyteller I am today. The technical expertise, attention to detail, and creative vision I cultivated during this time have enabled me to create compelling and visually captivating narratives within the aviation and air show industry.
“Angels In The Sky” is a captivating short film documentary that delves into the awe-inspiring world of the Blue Angels, the legendary precision flying team of the United States Navy. Through breathtaking aerial footage, intimate interviews, and behind-the-scenes glimpses, the film pays homage to the dedication, skill, and sheer daring of these elite aviators.
Filmed with ground-breaking slow-motion cinema, “Angels In The Sky” immerses viewers in the heart-pounding excitement of the Blue Angels’ aerial performances like never before. Every twist, turn, and gravity-defying maneuver is captured with stunning clarity and precision, allowing audiences to experience the thrill of flight in exquisite detail.
From their humble beginnings in 1946 to their current status as icons of aviation excellence, the Blue Angels have enthralled audiences worldwide with their mesmerizing aerobatic displays.
Through their unwavering commitment to honor, courage, and excellence, they have inspired generations of aviators and enthusiasts alike.
The documentary takes viewers on a journey behind the scenes, showcasing the rigorous training and selection processes that Blue Angels pilots undergo. From mastering the intricacies of the F/A-18 Super Hornet to executing flawless maneuvers in the sky, each pilot’s journey is a testament to the pursuit of excellence.
But the Blue Angels are more than just pilots; they are a tightly-knit family supported by a dedicated ground crew. The film highlights the indispensable role of the ground crew, whose precision and dedication ensure that every aircraft operates flawlessly, even under the most demanding conditions.
As the Blue Angels take to the skies, the film captures the heart-pounding excitement of their aerial performances, from high-speed passes to gravity-defying maneuvers.
Through stunning cinematography and ground-breaking slow-motion footage, viewers are transported into the cockpit, experiencing the thrill of flight firsthand.
But beyond the spectacle of their performances, “Angels In The Sky” explores the deeper impact of the Blue Angels on audiences around the world. From inspiring a sense of wonder and awe to fostering camaraderie and unity, their airshows transcend mere entertainment, leaving an indelible mark on all who witness them.
Through the lens of “Angels In The Sky,” audiences will gain a newfound appreciation for the dedication, skill, and courage of the Blue Angels, whose soaring achievements remind us that with determination and a shared sense of purpose, anything is possible in the vast expanse of the sky.
4.) This project features the Blue Angels, why is this project so special for you?
Kyle stands with the Blue Angels team.
“Angels In The Sky” elevates the tribute to the Blue Angels to new heights, capturing their extraordinary aerial feats in stunning detail with groundbreaking 5K resolution at 600 frames per second slow-motion cinema.
This state-of-the-art filming technique immerses viewers in the heart of the action, allowing them to witness every intricate maneuver with unparalleled clarity and precision. As the pilots execute their daring maneuvers, the slow-motion footage reveals the graceful choreography and intense focus required for each flight, showcasing the dedication and skill of both the pilots and their support crew on the ground.
Beyond the sheer spectacle of the airshow, “Angels In The Sky” delves into the profound impact of the Blue Angels on the air show community, inspiring admiration and unity among spectators of all ages.
Through innovative cinematography, the film captures the essence of flight in a way that transcends traditional storytelling, reminding viewers of the boundless possibilities that exist when we push the limits of what is possible.
With each frame, “Angels In The Sky” invites audiences to embark on a mesmerizing journey through the skies, where angels dance amidst the clouds, inspiring generations with their courage and grace.
5.) You have quite the camera for it. What did you film this Blue Angels video with?
Kyle Newsom ready to capture the Blue Angels with his video equipment.
I shot “Angels in the Sky” using the high-end slow-motion camera, the Freefly Ember S5K, which delivers breathtaking 5K resolution at an astonishing 600 frames per second. This state-of-the-art technology allowed me to capture each aircraft with remarkable clarity and precision, bringing every detail of their extraordinary aerial maneuvers to life.
The Freefly Ember S5K’s capabilities enabled me to film the intricate choreography and seamless coordination between the Blue Angels pilots and their support crew, revealing the true artistry and dedication behind each flight.
With its ability to record in ultra-high definition and at such a high frame rate, I was able to slow down time itself, providing viewers with a unique and mesmerizing perspective on the Blue Angels’ performances.
This cutting-edge cinematography not only highlights the technical prowess and skill of the aviators but also transforms their high-speed maneuvers into a graceful ballet in the sky, capturing the essence and beauty of flight in ways never before seen.
6.) How can our fans watch your film?
You can watch “Angels In The Sky” on YouTube by visiting the “Kyle Newsom Aviation” channel. Simply enter “Kyle Newsom Aviation” in the search bar to find this visually stunning documentary and immerse yourself in the breathtaking world of the Blue Angels.
7.) What advice do you have for other avgeeks who might be interested in following in your footsteps?
Kyle Newsom shares his tips for how to grow in the field of aviation photography and film making.
A few lessons I’ve learned over the years and continued pursuit in the aviation filmmaking world;
Passion and Dedication: Cultivate a deep passion for aviation and commit yourself to continuous learning. Your enthusiasm will drive you through the challenges and help you stay motivated
Invest in Quality Equipment: High-quality equipment can make a significant difference in the outcome of your projects. Invest in the best cameras and editing tools you can afford to capture the stunning details of aircraft and aerial maneuvers.
Learn Cinematography Skills: Take the time to learn the fundamentals of cinematography, including lighting, framing, and editing. Understanding these principles will enhance your ability to create compelling and visually stunning content.
Network with the Community: Connect with other aviation enthusiasts, pilots, and professionals in the field. Attend airshows, join aviation forums, and engage with the community online to build relationships and gain valuable insights.
Practice and Experiment: Regularly practice filming and editing. Experiment with different techniques and styles to develop your unique perspective and improve your skills.
Stay Updated on Technology: The field of cinematography and photography is constantly evolving. Stay informed about the latest advancements in technology and incorporate new tools and techniques into your work.
Share Your Work: Don’t be afraid to share your creations with the world. Use platforms like YouTube, social media, and aviation forums to showcase your work and receive feedback.
Be Patient and Persistent: Success doesn’t happen overnight. Be patient with your progress and persistent in your efforts. Keep honing your craft and stay committed to your passion for aviation.
When two space-age technologies come together…almost (The C-141 KAO and the Space Shuttle)
The best, deep-space optical observatories are mounted high in tall mountains. This to avoid the light distortion caused by denser atmosphere at lower levels. Even so, infrared light—light that travels easily across vast distances in space—is quickly absorbed by slight amounts of water vapor. To get the clearest infrared images without actually going into space is to mount a telescope on an aircraft that can operate above 41,000 feet above sea level.
In 1965, NASA converted a Convair 990 airliner, the Galileo Observatory, for astronomical observations. In 1973, that aircraft was destroyed in a mid-air collision during a landing at Moffett Naval Air Station (Moffett Federal Airfield today).
Later that year, NASA selected and specially modified and outfitted a Lockheed C-141 Starlifter (N714NA, S/N 6110) with a 36-inch optical telescope mounted on a stabilized platform to serve as a high-altitude observatory. The aircraft was named the Gerard P. Kuiper Airborne Observatory (KAO).
This was at the same time that the Space Shuttle Columbia was preparing to make its first orbital flights. Concerned about the heat of reentry, it was determined that the KAO C-141 could be used to take “Infrared Imagery of the Shuttle” (IRIS) to collect high resolution infrared images of the Shuttle’s underside during reentry to obtain accurate heating data.
How it was supposed to work.
The C-141 would be positioned at an altitude of 45,000 feet, and as the Shuttle began reentry at an altitude of 400,000 feet over the Pacific near Hawaii. The C-141 would be required to fly a very precise track so that IRIS could collect images of the Shuttle.
Figure 1 The Kuiper Airborne Observatory telescope with a technician.
To prepare for this mission, the KAO had actually tested IRIS using an SR-71 as the target aircraft. The first attempts on first two Shuttle flights, STS-1 and STS-2, failed primarily due to ground communication issues that did not put the KOA in the correct position.
On STS-3, IRIS achieved partial success, obtaining an image of about 60% of the Shuttle. There was a slight misalignment between the tracking telescope and the imaging telescope causing the partial image. This image, however, resulted in enough useful information to confirm that KOA infrared temperatures were within 75 degrees F of the 2960 F values of the onboard surface thermocouple—a variance of less than three percent.
IRIS was flown on STS-4, but an image of the Shuttle was not acquired due to an undetermined equipment malfunction. IRIS was discontinued after STS-4.
The KAO continued as an observatory platform until 1995. It provided the first sightings of the rings of Uranus (1977), and determined that Pluto had an atmosphere (1988). Astronomers used KAO to detect water and organic molecules in the areas of star formation, and in the vast interstellar spaces. KAO was retired in 1995.
Like so many forgotten steeds, a working aircraft like C-141, S/N 6110, is easily forgotten while the fruits of its missions continue to be discussed. The aircraft can be seen parked off to the side of the airfield at Moffett Federal Airfield. Time and neglect have not treated it well.
The KAO C-141 was retired in 1995 and is now parked on the edge of the Moffett Federal Airfield.
KAO was replaced with a Boeing 747SP-based airborne observatory called the Stratospheric Observatory for Infrared Astronomy (SOFIA), which conducted 921 missions between 2010 and 2022.
KAO C-141 on the ramp with its replacement aircraft, a Boeing 747 dubbed SOFIA
