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And Then There Were Five: The DC-8 Airplane in 2023

Dave Hartland
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And Then There Were Five: The DC-8 Airplane in 2023

Introduced in the late 1950s, the Douglas DC-8 was a marvel of its time, revolutionizing long-haul air travel and setting the stage for modern jetliners.

Today, while most of its contemporaries have long been retired, five DC-8s still grace the skies, a testament to this legendary aircraft’s enduring quality and engineering prowess.

Origins and Development

DC-8-10
Douglas DC-8 Airplane in Flight | IMAGE: NASA

The Douglas DC-8 was born in an era of fierce competition among aviation giants. Conceived by the Douglas Aircraft Company, the DC-8 was envisioned as a response to Boeing’s new quadjet, the Boeing 707. Douglas aimed to create an aircraft that could rival the 707 in both performance and passenger capacity. 

The DC-8 first flew on 30 May 1958. It featured a sleek, low-wing design with four powerful Pratt & Whitney JTC3-6 turbojets mounted underneath. 

A DC-8 typically carried 180-220 passengers; however, some versions could seat up to 259 passengers in a high-density configuration. 

The Enduring Legacy of the DC-8 

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Douglas DC-8-31 Photo Courtesy Douglas-Boeing

Following FAA certification in August 1959, launch customers Delta Air Lines and United Airlines began scheduled DC-8 service in September of that year. 

Throughout the 1960s, the DC-8 quickly became a symbol of the “Jet Age,” serving as the backbone of many major airlines’ fleets. It crisscrossed continents, connecting people and cultures like never before. 

The DC-8 underwent several upgrades and variants, including the stretched DC-8 Series 50 and the advanced Super 70 series, which featured more powerful engines and increased range. 

By the time production wrapped up at McDonnell Douglas’ (Douglas became McDonnell Douglas in 1967) Long Beach facility in 1972, a total of 556 DC-8s had rolled off the line. 

While newer aircraft models eventually surpassed the DC-8 regarding technology and efficiency, its legacy endures. The DC-8 played a pivotal role in demonstrating the viability and profitability of long-haul commercial flights. It paved the way for the modern wide-body jets that dominate the skies today.

DC-8s at the gate at SFO in the 1960s
Double jetway bridges are attached to United DC-8s at SFO in the 1960s | IMAGE: Airline Secrets Exposed on Facebook

Despite the passage of time, five DC-8s have managed to defy obsolescence, continuing to serve various roles around the globe.

1-3. Trans Air Cargo Service (TACS)

TACS DC-8
A Trans Air Cargo Service DC-8-62HF (Reg. 9Q-CJG) departs from Johannesburg (JNB) on 14 May 2012 | IMAGE: pieter van heerden via Planespotters.net

9Q-CJL | MSN: 45909 | Line Number: 307 | Series 60/70 
Built for: Alitalia 
Delivery Date: October 1967 

9S-AJG | MSN: 46110 | Line Number: 487 | Series 60/70
Built for: United Airlines
Delivery Date: September 1969

9S-AJO | MSN: 46133 | Line Number: 534 | Series 60/70 
Built for: Airlift International (However, it was not delivered and instead went to World Airways)
Delivery Date: March 1971

Trans Air Cargo Service is a cargo airline based at Kinshasa Ndjili International Airport (FIH) in the Democratic Republic of Congo. 

TACS currently has three DC-8 aircraft in service, according to Planespotters.net and the company website. However, it is unclear whether these aircraft are actually still flying – despite being listed as active with the airline. Flight tracking websites do not show any recent movements of the three DC-8s still active with TACS. 

4. National Aeronautics and Space Administration (NASA) 

NASA DC-8
The DC-8 aircraft is seen making a banking turn high above the NASA Dryden ramp | IMAGE: NASA

N817NA | MSN: 46082 | Line Number: 458 | Series 60/70
Built for: Alitalia 
Delivery Date: May 1969 

Originally a DC-8-62, NASA’s Super 71 has undergone extensive modifications, making it one of the most advanced flying laboratories in the world. Equipped with cutting-edge technology, it conducts crucial scientific research on climate, atmospheric composition, and Earth’s environment.

The aircraft is based at NASA’s Neil A. Armstrong Flight Research Center, located at the Palmdale Regional Airport (PMD) in Palmdale, California. 

According to NASA, the DC-8 boasts a 5,400 nautical mile range and can remain airborne for 12 hours, cruising at altitudes ranging from 1,000 to 42,000 feet. Additionally, it can transport 30,000 pounds of scientific instruments and equipment, accommodating up to 45 researchers and flight crew members.

Sadly, NASA will soon retire its DC-8, replacing it with a 21-year-old ex-Japan Airlines Boeing 777-200ER, which is currently undergoing extensive modification at Langley AFB in Virginia. 

5. Samaritan’s Purse

Samaritan's Purse DC-8
The Samaritan’s Purse DC-8 prepares for Mozambique cyclone relief mission in 2019 | IMAGE: Courtesy of Samaritan’s Purse

N782SP | MSN: 46013 | Line Number: 427 | Series 60/70
Built for: Finnair 
Delivery Date: January 1969 

Boone, NC-based Samaritan’s Purse is a Christian international relief organization committed to providing emergency aid and long-term assistance to communities affected by natural disasters, war, and poverty. Established in 1970, the organization has been at the forefront of disaster relief, operating in over 100 countries and territories around the globe.

One of the ways the organization provides relief is through a global fleet of 24 aircraft, including its flagship DC-8 combi aircraft. 

Based at the Greensboro Airlift Response Center at the Piedmont Triad International Airport (GSO) in Greensboro, North Carolina, this aircraft has a range of 7,000 miles and can carry 84,000 lbs of cargo and up to 32 passengers.

First deployed in April 2016, the DC-8 has carried nearly eight million pounds of cargo on 184 missions to locations such as Haiti, Alaska, Mexico, Jamaica, Togo, Colombia, Honduras, Tanzania, Ukraine, Hawaii, and Armenia. 

In 2022, Samaritan’s Purse flew 40 missions with its DC-8 to Ukraine to transport more than 760 tons of cargo, including hospital supplies, food, medicine, doctors, water filtration systems, and blankets.

Out of the five DC-8s that remain airworthy around the world today, it would not be surprising if the Samaritan’s Purse DC-8 is the last one flying, as there are no plans to retire it anytime soon. 

The DC-8: A Timeless Icon of Aviation History

Samaritan's Purse and NASA DC-8
NASA and Samaritan’s Purse DC-8 aircrafts met on the ramp in front of NASA’s Armstrong Flight Research Center Building 703 on 11 January 2021 | IMAGE: Courtesy of Samaritan’s Purse

The Douglas DC-8’s enduring legacy is a testament to its creators’ ingenuity and engineering excellence. From its early days as a pioneering jet airliner to its continued service in various specialized roles, the DC-8 has proven to be a timeless icon of aviation history.

As these five remarkable DC-8s continue to soar, they serve as a living tribute to the golden age of commercial aviation and a testament to the enduring quality of this legendary aircraft.

Silver Falcons & Golden Falcons: Eastern Air Lines in the 1950s

David H. Stringer
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Silver Falcons & Golden Falcons: Eastern Air Lines in the 1950s

In an era before computers and before jets, Eastern Air Lines operated daily flights over an enormous network of routes – concentrated primarily east of the Mississippi River – bringing reliable long-distance and short-haul air service to dozens of cities large and small.  By 1959, the airline was serving 102 airports in the eastern United States and two in Canada, plus San Juan, Bermuda, and Mexico City, with daily scheduled service.

18A DHS Eastern Air Lines Route Map August 1 1959 1 Copy
In 1959, Eastern was serving 102 airports in the Eastern United States and 2 in Canada, plus Bermuda, San Juan, and Mexico City. Route Map: David H. Stringer Collection.

CAPTAIN EDDIE’S AIRLINE

The company was under the authoritarian rule of Captain Eddie Rickenbacker, a stubborn, opinionated leader who had been a World War One flying ace. Rickenbacker presided over Eastern with an iron fist and, though both he and Eastern had their detractors, his company racked up profits every single year from 1934 through 1959.

Rickenbacker dubbed Eastern’s aircraft The Great Silver Fleet. At the end of 1949, Eastern was operating 88 airliners: 50 Douglas DC-3s, 18 DC-4s, and 20 Lockheed Constellations.  

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An Eastern DC-3 on the ramp at Washington National Airport (DCA) with a company DC-4 in the background. PHOTO: Howard M. Svendson via the John Wegg Collection.

SILVER FALCONS

Rickenbacker found his DC-3 replacement in the form of a modern twin-engine design offered by the Glenn L. Martin Co. of Baltimore. The Martin 404 (Four-Oh-Four) was a sturdy, pressurized aircraft designed to carry 40 passengers in a comfortable cabin featuring 10 rows of four abreast (two-by-two) seating. Eastern ordered 60 of them.

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Several Eastern Martin 404 Silver Falcons populate the ramp at New York’s La Guardia Airport (LGA). PHOTO: Harry Sievers via John Wegg Collection.

The company logo featured a stylized falcon in flight, leading Captain Eddie to name his new twin-engined airliners, which would be the predominant type in his fleet, Eastern’s Silver Falcons.

Although Eastern Air Lines is associated with its burgeoning Constellation fleet in the 1950s, it was the company’s bevy of Martin 404 Silver Falcons that did the short-haul work, blanketing the airline’s territory and bringing air service to cities from Boston to Brownsville.

8 Eastern Martins ATL. Eddie Keller photo for EAL DHS collection Copy
A lineup of Eastern Martin 404 Silver Falcons at Atlanta’s Municipal Airport – ATL (today’s Hartsfield – Jackson International Airport). PHOTO: David H. Stringer Collection.

LOCAL SERVICE TO SMALL CITIES

Rickenbacker did not care for the Civil Aeronautics Board (CAB), the government agency that regulated America’s airlines. He did not approve of the subsidy provided by the Board to carriers for serving small cities. He believed that the money lost serving smaller cities should be covered by the revenue generated serving popular routes among big cities. And so, while other trunk carriers were gladly turning over their small stations to the newly-created local service airlines, Eastern continued to serve many places like Rome, Georgia; Bowling Green, Kentucky; Anderson, South Carolina; and Danville, Virginia, with its fleet of five dozen Silver Falcons.

John Wegg 749A N119A EASTERN AIR LINES STL52 JW C 1
Eastern’s L-749A Constellation N119A rests on the ramp at St. Louis Lambert Field (STL) in 1952. Photo: John Wegg Collection.

SUPER CONSTELLATIONS

To keep pace in its long-haul markets, Eastern ordered fourteen, 88-passenger L-1049 Super Constellations, which were delivered in 1951 and 1952. The gleaming silver, tri-tailed Lockheed airliners were becoming synonymous with Eastern.

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Publicity photo of An Eastern L-1049C ‘Super-C’ Constellation in flight. PHOTO: PROCTOR/LIVESEY/THOMAS COLLECTION.

The first of sixteen advanced L-1049C Super-C Constellations entered service with the airline in November 1953.

Also that year, Eddie Rickenbacker ‘stepped down’ from his role as President, becoming the company’s Chairman of the Board and CEO, while Thomas F. Armstrong ascended to the presidency. This turned out to be an empty change of title. Captain Eddie was not about to relinquish any of the control that he exerted over ‘his airline’.

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The triple-tail of Eastern L-749A Constellation N118A is pictured as one of its sister ships taxis in the background. PHOTO: Jim Shaughnessy via George Hamlin.

EXPERIENCE INSPIRES CONFIDENCE

The company’s motto, “Experience Inspires Confidence”, relayed Rickenbacker’s belief that safety and reliability were paramount, while service was secondary. Terms like experience, confidence, and dependability were emphasized instead of attributes that other carriers were promoting, like finest and fastest.

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An Eastern L-1049C ‘Super-C’ Constellation. The boarding stairs in this photo tell us that the location is Quonset Point Naval Air Station in Rhode Island. PHOTO: Proctor/Livesey/Thomas Collection.

And, while Captain Eddie was proud of Eastern’s refusal to accept subsidy, his huge network of short-haul routes serving smaller cities with a large fleet of twin-engined planes was going to be a burden to the airline once the Jet Age dawned.

Colonial 1949 annual report route map 1
Colonial Airlines served several cities on a north-south route structure in the northeastern U.S. The international authority to serve Bermuda and Canada made the company an attractive acquisition for Eastern. Route Map: David H. Stringer Collection.

MERGER AND EXPANSION

On June 1, 1956, Eastern acquired Colonial Airlines, a carrier with a small system stretching northward from Washington and New York to Canada. Its international route authority to serve both Canada and Bermuda made it an attractive merger partner.

Colonial DC 3 1 N21751 DCA 1
A Colonial Airlines DC-3 photographed at Washington National Airport (DCA). Colonial’s fleet consisted of unpressurized DC-3s and DC-4s, which Eastern replaced with more modern equipment. PHOTO: David H. Stringer Collection.

Colonial’s outmoded fleet consisted of five unpressurized DC-4s and eight 26-passenger DC-3s. These were aircraft that Eastern did not want as they were a step backwards in the fleet modernization process. Consequently, the former Colonial system from Washington and New York northward was operated as a separate division for a year while the company acquired more modern aircraft.

12 John Wegg CV 440 86 N9309 Eastern 309
Eastern purchased 20 new twin-engine Convair 440s to supplement its fleet of Martin 404s and replace Colonial’s DC-3s. The Convairs were also referred to as Silver Falcons. PHOTO: John Wegg Collection.

CONVAIR SILVER FALCONS

Twenty new 44-passenger Convair 440s were ordered. The 440 was yet another twin-engine piston type and, like the Martin 404s, the Convair 440s were designated Silver Falcons. Eastern now had 79 short-to-medium haul twin-engine airliners in its fleet (one of the Martins had been lost in a landing accident at Owensboro, Kentucky). Martins replaced the old DC-3s on the former Colonial system while the new Convairs were employed to supplement the Martins elsewhere.

13 EASTERN Golden Falcon ticket jacket DHS Collection
A ticket jacket advertising Eastern’s Golden Falcons. David H. Stringer Collection.

GOLDEN FALCONS

Realizing the need to promote customer satisfaction, Eastern outfitted the first 12 of its new DC-7Bs, delivered in 1955, with “the most luxurious appointments ever incorporated in a commercial transport.” Dubbed Golden Falcons, these 12 aircraft were part of an initial order for 42 DC-7Bs. In addition, ten of the latest model L-1049G Super G Constellations were ordered from Lockheed and were also designated Golden Falcons.

1049G N6232G LGA via David Stringer
An Eastern L-1049G ‘Super-G’ Constellation. photographed at Newark by Jim Singer. PHOTO: David H. Stringer Collection.

In 1958, nine jet-prop Lockheed L-188 Electras joined Eastern’s fleet as 70-passenger Golden Falcons.

At the end of 1958, Eastern’s fleet of 197 airliners sat on the ground as the carrier was shut down by strikes of the unions representing Flight Engineers, Machinists, and Flight Attendants from November 24 through December 31.

Hamlin n6237g alb 8 61 john pickett photo
Note the gold color of the falcon in the logo on this Super-G Constellation denoting that this is one of Eastern’s Golden Falcons. John Pickett Photo via George Hamlin.

THE JET AGE

Rickenbacker was very cautious about the transition to jets. Instead, He decided to let other airlines break them in while he made a heavy investment in turboprop Electras, ordering 40 of them.

L 188 ELECTRA Proctor Livesey Thomas
Eddie Rickenbacker put his money on the turboprop (prop-jet) Lockheed L-188 Electra to serve his routes in competition with the new jets of other carriers. PHOTO: Lockheed Aircraft Corporation via Proctor/Livesey/Thomas Collection.

His choice for Eastern’s first turbojet aircraft was the DC-8, and he sacrificed early delivery positions in order to wait for the -21 model, which would be equipped with more powerful engines than the initial DC-8-10 series.

In December 1959, rival airlines were flying new Boeing 707 and Douglas DC-8 jetliners over their most lucrative routes while Eastern was trying its best to compete using the Electras.

1959 08 01 cover DHS Collection 1 1
“Experience inspires confidence” was the motto that Rickenbacker placed on Eastern’s timetables in the 1950s. David H. Stringer Collection.

Rickenbacker had reduced his jet order to only 15 DC-8s, intending to rely on the turboprop Electras as a buffer while the industry transitioned to jets. But the Electras soon met problems as the FAA reduced their allowed maximum speed while a design flaw was corrected. Several crashes had tarnished the turboprop’s reputation. However, the refurbished models – referred to as Super Electras by Eastern – would continue to serve well for many years to come.

Hamlin n5539 alb 4 61 jim shaughnessy photo 1
Passengers deplane from an Eastern L-188 Golden Falcon Electra in this Jim Shaughnessy photo from the George Hamlin Collection.

INTO A NEW DECADE

Eastern’s fleet situation – not enough jets and a huge stable of Constellations, DC-7Bs, and piston-engined twins – caused problems for the company as it entered the 1960s. It would be the previous decade – the proud era of Silver Falcons and Golden Falcons – that would be looked upon wistfully as Eastern’s glory years.         

                                                                                                                                     

End of a (Short) Era: Alaska Airlines Bids Farewell to Airbus

Dave Hartland
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End of a (Short) Era: Alaska Airlines Bids Farewell to Airbus

In a significant milestone for avgeeks and industry followers alike, Alaska Airlines marked the end of an era as it operated its final revenue flight with an Airbus aircraft.

The curtain closed on 30 September 2003 with AS1126, operated by an A321neo, took to the skies from Seattle-Tacoma International Airport (SEA) to Los Angeles International Airport (LAX). 

This symbolic flight was preceded by the final transcontinental Airbus service on Saturday morning, 30 September, with flight AS289 departing from Newark Liberty International Airport (EWR) bound for Los Angeles (LAX).

Alaska Became an Airbus Operator Following its 2016 Acquisition of Virgin America

Alaska Virgin hero no text FINAL
End of a (Short) Era: Alaska Airlines Bids Farewell to Airbus 29

Seattle-based Alaska Airlines has historically been exclusive to Boeing aircraft, taking great pride in supporting the hometown aerospace giant. In fact, a number of Alaska’s planes feature a decal on the fuselage proudly declaring, “Proudly All Boeing.”

While that was blatantly untrue in recent years, the carrier will transition to an exclusive Boeing 737 operator with the retirement of its Airbus aircraft this weekend.

This shift comes after Alaska’s acquisition of Virgin America in 2016, a $4 billion deal that included the addition of 61 Airbus aircraft. Virgin America, which had operated an all-Airbus fleet since its launch in 2007, became a part of Alaska Airlines’ legacy, and the brand was retired in 2018.

Alaska operated ten A319s, 53 A320-200s, and ten A321neos. All will retire by the end of September, ending an era that lasted since the Virgin America acquisition. Five A321s have already been retired, along with the A320s earlier this year and the A319s in early 2020.

What Will Happen to Alaska’s Airbuses

Alaska Airlines Airbus A321-253N
An Alaska Airlines Airbus A321neo begins its takeoff roll at Los Angeles International Airport (LAX) on 3 March 2020 | IMAGE: Yuya N. via planespotters.net

The fate of Alaska’s Airbus aircraft is diverse, as reported by planespotters.net:

  • A319-100: Five in storage, four scrapped or partially scrapped, one acquired by Braathens Regional Airways as SE-RGC.
  • A320-200: 13 transferred to Allegiant, five to GlobalX, two to Volotea (Portugal), 28 in storage, and five with unclear status.
  • A321neo: Five in storage, five just finished flying for Alaska. Their next stop has not yet been determined.

While the A321neos are relatively young – just over five years old – speculation is rife about their future. There are rumors that they may find a new home with American Airlines, although neither carrier has confirmed either way.

Alaska Has Strayed from Boeing Before 

Alaska Airlines McDonnell Douglas MD 83 N958AS
An Alaska Airlines McDonnell Douglas MD-83 | IMAGE: By Cubbie_n_Vegas from Las Vegas, USA – Alaska Airlines McDonnell Douglas MD-83 N958AS, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=3660974

Long before the Virgin America Airbuses joined the Alaska fleet, the carrier operated quite a few McDonnell Douglas MD-82s and MD-83s. 

The first to appear in Alaska colors was an MD-82, which took to the skies for the first time in 1985. Later that same year, Alaska became the launch customer of the longer-range MD-83. Through acquisitions and purchases, Alaska once operated 48 MD-series aircraft, including 14 MD-82s and 34 MD-83s. The carrier phased out the Mad Dogs by 2008, when it became an all-Boeing airline again.

Alaska’s wholly-owned regional subsidiary, Horizon Air, continues its operations with an exclusive fleet of Embraer E-175 jets. The last of its De Havilland Canada Dash 8-Q400 aircraft was retired in January 2023.

Alaska Doubles Down on the MAX 

Alaska Airlines Boeing 737 MAX
An Alaska Airlines Boeing 737 MAX flies over the Seattle skyline | IMAGE: Boeing

Looking ahead, Alaska Airlines has reaffirmed its commitment to the Boeing 737, with orders for 10 737-8 and 31 more 737-9 aircraft. In 2022, Alaska exercised options to acquire 52 Boeing 737 MAX aircraft by 2027 and secured rights for an additional 105 through 2030.

This strategic move puts Alaska on track to operate more than 250 aircraft from the 737 MAX series by 2030, cementing its position as a leading operator of the MAX series of aircraft.

As the sun sets on the Airbus era for Alaska Airlines, aviation enthusiasts eagerly await the next chapter in the airline’s storied history, with the mainline fleet now exclusively powered by the iconic Boeing 737.

The EA-6B Prowler Was A Giant Step Forward — Hear From The People Who First Flew Her

Bill Walton
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The EA-6B Prowler Was A Giant Step Forward — Hear From The People Who First Flew Her

When Grumman and Aerolog produced the film “The Job of the Prowler” in cooperation with the Navy during 1974, electronic warfare was relatively new and the Grumman EA-6B Prowler had only been flying from carrier decks for about three years. A development of the earlier EA-6A Electric Intruder, the EA-6B was a much more capable aircraft; so much so that it has only recently been retired, replaced by the Boeing EA-18G Growler. This film is a great look at the aircraft and the crews who flew it back in the beginning. Thanks to YouTuber Bob Van Der Linn for uploading it.

[youtube id=”ynHHASG66Eg” width=”800″ height=”454″ position=”left”]

EA-6B Prowler
Official US Navy Photograph

The Prowler fleet was incrementally upgraded, updated, and improved over the course of 45 years of service. Flown by both Navy and Marine Corps Tactical Electronic Warfare Squadrons, EA-6Bs have been involved in every conflict since Vietnam. When the Air Force decided to retire their similarly equipped General Dynamics-Grumman EF-111A Raven tactical electronic warfare platform in 1998 the Marine Corps and Navy Prowler squadrons took over for them.

Defense.gov News Photo 980403 F 7910D 003
Official US Air Force Photograph

One nearly unique aspect of the Prowler is that the canopy glass panels are inlaid with gold to help protect the crews from the electronic radiation emitted by the aircraft. The Prowler was never a glamorous or even aesthetically pleasing aircraft. Nicknamed Double Ugly and The Family Truckster, there is the obvious family resemblance to the A-6 Intruder, itself no glamour puss. The Prowler was stretched and bulged to accommodate a pair of additional crew to operate the large and complicated electronic warfare (EW) equipment. The airframe also sprouted external antennae associated with the EW system.  But ask any pilot whose survival was enhanced by a Prowler and you won’t hear anything but love for the big jets.

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Official US Navy Photograph

Photo Essay: SO Many Amazing Special F-16 Paint Schemes

Bill Walton
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Photo Essay: SO Many Amazing Special F-16 Paint Schemes

We’re focusing on United States Air Force (USAF), Air Force Reserve (AFRES or AFRC) and Air National Guard (ANG)-owned F-16 Vipers wearing schemes that encompass most or all of their surface area in this piece.

Another piece coming soon will feature distinctive tail feathers.

93rd Fighter Squadron (FS) Makos 482nd Fighter Wing (FW) Air Force Reserve Command (AFRES or AFRC) F-16C Block 30 Viper 87-0247 painted in a commemorative scheme for the 25th anniversary of the Wing in 2014.
Official US Air Force Photograph

93rd Fighter Squadron (FS) Makos 482nd Fighter Wing (FW) Air Force Reserve Command (AFRES or AFRC) F-16C Block 30 Viper 87-0247 painted in a commemorative scheme for the 25th anniversary of the Wing in 2014. This Viper had previously flown with squadrons based at Torrejon in Spain, Ramstein in Germany, and Hill AFB in Utah before serving with the Makos.

special paint scheme commemorating the Tuskegee Airmen
Official US Air Force Photograph

302nd FS Sun Devils 477th FW AFRES F-16C Block 32D Viper 86-0291 shown painted during 1997 in a special scheme commemorating the 50th anniversary of the Tuskeegee Airmen. The 302nd was an original Tuskeegee Airmen unit. Named By ReQuest, this jet served with the 64th Aggressor Squadron after 2006.

US Air Force (USAF) F-16 90th anniversary of the 111th paint scheme
Official US Air Force Photograph

111th FS Ace In The Hole 147th FW Texas Air National Guard (ANG) F-16C Block 25F Viper 84-0393 wore this memorable paint scheme during 2007 for the 90th anniversary of the 111th FS. Elements from every aircraft flown by the 111th were incorporated into the scheme. They fly drones now. 84-0393 had previously served at Haan Air Base in Germany and with the 113th FS Racers 181st FW Indiana ANG. The jet is now preserved at Camp Mabry in Austin, Texas wearing (unfortunately) its original 111th FS air defense gray scheme.

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Official US Air Force Photograph

120th FS Mile High Militia 140th FW Colorado ANG F-16C Block 30E Viper 86-0368 depicted during 2006 wearing a paint scheme commemorating the 50th anniversary of the only ANG flight demonstration team- The North American F-86 Sabre-flying Minutemen of the Colorado ANG.

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Official US Air Force Photograph

162nd FS Sabers 178th FW Ohio ANG F-16C Block 30 Viper 86-0364 was painted in a special scheme incorporating elements from Old Crow, the famous North American P-51D Mustang from World War II to commemorate the 162nd FS prior to their shift to drone operations in 2010. This jet was subsequently flown by the 120th FS Mile High Militia 140th FW Colorado ANG.

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Official US Air Force Photograph

163rd FS Blacksnakes 122nd FW Indiana ANG F-16C Block 25 Viper 84-1264 painted in a striking scheme during 2008 to commemorate the 358th FG Orangetails and their service flying Republic P-47 Thunderbolts during World War II. This aircraft is now owned by the National Museum of the USAF and is on loan preserved at the Air National Guard Base (ANGB) at Fort Wayne in Indiana.

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Official US Air Force Photograph

182nd FS Lone Star Gunfighters 149th FW Texas ANG F-16C Block 30 Viper 87-0255 depicted during taxying at Kelly Field Annex in Texas during 2011 wearing special Texas State flag colors for their 65th anniversary scheme.

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Official US Air Force Photograph

182nd FS Lone Star Gunfighters 149th FW Texas ANG F-16C Block 30E Viper 86-0321 photographed in 2017 wearing a beautiful 70th anniversary commemorative scheme honoring the 396th FS Thunder Bums Republic P-47D Thunderbolt paint scheme from 1944.This jet had previously flown with the 186th FS Vigilantes 120th FW Montana ANG and the 134th FS Green Mountain Boys 158th FW Vermont ANG.

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Official US Air Force Photograph

There are several more F-16s that have been painted in special schemes but there are no available high-quality public domain photographs of them. Even when properly attributed we know how touchy photographers can be about their property so we’re not going to post any privately owned pics of these jets on our site…but you can certainly enjoy the links to several more colorful commemorative F-16s below.

93rd FS Makos 482nd FW AFRES F-16C Block 30K Viper 88-0404 painted as a striking full color mako shark in 2016. Jet previously served with the famous 35th FS Pantons of the 8th FW Wolf Pack. http://sandrermakoff.livejournal.com/1053650.html

174th FS Bats 185th FW Iowa ANG F-16C Block 30B Viper 85-1565 Painted in all gold as the Pride of Siouxland for the 50th anniversary of the Iowa ANG in 1996. This jet subsequently served with the 138th FS Cobras 174th FW New York ANG before going into storage at AMARG in 2010. http://www.f-16.net/g3/f-16-photos/album38/album68/85-1565

149th FS Eagles 192nd FW Virginia ANG F-16C Block 30 Viper 86-0244 painted in special markings for summer 2000 as North American P-51D Mustang 44-14906, Major George Preddy’s famous Cripes A Mighty. This aircraft subsequently flew with 457th FS Spads 301st Operations Group (OG) AFRES in Texas. The 149th FS now flies the Lockheed-Martin F-22 Raptor. http://www.f-16.net/g3/f-16-photos/album38/album68/axm

16th Weapons Squadron Tomahawks / Fighter Weapons School (FWS) F-16C Block 52 Viper 91-0362 wears the yellow and black checked “taxi cab” paint scheme to commemorate the 50th anniversary of the USAF Fighter Weapons School in 1993. The jet remained in service with the FWS but lost the colorful scheme. http://www.f-16.net/g3/f-16-photos/album38/album64/91-0362_003

134th FS Green Mountain Boys 158th FW Vermont ANG F-16A Block 10 Viper 79-0357 wearing a highly patriotic scheme composed of computer-designed stickers while used by the 158th Wing for traveling display purposes during 2000. The jet previously served with the 148th FS Kicking Ass 162nd FW Arizona ANG. Jet is now preserved at Camp Johnson State Guard Base in Vermont wearing an air defense grey scheme.  http://www.f-16.net/g3/f-16-photos/album38/album68/aca

9.24.17

The Face of Hawaiian Airlines, Leina’ala Drummond, Has Died

Mike Killian
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The Face of Hawaiian Airlines, Leina’ala Drummond, Has Died

The face behind the Hawaiian Airlines Pualani “flower of the sky” logo, Leina’ala Ann Teruya Drummond, has passed away after battling cancer. She was 77 years young.

A wife, mother and grandmother, she was an accomplished entertainer and businesswoman. She was Miss Hawaii 1964, and placed in the top ten of the Miss America Pageant in 1965. The Aloha State native was born on Maui, and finished Hawaiian Airlines Flight Attendant training when she was 18 years old.

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The Face of Hawaiian Airlines, Leina'ala Drummond, Has Died 45

She also worked at one point on the company’s sales team, and even did some modeling for the company’s promotional shoots.

Not just a logo

Her profile is the logo on the tail of all Hawaiian Airlines planes. They fly in and out of nearly 30 cities around the world. Over 60 planes make up their current active fleet.

On their website, Hawaiian Airlines says her face / logo is “a promise to our guests that we offer something no other airline can. The warmth, care and generosity that are hallmarks of our Hawaiian culture.”

Employees have said the logo is “not just a picture of a woman with a flower. It’s the way the way Pulani sits on the plane… overlooks and watches over us.” The video above goes into more about their feelings.

Loved by many

“Hawaii lost a talented, poised and gracious woman who touched the hearts of many across the globe,” says the Miss Hawaii organization. “Her iconic smile, elegance and grace will always be remembered.”

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The Face of Hawaiian Airlines, Leina'ala Drummond, Has Died 46

Hawaiian Airlines started using her face / profile as their logo in 1973, with a few variations made since.

“She’s really been more than anyone I’ve ever known. Just the embodiment of aloha and always open arms,” said her son Kawika Drummond in comments to Hawaiian News Now. “Always an open heart for everybody.”

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The Face of Hawaiian Airlines, Leina'ala Drummond, Has Died 47

Much more than a beautiful face and an iconic logo, Drummond was also co-owner of Ian’s Restaurant and Deli in Pukalani with her late husband. She was a god-fearing woman who also served previously as a Maui County councilmember and ordained pastor.

The airline has not yet made any public comments about her passing. Her family intends to hold a celebration of life service for her on Maui in October.

Advice on Interviewing for United’s AVIATE Program

Mike Killian
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Advice on Interviewing for United’s AVIATE Program

It’s not easy to become a pilot. Here is one story of how Jonathan Swift preped for interviewing for United’s AVIATE program.

The following comes from Jonathan Swift, who recently interviewed with United Airlines for their AVIATE program (NOT the Academy). Despite 6-figure salaries, the airline industry cannot hire enough qualified pilots. United expects U.S. carriers will need 10,000 new pilots in 2023, but only expect 6,600 qualified candidates.

It’s no secret that the costs and years of training required to become an airline pilot are the biggest discouragement to many people who would otherwise pursue the career.

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To help with this problem, United launched AVIATE. It’s their own training program to address the shortage, and diversify the workforce. United is the first major U.S. airline to start its own flight school. We hope Jonathan’s advice from his own interview experience helps anyone thinking about applying themselves.

Applying and getting an interview To United’s Aviate Program

I finished flight school over a year ago, and wanted to check out the United Aviate program because it helps you get hired at partner 135s like AmeriFlight, JSX, and others. After you have “X” amount of hours, you can transfer to United without having to interview again, as long as you still meet their criteria. (‘x’ because the requirements differ by follow on program)

Given that I’m a low hour comm multi guy, I figured it would be a good thing to do. The experience can open more doors in the future, expose me to what it’s like to interview with a big company, and help me possibly get hired at a 135 operator a little sooner.

It was a long application online and felt like it took forever. Once I submitted it, I didn’t hear back for over a month. I did have a letter of recommendation from the 67 year old King Air captain I flew with, who was a 30 year United pilot and recently retired.

I finally got an email asking me to do a personality assessment, and then waited another 1.5 – 2 months. Finally got an invite for an interview at their big training center in Denver, with the flights there and back covered by United.

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Preparation for interview

Aviate wanted me to prepare a flight plan, VFR or IFR, and have all performance specs calculated, math done, everything considered. I went overboard, and completed it the night before so I could have the most accurate and up-to-date weather. It was pages of performance calculations, weight and balance, times, maps, NOTAMS, WX, all printed out.

I threw it all in a 3-ring binder and printed a big “United” logo on the cover with my name on top. More detailed than any check ride prep I had done before.

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The first few pages had basic info, weight and balance, that sort of stuff. Then tabbed after was weather, airport info, NOTAMS, alternates, all that. Also added personal minimums and the preflight acronyms you learn in ppl. Just to show I don’t look over anything when planning a flight.

I printed out a screenshot of departure and destination airport weather info. Also grabbed screenshots from ForeFlight that included any weather, temps, pressures, and altitudes that I used in preflight planning. METARs, TAFs, hourly reports, winds a loft, that sort of thing. Any piece of info from these resources that were used in calculating TAS, takeoff and landing distances, fuel burn, I printed and included.

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For the performance charts I used the charts and wrote the lines in ForeFlight. I screenshot them, and printed them out. Takeoff, landing, fuel burn, TAS, all of them. I went to the performance charts section of the POH and did every single relevant one.

I don’t know how most people prepare for interviews or what is expected for most. This is just what I did and they were happy with my finished product.

Arriving for the interview

A United Airlines Boeing 787 flies over water
A United Airlines Boeing 787 Dreamliner | IMAGE: United

When I arrived, United directed me to the cafeteria to wait with other folks who were interviewing. This is where two things hit me: I was a little under dressed with my slacks, button-up and tie. Everyone else had a sport coat. I was also the only guy interviewing for the AVIATE program. Two of the other guys were active duty military pilots. Another guy was an ATLAS 747 FO, and the rest were regional guys.

Intimidating? yes! All I had was a few months experience right seat in various King Airs. But the guys were great to talk with and it eased my tension.

We were taken down a hall where we left our bags, as well as logbooks and notebooks for them to review. The pilot walking us through was nice, had us all introduce ourselves, and then took us to their little museum. It was pretty fun actually. We were offered complimentary coffee, then brought to a room where the pilot opened the floor to questions from us. Very casual, and it definitely relaxed me.

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Interview time

The interviewers consisted of one HR rep and one current pilot for each of us. They pulled us out one-by-one for the HR portion. I had a few good stories for the “tell me about a time” but felt like I crapped the bed on one or two of them. They gave me a short break, before returning for the technical portion.

I had my notebook ready, but he hardly asked me about anything in it. My gut feeling was he already looked through it, because every major point that I was expected to prepare and explain, he passed over. I had every one of those details and more already considered and laid out in the notebook.

So he found some random things to ask me, to gauge how I consider things like where I would land in certain emergencies if you had to choose between these two airports. He asked, “can you fly through this MOA?”, and “what is required to fly through the Bravo [airspace] here? I chose Centennial airport (KAPA) as my origin airport because I knew that this guy living in Denver would be very familiar with it. It’s also my favorite airport to fly out of.

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Personally, I didn’t even have to look at the map to know all the airspace and altitudes there. Plus I had rented a plane out of KAPA for a flight the night before, so the place was fresh in my mind.

He then asked the expected “Why United” and then opened the floor to any questions I had. I asked how he ended up flying for the company, knowing that pilots love to talk about their experiences.

After the interview

After the interview, we shook hands and he walked me out of the offices. He did comment that my logbooks were messy and to be cautious of that in the future. I was aware, and got a better and more carefully written logbook after I finished my last checkride.

After that I walked the halls aimlessly and got lost trying to find the coffee room. In the cafeteria I saw the pilot that had guided us through that morning. I thanked him for the experience, explained it was my first interview, and told him I appreciated him helping me feel comfortable and welcomed.

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I got the email a week later that I was accepted. Overall, a great experience and feel for what it’s like to sit at the table with a huge company and try to sell myself. I grew up working on ranches and at small companies, so I have never had an experience at a large company. Even with the King Airs, I just showed up and had a casual and personal conversation with the boss because it was a small family owned charter company.

I enjoyed it, and hope this gives some insight for others trying to get a start in aviation. Not everyone has friends or family who know the industry to guide them.

All photos courtesy of United Airlines and Jonathan Swift. We wish him the best in his journey to becoming an airline pilot!

JD Power Rates The Best and Crappiest Airports for 2023

Dave Hartland
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JD Power Rates The Best and Crappiest Airports for 2023

With the pandemic firmly in the rearview mirror and massive capital projects underway at many North American airports, air traveler satisfaction is creeping up, according to the J.D. Power 2023 North American Airport Satisfaction Study. 

That’s not to say challenges no longer exist. Indeed, the industry continues to face significant problems, such as the ongoing pilot shortage, weather delays and cancellations, route map contractions, and record volumes of travelers. Overall, though, travelers are happier in 2023 than in 2022. 

This year’s #1 airports include two incumbents and a newcomer. Indianapolis International Airport (IND) and Tampa International Airport (TPA) land in the #1 spot for the second consecutive year in the medium and large airport categories, respectively. However, in the mega airport category, last year’s winner – Minneapolis/Saint Paul International Airport (MSP) – was dethroned by fellow Delta superhub Detroit Metropolitan Wayne County Airport (DTW). 

The Science Behind the Study 

Passengers inside Miami International Airport (MIA)
Passengers inside Miami International Airport (MIA) | IMAGE: Photo by Daniel Lee on Unsplash

The 2023 J.D. Power North American Airport Satisfaction Study – now in its 18th year – is based on 27,147 completed U.S. or Canadian traveler surveys between August 2022 and July 2023. To qualify for the survey, travelers must have used at least one U.S. or Canadian airport – including connecting airports – during a roundtrip (one-way flights are not eligible for survey). 

J.D. Power conducts the survey by measuring the satisfaction at North America’s busiest mega airports (>33M pax/year), large airports (10-32.9M pax/year), and medium airports (4.5-9.9M pax/year). 

The study, which measured an average score of 780 (out of a possible 1000) for overall air traveler satisfaction, focuses on the following six factors: 

  • Terminal facilities
  • Airport arrival and departure
  • Baggage claim 
  • Security check
  • Check-in (including baggage check)
  • Food, beverage, and retail options

What the Study Tells Us About Air Travel in 2023

The new LaGuardia Airport (LGA)
Inside the new LaGuardia Airport (LGA) | IMAGE: LaGuardia Airport on Facebook

Following a mind-blowing 25-point drop in the number of happy travelers in 2022, this year’s survey saw a more modest three-point increase in satisfaction on a 1,000-point scale. 

Michael Taylor, operating director of travel, hospitality, and retail at J.D. Power, says investments at North American airports – particularly related to post-pandemic food, beverage, and retail operations – are making a positive difference. But he acknowledges that there is still much more to do. 

“There is still more [airports] could do to improve passenger experience while also improving their own bottom lines,” said Taylor. “Happy passengers spend a lot more money at the airport, so ongoing efforts to spread passenger volumes throughout the day and deliver superior service at all customer touchpoints will be critical.” 

Of particular note was New York’s LaGuardia Airport (LGA), which saw an impressive jump to average (788) in the large airport category after spending years near the bottom of the list. We suspect LGA will continue to rise in the rankings when next year’s findings are released. Another airport that has undergone a massive transformation is Kansas City International Airport (MCI), which also ranks average (788) after being near the bottom of the list of large airports for years. 

Additionally, the study notes that 60 percent of travelers reported severe or moderate crowding in airport terminals, which is two points higher than last year’s study. 

As additional infrastructure projects improve airport experiences across North America, such as the major project underway at Pittsburgh International Airport (PIT), this list will likely vary in the coming years. However, we don’t see an end to overcrowding or the pilot shortage in the short term. 

So, without further ado, here is the list of the top five best and worst mega, large, and medium airports in North America and their survey scores (out of a possible 1000 points). 2022 rankings are in parentheses following this year’s score.  

Mega Airports (>33 million pax annually)

Detroit Metropolitan Wayne County Airport (DTW)
Delta Air Lines jets at the stands at Detroit Metropolitan Wayne County Airport (DTW) | IMAGE: Detroit Metro Airport (DTW) via Facebook

Top 5 

  1. DTW – Detroit Metropolitan Wayne County Airport: 800 (3) 
  2. MSP – Minneapolis-Saint Paul International Airport: 796 (1) 
  3. LAS – Harry Reid International Airport: 787 (5) 
  4. DFW – Dallas/Fort Worth International Airport: 783 (8)  
    MIA – Miami International Airport: 783 (9) 
  5. SFO – San Francisco International Airport: 781 (2)  

Bottom 5

  1. EWR – Newark Liberty International Airport: 732 (1) 
  2. YYZ – Toronto Pearson International Airport: 749 (5) 
  3. SEA – Seattle/Tacoma International Airport: 754 (8) 
  4. FLL – Fort Lauderdale-Hollywood International Airport: 762 (9)  
    BOS – Boston Logan International Airport: 762 (4) 
  5. ORD – Chicago O’Hare International Airport: 763 (2)    

Large Airports (10-32.9M pax annually) 

Aerial view of Tampa International Airport (TPA)
Aerial view of Tampa International Airport (TPA) | IMAGE: Tampa International Airport via Facebook

Top 5 

  1. TPA – Tampa International Airport: 832 (1) 
  2. SNA – John Wayne Airport, Orange County: 829 (2) 
  3. SLC – Salt Lake City International Airport: 825  (6) 
  4. DAL – Dallas Love Field: 820 (3)  
  5. RDU – Raleigh-Durham International Airport: 813 (5)  

Bottom 5 

  1. PHL – Philadelphia International Airport: 750 (1) 
  2. HNL – Honolulu International Airport: 753 (2) 
  3. YUL – Montreal-Pierre Elliott Trudeau International Airport: 759 (6) 
  4. OAK – Oakland International Airport: 768 (10)  
  5. SAN – San Diego International Airport: 772 (14) 

Medium Airports (4.5-9.9M pax annually) 

Indianapolis International Airport (IND)
Indianapolis International Airport (IND) | IMAGE: Indianapolis International Airport on Facebook

Top 5 

  1. IND – Indianapolis International Airport: 843 (1) 
  2. RSW – Southwest Florida International Airport: 839 (4) 
  3. ONT – Ontario International Airport: 834 (8) 
  4. PBI – Palm Beach International Airport: 828 (7) 
  5. ABQ – Albuquerque International Sunport: 827 (6) 

Bottom 5 

  1. OGG – Kahului AIrport: 771 (2) 
  2. BUR – Hollywood Burbank Airport: 772 (1) 
  3. BDL – Bradley International Airport: 789 (4) 
  4. CLE – Cleveland Hopkins International Airport: 794 (3)  
  5. OMA – Eppley Airfield: 804 (5) 

To find out how your favorite (or not-so-favorite) airport fared in the study, check out the complete list in the J.D. Power 2023 North America Airport Satisfaction Study. 

Northern Pacific Airways Changes Name, Adds New Routes

Mike Killian
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Northern Pacific Airways Changes Name, Adds New Routes

America’s newest airline has gotten off to a slow start. Last year we reported about Northern Pacific Airways coming onto the scene. But a lot has happened since then.

For one, they still are not servicing Alaska or the International flights to Asia that the company originally aimed for. Instead they only fly one route currently, from Ontario, CA to Las Vegas, NV.

The company was sued in a trademark dispute over their name too. In a press release, the airline said, “The reason for the renaming is due to pending litigation that the airline was facing for using the name “Northern Pacific”. According to the airline’s press-release, the new name has no impact on the current operations.

Northern Pacific, or now New Pacific, launched its flights officially in July 2023. The airline, which was planning to connect the US with Asia via Alaska, has began operations by flying once a day between Ontario (CA) and Las Vegas (NV). NP is saying that it still has the same ambitions but is starting with these flights to ensure the company is running smoothly before expanding.”

Adding New Routes

np3
Photo: Mike Killian

The airline also announced that they will begin service between their Ontario base and two new cities. They have announced service to both Reno, Nevada, and Nashville, Tennessee. The airline currently has four Boeing 757-200 aircraft in their fleet. They also offer charter service.

The end goal of the airline is to add service between North America and Asia. The startup has been delayed due to the ongoing Russian-Ukraine conflict and COVID. A key component of the service offering required the use of Russian airspace for efficient routing for the somewhat range-limited, single aisle 757s. The slow recovery of leisure and business travel in the asian region due to the lingering effects of the pandemic also delayed their plans.

NASA Starts Installing Engines on Artemis-II Moon Rocket

Mike Killian
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NASA Starts Installing Engines on Artemis-II Moon Rocket

Next year, NASA hopes to launch the first humans back to the moon in over 50 years. Thousands of people across the country are currently working on various flight hardware, including engineers at the agency’s Michoud Assembly Facility, who are now installing the 4 main engines of the giant SLS rocket that will help send the crew on their voyage.

Installation of the first RS-25 engine follows the joining of all five major structures that make up the 212-ft SLS core stage earlier this year, which will hold the avionics and propellants for the engines.

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Engines rich with space shuttle history

Two of the four engines for Artemis-II previously launched space shuttles, including this first one, E2059. The other two engines to be installed later will be new engines that include some previously flown hardware.

The engines are all updated and modified from their space shuttle days for the performance needed by the giant rocket. They produce more power, and are adapted to the hotter, more violent and extreme operating environment. They all have new controllers (brains), and additional insulation to protect them during the 8 minutes that they’ll be firing on launch, guzzling 1,500 gallons of fuel per second.

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Artemis-1 flew a virtually flawless uncrewed mission to the moon and back last year. They experienced some issues with hydrogen leaks in the first several countdowns, but eventually were able to fix the issue and proceed to flight. It was a dress rehearsal for Artemis-II, testing and validating everything from ground support, countdown, launch and flight and reentry.

The mission ended with a textbook splashdown of the Orion capsule off the coast of California, where the US Navy retrieved it to return to NASA.

The crew

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Official crew portrait for Artemis II, from left: NASA Astronauts Christina Koch, Victor Glover, Reid Wiseman, Canadian Space Agency Astronaut Jeremy Hansen (NASA photo)

NASA astronauts Reid Wiseman, Victor Glover, Christina Koch, and CSA (Canadian Space Agency) astronaut Jeremy Hansen are currently training for their moonshot on Artemis-II.

Glover is the mission’s pilot. He paid a visit to Michoud to witness the first engine being installed on the rocket that will send him and his crewmates to the moon.

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The mission

Their mission is scheduled to last 10 days, and will be very much like Apollo 8. The crew will orbit the moon, but not land on it. Artemis-II is critical in that it will pave the way for the first landing on Artemis-III in the coming years.

NASA hopes to have all 4 main engines installed on the Artemis-II rocket within the next several weeks. The giant core stage will then eventually be prepared for shipping to Kennedy Space Center in Florida, where it will be integrated with other flight hardware and the Orion spacecraft.

Launch is slated for November 2024.

Final Reno Air Races Ends with Mid-Air Collision

Mike Killian
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Final Reno Air Races Ends with Mid-Air Collision

Note: This post is being updated with the latest information

Two T-6 Texans had a mid-air collision today at the Reno Air Races, bringing a tragic end to the final ever Reno Air Race event that has been held every autumn for nearly 60 years.

Eyewitnesses on scene have informed us that both planes collided at the end of the T-6 Gold Race, after crossing the checkered flag as they climbed to cool down. Both pilots Nick Macy and Chris Rushing were killed, confirmed by race event officials this evening.

Macy piloted Six-Cat and Rushing flew Baron’s Revenge. Families of both pilots have been notified and support services are onsite as they deal with this tragedy.

“RARA is doing everything we can to support the families and friends of the involved pilots,” says the event organizers on their social media. “After conversations with the families and with the race classes, we have made the decision to cancel the remainder of the races.”

“I am completely devastated and heartbroken today,” said Fred Telling, Chairman of the Reno Air Racing Association and President of the T-6 Class. “These two pilots weren’t just an integral part of the National Championship Air Race family, they were a part of my family. My heart goes out to their own families and to all of the spectators and fans who have so enthusiastically supported us this week.”

The official livestream was cut off immediately when the incident occurred. Nobody on the ground was hurt, and no homes or nearby property were impacted.

UPDATE @ 7:30pm CT with information on the aircraft involved. See Facebook post below:

FOUND! F-35 Debris Located After Pilot Ejects Near Charleston

Mike Killian
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FOUND! F-35 Debris Located After Pilot Ejects Near Charleston

UPDATED: As of 6:30pm ET on Sept 18, 2023, the F-35 debris field has been found, confirmed by Joint Base Charleston to local news media. The crash scene is in Williamsburg County, a couple hours north of the base. Local, county, and state authorities are assisting on scene as the investigation continues, but no additional information has been provided.

Marine Corps acting commandant, Eric Smith, has issued a 2-day stand-down this week for all aviation units inside and outside of the country, to discuss safety measures and procedures.

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ORIGINAL REPORT SEP 18:

A Marine Corps F-35B pilot safely ejected from his stealth fighter jet this afternoon next to Joint Base Charleston, South Carolina. Details are few as of now, but base PA has confirmed the incident.

The pilot ejected with last radar contact a few miles northeast of Lake Moultrie. Local emergency dispatch chatter said the pilot ejected from 2,000 ft, a few miles north of Lake Moultrie. The pilot made it out safely, and then showed up a several miles south in a backyard of a residential neighborhood. The weather was horrible at the time of the accident, but unclear if that played any part.

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The pilot was sent to a local hospital to be checked out. His wingman landed in another F-35 back to Joint Base Charleston.

The pilot and jet are based out of Marine Corps Air Station Beaufort, South Carolina. Operating with VMFAT-501 with the 2nd Marine Aircraft Wing.

No smoke has been reported, which would be an obvious sign that a jet went down. There are no reports of property damage either. As of now, the jet has not been located.

Latest Statement from Joint Base Charleston

NASA 836: The Oldest and Fastest F-15 in the World

Mike Killian
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0
NASA 836: The Oldest and Fastest F-15 in the World

Few planes in aviation history can match the lethality and reputation of the F-15 Eagle. Several variants have been produced over the years, and no end is in sight for the bird as a new generation of EX Eagles comes online.

But there’s one Eagle flying which is quite special compared to any other. It’s operated by NASA, and it’s the fastest and oldest F-15 still flying in the world.

NASA 836 is a highly modified F-15B used primarily for testing advanced propulsion concepts. It’s based at the agency’s Armstrong Flight Research Center at Edwards Air Force Base in Southern California.

But the supersonic flying wind tunnel also serves NASA and the greater aerospace industry and taxpayer in other ways. It’s used for crew training, pilot proficiency and safety chase support for other research aircraft. It also conducts a wide range of various flight research experiments. It can carry one of several flight test fixtures mounted underneath it to help conduct those experiments.

The channeled center-body inlet design, shown here in a subscale test version mounted underneath NASA's F-15B flight text fixture, could improve airflow and fuel efficiency of jet engines at a wide variety of speeds (NASA photo)
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1,000 pounds lighter than any other F-15, but with modern engines

The jet first entered service in 1974 with the USAF. NASA acquired it in 1993 from the Hawaii Air National Guard. NASA then modified it to support their test programs. They made it 1,000 pounds lighter than any other F-15 flying in the world, and installed new modern engines.

The age of the jet, combined with its lighter weight and more powerful Pratt and Whitney F100-PW-220 turbofan engines, makes 836 the oldest and fastest flying F-15 in the world. The engines are equipped with more advanced technology and include digital electronic controls, as well as improved durability and reliability.

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The engines can produce almost 24,000 pounds of thrust each in full afterburner. The crew regularly take the jet past Mach 2, at altitudes of 40,000 to 60,000 feet. Speeds are limited to Mach 2 when a flight test fixture is mounted beneath the fuselage.

Supersonic flight research

Some experiments and research the jet has conducted include investigating the suppression of sonic booms, improving airflow and fuel efficiency of jet engines at a wide variety of speeds, and even flying space shuttle insulating foam at Mach 2 to better understand how insulating foam loss behaves during launch.

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Foam loss punched a hole through space shuttle Columbia’s thermal protection in 2003, which killed the crew when they hit reentry. NASA’s F-15 helped make a safe return to flight for the space shuttle program.

The jet operates with a unique data acquisition system onboard. It includes a research airdata system for the jet itself, a GPS navigation package, a nose boom that contains an airdata probe, a digital data recorder and telemetry antennas. An on-board video system also monitors from the rear seat and transmits high-speed video and photography to researchers on the ground.

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More recently, 836 along with NASA’s other F-15 have been conducting Shock-Sensing Probe (SSP) research flights. NASA mounted a data probe on the nose of 836, to test its ability to measure the shock waves of another aircraft flying at supersonic speeds. The jet will fly with NASA’s X-59 soon, using the SSP to measure its unique shock waves in flight, helping validate the X-plane’s ability to reduce loud sonic booms to quiet sonic “thumps.”

NASA’s F-15s are an invaluable asset to America’s aerospace industry. The research trickles down to helping make flight safer and more efficient for everyone.

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When I visited the crew last year at Edwards, they made sure to point out that their 836 could leave any other F-15 in their dust. If I had something that fast I’d brag about it too. Sure wish they had offered me a ride.

NTSB Says Pilot Posting to Social Media Caused Fatal Crash

Mike Killian
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NTSB Says Pilot Posting to Social Media Caused Fatal Crash

The NTSB has released their final report on a fatal 2021 crash of a 1966 Cessna 182H in St Louis, Michigan. They found that the likely cause was due to the pilot was posting to social media 35 seconds before the deadly accident occurred.

It’s a sad story that was completely preventable. Unfortunately we occasionally see pilots post on social media at inopportune times. For 23 year old Slade Martin it cost him his life.

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NTSB findings

Martin was the only soul onboard, and was posting to Snapchat during a low-level pipeline patrol just before he hit a radio tower guy wire. The plane’s left wing was sheared off, sending the Cessna into the ground 0.3 miles away. It then burst into flames.

“Based on the known information, it is likely the pilot was distracted while he used his mobile device in the minutes before the accident and did not maintain an adequate visual lookout to ensure a safe flight path to avoid the radio tower and its guy wires,” says the NTSB. “Contributing to the accident was the pilot’s unnecessary use of his mobile device during the flight, which diminished his attention/monitoring of the airplane’s flight path.”

Investigators used radar, GPS data and screenshots from a friend of Martin, showing the Snapchat post. Snapchat posts only stay visible for 24 hours. So investigators could not verify until a friend provided screenshots.

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Final minutes before tragedy

No evidence of a mechanical issue or failure was ever found. Below are the NTSB’s findings about Martin’s last minutes before the tragic accident occurred:

“About 15 seconds before the accident, the airplane was about 0.65 miles southeast of the tower in a shallow right turn when it entered a climb from 475 ft agl. At the final radar return, about 600 ft east-southeast of the tower, the airplane’s altitude, calibrated airspeed, and climb rate were about 1,370 ft msl, 104 knots, and 1,575 ft per minute, respectively. The airplane’s final altitude was 370 ft below the top of the radio tower and its ground track was toward the guy wires located on the northeast side of the radio tower. Based on the airplane’s ground track and rapidly increasing climb rate, the pilot was likely trying to avoid the tower guy wires during the final moments of the flight.”

Couple Wants Refund After Flying Next to Farting Dog

Mike Killian
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Couple Wants Refund After Flying Next to Farting Dog

A New Zealand couple is demanding a refund after flying 13 hours next to a flatulent bulldog on Singapore Airlines.

According to the New Zealand news outlet Stuff, the man and woman were flying from Paris home to New Zealand. But they got more than they bargained for, as the small dog next to them started drooling and ripping off a symphony of farts they will never forget.

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Gill and Warren Press were already unhappy that they weren’t warned they’d be sat next to the service dog. They paid extra for premium economy, but cooperated and sat down for the long flight half-way around the world.

It started with snorting

“I thought it was my husband’s phone, but we looked down and realized it was the dog breathing,” said the wife, Gill Press.

The owner and dog had the window, with the dog on the floor, drooling all over Gill’s husband’s leg. They asked for new seats, but premium-economy was full. When offered economy, they refused.

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Then the farts started.

Eventually, they just couldn’t take it anymore. The couple finally decided to move to the empty economy seats offered by the flight attendants.

“We didn’t get the experience we paid for”

An incident report was filed. After a couple weeks the airline offered the couple $74 vouchers for their website. The couple refused, at which time the airline offered $200 vouchers for each of them.

Gill says they paid $3000 for their tickets. The vouchers didn’t reflect the difference in value between the premium economy seats they bought, and the economy seats they were relocated to. They want the full amount difference for the time they were in economy.

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“We didn’t receive the experience we paid for,” she said.

Singapore Airlines has repeatedly apologized about the incident. Whether or not the Press’s will get what they want, who knows. But we expect any future flights they won’t be sitting next to a service dog.

Not an isolated incident

Such incidents occur more than most people realize. A dog defecated on its owner on an American Airlines flight in late 2017, before leaping onto a passenger’s lap. Loud and aggressive dogs have bitten passengers, with other incidents reported many times since by passengers and crews.

American surveyed 18,000 passengers during one weekend in May 2018. They found nearly 58 percent said only trained service dogs should be allowed in the cabin. They also surveyed 7,347 employees, with 65 percent saying they have experienced disruptions involving comfort animals. Nearly 25 percent said aggressive and threatening behavior was most common, while 11 percent reported animals peeing and pooping in the cabin.

People have tried flying with peacocks, squirrels, kangaroos, and the list goes on.

NASA’s Frank Rubio Breaks U.S. Record for Longest Spaceflight

Mike Killian
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NASA’s Frank Rubio Breaks U.S. Record for Longest Spaceflight

NASA astronaut Frank Rubio has just set a new U.S. spaceflight record, eclipsing the previous record of 355 consecutive days set by astronaut Mark Vande Hei aboard the International Space Station (ISS). And he’s not done yet.

Rubio is a member of Expedition 68, launched on Sep 21, 2022 aboard a Russian Soyuz. It’s his first mission to space too, but it was not supposed to last this long.

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The Soyuz MS-22 rocket is launched to the International Space Station with Expedition 68 astronaut Frank Rubio of NASA, and cosmonauts Sergey Prokopyev and Dmitri Petelin of Roscosmos onboard, Wednesday, Sept. 21, 2022, from the Baikonur Cosmodrome in Kazakhstan. Photo: NASA

Extended mission

Rubio was only supposed to be on the ISS for 6 months, which is standard. But half-way through the mission, their docked Russian space capsule sprung a coolant leak when it was hit by space debris. But it was bad enough that Russia deemed it unsafe for anyone to fly back to Earth in.

Russia launched a replacement capsule to the ISS for them, and sent the leaking capsule back to Earth empty.

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“Rubio’s journey in space embodies the essence of exploration,” said NASA administrator Bill Nelson in a statement via social media. “As he breaks records as the longest serving NASA US astronaut in space, he also paves the way for future generations of astronauts. Your dedication is truly out of this world, Frank!”

Russia holds the world’s longest spaceflight records

Russian cosmonauts have everyone beat in records for longest space missions. Valeri Polyakov logged 437 continuous days in space in the mid-90s on the MIR space station.

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As for TOTAL time in space over a career on multiple missions? Cosmonauts own that too. Gennadi Padalka has logged 879 days on 5 spaceflights. As for the U.S., former NASA astronaut Peggy Whitson holds the American record, with 675 days.

Rubio will become first American to spend full year in space

Rubio is set to break another American spaceflight record soon too, when he returns to Earth on Sept. 27. When he does, he will have been in space for 371 days. That’s longer than any American has ever been in space on a single flight.

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“I think this [duration] is really significant, in the sense that it teaches us that the human body can endure, it can adapt and — as we prepare to push back to the moon and then from there, onward onthopefully Mars and further on into the solar system,” said Rubio in an interview with Good Morning America. “I think it’s really important that we learn just how the human body learns to adapt, and how we can optimize that process so that we can improve our performance as we explore further and further out from Earth.”

Petition Asks FAA to Credit MQ-9 Pilot Hours Towards Certifications

Mike Killian
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Petition Asks FAA to Credit MQ-9 Pilot Hours Towards Certifications

A petition filed with the FAA last month is requesting an update to credit military MQ-9 Reaper pilot hours towards FAA Commercial and Restricted Airline Transport Pilot certificates. This limited change would reduce the total hours required for some military pilots to obtain a restricted or full Airline Transport Pilot (ATP) licences. Supporters also want other Group 5 UAVs (full flight controls, integrated into US and international airspace) included.

Flying a Group 5 UAV is similiar to piloting an conventional aircraft with a full set of controls, instruments, and radios. One of the only differences between a UAV and crewed aircraft is that the UAV pilot’s life is not in danger, nor are they flying people. Pilots still conduct systems checks, fuel planning, airspace planning, weather planning, communication and most other tasks typically associated with professional flight. They also fly the aircraft in a bay not unlike a simulator. They adhere to all FAA and ICAO flight rules and communicate with the appropriate ATC agencies in the airspace where they fly. The aircraft they pilot is also much more complex than a traditional drone, small UAV or even a single engine Cessna. So the question is, why is the experience considered invalid for professional licenses like an ATP?

Petition details

The petition (Docket (FAA-2023-1847) was filed by a USAF drone pilot named Tyler Jackson. And he makes some interesting observations. Some screenshots below:

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Petition Asks FAA to Credit MQ-9 Pilot Hours Towards Certifications 114

Jackson notes that MQ-9 pilots execute the same duties as their crewed aircraft counterparts. They operate and control the Reaper with traditional aircraft controls, and have all the equipment available and displayed to them for day/night VFR and IFR. They perform, supervise, or direct navigation, surveillance, reconnaissance, and weapons employment operations and have mastered all aspects of advanced aviation. The USAF would not give them Reapers to fly otherwise.

He also notes that MQ-9 pilots have the same responsibilities as their crewed military counterparts. They are graded against many of the same general evaluation criteria, and undergo evaluation on an annual basis in the instrument, qualification, mission, and emergency procedure areas for their aircraft while being held to the same rigorous evaluation criteria. You can read more about that in the petition hyperlinked above.

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Reaper pilots are well versed in theory of flight, air navigation, meteorology, flying directives, aircraft operating procedures, and mission tactics.

The petition also offers exceptions (see below).

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MQ-9 pilots would help with the pilot shortage

“The exorbitant cost of obtaining flight certificates, whether at the Commercial or ATP levels persists, creating obstacles for potential manned pilot vacancies,” says Jackson in the petition. He adds, “Due to the unconventional nature of flying remotely piloted group 5 aircraft and heavy reliance on simulator-based training during undergraduate flight training for MQ-9 pilots, crediting MQ-9 flying hours towards FAA flight certificates may allow for greater flexibility and experimentation in the aviation industry.”

According to a 2014 Government Accountability Office report, the cost to train a crewed aircraft pilot costs over 8.5 times more than a UAV pilot. There is no lack of interest to pursue aviation careers, but the costs are the major roadblock for many who would otherwise pursue.

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Jackson believes the proposed action could encourage adoption of alternative training methodologies, technologies, and approaches to civilian pilot education. Doing so could lower the costs for aspiring pilots by making training and education more affordable.

“The talent pool from the MQ-9 community is vast and could help pilots combine their full breadth of diverse experience and technologically advanced training to be great applicants for future FAA pilot shortages-especially when these applicants may only need 1/3 of their MQ-9 hours to fill the gap in hours to qualify for their restricted ATP,” says a former USAF pilot on the petition. “It has been a shame for many years to not allow these qualified candidates to have any credit for their diversity of well-rounded experience.”

That Time Ric Flair Survived a Horrific Plane Crash

Mike Killian
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That Time Ric Flair Survived a Horrific Plane Crash

In the history of sports and entertainment, few can top professional wrestling. And there’s a few legends that stand out, who helped make the industry what it is. The “Nature Boy” Ric Flair is one of them. He’s a household name, but a plane crash in 1975 when he was 26 years old almost ended his legendary career just when it was taking off.

“We were going from Charlotte to Wilmington, NC,” recalled Flair in a recent podcast with Joe Rogan. “Five of us went on the plane, but didn’t know at the time that the plane (a Cessna 310) was carrying no fuel because we were 1,400 lbs over gross.”

Overweight plane without enough fuel

The pilot, Joseph Michael Farkas, dumped fuel on takeoff due to being overweight. It would end up being the last plane he ever flew. According to Flair, he didn’t have a pilot license, and previous flights together were questionable.

In another podcast (see below), he recalled “We should have known there was something wrong with the guy, because he hit a jet stream one time… the plane went upside-down.”

Flair thought no big deal. Well, the pilot’s questionable skills would became a very big deal on the way to Wilmington.

“We hit a headwind, about 7,000 or 8,000 ft, and passed the point of no return,” recalled Flair. “He should have landed in Raleigh to refuel, but figured we had enough to make the final 100 miles.”

Flair was joined by friends Johnny Valentine, Bob Bruggers, Tim Woods, and David Crockett. Valentine could see the fuel gauge, and kept looking back at Flair. Shortly after, the right engine stopped. Pulling the reserve fuel did no good since they were empty. It wasn’t too long after before the left engine quit.

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The plane nose-dived like a brick falling out of the sky. Farkas was able to level it out, but hit the treetops approaching the runway at over 200 mph. The Cessna tore through the treetops, just missed a water tower and hit a pole, before crashing to the ground a quarter-mile short of the runway.

Half the souls onboard broke their backs

The plane came to a stop on a railroad embankment. All the seats broke loose, with everyone flying forward like a can being crushed.

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Flair’s back was broken. Farkas was unconscious. Valentine’s back was broken. Bruggers back was broken. Woods’ ribs were broken. Crockett suffered head injuries, his mouth was ripped open, several teeth shattered, and he had a shoulder dislocated.

All six were flown to a nearby hospital. The pilot never regained consciousness and died a couple months later. Valentine ended up paralyzed for life. The others were able to heal and recover, although they now had to deal with healing from the mental and emotional trauma of it.

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Flair was originally in Valentine’s seat

Flair was originally in Valentine’s seat on the flight, but complained until Valentine switched seats with him because he did not like sitting in front. That one decision changed both of their lives forever.

Crockett wasn’t even supposed to be there. He took his brother’s place on the trip because his brother had the flu and could not go.

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Fate is a strange thing.

Doctors told Flair he would never wrestle again. He was back in the ring 6 months later, as the Nature Boy, a persona that the world would come to know. The rest, is history. WOOOOOOOOO!!

Heroic Cobra Pilot Awarded Medal of Honor for Daring Rescue in Vietnam

Mike Killian
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Heroic Cobra Pilot Awarded Medal of Honor for Daring Rescue in Vietnam

Imagine you’re surrounded with the enemy closing in. You’re running out of ammo, and so is air support, and the only way out, is to grab onto a Cobra attack helicopter anywhere you can and hold on for dear life as it flies you away and you get to live a long blessed life.

It sounds like an action movie, but it really happened 55 years ago, and the pilot who did it – U.S. Army Capt. Larry L. Taylor – has received the Medal of Honor for his heroism.

“When I called Larry to let him know he finally was receiving this recognition, his response was, ‘I thought you had to do something to receive the Medal of Honor,'” recalled President Joe Biden. “Well, Larry, you sure as hell did something,” said Biden.

A call for help

On the night of June 16, 1968 Taylor acted with “gallantry and intrepidity, going above and beyond the call of duty” to aid 4 soldiers who met trouble on a reconnaissance mission northeast of Saigon. At the time, Taylor was a 1st Lt. team leader with Troop D (Air), 1st Squadron, 4th Cavalry, 1st Infantry Division, near the hamlet of Ap Go Cong.

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With their night vision, the recon team realized that hostiles had completely surrounded them. They would inevitably be caught, so team leader Bob Elsner called for help.

Taylor got the call, hearing “we’re surrounded, we’re surrounded” on his radio. He and his co-pilot and another Cobra arrived on scene shortly after, but needed Elsner to pop flares so Taylor could locate them. Unfortunately, it also exposed them to the enemy, who immediately opened fire.

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All hell breaks loose

Both Cobras rained hell upon their foes with rockets and bullets to save the recon team for over a half-hour. But ammo and fuel does not last long. As they were running out, the enemy was closing in. And all the recon team had left were a few grenades and knives.

A Huey was called, but the request denied because the Army believed it stood 0 chance of surviving. They were on their own, with nothing left to fight with, and no help coming. Both Cobras were ordered to return to base. Taylor refused.

“I knew that if I didn’t go down and get ’em, they wouldn’t make it,” recalls Taylor.

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Both Cobras unloaded everything they had left. Taylor used his landing lights to distract the enemy, while the recon team headed for a location Taylor told them. He then flew over to extract them.

“We were able to make a breakout finally because he had directed us through the very weakest portion of the enemy envelopment,” said David Hill, one of the member of the recon team that night. Hill attended the ceremony awarding Taylor’s Medal of Honor.

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Taylor landed right beside the team

“I’m on the ground for no more than 10 seconds — you and your folks find a place on my ship and I’m gonna get us all out of here,” he ordered.

Cobras only have 2 seats, and both were taken by Taylor and his co-pilot. Under enemy fire, with bullet holes tearing through the helicopter, the soldiers grabbed on anywhere they could, standing on the Cobra’s skids and clinging to its rocket launchers.

With everyone onboard, the soldiers banged the helicopter twice to signal the GO to takeoff. Taylor got airborne without hesitation.

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Such a feat had never been accomplished, or even attempted, according to the Army.

But they were not free of danger yet. They cleared small arms fire, but with 4 guys handing onto the outside of a flying helicopter, he had to fly carefully. They could easily fall, or cramp and freeze from the 150 mph wind and then fall. Taylor flew them to a nearby water treatment facility under American control.

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Medal of Honor Recipient Larry Taylor and the Men he saved. Photo: Dave Hill

“The four of them ran out in front of the helicopter, and then they turned around and lined up, and all four of them saluted,” said Taylor.

With that, they went their separate ways and life went on. Hill and Elsner met Taylor again in 1999, where they could finally shake his hand and say thank you.

Now there’s a movie for you, Jerry Bruckheimer.

Vegas Air Races Coming in 2024?

Mike Killian
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Vegas Air Races Coming in 2024?

After nearly 60 years, this month will mark the end of the Reno Air Races, which is scheduled for Sep 13-17 at the Reno-Stead airport. But the big question is, what comes next? Will the races continue elsewhere?

The Reno Air Race Association (RARA) has not announced anything, but another organization has, and they are aiming for a new air race event outside of Las Vegas next year. But is it all talk?

New spaceport will host the races

The races would be held 65 miles west of Vegas, near Pahrump, at a new Las Vegas Spaceport. The event is scheduled for Oct. 25-27, 2024.

There’s just one problem. The place doesn’t exist yet. The 240-acre area planned for the spaceport has no infrastructure to support such an event, or anything else. There isn’t even an airport, nor full funding to break ground. Yet.

According to Shelter Realty, the commercial real estate developer only recently began trying to get investors for the reportedly $310 million spaceport plan. They would then form a publicly-traded company and start building.

Last year 39 million tourists spent $12 billion in Vegas on gaming alone. The new spaceport hopes to tap into that purse. The facility would have a launching pad, a runway for spaceplanes, control tower, flight school, and a 200-room resort and casino.

The FAA has already licensed over a dozen spaceports around the country, with several dozen companies currently seeking licenses to operate space vehicles.

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The new Vegas races

As for the new Vegas Air Races, local Vegas news station KSNV reports that organizers expect more than 500 vendors and 25,000 spectators, with drone races, rocket launch demos and live music.

Organizers also claim racers will push 500 mph, so it’s safe to assume fans will see an unlimited and jet class, same as in Reno.

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“Ensuring safety is paramount as we execute our plan to draw visitors to the Las Vegas Spaceport and establish our brand,” said Robert Lauer, CEO of the Las Vegas Spaceport. “Our upcoming Air Races event in the coming year will serve as a demonstration, not only for the FAA but also for the public, reaffirming our unwavering commitment to safety compliance.”

The entire idea spaceport and races is an ambitious plan, and will no doubt cost a lot more than $310 million. Just ask Elon and SpaceX. But the optimistic timeframe seems unrealistic. Even if they had all the required permits and paperwork and funding to break ground today, a proper large runway resurfacing can take up to a year. Any airport in a year would be bare bones.

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However, it is great that people are trying. The potential is definitely there. One can hope. But some racers flying other races in the meantime, such as Andrew Findlay, who has dominated in the Reno “Sport Class” for years flying as #30 “One Moment Air Racing”.

“Sport class now has accreditation and will be doing future races. We had one in Madras, Oregon last week,” says Findlay. “We are planning a second location the end of October.”

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Findlay and several other races like the Vegas idea, but have their doubts for the reasons outlined above. The event itself is doable if the facility is built, but doing it next year seems far-fetched at best.

We shall see.

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