Amazingly, There Were Survivors of the Impact, But Rescue Efforts Were Inexplicably Delayed
On Monday, 12 August 1985 at 1812 local time, Japan Airlines Boeing 747SR-46 jetliner serial number 20783/230 registered as JA8119 and operating as JAL Flight 123 or JAL 123, departed runway 15L at Tokyo Haneda Airport bound for Osaka International Airport with 524 souls on board- 3 flight crew, 12 flight attendants, and 509 passengers.
The jet had entered service on 28 January 1974 and had accumulated more than 25,000 airframe hours and more than 18,800 cycles. The 747 was flying its fifth of six planned flights that day.
JA8119. By Harcmac60 [CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0) or GFDL (http://www.gnu.org/copyleft/fdl.html)], via Wikimedia Commons
An Experienced Crew on the Flight Deck
The flight deck was manned by 49-year-old Captain Takahama Masami of Akita, Japan. Masami’s logbook indicated about 12,400 total flight hours, with about 4,850 of 747 time.
The First Officer was 39-year-old Sasaki Yutaka of Kobe, Japan. Yutaka had about 4,000 total flight hours, 2,650 of which were in the 747. The Flight Engineer was 46-year-old Fukuda Hiroshi of Kyoto, Japan. Hiroshi had approximately 9,800 total flight hours and 3,850 in 747s.
Sister ship to JA8119. By Communi core by S.Fujioka [GFDL (http://www.gnu.org/copyleft/fdl.html) or CC-BY-SA-3.0 (http://creativecommons.org/licenses/by-sa/3.0/)], via Wikimedia Commons
A Seven-Year Period Between Cause and Effect
Seven years prior to the flight from Haneda to Osaka on 2 June 1978, JA8119 had suffered a tail strike while landing at Osaka as JAL 115. The aircraft sustained damage to the rear fuselage and was inspected and repaired as needed (IRAN) by Boeing.
One of the repairs made was to add a splice plate on the aft pressure bulkhead. This repair was improperly made. The ensuing seven years of the jet’s regular operations gradually weakened the aft pressure bulkhead. The repair failed 12 minutes into the flight of JAL 123 at an altitude of 23,900 feet and at a speed of 300 knots over Sagami Bay at 1824 local time.
The resulting rapid decompression brought down the cabin ceiling near the aft lavatories, damaged the unpressurized fuselage aft of the pressure bulkhead, caused the vertical stabilizer and rudder to depart the aircraft along with the tailcone containing the auxiliary power unit (APU), and, worst of all, severed all four hydraulic lines routed through the area.
Sister ship to JA8119. By clipperarctic (JAL 747) [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
Uncontrolled Descent Into Mountainous Terrain
The flight crew immediately squawked 7700 and broadcast their Mayday call. Tokyo Center suggested JAL Flight 123 divert to Nagoya, but Masami wanted to try to return to Haneda. Conventional control of the 747 ended when hydraulic pressure dropped to zero, rendering the ailerons, elevators, and yaw damper inoperative.
The aircraft began to oscillate in the pitch and yaw axes. The crew tried lowering flaps and gear, but directional control was only possible via differential throttle settings- eerily similar to UAL 232 four years later. By the time the aircraft reached an altitude of 13,500 feet, it was uncontrollable. The aircraft descended below 7,000 feet and climbed to over 13,000 feet before losing radar contact.
JAL Flight 123 crash site. Image via Japan Times
Four Survivors – But the Count Could (and Should) Have Been Higher
After clipping a wing on one ridge and slamming into a second ridge, JA8119 impacted the ground inverted at coordinates 36°0′5″N, 138°41′38″E and 5,135 feet up on Osutaka Ridge near Mount Takamagahara, Ueno, Gunma Prefecture, 62 miles from Tokyo. Some passengers survived the crash but died of their injuries at the scene.
A US Air Force Lockheed C-130H from the 345th Tactical Airlift Squadron (TAS) found the crash site first. Despite US Marine Corps, US Navy, and US Air Force personnel being ready and waiting to deploy to the crash site, their assistance was inexplicably declined by Japanese authorities. In the end, only four of the 524 souls on board JAL Flight 123 survived the crash, making this the deadliest single-aircraft accident in aviation history and the second-deadliest overall after only the Tenerife 747 collision.
Sister ship to JA8119. By G B_NZ (JAL 747-200 JA8015 at LHR) [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
The Legacy of JAL Flight 123
The accident had a wide-reaching effect in Japan. JAL paid $6.7 million to the victim’s relatives without admitting liability for the accident. JAL’s president resigned, and a maintenance manager committed suicide. The engineer who inspected the jet and signed off on the repair also committed suicide. Flight number 123 was never used by JAL again.
The route became Flight 127. JAL gradually switched from flying 747s to Boeing 767 and 777 aircraft and sent its few remaining 747s to the boneyard in 2011. The following video with cockpit voice recorder (CVR) audio of the last minutes of JAL Flight 123 was uploaded to YouTube by KaykEigh. WARNING: Not for the faint of heart.
Aviation photographer Dylan Phelps captures a Lancaster and the only two remaining flightworthy B-29s in ultra rare formation.
On July 24, 2024, I was filled with a mix of excitement, joy, and nerves as we prepared for the most significant photoshoot of my budding air-to-air photography career. Months of meticulous planning had led us to this moment. I was going to lead a WWII bomber air-to-air photoshoot.
While I had participated in several air-to-air shoots before, this one held substantial historical significance. Three iconic heavy bombers from World War II were set to share the sky above Oshkosh, Wisconsin: an Avro Lancaster and two Boeing B-29 Superfortresses.
A rare sight in the skies
Dylan Phelps of Centerline Images was able to capture this rare flight of a B-29 and Lancaster formation.
The Lancaster and Superfortress had seldom been photographed together, and this shoot also marked the first reunion of Doc and FiFi since 2018, following their initial flight together in 2017 at Oshkosh.
This was a noteworthy event in itself, especially considering they are the only two remaining airworthy B-29s in the world, despite Boeing having produced 3,970 of them.
Once in a lifetime photoshoot opportunity for me
Dylan Phelps of Centerline Images was able to capture this rare flight of two B-29s and Lancaster formation.
The idea for this once-in-a-lifetime shoot emerged when it was confirmed that all three bombers would attend the annual EAA AirVenture fly-in in Oshkosh, Wisconsin which takes part at the Wittman Regional Airport.
Both B-29s were featured to commemorate “Turning the Tide,” a tribute to World War II air power, while the Avro Lancaster would be celebrated as part of the Royal Canadian Air Force’s centennial, marking its first visit to AirVenture since 2015.
Dylan Phelps of Centerline Images captured bot Doc and Fifi in close formation too.
With these three aircraft confirmed, the EAA decided to kick off the Wednesday night airshow with a spectacular flyover of these legendary bombers. Excitement spread quickly, and discussions about capturing this extraordinary trio in flight followed.
When I was approached about this potential opportunity a few months in advance, I felt a mix of thrill and pressure. I knew I had to deliver stunning results for this rare occasion. While I had previously photographed larger aircraft like the C-47 and B-25, those shoots were relatively much simpler, with fewer moving parts and the focus on one aircraft at a time.
Preparing for a WWII bomber air-to-air photoshoot is more difficult that you’d think
Preparation was key for the shoot of two B-29s and a Lancaster. It included analyzing the formation set up and lighting in advance.
This heavy bomber photoshoot, however, came with many complexities. The primary goal of their flight was not to accommodate photography but to ensure that all three bombers took off and formed up in time for their airshow pass at 8:00 PM.
We had to navigate fading sunlight, limited airspace over Lake Winnebago, and allow the crews to practice their own maneuvers prior to their airshow pass. Despite my initial nerves, I, of course, eagerly accepted the challenge.
Who wouldn’t be nervous doing a photoshoot with some of the rarest WWII bombers?
Months later, the day arrived, and the familiar jitters set in. In aviation, nothing is guaranteed, with many factors, including aircraft availability and weather, in play.
Historic Air-to-Air Photoshoot: WWII Bombers Over Oshkosh 16
As a positive sign, weather conditions were looking promising. In the late morning, all the crew gathered to discuss the goals of our flight and safety matters. The photoshoot appeared to be a go.
Later that evening, just before 7 PM, we climbed into our photoship, the Commemorative Air Force’s Twin Beech, affectionately known as Bucket of Bolts. This aircraft has a removable emergency exit on the right side and a seat that can be adjusted to face rearward, providing excellent visibility for photographs.
Here we go!
I double and triple checked my camera equipment and moments later, we were ready to go. Our twin Pratt & Whitney R-985s roared to life and we departed from Wittman Regional’s runway 27, heading east over Lake Winnebago for the rendezvous with the bombers.
Beautiful, gleaming B-29 appeared on the horizon
The result was a series of beautiful photos that perfectly illuminated the historic B-29s.
Within minutes, I spotted the first B-29 on the horizon—Doc, its polished metal gleaming in the evening light. Soon after, I also had a visual on FiFi and the Lancaster as they started clawing our way.
It was a surreal moment for me as an aviation enthusiast, witnessing these iconic bombers together. Remarkably, until then, I had never even seen an Avro Lancaster in person. Despite all this natural excitement, it was time for me to focus. One final check of my camera equipment and it was time for me to get to work.
Pinch me! I’m directing a WWII bomber air-to-air photoshoot
Dylan Phelps directed the three vintage aircraft into a perfect formation all while factoring in lighting and background.
I began directing the formation through my headset, acting as both photographer and an aerial choreographer of sorts. “Lancaster, that looks perfect. Hold your position. FiFi, climb up ten feet,” I instructed.
Maintaining proper spacing among the aircraft was crucial; it didn’t take much for these massive bombers to unintentionally obscure one another, especially during turns. As I snapped photos with my trusty Nikon Z8, I realized just how vital every minute of this opportunity was.
The bombers were Dominating in the sky. The air to air shoot required precise instructions and focal points to get the perfect shot.
The sheer size of the bombers meant they occupied considerable airspace, and formation adjustments took longer than they would with smaller aircraft like the P-51 Mustang or T-6 Texan. Good natural lighting was essential to maximize this historic photo opportunity, and with our limited airspace, I needed to seize every chance to capture the beauty of the setting sun while we’d be flying south to north.
Before I knew it, we’d again be turning back to the south, and the bombers were momentarily backlit again, forcing me to exericise more creativity for silhouetted angles of the aircraft.
The shoot was a blur but I got the pictures to prove it!
Two B-29s, Doc and Fifi, along with a Lancaster form up for a perfect air to air formation photo.
All of us in the Twin Beech photoship stayed intensely busy, and before you know it thirty minutes had passed, and it was already time for us to break off and return to Wittman Regional, allowing the heavy bomber crews to perform their necessary maneuvers prior to their airshow pass. As we were headed back, the adrenaline began to wear off slightly, and the gravity of what we had just done really hit me.
I quickly reviewed some of the photos I had taken and was amazed by the results, grinning with satisfaction that we accomplished what we had set out to do. We touched down gently on runway 27 at Wittman Regional and taxied back to our spot in warbird parking.
As we exited the Twin Beech, you could see the heavy bombers approaching for their airshow-opening pass, hitting their 8:00 PM time on target perfectly. Mission accomplished!
Thanking everyone who made the WWII bomber air-to-air photoshoot possible
Dylan Phelps of Centerline Images captured amazing photos of two B-29s and a Lancaster in flight. Special thanks to EAA and the crews of all four aircraft that partook in the photo shoot.
My gratitude goes out to everyone involved in this historical endeavour – the Canadian Warbird Heritage Museum with their Avro Lancaster, the Commemorative Air Force with their B-29 FiFi, Doc’s Friends with their B-29 Doc, the EAA, my fellow photoship crew, and many more
What if I told you there is a place in the US where you could see thousands of aircraft in one place? We’re not talking about the world’s largest air show or the biggest aircraft museum. We’re talking about the largest military boneyard in the world, along with a host of other locations in the Tucson area.
The 309th Aerospace Maintenance and Regeneration Group, or AMARG, is located at the Davis-Monthan Air Force Base near Tucson, Arizona. Military aircraft have been arriving there for storage and dismantling since the end of World War II.
The mission of storing and dismantling military aircraft started in 1946. At the end of World War II, the US government found itself with more than a surplus of aircraft.
A dry climate and little rain make Davis Monthan AFB the perfect place to store aircraft. The weather conditions at the base are ideal for the outdoor storage of aircraft. The hot and dry conditions limit corrosion and degradation of the stored aircraft.
photo rights provided by the department of defense
More than just an aviation boneyard
The boneyard is hundreds of acres of aircraft parked from wing tip to wing tip. The base hosts over 3,200 aircraft from all services and other government agencies, such as NASA and the Forest Service.
The AMARG is also in charge of the storage of engines, aircraft parts, and other support equipment.
photo rights provided by the department of defense
In addition to storage, Davis Monthan AFB also provides regeneration services. Some aircraft are stored there temporarily, meaning that they could be returned to service at a later date. The base provides maintenance for some aircraft and can regenerate them as necessary.
Davis Monthan AFB is closed to civilian tours but other amazing boneyard tours in the area are available
While tours used to be available at Davis Monthan AFB, they have been closed to the public for a few years. Visitors are not allowed on base, but you can still see the frequent A-10 and F-35 fighters departing from the base. You can also see the boneyard from the air on arrival and departure to nearby Tucson International Airport (TUS).
The good news is that Davis Monthan AFB is not the only boneyard in the region. There are plenty of ways to get your avgeek fix near Tucson.
Pima Air Museum
Pima Air Museum is located nearby. There, you can see over 400 aircraft and receive a guided tour of over 80 acres of aviation history.
The Pima Air Museum includes several unique aircraft, including NASA’s Boeing 747 SOFIA, one of the first Boeing 787s off the assembly line, and several unique fighter aircraft.
The museum also offers three hangars filled with aircraft from World War II, Vietnam, and recent conflicts. But that’s not all. Anything and everything from military helicopters to Russian jet fighters is on display inside, with larger aircraft stored outside. This museum is considered one of the world’s largest non-government-funded aviation museums.
The boneyard also sells guided tours of its property. That’s right, you can go in and see some of the stored aircraft, with professionals sharing unique history about their collection.
Tours Are Available for Other Boneyards Too
Our friends at Boneyard Safari offer a number of tours throughout the year.
Boneyard Safari primarily hosts tours at Aircraft Restoration Marketing. It is one of the last regeneration facilities in Tucson. Boneyard Safari tour guides will take up to 10 guests at a time through a C-130, DC-3/C-47, Boeing 727, and walk around various other aircraft, including a C-27A, T-37, C-131F, and P-3.
Boneyard Safari is also available for other driving tours throughout the area upon request.
Prepare for your visit to a Boneyard
Remember, the boneyards are located near Tucson, Arizona, which means it’s hot and sunny most of the year! Temperatures commonly climb to over 100°F (40 degrees Celsius). Bring sunscreen and plenty of water/beverages to stay hydrated. It gets especially hot inside and around the aircraft themselves.
We recommend pants to avoid getting burned if you accidentally touch the hot metal of the aircraft while climbing around them. Be sure to wear close-toed shoes, and not flip flops or Crocs. You’ll need suitable footwear to explore the aircraft.
photo rights provided by the department of defense
The Boeing 747, affectionately called the Queen of the Skies, is an engineering masterpiece. With its distinctive hump that features a double decker cabin, four engines and graceful sweeping wings, there is nothing like it.
Unfortunately, the jet that revolutionized travel back in the 1970s, has mostly faded from the inventory from most airlines. Airlines like United, Delta, British Airways, and others that once flew large fleets of the jumbo jet have now retired.
Most 747s still in operation are now cargo variants, shuttling boxes and outsized cargo around the world with carriers like Atlas Air, UPS, and others.
One carrier still offers your best bet to fly on a 747
Lufthansa 747-8I Take off Image: K65636-05 (CC 2.0)
Although most carriers have retired their 747s, there are still a number of operators that still fly the 747. The largest and most accessible operator of 747s is Lufthansa Airlines.
As of Q3 2024, they feature a fleet of 8 Boeing 747-400s and 18 Boeing 747-8i jets that are operating. These jets common fly routes between Frankfurt and New York, Chicago, Washington DC, Bengaluru, Seoul, Miami, Newak, and Dehli. While there’s a good chance you’ll fly on a 747, it is more difficult to determine whether you will fly on a -400 or -8i variant.
Lufthansa to retire their Boeing 747-400 by 2028
In Lufthansa’s Q2 report, the airline stated that they plan to retire their 747-400 and Airbus A340-600 subfleets by 2028. That means that you have about three years left to try to hitch a ride on a Boeing 747-400.
One note of caution though. The Boeing 747-400 is really flying on borrowed time. Originally, Lufthansa planned to retire the -400 fleet as part of downsizing due to the Covid pandemic.
However, the quick return of demand combined with delays from the Boeing 777X program have resulted in a second lease on life for the venerable jet.
So far, there is no planned retirement date for the Boeing 747-8i which is great news. You have to think though that if there is any significant downturn in travel, Lufthansa would likely offload their smaller fleets of Boeing 747s, A340s and their A380 to adjust.
Other airlines still flying the 747
Besides Lufthansa, your choices these days are pretty limited. Your best bet in the United States and Europe to fly on a 747 is to fly select routes on Air China, Korean Air, or on a chartered flight on Atlas Air.
Atlas Air actually operates the largest remaining fleet of Boeing 747s. They operate the 747-400 in both cargo and passenger configurations and the Boeing 747-8 in a cargo configuration. In fact, Avgeekery was there in 2022 when Atlas Air received the last Boeing 747 ever built.
Calls for the Vikings’ Return Have So Far Not Been Answered, But Fans Can Still Hope
Lockheed’s S-3 Viking, a carrier-based antisubmarine aircraft, was developed to replace the venerable Grumman S-2 Tracker. To replace a versatile and well-liked aircraft like the Tracker would require an excellent aircraft in its own right; one with not only next-level technology but also groundbreaking capabilities for carrier-based antisubmarine warfare (ASW).
The thing was, even though Lockheed land-based aircraft had been flying ocean surveillance missions for decades, Lockheed hadn’t delivered a carrier-based aircraft since the T2V-1 Seastar trainer. Sure, they had tried, but Grumman, Vought, Douglas, and North American had owned carrier aviation for many years.
VS-21 S-3A with VS-37 S-2G. Image via US Navy
Putting a Team Together
Lockheed decided to bring Vought (now known as Ling-Temco-Vought or LTV) into its proposal for the US Navy’s VSX requirement in mid-1964. The aircraft the two companies developed borrowed from Vought’s Corsair II (nose landing gear) and the Crusader (main landing gear). Vought was also tasked with designing the folding wings and empennage.
Lockheed owned the overall design and integration, General Electric the engines, and Sperry Univac got the contract to develop the aircraft’s next-level integrated sensor suite. General Dynamics teamed with Grumman to develop their VSX design (Model 21). Ironically, both Grumman and Vought also developed their own VSX designs.
McDonnell Douglas submitted a pair of VSX designs as well. The final design entries were submitted by the end of December 1968.
VS-21 S-3A. Image via US Navy
Outstanding Achievements
On 4 August 1969, Lockheed’s design was selected as the winner of the VSX contest and designated the S-3A. Eight YS-3A prototypes were ordered, the first of which (Navy Bureau of Aeronautics Number of BuNo 157992 flew on 21 January 1972.
The development and test phases of the program went remarkably well. The Lockheed/LTV/Sperry/GE team was able to meet or exceed the development milestones and deliver the aircraft on time and within budget —an almost unheard-of phenomenon in those days and the days since. To top it all off, the scheduled crew training start date, the initial operational capability (IOC) date, and the initial carrier deployment date were all met or exceeded.
East Coast S-3As. Image via US Navy
A Passel of Firsts
All the more impressive was the fact that the YS-3A was an entirely new airframe with new engines, the first computer system of its kind, the first crew ejection system of its kind, the first carrier-based AW platform to be inflight refueling capable, the first to be able to execute a missed carrier approach (bolter) with an engine out, the first to include a fully Automatic Carrier Landing System (ALCS) with auto-throttle, the first with a 60 store sonobuoy capacity, the first to be capable of descending from 30,000 feet altitude to seal level in two minutes, the first to be equipped with an auxiliary power unit (APU), and the first to eliminate paper from the sensor data analysis process.
VS-41 S-3A. Image via US Navy
Going to The Boat
Production of S-3A Viking aircraft began at Lockheed’s Burbank production facility in 1974 and fleet S-3As entered service with Air Antisubmarine Warfare Squadron FOUR ONE (VS-41) Shamrocks on 20 February 1974. VS-41 was the S-3 Fleet Replacement Squadron (FRS) or RAG until East Coast squadron VS-27 Pelicans/Sea Wolves was tasked with East Coast RAG duty during the 1980s.
The first operational fleet squadron to gain IOC with the Viking was VS-21 Fighting Red Tails. VS-21 was also the first to deploy with the Viking when they went aboard the carrier USS John F Kennedy (CVA-67) with CVW-1 for the carrier’s 1975-1976 Mediterranean Sea deployment. Fleet S-3A Vikings blew through 100,000 flight hours less than two years after the Red Tails first took the Viking on that first Med Cruise.
VS-31 S-3A. Image via US Navy
The Ubiquitous Hoover
Lockheed built a total of 187 S-3 Vikings (including those eight prototypes) between 1971 and 1978. Vikings equipped a total of 18 Navy squadrons. The East Coast home of the Vikings was NAS Cecil Field, located near Jacksonville, Florida. After the Navy moved out of Cecil, East Coast VS units were based at NAS Jacksonville. West Coast VS squadrons were shore-based with VS-41 at NAS North Island in San Diego.
During their 42 years in service, Lockheed Vikings flew for nearly 1.7 million flight hours. Fleet Vikings were retired and sent to the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis-Monthan Air Force Base (AFB) near Tucson in Arizona. Many of those aircraft remain in storage today.
VS-33 S-3A. Image via US Navy
Ingress and Egress
The Viking was crewed by four- a pilot, a co-pilot, a tactical coordinator (TACCO) seated on the starboard side aft, and an enlisted aviation antisubmarine warfare operator (AW) or SENSO seated on the port side aft. All four crew positions were equipped with upward-firing Douglas Escapac E-1 zero-zero ejection seats.
The seats could be ejected in group sequence or the rear seats individually. Rear seat ejection sequences included automatic stowage of the keyboard shelves in front of the TACCO and SENSO. Front-seat ejection was through the top of the canopy, on either side of the retractable refueling probe. Rear seats fired through special panels built into the crew cabin’s overhead. Crew entry into the Viking was via a small, low-mounted entry door on the starboard side of the aircraft just behind the cockpit bulkhead.
VS-29 S-3A. Image via US Navy
Origami Jet
The S-3’s folding wings were high-mounted on its fuselage with leading edges swept at 15 degrees. The wings featured leading-edge slats and trailing-edge Fowler flaps, along with spoilers mounted on both the upper and lower surfaces. Control surfaces on the wings and swept empennage were all hydraulically actuated. Viking empennages were conventional swept surfaces featuring a folding vertical stabilizer.
S-3s were powered by a pair of General Electric TF34 twin-shaft high-bypass turbofan engines, which produced 9,065 pounds of thrust, providing the Viking with a range of 2,300 miles, extendable via aerial refueling. The engines were mounted in nacelles under the inner wings, close to the fuselage, to facilitate the folding of the wings.
TF34 engines powered only one other production military aircraft: the Fairchild Republic A-10 Thunderbolt II—the distinctive sound of the TF34s bestowed on the jet’s iconic nickname, “Hoover.”
VS-32 S-3A. Image via US Navy
Mission Capable
Under the wings outboard of the engines and inside the wing fold, the Viking was equipped with two underwing pylons from which 1,500 pounds of drop tanks, ordnance such as general-purpose and cluster bombs, missiles, rockets, and storage pods could be hung per pylon.
The internal bomb bay could also be used to tote 4,000 pounds of general purpose bombs along with aerial torpedoes and “special” stores like the B57 and B61 atomic bombs. In the Hoovers’ belly were the 59 ASW sonobuoy chutes with a single dedicated search and rescue (SAR) chute.
The Texas Instruments AN/ASQ-81 magnetic anomaly detection (MAD) sensor was mounted on an extendable boom in the tail of the Viking. The Viking countermeasures system was the ALE-39 system, featuring the ability to deploy up to 90 rounds of flares, chaff, or expendable jammers from the aircraft’s three dispensers.
VS-31 S-3A. Image via US Navy
No Burnt Paper Smell in the Viking
Four-man Hoover crews were able to excel, thanks in large part to that Sperry General Purpose Digital Computer (GPDC) and its integrated sensor suite. Unlike Lockheed’s P-3 Orion or the previous Grumman S-2 Tracker, there were no paper traces with scrawled annotations or calipers aboard Hoovers.
The SENSO and TACCO could display data from any of the onboard sensor systems on their multi-purpose displays (MPDs). Able to shift workloads between stations and monitor the take from everything at once made Viking crews efficient and flexible. It is a tribute to the mission systems in the Viking that the Canadians chose the same core mission system to equip their P-3 Orion-derived Lockheed CP-140 Aurora ASW aircraft.
VS-24 S-3A. Image via US Navy
For the rest of the Hoover Chronicles, bang NEXT PAGE below.
Before mega-carriers dominated the skies, ATA was a unique airline that flew a diverse fleet.
For a time, American Trans Air was a top-notch, thriving airline. They did a great job of striking a balance between fun and professionalism. ATA operated a fleet of 707s, 727-200s, 737-800s, 757s, L1011s and later DC-10s, L1011s and 757s.
This video features vintage footage of ATA from the late 1990s. The video focuses on aviation safety, using ATA as the primary airline for the documentary’s central theme.
It highlights the intense training it took to be a crew member in the industry. The video features a now-rare L1011 ride-along from Indianapolis International Airport (IND) to Las Vegas International Airport (LAS). The documentary even shows a malfunction of the number 2 engine during start that forced a delay. The cockpit crew collaborated with maintenance to resolve the issue.
Founded in 1963 as Ambassadair, ATA Airlines (also known as American Trans Air) was a low-cost airline based in Indianapolis. Its first aircraft was a Boeing 720 known as Miss Indy. A second Boeing 720 was added in 1978. This one was named Spirit of Indiana.
For decades, ATA operated scheduled passenger flights throughout the United States and most of its territories. The airline’s focus cities were Chicago Midway International Airport (MDW), Honolulu International Airport (HNL), and Oakland International Airport (OAK). At one time, ATA was North America’s largest charter airline. It transported more troops for the US Military than any other commercial airline.
American Trans Air Lockheed L-1011 TriStar
Throughout its life, ATA operated the following types of aircraft:
30 Boeing 737-800s
24 Boeing 757-200s
10 Boeing 757-300s
23 Lockheed L-1011 TriStar 1/100/200s
6 Lockheed L-1011 TriStar 500s
1 McDonnell Douglas DC-10-10
1 McDonnell Douglas DC-10-40
The carrier served several unusual global destinations, including Lagos, Nigeria; Tirana, Albania; Dublin & Shannon, Ireland; Riga, Latvia; and Belfast, UK.
ATA also operated a commuter carrier, which flew under the Chicago Express Airlines banner. Using British Aerospace BAe Jetstream 31s and Saab 340s, ATA Connection operated out of MDW to smaller cities in the Midwest, such as Cedar Rapids, Iowa; Flint, Michigan; Toledo, Ohio; and Evansville, Indiana.
Things Were Great at American Trans Air…Until They Weren’t
N317TZ, American Trans Air (ATA) Boeing 737-800, landing at Las Vegas – McCarran International Airport (LAS) on 16 Dec 2003 | IMAGE: By Konstantin von Wedelstaedt – http://www.airliners.net/photo/ATA-Airlines/Boeing-737-83N/0476810/L/, GFDL 1.2, https://commons.wikimedia.org/w/index.php?curid=15210635
For a while, ATA kept up with its competition and grew with a modern fleet and a diverse set of revenue. ATA also had Travel City Direct as one of its biggest clients.
Then, there was a major economic upheaval in the airline industry as a result of the 9/11 attacks. As a result, ATA suffered serious financial hardships from which it never recovered. Adding insult to the already tumultuous time, ATA services to the UK ended in 2002 when Travel City chose another airline – Air Atlanta.
Like other smaller, low-cost airlines during the era, ATA continued its financial struggle for survival while making changes to stay afloat. They attempted to codeshare with Southwest Airlines, pared down their fleet, shut down routes, and even closed their Indianapolis base.
Nothing worked, though.
They shrank themselves into further losses. On 2 April 2008, ATA filed for Chapter 11 bankruptcy protection after losing a major contract for its military charter business. Soon after, an ATA representative announced that the company would be discontinuing all services.
While ATA was still ‘operating’ under bankruptcy protection, Southwest purchased the rights to the remaining gates at Midway Airport and its operating certificate for $7.5 million.
When the subject of the Northrop F-5 comes up in conversation, the words ‘aggressor’ or ‘adversary’ inevitably come to mind. And, yeah, many a wing-nut will also feel the need to mention the ‘MiG-28’.
Originally named ‘Freedom Fighter’, later variants of the F-5 came to be dubbed ‘Tiger II’, undoubtedly because of the Skoshi Tiger Project. And that’s the subject of this-here little ramble.
US Air Force Photo
An Inexpensive, Modern Combat Jet
The Northrop F-5 was conceived in the mid-1950s as an inexpensive, lightweight, supersonic fighter that would be easy to operate and maintain. Developed to satisfy the needs of many North Atlantic Treaty Organization (NATO) air forces, the F-5 would be marketed mainly for export.
Though Northrop hoped to generate interest in the jet at home, the United States Air Force (USAF) was not interested in the F-5. However, the Air Force did express interest in a trainer variant, which would result in the T-38 Talon.
Conversely, numerous NATO air forces, as well as some of the Southeast Asia Treaty Organization (SEATO), were very interested in the F-5.
US Air Force Photo
Many nations, NATO, SEATO or not, wanted a jet like the McDonnell F-4 Phantom II, but simply could not afford it. Northrop offered the F-5 as a much less-expensive and highly-capable alternative, and there were plenty of takers.
In 1962 the USA selected the F-5 for inclusion in the Military Assistance Program (MAP), which provided many NATO and SEATO allies military aid. As result, the F-5 soon became one of the most successful export military aircraft in history.
US Air Force Photo
But soon there were some critics, largely from abroad, who wondered why the F-5 had not been procured by the USAF. A relative few were operated by the 4441st Combat Crew Training Squadron (CCTS) at Williams AFB, Arizona. But only for the purposes of training foreign personnel on the type.
The basic reasoning behind the foreign critics’ objections was, “If the USA doesn’t want the airplane, why should we?” The F-5’s capabilities and overall worth had come into question.
To allay these concerns, Secretary of Defense Robert McNamara ordered a force of F-5As sent to Southeast Asia for a combat evaluation.
Precursor to the Skoshi Tiger Project
This coincided with a USAF request for more assets in-theater. So McNamara killed two birds with one stone. Before entering combat, however, the jet’s basic capabilities had to be tested.
Those tests took place at the Air Proving Ground Center at Eglin Air Force Base (AFB), Florida from 15 April to 15 July 1965.
In most respects, the F-5 was in an entirely different class than the F-4. ‘Twas a smaller aircraft with a smaller payload. Nonetheless, the little jet compared favorably to the brutish Phantom in its ability to put bombs on target.
And it proved itself equal to the F-100 and A-4 in all aspects except range and endurance. This little detail would be overcome later, though, with the addition of air refueling capability.
The F-5 came through Sparrow Hawk with flying colors, proving itself highly capable of dropping things that go boom. After all, that’s what it was designed for.
The Skoshi Tiger Project
The initial evaluation completed, the next step was to form the outfit that would take the F-5 into combat. On 22 July 1965 the 4503rd Tactical Fighter Squadron (Provisional) (TFS[P]) was formed at Williams AFB with 12 F-5As.
Project 914 Archives (S.Donacik collection)
These jets were modified with a non retractable air-refueling probe, and external armor plating for the cockpit and engines. Updated avionics and ordnance delivery systems were also installed. This resulted in a new designation: F-5C.
An intense, condensed training program took place at Williams AFB, Arizona beginning on 1 August, running through late October.
From formation of the squadron, to training, and aircraft modifications, the whole thing was thrown together in just 88 days. The Skoshi Tiger Project was now a reality.
Mixed formation of F-5A, F-5B and F-5C jets over Lake Mead – US Air Force Photo
Departing Williams AFB on 22 October 1965, the 4503rd TFS(P) arrived at Bien Hoa Air Base, South Vietnam four days later. They flew their first combat sorties that same day.
US Air Force photo
On their first strike, the 4503rd was directed to a concentration of Viet Cong (VC) and likely wiped out the better part of an entire battalion. The Skoshi Tiger project was off to a good start.
Though capable of carrying the same basic load as the F-100, the F-5 did have shorter legs. So they typically flew ‘in-country’ missions that were between 40 to 50 miles from Bien Hoa, racking sorties up quickly.
US Air Force photo
Over the first 60 days of operations, the outfit flew more than 1,400 sorties.
One aircraft was lost on 16 December 1965 after taking heavy ground fire on a close air support mission. Major Joe Baggett was killed when his ejection seat malfunctioned.
The Tigers Hunt New Prey
With 1966 came a change of mission profile for the Skoshi Tiger project, as well as a move to a different base. On 1 January the 4503rd deployed to Da Nang Air Base, South Vietnam.
In addition to short-range in-country missions, the outfit began flying against targets in Laos. And once the bombing halt of December 1965 to January 1966 was ended, they also flew missions over North Vietnam.
US Air Force photo
Not only did they fly ground attack sorties, but they were also assigned escort duties.
The 4503rd escorted electronic surveillance aircraft along the Chinese/Laotian border. And later they flew with F-105s during attacks on Red River supply bases over Northwest Vietnam.
The Skoshi Tiger project was scheduled to last roughly four months, and came to an end on 9 March 1966. More than 2,600 sorties had been flown with one combat loss. All in all the project was deemed a success.
US Air Force photo
After the Skoshi Tiger Project
Though the 450rd TFS(P) had originally been slated to return to the USA after the four-month evaluation, this was not to be.
It was decided that the outfit would remain in South Vietnam as part of the recently authorized buildup of US forces in Southeast Asia (SEA).
Re-designated as the 10th Fighter Commando Squadron (FCS) in April of 1966, they received more aircraft and continued operations for another year. In that time, the 10th FCS flew 7,300 sorties and suffered eight combat losses.
On 17 April of 1967, the 10th FCS officially ended operations, though they still flew missions into May.
US Air Force photo
On 19 June 1967 all F-5 operations in SEA were taken over by the South Vietnamese. And the 522nd Fighter Squadron (FS) of the Vietnamese Air Force (VNAF) assumed ownership of the 10th FCS F-5s. Included among them were some of the original jets from the Skoshi Tiger project.
The A-10’s famous Gatling Gun has roots in the old west
Nothing says old west like the famous Gatling gun. Designed by Richard J. Gatling in 1861, the gun was created as a deterrent. The multi-barreled gun could spit out 200 .45 caliber rounds per minute. Later models were capable of an amazing 600 rounds.
The first time the mighty gun saw action was during the American Civil War. At the battle of Petersburg, Union forces, under the command of General Ulysses S. Grant unleashed the new weapon. The result was a decisive Union victory.
Enter the era of the A-10 Warthog gun
In 1966, the US Air Force issued a request for proposals. They needed a new close-air-support (CAS) aircraft. The aircraft was to be designed around survivability, loitering capability, and effectiveness against armored targets. However the main requirement was that the air-frame had to be designed around a massive Gatling gun. That’s right! The old west tech was back!
The gun on the A-10 Warthog is a GAU-8/A Avenger cannon. Originally designed by General Electric, the gun featured a rotary cannon with multiple barrels. Using the Gatling gun principle for high rates of fire to suppress the enemy was the objective..
The seven-barrel system is approximately 19 feet long and weighs an incredible 4,029 pounds. The gun can fire PGU-14/B Armor-Piercing Incendiary (API) and PGU-13/B High Explosive Incendiary 30mm (HEI) rounds.
A-10 Warthog gun: A maverick weapon with old west style 48
The A-10 Warthog gun’s incredible statistics:
The A-10 Warthog gun has two different rates of fire. The low setting fires approximately 2,100 30mm Rounds per minute. The high setting allows for an amazing 3,900 30mm rounds per minute.
The ammunition is fed from a drum magazine which holds up to 1,1774 rounds of ammunition. This deadly combination made the A-10 Warthog a professional gun fighter of the sky.
The dimensions of the 30mm Rounds are approximately 7.9 inches tall by 4.7 inches wide. At this size, each round weighs an approximate 1.1 pounds or 500 grams. These rounds were designed to penetrate and destroy armored vehicles, including tanks and personnel carriers.
Reloading an A-10 Warthog Gatling Gun. Image: DoD
When did the A-10 Warthog’s gun see action?
The A-10 Warthog’s gun first saw action during Operation Desert Storm on January 17, 1991. The A-10’s cannon provided precise and powerful fire support. The A-10s were tasked with destroying enemy armor and fortifications.
For the entirety of the 43 day campaign, the A-10 proved highly effective in its role. The aircraft’s rugged design and armor protection allowed it to withstand battle damage and continue flying. Out of a total of 8,100 combat sorties flown by A-10s, only two were shot down.
A-10 in flight. Image: DoD
In the following years, the A-10 Warthog’s gun would come to bare in several more campaigns. From the Bosnian War in 1995 to later operations throughout the middle east and the War on Terror, the A-10 Warthog gun brandished it’s might.
A-10 Still Soldiers On
The A-10 Warthog is still in operation today. The A-10s have been stationed in Eastern Europe, particularly in countries like Estonia and Poland, to bolster NATO’s presence and deter potential aggression. There are also deployments in the Pacific region. This includes bases in South Korea to support U.S. interests and allies. Although retirement plans are in the works, they still soldier on today.
What lessons have we learned from the A-10 Warthog ? You can successfully design an aircraft, around a big gun from the old west.
NASA astronauts Butch Wilmore and Suni Williams have been stuck on the International Space Station since early June. Their Boeing Starliner spacecraft suffered numerous helium leaks and thruster issues following launch from Cape Canaveral, FL on the Crew Flight Test. It’s the first crewed mission shakedown of the Starliner.
The 7 Expedition 71 crew members aboard the iss gather with the two starliner Crew Flight Test astronauts. In the front from left are, Suni Williams, Oleg Kononenko, and Butch Wilmore. Second row from left are, Alexander Grebenkin, Tracy C. Dyson, and Mike Barratt. In the back are, Nikolai Chub, Jeanette Epps, and Matthew Dominick. Photo credit: NASA
In the meantime, both astronauts have been staying busy on the ISS, assisting the Expedition 71 crew with research, maintenance and other tasks. NASA and Boeing meanwhile have been conducting extensive testing on the ground and in space, and pouring over tons of data to determine if the astronauts can return safely back to Earth in Starliner.
Boeing claims Starliner is good to go. NASA however isn’t so sure, yet. Boeing still has not identified root cause, so NASA is still unsure how Starliner will perform after undocking from the ISS. The agency still wants additional testing, data, analysis and reviews to affirm the spacecraft’s safe undocking and landing capabilities.
Engineers believe they understand the issues
BOEING ENGINEERS WORKING IN STARLINER (MIKE KILLIAN PHOTO / AMERICASPACE.COM)
In ground testing of the thrusters, engineers gained insight into what they believe are the contributing factors to the thrust degradation Starliner experienced. A teflon seal on an oxidizer line poppet began swelling in ground tests, causing the seal to block flow into the thruster itself down into the combustion chamber.
Engineers also believe vaporization is occurring with the propellant. When a thruster gets really hot, the propellant can vaporize, which they believe also contributed to low thrust issues when Starliner was docking to the ISS.
During hot fire tests of the thrusters on the Starliner in orbit, all the thrusters across the whole vehicle operated at nominal thrust levels.
A Starliner RCS thruster firing during the spacecraft’s first docked hot fire test of 7 thrusters (nasa photo)
“Somehow, if the poppet is what’s causing the thrust degradation and blockage of the flow, somehow that piece of teflon must have contracted and is now not blocking the flow,” said Steve Stich, manager of NASA’s Commercial Crew Program. “That gives us a lot of confidence in the thrusters, but we can’t totally prove with certainty what we’re seeing on orbit is exactly what has been replicated on the ground.”
“We’re trying to understand more about the conditions that caused the issues,” added Stitch. “It’s not always at the same temperature, it’s not always at the same number of pulses, so we’re trying to understand that.”
Starliner approaching the iss (nasa photo)
Engineers are now doing modeling on the ground to understand how the teflon could extrude, what the forces are on that teflon, and then understand how it could contract over time. They want to understand the physics of what’s going on, in order to better predict how the thrusters will perform when Starliner undocks into the downhill phase back to Earth.
Starliner will return to Earth. It’s just a question of will the crew be onboard. NASA will announce a decision soon.
NASA has asked SpaceX to prepare to pickup Starliner’s crew, just in case
A SpaceX Falcon 9 lifts-off with a crew dragon for the iss (mike killian photo / americaspace.com)
The agency is weighing all possible options to ensure the safety of their astronauts, and have done the requisite planning to make sure those options are open.
They may approve Butch and Suni to return to Earth on Starliner, however they have asked SpaceX to begin preparing to return the crew home just in case.
NASA’s next crew was scheduled to launch on the SpaceX Crew-9 mission this month. That is now pushed to at least Sep 24. If NASA chooses to use Crew-9 to pick-up the Starliner crew, then Crew-9 will only launch with 2 astronauts instead of 4.
A spacex crew dragon approaching the iss (nasa photo)
“Our prime option is to return Butch and Suni on Starliner,” says Stitch. “However we’re working with SpaceX to ensure they are ready to respond on Crew-9 for a contingency of returning Butch and Suni if we need that.”
If NASA gives SpaceX the order to get the Starliner crew, then Butch and Suni will remain on the ISS and become part of Crew-9, returning to Earth with SpaceX Crew-9 in Feb 2025.
One of the goals of NASA’s commercial crew program was for just this reason. In case one operator’s spacecraft suffers an issue, another is available. In the future, should a SpaceX Dragon have problems, a Starliner can come to their rescue as well.
Just over three years ago, Breeze Airways’ inaugural flight lifted off from Tampa International Airport (TPA) bound for Charleston International Airport (CHS) in South Carolina.
Since then, Breeze–a creation of Morris Air, Azul, and JetBlue founder David Neeleman–has made a Seriously Nice™️ splash in the world of low-cost carriers. I recently flew Breeze for the first time and wasn’t sure what to expect. But let me tell you: Breeze blew me away (pun intended).
Breeze Airways Will Soon Become the World’s Third-Largest A220 Operator
A Breeze Airways Airbus A220-300 receives a water cannon salute at CMH | IMAGE: Breeze Airways
Breeze Airways is an ultra-low-cost carrier (ULCC) based in Cottonwood Heights, Utah, just outside Salt Lake City.
Neeleman launched Breeze in response to years of industry consolidation and reduced air service to smaller cities nationwide.
David Neeleman, founder of Breeze Airways | IMAGE: Breeze Airways
Originally called Moxy Airways, the airline changed its name to Breeze before its launch to avoid confusion with the Moxy by Marriott hotel chain. Neeleman’s vision was to create an airline with a traditional LCC fee structure, similar to Spirit and Frontier, but with two classes of service comparable to JetBlue.
Breeze primarily flies point-to-point routes to and from underserved airports, avoiding hubs.
Breeze operates without a hub airport but has crew bases in a number of locations:
Charleston, SC | Charleston International Airport (CHS)
Fort Myers, FL* | Southwest Florida International Airport (RSW)
Hartford, CT | Bradley International Airport (BDL)
New Orleans, LA | Louis Armstrong New Orleans International Airport (MSY)
Norfolk, VA | Norfolk International Airport (ORF)
Orlando, FL | Orlando International Airport (MCO)
Providence, RI | Rhode Island T.F. Green International Airport (PVD)
Provo, UT | Provo Airport (PVU)
Tampa, FL | Tampa International Airport (TPA)
Vero Beach, FL* | Vero Beach Regional Airport (VRB)
*RSW and VRB crew bases open this October.
A Breeze Airways Airbus A220-300 lands | IMAGE: Breeze Airways
The company initially ordered 60 Bombardier CS300s (which later became the Airbus A220-300) ahead of its planned 2020 launch. The carrier was set to acquire Compass Airlines, but that deal fell through, pushing the launch to 2021. Breeze started operations with 13 leased Embraer ERJ-190/195 aircraft while waiting for the A220s to come online.
Breeze’s first flight took place on 27 May 2021, and the carrier has expanded significantly since then.
Today, Breeze operates a fleet of 40 aircraft serving 63 destinations across the United States. Its fleet includes 27 Airbus A220-300s, 10 Embraer ERJ-190s, and three Embraer ERJ-195s. As of this writing, Breeze has a total firm order of 90 A220s, with 27 already delivered. The additional A220s will position Breeze to become the third-largest operator of the type in the world.
By the end of 2024, Breeze plans to transition all scheduled service to the A220 and use its E190/195s exclusively for its robust charter service through at least 2026.
Earlier this year, Breeze surpassed five million total passengers, achieving a flight completion rate of 99.8%, a 74.5% on-time performance, and a mishandled bag rate of 0.27 bags per 100 bags loaded–one of the industry’s lowest rates. It also boasts the youngest fleet in the United States, with an average aircraft age of just over two years.
At just over three years old, this young airline has a lot going for it.
The Breeze Airways route map as of August 2024 | IMAGE: flybreeze.com
My Booking Experience with Breeze
A Breeze Airways Airbus A220-300 | IMAGE: Breeze Airways
In this era of expensive everything, I needed a budget-friendly option for my family and me to fly to the Los Angeles area from Myrtle Beach, South Carolina, last month. During my search, I found an ad for Breeze Airways, which began service to Myrtle Beach International Airport (MYR) in February 2024.
Intrigued, I clicked on the ad and began looking for deals on Breeze. Unfortunately, the Breeze booking engine did not allow me to book a flight between MYR and LAX. But I did find a nonstop flight between CHS and LAX.
I booked the flight for my wife, son, and me for $258 per person roundtrip. Although the flight was from CHS, located about two hours south of Myrtle Beach, the price was right, and I loved that it was a nonstop flight.
As far as airline websites go, flybreeze.com is clean, easy to navigate, and highly intuitive. Booking a flight is quick and far less complicated than other airline websites.
Breeze Offers Four Fare Types and Two Classes of Service
A comparison of different fare types on Breeze Airways | IMAGE: flybreeze.com
Breeze, which bills itself as America’s only “Nice Low-Cost Carrier (NLCC),” offers four fare options across two classes of service:
No Flex Fare: This is the cheapest option, which allows travelers one personal item. Everything else costs extra, including carry-ons, checked luggage, seat selection, and Wi-Fi. Itinerary changes are not permitted with this fare.
Nice: This is the fare I chose for my family and me. It allows more flexibility and includes a personal item and one carry-on. Travelers may change or cancel their itinerary anytime and receive credit towards a future Breeze flight.
Nicer: In addition to the benefits of the Nice fare, the Nicer fare is similar to most airlines’ premium economy sections. This option features seating with extra legroom, one free checked bag, priority boarding, and free Wi-Fi.
Nicest: Breeze’s first-class product, Breeze Ascent, features recliner-style seating with generous legroom. Food and drinks, including alcohol, are free. In addition, travelers may check two checked bags at no cost. Breeze Ascent is available exclusively on the carrier’s Airbus A220-300 aircraft.
An example of a Breeze Ascent class set on board a Breeze Airways Airbus A220-300 | IMAGE: Breeze Airways
Charleston Check-In
My son watches our Breeze Airbus A220-300 arrive from PVD | IMAGE: Dave Hartland
Our flight was an early evening departure out of CHS. We arrived at the airport at 1715 local time, exactly two hours ahead of our scheduled departure at 1915.
My wife checked us in 24 hours prior via the sleek and easy-to-use Breeze App, so check-in was quick and straightforward when we got to the airport. We had one checked bag and a car seat. For our flight to LAX, Breeze charged $40 for the checked bag, which we paid at the time of booking. Like most carriers, Breeze does not charge for strollers or car seats.
A carry-on would have cost $35, but we opted to bring only personal items on board to avoid the extra fee. As with most carriers these days, I highly recommend paying for baggage ahead of time. In Breeze’s case, adding a carry-on or checked bag at the airport would have cost $75 each.
We printed our bag tags, handed our baggage to the Breeze agent, and made our way to security.
Breeze is the First Airline in the United States to Offer Free Family Seating
Our Breeze Airways A220-300 at the gate at CHS | IMAGE: Dave Hartland
Once we cleared security, we made our way to the gate just in time to see our inbound aircraft arrive several minutes ahead of schedule from PVD.
The boarding area was surprisingly full for a Monday night flight to the West Coast from Charleston. The response to the CHS-LAX route has been overwhelmingly positive, prompting an increase from two to four weekly flights between the two cities. Breeze launched LAX service from CHS in the summer of 2023 as a seasonal route.
Breeze has invested heavily in CHS since its launch. The carrier, which considers CHS a focus city, boasts an average of 15 daily departures to 22 nonstop destinations.
A Breeze Airways Airbus A220-300 Taxies to the gate at CHS
After the inbound passengers deplaned and the prep began for the upcoming transcon flight, boarding for Flight 770 started promptly at 1855.
As a family traveling with a small child, we took advantage of early boarding. We made our way down the jet bridge and stepped on board the immaculate Airbus A220-300. Once on board, we were greeted warmly by one of three flight attendants who would be working our flight. The other two flight attendants were helping passengers find their seats as the plane began to fill up.
I was excited because this was my first time flying with Breeze and flying on an A220. Two things immediately caught my eye as I took my seat. First, the A220 is a beautiful aircraft. Delivered new to Breeze in October 2022, this A220 (reg. N216BZ) features 12 “Nicest” seats (Breeze Ascent) in a 2-2 configuration, 45 “Nicer” seats with extra legroom in a 2-3 configuration, and 80 “Nice” standard seats also in a 2-3 configuration. Breeze’s interior is simple but bold, crisp, and eye-catching.
Breeze Airways Airbus A220-300 Interior | IMAGE: Breeze Airways
The other thing I noticed was the attire of the cabin crew. The all-male crew wore dark slacks with what appeared to be striped T-shirts and sleeveless vests. While this was not a bad thing, my first impression was that Breeze wanted to present a casual, comfortable, and modern image with its cabin crew.
We were seated in 25D, E, and F. One of the things I appreciate most about Breeze is its family seating policy. Each flight has a “family section” located in the last five rows of the aircraft. If you are traveling with a child, you can select your seats in this section in advance at no cost. Breeze is the first airline in the United States to offer this.
The family section with available seats on board a Breeze Airways Airbus A220-300 | IMAGE: flybreeze.com
For everyone else, advance seat selection ranges between $10 and $59 for “Nice” seats, $30-$99 for “Nicer” seats, and $50-$399 for an upgrade to “Nicest” and Breeze Ascent. If you choose not to pay for advance seat selection, you will be assigned a seat for free at check-in.
An On-Time Departure
A Breeze Airways Airbus A220-300 takes off | IMAGE: Breeze Airways
The smooth and efficient boarding process concluded five minutes before our scheduled pushback time. The crew secured the doors at 1918, and the captain greeted us over the PA system to inform us of some possible light to moderate chop during the first half of the four-hour, forty-eight-minute flight.
After a short fueling delay, we pushed back and began our taxi to Runway 15. We were number two for departure behind an American Airlines Boeing 737-800 to DFW. Once cleared for takeoff, we lifted off into the hazy South Carolina sky at 1941 local time. The Pratt & Whitney GTF engines practically whispered as we departed. As a first-time A220 passenger, I was thoroughly impressed with the sound (or lack thereof) of the engines at full throttle.
Immediately banking south and then west, we had a bird’ s-eye view of Boeing’s sprawling 787 factory at CHS. We continued our ascent until settling in at FL340 for our ride out west.
The Breeze In-Flight Experience
On board Breeze Airways Flight 770 from CHS-LAX | IMAGE: Dave Hartland
By this time, the first of two in-flight services had commenced. Breeze provides complimentary water, coffee, or tea. Everything else is available for purchase unless you’re in Breeze Ascent, where food and beverages–including alcohol–are free.
Non-alcoholic drinks begin at $4, while beer, wine, and other adult beverages start at $9.50. Standard snacks, such as chips and candy, cost $4.50, while premium snack boxes sell for $10. Although I did not purchase any food or drinks, I must say that the meat and cheese spread looked delicious.
An ad for the Barbie movie on Breeze Airways | IMAGE: Breeze Airways
High-speed Wi-Fi is available to purchase for $8. Customers traveling on a Nicer or Nicest fare receive complimentary Wi-Fi. Messaging is free, as is in-flight entertainment on your device. The TV and movie selections are impressive and helped the time fly by (plus, I finally got to see what all the fuss with Barbie was about. Meh. Don’t judge me.) The Wi-Fi stopped working twice during the flight, but both outages were brief as the cabin crew quickly rebooted the system.
As of summer 2024, Wi-Fi is available on most of Breeze’s A220-operated flights. The carrier plans to equip all of its A220s with Wi-Fi by the end of the year.
Wi-Fi is not available on Breeze’s Embraer ERJ-190/195 aircraft. However, as mentioned earlier, the carrier is streamlining to an all-A220 fleet and has announced it will end scheduled E190/195 operations in early September.
Each seatback features a USB-C charging port, keeping my iPhone at full battery for the entire flight.
Navigating past thunderstorms at FL340 over northern Mississippi | IMAGE: Dave Hartland
The A220’s extra-large windows provided spectacular views as we chased sunset across the southern United States. As expected, we navigated past some impressive storms and hit some light to moderate turbulence over northern Mississippi that necessitated a climb to FL360.
Thankfully, the weather soon cleared, and the second half of the flight was very smooth, which allowed the seat belt sign to remain off for the duration of the flight. As daylight faded, beautiful blue LED mood lighting illuminated the cabin.
The large windows of the Airbus A220 afforded us incredible views | IMAGE: Dave Hartland
I was particularly impressed with the cabin crew, as they all seemed to pay extra special attention to young flyers like my six-year-old son. Every time they passed by our row, they asked him how he was doing and gave him a high-five or a fist bump. One of the FAs even asked him what his favorite candy was, and he soon returned with a box of M&Ms, which I thought was an incredibly nice gesture. Toward the end of the flight, the same flight attendant presented my son with an airplane sticker (what happened to pins?) that he proudly affixed to his backpack. I was so impressed with the crew and their attention to ensuring our family had an enjoyable experience on board.
About an hour or so from landing, the cabin crew changed the color of the mood lighting and began the second service.
The cabin crew on board Breeze Airways work second service on board Flight 770 | IMAGE: Dave Hartland
Arriving at the Hot Mess that is LAX
Pulling into our gate at LAX | IMAGE: Dave Hartland
Following the second service, the crew prepped the cabin for our initial descent into LAX. Thanks to favorable upper-level winds, we were running significantly ahead of schedule. However, our hopes of an early arrival were dashed when the captain informed us that ATC was slowing all arrivals wayyyyyy down due to heavy traffic.
Sure enough, our final approach seemed to take an eternity. After finally receiving clearance to land on Runway 25R, we (very) slowly made our way to touchdown. With wheels down at 2137 local time, we then taxied to Gate 201B. Flight time was 4:56.
As usual, LAX was a hot mess. We had to wait for our gate to open, causing a 15-minute hold short of gate arrival. Finally, at 2158, we arrived at the gate, sandwiched between an EVA Air Boeing 777 and a Qantas A380. Although our arrival was 28 minutes behind schedule, Breeze is in no way to blame for the delay. LAX is, well…LAX.
We gathered our belongings, said goodbye to the crew, and walked up the jetbridge into the chaotic terminal. Navigating through a mass of humanity, we made our way to the shuttle bus stop, which would take us to baggage claim. Thirty minutes later, we arrived at baggage claim.
Unfortunately, we had to wait nearly 90 minutes for our bags. Again, I do not blame Breeze Airways for this, as passengers from other airlines experienced similar delays. Instead, we chalked it up to the inefficient horror show that is LAX.
A Breeze Airways Airbus A220-300 pushes back at LAX | IMAGE: Los Angeles International Airport via Facebook
In a Sky Full of Competitors, Breeze Airways Stands Out
A Breeze Airways Airbus A220-300 | IMAGE: Breeze Airways
My impression of Breeze Airways is that they offer something truly exceptional. As a frequent flyer with ULCCs, I know what to expect, but Breeze stands out even among its low-cost rivals.
Although Breeze is firmly in the ULCC category, it distinguishes itself with fantastic service and a fresh, modern product. And my flight to LAX wasn’t just a fluke experience. Exactly one week later, we encountered the same cabin crew on our redeye flight back to CHS. On the shuttle bus to the gate, the FA that had given my son the M&Ms recognized him, gave him a high five and later offered him another box of M&Ms, which he gladly accepted.
Perhaps it doesn’t take much to impress me, but this certainly did.
If this level of service is consistent company-wide, Breeze Airways is set for long-term success. Despite being a young company still in search of its first profitable quarter (though it recently saw its first profitable month), Breeze Airways clearly has a winning formula.
One might even say flying with them was a Seriously Nice™️ Breeze.
… I’ll see myself out.
Breeze Airways Airbus A220-300 captain and first officer | IMAGE: Breeze Airways
C-130s land on an Arkansas Highway as part of an exercise
Air Force Special Operations Command and numerous units recently conducted some interesting training exercises in Arkansas. Watch these C-130s land on an Arkansas highway!
During the training exercise on 4 August, participating crews accomplished multiple landings and takeoffs. Watch some onboard video below!
A historic first for the AC-130J Ghostrider Gunship
A closed 3-mile portion of Arkansas Highway 63 provided the perfect runway for the exercise. It is located in the town on Bono. The exercise was part of the multinational Air Force training exercise Operation Emerald Warrior.
Photo credit arkansas dot
One of the participants was an AC-130J Ghostrider Gunship from the 1st Special Operations Wing at Hurlburt Field, Florida.
Special Tactics Airmen from the Wing established and secured a landing zone on the highway, followed by arrival of a C-146A Wolfhound and MC-130J Commando II from the 492nd Special Operations Wing.
1st Special Operations Wing airmen conduct Forward Arming and Refueling Point operations during Emerald Warrior 24 FTX II highway landing operation in Bono, Arkansas, August 4, 2024. The ability to refuel aircraft in contested spaces is a critical element of Agile Combat Employment (Usaf photo by Senior Airman Ty Pilgrim)
The MC-130J crew then set up a Forward Arming and Refueling Point (FARP), as the AC-130J came in to land, same as they would in a combat situation.
After landing, the C-130 was quickly refueled, rearmed, and took off.
Usaf photo by Airman 1st Class Saisha Cornett
Simulating operations on non-traditional runways and areas with limited accessibility
“This demonstrates to our adversaries that we can meet them anytime, any place, anywhere, without the need for traditional runways to project air power,” said Col. Patrick Dierig, commander of the 1st Special Operations Wing.
The 189th Airlift Wing of the Arkansas Air National Guard also participated, demonstrating their capability to provide humanitarian aid and disaster relief to remote locations with non-traditional runways.
189th aw c-130h landing on arkansas hwy 63 (photo credit arkansas state police)
In under 2 hours, 8 of their pilots flying a C-130H conducted numerous landings and takeoffs. They closed off 3 miles of highway, using 5,000 ft as their landing strip.
“This exercise validated our proof of concept as a capability,” said Col. Jay Geaney, Arkansas Air National Guard director of staff and a C-130H pilot. “I’m proud of our team that planned, coordinated, and executed this training.”
U.S. Air Force photo by SrA Emily Crawford
Numerous military and state agencies were involved
Numerous military and state agencies were involved to support, including Little Rock Air Force Base’s 19th Civil Engineer Squadron fire department and LRAFB’s 34th Combat Training Squadron.
In addition, the 189th Airlift Wing’s Safety Flight, the Arkansas Department of Transportation and Arkansas State Police also assisted. Craighead County Sheriff’s office, and the Lawrence County Sheriff’s office were also involved.
There are a number of aging terminal facilities around the United States. One terminal though is approaching close to a century of use! Hollywood Burbank Airport (BUR), originally opened as United Airport in 1930. Initially, it served as the largest commercial airport in the Los Angeles area until it was surpassed by Los Angeles International Airport (LAX) in 1946.
The airport’s original terminal was designed in a Spanish Revival style and was dedicated with significant fanfare. The opening featured a special air show, during that Memorial Day weekend in 1930. There was no expense spared for opening day. The banners, crowds and media all added to the spectacle.
Who Owned The Hollywood Burbank Airport?
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Originally known as United Airport, the Hollywood Burbank Airport was owned by the United Airports Company of California. The company was a subsidiary of the Boeing Air Transport and National Air Transport, both of which were part of United Aircraft and Transport Corporation.
Hollywood Burbank was the largest airport in the Los Angeles area for many years. That record lasted until December 5th 1946, when the Los Angeles (LAX) terminal was opened.
At that time, (BUR) had two main runways: one measuring 6,886 feet (north-south) and another 5,802 feet (east-west). These runways have supported the airport’s continuous operation, accommodating a variety of aircraft over the years.
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The airport has undergone several name changes as its passed through the sands of time. Some of these names included the Union Air Terminal and the Lockheed Air Terminal. Many more owners and new names were to come and go. Here’s a complete list of the name changes over the years.
The Years Of Name Changes At Burbank
Burbank’s airport terminal might be the same but the name on top of the terminal has changed many different times. Like most things in Hollywood, the only constant is change.
1930-1934: United Airport 1934-1940: Union Air Terminal 1940-1967: Lockheed Air Terminal 1967-1978: Hollywood-Burbank Airport 1978-2003: Burbank-Glendale-Pasadena Airport 2003-2017: Bob Hope Airport 2017-present: Hollywood Burbank Airport
Hollywood-Burbank Airport has seen a lot of other changes. Since its opening it has continued to evolve, catering to both domestic and short-haul international flights. Various airlines such as Southwest, American, Delta, United, Alaska, Spirit and JetBlue operate there.
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The original Hollywood-Burbank Airport has two main terminals. Terminals A and B offer a combined number of fourteen gates. Terminal A houses gates A1 to A9, and Terminal B has gates B1 through B5. That’s a total of 14 gates for the airport’s multiple carriers.
Both terminals currently feature Check-in counters, cramped security checkpoints, baggage claim areas as well as several retail shops with expensive offerings.
Burbank’s Title As the Oldest Commercial Terminal Might Not Be For Long
In order to keep up with demand a new terminal is already under construction. The new state-of-the-art facility is expected to open in October 2026 and will replace the existing terminals. The new terminal will offer enhanced passenger amenities, improved security, and increased capacity.
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A new terminal will be a welcome relief for passengers at Burbank. We do have to consider though that starting in 2026, a piece of aviation history will be history. Visit it while you can and buy a $9 latte while you wait for your flight!
