In this installment, we take a look at the Grumman F9F Panther in Korea. Specifically, how the Panther became the first United States Navy (USN) jet aircraft to see air to air combat and score victories.
But before we get into that, here’s some quick background on Grumman’s first jet-powered ‘Cat’.
A Fast Feline
Development of the Grumman F9F began near the end of the Second World War. Jet-powered aircraft were coming to the fore in the aeronautical world, and Grumman was eager to jump on the jet bandwagon.
Grumman’s original jet design, the G-75, was to be a two-seat nightfighter for the United States Navy (USN). Though the Navy selected the Douglas F3D Skyknight, Grumman was awarded a contract for two G-75 prototypes in April of 1946.
Designated XF9F-1 by the USN, Grumman soon decided that the G-75 lacked potential, and development was abandoned. In its stead, Grumman submitted the G-79 to the USN, and the contract was altered to substitute the new design.
XF9F-2 Bu.No. 122475, first flight, 21 November 1947 – Project 914 Archives (S.Donacik collection)
Three prototypes of the G-79 would be built: two under the designation XF9F-2 and the third as the XF9F-3. First flight of the XF9F-2 took place in 1947, and the type entered operational service two years later, in mid 1949.
The passing of a year or so would see the F9F Panther in Korea.
Panthers of VF-51 at Naval Air Station San Diego, 1949. Jet #109, third from the end, was flown by Lt.JG Plog on the first combat mission for the F9F Panther in Korea – National Naval Aviation Museum
First Combat Mission For the F9F Panther in Korea
The Korean War began at dawn on 25 June 1950 when the Korean People’s Army (KPA) crossed the 38th parallel into South Korea.
Anchored in Hong Kong Harbor, USS Valley Forge (CVA-45) was the closest USN aircraft carrier to Korea. ‘Happy Valley’, as she was called, left Hong Kong on 26 June. After stops at Subic Bay in the Philippines and at Okinawa, she arrived off the coast of North Korea on 1 July 1950.
Among the squadrons embarked as part of Carrier Group Five (CVG-5) on ‘Happy Valley’ was VF-51 Screaming Eagles. They and their sister squadron, VF-52 Knightriders, were the first outfits to fly the F9F Panther in Korea.
Panthers of VF-51 aboard USS Valley Forge, July 1950 – Naval History and Heritage Command
On the morning of 3 July, VF-51 would fly the first combat sorties for a jet-powered USN aircraft. The targets that morning were airfields in the area of Pyongyang, North Korea.
Flying as high cover for CVG-5 Skyraiders and Corsairs attacking Heijo Air Base, were eight VF-51 F9F-3s. They would soon engage enemy aircraft for the first time.
First Blood For the F9F Panther in Korea
Several North Korean Yak-9s were able to get into the air. Two were quickly destroyed by Lieutenant Junior Grade (Lt.JG) Leonard H. Plog and Ensign (Ens.) Elton W. Brown.
Damaged North Korean Yak-9P at Kimpo Air Base, 1950 – Australian War Memorial
Your author has come across accounts of these combats from numerous sources, and there is some conflict in chronology and minor details. But the essentials are as follows, in each pilot’s words.
Lt.JG Plog:
“A second Yak-9 taxied out of the hangar and took off from the taxiway. I banked over to my right and pulled up behind him. By the time I got into firing position he was well airborne, about 350 feet in the air.”
The pilots of VF-51 had been strafing the airfield, enabling Plog to to catch this Yak so quickly and close to the ground. He continues:
“I was in perfect position and let loose a short burst from the four 20mm cannon. I got a couple of lucky hits on his starboard wing and it just peeled away. The Yak flipped over and crashed into the ground.”
F9F-3 BU.NO. 123071, THE JET THAT LT.JG PLOG FLEW THAT DAY – U.S. NAVY PHOTO
A Quick Follow-Up
Ens. Brown tells of how he bagged a Yak that had attacked Lt.JG Plog:
“I saw him at three o’clock, coming in. He passed over me and fired bursts at Plog who, by then, had turned for home. I made a 360-degree turn and went after him. I rolled out on his tail, had the throttle all the way up, and closed on him pretty fast.”
FOUR-SHIP OF F9F-3 PANTHERS FROM VF-51 – NATIONAL NAVAL AVIATION MUSEUM
‘Tis an interesting illustration of the speed differential between jets and props. And a simple but clear description of how the jet pilots could easily outmaneuver the Yaks. Brown continues:
“I had time only for a short burst. It blew his tail off. The aft section came off and the main fuselage went into a steep dive. He was on fire. The tail came flying back at me. I flew between his tail and main fuselage, and then headed for home.”
And thus was blooded the Grumman F9F Panther in Korea…
The legendary Tomcat had quite a career with the U.S. Navy. Stories of the plane and its crews will live on for years to come, and one interesting tale is that time an F-14 intercepted a Concorde.
In the late 1980s the Iran-Iraq war was in full swing. The U.S. was in the middle trying to protect the flow of commerce in the Persian Gulf, where half the world’s trade in oil was shipped. Each side wanted to take out the other’s tankers, because oil was a primary revenue source.
Neither side was happy that America was getting in the way either, trying to protect the oil we too depended on.
USS Starke attack (dod photo)
On May 19, 1987, a crew from Iraq conducted an aerial attack on the frigate USS Stark (FFG-31). They killed 37 sailors, and injured another 21. The ship was operating in a war-free zone of the Persian Gulf. The Iraqis claimed they thought it was an Iranian oil tanker.
The Iraqis used a business jet for the attack
Initially it was believed that the Iraqis attacked with a Mirage F1 fighter jet. What they actually used was a Dassault Falcon 50, a business jet. Code-named “Suzanna”, the aircraft was modified and equipped with the weapons system of the Mirage F.1EQ-5.
Suzanna, via tom cooper
From that point on, U.S. Navy ships in the gulf were closely watched over with air cover by F-14s. Any and all potential threats were aggressively intercepted.
While Washington was worried about fighter jets, the Office of Naval Intelligence was more worried about Suzanna. Or others like it. Not only was the Persian Gulf on high alert, but so was the Red Sea.
F-14A Tomcats with vf-32 (dod photo)
Concorde, meet the F-14
The Iran-Iraq war ended in 1988, but the Gulf War was beginning. It started with Operation Desert Shield on 2 August 1990, leading to the buildup of troops and defense of Saudi Arabia.
That same month, a pair of VF-32 Tomcats were returning from a training sortie in Saudi Arabia. They received a call from a cruiser in the north Red Sea about a potential threat approaching at high-speed from the north.
A VF-32 F-14A Tomcat on patrol off of the aircraft carrier USS JOHN F. KENNEDY (CV-67) during Operation Desert Shield (dod photo)
“We were well to the northeast of the ships and, from what I could tell, in the best position to execute an intercept,” recalled Parsons in the book. “I got an immediate lock on an extremely fast and high-flying aircraft. The TCS could not resolve the ID, but I had a 300mm camera lens in my bag and broke it out.”
Looking out of the starboard side, he locked onto the white contrail high above with his camera and zoomed in, like any good photographer. That’s when he confirmed what the aircraft was. It was a supersonic Concorde!
The mighty concorde (british airways photos)Photo from david parsons of the concorde on his intercept in an f-14 tomcat over the red sea in august 1990
F-14 Intercepted a Concorde, But Why?
With the mystery solved, the Tomcats left the supersonic airliner to its flight. It will forever be a mystery why a Concorde thought it would be wise to fly over such a tense region of the world, where one war had just ended and another was brewing.
The Concorde crew were probably completely oblivious to what was occurring below them. They had no idea that F-14s from the U.S. Navy were watching them.
On 23 August 1983, a quite attractive little jet took to the air in Mojave, California. The small, twin-engine jet was called the Skyfox. It was finished in a white and gray paint scheme with black cheat stripes.
Realized in 1982 by Flight Concepts (LP), the Skyfox project was initially managed by a related company, the Skyfox Corporation. In late 1985, the project was licensed to Boeing, and the little jet came to be known as the Boeing Skyfox.
A Venerable But Aging Trainer
In the late 1970s and early ’80s, many air forces around the world were still flying the Lockheed T-33. In its original role as a trainer, the type excelled, even some thirty years after its introduction. As a light combat aircraft, the T-33 served admirably and was still fairly relevant at the time.
USAF Photo – Camera Operator: MSGT Jose Lopez Jr.
Nevertheless, some operators of the T-33 were looking to upgrade, and there were numerous comparable aircraft available. Most were newer designs, and all were in one way or another more attractive than the venerable ‘ole T-Bird.
Enter the Skyfox
A fella named Russell O’Quinn saw the T-33 for what it was: an aging design that still held much potential. With this in mind, he set out to develop an upgrade package for the type.
Russell O’Quinn – Test pilot/inspirational speaker Facebook page
The idea was to modify an existing T-33 airframe with modern equipment and updated design features. These changes were meant to increase efficiency and effectiveness, while reducing operating and support costs.
In 1982, O’Quinn partnered with investor Gilman Hill and formed Flight Concepts (LP). A design and production team consisting of former Lockheed employees was assembled. Many of these fellas, including the type’s designer, Irvin Culver, had participated in the original T-33 program.
Boeing Skyfox Modifications
At the time, Canadair-built CT-133s were more readily available than Lockheed-built T-33s. So a large number of surplus Canadian CT-133s were acquired, with CT-133 N12414, ex-RCAF 21160, being utilized as the Skyfox prototype.
Steve Williams photo
Modifications to N12414 were completed in early 1983 by the Flight Concepts team. She received a new registration, N221SF, in January of that year, with her first flight taking place the following August.
project 914 Archives (S.Donacik collection)
Perhaps the most significant modification to the Boeing Skyfox was the engine change. The CT-133 was powered by a single Rolls-Royce Nene 10 mounted inside the rear fuselage. (Lockheed-built aircraft were powered by an Allison J33-A-35.)
The single Rolls-Royce was replaced with two Garrett TFE731-3A turbofans, each mounted externally on either side of the mid-rear fuselage.
The Garretts were not only more fuel efficient but also much more reliable. They weighed less, produced more power, and were easier and less expensive to maintain than a single Allison or Rolls-Royce.
The use of two engines provided an increased level of operational safety. In addition, mounting them externally opened up the interior of the mid and rear fuselage. This allowed for a significant increase of internal fuel capacity.
But Wait, There’s More…
Some air forces had been using the T-33 as a light combat aircraft, and it was highly competent in that role—competent but somewhat limited.
The Skyfox would provide much improved combat capability. An optional tactical package allowed the Skyfox to carry, fire, and drop a wider variety of things that go boom.
Gerrit Kok collection
Other mods ranged from simplified fueling, complete rewiring, and updated hydraulics to structural and aerodynamic refinements. The latter almost entirely altered the T-33’s basic appearance and gave the Skyfox her distinctly ‘foxy’ shape.
Also, in and around the cockpit: modern avionics across the board. From flight instruments and controls to navigation and communication systems. There were lotsa new switches, buttons, knobs, and dials. Heck, I’m willing to bet there were even cup-holders.
Boeing Skyfox: Cost-Effective and Convenient
The Skyfox was offered either as a fully converted aircraft, assembled by Flight Concepts (and later, Boeing), or as a conversion kit. Both options were considerably less expensive than acquiring totally new airframes offered by the competition.
If you were already a T-33 operator, a kit was both the least expensive and most convenient option. They allowed greater control over the conversions, and for more customized work based on specific needs. Also, the modifications could be performed on your own schedule.
Project 914 Archives (S.Donacik collection)
To summarize: a Skyfox conversion offered significantly improved performance, endurance, combat capability, and maintainability over a standard T-33. And for far lower flyaway, operating, and support costs than those of the competition.
No Takers, and Boeing Dumps the Skyfox
The initial marketing campaign, handled by the Skyfox Corporation, generated little interest. So Boeing was approached, and in late 1985, a licensing agreement was reached between the two parties.
Boeing would market and produce the airplanes and kits, and Skyfox would receive royalties from each modified airframe or kit that was sold.
The USAF had expressed some small interest in the design, and Portugal actually signed a letter of intent to purchase twenty conversion kits.
Steve Link photo
But even Boeing’s significantly more robust marketing machine proved insufficient, and no other potential buyers could be found. The project stalled, and Boeing axed Skyfox, terminating its contract with the Skyfox Corporation in December 1987.
A lawsuit ensued, with Flight Concepts and Skyfox Corporation as plaintiffs. No need to go into details here: long story short, the ruling was in favor of Boeing.
Abandoned & Derelict
From there, information becomes scarce. From 1998 to 2007, the sole prototype was registered to Russell O’Quinn’s Flight Test Research Inc. (FTR). O’Quinn established FTR in the 1960s in Long Beach, California, moving to Mojave, California, in 1966.
The FAA records for the Skyfox’s registration number, N221SF, indicate a Colorado address associated with Gilman Hill. You may recall him as O’Quinn’s partner in the Skyfox venture.
So clearly, the two remained friends through the whole ordeal and kept up their association, as well as what appears to be dual ownership of the Skyfox.
Chuck Stephens photo
However, this begs the question: was the Skyfox prototype ever actually acquired by Boeing as part of the deal? Perhaps it was simply ‘loaned’ to Boeing for use in the marketing and PR stuff. More digging is required.
In any event, the little jet sat derelict for many years at Rogue Valley International–Medford Airport in Oregon. (Formerly Medford–Jackson County Airport.) In latter years, she sat forlornly, without engines or nacelles.
Preserving the Sly ‘Ole Fox
In 2021, the Palm Springs Air Museum acquired the Skyfox with intentions to restore it for static display. Apparently, Russell O’Quinn and his family donated it to the museum. Sadly, O’Quinn went West in April 2022.
By early 2024, the museum had been able to source replacement engines and fabricate new engine nacelles. As of this writing, all that remains is to paint the Skyfox in her original livery, and the jet will be ready for display.
John Olafson photo
Sure, the Skyfox may have been a failure. But it succeeded in building something of a cult following over the decades, and your author numbers among them. So he’s happy to see that this highly interesting artifact of aviation history has now been preserved for future generations to discover.
Including Pan Am Flight 6 and US Airways Flight 1549, There Have Only Been a Handful of Similarly Miraculous Outcomes in Aviation History
We all know “Sully” became a hero when he ditched his US Airways Airbus A320 on the Hudson River after birdstrikes took out both engines on Flight 1549 in 2009. However, Sully was not the first pilot to ditch an airliner without losing a passenger or crew member.
One of the lesser-known but equally amazing instances of a ditching with all souls on board surviving the event occurred on 16 October 1956, when a Pan American World Airways Boeing 377 Stratocruiser (N90943 Pan Am number 943) flying as Pan Am Flight 6 was forced to ditch in the open Pacific Ocean roughly halfway between Honolulu and San Francisco.
Thanks to YouTuber PeriscopeFilm for uploading this Coast Guard film about Pan Am Flight 6.
Equipment Switch Leads to Trouble Over Open Ocean
The flight originated at Philadelphia as a Douglas DC-6B and proceeded to Honolulu after a stop in San Francisco. The flight switched equipment to the 377 Clipper Sovereign of the Skies for the trip back to San Francisco.
Just after passing the decision point, the flight experienced engine problems that forced the crew to shut down the first one and later the other outboard Pratt & Whitney R-4360 engines (1 and 4). Unable to make San Francisco or return to Honolulu due to reduced power and a windmilling prop on number 1, a May Day call was broadcast by the crew.
Photograph courtesy Boeing
The Coast Guard Cutter Standing By
Maintaining the United States Coast Guard (USCG) mid-Pacific vigil at Ocean Station November that night was the Owasco-class Coast Guard Cutter Pontchartrain (HWEC-70). Fortunately for the passengers and crew of Flight 6, the Pontchartrain was able to prepare to assist the survivors after the Sovereign ditched.
During the previous year, a 377 (Pan Am 845/26) had been forced to ditch off the Oregon coast. That aircraft broke up when the tail section broke off the airframe on initial impact. The crew of the Sovereign moved all passengers forward, leaving the tail empty of passengers.
A Boeing 377 Stratocruiser in flight, the same type involved in the Pan Am Flight 6 incident | Photograph courtesy Boeing
Preparations for a Dicey Ditching
After flying orbits around the Pontchartrain until sunrise to burn off fuel, which would allow the plane to float longer on the water, the pilots flew several practice approaches to determine the lowest possible speed at which the 377 would remain controllable for ditching.
At 0540 local time, the pilot in command, Richard Ogg, radioed the Pontchartrain saying he was preparing to ditch the aircraft. In order to align the approach of the 377 into the wind for the lowest possible approach speed and to help Ogg determine his height above the water, the Pontchartrain used firefighting foam to indicate 315 degrees on the surface of the Pacific.
The ditching of Pan Am Flight 6 | Official US Coast Guard Photograph
Incredible Skill and a Bit of Luck Combine for Best Possible Results
A veteran pilot with more than 13,000 flight hours over 20 years in the air, Ogg made his approach and ditched at 0615 local time. All on board the Sovereign survived the ditching with minimal injuries despite the aircraft breaking into two large pieces just aft of the wing trailing edge after one wing hit a swell and caused the 377 to rotate.
The crew and passengers deployed three life rafts. Everyone was into life rafts within minutes, and the Pontchartrain’s crew assisted with boats from the cutter. By the time the wreckage sank 20 minutes after impact, all souls on board the Sovereign were in Coast Guard care.
USCGC Pontchartrain (WHEC-70) | Official US Coast Guard Photograph
Heroic Cutter and the Crew of Flight 6
The Pontchartrain bore the passengers of Pan Am Flight 6 to their original destination, San Francisco, several days later.
The flight crew of the Sovereign of the Seas was 43-year-old pilot and card-carrying Badass Captain Richard N. Ogg, 40-year-old First Officer George L. Haaker, 31-year-old navigator Richard L. Brown, 30-year-old flight engineer Frank Garcia Jr., 30-year-old Purser Patricia Reynolds, 24-year-old stewardess Mary Ellen Daniel, and 23-year-old stewardess Katherine S. Araki.
The F4D Skyray was a Great Performer But Timing was Not on Its Side
The date was 16 April 1956. The place was Naval Air Station (NAS) Moffet Field near San Francisco. Then and there, US Navy Composite Squadron THREE (VC-3) Gray Knights became the first Navy squadron to achieve operational status with a sensational new bat-winged jet fighter- the Douglas F4D-1 Skyray or Ford. The new jet would go on to become the first carrier-based aircraft to hold a world absolute speed record (752.944 miles per hour) and the first such aircraft capable of exceeding the sound barrier (Mach 1) in level flight. How the Skyray got there is the meat of the story.
VF-13 F4D-1s in flight. Image via US Navy
Luftwaffe Roots
Two Douglas aerodynamicists, Gene Root and Apollo M.O. “Amo” Smith, went to Paris to assess aerodynamic data captured from the Germans after their surrender in 1945. The two men found the wind-tunnel test data obtained from several tailless German prototypes along with the Messerschmitt Me-163 Komet rocket-powered interceptor. Root and Smith also discussed designs with Dr. Alexander Lippisch, the man behind the Komet and many of the German delta wing and tailless designs. Lippisch had reportedly been influenced by Indonesian zanonia seeds.
Me-163B Komet. Image via US Air Force
The Perfect Moniker
After returning to the States, Root and Smith began working on a delta-winged interceptor. When in 1947 the Navy Bureau of Aeronautics (BuAer) request for a short-range high-altitude carrier-based interceptor, Douglas leveraged the recent delta wing research to quickly draw the D-571. Teaming with renowned Douglas designers Ed Heinemann and R.G. Smith, the D-571 was redrawn as the D-571-4 for the BuAer request. BuAer issued a contract for two prototypes under the designation XF4D-1. All it took was one look at the wing planform of the jet to hang the name Skyray on it.
XF4D-1. Image via US Navy
Resembling a UFO
The prototypes were built under a curtain of unusual secrecy, including screening of information released to the public about the program. In October 1950 the first XF4D-1 prototype was rolled out. The jet wasn’t a flying wing. It wasn’t a true delta wing either. People said it looked like a valentine heart or even the ace of spades. The XF4D-1 had no horizontal tail so pitch was controlled with hydraulically-boosted elevons on the trailing edge of the wing. In the event of a hydraulic system failure, the control stick could be extended so the pilot had the additional leverage needed to wrestle the system.
F4D-1. Image via US Navy
Ground-Breaking Features
Other design characteristics included thick wing roots containing engine air intakes combined in the fuselage to provide air for a single turbojet engine. Splitter plates were fitted to production aircraft to reduce turbulence down the intakes. Both wings and the fuselage contained fuel. The wings, swept at 52.5 degrees, were fitted with leading edge slats to provide additional life at low speeds. Pitch trimmers and air brakes were mounted inboard close to the engine exhaust.
Marine Corps skyray. image via us navy
The Propulsion Solution
The pitch trimmers were normally locked in the full up position on takeoff and landing. Wings were capable of folding for carrier storage. The engine initially chosen for the Skyray was the ill-fated Westinghouse J40. Thankfully, unlike the McDonnell F3H Demon, the F4D design had enough room to accommodate the larger, more powerful, and far more reliable Pratt & Whitney J57 engine- various versions of which powered the 421 Skyrays built by Douglas at their plant in El Segundo, California.
VF-102 F4D-1s. Image via US Navy
Gunfighter
The Skyray was armed with four Colt M12 20 millimeter cannons, but these were often removed and the gun ports covered. The jet was equipped with the AN/APQ-50A search/single-track radar tied to an Aero 13F fire control system. Under the jet were three pylons on each wing and a centerline pylon. Total maximum external load was 4,000 pounds. Two 300 gallon drop tanks were often carried on the middle wing pylons.
F4D-1. image via us navy
The Texaco Skyray?
Though capable of carrying bombs and other air-to-ground ordnance, Skyrays weren’t usually so loaded. Fords did often carry Raytheon AAM-N-7 Sidewinder heat seeking air-to- air missiles. The F4D-1 was not equipped with an internal refueling probe, though the jet was capable of carrying external tanks with refueling probes attached to them. Later in their careers, Skyrays were also fitted with a spool for towing a target sleeve or dart-style tow target.
VF-162 A4D-1. Image via US Navy
For the rest of the Ford story bang NEXT PAGE below
A Commercial KC-10 comeback could be a possibility
KC-10s might make a comeback commercially. At least, that’s what USAF Gen. Mike Minihan hinted to lawmakers earlier this month, testifying for the House Armed Services Committee.
Air Mobility Command has been exploring the idea of commercial aerial refueling, including with old KC-10 tankers. Most KC-10s are already retired and stored at the Davis-Monthan AFB “Boneyard” in Arizona.
KC-10 could make a comeback commercially.
The 60th Air Mobility Wing (Travis AFB, Ca) is the last active-duty wing to operate the aircraft. They will retire the last KC-10 later this year, as the USAF transitions to the KC-46 Pegasus as part of the Air Force’s recapitalization of its tanker fleet.
KC-10s were workhorses of the USAF for decades
The plane was a workhorse of the USAF for decades. It was vital in the U.S. military’s global reach and power projection capabilities. They had a long range and carried a large fuel load. It was common for crews to spend 12 hours or more on a single sortie.
Official US Air Force photograph
The massive aircraft is best know for its primary role as an aerial refueler, but it’s also great for moving large loads of cargo and passengers. Its cargo capacity nearly matches the C-17.
The aircraft was critical in supporting combat missions, but it also served well in humanitarian support. It could move tons of food, water, meds, clothing, blankets, construction equipment, roof trusses… virtually anything needed for a humanitarian mission, anywhere.
KC-10s Might Make a Comeback Commercially 43
Needless to say, the KC-10 fleet was not retired for poor performance, but budget pressures. The fleet was relatively small compared to the KC-135. The KC-46 replacing the KC-10 reduces the total types of tankers in the Air Force fleet from three to two.
New life for retired KC-10s?
When asked by lawmakers about using them for commercial refueling, Gen. Minihan agreed it’s a good idea. He said there is enormous value in aircraft that have the potential to provide readiness in the commercial sector, and added that initial work on the idea has already begun.
Official US Air Force photograph
“The analysis on the oversight and the certification is what’s next,” said Minihan. “We now have enough data to do that.”
Gen. Minihan also wants to “make sure that with commercial refueling, that we don’t decrement the readiness of those in uniform flying the tankers.”
In plain English that means ensuring airmen don’t suffer reduced training and experience, as a result of handing missions to a commercial operator.
U.S. Air Force photo
“I think we’ll get to a point where we can make a holistic approach to commercial air refueling,” he added.
Additionally, KC-10s going into commercial operations would not require any modifications to be able to conduct air refueling or cargo missions. There is really no logical reason NOT to support the idea.
The U.S. Military already uses two commercial companies for aerial refueling
Currently, Omega Air and Metrea are already serving commercial aerial refueling needs for the DOD, with tankers acquired from other nations. In service to the U.S. they cannot refuel planes supporting combat; they can only refuel for training or exercises.
The Navy and Marine Corps have been using commercial refuelers for nearly 20 years.
A commercial KDC‐10 tanker aircraft refuels a U.S. Air Force F‐16 Fighting Falcon from the 51st Fighter Wing, enroute Commando Sling 23 at Paya Lebar Air Base, Singapore, Nov. 6, 2023. This was the first ever contracted aerial refueling of USAF fighters (courtesy photo)
A Usaf MC-130J assigned to the 1st Special Operations Squadron, Kadena Air Base, Japan approaches an Omega KDC-10 commercial air-to-air refueler over the Pacific Ocean to receive fuel over for the first time, March 10, 2024 (usaf photo)
The KDC-10 transited from Osan Air Base, Republic of Korea to Andersen Air Force Base, Guam and completed four successful, safe contacts with the B-52 and MC-130J.
Commercial air is a must for U.S. Indo-Pacific Command operations, given the nature of the theater
According to Pacific Air Forces, “leveraging the capability of commercial air-to-air refueling allows the USAF to increase warfighter readiness in the priority theater and around the globe.”
Omega kdc-10 (usaf photo)
“To compete and win, the Joint Force needs resilient and diverse ability to get the warfighters where they need to be when they need to be there,” said Lt. Col. Matthew Spinelli, 49th Test and Evaluation Squadron commander, Barksdale Air Force Base, Louisiana.
“Having an additional means and capacity depth in our air refueling and logistical movements is critical to success. Long range bombers now have additional means to get into and out of theater rapidly and ultimately offers the joint force more presence, firepower, and mass of force a higher consistency. Commercial air is a must for U.S. Indo-Pacific Command operations given the nature of the theater.”
Commercial KC-10s would join just a few DC-10s left in service around the globe
A commercial KC-10 comeback would mean that the active fleet of the DC-10 type around the world would grow substantially. As of July 2024, less than ten DC-10s remain in active service in niche roles such as firefighting and the Orbis medical MD-10 providing hospital services in disadvantaged areas around the globe.
Chicago Midway Airport is a one mile square piece of land in the middle of a neighborhood. What’s the Biggest Plane to land at Chicago Midway Airport?
Nestled in a neighborhood on the south west side of Chicago is Chicago Midway International Airport. This airport has been affectionately referred to as a ‘postage stamp’ due to its tiny footprint relative to most other airports in the United States.
Chicago Midway Airport
The airport features four runways at each corner of its one mile square. The longest runway tops out at less than 6,500 feet. While it is long enough for daily operations of single aisle airliners like the Boeing 737 and Airbus A320, it’s not really large enough to handle much bigger.
Midway occasionally sees Boeing 757s
An American Trans Air 757-200.
Photo: Justin Cederholm
Back in the late 1990s and early 2000s, the Boeing 757 was a daily visitor to Chicago Midway Airport. American Trans Air or ATA regularly flew both the Boeing 757-200 and even larger 757-300 into the field.
The jet stuck out like a sore thumb because of its size but its well-known short field performance meant that it was a relatively benign operator into the field.
While 757s are less common today, both United and Delta still occasionally fly their 757s into Midway on charter flights as you can see in the video below.
When you’re done reading this story, check out our latest posts:
An Airbus A300B arrives at Midway Airport on 3 October 1973 as part a promotional tour.
Back on 3 October 1973, Midway saw its largest airliner. The A300 prototype landed at Midway as part of a promotional tour in the United States.
Fully loaded, an Airbus A300B is a 300,000 lb aircraft. The airliner typically seated 210 to 250 in a three class, dual aisle arrangement. Many people (including avgeeks) incorrectly assume the the A300B was the largest plane ever to land at Chicago’s Midway Airport.
So What’s the Biggest Plane At Chicago Midway?
The answer might surprise you. It’s actually not an airliner at all. And you can still occasionally see this plane land at Chicago’s south side airport.
The answer is: The C-17 Globemaster III. This Air Force airlifter is massive with a length of 174 feet and a wingspan of 169 feet. Fully loaded, the jet tops out at 580,000 lbs.
While a fully loaded C-17 would comfortably require more distance for takeoff at Midway, the jet can still pick up cargo and comfortably land and takeoff from the airport. The C-17 has the ability to land on relatively short runways, as little as 3,500 feet.
The C-17 typically lands at Midway to support VIP movements. You might see the jets there this month as the President and Vice President prepare for the Democratic Convention that will be held in Chicago.
On Sunday, 1 August 1943, 177 USAAF B-24 Liberators departed their bases near Benghazi, Libya and headed out over the Mediterranean Sea toward Romania. Their targets were the oil refineries near Ploesti. The operation was called TIDALWAVE.
That day would prove disastrous for the USAAF, and came to be known as ‘Black Sunday’.
Target Analysis
Early on in the Second World War, allied Intelligence revealed a highly significant fact concerning Axis war industry in Europe. Estimates determined that oil refineries at Ploesti, Romania supplied one-third of Germany’s oil and fuel requirements.
Within the first few months of the USA’s entry into the war, an attack on Ploesti had been proposed. This resulted in a small-scale raid against the refineries in June of 1942.
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HALPRO and the First Ploesti Raid
The raid was flown from Egypt by B-24 crews of the Halverson Detachment, or as it was more commonly known, the Halverson Project (HALPRO).
Named after its commanding officer, Colonel Harry A. Halverson, HALPRO’s purpose was to send B-24 Liberators to Eastern China early in the war. From there, they were to bomb Japan. But when the Japanese captured their intended base, the whole thing was called off.
The bombers were already en route at the time, and had reached the Middle East. They were ordered to remain in the region, and ultimately formed the nucleus of the 376th Bombardment Group.
Combat Debut For the B-24 Liberator
A force of 13 HALPRO B-24 Liberators departed Fayid Egypt on 12 June 1942, headed for Ploesti. One ship apparently experienced some sort of difficulties and bombed the harbor at Constanta before turning away.
Original image: Everything B-24
The remaining ships were able to hit the target, though weather affected navigation, and the bombing was not entirely accurate. Defenses were light, with some little flak and a few enemy fighters encountered.
Its mission complete, the force then headed for Habbaniyah, Iraq, per the plan. However, some ships, damaged or low on fuel, landed at alternate fields in Iraq and Syria. A total of 4 landed in neutral Turkey and were impounded, their crews interned. Three of the impounded ships are shown below.
The HALPRO raid against Ploesti saw the first use of the B-24 Liberator in combat by American forces. It was also the first heavy bomber operation flown by the USAAF in Europe.
‘Twas a proverbial pin-prick, and did little significant damage. The raid was considered a failure, and Army brass were not impressed. It didn’t seem that the ‘big bombers’ could play a significant part in winning the war.
But it was just the beginning. Just one operation. Failure or no, it proved that such operations were feasible, and likely to be more effective with a larger attacking force.
TIDALWAVE
The prospect of destroying the refineries at Ploesti came up again during the Casablanca Conference in January of 1943. Sufficient resources were unavailable at the time, however, and the idea was shelved for a short while.
Despite this, planning for another mission to Ploesti began as early as March of 1943, with the proposal of two different plans. A high-level attack by a medium-size force flying from bases in Syria, and a low-level attack by a larger force, flying from bases in Libya.
The latter plan was chosen for a number of reasons, among them the element of surprise. Fly low, avoid detection, get in quick, hit ’em hard, get out. TIDALWAVE would prove to be one of the most audacious USAAF operations of the war. And among the most costly.
The B-24 Liberator Again Takes the Stage
At the time there were two heavy bombers in use by the USAAF: the Boeing B-17 Flying Fortress and the Consolidated B-24 Liberator.
national archives and records administration
The mission would be flown over a distance of roughly 2,100 miles. So the B-24 was chosen for its greater range, which could be extended by installing extra fuel tanks in the bomb bay.
The Ninth Air Force had two B-24 outfits in Libya: the 98th and 376th Bombardment Groups. Each was based near Benghazi, Libya which would be the starting point for the mission.
Those two groups wouldn’t be enough to do the job, however, so three more were borrowed from the Eighth Air Force in England. The 44th, 93rd, and 389th Bombardment Groups were given the task, and departed for Libya in June of 1943.
national archives and records administration
Crews were initially puzzled by orders that saw them flying low-level practice missions, which was highly unusual for heavy bombers. But full understanding soon came when the target and plan of attack were revealed.
The Plan
The B-24s would depart their bases in Libya and head north, crossing the Mediterranean and Ionian Seas. After passing the island of Corfu they would climb over the Pindus Mountains of southern Albania, continue across southern Yugoslavia, and into southwestern Romania.
Descending to very low level and turning east, they would head to a point northwest of Ploesti. From there, a final turn to the east, and the force would split up, heading toward individual targets at minimum altitude. Then home.
Timing and synchronization were key to the success of the mission. Radio silence would be strictly enforced. And maintaining cohesive formations, flying as one force, was vital.
national archives and records administration
The Mission – Off to a Bad Start
On the morning of the mission, several aircraft were ‘chalked in’, bringing force strength up to 178 aircraft. One Liberator was lost right off the bat when an engine failed and caught fire shortly after takeoff.
Another inexplicably fell into the sea during the trip across the Mediterranean. This ship, named ‘Wongo Wongo!’, flown by First Lieutenant Brian W. Flavelle of the 512th Bombardment Squadron, 376th Bombardment Group is shown below.
Project 914 Archives (S.Donacik collection)
This loss had a grave impact on the entire mission. ‘Wongo Wongo!’ carried the lead navigator for the entire force, First Lieutenant Robert F. Wilson.
A ship that had descended to check for survivors almost collided with another B-24, fell behind, and was unable to regain formation. ‘Twas another blow to the mission, as this ship carried the force’s backup navigator.
Confusion ensued, and cohesion of the formation began to break down. Orders for strict radio silence prevented coordination in reassembling formation, compounding the problem.
More Misfortune
The island of Corfu came into sight, then the Albanian coast. Here, Mother Nature’s whim came into play. The Pindus Mountains were shrouded in cloud. Several aircraft, unable to regain formation after the crash of ‘Wongo Wongo!’, struggled to gain altitude and aborted.
The rest ascended to a safe altitude above the mountains. But the lead groups, the 376th and 93rd, had to throttle up considerably to do so, pulling far ahead of the others.
They had also caught a tailwind. And upon descending to 500 feet after crossing the Pindus, they found themselves barely within sight of the trailing groups.
The not-oft-seen photo below was taken from a B-24 Liberator of the 389th Bombardment Group while en route to Ploesti.
national archives and records administration
By the time the 376th and 93rd Groups reached Romania, they were roughly twenty minutes ahead of others. The plan had called for a one-minute spread across the entire force.
Navigational Error of the B-24 Liberators
The careful timing and synchronization so meticulously worked into the plan had been thrown off, and then some. Now, it would be thrown right outta the window.
Along the planned route running northeast, three cities, Pitesti, Targoviste,and Floresti served as checkpoints for the final turn toward Ploesti.
The 93rd and 376th Groups turned too early, however, at Targoviste, and headed toward Bucharest. The 44th, 98th, and 389th Groups continued on to make the turn at Floresti.
Some immediately recognized the error, and crews from both the 376th and 93rd broke radio silence, attempting to call attention to it. But their calls went unheeded for a time.
First, one ship from the 376th turned northeast toward Ploesti, soon followed by the entire 93rd Group. The rest of the 376th did the same a good while later, but wound up approaching Ploesti from the southeast.
First Blood
That lone Liberator from the 376th Group was the first B-24 to reach the target that day. Called ‘Brewery Wagon’ and flown by First Lieutenant John Palm, the ship approached the refineries and came under heavy ground fire.
maxwell.af.mil
The Liberator was hit badly, killing the navigator, Second Lieutenant William K. Wright, and bombardier, Second Lieutenant Robert W. Merrell. Palm was determined to drop his bombs on a worthy target, “come hell or high-water”, he later said.
But Hauptmann Wilhelm Steinmann of JG 4 was patrolling the area in a Messerschmitt Bf 109, and caught sight of the stricken Liberator. He attacked, finishing the bomber off. Palm was wounded, losing a leg. But his co-pilot, Second Lieutenant William F. Love, was able to set the ship down in a field.
Though Wright and Merrell were killed, Palm, Love, and the rest of the crew survived and were taken prisoner. Here’s a photo showing ‘Brewery Wagon’ at Benghazi on the morning of the raid.
national archives and records administration
B-24 Liberators Fly Straight Into Hell
The 93rd and 376th ships approaching from the south mostly wound up attacking targets of opportunity, then turning to the southwest to head home. They had taken heavy losses from the innumerable defending flak positions.
As the 44th, 98th, and 389th Groups approached their specific targets as planned, they found them already burning. Some searched for alternate targets, but many drove straight into the inferno and bombed their assigned targets as best they could.
national archives and records administration
Enemy defensive fire was not the only hazard. The thick black smoke from burning oil, combined with the low altitude at which the bombers were flying, produced a recipe for disaster.
Collision with barrage balloon cables and tall ground structures such as smoke stacks was almost inevitable. Their own bombs also presented a danger, especially when a ship would pass over a delayed detonation.
Aircraft were crisscrossing all over the place, trying to avoid these obstacles as well as other maneuvering B-24s. There were accounts of ships flying into billowing black clouds, failing to emerge on the other side.
Army.mil via Wikipedia
Others described choking, acrid smoke permeating the interiors of the planes, and how men were roasted by the intense heat. Almost quite literally.
Eyebrows, mustaches, and five o’clock shadow were all singed. Exposed skin was burned red by the heat, which reached upwards of 200 degrees Fahrenheit.
Again, heavy losses were suffered, both to the enemy and to misfortune.
Project 914 Archives (S.Donacik collection)
Remaining B-24 Liberators Heading Home
All the surviving Liberators would turn southwest after their bomb runs and attempt to escape the area. There were many small groups of two or three aircraft, and many others went it alone.
Flak positions continued to hammer away at the fleeing B-24s, as did fighters, both German and Romanian. Numerous losses were suffered on the return trip, some as far out as the Ionian Sea, where five Liberators were downed by Bf 109s of JG 27.
Even a number of Bulgaria’s Avia B.534s got into the tussle, scoring hits but no victories. Their rifle-caliber guns didn’t pack enough punch to knock down a B-24 Liberator.
Narodowe Archiwum Cyfrowe (National Digital Archives (of Poland)
Return to Libya, Seeking Refuge, and the Reckoning
Of the original force of 178 B-24s that took off from airfields around Benghazi, 88 returned. Some 55 of these were damaged to some extent, some quite heavily. Many would never fly again.
I’ve come across varying numbers as to aircraft losses, but it seems that 44-45 were lost to air defenses. A few others, such as ‘Wongo Wongo!’ were destroyed under other circumstances.
The rest made for friendly bases such as Cyprus, or came down in neutral Turkey (7 aircraft) where crews faced internment.
Aircrew losses were 310 killed, 108 captured, and 78 interned in Turkey. Apparently 4 others were taken in by Tito’s partisans in Yugoslavia.
Accolades
Among the awards given to participants of this raid were 56 Distinguished Service Crosses and 41 Silver Stars.
The Medal of Honor was awarded to five men:
Lieutenant Colonel Addison Baker (posthumous) Major John Jerstad (posthumous) Lieutenant Lloyd Hughes (posthumous) Colonel Leon Johnson Colonel John ‘Killer’ Kane
There could easily have been more.
national archives and records administration
What Did TIDALWAVE Accomplish?
The results of the raid saw a 40% decrease in Romanian oil production, but this was largely restored within months. And apparently there was an overall increase in production.
This was understated in a subsequent appraisal of the raid’s effectiveness, which concluded that there was “no curtailment of overall product output”.
Repairs to the refineries went relatively quickly and without interruption. Largely because of the grievous losses suffered by the attacking force. So many aircraft were lost or put out of commission, that any sort of immediate follow up attacks were out of the question.
So, despite what allied newsreels may have indicated, the operation was deemed a failure. A failure that served to help strengthen Allied resolve in destroying Axis oil production.
Perhaps most importantly, lessons were learned. The USAAF never again attempted such an audacious low-level raid with heavy bombers in Europe.
More attacks on the refineries at Ploesti were made by the heavies, beginning in April of 1944. But this time, the B-24 Liberators, and B-17 Flying Fortresses were sent in to do the job the way they knew best. Dropping alotta things that go boom, all in one spot, and from high up.
This isn’t a joke. Spirit Airlines today unveiled a new fare structure, business class, and overall strategy as it looks to emerge from its failed merger attempt with JetBlue. The discount airline’s latest offerings comes as ultra low cost carriers and low cost carriers across the country are looking to capture more of the growing premium market.
Spirit is looking to differentiate itself in the evolving airline market and move away from its previous ‘bare fare’ or bare bones offerings.
First things First: Spirit Introduces Domestic First Class
Spirit Airlines will introduce a domestic first class service to accompany their Big Front Seat. Image: Spirit Airlines
While this might surprise some readers, Spirit Airlines is introducing essentially a domestic first class product, equivalent to a true business class product.
The service is called “Go Big”. Go Big is a rebranding of their existing Big Front Seats that are already installed in their first two rows of every Airbus in their fleet. According to Spirit, this service will deliver “the best value in the sky and includes a Big Front Seat®, snacks and drinks, including alcoholic beverages, one carry-on bag, one checked bag, priority check-in and boarding, and streaming access through the fastest Wi-Fi of any U.S.-based airline.
The Big Front Seat features enhanced comfort with wider seats, extra legroom, additional seat cushioning and no middle seat. Go Big will be available to book and experience starting Aug. 16, with snacks and drinks included and priority check-in launching on Aug. 27.
And They’re Adding European First Class
Spirit is also emulating Frontier in introducing a practice that is already common in Europe. Spirit will create a section of their cabin called “Go Comfy.”
Go Comfy is a brand-new seating option that offers increased comfort and space with a guaranteed blocked middle seat, one carry-on bag, one checked bag, priority boarding, and a snack and non-alcoholic beverage. Go Comfy will be available to book starting Aug. 16 and experience beginning Aug. 27.
Two Additional Sets of Fare Offerings For Everyone Else
Image: Spirit Airlines
Spirit is also offering “Go Saavy”. This product is a standard coach offering that “provides the choice of either one carry-on bag or one checked bag and standard seat selection during booking. Go Savvy will be available to book and experience starting Aug. 16.”
At the lowest level, Spirit is offering “Go“. Go offers the greatest affordability for those who want to keep it simple with the flexibility to purchase any of the following options: checked bags, standard seat selection, Wi-Fi, and snacks and beverages.
Spirit’s new fare classes at a glance.
Go will be available to book and experience beginning Aug. 16. At this fare class, you will not be able to bring any carry on but you can pay to check a bag.
The airline is also moving to a more friendly fee structure. It is eliminating change or cancellation fees for all guests, allowing up to 50 pounds for all checked luggage and extending all future travel vouchers for up to 12 months.
Not the First Time Spirit Has Offered Business Class
Vintage Spirit livery. Photo: Anthony92931
While this may surprise some of you, this isn’t the first time that Spirit has offered more upscale service. When the airline was first formed in the early 1990s, it offered two class cabin service, much different than the ultra low cost carrier that it eventually evolved into today…err, yesterday!
Curious about the early days of Spirit? Check out our article below.
Australia discount airline REX has entered voluntary administration. The airline flies a fleet of Boeing 737-800 aircraft for Austrialian domestic routes and Saab 340s on regional routes.
All flights that operated the Boeing 737 are cancelled. Regional routes will however continue as scheduled for the time being.
Virgin Australia will step in to help REX customers
On 30 July 2024, REX announced the suspension of Boeing 737 services across Australia. The move will impact thousands of customers who had scheduled travel with the airline.
Fortunately, REX coordinated travel options with Virgin Australia prior to entering administration. In a Facebook post, Virgin Australia states that all tickets on REX can be rebooked as long as the move is made by 14 August.
Virgin Australia further announced that they will seek to transfer three REX Boeing 737 aircraft into Virgin Australia’s fleet in order to handle the anticipated need to replace REX’ service and capacity.
REX previously had 8 737-800 aircraft in their fleet. The additional three jets would mean that Virgin Australia’s fleet would expand to a total of 92 Boeing 737 aircraft.
About REX
REX AIrlines is Australia’s largest regional carrier. They “arose from the ashes of the collapse of the Ansett Group when two of its regional airlines , Hazelton and Kendell Airlines, were rescued to form Rex in August 2002.” In 2021, the airlines began flying Boeing 737 aircraft on domestic routes throughout Australia.
The combination of intense competition, a new fleet type, and challenging economic conditions proved to be too much for the airline. REX is not the only airline to fail recently. Earlier this year, Bonza also entered administration and stopped flying. The airline operated a fleet of Boeing 737 NG and MAX aircraft as well.
Your author grew up in the 1980s, during the latter half of the Cold War. As a fledgling wingnut who craved imagery, some of the most fascinating photos he came across showed Tupolev Tu-95 Bear intercepts.
There was just something about seeing those big, lumbering, yet majestic bombers mingling with sleek jet fighters that caught the imagination.
With the end of the Cold War and fall of the Soviet Union, the Russkies got outta the harassment business. So intercepts came with less frequency, then seemed to stop altogether, and your author’s air-mindedness turned elsewhere.
The past decade and a half have seen a resurgence of long-range ‘combat patrols’, as the Russians call them. The Tupelov Tu-95 came back to the forefront of my mind, and I began to wonder: how many Bears are still flying?
A Tupolev Tu-95 strategic bomber being intercepted by a US F-22 in 2019 | IMAGE: NORAD
Eagles and Bears Playing Cat and Mouse
The USA and the former Soviet Union were constantly probing each other’s airspace, testing and evaluating the other’s defenses. Soviet aircraft also routinely shadowed US Navy assets across the globe.
A US Navy F-14 Tomcat escorts a Russian Tupolev Tu-95 | IMAGE: US Navy
On the Soviet side, there were numerous types involved in this aerial game of cat and mouse over the decades. Among them were the Tupolev Tu-16 ‘Badger’ and Tu-95/Tu-142 ‘Bear’, Ilyushin Il-38 ‘May’, and Myasishchev M-4 ‘Bison’.
In the myriad intercept photos I’d come across during the 1980s, ’twas the Bear which appeared more than any other. And it’s the same today.
The Tupolev Tu-95 Bear’s Combat Debut
Russia and the former Soviet Union have been involved in numerous conflicts since the Tu-95 came into service. And it probably was flying in support of some or all of them.
Tupolev Tu-95 on display with weaponry | IMAGE: Russian Ministry of Defense
It’s interesting to note that the Tu-95’s combat debut didn’t come until the war in Syria began in 2015. Along with the Tu-160 Blackjack, the Tu-95 has flown hundreds of sorties, launching cruise missiles at ISIL targets.
How Many Bears Were Built?
Since the Tu-95 first flew back in 1952, apparently more than 500 have been constructed, though I’m unaware of the exact number. Production ran for four decades, coming to an end in 1993.
Most Bears were Tu-95s of various description. The majority were missile carriers, while others filled the reconnaissance and electronic warfare/surveillance roles.
The Tu-142 was a maritime reconnaissance variant that doubled as a sub-hunter. If you’re a Tom Clancy fan, this variant was portrayed in the film adaptation of The Hunt for Red October. About 100 Tu-142s were built.
Tu-142 – Royal Air Force Photo
In the late 1950s, an airliner derivative of the Bear was developed as the Tu-114, with 32 being constructed. Most were used by Aeroflot, but all had been retired by 1991.
Two Tu-95s were also converted to carry passengers concurrently with the Tu-114. These were designated Tu-116.
Tu-114 – Hugo van Gelderen photo – Nationaal Archief (Dutch National Archives)
Rounding out the Bear family is the Tu-126 ‘Moss’, an air early warning (AEW) variant based on the Tu-114. Twelve of these were constructed in the 1960s, and the last was retired in 1984.
Tu-126 – San Diego Air & Space Museum
So, How Many Bears Are Still Flying?
As of this writing in July of 2024, I dunno exactly how many Bears are still in the air. But the figures that I keep coming across are:
55 in 2020 60 in 2023
That includes some Tu-142s, as there have been a few intercepts of those made by the Brits over the last few years. The most recent was in August of 2023.
A Tupolev Tu-95 strategic bomber being intercepted by a Eurofighter Typhoon | IMAGE: Royal Air Force
Since the Russian invasion of Ukraine began in February of 2022, at least one Tu-95 has been destroyed by a Ukrainian drone attack. At least three others were damaged, all at Engels Airbase near Saratov, Russia.
Sergey Krivchikov photo
If current plans hold, the Tu-95 will remain in service with the Russian Air Force into the 2040s. Though how many will still be flying at that time is anyone’s guess.
Editor’s Note (Updated November 2025): Recent assessments of Russia’s Tu-95 Bear fleet must now account for significant losses from Ukraine’s Operation Spider’s Web, a sophisticated long-range drone strike orchestrated by the Security Service of Ukraine (SBU). The operation, which involved smuggling over 100 UAVs into Russia and launching them from concealed positions near key airbases, destroyed four Tu-95s at Olenya airbase in Murmansk Oblast and three or four more at Belaya airbase in Irkutsk Oblast on 1 June 2025. These strikes, totaling seven to eight confirmed losses, represent a substantial reduction in Russia’s operational strategic bomber force and further complicate efforts to determine how many airworthy Tu-95s remain in service today.
Built to replace Grumman’s venerable S-2 Tracker antisubmarine aircraft, the Lockheed S-3A Viking entered service on 20 February 1974 with Air Antisubmarine Squadron FOUR ONE (VS-41) Shamrocks.
The first operational deployment of a Viking-equipped squadron took place when VS-21 Fighting Redtails went to sea with Carrier Air Wing ONE (CVW-1) aboard the modified Kitty Hawk-class carrier USS John F. Kennedy in 1975.
The Viking would go on to serve for 42 years.
Sixteen of them were modified for the electronic warfare role as ES-3A Shadows. Six of them became long-range carrier on-board delivery (COD) US-3As. However, the majority of fleet Vikings, or “Hoovers”, spent most of those years either finding things that needed finding or passing gas that needed passing. This is the story of one of those fleet Vikings.
VS-33 S-3A. Image by US Navy
The Last S-3A Viking Built
Is it proper to say the last of the last? In the case of this particular aircraft, perhaps.
The very last of 186 S-3A Vikings built by Lockheed for the US Navy rolled off the company’s Burbank production line during August of 1978. That aircraft, S-3A Bureau Number (BuNo) 160607 (CN 394A-1187), was accepted by the Navy that same year and was assigned to VS-22 Checkmates.
The Checkmates were part of Carrier Air Wing THREE (CVW-3) back then, and 160607 deployed seven times, at least some of them as side number 707, with VS-22 and CVW-3 aboard the Forrestal-class carrier USS Saratoga (CVA-60) and the USS John F. Kennedy (CVA-67).
VS-22 S-3A. Image by US Navy
In 1988, S-3A BuNo 160607 was converted to the S-3B specification by Lockheed, which added a number of new sensors, avionics, and weapons systems, including the capability to launch the McDonnell Douglas AGM-84 Harpoon anti-ship missile. The S-3B could also be fitted with a buddy store refueling pod for passing gas to other refueling probe-equipped aircraft.
After becoming an S-3B, BuNo 160607 went to a new squadron: VS-28 Gamblers. The Gamblers were part of CVW-6 at that time and the jet deployed four times, at least some of them as side number 702, with VS-28 and CVW-6 aboard the carrier USS Forrestal (CVA-59) before Forrestal was retired. VS-28 was disestablished on 1 October 1992.
VS-28 S-3B. Image by US Navy
From Pax River to NASA: The Final Viking Flying
After VS-28 was disestablished, the last Viking was re-assigned to the Naval Air Warfare Center (NAWC)- Aircraft Division at Naval Air Station (NAS) Patuxent River in Maryland. The jet served as a test platform and research aircraft at NAWC Pax River until she was retired in 2005.
The National Aeronautics and Space Administration (NASA) acquired her for research soon thereafter.
Today the last Viking built wears registration number N601NA and NASA tail number 601. Since then the remaining “War Hoover” S-3B Vikings in Naval service have all been retired- the last of them in 2016. N601NA is literally the very last S-3B Viking. BuNo 160607/N601NA may be the only aircraft that was both the last one of its kind built and the last one of its kind to be airworthy.
N601NA soon after acquisition by NASA. Image by NASA
NASA used the jet to study the effects of ice accretion on aircraft wings and tail surfaces, as well as to evaluate and validate anti-icing systems. Early research flights operated out of Aguadilla, Puerto Rico, where the aircraft was used to characterize icing conditions within the atmosphere’s tropical convective layer.
From 2015 through 2021, the last Viking was based at NASA’s Glenn Research Center alongside Cleveland Hopkins International Airport (KCLE) in Cleveland, Ohio. The aircraft was retired by NASA on 13 July 2021, following its final research flight, and today serves as a static display at the San Diego Air & Space Museum in California, bringing the operational flight era of the S-3 Viking to a close.
This video of the last Viking in flight at EAA AirVenture 2018 was uploaded to YouTube by AirshowStuffVideos.
N601NA visits the last three operational Navy S-3Bs at NAS Point Mugu in 2014. Image by US Navy
