When NATO Aircraft Practiced Their Driving Skills on West German Autobahns
Our quest for awesome aviation footage to share with Avgeekery Nation never ends. We’ve discovered some classic 1980s footage featuring NATO aircraft operating from, of all places, West German autobahns (highways). Now be advised that the audio (and the subtitles) are auf Deutsch, but don’t let that stop you from enjoying the landings, servicing, support equipment, and personnel arming the jets, and takeoffs from Autobahn A29 near Ahlhorn in 1988. The video was uploaded to YouTube by Bundeswehr.
Featured in the film are Luftwaffe F-4F Phantom IIs, Transall C-160 airlifters, Dassault/Dornier Alpha Jets, and Panavia Tornados. Royal Air Force Jaguars, Koninklijke Luchtmacht (Netherlands Air Force) General Dynamics F-16Bs, and US Air Force A-10 Warthogs (“Panzerknackers”) and McDonnell Douglas F-15A Eagles. At the ‘Highway Airfield’ are a mobile tower and radar systems as well as anti-aircraft missiles and gun tracks.
C-130 landing on highway strip autobahn A29. image via department of defense
These strips are usually 2 to 3.5 kilometer-long (1.2 to 2.2 mile) straight sections of the highway built with removable crash barriers instead of medians. Some strips are also equipped with taxiways and ramps. The roadways are reinforced and pre-positioned temporary airport facilities, such as mobile radar and control towers, are often co-located with the strips. Overpasses close to the strips are adorned with warning panels. We’ve featured the way the Swedes operate their tactical jets from roads.
Other countries who have utilized road surfaces as runways include Argentina, Armenia, Australia, Bulgaria, Chile, China, Cuba, Cyprus, Czech Republic, Estonia, Finland, France, India, Iran, Iraq, Israel, Japan, Jordan, Lithuania, North Korea, Pakistan, Poland, Singapore, Slovakia, South Korea, Sri Lanka, Switzerland, Taiwan, and the former USSR.
The claim that the American Interstate highway system was intended, built, or adapted for use as aircraft runways is an urban legend…as is the claim that the German autobahns were originally built for anything other than transporting supplies and war material- they were only adapted for use as airfields later.
highway strip on autobahn a29. image via department of defense
Did you have “spy balloon sparks international incident” on your 2023 Bingo card? We definitely did not.
However, in proving that truth is sometimes stranger than fiction, a spy balloon from China did just that as it drifted across the continental United States last week.
First spotted by a resident of Billings, Montana, on 01 February, the balloon set off a cacophony of theories as to what it was doing, who it belonged to, what it was carrying, and even whether it could be nefarious. Ultimately, the craft was shot down over the Atlantic Ocean by the United States military on 04 February as it exited off the coast of Myrtle Beach, South Carolina.
The incident led to a ground stop at several airports in the eastern Carolinas in what the U.S. Department of Defense called a “national security effort.”
Of course, the shootdown of the balloon on Saturday has not stopped rampant speculation over the exact nature of what China called a “civilian meteorological research mission.”
Yeah. Okay.
Anyway, we will let the authorities and pundits debate the unanswered questions as the investigation continues.
For now, let us take a trip back in time and explore the surprisingly fascinating history of spy balloons.
Spy Balloons During the Civil War
The Union Army Corps balloon Intrepid is filled with hydrogen at the Lowe Balloon Camp in Virginia | IMAGE: Library of Congress
Spy balloons are a relatively secretive aspect of military intelligence gathering, but they have a long and storied history dating back to the American Civil War. The use of balloons for military reconnaissance dates back to the 1790s, but it wasn’t until the mid-19th century that militaries began to realize their value as a tool for spying.
The first recorded use of a spy balloon was during the Civil War when both Union and Confederate forces used them to gather information on enemy positions and movements. Balloons were lifted into the air and equipped with telescopes or cameras to collect images and information from above. This data provided military commanders with a bird’s-eye view of the battlefield, allowing them to make better strategic decisions and coordinate their forces more effectively.
Leader of the Union Army Balloon Corps, Thaddeus Lowe, rises in the Intrepid on 31 May 1862 near Fair Oaks, VA | IMAGE: Library of Congress
Spy Balloon Technology Advances During the World Wars
A World War II German Observation Balloon | IMAGE: State Library of New South Wales
During World War I, the use of spy balloons became more widespread and sophisticated. The German army, for example, used balloons equipped with cameras to gather intelligence on Allied forces, while the British used balloons to monitor enemy troop movements and report on the effectiveness of their own artillery. Observers would often man the balloons, who would radio back the information they gathered to the ground, where it would be analyzed and used to plan operations.
In the interwar period, the development of lighter-than-air aircraft like blimps and dirigibles made spy balloons largely obsolete. However, they remained a valuable tool for military intelligence during World War II, particularly for the Allies. The British and American intelligence services used balloons to monitor the movements of German and Japanese forces, as well as to gather information on enemy infrastructure and supplies. The balloons, often fitted with cameras and other surveillance equipment, were designed to fly at high altitudes to avoid detection.
Spy Balloons Were Vital in Winning the Cold War
Launch of a Project MOBY DICK balloon at Holloman Air Force Base, New Mexico, circa 1955 | IMAGE: Public Domain
The United States used spy balloons during the Cold War to gather intelligence on the Soviet Union and its allies. The U.S. would launch the balloons into the air from super-remote locations. They would then float high above the Earth, transmitting data back to the U.S. for analysis.
The use of spy balloons was a response to the increasing threat posed by the Soviet Union during the Cold War. The U.S. government was concerned about the development of nuclear weapons and other military capabilities by the Soviet Union and sought to gather as much information as possible about the country’s activities. Spy balloons provided a cost-effective and relatively low-risk way of gathering this information, as they could launch from remote locations and were difficult to detect.
One of the most notable examples of a spy balloon mission was Project Moby Dick, which took place in the mid-1950s. This operation involved launching hundreds of balloons over the Soviet Union, each carrying a variety of sensors and cameras. The balloons flew at exceptionally high altitudes, where they were beyond the reach of Soviet anti-aircraft defenses.
Although the use of spy balloons was effective in gathering intelligence, it was not without its challenges. The balloons were vulnerable to high winds, which could cause them to crash or drift off course. Additionally, the Soviet Union developed countermeasures to detect and shoot down the balloons, making it more difficult for the U.S. to gather information.
Despite these challenges, the use of spy balloons remained a vital part of the U.S. intelligence-gathering efforts during the Cold War. Today, many of the technologies and techniques developed during this period continue to benefit modern surveillance and reconnaissance systems.
Spy Balloons in the Modern Era
BLAST (the Balloon-borne Large Aperture Sub-millimetre Telescope) on the ‘flightline’ at Esrange, Sweden on 12 July 2005 | IMAGE: No machine-readable author provided. Mtruch assumed (based on copyright claims)., CC BY-SA 3.0 , via Wikimedia Commons
Since the Cold War, the use of spy balloons declined as more advanced technologies like satellites and unmanned aerial vehicles (UAVs) became available. However, they have continued to be used for intelligence gathering in certain situations, particularly where satellites and UAVs are not practical or feasible. For example, spy balloons have been used in recent years to monitor border areas and gather information on natural disasters and other events.
One of the most interesting uses of spy balloons in recent years has been for environmental monitoring. Balloons equipped with sensors gather information on atmospheric conditions, such as temperature, pressure, and humidity, as well as monitor air quality and the presence of pollutants. This information is crucial for understanding the Earth’s atmosphere and how it is changing, and it has helped to inform environmental policy and decision-making.
The Future of Lighter-than-Air Aerial Espionage
The Geostationary Balloon Satellite floats at about 65,000 feet and receives data from a parabolic antenna base station. It rains down cellular data and can capture aerial video and imagery | IMAGE: Kcida10 (talk) (Uploads)., CC0, via Wikimedia Commons
In the years to come, the importance of spy balloons will only continue to increase as the demand for surveillance and reconnaissance capabilities evolve in an ever-more complex and interconnected world.
With the rise of terrorism, cybercrime, and other security threats, organizations and governments are seeking new and innovative ways to gather intelligence and protect their citizens. Spy balloons offer a cost-effective and relatively low-risk solution to these challenges, as they have launch capabilities from remote locations and are difficult to detect. Additionally, their ability to gather information from above and to operate in areas where other technologies are not feasible makes them valuable tools in a wide range of scenarios.
Despite these advantages, ethical challenges remain. For example, governments will need to address privacy and security issues, as spy balloons can collect sensitive information about individuals and organizations. Additionally, the development of countermeasures by potential adversaries will continue to threaten the effective use of spy balloons.
From the Civil War to the China Spy Balloon Crisis of 2023, spy balloons have a rich and fascinating history. From their use on the battlefield to their role in environmental monitoring, these lightweight and versatile aircraft have provided valuable information and insights in countless situations. While their use has declined in recent years with the advent of more advanced technologies, spy balloons will no doubt continue to play an important role in military intelligence and scientific research in the decades to come.
In the meantime, enjoy this hilarious collection of memes about the Chinese spy balloon.
A Coulson Aviation Boeing 737-300 tanker crashed on Monday during a firefighting mission in Western Australia.
According to a statement from the company, the two pilots on board the aircraft sustained minor injuries and were able to free themselves from the wreckage.
The Boeing 737-300 Fireliner (Registration: N619SW / MSN 28035) departed Busselton-Margaret River Regional Airport (BQB) in Busselton, Western Australia, at 1533 local time on Monday, 06 February. The aircraft was responding to a wildfire in the Fitzgerald River National Park when it went down around 1615 local time.
Fitzgerald River National Park is located on Australia’s southern coast. It is located approximately 285 miles southeast of Perth and 1,800 miles due west of Sydney.
Flight track of Coulson Aviation Tanker 139 on 06 February 2023 | IMAGE: FlightAware
Any Landing You Can Walk Away From is a Good Landing
Coulson Aviation Tanker 139 on the ramp | IMAGE: COULSON AVIATION
Local media reports indicate the two pilots were flown from the accident scene by helicopter to a hospital for assessment.
“Both pilots walked away from the crash and have been medically assessed,” Coulson CEO Wayne Coulson said in a social media post on Monday. “Our thoughts and our immediate concern are for those team members and their families. We’re very grateful the two team members on Tanker 139 are safe. We are offering all the support we can to our local and international crews. We’re also grateful for the support being provided by our firefighting and aviation industry colleagues in Western Australia.”
One of our 737 FireLiners, Tanker 139, operating in Western Australia was involved in an accident while tasked to a fire Monday, 6 February 2023. Both pilots walked away from the crash. More here: https://t.co/PsObuOuDOr
A Coulson Aviation Boeing 737-300 drops retardant on a wildfire | IMAGE: Coulson Aviation
There is no word on the cause of the accident. However, Tim Collins, owner of Perth-based Upstream Aviation, explained the hazardous nature of aerial firefighting to local media.
“The logistics of flying a large aircraft close to the ground in those kinds of conditions is extremely challenging,” Collins told WAtoday. “You’re flying at a fairly low speed; you can’t fly too fast; otherwise, the fire retardant will disappear out the back, and you get severe temperature updrafts and downdrafts and wind shear.”
Collins also added that if the tanker were experiencing a stall, it would have been challenging to recover due to the low speed and altitude of the aircraft.
The Aircraft was on its Third Mission of the Day
This Coulson Aviation Boeing 737-300 Fireliner was lost in an accident on 06 February 2023 | IMAGE: Coulson Aviation
According to FlightAware, the last transmitted altitude before crashing was 825 feet, with a speed of 106 knots. It was the tanker’s third mission of the day.
Coluson’s Boeing 737-300 Fireliner is a multi-use aircraft with a load capacity of 4,000 gallons of retardant or up to 72 passengers.
Southwest Airlines took delivery of N619SW in 1995. She would operate at Southwest until 2017 when she began service with Coulson Aviation.
Yesterday (Feb 1), Atlas Air Cargo took off from Boeing’s factory in Everett, WA with the very last 747 that will ever be made. But there was some interesting artwork painted below the cockpit.
It’s a tribute to Joe Sutter, known as the Father of the 747. He led the engineering team at Boeing that made the “Queen of the Skies” nearly 60 years ago.
Boeing, Atlas Air Paint Special Tribute on Last Built 747 16
Forever Incredible
Sutter and the thousands of folks on his team delivered a plane that would forever change history. And they did it in record time, for what was then the biggest plane in the world – 29 months from concept to rollout.
Sutter and his team became known as “The Incredibles” for the astounding job they did, the first to build and work on the 747. They didn’t even have a building to build the first plane in when they started! At times they would build the plane in snowstorms, while the building was being constructed around them.
Joe sutter, father of the 747 (boeing photo)
Sutter was the right guy for the job too, and had a hand in other commercial airline projects like the Dash 80, 707 and the 737.
He passed away in 2016, as many of The Incredibles have over the years. But their gift to the world is felt every single day by millions of people, directly or indirectly, and their example continues inspiring others.
One of the incredibles who worked under joe sutter and built the first 747s (photo: mike killian / avgeekery.com)
Some of The Incredibles were at the ceremony with Boeing this week in Everett, as the company honored them and their legacy. We had an opportunity to speak with some of them too, and will have a story up about that soon.
This summer, Icelandair will begin service to its newest North American destination: Detroit, Michigan.
Of course, Detroit Metropolitan Wayne County Airport (DTW) is a Delta fortress hub. So, naturally, it wasn’t long before the Atlanta-based carrier announced it would launch nearly identical service between the two cities.
Icelandair Will Operate Four Weekly Flights to Detroit
An Icelandair Boeing 737 MAX 8 departs Keflavik International Airport (KEF) | IMAGE: Icelandair Group
Icelandair will begin flights between Detroit and Keflavik International Airport (KEF) near Reykjavík, Iceland, on 18 May 2023, according to a press release from Icelandair Group.
The carrier will operate four weekly flights during the summer 2023 travel season, ending 30 October. Icelandair will deploy a 160-seat Boeing 737 MAX 8 on the route.
The westbound flight departs KEF as FI873 at 1655 on Mondays, Tuesdays, Thursdays, and Fridays, arriving in DTW at 1920, both times local. Flight time will be approximately six hours and 25 minutes.
Icelandair’s return flight will depart DTW as FI872 at 2030 and arrive at KEF the following day at 0630. The return flight has a block of six hours.
Once at Icelandair’s Keflavik hub, passengers can continue on to more than 25 destinations in Iceland, Greenland, the UK, and Europe. The carrier also allows customers to take advantage of its Stopover deal, which allows up to seven nights in Iceland at no additional airfare before continuing to their final destination.
Icelandair’s Boeing 737 MAX aircraft features 16 Saga Premium and 144 economy seats.
“Icelandair is pleased to offer Detroit a refreshing new choice when traveling to Iceland and beyond. Icelandair’s DTW service will allow passengers to travel to and from Europe in new, fuel-efficient planes with modern amenities, including gate-to-gate Wi-Fi and inflight entertainment available for all passengers,” said Icelandair chief executive Bogi Nils Bogason. “These new flights will not only help meet the demands of a growing Detroit but also offer more options for Midwestern business and leisure travelers connecting from the Midwest region. We look forward to welcoming Detroit aboard.”
Delta Defends its Turf
A Delta Air Lines Boeing 757-200 | IMAGE: Delta Air Lines
The dust had barely settled from Icelandair’s DTW announcement when Delta Air Lines unveiled their newest route: DTW to KEF.
Like Icelandair, Delta will fly four times weekly between Detroit and Reykjavík beginning on 15 May. The carrier will deploy a 193-seat Boeing 757-200 on the route, departing DTW as DL236 at 1955 on Mondays, Wednesdays, Thursdays, and Sundays, arriving at KEF at 0620 the following day, both times local.
Delta’s westbound flight will depart KEF as DL237 on Mondays, Tuesdays, Thursdays, and Fridays at 0805, arriving at DTW at 1055, both times local.
Delta will suspend its seasonal service on 27 October.
“Delta is excited to further connect the United States and Iceland with new service to our hub in Detroit,” a Delta Air Lines spokesperson said. “Launching in summer 2023, this route will bring the total number of flights between the countries to 36 weekly.”
Delta’s Boeing 757-200 features 193 seats, including 20 in first class, 41 in Comfort Plus, and 132 in economy.
Is there Room for Both Airlines?
An Icelandair Boeing 737 MAX 8 | IMAGE: Icelandair via Facebook
Although Iceland remains a tourist hotspot for North American travelers, it is unusual, to say the least, that two airlines would go head to head on a route like DTW-KEF.
The move by Delta was likely the carrier defending its turf as it tends to do in situations like this.
Delta already serves KEF via New York John F. Kennedy International Airport (JFK), Boston Logan International Airport (BOS), and Minneapolis-Saint Paul International Airport (MSP). Icelandair competes with Delta in all three cities.
The new service also does not mark the first time Delta has connected the two cities. The carrier last flew between DTW and KEF in 2003. Detroit is a brand-new destination for Icelandair.
Additionally, Detroit and Reykjavík were connected for a short time in the late 2010s by Wow Air, an Icelandic ultra low-cost carrier that operated between 2012 and 2019.
Whether or not there will be room for both airlines in Detroit remains to be seen. However, customers will surely benefit as the two carriers will likely slash fares to undercut one another.
To check fares or to book a flight, visit icelandair.com.
Frontier Airlines this week announced a new unlimited flight pass: for a flat fee of $399 per person, travelers can buy access to an all-you-can-fly fare.
The GoWild! Summer Pass, which applies to any domestic or international destination Frontier serves, offers significant savings to customers. The $399 pass is a limited-time introductory offer available only through flyfrontier.com for an unlimited number of flights between 02 May and 30 September 2023.
The announcement is welcome news for budget travelers as they face yet another summer of high gas prices and rising airfares.
According to the Denver-based airline’s website, customers wishing to utilize the pass can book and confirm domestic travel the day before departure. Customers can book and confirm their flight for international travel ten days before departure. It is ideal for business travelers and vacationers alike, who can easily book one-way weekend trips to visit friends and family, spur-of-the-moment trips to take a break from the office, or longer trips with multiple stops.
“Everyone loves summer vacation and, with the new GoWild! Summer Pass, you can enjoy even more of what you love,” said Daniel Shurz, senior vice president of commercial, Frontier Airlines. “For people with flexible schedules, this is a terrific opportunity to have a truly epic summer and then some, soaking up rays on the beach, exploring national parks, and visiting new cities.”
Each flight will cost $0.01 in airfare, plus applicable taxes, fees, and charges at booking. Customers will still be responsible for baggage fees, advance seat assignments, and other flight options.
Frontier CEO: A “Leader in Low-Cost Travel”
A Frontier Airlines A320 in Texas | IMAGE: Frontier Airlines
Frontier CEO Barry Biffle has expressed his confidence in the plan, calling Frontier “a leader in low-cost travel” and noting that the company’s array of deals will give customers “more flexibility and better incentives” when it comes to airfare.
In a statement, Biffle said, “At Frontier, we strive to provide our customers with options that suit their budget and lifestyle. The $399 all-you-can-fly pass is a great deal for those who love to travel and explore the world. We have a special place in our hearts for our customers, and this pass is a reflection of that.”
Any flights booked through the GoWild! Summer Pass will not be eligible to accrue FRONTIER Miles. However, the flights will count as activity and will extend the expiration date for those in the frequent flyer program. Additionally, flights will be subject to blackout dates.
Frontier Bets on Puerto Rico
San Juan Luis Muñoz International Airport | IMAGE: San Juan Airport
In other Frontier news, the carrier this week announced a major expansion to the U.S. territory of Puerto Rico. The expansion includes five new nonstop routes to San Juan, as well as service to two new cities: Aguadilla and Ponce.
New routes to San Juan’s Luis Muñoz International Airport (SJU) include flights from:
Additionally, Frontier will launch nonstop service to Aguadilla’s Rafael Hernández International Airport (BQN) from Tampa International Airport (TPA) and to Ponce’s Mercedita International Airport (PSE) from Orlando International Airport (MCO). Aguadilla and Ponce flights will operate 3x/week beginning 04 May.
Once service begins in May, Frontier will have 19 nonstop routes to Puerto Rico – more than any other carrier.
“Puerto Rico is a hugely popular destination for leisure travelers as well as the large population of Puerto Ricans residing in the U.S. who enjoy returning to the island to visit friends and family,” said Shurz. “It is a fantastic vacation destination with stunning beaches, historical sites, and the one-of-a-kind El Yunque National Forest. For those with family and friends on the island, we’re offering more options than ever to fly affordably and conveniently between a multitude of major cities and Puerto Rico.”
San Juan is enjoying a post-pandemic boom, with the number of passengers passing through SJU exceeding 10 million for the first time since 2007.
The last 747 that Boeing will ever make took off this morning with Atlas Air, flying from Paine Field, WA (flight number 5Y747, tail N863GT) and headed for Cincinnati, OH.
On the way, they wanted to honor the legendary Queen of the Skies and all who built, flew and worked with her for the last 50+ years. So they drew a giant queen’s crown with “747” underneath, over central Washington.
Atlas Air Draws Queen’s Crown in the Sky For Boeing’s Last 747 29
Nice touch, Atlas Air.
As we reported yesterday, the 747 program changed the travel and airline industries, and in doing so changed the world over the course of more than 50 years. Production is now history, but the queens still in service will be flying for decades (mainly the new ones flown by cargo airlines, such as Atlas and UPS).
BOEING EMPLOYEE JEFF BARLOW CAPTURING THE HISTORIC LAST 747 ON ITS LAST DAY WITH BOEING. PHOTO: MIKE KILLIAN / AVGEEKERY.COM
The plane is arguably the most beloved ever made. Even people who are not avgeeks usually know the 747. And for decades, an airline wasn’t even considered a serious contender by the public unless they had 747s.
747 was a huge gamble for Boeing, and paid off big time
In the beginning it was a make or break gamble for Boeing, and it nearly bankrupt them. But in the end, it all worked out, thanks in large part to “The Incredibles”, the mechanics who built the first 747s. Pan Am said if Boeing build it they’ll buy it, and they did, and so did nearly everyone else after.
PAN AM 747 OVER SAN FRANCISCO (PAN AM PHOTO)
Even NASA used modified 747s, taking space shuttles piggyback cross-country and even installing a flying telescope on another 747, called SOFIA. Both of those planes are in museums, at Johnson Space Center in Houston, TX, and Pima Air and Space Museum in Arizona.
SPACE SHUTTLE ENDEAVOUR HITCHING A PIGGYBACK RIDE CROSS-COUNTRY ON A MODIFIED NASA 747 SHUTTLE CARRIER AIRCRAFT (PHOTO: MIKE KILLIAN)
The jumbo jet has also served as Air Force One for years, flying 6 Presidents, and will continue doing so for many years to come.
Boeing is currently working on two new 747 Air Force Ones to deliver to the Air Force, but they are modified 747s from already produced airframes.
AIR FORCE ONCE 747 (MIKE KILLIAN PHOTO)
Production is over, but the 747 will fly on for years
Times of course change. Increasing fuel costs and newer plane types with better fuel efficiency and superior design tech have forced major airlines to move away from the 747.
Most now operate as cargo freighters. The global air cargo fleet is expected to grow by more than 60% over the next 20 years. But a few airlines still fly them for passenger travel. They include Asiana Airlines, Mahan Air, Lufthansa, Koren Air, Max Air and Air China.
Atlas air takes boeing’s taking Off with the last 747 boeing will ever make. Photo: Mike Killian / AvGeekery.com
“The 747 will forever hold a special place in aviation history,” said Stan Deal, president and chief executive officer of Boeing Commercial Airplanes. “Atlas Air began operations 28 years ago with a single 747 and it is fitting that they should receive the last, ensuring that the ‘Queen of the Skies’ plays a significant role in the global air cargo market for decades to come.”
Looking outside my window at 36,000 feet above the Brazilian countryside, my eyes were fixed on the bank of tall, billowing clouds that were getting closer by the second.
My heart began to race as I saw a couple of flashes of lightning in the clouds ahead of us.
A couple of bumps began to shake the plane very lightly.
Just then, the captain’s voice came over the PA system.
“Ladies and gentlemen,” he began, “please ensure your seat belts are securely fastened.”
For someone who analyzes every little word, action, and facial expression of a flight crew during a flight, I breathed a momentary sigh of relief since I could not detect any concern in the pilot’s voice.
“Flight attendants, please take your seats immediately,” the pilot added.
With those seven words, I immediately developed a cold sweat and a lump in my throat. After all, in all my flying experiences, it’s never a good thing when the pilots ask the flight attendants to take their seats mid-flight.
The flight attendants had been seated for just a few seconds when the plane entered the cloud bank and began to violently lurch in every direction.
Left, right, up, down…it was like we were riding a roller coaster. Only, I wasn’t lifting my hands in joy as we went down the hills. In fact, I gripped the seat in front of me so tight that I was surprised my fingers weren’t bleeding.
The shaking continued. Flashes of lightning illuminated the cabin of the well-worn VASP Boeing 737-200. Claps of thunder vibrated my seat.
Suddenly, the plane dropped so hard and fast that almost all of the overhead bins flew open, their contents strewn about the cabin like little toys. Everyone on board let out audible gasps and screams.
I could hear food, drinks, and dishes falling in the galley a few rows behind my seat.
I was sure this was the end. There would be no way we could recover from turbulence this bad. Surely the wings have been ripped off of this airplane, I thought to myself.
And then, after what seemed like three hours (in actuality, it was less than 60 seconds) of terror, we emerged from the clouds.
The shaking stopped and the plane leveled out.
Sunshine blasted through the windows into the cabin.
A few seconds later, the fasten seatbelt sign was turned off and the flight attendants cleaned up the cabin, closed the overhead bins, and continued their food and drink service as if nothing had happened.
For Nervous Fliers, Aerophobia Is a Very Real Issue
To most people on board that plane, that’s exactly what did happen.
But for some – like me – this incident took what was a slight anxiety about flying into a full-fledged fear. Paralysis, even.
Although that fateful flight was 24 years ago, I still deal with the effects of that minute of my life every time I fly. Every single time.
In fact, it was years before I was able to even set foot on an airplane again.
It wasn’t until I faced my fear that I could once again entertain the idea of flying.
For me, and more than 25 million other Americans, the fear of flying – or aerophobia – can be very frustrating. For some, it goes beyond frustration and can actually become utterly paralyzing.
Those who face extreme aerophobia do everything in their power to avoid having to fly for business or leisure. This affects their quality of life and can even affect their job, depending on how much travel it requires.
As an avid traveler, I decided I no longer wanted this fear to keep me from doing what I love.
Here are five ways that have helped me fly again with confidence.
1. Know Before You Go
A map showing pilot reports (PIREPS) of turbulence across the United States | IMAGE: turbulenceforecast.com
If you’re anything like me, the prospect of even a little bit of turbulence while flying is enough to send shudders through your body and make nervous fliers seriously consider taking Amtrak or Greyhound instead.
That’s why I spend a few hours before my flight researching flight conditions along my route.
Will there be high winds at my destination? Will thunderstorms affect my departure? What about clear air turbulence while cruising?
A plethora of resources exist online to obtain any type of weather information you desire before your next flight.
Find out what your route will look like by entering your flight information on a flight tracking website such as flightaware.com. This site will provide you with your flight plan from takeoff to landing, including planned altitude and time en route.
Check out the turbulence forecast on turbulenceforecast.com. Here, you can see future turbulence forecasts along your route – at any altitude – and even get real-time pilot reports (PIREPS) of turbulence.
Get a free, personalized turbulence outlook specific to your flight via turbli.com.
Get the forecast for your departure, connecting, and destination cities via the National Weather Service at weather.gov. And, if you want to get technical, explore their aviation weather forecasting tools here. For international flights, most countries have similar services available through their government weather bureau websites.
Check current and future radars via your favorite weather app right before departure time. Then, when you notice you’re flying straight toward a towering line of cumulonimbus clouds, you won’t be caught off guard. You’ll be expecting them.
Imagine being empowered with the knowledge of expected weather problems and turbulence forecasts before you board your flight.
Being mentally prepared for what lies ahead is an invaluable tool to help calm the nerves of nervous fliers when they step on board their next flight.
I’m pretty sure humans weren’t meant to hurl through the sky at hundreds of miles per hour nearly eight miles above the earth.
But here we are.
And while that may seem like the stuff of science fiction, even in our modern age, it is worth noting that flying is – by far – the safest mode of transportation.
I mean, just in the hour I have been writing this piece, roughly 831 car accidents occurred within the United States. That’s nearly 20,000 accidents per day.
On average, 102 people die every day in car accidents in the United States, according to the National Highway Traffic Safety Administration (NHTSA).
Compare that to the tens of thousands of flights covering millions upon millions of miles that were safely completed today alone.
Nervous fliers should also take solace in the fact that nearly 22 million jet flights were completed globally in 2021. Out of those 22 million flights, only one accident led to the loss of life.
The last time anyone died in a commercial airline crash in the United States was in 2009.
Statistically, the data is crystal clear. Flying is incredibly safe.
Before your next flight, take some time to remind yourself of that.
Flying is already stressful enough, even for those who aren’t nervous fliers.
Crowds. Security checkpoints. Children crying. People running. Emotions flaring. Airports are not exactly havens of zen and relaxation.
That’s why I recommend eliminating as many controllable stressors as possible ahead of your flight.
Choose your seat assignment as soon as you can to ensure you get the best seat for your needs. Do you like the roominess of an aisle seat? Do you need to look out the window at all times (like I do) to know exactly what’s going on? Do you fear the dreaded middle seat? Avoid the worry and pick your seat early, even if you have to pay for it. You can even check to see if there are any available upgrades to snag a more comfortable seat in premium economy or first class. If you care about where you will sit on your flight, don’t show up to the airport without a seat assignment. That just creates unnecessary stress for nervous fliers.
PRO TIP: Check out seatguru.com, where you can find out precisely what your flight’s seating arrangement will look like and even get tips and reviews from other fliers as to what the best seats are.
Check in to your flight from home. Most airlines will let you check in up to 24 hours in advance. Print out your boarding pass(es) or download them to your phone.
Research luggage fees for your airline ahead of time, and pay for checked luggage and/or carryons from home before you leave for the airport. Learning about an unexpected expense in the middle of an already high-stress situation is less than ideal.
Give yourself plenty of time. The last thing a nervous flier needs to be doing before a flight is running around the airport freaking out about the possibility of missing their flight. So what if you arrive at your gate an hour early. Use that hour to breathe, relax, and find your zen.
Let’s face it: air travel in 2023 is not fun. Even the most seasoned of travelers dread the stress of airport life.
For nervous fliers, removing unnecessary stressors will help keep anxiety and fear in check.
What you put into your body before and during your flight can wreak havoc on your already frayed nerves and crippling anxiety.
Nervous fliers should avoid caffeine, drugs, alcohol, and anything with high sugar and/or sodium content. Any substance that is designed to cause a bodily reaction is a bad idea when you’re stressed out and anxious.
I even go so far as to recommend that you refrain from eating before your flight, especially if you have a sensitive stomach.
You may be tempted by the countless (and delicious) dining options in today’s modern airports, but it is my recommendation that you just hold off until you get to your destination. Believe me – it’s safer that way.
Remember to pack a protein bar or two if you do end up getting hungry. It’s also important to stay hydrated, so don’t forget to buy that $10 bottle of water (post security, of course).
When I tell people that I am a nervous flier, the first thing they usually suggest is medication.
At first, I tried that.
I tried sleeping pills. My doctor has even prescribed Valium to me in the past.
While those solutions may work for some people, they did not work for me. The only thing they did was make me more nervous, anxious, AND incredibly groggy.
For someone like me, who has a less than zero percent chance of EVER falling asleep on an airplane, I have found it best to stay away from medicating myself before a flight. It just makes me feel gross.
If you want to dive into the science and attack the source of the problem, perhaps you may consider psychotherapy.
Therapists treat aerophobia in a variety of different ways, including cognitive behavioral therapy (CBT) and exposure therapy.
If the fear of flying is truly paralyzing, talk to your health care provider about one of these options. But be aware that while some people may experience success with treatment, your aerophobia may not ever be completely cured.
Everything I mentioned today is something I have personally experienced.
I long for the days when I could fly without a feeling of dread. But one terrifying experience took that possibility away from me many years ago.
I let that experience keep me from my love of flying and traveling for four years. It derailed my lifelong dream of becoming an airline pilot.
But I refused to let it define me. Much like getting back on the proverbial horse after falling, I decided to face my fears and begin flying again.
It wasn’t easy.
I have accepted that it may never be easy for me again.
But I have found things that soothe my nerves and anxiety when I fly, and I encourage you to try them too. They may not be perfect solutions, but I can honestly say that my fear no longer paralyzes me.
Something powerful happens when you control your fear rather than letting your fear control you. And while that fear may still be there, it no longer reigns supreme.
That is my sincere hope for you.
I wish you much success in your journey to an aerophobia-free life.
31 January 2023 was a bittersweet day at Boeing’s factory in Everett, WA. The company delivered the 1,574th and last 747 jumbo jet that they’ll ever produce, handing it to Atlas Air and bidding farewell to the legendary Queen of the Skies, which they spent over 5 decades making.
“For more than half a century, tens of thousands of dedicated Boeing employees have designed and built this magnificent airplane that has truly changed the world. We are proud that this plane will continue to fly across the globe for years to come,” said Kim Smith, Boeing Vice President and general manager, 747 and 767 Programs.
The iconic plane transformed global travel and the airline industry after entering service in 1970, and has left millions of people in awe ever since.
Final Delivery In the Books
Boeing employee Jeff Barlow captures the historic last 747 on its last day with Boeing. Photo: Mike Killian / AvGeekery.com
The 747-8F freighter (N863GT) now belongs to Atlas Air, which took the last several 747s for its cargo fleet. It departed Paine Field the next morning for Cincinnati, OH, at 0747 local time.
“We are honored to continue our long history of flying this iconic aircraft for our customers around the world,” said John Dietrich, president and CEO of Atlas Air Worldwide. “Atlas Air was founded over 30 years ago with a single 747-200 converted freighter, and since then, we have spanned the globe operating nearly every fleet type of the 747, including the Dreamlifter, Boeing’s 747 Large Cargo Freighter, for the transport of 787 Dreamliner parts. We are grateful to Boeing for their shared commitment to safety, quality, innovation, and the environment, and for their partnership to ensure the continued success of the 747 program as we operate the aircraft for decades to come.”
Long Live the Queen: Boeing Bids Farewell to the 747 46
The ceremony was attended by thousands of current & former employees who worked on the program, as well as senior leaders past & present from Boeing & several companies that invested in the aircraft, including UPS and Lufthansa.
Long Live the Queen: Boeing Bids Farewell to the 747 47
The Incredibles were honored, too, the team of folks who first built the 747 and brought it to life. Several were in attendance and were gracious enough to give AvGeekery some great interviews (subscribe to our YouTube channel for those).
Operators have been retiring their 747s for years, but the newer planes will continue to fly for years to come, as major cargo carriers such as Atlas Air and UPS use them extensively (both are the largest operators of the 747).
747 Was A Gamble That Paid Off, Big Time
The plane was developed at the request of Pan Am, which in 1966 asked Boeing for the biggest airliner ever, declaring that if Boeing made it, Pan Am would buy it. Boeing accepted the challenge, and it nearly bankrupted them.
PAN AM 747 OVER SAN FRANCISCO (PAN AM PHOTO)
But the gamble paid off. The first 747 flew its maiden voyage on 9 February 1969. The first commercial flight with Pan Am took place the following year, on 22 January 1970, from New York to London, flown by Captain Robert M. Weeks, Captain John Noland, and Flight Engineer August (“Mac”) McKinney.
It ushered in a new era that revolutionized the industry by making international travel affordable for everyday people.
Other airlines followed with orders for 747s, and it became a staple of international travel. A company wasn’t even considered a major airline unless it had a 747.
747 Served In Many Roles
SPACE SHUTTLE ENDEAVOUR HITCHING A PIGGYBACK RIDE CROSS-COUNTRY ON A MODIFIED NASA 747 SHUTTLE CARRIER AIRCRAFT (PHOTO: MIKE KILLIAN)
Even NASA found use for them, using a modified 747 to carry their space shuttle fleet piggyback on trips between California and Florida for over 30 years.
NASA also modified another 747 to carry a flying telescope to explore the universe in ways that ground-based telescopes could not. That plane, called SOFIA, flew its last science mission at the end of 2022, because NASA has enough space telescopes operating that they no longer saw a worthwhile ROI. The plane is now on display at the Pima Air & Space Museum in Arizona.
NASA’S 747 SOFIA FLYING TELESCOPE (PHOTO: NASA)
And of course, the jumbo jet has served as Air Force One, flying six Presidents over the years, and will continue doing so for many years to come. Boeing is currently working on two new 747 Air Force Ones to deliver to the Air Force, but they are modified 747s from already produced airframes.
Air force once 747 (mike killian photo)
Lufthansa photo
But times, of course, do change. Increasing fuel costs and newer aircraft types with better fuel efficiency and advanced design have forced major airlines to move away from the 747.
Most now operate as cargo freighters. The global air cargo fleet is expected to grow by more than 60% over the next 20 years. But a few airlines still fly them for passenger travel. They include Asiana Airlines, Mahan Air, Lufthansa, Korean Air, Max Air, and Air China.
Last 747 Will Fly With Atlas Air, The Largest Remaining 747 Operator
“The 747 will forever hold a special place in aviation history,” said Stan Deal, president and chief executive officer of Boeing Commercial Airplanes. “Atlas Air began operations 28 years ago with a single 747, and it is fitting that they should receive the last, ensuring that the ‘Queen of the Skies’ plays a significant role in the global air cargo market for decades to come.”
The last 747 to ever be produced. Photo: Mike Killian / AvGeekery.com
“I can’t emphasize how big of a sense of employee pride there is with this airplane,” said Boeing’s head of communication for the 747, Brianna Jackson. “There are people here who have worked on this plane for 40 years — their entire career on the 747. They love this airplane and want to see it to the end.”
It’s another beautiful morning for airline travel across the country, as the Federal Aviation Administration (FAA) temporarily stopped all departing domestic flights nationwide until at least 9:00am ET.
LATEST UPDATE AS OF 9am ET:
Update 5: Normal air traffic operations are resuming gradually across the U.S. following an overnight outage to the Notice to Air Missions system that provides safety info to flight crews. The ground stop has been lifted.
We continue to look into the cause of the initial problem
“The FAA is working to restore its Notice to Air Missions System,” says the FAA. “We are performing final validation checks and reloading the system now. Operations across the National Airspace System are affected.”
The FAA published a series of tweets updating the issue:
Update 3: The FAA is still working to fully restore the Notice to Air Missions system following an outage.⁰⁰The FAA has ordered airlines to pause all domestic departures until 9 a.m. Eastern Time to allow the agency to validate the integrity of flight and safety information.
The system sends out critical real-time flight hazards and restrictions to all commercial pilots. Airlines simply cannot fly safely without it.
Progress on restoring the system is being made, and some flights have been allowed to depart from some airports to help ease congestion.
Update 4: The FAA is making progress in restoring its Notice to Air Missions system following an overnight outage. Departures are resuming at @EWRairport and @ATLairport due to air traffic congestion in those areas. We expect departures to resume at other airports at 9 a.m. ET.
The President has been briefed by the Secretary of Transportation this morning on the FAA system outage. There is no evidence of a cyberattack at this point, but the President directed DOT to conduct a full investigation into the causes. The FAA will provide regular updates.
Whether you’re a new pilot, or you’re close to retirement, it is important to plan for your financial future. And if you’re a pilot, you have incredible benefits available to you.
Stick with an airline long enough and you’re basically guaranteed to make millions but you are not guaranteed to become (and stay) a millionaire.
Unfortunately, many people don’t take full advantage of the wide array of benefits available to them to help them plan for the future.
Is that something that worries you? How will you avoid being in that position? Here are six important tips from Alex A. Tapia, AIF® to help pilots plan for their financial future.
Alex is a pilot, former airline pilot and certified financial planner.
1. Talk to A Professional About Your Benefits
It is important to sit down with a competent professional and come up with a holistic plan for your future. Have them show you how to properly participate in the benefits available to you. Together, figure out what you have, what you need to do, what you need to consolidate and/or get rid of, and come up with a plan as to how to actually optimize your benefits. Like pieces of a puzzle, arranging them in such a way that they all fit together and are representative of your unique financial life.
So many pilots have found themselves in a situation out of their control. Maybe it’s a flawed tax strategy. Perhaps they don’t have enough money to last through retirement. Or maybe it’s a lack of cohesive end-of-life transfer of wealth. They don’t get into these situations because they’re not competent. Rather, it’s because nobody has ever provided them with the knowledge to properly apply these benefits in the real world.
Finally, be wary about the financial planner you choose to talk to. Ensure they have your best interest in mind and that they’re not just trying to sell you something. Some financial planners, particularly at larger companies, won’t provide you with unbiased advice because they are under tremendous pressure to simply produce.
2. Sacrifice Now, Reap Your Rewards Later
From the moment you’re hired, contribute the maximum amount you can to your 401(K). Come to terms with the fact that while the money may not be going into your bank account, it is going into your 401(K). Prepare yourself psychologically for this and understand that this is what you need to do to be able to retire on your own terms at age 65.
Will it hurt at first? You bet. It’s a huge sacrifice. But, as a pilot, it won’t last long because you will start making great money relatively quickly.
There are so many examples of people who didn’t properly plan ahead. And every single time, they regret not doing something sooner. Put money into vehicles that will provide for your financial future down the road. It’s one of the most important things you’ll ever do.
3. Fees Matter
One of the biggest mistakes we’ve seen in the past is that many investors overpay for their investments, or simply are not aware of what they are paying. It is common for someone to pay north of 2% in fees, of which maybe they are only aware of half of that fee.
Much like operating a finely tuned engine, portfolio efficiency is a crucial element of performance success. Many of the larger investment companies use commissioned products, like retail mutual funds, that are loaded with fees, which more often than not are not disclosed to the investor. Even most “fee-based” firms, that charge a percentage for the management of portfolios will use mutual funds, which not only carry additional internal costs, often more than the original fee being charged. Mutual fund companies also pay the firm something called 12b-1 fees, which are like ongoing commissions, which also add to the cost for the investor. A true fiduciary money manager will try and use individual stocks and ETFs to avoid these extra fees whenever possible. At the end of the day, if all things are equal, the lower-cost portfolio will always outperform the commissioned broker/advisor at the larger firms that sell primarily mutual funds. Unfortunately, this is the world in which most investors reside, simply because they are not being properly educated on how the investment world works, from a fee standpoint. If your portfolio consists of primarily mutual funds, chances are that you are paying too much.
4. Set It and Forget It
So you’re taking full advantage of the benefits available to you? You’re contributing the maximum amount to your 401(K)? Great!
Now turn off the news. Ignore the noise. TV and radio programs are designed to grab your attention to sell commercials. Talking heads, even if well-meaning, can only give generalized advice… not specific to YOUR personal financial situation.Tapia always reminds everyone, that even though as pilots, we have much in common, once we step away from the cockpit, our lives are completely different from each other. Our financial lives especially, are as unique as our own fingerprints.
Once your money is in a solid portfolio without excess fees, just forget about it. Don’t worry about the markets or what is happening in the world around you. Let a financial planner handle the business end of your flying career. You just need to contribute.
Historically, markets always grow over time. Regardless of who is in power or what administration is in charge, the economy always prevails. We’ve seen it time and time again through the years. And it’s the way it will always be. “Remember, your investments behave like the weather, changing all time. Our economy is like the climate, changing much more gradually and predictably. In the short run it’s the weather that gets our attention and appears to determine our environment, but in the long run it’s the climate that really counts”.
Understand that no matter what is happening in the world today, it will be irrelevant two years from now. We will all have forgotten by then. So just go to work and make the money. The market always has more gains than retreats. It grows. So if you’re in it for the long term, you’ll always win.
People like me can’t guarantee much in this world. However, I can guarantee that you will make money if you give yourself enough time to do so. That’s why it is so important to start early.
Set it and forget it. And stop listening to the noise.
5. Who You Choose to Manage Your Money is Important
Image by Tomás Del Coro via Wikipedia
It is critical that you take the time to find the right adviser to help plan your financial future. Ensure that it is somebody you can meet personally. Don’t do it over the phone. Although the airlines offer retirement planning services, it is usually not with the same person you can talk to personally over the course of the year.
Choose someone who is independent and ensure they are an investment fiduciary. There is a big difference between saying you are a fiduciary and actually being one. Look for someone with AIF (Accredited Investment Fiduciary) behind their name. With that designation, amongst others, they are required by law to put the client first.
These professionals will look at your whole picture. And unlike insurance companies or large, national investment firms, they will look at your entire financial life. They won’t sell you a bunch of expensive mutual funds or get you into a mediocre product just for the sake of meeting a quota.
So do your research and find a fiduciary company like Aviation Retirement Strategies, or simply a firm with whom you get along. If you don’t like the person or the firm, the relationship will suffer. Authentic financial planning is very relationship-oriented, so it is vital that you get along together. Make sure it is somebody you can call, somebody you enjoy talking to, and somebody who won’t roll their eyes when your caller ID comes up on their phone. Be sure it is someone who is proactive and understands the uniqueness of your aviation career.
Remember, most financial planners have no idea what the airlines are all about. Think of it this way: most of us don’t understand what brain surgeons go through on a daily basis. Similarly, most people don’t understand what pilots go through daily. They also don’t know the benefits and financial options available to pilots and how they all work together.
Finding somebody like that is vital for pilots. That way, you can actually get real advice and real guidance based on your specific company benefits and lifestyle.
6. Forget About the Past and Just Look Forward
As humans, we are psychologically wired to regret our past and remember our mistakes. When it comes to your financial future, you must put that aside for your own sanity.
If you didn’t prepare well, and you’re close to retirement, forget about what you didn’t do in the past. Figure out the best way to move forward today. That’s what counts. There is no going back.
Life comes at you quickly, especially for pilots, who are always looking ahead to their next bid cycle or their climb up the seniority list. They’re cruising along and, suddenly, they think to themselves, ‘wow, I need to retire. I need to figure this out. How will I live?’
Six Ways Every Airline Professional Should Plan for the Future 51
So they come to somebody like me and they say, ‘Hey, I haven’t done anything to prepare. What do I do?’ And we’ll sit down with them and look at it backward. We figure out what they need. Then, based on what they have, we figure out what tools are available to make that happen in the best way possible.
There are three phases in your financial life: accumulation, distribution, and transfer. At retirement, you live off of the assets you’ve accumulated. But they still need to grow. And with everything going on in today’s world, it becomes more difficult to grow a portfolio while you are using it to support your income needs. If managed correctly, your money will outlive you. A true professional will work with you to ensure you will be well-positioned for retirement. Then, you’ll get to that last phase of life, and everything will transfer according to your wishes – not someone else’s. Creating a strategy to make all three phases happen at the same time is crucial to your long-term financial success.
Pilots are hardworking, competent professionals. They have earned the Privilege of Being Able to Retire in Comfort
Creating a plan with a financial planner is critical for your future. Much like preparing for every contingency as a pilot, so too must you plan for every contingency for your financial health. That way, when something unexpected happens, it is just a nuisance rather than an emergency.
You’ve worked hard to get to where you are. Don’t put yourself in an emergency situation that will rob you of the joy and comfort you have earned after a long and successful career.
FOR MORE INFORMATION: Alex Tapia is the president and founder of Aviation Retirement Strategies in Houston, Texas. He and his wife Dana live in Spring, Texas with their daughter Alexa, and twin boys Adrian and Jaden. To learn more about Aviation Retirement Strategies, visit PilotMoney.com.
Alex Tapia didn’t always want to be a financial planner. Raised in The Netherlands, Tapia and his family came to the United States when he was 14 years old. Initially, he didn’t even speak English.
After developing a passion for aviation in high school, Tapia worked his way through flight school and college. After several years of continuing education and building hours as a flight instructor and an air ambulance captain, he landed a job as a pilot at American Eagle flying ATR-42s and 72s out of Chicago, then Dallas, and Miami. In February 1999, two weeks after his 30th birthday, Tapia hopped over to the majors and began flying for US Airways as a first officer on the McDonnell Douglas MD-80.
Alex as an MD-80 pilot for US AIrways.
“It took eleven years to get there and I sacrificed a lot,” Tapia told AvGeekery. “But I ended up with my dream job. I met my wife at US Airways. Life was great.” And then, on a clear blue Tuesday morning in September 2001, the airline industry was rocked to its core.
How A Furloughed Airline Pilot Launched a Multi-Million Dollar Business Serving Others 55
Six months after the 9/11 attacks, Tapia was furloughed. US Airways was in deep financial trouble and he knew he wouldn’t be called back anytime soon. He soon ran out of money. But with a wife, a newborn daughter, and a mortgage, he knew he had to do something.
After a short stint to make ends meet selling Mexican pottery in the concourse of a local mall and moonlighting preparing financial plans, all while filling out applications, and getting job offers to fly overseas that would have required him to uproot his entire family, Tapia made a decision. He was going to become a financial planner to help pilots navigate the business-end of their careers and retire on their terms.
The Birth of a Multi-Million-Dollar Company Serving Other Pilots and Aviation Professionals
Alex founded Aviation Retirement Strategies in 2004. Today, it provided services for thousands of aviation professionals.
Tapia had always enjoyed learning about the financial world and through his years as a pilot, he gained valuable insight that he wanted to share with others.
He launched a business through a company based in The Woodlands, Texas. After parking himself in the local library for three months straight studying for licenses he needed for the job, he got to work. Tapia found success rather quickly. As part of the pilots union (and still a furloughed US Airways Mainline Pilot), he was still connected to his peers, as well as had valuable industry data. He started establishing client relationships, began getting referrals, and – within six months – became the top producer in the company.
However, Tapia longed to be more than a salesperson. He knew, that to fully service his clients and be a true advisor to the professional pilot community, he had to create a full service private wealth management and financial planning firm, customized for airline pilots, independent from any other financial firms. So, in October 2004, he broke off from the company and launched Aviation Retirement Strategies, LLC which specializes in private wealth management for pilots and other aviation professionals.
Tapia focused on building his brand into the go-to company for pilots as they prepared for retirement. He knew what he had was so special that he even passed up the opportunity to go back and fly for Mainline US Airways when they called him back in 2007.
“I didn’t want to give up what I had built,” Tapia said about his company. “So I declined and gave up my seniority number. Successfully running a high-level financial firm while flying full-time was just not an option. Giving up my seniority number was probably the hardest thing I’ve ever done in my life because it took so long and it was so hard to get there. But once I gave it up, it was 100% about helping pilots and in turn building the brand.”
From that point on, ARS flourished. Today, Tapia and his team manage client assets worth hundreds of millions of dollars. And they do it all through uniquely personal service where they know every client personally, forgoing volume for the sake of quality.
“Our clients have our personal cell phone numbers,” Tapia said proudly. “We consider them family.”
Alex Shares His Six Ways Aviation Professionals Can Prepare for Retirement
FOR MORE INFORMATION: Alex Tapia is the president and founder of Aviation Retirement Strategies in Houston, Texas. He and his wife Dana live in Spring, Texas with their daughter Alexa, and twin boys Adrian and Jaden. To learn more about Aviation Retirement Strategies, visit PilotMoney.com.
United Airlines on Tuesday said it will purchase up to 200 new Boeing 787 Dreamliners in what will be the largest-ever widebody aircraft order by a U.S. carrier in aviation history.
The announcement includes a firm order for 100 Dreamliners, plus options for an additional 100.
Additionally, the Chicago-based carrier will exercise options to purchase 100 Boeing 737 MAX aircraft – 44 of which it already had an option to purchase, and 56 new orders.
The order represents a huge acceleration in growth for United and a welcome vote of confidence for Boeing, which has seen its fair share of problems with both aircraft types in recent years.
Turns out we were both a size widebody AND narrowbody this holiday season. 🎁
But, what's the difference between the two? Take a look… because we’re headed in the flight direction. 😉 pic.twitter.com/HxjQmm557r
United Expects 700 New Aircraft in its Fleet by 2032
United Airlines aircraft at Newark-Liberty International Airport (EWR) | Photo by Chris Leipelt on Unsplash
The massive order announced Tuesday positions United for an ambitious fleet modernization and growth plan the carrier is calling United Next.
Deliveries of the new Dreamliners will take place between 2024 and 2032. United has the option to choose between the 787-8, -9, or -10 variants, according to a press release from the company.
The Boeing 737 MAX order will include 44 new aircraft slated for delivery between 2024 and 2026 and 56 aircraft for delivery between 2027 and 2028.
With the new aircraft from this order, a staggering 700 new aircraft are set to join United’s fleet by the end of 2032. The carrier expects to receive two aircraft per week beginning in 2023, increasing to three per week by 2024.
We’ve announced an order for up to 200 new @BoeingAirplanes 787 Dreamliners – the largest widebody aircraft order by a U.S. carrier in commercial aviation history – and an additional 100 737 MAX.
In 2023, we plan to welcome more than two new planes to our fleet every week. pic.twitter.com/znwW1FLocc
Boeing and United Airlines announce the largest widebody order in us aviation history | IMAGE: United Airlines
With so many new widebodies joining the fleet, United will be able to retire its aging Boeing 767 and 777 aircraft. The carrier plans to phase out 767 operations by 2030.
United CEO Scott Kirby says the order helps position his airline ahead of the pack in the post-COVID aviation world.
“United emerged from the pandemic as the world’s leading global airline and the flag carrier of the United States,” said Kirby. “This order further solidifies our lead and creates new opportunities for our customers, employees, and shareholders by accelerating our plan to connect more people to more places around the globe and deliver the best experience in the sky.”
The modernization of United’s fleet will also help accelerate its efforts to become a more sustainable airline. With new engines, the use of lightweight composite materials, and improved aerodynamics, the Boeing 787 will lead to a 25 percent decrease in carbon emissions per seat once United’s fleet modernization is complete. In addition, the noise footprint of the 787 is over 60 percent smaller than the aircraft it will replace.
The company has set a goal of being a 100 percent green airline by 2050.
The Dreamliner Order is a Continuation of United’s Aggressive Post-COVID International Growth
a United Airlines Boeing 787 Dreamliner at Chicago O’Hare International Airport (ORD) | IMAGE: Chicago O’Hare International Airport via Facebook
The massive aircraft order is just another chapter in United’s aggressive post-COVID growth strategy.
In just the last two years, the carrier has added 13 new international destinations, 40 new international routes, and added frequency to ten existing international routes. Less than two months ago, United unveiled three new international gateways for summer 2023: Málaga, Spain (AGP); Stockholm, Sweden (ARN); and Dubai, United Arab Emirates (DXB).
Next summer, United will operate 37 transatlantic routes and 20 transpacific routes – more than any other US carrier.
Along with the addition of new aircraft, United is committed to upgrading the customer experience on its existing fleet. By the end of 2023, all United widebody aircraft will feature its Polaris business-class product, as well as new Premium Plus seating.
In addition, United is in the process of upgrading the interiors of every one of its mainline, narrow-body aircraft by the end of 2025.
Neither Boeing nor United gave any indication as to what the carrier will pay for the gigantic order; however, list prices value the order at more than $37 billion.
And as for its oft-pushed-back order of 45 Airbus A350-900s – well, United says the order remains on the books – for now.
NASA’s first Artemis mission returned to Earth today, making a textbook reentry and splashdown off Baja, California following a 25-day uncrewed flight test to the moon and back.
The Orion spacecraft traveled over 1.4 million miles, breaking numerous records along the way. It flew further beyond the moon than any vehicle made for humans has ever gone (270,000 miles from Earth), and stayed at the moon longer than any spacecraft made for humans has before.
At its closest Orion was just 80 miles above the lunar surface, flying over old Apollo landing sites on the way. At its farthest it was 40,000 miles, returning amazing views of both the moon and Earth together against the black of space. At times NASA even provided live views, when they had the extra bandwidth and were not sending / receiving loads of data to / from the spacecraft.
A new mission control center was made for Artemis too, at the agency’s Johnson Space Center in Houston. Once launched the mission was handed to them from the launch team at Kennedy. From that point on Artemis-1 was in the hands of Lead Flight Director Rick LaBrode.
AvGeekery was invited by NASA recently to meet Rick and see the new Mission Control for ourselves. Watch the video above for our chat with him at his station.
By all accounts, the mission was an enormous success, almost flawless from start to finish, and accomplished what NASA wanted. They intentionally stressed all the new hardware and systems beyond what astronauts will experience, before flying crew, to test validate and prove that they can send humans to the moon and back safely on the new spacecraft and giant Space Launch System rocket (SLS).
THe first launch of nasa’s 322-ft tall sls rocket, kicking ofF artemis-1 on nov 16, 2022 (photo: mike killian)
A new architecture for permanent lunar and deep-space human presence
Artemis is returning American to the moon in a more sustainable way than Apollo, and with 50 years more knowledge and experience gained in the time since, with modern tech incorporated into the design. NASA wants to establish a presence that supports regular lunar visits and operations, and builds foundations for human exploration beyond the moon over the coming decades.
The SLS rocket, Orion and ground support all make up what NASA calls their deep space exploration system, and Artemis-1 was the first integrated test of the new system on a real lunar mission.
It all, however, starts with a successful launch. NASA had some hiccups with fueling procedures for the new 322-ft tall rocket, but once launched the world’s most powerful booster executed flawlessly, thundering off its beachside Florida launch pad at Kennedy Space Center Nov 16 on nearly 9 million pounds of thrust to send Orion on its way.
“The splashdown of the Orion spacecraft – which occurred 50 years to the day of the Apollo 17 Moon landing – is the crowning achievement of Artemis I,” said NASA Administrator Bill Nelson. “For years, thousands of individuals have poured themselves into this mission, which is inspiring the world to work together to reach untouched cosmic shores. Today is a huge win for NASA, the United States, our international partners, and all of humanity.”
Artemis-1 Returned Spectacular Views
Photo: nasa
Orion arrived at the moon on
NASA tested several aspects of Orion needed for future deep space crewed missions, including firing it’s thrusters and propulsion system to maintain course with precision and ensure its crew can get home, communication and navigation systems to maintain contact with the ground and orient Orion, and tested systems and features to handle radiation events. Engineers also tested Orion’s star trackers to determine their sensitivity to thermal variations.
Reentry, the most critical test before putting astronauts onboard
Upon arriving back to Earth the Orion’s service module was jettisoned, followed by the capsule performing a skip entry technique, dipping into the upper atmosphere and using spacecraft’s lift to “skip” back out, then reenter for final descent under parachutes and splash down.
NAVY and NASA recovery crews on the USS Portland were meanwhile on standby at the splashdown point, waiting for the capsule as it came screaming through the atmosphere at Mach 32, shrouded within a fireball hotter than the surface of the sun.
At an altitude of about five miles three small parachutes deployed to pull the forward bay covers away, followed by two drogue parachutes to slow and stabilize Orion for main parachute deployment, which occurred at 9,500 feet as the spacecraft was slowing through 130 mph. Minutes later Orion splashed down at a gentle 20mph, deploying five bright-orange helium-filled bags on the top of the capsule to upright it in the event it stabilizes upside down. It all worked exactly as NASA hoped, as the spacecraft floated upright waiting to be recovered.
Crews in helicopters and inflatable boats however had to wait a couple hours before accessing the capsule, for various reasons, the least of which being waiting for it to vent off ammonia. Engineers also performed several additional tests and data gathering while Orion was in the water, before powering it down handing it over to the recovery team.
lines and tow into the ship well-deck. Then soft-land the capsule into a cradle to secure it.
“This test flight is what we need to prove we can safely fly with crew
Retired USAF Col. Joe Kittinger has passed away, after a long productive life most famously remembered for jumping from the edge of space before the days of astronauts and rockets, helping gain greater scientific knowledge and making aviation and space travel safer for every pilot ever since. He was 94 years old.
The central-Florida native is most well known for jumping from 102,800 ft in 1960 with Project Excelsior, proving that pilots and astronauts could eject, fall and parachute down from extreme altitudes and survive.
Making History, For All Pilots and Astronauts to Come
It was the culmination of over 10 years of aerospace experiments, testing what the human body could take and gathering research. He experienced temperatures lower than -100 degrees F and was in free-fall for over 4 minutes, reaching over 600 mph before deploying his main parachute at 14,000 ft and landing to the cheers of his waiting crew at White Sands, NM. The whole jump lasted 13 minutes 45 seconds.
“We were ecstatic, because we accomplished what we set out to do,” recalled Kittinger in a interview a few years ago. “We showed that man could go into space and work properly, we showed we can protect him in a space environment, and we showed we can get a man down from high altitude. There was a lot of firsts in the program, and so today, even 5 decades later, every ejection seat in the world used a small drogue chute to stabilize the free-fall from high altitude.”
Kittinger seconds after jumping from almost 20 miles high (USAF photo)
His jump shattered numerous records that held up for over 50 years, including the highest open-gondola balloon ascent, the longest free-fall, and the longest parachute descent.
After Excelsior
Kittinger’s career in the USAF spanned 29 years, half of which was spent in research and development and as a test pilot. The other half of his career he was a fighter pilot, where he was deployed to Vietnam and flew 483 missions on 3 combat tours, flying A-26s and F-4 Phantoms.
Courtesy photo, joekittinger.com
He had a MiG-21 kill to his credit too, but was shot down and captured just 4 days before he was scheduled to go home. He spent nearly a year as a POW.
One of the Phantoms he flew in Vietnam is actually on display as a monument in Col. Joe Kittinger Park at Orlando Executive Airport, named in his honor and as a thank you to all Vietnam veterans.
Photo via wikipedia
At a park ceremony in 2011, Kittinger said he loved to ride his bike from “Princeton” elementary to that very spot and dream of becoming a pilot one day. He wanted to give children a place to go where they can watch aircraft take off and land.
There’s even a pavilion with picnic tables and speakers that play the air traffic control transmissions to and from the aircraft at Orlando Executive next door.
Air Force Hero Col Joe Kittinger Passes Away 66
He retired in 1978, and was awarded military decorations including the Distinguished Flying Cross and Distinguished Flying Cross for Project Excelsior. But his love of balloon flight never faded.
A few years later, he set a world record by flying a helium balloon 2,200 miles from Las Vegas to New York in 72 hours. He also became the first person to fly solo by balloon across the Atlantic, and set records for both the longest solo balloon flight and a distance record for type of balloon used.
Monument in Cairo Montenotte, Italy ~ Where Joe landed the Rosie O’Grady’s helium balloon on September 18th, 1984.
Kittinger also had quite a few civilian decorations too, including the Harmon International Trophy (Aeronaut), the Aeronaut Leo Stevens Parachute Medal, the John Jeffries Award for outstanding contributions to medical research, the Aerospace Primus Award, induction into the USAF Special Operations Hall of Fame, the FAI Montgolfier Diplome, the Order of Daedalians Distinguished Achievement Award, induction as a Fellow in the Society of Experimental Test Pilots, the National Aeronautics Association Elder Statesman of Aviation Award, inducted into the National Aviation Hall of Fame in Dayton, Ohio and has won the Barnstormer of the Year Award.
He wrote a fascinating autobiography several years back called “Come Up and Get Me”, which you can order via Amazon HERE.
Air Greenland this week took delivery of its brand new Airbus A330-800neo.
The aircraft, named Tuukkaq (Inuit for harpoon tip), flew its maiden voyage on Wednesday 07 December from Airbus headquarters at Toulouse-Blagnac Airport (TLS) in France to Kangerlussuaq Airport (SFJ) in Greenland.
When Tuukkaq touched down in Kangerlussuaq on Wednesday just after 1300 local time, it marked the end of a years-long journey to replace Air Greenland’s sole long-haul jetliner, an Airbus A330-200, that operates its signature route between Greenland and Denmark.
Its first revenue flight is tentatively set for 27 March for a flight from Greenland’s main international airport in Kangerlussuaq to Copenhagen, Denmark (CPH).
Kangerlussuaq is Greenland’s Main International Airport
An aerial view of Kangerlussuaq Airport (SFJ) in Greenland | IMAGE: Air Greenland
Kangerlussuaq is currently one of only two Greenland airports that can handle widebody jetliners. As such, it serves as the hub for Air Greenland. Passengers wishing to visit the capital city of Nuuk (GOH) must connect in Kangerlussuaq and fly the short 35-minute hop to Nuuk via a 37-seat Dash 8-200.
Expansion projects are currently underway in both Nuuk and Ilulissat (JAV). Once complete, both airports will be able to accept widebody aircraft.
Air Greenland placed the order for the new A330-800neo way back in 2019. As with everything in 2020, pandemic-induced slowdowns resulted in a delivery delay for the new $260 million Airbus.
The new Airbus is Air Greenland’s first-ever purchase of a brand new aircraft. The current A330-200, named Norsaq, is a 24-year-old ex-Sabena bird that Air Greenland acquired in 2002.
The carrier and manufacturer Airbus released pictures of Tuukkaq when it left the paint facility in early August.
Tuukkaq, which bears the registration F-WWCR, is significantly more environmentally friendly than its predecessor, emitting at least 25 percent less CO2 per seat.
Air Greenland is One of Just Four Carriers to Operate the Airbus A330-800neo
Tuukkaq, Air Greenland’s new Airbus A330-800neo | IMAGE: Airbus
The new Airbus will feature 305 seats – a nearly ten percent increase in seating capacity over the 278-seat Norsaq.Tuukkaq features 42 seats in its business class cabin and 263 in economy. It is powered by two Rolls-Royce Trent 7000 engines and features a larger wing with “Sharklets.”
Compared to the much more popular Airbus A330-900neo, the -800 variant is extremely rare. Besides Air Greenland, only three other airlines – Garuda Indonesia, Kuwait Airways, and Uganda Airlines – currently operate the type. Only seven -800s have been delivered out of a total of 11 ordered. Conversely, the larger -900 variant has 267 orders, 82 of which are in service.
With a range of 9,300 miles, the Airbus A330-800neo could open up Air Greenland to additional destinations in North America and Europe in the years to come.
All good things must come to an end, and it’s no different for the Queen of the Skies. On the evening of 6 December 2022, Boeing rolled out their last 747 to ever be produced at the company’s factory in Everett, WA, 52 years after rolling out the first 747.
The 747-8F freighter (#1574, N863GT) will go to Atlas Air, which took the last several 747s for its cargo fleet.
Production Is Ending, But The 747 Will Continue To Fly For Years, Mostly In A Cargo Role
The iconic plane, however, will still serve in the skies for many years to come, as major cargo carriers such as Atlas Air and UPS still use them extensively (both are the largest operators of the 747).
The last ever 747 rolls out of its assembly facility (Boeing photo)
Atlas actually ordered the last three 747s, and they operate more 747s than anyone else (more than 50).
747 Was A Gamble That Paid Off
Boeing produced the 747 for more than 54 years. The plane was developed at the request of Pan Am, which in 1966 asked Boeing for the biggest airliner ever. Boeing accepted the challenge, and it nearly bankrupted them.
But the gamble paid off. The first 747 flew its maiden voyage on 9 February 1969. The first commercial flight with Pan Am took place a year later from New York to London, flown by Captain Robert M. Weeks, Captain John Noland, and Flight Engineer August (“Mac”) McKinney.
It ushered in a new era that revolutionized the industry by making international travel accessible to the everyday person.
Pan Am 747 over San Francisco (Pan Am photo)
Other airlines followed with orders for 747s, and it became a staple of international travel. A company wasn’t even considered a major airline unless it had a 747.
747 Served In Many Roles
Even NASA found use for them, using a modified 747 to carry their space shuttle fleet piggyback on trips between California and Florida for over 30 years.
Space shuttle Endeavour hitching a piggyback ride cross-country on a modified NASA 747 shuttle carrier aircraft (photo: Mike Killian)
NASA also modified another 747 to carry a flying telescope, which would explore the universe in ways that stationary telescopes on the ground could not. That plane flew its last science mission in 2022 and was retired to its final home at the Pima Air & Space Museum in Tucson, Arizona.
NASA’s 747 SOFIA flying telescope (photo: NASA)
And, of course, the jumbo jet has served as Air Force One, flying six presidents over the years, and will continue to do so for many years to come. Boeing is currently working on two new 747 Air Force Ones to deliver to the Air Force, but they are modified 747s from already produced airframes.
Air Force One 747 (photo: Mike Killian)
But times, of course, do change. Increasing fuel costs and the introduction of newer plane types with improved fuel efficiency and advanced design technology have compelled major airlines to shift away from the 747.
Most now operate as cargo freighters. The global air cargo fleet is expected to grow by more than 60% over the next 20 years. But a few airlines still fly them for passenger travel. They include Asiana Airlines, Mahan Air, Lufthansa, Korean Air, Max Air, and Air China.
PHOTO: LUFTHANSA
Last 747 Will Fly With Atlas Air, The Largest Remaining Operator of the Type
“The 747 will forever hold a special place in aviation history,” said Stan Deal, president and chief executive officer of Boeing Commercial Airplanes. “Atlas Air began operations 28 years ago with a single 747, and it is fitting that they should receive the last, ensuring that the ‘Queen of the Skies’ plays a significant role in the global air cargo market for decades to come.”
PHOTO: ATLAS AIR
Boeing and Atlas Air held a special ceremony on 31 January 2023 to mark the historic handoff of the very last 747. AvGeekery was there to bring our readers the story.
“I can’t emphasize how big of a sense of employee pride there is with this airplane,” said Boeing’s head of communication for the 747, Brianna Jackson, during a media tour of the production facility earlier this year. “There are people here who have worked on this plane for 40 years — their entire career on the 747. They love this airplane and want to see it to the end.”
The US Air Force rolled out America’s new B-21 Raider stealth bomber this evening at an unveiling ceremony hosted and sponsored by Northrop Grumman in Palmdale, California.
The new, highly-classified, next generation long-range bomber will over time replace the nation’s aging B-1 and B-2 bombers. The B-21 will be the backbone of America’s 21st century bomber force, consisting of B-21s and B-52s.
The ceremony actually opened with flyovers of a B-52, B-1 and B-2 during the National Anthem. You can watch the ceremony above, which took place at the same facility where Northrop rolled out the world’s first stealth bomber, the B-2, over three decades ago.
The backbone of America’s 21st Century bomber force
Northrop Grumman has been developing the new bomber now for years. Six aircraft are currently in various stages of production and testing. Development, however, has been highly classified. Even the ceremony itself only allowed people to view the plane from the front, bathed most of the time in low-light.
America’s first B-21 Raider stealth bomber unveiled on 2 Dec 2022 (photo: US Air Force)
The bomber’s nose gear door wears the serial number 00001, with the tail code of Edwards Air Force Base painted on its main landing gear doors.
Northrop says their new B-21 is the world’s first sixth-generation combat aircraft, and while they won’t elaborate and what all the plane can do, most people agree a sixth-gen platform would come with better sensors, improved stealth, and the ability to employ energy weapons like lasers.
B-21 Raider (USAF photo)
The USAF says B-21s will fly with high frequency, able to deliver conventional and nuclear munitions with formidable precision, and employ a broad mix of stand-off and direct-attack munitions. They will also accommodate crewed or un-crewed operations, able to adapt over time as missions and threats evolve.
It was built with an open system architecture, making it highly adaptable. So over time, it will be able to employ weapons that haven’t even been invented yet. It’s also multi-functional, able to handle anything from gathering intel to battle management, to integrating with allies and partners, and it will work seamlessly across domains, theaters and the joint force.
America, Meet Your New B-21 Raider Stealth Bomber 82
“We last introduced a new bomber over 30 years ago,” said Air Force Chief of Staff, Gen CQ Brown, Jr. “As we look to the threats posed by our pacing challenge, we must continue to rapidly modernize. The B-21 Raider will provide formidable combat capability across a range of operations in highly contested environments of the future.”
USAF wants at least 100 Raiders in their arsenal
The USAF wants to acquire at least 100. Ellsworth Air Force Base, South Dakota will be the Raider’s first main operating base, and host the Formal Training Unit.
America’s current boMber force in a rare appearance flying formation together. The B-21 raider will replace the B-2 (Lead) and B-1 (left), while it Joins the B-52 (bottom riGht). Photo: mike killian
Whiteman AFB, Missouri, and Dyess AFB, Texas will be second and third main operating bases.
The first test aircraft completed loads calibration testing earlier this year, before undergoing verification and validation testing of its structural design prior to flight. Further integration and ground testing is ongoing.
B-21 Raider (USAF photo)
Following a successful ground test campaign, the first B-21 flight is scheduled for 2023 at Edwards Air Force Base, CA. Edwards hosts the B-21 Combined Test Force.
The B-21 Raider is named after the Doolittle Raiders, who carried out the historic surprise counterattack against Japan following Pearl Harbor on 18 April 1942. The designation B-21 recognizes the Raider as the first bomber of the 21st century.
B-21 Rollout Video
Watch the 2022 Rollout Ceremony for America’s next stealth bomber: The B-21 Raider
It really does not matter what each veteran did during his period of service. The fact is, whether a veteran fought on the front lines during horrific battles or ran the kitchen at a training post, they chose to serve and we should be thankful for their commitment. Assignments are made based on the needs of the service. But each service member must decide how he will perform his assigned duties.
An unlikely and humble servant
William J Crawford, Medal of Honor Recipient (Wikipedia Image)
William T. Crawford was born in Pueblo in May, 1918. Like many young men at the time, at the outbreak of World War II, he joined the United States Army in 1942. After basic training, he was assigned to the 142nd Infantry Regiment 36th Infantry Division operating in southern Italy.
On the 13th of September 1943, Crawford was acting as a scout, when his company attached Hill 424 in southern Italy. His company was pinned down twice by heavy enemy fire. Crawford, using hand grenades and his rifle destroyed several machinegun nests that had blocked their progress.
After the battle, Crawford was missing in action and presumed dead. Due to his heroic actions that enabled his squad to advance, he was posthumously awarded a Medal of Honor.
The Medal of Honor Citation
“For conspicuous gallantry and intrepidity at risk of life above and beyond the call of duty in action with the enemy near Altavilla, Italy, 13 September 1943. When Company I attacked an enemy-held position on Hill 424, the 3rd Platoon, in which Pvt. Crawford was a squad scout, attacked as base platoon for the company. After reaching the crest of the hill, the platoon was pinned down by intense enemy machine-gun and small-arms fire.
Locating 1 of these guns, which was dug in on a terrace on his immediate front, Pvt. Crawford, without orders and on his own initiative, moved over the hill under enemy fire to a point within a few yards of the gun emplacement and single-handedly destroyed the machine-gun and killed 3 of the crew with a hand grenade, thus enabling his platoon to continue its advance.
When the platoon, after reaching the crest, was once more delayed by enemy fire, Pvt. Crawford again, in the face of intense fire, advanced directly to the front midway between 2 hostile machine-gun nests located on a higher terrace and emplaced in a small ravine. Moving first to the left, with a hand grenade he destroyed 1 gun emplacement and killed the crew; he then worked his way, under continuous fire, to the other and with 1 grenade and the use of his rifle, killed 1 enemy and forced the remainder to flee. Seizing the enemy machine gun, he fired on the withdrawing Germans and facilitated his company’s advance.” [“Medal of Honor recipients – World War II (A–F)”. Medal of Honor citations. United States Army Center of Military History.]
Crawford was actually alive but never formally recognized for his heroism
In fact, Crawford had been captured and was held as a prisoner of war, having been rescued after 19 months.
In 1945, William Crawford married his wife, Ellen Bruce. He re-enlisted in the Army in 1947 and served another 20 years, retiring in 1967 at the rank of Master Sergeant.
A new assignment
Following his retirement, he got a job as a janitor at the United States Air Force Academy in Colorado, and later became the director of the Lucretia Vaile Museum in Palmer Lake, Co.
His Medal of Honor
What followed was an amazing tale of grit, fortitude and lessons for us all. It was captured in a great story captured by Col Moschgat when he was commander at the 12th Operations Group at Randolph AFB in 2001.
While working as a janitor at the Air Force Academy, he had shared stories about World War II and the battles in Italy, although he never spoke specifically about his personal experience. One of the Cadets, researching information on World War II came across a reference to a Medal of Honor winner, Private William Crawford who was presumed dead. When asked by the cadets about the reference, he admitted “Yep, that’s me.”
When students later asked him about the Medal of Honor, he replied, “That was one day in my life, and it happened a long time ago.”
According to one report, Crawford later mentioned to students and coworkers at the Air Force Academy that he had never received the Medal of Honor.
The cadets at the USAF Academy decided to change this. In 1984, Crawford was a guest of the graduating class. Many past graduates, generals and VIPs attended the graduation of the Class of 1984. President Ronald Reagan arrived and presented the Medal of Honor to Crawford and formally recognized Crawford’s action. See the Crawford’s Obituary. Included in his comments was a reference to “Leadership Lessons” that had been learned from their decorated janitor.
For more than 40 years, Crawford never had a single ceremony or recognition regarding his Medal of Honor award.
Former cadet, later Col Bill Crawford, explained that their janitor had “taught me many valuable, unforgettable leadership lessons. Here are ten I’d like to share with you.” You can read all ten lessons here.
In the early hours of the morning on November 17, 2022, I awoke to a 3:00am alarm. At that time, I didn’t know if I’d be flying that day or not, but I’d soon know the answer. A quick check on FlightRadar24 showed that the aircraft I was trying to intercept was still scheduled to operate the flight I had booked the night before, so I made my way to Tulsa International Airport to catch a 5:00am flight to Houston’s William P. Hobby Airport. Only one aircraft had the power to pull me out of bed that early. An aircraft I’d been eagerly following closely as it neared delivery. That aircraft was Southwest Airlines’ brand new retrojet with the tail number N871HK.
N871HK, a Boeing 737-8 Max has easily been one of the most anticipated aircraft deliveries this year. The aircraft is a flying tribute to Herbert D. Kelleher. One of the co-founders of Southwest Airlines. Sadly, Herb passed away in 2019, but his legacy lives on every day in the company he helped build, and now in the form of his very own aircraft. And this is but one small part of what makes N871HK special. Everything about the aircraft, all the way down to the tail number itself is designed to pay tribute to Herb as a person, and Southwest Airlines as a whole.
What makes this jet so special?
First, the aircraft is appropriately named “The Herbert D. Kelleher.” Meaning Herb will always have a plane dedicated to him, flying around the country as a mobile tribute. Second, the aircraft wears Southwest’s original livery, often called the “Desert Gold” or “Mustard Rocket” livery. It was Southwest’s original or “Classic” livery. And last, even the tail number is no random number. N871HK has just as much meaning behind it as the aircraft’s paint and name. Southwest Airlines first revenue flight took to the skies on June 18, 1971. (871). And HK is, of course, Herb Kelleher’s initials. This aircraft isn’t just a pretty coat of paint. It has deep significance to all the employees at Southwest Airlines.
Southwest Classic Winglet
Wasn’t there already one of these classic golden jets before?
Now, you may be thinking…. Didn’t Southwest already have a plane dedicated to Herb? And you’d be right. Previously Southwest had three Boeing 737-700’s painted in this classic livery. One of which bore the tail number N711HK. It was also called “The Herbert D. Kelleher,” but it was scrapped earlier this year along with its two compatriots after nearly 25 years of service with Southwest. This left Southwest’s fleet void of the classic Desert Gold livery for nearly 6 months. That is until last Thursday.
On November 15, 2022, operating flight WN8701, N871HK landed at Phoenix Sky Harbor International Airport on its delivery flight. The aircraft was then made ready for service by Southwest’s maintenance team in Phoenix, and after being on the ground for less than 24 hours, the aircraft was slotted into the schedule. N871HK’s first revenue flight was WN3400 on November 16, 2022, operating between Phoenix, Arizona (PHX) and Dallas, Texas (DAL). I had been watching this closely and had seen that the first revenue flight the aircraft would operate in complete daylight would be the following morning. WN352 with service from Houston, Texas (HOU) to Santa Ana, California (SNA).
My crazy, early wakeup to make this special flight
My flight.
This brings us back to my 3:00am alarm on November 17th. As I mentioned above, after my alarm went off, I promptly checked the aircraft’s scheduling via FlightRadar and saw that N871HK was still scheduled to operate WN352 later that morning. So, off to the airport I went. My flight from Tulsa to Houston departed 10 minutes before N871HK left Nashville, Tennessee (BNA). The location of its first overnight stop. And both my flight and it, were taxiing for takeoff at the same time. My flight from Tulsa was shorter than its flight from Nashville, so after landing in Houston, I was able to eagerly await its arrival at gate 23.
The interior of the jet looks like a standard Southwest 737 MAX.
At around 7:20am N871HK landed in Houston for the first time. It quickly taxied to the gate, where it would turn and burn as it continued to Santa Ana. The flight boarded on time, and at 8:15am, precisely on time, it pushed back with me onboard in seat 20F. The flight was incredibly beautiful and was really the perfect flight to showcase in full 4K. The routing for the flight took us directly over the deserts of the Southwest United States.
The same deserts and part of the country that this Desert Gold livery was inspired by. The flight landed in Santa Ana on time, and fun fact, the aircraft has still yet to take a delay. The Herbert D. Kelleher has a perfect on time performance rating so far.
As always, I recorded the entire flight for my YouTube channel, Skylite Productions. If you so choose, you can watch the entire flight from start to finish in 4K 60fps in the video accompanying this article and you too can take N871HK’s fourth revenue flight with me.
