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Flying Southwest Flight 247: The 4,300 Mile, 6 stop, 16-Hour Transcontinental Flight

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My name is Bryce and I’m an aviation enthusiast who runs Skylite Productions.  Skylite Productions is a commercial aviation based YouTube channel and Instagram account that I started 7 years ago.  On the channel, I feature my travels from all over the world, as I seek out and take the most unique and interesting flights I can find. 

In the pasty year, I have featured two of the world’s most historic and famous “through flights” on my social media accounts.  Those being United Airlines’ Pacific Island Hopper and Alaska Airlines’ Milk Run.  Both flights have been in operation for decades and have huge historic significance, and even today in 2022, play a vital role in ensuring the communities they serve have links to the rest of the world.

After taking those flights, my mind started turning.  Are there any other unique and interesting through flights out there?  Like any dedicated #avgeek, I had to find an answer!

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Flying Southwest Flight 247: The 4,300 Mile, 6 stop, 16-Hour Transcontinental Flight 5

Southwest Loves Point To Point Service

Now, I fly a lot…. In 2022, I’ve flown on 146 flights, over 128,000 miles, on 25 different airlines.  But it never fails, in all the flying I do, I fly Southwest Airlines more than anyone else.  41 of my 146 flights this year have been on Southwest.  So, when I was thinking about unique through flights, I instantly thought of Southwest. 

No one uses the idea of through flights on a larger scale than Southwest.  In fact, with the exception of the historic flights listed above, none of the other major US airlines really use the practice at all, except in very unique situations.  So, I started researching!  Initially I found an article on Southwest’s website from 2015, explaining that Southwest through flights can have up to 8 segments.  And from that moment, I knew it was possible to find Southwest flights that rivaled the Island Hopper or Milk Run.  The search was on!  Initially, it proved quite difficult to locate these “octoflights.”  You know, something about normal people not waiting to take a flight from point A to H with 7 stops.  However, that was exactly what I wanted to do. 

So, after scouring flight schedules on my own and not turning up anything over 4 stops, I reached out to an old Southwest contact for help.   I know had multiple sets of eyes trying to locate the longest through flights that were currently offered.  Unfortunately, despite several sets of eyes now searching, the longest flights we were able to find currently, were 6 segments long.  So, “hexaflights.”

I Found The Ultimate 6-stop Route: Coast To Coast

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Southwest Flight 247

We found several flights, but ultimately selected Southwest flight 247 as being the most unique.  Flight 247, originating on the East Coast in Providence, Rhode Island, ended 4,361 miles later, on the West Coast in Seattle, Washington.  During its marathon, 16-hour journey, it would stop 6 times, visiting 6 states, and 7 Southwest cities.  It would accomplish this all while keeping the same flight number and aircraft. 

A true transcontinental through flight, which never backtracked on itself.  The total routing for the journey was Providence, Chicago, New Orleans, Austin, San Diego, Sacramento, and Seattle.  So, with the flight selected and my ticket booked, the date was set.  On August 31, 2022, I would attempt to take the entire journey in one swoop.  As the date approached, and thanks to my contacts at Southwest, many Southwest employees had heard about my plan. As a result, there was a buzz and excitement surrounding the approaching flight. 

Southwest Heard About My Trip and Let Me Select The Plane!

I was then offered the incredible opportunity to hand select the aircraft I wanted to operate the flight.  Since the flight was operated by a 737-700, I selected Triple Crown One.  Triple Crown One is the aircraft painted in a special livery, dedicated to the employees of Southwest Airlines.  From 1992 through 1996, Southwest achieved the unthinkable, and received top marks from consumers in on-time performance, customer satisfaction, and baggage handling.  Giving Southwest the “Triple Crown,” 5 years in a row. 

Thanks to good weather and Southwest’s awesome aircraft scheduling, Triple Crown One did indeed show up to operate the flight which made this flight even more special!  With the flight visiting 7 Southwest cities, and hundreds of Southwest employees having a part in helping the flight along its journey, it only seemed fitting to have those amazing employees be represented on this epic journey.

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The front cabin of Southwest’s Triple Crown

Big Day Arrives: Southwest Flight 247

August 31st arrived, Triple Crown One was sitting at the gate, and although I was half asleep thanks to the 4:00am alarm I’d set, I was now ready to attempt the transcontinental through flight!  At 5:30am, after a small ceremony at the gate thanks to the awesome Providence ground crew, flight 247 departed on-time and began the first of 6 segments.  

Characteristic Southwest Hospitality

Throughout the day, at every stop, I was wished on my way by Southwest employees.  All of whom were following along as the day progressed.  The support I received from all types of Southwest employees throughout the day, both in person, and via YouTube and Instagram was incredible.  It truly showcased the amazing atmosphere Southwest has created throughout their employee group. 

Throughout the journey, I was given all kinds of well wishes and Southwest swag, ranging from nice notes, Instagram messages, cards thanking me for my business, more cans of water than I could carry, as many snack bags as I wanted, and I was even offered Starbucks coffee and food by one of the first officers during one of the stops. 

The amount of kindness and dedication I saw from the employees of Southwest on this trip, has never been duplicated anywhere else, in all my travels.  The day progressed smoothly and at 6:05pm, 15 hours and 35 minutes later, flight 247 arrived in Seattle 10 minutes ahead of schedule.  Another testament to the awesome employees of Southwest Airlines.  Throughout the day, countless numbers of Southwest employees from gate agents, ground handlers, pilots, flight attendants, dispatchers, crew schedulers, aircraft schedulers, maintenance technicians, and so many others played roles in making sure flight 247 operated safely and on-time. 

Although flight 247 was a special flight for me on that day, the flight operated its transcontinental journey every day during that schedule iteration, overwhelmingly operating the entire journey on-time. 

Flight 247 Was Repurposed–It’s Now the Shortest Flight On The Schedule

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Flying Southwest Flight 247: The 4,300 Mile, 6 stop, 16-Hour Transcontinental Flight 6

Since September 6th, as flight numbers have been shuffled with the new schedule, fight 247 is now an inter-island flight in Hawaii between Honolulu and Lihue.  Kind of fitting that it would go from a 4,300-mile marathon to one of Southwest’s shortest flights. 

Check Out My Video Vlogging This Special Day

Flight 247 no longer exists in the form presented here in this article, but since I filmed it in its entirety, it will forever live on in 4K, as one of the most unique through flights to ever exist.  If you so choose, you can watch the entire journey from start to finish in the video accompanying this article.  Although, I completely understand if you skip around the video considering its 11-hour length.  Also, you can be sure, that I’ll be on the lookout for even longer Southwest through flights in the future!

What Caused The Grunting PA Sounds On A Recent American Flight?

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What sounded like a prank on an American Airlines flight this week en route to Dallas was actually a hilarious PA system malfunction.

Throughout the flight, it sounded like someone was pranking everyone. The crew and even Captain were obviously annoyed, and worried by the moans, grunts, and random outbursts over the intercom.

Passengers like twitter user @ActuallyEmerson, however, couldn’t stop laughing. And while it was hilarious to some, it brought about serious security questions, if it actually was a prank and a hack. Watch the video above.

What was it? We Reached Out To The Airline

Except, it turns out it was not a hack at all, but rather a malfunction in the PA system. AvGeekery reached out to AA about the incident.

“It’s a hardwired system, so there’s no hacking,” said AA in response to our inquiry. “The PA systems onboard our aircraft are hardwired and there is no external access. There is no Wi-Fi component to our PA systems.”

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Aircraft, Aircrafts, American Airlines, plane, planes, Livery, Exterior

“Following the initial report, our maintenance team thoroughly inspected the aircraft and the PA system,” added AA. “The sounds were caused by a mechanical issue with the PA amplifier, which raises the volume of the PA system when the engines are running. Our team is reviewing the additional reports.”

As for Emerson and the other passengers, there was no IFE on the flight, but he didn’t seem to mind and was throughly amused by malfunction which kept him entertained instead.


This Wasn’t The First Time It’s Happened

Whatever the case, the malfunction of groans, moans, grunts and outbursts have occurred on several AA flights.

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AA has not clarified why the malfunction has occurred on several planes in recent months, or how they plan to fix it. But rest assured, if you start hearing random outbursts on the intercom, it isn’t a prank.

J.D. Power: Air Traveler Satisfaction Plummets in 2022

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The results of J.D. Power’s 2022 North American Airport Satisfaction Study are in. Spoiler Alert:  You’re likely to see more smiles in Minneapolis than at Newark. 

Airlines and airports struggled to face challenges on multiple fronts this year, which led to a summer of operational disruptions in the industry. And according to the study, air travelers are not nearly as happy as they were in 2021. 

In fact, the survey revealed a staggering 25-point drop in the number of happy air travelers compared to just one year ago. 

Masks and government mandates aside, pandemic-era flying was – admittedly – less stressful than in normal times. Think about it: empty airports, ample parking, no lines, deals galore…not to mention that your chances of having to sit in a middle seat (or have someone sit next to you) were drastically reduced. 

We didn’t know it at the time, but perhaps those were the good old days. That’s not to diminish the gravity of COVID-19’s darkest days. Indeed, there were many unknowns – especially early on in the crisis. But looking back on it now, the pandemic created an unprecedented scenario in which many modern-day stresses of air travel vanished. Not surprisingly, the highest level of satisfaction among air travelers in the survey’s 17-year history was recorded in 2021.

How J.D. Power Conducts the Airport Satisfaction Survey  

Airport Terminal
Photo by CHUTTERSNAP on Unsplash

Now, as the airline industry gains its footing in a post-pandemic world, it is faced with operational challenges, fewer flights, inflation, and crowds. And air travelers are not happy. 

The 2022 J.D. Power North American Airport Satisfaction Study, which received more than 26,000 responses between August 2021 and July 2022, captures the state of the industry very accurately. 

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

Using a 1,000-point scale, the study measured an average score of 777 for overall air traveler satisfaction at North American airports using the following six factors: 

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

So, with all that in mind, what are North America’s most (and least) satisfying airports? 

Mega Airports (>33 million pax annually)

Minneapolis-Saint Paul International Airport
Minneapolis-Saint Paul International Airport | IMAGE: MSP Airport via Facebook

Top 5 

  1. MSP – Minneapolis-Saint Paul International Airport: 800 (out of 1000) 
  2. SFO – San Francisco International Airport: 796
  3. DTW – Detroit Metropolitan Wayne County Airport: 791 
    JFK – John F. Kennedy International Airport: 791 
  4. LAS – Harry Reid International Airport: 790 
  5. MCO – Orlando International Airport: 786 

Bottom 5

  1. EWR – Newark Liberty International Airport: 719 
  2. ORD – Chicago O’Hare International Airport: 751
  3. LAX – Los Angeles International Airport: 753 
  4. BOS – Boston Logan International Airport: 754 
  5. YYZ – Toronto Pearson International Airport: 755 

Large Airports (10-32.9M pax annually) 

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

Top 5 

  1. TPA – Tampa International Airport: 846 
  2. SNA – John Wayne Airport, Orange County: 826 
  3. DAL – Dallas Love Field: 825 
  4. MSY – Louis Armstrong New Orleans International Airport: 813 
    RDU – Raleigh-Durham International Airport: 813 
  5. SLC – Salt Lake City International Airport: 804 

Bottom 5 

  1. PHL – Philadelphia International Airport: 729 
  2. HNL – Honolulu International Airport: 758 
  3. MCI – Kansas City International Airport: 760 
  4. LGA – LaGuardia Airport: 761 
  5. STL – Saint Louis Lambert International Airport: 765 

Medium Airports (4.5-9.9M pax annually) 

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

Top 5 

  1. IND – Indianapolis International Airport: 842 
  2. PIT – Pittsburgh International Airport: 839 
  3. JAX – Jacksonville International Airport: 826 
    RSW – Southwest Florida International Airport: 826
  4. MKE – General Mitchell International Airport: 824 
  5. ABQ – Albuquerque International Sunport: 819 

Bottom 5

  1. BUR – Hollywood Burbank Airport: 763
  2. OGG – Kahului AIrport: 767 
  3. CLE – Cleveland Hopkins International Airport: 780 
  4. BDL – Bradley International Airport: 789 
  5. OMA – Eppley Airfield: 791

For the complete list, check out the J.D. Power 2022 North America Airport Satisfaction Study

What do you think? Do you believe your fellow travelers got it right? 

Aer Lingus to…Cleveland? 

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Irish flag carrier Aer Lingus is looking to add Cleveland, Ohio, to its transatlantic route map, cleveland.com reported Thursday. 

The carrier is reportedly considering four weekly nonstop flights between Cleveland Hopkins International Airport (CLE) and Dublin Airport (DUB) next May. If it happens, the flights will mark the first European service from Cleveland since Icelandic competitors Icelandair and WOW Air terminated flights to Reykjavik in 2018.

Before that, CLE had not had nonstop service to Europe since Continental Airlines ended London (Gatwick) flights in 2009. Continental also offered nonstop flights between Cleveland and Parish in 2008, but that service only lasted a few months. In the 1980s, Yugoslavian carrier Jat Airways flew to Cleveland as a stopover on its DC-10 flight between Belgrade, Slovenia (BEG), and Chicago O’Hare (ORD). 

Lured by Financial Incentives 

Cleveland Hopkins International Airport
Aerial view of Cleveland Hopkins International Airport (CLE) | IMAGE: Facebook

Financial incentives from Cleveland City Council, local businesses, and other economic development groups in northeast Ohio have allegedly provided enough support for Aer Lingus officials to give Cleveland service the green light. According to cleveland.com, the financial incentive will likely be between $2-2.5 million. 

It is not uncommon for cities to lure airlines using financial incentives to subsidize – or guarantee – a return on investment for the airline. British Airways (BA) returned to nearby Pittsburgh International Airport (PIT) – 125 miles southeast of Hopkins – in 2019 after a nearly 20-year absence. The service was made possible – at least initially – because of subsidies from the Pittsburgh business community. 

BA suspended PIT service at the onset of the pandemic in 2020 but returned earlier this year with four weekly flights on a Boeing 787-8 Dreamliner. 

Federal law prohibits airports themselves from providing financial incentives to lure carriers. 

This is not the first time Aer Lingus has considered Cleveland service. The carrier had been eyeing CLE service in 2019 but ultimately decided against it after lackluster financial support.  

North American Service

Aer Lingus Airbus A330
Aer Lingus Airbus A330 | IMAGE: Aer Lingus

Aer Lingus currently flies to 12 North American destinations, including 11 in the United States and one in Canada.

  • BOS – Boston Logan International Airport 
  • JFK – New York John F. Kennedy International Airport 
  • MCO – Orlando International Airport
  • SEA – Seattle-Tacoma International Airport
  • SFO – San Francisco International Airport 
  • LAX – Los Angeles International Airport 
  • ORD – Chicago O’Hare International Airport 
  • IAD – Washington Dulles International Airport 
  • PHL – Philadelphia International Airport 
  • EWR – Newark Liberty International Airport 
  • MIA – Miami International Airport 
  • YYZ – Toronto Pearson International Airport (Canada) 

Flights to North America originate from Dublin (DUB), Shannon (SNN), or Manchester, UK (MAN).

There is no word on what equipment Aer Lingus could deploy on the DUB-CLE route. However, it’s difficult to imagine that the carrier could justify using anything larger than the Airbus A321neo or the A321LR. 

The carrier is planning to formally announce the new Cleveland service sometime next week. 

Boeing, Red 6 to Add Augmented Reality Training on T-7, F-15EX

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Boeing and Red 6 are joining forces to integrate Augmented Reality (AR) training systems on Boeing’s T-7 and F-15EX jets.

Red 6 has been developing their Advanced Tactical Augmented Reality System (ATARS) and Augmented Reality Command and Analytic Data Environment (ARCADE) for some time now. The innovative tech allows combat pilots to see and interact with simulated aircraft, targets, and threats on the ground or in the air – WHILE flying and training in their actual aircraft.

https://youtu.be/6XxBXDFz1yk

It’s like a video game in the sky, but in a real environment, in the real world. A pilot can takeoff, look out the canopy and see other aircraft in wide-field of view, in full color and high resolution. The pilot can maneuver against them and they against the pilot.

It’s a highly accurate, high-fidelity simulation that allows pilots and ground operators to see synthetic threats in real-time, outdoors, and in high-speed environments, blending AR and artificial intelligence.

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LIFT AVIATION’S NEXT GEN HELMET WITH RED 6’S AR TECHNOLOGY SYSTEM INTEGRATED INTO THE VISOR. PHOTO COURTESY, RED 6

According to Red 6, ATARS “enables a multitude of tactical training scenarios delivered through augmented reality. These include air combat maneuvers, refueling, tactical formation and surface-to-air weapon engagements. ARCADE increases the efficiency of mission planning, briefing, and debriefing through real-time 3D visualizations to construct and re-construct sorties.”

“Red 6’s Augmented Reality system with the pathfinding T-7 and the F-15EX represents another transformational leap in capability” said Dan Gillian, VP and General Manager of U.S. Government Services for Boeing Global Services. “This agreement is the latest example of Boeing’s commitment to investing in technology and our drive to lead innovation in the aerospace and defense sectors.”

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Still in its testing colors, the F-15EX Eagle II takes its first flight / February 2021 (photo: boeing)

For decades, training combat pilots to fly, fight and win has been done with ground simulators and in the air flying (think of the movie Top Gun). But such flying is very expensive, and training against 20+ year old privately owned Red Air jets just doesn’t replicate modern day threats like China’s J-20 or Russia’s Su-57.

USAF leadership knows it too, as does Lockheed’s Skunk Works. Both have supported Red 6’s AR development with millions of dollars. Last year, the USAF signed a $70 million contract to install ATARS in a T-38 Talon trainer within the next year. They want to validate that it’s safe, and evaluate it in their own scenarios.

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Boeing, Red 6 to Add Augmented Reality Training on T-7, F-15EX 20

“For us to train against those threats, we need to be able to simulate them, and we just can’t do it. If we’re not scared of that, we should be,” says Red 6 CEO Daniel Robinson.

He knows a thing or three about the subject, being a former RAF Tornado pilot and the first foreign national ever to fly the F-22. He’s also a graduate of the UK Fighter Weapons School (their version of Top Gun).

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RED 6 CEO DAN ROBINSON FLYING IN ONE OF THE COMPANY’S BERKUTS, THEIR PLATFORM OF CHOICE TO DEVELOP AUGMENTED REALITY FLIGHT TRAINING FOR THE USAF. PHOTO COURTESY RED 6

“Everyone realizes the limitations to providing Red Air, there’s a chronic under-supply. Even with all the private contractors and billions of dollars allocated to it, there’s still a 75% demand gap,” says Robinson. “USAF is 2,000 pilots short, and spending over $1 billion per year for adversary air that can’t simulate modern near peer adversaries.”

RED 6 is developing ATARS with two experimental piston-powered Berkuts. Four different modules are integrated into the planes. One tracks the aircraft, while another tracks the head. Another creates the wide-view AR which draws the image for the pilot of whatever scenario is being flown. Another is the main brain of everything.

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red 6 ceo dan robinson flying one of the company’s berkuts, used to develop their atars augmented reality pilot training tech (photo: Mike Killian)

Earlier this year, RED 6 successfully flew the first multi-aircraft training flight against multiple AR assets. Never before had someone connected multiple live aircraft into one common AR environment, outdoors, in the sky.

“Readiness and lethality are critical if our warfighters are to prevail against peer adversaries,” says Robinson. “Boeing’s next-generation platforms will be the first aircraft in the world that are capable of entering our AR training environment. Together, we will deliver a paradigm shift in the quality, quantity, and cost of training future pilots.”

Newark Flight Lands Safely After Sparks and Debris Fall On Departure

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A United Airlines flight landed safely last night in Newark, NJ, after a mechanical failure on takeoff caused sparks to fly off the plane. The event was even captured on video by a photographer on the ground.

The company says initial inspections of Flight 149, a Boeing 777-200 (N787UA), suggest a hydraulic pump failure is to blame.

Sparks on Departure

The video clearly shows the sparks and debris coming from the plane’s landing gear compartment.

The aircraft went into a holding patterns 24,000 ft over the Atlantic and burned off fuel for about 90 minutes. It then returned to land without incident.

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Flightradar24 screenshot tracking UA149 on Wed Night

The 256 passengers were put on another plane and departed for Sao Paulo, Brazil this morning.

The FAA is investigating.

First All-Electric Commuter Plane Completes High-Speed Taxi Tests

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The world’s first all-electric commuter plane completed a series of high-speed taxi tests in Washington yesterday (Sep 19), and is now aiming for its first flight test soon.

The battery-powered plane, nicknamed Alice, is based near Seattle and being developed by Eviation. They’ve secured some big orders too, with companies such as GlobalX, DHL Express and Cape Air all showing interest with their dollars.

Fully-electric Aircraft For Regional Travel

The Tesla-looking aircraft’s 8,000 lb battery makes up most of the plane’s belly. Twin engine props are mounted near the tail. Alice is only designed for shorter routes, but those shorter routes of 500 miles or less make up for nearly half the world’s air travel.

Eviation hopes to capitalize on that. With the taxi tests done, the next major milestone will be the first flight test. Neither the company or FAA, however, have yet announced a first flight test date.

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in the cockpit of the world’s first all-electric commuter plane (photo: eviation)

Fast Charging

The plane will only take 30 minutes to charge and will fly 2 hour / 400 mile routes, before needing to charge its battery again.

“Eventually, we believe the electric aircraft is going to achieve dominance in this sector,” says Eviation CEO Gregory Davis. “We’re prepared to support that.”

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render of alice commuter version interior (credit: eviation)

Goal: Commercial Service By Mid-Decade

Eviation hopes to see their planes enter commercial services as soon as 2024. Three different versions will be available. A commuter version will seat 9 passengers for 400 mile routes. A luxury executive version will also be available, as well as a cargo version.

But Alice isn’t the only player in the game. Wright Electric is developing a 100-passenger electric plane. United and Mesa Air are backing an aircraft by Heart Aerospace. Airbus and Boeing are both working on designs too.

USAF Reveals Rollout Timeline For B-21 Bomber

The USAF will rollout and reveal their highly-classified, next generation B-21 Raider stealth bomber to the world in early December.

Northrop Grumman has been developing the new bomber now for years. Six aircraft are currently in various stages of production and testing.

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artist render of b-21 raider. the USAF is set to to Reveal New Stealth Bomber to the world this december (credit: Northrop Grumman)

It’s the backbone of America’s 21st century bomber force, consisting of B-21s and B-52s. Raiders will deliver conventional and nuclear munitions, and employ a broad mix of stand-off and direct-attack munitions. They will also accommodate crewed or un-crewed operations.

Rollout Date Announced Today

“The B-21 Raider program is foundational to the Air Force’s operational imperative for an effective, long-range strike family of systems to guarantee our ability to strike any target, anytime, anywhere, even in the most contested environment,” says Air Force Chief of Staff Gen. CQ Brown, Jr.

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render of a B-21 Raider in a hangar at Ellsworth Air Force Base, S.D. (credit: northrop grumman)

The first plane will be formally rolled out at Northrop’s Palmdale, CA facility. USAF acquisition executive Andrew Hunter confirmed the news at this week’s Air Force Association’s Air, Space and Cyber Conference in National Harbor, MD.

Although the USAF will rollout the first B-21 in December, the exact date is still being worked out.

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.

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The b-21 will look similar to the b-2, seen here, but will benefit greatly from design lessons learned, and be more lethal and evolvable over time, as well as easier to maintain. (photo: USAF)

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.

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b-21 art (credit: northrop grumman)

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 attack against Japan following Pearl Harbor on April 18, 1942. The designation B-21 recognizes the Raider as the first bomber of the 21st century.

Space Force Introduces New Song–What Do You Think?

The Space Force introduced their official song today at the 2022 Air & Space Forces Association Air, Space and Cyber Conference in National Harbor, Maryland. The song titled “Sempra Supra” is named after the USSF motto adopted when the force was enacted back in 2019.

The song was commissioned at the onset of the Space Force. It was cowritten and produced by Gen John “Jay” Raymond and former Air Force band member James Teachenor.

The song makes reference to the Guardians, which like airmen in the Air Force, is what Space Force members refer to themselves as. It also alludes to the fact that they are “guardians beyond the blue”, a likely nod to the Air Force from which the service is still closely tied.

The full lyrics are below:
We’re the mighty watchful eye,
Guardians beyond the blue,
The invisible front line,
Warfighters brave and true.
Boldly reaching into space,
There’s no limit to our sky.
Standing guard both night and day,
We’re the Space Force from on high.


You can listen to the song here:

The Aviation World Pays Tribute to Queen Elizabeth II

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Britain and the world bid farewell to Queen Elizabeth II on Monday – a spectacular bookend to a 10-day period of mourning following her death.

Amid the pageantry, remembrance, and majesty following The Queen’s death on 8 September, the aviation world has also felt the effects of the end of an era. A generation has passed since the world has witnessed a spectacle like this. Indeed, when young Princess Elizabeth acceded to the throne in 1952, air travel was still very much in its infancy. 

BOAC Canadair Argonaut
A BOAC Canadair Argonaut | IMAGE: British Airways

As Queen, she witnessed Britain’s and the world’s remarkable transformation into the modern society we all live in today. In fact, when she took the throne in February 1952, the world hadn’t even seen its first commercial jet service.

However, it wasn’t long until commercial aviation entered the jet age. Not even three months after Elizabeth became Queen, the British Overseas Aircraft Corporation (BOAC) introduced the de Havilland Comet 1A. On 2 May 1952, the 44-seat Comet flew from London to Johannesburg, South Africa, thus becoming the world’s first passenger jet flight. 

Queen Elizabeth’s Love of Concorde

Through The Queen’s seven-decade reign, she witnessed (and experienced) remarkable advances in aviation technology and the way the world travels. None, however, could compare to what many would consider the pinnacle of British aviation – the Concorde.

Queen Elizabeth Arrives in Texas in 1991
England’s Queen Elizabeth II and her husband, Prince Philip, Duke of Edinburgh, disembark from a British Airways Concorde supersonic transport aircraft upon their arrival for a royal visit to the United States in 1991 | IMAGE: United States Government

Queen Elizabeth flew Concorde for the first time on 2 November 1977 on a flight to London from Grantley Adams International Airport (BGI) in Barbados. The Queen flew multiple times on Concorde in the years that followed, including a visit to the United States in May 1991. 

Because of her rigorous schedule and outreach that spanned the globe during her reign, Queen Elizabeth had no other choice but to utilize the miracle of aviation. Even after her death, she continues to have an impact on aviation. 

Here are four interesting aviation tidbits that have happened as a result of the Queen’s death. 

1. British Airways Waives Wi-Fi Fees for In-Flight Funeral Viewing 

A British Airways aircraft with Wi-Fi radome
A Wi-Fi enabled British Airways aircraft | IMAGE: British Airways

British Airways (BA) on Monday provided free in-flight Wi-Fi to passengers so they could watch the funeral on their personal devices.

The carrier also observed two “Moments of National Reflection” that took place – one 1-minute moment on Sunday and a 2-minute moment coinciding with the end of the funeral on Monday. BA also suspended cabin service during the two-minute silence. 

Aircraft in motion on the ground at London Heathrow (LHR) at the conclusion of the funeral came to a stop during the two-minute moment of silence. Additionally, arrivals and departures were not permitted during the silence.

2. More than 5 Million People tracked The Queen’s Final Flight

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Queen Elizabeth’s coffin is carried on board a Royal Air Force C-17 Globemaster III ahead of her final flight to London on 13 September | IMAGE: RAF

As our Mike Killian reported last week, the Royal Air Force C-17 Globemaster III that transported The Queen’s coffin from Edinburgh, Scotland to RAF Northolt near London became the most tracked flight in history. 

Her final flight was watched from beginning to end by an astonishing 4.79 million people. 

Check out our story on this flight here

3. Heathrow Falls Silent 

Sunset at London Heathrow Airport
London Heathrow Airport (LHR) | IMAGE: London Heathrow Airport on Facebook

To honor The Queen, British Airways and Heathrow Airport canceled 100 flights to ensure operational flexibility on Monday. Many additional flights were rescheduled. 

No aircraft were permitted to land or take off at LHR for 30 minutes during the state funeral – which took place between 1140 and 1210 local time. Arrivals were also paused for 35 minutes beginning at 1345 local time for the procession of the Queen’s hearse to Windsor Castle. 

Inside the airport, travelers and staff fell silent as the nation observed a two-minute moment of silence as the funeral ended. LHR was broadcasting the funeral throughout the terminals for travelers to watch. 

Anyone who has been to London and was watching Monday’s events on television could very quickly notice the deafening silence at times. London airspace is notoriously congested and loud, so the magnitude of Monday’s operational undertaking was quite remarkable. 

4. London Stansted Airport Becomes AvSpotter Heaven 

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ROYAL FLIGHT OF OMAN | BOEING 747 – 400 | A40 – OMN at London Stansted Airport on 18 September 2022 | IMAGE: RVA AVIATION

More than 500 heads of state, including kings, queens, prime ministers, presidents, and emperors, traveled to London over the weekend to honor the late Queen – most, if not all, arriving by air. 

As a mind-blowingly dazzling array of aircraft types from governments and dignitaries around the world descended on London last weekend, spotters had a field day. Luckily, spotters at Standsted caught many of the arrivals and departures on video. 

YouTube channel RVA Aviation features three incredible videos of some of the world leaders arriving in London for The Queen’s funeral. 

Some of the unique arrivals include a Royal Flight of Oman Boeing 747-400, a Kuwait government A340-500, a South Korean Air Force 747-800, the Brunei Sultan’s 747-800, a Ukrainian government A319, and of course, Air Force One. 

Rarely – if ever – have so many heads of state been in one place at one time. The funeral of Queen Elizabeth II will go down in history as a generational event like few others in world history. The outpouring of love from around the world that these aircraft represent is something we may never witness again — at least in our lifetimes. 

FAA Denies Request to Remove 1,500 Hour Minimum For Pilots

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Earlier this year, Republic Airways (a regional carrier for American, Delta, and United Airlines) filed a petition with the FAA for an exemption to the ‘1,500 hour rule’ that required all airline pilots to have flown a minimum of 1,500 hours before being eligible to occupy a seat in an airliner. Today, the FAA denied that petition.

The rule was implemented by congress after a 2009 crash of Colgan Air flight 3407. The Dash-8-400 commuter aircraft’s crew lacked sufficient experience for the conditions and scenario at the time of the crash. In the wake of the crash, a push to increase the level of experience in the cockpit led to a number of changes that included the implementation of the 1,500 hour rule.

Republic Attempted to Side Step The Regulation With An In-House Training Program

Over the past decade, the demand for pilots has risen dramatically. At the same time, the increased training requirements, combined with a wave of early pilot retirement due to COVID has led to a drastic shortage of pilots. This problem is acutely affecting regional airlines like Republic as current regional pilots move up to the major carriers to fill vacant spots. Even massive payscale raises (as some regionals and startups have done lately) have not been enough to stem the losses.

Amongst that backdrop is where Republic proposed an exemption. In their proposal, they stated that they would start a flight school with military-like standards training for prospective pilots. In exchanged for the higher-level quality of training, they asked for relief from the 1,500 hour rule. Republic asked to reduce that number to 750 hours as part of the Lift Academy program.



FAA’s Ruling

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A Republic Airways Embraer 175 touches down. Photo: Republic Airways

In the denial released by the FAA, the agency said that “Republic’s exemption process is not the avenue to address the hiring difficulties of an operator that may result in service cuts to particular areas. The FAA continues to consider the greater public interest ensuring that the level of safety provided by the foundation of an integrated aviation education required by § 61.160 is maintained.”

This statement effectively means that Republic’s Lift Academy’s curriculum and plan are not sufficient to overcome the risks that the FAA (and thereby the traveling public) would undertake as a result of the exemption.

What The FAA Didn’t Address

The ruling is relatively narrow in scope but it also does not cite any clear path to solve the issue. The FAA did acknowledge that the 1,500 hour rule is not fool proof and that the quality of training within those 1,500 hours could vary. They also acknowledged the pilot shortage and the challenge that this rule has created.

However, they didn’t offer any alternative to the current rule or a direct way forward. This ruling is one to be celebrated by current airline pilots who are enjoying record demand for their services and thus increases in wages. Conversely, it is another roadblock to regional airlines who are looking for numerous ways to stem the outflow of pilots from their ranks.

The issues presented in the ruling are complex. And its an issue that isn’t likely to go away anytime soon barring a large economic downturn that crushes demand for travel. You can read the full 15 page ruling here.

Pilot Lost in Tragic Accident at Reno Air Races

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This week’s annual National Championship Air Races in Reno, Nevada ended tragically today, when an L-29 Super Delfin jet and its pilot crashed in a horrible accident during the Jet Gold Race.

Pilot Aaron Hogue, Race #29, did not survive. Hogue was the race’s Rookie of the Year in 2021. He was an experienced pilot of over 35 years.

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Aaron Hogue and his Race jet

Accident under investigation

“At this time we are gathering information and confirming details of the incident that happened today during the Jet Gold Race,” says the Reno Air Racing Association. “We can confirm that only one plane was involved. The National Championship Air Races has suspended all operations for the 2022 event. We will provide an update as soon as it’s available. NTSB and FAA will be investigating the incident.”

Ejection seats are disabled for the races, as a safety measure being that the planes fly so close together on the course. The theory is that an ejection could lead to additional crashes during a race. Pilots are allowed to bailout of their jet though. It’s too early to know what went wrong to cause Hogue to crash.

The Reno Air Races is the only event in the world where aircraft race around pylons at altitudes between 50 and 250 feet, just feet from each other, while reaching speeds of 500 miles per hour. Pilots must be highly experienced and pass rigorous training requirements to receive an invitation to race.

Our sincere condolences to Hogue, his family, team, friends & colleagues.

UPDATE #1:
Post by the Reno Air Races Association:

Vulcan Bomber Narrowly Misses Cars as it Overshoots Runway

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A Vulcan Bomber narrowly avoided what could have been a disaster yesterday (Sep 16), when it overshot a runway at Wellesbourne Mountford Airfield in Warwickshire (United Kingdom) and stopped just short of a busy public road with cars driving by.

The incident was reportedly caused by a malfunction, according to the caretakers of the retired Royal Air Force (RAF) plane at the XM655 Maintenance and Preservation Society. A small team of skilled and dedicated volunteers maintains and preserves the aircraft, many of whom are ex-RAF, (some even ex-V-Force personnel, one of whom actually worked on the plane while in RAF service).

What Happened To The Vulcan?

“Due to a malfunction of a piece of equipment in the cockpit, the aircraft remained at full power for approximately two seconds longer than intended. This resulted in excessive speed and less distance in which to stop, and the aircraft passed beyond the end of the runway on to the agricultural area, stopping just before the airfield perimeter.”

“The failed equipment was an air speed indicator which had been tested and found satisfactory six days ago, and which started working normally before the end of the run,” they added. “The aircraft brakes worked properly, but were unable to bring things to a halt within the reduced space available.”

The cold war-era bomber was conducting a taxi run ahead of an air show planned for Sunday, which has since been cancelled considering what happened. The pilot is ok and no injuries were reported. All ticket holders for the event has since been issued full refunds.

“As far as we can see, the aircraft is largely undamaged, but in addition to the ongoing recovery work, we also have a lot of inspection work to carry out before we can consider any further live activity,” says the XM655 organization. “We will provide further updates when XM655 has been recovered and we have had chance to assess any damage.

View From The High Speed Taxi Test

Above, you can see an onboard view from a previous taxi run with the plane. It was the third from last of the Vulcan bombers produced for the Royal Air Force, being delivered in late 1964, and was part of the UK’s nuclear deterrent force throughout the 1960s and 1970s.

There are no flyable Vulcans in the world anymore, so even seeing one doing taxi runs at all is a special thing for any aviation enthusiast, which was the plan for Sunday, as such rare occurrences help raise funds for the organization preserving the bomber.

United to Return to Dubai, Announces Partnership with Emirates

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Two former adversaries in the airline world have announced a new codeshare agreement. 

United Airlines and Emirates on Wednesday announced the new agreement designed to bolster each airline’s network in the United States and worldwide. 

Details of the agreement were unveiled in a ceremony Wednesday morning at Washington Dulles International Airport (IAD) – a United hub. The event, hosted by United CEO Scott Kirby, Emirates President Sir Tim Clark, and attended by other representatives from each airline, took place in a United hangar at Dulles. Two Boeing 777-300ER aircraft – one from each airline – provided the backdrop for the ceremony. 

What this Means for United Customers

United and Emirates 777-300ERs
A United Airlines hangar at Washington Dulles International Airport (IAD) is prepared for an event on 14 September 2022 | IMAGE: United Airlines

Beginning on 27 March 2023, United plans to launch service between Newark Liberty International Airport (EWR) and Dubai International Airport (DXB). Once in Dubai, customers will be able to seamlessly connect to more than 100 destinations via Emirates or flydubai, an Emirati government-owned low-cost carrier based at DXB.  

UA164 will depart Newark Liberty at 2215 local time and arrive in Dubai at 1940 local time the following day. The scheduled flight time between EWR and DXB is 13 hours and 25-minutes. On the return trip, UA163 will depart Dubai at 0215 and arrive in Newark 14 hours and 50 minutes later at 0905, both times local.  

United plans to deploy a Boeing 777-200ER on the new route. 

Passengers can book connecting flights from Dubai on Emirates on the same ticket. Tickets for United’s new Dubai service are already for sale

“This agreement unites two iconic, flag carrier airlines who share a common commitment to creating the best customer experience in the skies,” said United CEO Scott Kirby. “United’s new flight to Dubai and our complementary networks will make global travel easier for millions of our customers, helping boost local economies and strengthen cultural ties. This is a proud moment for both United and Emirates employees, and I look forward to our journey together.” 

This flight was still subject to government approval at the time of writing. 

What this Means for Emirates Customers 

Crew members from United Airlines and Emirates
United and Emirates Expand Market Presence Through New Agreement | IMAGE: United Airlines

For Emirates customers, the benefits of the new agreement will begin several months earlier than those of United customers. 

Beginning this November, Emirates customers flying into Chicago O’Hare (ORD), San Francisco (SFO), and Houston’s George Bush Intercontinental (IAH) will have the ability to connect to nearly 200 cities in United’s network. 

Emirates customers flying into its other eight U.S. destinations – Washington Dulles (IAD), Boston (BOS), Los Angeles (LAX), Dallas/Ft.Worth (DFW), New York John F. Kennedy (JFK), Orlando (MCO), Miami (MIA), and Seattle (SEA) – will be able to take advantage of an interline agreement with both carriers. 

“Two of the biggest, and best-known airlines in the world are joining hands to fly people better to more places, at a time when travel demand is rebounding with a vengeance. It’s a significant partnership that will unlock tremendous consumer benefit and bring the United Arab Emirates and the United States even closer,” said Emirates President Sir Tim Clark. “We welcome United’s return to Dubai next year, where our hub Dubai essentially becomes a gateway for United to reach Asia, Africa and the Middle East via the combined network of Emirates and flydubai. We look forward to developing our partnership with United for the long term.”

Besides the obvious advantages, such as more efficient check-in and luggage transfer options, United MileagePlus members will be able to earn and redeem miles on select connecting flights from Dubai. Emirates Skywards members will be able to earn and redeem miles, and enjoy the use of United lounges, when traveling on any United flight. Additionally, United customers will have access to Emirates lounges when connecting to and from United’s EWR-DXB flight. 

Both carriers say additional announcements are forthcoming regarding benefits for customers in both loyalty programs.

Is the Timing Right This Time? 

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The tails of a United Boeing 777 and an Emirates Boeing 777 | IMAGE: Emirates

With the rebound in post-pandemic international travel, Wednesday’s announcement makes sense – despite years of tension between U.S. and Gulf carriers. It will also reintroduce United to one of the most highly sought-after destinations in the world.

United last served Dubai from Washington Dulles in 2016. The carrier discontinued the flight in January 2016, saying the introduction of subsidized carriers such as Emirates and Etihad at IAD “created an imbalance between supply and demand to the United Arab Emirates.” 

As tensions continue to thaw and post-pandemic travel continues to soar, this new agreement opens up a new world of possibilities for customers of both United and Emirates. The news comes on the heels of recent announcements regarding similar agreements between Etihad and JetBlue, as well as Qatar and American

Queen Elizabeth II’s Final Flight Was the Most Tracked Flight Ever

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Last month, we reported how users of the popular flight tracking website Flightradar24 flocked to watch Nancy Pelosi’s flight to Taiwan, as threats from China telling her to stay away made people obviously wonder if they would shoot her down.

It became the site’s most tracked flight ever, but it didn’t take long for that record to be shattered this week. Over 5 million people tracked a Royal Air Force C-17 Globemaster III as it flew Queen Elizabeth II on her final flight, transporting her coffin from Edinburgh to RAF Northolt near London.

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Queen Elizabeth II’s coffin being carried by personnel from her Colour Squadron, 63 Squadron, Royal Air Force Regiment (RAF photo)

Personnel from the Queen’s Colour Squadron, 63 Squadron, Royal Air Force Regiment carried her coffin onto the plane, joined by a Guard of Honor from the Royal Regiment of Scotland.

“Within the first minute of the aircraft’s transponder activating, 6 million people attempted to click on the flight carrying the Queen,” said Flightradar24’s director of communications Ian Petchenik in a blog post. Some 4.79 million people followed the journey, with another 296,000 watching the flight’s path on a YouTube livestream.

“That put unprecedented strain on the Flightradar24 platform, far beyond even what we experienced when the US Speaker of House flew to Taiwan and 2.2 million people followed the flight.”

“In total we processed 76.2 million requests related to this flight alone,” he added. “That’s any action by a user, like clicking on the flight icon, clicking on the aircraft information in the left side box, or adjusting settings.”

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Flight path of Her Majesty queen Elizabeth II’s final flight (credit Flightradar24)

Upon arriving at RAF Northolt, the Queen was transported to Buckingham Palace, and then on to Westminster Hall, where she will lie in state for the next 5 days as members of the public are allowed to go in and pay their respects.

The late Queen’s funeral is scheduled for Sep 19.

Blue Origin Capsule Safely Aborts Failed Rocket Launch

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Jeff Bezos’ space launch company Blue Origin has several crewed and un-crewed suborbital flights to the edge of space under its belt at this point, launching tourists for quick joy rides up and down as well as sending up experiments for various organizations.

Being a capsule atop a rocket means there is a relatively reliable abort option, if ever needed, and today they proved it when their capsule safely aborted from its failing rocket just over 1:00 into flight.

The mission, named NS-23, had no crew onboard fortunately, and was instead supposed to send up 36 science and technology demonstration payloads for various schools and organizations.

The company has not released any details as to what happened, but in the video you can clearly see the rocket’s BE-3 engine flame out as the vehicle throttled through Max-Q, which is the point where there is maximum dynamic pressure on the rocket and capsule.

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Launch of Blue Origin’s New Shepherd suborbital rocket and capsule June 19, 2016. Photo Credit: Blue Origin

Whatever the case, the capsule’s solid rocket motor launch escape (abort) system did its job, pulling it away from the failing rocket for a gentle parachute landing. It did exactly what it was supposed to, and had a crew been onboard, they would be alive and well.

Blue Origin Will Face Stop from the FAA

The FAA will lead the investigation, and Blue Origin will not be allowed to launch again until the FAA says so. “The FAA will determine whether any system, process, or procedure related to the mishap affected public
safety,” noted the agency in a statement, adding “this is standard practice for all mishap investigations. The FAA is responsible for protecting the public during commercial space transportation launch and reentry operations.”

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Blue Origin Capsule Safely Aborts Failed Rocket Launch 44

SpaceX uses capsules for crew and cargo missions as well, and so does NASA with their new Orion spacecraft, which is currently sitting atop the most powerful rocket in the world at Kennedy Space Center, awaiting launch on the Artemis-1 mission to the moon in the coming weeks.

A Pilot Recounts Flying On September 11th, 2001

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Every person has a story of where they were and what they were doing on September 11th, 2001. It was a tragic day that we all remember and still reflect on each anniversary. Robert Burton was a pilot flying transatlantic on a Boeing 767 inbound to New York’s JFK International Airport. Here is his story:


Twenty-one years ago today, I was flying a Delta B-767 from Madrid to New York John F. Kennedy Airport.

The flight had three pilots on board, so each of the pilots took about a 3-hour break as we flew west bound.

It was the captain’s turn to take a break, I was a co-pilot and it was my leg meaning I was the pilot flying that day. I used an airplane system that’s kind of like a teletype to find out what the weather was at JFK, to start thinking about which runway I wanted to land on.

JFK Was Closed

The machine said that the weather at JFK that day was “clear and a million” meaning it was a beautiful day with no weather issues, but Kennedy was closed.

It was very odd for a major US airport such as Kennedy to just be closed, so I turned to the other co-pilot who was occupying the captain’s seat at the moment and wondered out loud “What’s going on at Kennedy?”

He responded theorizing that an airplane must have crashed which would have triggered the runways to be closed.

I tuned a radio frequency that all the airplanes flying over the North Atlantic use to communicate with each other and asked if anybody knew what was going on at Kennedy.

A British Airways pilot with a very precise English accent said, “Yeah mate, you need to check the BBC on 11095 upper,” which is a long range radio frequency.

So I tuned that radio up to the BBC to hear the announcer say, very excitedly, words that still send chills up and down my spine…..

“America under attack, World Trade Centers down, Pentagon hit.”

I quickly turned the other co-pilot and said dryly, “Wake the captain up.”

Until that moment, we had heard nothing of the attacks on the American Homeland, our Homeland.

Captain gets to the cockpit sleepy eyed and I told him what we knew, which was almost nothing.

A few moments later, we get a cryptic message from Delta telling us to secure the cockpit, with no explanation why. We came to learn later that they were afraid of more airplanes being hijacked.

We made contact with Gander Center on a short range radio, checked in, and started trying to get in touch with Delta on the same machine I had used to get the initial report of JFK’s closing

Quickly thereafter, a very calm and very professional sounding Canadian controller announces to all the aircraft on the frequency, “Gentlemen, the US authorities have closed all American Air Space. Tell me what you want to do.”

The Captain was an experienced former Navy pilot and knew his options without having to consult the books, but we did want to get in contact with our Delta dispatcher for his thoughts.

I’m not sure of the exact timing, but assuming that the general “Land Now” decision had been made by the FAA and broadcast by Air Traffic Control, I’m sure dispatch was flat out overwhelmed.

We were thinking Gander, or Saint John’s, with some thought about going to Bermuda as we had flown a southern route and Bermuda was closest.

The Captain ruled out Bermuda because it had such limited runways and ramp space. He decided on St John’s as it was closer than Gander.

Dispatch finally got back to stating the obvious that they were overwhelmed and that St John’s was a good divert station.

I started setting up for the approach, putting all thoughts about anything else so that I could concentrate on getting us on the ground safely.

It is a common psychological technique for pilots to put things in their heads away until they have time to think about them.

Pilots have all the same issues anyone else has: marriage, money, and children issues, but we sometimes don’t have the luxury to be able to think about those issues at the present moment. They go into a box not to be unlocked until the present task at hand is complete.

September 11th Memorial in New York
Never forget. Photo by: Kai Brinker / CC BY-SA (https://creativecommons.org/licenses/by-sa/2.0)

I’m descending fast, speed brakes out, and then we just landed like we had done hundreds of times before. And then enormous relief spread over me that lasted about a millisecond. I thought about my wife and children and wondered what they knew, if they were safe. Then, I thought about my sister and her husband, who worked in one of the towers.

St. Johns Was Filling Up With US-Bound Aircraft

The passenger terminal was full of airplanes that had gotten there before us. We had a long taxi to the freight ramp and ended up the first airplane on the throat of the runway that we had just landed on.

Once the engines were shut down, the Captain got on the PA and told the passengers that we had to divert because of something happening in America. We had so little information and didn’t want anyone to panic.

I called my wife and found out she had gotten my children. Before she got them, all they knew was that dad was in New York flying and that airplanes had crashed there. I’ll have to ask them if they knew early on if Delta was spared that day or if they knew that the airplanes were B-767’s, which I was flying at that time.

I then called to check on my sister and her husband. She told me that Lyman had led a group out of the second tower hit.

Years later, he died of brain cancer possibly caused by his inhalation of all the pollutants from the oil fires Sadam lit off when the Kuwait War was about over. He was a Navy Captain, and I retired an Air Force Colonel.

We had a friendly competition over the years to see who could get promoted first and we both volunteered at various times to deploy to the sandbox in the effort against Sadam, Al Queda, Isis and all the other nastiness in the Gulf.

Over the next ten hours or so, we watched every kind of airplane from every country and airline land at St John’s.

At some point, the airport authorities directed that we all start our engines and taxied closer to each other so that the airport could accommodate more airplanes.

Finally, a short runway was closed, and more airplanes were parked there.

The Canadians had obviously never encountered anything like this, and we were all making it up as we went.

There was a real concern that all the terrorist activities were not over and that bombs were still on airplanes.

The Captain was finally allowed off the airplane to get some information. I went back to talk to the passengers and calm things.

People were craving information. They lucky ones had cell phones to call their loved ones. One couple had a battery-powered short wave radio.

Finally Allowed To Depart

It’s been awhile, but I think it was over twenty-hour hours from takeoff to when we finally off the airplane. The airport authorities decided the best way to get the passengers off the airplane was the total number of passengers aboard. Since we had a fairly light load, we were one of the last airplanes to deplane.

We were transported separately from the passengers. Everyone had to go identify their bags and then wait while the luggage was thoroughly searched.

The people of Newfoundland, or Newfies, were unbelievably kind to us and our passengers. Someone, maybe Delta Air Lines, had found rooms for us at a golf club two hours from St John’s. I remember a large crew cramming into two cabs with all our luggage driving at night to the hotel.

It was six nights before we could leave St John’s. I think we and the whole country went into a depressed state. I remember the film of the towers being played nonstop till someone finally said, “Just turn the damned thing off.”

No one was partying, but when the crew would meet at night, a bottle would show up, and no one would leave until it was all gone.


Robert Burton is a retired Air Force Reserve KC-10 Instructor Pilot. Today, he is a Boeing 737 captain at Delta Air Lines nearing Retirement. Robert will continue to fly as a charter pilot post retirement. He lives in Rock Hill, SC.

Israel Bans Quadjets: Is this the Future?

On 31 March 2023, the end of an era arrives in Israel when a ban on four-engine aircraft takes effect in the country, the Israel Airports Authority (IAA) announced Thursday. 

IAA officials have asked that the airlines of Ben Gurion Airport (TLV) – Israel’s main international airport, located 12 miles southeast of Tel Aviv – begin preparing now for the impending ban.  

Currently, no passenger airlines utilize quadjets for service to Israel (El-Al retired its fleet of 747s in November 2019). Boeing 747 freighters still make an occasional appearance at TLV.

The ban will prevent any future Boeing 747, Airbus A340, or Airbus A380 service to the country. However, Israel’s National Aviation Administration says it will grant waivers in “exceptional cases.” 

Why is Israel Banning Quadjets? 

Ben Gurion Airport
By Chris Hoare – Overflying Ben Gurion Airport, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=48223598

According to IAA officials, the extraordinary directive is part of the authority’s sustainability plan “to improve the environmental climate and reduce aircraft noise in the communities affected by the airport’s operations.” 

The impending ban could affect Emirates’ expansion plans at TLV. As reported by travel blog site DansDeals, rumors of an Emirates upgauge on its twice-daily Dubai-Tel Aviv route could be put to rest by the ban. Emirates currently serves TLV with the 777-300ER. 

But does a ban on quadjets really help sustainability efforts? And will this be a trend in the years to come at airports around the world? 

For now, IAA CEO Hagi Topolansky thinks a ban will benefit Israel in the long-run. 

“An element of improving service is also the ability to improve the environmental climate,” said Topolansky. “The increase in passenger and aircraft traffic in the airport is an environmental challenge. I intend to lead the aviation world in environmental quality and sustainability. Stopping the landing of four-engine planes in Israel is the first step in a broader plan that is being formulated.” 

Will Other Countries Follow Israel’s Lead?

Ben Gurion Airport (TLV)
Ben Gurion Airport (TLV) | IMAGE: @bengurionairport on Instagram

Israel’s national airline EL AL brought the Boeing 747 to Israel for the first time in 1971. Today, EL AL no longer operates the 747 and only a few cargo carriers occasionally bring in quadjets to TLV.

But Israel is far from the only country where spotting a quadjet is becoming less common. In an age where the chances of seeing a four-engine plane in the wild are rapidly diminishing, one could argue that Israel’s impending ban on four-engine aircraft is more bark than bite.

It will be interesting to see whether any other countries institute a similar plan in the name of environmental sustainability. 

Ten Reasons Why We Will Miss American Airlines MD-80 (And Three Reasons Why We Won’t)

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American Airlines officially retired their McDonnell Douglas MD-80s on 4 September 2019. They had a pretty incredible run. They flew in the iconic red, white, blue, and silver livery for over 36 years. At one time, American had 370 aircraft in the fleet. Towards the end, fewer than 30 were flying daily. The MD-80, affectionately known as the Mad Dog, is a plane like no other. It elicited a ton of emotion from avgeeks who either love the plane or despise it. Below are ten reasons why we’ll miss the ‘ole Mad Dog.

10.) Plush cushy seats, even in coach

Cabin of the MD-80.
Sure those seats might be old, but they are cush!

The American MD-80 seats were some of the last in the industry to have those big cushy seats. Sure they were old seats, and had about 30 years of farts in the cushions. But some of the modern seats in more modern jets are like sitting on a subway seat, just with less legroom. Our backs will miss the extra cushion.

9.) Plenty of space in the bathrooms

When trying to go to the bathroom in the newer planes like the A321NEO, it can be like trying to play Twister. But the MD-80s bathrooms are like palaces in comparison. They feature full size sinks and enough room that you can actually turn around to sit.

8.) The two by three seating

While it sounds like a 1980s marketing gimmick by McDonnell Douglas, it rang true. The MD-80s had significantly less middle seats than comparable 737s and A320s. It meant that there was a decent chance of only having one seat mate next to you.

7.) Near silence up front on departure

MD-80 at the airport terminal.

It’s almost eerie how quiet it is upfront on takeoff. With the exception of some bleed air noise and the sound of the tires on the pavement, it is quiet. That near silence is made possible by the engines almost 80 feet behind you and mounted on the tail. On departure, the pilots would rotate the aircraft up to 15 degrees nose high. With such little ambient noise, first class passengers were treated to a flying experience that actually felt a bit like a bird flying (really fast).

6.) The rear exit door

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Although it was rarely used, the tail exit is a throwback to a different era. The tail was quite versatile. It served as a servicing door, alternative passenger entrance/exit, emergency exit, and a tail stand. On the rare opportunity to exit out the back, you had the opportunity to see the cables connecting the tail to the cockpit and those beautiful JT-8Ds up close. Like so many other things in the MD80, it was quirky but we loved it.

5.) First Class La-Z-Boys

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The first class seats featured 38” of legroom and enough leather on them to make PETA protest. They were comfortable and luxurious. You felt like a bigwig every time you scored an upgrade on a flight from DFW to Tulsa.

4.) Twenty first class seats

Speaking of first class, we loved how many first class seats there actually were. When you flew an MD-80 there was always a decent chance to score an upgrade because 15% of the overall seats were those plush laz-yboy seats. By comparison the A319s that are replacing the MD80s only have 12 first class seats. That’s 40% less chance of an upgrade.

3.) The Mad Dog smell

We realize that this might prove to be a bit controversial. Some people probably think that the MD-80s smell bad but we love it. It’s a distinctive smell, kind of like a mix of hydraulic fluid, JetA, and your grandma’s basement. Some mechanics say that it is most noticeable when a bleed air sock needs to be replaced. Whatever it is, it smells like a real airplane. We love it.

2.) A ‘real’ pilot’s cockpit

IMG 3071

The MD-80 is the last major airliner flying around without a full glass cockpit. The MD-80 featured a very 1980s hybrid of round dials and digital buttons that really just mapped to analog functions. The flight controls themselves are all cable and pulley. The controls are quirky too and ‘bitching Betty’ would squawk ‘stabilizer motion’ to pilots all day long. Yet we loved the McDonnell Douglas built bird.

MD-80 at the airport.

1.) That beautiful silver bird livery

American’s silver livery looked fantastic on the MD-80. It was smart, timeless, and sophisticated. The maintenance teams up at Tulsa would buff the skin of the jets so shiny that you could see your face when you boarded. With the exception of the single 737-800 in the ‘heritage’ livery, the Silverbird livery from the 1960s will now disappear as the MD80s fly west to Roswell for retirement.

Three reasons we won’t miss the MD-80:

3.) Outdated passenger cabin

Interior of the MD-80.

In this era of ultra modern passenger cabins, the Mad Dog’s shab interior is pretty spartan. It isn’t very visually appealing. There aren’t swooping arched ceilings or luggage bins so big that you could fit a small truck in them. The cabin is functional but decidedly more Atari than Playstation 4. Millennials had minimal entertainment options. While the American cabins had Gogo WiFi, it was ridiculously slow and often stopped working mid-flight.

2.) Smelly bathrooms

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The MD-80 lacked a vacuum toilet system. When you flushed, it was just a bunch of blue juice that swirled around with nothing to evacuate the stink of the surrounding air. While most MD80 flights were less than three hours, someone always had to violate the code and take a dump in the plane. If you were seated anywhere near the bathroom, you had the pleasure of smelling their funk.

1.) So painfully loud, especially in the last 3 rows

In addition to the smell near the back of the jet, many passengers would complain about how loud the MD80 was. This was especially true if they sat in the last few rows of the aircraft. It was loud! That’s because passengers were sitting mere inches away from a very loud 1970s vintage engine. It meant that there was a decent chance that you’d miss most of the PA announcements and arrive at the destination with a bit of temporary hearing loss, about as bad as if you attended a rock concert.

MD-80 on the tarmac.

The overall Mad Dog experience was much more positive than negative. Mad Dogs were a dependable fleet that powered American through the economic expansion of the 1980s and 90s. It sustained the airline through the tumultuous post 9/11 era and continued to serve the airline through bankruptcy and the merger between US Airways and American.  So long Mad Dog.  We’ll miss you!

My Fighter Career: Skyraider Weapons Employment

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As I became more comfortable with flying the Skyraider, my next challenge was to master the aircraft’s fairly complex weapons delivery system that included 15 external stations for hanging weapons and/or fuel tanks… so weapons employment did get complicated at times. I began my combat tour at NKP with just over 400 hours total flying time, about 60 of these getting checked out in the A-1 at Hurlburt Field.


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My Fighter Career” is a limited series of articles by Byron Hukee who flew everything from the F-100 to the F-16. 


We did drop ordnance during our few ground attack missions there, but most of the time we were dropping  training ordnance such as the 25 lb. BDU-33 and MK-106 practice bombs plus rockets from the LAU-68 7-tube dispenser along with 20mm from the two guns that were loaded with practice rounds. Now, we were flying with either ordnance or fuel tanks on every one of the 15 external stations (12 outer stations, 2 inboard stations, and the centerline station.)

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A-1H Cockpot with Armament panel at Bottom of Instrument Panel

It was normal to have every station loaded so our lineup card that was strapped to our knee board had a diagram of every station and the store loaded on it.

Skyraider Weapons Employment: Tough But Doable

The weapons delivery problem became only slightly easier because we always carried a 300 gallon fuel tank on the Centerline Station and a 150 gallon fuel tank on the Right Inboard Station. In addition to adding 3,000 pounds of fuel, the asymmetric loading helped offset the tremendous amount of torque that was generated at high power settlings by adding drag on the right side resulting in the need for less left rudder on takeoff and other flight regimes. 

Though referred to as drop tanks, unless there was an emergency requiring jettison of the external tanks, they were routinely returned with the aircraft to be refilled for the next sortie.

The following section will cover the technical details of the types of ordnance I employed during my one-year combat tour. I will cover which ordnance was used for what kind of targets in subsequent episodes.

The Ordnance I Deployed On My Tour:

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Sandy Ordnance load 1972.

During my one-year combat four flying the A-1 Skyraider, I employed 32 different kinds of ordnance.

Guns
20mm – HEI (high explosive, incendiary) and APT (armor piercing, tracer)
Four M-3 Cannons, 180 rounds each, fired in pairs, Inboards or outboards
Rate of fire (per gun) 700 rounds per minute ( nominally 10 per second x 2)
SUU-11 Minigun pod – 1,500 rounds of 7.62mm mix of AP and APT
Rate of fire 6,000 rounds per minute, 100 rounds per second

Rockets
2.75” FFAR (folding fin aerial rocket) carried in either the 7-tube LAU-68 pod or the 19-tube LAU-3 pod

Rx Warheads
M151 HE 8.7 lbs (normally carried in two LAU-3, 19-tube dispensers
M229 HE 16.1 lbs (carried in two LAU-68, 7-tube dispensers)
M156 WP (white phosphorus) (normally carried in two LAU-68, 7-tube dispensers)
WDU-4/A Flechette warheads (each containing 2,200 20 grain flechettes (finned nails)
5” Zuni Rockets – carried in 2 LAU-10 dispensers, 4 rockets per dispenser
HE warheads with proximity fuses

CBU
CBU = Dispenser + bomblet
(Both CBU-22 and CBU-25 used the 6-tube, aft dispensing SUU-14 dispenser that was jettisoned after dispensing the bomblets
CBU-22 contained 72 (12 per tube) BLU-17 smoke bomblets/grenades used as incendiary weapons or to create a smoke screen
CBU-25 contained 132 (22 per tube) “baseball sized” BLU-24/B fragmentation bomblets

Frag Cluster
AN-M1A4 A 100 lb. Frag cluster bomb consisted of six 20 lb frag bombs banded together in a triangular arrangement. Once released, the retaining bands would loosen and the bombs would fall independently to the ground.

Bombs
Mk-81 250 lb. Low-Drag, General Purpose (LDGP) bomb
Mk-82 500 lb. Low-Drag, General Purpose (LDGP) bomb
M-117 750 lb. General Purpose bomb
AN-M47 A 100 lb white phosphorus filled bomb

Fire Bombs ( trade name Napalm)
BLU-32/B 500 lb. (finned or unfinned)

The Switchology For Dropping Ordnance

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My Fighter Career: Skyraider Weapons Employment 61

The 20 mm cannons and mini guns were set up to fire as soon as we crossed the “fence,” in this case, the Mekong River north of NKP which was the border between Thailand and Laos. All that was necessary to fire the guns was to select Inboard or Outboard for guns, place the ‘Master Arm’ switch to Arm and squeeze the trigger for the 20s or press the ‘Inner Stations’ release button (top button on the stick) for the minigun.

The rocket pods and CBU dispensers had a Single/Ripple switch that we checked during preflight to be in the single position. Our armament panel settings could still produce a ripple release with the appropriate pulse and interval settings.

Weapons passes on a “typical” mission:
First pass – LAU-3 HE (high explosive) rockets, ripple fire both pods, total of 38 rockets, from stations 6-7
Second pass – CBU-25 pairs from stations 1-12
Third pass – AN-M1A4 frag clusters, pairs from stations 2-11
Fourth pass – AN-M1A4 frag clusters, pairs from stations 3-10
Fifth pass – LAU-68 WP (white phosphorus) rockets, ripple fire both pods, total 14 rockets, from stations 5-8
Sixth pass – M-47A4, white phosphorus bombs, pairs from stations 4-9

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My Fighter Career: Skyraider Weapons Employment 62

Switchology for each pass listed above was:
1.) Master Arm Switch – Arm prior to first roll in.
2.) First pass, LAU-3 Rockets – Gun sight Reticle to appropriate setting;
3.) ‘Outer Stations’ selector switch, station 6-7;
4.) ‘Rockets/Bombs’ switch to Rockets;
5.) ‘Outer Stations Hold’ switch to Hold;
6.) ‘Intervalometer Selector Switch’ to Interval (single/ripple switch at rear of LAU-3 set to single);
7.) ‘Release per Second’ selector to 5.

After roll in, fire a few 20mm rounds (trigger) to keep the enemies’ heads down, fire a burst from the minigun (‘Inner Stations’ button on stick) to get a feel for where the rockets will go, press and hold the ‘Outer Station Release’ button on stick until the rockets stop firing. On pull off, reach down and move the ‘Rockets/Bombs’ switch to Bombs, and pickle once more to discard the now empty LAU-3 dispensers.

Second pass, CBU-25 Cluster Bombs
Gun sight Reticle to appropriate setting;
‘Outer Stations’ selector switch, station 1-12;
‘Rockets/Bombs’ switch to Rockets; ‘
Outer Stations Hold’ switch to Hold;
‘Intervalometer Selector Switch’ to Interval (single/ripple switch at rear of SUU-14 dispenser set to single);
‘Release per Second’ selector to 5.
After roll in, fire a few 20mm rounds (trigger) to keep the enemies’ heads down, press and hold the ‘Outer Station Release’ button on stick until the CBUs stop coming out. On pull off, reach down and move the ‘Rockets/Bombs’ switch to Bombs, and pickle once more to discard the now empty SUU-14 dispensers.

Third pass, AN-M1A4 Frag Clusters – Gun sight Reticle to appropriate setting; ‘Outer Stations’ selector switch, station 2-11; ‘Rockets/Bombs’ switch to Bombs; ‘Outer Stations Hold’ switch to Hold; and the ‘Intervalometer Selector Switch’ to Single Pulse .
After roll in, fire a few 20mm rounds (trigger) to keep the enemies’ heads down, press and release the ‘Outer Station Release’ button on stick to release frag clusters.

Fourth pass, AN-M1A4 Frag Clusters – Gun sight Reticle to appropriate setting;
‘Outer Stations’ selector switch, station 3-10;
‘Rockets/Bombs’ switch to Bombs;
‘Outer Stations Hold’ switch to Hold;
‘Intervalometer Selector Switch’ to Single Pulse .
After roll in, fire a few 20mm rounds (trigger) to keep the enemies’ heads down, press and release the ‘Outer Station Release’ button on stick to release frag clusters.

Fifth pass, LAU-68 Rockets – Gun sight Reticle to appropriate setting; ‘Outer Stations’ selector switch, station 5-8; ‘Rockets/Bombs’ switch to Rockets;
‘Outer Stations Hold’ switch to Hold;
‘Intervalometer Selector Switch’ to Interval (single/ripple switch at rear of LAU-3 set to single); ‘Release per Second’ selector to 5.
After roll in, fire a burst from the minigun (‘Inner Stations’ button on stick) to get a feel for where the rockets will go, then press and hold the ‘Outer Station Release’ button on stick until the rockets stop firing. (NOTE: The LAU-68 pods were refillable so they were not bombed off on the pull off like the LAU-3 pods were)

Sixth (and last) pass, M-47A4 Smoke Bombs – Gun sight Reticle to appropriate setting; ‘Outer Stations’ selector switch, station 4-9; ‘Rockets/Bombs’ switch to Bombs; ‘Outer Stations Hold’ switch to Hold; and the ‘Intervalometer Selector Switch’ to Single Pulse .
After roll in, fire a few 20mm rounds (trigger) to keep the enemies’ heads down, press and release the ‘Outer Station Release’ button on stick to release smoke bombs.
It did get busy at times!

Sounds Easy Right? Errors Happened

Switchology errors were not uncommon, but could be disastrous. For example, leaving the Rockets/Bombs switch in the Bomb position for Pass One above would result in two full LAU-3 pods and 38 rockets falling to the ground unarmed and probably no where near the target.

The worst part was the fact that the enemy would have a clear shot at you since you are essentially making a dry pass over the target… definitely not good or conducive to longevity. The stakes were high so I forced my self to check and recheck switch positions before each pass.