The headline reads like an April Fools joke, but there is actually a real announcement by a travel agency to bring back PanAm for a limited time in 2025. The goal is to provide an exclusive experience recreating their transatlantic routes in pure luxury for 50 lucky and well-heeled customers.
PanAm was once seen as the pinnacle international carrier. Their flying boats defined the early era of long distance airline flying. PanAm was also the first to fly the jumbo jet. Over time though, much of their luster faded. The airline faced greater competition and was forced to sell their lucrative rights to Pacific flying, eventually leading to the collapse of the original airline. Two additional restart attempts of PanAm also failed.
Is Pan Am Really Coming Back?
Instead of resurrecting a dead airline, a company called Centurion Travel is bringing back the Pan Am name, logo, and experience for a limited event. The travel company says “As we are becoming more accustomed to travel being a commodity, usually a way to get from point A to point B at the most economical price, we offer a reminder of the Golden Age of travel. A time when the travel itself was a glamorous experience, and when the journey was as important and special as the destination.”
PanAm To Return For A Limited Time Only 2
The plan is to set up a multi-city excursion with luxury stops on both sides of the Atlantic from 27 June through 9 July, 2025. Along the way, you’ll be pampered with lie flat business suite accommodations in a specially outfitted Boeing 757 that features a throwback Pan Am experience. At each stop, you’ll dine at the finest restaurants and stay in luxury accommodations as well. For avgeeks with such exquisite tastes, the experience with set you back $65,500. If you bring a partner, you’ll both save a bit as long as you don’t mind sharing a room. Prices for couples are $59,950 each. You better hurry though, this limited engagement only has 50 seats. The new adventure is led by Craig Carter who is now known as the CEO of Pan American World Airways LLC. The LLC has licensed the Pan Am logo and brand for the experience.
Will the PanAm 757 Feature A PanAm Livery?
Unfortunately, there is no word yet if the leased/chartered 757 will feature a PanAm billboard livery. There also has been no confirmation of what company will be providing a charter. Notably, PanAm never operated the 757 during any of the three iterations of the airline.
It is rumored though that New Pacific Airlines plans to outfit their jets with business class seats for charter operations after they ceased scheduled service earlier this year. However, there is no word yet on whether the company will be providing travel for this limited engagement. We’ll keep this story updated as we learn more.
It’s a sad era for Boeing, and their current Starliner crew flight test (CFT) for NASA is the latest example. It isn’t just aviation. Boeing had a decade to get their spacecraft right, and over $4 billion to do it, and flown 2 previous uncrewed tests because the first failed. Boeing’s woes now continue with the currently problematic Starliner crew test Mission.
Predictably, both NASA and Boeing are downplaying it, with the “space is hard” narrative. Capsules are nothing new, and neither was the workhorse Atlas V rocket that was given to them. SpaceX has been flying their Dragon spacecraft just fine on many missions for a few years. The new kids on the block became pros. So what’s Boeing’s excuse?
Helium leaks and thruster problems
NASA astronauts Butch Wilmore and Suni Williams launch atop a ula atlas-v rocket on the first crewed flight of the Boeing starliner june 5, 2024. Ula photo
The current CFT mission is Starliner’s third flight test, but first with crew. Sure, you have to conduct flight tests to iron out any issues that can only be discovered in flight. However, even after two previous tests, the capsule has had another problematic mission, forcing the crew to stay at the International Space Station (ISS) until the problems are figured out and both NASA and Boeing are confident that Starliner can return safely. No return date has been announced yet as of the publication of this story.
NASA astronauts Butch Wilmore and Suni Williams launched June 5 from Cape Canaveral Space Force Station. It wasn’t long, however, before issues started popping up.
starliner cft approaching the iss (nasa photo)
Five separate leaks were detected in the helium system that pressurizes the spacecraft’s propulsion system. Five of Starliner’s 28 reaction control system (RCS) thrusters failed too, when the crew were attempting ISS rendezvous for docking.
After some troubleshooting, four of the RCS thrusters were brought back online, and they were able to safely dock, but it leaves many questions, and worries, about a safe return home. It also begs to question why an establishment aerospace giant like Boeing still can’t get it right after all this time, and money.
Nasa photo of starliner cft docked to the iss
Extended stay in space while Boeing and NASA analyze data
The control systems are needed to safely undock and maneuver away from the ISS. They are also needed for a de-orbit burn, separating the crew capsule from the service module for re-entry, and then successfully fly the re-entry.
The mission was scheduled to undock and return to Earth June 14. Engineers and mission leaders however have called off several opportunities to return, citing a need to analyze more data. Now, they won’t return until after some unrelated previously scheduled spacewalks are conducted, in early July.
Boeing engineers working in starliner (mike killian photo / americaspace.com)
NASA claims the crew can return to Earth in Starliner in an emergency. Well, if that were true, why haven’t they returned yet?
NASA and Boeing insist that the crew can leave at any time in an emergency. They claim Starliner is staying at the ISS so engineers can study the service module Helium system because they cannot study it on the ground since the service module burns up on re-entry.
Starliner heading to orbit on the second stage atlas centaur (oft-1). Mike killian photo
Of course, nobody wants to see another crew perish. If needed, the Starliner crew could stay on the ISS for some time, and return home on another spacecraft.
The Starliner CFT however, is only rated for 45 days at the ISS. Future spacecraft could stay up to 6 months.
NASA awarded billions to develop Starliner & Dragon. SpaceX is flying their 8th long duration crew mission. Starliner still has none
When NASA’s Space Shuttle fleet retired in 2011, Congress ordered the agency to foster commercial development to take over crew and cargo missions to the ISS. They even allow them to sell their services with the new vehicles to private customers. SpaceX is already doing that. Boeing says they have no plans to. In the meantime, NASA turned their focus to the SLS / Artemis, and returning to the moon to establish a long-term human presence.
The Bush administration ordered the retirement of the shuttle fleet after the loss of Columbia STS-107. Under the Obama administration, NASA was ordered to foster private development, and started the commercial crew program.
Mike killian photo. Shuttle endeavour sts-134
After shuttle Atlantis landed on STS-135, America became 100% reliant on Russia to fly NASA astronauts to and from the ISS. For a gross $70 million per seat, American astronauts rode in the best 1960s technology that money could buy.
In the meantime, NASA awarded contracts to Boeing and SpaceX in 2014 to begin developing vehicles to return human orbital spaceflight to American soil.
The final space shuttle to fly, atlantis, is seen here during mating operations to its solid rocket boosters and external Fuel tank at kennedy space center’s iconic vehicle assembly building. Photo by Mike Killian
NASA passed on contracting a very promising “mini space shuttle” from Sierra Nevada, called Dream Chaser, which could land on almost any runway nationwide. It was the favorite along with SpaceX. Boeing, being in bed with NASA and the government, got the contract instead.
NASA eventually did give Dream Chaser a cargo-only contract, but they should have got the crew contract in 2014 instead. The first cargo Dream Chaser will launch later this year from Florida.
Sierra nevada’s dream chaser spaceplane. Nasa passed on this in 2014, instead contracting two capsule designs with boeing and spacex (photo credit sierra nevada)
Having two providers would give America redundancy, should a spacecraft suffer an accident or go offline for a while. This would mean another spacecraft is still available, instead of having to rely on the Russian Soyuz if one of America’s spacecraft have to stop flying.
Boeing being already in bed with NASA was awarded $4.6 billion. The Atlas V rocket was already a proven workhorse, but needed work to be crew-rated. Boeing had a launch pad and rocket given to them, minus a crew access tower, which had to be constructed.
Starliner atop its atlas v rocket at cape canaveral space force station (mike killian photo / americaspace.com)
SpaceX was awarded half that amount, $2.6 billion, and had to prove their new Falcon 9 rocket worthy over several years. NASA knew SpaceX had to do a lot more work, being new in the game.
Guess who returned crew flight to American soil first? SpaceX accomplished this years ahead of Boeing, flying the first crewed test flight for NASA in 2020.
Problems with Starliner are nothing new
Starliner in processing at kennedy space center (mike killian photo / americaspace.com)
Starliner launched on an uncrewed orbital flight test in Dec 2019, and it didn’t go well at all. Shortly after it achieved orbit Starliner suffered an automated timing issue. Flight controllers called off its ISS docking, and instead put Starliner in an unplanned stable orbit to save other critical mission test objectives, including de-orbit, re-entry and landing. It returned to Earth two days later.
NASA wasn’t convinced, despite Boeing painting it as a good test flight. Boeing offered to do it again at their own expense. In March 2020, a joint NASA/Boeing Independent Review Team found three principal anomalies—two software coding errors and an unexpected loss of Space-to-Ground Communications were the culprits. They ordered over 80 recommendations spanning testing and simulation, Change Board documentation and safety culture, before the redo flight test could launch.
The first uncrewed orbital flight test of starliner (oft-1). The mission ended soon after for technical problems and was returned to earth safely (mike killian photos / americaspace.com)
Leading up to that second launch, more issues started popping up with Starliner. While on the launch pad, some valves linked to Starliner’s abort and maneuvering thrusters failed to open as designed during the countdown, leading to a scrub.
Boeing decided to replace the OFT-2 Service Module with one previously slated for the CFT mission, which is the vehicle currently on orbit experiencing several issues.
Mike killian photo / americaspace.com
OFT-2 finally launched in May 2022, and while some minor issues were encountered, the mission met its remaining test objectives from OFT-1, and was a success.
Retired shuttle astronaut Chris Ferguson was slated to command the first Starliner test, then he stepped down
Retired NASA astronaut Chris Ferguson commanded STS-135. He then joined Boeing to command the first Starliner CFT mission. However, he later withdrew himself from the flight, citing family commitments in the year ahead. That’s his public excuse and he has stuck to it.
Retired nasa shuttle astronaut chris ferguson, who withdrew himself from commanding the first starliner crew flight test (mike killian / americaspace.com)
Ferguson did however stay involved in the Starliner program, becoming Director of crew and mission operations. “I’ll also have the ancillary role of being the eyes and the ears of the CFT crew,” he said. That work will include following the spacecraft during testing and “making sure we give reasonable attention to issues that will need to be addressed.”
Looking ahead
Although it has been a rough road for Boeing and Starliner, they are close to the finish line for NASA certification to start flying operational missions. As of today, the mission has completed 77 of its 87 prescribed flight test objectives, with the remaining ten scheduled to occur during undocking, re-entry and landing.
“We are strategically using the extra time to clear a path for some critical station activities while completing readiness for Butch and Suni’s return on Starliner and gaining valuable insight into the system upgrades we will want to make for post-certification missions,” said Steve Stitch, NASA’s Commercial Crew Program Manager.
Starliner has 3 locations available to land once undocking from the ISS. White Sands Space Harbor (WSSH), N.M., Wilcox Playa, AZ., and Dugway Proving Grounds, UT.
Previous starliner after returning from an uncrewed flight test. Photo – NASA/Bill Ingalls)
The crew will then be taken by helicopter to Johnson Space Center in Houston, while the spacecraft gets sent elsewhere for engineers to look over.
Once Starliner completes the test programs successfully and earns NASA certification, Boeing will fly at least two, and as many as six, crewed missions to the ISS for NASA. Giving America redundancy with multiple operators for low-Earth orbit human spaceflight.
Avgeekery’s Mike Killian has extensive experience reporting on NASA covering America’s space program on-scene full-time since 2009. He has watched the program develop from the end of the shuttle era and birth of the commercial crew program, and has covered every major development milestone since the contracts with Boeing and SpaceX were signed 10 years ago.
The B-36 Peacemaker was a giant aircraft for its day. It was a six-to-10-engined aircraft with the longest wingspan of any combat aircraft ever built—just massive at over 230 feet! It was a unique design for its day, or any day for that matter. The engines were attached as pushers, mounted on the back of the wing to push the aircraft forward. It had the capability of delivering all of the nuclear weapons in the U.S. arsenal from its four bomb bays and had a range of 10,000 miles.
Six Turning, Four Burning, But Why?
Due to the emerging requirements of the Cold War, the aircraft needed the ability to project power (ie-bombs) on target while flying massive distances from the US to both Russia and Asia. The design included wings with a 7.5ft thick wing, big enough for aircrew to crawl in the wings during the flight for servicing! The massive engines were mounted in the rear of the wing due to potential airflow disruption issues if they were mounted forward. The B-36 Peacemaker produced a unique sound that you can hear in the video below, posted by Stephen Douglas.
The aircraft weighed in at a massive 410,000 pounds. That’s twice the weight of a B-1 bomber and about the equivalent weight of a fully loaded Boeing 767-300. At these weights, six massive and powerful Pratt & Whitney R-4360 Wasp Major engines could provide adequate power with 18,000 horsepower on each engine. That’s the equivalent of 25 diesel freight engines of power. While powerful, the reciprocating engines were prone to issues like overheating and engine fires.
Even with all this power, the B-36 Peacemaker’s takeoff roll was painfully long, and performance issues were noted from the beginning. The decision was made to add 4 General Electric J47-19 engines to the giant wing. Thus, one of the few 10-engined aircraft was born. This version of the B-36 received a ‘D’ designation. The engines were utilized for departure, along with some phases of cruise flight. The aircraft could cruise at 50,000+ feet with this unique combination. The crew could intentionally shut down during flight to conserve fuel while in cruise. The updated configuration provided better takeoff performance and cruise capability. Some might call it the first ‘hybrid’ propulsion aircraft with both jet and radial engines powering the bomber.
The Peacemaker’s Glory Days Didn’t Last Long
The Peacemaker became operational in 1949, and it was soon obsolete. When the Korean War started in 1950, the U.S. first encountered the Soviet MiG-15 fighter. Jet fighters versus propeller-driven bombers was a mismatch of epic proportions. The development of more powerful jet engines made the B-36 an unnecessarily large target that was slow, expensive to operate, and challenging to maintain. With better bombers on the horizon like the B-52 BUFF, the B-36 began leaving the Air Force fleet in 1956 and was fully retired by 1959.
Where can I see a B-36 Peacemaker Today?
There are still five B-36 Peacemaker aircraft on display at museums around the country. You can see one up close at:
National Museum of the Air Force, Dayton, Ohio (video below)
Gulfstream V is so Two Thousand And Late, G700 Is The Cool Jet To Have Now
If you are a mega wealthy member of the global community, there are a number of essentials. You have to have multiple mansions in desirable spots. You have to have a yacht. And you have to have a Gulfstream. Back in the early 2000s, buying a Gulfstream V was a status symbol. Then a G-6(50) was what Black Eyed Peas said was cool. Now there’s a new jet out there to prove your exuberance. The new and mighty Gulfstream G700.
What is the Gulfstream G700, You Ask?
It’s the new flagship jet built by the luxury aircraft builder. The Gulfstream G700 is the largest, fastest, and one of the longest range aircraft. It features up to five living areas, can comfortably fly 19 passengers in luxury accommodations and can sleep up to 13 passengers at any one time.
How far can it fly?
The jet can fly up to 7,750 nautical miles without a fuel stop. That’s enough to fly between the west coast of the US and all of Europe along with New York and Dubai. To be clear, it is not the longest range business jet in the world. That title belongs to the Global 7500 for a bit. The Gulfstream G800 also has a slightly longer range of 8,000nm. These standard bearers will eventually be bested by the massive Boeing 777x business jet when it enters service later this decade. That said, the G700 still has plenty of range to fly from business meetings to parties anywhere in the world.
How fast can it fly?
The G700’s is a speed demon. It’s top speed is M.935, besting its Global 7500 competitor by .01 mach. Long range cruise at M.85 is required to achieve its max range. At M.9, it can still fly over 6,000 nm.
How big is it?
The G700 is the largest jet Gulfstream has ever built. It measures 99.8 feet long, about as long as Boeing’s 737-200. It’s wingspan is 99.7 feet, just a few feet shorter than the venerable MD-80 wingspan of 107 feet.
But is it nice inside?
Do you even have to ask this question? Of course, this plane is built for billionaires. The jet features ten very large oval windows on each side of the jet. Inside the air is ultra purified with the cabin refreshing every 2-3 minutes. The spacious cabin features up to five separate cabins that can be customized to include a master bedroom, exercise suite, shower, and conference room along with high speed internet and as many high-def screens as you desire. If you don’t believe us, check out this video by Gulfstream.
How much does it cost?
Aircraft Cost Calculator estimates that the G700 costs $75 million dollars. If you fly 450 hours a year, it will set you back just over $4.1 million dollars a year with an average operating cost of just over $9,000 an hour. It’ll be difficult to get your hands on one of these jets though. Gulstream just began deliveries in April of 2024. So far only two are flying for their owners.
If you want to attend the next event, it will be held Sep 27-29. Join this private Facebook group, where organizers will update details all about it
Thom Richard – warbird pilot extraordinaire
Thom richard and one of his children, potato, at the american dream skyranch photo shootout. Photo credit randy jennings
The American Dream Skyranch is a little slice of heaven that world-renowned warbird pilot and flight instructor Thom Richard calls home.
He’s one of the most skilled and experienced warbird pilots in the world, performing at air shows around the eastern half of the U.S. every year. He owns several aircraft, including WWII T-6 trainers and a true WWII combat veteran P-40 Warhawk (restored into a 2-seater with dual controls).
Richard also understands the value of producing quality content, to help promote aviation and keep history alive. How many of you were inspired by photos and videos as kids? Or even today? I sure was, and I’ve made a whole career doing it.
Epic view from the june 2024 american dream skyranch photo shootout. Photo credit aaron haase
More people see the content than attendance at air shows nationwide combined. Content creators directly drive air show ticket sales, and donations to various museums and non-profits. A single social media post or YouTube video may get millions of views.
A photo event for photographers, by photographers
Photo by samantha bryantEach day starts with briefings for both photographers and pilots (photo by ricardo von puttkammer)
After working together for many years, Richard approached me with an idea to host a photo event, to give photographers from all backgrounds and experience an opportunity to photograph warbirds in ways most air shows can’t.
twilight engine run with a P-40 (photo by joshua krug)P-40 reflections for a night engine run photo-op. Photo by mike killian
Working with fellow aviation photographer pro Ricardo Von Puttkammer, the three of us began planning, and held our first 3-day photo event in 2023.
To say it was a success is an understatement. A year later attendees were still talking about it. It’s much more than unique photo ops on private property with airspace waivers.
This Photo Event at the American Dream Skyranch is Incredible 44
Family-friendly experience that offers a LOT more than cool photo ops
Attendees can stay at local hotels, or camp in shaded tents, or even bring their RVs and campers. Pilots are allowed to fly-in as well, as long as Richard gives the ok (not all planes can safely land on the grass runway).
People can bring their families and dogs, go fishing, swimming, exploring, and enjoy food, campfires, drinks, games, music, make new friends and more.
in between the flying there is plenty to do to relax, including swimming and playing with the dogs (photo by ricardo von puttkammer / aviation photojournal)
The networking opportunities alone are worth their weight in gold. There is also a gun range, and attendees are free to bring their off road vehicles.
Aerobrew Coffee kept everyone fueled. A huge thanks to them for supporting the event and all involved. Definitely check them out and place your orders!
Mike killian photo
Dinner is catered on the main day, which is always day 2, with singing by Theresa Eaman. It’s the perfect way to relax after a long hot busy day, and recharge for a night of more photography ahead. Hire her for your events!
Photo by ricardo von puttkammerPhoto by ricardo von puttkammer
The flying and photography, up-close and personal
In between all of it is, of course, epic flying. The photographers are brought into the box, under expert guidance, with flying done just for them. It’s all up-close and personal.
The treeline background also provides for some fantastic slow-shutter panning, allowing photogs to blur the backgrounds and give a sense of the speed of the aircraft.
Pilot timothy poole takes off in his SNJ-5, captured in this great slow-shutter panning shot by joshua krug
Elevated platforms are provided for those who want a higher view above the ground. Photogs have free rein to shoot where they want and move around, as long as they stay behind safety perimeters for taxi, takeoff and landings.
Thom richard showing off his p-40 warhawk “american dream” for photographers. Mike killian photo
The ranch is great for photography not only because of the close access, but the sun is to your back all afternoon to sunset. So the planes and background are well lit, as opposed to photogs having to shoot straight into the sun.
For certain maneuvers such as head-on passes, the photogs are directed into position where the pilots fly straight at them, before beginning their climb 1000’ away to 500’ altitude.
Roger milne coming in hot! Photo credit joshua krugOne of the organizers, professional photog ricardo von puttkammer, captures tico lacerda airshows on a head-on pass
Warbird Adventures Chief Mechanic, Bryan Costa, also spices things up with his motorcycles, racing warbirds on takeoff down the dirt runway. An easy crowd favorite.
Photographer aaron haase captured this cool shot of mechanic bryan costa racing timothy poole down the runwayGreat shot by rachel lietzke
In the future we are hoping to bring horses out to the ranch, for some cool photography of them with the warbirds.
Drone are allowed as well, with prior approval, and as long as they do not interfere with other photographers. If you’re good enough, Richard will even allow you to takeoff with him.
Aerial photo shoots are available to purchase, or maybe you’ll get lucky and win a raffle
A raffle is held too, for one lucky photog to fly an aerial photo shoot with a P-40. There are not many who can say they have flown photo missions with WWII fighters. Even the pilots want the honor just to fly the photo ship. It’s definitely bragging rights among their buddies.
Aerial shoots are also for sale with the various aircraft in attendance.
photographer bob leclair captured this spectacular sunset image of p-40 warhawk “american dream” at the june 2024 shootout event at the american dream skyranch
Engine runs, bonfires, fireworks and night sky photography over historic aircraft
Planes are also staged for static photo ops day and night, including sunset and nighttime engine runs with various backgrounds.
Organizers have also started incorporating a fireworks shoot over the planes, thanks to the pyro expertise of Aaron Haase and Harrison Frey.
Photog brett wilburn captured this great shot of the fireworks over p-40 warhawk american dream
The photographers are not just told what to do and where to go either. Many air shows are a turnoff to photographers because they are very limited in what they can do and where they can go.
That’s not the case at the Skyranch. Their feedback and ideas are a vital part of the event’s success. Everything is tailored to what they want, as long as it can be done safely. Safety is the absolute top priority.
Wwii T-6 pilot makers running their engines under professional lighting at the first skyranch photo shootout in 2023 (mike killian photo)
You can even do some astrophotography over the planes
It’s a special location, with skies dark enough to see the Milky Way with your naked eye. Photographers cannot capture the night sky at most airports due to light pollution.
The ranch, however, is rural. Far enough from city lights to produce some amazing results.
Photo by mike killianStar trails by photographer jason cober at the american dream skyranch photo shootout
The planes are also positioned at different locations each night to allow photographers to capture the galaxy above the planes.
If photogs need instruction on how to shoot something, or how to edit and process their work, they are given 1-on-1 expert instruction.
It does not matter if you’re a seasoned pro, brand new to photography, or somewhere in between. Everyone is welcome, and everyone supports, helps and encourages each other.
An aerobatic training camp is also held for pilots
We have started incorporating an aerobatic training camp for pilots, with a focus on starting air shows. Several highly experienced and respected air show pilots attend as instructors, including representatives from the International Council of Air Shows (ICAS).
Greg Koontz, Scott Yoak, Clemens Kuhlig and Gary Ward are just a few of those who provide expert instruction for pilots learning aerobatics.
It’s a place where pilots can hone their skills, learn from the very best, and overall become better pilots. Plus they get some of the best photos of them flying that they could ask for.
Photo by scott skurzewski
“Warbird Pinup” photography
Photographer Chris Eccles brought model Samantha Walters to the last event, for some sunrise work with several of the planes. Tasteful and classy.
This Photo Event at the American Dream Skyranch is Incredible 45
It worked out very well, and so we will be doing more of these as a formal shoot in the future, to give photographers another cool opportunity that will be a win-win for all involved.
Future air show plans
For now the American Dream Skyranch Photo Shootout is a private event, only for paying content creators who register. The cost is $250 each. They are allowed to bring guests for a smaller fee.
Photo by rachel lietzke
Plans are however in works to hold an air show open to the public in the future. The photo event would be the kickoff. Small at first, but growing bigger over time, with a focus on historic warbirds and aerobatics.
Want to stay up to date? Or attend a future event? The next will be held Sep 27-29, 2024. Join our private Facebook group, where we will provide updates.
George A Davis Was a Natural Leader Who Scored Kills in Bunches
Born in Dublin, Texas, on 1 December 1920, George Andrew Davis Junior joined the US Army Air Corps (USAAC) in March 1942. After his primary and basic flight training, as well as his initial type training in Curtiss P-40 Warhawks, were complete, he was sent to the Pacific Theater and assigned to fly Republic P-47 Thunderbolts with the 342nd Fighter Squadron, 348th Fighter Group of the Fifth Air Force. Davis’s squadron fought primarily in the New Guinea and Philippines campaigns.
George A Davis was assigned to fly Republic P-47 Thunderbolts with the 342nd Fighter Squadron, 348th Fighter Group of the Fifth Air Force. | Image via NACA/NASA
Final Tally
Davis achieved ace status by shooting down seven Japanese aircraft. His aerial gunnery was superior, and his ability to fly his P-47 to the limits of its capabilities was impressive. Davis flew a total of 266 combat missions against the Japanese.
Like many of his fellow combat aces, Davis was eventually assigned to train new pilots back in the United States. By the time the war ended in 1945, he had been awarded the Silver Star, two Distinguished Flying Crosses, and nine Air Medals for his prowess in aerial combat.
Between Wars
After the war, Davis was assigned to several administrative positions in the United States Army Air Forces (USAAF). Still, he maintained his current flight proficiency by flying with one of the first USAAF aerial demonstration teams. When the United States Air Force (USAF) was born in 1947, Davis was commissioned as a Captain in the fledgling service.
By the time war came to Korea in 1950, Davis had built up experience by flying as a flight commander. In early 1951, Davis was promoted to Major and began training on the North American F-86 Sabre. When his training was complete in October 1951, Davis was transferred to the 334th Fighter Interceptor Squadron, 8th Fighter Interceptor Group, 4th Fighter Interceptor Wing to fly Sabres in Korea.
Image via National Museum of the US Air Force
Picking Up Where He Left Off
Major George A Davis entered aerial combat in Korea quickly and effectively, scoring multiple kills against MiGs on several missions. In November 1951, the Major was given command of the 334th Fighter Interceptor Squadron. The 334th was relocated to Kimpo Airfield, near the fabled “MiG Alley” area near the North Korean border.
Davis’ prior experience in training new and inexperienced pilots enabled him to effectively train the pilots entering the war in Korea in current tactics and doctrine, improving their life expectancy in aerial combat and earning Davis wide-ranging respect from his peers and rivals alike.
Final Flight
On 10 February 1952, while flying his 59th and last combat mission of the Korean War in a F-86E Sabre (tail number 51-2752) and leading a flight of four F-86s on a patrol near the Yalu River along the Manchurian border, Major George A Davis was shot down and killed.
Controversy over Davis’ final mission has ranged from why he attacked the numerically superior force of 12 MiG-15s to exactly who shot Davis down. Davis most likely attacked because of his confidently aggressive nature. He was also likely concerned about the USAF Republic F-84 Thunderjets attacking ground targets nearby, and that they were unaware of the presence of the MiGs above them.
Image via Department of Defense
Discoveries
Davis’ wingman reported that he did not see Davis bail out of his stricken aircraft. Davis was declared missing in action and presumed killed. Intense aerial searches of the area later revealed no evidence that Davis had survived the crash.
It was only discovered many years later that a week after the incident, the Chinese military searched the region and recovered Davis’ body, still in the crashed aircraft. Major George A Davis’ body was never returned to the United States. Davis was posthumously promoted to the rank of Lieutenant Colonel, USAF.
Image via National Museum of the US Air Force
Controversy
Davis’ death generated controversy between China and Russia because both Chinese MiG pilot Zhang Jihui and Soviet MiG pilot Mikhail A. Averin claimed to have shot Davis down. Even though the Chinese credited Zhang for shooting down Davis’ F-86, Russian sources disputed his claim some 40 years later by raising the possibility that the Russian Averin was the MiG pilot who had shot down Davis’ aircraft.
Official US Air Force Photograph
Firsts and Onlys
Lieutenant Colonel George A Davis compiled an impressive list of accomplishments:
Davis scored 14 confirmed victories, one probable victory, and two aircraft damaged, bringing his career total aerial victory count to 21.
Davis was one of only 30 US pilots to compile more than 20 confirmed victories over their careers.
Davis was one of 1,297 World War II aces from the United States, with seven confirmed kills during that war.
Davis was one of 41 Korean War aces from the United States.
Davis shot down four Chinese aircraft on 30 November 1951, which was the most kills achieved in a single day by any United Nations (UN) pilot in the Korean War.
Davis took the shortest time to become a double ace- just 17 days in Korea.
Davis was one of only six US Air Force pilots and seven US pilots overall who achieved ace status flying piston-engine planes in World War II and jets in a later conflict.
At the time of his death, Davis was the top-scoring fighter ace from the UN forces, making him the Ace of Aces in Korea.
When the war ended, Davis was ranked fourth in aerial victories among pilots, surpassed only by fellow USAF Sabre pilots Joseph C. McConnell, James Jabara, and Manuel J. Fernandez.
Davis was the third of four members of the US Air Force to be awarded the Medal of Honor in the Korean War. All four Air Force recipients were pilots who were killed in action. Davis was also the only USAF service member to be awarded the Army version of the MOH.
Warbird F-86 painted in Davis’ colors. Image via Tomas Del Coro
Medal of Honor Citation for Maj. George A Davis
“Maj. Davis distinguished himself by conspicuous gallantry and intrepidity at the risk of his life above and beyond the call of duty. While leading a flight of four F-86 Saberjets on a combat aerial patrol mission near the Manchurian border, Maj. Davis’ element leader ran out of oxygen and was forced to retire from the flight with his wingman accompanying him.
Maj. Davis and the remaining F-86s continued the mission and sighted a formation of approximately 12 enemy MIG-15 aircraft speeding southward toward an area where friendly fighter-bombers were conducting low-level operations against the Communist lines of communcations.
With selfless disregard for the numerical superiority of the enemy, Maj. Davis positioned his two aircraft, then dove at the MIG formation. While speeding through the formation from the rear, he singled out a MIG-15 and destroyed it with a concentrated burst of fire. Although he was now under continuous fire from the enemy fighters to his rear, Maj. Davis sustained his attack.
He fired at another MIG-15 which, bursting into smoke and flames, went into a vertical dive. Rather than maintain his superior speed and evade the enemy fire being concentrated on him, he elected to reduce his speed and sought out still a third MIG-15. During this latest attack his aircraft sustained a direct hit, went out of control, then crashed into a mountain 30 miles south of the Yalu River.
Maj. Davis’ bold attack completely disrupted the enemy formation, permitting the friendly fighter-bombers to successfully complete their interdiction mission. Maj. Davis, by his indomitable fighting spirit, heroic aggressiveness, and superb courage in engaging the enemy against formidable odds exemplified valor at its highest.”
MOH awarded posthumously on 14 May 1954 at Reese Air Force Base, Texas. Presented by Gen. Nathan F. Twining to his Widow, Mrs. Doris L. Davis.
When McDonnell Made This Promo Philm During the Early 60s the Phantom II Was Already Phantastic
When the McDonnell Aircraft Company produced the film “The Free World’s Phantom II” during the early 1960s, the F-4 had just gone to sea aboard Forrestal-class aircraft carriers and the Tactical Air Command was putting the jet through a rigorous evaluation program. Nonetheless the soon-to-be-legendary do-it-all fighter was already recognized as one of the most versatile and capable aircraft in the world. McDonnell built 5,175 of them between 1958 and 1981. So sit back and enjoy this Phantom II Lovephest uploaded to YouTube by Periscope Film.
Navy and Marine Corps F-4B operators appearing the film include VF-74 Bedevilers, VF-101 Grim Reapers, VMF(AW)-531 Grey Ghosts, and VF-102 Diamondbacks. Aircraft carriers USS Forrestal (CV-59) and USS Independence (CV-62) are shown shooting and recovering the jets, along with glimpses of other CVW-8 aircraft aboard Forrestal. Also prominently featured in the film are the first two F-4B Phantom IIs evaluated by the US Air Force, both of which were McDonnell F-4B-9i’s (F4H-1s) originally built for the Navy. Navy BuNo 149405 (F-110A FJ-405) became F-4C USAF serial 62-12168. BuNo 149406 (F-110A FJ-406) became F-4C serial 62-12169.
VF-74 F-4B image via National Naval Aviaiton Museum
Phree World Phighter Indeed
Projects Top Flight, High Jump, Sageburner, and Skyburner are all highlighted in the film. The Phantom II was indeed the “free world’s fighter.” Operated currently by Greece, Iran, and Turkey, F-4s also flew for Australia, Egypt, Germany, Israel, Japan, South Korea, Spain, the United Kingdom (Fleet Air Arm and Royal Air Force), and of course United States Air Force, Marines, and Navy. Even NASA operated a couple of Phantom IIs back in the day.
A pair of F-4E Phantom II aircraft, one from the 1st German Air Force Training Squadron and one from the 9th Fighter Squadron, bank to the left during a training mission near Holloman Air Force Base. Image via US Air Force / DVIDS
By Any Other Name
Nicknames for aircraft often border on the obscene, or at least are built with a heavy dose of sarcasm. The Phantom has had some classic nicknames over the years. Some of these names included “Air Defense Diesel” (Luftverteidigungsdiesel by the Luftwaffe), “Big Iron Sled”, “Bug Smasher”, “Double Ugly”, “Flying Anvil”, “Flying Brick” (Fliegender Ziegelstein by the Luftwaffe), “Flying Footlocker”, “Grey Goose”, “Iron Pig” (Eisenschwein by the Luftwaffe), “Jeasel”, “Lead Sled”, “Old Smokey”, “Rhino”, “Snoopy”, “St Louis Slugger”, “Toom” (by the RAF), “Warped Wing”, and perhaps its most respectful moniker of all- “The World’s Leading Distributor of MiG Parts.”
VF-102 F-4B Phantom IIs image via national naval aviation museum
Universal Lovephest
It has been said that the Phantom II was “proof that with enough thrust anything can fly” and that the jet “was a triumph of thrust over aerodynamics.” No matter what it was dubbed by its crews or its maintainers, or how its unique combination of appearance, performance, and toughness under fire were evaluated, the fact is nobody doesn’t love the Phabulous Phantom II.
F-4E Phantom II #5,000 image via National Archives / NARA
During the late 1930s and early 1940s, many prototype aircraft were dreamed up, drawn up, built up, and shot down by the United States Army Air Corps (USAAC). Sandwiched between the unremarkable Vultee XP-66 Vanguard and the equally unremarkable Vultee XP-68 Tornado was the McDonnell XP-67 “Bat” or “Moonbat.”
The XP-67 was the very first McDonnell Aircraft Company prototype. The Moonbat was a twin-engine, long-range, single-seat interceptor design intended for use by the USAAC (later the United States Army Air Forces—USAAF). However, the problems with this futuristic-looking aircraft started and ended mainly with its engines. And that’s a real shame!
McDonnell Gets Into the Game
The USAAC issued Request for Proposal R-40C, requesting designs for a high-speed, long-range, high-altitude interceptor intended to destroy enemy bombers, in 1940. The specifications bordered on impossible to meet, and they forced each manufacturer to design and build a radical aircraft that would outperform anything in the air at the time. McDonnell was building parts for other manufacturers then and wanted to get into the manufacturing game. They would go on to design and build some of the most famous aircraft the world has ever seen, but their beginnings were humble indeed.
Unconventional Power
The McDonnell Model 1 was initially designed to be powered by an unusual geared drive train with a single Allison V-3420 engine buried in the fuselage, powering twin wing-mounted pusher propellers in the wings via twin 90-degree extension shafts. Aside from the complicated mechanical challenges associated with this configuration, there was competition from 22 other manufacturers who issued proposals to meet the Army’s request. Because the McDonnell Model 1 would not be expected to perform as well as many of the other designs, it was judged to be 21st out of 23 total proposals. But McDonnell was granted a contract to go back and try it again. Try it again, they did.
That Blended Design Thing
McDonnell engineers presented the Model 2 on 30 June 1941. The Model 2 was also considered a nag, but McDonnell reworked the design again, yielding the Model 2a on 24 April 1942. The 2a was to be powered by twin engines driving a four-bladed propeller each and mounted in nacelles on the wings. However, the design was aerodynamically advanced, with laminar flow airfoils, blended shaping and contours, and low drag joins between the wings, fuselage, and nacelles and wings.
The 2a was also to have one of the first pressurized cockpits ever used in a fighter aircraft. In a word, the design was futuristic. In other words, it just looked cool.
Contracted BEFORE Pearl Harbor?
McDonnell engineers and designers predicted a top speed of 472 miles per hour and a gross weight of roughly 20,000 pounds for the 2a. Although several armament configurations were considered, production 2a aircraft were to be fitted with six 37 millimeter cannons. Power for the aircraft was provided by two 1932-vintage Continental XIV-1430-1 inverted V-12 engines, each connected to a turbo supercharger that would enable the engine exhausts to actually augment thrust from the engines. On 30 September 1941, the USAAF granted McDonnell a contract for two prototypes, a wind tunnel model, associated engineering data, and designated the design XP-67.
Another Design Throttled by Engine Technology
The radical design of the XP-67 Moonbat would require extensive wind tunnel testing, and that testing revealed engine cooling airflow problems, which were never really resolved. Super-smooth surfaces presented challenges to any manufacturer- especially one building its first complete aircraft design. But the biggest challenge was acquiring the engines.
The Continental power plants to be used were simply not available for large portions of the XP-67 development program. Even getting wind tunnel testing time was a challenge. There were lots of experimental military aircraft during the war, and the National Advisory Committee for Aeronautics (NACA) wind tunnel was booked solid for what seemed like the rest of the decade.
En Fuego
XP-67 Moonbat prototype number one, 42-11677, began ground trials on 1 December 1943, even though the airframe was not ready to be flown. A week later, the XP-67 was damaged by fires in both engine nacelles while taxying. Just under a month later, damage was repaired, and the XP-67 made its first flight, which lasted for six minutes. Engine problems experienced again. Engine installation modifications made. Two flights later, the engine bearings burned out. See a pattern yet?
The Continental engines were only putting out about ¾ of their rated output anyway—and were still almost impossible to get. McDonnell wanted to try the widely used Rolls-Royce Merlin or Allison piston engines with small turbojets installed in the nacelles. The USAAF said no because they wanted more test time with the original design.
What Could Have Been Turned to Never Was
And therein lies the rub. Had the Moonbat been powered by better engines (even without the jet power augmentation), the design of the aircraft might still have been too radical for its time, but at least we would have found out whether or not it was as fast as it looked. As it turned out, the USAAF finally did fly the XP-67 in March of 1944, and not surprisingly, found the advanced design to be advanced but needing some refinement, and the aircraft to be woefully under-powered.
While some issues were addressed by engineers at McDonnell, the engines were still crippling the plane. The top speed seen by its pilots was 405 miles per hour – considered mundane in 1944 compared to other fighters already fighting the war.
A September 1944 test flight ended with the total loss of XP-67 number one after an in-flight fire in the starboard engine and subsequent emergency landing.
A Fertile Garden for Outstanding Future Aircraft
Prototype number two was only 15 percent complete when prototype one was destroyed. The design was evaluated by the USAAF one more time as a formality, but when prototype one was destroyed, McDonnell’s first aircraft design was destroyed along with it. Of course, McDonnell’s next military airplane was the twin-jet FH-1 Phantom, followed by the F2H Banshee, the F3H Demon, the F-101 Voodoo, and ultimately the F-4 Phantom II. The merger of McDonnell and Douglas in 1967 produced the DC-10 airliner, F-15 Eagle, and the F/A-18 Hornet, among others. But the McDonnell design that started it all was the futuristic but ill-fated Moonbat
The C-46 Commando by Curtiss-Wright during World War II, was an aircraft that looked ahead of its time. The aircraft was initially designed as a sleek commercial airliner. And like most airliners during this era, it was overbuilt and easily able to handle cargo too. However, it turned out to be a flop compared to its competition of the day, the Douglas C-47 Skytrain. particularly during World War II.
Design Challenges Held It Back
“China Doll” Image: Kevin from Alameda, California, USA, CC BY 2.0
The Curtiss C-46 Commando is a perfect case of an aircraft that tried to incorporate too many technical advancements into one iteration. Curtis faced numerous design and development issues that hurt its operational performance. Curtis initially promised to deliver a pressurized airliner that could cruise comfortably above others competitors of the day. The challenges became more apparent though as it was adapted for military use. The C-46 intricate design, gear problems, and Pratt and Whitney R-2800 engines made it complex to fix and its bulky structure (required for pressurization) made its cargo carrying capacity limited.
Operations In Combat Struggled
The aircraft was initially envisioned as one that would excel in the Pacific, particularly in mountainous regions where the benefits of pressurization could be more fully exploited. That theory was tested during resupply operations between China and India, aka “The Hump.” Martin Caidin wrote in his book The Hump: The Great Military Airlift of World War II that while the aircraft’s higher payload capacity compared to the C-47 was a helpful, its mechanical reliability in rugged terrain and unimproved fields made operations difficult. While the aircraft’s range did prove useful, it was never an easy plane to maintain, load, or operate.
The C-46 remained in use after WWII, supporting our Asian allies against communism. It never did shake its maintenance heavy image. Image: New Zealand Railways Corporation, Head Office holdings.
C-46 vs. C-47 Wasn’t Even a Close Contest, except for range
While a betting man before the war might have put his money on the more advanced C-46, it would have resulted in massive losses. The C-46 struggled compared to the simpler and more rugged C-47. The C-47 proved its mettle in the European theater with its notable ability to take battle damage and its repeated use on unimproved fields. The C-46 did have a notable advantage of range, nearly double the range of the C-47. Despite all of its shortcomings, its range was its primary asset. The C-46 could fly almost 2,800 nm unrefueled. This was nearly double the range of the C-47 which topped out at 1,500 nm.
On the otherhand, the C-47 was loved by nearly everyone who used it. The pilots appreciated its simplicity and sturdiness. Maintenance appreciated how relatively easy it was to repair and maintain, planners liked its dependability and versatility, and bean counters appreciated its lower maintenance costs and resource outlay.
After The War
Despite all its shortcomings, the C-46 still remained operational for quite a while. The C-46 had a limited role in the Korean War and a few civilian operators kept the plane in use afterwards.
Why Was The C-46 Commando Not As Popular As The C-47? 70
Even today, Alaskan operator Everts still flies the venerable C-46. There are a few others still in use around the world too. N78774 also still occasionally flies in full military colors.
Why Was The C-46 Commando Not As Popular As The C-47? 71
The legacy of the C-46 is complex. It was a decent contributor for the Allies in the war. However, it was held back by a number of shortcomings. Most would call it a weak design, but calling it a failure would be way to harsh.
On 16 May 2024, President Joe Biden signed into law the bipartisan FAA Reauthorization Bill of 2024. The legislation promises to make American airspace safer and introduce robust protections for passengers and airline employees alike.
Stemming from the turbulence in the aviation industry post-COVID-19, this legislation addresses various issues plaguing passengers, airlines, and regulatory bodies.
Among its many provisions, the decision not to raise the mandatory retirement age for pilots stands out as one of the most contentious and discussed outcomes.
Origins and Key Provisions of the FAA Reauthorization Bill
IMAGE: FAA
The FAA Reauthorization Bill’s origins date back to the chaotic post-pandemic period. In 2022, passengers faced significant issues with refunds amidst widespread travel disruptions. The new law empowers passengers by ensuring automatic refunds if they decline an airline’s booking request or fail to respond. This provision is part of President Biden’s broader campaign against “junk fees.”
Key highlights of the bill include:
Prohibition of airlines from charging families to sit together
Introduction of 25-hour cockpit recording devices
Raising the maximum civil penalties for airline consumer violations from $25,000 to $75,000 per violation
Increased oversight on aircraft production, enhancing factory inspections and FAA safety standards
Allocation of funds to hire and train FAA air traffic controllers, addressing a current shortage of 3,000 positions
Strengthening airport infrastructure at medium to large hub airports to mitigate near-collisions on runways
Reauthorization of over $105 billion in funding for the FAA and $738 million for the National Transportation Safety Board (NTSB) through 2028
Allowance for an increase of five additional roundtrip slots for long-distance flights (>1,250 miles) at Ronald Reagan Washington National Airport (DCA)
Postponement of environmental efficiency rules for Boeing’s 767F production until 2033
President Biden hailed the bill as a significant (and rare) bipartisan victory.
“The bipartisan Federal Aviation Administration reauthorization is a big win for travelers, the aviation workforce, and our economy,” said Biden. “It will expand critical protections for air travelers, strengthen safety standards, and support pilots, flight attendants, and air traffic controllers.”
The Debate Over Pilot Retirement Age
Two pilots in the flight deck | IMAGE: Photo by Freddie on Unsplash
One of the bill’s most significant and hotly debated outcomes is the decision not to increase the mandatory retirement age for pilots from 65 to 67. This decision follows years of intense debate over the benefits and drawbacks of raising the age limit.
The current retirement age of 65, established in 2007 after being raised from 60, aligns with international standards. The Air Line Pilots Association (ALPA), representing 77,000 pilots across 43 U.S. and Canadian airlines, staunchly opposed the increase. It argued that raising the retirement age would introduce unnecessary logistical challenges and safety risks.
“This legislation is a solution in search of a problem. Raising the retirement age would only increase costs for airlines, worsen the post-COVID training backlog by using much-needed training cycles to train pilots over 65 who would be limited to domestic operations, and introduce unnecessary risks to passengers and crew alike. That’s why major airlines and a significant majority of pilots and passengers oppose this move. We are disappointed by the introduction of this misbegotten bill that betrays an understanding of how the airline industry works and will create more problems for air travel.”
As recently as 2022, ALPA adopted a resolution opposing any future attempts to increase the retirement age for airline pilots.
Regarding the passage of the Reauthorization Bill, ALPA President, Capt. Jason Ambrosi, praised the decision, stating, “We are grateful for the overwhelming bipartisan support in the House and Senate, and for the thousands of ALPA members who worked tirelessly to ensure this deal maintains our world-leading pilot-training standards and rejects attempts to arbitrarily raise the pilot retirement age, which would have introduced uncertainty into the U.S. aviation system and interfered with collectively bargained agreements.”
The 1,500-Hour Requirement Stays Intact
At 150 feet tall, Chicago O’Hare International Airport’s control tower is a prototype of IM Pei’s mid-century FAA control tower design | IMAGE: Photo by Miguel Ángel Sanz on Unsplash
Safety concerns have been central to the debate on pilot retirement age. Following the 2009 crash of Colgan Air Flight 3407 near Buffalo, which resulted in the deaths of 50 people, the FAA enacted more stringent pilot training requirements. These include a controversial 1,500-hour flight training requirement for pilots, a standard that remains in place with the new legislation.
The bill also maintains other critical safety measures, such as enhancing runway and airport alerting systems, establishing secondary barriers for existing passenger aircraft, and creating a standardized system for reporting smoke and fume events.
Addressing the Pilot Shortage Debate
Scrapped Delta Connection CRJs at Kingman, Arizona (IGM)
The issue of pilot shortages has been a contentious point in discussions about raising the retirement age. ALPA has clashed with the Regional Airline Association (RAA) over the issue of pilot shortages in the United States. ALPA asserts that there is no current shortage of pilots and argues that “special interest groups” like the RAA are compromising safety by pushing for an increase in the retirement age. They cite FAA data, showing that 11,225 airline pilot certificates were issued in 2023, surpassing any forecasts and meeting demand.
In response, the RAA accused ALPA of cherry-picking data, pointing out that while the FAA did, in fact, certify 11,225 pilots in 2023, major airlines hired 12,193 pilots, resulting in a shortfall of 968 pilots. The RAA emphasized that this shortfall follows an even more significant gap in 2022 when major airlines hired 13,128 pilots, but only 9,491 new pilots were qualified. Consequently, the shortage of at least 4,605 pilots led to the grounding of over 400 aircraft and 317 U.S. airports losing an average of 25% of their flights, with more than 40 airports losing over half their flights and 12 airports losing all air service1.
Ambrosi questioned the RAA’s motives, noting that raising the retirement age would have minimal impact on regional airlines.
“Maybe fifty pilots at the regionals would be able to continue flying,” he told Forbes in February.
Historical Context of Pilot Retirement Age
The debate over the mandatory pilot retirement age continues | IMAGE: Photo by Karen Grigorean on Unsplash
The regulation of pilot retirement age has a long history.
The first age limit of 45 years was set in 1919 by the International Commission for Air Navigation. This restriction was lifted in 1947 when the International Civil Aviation Organization (ICAO) took over regulatory responsibilities.
In the 1950s, U.S. airlines pushed for a mandatory retirement age, which was set at 60 in 1959. This was one year after the FAA’s creation. The International Air Transport Association (IATA) also adopted the age 60 retirement rule in 1963.
In 2006, the ICAO raised the retirement age to 65 for multi-crew operations. The caveat was that the second crewmember must be under 60. The U.S. adopted this standard in 2007.
Although Settled For Now, the Debate Will Continue On
The FAA Reauthorization Bill of 2024 represents a comprehensive effort to enhance aviation safety, protect passengers, and address workforce challenges in the aviation industry. By maintaining the current retirement age for pilots, the bill preserves international standards and avoids potential disruptions and safety concerns raised by ALPA and other stakeholders.
As the aviation industry continues to recover from the impacts of the COVID-19 pandemic, the provisions in this bill will play a crucial role in ensuring the safety, efficiency, and reliability of air travel in the United States. The decision to keep the pilot retirement age at 65 reflects a commitment to maintaining high safety standards and addressing the industry’s nuanced challenges.
While the decision not to raise the pilot retirement age was controversial, proponents believe it underscores the importance of maintaining rigorous safety standards and avoiding unnecessary risks.
Most importantly, they say, it solidifies the United States’ position as the global leader in aviation safety.
What do you think? Do you agree with the decision to keep the mandatory pilot retirement age at 65? Let us know. We would love to hear your thoughts!
1. Data courtesy of Future & Active Pilot Advisors (fapa.aero)
This Team of Southwest Airlines Pros Flew a Grieving Mother From PHX to LAX With Abundant Compassion- and Plenty of Support
These days we often hear about negative experiences (or worse) when it comes to airline travel. From doors falling off jets and poor headwork in the cockpit (both on the ground and in the air) to unruly passengers and their antics, travel by air holds less and less appeal these days. It seems only the bad news makes it to your feed or the “news”, but good things happen too. The following story was written by David Dale, who is a retired US Air Force Lieutenant Colonel, a Captain with Southwest Airlines, and a contributor here at Avgeekery.com.
Southwest 737-700. image via eddie maloney
Did You See That Lady Crying?
“Did you see the lady in the wheelchair crying when you came down the jetway?” my first officer (FO) asked as I slid my black roller bag under the cockpit jumpseat.
“Yeah, I did. There were people comforting her. What was going on?” I asked.
“She just found out her daughters were shot in Milwaukee last night.”
It Was a Day Like Any Other Out West…At First
Our scheduled trip in early January, 2015, had a minor schedule change as we passed through Phoenix Sky Harbor Airport on the way to Los Angeles. Instead of keeping the plane we just brought in, we had to give up our plane for an “unscheduled tail swap” and fly a different Boeing 737 to California. Sometimes this is required for routine maintenance or perhaps the weather conditions, such as forecasted icing or thunderstorms, meant that a crew needed our plane if theirs had a deficient aircraft system that we wouldn’t need in the sunny southwest. In any case, my First Officer Brett and I now had to quickly perform a Bag Drag, gathering up our flying gear and luggage and hustling from the C Terminal to the D Terminal in the hopes of departing on time in the next 45 minutes.
I sent Brett on ahead to begin his preflight as I spoke to the crew taking over our jet, telling them that the plane was performing fine and that they would encounter a few bumps during their climb out over the desert. The captain would pass this information along to the flight attendants so they would know to stay seated for their safety until the ride smoothed out. Once the handoff was complete I headed up the jetway and hurried over to the moving sidewalk to speed up my trek to the new gate.
Southwest 737s at KPHX. image via usa today
A Passenger in Distress, But In Good Hands
As I approached the operations agent at the open door of the jetway, I saw a middle-aged African American lady sitting in a wheelchair, wearing a blue denim jacket and black pants. Her forehead rested in her left hand as she sobbed uncontrollably. A Southwest gate agent and a lady pilot in a white short-sleeve shirt and black tie knelt on either side of her chair, patting her arm and offering her tissues. I didn’t stop to ask about the situation, 1) because she was being tended to, and 2) we were supposed to Load and Go as quickly as possible.
I walked onto the airplane and introduced myself to the lead or “A” flight attendant, then turned to place my luggage in the cockpit when my FO told me about the horrific incident.
Introductions and Assurances
After stowing my gear, I got back out of the cockpit and met the grieving mother in the jetway with the young blonde lady pilot holding onto the wheelchair behind her. I bent down and told the mother, “I am so sorry to hear about what happened, ma’am. We will do our best to get you to Los Angeles as quickly and safely as possible.” She sobbed, clutching her tissues and whispered, “Thank you.”
The young lady acting as her escort was a United Airlines first officer, Kristina, going to LAX for a trip later that evening. She graciously agreed to sit with the despondent mother during the planned one hour flight.
Our operations agent joined me in the cockpit and said that lady was called earlier this morning with the news that her two daughters were shot at around 2:00 AM and this flight to LAX was the quickest way to get her up to Milwaukee.
737-700 cockpit. image via marcela
Still Have to Check the Boxes
Brett and I competed our preflight activities, loading the flight plan in the computer and making sure the systems were set for engine start and takeoff. It would be “my leg” since he had just landed the previous flight into Phoenix. I briefed him on the planned departure procedure and what actions we would take if there was an engine failure during takeoff. This is standard procedure so that all aircrews are mentally prepared for that emergency. Plan for the worst. Hope for the best.
With our Boeing 737-700 now loaded with passengers and their luggage, the ground crew pushed the plane off the gate with their blue four-wheeled “tug” as the FO started both engines, first the #2 engine on our right wing, then the #1 engine on our left wing.
Once the ground crew completed the pushback, they disconnected the tug and waved goodbye as Brett extended our flaps to the takeoff position. He then configured the electrical, hydraulic, and air conditioning system for takeoff. Next, Brett coordinated our taxi instructions with Phoenix Ground Control as I taxied westbound along the two-mile long runway for an eastbound takeoff, before an eventual turn westward toward LA. Runways are assigned by the airport and dependent upon prevailing windings to strive for a headwind.
Southwest 737-700 pushing back. image via planespottera320
The Magic Words Get Immediate Attention
With the grieving mother in mind, I taxied at 35 miles per hour (pretty fast for a large jet on the taxiway), hoping to get airborne as soon as possible. With about a half mile to go to the end of the runway, the Tower controller advised us, “Southwest 467, due to flow (airspace congestion) into LA your takeoff time will be 0940, 13 minutes from now.”
This can be a normal circumstance flying into busy airports but it is definitely not what I wanted today. I could not imagine being that mother as we sat for 13 minutes at the end of the runway waiting for takeoff clearance.
I told the FO, “Call up Clearance Delivery on Radio #2 and tell them we have a family emergency onboard.” This was an unusual radio call but I hoped the information might decrease our planned delay.
It must have worked. While Brett was still listening for a reply Radio 2, Tower announced on Radio 1, “Southwest 467, cleared for takeoff, Runway 7 Left.”
I tapped Brett’s arm, pointing to Radio 1 and told him, “We are cleared for takeoff.” Then replied to Tower, “Southwest 467, Cleared for takeoff, 7 Left.”
I rang the cabin bell, signaling to the flight attendants that we were about to takeoff. Brett read off the items of the Before Takeoff checklist and I responded to each item, verifying that the aircraft was configured for takeoff as we rounded the corner, pointing down Runway 7 Left as I increased power to Takeoff Thrust.
Within 7000 feet we were airborne, the First Officer raising the landing gear handle as we accelerated to Flap Retraction speed.
southwest 737-700 depart PHX. image via nick young
More Support from the Ground Enroute
In a normal flight, our flight management system (FMS) would navigate us to the series of about six waypoints of the Standard Instrument Departure (SID) followed by about 20 enroute waypoints before joining the Standard Instrument Arrival (STAR) guiding us to the approach for a westbound landing into LAX on Runway 24 Right. That didn’t happen this day.
Our loving mom in back will never know the behind-the-scenes work that took place to speed her journey to LA for a connecting flight up north. Without us requesting, Phoenix Departure Control cleared us to the final furthest westerly point of the SID. Once we contacted Los Angeles Center we were cleared to a point at the beginning of the STAR. My FO did not request these shortcuts but when you say “Family Emergency” it triggered priority handling. I only wanted to avoid a 13 minute delay but received gracious handling from the air traffic controllers.
Runway 24 Right is the furthest runway north of the LAX terminal. Normal procedure is to land on this outside runway and takeoff from the close-in Runway 24 Left. Again, without our request or declaration of an aircraft emergency, Los Angeles Approach Control cleared us for a visual approach to Runway 24 Left, shaving off more time on this expedited flight. As I touched down and decelerated, we noticed a lot of aircraft stopped on the taxiway to our left. I turned left off the runway and, with other airliners giving way, we were cleared for a direct taxi to our gate.
Southwest 737-700 at LAX. Image via AeroIcarus
It Always Feels Great to Help Those In Need
We landed on time and Kristi and our flight attendants continued to help the grieving mother with her luggage to a waiting wheelchair for her next flight.
As the excitement came to a close and silence set in at the gate, Brett pulled out his phone to text his wife about this unexpected humanitarian flight. All that we knew in Phoenix was that a mother’s two daughters had been shot at a party long after midnight. We assumed that meant shot and killed. The first officer’s wife relayed the news that one daughter had been seriously injured by the gunfire but both girls were thankfully alive.
The teamwork, compassion, and graciousness provided that January, 2015 day by all aviation personnel, including the Southwest flight attendants, operations agents, air traffic controllers, and Kristi, the off-duty United pilot, is something I will always remember.
-David Dale
Lieutenant Colonel, USAF, Retired
Captain, Southwest Airlines
Ready For Takeoff – Stories from an Air Force Pilot
Apollo 8 astronaut Bill Anders has been killed in a tragic plane crash. Anders captured one of the most iconic photographs in history when he flew around the moon on Apollo 8.
Anders had always said they went to explore the moon, and instead found the Earth. His famous photo of the Earth rising over the lunar surface put things in perspective in a way the world had never seen before.
Anders crashed near Seattle in a small plane
The 90-year old former USAF combat fighter pilot was the only soul onboard the Beech A45 he was flying Friday near Seattle, WA.
Witnesses on the ground reported him going down about 80 miles north of the city, sinking between some islands. Videos have been circulating online from eyewitnesses. In the footages, the plane looped inverted. Anders appeared to try and pull up, before hitting the water.
In 1968, during Apollo 8, Bill Anders offered to humanity among the deepest of gifts an astronaut can give. He traveled to the threshold of the Moon and helped all of us see something else: ourselves. He embodied the lessons and the purpose of exploration. We will miss him. pic.twitter.com/wuCmfHpu3g
According to the NTSB, Anders hit the water about 80 feet offshore of Jones Island. Once recovered, they will send the plane off for investigators to examine. NTSB will release a preliminary report within 30 days. The final report will be available in 1-2 years.
“The family is devastated,” said Anders’ son, Greg Anders. “He was a great pilot and we will miss him terribly.”
Anders was a Major General, before becoming an astronaut
Apollo 8 Astronaut Bill Anders Killed in Plane Crash 88
Anders came from a military family. After graduating high school in Southern California, he attended the US Naval Academy, graduating in 1955. He commissioned into the USAF and earned his wings in 1956.
Shortly after he began flying the F-89 “Scorpion”. He spent a year in Iceland with several intercepts of Russian Bear Bombers. He later transitioned to the F-101 “Voodoo”.
On to space
Apollo 8 Astronaut Bill Anders Killed in Plane Crash 89
Anders was selected by NASA in 1963, and soon found himself assigned to the backup crew for Gemini 11. Later he would also be assigned to the backup for Apollo 11.
He was one of the first to pilot the Lunar Landing Training Vehicle, which earning him a spot as the Lunar Module Pilot on Apollo 8 with Jim Lovell and Frank Borman.
Apollo 8 (nasa photos)
Their launch was a significant one, possibly as much or more than Apollo 11. It marked many firsts as they thundered off the Earth December 21, 1968.
It was the first crewed flight of the mighty Saturn V rocket. the first time that humans left Earth’s gravity, and Apollo 8 became the first humans to travel to the moon.
Earthrise
The famous photo of the Earth rising kind of happened by accident. They were shooting mostly black and white images of locations for future missions to possibly land. The only reason they saw the Earth when they did was because Borman was rotating the spacecraft, pointing nose-down at the moon.
It was pure coincidence that, as they came around, Anders could see the Earth in his window. There had already been 3 Earth rises. They just couldn’t see it until now.
Anders looking out of a window on apollo 8 (nasa photo)
”When the Earth came up, I didn’t even have a light meter,” recalled Anders in the years after. “I just started clicking away and changing the F-stops and, fortunately, one of the pictures came out.
In recorded audio the crew’s surprise and rush to capture it was evident. “Oh, my God, look at that picture over there,” said Anders. “There’s the Earth coming up. Wow, is that pretty!”
Anders (to Lovell): “You got a color film, Jim? Hand me a roll of color, quick, would you?”
The crew at the rollout of their saturn v moon rocket for apollo 8 (nasa photo)
Lovell: “Oh, man, that’s great! Where is it?”
Anders: “Hurry. Quick.”
Lovell: “Down here?”
Anders: “Just grab me a color. A color exterior. Hurry up. Got one?”
Lovell: “Yeah, I’m lookin’ for one. C368.”
Anders: “Anything quick.”
Lovell handed him the film just as Anders is heard saying, “I think we missed it.”
Lovell saw the shot again in another window. He asks for the camera from Anders, who got a bit defensive (and I as a photographer don’t blame him).
Anders: “Wait a minute, just let me get the right setting here now, just calm down. Calm down, Lovell!”
The rest, as they say, is history.
Borman, Lovell and Anders were named Time Magazine’s Men of the Year for 1968. Anders’ famous “Earthrise” was chosen by Life Magazine as one of the “100 Photographs that Changed the World”.
Lot of questions about what happened to cause Anders to crash
Right now there’s no information at all as to what could have possibly happened Friday that caused the fatal plane crash.
As noted earlier, the NTSB recovery of the plane and investigation are underway.
