At first glance, it looks like the helicopter is carrying some spooky technology. Or maybe it’s a device to capture large drones, or even a getaway car. The device looks like the perfect contraption to highlight on your site if you were into large governmental conspiracies. If you have ever wondered why a helicopter might be flying with such a device attached to it, the answer may surprise you.
So seriously, what is it?
The device is called a geophysical device. Ever find the answer to something and it still makes you scratch you head and say, “huh”? Us too. So we went digging to find out a little bit more about this unique contraption. What we found was this video:
The long and short is that the helicopter makes a number of passes over a designated area. The helicopter flies about 200 feet over the ground and executes AEM observations also known as airborne electromagnetic surveys. It send signals into the ground which allows it to better understand the makeup of the subsurface to include identifying ground water. This information is used to better understand the rate of usage of ground water–both for where it is being depleted and when it is recharged after rainy season.
According to the California Department of Water Resources, the emitters from the device are safe with the only annoyance (for non-avgeeks) being the sounds of the helicopter making repeated passes over land.
Roscoe Turner was not just an aviator; he was a celebrity as famous as his contemporaries Amelia Earhart and Jimmy Doolittle. His expertise was air racing. He set speed records that won for him numerous trophies, and his photo graced the cover of Time Magazine after an outstanding performance in the 11,000-mile MacRobertson Air Race of 1934.
As well known for his flashy appearance and his glamorous lifestyle as he was for his air racing, Turner’s social circle included Hollywood movie stars and other celebrities of the day. He always traveled with Gilmore, his pet lion cub, named after The Gilmore Oil Company, for which he did publicity work.
Roscoe Turner with his pet lion cub ‘Gilmore’. The animal had its own parachute to use when traveling aboard the Gilmore Oil Company’s corporate aircraft, a Lockheed Air Express, with its master. R.E.G. DAVIES COLLECTION
Roscoe Turner retired from air racing in 1939 and founded a fixed base operation (FBO) in Indianapolis to sell and service aircraft, and to offer flying lessons. During World War II, his company was credited with producing 3,500 new fliers for the military.
AN AIRLINE IS BORN
With the war ending, Turner turned to a new venture. He applied to the Civil Aeronautics Board (CAB) – the government agency responsible for regulating America’s airline network – for a certificate to operate one of the new group of airlines to be called feeder, or local service, carriers. Specifically designed to connect small cities and towns of rural America with their big city neighbors, the feeder carriers came with the benefit of guaranteed income: subsidy provided by the government to cover losses incurred in serving small cities.
The CAB selected Roscoe Turner’s outfit over several other applicants to operate a local service airline from a hub in Indianapolis. His company was awarded two routes – one from Chicago to Louisville, and another from Grand Rapids, Michigan to Cincinnati – both serving several smaller cities enroute. The two lines intersected at Indianapolis.
TURNER AIRLINES DC-3. NAMED AFTER its founder, Roscoe Turner, the company was renamed Lake Central in 1950. JON PROCTOR COLLECTION
Feeder airlines were uncharted territory. Aside from their guaranteed subsidies, no one knew if they would make money. Banks and investment firms were wary of risking funds on the experiment. Roscoe Turner was an aviator, not a finance person, and now he needed a lot of money to get his feeder airline into the air.
Turner eventually found his investors in brothers Paul and John Weesner. Paul was president of Nationwide Air Transport Service (NATS), a non-scheduled carrier operating within a gray area of government oversight, while John was president of Nationwide Airlines, an intra-state carrier that operated totally within the State of Michigan under the jurisdiction of state authorities.
Turner’s CAB-certificated company, with its guaranteed subsidy income, looked appealing to the Weesner brothers. They had money and airplanes; Turner had the certificate.
Turner Airlines got airborne on November 12, 1949, with the Weesners holding 75% of the stock. Before the company celebrated its one-year anniversary, Roscoe Turner lost interest in operating an airline. He sold his shares to the Weesners and the name of the company was changed to Lake Central Airlines (LCA).
Lake Central’s original network consisted of two routes that intersected at Indianapolis. DAVID H. STRINGER COLLECTION
The brother’s business practices came under scrutiny by the CAB. They were intermingling the assets, aircraft, and finances of their other companies with those of Lake Central and, even after the airline’s books were audited and corrected, LCA’s ledgers were found to be bleeding red ink. When it came time for the airline’s three-year review by the CAB, it was highly doubtful that Lake Central’s certificate would be renewed.
EMPLOYEES TO THE RESCUE
The CAB could have shut down Lake Central by not renewing the company’s certificate. The Weesner’s casual interlocking relationships, along with the airline’s poor financial performance, would have given the Board reason enough. But the cities being served by Lake Central deserved to keep their air service and the CAB also wanted to transfer several stations in Ohio then being served by TWA to one of the new feeder carriers.
Lake Central was granted a reprieve through December 1954. There was one condition: the Weesners had to go. Their stock was put into a trust and an entirely new Board of Directors was selected. Now, a buyer had to be found for Lake Central.
The Story Continues… Bang NEXT Page below to read more.
Earlier today, JetBlue Airways submitted an all cash offer to Spirit Airlines for $3.6B, equivalent to $33 a share. According to Spirit, the offer was ‘unsolicited’. In February, Frontier Airlines offered to merge with Spirit Airlines to create the nation’s largest ultra low-cost carrier. That merger proposal was valued at around $26 a share.
Merger With Frontier Made Sense
The unsolicited proposal definitely adds questions to the merger landscape. Up until today, there was little word that the two airlines weren’t on a smooth pass towards integration.
The Frontier and Spirit merger made sense on many levels. Both airlines have received support and guidance from Indigo Partners. Both airlines exclusively operate Airbus A320-series aircraft. The two airlines have similar no-frills policies to include charging for carry-ons, food, and even water bottles. Frontier and Spirit also have a complimentary network. Spirit is a powerhouse low-cost carrier on the Eastern seaboard while Frontier’s strength is in the West. While both carriers have common destinations their route structure currently shares little overlap. Gaining approval for the merger seemed relatively simple as a straightforward merger was unlikely to result in any significant loss of service or jobs for the industry.
JetBlue Might Be a Tougher Sell
A JetBlue A320 arrives at St. Maarten. (Photo:Avgeekery)
The bid by JetBlue on the other hand is a ‘whole different animal’ (to steal from an old Frontier Airlines tag-line). A merger between Spirit and JetBlue would still result in a common fleet as a majority of JetBlue’s aircraft are Airbus A320s. The airlines though have significant east coast overlap. The style of the carriers are also vastly different. JetBlue distinguishes itself with in-seat entertainment, locally sourced snacks, and its expanding ultra-lux Mint service. It also recently added service to Europe on its new Airbus A321XLR aircraft. The potential that this acquisition could be seen as an opportunity for JetBlue to eliminate a competitor on the East Coast could be seen as a blocker to merger approval.
Despite the potentially challenges with a merger between JetBlue and Spirit, Spirit Airlines said in a filing today that, “Consistent with its fiduciary duties, the Spirit Board of Directors will work with its financial and legal advisors to evaluate JetBlue’s proposal and pursue the course of action it determines to be in the best interests of Spirit and its stockholders. The Board will conduct this evaluation in accordance with the terms of the Company’s merger agreement with Frontier and respond in due course.”
Buckle up, folks! This year’s acquisition season between airlines could be in for a dog fight.
America has a new airline, and a new means of travel to / from Alaska, East Asia and the USA’s lower 48. In January, Northern Pacific Airways unveiled the first plane in their fleet, a Boeing 757-200. They hope to launch their first flight with paying passengers by end of this year, aiming to serve several major cities and establish themselves as a serious low-cost long-haul contender in the fiercely competitive world of airline travel.
Northen Pacific will base at Ted Stevens International Airport in Anchorage, Alaska, leveraging the airport’s empty north terminal and its eight empty gates. The airline is currently working with the U.S. Dept of Transportation to secure routes connecting cities such as San Francisco, Los Angeles, Las Vegas, New York City and Orlando to cities in Japan and South Korea such as Nagoya, Osaka, Seoul, and Tokyo.
Birthing an airliner is a huge gamble even in good times. Just look at two recent failures of WOW or California Pacific Airways who both failed even with a strong economy at the time. Northern Pacific’s CEO Rob McKinney thinks that they’ll have more success. He sees it as a golden opportunity to establish something that may be too difficult or even impossible at any other time:
“In great booming aviation times, to get slots into busy airports or get gate spaces is nearly impossible, but the big airports are now welcoming us and looking for new opportunities,” says McKinney. “It takes a long lead time to launch a global airline. We see this as a time to get something established that would have been nearly impossible any other way, and we’re just optimists. We think that we can stimulate new traffic, and capture traffic that’s pent up that has not been able to go anywhere, as other airlines have scaled back.”
Northern Pacific’s CEO Rob McKinney at the unveiling of the company’s first 757-200. Photo: Mike Killian
A qualified Learjet pilot himself, McKinney is no stranger with turning failing airlines around and bringing them back to life. He was formerly the VP and Director at Hawaiian airline Pacific Wings, which tripled passenger traffic in just three years under his leadership. He then moved to Mokulele Airlines where he was COO and helped them grow from a small air tour company into a fully scheduled commuter airline.
Northern Pacific is a subsidiary of FLOAT Alaska, which also owns regional carrier Ravn Alaska, who operates Dash 8 turboprop flights across the state and is being used as a platform to launch Northern Pacific (McKinney co-founded FLOAT is also CEO of Ravn). McKinney sees Ravn as a fundamental component of Northern Pacific’s stopover model, able to take arrivals from Anchorage out to explore other regions of the state.
Photo: NoRthern Pacific Airways
Why start with 757s?
The timing, combined with the facts that used aircraft are cheaper than new and 757s are readily available, is why Northern Pacific is starting with older 757s. “We look at the 757 as not Mr Right, but Mr Right Now,” says McKinney. “We can acquire them sooner rather than later. And for us, we really think the timing is the play for this opportunity to maximize the post-COVID world. The 757 is not only readily available but they can make the stage length too.”
McKinney’s vision follows the proven model of Icelandair, which flies 757 routes offering low-fare flights between North America and Europe, with the option for stopovers in Iceland. Northern Pacific is banking on the theory that if a one-stop service can work for them, it can work for Northern Pacific between America and Asia as well.
Photo: Mike Killian
“We want to create a hub in Anchorage to replicate what Icelandair has done successfully in Keflavik. Anchorage is the geographic midpoint on a Great Circle routing between Asia and North America. If you take any trans-pacific flight from almost anywhere in Asia to almost anywhere in the continental U.S., you fly right over Anchorage, so by us just doing a quick stop in Anchorage we’re really not taking anybody out of their way, and actually able to offer a more affordable price and a nicer experience.”
They also believe that going through customs and immigration via Anchorage will be easier than other airports such as SFO and LAX, which can see passengers waiting in very long lines for several hours after they’ve already flown a 12+ hour flight.
Their business plan is also modeled after the success of air cargo service at Ted Stevens International, which has become the world’s fourth busiest for cargo, typically serving as a refueling and crew change stop for jumbos flying between Asia and America’s lower 48. McKinney wants to replicate that model, but with passengers instead.
Photo: Mike Killian
Their first 757-200 (tail number N627NP) in powered by twin Rolls-Royce 36-600 RB211 turbo engines, has a maximum range of 4,400 miles and first served with USAir starting in 1995 (which later became US Airways and eventually merged with American Airlines). It remained in service until American retired its fleet of 757s in early 2020, flying as N630AU and N206UW during its prior career. AerSalethen put it in storage in Roswell, New Mexico, until Northern Pacific purchased it in 2021.
The company has already secured nine 757s, but hopes to acquire three more in time for launch. Some will be former American Airlines, others will be former United, and each will hold roughly 180 seats, featuring a three-class configuration for first / business class, premium economy and economy class passengers. McKinney also says flights will provide fast wifi and state of the art wireless in-flight entertainment (the seats on display did not have seat-back IFE), and they intends to keep the Intelsat 2Ku inflight connectivity technology already installed on the aircraft to offer both captive content and streaming services.
Photo: Mike Killian
Internet will be offered as a paid option, though Northern Pacific is weighing the idea of free access for the premium cabin. Every seat will have power too, as passengers always have their own devices such as smartphones and laptops to use, especially on such long trips. Service in the premium class of travel “will be fairly minimal with amenities and food and possibly enhanced internet but not lie-flat seats, touch screens or any of those types of things,” says McKinney.
Overall, the company is aiming for fares 15-20% cheaper than current prices at competing nonstop routes.
A cryptocurrency frequent flyer program
Northern Pacific will also support what they’re calling a “cutting edge” loyalty program that will be backed by cryptocurrency instead of traditional air miles, using Ravn’s cryptocurrency-based loyalty program, FlyCoin, and assumingits interline agreements.
Photo: Mike Killian
“We believe that’s one of the things that’s going to set us apart, because instead of a point or a mile you’re going to get cryptocurrency that will never decrease in value, it might actually increase in value, and its tradeable into other cryptos or back into fiat money,” says McKinney. “Eventually we think all the other airlines will have to adopt it because that will be the expectation.” Northern Pacific is also hoping to strike an agreement that will allow merchants at their home base in Anchorage to accept FlyCoin as a form of payment.
A unique livery
The plane’s livery, designed by Edmond Huot, pays tribute to the company’s roots in Alaska. The theme behind the design is “We Are All Navigators”, and tying that to the journey and path everyone will take through Alaska. Colors and patterns represent snow, mountains and wind, with sharp turquoise winglets representing the Northern Lights. A spiral design on the tail represents airflow and softness, while two white lines on each engine symbolize the wings of a bird and ascension. A subtle but giant “N” is painted on the fuselage, and there is a tiny “N” atop the tip of the tail painted same as the winglets. A bandit mask also outlines the cockpit windows, which was done to modernize the old plane and compliment the bottom of the fuselage and engines.
Photo: Mike Killian
The 757 may be a perfect fit for the company as they start out and grow, but it’s a 25+ year old airframe and unscalable in the bigger picture. Northern Pacific believes they can get to twenty 757 airframes before having to scale up, and they are already in talks with Airbus and Boeing to see what the next version of Northern Pacific will be. There’s only two that really fit the bill until they start scaling up into wide bodies, and that’s either the 737 MAX 9 or 10, or the Airbus A321XLR.
Lofty goals set for an airline that still has to fly its first revenue flight
Ultimately, he hopes to see Northern Pacific operating a fleet of 50 aircraft within the next 5-7 years, generating around 450 jobs in the short term (300 in Anchorage) and boosting tourism across the state, with Ravn as a major player in their model ferrying arrivals from Anchorage to other Alaskan destinations and helping Northern Pacific become a conduit for an influx of new visitors to the state, not just a transport between America and Asia. They want passengers to stopover and see more (and spend more money) exploring Alaska.
Livery on the tail. Photo: Mike Killian
“The numbers are there of how many travelers, and that’s not giving any credit towards spurring new traffic,” says McKinney. “I just believe that if we do the right things with the right machine that it will be a success. We want to encourage people to spend a day or two here and go salmon fishing, or go ride a sled dog on a glacier, or just all kinds of things you can only do here in Alaska.”
Northern Pacific hopes to make Alaska a prime stopover destination
Iceland is now a year-round tourism destination instead of a seasonal one thanks to Icelandair and their relationships with tourism organizations and stakeholders. Northern Pacific hopes to do the same in Alaska, and will even offer packages encouraging customers spend a few days exploring the state, before departing to their final destination. But tourism there in winter has grown slowly over the last decade; it’s still mainly a summer tourist destination, so Northern Pacific will surely need help from Alaska to market and get more travelers visiting during their dark, cold and sometimes brutal winters. Talks are ongoing between the company and various hotels, tour operators and activity providers across the state to leverage the stopover market Northern Pacific hopes to create.
The company also intends to use an Icelandair subsidiary, Loftleidir, to operate three 757s for its initial Asia service, and they are not going head-to-head with larger competitors in the North Pacific like Delta and United, but instead hope to attract younger budget-minded travelers seeking a bargain price.
Photo: Mike Killian
“If we can’t do it, then nobody can,” says Josh Jones, the company’s largest investor and chairman who is a serial entrepreneur from Los Angeles. “And that’s obviously an option, nobody can.”
One of many hurdles Northern Pacific will face is the fact that Alaska tourism has not really been marketed in Asia. Around 60% of visitors to Alaska pre-pandemic were via cruise ships, and Germany and the United Kingdom have been the state’s largest sources of foreign tourists. Strict Covid controls currently in place across Asia will also be an obstacle, and while air travel is gradually rebounding now, trans-Pacific travel has been the slowest region to recover.
Additionally, Chinese carriers are itching to lure budget-minded travelers with cheap one-stop connections, while other startups such as Seoul-based Air Premia are offering nonstop flights to Los Angeles flying Boeing 787-9 widebodies and offering fares 20% cheaper than full-service Korean carriers.
Photo: Mike Killian
On the other hand, there’s not much direct service to Alaska from Asia, or from non-hubs in the lower 48 for that matter, so the old belief that “if you build it they will come” could very well work in Northern Pacific’s favor.
“I’ve pushed the string uphill a lot of times in my career, and most of the time it has worked out,” adds McKinney. “This is the big swing for the fences that will really bring a positive service to people that can get them across the Pacific. We really believe that we are on the forefront of what will make air travel at least less painful, if not fun and something people are excited about.”
We look forward to the jokes every year around this time. Airlines and airports posting funnies. Some so subtle, you might not even suspect its a prank. But then it later hits you and you think, “that can’t be right!” Those are our favorites.
This year though, with war, sickness, and inflation, the day feels a little dimmer than usual. Airlines and aviation accounts seemed to pick up on that mood. Major airlines like Delta, United, and American Airlines all seemed to sleep in today.
Southwest Airlines didn’t go all out but they didn’t pull any punches either. They did make a snarky post, highlighting the fact that they don’t charge bag fees for the first two bags (under 50 pounds, of course).
Even though most airlines were pretty lame this year, one airline did post a funny. Frontier Airlines–who is merging with Sprit Airlines later this year and that IS funny–posted that their famous animal tails will be supplemented by dinosaur photos. We’ll see how many dinosaur pics they receive.
Other Aviation accounts
Reflecting the mood this year, neither Airbus or Boeing took part in the day. One airport did though. DFW Airport posted that they finally made it up to Fort Worth and improved the name of the airport. It’s now known as FWD…chortle!
After nearly five decades, we've decided to give Fort Worth it's well-deserved top billing! Starting today, you can call us 𝐅𝐨𝐫𝐭 𝐖𝐨𝐫𝐭𝐡 𝐃𝐚𝐥𝐥𝐚𝐬 𝐈𝐧𝐭𝐞𝐫𝐧𝐚𝐭𝐢𝐨𝐧𝐚𝐥 𝐀𝐢𝐫𝐩𝐨𝐫𝐭, or 𝐅𝐖𝐃.
The Douglas A-1 Skyraider (AKA Spad) played an important part in the Vietnam War. Its ability to carry an immense amount and variety of weapons and loiter over the battlefield for extended periods of time made it a powerful weapon. Spads provided close air support to ground forces, attacked enemy supply lines, and, as depicted in the video, protected helicopters rescuing airmen downed in enemy territory.
USAF A-1E image via national archives
Skyraiders Head to Southeast Asia
In the early 1960s, the United States provided South Vietnam with increased military assistance and training to resist communist forces, and the United States provided A-1H Skyraiders to the South Vietnamese Air Force (VNAF). In 1961, US Air Force instructors started training VNAF pilots at Bien Hoa Air Base with Skyraiders in VNAF markings and their tail hooks removed. Gradually, the USAF instructors started flying combat missions with the VNAF pilots over South Vietnam.
A1/A-1E/pho 115
K 19547 – An A-1E Skyraider escorts an HH-3C rescue helicopter as it goes to pick up a downed pilot in Vietnam. 1966
[“Carolyns Folly”, A-1E, 1st Air Commando Squadron]
Credit Photo to the National Museum of the USAF
The Air Force Spad
The first US Air Force Skyraiders, two-seat A-1Es, arrived at Bien Hoa Air Base in May 1964. They were assigned to the 1st Air Commando Squadron (later the 1st SOS), which operated under the call sign Hobo. Other USAF squadrons flew Skyraiders from bases in South Vietnam and Thailand under the call signs Spad, Firefly and Zorro. Wherever they went, the Skyraiders provided critical close air support to ground forces and other operations, such as defoliant spraying or supporting the insertion and extraction of special operations teams inside enemy-held territory along the Ho Chi Minh Trail.
Douglas A-1E with wings folded at McClellan Air Force Base, Calif., on Feb. 15, 1968. (U.S. Air Force photo)
Medal of Honor Machine
Spad pilots were a courageous bunch. On 10 March 1966 A-1E pilot USAF Major Bernard F. Fisher flew a mission for which he was awarded the Medal of Honor for rescuing downed Major Dafford Wayne “Jump” Myers at A Shau Special Forces Camp. On 1 September 1968 USAF Colonel William Atkinson Jones, III (callsign Sandy One) piloted an A-1H on a Sandy mission for which he was awarded the Medal of Honor. In that mission, despite damage to his aircraft and suffering serious burns, he returned to his base and reported the position of a downed American airman.
Enjoy This Collection of Highly Entertaining Air New Zealand Safety Videos
Over the years Air New Zealand has entertained their passengers with funny and timely cabin safety videos. We’ve gathered some of the best examples for you to enjoy. You’ll see lots of recognizable characters, a Kiwi national institution or two, and much more. All were uploaded to YouTube by Air New Zealand.
Learning how to fly is exhilarating but it is also serious business. As a student pilot, you first learn the basics of aircraft control in the plane, typically a Cessna 152 or Cessna 172. Once you master the basics of flight, instructors then add in emergency procedures. The goal is to get a student confident enough to solo a plane by themself and have enough confidence and skills to handle any of the common emergencies.
Our friends at VASA Aviation found another ATC gem that is worthy of sharing and learning from. In the audio, a team of 3 pilots, a mechanic, and NORCAL approach all worked together to assist a student pilot in a pickle. He was flying his rented Cessna 152 when the throttle stopped responding to movements. While this is a situation somewhat preferable to losing your engine in flight, it is still dangerous. Even in a light, single engine trainer like a Cessna the situation can quickly turn dangerous for an inexperienced pilot. With a stuck throttle, your primary options are to climb to maintain airspeed, accelerate, or shut off the fuel to the engine and glide to a landing.
In this case, the pilot was well trained even for an unusual situation like a stuck throttle. You can clearly hear his demeanor as calm and confident. He reached out on the CTAF at Watsonville Airport to state his problem. In the beginning of the video, the student pilot was about 3 miles away from the field at 4,000 feet. A CFI who heard his radio call reached out to him on the emergency 121.5 frequency to offer assistance and provide advice. A mechanic on the radio offered to drive to his flight school to connect him to an instructor from the school.
At this point, NORCAL approach overhead the conversation that was taking place on guard. A pilot in the area relayed an update on the situation to the controller. The controller then offered to coordinate emergency vehicles at the airport for the stricken Cessna. By this time the pilot had climbed to 6,700 feet!
Towards the end of the video, you can hear the student pilot link up with an instructor pilot from the flight school. The instructor recommended controlling the power by adjusting the mixture. The student pilot tried it out and was able to control his power via the mixture. The video didn’t capture any additional CTAF communications but the student did land safely.
The trite phase “teamwork makes the dream work” is definitely applicable in this situation. It’s a case of many aviation professionals working together to ensure a fresh aviation landed safely. Well done!
PENSACOLA, Fla. — The U.S. Navy Blue Angels have kicked off their winter training season in southern California eager to sharpen their flying skills during an exhausting ten week period.
The squadron of F/A-18 E/F Super Hornets and a C-130J Super Hercules departed their home base at NAS Pensacola January 3 on a cross country flight. Their training base at NAF El Centro is located near the desert town of the same name.
Of the squadron’s six pilots, three have never flown a Blue Angels demonstration. Their time in the Imperial Valley will provide the pilots and support crews the time necessary to train prior to their first show.
The C-130J Super Hercules ‘Fat Albert’ sits parked on the apron at Naval Air Facility El Centro. (U.S. Navy)
“We’ve been training in Imperial Valley for over 50 years, and this is where the Blue Angles cut their teeth and where the show is made,” Blue Angels lead pilot Cmdr. Brian Kesselring said.
Pilots, Support Personnel Prepare for 76th Anniversary Season
Most of Blue Angels pilots, maintainers, and logistics personnel from last year are returning in 2022. For a few, this season will mark their third year with the historic flight demonstration squadron.
Navy Capt. Kesselring returns as Boss and Angel 1 for a third season. Pilots Lt. Christopher Kapuschansky, Lt. Scott Goossens, and Maj. Frank Zastoupil will fly as the diamond team. The twin solo pilots this season include Lcdr Cary Rickoff and Lcdr Julius Bratton.
During six straight days each week, the pilots will fly three times a day for ten weeks. They will practice each maneuver — both in the air and during their morning brief.
It will be the job of Maj. Zastoupil to study the formation during flight training. He alone will critique how the new pilots Lt. Kapuschansky and Lt. Goossens are handling the training.
Using daily cockpit and ground video, Zastoupil will show the pilots how they can improve upon each maneuver. These closed door briefs are designed to give the diamond formation a tight precision formation of nearly 18-inches wing tip to canopy.
On the ground, the Blues’ newest advance pilot and show narrator is preparing for the season. Lt. Griffin Stangel is memorizing his loud speaker narration he will provide during each air show visit.
The team’s first air show performance will come at the conclusion of their winter training. NAF El Centro will host an afternoon performance and the first true public demonstration on March 12.
“For a team that spends over 300 days travelling, this is like home because we spend more consecutive days in the Imperial Valley then anywhere else,” Capt. Kesselring explained. “The Imperial Valley and NAF El Centro has a special place in our hearts, and we appreciate the support we receive year in and year out.”
NAF El Centro supports combat training and readiness, including air operations support to operational fleet and training squadrons such as the Blue Angels. (U.S. Navy)
Their training does not stop once they leave El Centro. The Blues normally conduct training flights over NAS Pensacola on Tuesday’s and Wednesday’s before departing to their show site on Thursday.
After packing up their gear and loading their hulking C-130J, the team is scheduled to return home to Pensacola a few days later. The Blue Angels will close out March with weekend visits to New Orleans and Tampa.
In all, the squadron will perform at 31 locations across the United States between March and November. The spirit of their 76th season will include visits to Michigan, Hawai’i, and Atlanta.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
The SLUF Still Had That New Jet Smell When They Made This Familiarization Film
When the Ling Temco Vought A-7A Corsair II deployed to WestPac with VA-147 Argonauts as part of Carrier Air Wing TWO (CVW-2) aboard the USS Ranger (CVA-61) in late 1967, fleet replacement training squadrons like VA-122 Flying Eagles (and later VA-125 Rough Raiders) were already in the business of training and qualifying Corsair II pilots in the intricacies of flying the Short Little Ugly “Fellow” (SLUF) around the boat. Vought had plenty of history building great Naval aircraft. The film “A-7 Familiarization” was produced by the Navy to help ensure Naval Aviators had their A-7A Corsair II procedures on lock. The film was uploaded to YouTube by Periscope Film.
The footage for the film as all shot aboard the Essex-class aircraft carrier USS Oriskany (CVA-34). The VA-122 and VA-125 jets appearing in the film all have histories. For instance, A-7A 153189 started off with VA-125. She went to VA-153 Blue Tail Flies in 1970 and then went to Vietnam. On 1 November 1971 3189’s nose gear collapsed during launch from USS Oriskany (CVA-34) and the jet ditched in the Gulf of Tonkin in front of the carrier. The pilot, CDR Thomas Frank, did not survive the mishap.
image via nnam
The Longest Serving Jet Appearing in the Film?
A-7B 154400 went to VA-122 in 1969. From there 4400 went to VA-125 in 1973 and then to VA-153 in 1977. On 10 March 1977 the jet was heavily damaged in a mishap aboard the Midway-class aircraft carrier USS Franklin D Roosevelt (CVA-42). After repairs were made 4400 continued her career with VA-153 until 1983.
image via nnam
Portuguese SLUF
A-7A 153227 initially went to VA-125. Between 1967 and 1969 the jet was assigned to VA-147 and went to Vietnam. The aircraft returned and went to the Naval Air Training Center in 1977. In 1978 3227 went to the boneyard for a spell before being sold to the Portuguese Air Force. After refurbishment to A-7P specifications the jet joined the Força Aérea Portuguesa’s 302 Esquadra in 1984. On 9 March 1989 the jet was ditched at sea off Peniche after a birdstrike.
A-7P image via NNAM
More Portuguese Duty
A-7A 154349 went to VA-125 in 1969. Between 1975 and 1978 the jet served with VA-303 Golden Hawks. 4349 went to the boneyard in January of 1978. 78: In August of 1983 the jet was sold to Portugal and went into service with the Força Aérea Portuguesa’s 302 Esquadra as an A-7P in 1984. On 27 March 1987 the jet was lost in a mishap near Perto de Boticas.
A-7B 154394 went to VA-122 in 1969 and was reassigned to VA-125 in 1970. On 8 March 1970 4394 was written off.
image via nnam
The Final Tally
A-7A 154357 went to VA-125 in 1969. Between 1969 and 1970 the jet served with VA-97 Warhawks. On 2 October 1970 the jet was struck off charge.
A-7B 154393 went to VA-122 in 1969. The jet was then assigned to VA-93 Blue Blazers for their first Vietnam deployment in 1971. On 7 September 1972 4393 crashed into the sea off Hon Nieu Island/Vihn, North Vietnam due to battle damage. The pilot did not survive the mishap.
image via nnam
SLUFs Served For More Than 40 Years!
Sea stories about the SLUF are many and varied– they served in every firefight between Vietnam and the Gulf War. The last Navy A-7s were retired by the last fleet operational squadrons (VA-46 and VA-72) in May 1991 shortly after their return from Operation Desert Storm. Corsair IIs were also operated by Greece as the A-7H and TA-7H (retired in 2014), Portugal as the A-7P and TA-7P (retired in 1999), and Thailand (retired in 2007) The Corsair II served for more than 40 years. The Luftwaffe looked at purchasing the A-7D, as did Switzerland (with enough interest to have the designation A-7G dedicated to potential Swiss SLUFs).
The USS Leyte’s Only Combat Deployment Was Memorable for a Variety of Compelling Reasons
When the Essex-class aircraft carrier USS Leyte (CV-32) sailed for the Western Pacific in 1950, Carrier Air Group THREE (CVG-3) was her embarked air wing. The Leyte was destined to spend the fall of 1950 off the coast of South Korea, launching airstrikes against North Korean and Chinese targets as ordered by Commander, Task Force 77 and the Allied leadership in the region. This great video of the CVG-3 operating from the Leyte was uploaded to YouTube by airailimages.
The Leyte arrived at Sasebo in Japan on 8 October and wasted no time before getting into action. From 9 October until 19 January 1951 the Leyte was at sea for 92 days- many of them while hampered by the atrocious weather in the region at that time of the year. Despite the weather CVG-3 logged over 11,000 hours during 3,933 sorties flown against enemy forces while inflicting massive damage upon enemy positions, supplies, transportation, and communications. The first African-American Naval Aviator, Ensign Jesse LeRoy Brown, was killed in action while defending Marines embroiled in the fight at the Chosin reservoir while flying from the Leyte on 4 December 1950.
Ensign Jesse L. Brown, first African-American Naval Aviator aboard Leyte. image via national archives
The Rest of the Leyte Story
The Leyte returned to Norfolk for overhaul 25 February 1951 and was redesignated CVA-32 on 1 October 1952. This was the Leyte’s only deployment to the Pacific. After her initial cruise to the Caribbean and Eastern Pacific, she deployed to the Mediterranean and/or the North Atlantic seven times before being taken out of service as an attack carrier and converted to an antisubmarine aircraft carrier and redesignated CVS-32 on 8 August 1953. The ship spent several years working antisubmarine duty before being redesignated AVT-10 and was deactivated in 1959. She was scrapped in 1970.
VA-35 Able dog comes aboard. image via national naval aviation museum
The Apache Has Been in Service for Nearly 40 Years, But It’s Still Absolutely Lethal
The Boeing AH-64 Apache began as the Hughes Helicopters Model 77. The rotorcraft was developed to compete for the United States Army’s Advanced Attack Helicopter program to replace the AH-1 Cobra.
On 30 September 1975, the prototype YAH-64 flew for the first time. The US Army selected the YAH-64 over the Bell YAH-63 in 1976 and approved full production of the Apache in 1982. McDonnell Douglas purchased Hughes Helicopters in 1984 and continued production and development of the AH-64.
The Apache entered service with the US Army in April 1986, with the AH-64D Apache Longbow following in 1997. Today’s AH-64E is still one badass chopper that still remains absolutely lethal.
Enjoy this video of Apaches in action uploaded to YouTube by Military Archive.
Video credits: U.S. Army videos by Erich Backes, Specialist Alaura Lucas, Corporal Max Elliott, Staff Sergeant Jennifer Reynolds, Major Robert Fellingham, and Gertrud Zach
191029-A-KM584-162 image via DVIDS
Still Making Rotary-Wing Badassery
Boeing Defense, Space & Security now produces the AH-64. More than 2,400 AH-64s have rolled off the assembly lines. With more than 1,200 aircraft in operation, accumulating over 4 million flight hours, including 1.3 million in combat, the AH-64 Apache represents the backbone of the US Army’s attack helicopter fleet and a growing number of international defense forces.
According to Boeing DS&S, the AH-64E will be in production until at least 2028. According to Boeing, the total number of flight hours for US Army Apaches stands at more than 4.8 million ( ! ) with 1.3 million hours of combat hours ( ! ! ).
190914-Z-MA638-0034 image via dvids
Scoring an A on the Test of Time
“The Apache will serve the U.S. Army and its partner nations as the world’s primary attack helicopter into the 2060s. As Boeing and the U.S. Army continue to invest in next generation technologies, the Apache brings affordable Modular Open Systems Architecture capability to serve as a centerpiece in the Multi-Domain Operations (MDO) battlefield for decades to come.” Boeing produced 937 AH-64A Apaches between 1984 and 1997. Some remain in service today. Apaches have been exported to a number of countries, including Egypt, Greece, Israel, India, Singapore, the Netherlands, Japan, Saudi Arabia, Qatar, the United Arab Emirates (UAE), and the UK.
160512-A-PG801-003 image via dvids
Not Your Father’s Apache- Just Better
“With the AH-64E in production until at least 2028, the Apache will serve the US Army and its partner nations as the world’s primary attack helicopter into the 2060s. As Boeing and the US Army continue to invest in next-generation technologies, the Apache brings affordable Modular Open Systems Architecture capability to serve as a centerpiece in the Multi-Domain Operations (MDO) battlefield for decades to come. The AH-64E Version 6 is the most modern configuration of the Apache and is ready for the MDO battlefield. A network-centric, fully integrated weapon system specifically built to dominate in highly contested and complex battle space, the Version 6 Apache includes multiple enhancements to the aircraft’s sensors, software, and weapons performance.”
092115-A-TU438-002 image via dvids
Better Parts = a Better Attack Helicopter
The AH-64E Apache is the most advanced multi-role combat helicopter in the US Army’s arsenal and is also used by a growing number of global defense forces. To date, more than 500 AH-64E model Apaches have been delivered worldwide. The AH-64E features Advanced digital connectivity. Joint Tactical Information Distribution System, more powerful T700-GE-701D engines with upgraded face gear transmission to accommodate more power, capability to control unmanned aerial vehicles (UAVs), and new composite main rotor blades.
The Big E Took Two Squadrons of the New Fleet Defenders to the Tonkin Gulf in 1974
When the nuclear-powered aircraft carrier USS Enterprise (CVAN-65) deployed to the Western Pacific (WestPac) in 1974 her air group included the very first Grumman F-14A Tomcats to go to sea. VF-1 Wolfpack and VF-2 Bounty Hunters were flying the new Fleet Defenders. Carrier Air Wing ONE FOUR (CVW-14) was deployed aboard the Big E from 17 September 1974 until 20 May 1975. The Air Group flew cover for Operation Frequent Wind- the evacuation of US personnel from South Vietnam. This great video of VF-2 in action was uploaded to YouTube by Aviation videos archives part4 1975-2015.
VF-2 made three WestPac deployments aboard Big E between 1974 and 1978. Those VAQ-137 EA-6Bs had just gone into service themselves, with VAQ-132 Rooks deploying aboard deploying aboard USS America (CVA-66) first for the first time during June of 1972, followed by VAQ-131 Lancers aboard the Enterprise and VAQ-134 Garudas aboard the Constellation (CVA-64). During her 1974-1975 WestPac deployment the Enterprise visited Pearl Harbor in Hawaii, Cubi Point in the Philippines, Hong Kong, Subic Bay in the Philippines, Mombasa in Kenya, Port Louis in Mauritius, and Singapore.
These Gems Are Guaranteed to Put a Smile On Your Face
There’s simply no getting around it. We’ve had a few tough years. From the politics to the biased media to the it-just-won’t-go-away ‘Rona, it’s been enough to make you want to roll your eyes, shake your head, and wonder what the H E double hockey sticks the NEXT few years will throw at us. Probably more of the same, but at least you can say you had a few minutes of light humor before the end of this particular trip around the sun. So enjoy! And Happy New Year Avgeekery Nation!
11a. McCroskey and Kramer Ponder the Problem
The 1980 movie Airplane! has been providing one liners and quips ever since it was released.
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11b. IFR Indeed
There was no way we could do just one from Airplane!
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10. Joining the Martin-Baker Club
Sometimes you just have to pull those handles!
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9. It Can Happen to the Best of Us
Looks like the backseater didn’t get to the airsick bag in time!
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8. Everyone Can Relate to This One
Before a couple of years ago this caption definitely wouldn’t have worked. Now it works perfectly.
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7. Everybody Deals With Mondays
We’ve been doing the Mondays! series for a while, but this one definitely hit home.
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6. Terrain Avoidance Malfunction
Any air-to-ground collision you can fly away from…
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A Non-Fiction Reading List Guaranteed to Include Something for Every Avgeek
When we published our (first) list of aviation-related novels you so need to read we received lots of feedback. Some of it was welcome, some wasn’t. That’s the nature of social media. This piece is comprised strictly of non-fiction works. They’re listed in alphabetical order by title. If you’re an avid reader you probably own some or perhaps all of these pubs, but if you don’t we think you can’t go wrong with any of them. Therefore, on to the list!
A noted aviation historian and prolific author, the late Walter J. Boyne wrote hundreds of books and articles about our subject. He actually released two versions of Beyond the Wild Blue, the second of which was expanded to include the tumultuous ten years between 1997 and 2007. We recommend the Second Edition, but both of them, like the vast majority of Boyne’s works, are great reads. Published by Thomas Dunne Books in 2007. ISBN-13: 9780312358112
During the Cuban Missile Crisis, author Ecker was Commanding Officer of VFP-62. His book about the Fighting Photos and their critically important photographic reconnaissance missions over Cuba at the height of the crisis that brought the world to the brink is required reading for fans of the Crusader and Naval Aviation in general. Published by Osprey Publishing in 2012. ISBN-13: 9781780960715
Stephen Coonts is a former A-6 Intruder bombardier-navigator and a prolific writer of well-received novels, with several bestsellers under his belt- including Flight of the Intruder. During the summer of 1991 he took off in a Stearman biplane (The Cannibal Queen) with the goal of visiting all of the lower 48 States. His stories of the places he visited and the people he encountered during his open-cockpit odyssey are as entertaining as they are reveling. Published by Atria Books in 1992. ISBN-13: 9780671748845
Devotion is the story of two Naval Aviators who became unlikely friends and were literally willing to die for each other. If you’re familiar with the story of Ensign Jesse Brown and the lengths to which Lieutenant Thomas Hudner went in order to try and save him you know how the story ended, but the level of detail author Makos includes in the book and the friendship between the two men makes the book required reading for our times as well. Published by Random House in 2015. ISBN-13: 9780804176583
When we published first aviation-related novels list we left Fate is the Hunter off that list because it’s not a novel. Rather, the book is autobiographical (as many of the great aviation books are) and Gann, with over 10,000 hours of flight time, many of them as a pilot with Air Transport Command, had a great many stories to tell. He told them exceedingly well, and his book withstands the test of time better than most. Published by Simon & Schuster 1961. ISBN-13: 9781416534075
These Videos Capture Air National Guard Units Beating Up a Wisconsin Target Range
Hardwood Air-to-Ground Weapons Range (R-6904), near Finley, WI is one of fourteen Air National Guard (ANG) bombing ranges located throughout the United States. The entire facility is under the operational control of the Air National Guard as part of the Volk Field Combat Readiness Training Center located near Camp Douglas, Wisconsin. This footage, shot during at the range during 1992, captured 124th Tactical Fighter Squadron (TFS) of the Iowa Air National Guard (ANG) Ling-Temco-Vought A-7D and A-7K Corsair IIs based at Des Moines Air National Guard Base (ANGB). The video was uploaded to YouTube by At The Fence 111. Listen for the brrrrttttt!
The mission of Hardwood Range is to provide air-to-ground weapons delivery and threat awareness training for combat aircrews through the presentation of a variety of realistic target arrays and use of several types of threat emitter systems. In this second video, also uploaded by At The Fence 111, captured 110th Tactical Fighter Group (TFG) Fairchild Republic A-10A and OA-10A Warthogs of the Michigan ANG based at Battle Creek ANGB in Michigan, 115th Fighter Wing (FW) F-16s of the Wisconsin ANG based at Truax Field ANGB, more A-7Ds from the Iowa ANG, and even some Boeing B-52G Stratofortresses from the 410th Bombardment Wing (BW) out of K.I. Sawyer AFB in Michigan. More bbbbrrrrrrttt!
The third video from At The Fence 111 was shot during August of 1992 and features A-10s from the 442nd FW of the Missouri ANG out of Richards-Gebaur AFB, A-7Ds from the 185th FW of the South Dakota ANG based at Sioux City ANGB, and 175th FS of the 114th FW F-16s of the South Dakota ANG based at Joe Foss Field ANG Station near Sioux Falls. Even more BRRRRRRTTTTT!
According to the Air National Guard, construction for the range began in 1954 and the first aircraft began using the range in 1955. Since that time, Hardwood has continued to expand to meet the flying requirements of the ANG. Its day-to-day users include ANG units from Illinois, Iowa, Minnesota, South Dakota, Michigan, and Wisconsin, as well as Air Force Reserve units from Indiana, Illinois, Minnesota and Wisconsin. Active Duty Air Force bomber units from throughout the United States also use Hardwood Range, as do Army, Army National Guard and Reserve, Navy, Marine Corps, and occasionally Canadian Forces aircraft. The range is used on a priority basis by flying units deployed to Volk Field for training. Special testing for the F-15E “Strike Eagle” fighter, plus a special Department of Defense Joint Camouflage, Concealment and Deception (JCCD) evaluation were conducted at Hardwood Range. The facility has also been used for Operational Test and Evaluation of the F-15K (used by South Korea) and F-15SG (used by Singapore.)
Hardwood range. image via google earth
Target Complex Composition
The targets are arranged in three areas north, south and east of the support facilities. In addition to conventional bomb circle targets, simulated tactical targets include vehicle convoys, a SCUD missile launcher, aircraft in revetments and on runways, a mobile command post, fuel storage tanks, main battle tanks, bridge, radar installations, anti-aircraft sites (including a Soviet-style six-pointed star-shaped surface –to-air missile target), and a tank approved for inert LGB deliveries. In addition, an urban target complex is available and has proven very effective at supporting both Joint Terminal Attack Controller and aircrew Close Air Support training.
A-10 doing the brrrrrrtttt thing. image via US Air Force
Things That Go Boom
Munitions employed at the range are inert or practice ordnance. High explosive and white phosphorous munitions are not authorized. Practice ordnance includes 25-pound BDU-33 or BDU-48 bombs that have a spotting charge which releases a cloud of smoke on impact. Mk-82/BDU-50, 500-pound and Mk-84, 2,000-pound bombs are also used on some targets. These inert bombs are dropped either in Snakeye or Slick configurations. In either case, their weight creates enough splash (dirt spray) to be easily spotted without using an explosive charge. The addition of a LGB target allows inert GBU 10/12 drops for laser guided bomb employment.
Iowa ANG A-7K. Image via us air force
Things That Go BRRRTTT!
Bombs and rockets are scored visually using spotting scopes located in the flank and main towers. The flank tower observers relay the observed scores to main tower where the coordinates are entered into the computer and the score calculated in meters and degrees from the target. The score is relayed to the pilot for immediate reference and recorded for delivery to the pilot’s unit. Forward-firing ordnance from aircraft includes 7.62mm and .50 Cal. machine guns and 20mm or 30mm cannons. These may be scored optically or acoustically. All use non-explosive ammunition. Depleted uranium rounds are not authorized for use on the range.
Hardwood SAM target. image via google earth
Threat Simulation on the Range
Hardwood Range is capable of providing a range of simulated threats to aircrews. The range has small, tactical threat emitters that look like a small radar dish. They emit electronic signals simulating different threats such as surface-to-air missiles, anti-aircraft artillery, and radar tracking devices. Two Smoky Sam simulators are also available. These are launch platforms for Styrofoam rockets, which give a visual indication of a surface-to-air missile fired at the aircraft. The range also has three Unmanned Threat Emitters Systems (UMTES). The UMTES are controlled at Volk Field and provide realistic threat signaling and tracking of a variety of radar-guided threats.
B-52G. image via us air force
Doing the Night Thing
For night missions, the conventional bomb circle on the south portion of the range may be illuminated. The range also has night vision equipment for covert night operations. A new Special Operations Forces Laser Acquisition Marker (SOFLAM) laser system allows ground laser designation on approved Hardwood range targets.
JATO Takeoffs Were Both Awesome to Behold and to Experience
The Blue Angels retired their long-serving Lockheed Martin C-130T Hercules, AKA Fat Albert, AKA C-130T Bureau Number (BuNo) 164763 and CN 382-5258) in May of 2019 after 30,000 hours of flight time and countless airshow performances. The airframe is now located at Naval Air Station Joint Reserve Base (NASJRB) Fort Worth in Texas, where it is used for instructing maintainers of the several hundred C-130s still in service. One Fat Albert airshow favorite was the Jet Assisted Takeoff (JATO) demonstration. After 2009 JATO bottles were nearly extinct so that part of Fat Albert’s airshow routine was axed. So It’s a good thing there were plenty of video cameras in operation while the JATO takeoffs were still going on. Enjoy!
Image via US Navy/National ARchives
Scorching Takeoff at Miramar
Captured at MCAS Miramar in 2009 and uploaded to YouTube by The Nellis Spotter.
VC-10 Flew an Amazing Array of Aircraft Over Nearly 50 Years of History
Fleet Composite Squadron TEN (VC-10) flew McDonnell Douglas TA-4J Skyhawks modified to carry air-to-ground ordnance and AIM-9 Sidewinder air-to-air missiles. VC-10 also flew one of the 4 EA-4F Skyhawks (converted from TA-4Fs) for a time during the late 1980s. The video of VC-10 in action was filmed in October of 1978 and includes the launch and recovery of two TA-4J aircraft from VC-10, along with some formation flying and some 1-v-1 maneuver training. According to the uploader of the video, it was converted from Super-8 movie film. The first third of the video is silent. The pilot-in-command was LCDR Chapman, lead aircraft was LCDR Noonan. The video was uploaded to YouTube by Pete O. Enjoy!
The first squadron to be designated VC-10 was established as Composite Squadron TEN (VC-10) on 23 September 1943 at Naval Air Station (NAS) Seattle (Sand Point). VC-10 operated both Grumman FM-2 Wildcat fighters and General Motors TBM Avenger torpedo bombers. The escort carrier USS Gambier Bay (CVE-73) sailed with VC-10 embarked on 1 May 1944. VC-10 participated in battles in the Marianas and Peleliu before the Gambier Bay was sunk during the Battle off Samar. The remnants of the squadron operated from Leyte for a time. In January 1945 the squadron was reconstituted at Naval Auxiliary Air Station (NAAS) Ventura County Airport in California. The squadron spent the remainder the war training in preparation for redeployment, which did not take place. VC-10 was disestablished at the conclusion of World War II.
Wildcats. image via national naval aviation museum
The Second VC-10 Was Also Formed in 1943- Just Not as VC-10
Utility Squadron SIXTEEN (VJ-16) Mallards was established on 1 December 1943 at NAS Isla Grande in San Juan, Puerto Rico. VJ-16 flew Grumman J2F-5/6 Ducks, Consolidated PBY-5/5A Catalinas, Grumman TBF-1 Avengers, Douglas SBD-5 Dauntlesses, and North American SNJ-4 trainers while providing gunnery target towing services, radar tracking, search and rescue (SAR), and photographic services to ships and aircraft in the Caribbean area. After spending April of 1944 at NAAF Roosevelt Roads in Puerto Rico, VJ-16 moved to NAS Miami, Florida in May 1944. While operating from NAS Miami, VJ-16 flew Martin JM-1/2 Marauders, Grumman F6F-5 Hellcats, General Motors FM-2 Wildcats and Grumman TBM-1J/3J Avengers.
JM-1 marauder. image via national naval aviation museum
Seeing the World
VJ-16 also operated detachments in Florida, Louisiana, Texas, Brazil, Cuba, Panama and Trinidad. VJ-16 then converged at NAS Guantanamo Bay/McCalla Field in Cuba in April of 1945. On 15 November 1945 VJ-16 was redesignated Utility Squadron TEN (VU-10). For the next 15 years VU-10 operated Martin JD-1 Marauders, Grumman UF-1 Albatrosses, Martin PBM-5A Mariners, Consolidated PBY-6A Catalinas, Douglas R4D-5 Skytains, and Beechcraft SNB-5s. Drone controller aircraft assigned to VU-10 included Grumman F6F-5D Hellcats, Grumman F7F-2D Tigercats, Grumman F8F-2D Bearcats, Grumman F9F-6D Panthers, Grumman F9F-8D Cougars, and North American FJ-3D2 Furies. VU-10 also flew Grumman F6F-5K Hellcat, Culver TD2C, and Radioplane KD2R-5 target drones.
VC-10 F-8 Crusaders. image via national archives
Gitmo
VU-10, by then named the Challengers, moved across the bay to NAS Guantanamo Bay/Leeward Point Field in January 1960. VU-10 defended Gitmo during the Cuban Revolution and was tasked with offensive missions during the October 1962 Cuban Missile Crisis had they taken place. On 1 July 1965 VU-10 was redesignated Fleet Composite Squadron TEN (VC-10). At the time VC-10 was flying Grumman US-2C Trackers and Vought F-8B/D/A/C/K Crusaders. By the time TA-4F and TA-4J Skyhawks arrived in 1975, VC-10 was often referred to as the Proud Pelicans. The Scooters replaced the last of the Crusaders by 1976. VC-10 continued to provide aerial target towing services for fleet training and Dissimilar Air Combat Maneuver Training (DACT) for Atlantic Fleet Carrier Air Wings during pre-deployment work-ups until 14 August 1993, when VC-10 was disestablished at Naval Station Guantanamo Bay.
The Big John and CVW-3 Star In These Up Close and Personal Videos
When the aircraft carrier USS John F Kennedy (CVA-67) deployed to the Mediterranean Sea for Operation Provide Promise in 1992, Carrier Air Wing THREE (CVW-3) was embarked aboard the Big John. Operation Provide Promise was the humanitarian relief effort in Bosnia and Herzegovina that occurred during the Yugoslav Wars, from 2 July 1992 until 9 January 1996, which made it the longest running humanitarian airlift in history. Enjoy these videos of CVW-3 in action aboard Big John, all four of which were uploaded to YouTube by David B Cross.
CVW-3 aboard the kennedy. image via national archives
While embarked aboard the Big John for her Mediterranean Sea deployment (7 October 1992 to 7 April 1993), CVW-3 consisted of VF-14 Tophatters and VF-32 Swordsmen flying the Grumman F-14A Tomcat, VFA-37 Ragin’ Bulls and VFA-105 Gunslingers flying the McDonnell Douglas F/A-18C Hornet, VA-75 Sunday Punchers flying the Grumman A-6E Intruder, VAW-126 Seahawks flying the Grumman E-2C Hawkeye, VAQ-130 Zappers flying the Grumman EA-6B Prowler, VS-22 Checkmates flying the Lockheed S-3B Viking, HS-7 Dusty Dogs flying the Sikorsky SH-2H Sea King, and Detachment 1 from VRC-40 Rawhides flying the Grumman C-2A Greyhound. This was the last deployment aboard the ship for CVW-3.
Accompanying the Kennedy during her 1992-1993 cruise were the Ticonderoga-class guided missile cruisers USS Gettysburg (CG-64) and USS Leyte Gulf (CG-55), the Belknap-class guided missile cruiser USS Wainwright (CG-28), the Spruance-class destroyer USS Caron (DD-970), the Knox-class frigate USS Capodanno (FF-1093), the Perry-class guided missile frigates USS Halyburton (FFG-40) and USS McInerney (FFG-8), the Los Angeles-class attack submarine USS Albuquerque (SSN-706), the Sturgeon-class attack submarine USS Seahorse (SSN-669), the Kilauea-class ammunition ship USS Santa Barbara (AE-28), and the Wichita-class replenishment oiler USS Kalamazoo (AOR-6).
kennedy with CVW-3 embarked. image via national archives
The contract to build the USS John F Kennedy awarded to Newport News Shipbuilding on 30 April 1964. The carrier’s keel was laid down on 22 October 1964 and she was launched after being christened by Caroline Kennedy on 27 May 1967. The ship was commissioned on 7 September 1968. Kennedy deployed a total of 18 times- always to the Mediterranean, the Atlantic, the Red Sea, or the Persian Gulf. For her first eight deployments CVW-1 was embarked. The next six deployments saw CVW-3 embarked. CVW-1 deployed one more time, with CVW-8, CVW-7, and CVW-17 each deploying once aboard the Kennedy.
Documentary
This documentary was shot aboard the Kennedy during her 1992-1993 deployment. Enjoy!
Kennedy with CVW-1 embarked. image via national archives
The USS John F Kennedy’s motto was Date Nolite Rogare, which is Latin for “Give, do not ask”, or, in the immortal words of President Kennedy, “Ask not what your country can do for you; ask what you can do for your country”. Nicknames for the Kennedy included “Big John”, “Bldg 67”, “Can Opener”, and “Jack the Tin Can Killer”). The Kennedy returned from her final deployment on 13 December 2004. The Big John was decommissioned on 23 March 2007 and stricken from the Naval Register on 16 October 2009.
USS John F Kennedy under tow. image via national archives
The 79th Fighter Squadron Took Home the Raytheon Trophy for 2020.
On 28 August 2021, the US Air Force’s 79th Fighter Squadron Tigers took home the 2020 Raytheon Trophy after they demonstrated air dominance during five combat operations and two exercises during fiscal year 2020. The Tigers are the first active duty F-16 Viper squadron to win the Raytheon Trophy, and one of only three F-16 squadrons to take the trophy home since its inception in 1953. Enjoy this video of the Tigers in action uploaded to YouTube by MPC Productions.
“Our squadron was tasked with some pretty extraordinary things in 2020 and our Tigers stepped up to the challenge and proved they can answer the call,” said Lt. Col. Adam Thornton, then 79th FS commander. “We took pride in integrating with our coalition and regional partners to enhance regional stability while never losing a line of combat air power.”
20th FW F-16s. image via us air force
More Praise From the CO
“This is a Wing win; we could not have accomplished this on our own,” said Thornton. “I am thankful to the fantastic fighter generation squadron next door, along with logistics, medical, and the rest of Team Shaw Airmen who exemplify how a multi-role fighter platform brings the fight to America’s enemies in the truest sense of the Tigers’ battle cry: ‘All for Freedom!’”
20TH FW F-16S. IMAGE VIA US AIR FORCE)
According to the Man, Commander of the F-16 Tigers
“Our steadfast commitment to the defense of the United States, our partners and allies during unprecedented times showed how truly important our focus on innovation, training and support systems are to mission success.” said Lt. Col. Lawson Cass, current 79th FS commander.
“We are stronger, healthier and more capable because we work together to maximize our abilities for the betterment of the team, our families and the community we serve.”
raytheon trophy. image via us air force
Only the Best Take Home the Trophy
Originally started by the Hughes Aircraft Company in 1953, the Raytheon Trophy is awarded to the most outstanding air superiority squadron based on operational mission performance, exercise participation and inspection results, as well as unit and individual achievements.
79th FS Color Jet. Image via US Air Force
Rich History of the Tigers
The 79th Fighter Squadron is part of the 20th Fighter Wing based at Shaw Air Force Base (AFB) in South Carolina. The 79th can trace its lineage all the way back to 22 February 1918, when they were organized as the 79th Aero Squadron at Rich Field in Waco Texas as a pilot training Squadron during World War I- making it one of the oldest squadrons in the United States Air Force. The squadron saw combat during World War II and later became part of the United States Air Forces in Europe (USAFE) during the Cold War.
