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This Famous Flying Fish 737 Will Soon Disappear From The Skies

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How You Can Help Save Alaska’s Salmon-Thirty-Salmon

After 18 years, the Alaska Airlines “Salmon-Thirty-Salmon” livery will disappear, company officials said Monday. 

The story behind the design stems from an unusual incident in the Alaskan panhandle nearly 36 years ago. 

On 30 March 1987, an Alaska Airlines flight departed Juneau International Airport (JNU) when a bald eagle dropped a fish from its talons, hitting the windshield of the Boeing 737-200 as it passed through 400 feet.

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A newspaper article from 01 April 1987 explaining the collision between an alaska Airlines Boeing 737-200 and a bald eagle | IMAGE: Alaska Airlines

Aside from some grease and scales on the windshield, the incident did not cause any damage to the aircraft. However, it left a lasting impression on the crew (pilot Bill Morin reportedly said, “Did we just hit what I think we hit?”), and sparked an idea that would eventually become the Seattle-based carrier’s iconic Salmon-Thirty-Salmon.

How the Salmon-Thirty-Salmon Came to Be

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Alaska Airlines’ Salmon-Thirty-Salmon arrives at Los Angeles International Airport (LAX) in March 2008 | IMAGE: Andrew E. Cohen via Flickr

The Salmon-Thirty-Salmon livery took flight for the first time in 2005. It was part of a marketing campaign and partnership between Alaska Airlines and the Alaska Seafood Marketing Institute (ASMI) to promote Alaska’s abundant wild and sustainable seafood stock. The livery featured a 120-foot-long Alaska king salmon on a Boeing 737-400 (registration N792AS). The aircraft also featured the Alaska Airlines logo and the slogan” Wild Alaska Seafood” on the fuselage.

When the Salmon-Thirty-Salmon debuted in 2005, it was an instant hit with passengers and aviation enthusiasts alike. The aircraft quickly became one of the most recognizable symbols of Alaska Airlines and was featured in countless advertisements, promotional materials, and social media campaigns. The Salmon-Thirty-Salmon became so popular that it spawned a series of merchandise, including t-shirts, hats, and even plush toys.

In 2011, the carrier painted over the fish and replaced it with Alaska’s traditional Eskimo livery. 

An Updated Salmon-Thirty-Salmon Livery Debuted in 2012

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Alaska Airlines’ Salmon-Thirty-Salmon, Boeing 737-800 registered N559AS, departs Minneapolis-St.Paul International Airport (MSP) on 12 May 2021 | IMAGE: Chris Lundberg via Flickr

However, the livery proved so popular that in 2012, the company debuted an updated “Salmon-Thirty-Salmon II” livery on a newer Boeing 737-800 (registration N559AS). 

The design process for the 129-foot-long Salmon-Thirty-Salmon II was a collaborative effort between the airline’s marketing team and the aircraft painting company Associated Painters, Inc. The team spent nearly a month refining the design and ensuring that every detail was perfect, including the color of the salmon’s 3,500 scales, the size of its fins, and the placement of its eyes. The design was the brainchild of Seattle artist Mark Boyle. 

The Livery is Set to Disappear in April

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Alaska Airlines Salmon-Three-Salmon Boeing 737-800 | IMAGE: Alaska Airlines

Sadly, the days of Alaska’s giant flying salmon may be coming to an end. Rumors circulating last month were confirmed on Monday when Alaska Airlines announced the livery’s final flight would take place on 17 April. 

N559AS will operate Flight 65, one of the carrier’s infamous “Milk Runs.” Unique to Alaska Airlines, these flights serve as a lifeline to communities that may not otherwise have access to the outside world. Flight 65 departs from Seattle-Tacoma International Airport (SEA) and serves the Alaskan panhandle communities of Ketchikan (KTN), Wrangell (WRG), Petersburg (PSG), and Juneau (JNU) before ending in Anchorage (ANC).  

The company has yet to say what will replace the fishy livery other than confirming that it would not be a third salmon. 

Here is Your Chance to Save this One-of-a-Kind Livery

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Alaska Airlines Salmon-Thirty-Salmon Boeing 737-800 on short final at Washington National Airport (DCA) on 15 Feb 2022 | IMAGE: John Boulin via Flickr

Of course, AvGeeks will not let this beautifully unique livery simply fly into the proverbial sunset. An online petition has been launched for those hoping the airline will reconsider replacing the iconic livery. The change.org petition has received more than 1,100 signatures at the time of this writing. 

The story of the Salmon-Thirty-Salmon is more than just a marketing gimmick. It is a symbol of Alaska Airlines’ commitment to its customers, its community, and the environment. The airline has a long history of serving Alaska and the Pacific Northwest region. The Salmon-Thirty-Salmon is just one example of how the airline has tried to connect with its customers and celebrate the region’s natural resources.

Further, it is a testament to the power of creativity and innovation in marketing. The campaign’s success and the push to save this bit of aviation history reflect Alaska Airlines’ commitment to its customers, communities, and the environment. 

And all because a bald eagle wanted some dinner. 

New Terminal Debuts at Kansas City International

2023 has been really good for Kansas City so far. First, a Super Bowl win. And on Tuesday, the city unveiled a brand new airport.

When Southwest Airlines Flight 904 lifted off from Kansas City International Airport (MCI) on Tuesday morning, it ushered in a new era in the history of Missouri aviation. 

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Southwest Airlines “Missouri One” prepares for departure at Kansas City International Airport (MCI) on 28 February 2023 | IMAGE: Southwest Airlines

The Chicago Midway (MDW)-bound flight left the gate right on time at 0500 local time Tuesday morning and was the first to depart from the airport’s brand-new, state-of-the-art terminal. It offers travelers a stunning range of amenities and features to enhance the overall travel experience. 

Southwest Airlines check-in counter at Kansas City International Airport
Southwest Airlines check-in counter at Kansas City International Airport | IMAGE: Southwest Airlines

The footprint for KCI’s new terminal takes up just over one million square feet. It is the largest single infrastructure project in the history of Kansas City, something U.S. Transportation Secretary Pete Buttigieg noted during an advance ribbon-cutting ceremony on Monday. 

“In so many ways, this airport is a model for similar efforts across the country. Not only did you deliver the largest infrastructure project this city has ever seen—you did it on time and on budget while supporting over 5,000 construction jobs and working with over a hundred women and minority-owned businesses,” said Buttigieg. “I’m grateful for the tireless work all the leaders here have put into making this project possible for Kansas City. And I look forward to continuing our work to transform airports around the country for the better.”

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Federal, State, and local dignitaries, including U.S. Transportation Secretary Pete Buttigieg, cut the ribbon to Kansas City International Airport’s new terminal on 27 February 2023 | IMAGE: BuildKCI.com

The $1.5B Terminal Features 40 Gates

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The B Concourse in Kansas City International Airport’s new terminal | IMAGE: BuildKCI.com

The new $1.5 billion terminal was designed to focus on convenience, efficiency, and sustainability. Featuring 40 gates – nine more than the old three-terminal airport – in two concourses, the facility also has the ability to expand up to 50 gates in the future. The new terminal also features a parking garage with more than 6,000 parking spaces connected to the terminal via a sky bridge. This feature alone will make it easier for passengers to park, access their vehicles, and make their way to the terminal without the need for shuttle services.

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Outside the new terminal at Kansas City International Airport | IMAGE: BuildKCI.com

In addition to the parking garage, the new terminal has a dedicated multi-level curbside drop-off and pick-up area designed to accommodate private vehicles and ride-sharing services like Uber and Lyft. The new terminal also features an expanded security checkpoint area with up to 16 lanes and the latest technology, designed to streamline the screening process and reduce passenger wait times. These features will make it easier and more convenient for travelers to navigate the airport, whether arriving or departing.

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KCI’s new terminal features a 16-lane security checkpoint | IMAGE: TSA Southeast on Twitter

Additionally, KCI is now one of 51 airports in the United States to feature an airport security process called CLEAR, which scans the retinas of those who pay for a $189 annual membership. 

Built with the Future in Mind

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The new terminal at MCI also offers a dazzling array of dining, shopping, and entertainment options for passengers. The facility will feature a post-security food hall with more than 50 restaurants, cafes, and bars serving local and national favorites. The new terminal will also have a range of retail stores, including a duty-free shop where travelers can purchase gifts, souvenirs, and other items. Additionally, the new terminal will have a range of amenities, including visual paging boards for deaf and hard-of-hearing passengers, a children’s play area, a pet relief area, a sensory room, family restrooms, and ten nursing rooms.

KCI’s new airport also features the Kansas City Air Travel Experience, a simulator designed to calm fearful or neurodivergent flyers. The simulation takes a traveler from the parking lot to in-flight and features the check-in process, security screening, and the boarding of an actual portion of an Airbus A320 fuselage.  

The design of the new terminal has been inspired by the region’s natural beauty, with large windows that offer panoramic views of the surrounding landscape and walls made from Missouri limestone. The terminal’s design has been optimized to take advantage of natural light, which will help reduce energy costs and make the space more comfortable for passengers. The terminal will also feature a range of sustainable features, such as energy-efficient lighting, water conservation systems, and the use of local materials, all designed to reduce the facility’s environmental impact.

The new terminal also boasts an impressively intentional collection of artwork from local, national, and international artists. 

A Catalyst for Economic Growth

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A sign welcomes travelers to Kansas City | IMAGE: BuildKCI.com

The construction of the new terminal was a significant undertaking involving various stakeholders, including the airport authority, construction firms, and local government. The project was funded through a combination of private and public funds, with the total cost estimated at $1.5 billion.

“This terminal is a new front door to the people of Kansas City, to everyone in our region, in Missouri and Kansas. We are on time, in fact a day early, and on budget,” said Kansas City Mayor Quinton Lucas. “Because of this project thousands of Missourians and Kansans have gotten jobs and built new careers. [This] project will bring millions, if not billions, of dollars in new economic development to Missouri and Kansas. Because of this project we will build generations more of exceptional memories here at KCI. This project is because of you.”

Kansas City International Boasts 150 Daily Departures

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Inside the new terminal at Kansas City International Airport | IMAGE: BuildKCI.com

Historically, KCI served 10-12 million passengers annually until the COVID-19 pandemic decimated air travel in 2020. With 9.82 million passengers passing through KCI in 2022 (up from a 2020 low of just over four million), the new airport will be well-positioned for growth in the coming decades. Eleven airlines offer 150 daily departures to 51 destinations, including Air Canada, Alaska, Allegiant, American, Delta, Frontier, JetBlue, Southwest, Spirit, Sun Country (beginning in May), and United. 

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The check-in area at Kansas City International | IMAGE: BuildKCI.com

The new terminal is part of a larger renovation project at KCI, which includes demolishing the old terminals, constructing a new runway, and installing new air traffic control systems. Completing the new terminal marks a significant milestone in the airport’s history, offering travelers a modern and efficient facility that is fit for the 21st century and one of which every Kansas Citian should be proud.

Cleveland Jetport: The Story of an Unbuilt Island Airport

Nearly a half century ago, plans were in motion to construct one of the world’s largest airports on a manmade island in the middle of Lake Erie.

The massive new island airport, which would have replaced Cleveland Hopkins International Airport (CLE), took flight in the late 1960s and into the 1970s. Like many ideas in confident post-World War II America, the $1.2 billion proposed Cleveland Jetport, also known as the Lake Erie International Jetport, was intended to be an engineering marvel for the ages.

The Cleveland Jetport was the brainchild of Dr. Abe Silverstein. Considered one of the architects of America’s space program, he was an engineer at the Cleveland-based National Advisory Committee on Aeronautics (NACA). When NACA restructured in the late 1950s to become the National Aeronautics and Space Administration (NASA), Silverstein helped plan the Apollo, Ranger, Mariner, Surveyor, and Voyager missions. He was also responsible for naming the Apollo program.

Although Cleveland Mayor Ralph Locher first announced in 1966 that Cleveland would soon outgrow its airport, Silverstein envisioned transforming Cleveland into a global hub of commerce and transportation. He believed that Hopkins Airport was too small and outdated to meet the needs of a growing city and a rapidly expanding – yet still regulated – airline industry.

The Cleveland Jetport Terminal Would Have Been Ten Times the Size of the Pentagon

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Plans for the Cleveland Jetport included access for every size jetliner conceivable – including supersonic transports | IMAGE: Cleveland press Collection

Silverstein’s solution was extraordinarily ambitious. He envisioned a sprawling complex constructed on an artificial island five miles off the coast of downtown Cleveland in the middle of Lake Erie. The new airport would feature multiple runways, a terminal ten times larger than the Pentagon, and state-of-the-art cargo and maintenance facilities. The Cleveland Jetport would be a hub for both commercial and private aviation, with ample space to accommodate the largest passenger planes, cargo jets, and smaller regional aircraft. The new airport would also feature accessibility for what was sure to become the next big thing in aviation – supersonic transport.

But the Cleveland Jetport was more than just a plan for a new airport. It was a grand vision for the future of Cleveland, a city that had fallen on hard times in the wake of deindustrialization and urban decay. Silverstein saw the Jetport as a way to revitalize Cleveland’s economy and bring new opportunities to a struggling city.

A Beacon of Hope for A Struggling Cleveland

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Aerial View of Downtown Cleveland and adjacent Lake Erie | IMAGE: CLE on Facebook

The proposed island location for the Cleveland Jetport received much support, especially early on. The Boeing 747 was about to come online, supersonic transport was seemingly imminent, and noise pollution was becoming an issue at Cleveland Hopkins’ increasingly suburban location. Proponents of the new Jetport believed it would meet the needs of all these issues.

The Cleveland Jetport quickly became a topic of heated debate in the city. Supporters of the project saw it as a bold and visionary plan that would transform Cleveland into a significant player on the global stage. They argued that the new airport would bring in billions of dollars in revenue and create thousands of new jobs, both in construction and in the ongoing operation of the airport.

A Colossal Waste of Money and Resources

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A map depicting the location and scope of the Cleveland Jetport project | IMAGE: Cuyahoga County Archives

Opponents of the project, however, saw it as a colossal waste of money and resources. They argued that the Cleveland Jetport was an extravagant and unnecessary project that would drain public funds and do little to improve the lives of Cleveland residents. They also raised concerns about the environmental impact of the airport, which would require extensive land clearance and could disrupt the fragile ecosystem of Lake Erie.

In the late 1960s, Lake Erie was in bad shape. Pollution was effectively killing the fourth-largest Great Lake. However, planners touted the environmental benefits of the island’s construction from sand and dirt from the bottom of Lake Erie. A 13-mile stone dike would surround the island to protect it from Lake Erie’s notoriously wild storms. A 13-lane causeway featuring auto, bus, truck, and train lanes would connect the Jetport to the mainland.

An Aeronautical Disneyland

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IMAGE: Cleveland Press Collection

Despite the controversy, plans for the Cleveland Jetport moved forward. Officials poured more than $4 million into feasibility studies throughout the early-to-mid-1970s. Silverstein and Mayor Locher believed Hopkins – which opened in 1925 – would be woefully inadequate by the 1990s. In fact, they estimated that by the year 2000, more than 46 million passengers would be flying in and out of Cleveland. Politicians and citizens alike supported what became known as “Aeronautical Disneyland.”

But as the project moved closer to fruition, it became clear that the Cleveland Jetport would face insurmountable obstacles. In particular, the project ran afoul of the new Cleveland Mayor, Dennis Kucinich. A growing chorus of opponents also lambasted the project’s exorbitant cost (especially considering the economic uncertainties of the late 1970s), environmental risks to fragile Lake Erie and migratory bird routes, and extreme weather conditions routinely experienced on the lake.

Additionally, the Federal Aviation Administration (FAA), which had strict regulations in place for airport construction, raised concerns about the size and scope of the Cleveland Jetport, saying Hopkins would be sufficient for the region’s needs until at least the year 2000. Ultimately, the FAA refused to approve the now $2B project and, in 1978, pulled support for the endeavor. The Cleveland Jetport was dead in the water without the FAA’s blessing.

It Turns Out that Hopkins is Just Fine

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Aerial View of Cleveland Hopkins International Airport (CLE) | IMAGE: Cle on Facebook

Forty-five years later, Hopkins Airport continues to serve the residents of northeast Ohio. Despite a bold prediction of 46 million passengers by 2000, CLE saw just 13.28 million passengers that year.

The airport was once a hub for Continental Airlines, which, in 2010, merged with United Airlines. United officially dehubbed CLE in 2014, and passenger numbers have continued to fall since, with just under 8.7 million passengers recorded in 2022 (after plunging to 4.1 million amid the pandemic in 2020).

A Symbol of What Could Have Been

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If built, the massive airport would have been visible from space | IMAGE: Cleveland State University. Michael Schwartz Library. Special Collections

Looking back on the Cleveland Jetport project, it’s easy to see both the proposal’s ambition and folly. On the one hand, Abe Silverstein’s vision for a massive new airport to bring new economic opportunities to Cleveland was undoubtedly bold and forward-thinking. On the other hand, the project was plagued by unrealistic expectations and logistical challenges that ultimately proved insurmountable.

Despite these challenges, the legacy of the Cleveland Jetport lives on in the imaginations of many Clevelanders. The project symbolized the city’s ambition and determination to reinvent itself in the face of economic adversity. Even though the airport itself was never more than an idea, the concept of a massive new transportation hub that could bring new life and vitality to the city continues to inspire Cleveland residents to this day.

In some ways, the story of the Cleveland Jetport is a cautionary tale about the perils of overambition and unrealistic expectations. While it’s important to dream big and pursue bold ideas, it’s also essential to be realistic about the practical challenges and limitations that any project will face. The Cleveland Jetport may have been a grand vision for the future of Cleveland, but ultimately, it was a project that was simply too big and too complex to become a reality.

WATCH: C-5M Super Galaxies Quick-Turn at Prestwick

These Two Giants Get In, Disgorge, and Get Out Fast – Takeoffs You Have to See to Believe

On 11 July 2018, a pair of Lockheed-Martin C-5M Super Galaxy airlifters descended upon Glasgow Prestwick (EGPK) airport. The two behemoths were supporting a Presidential visit to Scotland, and as such were carrying staff, support personnel, and vehicles for the visit. The aircraft both landed on runway 31.

The first C-5M to land is USAF serial 85-0008 from the 436th Military Airlift Wing (MAW) at Dover Air Force Base (AFB) in Delaware. “Balls 8” later departs bound for RAF Lakenheath. The second C-5M seen is USAF serial 86-0024 from the 60th Air Mobility Wing (AMW) at Travis AFB in California. “Balls 24” later departs bound for Ramstein Air Base.

Enjoy this impressive performance by a pair of larger-than-life haulers as uploaded to YouTube by Mraviationguy. Dig those vapes!

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C-5Ms Today

The US Air Force bases its current fleet of 52 C-5Ms spread out among a total of nine installations. The two active-duty Air Force Airlift Wings are based at Travis AFB (60th AMW) and Dover AFB (436th MAW). Air Force Reserve (AFRES) C-5M operators are based at Travis AFB (349th AMW), Dover AFB (512th MAW, Kelly/Lackland AFB in Texas (433rd MAW), and Westover AFB in Massachusetts (439th MAW).

The Air National Guard (ANG) previously operated Galaxies from Stewart ANGB in New York (105th MAW), Memphis in Tennessee (164th MAW), and Martinsburg in West Virginia (167th MAW).

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Dover AFB-based C-5M Super Galaxy. image via USAF/DVIDS

A Little C-5 History

The C-5M weighs some 190 tons when empty. When fully loaded (maximum takeoff weight) the package can weigh as much as 460 tons. The original “legacy” C-5A Galaxy strategic airlifter went into service in 1970, replacing the Douglas C-133 Cargomaster in the heavyweight airlifter category.

Lockheed built a total of 131 C-5 airframes between the 81 original C-5As built between 1968 and 1973 and the 50 improved C-5Bs built between 1985 and 1989. The 52 C-5Ms in service today were upgraded from the 50 C-5B variants as well as the two previous specially modified C-5A(SCM- Space Cargo Modified) jets that were capable of transporting outsize cargo- primarily for Defense Department space programs and NASA.

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Dover AFB-based C-5M Galaxy. Image via USAF/DVIDS

Pilot Error Blamed for F-35 Crash on USS Carl Vinson Last Year

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The U.S. Navy has ruled a fighter pilot’s mistake caused the crash of a $115 million F-35C stealth jet on the aircraft carrier USS Carl Vinson last year, which injured several sailors (including the pilot).

The incident occurred on Jan 24, 2022, when the pilot from the “Argonauts” of Strike Fighter Squadron (VFA) 147 was making a specialized landing approach for the first time called a Sierra Hotel or “Shit Hot” break, where the pilot uses G-forces to slow down through a 360-degree turn before dropping the gear to land.

However, he approached the ship underpower, unaware that a built-in aid to help control the jet’s power during landing was turned off.

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F-35C on the fliGht deck (navy photo)

And because it was his first time, he had reduced time to configure the jet and conduct landing checks, and missed the last check.

The report notes he “was in manual mode when he should have been (and thought he was) in an automated command mode, designed to reduce pilot workload during landings.”

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Pilot Error Blamed for F-35 Crash on USS Carl Vinson Last Year 28

Once he realized the problem he pushed the throttle to full afterburner to climb, but it was too late. The jet slammed onto the carrier’s ramp, ripping the main landing gear off and skidding across the deck, throwing debris everywhere as the pilot ejected and the jet plunged 12,000 feet to the bottom of the South China Sea.

An EA-18G Growler jet was damaged in the accident, causing over $2.5 million in damage, in addition to another estimated $120,000 in damage to the ship’s flight deck.

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Pilot Error Blamed for F-35 Crash on USS Carl Vinson Last Year 29

Read the FULL REPORT HERE

The report made it clear, that there was no reckless manner or malicious intent by the pilot, who was a top performing junior officers in Carrier Air Wing 2. He was on his first deployment, mentally fit, healthy, and had 650 total flight hours (370 in the F-35C). The jet itself had just over 1400 flight hours on it.

The Navy will be executing a number of the investigation’s recommendations, including internal and external indicators to tell pilots and ground crews (LSOs) that they are not in the flight mode that they might think they are.

The pilot is still in the Navy, but no longer flying.

Billions Down The Drain In Mitsubishi’s SpaceJet Cancellation

Mitsubishi Heavy Industries (MHI) has pulled the plug on its SpaceJet regional jet program.

The decision came after years of development, multiple delays, and the impact of the COVID-19 pandemic on the aviation industry. With the end of the SpaceJet program, the future of the regional jet industry looks highly uncertain, especially in the United States. 

The Rise and Fall of the MRJ Program 

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The first Mitsubishi MRJ taxies at Japan’s Nagoya Airport (RJNA) in 2015 | IMAGE: CHIYODA I, CC BY-SA 4.0 https://creativecommons.org/licenses/by-sa/4.0, via Wikimedia Commons

In 2008, Japanese manufacturer MHI unveiled the Mitsubishi Regional Jet (MRJ) program to develop a more fuel-efficient and technologically advanced regional jet to compete with regional jet juggernauts Embraer and Bombardier.

MHI developed two variants of the MRJ: the 90-seat MRJ90 and the 70-seat MRJ70. The type underwent flight testing mainly at Washington state’s Grant County International Airport (MWH). However, the development of the MRJ was fraught with delays and setbacks. After its initial rollout in 2014 and maiden flight in November 2015, the company paused the program to address issues with the aircraft’s design and development.

The Dawn of the SpaceJet

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Mitsubishi SpaceJet Rendering | IMAGE: Mitsubishi Heavy Industries (MHI)

MHI resumed work on the program in 2019 under the new name SpaceJet. The MRJ90 became the SpaceJet M90, while the company ended development of the MRJ70 in favor of a new 76-seat variant called the SpaceJet M100, designed to meet unique pilot scope clauses in the United States, which caps regional aircraft at 76 pax and 86,000 lbs. 

Mitsubishi also announced plans to purchase the CRJ program from Bombardier in the same year. The company was targeting a mid-2020 delivery date for the first SpaceJet (seven years later than initially planned). The launch customer was Japan’s All Nippon Airways (ANA). The onset of the COVID-19 pandemic caused further delays, and work halted on the program again in October 2020, prompting all flight testing in the United States to relocate back to Japan.

Despite remaining hopeful about restarting the program post-COVID, Mitsubishi ultimately decided to discontinue the SpaceJet program due to disappointing financial results in 2022 and uncertainty in the aviation market. At one point, the company had received 450 orders for the SpaceJet.

A $7.6B Project to Nowhere

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IMAGE: Mitsubishi Heavy Industries (MHI)

As a result, MHI, the parent company of Mitsubishi Aircraft Corporation (MAC), decided to cut its losses and end the program altogether. 

CEO of Mitsubishi Heavy Industries, Seiji Izumisawa, expressed his disappointment at a news conference announcing the project’s demise on 7 February. 

“Many people had high hopes and supported the project, so it is very unfortunate that we came to the decision to end it,” Izumisawa said. “We didn’t have enough resources to continue the development over the long term as a private-firm project.” 

Indeed, it was an expensive venture. The company reportedly spent $7.6 billion on the public-private project over 15 years.

Where Does the Regional Jet Industry Go From Here? 

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A Mitsubishi MRJ prototype taxies past a Fuji Dream Airlines Embraer 175 | IMAGE: By Grasshopper2015 – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=44659152

With the demise of the SpaceJet program, the failure of Bombardier, an unsuccessful merger attempt between Boeing and Embraer, and no other viable alternatives on the horizon, where does that leave the future of the regional jet industry? 

First, one must determine what constitutes a “regional” jet. Typically, regional jets set between 50-100 passengers. However, the cap at 76 pax and 86,000 lbs in the United States severely limits options. 

This article will consider the Embraer E2 as the only viable alternative. One could also consider the Airbus A220 as a quasi-regional jet, although it seats more than 100, making it unusable by regional carriers in the US. And while regional jet programs are under development in China and Russia, they will most likely never see the light of day in North American or European airspace, especially amid ongoing geopolitical turmoil. 

The A220 was part of Bombardier’s CSeries program, which Airbus later acquired. The E2 is the latest iteration of Embraer’s E-Jet series. Both aircraft have been well-received by customers and are among the most fuel-efficient and technologically advanced regional jets on the market.

Comparing the Airbus A220 and the Embraer E2

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Airbus A220 Exterior | IMAGE: Delta Air Lines

The Airbus A220 has two variants: the A220-100 and the A220-300. The A220-100 can carry up to 135 passengers, while the A220-300 can carry up to 160. The aircraft features advanced aerodynamics, a state-of-the-art avionics system, and Pratt & Whitney geared turbofan engines, which reduce fuel consumption and noise. The A220 also has a range of roughly 4,000 miles, making it suitable for both short-haul and medium-haul routes.

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A United Express Embraer 175 operated by Skywest Airlines | IMAGE: United Airlines

The Embraer E2 is available in three variants: the E175-E2, the E190-E2, and the E195-E2. The E175-E2 can carry up to 90 passengers, while the E190-E2 and the E195-E2 can carry up to 114 and 146 passengers, respectively. The E2 features advanced aerodynamics, an all-new avionics suite, and Pratt & Whitney PurePower PW1000G engines. The E2 has a range of up to 3,000 miles.

Both the A220 and the E2 have been well-received by airlines and customers. Several major airlines operate the A220, including Delta Air Lines, Air France, and JetBlue. The E2 is also in service with several major airlines, including Porter Airlines, Azul Brazilian Airlines, and KLM Cityhopper. Both aircraft are among today’s most fuel-efficient and environmentally friendly regional jets. Environmental concerns are becoming an increasingly important factor for airlines as they look to reduce their carbon footprint and comply with emissions regulations.

So Where Does this Leave the US? 

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American Eagle/piedmont Airlines Embraer 145s on the ramp at Philadelphia International Airport (PHL) | IMAGE: Piedmont Airlines on Facebook

Although regional jets are still a common site at American airports, they are showing their age. And they certainly have lost their customer appeal. Early models are now more than 30 years old, and there is nothing to replace them with besides the first-generation Embraer 175. 

The end of the regional jet does not bode well for scores of small airports across the country that rely on them to connect their cities to the global travel network. 

Will we see carriers turn to turboprops once again? Will this create opportunities for carriers like Southern Airways Express or Silver Airways? Or will more cities see a resumption of mainline service as more A220s come online? 

One thing is sure: with restrictions due to pilot scope clauses, the US is unlikely to see its carriers turn to the E2. 

The SpaceJet’s Demise is a Reminder that Developing New Aircraft is Not Without Risk

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A Mitsubishi SpaceJet on the ramp at the 2019 Paris Air Show | IMAGE: Matti Blume, CC BY-SA 4.0 , via Wikimedia Commons

The end of the SpaceJet program is a significant blow for MHI and the Japanese aviation industry. The development of the SpaceJet was a significant initiative for Japan, and the government invested heavily in the program. The SpaceJet was seen as a way for Japan to enter the regional jet market and compete with other major aircraft manufacturers. However, the program’s failure has raised questions about Japan’s ability to compete in the global aviation market.

The SpaceJet’s demise also highlights the challenges of developing new aircraft. Aircraft development is a long and expensive process with many uncertainties and risks. Even major aircraft manufacturers like Boeing and Airbus have faced significant setbacks in developing new aircraft, such as the Boeing 737 MAX and the Airbus A380.

The failure of the SpaceJet program is a reminder that even well-funded and technologically advanced programs can fail. 

Lufthansa Wants to Upgrade Their Passenger 747s

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There are only about 40 passenger 747s still flying worldwide, as many airline operators have been retiring the jumbo jet over the last several years. Most airlines just can’t afford it anymore, since newer more fuel-efficient planes are now available.

Those still operating passenger 747s include Asiana Airlines, Mahan Air, Korean Air, Air China and Lufthansa.

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Boeing Delivers the First Lufthansa 747-8 Intercontinental (credit: Boeing)

Lufthansa is actually the largest operator of the 747-8, with 19 in its current fleet, and potential commitments to keep them flying for years to come. Most of them are under 10 years old.

Boeing recently delivered the last 747 they will ever make, which we reported about from the company’s 747 factory in Everett, WA (read about that here). And one of the guests there to celebrate was Lufthansa’s CEO, Carsten Spohr, who made it clear that the company’s 747s will not only fly into the next decade, but will also be upgraded in all passenger classes.

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Lufthansa Wants to Upgrade Their Passenger 747s 41

An investment in the future of Lufthansa’s fleet

“Our crews love the 747, our passengers love it, even plane spotters and photographers love it,” said Spohr. “It’s just so good looking! And that’s why we at Lufthansa are currently looking into another upgrade for our 747-8 in all classes, to fly this airplane way into the next decade. It’s something we are proud of, to represent this amazing airplane for many more years.”

The majority of 747s still flying today are for cargo, with over 300 freighters in operation.

Lufthansa does still operate a smaller fleet of 747-400s, but those won’t be flying for many years longer. So they won’t undergo any upgrades like the 747-8s.

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lufthansa photo

It’s unclear however what exactly Lufthansa will do with reconfiguring new cabins, nor have they given a timeline. One Mile at a Time goes into it in a more detail.

Whatever the case, when Lufthansa gives more details we will let you know. But, it’s good to know that they intend to keep providing passengers the experience of flying on the “Queen of the Skies” well into the 2030s.

End of an Era: No scheduled DC-10 Service In The US

When FedEx Flight 147 touched down at Memphis International Airport (MEM) on 31 December 2022, it marked the end of an era for the DC-10.

The flight, which originated at Toronto Pearson International Airport (YYZ), was the final revenue flight of a FedEx MD-10-30F, one of the most iconic and recognizable commercial airliners in aviation history.

The MD-10 was a mainstay of the fleet of Memphis-based FedEx Express for more than three decades. Its retirement marks the end of an era for FedEx and the aviation industry as a whole.

The Boeing MD-10, of course, is the updated iteration of the McDonnell Douglas DC-10, brought about by FedEx’s request. The update included the integration of a glass cockpit and the elimination of the flight engineer position.

Many of the DC-10s operating at the time underwent MD-10 conversion. Not to be confused with the MD-11, the MD-10 allowed for a common two person cockpit between both types of jets. The larger MD-11 will still soldier on in the FedEx fleet.

The Storied but Controversial History of the McDonnell Douglas DC-10

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DC-10-20 prototype in flight. Image via McDonnell Douglas/Boeing in public domain.

The DC-10 was introduced in 1970 by McDonnell Douglas, the now-defunct American aerospace manufacturer, as a successor to the older DC-8. The aircraft was designed as a wide-body, tri-jet airliner and was initially intended to compete with Boeing’s 747 jumbo jet.

The DC-10 was well received by airlines and passengers alike, offering a spacious and comfortable cabin and a range of up to 5,800 miles. The aircraft became a popular choice for both passenger and cargo airlines and was used by many of the world’s leading carriers.

However, the DC-10 was not without its share of controversy. In the early 1970s, a series of high-profile accidents involving the aircraft raised concerns about its safety and reliability.

The most notable was the crash of American Airlines Flight 191 in Chicago in 1979, which resulted in 273 deaths. Despite these incidents, the DC-10 continued to be operated by many airlines throughout the 1980s and 1990s. The type was eventually retired from passenger service in 2014.

Ultimately, 446 McDonnell Douglas DC-10s were built between 1970 and 1989. The DC-10 far outsold Lockheed’s L-1011 TriStar, its only direct competitor. By comparison, just 249 TriStars were manufactured between 1971 and 1985. 

FedEx and the DC-10

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A Vintage Postcard spotlighting a federal express mcdonnell douglas dc-10 | IMAGE: hippostcard.com

For FedEx, the DC/MD-10 was a mainstay of its fleet for more than three decades. The carrier took delivery of its first DC-10 in January 1986. It was a workhorse for FedEx, with the cargo airline relying on a total of 113 of the type for its reliability and long-range capabilities. 

In recent years, however, FedEx has been transitioning its fleet to more modern and fuel-efficient aircraft, including the Boeing 767 and 777 and the MD-11.

Are there any DC-10s Still Flying? 

With the MD-10 no longer operating for FedEx, it is interesting to note that there are only two remaining MD-10s operating worldwide as of February 2023 – both of which are the cargo MD-10-30F variant.

Transportes Aéreos Bolivianos (TAB) McDonnell Douglas MD-10-30F arriving at Miami International Airport (MIA)
CP-2791 McDonnell Douglas MD-10-30F TAB Transportes Aéreos Bolivianos arrives at Miami International Airport on 17 Jan 2023 | IMAGE: Colin Cooke Photo via Flickr
  • N330AU, operated as the Orbis Flying Eye Hospital. At nearly 50 years old, it was delivered new to Trans International Airlines in April 1973 as N101TV. It would then go on to operate as a cargo/passenger combi with Transamerica Airlines from October 1979 through April 1984. While operating for Transamerica, N101TV was leased to Nigeria Airways and Air Florida in 1979 and 1981, respectively. It was transferred to Federal Express as N301FE in April 1984, where it operated until the company donated the aircraft to Project Orbis in April 2011. 
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McDonnell Douglas MD-10-30F N330AU operating as the Project Orbis Flying Eye Hospital | IMAGE: Orbis on Facebook

As for the eight remaining FedEx MD-10s, all but three have made their way to the scrapyard. N311FE, N313FE, N316FE, N318FE, and N319FE have all been transferred to Victorville, California (VCV). Meanwhile, N306FE, N307FE, and N321FE are still on the ground in Memphis as of mid-February 2023.

A few other DC-10s remain:

There are four McDonnell Douglas DC-10 tankers serving in fire fighting capacity, based on the West Coast. Those flights are obviously not scheduled but do fly on demand and for training.

The Strange History of N306FE

N306FE, a Federal Express DC-10, at Amsterdam Schiphol (AMS) in June 1986
N306FE, a Federal Express DC-10, at Amsterdam Schiphol (AMS) in June 1986 | IMAGE: Peter Bakema via Wikimedia Commons

The last revenue flight of a FedEx MD-10 was operated with N306FE, the first DC-10 built specifically for FedEx. It began operation with the carrier on 24 January 1986. 

It underwent MD-10 conversion after the Boeing merger and operated FedEx’s final DC/MD-10 flight on 31 December 2022. 

N306FE was also the aircraft involved in one of the most bizarre aviation incidents in history. On 07 April 1994, N306FE was operating Flight 705 on a flight from Memphis to San Jose, California (SJC). A deadheading employee attempted to overpower the cockpit crew and hijack the airplane. Although the attempt was unsuccessful, the attacker severely injured the flight crew.

Additionally, the aircraft underwent extreme stress as the injured crewmembers tried to disorient the attacker by rolling and inverting the DC-10 far beyond its design limits. For more information on this incident, watch this episode of Mayday: Air Disaster featuring the story of Flight 705.   

Because of its history, efforts are underway to save N306FE from the graveyard. A petition on change.org is quickly gaining traction, as it is close to obtaining 10,000 signatures. Organizers hope to preserve the aircraft in an aviation museum in tribute to the bravery demonstrated by the flight crew of Flight 705.

The End of an Era

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A Northwest Airlines DC-10 Lands | IMAGE: Boschh Via Flickr

Although the DC/MD-10 will no longer grace the world’s skies, except for the two MD-10s still in operation (and military KC-10 tankers), its memory will live on in the hearts and memories of aviators everywhere. The DC-10 will always hold a special place in the history of aviation.

The DC-10 retirement from FedEx’s fleet marks the end of an era. Still, its legacy will live on as a reminder of the aviation industry’s innovative spirit and engineering prowess.

Super Bowl 2023 Flyovers, the Best 5 Seconds in Football

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It’s that time of year again, as 100 million people prepare to watch the Philadelphia Eagles battle the Kansas City Chiefs in Super Bowl LVII tonight. And while flyovers of such highly televised games are common, they are nonetheless important and unifying, and arguably the best 5 seconds in football.

Even many players and coaches agree, flyovers are arguably the best part of the game, and everyone has their own reasons why.

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Super Bowl 2023 Flyovers, the Best 5 Seconds in Football 51

Click HERE to watch the above film, courtesy of NFL Films.

Tonight’s flyover by the U.S. Navy will be a little more special.

First All-Female Navy Crew to Conduct Tonight’s Big Flyover

Three U.S. Navy tactical squadrons are assigned to the flyover, aiming for an impressive 4-ship time-on-target display as the National Anthem comes to an end. And for the first time in history, the Navy flight crew are all women, as the Navy commemorates the 50th anniversary since a group of trailblazing women were first allowed to become naval aviators.

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The fly-over team for Super Bowl LVII (left to right) – Lt. Arielle Ash of Abilene, Texas; Lt. Margaret Dente of North Salem, New York; Lt. Naomi Ngalle of Springfield, Virginia; Lt. Jacqueline Drew of Waltham, Massachusetts; Lt. Suzelle Thomas of Birmingham, Alabama; and, Lt. Kathryn Martinez, also of Springfield, Virginia (US Navy photos)

The 7 ladies will be flying two F/A-18F Super Hornets from the “Flying Eagles” of VFA-122, and a F-35C Lightning II from the “Warhawks” of VFA-97. They will be joined by an EA-18G Growler from the “Vikings” of VAQ-129.

Not only that, but all of the officers and most of the personnel who maintain the jets are women as well.

In 1973, eight women were first allowed to enter flight school. Six earned their wings, and Rosemary Mariner became the first woman to become a U.S. Navy fighter pilot.

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Navy Captain Rosemary Marine, the first woman to officially become a U.S. Navy fighter pilot (Naby photo)

Today, women make up about 15% of the Navy’s pilots.

“It’s not lost on me how special it is that I get to do what I’m doing today because they did it first,” said Lt. Peggy Dente, who will lead the flyover.

The big game starts at 6:30 p.m. ET.

The Flight of The Last B-36 Peacemaker

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With the Retirement of the Peacemaker, the US Air Force Became an All-Jet Bomber Fleet.

On 12 February 1959, the last B-36J “Peacemaker” built, Air Force serial number 52-2827, departed Biggs Air Force Base, Texas, where it had been operational with the 95th Heavy Bombardment Wing. The aircraft was flown to Amon Carter Field in Fort Worth, Texas, where it was put on display. With the retirement of this last operational B-36, the United States Air Force Strategic Air Command was henceforth equipped with an all-jet bomber fleet.

B-36 in flight.
Image via USAF

The United States Air Force operated several versions of the Convair B-36 “Peacemaker” from 1949 to 1959. Unique in design, size, capability, and configuration, the B-36 is still the largest mass-produced piston-engine aircraft ever built. With a wingspan of 230 feet the B-36 had the longest wingspan of any combat aircraft ever built. With a range of 10,000 miles and a maximum payload of more than 43 tons, B-36 was capable of intercontinental flight without refueling.

The B-36 had an unsurpassed cruising altitude for a piston-driven aircraft, over 40,000 feet, made possible by its huge wing area and six 28-cylinder engines. The B-36 “featherweight’ configuration resulted in a top speed of 423 miles per hour at 50,000 feet altitude with the ability to fly at 55,000 feet for short periods.

B-36 in flight from a downward angle.
Image via USAF

Until the B-52 became operational, the B-36 was the only means of delivering the first generation Mark-17 hydrogen bomb. The Mark-17 was 25 feet long, 5 feet in diameter, and weighed a whopping 42,000 pounds, making it the heaviest and bulkiest American aerial thermonuclear device ever. Carrying this massive weapon required merging two adjacent bomb bays. The B-36 was the only aircraft designed to carry the T-12 “Cloudmaker,” a gravity bomb weighing 43,600 pounds and designed to produce an earthquake bomb effect.

The B-36’s maximum payload was more than four times that of the World War II-developed B-29, and actually exceeded the payload of the B-52. The B-36’s four bomb bays could carry up to 86,000 pounds of bombs, more than 10 times the load carried by the Boeing B-17 Flying Fortress, and substantially more than the entire B-17’s gross weight. Only more than ten years after the B-36’s retirement were American aircraft capable of carrying larger payloads than the B-36 when the Boeing 747 and Lockheed C-5 Galaxy went into production

B-36 duel wing engines.
Image via USAF

Each B-36 piston engine drove a 19 foot three-bladed propeller in a pusher configuration. These were the second-largest diameter propellers ever used to power a piston-engine aircraft. B-36 maintenance was as large an effort as the airplane itself. There were a total of 336 spark plugs in the six engines. At 7 feet, the wing roots were thick enough for a flight engineer to access the engines and landing gear during flight by crawling through the wings.

Similar to the B-29 and B-50, the pressurized flight deck and crew compartment were linked to the rear compartment by a pressurized tunnel through the bomb bay. In the B-36, movement through the tunnel was on a wheeled trolley, pulling on a rope. The rear compartment featured six bunks and a dining galley, aft of which was the tail turret.

B-29 and B-50 flying in formation.
Image via USAF

The NB-36H was modified to carry a 1 megawatt air-cooled nuclear reactor in the aft bomb bay, with a four-ton lead disc shield installed in the middle of the aircraft between the reactor and the cockpit. The highly modified cockpit was encased in lead and rubber, with a 1 foot thick leaded glass windshield to protect the crew from radiation.

NB-36H in flight.
Image via USAF

The lineage of the B-36 can be traced to early 1941. Concerned that the United States would be forced into the war and not have the ability to base aircraft in Europe, the United States Army Air Corps (USAAC) would need a new class of bomber which could reach Europe and return to bases in North America, necessitating a combat range of at least 5,700 miles, equal to a Gander, Newfoundland to Berlin round-trip flight.

NB-36H coming in for a landing.
Image via USAF

The Army Air Corps realized early in 1943 it needed a bomber capable of reaching Japan from its bases in Hawaii, and the development of the B-36 then resumed in earnest. The USAAF submitted a letter of intent to Convair, ordering an initial production run of 100 B-36s before the completion and testing of the two prototypes. The first delivery was planned for August 1945 and the last delivery in October 1946. Consolidated (by this time renamed Convair after merging with Vultee Aircraft in 1943) delayed the delivery schedule. The B-36 was rolled out on August 20th 1945, and flew for the first time on August 8th 1946.

Early prototype of the B-36.
Image via USAF

After the United States Air Force was born in 1947, strategists sought bombers capable of delivering the very large and heavy first-generation atomic bombs. The B-36 was the only American aircraft with the range and payload to carry the bombs from airfields on American soil to targets in the USSR. The modification to allow the use of the larger atomic weapons on the B-36 was called the “Grand Slam Installation.”

B-36 in flight over the United States.
Image via USAF

Convair referred to the B-36 as the “aluminum overcast”. While General Curtis LeMay headed Strategic Air Command from 1949 to 1957, he turned the B-36 fleet into an effective nuclear weapon delivery force through intense training and development. The B-36 formed the heart of the Strategic Air Command as its so-called “long rifle.”

“Six Turning, Four Burning”

Beginning with the B-36D, Convair added a total of four General Electric J47-19 jet engines. These were dual-mounted in pods outboard of the piston engines. The existing B-36 fleet was retrofitted to include the jet engines. Thus the classic B-36 slogan of “six turning and four burning” was born. The B-36 had more engines than any other mass-produced aircraft. The jet engines were primarily used during takeoff and for added speed over the target.

B-36D pictured with flight crew.
Image via USAF

The RB-36D was developed as a specialized photographic-reconnaissance version of the B-36D. The RB carried a crew of 22 rather than 15, the additional crew members flying along to operate and maintain the photographic reconnaissance equipment that was carried. The bomber’s forward bomb bay was replaced by a pressurized manned compartment carrying the cameras and a small darkroom. The second bomb bay contained photoflash bombs. The third bomb bay could carry an extra 3000 gallons (11,000 liters) of fuel in a droppable tank, which increased mission endurance to 50 hours. The fourth bomb bay carried electronic countermeasures (ECM) equipment.

Diagram of the cockpit of a RB-36D.

The RB-36D had an operational ceiling of 50,000 feet. Later, a lightweight version of this aircraft, the RB-36-III, could reach 58,000 feet. When the RB-36 was developed, it was the only American aircraft having enough range to fly over the Eurasian land mass from bases in the United States, and size enough to carry the bulky high-resolution cameras in use at the time. More than a third of all B-36 models were reconnaissance models.

RB-36D in flight.
Image via USAF

RB-36Ds began probing the boundaries of the Soviet Arctic in 1951. RB-36 aircraft operating from RAF Sculthorpe in England flew overflights of most of the Soviet Arctic bases, including the recently completed nuclear weapons test complex at Novaya Zemlya. RB-36s also performed a great number of rarely acknowledged (read SECRET) penetration reconnaissance missions into Chinese and Soviet airspace under the direct direction of Strategic Air Command General Curtis LeMay himself.

RB-36D prototype inside a development facility.
Last B-36. Image via USAF

Even though no B-36 ever dropped a single bomb on an enemy target, the airplane set the stage for the development of the aircraft and weapons systems that were to come online and eventually replace it during the 50s and 60s. Once the final B-36 was retired in 1959, Strategic Air Command utilized the Boeing B-47 Stratojet and B-52 Stratofortress. The Convair B-58 Hustler and the Rockwell B-1 Lancer were also Strategic Air Command jets when they came into service in 1960 and 1986 respectively.

B-36 on display.
B-26 at USAF Museum. Image via USAF

Enjoy this B-36 feature uploaded to YouTube by Mark Nobles.

[youtube id=”wwn1UYoGJgw” width=”800″ height=”454″ position=”left”]

WATCH: Autobahns Made Splendid Runways

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When NATO Aircraft Practiced Their Driving Skills on West German Autobahns

Our quest for awesome aviation footage to share with Avgeekery Nation never ends. We’ve discovered some classic 1980s footage featuring NATO aircraft operating from, of all places, West German autobahns (highways). Now be advised that the audio (and the subtitles) are auf Deutsch, but don’t let that stop you from enjoying the landings, servicing, support equipment, and personnel arming the jets, and takeoffs from Autobahn A29 near Ahlhorn in 1988. The video was uploaded to YouTube by Bundeswehr.

[youtube id=”F_cxkF6qSY8″ width=”800″ height=”454″ position=”left”]

Featured in the film are Luftwaffe F-4F Phantom IIs, Transall C-160 airlifters, Dassault/Dornier Alpha Jets, and Panavia Tornados. Royal Air Force Jaguars, Koninklijke Luchtmacht (Netherlands Air Force) General Dynamics F-16Bs, and US Air Force A-10 Warthogs (“Panzerknackers”) and McDonnell Douglas F-15A Eagles. At the ‘Highway Airfield’ are a mobile tower and radar systems as well as anti-aircraft missiles and gun tracks.

C-130 was one aircraft that could land on autobahns
C-130 landing on highway strip autobahn A29. image via department of defense

These strips are usually 2 to 3.5 kilometer-long (1.2 to 2.2 mile) straight sections of the highway built with removable crash barriers instead of medians. Some strips are also equipped with taxiways and ramps. The roadways are reinforced and pre-positioned temporary airport facilities, such as mobile radar and control towers, are often co-located with the strips. Overpasses close to the strips are adorned with warning panels. We’ve featured the way the Swedes operate their tactical jets from roads.

Other countries who have utilized road surfaces as runways include Argentina, Armenia, Australia, Bulgaria, Chile, China, Cuba, Cyprus, Czech Republic, Estonia, Finland, France, India, Iran, Iraq, Israel, Japan, Jordan, Lithuania, North Korea, Pakistan, Poland, Singapore, Slovakia, South Korea, Sri Lanka, Switzerland, Taiwan, and the former USSR.

The claim that the American Interstate highway system was intended, built, or adapted for use as aircraft runways is an urban legend…as is the claim that the German autobahns were originally built for anything other than transporting supplies and war material- they were only adapted for use as airfields later.

One of many Gernan autobahns
highway strip on autobahn a29. image via department of defense

Up, Up, and Away: A Brief History of Balloon Espionage

Did you have “spy balloon sparks international incident” on your 2023 Bingo card? We definitely did not. 

However, in proving that truth is sometimes stranger than fiction, a spy balloon from China did just that as it drifted across the continental United States last week.

First spotted by a resident of Billings, Montana, on 01 February, the balloon set off a cacophony of theories as to what it was doing, who it belonged to, what it was carrying, and even whether it could be nefarious. Ultimately, the craft was shot down over the Atlantic Ocean by the United States military on 04 February as it exited off the coast of Myrtle Beach, South Carolina. 

The incident led to a ground stop at several airports in the eastern Carolinas in what the U.S. Department of Defense called a “national security effort.” 

Of course, the shootdown of the balloon on Saturday has not stopped rampant speculation over the exact nature of what China called a “civilian meteorological research mission.”

Yeah. Okay.

Anyway, we will let the authorities and pundits debate the unanswered questions as the investigation continues. 

For now, let us take a trip back in time and explore the surprisingly fascinating history of spy balloons.

Spy Balloons During the Civil War

The Union Army Corps balloon Intrepid is filled with hydrogen at the Lowe Balloon Camp in Virginia
The Union Army Corps balloon Intrepid is filled with hydrogen at the Lowe Balloon Camp in Virginia | IMAGE: Library of Congress

Spy balloons are a relatively secretive aspect of military intelligence gathering, but they have a long and storied history dating back to the American Civil War. The use of balloons for military reconnaissance dates back to the 1790s, but it wasn’t until the mid-19th century that militaries began to realize their value as a tool for spying.

The first recorded use of a spy balloon was during the Civil War when both Union and Confederate forces used them to gather information on enemy positions and movements. Balloons were lifted into the air and equipped with telescopes or cameras to collect images and information from above. This data provided military commanders with a bird’s-eye view of the battlefield, allowing them to make better strategic decisions and coordinate their forces more effectively.

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Leader of the Union Army Balloon Corps, Thaddeus Lowe, rises in the Intrepid on 31 May 1862 near Fair Oaks, VA | IMAGE: Library of Congress

Spy Balloon Technology Advances During the World Wars

A World War II German Observation Balloon
A World War II German Observation Balloon | IMAGE: State Library of New South Wales

During World War I, the use of spy balloons became more widespread and sophisticated. The German army, for example, used balloons equipped with cameras to gather intelligence on Allied forces, while the British used balloons to monitor enemy troop movements and report on the effectiveness of their own artillery. Observers would often man the balloons, who would radio back the information they gathered to the ground, where it would be analyzed and used to plan operations.

In the interwar period, the development of lighter-than-air aircraft like blimps and dirigibles made spy balloons largely obsolete. However, they remained a valuable tool for military intelligence during World War II, particularly for the Allies. The British and American intelligence services used balloons to monitor the movements of German and Japanese forces, as well as to gather information on enemy infrastructure and supplies. The balloons, often fitted with cameras and other surveillance equipment, were designed to fly at high altitudes to avoid detection.

Spy Balloons Were Vital in Winning the Cold War

Launch of a Project MOBY DICK balloon at Holloman Air Force Base, New Mexico, circa 1955
Launch of a Project MOBY DICK balloon at Holloman Air Force Base, New Mexico, circa 1955 | IMAGE: Public Domain

The United States used spy balloons during the Cold War to gather intelligence on the Soviet Union and its allies. The U.S. would launch the balloons into the air from super-remote locations. They would then float high above the Earth, transmitting data back to the U.S. for analysis.

The use of spy balloons was a response to the increasing threat posed by the Soviet Union during the Cold War. The U.S. government was concerned about the development of nuclear weapons and other military capabilities by the Soviet Union and sought to gather as much information as possible about the country’s activities. Spy balloons provided a cost-effective and relatively low-risk way of gathering this information, as they could launch from remote locations and were difficult to detect.

One of the most notable examples of a spy balloon mission was Project Moby Dick, which took place in the mid-1950s. This operation involved launching hundreds of balloons over the Soviet Union, each carrying a variety of sensors and cameras. The balloons flew at exceptionally high altitudes, where they were beyond the reach of Soviet anti-aircraft defenses.

Although the use of spy balloons was effective in gathering intelligence, it was not without its challenges. The balloons were vulnerable to high winds, which could cause them to crash or drift off course. Additionally, the Soviet Union developed countermeasures to detect and shoot down the balloons, making it more difficult for the U.S. to gather information.

Despite these challenges, the use of spy balloons remained a vital part of the U.S. intelligence-gathering efforts during the Cold War. Today, many of the technologies and techniques developed during this period continue to benefit modern surveillance and reconnaissance systems.

Spy Balloons in the Modern Era

BLAST (the Balloon-borne Large Aperture Sub-millimetre Telescope) on the 'flightline' at Esrange.
BLAST (the Balloon-borne Large Aperture Sub-millimetre Telescope) on the ‘flightline’ at Esrange, Sweden on 12 July 2005 | IMAGE: No machine-readable author provided. Mtruch assumed (based on copyright claims)., CC BY-SA 3.0 , via Wikimedia Commons

Since the Cold War, the use of spy balloons declined as more advanced technologies like satellites and unmanned aerial vehicles (UAVs) became available. However, they have continued to be used for intelligence gathering in certain situations, particularly where satellites and UAVs are not practical or feasible. For example, spy balloons have been used in recent years to monitor border areas and gather information on natural disasters and other events.

One of the most interesting uses of spy balloons in recent years has been for environmental monitoring. Balloons equipped with sensors gather information on atmospheric conditions, such as temperature, pressure, and humidity, as well as monitor air quality and the presence of pollutants. This information is crucial for understanding the Earth’s atmosphere and how it is changing, and it has helped to inform environmental policy and decision-making.

The Future of Lighter-than-Air Aerial Espionage

The Geostationary Balloon Satellite floats at about 65,000 feet and receives data from a parabolic antenna base station. It rains down cellular data and can capture aerial video and imagery.
The Geostationary Balloon Satellite floats at about 65,000 feet and receives data from a parabolic antenna base station. It rains down cellular data and can capture aerial video and imagery | IMAGE: Kcida10 (talk) (Uploads)., CC0, via Wikimedia Commons

In the years to come, the importance of spy balloons will only continue to increase as the demand for surveillance and reconnaissance capabilities evolve in an ever-more complex and interconnected world.

With the rise of terrorism, cybercrime, and other security threats, organizations and governments are seeking new and innovative ways to gather intelligence and protect their citizens. Spy balloons offer a cost-effective and relatively low-risk solution to these challenges, as they have launch capabilities from remote locations and are difficult to detect. Additionally, their ability to gather information from above and to operate in areas where other technologies are not feasible makes them valuable tools in a wide range of scenarios.

Despite these advantages, ethical challenges remain. For example, governments will need to address privacy and security issues, as spy balloons can collect sensitive information about individuals and organizations. Additionally, the development of countermeasures by potential adversaries will continue to threaten the effective use of spy balloons.

From the Civil War to the China Spy Balloon Crisis of 2023, spy balloons have a rich and fascinating history. From their use on the battlefield to their role in environmental monitoring, these lightweight and versatile aircraft have provided valuable information and insights in countless situations. While their use has declined in recent years with the advent of more advanced technologies, spy balloons will no doubt continue to play an important role in military intelligence and scientific research in the decades to come. 

In the meantime, enjoy this hilarious collection of memes about the Chinese spy balloon.