A Colorado man is facing federal fines and jail time, after he landed a helicopter for a picnic (allegedly) in Grand Teton National Park, Wyoming.
Earlier this year, Peter Smith of Gunnison, Colorado was cited for flying a fixed wing aircraft below minimum safe altitude, against FAA regulations in the Curecanti National Recreation. A federal judge ordered him to pay a $530 fine for that.
Pilot Faces Jail After Landing Helicopter for Picnic in National Park 5
This time, however, he allegedly decided to level up and take a helicopter and a lady for a lakeside picnic. Which sounds nice, except for the fact that unauthorized helicopter landings are illegal inside Grand Teton National Park.
Rangers took a boat to confront and cite Smith
According to the National Park Service, rangers were alerted to Smith’s illegal landing on June 24, when he landed on a remote beach in Moran Bay, on the west shore of Jackson Lake. The area is only accessible via boat or a 10-mile hike.
Pilot Faces Jail After Landing Helicopter for Picnic in National Park 6
And it wasn’t as if he didn’t think nobody would notice. There was boats and jet skiers on the lake, so he claimed he thought he was outside of the park’s boundaries.
Whatever the case, if he assumed nobody would report him, then he obviously doesn’t ‘vibe’ with other outdoor enthusiasts in the area. They love their parks and won’t hesitate to turn in someone who is disturbing the experience ESPECIALLY helicopter pilots who think they can play wherever and whenever they want.
Whatever the case, the rangers responded by boat and issued Smith two federal citations. One for operating an aircraft in an undesignated location and another for not following FAA regulations.
Pilot Faces Jail After Landing Helicopter for Picnic in National Park 7
More specifically, he has been charged with violating the following:
“Operating or using aircraft on lands or waters other than at locations designated pursuant to special regulations” and “Use of aircraft shall be in accordance with regulations of the FAA.”
Each violation is a Class B misdemeanor that could include up to a $5,000 fine and/or 6 months in jail ($10,000 & 1 year jail total if convicted of both). He is scheduled to go before a federal judge in Wyoming on August 15.
Smith claims bad weather forced him to land, NPS says no way
Pilot Faces Jail After Landing Helicopter for Picnic in National Park 8
Smith denies the ranger’s claim that he was picnicking. In an interview with the Associated Press, Smith claimed the weather was getting bad and he was “trying to cross over the Tetons and we couldn’t, so we landed. We were not having a picnic. We were landing. If that’s the safe course of action, that’s what needs to happen.”
Smith declined to comment about where he and his passenger were coming from and going to. He also would not confirm if it was a hired or personal flight.
“It’s pretty clear that this guy is just throwing whatever he can up against the wall,” said Dave Sollitt, executive director of the Jackson Hole Conservation Alliance, which has spent years fighting helicopter tourism in the Tetons.
For at least the second time this year, Lockheed Martin is dropping hints of a new aircraft on social media. The image, released in a short video via the company’s Instagram page yesterday, celebrates the 80th anniversary of their legendary Skunk Works division.
The air traffic control tower (ATCT) of the future is coming to an airport near you, the Federal Aviation Administration (FAA) announced last week.
The FAA says it has selected a concept designed by New York City-based Practice for Architecture and Urbanism (PAU) for the new facilities. PAU vied against studios from around the world for the honor of designing the FAA’s “new, modular, energy-efficient air traffic control towers.”
The new towers will feature elements that align with the US aviation industry’s ongoing drive toward sustainability.
1. The first phase will replace older control towers at 31 mostly smaller municipal airports
IMAGE: FAA/PAU
The 31 candidate airports for the new ATCT facilities are mainly smaller municipal and regional airports around the country. The FAA considers the existing towers at these airports to be well beyond their age of usefulness.
The locations of the first phase of next-generation control towers | IMAGE: FAA
AIRPORT CODE
AIRPORT NAME
CITY
AHN
Athens-Ben Epps Airport
Athens, GA
ALN
St. Louis Regional Airport
East Alton, IL
BFM
Mobile International Airport
Mobile, AL
BLI
Bellingham International Airport
Bellingham, WA
DET
Coleman A. Young International Airport
Detroit, MI
EMT
San Gabriel Valley Airport
El Monte, CA
EYW
Key West International Airport
Key West, FL
FCM
Flying Cloud Airport
Eden Prairie, MN
FLO
Florence Regional Airport
Florence, SC
FMY
Page Field
Fort Myers, FL
FTW
Fort Worth Meacham International Airport
Fort Worth, TX
GLH
Greenville Mid-Delta Airport
Greenville, MS
HFD
Hartford-Brainard Airport
Hartford, CT
HKS
Hawkins Field Airport
Jackson, MS
LAW
Lawton-Fort Sill Regional Airport
Lawton, OK
LEB
Lebanon Municipal Airport
West Lebanon, NH
LOU
Bowman Field
Louisville, KY
MCN
Middle Georgia Regional Airport
Macon, GA
MOD
Modesto City-County Airport
Modesto, CA
MVY
Martha’s Vineyard Airport
West Tisbury, MA
MWA
Veterans Airport of Southern Illinois
Marion, IL
OGD
Ogden-Hinckley Airport
Ogden, UT
PAH
Barkley Regional Airport
West Paducah, KY
PIH
Pocatello Regional Airport
Pocatello, ID
PNE
Northeast Philadelphia Airport
Philadelphia, PA
PUB
Pueblo Memorial Airport
Pueblo, CO
RDG
Reading Regional Airport
Reading, PA
RVS
Tulsa Riverside Airport
Tulsa, OK
SLE
Salem Municipal Airport
Salem, OR
TOP
Philip Billard Airport
Topeka, KS
2. The new design complements the FAA’s goal of net-zero aviation emissions by 2050
U.S. Department of Transportation Secretary Pete Buttigieg says the new ATCT design is a win for smaller airports and communities nationwide.
“These new air traffic control towers will mean that smaller airports can handle more flights, more sustainably, and more affordably,” said Buttigieg. “I look forward to seeing this design go from the drawing board to construction sites across the country, helping our nation’s airports support more travelers, grow their local economies, and prepare for the future of low-carbon aviation.”
Artist rendering of new control tower at Key West International Airport (EYW) | IMAGE: PAU
3. Sustainability is a key focus
IMAGE: PAU
As the United States and the world continue pushing for a greener future, the FAA says the selected tower design will incorporate features focusing on sustainability.
The design encompasses crucial sustainable features, which consist of the following:
Building systems powered entirely by electricity
Materials and products that are free from chemicals that are known to be hazardous to health
An energy-efficient exterior wall design
Steel and metal products with high-recycled content
The use of renewable mass timber wherever possible
Geothermal heating and cooling systems, where possible
By incorporating these features, the 31 new ATCTs will contribute to the FAA’s objective of developing a sustainable aviation system with net-zero emissions in the United States by 2050.
IMAGE: PAU
4. The design honors the legacy of architect I.M. Pei
IMAGE: FAA
Many American ATCTs are considered midcentury modern. This style of architecture, popular in the 1950s and 1960s, has left its mark at airports throughout the United States.
During the Kennedy administration, an initiative was conceived to update and improve America’s federal buildings, including control towers, which led to the standard for American ATCTs. One of Kennedy’s main goals for the initiative was to ensure that the facilities projected “the dignity, enterprise, vigor, and stability of the American national government.”
The 1962 design, similar to the new concept, was the winning entry in a competition. The winning idea was the brainchild of the late Chinese-American architect Ieoh Ming (I.M.) Pei, who is renowned for designing an impressive list of iconic buildings worldwide, including the Louvre Pyramid in Paris, Dallas City Hall, the Rock and Roll Hall of Fame in Cleveland, Hong Kong’s Bank of China Tower, and the John F. Kennedy Presidential Library and Museum in Boston.
A first-generation control tower at Elmendorf AFB in Anchorage, AK | IMAGE: FAA
5. IM Pei’s midcentury control tower design is still in use at many airports
At 150 feet tall, Chicago O’Hare International Airport’s control tower is a prototype of IM Pei’s midcentury FAA control tower design | IMAGE: Photo by Miguel Ángel Sanz on Unsplash
The midcentury design showcased an uncomplicated and adaptable modular kit, allowing it to seamlessly integrate with any airport across America. The tower was comprised of three components: a subterranean base building for technicians, a stand-alone concrete tower with a flared top, and a pre-manufactured control cab with standard FAA equipment and non-reflective windows, ensuring its familiarity in all air traffic facilities throughout the nation.
Initially, over 70 towers of varying heights of between 60 and 150 feet were proposed. However, following Kennedy’s assassination, the new administration changed the course of the project, and less than 20 ATCTs were ultimately built. Some of the towers are still in use today at airports such as Sacramento International Airport (SMF), Dane County Regional Airport (MSN) in Madison, Wisc., Jacksonville International Airport (JAX) in Florida, and the 150-foot prototype at Chicago O’Hare International Airport (ORD). Others have been remodeled, decommissioned, or demolished.
6. The new design is a modern twist to the ATCTs we’re familiar with
IMAGE: PAU
The FAA required a design to make the updated ATCT facilities “repeatable, modifiable, sustainable, economical, and rapidly constructible.”
PAU’s design, which includes all of the requirements, will assimilate many of the original features of Pei’s midcentury work, ensuring that his legacy endures. The concept will incorporate a contemporary touch, with an emphasis on minimizing construction and operational expenses.
IMAGE: FAA
Instead of the traditional box-shaped structure, the new facilities will feature a central cylindrical column. To provide flexibility, a metal frame will encircle the freestanding structure, allowing for the addition of adaptable metal boxes for storage and janitorial services. At the top of the cylindrical structure will be an eight-sided control room resembling the ones we see today. The control room will focus heavily on employee wellness by incorporating natural lighting and ventilation, and other comfort systems.
The updated towers will be adaptable to heights between 60 and 119 feet, depending on the needs of the airspace and the surrounding environment.
IMAGE: PAU
7. Construction could begin next year
IMAGE: PAU
The FAA says it hopes to break ground on some of the new towers in 2024. Although only 31 airports are candidates in this phase, FAA officials say they plan to construct more than 100 ACTCs in the coming years.
Throughout the United States and its territories, the FAA operates more than 200 regional and municipal towers.
The FAA has allocated more than $500 million to support “site evaluation, preparation, and early construction activities,” thanks to the Infrastructure Investment and Jobs Act – more commonly known as the Bipartisan Infrastructure Bill.
The video announcing the FAA Tower Design Initiative
Trans World Airlines (TWA) entered the 1960s as one of America’s Big Four domestic airlines in terms of revenue passengers carried and revenue passenger miles flown (the other three were American, Eastern, and United).
With a respected name and a proud reputation, TWA in the 1960s boasted a network that stretched from coast to coast and an international system that crossed the Atlantic, serving major cities in Europe, North Africa, the Middle East, India, and Southeast Asia. Like its competitors, it operated several flights with brand new four-engine jets, while most services were still covered by propeller-driven types.
Everything seemed bright and promising for TWA on the surface.
Boeing 707-131B N751TW was photographed at Los Angeles (LAX). Jon Proctor Collection
CORPORATE TROUBLES FOR TWA
Behind the scenes, not everything was so rosy. The enigmatic Howard Hughes owned most of TWA’s stock. Although he was not the president of the company, not on the board of directors, nor in the company’s employ in any position, he dictated policy from his unseen perch as the ‘owner’ of the company. The area in which he exerted the most influence was aircraft selection and purchase.
Hughes Tool Company (Toolco), the firm through which most of his financial transactions were funneled, would purchase aircraft, then lease them to TWA. When Toolco encountered financial difficulties, the aircraft manufacturers did not get paid, and the jets that TWA had on order – far too few to match its competitors – were delayed in their delivery. TWA officials found it more and more challenging to get in touch with Hughes as he interacted alone with the manufacturers who were building the airline’s jetliners.
With Toolco in debt, TWA’s aircraft orders languished in limbo. Even the Civil Aeronautics Board (CAB) was concerned that Howard Hughes was not managing affairs in the best interest of Trans World Airlines. The company desperately needed the 30 Convair 880 jetliners that Toolco had ordered, supposedly meant for TWA.
Convair 880 N826TW climbs away from LAX in this Terry Waddington photo.
TRAGEDY STRIKES THE AIRLINE
TWA soldiered on, adding a handful of Boeing 707s to its fleet of several dozen Constellations and aging Martin 404s. Then, the company suffered an accident that was all too reminiscent of a similar event four and a half years prior.
On 16 December 1960, a TWA L-1049A Super Constellation (N6907C) collided in-flight with a United Air Lines Douglas DC-8 jetliner as both aircraft were preparing to land at different New York City airports. A total of 140 people lost their lives in the disaster as the remnants of the Constellation fell onto Miller Field on Staten Island while the DC-8 deposited its remains in Brooklyn. It was the worst commercial air disaster at the time. A similar event in 1956, involving a TWA L-1049 and a United DC-7 above the Grand Canyon, had claimed 128 lives and had been the worst commercial air disaster up to that point.
When Charles Tillinghast took over as TWA’s Chief Executive in 1961, he ordered 30 additional Boeing 707s – 131s for domestic use and 331s for intercontinental service – to beef up the company’s fleet of jetliners.Four Boeing 720B Fan Jets were leased from the manufacturer as a stopgap measure while TWA awaited delivery of 30 additional 707s. Jon Proctor Collection
A NEW DAY AT TWA
With Hughes still uncooperative, the company’s financiers and the CAB forced his stock holdings into a voting trust. Howard Hughes had lost control of Trans World Airlines.
Delivery of the Convair 880s finally began. They entered service with TWA on 12 January 1961.
Charles C. Tillinghast, Jr., was recruited from Bendix Corporation and was installed as TWA’s chief executive on 17 April 1961.
TWA’s worldwide route map as of April 30, 1961. David H. Stringer Collection
Four Boeing 720B Fan Jets were leased from the manufacturer to add to TWA’s fleet. Tillinghast negotiated with Boeing to purchase 30 more 707s: 20 707-131Bs for domestic use and 10 707-331B Intercontinental models for international service.
A new slogan graced the company’s advertising: “Nationwide, Worldwide, depend on TWA.”
TWA in the 1960s would see the adoption of a new slogan: Nationwide, Worldwide, depend on TWA
TWA JETS FOR THE SHORT HAUL
When Howard Hughes still held the purse strings, TWA had seriously considered ordering the French-built Sud Aviation Caravelle to handle medium-range flights on its domestic system. Twenty of the type had been ordered by TWA’s competitor, United Air Lines. The improbability of finding financing at the time put an end to the possibility of a Caravelle purchase for TWA.
The decision was made to purchase Boeing’s 727 to satisfy the requirements of medium and short-haul routes. The first of TWA’s 727-31s entered service on 1 June 1964. The -31 models would be joined by stretched Boeing 727-231s in 1968.
TWA Boeing 727 N855TW. Mel Lawrence Photo
To round out the need for short-haul types, the company also ordered twenty Douglas DC-9s, the first of which entered service with TWA on 17 March 1966. These were -14 and -15 models, which continued to work for the airline throughout the next decade.
This Douglas DC-9-14 served as a demonstrator model which toured the USA in TWA livery but with Douglas DC-9 titles on the fuselage. Douglas Aircraft photo via the Jon Proctor Collection
TWA’s fleet was now sufficiently modernized for the airline to be at its competitive best, and the company was making money. Truly marking the end of an era, TWA operated its last scheduled Lockheed Constellation flight on 6 April 1967. The airline now boasted an all-jet fleet.
A LEGEND LEAVES: FAREWELL TO HOWARD HUGHES
In 1964, the CAB ruled that Howard Hughes could regain his control of TWA, but first, he had to divest himself of his investment in Northeast Airlines, which he did. This was followed by court challenges to the CAB’s ruling that kept Hughes from participating in the company’s operation. He finally sold all of his TWA stock in May 1966, ending his relationship with the airline that he had nurtured since 1939.
Nationwide, Worldwide: TWA in the 1960s 31
Another new slogan was adopted: “Welcome to the world of Trans World Airlines.”
TWA GOES AROUND THE WORLD
TWA inaugurated its ‘Round the World’ service on 1 August 1969. The CAB had awarded the company authority to serve Hawaii from Los Angeles, continuing to Guam, Okinawa, Taipei, and Hong Kong, which was the terminal point of TWA’s routes stretching around the globe from the opposite direction.
In 1969, TWA surpassed Pan Am in the number of passengers carried across the North Atlantic for the first time. TWA was truly back on top after several bleak years during the early part of the decade.
Boeing 747s opened the door to a brand new era of air travel. Ira Ward photographed N93117 at Boston – Logan (BOS).
One more notable event would take place before the end of 1969. On 31 December, TWA took delivery of its first Boeing 747 “jumbo jet.” The era of the wide-body airliner was about to begin, and Trans World Airlines was ready for the new decade.
President Biden has selected a new paint design for the 747s that will fly as the “Next Air Force One,” VC-25B, which are currently being worked on by Boeing for delivery in 2027 and 2028.
The iconic 747 has flown for 6 U.S. Presidents, only designated as Air Force One once the President is onboard. The new livery however really doesn’t look much different from the current one for VC-25A. But there will by three primary differences.
President Joe Biden selected the livery design for the “Next Air Force One,” VC-25B, a design that will closely resemble the livery of the current Air Force One, VC-25A, while also modernizing for the 21st century (usaf image)
“The light blue on VC-25B is a slightly deeper, more modern tone than VC-25A’s robin’s egg blue,” says the Air Force. “Additionally, the VC-25B engines will use the darker blue from the cockpit area vice the VC-25A’s robin’s egg blue. Finally, there is no polished metal section on the VC-25B because modern commercial aircraft skin alloys don’t allow for it.”
A previous design selected under former President Trump’s administration in 2019 was later axed, after a thermal study found “the design would require additional Federal Aviation Administration qualification testing for several commercial components due to the added heat in certain environments,” says the Air Force.
the livery design for the “Next Air Force One,” VC-25B, will closely resemble the livery of the current Air Force One, VC-25A, while also modernizing for the 21st century. (Courtesy rendering)
Few details about upgrades for new 747s
Boeing recently delivered the last 747 they will ever produce. The two being modified for the VC-25B, the next “Air Force One” are already built airframes from a previous international sale that fell through.
According to the Air Force, the current VC-25A planes face capability gaps, rising maintenance costs, and parts obsolescence. The new VC-25B fleet will “feature electrical power upgrades, a mission communication system, a medical facility, an executive interior, a self-defense system, and autonomous ground operations capabilities.”
In a sad but not surprising announcement today, the Reno Air Racing Association (RARA) has confirmed that this will be the final year for the National Championship Air Races at the Reno-Stead Airport.
The annual air races have been held in northern Nevada for almost 60 years.
Pilot’s scott farnsworth and jerry “jive”kerby race eachother at 500 mph (photo: mike killian)
RARA says the Reno Tahoe Airport Authority decided to end the races for a number of reasons, including the region’s “significant growth”.
In a press release today, race organizers gave thanks to the region, communities and supporters who made Reno and air racing synonymous. And they are inviting aviation fans far and wide to one last Reno Air Races this fall, from Sep 13 to Sep 17.
RARA photo
Race organizers say they are confident that the races can continue elsewhere, and are currently exploring several options to host future races.
One last race in Reno
“While we discuss the future of the Air Races, we are grateful for our time at the Reno-Stead Airport and our partnership with the Reno Tahoe Airport Authority. Our event has generated hundreds of millions of dollars for the local economy, while instilling a love for flying in the community and becoming a valued partner to many charities and non-profits.”
Rara photo
“The 2023 event is set to return with more than 150 planes and pilots,” added RARA, “as well as several ‘hands-on’ displays and experiences including the GRADD-NVBAA STEM Education Discovery Zone, heritage displays, military demonstrations and static displays and more. The event will also mark the third year of competition for the STOL (Short Take-Off and Landing) Drag.”
It’s amazing the races even lasted this long. As they were always tarnished by accidents and fatalities, some of which even killed spectators. Even last year, a pilot was sadly killed. You can read the sobering list of fatalities put together by the Reno Gazette here.
Nothing Says Battle of Britain like the Supermarine Spitfire
Highlights of our Supermarine Spitfire story:
On March 5th 1936 at Eastleigh Aerodrome near Southampton, England, the prototype Supermarine Spitfire took to the skies for the first time. One of the most recognizable aircraft ever built and a favorite of warbird fans all over the world, the Supermarine Spitfire was one of the most important aircraft of World War II.
The more than 20,000 Supermarine Spitfires produced were used by 33 countries- some of them until the late 1950s. Because of its performance, versatility, and reliability the Spitfire was the only British fighter aircraft to be produced continuously before, during, and after the Second World War.
Image via Royal Air Force
Those Wonderful Wings and Other Things
Supermarine designer R.J. Mitchell and his team applied their knowledge and experience with the Schneider Trophy-winning S5 and S6 seaplanes to create a design built around the Rolls-Royce Merlin engine and utilizing an elliptical wing shape.
The elliptical wing was a compromise between a thin, low drag wing and the requirement for being able to house weapons, fuel, and landing gear. It also became one of the most iconic wing planforms ever.
Good Things Come to Those Who Wait
The prototype, K5054, first flew only four months after the prototype Hawker Hurricane first flew. During subsequent test flights it was discovered that a few changes were necessary, which were incorporated into the first production version- the Spitfire Mark 1.
Although the Royal Air Force (RAF) had ordered more than 300 Mark 1 Spitfires on June 3rd 1936, it wasn’t until mid-1938 that the first of them (K9787) were delivered.
Overcoming a Slow Start
Production issues caused the delay and similar issues with contractors, production facility availability, and labor would affect production thereafter. Although it took some time to resolve the production problems, the rate of production eventually rose to 320 Spitfires per month. By the time production ended at the primary factory in June of 1945, they had built a total of 12,129 Spitfires (all Marks).
Distribution of Manufacturing
During the Battle of Britain (July 1940 to October 1940), The German Luftwaffe attempted to destroy the main Spitfire manufacturing plants. They eventually succeeded, but by that time the tooling and jigs had been dispersed and building Spitfires became sort of a cottage industry.
Components were manufactured in small shops and factories and then trucked to airfields for final assembly and flight testing before the RAF took delivery.
Convertible Wings
The Supermarine Spitfire’s calling card, those memorable elliptical wings, had detachable wing tips. It was not a complete wing redesign or factory modification to create the high-altitude fighter or clipped-wing versions of the Spitfire.
It was detaching the standard wingtips and replacing them with longer-span tips that gave the wings a more pointed appearance and added lift for improved high-altitude handling. Need a clipped wing Spitfire? Then just remove the standard wingtips and bolt on a fairing.
Elliptical Shapes
The wings of the Spitfire were not the only elliptic airfoils employed on the aircraft. The horizontal and vertical stabilizers were elliptic in shape as well. The size of both stabilizers increased as horsepower bolted to the firewall increased, but the distinctive elliptical shape remained throughout.
Supermarine Spitfire Into Service
The operational history of the Spitfire with the RAF started on August 4th 1938 when the first Mark I aircraft (K9789) entered service with 19 Squadron at RAF Duxford. Made famous during the Battle of Britain, the Spitfire never outnumbered the Hawker Hurricane during that most critical time in the war for the Brits. Hurricanes were primarily tasked with attacking the Luftwaffe bombers.
Spitfires achieved a higher kill ratio than the Hurricanes. Thanks to the Spitfire’s superior performance they went up against the German fighters more often than the bombers.
A Murder of Aces
The roll call of RAF and Commonwealth aces who flew Supermarine Spitfires is full of well-known pilots. James E. “Johnnie” Johnson flew nothing but Spitfires throughout the war and achieved 34 aerial victories, making him the top Spitfire ace.
Robert “Bob” Stanford Tuck shot down a total of 27 aircraft flew both Spitfires and Hurricanes, as did Douglas Bader, who scored 20 victories. Brendan “Paddy” Finucane scored all of his 28 kills in the Spitfire before he was lost in July of 1942.
Empire Aces
Commonwealth ace pilots who flew the Spitfire included George Beurling from Canada, who scored 31 and 1/3 victories. New Zealanders Colin Falkland Gray scored 27 kills and Alan Deere was victorious 17 times. Australian Hugo “Sinker” Armstrong tallied 12 kills before he was shot down on February 5th 1943.
Much More Than a Single Battle
Seeing combat in the Battle of Britain was only part of the Spitfire’s legacy. In the Mediterranean and in the North African deserts, Spitfires tangled with German and Italian foes. Credited with capturing the first photographs of the German Freya and Wurzburg guidance radar installations, and the German V weapons testing site at Peenemunde in Germany, PR Spitfires flew countless photographic reconnaissance missions deep into occupied Europe and Germany.
Red Star Spits
The Spitfire served on the Eastern Front and in the Far East as well. On the Eastern Front, the Soviet Air Force took delivery of nearly 1,000 Spitfires (all Marks). Used by the Soviets primarily in the interceptor role, their Spitfires performed in some of the most difficult weather conditions encountered anywhere during the war.
At War in the Pacific
The Supermarine Spitfire found itself at a disadvantage going up against the Japanese Mitsubishi A6M Zero in the Far East. Like so many other pilots tasked with tangling with the nimble little Japanese fighters, Royal Australian Air Force (RAAF), Royal New Zealand Air Force (RNZAF), and RAF Spitfire pilots took their lumps but quickly adopted the familiar “slash and run” tactic used by American fighters. In essence, the tactic called for diving attacks that took advantage of superior speed and diving capability.
Make one run on the enemy from above and exit quickly, then repeat as necessary. The Zero was a fine fighter, but it could not dive with the Spitfire, or with the American Grumman F4F Wildcat, F6F Hellcat, or Vought F4U Corsair either.
More Supermarine Spitfire on the NEXT PAGE (below)
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.
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
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
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
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
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.
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.
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 | 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.”
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
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.
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.
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
New Terminal Debuts at Kansas City International 64
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.
We can't wait to welcome our first travelers to the new terminal today. The journey begins! pic.twitter.com/Yl30s9fvXR
— Kansas City International Airport (@Fly_KansasCity) February 28, 2023
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
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
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.
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.
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
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
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
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
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
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
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.
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!
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).
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.
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.
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.”
Pilot Error Blamed for F-35 Crash on USS Carl Vinson Last Year 76
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.
Pilot Error Blamed for F-35 Crash on USS Carl Vinson Last Year 77
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.
