The USS Hancock was Operating Jets from a Straight Deck for the Last Time in this Video
The Essex-class carrier USS Hancock (CVA-19) was launched on 24 January 1944 and commissioned that same year on 15 April. “Hanna” earned four battle stars fighting her way across the Pacific as a pivotal cog in the legendary World War II Fast Carrier Task Forces 38 and 58. The Hancock was one of the few aircraft carriers to spend its entire career (after construction) in the Pacific both during and after World War II. The ship was originally named Ticonderoga but was renamed after the John Hancock life insurance company conducted a special bond drive to raise money for construction of the ship. Enjoy this look at mid-1950s straight-deck carrier ops as uploaded to YouTube by Jake Jaccard.
Embarked aboard the Hancock at the time the film as shot was Carrier Air Group ONE TWO (CVG-12) consisting of VF-121 Pacemakers flying the Grumman F9F-8 Cougar, VF-124 Stingarees flying the Vought F7U-3 Cutlass, VA-125 Rough Raiders flying the Douglas AD-5 and AD-6 Skyraider, Detachment G of VMJ-1 Banshees flying the McDonnell F2H-2P Banshee, Detachment G of VC-3 Blue Nemesis flying the F2H-3 Banshee, Detachment G of VC-6 Skeeters flying the North American AJ-2 Savage, Detachment G of VC-61 Eyes of the Fleet flying the F9F-6P Cougar, Detachment G of VC-35 Night Hecklers flying the AD-5N Skyraider, Detachment G of VC-11 Early Elevens flying the AD-5W Skyraider, and Detachment G of HU-1 Pacific Fleet Angels flying the Piasecki HUP Retriever helicopter. VF-124 suffered a particularly high aircraft and pilot loss rate during this cruise.
VF-124 F7U cutlass. image via national naval aviation musuem
Hancock at War and Peace and War Again
After World War II concluded the Hancock was laid up until 1951, when she was reactivated and modernized for use with jet aircraft- receiving the first steam catapults installed aboard US Navy aircraft carriers but at first not the angled deck. Hanna operated for two years with a straight deck (during which time the footage above was shot) before receiving the more extensive SCB-125 conversion adding the angled deck and mirror landing system. Recommissioned again in November of 1956, over the next 20 years Hanna deployed sixteen times to the Western Pacific and was a member of the Tonkin Gulf Yacht Club for nine Vietnam deployments. The ship was finally decommissioned in 1976.
Hancock in 1963. Image via national naval aviation museum
ORLANDO, Fla. — Six World War II aircraft and the pilots who fly them are poised to take to the skies this season as the GEICO Skytypers Airshow Team honors the 75th anniversary of the war’s conclusion.
The GEICO Skytypers Airshow Team will perform a shortened schedule in 2020 due to the string of air show cancellations in the wake of the COVID-19 outbreak. The team’s updated 12 show site visits will begin no earlier than Memorial Day weekend at the Bethpage Air Show at Jones Beach in New York.
The Skytypers’ six Navy SNJ-2/SNJ-4 aircraft demonstrate the dog fighting styles and maneuvers flown by the “Greatest Generation” over 75 years ago. The team will tell you they are not an aerobatic squadron, but a formation squadron who tell the story of the pilots who controlled the skies during World War II and Korea.
“This is an exceptionally important year as we celebrate the 75th anniversary of the end of WWII,” Larry Arken, lead pilot of the GEICO Skytypers, said on Thursday. ” Our warbirds trained the ‘greatest generation’ of pilots for WWII and in memory we’re presenting a special tribute demonstration designed by team members who served in the U.S. military.”
The squadron’s popularity has risen as they co-headline the nation’s top air shows performing with the Air Force Thunderbirds and the Navy’s Blue Angels. This season, the team’s demonstration will remember those who served during the second world war.
“It’s a very dynamic demo with a lot of things happening very quickly with some maneuvers a tribute to the era of the generation of these World War II airplanes,” Arken added. “Other things are done for the spectators view like a heart or a bomb burst, and other maneuvers are tactical maneuvers which the military still uses.”
Smoke-On! The World Famous GEICO Skytypers perform a recent practice flight. (Charles Atkeison)
Hours of Preparation Go Into Each Demonstration
On the ground, the Skytypers spend their time at each air show site visiting hospitals and education centers with their public outreach program. The team has also been know to host student groups at the air show for a group discussion plane side, and the chance to climb aboard their aircraft.
Behind the scenes are the maintainers who keep the SNJ-2 and SNJ-4 aircraft running. These experts include Frank Atria, Mike Beecroft, and Greg Coons, and they travel with the team to each show.
Each air show is a treat as the Skytypers demonstrate incredible precision flying for 18 minutes. These World War II-era aircraft have a rich history behind them as they assisted the Allied Forces.
“Airshow spectators and aviation enthusiasts will witness our ‘warbirds’ perform a dynamic demonstration designed by team members who served in the U.S. military,” Arken added. “We look forward to introducing this season’s tactical flight maneuvers alongside other top premier military and civilian performers.”
The GEICO Skytypers 3 vs. 2 maneuver is jaw dropping as they fly toward each other. (Charles Atkeison)
The GEICO Skytypers carry the torch forward for the Greatest Generation of pilots, demonstrating their story high above the air show crowds during their demonstration. The Skytypers’ dedication provides spectators an eye into the history of early aviation.
Across the air show loud speakers, the Skytypers’ Jim Record provides a historic narrative into the maneuvers overhead. It’s a true living history lesson highlighting the aircraft and those aviators who navigated the smoke-blackened skies of war.
UPDATED GEICO Skytypers 2020 Airshow Schedule:
May 23-24 …………. Jones Beach, NY Bethpage Airshow
June 13-14 …………. Ocean City Air Show, MD
June 20-21 …………. Quonset Point Air National Guard Base, North Kingstown, RI
July 20-26 ……………. AirVenture Oshkosh, WI
August 15-16 ………. Chicago Air and Water Show
August 22-23 ………. Wilkes-Barre/Scranton Armed Forces Air Show, PA
August 26 …………….. Thunder Over The Boardwalk – Atlantic City, NJ
September 9-14 …… Maryland Fleet Week & Air Show
September 19-20 …. NAS Oceana Air Show, VA
(TBD) Autumn……….. Fort Lauderdale Beach, FL Airshow (Reschedule)
Oct. 31-Nov. 1 ………. Lockheed Martin Space and Air Show, Sanford, FL
November 6-8 ………. Stuart Air Show, FL
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
In recent days, both Chicago’s Midway Airport and Las Vegas McCarran have had to shut their control towers down due to Corona Virus exposure. Both airports operated as uncontrolled fields with very limited service. At Chicago Midway’s Airport, a couple of private pilots took advantage of the uncontrolled situation and flew touch-and-go approaches in small aircraft. The FAA later issued restrictions to prevent such actions. Our favorite airline pilot, Rob Graves, shares his experience flying as our nation and the world faces the corona virus pandemic and a blossoming crisis of the industry.
A Most Unusual Trip
Yesterday I finished my eighth day of flying out of the past eleven, and to say it’s been a bit crazy would be an understatement. The travel industry, having endured the lost decade of the 2000s following 9/11 and finally regaining its footing, is being thrown back into disarray. Entire fleets of aircraft are being grounded and aircrews are being asked to take leave without pay or are being furloughed outright. Several airlines have already ceased operations.
To those of us who lived through 9/11 and its aftermath, this all seems eerily familiar. In a few short weeks we’ve gone from celebrating a new widebody captain bid (my wife) to investigating how to secure a new home equity line of credit. We’ll be fine, but to the new kids who are experiencing their first major industry disruption, I say welcome to the lifeboat party! You will find that an airline career is really just a game of Chutes and Ladders writ large.
The first change I noted back on March 8th was that my commute flight to work was wide open. On a plane which usually has less than ten open seats, there were over a hundred empties. In fact, for those hardy souls who are still out there commuting to or from work by plane, social distancing will be a breeze on empty planes. My flight home from Chicago last night had perhaps a half a dozen passengers and my good friends over at American gave me a first class seat. I felt the thrill of an adrenaline junkie by ordering a glass of water.
Cancun was a good start to the trip (Public Domain)
Once at work, things seemed more normal. Our first two legs, a Cancun roundtrip, actually had pretty good loads. At the earliest stages of the crisis, it seems that bargaining or denial held sway, making vacationers reluctant to abandon already paid for accommodations. This view rapidly gave way to a desire to not be stuck at a vacation destination should airline service be curtailed, or the fear of becoming sick while away from home. This was evidenced by our last trip, to the Dominican Republic, which carried only a few dozen intrepid souls down, but was full coming home.
Resigned to Illness – The Corona Virus Threat
Pilots, by their nature, routinely employ a certain insouciance, or gallows humor, when referencing the inherent risks in aviation. Failing to check the terrain charts could “ruin your whole day”, or a statement like “it’s better to die than to screw up on the radio” has been known to be overheard in a ready room or two. Tied up in this sentiment is a certain fatalism, but also confidence in one’s ability to avoid the fate of someone who “bought the farm”, even though an outcome might have little to do with ability and more with just lady luck.
These sentiments are in some ways a simple defense mechanism used to ease the knowledge of being at risk. Now that aircrew are being stalked by an unseen menace by virtue of being at work, this defense mechanism has been repurposed from mitigating aviation risks to those of catching the virus. It seemed that most of the aircrew I’ve spoken to over the past several weeks are resigned to the idea of coming down with the virus regardless of their actions to stay healthy.
Oh, we’re all still washing our hands and making herculean efforts to not touch our faces, but we also realize that commercial aircraft, especially with dozens of switches in the cockpit, are flying Petri dishes. From waiting in line at security, to the jet bridge, to sitting in proximity to other people for hours on end, opportunities to pick up a viral hitch hiker seem manifest. Reports that the virus can be spread by simple breathing near an infected individual do little to allay this fatalism.
And why do the TSA agents need to touch everyone’s ID? I used to tell my kiddos to look with their eyes, not their hands. Yuck.
Ten Cities in Eleven Days
My last eleven days of flying included seven domestic cities, three international destinations, and overnights in six hotels. I feel perfectly fine, but let’s assume that the virus can be contracted and spread for a few days before symptoms appear. Should this have happened, then I’ve probably left quite a wide wake of disease behind. Could I have just called in sick and stayed home? Sure, but someone else would’ve been tapped to fly the trip. Agree or not with whether airlines should be shut down, at least some commercial flights will continue to operate.
The economic pain imposed by this event is going to be far reaching and deep. Unknown is how long lasting it will be. One analogy I overheard is that the economy is not sick per se, but rather has been put into a medical coma until the crisis passes. I’m hopeful that this is true, though it is also possible that after being forced by the virus to conduct more business online and through teleconferencing, business travel may never recover to pre-pandemic levels.
Airlines, of course, are large corporations and do have resources and credit lines to weather the storm, unlike many smaller businesses such as restaurants and hotels. I’ve been reliably informed that aircrew are the only guests in some of our crew hotels and the only business keeping the doors open. Food venues have been ordered closed which is a problem for overnighting aircrew who have no other ability to eat as my airline serves no meals.
9/11 Redux? How Does Corona Virus Compare To Other National Crises?
The terrorist attacks of 9/11 were a gut punch to the airline industry which didn’t fully get back on its feet until ten years later. Career progression was on hold for many for what is now called the “lost decade”. This pandemic has already caused a deeper loss of revenue for the industry than did the brief industry shutdown in the wake of the attacks. When and how a recovery will unfold is an open question.
Life changing or life delaying setbacks are emblematic of a career in commercial aviation. My first officer this trip was lamenting the unfolding events, and while he maintained a great attitude, I could sense his frustration. Let’s call him Fred.
Fred has a less conventional background than many first officers with whom I fly. Somewhat of a bon vivant, he grew up on St Thomas and splits his time between the islands, a condo in Chicago, and a farm in the Carolinas. He spent some time on commercial fishing boats where he picked up enough Spanish to be useful in flirting with the waitresses in the Dominican Republic and Mexico. A story he tells of bartering with the crew of a Japanese fishing boat in the south Pacific for some soy sauce for the Korean sailors on his boat was quite entertaining.
He was a captain at his previous airline before it was merged with my airline and as a result he was bounced back to the right seat. Due to several career detours, he is older than I am and is close to having seniority to move back to the left seat for his few remaining years before mandatory retirement. This will now likely be delayed. The fallout for him is real.
Our flight attendants on the trip seemed to have varying degrees of stress due to the crisis. One of them, Bev, seemed to take it all in stride. She has a knack for poker apparently and has played semi-professionally. She was in a good mood having won about $400 in the resort casino, about half being Fred’s. I don’t gamble and was safely in bed when all this transpired. Tracey, on the other hand, was much more junior and had just purchased a condo. She was quite concerned about financial events though not as much about the virus itself, which makes sense as she is young and hale.
Call Dispatch – Now What?
A Pilot Dispatch from the Front Lines Of The Corona Virus 8
Upon arrival at the airport on our last leg home, I received a message to call our dispatch before departing. Given the choice of using the gate agent’s dirty and broken screen mobile phone or activating international calling on my phone, I chose the latter.
The control tower at Chicago’s Midway airport had been shut down due to three workers there being diagnosed with the virus. The airport was still operating but without a control tower. Think of an intersection where the traffic light goes out. You treat it like a four-way stop sign, but not nearly as much traffic can pass. It’s just as safe. I had to get a briefing by a chief pilot concerning the different procedures.
The flight and landing were uneventful, but traffic had been severely restricted due to the closed tower. We were the only aircraft moving on the entire airport after landing. This also meant that my flight home had been cancelled. A quick check on FlightView revealed both an American and United flight were still operating from O’Hare to my hometown.
A Useful Prophylactic?
Midway Airport as seen back in 2007 with ATA Airlines and Southwest. ATA would close a year later. (CC 3.0)
James was my Uber driver from Midway to O’Hare. As I was in uniform, the subject of aviation came up. It turns out that he had been a flight attendant with ATA airlines for 20 years before that airline ceased operations. Family obligations forced his departure from the industry, but he remembered his years fondly. His income from driving has recently fallen drastically as a result of the pandemic. He has applied for a position with Target and has an upcoming interview. I wished him luck.
James was an older gentleman, and I asked if the virus concerned him. He assured me that drinking hot water would serve as an internal cleanse to remove any virus infection. Furthermore, using a hair dryer on the face and nostrils would then remove any offending virus thus ensuring safe passage in our newly infectious landscape.
AvGEEKERY.com — California’s March Air Reserve Base on Wednesday elected to cancel their upcoming air show featuring the Air Force Thunderbirds due to concerns over the COVID-19 virus.
In a statement released by the air base, show officials expressed concern for the families and military officials who live and work on the base. The March ARB event is the first air show to cancel due to the Coronavirus disease.
The air base is located east of Los Angeles in San Bernardino.
“After several meetings and conversations with local civilian and military health officials, we have decided to postpone the 2020 March Field Air and Space Expo due to COVID-19 concerns. Reschedule date to be determined.”
Thunderbirds public affairs officer Capt. Remoshay Nelson explained to this reporter, “I can confirm we received an official postponement notification from the air show planners of the 2020 March Air Field Air and Space Expo. Once a new date is established, we will assess our schedule to determine our availability to support.”
The March ARB event was scheduled to be the Thunderbirds third show of the season. That weekend date of March 28 and 29 will now become a bye weekend for many of the top air show performers.
An A-10C Thunderbolt II sits poised ready for its next air show demonstration Davis-Monthan AFB. (USAF)
The A-10C Thunderbolt II Demonstration Team was also scheduled to perform each day during their second show location. Other performers included World War II-era aircraft and the Canadian Skyhawks parachute team.
“Department of the Air Force personnel and their families live, work and attend school in this community and we are committed to doing our part to limit the spread of the virus,” the March ARB statement continued. “One of the Air Force primary concerns is preserving the ability of our servicemen and women to provide national defense and carry out our worldwide military missions.”
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
These F-14 Tomcat ‘Sunset’ Cruise Videos Are Both Awesome and the Last of Their Kind
On 10 March 2006, US Navy Fighter Squadron TWO ONE THREE (VF-213) Blacklions Lieutenants Ken Hockycko and Roy Emanuel flew F-14D Tomcat side number 201 from the deck of the Nimitz-class aircraft carrier USS Theodore Roosevelt (CVN-71) and into the history books. The two LTs were the last Tomcat crew to launch from a carrier during an operational deployment (albeit at the very end of the last one). Carrier Air Wing EIGHT (CVW-8) had the last two operational Tomcat squadrons, VF-213 and VF-31 Tomcatters, aboard the ‘Big Stick’ for her 2005-2006 Persian Excursion deployment. We nostalgically present the cruise videos for both final Tomcat squadrons, as uploaded to YouTube by Triple Nickel.
VF-31 and VF-23 F-14Ds lining up for the cats for the last time. Image via US Navy
Tomcatters Tales
VF-31 received their first F-14A Tomcats in 1981. They flew the big fleet defenders from the carriers USS John F. Kennedy (CVA-67), the USS Forrestal (CVA-59), USS Carl Vinson (CVN-70), USS Abraham Lincoln (CVN-72), and USS John C. Stennis (CVN-74) before their final deployment as a VF squadron aboard the Roosevelt. The Tomcatters began flying the F-14D Tomcat in 1992. VF-31 actually flew the final Tomcat flights from the Roosevelt on 28 July 2006 and the last flight for the F-14 overall on 4 October 2006. The Tomcatters became VFA-31 in late 2006 when they transitioned to the Boeing F/A-18E Super Hornet– their mounts ever since. Here is the final VF-31 Tomcatters F-14D cruise video.
VF-213 received their first F-14A Tomcats in 1976. Their first deployment was aboard the USS Kitty Hawk (CVA-63) as part of CVW-11 in 1977. The Blacklions also deployed aboard the carriers USS America (CVA-66), USS Enterprise (CVN-65), USS Abraham Lincoln (CVN-72, USS Carl Vinson (CVN-70), and the Roosevelt. VF-213 switched from the F-14A to the F-14D in 1997. VF-213 became VFA-213 when they transitioned to the Boeing F/A-18F Super Hornet in 1997 and have flown the two-seater F model ever since. Here is the final VF-213 Blacklions F-14D cruise video.
During the Big Stick’s 1 September 2005 – 11 March 2006 Persian Excursion, Carrier Air Wing EIGHT (CVW-8) consisted of VF-31 Tomcatters (modex 100) and VF-213 Blacklions (modex 200) flying the Grumman F-14D Tomcat, VFA-15 Valions (modex 300) and VFA-87 Golden Warriors (modex 400) flying the F/A-18C(N) Hornet, VAQ-141 Shadowhawks (modex 500) flying the Grumman EA-6B Prowler, VAW-124 Bear Aces (modex 600) flying the Grumman E-2C NP Hawkeye, VS-24 Scouts (modex 700) flying the Lockheed S-3B Viking, Detachment 1 from VRC-40 Rawhides flying the Grumman C-2A Greyhound, and HS-3 Tridents (modex 710) flying the Sikorsky SH-60F and HH-60H Seahawk.
VF-31 F-14D Tomcat. Image via uS Navy
A Historical Deployment
On 8 February 2006 the final recoveries of F-14 Tomcats after combat sorties took place. Lieutenant Bill Frank of VF-31 released the final bomb from an F-14 Tomcat on that night’s mission. CVW-8 CAG Captain William G. Sizemore II trapped aboard the Roosevelt after the mission for the final Tomcat combat sortie recovery. The two CVW-8 Tomcat (‘Bombcat’) squadrons dropped 61,000 pounds of ordnance while flying a combined total of 6,786 combat hours (38,980 total hours) over 1,163 combat sorties (16,000 total sorties) during their final F-14 deployment. They also maintained a 97.3% sortie completion rate. Bravo Zulu!
VF-213 F-14D Tomcat. Image via US Navy
It Takes a Carrier Strike Group
During their 2005-2006 deployment the Theodore Roosevelt Carrier Strike Group (TR CSG) consisted of the Roosevelt, the Ticonderoga-class guided-missile cruiser USS San Jacinto (CG-56), the Arleigh Burke-class guided-missile destroyers USS Donald Cook (DDG-75) and USS Oscar Austin (DDG-79), the Los Angeles-class fast attack submarine USS Annapolis (SSN-760), the Henry J. Kaiser-class fleet replenishment oiler USNS Kanawha (T-AO 96) and the Kilauea-class ammunition ship USNS Mount Baker (T-AE 34). The Spanish Álvaro de Bazán-class frigate SPS Álvaro de Bazán (F101) also deployed with the TR CSG for several months. This was the Roosevelt’s ninth deployment since she was commissioned in 1986 and her third in support of the global war on terrorism.
PENSACOLA, Fla. — The Blue Angels newest pilot did not grow up dreaming about aviation. In fact, the first time he ever flew in an aircraft was as a junior in high school.
It was that first flight aboard a twin-engine private plane which began his love for aviation. A passion which carried the future military aviator to new heights.
“I fell in love with being in the air and I fell in love with flying,” Marine Maj. Frank C. Zastoupil recalled during an interview at MCAS Beaufort. “I fell in love with having the controls of that airplane.”
The Blue Angels new left wing pilot is looking forward to the 2020 airshow season. (US Navy)
As a F-35B Lightning II pilot, Major Zastoupil confirmed last season he was in his dream career as a F-35 Lightning II pilot. Three months later, that career banked 180-degrees after he was accepted as a pilot with the Navy’s flight demonstration squadron.
Zastoupil transitions from the F-35 to F/A-18
After earning a Bachelor of Science in Psychology at Texas A&M in 2009, he joined the U.S. Marines. His career in military aviation began with flight training at Naval Air Station Pensacola. He earned his wings of gold in 2013.
“I wanted to fly jets for the Marine Corps. — like what’s cooler than flying jets for the Marine Corps, right,” Zastoupil said. “After years of hard work, I think the F-35 is where it’s at for becoming a tactical aviator.”
Blue Angel 3 Maj. Frank Zastoupil takes part in a training flight over NAF El Centro, Calif. in February. (US Navy)
The recent F-35B instructor pilot at MCAS Beaufort added last year, “I’m an F-35 pilot and the capabilities this thing brings is bar none to anything else that’s out there.”
The recently promoted Major is fimilar with flying during an air show. He piloted an F-35B during the 2019 Beaufort Airshow — flying a few similar maneuvers the F/A-18 Hornet can perform.
Last July, Maj. Zastoupil was notified by the Blue Angels he was accepted as the squadron’s new left wing pilot for the 2020 and 2021 air show seasons. Once notified, he quickly reported to MCAS Miramar in California to train with VMFAT-101 to learn to fly the F/A-18 Hornet.
To date, Maj. Zastoupil has made only ten carrier arrested landings — far fewer than most Blue Angels pilots. As an F-35B pilot, 90 of his shipboard landings were vertical.
As Blue Angel 3, he will fly in the left position during the four-jet diamond formation. In addition to his precision flying, Zastoupil looks forward to visiting schools and community centers at local air show locations.
The Blue Angels close out three months of fast-paced winter training this week at NAF El Centro, Calif. They will launch into their 74th anniversary season on Saturday with a public performance at the naval base.
[Update: As of March 20, the Blue Angels season has been delayed until NET May 22d with a fly over of the U.S. Naval Academy graduation.]
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
These 1950s Air Defense Command Pilots Didn’t Take Themselves Too Seriously- and It Showed
We’ve unearthed some classic gag films while prosecuting our never-ending search for great aerospace content. From the Navy’s classic send-up of carrier aviation, Launch ‘Em, to the Air Force’s rocket-powered railroad at Holloman Air Force Base (AFB), to student pilot-produced gag films, there are plenty of laughs to go around. Even the Air Force safety film No Sweat is yuk-worthy in spots. The 498th Fighter Interceptor Squadron (FIS), AKA the Geiger Tigers, produced their own classic gag film and it’s a real gem. So get your popcorn ready, sit back, turn your volume up, and enjoy Geiger Tigers (uploaded to YouTube by sdasmarchives.)
NOTE: A two-part version of the film with better audio and lower definition video is linked below.
The Vagabond 498th
The 498th FIS was originally established as a III Fighter Command Operational Training Unit (OTU) on 10 August 1943 after its genesis as the 303rd Bombardment Squadron (Light) on 13 January 1942. The squadron was initially equipped with a variety of light bombers such as the Vultee A-31 Vengeance, the Douglas A-24 Banshee, and the Bell P-39Airacobra. The vagabond unit was based at Savannah Army Air Field (AAF) in Georgia, Drew Field AAF in Florida, Harding Field AAF and Hammond AAF in Louisiana, and Abilene AAF in Texas. While based at Hammond the 498th received Republic P-47 Thunderbolts, but it wasn’t long before the unit was disbanded at Abilene on 1 April 1944.
Image via National Museum of the US Air Force
A New Jet-Powered Beginning
When additional Cold War Air Defense units were needed, the 498th was reactivated at Geiger Field in Washington on 18 August 1955 and equipped with North American F-86D Sabre Dog interceptors as part of Air Defense Command’s (ADC) 84th Fighter Group (FG). The film was shot when the F-86D-equipped Tigers attended a rocketry training course at Yuma AFB (later Vincent AFB- today Marine Corps Air Station [MCAS] Yuma). The 498th turned in their F-86Ds for Convair F-102A Delta Daggers in 1957 and were the first operational squadron to fly the Convair F-106A Delta Dart when they switched to them in 1959. The Geiger Tigers moved to McChord AFB in Washington in 1963, to Paine Field in Washington on 1966, and finally to Hamilton Field in California in 1968 before they were deactivated again, and for good, on 30 September 1968. Their Delta Darts were reassigned to the 84th FIS.
Image via National Museum of the US Air Force
We Like Choices and We Pass Them On to You
NOTE: When given a choice between video quality and audio quality our standard practice is to go with the better visuals. However, with a film like this the audio is important as well. Therefore, we have provided links to a version of the film with better audio and less-than-stellar video. These were uploaded to YouTube by Tom Dozier. Tom’s father actually appeared in the film. Part OnePart Two.
This HD Action Shot Aboard the Carrier Shangri-La Takes Us Back to a Colorful Time
The Essex-class aircraft carrier USS Shangri-La (CVA-38) was launched on 24 February 1944 and commissioned later that same year on 15 September. Named for the fictional setting of the James Hilton novel ‘Lost Horizon’ the “Shang” earned two Battle Stars fighting her way across the Pacific during World War II. She was decommissioned and laid up from 1947 until 1951, when she was brought back into service for the Korean War. The Shang deployed with the Seventh Fleet to the Western Pacific (WestPac) five times and to the Mediterranean (Med) with the 6th Fleet seven times before her final deployment to the Tonkin Gulf in 1970. This gorgeous HD footage from film, uploaded to YouTube by SuperCanopus, was shot aboard the Shangri-La during her 1962 Med deployment.
Shangri-La’s 1962 Med deployment was her second deployment
to that region and her second with Carrier Air Group TEN (CVG-10) embarked. The
carrier departed Naval Station Mayport in Florida bound for the Med on 7
February 1962 and returned 28 August 1962. CVG/CVW-10 would deploy aboard the
Shang three more times before CVW-8 took over.
Image captured from YouTube video
Bird Farm Birds
During their 1962 Med deployment aboard Shangri-La, CVG-10
consisted of VF-13 Night Cappers
flying the Douglas F4D-1 Skyray, VMF-251
Thunderbolts flying the Vought F8U-1E
Crusader, VA-46 Clansmen and VA-106 Gladiators
flying the Douglas A4D-2 Skyhawk, VA-176
Thunderbolts flying the Douglas AD-5
and AD-6 Skyraider, a Detachment from
VFP-62 Fighting Photos flying the
F8U-1P Crusader, a Detachment from VAW-12
Bats flying the Grumman WF-2 Tracer, and a Detachment from HU-2 Fleet Angels flying the Piasecki HUP-2 Retriever and Sikorsky HUS-1 Seahorse.
Image captured from YouTube video
Record-Setting Marines
VMF-251 became the first Marine Corps F8U Crusader-equipped squadron to deploy aboard the boat. The Thunderbolts set a record for Sixth-Fleet F8U squadrons clocking more than 500 flight hours. VMF-251 and Shangri-La port calls during the 1962 Med deployment included Cannes in France, Palermo in Italy, Rhodes and Athens in Greece, Istanbul in Turkey, Malta, and Genoa, Livorno, Naples, and Rapallo in Italy. The footage in the video was shot for the German film ‘Mediterranean Holiday’ (AKA ‘Flying Clipper’), which was apparently a real stinker- even when released in the United States in the early 1960s with Burl Ives doing some narration for the film. But we’re glad the footage is out there because it’s some of the best you’ll see.
OGDEN, UTAH — The U.S. Air Force Air Combat Command announced Saturday the selection of the first female to both command and pilot the F-35A Demonstration Team during the 2020-2021 air show seasons.
Capt. Kristin “Beo” Wolfe has been selected as the new leader the F-35A Demo Team. She also becomes the Air Force’s first female single-ship aerial demonstration pilot.
[youtube id=”jcaZEacQkjs” width=”800″ height=”454″ position=”left”] Wolfe will pilot the military’s newest fifth-generation jet during 20 show site visits between March and November. The nearly 18-minute demonstration will showcase the F-35s speed and high-G turns before the spectator crowds.
“It’s extremely humbling and rewarding to get the opportunity to showcase the F-35A at so many different locations,” Wolfe said on Saturday. “It’s a privilege to work with the best airmen from Hill Air Force Base, and to give people a small glimpse of what this jet is capable of.”
The F-35A Demo Team has been preparing for the start of the air show season. Capt. Wolfe’s training flights over the snow-covered mountains surrounding Hill AFB have been picturesque during January and February.
“She was a phenomenal choice as the next pilot and commander of the F-35A Demo Team,” Outgoing F-35A Demo pilot Maj. Andrew “Dojo” Olson added. “As a previous F-22A Raptor Instructor Pilot, she’s flown and instructed in fifth generation fighters her entire career.”
Wolfe graduated from the University of Alabama in 2011 with a Bachelor of Science in Chemical Engineering. A few weeks later, she began training as a pilot in the Air Force. She earned her silver wings in September 2012.
Capt. Wolfe performs a practice demonstration on Jan. 24, 2020, at Hill AFB, Utah. (USAF/ Capt. K. Sumner)
She began piloting the F-22 Raptor, and in 2017, transitioned over to the F-35 Lightning II. Capt. Wolfe has logged nearly 800 total fighter hours in each of the Air Force’s fifth-generation aircraft.
Capt. Wolfe, who flies by the call sign “Beo” as in the Old English epic poem Beowulf, recently served as a pilot with the 34th Fighter Squadron at Hill AFB. As a member of the 34th’s Rude Rams, she was deployed to Kadena Air Base in Japan for six months between November 2017 to May 2018.
In July 2019, Capt. Wolfe participated with her fellow pilots in Gunfighter Flag 19-2. The annual military aircraft exercise involved F-35s, F-15s, and A-10s practicing target strikes at Mountain Home AFB in Idaho.
Before she was selected to lead and pilot the demo team, Capt. Wolfe served as an instructor pilot for the 388th Fighter Wing at Hill. When she’s not flying, Wolfe enjoys water skiing and hiking in the mountains.
Capt. Kristin Wolfe pilots a recent flight on an F-35A Lightning II over Hill AFB. (USAF/ Capt. K. Sumner)
Capt. Wolfe’s role as a pilot and team leader is destined to inspire women of all ages. She and the team will visit schools and hospitals at air show sites to inspire young adults into a career with the Air Force.
“When we travel to different air shows across the country, we’re there to recruit, engage, and inspire the next generation,” F-35 Demo Team spokesperson Capt. Kip Sumner explained on Saturday. “When we travel across the world, it’s to showcase the professionalism and excellence of our United States Air Force. Whether that’s visiting with schools, hospitals, or veterans organizations, we aim to tell our story through the lens of being an Air Force demonstration team.”
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
F-35A Lightning II Demonstration Team 2020 Schedule (USAF)
The C-5A and C-5B Galaxies Sing You the Song of Their People
The Lockheed C-5A Galaxy strategic airlifter was powered by four of the most unique jet engines ever produced. The General Electric TF-39 high-bypass turbofan was the first of its kind and developed specifically for the C-5A and was never used to power any other aircraft. The TF-39 was developed into the GE CF6 series of engines which powered the majority of first-generation widebody jetliners and the GE LM-2500 industrial and marine turbine engine that has powered more than 50 classes of Navy ships around the world. But the TF-39 is forever linked to the Galaxy.
Boeing JB-52E testing the TF39 engine. image via us air force
More Power
The last TF-39-powered Galaxy engines made its final flight to the AMARG Boneyard at Davis-Monthan Air Force Base (AFB) for retirement on 7 September 2017. All C-5M Super Galaxies now in service are powered by GE F138-GE-100 engines- a development of the CF6, which was developed from the TF-39. The new powerplants produce 22% more thrust than the TF-39s did, which equates to a 30% shorter takeoff roll, a 38% better climb rate, and greater payload with longer range for the C-5Ms they power. All good, but ask anyone who ever heard a C5A, C-5B, or one of the two C-5Cs fly over and they’ll tell you they miss the unique Fine Whine of the TF-39.
tf39 engine. image via uS Air Force/DVIDS
Turn it up!
Enjoy this series of C-5A and C-5B ops uploaded to YouTube by gags5503. The first is a flight deck view out the starboard side windows at the two TF-39s on the starboard wing during a heavily loaded takeoff on a hot/high day (aren’t they all?) out of Afghanistan. The engines were set at 99.8% of N1.
This video is of a similar viewpoint shot during a
touch-and-go on runway 33 at Westover Air Reserve Base (ARB) with subsequent climb
to 3,000 feet during crew training. The high power setting for this clip was “only”
91.1% of N1. Those big fans spool up to power pretty fast!
When this clip was shot in March of 2017 the crew was flying one of only five TF-39-powered FREDs left in service to the Boneyard at AMARG. The aircraft had amassed some 25,493 flight hours since entering service in 1970. Thrust reversers in action!
We wouldn’t be letting the Galaxy sing the song of her people for you without that fine TF-39 whine heard from the ground. We found a great video compendium of TF-39-powered FREDs taking off, landing, and in general making sounds like nothing else in a variety of locations and conditions- many of them shot on runways 21 or 03 at Gander International in Newfoundland. This video was uploaded to YouTube by 235FireFly. Enjoy!
B-52H Operations Today Must Look Similar to How They Looked When These BUFFs Were Born
The modern Boeing B-52H Stratofortress is destined to serve for the foreseeable future as America’s delivery system for tactical munitions anywhere on this planet. The aircraft will eventually be modernized (again!) with uprated engines. The exact strategy for this next round of improvements to the fleet of 76 BUFFs isn’t entirely clear yet, but we know it’s necessary. Today’s B-52Hs are being flown by the grandchildren of the pilots who flew them when they were spanking new. The guys flying the BUFFs in this video might just be some of those grandchildren. Enjoy this look at current B-52H ops as uploaded to YouTube by USA Military Channel.
The BUFF appearing first in the video is Air Force serial
number 60-0024 (CN 464389), a 1960-vintage B-52H-145-BW Stratofortress built by
Boeing at their Wichita, Kansas assembly plant. The jet entered service with
the 4042nd Strategic Bomb Wing at K.I. Sawyer Air Force Base (AFB)
in Michigan on 4 August 1961. On 1 February 1963, 024 was transferred to the 410th
Bombardment Wing (Heavy), still at K.I. Sawyer. From there the BUFF was sent to
serve with the 7th Bombardment Wing at Carswell AFB in Fort Worth, Texas.
Image capture from linked youtube video
Giant Fish
In 1983 024 was assigned to a special atmospheric radiation sampling project codenamed Giant Fish. 60-0024 was equipped with sampling pods along with B-52H serial numbers 60-0033, 60-0051, and 60-0052. After the project concluded in the early 1990s the bomber was transferred to the 416th Bombardment Wing at Griffiss AFB in New York. From there, while wearing the name I’ll Be Seeing You, 024 was transferred to the 72nd Bomb Squadron of the 5th Bomb Wing at Minot AFB in North Dakota in December of 1994. In 2010 the bomber was sent to serve with the 20th Bomb Squadron Buccaneers of the 2nd Bomb Wing at Barksdale AFB in Louisiana where she serves today.
image capture from linked youtube video
Coming From a Stable Home
The other bomber in the film is Air Force serial number 60-0001 (CN 464366), a 1960-model B-52H-135-BW Stratofortress also built by Boeing in Wichita. Balls 1 rolled out the doors in 1960 and entered service with the Air Force in 1961, but did not galavant around the country serving with several bombardment squadrons the way 024 did. 60-0001, named Memphis Belle IV, is still with her original outfit- the 96th Bombardment Squadron Devil’s Own of the 2nd Bombardment Wing at Barksdale AFB. Film Credits: U.S. Air Force video by Technical Sergeant Christopher Ruano, Senior Airman Luke Hill, Staff Sergeant Philip Bryant, and Staff Sergeant Levi Rowse. Bravo Zulu!
Heart-Warming Sights and Sounds for the Warbird Lover in All of Us
We brought you the EAA-produced video about the restoration and imminent first flight of the one-of-a-kind XP-82 Twin Mustang. We also did a Twin Mustang retrospective for the 70th anniversary of the P-82 Twin Mustang Betty Jo’s record-setting long distance flight from Hickam to LaGuardia in 1947. But since we published those stories that beautiful warbird has indeed flown. At EAA Airventure 2019 in Oshkosh the XP-51 flew, and we brought you the proof. Enjoy these three gorgeous videos, all uploaded to YouTube by AirshowStuffVideos.
First up: The
XP-82 Twin Mustang flying during the Saturday Airshow
As it turns out, the XP-82 Twin Mustang flew for the
first time after that ten-and-a-half-year restoration on 31 December 2018, but
the flight didn’t go exactly as planned. In fact the flight wasn’t planned at
all. The aircraft’s last flight had occurred on 14 December 1949. When test
pilot Ray Fowler took the powerful aircraft out to the runway for some taxi
tests (including a quick liftoff/setdown) that power got the better of him.
Next Up: a tailcam
perspective of the same flight during the Saturday Airshow
After all…at comparable power settings the Twin Mustang has just shy of two and a half times the horsepower of a single P-51 Mustang but only weighs in at about a Mustang and a half. So the XP-82 took to the skies sooner than expected. Rather than try to stop the aircraft, Fowler just went ahead and flew it around the pattern and then landed it. With no gripes.
Restored XP-82 Flying Oshkosh Skies. Image via AirshowStuffVideos
The first planned test flights commenced in late January of 2019. After four gear-down hops to check systems and expose the inevitable (minor) issues, the man who spent all that time (207,000 hours all-told over those ten-plus years) restoring the warbird, Tom Reilly, finally went flying in her.
Finally: Another XP-82
flight during the Tuesday Airshow[youtube
id=”EUrkjSUU11c” width=”800″ height=”454″
position=”left”]
VIRGINIA BEACH, Va. — The thrust and high speed maneuvers of the Navy’s Super Hornet jet will thunder over air show sites across the United States during the 2020 season.
The Navy’s Rhino Demonstration Team will charge into 2020 to perform at 11 show locations. Based at Naval Air Station Oceana, the demo team will display the dedication of its service members and inspire future naval aviators. [youtube id=”hu7gseuRWoI” width=”800″ height=”454″ position=”left”] Lead Rhino Demo pilot Lt. Shane Brady is one of four who will demonstrate the handling and maneuvers of the Navy’s F/A-18F Super Hornet, nicknamed the Rhino. This year will mark Brady’s second season with the team.
“This year I am the overall lead with the team,” Lt. Brady said in an exclusive conversation on Tuesday with AvGeekery.com. “In terms of the talent we have on the team this year, and our show sites, we are doing double the shows we did last year.”
Lt. Brady and the entire Rhino Demo Team are currently practicing for their first show in mid-April. He acknowleged the team’s excitement in taking off for their first public demo.
“Once you go airborne, it get’s your heart racing which is awesome,” Snuffy began. “It’s a pretty busy time and when you’re off the brakes you’re essentially in air show mode, and you try to put a good show on for the crowd.”
Lt. Brady, who flies with the call sign “Snuffy”, pilots the two-seat F/A-18F with an assistant known as the weapon system’s officer. It is the WSO’s job to provide aircraft updates and announce the next maneuver to the pilot during the demonstration.
“The Wiz-O (WSO) allows me to focus solely on flying the aircraft,” The Wiz-O is like a second set of eyeballs, calling out airspeeds, and the timing of when to bring the afterburner back on and when to start the maneuver turns.”
Each 15-minute flight by the VFA-106 Rhino Demo Team will be the only way to witness the aircraft at an air show on the eastern half of the United States. Its twin-engines will glow bright orange as the afterburners kick in and the aircraft accelerates.
“This year, you are going to see a lot more out of our team,” “We changed our name, and we are trying to get that message of naval aviation out there. I think this year you should expect some good things coming from the team.”
F/A-18 Rhino Demo Team’s Updated 2020 Schedule:
April 18 …………….. (Cancelled) Thunder Over Louisville
May 23-24 …………. Hyundai Air and Sea Show (Miami Beach, FL)
June 5-7 …………….. Wildwood Air Show (North Wildwood, NJ)
June 13-14 …………. Ocean City Air Show (Ocean City, MD)
July 4 ………………… Thunder Over North Beach (Racine, WI)
July 23-26 ………….. EAA AirVenture Oshkosh (Oshkosh, WI)
August 15-16 ……… Chicago Air and Water Show (Chicago, IL)
August 29-30 ……… New York Air Show (New Windsor, NY)
September 19-20 … NAS Oceana Air Show (Virginia Beach, VA)
October 10-11 …….. Wings Over Houston Air Show (Houston, TX)
November 14-15 …. JBSA Air Show (San Antonio, TX)
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
This Mass Flight of P-51s Looked Every Bit as Incredible as it Sounded
The Experimental Aviation Association (EAA) AirVenture 2019 was an event few who were in attendance are likely to forget. The show is always great and the exhibits, discussions, and general camaraderie with other Avgeeks is without equal. The fact is that as soon as one AirVenture ends, for many the countdown to the next one begins. At AirVenture 2019, known as ‘The Year of the Fighter,’ the Thursday Warbirds show featured a gathering of North American P-51 Mustangs so huge that it was impressive even at an event known for great P-51 owner attendance and participation. Enjoy the video (with the volume turned UP) as uploaded to YouTube by AirshowStuffVideos.
If you watched closely you saw at least one example of
every P-51 model manufactured by North American. Naturally the lineup is dominated
by P-51Ds (someone once said “they’re common as weeds”), but three P-51B/Cs and
a P-51H
also flew in the event. Both are considered rare by any warbird standard. Even
rarer was the presence of the restored prototype XP-51 at Oshkosh. The XP-51 didn’t
fly in the show but its presence alone is a treat for Mustang fans. But there
was one more Mustang at Oshkosh that raised more eyebrows than most- the
recently restored-to-flightworthiness XP-82
Twin Mustang.
image capture of linked Youtube video
Planting Warbird Seeds
Warbirds of America is today the historical military aircraft component of the EAA. But it wasn’t always that way. Warbirds of America was incorporated on 25 March 1966 by a group of warbird owners who at first limited membership to World War II-vintage fighter and bomber owners only. In 1967 Warbirds of America became a division of EAA. They also opened up membership to owners of the North American T-6/SNJ/Harvard trainers, which swelled the ranks considerably. With each passing year more warbirds are restored and membership is no longer limited to World War II. If it was flown by the military it’s now considered a warbird- including jets!
Great to meet you Jonah! Many avgeeks love legos and they love building things too. Some lego sets offer aircraft. But they aren’t really that accurate. What is supposed to be a DC-9 airliner kind of looks like a kids toy. You took a different approach. Tell us about your store and why you decided to start Plane Bricks.
Jonah PadBerg, founder of PlaneBricks.com
Plane Bricks is currently a place to get the most accurate Lego aircraft available and also where you can get a commission done by me, but it all started out as just a hobby. Up until launch my work had mostly just been on Flickr. I had been building throughout childhood and then really started honing in on my technique around age 18. In 2017, Brick Universe came to Oklahoma City for the first time and I barely made it in before the deadline. I was able to set up my planes for display that weekend and I got such a great response. Many people asked if I made kits, several others thought they would sell if I entertained the idea of doing so. I had never thought about doing that, but I did know that I wanted to somehow make money doing what I love to do, which is build with Lego. Later that year I decided I would give it a go. In Jan of 2018, I launched Plane Bricks and have been working since. Currently I have an online store where you can buy full kits, electronic instructions, custom stickers and custom minifigs.
Have you always loved Legos? What things did you build as a kid?
Since I was seven, I’ve been addicted to the brick. I say brick because my first set wasn’t even Lego. It was a Megablock A-10 Thunderbolt! I love History. My grandfather flew the TBF Avenger in the Pacific in WWII and was the only one of his squadron to make it out. If you have ever seen that famous picture of the five TBF Avengers in formation, he is the second one from the bottom. Learning about him and his flight career and that set, really sparked something in me. After that, I started collecting actual Lego as much as I could. I used to build trucks and cars mostly. My mom runs an online homeschool support group in our area and we hosted Lego Club for so many years and still does since I have five other siblings. With that club I was able to spend a lot of time building with people of all ages. We became known as the Lego family in our homeschool circles. When I was about 14, I entered a Lego magazine contest with one of my trucks and it won the little gift card you get for those.
The famous TBF Avengers photo. Jonah’s grandfather is flying the second plane in the photo.
Around 15, I started focusing on airplanes but didn’t really start being more complex and detailed until around 18. I also was a part of a contest here, called the Great OKC Build, where we gathered a team of four to represent our group. We were able to build a building that resided downtown and won in our division so our model became a part of the buildings representing OKC. With each experience I had, I knew that Lego would be a part of me forever. Now, I’m 22 and still making planes. I get commissioned to do a lot of planes in addition to what’s on my site. I’ve also been contacted to build other things and am about to launch a page for commissions that will encompass anything they’d like to see built.
What was the first aircraft template that you decided to do for Plane Bricks? The first plane I crafted was the B-17. I had done it a couple of years before I launched so it was an easy starter kit.
And how many models of aircraft do you currently sell? Currently, I have 11 aircraft, a fuel truck and trailer, and about five aircraft sitting in my office waiting to be released.
Are all your aircraft military or do you have civilian aircraft too? We only have military aircraft at this time, but one of my models waiting for release is a civilian aircraft. I plan to do more civilian aircraft in the future. We welcome requests that we place on a list, which helps determine what plane we do next.
What if a fan of your store has a request? Do you put together custom plane sets? Commissions are very welcome! If you’d like an aircraft, or something completely different, I invite you to contact me. I am able to offer a pre-done model, an electronic file only, a print book, and a full kit. The combinations can be made to work for you.
What does the future look like for Plane Bricks? Plane Bricks hopes to flourish in the years to come, with the expansion of our product line, securing of licenses needed for certain companies, and building up the commission side of it all. We are currently not selling Lockheed Martin aircraft due to licensing fees. We are still fairly new and couldn’t justify the expense at this time, so in the interim, we are offering those digital instructions for those planes for free. We would appreciate you all spreading the word about Plane Bricks/Jonah Padberg. As a new business on the block, getting your name out there can be challenging.
And we heard you have a special offer for readers of Avgeekery!
We would like to extend a special offer code for your readers! Come visit Plane Bricks and use code AVGEEKS for 20% for an entire month from the publish date of this article.
“Target for Today” Details What It Took to Put a Bombing Mission on the Target
The film Target For Today was shot during the preparation for, execution of, and post-mission evaluation of the VIII Air Force Bomber Command Mission 113- the 9 October 1943 strikes on Marienburg, Anklam, Gdynia, and Danzig in German-occupied Poland. The mission covered as many as 1,400 miles round trip. Twenty VIII Air Force stations supported the mission, putting 430 heavy bombers in the air. In the film the mission planning is extensively depicted, along with preparation for man and machine at several of the stations where the crews flying the mission were based. Enjoy the film, uploaded to YouTube by Periscope Film.
115 B-17s from the 91st Bomb Group (BG) Ragged Irregulars at Bassingbourn, the 303rd BG Hell’s Angels at Molesworth, the 351st BG at Polebrook, the 379th BG The Grand Slam Group at Kimbolton, the 381st BG at Ridgewell, and the 384th BG at Grafton Underwood were sent to attack the Arado factory at Anklam. 100 more B-17s from the 94th BG at Bury St. Edmunds, the 95th BG at Alconbury, the 100th BG Bloody 100th at Thorpe Abbotts, the 385th BG Van’s Valiants at Great Ashfield, and the 390th BG Wittan’s Wallopers at Framlingham were dispatched to bomb the Focke-Wulf plant at Marienburg.
93rd Bomb Group B-24. Image via National Archives
Both Big Bombers in Action
The shipyards at Gdynia received the most attention from VIII Bomber Command that day. 164 B-17s from the 92nd BG Fame’s Favored Few at Alconbury, the 96th BG at Snetterton Heath, the 305th BG Can Do at Grafton Underwood, 306th BG Reich Wreckers at Thurleigh, and the 388th BG at Knettishall made runs on the target. Joining them were B-24s from the 44th BG Flying Eightballs at Shipdham and the 392nd BG at Wendling. Attacking the U Boat pens at Danzig were B-24s from the 93rd BG Traveling Circus at Hardwick and the 389th BG Sky Scorpions at Hethel.
marienburg under attack. image via national archives
Results and Hap’s Take
American losses were 28 bombers lost with 123 crew killed in action, 35 wounded in action, 131 taken as prisoners of war, and 29 interred in Sweden. The gunners aboard the bombers claimed 122 Luftwaffe fighters shot down, 32 probables, and 57 damaged. The Fw-190 assembly plant at Marienburg was particularly heavily hit. VIII Bomber Command sent 98 bombers to bomb the place again exactly six months later. General Henry H. “Hap” Arnold called Mission 113 “The greatest strike ever.” If you watched the film you now know from where much of the footage used in other bomber movies came.
Gdynia post-strike assessment. Image via national archives
AKRON, Ohio — Two high school classmates driven early by different goals found themselves a decade later working in similar career fields — one a top naval aviator and one a NASA astronaut.
On June 6, 1966, Stuart Robinson Powrie and Judith Arlene Resnik graduated with their senior class from Firestone High School. Their families and the educators at the Akron, Ohio school, inspired the two to climb higher and travel farther.
The Firestone High 1965 yearbook “Volplane” featured two future aviators. (Charles Atkeison)
Stu (as he liked to be called) was a competitive swimmer during high school and later at the U.S. Naval Academy. In 1970, Powrie graduated from the academy, but not before he set two Navy records as a competitive swimmer.
Judy loved classical piano, however, she loved mathematics even more during high school. She even earned a perfect score on her SAT exam. In 1970, she graduated from Carnegie Mellon University with a B.S. degree in electrical engineering.
Stu earned a Master of Science degree in aeronautical engineering in 1975. This lead to a job at the Pacific Missile Test Center at Pt. Mugu, California.
After Carnegie Mellon, Judy joined RCA as a Missile and Radar Projects design engineer. In 1975, she began attending classes at the University of Maryland. She graduated with a Ph.D in electrical engineering two years later.
Dr. Resnik also earned her pilot’s license in 1977, and she quickly became a top aviator. She also began to shift her job focus to new heights — a career in aerospace.
Judy wanted to become an astronaut, and for the first time, NASA was hiring new candidates for their upcoming space shuttle program. She was selected in 1977 as part of the new astronaut candidate class.
LCDR. Stu Powrie was chosen as the Slot pilot for the Navy’s Blue Angels in 1980. (US Navy)
In October 1980, LCDR Powrie was chosen as a pilot for the Navy’s Flight Demonstration Squadron. Known as the Blue Angels, he trained and served as the opposing solo as Blue Angel 6 during 1981.
Stu performed at air shows across the United States and Canada during the Blue Angels season. He also visited hospitals and schools during the squadron’s public outreach programs.
During autumn of 1981, Stu elevated to the position as the lead solo pilot with the Blues. The team returned to their winter training home in January at NAF El Centro in southern California.
On February 22, 1982, Stu was completing the Dirty Loop maneuver during a Blue Angels training flight at El Centro. His A-4F Skyhawk stalled and he crashed into the desert floor. He died at the scene.
astronaut Judy Resnik returns from a T-38 Talon flight at Ellington Airfield near Houston. (NASA)
In August 1984, Judy made it to space aboard shuttle Discovery’s maiden flight. She assisted with the deployment of three satellites and tested a new 100-foot solar array. After six days in orbit, Discovery’s crew of six landed at Edwards AFB in California.
Judy next launched aboard the space shuttle Challenger on January 28, 1986. As Challenger rose into a blue Florida sky, its external tank ruptured 73 seconds into flight. Flames from a faulty solid rocket booster seal had penetrated the fuel tank’s skin.
The force of the explosion shattered the orbiter, separating the crew cabin and sending it up and away. Three minutes later, the cabin splashed down in the Atlantic waters with a force of nearly 200 times that of gravity. Challenger’s crew of seven astronauts were killed.
Today, inside Firestone Community Learning Center’s atrium, trophies and banners highlight the school’s past achievements. High above the open area, a school hall-of-fame features glass mounted glossy photographs of several former students.
Photographs of Stuart Powrie and Judith Resnik adorn the walls of their alma mater. (Charles Atkeison)
Side-by-side, U.S. Navy pilot LCDR Stu Powrie and NASA astronaut Dr. Judy Resnik hold the last two positions. Their portraits face the front entrance to Firestone reflecting upon the faces of future scholars.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Accuracy in the Film ‘Thirteen Days’ Was Better Than Average, But…
In the 2000 Beacon Pictures/New Line Cinema film ‘Thirteen Days’ there are great pains taken to make the dramatic events of the Cuban Missile Crisis look and feel as realistic as possible. To the credit of all concerned, the Department of Defense allowed filming on several bases as well as the aircraft carrier USS Enterprise (CVN-65). Museum ships like the USS Joseph P Kennedy (DD-850) were also used for filming of the maritime blockade shipboard scenes. However, we found a few holes in the visuals. First, take a look at the Light Photographic Squadron SIX TWO (VFP-62) Gray Ghosts/Fighting PhotosVought RF-8A Crusader photo reconnaissance mission sequence of 23 October 1962 from the film as uploaded to YouTube by Colt cat.
The first thing that jumps out is that GY tailcode for those Fighting Squadron TWO FOUR (VF-24) Fighting RenegadesVought F-8C Crusaders on the flightline at Naval Air Station (NAS) Key West. VF-24 was deployed in the Western Pacific (WestPac) with Carrier Air Wing TWO (CVW-2- tail code NE) aboard the aircraft carrier USS Midway (CVA-41) between 6 April and 20 October 1962. Therefore it is unlikely that VF-24 would have been seen wearing GY codes or hanging around at NAS Key West within a week of returning from WestPac. But the presence of all those Gunfighters on the flightline does make an impression. We know that VFP-62, along with a detachment of four Marine Composite Reconnaissance Squadron TWO (VMCJ-2) Playboys (tailcode CY) RF-8As and pilots were based at NAS Key West at the time.
Image via YouTube screen grab from embedded video
Location Location Location
The shooting location for the RF-8A mission sequence was the former Clark Air Force Base (AFB) in the Philippines. In 1988, after flying from Cesar Basa Air Base since 1977, the Philippine Air Force grounded and open-stored their remaining operational former US Navy and Marine Corps F-8H jets. They did not operate any RF-8As or RF-8Gs. When Mount Pinatubo erupted just 15 miles from Basa the entire area was covered with volcanic ash, rendering the Philippine Air Force Crusaders entirely inoperable. But that didn’t stop the film crew from using the jets as props for the film. With new coats of paint and semi-realistic markings you have to look closely to spot the gotchas. We did.
Philippine Air Force F-8H in flight circa 1977. Image via US Navy
Consistency is Key
Tailcode GY never assigned to VF-24. VF-24 wore G on their tails while flying FJ-3Ms and NG (usually) while flying F8Us, F-4s, and F-14s. VFP-63 wore PP. VFP-62 wore GA and of course Air Wing codes when detached. Tailcodes beginning with G were used primarily for Heavy Photographic (VAP), Heavy Attack (VAH) and Heavy Attack/Photographic (RVAH) squadrons. The tailcodes on the supposed RF-8As is correct for VFP-62 (GA) though, as are the Bureau Numbers (BuNos). Both 146871/GA910 and 146886/GA906 were assigned to VFP-62 during 1962 and were flown on the mission depicted in the film by the pilots shown. For this writer the final word on the events during October and November 1962 is William B Ecker’s book Blue Moon Over Cuba. Ecker was not only there, he was the CO of VFP-62 at the time. It’s a great book.
Image via YouTube screen grab from embedded video
Stand Ins Not Quite Standing Up
Some other inconsistencies surface when one researches the timing of events. The F-8Hs playing the role of RF-8As in the film were dressed up to look like RF-8As but the grafted on flat panels for the camera bays are obvious- especially when the jets taxi in after returning from Cuba. The RF-8A also lacks the prominent nose-mounted infrared seeker head (IRST) and the ventral strakes seen on the jets in the film. The camera bay where the Photographers Mate (PH) is working isn’t very realistic and we’re not convinced about those film canisters either. So the F-8Hs did a decent if not quite believable job as RF-8As in the film. Another inconsistency is that CDR Ecker actually recovered at NAS Cecil Field in Jacksonville, hot refueled, and then flew directly to Washington to deliver the film he shot on the mission dramatized in the film- not back to Boca Chica for a cold one. He deserved to, but he didn’t.
Image via YouTube screen grab from embedded video
Giving It Away
The shooting location was given away when mountains appeared
in the distance during the takeoff. The Philippines have mountainous terrain
visible from runways. The only towering mountains near Key West are made of
Cumulus clouds! In several cases the ground equipment (yellow gear) shown in
the film is either period-inaccurate or wasn’t used at Naval Air Stations at
all. We could get into the other inconsistencies in the film (there are a few
more) but suffice it to say that VFP-62 did a great job, deserving and
receiving a Navy Unit Commendation (the first in peacetime) from President John
F Kennedy himself on 26 November 1962.
Image via NAtional Naval Aviation Museum
Trivia Alert
Ironically both of the jets flown on that 23 October 1962 mission were operational losses after being upgraded to RF-8G standard while flying with VFP-63 Eyes of the Fleet later in their service lives. 146871 entered service with VFP-62 in 1960 and later served with VFP-63, was stored at the Boneyard in 1975 and returned to service with VFP-63 before she was lost to a bad cat shot on 2 December 1976. 146886 entered service in 1961 with VFP-62 and served with both VMCJ-3 and VFP-63 before she was shot down over Vietnam near Vinh on 22 May 1968.
Image via YouTube screen grab from embedded video
The actor who played CDR William B. Ecker (pilot of 146871/GA910)
in the film is Christopher Lawford- the son of Patricia Kennedy Lawford and the
nephew of President John F “Jack” Kennedy and brother Robert “Bobby” Kennedy.
Ecker retired as a Captain and passed away on 5 November 2009.
The actor who played LT Christopher Bruce Wilhelmy III (pilot of 146886/GA906) is David O’Donnell- the grandson of Kenneth “Kenny” O’Donnell. Wilhelmy’s name is often misspelled as ‘Wilhemy’ but not in the film. Wilhelmy perished when the North American T-28B Trojan he was flying shed its wings on 17 February 1966.
There was much more to the story of the RF-8A photographic reconnaissance mission over Cuba. More than 70 sorties were flown by VFP-62 and VMCJ-2 pilots between 23 October 1962 and 13 November 1962. All 16 of the pilots who flew the Operation Blue Moon missions received the Distinguished Flying Cross.
Former VFP-62 RF-8A crusader at USS Alabama museum. image via author
NELLIS AFB, NV — The high speed passes and precision flight of the Air Force Thunderbirds begins in three weeks as they headline top air show locations across America.
The Thunderbirds kicked-off their 2020 season last weekend with a flyover of the Daytona 500 race. The six-jet team will spend the remaining weeks practicing six-days a week before traveling to their first air show.
America’s Ambassadors in Blue are scheduled to perform at 35 locations across the United States, including one stop in Canada. The team’s first public flight demonstration will take place over Del Rio, Texas, at Laughlin AFB on March 14.
The U.s. Air Force Thunderbirds prepare for the start of their 67th anniversary season. (USAF SSgt Cory Bush)
“I can feel the excitement right now,” Thunderbirds advance pilot Maj. Jason Markzon said. “We’re going to kick it up a notch, maybe ten notches, when we get to Laughlin in March.”
Last summer, the Thunderbirds selected three new demonstration pilots for the next two seasons. Maj. Trevor Aldridge will fly as the new left wing pilot, Capt. Zane Taylor will fly as the slot pilot, and Capt. Kyle Oliver has been selected as the new opposing solo pilot.
The three will join second season pilots, leader Lt. Col. John Caldwell, right wing pilot Capt. Michael Brewer, and lead solo Maj. Michelle Curran. A demonstration pilot typically serves two seasons with the Thunderbirds.
“Growing up, the Thunderbirds inspired me to become a pilot,” Capt. Taylor expressed. “I am hoping to inspire the next generation of boys and girls to do the same.” Taylor added as a youngster, he hung a Thunderbirds poster on his bedroom wall.
As the pilots practice their tight formation flights, the Thunderbirds maintainers and logistics personnel have been busy, too. The teams are working from sunrise to sunset during winter training in order to begin their 67th anniversary season on time.
The backbone of the Thunderbirds is the team’s nearly 120 enlisted airmen, each trained to handle aircraft maintenance, flight equipment, and logistics. Each enlisted Thunderbird serves three to four years with the squadron.
“Our mission is to recruit, retain and inspire,” Maj. Markzon explained. “Our job is to just go and really focus on the kids and talk to them about the opportunities that the Air Force has to offer and try to inspire the next generation.”
Air Force Thunderbirds 2020 Air Show Schedule:
Mar 14: Laughlin AFB, Del Rio, Texas – Fiesta Of Flight
Mar 21-22: Luke AFB, Arizona – Luke Days Air and Space Expo
Mar 28-29: March AFB (Calif.) Field Air and Space Expo: Thunder Over the Empire
April 4-5: Lakeland, Florida – Sun-N-Fun Fly In and Expo
April 18-19: Maxwell AFB, Alabama – Beyond the Horizon Air and Space Show
April 25-26: Columbus AFB, Mississippi – Wings Over Columbus
May 2-3: Fort Lauderdale, Florida Fort Lauderdale Air Show
May 9-10: Beale AFB, Calif. – Wings Over Recce Town, USA
May 16-17: Shaw AFB, South Carolina – Shaw Air and Space Expo
May 23-24: Miami Beach, Florida – Miami Beach Air and Sea Show
May 28: Colorado Springs, Colorado – USAFA Graduation Fly Over
June 6-7: Salinas, Calif. – California International Airshow
June 13-14: Ocean City, Maryland – OC Air Show
June 20-21: North Kingstown, Rhode Island RI ANG Open House and Airshow
June 27-28: Hill AFB, Utah – Warriors Over Wasatch Air and Space Show
July 4-5: Battle Creek, Michigan – Field of Flight Air Show and Balloon Festival
July 11-12: JB Elmendorf-Richardson, Alaska – Arctic Thunder Open House
July 18-19: Duluth, Minnisota – Duluth Air and Aviation Expo
July 22: F.E Warren AFB, Wyoming – Cheyenne Frontier Days
July 25-26: Ellsworth AFB, South Dakota – Ellsworth Air and Space Show
August 1-2: Grand Forks AFB, North Dakota Air Show
August 15-16: Chicago, Illinois – Chicago Air and Water Show
August 22-23: Avoca, PA – Wilkes-Barre/Scranton Armed Forces Airshow
August 26: Atlantic City, New Jersey – Thunder Over The Boardwalk
August 29-30: New Windsor, New York – New York Air Show
September 5-6: Gardner, Kansas – Kansas City Air Show
September 12-13: London (Ontario), Canada – Airshow London
September 19-20: Huntington Beach, Calif. – Pacific Airshow
October 3-4: Minden, Nevada – Aviation Roundup Airshow
October 10-11: Edwards AFB, Calif. – Aerospace Valley Air and Space Show
October 17-18: Fort Worth, Texas – Bell Fort Worth Alliance Air Show
October 24-25: Rome, Georgia – Wings Over North Georgia
October 31-November 1: Sanford, Fla – Central Florida Air and Space Show
November 7-8: New Orleans, Louisiana – NASJRB New Orleans Air Show
November 14-15: San Antonio, Texas – JBSA Air and Space Show
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
CAPE CANAVERAL, Fla. — NASA’s space shuttle fleet served as an orbiting workshop for thirty years — a space truck which delivered a variety of spacecraft and segments of the International Space Station into orbit.
Five space-worthy orbiters were built to allow astronauts to live and work in space. Behind the pressurized living quarters, a massive 60-foot cargo bay housed commercial and scientific satellites, or a pressurized module, which extended the volume of the crew’s work space.
Each orbiter named to honor a sailing vessel — Columbia, Challenger, Discovery, Atlantis, and Endeavour. Each was structurally built the same, however there were differences to those who knew them on an intimate basis.
Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 71Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 72Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 73Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 74Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 75Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 76Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 77Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 78Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 79Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 80Space shuttle Atlantis at the Kennedy Space Center Visitor Complex January 2020. (Images: Charles Atkeison)
Between 1981 through 2011, NASA launched 135 space shuttle missions from the Kennedy Space Center. Of those, two orbiters — Columbia and Challenger — did not return home after launch due to failures.
At the Kennedy Space Center’s Visitor Complex, one shuttle is on display following her retirement. Atlantis, a veteran of 33 space flights, rests inside a multi-level building built especially for the spacecraft.
The orbiter is on public view with her payload bay doors open and a Canadian-built 50-foot robotic arm extended out. The docking port used to dock with the International Space Station is also located inside an otherwise empty bay.
Today, former space shuttle processing employees work as docents near Atlantis to educate the public about the winged spacecraft. Jean L. Wright sewed the thermal blankets which protected the shuttle’s exterior.
Columbia and Challenger were constructed using thermal tiles to protect the shuttles from extreme heating during re-entry. Later, the introduction of thermal blankets were used on later shuttles where reentry temperatures reached up to 1,200° F.
“We made 11 classes of blankets as we didn’t use the term thickness in our world,” Wright noted as we moved around Atlantis. “They ranged from 1/4″- 2″ thick. The class was decided by what surface on the orbiter it was being bonded to.”
Jean Wright and her team stitched up the orbiter’s protective thermal blankets. (Charles Atkeison)
Wright highlighted the difference between the traditional heat absorbing tiles and the white blankets. Using a massive 30 needle sewing machine, each thermal blanket was quilted for a select area of the orbiter. It would take the machine nearly four minutes to quilt the blanket one way.
“Here at the OMS, since the frame was made of composites, we had to use our two-inch thick blankets,” Wright pointed as we gazed up at one of Atlantis’ two orbital maneuvering system pods. “NASA required that in areas made of composites, the skin of the orbiter couldn’t be exposed to temps over 250-degrees, thus thicker blankets were needed there.”
Challenger was flown with a small section of thermal blankets to test their effectiveness in 1983. They were located on her OMS pods and later added to her sides.
“After each blanket was quilted, they under went a process known as heat cleaning,” Wright continued. “They were baked in a blue pizza oven at 650-degrees for four hours. Then baked for two more hours at 850-degrees.”
[youtube id=”zsJpUCWfyPE” width=”800″ height=”454″ position=”left”] Atlantis is poised just as she was while in space with her port side tilted downward 43.21-degrees. The great tilt allowed for us to have a birdseye view of the entire open payload bay.
Brad Byron worked to configure the payload bay with its cargo and keep it free of contamination. Each orbiter was prepared for her next flight in the Orbiter Processing Facility. It was here that the hardware or payloads were installed inside the massive bay.
“It was always a challenge working in the orbiter cargo bays,” Byron began as he reflected on a job he enjoyed so much. “But when the launch was successful and the mission went as planned it was worth it.”
Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 81Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 82Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 83Upclose: Two Engineers Discuss Servicing Space Shuttle Atlantis 84Photographs of Atlantis on orbit and in the Orbiter Processing Facility during her storied career. (NASA)
One of Brad’s favorite payloads was the Hubble Space Telescope. The shuttle completed five servicing visits to upgrade the great observatory located about 420 miles above the planet.
“Hubble servicing flights always required extraordinary cleanliness beyond the already high standards we always worked to,” he added. Atlantis flew the final servicing mission in 2009.
The Spacelab was a pressurized module fitted inside the cargo bay. The reuseable module gave astronauts more room to conduct science experiments in microgravity.
“Installing a Spacelab module in the cargo bay would take maybe 6 to 8 hours if everything went according to plan,” Byron said standing only two meters from Atlantis’ bay. “Every one was always different depending on what OPF bay the orbiter was in.”
Brad noted that anything which went into the payload bay was recorded. He and his crew ensured that foreign objetcs not designed for that space flight would be seen floating out of the bay once on orbit.
“Everything that was going into the cargo bay had to be logged in – tools, chemicals, cleaning materials, flight hardware for accountability,” he added. “When we left the cargo bay everything was logged back out.”
The years of dedication in preparing the space shuttle’s for flight has transitioned over to NASA’s new Artemis Program. From the protective outer skin to spacecraft processing, today’s Artemis engineers stand proudly on the shoulder’s of the space shuttle’s engineers.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
