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WATCH: Awesome HD Footage of the Raptor Vaping and Thrust Vectoring

Bill Walton
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WATCH: Awesome HD Footage of the Raptor Vaping and Thrust Vectoring

The F-22A Raptor is an Awesome Machine, But This Video Captures its Sheer Beauty as Well

The video was shot during a demonstration of the Lockheed Martin F-22A Raptor fighter by pilot USAF Major Joshua ‘Cabo’ Gunderson at Joint Base Elmendorf-Richardson in Anchorage, Alaska during July of 2020. The footage was captured from the open door of a Sikorsky UH-60 Blackhawk helicopter hovering at approximately 3,000 feet using a Phantom Flex4K camera shooting at a blistering 1000 frames per second (FPS)! The video was uploaded to YouTube by Dustin Farrell. Enjoy!

[youtube id=”opE6u6Fj5Wo” width=”800″ height=”454″ position=”left”]

The Raptor Today

The Lockheed Martin F-22A Raptor entered service with the US Air Force in December of 2005 but did not achieve full operational capacity until two years later. F-22As equip Air Force Fighter Squadrons as well as Air Force Reserve and Air National Guard units. The 187 operational F-22As are operated by a total of 12 squadrons. The F-22A flown in the video, F-22A Block 30 Air Force Serial Number 07-4139, was delivered to the 90th Fighter Squadron (FS) Dicemen of the 3rd Operations Group of the 3rd Wing, Pacific Air Forces (PACAF) in March of 2009.

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An F-22 Raptor aircraft performs a high-speed bank at the Marine Corps Community Services-sponsored annual air show Oct. 3, 2008, at Marine Corps Air Station Miramar, San Diego. (U.S. Marine Corps photo by Lance Cpl. Dan T. Le/Released)

The Dicemen: More Than 100 Years of Distinguished Service

The 90th Fighter Squadron (FS) Dicemen is one of the oldest squadrons in the United States Air Force. The squadron was first created as the 90th Aero Squadron on 20 August 1917 at Kelly Field in San Antonio, Texas. The squadron deployed to France and fought on the Western Front during World War I as a Corps observation squadron. During World War II, the unit earned the Distinguished Unit Citation and the Presidential Unit Citation for its services in the Pacific Theater of Operations (PTO) while flying Douglas A-20 Havocs and North American B-25 Mitchell bombers as part of Fifth Air Force. The 90th Bombardment Squadron was one of the units that pioneered the use of their medium bomber aircraft as commerce-destroying strafers. During the Cold War the squadron fought in the Korean War and Vietnam War.

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U.S. Air Force Maj. Paul Lopez, F-22 Demo Team commander, performs the stiff-pitch maneuver during the Spirit of St. Louis Air Show Sept. 7-8, 2019. Founded in 2007, the F-22 Raptor Demo Team showcases the unique capabilities of the world’s premier 5th-generation fighter aircraft. (U.S. Air Force photo by 2nd Lt. Sam Eckholm)

Bonus Video

This awesome video of USAF pilot Major Joshua ‘Cabo’ Gunderson explaining the maneuvers he flies in the Raptor was uploaded to YouTube by F-22 Demo Team.

[youtube id=”bOExezovz2A” width=”800″ height=”454″ position=”left”]

The Genesis of the 90th

Aircraft flown by the 90th Fighter Squadron over their more than 100 years of existence include the Sopwith 1½ Strutter (1918), the Salmson 2A2, (1918–1919), the SPAD S.XI (1918–1919), the Breguet 14 A.2 (1918–1919), the de Havilland DH-4 (1919–1932), the Boeing GA-1 (1921–1922), the Douglas O-2 (1921–1928), the Curtiss A-3 Falcon (1928–1934), the Curtiss O-1 Falcon (1920s – early 1930s), the Thomas-Morse-Jefferies XO-6 (1920s – early 1930s), the Curtiss A-8 Shrike (1920s – early 1930s), the Curtiss A-12 Shrike (1933–1936), the Northrop A-17 Nomad (1936–1939), the Curtiss A-18 Shrike (1939–1941), the Douglas B-18 Bolo (1939–1941), the Martin B-12 (1939–1940).

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B-25J Mitchell medium bomber. image via national archives

Service Through the 20th Century and Beyond

Aircraft flown by the 90th during and after World War II include the Douglas A-20 Havoc (1941, 1943–1945), the Douglas A-24 Banshee (the Army’s Douglas SBD Dauntless, 1941, 1942), the North American B-25 Mitchell (1942–1944, 1945), the Douglas A-26/B-26 Invader (1945–1949, 1951–1956), the Consolidated B-24 Liberator (1944–1946), the Martin B-57 Canberra (1956–1964), the North American F-100 Super Sabre (1964–1969), the Cessna A-37 Dragonfly (1969–1970), the Fairchild C-123 Provider (1970–1972), the Lockheed C-130 Hercules (1970–1972), the McDonnell Douglas F-4D and F-4E Phantom II (1973–1991), the McDonnell Douglas F-15E Strike Eagle (1994–2007), and the Lockheed Martin F-22A Raptor (2007 – present).

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U.S. Air Force Maj. Josh Gunderson, F-22 Raptor Demonstration Team commander and pilot, flies a practice demo at Joint Base Langley-Eustis, Va., Dec. 6, 2019. Representing Air Combat Command, the F-22 Demo Team travels to air shows all across the world showcase the performance and capabilities of the world’s premier 5th-generation fighter. (U.S. Air Force photo by 2nd Lt. Sam Eckholm)

Breeze Airways Major Expansion to New York, New A220s to Fly to West Coast

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Breeze Airways Major Expansion to New York, New A220s to Fly to West Coast

Breeze Airways, the newish airline founded by David Neeleman (previously founder of Morris Air, Azul, and JetBlue), announced a major expansion this week.

Breeze announced new service from Westchester County, just north of New York City. The relatively small airport is convenient for commuters who live in the suburbs north of New York City. While airlines have served the airport for years, the relatively small terminal, noise and capacity restrictions have limited its potential to grow into a true reliever airport for the three primary New York City airports. Most airlines fly to destinations up and down the east coast with a focus on providing routes that allow connections to hubs that enable passengers to connect to other cities.

First major route new announcement for the Airbus A220

Breeze Airways routes
Breeze’s current route structure as of April 21,2022. Image: Breeze Airways

Breeze is taking a different approach. Beginning this quarter, Breeze will introduce the Airbus A220 to compliment their existing fleet of EMB-190 jets. They will leverage the unique capabilities of the Airbus A220-300 to provide non-stop service from Westchester County to the west coast. Breeze will offer flights to Los Angeles, San Francisco, and Las Vegas. They are also introducing service to Jacksonville, Savanah, New Orleans, Charleston, and Norfolk. Keeping with Breeze’s operational approach, not all destinations will be served daily.

The A220 offers the ability to takeoff on shorter runways, fly coast-to-coast, carry about the same amount of passengers as a Boeing 737-700 in a very modern cabin, all while sipping fuel with efficiency that rivals the larger MAX and NEO offerings by Boeing and Airbus respectively. The airport has significant noise, passenger volume, and operational restrictions. The A220’s noise profile, capacity, and range are a perfect fit for the airport.

See the new interior of the A220. Breeze has blocked embedding of the video but you can click on the link below to watch the video on YouTube.

The Seven Places You Can Still See An American MD-80 In Full Colors Today

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The Seven Places You Can Still See An American MD-80 In Full Colors Today

The world hasn’t quite been the same since 2019. So much has changed. Back then, the world was ‘a-ok’ with silver bird, American Airlines MD-80s flying passengers to destinations around the country. Once American retired the jet on September 4th, all hell seemed to break loose just a few months later: Coronavirus, masks, recession and war soon followed. The world is just starting to recover.. We’re blaming it all on American retiring the MD-80 fleet.

For those just a little nostalgic about the good ole’ days, there are still five cities around the country where you can see seven American Airlines MD-80 in full red, white, blue, and silver livery. Beginning in 2009, American donated a total of 8 jets, seven of which are still in AA colors. Here’s your list:

Four Jets in Oklahoma

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Board the MD-80 at the Tulsa Air and Space Museum. Photo: Avgeekery

Tulsa was the home of the world’s largest MD-80 maintenance facility. For almost 30 years, they maintained every American MD-80 that ever flew. American donated not one but two MD-80s to causes around the city. The first one is the most accessible. It is located at the Tulsa Air and Space Museum. With paid admission, you can board the MD-80, sit in a real first-class seat and watch an immersive video projected above you in the cabin. The jet is beautifully preserved, polished regularly, and you can tour it.

Back in 2011, American Airlines donated a MD-80 to Tulsa Tech’s aviation program. They still have the aircraft. We haven’t seen any recent photos though but the jet is located at the Riverside Campus location.

Back in 2015, American donated a MD-80 to Oklahoma State University’s engineering school to serve as a maintenance trainer. Seven years later, the jet’s American titles look a little faded but is still in pretty good shape. Public tours aren’t available but you could always say you are interested in joining the school and they will probably offer a tour!

One of the last MD-80s donated by American arrived at Metro Tech Aviation Academy at Will Rogers Airport in Oklahoma City. The center offers AMT training for high school and adults. While the school nicknamed the jet “Zelda”, we’ve heard that most still call her “Mad Dog.”

Romeoville, Illinois (90 min from Chicago)

Lewis University is home to a pretty robust technical aviation program. American Airlines donated the MD-80 (N501AA) in late 2019. The university has the distinction of maintaining the last American Airlines MD-80 that ever flew. While the jet is no longer airworthy, they keep the jet pristine and run the engines regularly. You can see the aircraft by pulling near the school’s fence located at the airport in Romeoville. Occasionally, they even offer tours of their aviation school.

Miami, Florida

American Airlines donated an MD-80 (N234AA) to the GT Baker aviation technical college back in 2010. American first flew the aircraft to Miami International. They then used a crane to hoist the MD-80 over an adjacent expressway and towed it on major streets to the school. The MD-80 is still there providing technical training to high school and college students. While you can’t get a tour of the jet, you can see the American Airlines jet (sans engines) by driving near the school.

San Juan, Puerto Rico

The Museo Del Nino Des Carolina in Puerto Rico is a children’s museum that hosts one of the two American MD-80s in the world still open to the public. The MD-80 is open for tours will an interior that offers interactive exhibits. The jet was originally donated in 2011.

San Juan is actually home to two retired American Airlines MD-80s. Besides the museum, the other one is located at a local aviation academy. Unfortunately, the aviation academy jet was repainted into a silver and blue scheme with the American Airlines markings removed.

Bonus: Former AA MD-80 jet in TWA colors in Kansas City

Tristar Experience has stored the TWA Wings of Pride MD-80 jet in Kansas city. This aircraft also flew for American for a number of years after the merger with TWA back in 2001. You can learn more about the jet in a story we did back in 2017 here.

WATCH: This Is How Those Great Fighter Fling Videos Got Launched

Bill Walton
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WATCH: This Is How Those Great Fighter Fling Videos Got Launched

Tomcat Crews Gradually Turned Fighter Squadron Videos Into a True Art Form

Fighter Fling. The mere mention of the moniker elicits fond memories for all who flew, crewed, and maintained Grumman’s Fleet Defender, the F-14 Tomcat. We’ve featured Fighter Fling videos before, particularly the very last one produced (in 2004) and the last few that were produced (between 2000 and 2004). Best-selling author and former Tomcat RIO Ward Carroll was one of the driving forces behind the production of the first Fighter Flings. Before we showcase those first few Fighter Flings, let’s watch Carroll’s take on how they got their start. The video was uploaded to YouTube by Ward Carroll.

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Fighter Fling 1989

1989 started off with VF-32 Swordsmen chalking up a Navy-2, Libya-0 score when they splashed a pair of Libyan Mikoyan-Gurevich Mig-23 Flogger fighters over the Gulf of Sidra. Flying GYPSY 202 (F-14A BuNo 159437) that day was pilot LT Hermon Cook with RIO LCDR Stephen Collins. Flying GYPSY 207 (F-14A BuNo 159610) was VF-32 squadron CO CDR Joseph Connelly along with RIO CDR Leo Enright from the Carrier Air Wing THREE (CVW-3) staff. The 1989 Fighter Fling video was uploaded to YouTube by cmtecarvalho.

[youtube id=”iYNFsrtf5qA” width=”800″ height=”454″ position=”left”]

Fighter Fling 1990

1990 began with the first F-14D model Tomcats reaching the Fleet. 1990 was also about Operation Desert Shield. But even before the 90s began, F-14 squadrons VF-191 Satan’s Kittens and VF-194 Red Lightnings were disestablished (in 1988). The 1990 version of the Fighter Fling video was uploaded to YouTube by Bydlo.

[youtube id=”Ecjqrpqz0hc” width=”800″ height=”454″ position=”left”]

Fighter Fling 1991

Well Fighter Fling 1991 should have been one of the greatest, if not THE greatest, Fighter Flings ever. After all, Tomcats had gone to war during Operation Desert Storm. But Fighter Fling 1991 never got off the ground. Because Tailhook 1991. And the first F-14Ds were delivered during 1991. Just to make the point there’s this video uploaded to YouTube by Triple Nickel.

[youtube id=”Sz5O53TdYEA” width=”800″ height=”454″ position=”left”]

For More Flings Bang NEXT PAGE Below

Breaking: US Mask Mandate Overturned in Court, Mask Now Optional?

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Breaking: US Mask Mandate Overturned in Court, Mask Now Optional?

Earlier today, US Federal Judge Kathryn K. Mizelle of Middle Florida struck down the CDC requirement to wear a mask on all public transportation. According to the order, the mandate is stuck down. In her ruling, the court stated that “the mask mandate exceeds the CDC’s (Center for Disease Control) statutory authority and violated the procedures required for agency rulemaking under the Administrative Procedural Act. Accordingly, the court vacates the Mandate and remands it to the CDC.”

So far, it does not appear that the CDC or the Biden Administration will take action on reimplementing the ban or formally appealing the decision.

Most airlines have remained silent on the issue thus far. Notably, Alaska Airlines posted this statement:

“Face masks have been like boarding passes for nearly two years — you couldn’t fly without one. But, as of today, masks are optional in airports and onboard aircraft, effective immediately.” In their statement, Alaska added:

[Note: While the Transportation Security Administration, TSA, is no longer enforcing its mask mandate, it may take time for individual airports to roll back their mask requirements. Out of an abundance of caution, we recommend guests defer to local port guidance when traveling, including wearing a mask if directed to do so. Guests must also continue to wear masks on flights both to and from Canada.]

Due to a judicial decision in our federal court system, the mask mandate has been overturned, which means our guests and employees have the option to wear a mask while traveling in the U.S. and at work. 

While we are glad this means many of us get to see your smiling faces, we understand some might have mixed feelings. Please remember to be kind to one another and that wearing a mask while traveling is still an option.”

United also posted this Instagram post at 7:55pm ET announcing that masks are optional on their flights.

Delta Air Lines also announced that they are making masks optional.

https://www.facebook.com/delta/posts/5486693728016431

Other major US airlines have yet to post. It’s difficult to see how any airline would enforce the mask mandate without this overturned ruling backing it. It’s likely that all airlines will drop the mandate this evening. We’ll keep you updated as we learn more.

Bonus: The Memes Are Lit for the Fall of the Mask Mandate

If you follow some of the airline industry meme sites, the memes are pretty funny. It’s been a long two years for flight attendants and crews who have dealt with this issue. We posted a few of the safe for work ones below:

Real Pilot Problems: My Personal Check Ride from Purgatory

Lauren Spohn
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Real Pilot Problems: My Personal Check Ride from Purgatory

This Extraordinary Real-World Tale of Woe Is Not a Work of Fiction!

Check rides can be stressful. They’re long, expensive, and nerve-racking. It’s easy to feel like all the time, energy, and money you’ve invested in your training comes down to whether you walk away from one flight with a brand-new license or the dreaded pink slip.

For most people, the suspense lasts only a few hours. But when I became a private pilot, the suspense lasted three weeks. As I experienced the check ride from purgatory, I learned a better way to think about FAA examinations. They’re not tests, so much as learning opportunities—chances to become a better pilot who is better equipped to handle turbulence of any and every kind.

Check Ride – Part 1: I’m Ready, Let’s Go!

It was Wednesday, 29 July 2021, 1300 local time at an airfield in central Texas. I’ve passed my written exam, logged the hours, tracked down my maintenance logs, and wrote the examiner’s check. I arrived at the FBO half an hour early. The examiner arrived an hour late, wearing a Hawaiian shirt and flipflops. By the time he collected the fee and reviewed the paperwork, it was 1430. I was on edge. Summer squalls were rolling in. I tried to ignore the weather outside the FBO window and focus on the exam.

 “Can an employer legally hire you instead of another applicant because you have your pilot’s license, and the other applicant doesn’t?” The examiner waited as I flipped through the FAR/AIM. I scoured the footnotes and did my best to interpret the legalese. I gave a half-right answer. I was off to a bad start.

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image via nick young

“Now say you’re taking off after a Boeing 737. How long should you wait to avoid the wake turbulence?” “Doesn’t it depend on what the wind’s doing?” I asked. He didn’t say anything. I gave an extra cautious answer. He actually snorted. “About 3 minutes,” came his reply. My safety margin had been three times that. It wasn’t exactly a strike, but definitely not a confidence boost either. The interrogation continued.

It was 1600 by the time we finished the oral exam. Outside the angry clouds had developed into a full-blown Texas summer storm. I hated to stretch the exam out another day, but I had no choice. I called for a weather-related discontinuance. The examiner put on his aviators and flip-flopped out of the FBO. See you tomorrow.

Bang NEXT PAGE Below for More of Lauren’s Impossible Check Ride!

Rime of the Ancient Mariner: Martin’s PBM Mariner Patrol Bomber

Bill Walton
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Rime of the Ancient Mariner: Martin’s PBM Mariner Patrol Bomber

Mariners Served With Distinction Around the World for More Than Twenty Years

In 1937, when the designers at Glenn L Martin Company penned the Model 162, they leveraged their experience with several previous flying boat and bomber designs. The Martin Model 130 Clipper flying boats were themselves developments of the previous Martin PM-1 and PM-2 biplane flying boats and the P3M monowing flying boat designs. The Navy thought enough of the Model 162 to award a contract to Martin on 30 June 1937 to build a single prototype of the design, which the Navy designated Experimental Patrol Bomber Martin 1 (XPBM-1).

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Martin 130 clipper. image via national archives

The Basics

The XPBM-1 design featured a very deep planing hull with shoulder-mounted upturned gull wings, an upturned rear fuselage with a twin vertical stabilizer empennage, and retractable inward-folding wing-mounted stabilizer floats. Initially powered by a pair of nacelle-mounted Wright R-2600-6 Cyclone 14-cylinder air-cooled radial engines developing 1,600 horsepower each and turning three-bladed propellers, the aircraft was considerably larger and heavier than its US Navy contemporary, the Consolidated PBY flying boat. For its initial flights, the XPBM-1 was unarmed but equipped with dummy gun turrets.

XPBM-1 Mariner
XPBM-1 Mariner in flight. Image via National Archives

Few Changes Needed

When the XPBM-1 flew for the first time on 18 February 1939, the empennage design proved to be unacceptable due to tail flutter in flight. The Martin team revised the design to give the horizontal stabilizers a pronounced dihedral (nearly matching the dihedral of the inner gull wings) without changing the attachment angle of the vertical stabilizers, resulting in their distinctive inward canted angle. Later PBM variants had small airfoils above and below the outboard horizontal stabilizers at the vertical stabilizers to improve inflight empennage stability. Other design highlights of the XPBM-1 included bomb bays located in the engine nacelles on both wings and flexible fuel tankage options for range improvement.

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PBMs in flight. image via national Naval Aviation museum (NNAM)

The PBM Gets Its Name

Even before the first flight of the XPBM-1, on 18 December 1937, the Navy ordered 20 production PBM-1s from Martin. In keeping with their custom of giving Martin aircraft monikers beginning with M, Martin dubbed their PBM the Mariner. Though initially crewed by seven, wartime PBM crews usually consisted of three pilots (a patrol plane commander [PPC], an alternate, and a navigator), two ordnance men, two radiomen, and four machinist’s mates. Creature comforts for the crews included a galley, a bunkroom with four bunks, and a head (which consisted of a can with a seat, a paper bag, and a piss tube).

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PBM interior (late war variant). image via national archives

Packing a Punch

Defensive armament for the PBM-1 variant included a single flex-mounted .50 caliber machine gun in the tail, one flex-mounted .50 mounted on each side of the rear fuselage, a single .50 in a rear dorsal turret, and a single .50 mounted in a nose turret. Payload was up to 2,000 pounds of bombs or depth charges carried in the bomb bays. Torpedo racks were often mounted on the wings between the fuselage and the nacelles. Entering service with Patrol Squadron FIVE FIVE (VP-55) 1 September 1940, many of the PBM-1 Mariners flew Neutrality Patrols over the Atlantic sea lanes until the war started in December the next year. The PBMs had wheeled beaching gear attached to their hulls to facilitate removal from the water for maintenance. An amphibious capability for the PBM was not added until after war’s end.

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PBM in flight. image via NNAM

Improving an Already Excellent Design

The next variants of the Mariner to see service were based on the PBM-3. In the fall of 1940, the US Navy ordered 379 PBM-3s. In order to build more Mariners, a new assembly plant was constructed at Middle River in Maryland. PBM-3s were powered by uprated Wright R-2600-12 Cyclones, putting out 1,700 horsepower each, engine nacelles redesigned to include engine cooling fans along with larger bomb bays, and fixed strut-mounted wing floats. Defensive armament changes included powered nose and dorsal turrets, a new powered tail turret, and revised waist gun positions. Only a few of the PBM-3s had rolled off the production line before the uprated Cyclone engines were mated with four-bladed propellers.

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PBM in flight circa 1941. image via NNAM
PBM 3S Mariner VPB 206 1945a
PBM-3S. image via NNAM

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WATCH: The Latest Top Gun: Maverick Trailer Reveals More About the Upcoming Film

Bill Walton
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WATCH: The Latest Top Gun: Maverick Trailer Reveals More About the Upcoming Film

Each New Trailer Release Has Raised As Many Questions As It Has Answered

Top Gun: Maverick has been referred to as “a love letter to aviation.” We’re all waiting for what we hope is, at best, the finest aviation film of our lifetimes, and at worst (we hope) simply good entertainment. We’ve been waiting literally for years for the movie to be released, so no matter how good Top Gun:  Maverick turns out to be the film will have more than its fair share of critics. We profiled the F-6K/P-51K Mustang Tom Cruise owns and flies in the film. We tracked down the actual jets used for the flying scenes (spoiler alert- some are flying with the Blue Angels now). We’ve hyped the previous trailers. We’ve speculated (along with everybody else who hasn’t been living under a rock for the last couple of years) about the plot, the timelines, and just about every aspect of this highly-anticipated film.

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screenshot from top gun: Maverick trailer

Will the Film Live Up to Expectations?

There’s no point in denying it- there were plenty of questionable aspects of the 1986 blockbuster, particularly in the realism department. Former Tomcat RIO and best-selling author Ward Carroll has picked apart the original film, and it’s a forgone conclusion Top Gun:  Maverick will get the same treatment from lots of folks- experts and armchair aviators alike. But we’re all hoping for a technically realistic film free of the faux pas left in the original film as edited for its theatrical release. Of course some viewer suspension of disbelief will be necessary, but hopefully not throughout the feature. It’s been reported that there were 800 hours (that’s 33+ days) of footage shot for Top Gun:  Maverick. It’s unlikely the kind of recruiting boom that Naval Aviation enjoyed after the release of the original TOP GUN in 1986 will recur, but it’s not impossible.

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screen shot from top gun: Maverick trailer

The Latest Trailer

Footage included in the latest trailer (released on 29 March 2022) includes an ever-so-brief glimpse of Bradley ‘Rooster’ Bradshaw (the son of Maverick’s late RIO Nick ‘Goose’ Bradshaw) riding in the backseat of an F-14 Tomcat doing his best to keep eyes on a Sukhoi Su-57 Felon fighter immediately after a merge. This footage seems to support the hypothesis that somehow or other, Maverick and Rooster end up flying an F-14 for a portion of the film- and absolutely have their hands full going up against the Su-57 in a Tomcat! In the trailer that footage appears at the 2:08 mark (but don’t blink- it only lasts for about a second)! The trailer was uploaded to YouTube by Paramount Pictures. Enjoy!

[youtube id=”giXco2jaZ_4″ width=”800″ height=”454″ position=”left”]

Here is a new behind the scenes trailer showing how the aerial scenes were shot and how the actors trained for the Top Gun: Maverick aerial scenes. The video was released on 18 April 2022 and uploaded to YouTube by Paramount Pictures.

[youtube id=”yM389FbhlRQ” width=”800″ height=”454″ position=”left”]

For More Gouge About Top Gun: Maverick Bang NEXT PAGE Below

US Airports Dominate 2021 Busiest Airports List

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US Airports Dominate 2021 Busiest Airports List

This year’s list of the busiest airports is out. Each year the Airports Council International (ACI) releases a list of the top 10 airports across four different categories. The results show a host of drastic shifts in rankings last year as the world grappled with the ongoing Coronavirus pandemic.

The long and short of this year’s results are that the United States dominated this year’s list. In 2020, a number of Chinese airports rose in prominence as their economy recovered quicker from the first COVID-19 wave as other areas of the world (like Europe and the United States) struggled with wave after wave of the virus. In 2021, that trend reversed as pent-up demand for leisure travel led to a faster than anticipated recovery for air travel. Major US hubs like Atlanta and DFW Airport role to 1st and 2nd place, respectively. Still, their traffic numbers are double digit percentage amounts less than 2019.

2021 Top-Ten Passenger Airports

’21 ’20 ’19 Airport2021% chg vs 2020% chg vs 2019
121ATLANTA, GA 75.7M76.4-31.5
2410DFW Airport 62.46M58.7-16.8
3816DENVER, CO 58.8M74.4-14.8
4136CHICAGO, IL 54.0M75.1-36.2
5153LOS ANGELES, CA 48.0M66.8-45.5
61834CHARLOTTE, NC 43 302 23059.2-13.4
72731ORLANDO, FL 40.35M86.7-20.3
8111GUANGZHOU, CN 40.26M-8.0-45.1
9324CHENGDU, CN 40.1M-1.5-28.2
102230LAS VEGAS, NV 39.75M78.6-23.1
Source: Airports Council international: * Total passengers enplaned and deplaned, passengers in transit counted once

Atlanta returned after briefly being dethroned by Guangzhou, China last year. The United States took 8 out the 10 top spots. Making the top 10 list for the first time include growing American Airline hub Charlotte, family vacation destination Orlando, and weekend getaway hotspot at Las Vegas, NV. The shift in the rankings clearly show that leisure travel has recovered but business travel is still lagging behind significantly as workers shift towards remote work.

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DFW Airport. Photo courtesy Grant Wickes.(FLICKR, CC 2.0)

“The ACI World passenger traffic rankings tell the story of an encouraging trend of recovery, with most of the recurrent busiest airports pre-COVID-19 back at the top,” ACI World Director General Luis Felipe de Oliveira said. “Although we are cautious that recovery could face multiple headwinds, the momentum created by reopening plans by countries could lead to an uptick in travel in the second half of 2022.”

ACI then went on to ask governments to reduce their burdensome travel requirements and restrictions to speed the movement of both passengers and cargo.

Cargo continues to grow

One trend that continues is the growth of air cargo, particularly between the US and Asian markets. This aligns with the fact that supply chain disruptions, medical needs, and delayed products have led to a significantly increased need for express shipping across the globe. Most of this cargo have originated in Asia then transited the main shipping hubs of Memphis, Anchorage, Louisville and Doha.

’21’20’19Airport2021 % change vs 2020% change vs 2019
121HONG KONG5.02M 12.54.5
212MEMPHIS TN4.48M -2.93.6
333SHANGHAI, CN3.98M 8.09.6
446ANCHORAGE, AK3.55M 12.629.5
565INCHEON, KR3.33M18.020.4
654LOUISVILLE, KY3.05M4.69.4
779TAIPEI, TW2.81M20.028.9
8813LOS ANGELES, CA2.69M20.728.7
91110TOKYO, JP2.64M31.125.7
1098DOHA, QA2.62M20.518.2
*Cargo: loaded and unloaded freight and mail in metric tonnes

ACI has a great report with additional details and categories. Be sure to check out the full report here.

Must See: Glorious Footage of Braniff at DFW

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Must See: Glorious Footage of Braniff at DFW

The original Braniff Airways was a legendary and unique airline. It embraced the bold colors of the 1960s and 1970s with their trendy “Flying Colors” livery.

Braniff wasn’t afraid to dream big either. They were the only US airline to operate the Concorde (it was a very unique temporary purchase agreement of British Airways and Air France Concordes–that’s for a future story). At Dallas Love in the 1960s, they introduced a unique tram shuttle from the parking lot to the terminal. As the DFW metroplex grew, Braniff led the charge to move to DFW airport. They were one of the founding airlines at DFW airport, taking over an entire terminal at the giant complex.

Their move to DFW wasn’t without controversy. The larger Braniff Airways unsuccessfully tried to force Southwest Airlines out of Dallas Love. Their move proved unsuccessful, paving the way for a lawsuit by Southwest and eventually forcing Braniff to settle by providing a small fleet of 727s to Southwest free of charge.

nferring a luxury flying experience in the skies. The 747 flew mainly between Hawaii and DFW primarily with later deliveries providing service to London, South America, and occasionally Frankfurt, Germany.

The footage below by Youtube used Starboard76 shows Braniff is primarily from 1974, shortly after Braniff made the move to their new hub at DFW Airport.

At its peak, Braniff flew over 110 jet aircraft, primarily consisting of Boeing 727s, 747s, and DC-8s. Braniff ceased operations in 1982. American and Delta claimed much of Braniff’s market share at DFW Airport after Braniff folded. The airline’s revival was attempted twice. Both efforts failed.

What Is That Helicopter Towing? Here’s the Answer…

Avgeekery
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What Is That Helicopter Towing? Here’s the Answer…

At first glance, it looks like the helicopter is carrying some spooky technology. Or maybe it’s a device to capture large drones, or even a getaway car. The device looks like the perfect contraption to highlight on your site if you were into large governmental conspiracies. If you have ever wondered why a helicopter might be flying with such a device attached to it, the answer may surprise you.

So seriously, what is it?

The device is called a geophysical device. Ever find the answer to something and it still makes you scratch you head and say, “huh”? Us too. So we went digging to find out a little bit more about this unique contraption. What we found was this video:

The long and short is that the helicopter makes a number of passes over a designated area. The helicopter flies about 200 feet over the ground and executes AEM observations also known as airborne electromagnetic surveys. It send signals into the ground which allows it to better understand the makeup of the subsurface to include identifying ground water. This information is used to better understand the rate of usage of ground water–both for where it is being depleted and when it is recharged after rainy season.

According to the California Department of Water Resources, the emitters from the device are safe with the only annoyance (for non-avgeeks) being the sounds of the helicopter making repeated passes over land.

Lake Central: The Intriguing Story of the Airline with a Heart

David H. Stringer
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Lake Central: The Intriguing Story of the Airline with a Heart

Roscoe Turner was not just an aviator; he was a celebrity as famous as his contemporaries Amelia Earhart and Jimmy Doolittle. His expertise was air racing. He set speed records that won for him numerous trophies, and his photo graced the cover of Time Magazine after an outstanding performance in the 11,000-mile MacRobertson Air Race of 1934.

As well known for his flashy appearance and his glamorous lifestyle as he was for his air racing, Turner’s social circle included Hollywood movie stars and other celebrities of the day. He always traveled with Gilmore, his pet lion cub, named after The Gilmore Oil Company, for which he did publicity work.  

Roscoe Turner and Gilmore. REG Davies Collection
Roscoe Turner with his pet lion cub ‘Gilmore’. The animal had its own parachute to use when traveling aboard the Gilmore Oil Company’s corporate aircraft, a Lockheed Air Express, with its master. R.E.G. DAVIES COLLECTION

Roscoe Turner retired from air racing in 1939 and founded a fixed base operation (FBO) in Indianapolis to sell and service aircraft, and to offer flying lessons. During World War II, his company was credited with producing 3,500 new fliers for the military.

AN AIRLINE IS BORN

With the war ending, Turner turned to a new venture. He applied to the Civil Aeronautics Board (CAB) – the government agency responsible for regulating America’s airline network – for a certificate to operate one of the new group of airlines to be called feeder, or local service, carriers. Specifically designed to connect small cities and towns of rural America with their big city neighbors, the feeder carriers came with the benefit of guaranteed income: subsidy provided by the government to cover losses incurred in serving small cities.

The CAB selected Roscoe Turner’s outfit over several other applicants to operate a local service airline from a hub in Indianapolis. His company was awarded two routes – one from Chicago to Louisville, and another from Grand Rapids, Michigan to Cincinnati – both serving several smaller cities enroute. The two lines intersected at Indianapolis.

Turner DC 3 N21711 Jon Proctor photo 1
TURNER AIRLINES DC-3. NAMED AFTER its founder, Roscoe Turner, the company was renamed Lake Central in 1950. JON PROCTOR COLLECTION

Feeder airlines were uncharted territory. Aside from their guaranteed subsidies, no one knew if they would make money. Banks and investment firms were wary of risking funds on the experiment. Roscoe Turner was an aviator, not a finance person, and now he needed a lot of money to get his feeder airline into the air.

Turner eventually found his investors in brothers Paul and John Weesner. Paul was president of Nationwide Air Transport Service (NATS), a non-scheduled carrier operating within a gray area of government oversight, while John was president of Nationwide Airlines, an intra-state carrier that operated totally within the State of Michigan under the jurisdiction of state authorities.

Turner’s CAB-certificated company, with its guaranteed subsidy income, looked appealing to the Weesner brothers. They had money and airplanes; Turner had the certificate.

Turner Airlines got airborne on November 12, 1949, with the Weesners holding 75% of the stock. Before the company celebrated its one-year anniversary, Roscoe Turner lost interest in operating an airline. He sold his shares to the Weesners and the name of the company was changed to Lake Central Airlines (LCA).

TURNER April 1 1950 A 1
Lake Central’s original network consisted of two routes that intersected at Indianapolis. DAVID H. STRINGER COLLECTION

The brother’s business practices came under scrutiny by the CAB. They were intermingling the assets, aircraft, and finances of their other companies with those of Lake Central and, even after the airline’s books were audited and corrected, LCA’s ledgers were found to be bleeding red ink. When it came time for the airline’s three-year review by the CAB, it was highly doubtful that Lake Central’s certificate would be renewed.

EMPLOYEES TO THE RESCUE

The CAB could have shut down Lake Central by not renewing the company’s certificate. The Weesner’s casual interlocking relationships, along with the airline’s poor financial performance, would have given the Board reason enough. But the cities being served by Lake Central deserved to keep their air service and the CAB also wanted to transfer several stations in Ohio then being served by TWA to one of the new feeder carriers.

Lake Central was granted a reprieve through December 1954. There was one condition: the Weesners had to go. Their stock was put into a trust and an entirely new Board of Directors was selected.  Now, a buyer had to be found for Lake Central.

The Story Continues… Bang NEXT Page below to read more.

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