Earlier today, JetBlue Airways submitted an all cash offer to Spirit Airlines for $3.6B, equivalent to $33 a share. According to Spirit, the offer was ‘unsolicited’. In February, Frontier Airlines offered to merge with Spirit Airlines to create the nation’s largest ultra low-cost carrier. That merger proposal was valued at around $26 a share.
Merger With Frontier Made Sense
The unsolicited proposal definitely adds questions to the merger landscape. Up until today, there was little word that the two airlines weren’t on a smooth pass towards integration.
The Frontier and Spirit merger made sense on many levels. Both airlines have received support and guidance from Indigo Partners. Both airlines exclusively operate Airbus A320-series aircraft. The two airlines have similar no-frills policies to include charging for carry-ons, food, and even water bottles. Frontier and Spirit also have a complimentary network. Spirit is a powerhouse low-cost carrier on the Eastern seaboard while Frontier’s strength is in the West. While both carriers have common destinations their route structure currently shares little overlap. Gaining approval for the merger seemed relatively simple as a straightforward merger was unlikely to result in any significant loss of service or jobs for the industry.
JetBlue Might Be a Tougher Sell
A JetBlue A320 arrives at St. Maarten. (Photo:Avgeekery)
The bid by JetBlue on the other hand is a ‘whole different animal’ (to steal from an old Frontier Airlines tag-line). A merger between Spirit and JetBlue would still result in a common fleet as a majority of JetBlue’s aircraft are Airbus A320s. The airlines though have significant east coast overlap. The style of the carriers are also vastly different. JetBlue distinguishes itself with in-seat entertainment, locally sourced snacks, and its expanding ultra-lux Mint service. It also recently added service to Europe on its new Airbus A321XLR aircraft. The potential that this acquisition could be seen as an opportunity for JetBlue to eliminate a competitor on the East Coast could be seen as a blocker to merger approval.
Despite the potentially challenges with a merger between JetBlue and Spirit, Spirit Airlines said in a filing today that, “Consistent with its fiduciary duties, the Spirit Board of Directors will work with its financial and legal advisors to evaluate JetBlue’s proposal and pursue the course of action it determines to be in the best interests of Spirit and its stockholders. The Board will conduct this evaluation in accordance with the terms of the Company’s merger agreement with Frontier and respond in due course.”
Buckle up, folks! This year’s acquisition season between airlines could be in for a dog fight.
America has a new airline, and a new means of travel to / from Alaska, East Asia and the USA’s lower 48. In January, Northern Pacific Airways unveiled the first plane in their fleet, a Boeing 757-200. They hope to launch their first flight with paying passengers by end of this year, aiming to serve several major cities and establish themselves as a serious low-cost long-haul contender in the fiercely competitive world of airline travel.
Northen Pacific will base at Ted Stevens International Airport in Anchorage, Alaska, leveraging the airport’s empty north terminal and its eight empty gates. The airline is currently working with the U.S. Dept of Transportation to secure routes connecting cities such as San Francisco, Los Angeles, Las Vegas, New York City and Orlando to cities in Japan and South Korea such as Nagoya, Osaka, Seoul, and Tokyo.
Birthing an airliner is a huge gamble even in good times. Just look at two recent failures of WOW or California Pacific Airways who both failed even with a strong economy at the time. Northern Pacific’s CEO Rob McKinney thinks that they’ll have more success. He sees it as a golden opportunity to establish something that may be too difficult or even impossible at any other time:
“In great booming aviation times, to get slots into busy airports or get gate spaces is nearly impossible, but the big airports are now welcoming us and looking for new opportunities,” says McKinney. “It takes a long lead time to launch a global airline. We see this as a time to get something established that would have been nearly impossible any other way, and we’re just optimists. We think that we can stimulate new traffic, and capture traffic that’s pent up that has not been able to go anywhere, as other airlines have scaled back.”
Northern Pacific’s CEO Rob McKinney at the unveiling of the company’s first 757-200. Photo: Mike Killian
A qualified Learjet pilot himself, McKinney is no stranger with turning failing airlines around and bringing them back to life. He was formerly the VP and Director at Hawaiian airline Pacific Wings, which tripled passenger traffic in just three years under his leadership. He then moved to Mokulele Airlines where he was COO and helped them grow from a small air tour company into a fully scheduled commuter airline.
Northern Pacific is a subsidiary of FLOAT Alaska, which also owns regional carrier Ravn Alaska, who operates Dash 8 turboprop flights across the state and is being used as a platform to launch Northern Pacific (McKinney co-founded FLOAT is also CEO of Ravn). McKinney sees Ravn as a fundamental component of Northern Pacific’s stopover model, able to take arrivals from Anchorage out to explore other regions of the state.
Photo: NoRthern Pacific Airways
Why start with 757s?
The timing, combined with the facts that used aircraft are cheaper than new and 757s are readily available, is why Northern Pacific is starting with older 757s. “We look at the 757 as not Mr Right, but Mr Right Now,” says McKinney. “We can acquire them sooner rather than later. And for us, we really think the timing is the play for this opportunity to maximize the post-COVID world. The 757 is not only readily available but they can make the stage length too.”
McKinney’s vision follows the proven model of Icelandair, which flies 757 routes offering low-fare flights between North America and Europe, with the option for stopovers in Iceland. Northern Pacific is banking on the theory that if a one-stop service can work for them, it can work for Northern Pacific between America and Asia as well.
Photo: Mike Killian
“We want to create a hub in Anchorage to replicate what Icelandair has done successfully in Keflavik. Anchorage is the geographic midpoint on a Great Circle routing between Asia and North America. If you take any trans-pacific flight from almost anywhere in Asia to almost anywhere in the continental U.S., you fly right over Anchorage, so by us just doing a quick stop in Anchorage we’re really not taking anybody out of their way, and actually able to offer a more affordable price and a nicer experience.”
They also believe that going through customs and immigration via Anchorage will be easier than other airports such as SFO and LAX, which can see passengers waiting in very long lines for several hours after they’ve already flown a 12+ hour flight.
Their business plan is also modeled after the success of air cargo service at Ted Stevens International, which has become the world’s fourth busiest for cargo, typically serving as a refueling and crew change stop for jumbos flying between Asia and America’s lower 48. McKinney wants to replicate that model, but with passengers instead.
Photo: Mike Killian
Their first 757-200 (tail number N627NP) in powered by twin Rolls-Royce 36-600 RB211 turbo engines, has a maximum range of 4,400 miles and first served with USAir starting in 1995 (which later became US Airways and eventually merged with American Airlines). It remained in service until American retired its fleet of 757s in early 2020, flying as N630AU and N206UW during its prior career. AerSalethen put it in storage in Roswell, New Mexico, until Northern Pacific purchased it in 2021.
The company has already secured nine 757s, but hopes to acquire three more in time for launch. Some will be former American Airlines, others will be former United, and each will hold roughly 180 seats, featuring a three-class configuration for first / business class, premium economy and economy class passengers. McKinney also says flights will provide fast wifi and state of the art wireless in-flight entertainment (the seats on display did not have seat-back IFE), and they intends to keep the Intelsat 2Ku inflight connectivity technology already installed on the aircraft to offer both captive content and streaming services.
Photo: Mike Killian
Internet will be offered as a paid option, though Northern Pacific is weighing the idea of free access for the premium cabin. Every seat will have power too, as passengers always have their own devices such as smartphones and laptops to use, especially on such long trips. Service in the premium class of travel “will be fairly minimal with amenities and food and possibly enhanced internet but not lie-flat seats, touch screens or any of those types of things,” says McKinney.
Overall, the company is aiming for fares 15-20% cheaper than current prices at competing nonstop routes.
A cryptocurrency frequent flyer program
Northern Pacific will also support what they’re calling a “cutting edge” loyalty program that will be backed by cryptocurrency instead of traditional air miles, using Ravn’s cryptocurrency-based loyalty program, FlyCoin, and assumingits interline agreements.
Photo: Mike Killian
“We believe that’s one of the things that’s going to set us apart, because instead of a point or a mile you’re going to get cryptocurrency that will never decrease in value, it might actually increase in value, and its tradeable into other cryptos or back into fiat money,” says McKinney. “Eventually we think all the other airlines will have to adopt it because that will be the expectation.” Northern Pacific is also hoping to strike an agreement that will allow merchants at their home base in Anchorage to accept FlyCoin as a form of payment.
A unique livery
The plane’s livery, designed by Edmond Huot, pays tribute to the company’s roots in Alaska. The theme behind the design is “We Are All Navigators”, and tying that to the journey and path everyone will take through Alaska. Colors and patterns represent snow, mountains and wind, with sharp turquoise winglets representing the Northern Lights. A spiral design on the tail represents airflow and softness, while two white lines on each engine symbolize the wings of a bird and ascension. A subtle but giant “N” is painted on the fuselage, and there is a tiny “N” atop the tip of the tail painted same as the winglets. A bandit mask also outlines the cockpit windows, which was done to modernize the old plane and compliment the bottom of the fuselage and engines.
Photo: Mike Killian
The 757 may be a perfect fit for the company as they start out and grow, but it’s a 25+ year old airframe and unscalable in the bigger picture. Northern Pacific believes they can get to twenty 757 airframes before having to scale up, and they are already in talks with Airbus and Boeing to see what the next version of Northern Pacific will be. There’s only two that really fit the bill until they start scaling up into wide bodies, and that’s either the 737 MAX 9 or 10, or the Airbus A321XLR.
Lofty goals set for an airline that still has to fly its first revenue flight
Ultimately, he hopes to see Northern Pacific operating a fleet of 50 aircraft within the next 5-7 years, generating around 450 jobs in the short term (300 in Anchorage) and boosting tourism across the state, with Ravn as a major player in their model ferrying arrivals from Anchorage to other Alaskan destinations and helping Northern Pacific become a conduit for an influx of new visitors to the state, not just a transport between America and Asia. They want passengers to stopover and see more (and spend more money) exploring Alaska.
Livery on the tail. Photo: Mike Killian
“The numbers are there of how many travelers, and that’s not giving any credit towards spurring new traffic,” says McKinney. “I just believe that if we do the right things with the right machine that it will be a success. We want to encourage people to spend a day or two here and go salmon fishing, or go ride a sled dog on a glacier, or just all kinds of things you can only do here in Alaska.”
Northern Pacific hopes to make Alaska a prime stopover destination
Iceland is now a year-round tourism destination instead of a seasonal one thanks to Icelandair and their relationships with tourism organizations and stakeholders. Northern Pacific hopes to do the same in Alaska, and will even offer packages encouraging customers spend a few days exploring the state, before departing to their final destination. But tourism there in winter has grown slowly over the last decade; it’s still mainly a summer tourist destination, so Northern Pacific will surely need help from Alaska to market and get more travelers visiting during their dark, cold and sometimes brutal winters. Talks are ongoing between the company and various hotels, tour operators and activity providers across the state to leverage the stopover market Northern Pacific hopes to create.
The company also intends to use an Icelandair subsidiary, Loftleidir, to operate three 757s for its initial Asia service, and they are not going head-to-head with larger competitors in the North Pacific like Delta and United, but instead hope to attract younger budget-minded travelers seeking a bargain price.
Photo: Mike Killian
“If we can’t do it, then nobody can,” says Josh Jones, the company’s largest investor and chairman who is a serial entrepreneur from Los Angeles. “And that’s obviously an option, nobody can.”
One of many hurdles Northern Pacific will face is the fact that Alaska tourism has not really been marketed in Asia. Around 60% of visitors to Alaska pre-pandemic were via cruise ships, and Germany and the United Kingdom have been the state’s largest sources of foreign tourists. Strict Covid controls currently in place across Asia will also be an obstacle, and while air travel is gradually rebounding now, trans-Pacific travel has been the slowest region to recover.
Additionally, Chinese carriers are itching to lure budget-minded travelers with cheap one-stop connections, while other startups such as Seoul-based Air Premia are offering nonstop flights to Los Angeles flying Boeing 787-9 widebodies and offering fares 20% cheaper than full-service Korean carriers.
Photo: Mike Killian
On the other hand, there’s not much direct service to Alaska from Asia, or from non-hubs in the lower 48 for that matter, so the old belief that “if you build it they will come” could very well work in Northern Pacific’s favor.
“I’ve pushed the string uphill a lot of times in my career, and most of the time it has worked out,” adds McKinney. “This is the big swing for the fences that will really bring a positive service to people that can get them across the Pacific. We really believe that we are on the forefront of what will make air travel at least less painful, if not fun and something people are excited about.”
We look forward to the jokes every year around this time. Airlines and airports posting funnies. Some so subtle, you might not even suspect its a prank. But then it later hits you and you think, “that can’t be right!” Those are our favorites.
This year though, with war, sickness, and inflation, the day feels a little dimmer than usual. Airlines and aviation accounts seemed to pick up on that mood. Major airlines like Delta, United, and American Airlines all seemed to sleep in today.
Southwest Airlines didn’t go all out but they didn’t pull any punches either. They did make a snarky post, highlighting the fact that they don’t charge bag fees for the first two bags (under 50 pounds, of course).
Even though most airlines were pretty lame this year, one airline did post a funny. Frontier Airlines–who is merging with Sprit Airlines later this year and that IS funny–posted that their famous animal tails will be supplemented by dinosaur photos. We’ll see how many dinosaur pics they receive.
Other Aviation accounts
Reflecting the mood this year, neither Airbus or Boeing took part in the day. One airport did though. DFW Airport posted that they finally made it up to Fort Worth and improved the name of the airport. It’s now known as FWD…chortle!
After nearly five decades, we've decided to give Fort Worth it's well-deserved top billing! Starting today, you can call us 𝐅𝐨𝐫𝐭 𝐖𝐨𝐫𝐭𝐡 𝐃𝐚𝐥𝐥𝐚𝐬 𝐈𝐧𝐭𝐞𝐫𝐧𝐚𝐭𝐢𝐨𝐧𝐚𝐥 𝐀𝐢𝐫𝐩𝐨𝐫𝐭, or 𝐅𝐖𝐃.
The Douglas A-1 Skyraider (AKA Spad) played an important part in the Vietnam War. Its ability to carry an immense amount and variety of weapons and loiter over the battlefield for extended periods of time made it a powerful weapon. Spads provided close air support to ground forces, attacked enemy supply lines, and, as depicted in the video, protected helicopters rescuing airmen downed in enemy territory.
USAF A-1E image via national archives
Skyraiders Head to Southeast Asia
In the early 1960s, the United States provided South Vietnam with increased military assistance and training to resist communist forces, and the United States provided A-1H Skyraiders to the South Vietnamese Air Force (VNAF). In 1961, US Air Force instructors started training VNAF pilots at Bien Hoa Air Base with Skyraiders in VNAF markings and their tail hooks removed. Gradually, the USAF instructors started flying combat missions with the VNAF pilots over South Vietnam.
A1/A-1E/pho 115
K 19547 – An A-1E Skyraider escorts an HH-3C rescue helicopter as it goes to pick up a downed pilot in Vietnam. 1966
[“Carolyns Folly”, A-1E, 1st Air Commando Squadron]
Credit Photo to the National Museum of the USAF
The Air Force Spad
The first US Air Force Skyraiders, two-seat A-1Es, arrived at Bien Hoa Air Base in May 1964. They were assigned to the 1st Air Commando Squadron (later the 1st SOS), which operated under the call sign Hobo. Other USAF squadrons flew Skyraiders from bases in South Vietnam and Thailand under the call signs Spad, Firefly and Zorro. Wherever they went, the Skyraiders provided critical close air support to ground forces and other operations, such as defoliant spraying or supporting the insertion and extraction of special operations teams inside enemy-held territory along the Ho Chi Minh Trail.
Douglas A-1E with wings folded at McClellan Air Force Base, Calif., on Feb. 15, 1968. (U.S. Air Force photo)
Medal of Honor Machine
Spad pilots were a courageous bunch. On 10 March 1966 A-1E pilot USAF Major Bernard F. Fisher flew a mission for which he was awarded the Medal of Honor for rescuing downed Major Dafford Wayne “Jump” Myers at A Shau Special Forces Camp. On 1 September 1968 USAF Colonel William Atkinson Jones, III (callsign Sandy One) piloted an A-1H on a Sandy mission for which he was awarded the Medal of Honor. In that mission, despite damage to his aircraft and suffering serious burns, he returned to his base and reported the position of a downed American airman.
Enjoy This Collection of Highly Entertaining Air New Zealand Safety Videos
Over the years Air New Zealand has entertained their passengers with funny and timely cabin safety videos. We’ve gathered some of the best examples for you to enjoy. You’ll see lots of recognizable characters, a Kiwi national institution or two, and much more. All were uploaded to YouTube by Air New Zealand.
The Groundbreaking Douglas DC-5 Machine That Suffered From Bad Luck and Worse Timing
This is the story of the DC-5, the least popular Douglas aircraft ever built. In 1938, most companies in the United States were still trying to claw their way out of the Great Depression, but the Douglas Aircraft Company was flying high. Two years prior, the first Douglas DC-3 had entered commercial service and the type became an immediate hit.
Douglas was turning out winners
Often described as the first airliner that could make money flying just passengers, without the additional revenue generated by transporting air mail and cargo, the order book for DC-3s was being filled by requests from airlines the world over. More than 10,000 examples would be produced – in both civilian and military variants – before production ceased in 1946.
The DC-3 was an outgrowth of the DC-1 and DC-2. The single DC-1 built served as prototype for the improved production-line model, the 14-passenger DC-2. The DC-2 design was then enlarged and improved into an airliner that could transport 21 passengers in state-of-the-art comfort. That aircraft was the DC-3.
While dozens of DC-3s were being assembled at the manufacturer’s Santa Monica, California, facility, Douglas designers and engineers were busy creating the next models to join the DC (Douglas Commercial) line of aircraft.
The company’s 1938 Annual Report gave an update on the progress of the single DC-4 that had been built, which had made its first successful flight on June 7 of that year. This aircraft, which boasted four engines, a triple-tail, and a pressurized cabin, would be designated the DC-4E (Experimental) and did not resemble the single-tail, unpressurized production model DC-4 (and military variant, the C-54) which would eventually occupy the Santa Monica assembly line.
Like the DC-3, the DC-4 was a very successful design and hundreds of DC-4s and C-54s would be built during the early 1940s.
A NEW HIGH-WINGED DC-5 EMERGES
Also in the 1938 publication was a description of the next type in line, the DC-5. The Douglas Annual Report described it as a high-performance, high-wing, twin-engine monoplane capable of operation from smaller airports. The prototype was test flown in February 1939, and it demonstrated excellent performance.
THE DC-4E AND A DC-5 GRACE THE COVER OF DOUGLAS AIRCRAFT COMPANY’s 1938 ANNUAL REPORT. IMAGE COURTESY OF BOEING CO.
Though the DC-5 was designed to carry 16 passengers in three compartments, capacity could be adjusted to accommodate 14, 18, or 22 seats.
A Douglas Aircraft sales booklet explained that, because the wing was above the fuselage, “large oval windows are especially designed to provide wide, unobstructed vision from either side of the cabin [and] as propellers are located much farther from the fuselage than has been standard practice, a marked reduction in sound and vibration levels should be noted.”
DC-5 Had Unique Capabilities
The DC-5 offered short-airfield capability. It could take off in less than 1,000 feet with 16 passengers and a crew of four aboard – 1,500 feet if a 50-foot-high obstacle had to be cleared – no matter which set of approved Wright or Pratt & Whitney engines were installed.
The airliner sported a tricycle landing gear arrangement, which permitted the craft to sit level and low to the ground allowing for easy passenger boarding and deplaning, and baggage and cargo handling. Because of its high-wing, low-to-the-ground design, refueling was uncomplicated and the engines were easily accessible for maintenance when the aircraft was parked.
THE STORY OF THE DOUGLAS DC-5 25DOUGLAS DC-5 SALES BOOKLET. DAVID H. STRINGER COLLECTION
Douglas also employed the high-wing concept in the creation of its military DB-7 (A-20 Havoc) aircraft. Production of the DB-7s began at the company’s El Segundo factory in Southern California, the same place where DC-5s would be manufactured.
Orders began to trickle in: Pennsylvania Central Airlines (PCA – later renamed Capital Airlines) ordered six; KLM requested four; SCADTA of Colombia wanted two; and the original British Airways, which was in the process of merging with Imperial Airways to form BOAC, expressed interest in acquiring nine examples in August 1939.
In addition to civilian orders, seven were requested by the military: three for the U.S. Navy (designated R3D-1s) and four for the Marine Corps (R3D-2s).
TRICYCLE LANDING GEAR ALLOWED EASY ACCESS FOR MAINTENANCE CREW BECAUSE THE FUSELAGE RESTED LOW TO THE GROUND. DOUGLAS AIRCRAFT PHOTO VIA TOM LIVESEY
WAR BREAKS OUT IN EUROPE
The market for the DC-5 was shaky to begin with. It was designed specifically for “the short haul operator serving a low revenue territory”, a market that would not truly develop until 1945 when the Civil Aeronautics Board (CAB) began certificating local service (or “feeder”) airlines.
Just as the DC-5 was ready to make its debut, war broke out in Europe. The British government decided to spend money on military aircraft instead of DC-5s for British Airways. SCADTA in Colombia, which had been a creation of that nation’s German expatriate community, was forced to change ownership and merge with a competitor, forming AVIANCA. The DC-5 order was cancelled.
And in the United States, PCA’s management decided that their airline, too, could forgo the new Douglas airliner. That left only KLM’s order for four examples on the books along with the military variants. With the loss of several DC-5 orders, the decision was made to commit the El Segundo plant solely to the manufacture of military aircraft.
In all, only 12 DC-5s were built: the prototype plus four for KLM and seven for the Navy and the Marines.
The prototype aircraft found an unusual buyer. William (Bill) Boeing, founder of the Boeing Airplane Company, purchased the first DC-5 to use as his personal aircraft and christened it Rover.
WILLIAM (BILL) BOEING (2nd from left NEXT TO HIS WIFE BERTHA) ACCEPTS THE PROTOTYPE DC-5 FOR USE AS HIS PERSONAL AIRCRAFT ON APRIL 12, 1940. BOEING Co. PHOTO
IN SERVICE WITH KLM
KLM requested that three of its DC-5s be outfitted with 22 seats and one with 18. All four were intended for use on short-haul routes from Amsterdam but, with war engulfing Europe, KLM’s management redirected the DC-5s to its colonial divisions.
Two – PJ-AIW (christened Wakago, meaning Wild Goose) and PJ-AIZ (Zonvogel, or Sun Bird) – were delivered to Curacao, base of the Dutch West Indies division. The other two – PK-ADA and PK-ADB – were shipped to Batavia (modern day Jakarta, on the island of Java), headquarters of KNILM, the airline that was KLM’s subsidiary in the Dutch East Indies (Indonesia).
KLM ADVERTISEMENT FEATURING A DC-5 IN THE MAY 11, 1940 ISSUE OF AVIATION MAGAZINE. CHRIS BIDLACK COLLECTIONPJ-AIW, CHRISTENED WAKAGO (WILD GOOSE) WAS DELIVERED TO KLM’s WEST INDIES DIVISION. DOUGLAS AIRCRAFT PHOTO VIA BOEING CO.
After serving for a year in the Caribbean, the DC-5s based in Curacao were flown to the Douglas factory in Southern California to be dismantled and shipped to Batavia, where they would join the other two DC-5s serving with KNILM. PJ-AIW became PK-ADC, while PJ-AIZ (Zonvogel) was reregistered PK-ADD.
Now KNILM possessed all four commercial DC-5s in existence. All went relatively smoothly until the Japanese forces invaded Java. PK-ADA was damaged and captured by the Japanese, who repaired it, then flew it to Japan where it served the military for training purposes.
Filled with refugees, PK-ADB, -ADC, and -ADD evacuated to Australia that month (February 1942) under the command of KNILM crews.
AND THEN THERE WAS ONE
Wartime control of the three airliners was quickly taken from their Dutch operator and placed under the supervision of the Allied Directorate of Air Transport (ADAT). Under ADAT, Australia’s commercial airlines performed wartime duty by flying transport aircraft that had been requisitioned by the military. The DC-5s were given new call signs in Australia: they became VH-CXA, -CXB, and -CXC.
On August 17, 1942, VH-CXA was destroyed by fire at Port Moresby, New Guinea, after being struck during a Japanese air raid.
Then, on November 6, 1942, VH-CXB took off from Charleville, Queensland, enroute to Brisbane. The aircraft made a forced landing on a strip east of Charleville after losing an engine. All on board survived but the aircraft was written off and used as a source for spare parts.
The only DC-5 Left
That left one airworthy commercial DC-5 still in existence: VH-CXC, the former Sun Bird (Zonvogel), which had once plied the Caribbean skies.
In 1944, the sole remaining DC-5 airliner was released to Australian National Airways (ANA) for use on regular commercial services from Melbourne to Adelaide and Sydney, and to Hobart and Launceston on the island of Tasmania.
In July 1946, the Australian carrier retired the one remaining commercial DC-5 from service. All of the surviving military examples had been scrapped at the end of World War Two. But that was not the end of the story.
COLORIZED PHOTO OF AN R3D-2, MARINE CORPS VARIANT OF THE DC-5. IMAGE FROM THE JON PROCTOR COLLECTION VIA TOM LIVESEY.
In June 1947, two gentlemen, Gregory R. Board and Gregory Hanlon, founded New Holland Airways to offer “luxury charter flights to all parts of the world”. The luxury flights consisted mainly of transporting Italian and Greek immigrants from southern Europe to Australia. The nation was sponsoring a postwar immigration drive, beckoning citizens of foreign countries to relocate to Australia. The government’s catchphrase for the drive was “populate or perish”.
In January 1948, New Holland Airways purchased the retired DC-5 from ANA and christened it Bali Clipper. The DC-5 made two round-trips to Athens, Greece to collect emigrees in March and April 1948. Then, in May 1948, the last remaining DC-5 departed Sydney for Rome on its final trip for New Holland Airways.
DC-5 No longer airworthy
Details are sketchy, but Mr. Board contacted the Australian Department of Civil Aviation (DCA) from Italy to inform them that the DC-5 was no longer airworthy. That wasn’t true. Apparently, on May 28 – in a deal consummated in a hotel room in Catania, Sicily – Mr. Board sold the DC-5 to an American named Martin A. Rybakoff. The DC-5 was purchased in the name of Service Airways, an outfit that was secretly acquiring aircraft for the then-forming State of Israel’s fledgling air force.
The aircraft served in Israel, where it was damaged in a hard landing at Ramat David Airbase in October 1948. That ended its flying career. The aircraft was moved to Lod Airport (today’s Ben Gurion Airport) for use in ground-training exercises. Eventually, the DC-5’s final resting place was a children’s playground.
WHY WAS THE DC-5 PROJECT A FAILURE?
Douglas Aircraft Company’s timing for introduction of the DC-5 could not have been worse. The world would be engulfed in war in the years immediately following the aircraft’s introduction.
After the war, there were so many war-surplus C-47s (DC-3s) available at low prices that a new DC-5 would have been too expensive for most of the fledgling feeder carriers. Lockheed’s model 75 Saturn, a postwar product that closely resembled the DC-5, failed to sell for just that reason. Had the war not transpired, the fate of the DC-5 – and the Lockheed Saturn – may have been a lot different.
The basic design of the DC-5, which was revolutionary at the time, would finally find success in the late 1950s in the form of the Fokker Friendship and its American counterpart, the Fairchild F-27. Introduced in 1958, the F-27 sported a high wing with a low-slung fuselage. But the Fairchild and Fokker types could accommodate 36 – 40 passengers instead of just 16 – 22.
The DC-5 was the only airliner in the DC series that did not prove successful. And only one airline in the world can claim to have operated a version of each Douglas Commercial (DC) model from the DC-2 through the DC-10: KLM Royal Dutch Airlines.
DC-5 IN FLIGHT. DOUGLAS AIRCRAFT PHOTO FROM THE JON PROCTOR COLLECTION VIA TOM LIVESEY.
Learning how to fly is exhilarating but it is also serious business. As a student pilot, you first learn the basics of aircraft control in the plane, typically a Cessna 152 or Cessna 172. Once you master the basics of flight, instructors then add in emergency procedures. The goal is to get a student confident enough to solo a plane by themself and have enough confidence and skills to handle any of the common emergencies.
Our friends at VASA Aviation found another ATC gem that is worthy of sharing and learning from. In the audio, a team of 3 pilots, a mechanic, and NORCAL approach all worked together to assist a student pilot in a pickle. He was flying his rented Cessna 152 when the throttle stopped responding to movements. While this is a situation somewhat preferable to losing your engine in flight, it is still dangerous. Even in a light, single engine trainer like a Cessna the situation can quickly turn dangerous for an inexperienced pilot. With a stuck throttle, your primary options are to climb to maintain airspeed, accelerate, or shut off the fuel to the engine and glide to a landing.
In this case, the pilot was well trained even for an unusual situation like a stuck throttle. You can clearly hear his demeanor as calm and confident. He reached out on the CTAF at Watsonville Airport to state his problem. In the beginning of the video, the student pilot was about 3 miles away from the field at 4,000 feet. A CFI who heard his radio call reached out to him on the emergency 121.5 frequency to offer assistance and provide advice. A mechanic on the radio offered to drive to his flight school to connect him to an instructor from the school.
At this point, NORCAL approach overhead the conversation that was taking place on guard. A pilot in the area relayed an update on the situation to the controller. The controller then offered to coordinate emergency vehicles at the airport for the stricken Cessna. By this time the pilot had climbed to 6,700 feet!
Towards the end of the video, you can hear the student pilot link up with an instructor pilot from the flight school. The instructor recommended controlling the power by adjusting the mixture. The student pilot tried it out and was able to control his power via the mixture. The video didn’t capture any additional CTAF communications but the student did land safely.
The trite phase “teamwork makes the dream work” is definitely applicable in this situation. It’s a case of many aviation professionals working together to ensure a fresh aviation landed safely. Well done!
PENSACOLA, Fla. — The U.S. Navy Blue Angels have kicked off their winter training season in southern California eager to sharpen their flying skills during an exhausting ten week period.
The squadron of F/A-18 E/F Super Hornets and a C-130J Super Hercules departed their home base at NAS Pensacola January 3 on a cross country flight. Their training base at NAF El Centro is located near the desert town of the same name.
Of the squadron’s six pilots, three have never flown a Blue Angels demonstration. Their time in the Imperial Valley will provide the pilots and support crews the time necessary to train prior to their first show.
The C-130J Super Hercules ‘Fat Albert’ sits parked on the apron at Naval Air Facility El Centro. (U.S. Navy)
“We’ve been training in Imperial Valley for over 50 years, and this is where the Blue Angles cut their teeth and where the show is made,” Blue Angels lead pilot Cmdr. Brian Kesselring said.
Pilots, Support Personnel Prepare for 76th Anniversary Season
Most of Blue Angels pilots, maintainers, and logistics personnel from last year are returning in 2022. For a few, this season will mark their third year with the historic flight demonstration squadron.
Navy Capt. Kesselring returns as Boss and Angel 1 for a third season. Pilots Lt. Christopher Kapuschansky, Lt. Scott Goossens, and Maj. Frank Zastoupil will fly as the diamond team. The twin solo pilots this season include Lcdr Cary Rickoff and Lcdr Julius Bratton.
During six straight days each week, the pilots will fly three times a day for ten weeks. They will practice each maneuver — both in the air and during their morning brief.
It will be the job of Maj. Zastoupil to study the formation during flight training. He alone will critique how the new pilots Lt. Kapuschansky and Lt. Goossens are handling the training.
Using daily cockpit and ground video, Zastoupil will show the pilots how they can improve upon each maneuver. These closed door briefs are designed to give the diamond formation a tight precision formation of nearly 18-inches wing tip to canopy.
On the ground, the Blues’ newest advance pilot and show narrator is preparing for the season. Lt. Griffin Stangel is memorizing his loud speaker narration he will provide during each air show visit.
The team’s first air show performance will come at the conclusion of their winter training. NAF El Centro will host an afternoon performance and the first true public demonstration on March 12.
“For a team that spends over 300 days travelling, this is like home because we spend more consecutive days in the Imperial Valley then anywhere else,” Capt. Kesselring explained. “The Imperial Valley and NAF El Centro has a special place in our hearts, and we appreciate the support we receive year in and year out.”
NAF El Centro supports combat training and readiness, including air operations support to operational fleet and training squadrons such as the Blue Angels. (U.S. Navy)
Their training does not stop once they leave El Centro. The Blues normally conduct training flights over NAS Pensacola on Tuesday’s and Wednesday’s before departing to their show site on Thursday.
After packing up their gear and loading their hulking C-130J, the team is scheduled to return home to Pensacola a few days later. The Blue Angels will close out March with weekend visits to New Orleans and Tampa.
In all, the squadron will perform at 31 locations across the United States between March and November. The spirit of their 76th season will include visits to Michigan, Hawai’i, and Atlanta.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
The SLUF Still Had That New Jet Smell When They Made This Familiarization Film
When the Ling Temco Vought A-7A Corsair II deployed to WestPac with VA-147 Argonauts as part of Carrier Air Wing TWO (CVW-2) aboard the USS Ranger (CVA-61) in late 1967, fleet replacement training squadrons like VA-122 Flying Eagles (and later VA-125 Rough Raiders) were already in the business of training and qualifying Corsair II pilots in the intricacies of flying the Short Little Ugly “Fellow” (SLUF) around the boat. Vought had plenty of history building great Naval aircraft. The film “A-7 Familiarization” was produced by the Navy to help ensure Naval Aviators had their A-7A Corsair II procedures on lock. The film was uploaded to YouTube by Periscope Film.
The footage for the film as all shot aboard the Essex-class aircraft carrier USS Oriskany (CVA-34). The VA-122 and VA-125 jets appearing in the film all have histories. For instance, A-7A 153189 started off with VA-125. She went to VA-153 Blue Tail Flies in 1970 and then went to Vietnam. On 1 November 1971 3189’s nose gear collapsed during launch from USS Oriskany (CVA-34) and the jet ditched in the Gulf of Tonkin in front of the carrier. The pilot, CDR Thomas Frank, did not survive the mishap.
image via nnam
The Longest Serving Jet Appearing in the Film?
A-7B 154400 went to VA-122 in 1969. From there 4400 went to VA-125 in 1973 and then to VA-153 in 1977. On 10 March 1977 the jet was heavily damaged in a mishap aboard the Midway-class aircraft carrier USS Franklin D Roosevelt (CVA-42). After repairs were made 4400 continued her career with VA-153 until 1983.
image via nnam
Portuguese SLUF
A-7A 153227 initially went to VA-125. Between 1967 and 1969 the jet was assigned to VA-147 and went to Vietnam. The aircraft returned and went to the Naval Air Training Center in 1977. In 1978 3227 went to the boneyard for a spell before being sold to the Portuguese Air Force. After refurbishment to A-7P specifications the jet joined the Força Aérea Portuguesa’s 302 Esquadra in 1984. On 9 March 1989 the jet was ditched at sea off Peniche after a birdstrike.
A-7P image via NNAM
More Portuguese Duty
A-7A 154349 went to VA-125 in 1969. Between 1975 and 1978 the jet served with VA-303 Golden Hawks. 4349 went to the boneyard in January of 1978. 78: In August of 1983 the jet was sold to Portugal and went into service with the Força Aérea Portuguesa’s 302 Esquadra as an A-7P in 1984. On 27 March 1987 the jet was lost in a mishap near Perto de Boticas.
A-7B 154394 went to VA-122 in 1969 and was reassigned to VA-125 in 1970. On 8 March 1970 4394 was written off.
image via nnam
The Final Tally
A-7A 154357 went to VA-125 in 1969. Between 1969 and 1970 the jet served with VA-97 Warhawks. On 2 October 1970 the jet was struck off charge.
A-7B 154393 went to VA-122 in 1969. The jet was then assigned to VA-93 Blue Blazers for their first Vietnam deployment in 1971. On 7 September 1972 4393 crashed into the sea off Hon Nieu Island/Vihn, North Vietnam due to battle damage. The pilot did not survive the mishap.
image via nnam
SLUFs Served For More Than 40 Years!
Sea stories about the SLUF are many and varied– they served in every firefight between Vietnam and the Gulf War. The last Navy A-7s were retired by the last fleet operational squadrons (VA-46 and VA-72) in May 1991 shortly after their return from Operation Desert Storm. Corsair IIs were also operated by Greece as the A-7H and TA-7H (retired in 2014), Portugal as the A-7P and TA-7P (retired in 1999), and Thailand (retired in 2007) The Corsair II served for more than 40 years. The Luftwaffe looked at purchasing the A-7D, as did Switzerland (with enough interest to have the designation A-7G dedicated to potential Swiss SLUFs).
The USS Leyte’s Only Combat Deployment Was Memorable for a Variety of Compelling Reasons
When the Essex-class aircraft carrier USS Leyte (CV-32) sailed for the Western Pacific in 1950, Carrier Air Group THREE (CVG-3) was her embarked air wing. The Leyte was destined to spend the fall of 1950 off the coast of South Korea, launching airstrikes against North Korean and Chinese targets as ordered by Commander, Task Force 77 and the Allied leadership in the region. This great video of the CVG-3 operating from the Leyte was uploaded to YouTube by airailimages.
The Leyte arrived at Sasebo in Japan on 8 October and wasted no time before getting into action. From 9 October until 19 January 1951 the Leyte was at sea for 92 days- many of them while hampered by the atrocious weather in the region at that time of the year. Despite the weather CVG-3 logged over 11,000 hours during 3,933 sorties flown against enemy forces while inflicting massive damage upon enemy positions, supplies, transportation, and communications. The first African-American Naval Aviator, Ensign Jesse LeRoy Brown, was killed in action while defending Marines embroiled in the fight at the Chosin reservoir while flying from the Leyte on 4 December 1950.
Ensign Jesse L. Brown, first African-American Naval Aviator aboard Leyte. image via national archives
The Rest of the Leyte Story
The Leyte returned to Norfolk for overhaul 25 February 1951 and was redesignated CVA-32 on 1 October 1952. This was the Leyte’s only deployment to the Pacific. After her initial cruise to the Caribbean and Eastern Pacific, she deployed to the Mediterranean and/or the North Atlantic seven times before being taken out of service as an attack carrier and converted to an antisubmarine aircraft carrier and redesignated CVS-32 on 8 August 1953. The ship spent several years working antisubmarine duty before being redesignated AVT-10 and was deactivated in 1959. She was scrapped in 1970.
VA-35 Able dog comes aboard. image via national naval aviation museum
The Apache Has Been in Service for Nearly 40 Years, But It’s Still Absolutely Lethal
The Boeing AH-64 Apache began as the Hughes Helicopters Model 77. The rotorcraft was developed to compete for the United States Army’s Advanced Attack Helicopter program to replace the AH-1 Cobra.
On 30 September 1975, the prototype YAH-64 flew for the first time. The US Army selected the YAH-64 over the Bell YAH-63 in 1976 and approved full production of the Apache in 1982. McDonnell Douglas purchased Hughes Helicopters in 1984 and continued production and development of the AH-64.
The Apache entered service with the US Army in April 1986, with the AH-64D Apache Longbow following in 1997. Today’s AH-64E is still one badass chopper that still remains absolutely lethal.
Enjoy this video of Apaches in action uploaded to YouTube by Military Archive.
Video credits: U.S. Army videos by Erich Backes, Specialist Alaura Lucas, Corporal Max Elliott, Staff Sergeant Jennifer Reynolds, Major Robert Fellingham, and Gertrud Zach
191029-A-KM584-162 image via DVIDS
Still Making Rotary-Wing Badassery
Boeing Defense, Space & Security now produces the AH-64. More than 2,400 AH-64s have rolled off the assembly lines. With more than 1,200 aircraft in operation, accumulating over 4 million flight hours, including 1.3 million in combat, the AH-64 Apache represents the backbone of the US Army’s attack helicopter fleet and a growing number of international defense forces.
According to Boeing DS&S, the AH-64E will be in production until at least 2028. According to Boeing, the total number of flight hours for US Army Apaches stands at more than 4.8 million ( ! ) with 1.3 million hours of combat hours ( ! ! ).
190914-Z-MA638-0034 image via dvids
Scoring an A on the Test of Time
“The Apache will serve the U.S. Army and its partner nations as the world’s primary attack helicopter into the 2060s. As Boeing and the U.S. Army continue to invest in next generation technologies, the Apache brings affordable Modular Open Systems Architecture capability to serve as a centerpiece in the Multi-Domain Operations (MDO) battlefield for decades to come.” Boeing produced 937 AH-64A Apaches between 1984 and 1997. Some remain in service today. Apaches have been exported to a number of countries, including Egypt, Greece, Israel, India, Singapore, the Netherlands, Japan, Saudi Arabia, Qatar, the United Arab Emirates (UAE), and the UK.
160512-A-PG801-003 image via dvids
Not Your Father’s Apache- Just Better
“With the AH-64E in production until at least 2028, the Apache will serve the US Army and its partner nations as the world’s primary attack helicopter into the 2060s. As Boeing and the US Army continue to invest in next-generation technologies, the Apache brings affordable Modular Open Systems Architecture capability to serve as a centerpiece in the Multi-Domain Operations (MDO) battlefield for decades to come. The AH-64E Version 6 is the most modern configuration of the Apache and is ready for the MDO battlefield. A network-centric, fully integrated weapon system specifically built to dominate in highly contested and complex battle space, the Version 6 Apache includes multiple enhancements to the aircraft’s sensors, software, and weapons performance.”
092115-A-TU438-002 image via dvids
Better Parts = a Better Attack Helicopter
The AH-64E Apache is the most advanced multi-role combat helicopter in the US Army’s arsenal and is also used by a growing number of global defense forces. To date, more than 500 AH-64E model Apaches have been delivered worldwide. The AH-64E features Advanced digital connectivity. Joint Tactical Information Distribution System, more powerful T700-GE-701D engines with upgraded face gear transmission to accommodate more power, capability to control unmanned aerial vehicles (UAVs), and new composite main rotor blades.
The Big E Took Two Squadrons of the New Fleet Defenders to the Tonkin Gulf in 1974
When the nuclear-powered aircraft carrier USS Enterprise (CVAN-65) deployed to the Western Pacific (WestPac) in 1974 her air group included the very first Grumman F-14A Tomcats to go to sea. VF-1 Wolfpack and VF-2 Bounty Hunters were flying the new Fleet Defenders. Carrier Air Wing ONE FOUR (CVW-14) was deployed aboard the Big E from 17 September 1974 until 20 May 1975. The Air Group flew cover for Operation Frequent Wind- the evacuation of US personnel from South Vietnam. This great video of VF-2 in action was uploaded to YouTube by Aviation videos archives part4 1975-2015.
VF-2 made three WestPac deployments aboard Big E between 1974 and 1978. Those VAQ-137 EA-6Bs had just gone into service themselves, with VAQ-132 Rooks deploying aboard deploying aboard USS America (CVA-66) first for the first time during June of 1972, followed by VAQ-131 Lancers aboard the Enterprise and VAQ-134 Garudas aboard the Constellation (CVA-64). During her 1974-1975 WestPac deployment the Enterprise visited Pearl Harbor in Hawaii, Cubi Point in the Philippines, Hong Kong, Subic Bay in the Philippines, Mombasa in Kenya, Port Louis in Mauritius, and Singapore.
