These “Fighter Fling” Videos Were the Last and Best Looks at F-14s in the Fleet
“Fighter Fling” videos were created to highlight the squadrons operating the Grumman F-14 Tomcat. These five videos were created for each of the last few years the Tomcat was operated by the Navy. From 2001 through through 2006, one fighter (VF) squadron after another was re-equipped with either the Boeing F/A-18E or the F/A-18F Super Hornet and redesignated as a fighter-attack (VFA) squadron. Quite a few of them were disestablished entirely. You’ll see references to how the Tomcat crews and maintainers felt about the switch from the revered if aging Tomcat to the Super Bug. The videos were uploaded to YouTube by Triple Nickel.
There Are Plenty of Similar Vehicles in Development But Jetson is Ahead of the Pack
The aptly-named company Jetson was co-founded by Peter Thernstrom and Tomasz Patan in 2017. The two Swedes created a prototype eVTOL vehicle during the Spring of 2018. Three years later, the company has just introduced the Jetson ONE, billed by the company as, “a commercially available personal electric aerial vehicle that anyone can own and fly. Our mission is to make flight available to everyone. We intend to make everyone a pilot.” Here’s a video of the Jetson ONE in action uploaded to YouTube by Jetson.
According to Jetson, the eVTOL craft features a race car-inspired “Spaceframe” safety cell design. The craft can safely fly even after the loss of any one of its eight motors. Hands free hover and emergency functions are built into the triple redundant flight computer/control system. A rapid-deployment emergency ballistic parachute is standard, as is Light Detection and Ranging (LIDAR) sensor-driven terrain tracking and obstacle avoidance.
Image via jetson
Marketing Spiel
According to Tomasz Pazan from Jetson, “The Jetson ONE is built around a rigid aluminum spaceframe with eight powerful electric motors. It utilizes composite carbon fiber and cutting-edge 3D printed components, making it an extremely lightweight design. It is also equipped with many safety features including a redundant propulsion system and a ballistic parachute. It is a dream to fly.” Here’s another video of Jetson ONE testing uploaded to YouTube by Jetson.
The aluminum-framed Jetson ONE weighs in at 190 pounds. Maximum pilot weight is 210 pounds. When ready for flight the craft measures 9.3 feet in length by 7.8 feet in width by 3.4 feet tall. When folded up for storage the ONE measures less than 3 feet in width. The high-discharge lithium-ion batteries can put out a maximum of 88KW to the ONE’s eight brushless outrunner motors. All that electrical activity yields a flight time of about 20 minutes (assuming a pilot weight of 187 pounds). For you speed junkies the top level-flight speed of the ONE is software-limited to 63 miles per hour. Flight controls consist of a starboard side-mounted three-axis joystick and a port side-mounted throttle lever.
image via jetson
Delayed Gratification
If you’re already sold on a Jetson ONE you’ll need to invest $92,000 US. For that sum you’ll receive a partially-assembled kit you can finish building at home or in your hangar. Jetson says everything you’ll need, from the aluminum frame to the motors, propellers, and control system, along with detailed assembly instructions, is included. A $22,000 US deposit will get you in the queue for a ONE, but the earliest you’ll receive your kit will be sometime in 2023. All twelve of the 2022 model ONEs are already spoken for- they’ll be showing up in the United States, Mexico, Germany, Spain, and elsewhere. There are (as of now) chassis reservations open for 2023. Callsign ELROY!
ROME, Ga. — The southeast’s largest air show of autumn will host the U.S. Navy Blue Angels and the Air Force A-10C Warthog next weekend during the Wings Over North Georgia air show.
Top civilian aerobatics and military aircraft are scheduled to perform October 30-31 from Russell Regional Airport. Tickets for this drive-in formatted air show remain available for each day.
Pre-show activities will begin about 10 a.m. each day. A Dobbins Air Reserve Base C-130H and the Georgia State Patrol SWAT helicopter unit will kick-off the excitement.
“Each year, we have incorporated improvements and enhancements to continue to offer one of the top air show experiences,” JLC AirShow Management President John Cowman said. “Our ninth annual air show promises to be our best yet.”
Blue Angels’ Super Hornets to Dominate Weekend Excitement
Celebrating their 75th anniversary season, the Blue Angels are scheduled to arrive next Thursday to prepare for the two-day show. The team’s new C-130J Super Hercules Fat Albert will also arrive loaded with equipment and personnel.
“This is a gigantic year with the brand new Super Hornets and the C-130J,” Blue Angels executive officer CDR Todd Royles told AvGeekery.com. “What a major milestone, 75 years of this historic and a national treasure of an organization.”
LCDR Cary Rickoff is the Blue Angels opposing solo, piloting the number six jet. Rickoff is a native of Atlanta and is excited to return to his hometown to showcase his flying.
“I do my best to oppose the lead solo pilot, he makes sure the timing looks good and I’ll make sure the sets and the crosses happen nicely,” LCDR Rickoff explained to AvGeekery.com. “At the vey end we’ll join up with delta (formation) and assemble the six plane formation.”
Brrrt! Warthog to Thunder Over Rome Airport
Capt. Haden “Gator” Fullam is both the commander and pilot of the A-10C Thunderbolt II Demo Team. A native of nearby Rising Fawn, Fullam is a career A-10C pilot who joined the Air Force to honor his two grandfathers.
Both had served as combat pilots during the Vietnam War. This year, the A-10C Demo aircraft was painted to honor Vietnam soldiers held as POWs or who never made it home.
U.S. Air Force Capt. Haden “Gator” Fullam takes off to begin a recent practice flight. (USAF)
“The opportunity to fly an aircraft with a Vietnam War-era paint scheme is one I never thought I would have,” Capt. Fullam said. “Every time I fly that aircraft it will have a special meaning to me.”
Championship aerobatic pilots will include Scott Farnsworth, Michael Goulian, Mike Wiskus, and Greg Koontz. Historic warbirds scheduled to appear include B-25 Mitchel bomber, P-51D Mustand, and more.
Voted USA Today’s No. 7 fan favorite airshow this year, Wings Over North Georgia is designed as a drive-in air show. The success of last year’s drive-in show allows guests to tailgate near the flight line.
“A general airfield parking ticket will receive a 10-by-20-foot spot for a vehicle with an adjacent 10-by-20-foot space for enjoying the air show in a tail-gate fashion,” Wings Over North Georgia spokesperson Brenda Little said. “The premium ticket covers the cost of admission for the carload of guests.”
Air show officials add that the number of people per carload is based on the number of manufacturer-installed seatbelts. Tickets for the Drive-In Air Show are advance purchase only and will not be sold at the gates.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
PBY Pilot Gordon and His Crew Snatched Downed Bomber Crews From Under Japanese Noses
Nathan Green Gordon was born in Morrilton in Arkansas on 4 September 1916. His education began in public schools until his junior year in high school, after which he attended Columbia Military Academy in Columbia, Tennessee for his final two years of high school. After graduating as class Salutatorian in 1933, Gordon attended Arkansas Polytechnic College in Russellville, Arkansas. While in college Gordon enlisted in the Arkansas Army National Guard. After graduating from Arkansas Poly, Gordon went to the University of Arkansas Law School. He graduated in 1939 with a Juris Doctor Law degree in 1939.
PBY catalina image via national naval aviation museum (nnam)
Learning to Fly the PBY
Gordon actually practiced law for a couple of years before enlisting in the Navy in May of 1941. Gordon went to Naval Air Station (NAS) Jacksonville to learn to fly. He was there when the Japanese attacked Pearl Harbor. Gordon then went to NAS Norfolk where he completed his training and was assigned to Patrol Squadron THREE FOUR (VP-34) Black Cats flying Consolidated PBY Catalina flying boats. VP-34 was soon sent to the Caribbean to hunt Kriegsmarine U-Boats. Gordon and VP-34 never saw any U-Boats while flying surface search missions from such places as NAS Guantanamo Bay in Cuba, Kingston in Jamaica, and Trujillo in Honduras.
black cat pbys image via nnam
Heading West to War
On 7 June 1943, VP-34 was reassigned to NAS North Island in San Diego, where the squadron was re-equipped with PBY-5 model Catalinas wearing all-black camouflage. The squadron then proceeded west to Hawaii. Gordon spent six weeks based on Midway flying anti-shipping and antisubmarine patrols before moving to Funafuti Atoll in August of 1943. Gordon flew a reconnaissance mission over Tarawa the day before the start of Operation Galvanic- the invasion of Tarawa and the Gilbert Islands. VP-34 then moved to a seaplane base near Perth in Western Australia until December of 1943, when the globetrotting Black Cats made their way to Samarai Island near Milne Bay, at the extreme eastern tip of New Guinea, in January of 1944.
black cat pbys image via nnam
Arkansas Traveler and Her Crew
LTJG Gordon was the aircraft commander of VP-34 PBY-5 Catalina Bureau Number (BuNo) 08139 tail number 71. The aircraft was named Arkansas Traveler. Gordon’s crew consisted of First Pilot Ensign John “Jack” A. Kelly, Second Pilot Ensign Walter L. Patrick, Third Pilot Ensign Leurelle R. Fulmer, Jr., First Radioman ARM1c Aleck G. Alexander, Second Radioman ARM3c Robert Murch, Plane Captain and First Mechanic AMM1c Wiley R. Routon, Jr., Second Mechanic Joseph “Joe” P. Germeau, Third Mechanic AMM3c John Brately, and Ordnanceman/Gunner AOM2c Paul J. Wodnick.
PBY on beaching gear fueling up. image via nnam
Tough Crews Attacking a Tough Target
Assigned to air alert/rescue duty (Dumbo) with the code name Gardenia Six, Arkansas Traveler departed Samarai on 15 February 1944 bound for a rendezvous near the Vitu Islands with four white-tailed Republic P-47D Thunderbolts from Neel Kearby’s 348th Fighter Group (FG) out of Finschafen to provide escort for the lumbering and vulnerable Catalina. Kavieng is a port city located at the far western tip of New Ireland. Firth Air Force mission 46D-1 called for four squadrons of Douglas A-20 Havoc strafers from the 3rd Bombardment Group (BG) Grim Reapers to attack shipping targets in the harbor. Seven squadrons of North American B-25 Mitchell strafers from the 38th BG Sun Setters and 345th BG Air Apaches were to attack the facilities supporting the harbor at Kavieng.
black cat pby image via national archives
The Guts to Try
Heavily-defended Kavieng lived up to its reputation that day. The first rescue call came in at about 1100 local time after A-20G Havoc SN 42-86616 assigned to the 13th Bomb Squadron (BS) of the 3rd BG crewed by pilot 1st LT William T. Pearson and gunner MSgt Donald N. Gamage, was shot down and crashed about 35 miles southwest of Kavieng. Gordon and his crew could not tell from the air whether or not the crew of the A-20G was alive so they power-stalled the flying boat on the rough seas between the fifteen-foot high swells. A search of the debris did not yield any survivors and Arkansas Traveler took off again. The crew reported that the open-water landing had sprung rivets and split seams in the bottom of the hull. The crew broke pencils off in the worst of the popped rivet holes and broke out the buckets. After taking off again the PBY-5 waited for more business. It didn’t take long.
The Film “Tall Man Five Five” Was a Tour de Force for SAC and the B-58
Produced for Convair and General Electric by Herschensohn Productions of Hollywood, with aerial photography by Convair and narration by none other than Chet Huntley, the film Tall Man Five Five was produced during the early 1960s to promote Convair’s B-58 Hustler supersonic bomber. The B-58 did come with a built-in calling card- the mysterious and always attention-grabbing sonic boom. The film does its level best to allay any concerns among its audience about the booms. The film was uploaded to YouTube by PeriscopeFilm.
On 5 March 1962 a pair of B-58s from the 65th Bombardment Squadron of the 43rd Bombardment Wing based at Carswell Air Force Base (AFB) in Fort Worth, TX, took off and departed the area westbound. After the B-58s were off the west coast they were refueled by Boeing KC-135A Stratoankers. Then the lead aircraft, 59-2458, Cowtown Hustler, callsign Tall Man Five Five, flew from Los Angeles to New York in a new world-record time of 2 hours and 56.8 seconds. According to the Air Force the flight generated more than 10,000 damage claims (mostly for broken windows) due to sonic booms caused by the two Hustlers during their historic round trip from LA to the Big Apple and back.
B-58 refueling from a KC-135. image via national archives
DFCs for the Crew of Cowtown Hustler
Average speed of the B-58 was 1,214.17 miles per hour. The second B-58, Tall Man Five Six, was a minute behind Tall Man Five Five. During their return flight they broke the records for flight from New York to Los Angeles and the record for a round trip between the two cities as well. The crew, USAF Captains Robert G. Sowers (pilot) Robert MacDonald (navigator) and 1st Lieutenant John T. Walton (defensive systems operator) received Distinguished Flying Crosses along with the Bendix and Mackay Trophies for their feats. The B-58 they flew, B-58A-10-CF AF SN 59-2458, Cowtown Hustler, is now enshrined at the National Museum of the US Air Force in Dayton, OH.
The record-breaking crew of cowtown hustler. image via US Air FOrce
The B-58 largely replaced the Boeing B-47 Stratojet as a strategic bomber, but the B-58 itself didn’t last very long in the role either. When the Soviets demonstrated their newest surface-to-air missiles (SAMs) could take out high and fast-flying bombers like the Hustler the jet became a low-level penetration bomber instead- a role for which the B-58 was neither suited nor designed. Eventually the B-58 was itself replaced in the low-level penetration bomber role by the General Dynamics FB-111A.
Go Aboard the Ranger with RVAH-6 and Watch RA-5C Vigilantes Do Their Thing
Reconnaissance Attack (Heavy) Squadron SIX (RVAH-6) Fleurs was embarked aboard the Forrestal-class aircraft carrier Ranger (CVA-61) in May of 1968 when a Navy film crew captured some excellent footage of their RA-5C Vigilantes operating from the Ranger. The footage is silent, but it provides some of the best visuals of Viggies flying from carrier decks. The video was uploaded to YouTube by Periscope Film. Enjoy!
RVAH-6 dates back to 6 January 1950 when VC-6 was established at Naval Air Station (NAS) Moffett in California as the Navy’s second nuclear attack squadron. At the time VC-6 was flying the Lockheed P2V Neptune. VC-6 then operated the North American AJ Savage before moving south to NAS North Island and being redesignated Heavy Attack Squadron SIX (VAH-6) in 1956. A couple of years later VAH-6 moved up to NAS Whidbey Island in Washington. VAH-6 began flying the Douglas A3D-2 Skywarrior in 1958 and deployed several times aboard the Ranger and the Forrestal (CVA-59). The A3D-2s VAH-6 was flying became A-3Bs in September of 1962 thanks to the Tri-Service Aircraft Designation System.
Whales on the ramp at NAS Sanford image via national archives
Moving Across Country and Going Supersonic
VAH-6 moved across the country to NAS Sanford in Florida in 1965. Later that year the Fleurs traded in their aging Whales for spanking new North American RA-5C Vigilantes and picked up the RVAH-6 designation. RVAH-6 deployed to the West Pac and Vietnam twice aboard the USS Constellation (CVA-64). The deployment aboard Ranger was the squadron’s third trip to Yankee Station. After their deployment aboard the Ranger RVAH-6 returned to Yankee Station three times- once each aboard the carriers USS Enterprise (CVN-65), USS Kitty Hawk (CVA-63), and finally aboard USS America (CVA-66).
RVAH-6 RA-5Cs image via NNAM
After Vietnam…
After the Vietnam War, RVAH-6 deployed a single time aboard the carriers Forrestal, Kitty Hawk, and USS Nimitz (CVN-68). When it came time to replace the Viggie aboard carriers the Vought RF-8G Crusader picked up where the RA-5Cs left off- at least until they were in turn replaced by the Grumman F-14A Tomcat/Tactical Air Reconnaissance Pod System (TARPS) combination aboard aircraft carriers. After the conclusion of their last deployment in July 1978, after 28 years of active service, RVAH-6 was inactivated at NAS Key West on 20 October 1978.
RVAH-6 RA-5C vigilante on display at the nnam. image via author
The Program Will Provide New Engines and Other Updates to Keep BUFF Flying Through the 2050s
According to the US Air Force, “The Department of the Air Force has awarded a $2,604,329,361 contract to Rolls-Royce Corporation, Indianapolis, Indiana, for B-52H Stratofortress military derivative commercial engines. The competitive single award contract provides for 608 military derivative commercial engines, plus spare engines, associated support equipment and commercial engineering data, to include sustainment activities, to be used on the B-52H bomber fleet.”
Image via Rolls-Royce
“The Rolls-Royce F130 engine will replace the TF33-PW-103, which has powered the B-52 since the 1960s, and is projected to no longer be supportable beyond 2030. The B-52 original equipment manufacturer, Boeing, is responsible for integrating the engines onto the aircraft. The Air Force plans to finalize integration activities and deliver the first lot of B-52H modified aircraft by the end of 2028.”
image via rolls-royce
“The B-52 Commercial Engine Replacement Program (CERP) is a complex upgrade that not only updates the aircraft with new engines, but updates the flight deck area, struts and nacelles,” said Brig. Gen. John Newberry, Air Force bombers program executive officer. Our current virtual digital prototyping efforts are giving us an opportunity to integrate the engines and other changes to the B-52 before doing any physical modifications. This has allowed us to develop the most cost-efficient solution while reducing the time from concept to production.”
image via US Air force
“The new engines on the B-52s are expected to remain on the B-52H through at least 2050, increase fuel efficiency, increase range, reduce emissions in unburned hydrocarbons, and significantly reduce maintenance costs.”
“The B-52 CERP is the most important and comprehensive upgrade to the B-52 in over half a century,” said Maj. Gen. Jason Armagost, director of Strategic Plans, Programs and Requirements at Headquarters Air Force Global Strike Command, Barksdale Air Force Base, Louisiana. “The B-52 is the workhorse of the nation’s bomber force and this modification will allow the B-52 to continue its critical conventional and standoff mission into 2050’s.”
image via us air force
The first two fully modified B-52s are projected to deliver by the end of 2025 and will undergo ground and flight testing. The first lot of operational B-52s with the new engines is projected to deliver by the end of 2028 with the entire fleet modified by 2035.
According to Rolls-Royce North America, “The F130 and its commercial family of engines have accumulated more than 27 million engine flight hours. The F130 is the perfect fit for the B-52 with proven reliability, superb life cycle cost, and low integration risk. A variant of the Rolls-Royce engine selected to power the iconic B-52 is already in service with the USAF around the world, powering both the C-37 (G550) and E-11 BACN (Battlefield Airborne Communications Node) aircraft.”
A C-37A Gulfstream aircraft sits on the flightline at MacDill Air Force Base, Fla., April 13, 2017. The aircraft assigned to the 310th Airlift Squadron, which provides worldwide air missions for high ranking government and military officials. (U.S. Air Force photo by Airman 1st Class Mariette Adams)
The SH-2 Seasprite Served In Peace and War with Distinction for Nearly 40 Years
The Kaman SH-2 Seasprite was designed in response to a 1956 US Navy requirement for a compact, all-weather flight capable, multipurpose naval helicopter. Kaman’s proposal, internally designated K-20, was a largely conventional helicopter design powered by a single General Electric T58-GE-8F turboshaft engine turning a 44-foot four-bladed main rotor and a three-bladed anti-torque tail rotor.
The Navy awarded a contract to Kaman for four prototypes designated YHU2K-1 and an initial batch of 12 production rotorcraft designated HU2K-1 in late 1957.
HC-1 UH-2A Image via National Naval aviation museum (NNAM)
Working Out the Bugs
Although the first prototype took to the skies on 2 July 1959, it took several years for Kaman and the Navy to work the kinks out of the prototypes and the initial production machines. In fact, over the course of their lifetimes nearly every Seasprite was remanufactured at least once.
When in September of 1962 the Navy adopted the Tri-Service Aircraft Designation system the HU2K-1 became the UH-2A and the HU2K-1U became the UH-2B. But the nickname “Hooky Took” stuck with the Seasprite.
HC-1 UH-2A image via NNAM
Small But Quite Capable
Diminutive in size compared to many of its contemporaries, the Seasprite was a shade over 38 feet long with blades folded. Its 44-foot main rotor diameter and 52 foot overall length allowed it to operate from even the smallest of helicopter flight decks aboard escort ships. Maximum takeoff weight was 12,500 pounds and range was 422 miles with maximum fuel load.
Movable flaps on the trailing edges of the main rotor blades were controlled by the pilot, which reduced the amount of hydraulic power required to control the blades. UH-2s were equipped with sliding doors on both sides of the fuselage and the ability to carry auxiliary fuel tanks. But that single turboshaft engine eventually became a liability.
HC-4 UH-2A image via NNAM
More Power for the Hooky Took
Single-engine UH-2A Seasprites entered US Navy service with HU-2 Fleet Angels in December of 1962 and the type first went to sea aboard the aircraft carrier USS Independence (CV-62) in June 1963. The UH‑2B went to sea aboard the guided missile cruiser USS Albany (CG-10) in August of 1963.
But the Navy quickly determined that the helo would be a far more capable machine if it were powered by a pair of engines. Kaman remanufactured 40 single-engine UH-2As and UH-2Bs to the UH-2C specification beginning in August of 1967. The Charlies were powered by two T58-GE-8B turboshaft engines turning the same main and tail rotor system. HH-2Cs, HH-2Ds, and all subsequent Seasprites were equipped with a four-bladed anti-torque tail rotor.
UH-2B image via nnam
Utility Infielder
The Seasprites largely replaced earlier generations of piston engined rotorcraft and were utilized for a variety of missions, including supply, communications, ship-to-shore and ship-to-ship transport, reconnaissance, supply, casualty evacuation, and plane guard duties, but the early Seasprites became perhaps best known for search and rescue (SAR) work.
Initially crewed by two, the UH-2s could stuff up to 11 passengers or four stretcher cases inside the cabin. The fuselage was watertight to facilitate landings in calm water and equipped with retractable main landing gear.
JACKSONVILLE, N.C. — High speed maneuvers by the Navy’s Blue Angels and Air Force F-22 Raptor will headline the MCAS Cherry Point air show this weekend.
The biannual air show will celebrate the Marine Corps Air Station’s 80th anniversary. The family fun event is free to the public.
The popular air show was forced to cancel in 2020 due to the rise of Covid. An open weekend in the Blue Angels schedule allowed show organizers in July to approve the weekend long event.
“The schedule of the Blue Angels opened up and we jumped on it,” Cherry Point Commanding Officer Col. Mikel Huber explained. “We are really excited to be able to put the air show together and host the public here aboard the air station.”
This year also marks the Blue Angels 75th anniversary season. A year which has seen the squadron perform high performance maneuvers aboard the new Super Hornet jets.
Their six pilots arrived in their blue and gold jets Thursday, crossing overcast skies and landing onto a wet runway. This weekend’s weather is forecast to be sunny and pleasant.
“I like the low-break cross,” Blue Angels left wing pilot Maj. Frank Zastoupil told AvGeekery. “That is a maneuver when the diamond comes from behind the crowd; we then break out in four separate directions, cross in front of the crowd and then comeback and meet at center point, and then do two max afterburner turns right in front.”
F-22 Raptor pilot Maj. Josh Gunderson will provide the thrust over North Carolina this weekend. (USAF)
Col. Huber received news Tuesday that the F-22A Raptor demonstration team has been added to the performers line up. The Marine Air Ground Task Force, F-35B Lightning II, F/A-18 Hornet, and and AV-8B are also scheduled to fly.
Civilian aerobatic performers scheduled include Randy Ball piloting his MiG aircraft, Tom Larkin and Stephen Covington. The crowd favorite Wall of Fire will also take part during the Marine Air and Ground Task Force Demonstration.
Gates open each day at 8 a.m. and the flying will begin about 10:30 a.m. Parking and gate admission is free to the public.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Lockheed Martin introduced their new LMXT on 17 September 2021. The aircraft is based on the Airbus A330 Multi Role Tanker Transport (MRTT), which is itself based on the A330-200. According to Lockheed Martin the LMXT is “America’s next strategic tanker ― built in America by Americans for Americans. Offered in response to the U.S. Air Force’s KC-Y Program, the LMXT represents the newest chapter in Lockheed Martin’s 60+ year history of producing and delivering tanker and cargo aircraft for the U.S. Air Force, U.S. Marine Corps, U.S. Navy, and multiple operators around the world.” Here’s a short video uploaded to YouTube by Lockheed Martin.
More from Lockheed Martin: “The LMXT complements the U.S. Air Force’s tanker capabilities by providing the most advanced aerial refueler to meet America’s immediate and long-term mission requirements. The LMXT strengthens and expands the U.S. aerospace industrial base by working with existing and new American suppliers. The LMXT also cultivates and sustains high-tech, high-skill American manufacturing jobs.”
LMXT image via lockheed martin
Big Picture Thinking
“Lockheed Martin has a long and successful track record of producing aircraft for the U.S. Air Force, and we understand the critical role tankers play in ensuring America’s total mission success,” said Greg Ulmer, executive vice president, Lockheed Martin Aeronautics. “The LMXT combines proven performance and operator-specific capabilities to meet the Air Force’s refueling requirements in support of America’s National Defense Strategy.”
image of LMXT via Lockheed martin
The Networked Tanker
“The LMXT offers a proven airframe with distinct U.S. Air Force-only capabilities designed to meet operator requirements, with advantages that include:
Significantly improved range and fuel offload capacity
A proven fly-by-wire boom currently certified and used by allies to refuel U.S. Air Force receiver aircraft in operations around the world
The world’s first fully automatic boom/air-to-air refueling (A3R) system
Operational and combat proven advanced camera and vision system
Open system architecture JADC2 systems
A multi-domain operations node that connects the LMXT to the larger battlespace, increasing onboard situational awareness to provide resilient communications and datalink for assets across the force.”
image of A330 MRTT via airbus
Customized by Lockheed
“The Lockheed Martin strategic tanker builds on the combat-proven design of the Airbus A330 MRTT. As the prime contractor, Lockheed Martin works directly to implement U.S. Air Force-specific requirements within the LMXT. As the strategic tanker of choice for 13 nations, the MRTT has logged more than 250,000 flight hours refueling U.S. and allied fighter, transport and maritime patrol aircraft in combat theater environments.”
RAAF KC-30A refueling USAF C-17. image via US air Force
For the Rest of the LMXT Story Bang NEXT PAGE Below
We’ll Never Forget the Events of That Infamous Day
It’s hard to believe that it’s been two decades since the United States experienced the horror of 9/11. We woke up on a beautiful fall Tuesday morning, only to end the day with more than 3,000 dead, a nation in shock, four airliners down, and three symbols of American might in ruin.
FAA and NORAD Tapes as 9/11 Unfolded
We recently came across this sobering two hour ATC transcript for 9/11. It’s both painful to listen to and shows the herculean effort of ATC to sort out the situation in real time amidst the confusion and chaos of the day. They were simultaneously coordinating the safe return of thousands of other jets while also requesting military support. The coordinated efforts between the pilots, ATC, and the military highlights the tremendous effort to generate a response. Keep in mind as you listen that the situation unfolding was something never rehearsed or practiced before. It was a real-life nightmare transpiring at command centers and air traffic control centers across the nation.
On this day, we remember the heroes that died and a world that changed forever. This video transcript is raw but worth listening to on this solemn day.
The Carrier Operated Flying Pencils Between the Mainland and Paradise
Allegiant Air has operated DC-9-21s, DC-9-51s, MD-81s, MD-82s, MD-83s, MD-87s, and MD-88s in the past. Today they operate only Airbus A319-100s and A320-200s. But there was a time that Allegiant operated Boeing jetliners too- 757-204s to be precise. The jets were acquired in March of 2010 and joined the Allegiant fleet in early 2012. The airline acquired the 757s in order to fly routes to Hawaii. But it would take some doing to operate the Atari Ferrari between the mainland and Honolulu.
N905NV and N901NV. image via alan wilson
So Let’s Go to Hawaii
In order to do so the carrier was required to, and did, obtain, both Extended-range Twin-engine Operational Performance Standards 180 (ETOPS) certification and Flag Carrier status from the FAA for the 757-200. Allegiant configured their 757-204s to carry a maximum of 217 passengers in a single-class, three-by-three seat configuration.
N905NV image via eric salard
From Mainland to Paradise
Allegiant Air introduced the 757 into service from their main hub in Las Vegas (KLAS) in September of 2011. Inaugural 757 flights were between Fresno (KFAT) and Las Vegas. Nonstop service to Honolulu (KHNL) was later added from Bellingham (KBLI), Boise (KBOI), Eugene (KEUG), Phoenix Mesa Gateway (KIWA), Santa Maria (KSMX), Spokane (KGEG), Stockton (KSCK), and Monterey (KMRY-planned but not implemented). But rather than perform the costly comprehensive D checks on their aging 757s, Allegiant began reducing service to Hawaii and retiring their Boeing jetliners. Allegiant Air finally ended service to Hawaii with a flight from Honolulu to Las Vegas on 28 October 2017- Flight G4 571, which landed at KLAS at 2216 local time.
N901NV image via tomas del coro
N901NV
Boeing 757-204 construction number 26963 / serial number 450 entered service with Britannia Airways in 1992 registered as G-BYAD. The jetliner was operated by Thomsonfly between 2005 and 2009 retaining the G-BYAD registration. The jet was briefly operated by Allegiant Air between 2010 and 2011 as N901NV. Then Air Finland flew the jet between 2011 and 2012. Allegiant Air again operated N901NV between 2012 and 2016 on its Hawaiian route. After being removed from service the jet was flown to Stuttgart Municipal Airport (KSGT- formerly Stuttgart Army Airfield [AAF]) in Arkansas on 31 August 2016, where the aircraft was broken up during February of 2019.
image via google earthN902NV image via eddie Maloney
N902NV
Boeing 757-204 construction number 26964 / serial number 452 entered service with Britannia Airways in 1992 registered as G-BYAE. Icelandair operated the jet between 1994 and 1995 using the same registration number. Britannia then flew the jetliner again between 1995 and 2005 still registered as G-BYAE. Thomsonfly flew the 757 between 2005 and 2009 as G-BYAE. Allegiant Air took delivery of the jet, registered it as N902NV, and flew the jet between 2010 and 2017. On 10 March 2017 the jet was stored at Southern California Logistics Airport (KVCV in Victorville- formerly George Air Force Base [AFB]). The airframe remains there today.
image via google earthN903NV image via tomas del coro
N903NV
Boeing 757-204 construction number 26966 / serial number 520 entered service with Britannia Airways in 1993 registered as G-BYAH. They operated the jet until Thomsonfly took it over in 2004 still registered as G-BYAH. Thomson Airways flew the jet between 2009 and 2010 registered as G-BYAH. Between 2010 and 2012 Jet2.com operated the jet registered as G-LSAM. Beginning in 2012 Allegiant Air operated the aircraft registered as N903NV. After retirement in 2017 the jet was stored at KVCV on 10 March 2017. The airframe remains there today.
N904NV image via tomas del coro
N904NV
Boeing 757-204 construction number 26967 / serial number 522 began service with Britannia Airways in 1993 registered as G-BYAI. In 2004 the jet began flying with Thomsonfly still registered as G-BYAI. Thomson Airways began flying the aircraft in 2009 again registered as G-BYAI. When Jet2.com flew the jetliner between 2011 and 201s it was registered as G-LSAL. Allegiant only operated this 757 between 2012 and 2015. The aircraft was flown to KSGT on 4 November 2015 and broken up there during January of 2017.
N905NV image via tomas del coro
N905NV
Boeing 757-204 construction number 27235 / serial number 598 entered service with Britannia Airways in 1994 registered as G-BYAO. Thomsonfly began operating the aircraft in 2004 as G-BYAO. Thomson Airways flew the jetliner between 2009 and 2011 still registered as G-BYAO. When Allegiant Air began operating the jet in 2012 the jet was registered as N905NV. On 31 October 2017 N905NV flew a military charter on October 31, 2017 from Fort Hood in Killeen TX to March AFB in Riverside CA. Later the same day the jet was flown to KVCV and placed in storage. The airframe remains there today.
N906NV image via Tomas del coro
N906NV
Boeing 757-204 construction number 27236 / serial number 600 went into service with Britannia Airways in 1994 registered as G-BYAP. When Thomsonfly began operating the aircraft in 2004 it retained the G-BYAP registration, as it did when operated by Thomson Airways between 2009 and 2012. When Allegiant Air operated the aircraft between 2012 and 2017 it was registered as N906NV. Other than the Hawaii routes, N906NV flew a Cincinnati to Las Vegas route on 29 October 2017. On 31 October N906NV was flown to KVCV and placed in storage. The airframe remains there today.
