The New England Patriots announced yesterday that they have secured two Boeing 767-300ER aircraft to support the team this season. While other professional sports teams have leased (or owned) aircraft before, this represents the first time that a NFL team has purchased two aircraft for such an assignment. ESPN, who first broke the story, mentioned that both jets have been retrofitted with first class seats in a luxury charter configuration.
The jets are former American Airlines 767-300ER aircraft. As you can see in the leaked photo, the jets will feature the Patriots colors along with 5 painted Lombardi trophies on the tail. They will be available for charter for other teams during the offseason.
It is expected that purchases like this one will become more common by NFL teams. The charter market has become more expensive and challenging as of late. As airlines have recovered from the financial challenges of the past decade, the cost to charter an aircraft has risen dramatically. Availability has also decreased as demand has risen. Earlier this year, American Airlines also announced that they would no longer support charter operations for six teams.
We at Avgeekery aren’t Patriots fans, we have to ask, will mechanics set the tire pressure intentionally low? I kid. Enjoy your new ride, Brady…you earned it!
JC Wings announced their 737-MAX 8 mould in both 1/200 and 1/400 scale way back in 2016 but it was beaten to the market by Panda Models, which produced an excellent 737-MAX 8 in January 2017. Interestingly JC Wings still hasn’t released its own MAX even though photos of it in delivery colours have been floating about for ages. The first usage of the new JC Wings mould instead falls to this Norwegian release for Gemini Jets so let’s take a look.
THE REAL THING
The original Boeing mockup artwork this model is based upon. Image courtesy of Boeing
For some time it looked like Norwegian would be the launch customer for the 737-MAX 8 (as I discussed here) however in the end initial deliveries were to Malindo Air (or Batik Malaysia depending on how it rebrands) in May. Norwegian had instead to wait until June 29, 2017 when it received its first pair of aircraft simultaneously, from a firm order backlog of 108 aircraft. They were the 5th and 6th MAX 8s delivered and are both to be operated by Norwegian Air Shuttle’s Irish subsidiary Norwegian Air International, which it uses to access the European Union and piggyback off the open skies agreement between the EU and US to operate transatlantic flights.
The delay in delivery was due to issues with the low pressure turbine rotor disc in the Leap-1B engines but with the MAX finally entering service Norwegian enters into a new phase of its long haul expansion. It plans to use the 3,515 nautical mile range of the type to fly to secondary cities in the USA from secondary cities in Europe – kind of like a mini 787. Destinations in the USA are Hartford, Newburgh Stewart and Providence. These are to be serviced from six European destinations, namely Edinburgh, Belfast, Bergen, Cork, Dublin and Shannon. No other airline has announced similar long haul services using a 737 and these new routes are potentially groundbreaking if they can prove that avoiding the major US gateways with smaller equipment is viable.
The real first pair of Norwegian MAXs on delivery day. Photo courtesy of Boeing.
Norwegian’s first pair of 737-MAX 8s are registered EI-FYA and FYB. It will transition the MAX’s to the new routes when its third aircraft arrives in July and instead temporarily has begun Edinburgh services to all three 3 US destinations using existing 737-800s, which are capacity restricted over such distance.
Gemini Jets has released its first 737-MAX 8 prior to the delivery of the airline’s actual aircraft and although it appears that it probably had connection with the airline for the model the result is not a real aircraft but a fantasy scheme with the registration LN-MAX.
The original Boeing mockup artwork this model is based upon. Image courtesy of Boeing
Norwegian is of course renowned for placing the image of a famous Norwegian on the tail of its fleet (this has subsequently been expanded to famous people of other nations as well) and this model comes with Sonja Henie adorning the vertical stabiliser. She was a Norwegian figure skater, who won 3 Olympic Gold medals, and later became an actress. Alas both the initial 737-MAX 8s were delivered without their tail liveries applied and it doesn’t look like either will feature this person. EI-FYA is instead fittingly going to acquire the image of low-cost pioneer Sir Freddie Laker whilst Irish Antarctic Explorer Tom Crean will feature on EI-FYB.
Interestingly Boeing’s original artwork from the time of the MAX order does show a Norwegian MAX with Sonja Henie on the tail, which I assume is the inspiration for the model.
THE MODEL
This model is clearly a fantasy model based upon the Boeing pre-delivery mockup images and as such I feel like I shouldn’t be comparing it to the real Norwegian MAXs that have just been delivered. As such I’m not going to mark it down for not matching some aspects of the actual aircraft. I will however note where the model deviates from the real thing.
The format for my reviews is to split them into three key areas:
The mould of the aircraft
The paint and livery
Printing and quality control
Each can get a maximum score of 10 for a section giving a maximum combined total score of 30.
THE MOULD
I was really impressed by the Panda models 737-MAX 8 that I reviewed in April so this JC Wings effort has its work cut out to beat that. Impressively it almost does and the two look very similar to each other, which is a testament to how good they are. For years the manufacturers have struggled with the 737NG so it is wonderful to see they can make a MAX. I was a little dubious about this mould when I saw the pre-release photos but I assume the delay in final release is due to some fine tuning as this 737 looks better than the photos I saw from 2016.
The nose, always the most important area for me, is perfect and the join of the nosegear doors to the fuselage slightly better than on the Panda. The rest of the fuselage and vertical stabilizer is excellent, however the tailcone is not quite pointy enough at the tip (interestingly the JC A320’s tailcone is also too stubby).
The wings and engines are a particular triumph with really nice etching to show control surfaces and very well shaped engine pylons and nacelles. In fact the underside pylon shape and chevrons on the rear nacelle are better than on the Panda.
The engine chevrons are a better shape than on the Panda mould. Photo by Richard Stretton.
The undercarriage is smart and well produced although the nosegear is slightly less defined than on the Panda. One area JC Wings never quite gets correct are the size of the aerials, which are a smidgen too large. Also JC Wings continues its tradition of missing the rear underside aerial off completely.
To be honest the differences between this and the Panda models MAX are small and both moulds are exemplary. If only we could get A320s of this kind of quality from JC Wings. None of my criticisms really impact the mould’s quality so I feel I must give it full marks seeing as I gave the Panda full marks.
No satnav dome. Photo by Richard Stretton.
Note that the real Norwegian 737MAX-8s have a satnav dome, which this model doesn’t. I’m sure JC and Gemini will be putting satnav domes on future releases and as such it isn’t a mould defect.
SCORE – 10
PAINT & LIVERY
Norwegian has a simple but classy livery that is easily identifiable without falling into the cheap and nasty category of some low cost airlines. The tail variations are likewise a great idea and no doubt add a lot to the culture of the organisation as well as to the joy of plane spotters. Norwegian haven’t really changed their livery at all for the MAXs but the addition of some new airframe features, like scimitar winglets, does mean Gemini has had to make a few guesses, or at least trust the Boeing artwork. This introduces some variations compared to the delivered machines.
The winglet colours match the Boeing imagery but not the real thing. Photo by Richard Stretton.
The livery represented matches that shown on the Boeing order imagery perfectly. The red and blue colours are fine, whilst the airline titles and small 737-8 titles forward look great. Towards the rear the Norwegian.com titles and small 737 MAX 8 titles are present. The proportions of the tail painting are excellent and Sonja Henie is well rendered. My only criticism of the livery application is that the nose of Ms Henie is a little incomplete around the nostrils.
Note the winglets match the model but not the real thing. This is the original Boeing mockup artwork this model is based upon. Image courtesy of Boeing.There are no 737-8 titles on the real thing. Photo courtesy of Boeing.There is no 737-8 titling on the nose of the real thing but there is on the model. Photo by Richard Stretton.
Now comparing this scheme to the real thing obviously the personage on the tail is incorrect. There are other variations too however. The delivered 737s have no 737-8 titles forward and the lower half of the winglets is not all blue as on the model but red with a blue stripe in the middle. I’m not knocking points of for that as it matches the Boeing artwork.
SCORE – 9
PRINTING & QUALITY CONTROL
Gemini have pulled out all the stops for this model. The printing is great and there are no flaws. If I’m really searching for criticism I could say that the inner engine rims and fans are too silvery but it is minor and not really noticeable.
Constructions is likewise superb. Everything is fitted perfectly – no loose connections, no tyre tabs, no dragging engines. If this kind of quality could be reached regularly by the manufacturers this part of the review would be redundant. Great work JC Wings and Gemini.
SCORE – 10
CONCLUSION
This is a great model there’s no two ways about it and I look forward to more MAXs in the future of this quality. The only issue is that this aircraft is never going to exist. I expect it was ordered by Norwegian and Gemini were told to use the Boeing artist impressions so I can hardly criticize them but nevertheless it is a fantasy model. The real thing has a different tail personality, different winglet colours and satnav dome. Even so this is a great fantasy. Well done.
FINAL SCORE – 29
1/400 Review Scoring Chart
Richard Stretton is a contributor to The Diecast Flier, the only online news source and hub for model collectors and enthusiasts worldwide. He founded his own blog, Yesterday’s Airlines in 2014, which details the history of aviation and the changes in the outputs of the model manufacturers. Meanwhile his collection has expanded to over 1400 1/400 scale airliners focused on US and global classics plus modern Chinese airliners.
When the 1960s began the United States and really the entire world were on treacherous ground. The Cold War was getting colder each and every day. Americans were building bomb shelters in their back yards and basements. We didn’t know it at the time but the capability of the Soviet surface to air missiles (SAMs) would force alterations to the mission profiles of just about every Strategic Air Command (SAC) bomber. We were headed toward a war in Southeast Asia that would sap the strength of the armed forces of the United States so much it would take decades to fully recover.
In the Air Force-produced film “Air Force Missile Mission”, Jimmy Stewart (that’s Brigadier General James Stewart USAF to you and me) did his best to explain for what we needed all of the various missiles and different aircraft in the Air Force inventory in the late 1950s / early 1960s timeframe. The film is like a catalog of the bomber, fighter, and missile weapons systems in use at the time. Beginning with his comparison between the World War II-era aircraft he first flew and then-current aircraft, Stewart steps through just about every major weapon system in the Air Force arsenal.
Martin MGM-1 Matador and MGM-13 Mace, McDonnell ADM-20 Quail, Douglas PGM-17 Thor Northrop SM-62 Snark, Convair SM-65 Atlas, Boeing CIM-10 Bomarc, Martin HGM/LGM-25 Titan, Chrysler PGM-19 Jupiter, Douglas AIR-2 Genie, Hughes AIM-4 Falcon, Raytheon AIM-9 Sidewinder, and several other air-to-air, air-to-ground, ground-to-air, and ground-to-ground missiles are mentioned and/or shown in use. Thanks to the US National Archives for uploading this HD time capsule video to YouTube.
A Navy Reserve pilot was rescued by the U.S. Coast Guard at approximately 1315 local time on August 9th 2017 after ejecting from his Northrop F-5N Tiger II in the vicinity of Naval Air Station (NAS) Key West. The Fighter Squadron Composite ONE ONE ONE (VFC-111) Sundowners pilot was reported to be uninjured but was taken to Lower Keys Medical Center in Key West for evaluation. A United States Coast Guard MH-65 Dauphin executed the rescue of the pilot, who has not yet been identified.
Official US Coast Guard Photograph
VFC-111 flies the F-5N as the primary component of the Navy Reserve’s fleet adversary program out of NAS Key West. They also operate detachments out of other bases periodically. Regular Navy fleet squadrons regularly deploy to NAS Key West to practice air combat maneuvering (ACM) during workups prior to deployments aboard aircraft carriers.
Official US Navy Photograph
The crash of the Sundowners jet was first reported at approximately 1238 local time. The Coast Guard also sent an EADS HC-144 Ocean Sentry search and rescue surveillance aircraft to the search area, centered roughly 20 miles southeast of Key West, in order to assist with locating the pilot. The crash was first reported by United States Naval Institute. Here’s a video of VFC-111 shot at an airshow at NAS Key West. Thanks to YouTuber SD co0rch for uploading the clip.
The philm “The Fabulous Phantom” was made by McDonnell Douglashttps://avgeekery.com/?s=McDonnell+Douglas to commemorate the manufacture of the 5000thPhabulous Phantom II (F-4E-65-MC serial 77-0290) which rolled out on 19 May 1978 and was delivered to the Air Force on 24 May 1978. The company would only build another 195 F-4s before shutting down production in 1981. Whether you called it Old Smokey, Double Ugly, Rhino,Snoopy, Phlying Anvil, Phlying Phootlocker, Phlying Brick, Lead Sled, Big Iron Sled, St. Louis Slugger, or World’s Leading Distributor of MiG Parts, the F-4 Phantom is one of the most highly regarded military aircraft ever built. Thanks to YouTuber PeriscopeFilm II for uploading this retro shot of Phab Phour goodness.
Over its years in service with the United States Navy, Air Force, and Marine Corps, the F-4 Phantom spawned an entirely new classification of crew members and maintainers. Phantom Phlyers, Phantom Pherrets, and Phantom Phixers wore the patches and proudly misspelled words beginning with F. They were no doubt envied by many a Phantom Phanatic. Why is the Phantom II so warmly remembered today? You could get a plethora of answers to that question. Which is why we’re asking. What was it about the Phabulous Phantom that made it such a highly-regarded aircraft? Let us hear from you Ageekery Nation!
James S. McDonnell stands in front of F-4 Phantom number 5000. Photograph courtesy Boeing
It’s rare to see an A-10 with a commemorative “non-standard” paint job, so when the 185th Fighter Wing recently rolled an A-10C Thunderbolt II out of an Air National Guard Paint Facility in Sioux City, Iowa on August 3, it caught people’s attention immediately.
The Movie Was Really Designed to Scare the Reds to Death
“Size 36” was the first movie made for the public about the Convair B-36 Peacemaker strategic bomber- but it wasn’t the only movie made about the big new bomber. The Signal Corps produced the movie in 1950 and it was shown in movie theaters to a suitably amazed public all over the country. It has been said that the movie was also made so the Soviets, who had nothing comparable to it, would get an eyeful of the B-36. That’s détente too…comrade. Either way the film is a unique look at the B-36 soon after it entered service with Strategic Air Command (SAC) in 1948. Thanks to YouTuber AVhistorybuff for uploading this first-for-many look at the Peacemaker.
Convair built a total of 384 B-36s at their manufacturing plant in Fort Worth. SAC operated the huge bombers for only about ten years. The “six turning four burning” design, the genesis of which occurred soon after the beginning of World War II, allowed the Peacemaker to cruise at 40,000 feet. SAC crews often made their simulated attacks on an unsuspecting public from closer to 50,000 feet of altitude. Aerospace technology was advancing so quickly during the 1950s that the B-36s became obsolescent seemingly overnight. Boeing B-52 Stratofortresses began replacing them in 1955 and scrapping B-36s was a growth industry by 1956. The last B-36 flight occurred in 1959.
We already know that Boeing’s B-52 Stratofortress bombers will continue to serve for what is expected to be thirty more years…maybe even longer than that. The bombers are powered by Pratt & Whitney TF33 engines today. The TF33 is a development of the JT3D, which has been powering jets since the days when 707s and DC-8s were the highest tech in the skies- and come to think of it, when the B-52 was the highest tech in SAC. As installed in today’s B-52 fleet, the TF-33 puts out about 17,000 pounds of thrust. Multiply that times eight and you have 136,000 pounds of thrust. As Boeing argues in the video below, that thrust comes at a high and ever-increasing cost. We’ll let them make the point, but there is some essential discussion yet to be had below the video link.
But which engines should replace the TF33s on the BUFF?
That would seem to be a key consideration, yet very few actual candidates have been identified- at least publically. The Air Force picked up a 20% reduction in fuel consumption when the B-52 fleet went to the TF33. In the eight “official” studies and countless others into the subject, arguments have been made for using eight newer technology engines in order to limit the compatibility issues with redesigning the nacelles. Engines that would fall into that category include the Rolls Royce BR700 family (up to 21,000 pounds thrust) or potentially the Pratt & Whitney PW800 (16,000 pounds thrust). There are lots of potential engines in this thrust range.
Official US Air Force Photograph
Another potential solution is to use four much more powerful engines to replace the eight TF33s. The Pratt & Whitney F119 (PW5000) might work in this application. But this is a solution with inherent cost increases associated with the need to build completely new nacelles for the engines and even potentially strengthening the wings to accommodate the changes to the structure- a structure with some experience.
Official US Air Force Photograph
Then there are the unforeseen gotchas that are and will be as much a part of this process as tightening the last bolt. They’ll happen. Potential case in point: The B-52’s tail and rudder. Asymmetric thrust scenarios might be more than the current short tail and rudder surface can handle. Could this result in the return of the tall-tail B-52? Perhaps. The solution is out there and we have to assume Boeing will think through all the potential challenges. But re-engining the BUFF fleet seems to now be at the how-do-we-do-it stage rather than the should-we-do-it stage. Or not? What do you crew dogs think? Let us know!
BEAUFORT, S.C. — The aerial choreography of six World War II-era aircraft of the GEICO Skytypers Flight Team will return to the skies this week set to perform aerobatic precision flying during the first of four upcoming airshows.
The Westfield International Airshow in southern Massachuttes will be center stage as the Skytypers, Air Force Thunderbirds, and several popular civilian aerobatic acts perform on August 12 and 13. The squadron will fly each afternoon during the two-day weekend event. Air show attendees will also find the team’s pilots hanging out at the GEICO display booth for a meet and greet.
Lead by team owner and commanding officer Larry Arken in Skytyper 1, the squadron flies aboard six sleek 1940 SNJ-2 single-prop aircraft. The SNJ was used by the pilots of the second world war to practice their flying skills and prepare for a dogfight in the skies. The Skytypers pilots include Chris Thomas, Ken Johansen, Chris Orr, Steve Salmirs, Tom Daly, and Kevin Sinibaldi.
“For me, flying the formation is a lot of fun and it exercises all your piloting skills,” said Ken Johansen, whose serves as the executive officer and wing pilot. “There’s very little talking within the formation itself cause we don’t have to. We can turn our radios off and fly the routine cause we know it so well. When the solos are coming off, I know where to look for them when I’m flying in the diamond — and their there.”
The squadron’s 18-minute flight performance over each airfield will open with a recently added maneuver — and, it has become a stirring favorite with the recent air show crowds.
“It’s a really exciting six plane cross we do right at show center,” Pilot 8 Steve Kapur explained as we stood on the flightline. “There are very few teams doing this maneuver – the Blue Angels, the Thunderbirds – but no civilian teams that I’m aware of.”
This aerospace journalist was invited recently to experience a flight demo with the Skytypers over an area east of Beaufort, S.C. The squadron was poised on the air field to showcase the precision and handling style of the SNJ-2 aircraft.
The Navy’s SNJ-2, also known by the Army as the T6 Texan or the Harvard in the U.K., was the Allied pilot’s classroom as World War II began. The aircraft served as a trainer for up and coming servicemen prior to entering full combat status.
Retired Naval aviator LCDR Jim Record greeted and offered up a safety briefing just before we boarded Skytyper 2. We strapped into a multi-point harness which included a parachute, donned our flight helmets and Jim went to work to prime the aircraft. The SNJ-2’s 600 horsepower Pratt and Whitney 9 cylinder engine awakened a rare silent moment on any air field. Its silver single propeller began rotating to life as Record pumped the throttle on his left to increase fuel flow into the engine.
As we turned out onto the runway dragging the shadow of the plane’s 42-foot wingspan behind us, we waited for Skytyper 4 to a line with us. After a few communication checks with the Beaufort tower, Jim then throttled up the engine, released the brake and off we were rolling gaining speed. As the silver dove began to inch off the runway we were followed in succession by three of the Skytypers fleet of six aircraft.
“Lift-off”, I commented, as my stomach felt a slight drop as the aircraft soared skyward. Record then retracted the main gear which then quickly tucked under the belly. A routine take-off for Jim was an exciting thrill for this flight veteran of several current military jets. As I peered out the 360-degree glass canopy, I took note of three Skytypers below and to our right as we began our flight demonstration.
After arriving at our cruising altitude high over the jagged coast of South Carolina, I received permission to open my end of the glass canopy. At that moment, the aircraft became a motorcycle, the wind blowing into my cheeks at near 250 knots.
First, we maneuvered into a four plane diamond formation 1,500-feet above. Jim held the aircraft in the right wing of the formation for a minute. Seconds later, Skytyper 1 radioed to the four planes, “Smoke on.” Atmosphere safe white mist then poured from the right side of each of the Skytypers creating a vapor trail.
The excitement of flying with the GEICO Skytypers kept a steady grin on my face even as we banked left or climbed with the squadron. I took note of how steady these aircraft flew, and the great pilots behind them, now three-quarters of a century following their rollout from the aircraft factory.
One maneuver you will not see the Skytypers perform is flying upside down. Their feats of aeronautical strength lies in the precise maneuvers, including when the solos cross each others paths by only a few feet; or when the diamond team splits off into multiple directions only to return back to the diamond.
Nearly four score years since World War II began, each of the Skytypers pilots today carry the torch of the Greatest Generation of pilots as they recreate how those pilots of yesteryear flew during combat operations. Each Skytypers air show brings to life the story of the early years of aviation, and how the pilots trained aboard the SNJ-2 gave the Allied forces a lift while the world was at war.
(Charles A. Atkeison reports on aerospace and technology. Follow his updates on social media via @Military_Flight.)
Boeing’s B-47 Stratojet strategic bomber was only a couple of years in active service when Boeing produced the film “Meet Your B-47” for the Air Force in 1954. Generally speaking the Strategic Air Command (SAC) was secretive about everything they did or owned, but the B-47 was special and facets of its advanced design were already being incorporated into its successor in SAC, the Boeing B-52 Stratofortress. Movies like the 1955 Jimmy Stewart feature “Strategic Air Command” and later “Bombers B-52” with Karl Malden produced plenty of public interest in the Stratojet. “Meet Your B-47” is a unique look at the design, development, and manufacture of the B-47 not seen in the movie theaters.
Featuring the 3250th Combat Crew Training Wing (CCTW) at McConnell Air Force Base (AFB) near Wichita in Kansas and lots of timeless air-to-air shots of the B-47 in its element, the film includes a look at a typical SAC training mission. The 2,032 B-47s built by Boeing were configured into 28 variants and sub-variants.
Boeing B-47E-50-LM (S/N 52-3363) in flight. (U.S. Air Force photo)
The jet was considered “hot” and was involved in a number of operational accidents, especially during early operational use. The final Stratojet flight took place in 1986 when a restored example was ferried from Naval Air Weapons Station (NAWS) China Lake to Castle AFB for display at the Castle Air Force Base Museum. Thanks to YouTuber ZenosWarbirds for uploading this great look at SAC’s B-47.
The final flight of a B-47 Stratojet. Official US Air Force Photograph.
This video was produced for a Patrol Squadron FIVE (VP-5) Heritage Reunion event by the Mad Foxes. It traces the history of VP-5 from original establishment in 1937 to the present day. Over eight squadron designation changes and several aircraft changes the Mad Foxes have always endured. Presently equipped with the Boeing P-8A Poseidon, VP-5 flew the Lockheed P-3 Orion for the previous 47 years, 39 of them in variants of the P-3C model. Before that the Consolidated PBY Catalina and Lockheed P2V Neptune were the primary aircraft flown by VP-5. Thanks to YouTuber kcott04 for uploading this retrospective. No Fox!
As a component of Patrol and Reconnaissance Wing ELEVEN (PatWing-11), VP-45 has deployed primarily to Atlantic and Mediterranean locations, with exceptions during wartime. The Mad Foxes have called Keflavik in Iceland, Rota in Spain, Sigonella in Sicily, Lajes in the Azores, Roosevelt Roads in Puerto Rico, Kindley Field in Bermuda, Souda Bay in Crete, and more recently Kadena in Okinawa and Misawa in Japan home when deployed.
The 1959 film “United States Naval Test Pilot School” (USNTPS) was made to introduce personnel to the Command and to the Naval Air Test Center (NATC) at Naval Air Station (NAS) Patuxent River in Maryland. The variety of aircraft in test during the filming is impressive. There are plenty of shots of the school’s students in the classroom and on the flight line, but what makes the film really interesting is that variety of aircraft in test and in use at the time. Thanks to YouTuber Periscope Film for uploading this video of the state of naval air to come in the 1960s.
The Navy jets starring in the film include the Vought F8U Crusader and F8U-1P Photo Crusader, the North American FJ Fury, the Douglas A4D Skyhawk, the McDonnell F3H Demon, the Grumman F9F-8 and F9F-8T Cougar, the Lockheed T2V Seastar, and the Douglas F4D Skyray, A3D Skywarrior, and F11 Tiger. The aircraft carrier USS Saratoga (CVA-60) makes an appearance in the film as does Carrier Air Wing Three (CVW-3) and the A4D-2 Skyhawks flown by Attack Squadron 34 (VA-34) Blue Blasters.
Gabby Was the Leader of the Legendary 56th Fighter Group
Stanley Gabryszewski was born in Poland and came to the United States during the early 1900s. He and his wife bought stock in the American Dream early, settling in Oil City, Pennsylvania, opening a market, and working hard to support their family. Their son Franciszek Stanislaw was born on January 28th 1919. His parents managed to send him to Notre Dame University in 1938. Initially overwhelmed by the academic rigors of college, Francis Stanley “Gabby” Gabreski became interested in aviation as an “Irish” freshman.
Not a Born Stick-and-Rudder Man
Gabby was certainly no natural as a pilot. In fact he inspired so little confidence in his instructor that he was discouraged from continuing his flight instruction. But the bug had bitten Gabby hard. After getting his academic game back on track he enlisted in the United States Army Air Corps (USAAC) at the beginning of his sophomore year. Aviation Cadet Gabreski underwent primary flight training flying PT-17 Stearman trainers at Parks Air College. Gabreski still lacked piloting skills as a trainee, even facing the dreaded elimination check ride before advancing to basic flight training.
Earning Those Wings
Gabreski went through basic flight training flying the Vultee BT-13 Valiant trainer at Gunter Army Air Base in Alabama. His skills continued to improve and he progressed to the advanced training phase, in his case taught at Maxwell Field in Alabama flying the North American AT-6 Texan trainer. Francis Gabreski received his Army Air Corps pilot’s wings and commission as a Second Lieutenant in March of 1941. Gabreski was assigned to the 45th Pursuit Squadron of the 15th Pursuit Group at Wheeler Army Airfield on Oahu in Hawaii.
Duty in Hawaii That Fateful Sunday Morning
Gabby learned to fly both the Curtiss P-36 Hawk and the derivative Curtiss P-40 Warhawk while assigned to the 45th. When the Japanese attacked Pearl Harbor on December 7th, Gabby was one of several P-36 Hawk pilots who managed to get airborne after the initial attack and were prepared to intercept subsequent Japanese raids- raids that thankfully never materialized. Gabreski remained in Hawaii with the 45th Fighter Squadron (renamed in May 1942) flying improved variants of the Warhawk as well as Bell P-39 Airacobras the unit began to receive during the spring and summer of 1942.
Speaking the Lingo
Franciszek Stanislaw Gabryszewski was keenly interested in the exploits of the justifiably famous No. 303 Polish Fighter Squadron during the Battle of Britain. So much so that, being of Polish descent himself and knowing the language, his ability to converse in that “Polish chit-chat” might be useful not only to the Royal Air Force but to the USAAF as well. Gabby sold the brass on the idea and left for Washington and a promotion to Captain in September of 1942. From there Gabby made his way to England and the new Eighth Air Force VIII Fighter Command headquarters.
Speaking of the Poles
Gabby wanted to be attached to 303 Squadron but those particular Poles were inactivated at that time. Another Polish Squadron, No.315 at RAF Northolt, brought him onboard early in 1943. Gabreski was one of the first American pilots to fly the new Supermarine Spitfire Mark IX while flying with the Poles. Their primary mission was flying fighter sweeps over the English Channel. Gabreski’s first and only aerial combat while flying with 315 occurred on February 3rd when Focke-Wulf Fw 190s bounced the Poles. Although he scored no victories during his total of 20 missions with the Poles, Gabby gained experience and learned plenty.
To the Wolfpack
Gabreski became part of the legendary 56th Fighter Group on February 27th 1943. He was assigned to the 61st Fighter Squadron and began flying Republic P-47D Thunderbolts. Gabby became a flight leader quickly and his experience helped him advance to the rank of Major by May. In June he took command of the 61st. He achieved his first aerial victory, against a Fw 190 over France, on August 24th 1943. Gabby became an ace on November 26th 1943 when he downed two German fighters who were attacking a large formation of Boeing B-17 Flying Fortresses.
On a Tear
Gabby continued shooting down Luftwaffe aircraft while also enjoying some familiar company. He pulled a few strings to get a handful of the Polish RAF pilots with whom he had flown attached to the 56th Fighter Group. This helped alleviate the experience gap developing due to pilots reaching the ends of their tours. One Pole in particular, Squadron Leader Boleslaw “Mike” Gladych, became a minor legend in the Group. On March 27th of 1944 Gabby had 18 confirmed victories including five multiple-kill missions to his credit.
Tops
In April of 1944 Gabreski was promoted to Lieutenant Colonel. In May he shot down three Fw 190s on a single mission over Germany. His 28th victory, scored on July 5th 1944, made him the leading American fighter ace in the European Theatre of Operations (ETO). Gabby’s 28 would stand as the highest score against the Luftwaffe. He was scheduled to return to the States to get married and sell War Bonds, but his desire to fly a last unscheduled 166th combat mission forced him to delay such plans for quite a while.
For the rest of the Gabby Gabreski story (and a great video) bang NEXT PAGE below
Three Marines reported missing after their MV-22 Osprey went down off the coast of Australia earlier this afternoon are now presumed deceased, according to the USMC. The most recent update this evening:
Sentry Eagle is the one of the largest air-to-air combat exercises conducted by the Air National Guard (ANG). The exercise is hosted by the 173rd Fighter Wing (FW) of the Oregon ANG at Kingsley Field Air National Guard Base (ANGB) near Klamath Falls in southern Oregon. Sentry Eagle provides active and reserve Air Force, Navy, and Marine Corps pilots with a full range of simulated combat scenarios. Training in air combat maneuvering (ACM) and large force employment are heavily emphasized during the exercise. The 2017 version of Sentry Eagle was attended by several commands including the 149th Fighter Wing Gunfighters from the Texas ANG, the 162nd Fighter Wing from the Arizona ANG, and the 194th Fighter Squadron (FS) Griffins from the California ANG. Thanks to ManteganiPhotos for uploading these two excellent HD videos of these jets in action.
Kingsley Field ANGB made the news recently as the 56th Operations Group was just activated as the 550th FS Silver Eagles, a supplemental F-15C Eagle training squadron. The 550th FS will be tasked with providing enhanced training for regular Air Force and Air Force Reserve F-15C Eagle pilots.
This second video was shot during a flight onboard a 116th Air Refueling Squadron (ARS) Boeing KC-135R Stratotanker with the 141st Air Refueling Wing (ARW). During the mission the KC-135R tanks F-16 Vipers from the 149th and 162nd FWs. Spoiler alert: There is also some gorgeous footage of idyllic Oregon’s Crater Lake in this video. It’ll make your eyes water!
The 1966 film “The Strength of SAC” showcases the weapons and the personnel of Strategic Air Command. The Boeing B-52 Stratofortress strategic bomber is featured prominently in the film, but this is a comprehensive look at SAC- from tankers and ground support personnel to strategic missiles and command posts on the ground and in the air. North American F-100 Super Sabres and Republic F-105 Thunderchiefs also appear in the film as do Boeing KC-135 Stratotankers. The film was uploaded to YouTube by PeriscopeFilm.
SAC was a wide-ranging command that utilized all sorts of systems to defend the country. B-52s flew thousands of radar bombing runs (simulating attacks) all over the nation during this period.
One way to score those simulated bomb runs was the Radar Bomb Scoring (RBS) train, dubbed the “RBS Express.” These trains, three of which were pieced together using Army rolling stock, consisted of 21 cars each and were seen wearing SAC badges on tracks near SAC bomb plots across the country and in Canada.
Between the 1956 and 1963 show seasons the United States Air Force Precision Flight Demonstration Team, otherwise known as The Thunderbirds, flew North American F-100C Super Sabres. Their F-100Cs made them the world’s first supersonic flight demonstration team. The Air Force, with an eye toward positive publicity for the service, made a film about the team and their first supersonic mounts in 1958. The Thunderbirds even produced a sonic boom or two (just for demonstration purposes of course) during their performances until the FAA banned supersonic flight over the continental United States. Thanks a bunch FAA! The film is awesome in that late-1950s kind of cool way.
The Thunderbirds flew the Republic F-105B Thunderchief beginning in 1964, but after only six performances the Thud was deemed unsafe due to an accident that occurred at Hamilton Air Force Base (AFB) in California. Captain Eugene Devlin was killed when his Thud broke up in midair during a pitch-up maneuver prior to landing on May 9th 1964. The Thunderbirds went back to flying the F-100, albeit the D variant, for another four years until they began flying the McDonnell Douglas F-4E Phantom II in 1969. Thanks to YouTuber Classic Airliners & Vintage Pop Culture for uploading this period film about the Team and their aircraft.
American film maker John Ford (1894-1973) was an Academy Award-winning director whose 140 films, including “Grapes of Wrath”, “Stagecoach”, “How Green Was My Valley”, and “The Quiet Man” were often set against sweeping vistas and harsh terrains and backgrounds. There is no more harsh background than war. Ford served as Commander John Ford, USNR and head of a photographic unit for the Navy Department during World War II. Ford and his cameras were present at Midway when the climactic battle was fought during early June of 1942. Thanks to PeriscopeFilm for uploading this classic film.
When Ford arrived at Midway he believed his job would be to simply document life on the atoll. He was completely unaware that the Japanese were planning to attack Midway until June 2nd– two days before the battle began. The combat footage shot by Ford and his two assistants was completely spontaneous. After the battle Ford returned to the States and edited the film in secret, believing that military censors would hack the film to pieces. Ford craftily spliced footage of the President’s son James, a Marine officer, into the film before a Presidential viewing. When Roosevelt saw the film he proclaimed that he wanted “every mother in America” to see it. That’s how Ford’s film was released uncensored.
Army Air Forces Boeing B-17E Flying Fortresses.
Starring Many of Your Favorites
The film “The Battle of Midway” won Ford another Academy Award (for Best Documentary) in 1942. It is a first-person view of the battle as it affected the island and depicts the aircraft and personnel based there and at sea during that fateful June more than 75 years ago. Footage from Ford’s film was spliced into many other movies made during and after the war. You’ll no doubt recognize some of it. There are a few places in the film in which footage shot elsewhere was used, but the majority of the content of the feature was created by Ford and his team. Footage includes Consolidated PBY Catalina flying boats, Boeing B-17E Flying Fortresses, Vought SB2U Vindicators, Douglas SBD Dauntlesses, Grumman F4F Wildcats, and lots of Midway’s own Gooney Birds.
Last month, an Air Canada A320 (Air Canada Flight 759) mistakenly lined up to land on a taxiway instead of the active runway. On the taxiway were 4 other aircraft, including three wide-body aircraft each carrying hundreds of passenger. The potentially deadly incident was only avoided after one of the 787 pilot’s holding short made a radio call to ask where that plane was going. Another aircraft turned on its landing lights. The Air Canada flight conducted a go-around, passing just feet overhead of the other aircraft. Now the NTSB has released an interim update with photos and new details. Here’s are some new details:
Runway 28L was closed for scheduled maintenance. The runway had a lighted “X” on the field. It was NOTAMed closed with ATIS also reporting that the left runway was closed.
Runway 28R (the runway which Air Canada was cleared to land) had full instrumentation and full instrument approach lighting. Additionally, taxiway C parallel to runway 28R had full operational taxiway lighting.
Air Canada flight 759 was cleared for a visual approach to Runway 28R at night under VMC conditions.
The Air Canada was lined up with the taxiway for the final three miles of the approach.
The sequence of events (in photos):
In this first photo provided by the NTSB, AC flight 759 appears to be lined up with taxiway C while United flight 1 holding short of runway 28R. At this time, the United pilot openly queries tower saying “Where’s this guy going?”. Pilots in the A340 turned on their landing lights in a last ditch effort to alert the landing aircraft that they were off course. The latest NTSB update states that “the airplane flew too far right of course to be observed by the local controller’s ASDE-X/ASSC and was not visible on the ASDE-X/ASSC display for about 12 seconds.” In layman’s terms, the aircraft was so far off to the right of the expected track that the aircraft didn’t appear on the radar screen.
In the second photo, Air Canada flight 759 passes just feet over United 1, a fully loaded Boeing 787. The flight was so low that the pilot stated “He’s on the taxiway” over tower frequency.
Seconds later, the controller states “Air Canada Go-around”. By this time, the Air Canada flight had already initiated a go-around. They returned to the field later and landed without further incident.
The Air Canada captain commanded a go-around on Airbus A320 when the aircraft was 85 feet above the ground. During the go-around sequence (time it takes to spool up the engine and set a go-around attitude) the jet came as low as 59 feet above the ground.
The NTSB states that, “In postincident interviews, both incident pilots stated that, during their first approach, they believed the lighted runway on their left was 28L and that they were lined up for 28R. They also stated that they did not recall seeing aircraft on taxiway C but that something did not look right to them.”
Some unanswered questions:
An incident like this one highlights the importance of breaking the error chain to prevent an accident. Based on the details of this interim report, the error chain was down to its final links. The crew was highly experienced with a total of over 30,000 flight hours between the two pilots. They were experts in their trade but they still fell short on this approach that occurred at night during visual conditions. An incident like this brings up a couple important questions though. Why weren’t the pilots backing up their visual approach with an ILS? Doing so would have provided critical situational awareness that they were lacking that night. Also, what role did fatigue play a role in this incident? Were the pilots awake for an extended period of time before flying? Did they get adequate rest before their duty day?
The NTSB is excellent at finding an answer to these questions. The final report will be released within 12-18 months.
The Air Force-produced film “All For One- Air Force Rescue in Vietnam” portrays the rescue of USAF Captain Gerald Lawrence. On August 20th 1972, Lawrence was flying a single engine Beech QU-22B Pave Eagle reconnaissance aircraft near the Ho Chi Minh Trail when he was shot down. The 40th Aerospace Rescue and Recovery Squadron (ARRS) based at Udorn Royal Thai Air Force Base (RTAFB) immediately went to work to retrieve Lawrence from the jungle terrain in which he was evading the enemy.
Lawrence was assigned to the 553rd Reconnaissance Wing (later the 554th Reconnaissance Squadron) Vampires. His mission was to orbit near the Ho Chi Minh Trail receiving signals from Igloo White acoustic and vibration sensors on the ground and relaying those signals to the Information Surveillance Center (ISC or Task Force Alpha) at Nakhon Phanom RTAFB. Not long after Lawrence was shot down the Air Force cancelled the QU-22 program.
Official US Air Force Photograph
The film includes footage of interviews with the 40th ARRS HH-53 Jolly Green rescue helicopter pilots and crews as well as A-1 Sandy and OV-10 Bronco “Nail” forward air control (FAC) pilots. There is plenty of live-action footage of the Jolly Greens, Sandys, and Broncos in action as well as radio calls between the aircraft during the actual rescue of Lawrence by an Air Force Jolly Green pararescueman (PJ). After his harrowing experience on August 20th 1972, Captain Lawrence remained in the service until his retirement as Major Lawrence in 1986. Sadly he passed away on July 28th 2012. Thanks to YouTuber PeriscopeFilm for uploading this informative film.
