Victorville Aircraft Storage

Victorville Aircraft Storage - VCV started this crisis with many airplanes already stored around its sprawling grounds, but just how many planes have joined their ranks is astonishing. Keep in mind, that the airfield already had a mass influx of Boeing 737 Max jets that have been grounded for over a year before the epidemic struck.

On November 7, 2017, United Airlines flew a Boeing 747 jetliner for the final time with passengers. The airline recreated the first 747 flight operated by United in 1970 for the historic farewell journey. Flight UA747 departed from San Francisco with service to Honolulu with more than 300 customers, employees and distinguished guests onboard.

Victorville Aircraft Storage

In satellite images that The War Zone obtained from Planet Labs, the first taken on May 20th, 2019, and the second taken on April 14th, 2020, you can see the throngs of airliners that have been put into storage at the big Mojave Desert airfield

Riding The Wave

. "So we hire a lot of the students, and they work for us while they're students. For instance, if they are in school on day shift, they'll work for us on evening shifts. And if they're in school on evening shifts, they'll work for us on day shift," concluded Christine.

MROs like ComAv have been at the forefront of Covid-19's industry effects. During the onset of the outbreak, the company received so many airplanes that they were forced to close a runway in collaboration with the local airport authority.

This added plenty of additional space for aircraft parking ComAv Technical Services, located at Southern California Logistics Airport in Victorville, is one of the largest aircraft storage facilities on the globe with total capacity for over 500 commercial aircraft.

The largest leaseholder on the property, the company just about reached its capacity in 2020 and has been riding the waves of the Covid-19 pandemic ever since. The Airplane Boneyards website is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn fees by advertising and linking to Amazon.com and affiliated sites.

Inside Victorville Airport Pandemic-Stricken Airliners Face An Uncertain Future

Amazon offers a commission on products sold through their affiliate links. There is no additional cost to you. "However, most aircraft that arrive at ComAv are here for transitional maintenance and will be re-deployed," noted Lisa Christine, ComAv's Director of Corporate Initiatives.

In Victorville, as one airplane leaves, another arrives to face an uncertain fate. "It's been happening for about the last three months. Some of the airlines have called people back and we have had to hire directly.

We do a lot with veterans. We do a lot here locally," says Tollison. It remains totally unclear when the airline industry will rebound or just how much long-term damage has been done by the pandemic, but it is almost impossible to imagine a situation where it won't take years to recover.

The Southern California Logistics Airport (VCV) in Victorville, California is an interesting aviation landmark, to say the least. It was once George Air Force Base, which hosted rows of fighter jets up until it was closed in 1992. It then morphed into a fairly unique multi-use airport that supports everything from jet engine development to flight testing exotic aircraft.

Touring The Southern California Logistics Airport Area

What it is best known for is for being a place where operators and manufacturers can store airliners where they'll be dry and safe. So, when COVID-19 swept the planet and airlines needed space to store their soon to be mothballed fleets, VCV was at the top of their lists.

"ComAv has been a big part of the airport for all of those years, actually, ComAv is the company on the airport that does all of the storage on the airport," added Tollison. "There are no other companies that do storage at the airport.

It is only ComAv. We currently have 450 airplanes on-site and we do a lot more than just storage.” USAF may purchase Boeing 747-8 jets stored at SCLA Victorville as new Air Force One (Defense One -

08/01/2017) Southern California Logistics Airport (SCLA) is a 2,200 acre aviation center located in Victorville, CA. SCLA is home to world-class companies such as Boeing, General Atomics, International Aerospace Coatings, and General Electric that specialize in a variety of aerospace services.

Dynamic Staffing To Meet Demand

SCLA offers several advantages over other locations in the region such as a fully functioning airport, low utility costs, and close proximity to western markets. SCLA also has one of the nation's largest runways to accommodate wide-body aircraft.

Aerospace sectors currently doing business at SCLA include aircraft storage, aircraft parts warehousing, jet engine testing, flight testing, unmanned aircraft services (UAS) pilot training, aircraft painting, and maintenance repair and overhaul (MRO) services. The base was again activated by the U.S.

Air Force at the beginning of the Korean War in November 1950. It remained a base throughout the Cold War, primarily for training Tactical Air Command pilots, until being closed in 1993. The War Zone also obtained exclusive aerial images from pilot Gabriel Zeifman of VCV that were taken on April 19th, 2020, showing a whole new perspective on the mass migration of airliners to Victorville for storage during the pandemic:

The Australian airline parked its A380 fleet at the Victorville airport while international flying remained in a downturn. On July 6, 2020, the Qantas Airbus A380-842 “VH-OQE Lawrence Hargrave,” operating as “QF6001,” left Melbourne's Tullamarine Airport and flew nonstop to Victorville.

Accommodating The Superjumbo

"During the entire pandemic, we were actually having to hire pretty much every month to meet the demand of the aircraft coming in and inducting them into storage and then maintaining the storage during that timeframe," Christine said in an interview with AirlineGeeks.

A pattern has emerged as demand takes off in an industry desperate for continued recovery. According to the company, narrowbody jets have largely been placed back into service first. Widebody aircraft — primarily used on long-haul international flights — have remained on the property, awaiting the ease of border restrictions and the ensuing return of demand.

"It's big, but it's not the heaviest because its gear is so spread out. So I mean, it is a heavy, big aircraft and the wingspan is quite large, but it's not the heaviest aircraft. But our soil-cement is rated for our widebody types 100%," Tollison said.

Head through the Mojave Desert and up Interstate 15 just north of Los Angeles, and you'll find a relatively small, unsuspecting airport with no commercial air service. Airfields such as this one aren't uncommon in California, but this particular one stands out.

The Air Force was reported to be in negotiations with Boeing in August of 2017 to purchase two 747-8 jets which are completed and which have been in storage at SCLA in Victorville since February of 2017. These aircraft were built for the Russian airline Transaero,

which went into bankruptcy in 2015. The airline never took delivery of the 747s. SCLA is also a popular destination for the movie and television industry. Dozens of movies, television episodes and commercials have been filmed at the locale over the years.

SCLA offers a wide variety of desert scenes, open spaces, runways, warehouses and other venues easily accessible to the film industry. With over 18 years of experience at Victorville, ComAv operates a storage facility at SCLA with a capacity of over 500 aircraft, and offers ramp and hanger space that can host over 20 aircraft for transitional maintenance.

The A380 faces an uncertain future being virtually entirely grounded during the pandemic. Even prior to Covid-19, airlines were opting towards twin-engine aircraft that move to be more efficient. The pandemic was simply the nail in the coffin for the worldwide A380 fleet.

The airport is about 7 miles northwest of downtown Victorville, and about 90 miles northeast of Los Angeles. It is located just north of Air Base Road (Air Expressway). While you can drive through some of the streets and roads at SCLA, most business and industrial areas are restricted.

No organized tours are available. Tollison also noted that the A380 may join other older aircraft in that they may not fly again. "Some of the older widebody aircraft — some of the 747s, 777-200s, some of the A380s, things like that — I think you won't see a lot of those go back up because [the airlines] are buying newer aircraft,

he said. "So initially — when COVID first hit back in early 2020 — the airlines were parking essentially their entire fleets, their narrowbody aircraft and their widebody aircraft, especially the larger carriers that do not just [fly] domestic but overseas or international," says Tollison

. Of course, maintaining an airplane during its storage program is a necessity. Tollison's team is tasked by airlines to do a variety of activities that keep the airplanes in a healthy condition during their desert stay.

These activities include running engines, turning the landing gear, inspecting for wildlife, and a variety of other tasks. Amid airline layoffs and furloughs, many aircraft mechanics were at a loss. Despite this, ComAv was one of the few aerospace companies hiring during the pandemic.

The company's staffing doubled when Covid-19 hit back in 2020. Owned by the U.S. Air Force until 1992, the airport shifted to civilian use. ComAv was the first maintenance, repair and operations (MRO) supplier on the property.

The company is approaching its 23rd year at the airport, meaning it has seen industry downturns before, including the aftermath of 9/11. Ryan Ewing Ryan founded AirlineGeeks.com back in February 2013 and has amassed considerable experience in the aviation sector.

His work has been featured in several publications and news outlets, including CNN, WJLA, CNET, and Business Insider. During his time in the industry, he worked in roles pertaining to airport operations and customer service while pursuing a bachelor's degree in Air Transportation Management from Arizona State University.

Ryan has experience in several facets of the industry from behind the yoke of a Cessna 172 to interviewing airline industry executives. Although Southern California Logistics Airport is just one of a vast number of airports around the globe that have disused airliners littering their aprons and runways during the COVID-19 nightmare, it appears to have received the most aircraft by a substantial margin.

ComAv saw 470 parked aircraft on its property during the peak. The company says they still have over 400 parked today. According to Cirium data, 2,047 aircraft are in storage in the U.S., meaning they haven't moved in over 30 days.

There are not many movements and you can photograph mainly the parked aircraft. But check Flightaware before you are going there in case something "new" is arriving so you might be able to catch on final approach or on the ramp.

Don't use Flightradar!

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Vfr Aircraft

Vfr Aircraft - If I have a 10,000-foot runway, I could technically have 3 airplanes on the runway at once, as long as each is a Category 1 and they're all at least 3000 feet apart when they pass the threshold.

The threshold is the big white line marking the start of the runway and some of us call it "the fence." The SR22 called from about five miles northeast. I told him to go right downwind for 36. The PA28 uneventfully made closed traffic and shortly after called the Pilatus in sight.

Vfr Aircraft

"Number 2; follow that traffic. Runway 36, cleared to land." He read it back correctly. Right about that time, he was abeam the numbers and the PC12 was about ½ mile final, and he turned base.

What Are Radar Vectors?

Now from a Tower perspective, this is nothing out of the ordinary. Worst case, "You can always go around!" The accident comes just two days after an FAA airworthiness directive was released affecting thousands of U.S.

aircraft concerning safety with Continental engines. However, based on its serial number, the aircraft involved in Rathbun's accident was not affected by the AD. For a real example of how this would look, below is a video on our YouTube channel showing procedures for flying into a Class D airport (Addison) underneath very busy Class B airspace in Dallas, Texas.

if(typeof ez_ad_units != 'undefined'){ez_ad_units.push([[300,250],'airplaneacademy_com-medrectangle-4','ezslot_6',125,'0','0'])};__ez_fad_position('div- gpt-ad-airplaneacademy_com-medrectangle-4-0'); While flying, I don't mind getting rather close to other aircraft as long as I can see them and have an out if they maneuver unexpectedly. When controlling, I like to apply the same principle, but with added space.

There is no shame in maintaining larger margins as long as we can still handle the overall traffic volume. As always, if the controller's idea of ​​separation isn't clear to you, or worse, leaves you uncomfortable, you should simply ask.

Legal Info

In a social media post, David's brother, Daniel Rathbun, called him a "brilliant" engineer and credited him for being instrumental in the design of the Cirrus single-engine jet that recently won the coveted Robert J. Collier Trophy bestowed each year by the

National Aeronautic Association. "David was indeed a gifted mover and shaker in the aviation world and will be horribly missed," Daniel said. (c) Except as provided in § 91.157, no person may operate an aircraft beneath the ceiling under VFR within the lateral boundaries of controlled airspace designated to the surface for an airport when the ceiling is less than 1,000 feet.

49 U.S.C. 106 (F), 106 (g), 40101, 40103, 40105, 40113, 40120, 44101, 44111, 44701, 44704, 44709, 44711, 44712, 44715, 44716, 44717, 44722, 46306, 46315, 463 46506-46507, 47122, 47508, 47528-47531, 47534, Pub. L. 114-190, 130 Stat. 615 (49 U.S.C. 44703 note);

articles 12 and 29 of the Convention on International Civil Aviation (61 Stat. 1180), (126 Stat. 11). Radar Vectors are a navigational assist or aid used by Air Traffic Control (ATC) to get you to a specific spot.

Traffic In Sight? Taxi To Parking

Radar Vectors may be requested by the pilot or may be given by the controller as an instruction to the pilot. Class G airspace is uncontrolled, thus there is no ATC separation service for anyone. There are a couple exceptions to this rule, the main one is if there is an ATC Tower present (applies mostly to newly formed airfields/ATC Towers until a Class D can be established).

Again there is no separation in Class E airspace. Yes, that includes flight following—you are afforded no separation services. ATC might issue traffic advisories (workload permitting) and maybe throw in a turn to bypass restricted airspace, but that's about it.

Anything more and you just have a nice controller who's going above and beyond. If you believe you are being put in a heading that would take you into IMC or close to terrain don't wait to inform that fact to ATC.

A simple request like "unable" or asking for 30 degrees left or right of course to deviate around weather are fairly common pilot requests and could be the difference between an uneventful flight and one that you may remember for all the wrong reasons.

Getting Vectored During Vfr Flight

So, maybe now you're asking, "what runway separation does a Tower controller give?" I've illustrated that for you, but it's actually pretty simple: 3000 feet between two Category 1 airplanes or a Category 1 following a Category 2;

4500 feet with two Category 2 airplanes, and 6000 for anything over 12,500 pounds. This site is owned and operated by Charlie Gasmire. AirplaneAcademy.com is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Amazon.com.

This site also participates in other affiliate programs and is compensated for referring traffic and business to these companies. Everyone who reads this article will interpret it differently. Very experienced pilots get the idea and will probably just roll with it.

But low-time pilots might be (should probably be) more cautious, and students could be left wondering what it all means. Here's what it means from this controller's perspective. Controllers are rarely required to separate VFR traffic very far, but often provide greater separation, but occasionally the provided separation is "too close for comfort" for the pilot.

“Too Close” Said The Pilot Was It?

Pilots who are able to meet us in the middle help keep the NAS fluid. Please fly safe and don't touch anybody else. The Code of Federal Regulations (CFR) is the official legal print publication containing the codification of the general and permanent rules published in the Federal Register by the departments and agencies of the Federal Government.

The Electronic Code of Federal Regulations (eCFR) is a continuously updated online version of the CFR. It is not an official legal edition of the CFR. A separate drafting site is available with paragraph structure matching the official CFR

formatting. If you work for a Federal agency, use this drafting site when drafting amendment language for Federal regulations: switch to drafting.ecfr.gov. Category 1 is a single piston engine under 12,500 pounds. Category 2 would be twin-engine aircraft under 12,500 pounds, and Category 3 is everything else.

If you fly a piston single, I really hope this one hits home. I see a lot of small aircraft that are hesitant to cross the landing threshold because the other airplane is either not off the runway or not on the go yet.

Vectors For Traffic Pattern Entry

It's mainly a trend with student pilots, and might stem from good non-towered field etiquette. As a VFR pilot you have the ability to use ATC services under VFR Flight Following. VFR Flight Following is not a required service from ATC but for the most part the likelihood of getting rejected is very low.

You can see below how DVA information would be published for a busy area like Santa Monica, CA. In this example we are looking at Santa Monica Municipal Airport (KSMO) which is inside the KLAX Class B airspace.

Hi, I'm Charlie. I have been flying since I was 14 years old and have been in love with aviation for as long as I can remember. In 2018 I started Airplane Academy alongside other avid pilots and flight instructors to equip current pilots and inspire future pilots.

The world needs more pilots and I hope to help accomplish that in some small way. Read more about Airplane Academy at the link below. Category 1 need not be piston powered as you say. The definition is "small single engine propeller driven aircraft weighing 12,500 lbs or less, and all helicopters" So the PC12 counts as a category 1.

From The Ground Up

Navigate by entering citations or phrases (eg: 1 CFR 1.1 49 CFR 172.101 Organization and Purpose 1/1.1 Regulation Y FAR). Well, if you make a short approach behind a full stop turboprop, the chances are really high that you will probably need to go around.

Never expect a fast plane to make the first taxiway in peacetime. (a) Except as provided in paragraph (b) of this section and § 91.157, no person may operate an aircraft under VFR when the flight visibility is less, or at a distance from clouds that is less, than that prescribed for the corresponding altitude

and class of airspace in the following table: I'm glad the controller kept his cool when the pilot called to complain, because obviously there was no legitimate reason for his complaint. That pilot sounds like he has another common malady, which is the inability to accept (and learn from) his own mistakes.

This could have been a great learning experience, but I'm not sure that pilot learned anything. No-Gyro requests can be uncommon and the Instrument Practical Test Standard (PTS) does not require a no-gyro approach however, various pilot and ATC blogs I read stated that they had used this type of approach especially for flight training.

Final Thoughts On Radar Vectors

In my last article, I mentioned the importance of understanding the other side of the big picture, and briefly went into separation requirements. Separation itself is its own article, but just how close can a controller allow two aircraft to get?

The short answer is that it depends on where you are. Separation requirements on VFR aircraft vary with the type of airspace and radar facility, and some of those can put you pretty close. For those of us who are not part of a precision air demonstration team with 10 feet or less separation where do you draw the line?

Good communication between pilots and controllers is key for radar vector instructions to be effective. If a vector instruction puts you in a less safe situation than before or if there is any potential for misunderstanding you should always seek for clarity from your controller or request a different instruction if possible.

[Doc. No. 24458, 56 FR 65660, Dec. 17, 1991, as amended by Amdt. 91-235, 58 FR 51968, Oct. 5, 1993; Amdt. 91-282, 69 FR 44880, July 27, 2004; Amdt. 91-330, 79 FR 9972, Feb. 21, 2014;

Vfr Vectors Into Imc

Amdt. 91-330A, 79 FR 41125, July 15, 2014] Radar Vectors are a navigational aid used by Air Traffic Control to route aircraft for traffic spacing, weather avoidance, and navigation assistance that typically come in the form of a specific magnetic heading assignment, or a left or right turn in number of magnetic compass degrees.

(2) Airplane, powered parachute, or weight-shift-control aircraft. If the visibility is less than 3 statute miles but not less than 1 statute mile during night hours and you are operating in an airport traffic pattern within 1⁄2 mile of the runway, you may operate an airplane, powered parachute, or weight-shift

-control aircraft clear of clouds. In 2020 we didn't exactly have steady heavy traffic, although we did have a handful of random occurrences. One of these was a pilot who was "in fear for his life" because he decided to go around.

So, here's the story...one PA28 in the pattern, a PC12 coming down final and an SR22 inbound from the northeast. The traffic pattern decides he is done and would like a full stop. I told him to continue closed traffic and that he was following a PC12 on a three-mile final.

Don’t Touch Me

Remember that ATC may not be aware of the weather conditions in your position, it is good practice to provide any weather updates that may be pertinent to your flight so that ATC is able to give you more favorable instructions.

Background and more details are available in the Search & Navigation guide. We'll skip Class D for now. Class C airspace will separate VFR from IFR aircraft, and they will issue traffic advisories. Class B is one of the most interesting airspaces when it comes to VFR separation.

Whenever you are cleared to fly through Class B airspace, you and all other aircraft are provided with a minimum of 500 feet separation (until/unless visual separation can be used). It's kind of weird getting headings and hard altitudes to fly while you are VFR.

It is completely legal, and pilots are wise to play by the rules in Boeing country.

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Vc 25 Aircraft

Vc 25 Aircraft - Nat Geo is releasing a new documentary today that provides an unprecedented look behind the scenes of USAF VC-25A operations and an insider's look at the development of the impressive new VC-25B aircraft, the new "Air Force One".

The documentary also shows glimpses of the elite "Ravens" security force that secures the VC-25 transport. Some menu selections include a generic aircraft model, as well as more specific variants of that airliner. These variants are denoted by a - before the aircraft name.

Vc 25 Aircraft

It is hidden behind what may be the tightest security screen on earth. It is the most visible mobile projection of the United States. The U.S. Air Force Boeing VC-25A heavy transport most commonly known as "Air Force One" (for its call sign when the President is on board) is perhaps the most recognizable military aircraft in the world.

Never Before Seen Video Showcases Development Of New “Air Force One” Boeing - As Vc-B

This contradiction between projecting visibility while maintaining security is one of the most difficult tactical problems to moderate for any security force in the world. The 30-year old Boeing VC-25A aircraft are currently being replaced by a new version of the Boeing 747-8 aircraft designated the “VC-25B”.

The main passenger area is on the second floor or main deck.[4] There are three entrances on board, two on the lower and one on the main deck. Typically the president boards and deplanes from the front, main deck entrance via an airstair, while journalists and other passengers enter at the lower rear door.

Facilities for the press and other passengers are configured like an ordinary airliner's first-class cabin.[5] As is typical with Nat Geo's documentary crew, the video and editing is flawless. But what makes this documentary so relevant is that it can be enjoyed by both devoted aircraft enthusiasts with an interest in technical details and also casual documentary fans.

There are separate quarters for guests, senior staff, Secret Service and security personnel, and the news media located in the aft area of ​​the main deck. Protocol states that one may wander aft of wherever one's assigned seat is, but not forward.[4]

Operational History

Communications equipment and the cockpit are on the upper deck. There are also secure and non-secure voice, fax and data communications facilities.[4] While the aircraft's luggage capacity is adequate to carry the belongings of the passengers, the logistics train of the President means that the aircraft must fly preceded by an aerial convoy of several cargo transports, which carry the helicopters, motorcade vehicles, and other equipment required by

the presidential entourage.[4] The VC-25 replaced the VC-137C (a military version of the Boeing 707) as the mainstay of the Air Force One fleet. On some occasions, the VC-25s are used to transport the Vice President of the United States, for which service they adopt the callsign Air Force Two.

These aircraft are maintained and operated as military operations by the Presidential Airlift Group, part of the Air Mobility Command's 89th Airlift Wing, based at Andrews Air Force Base in Camp Springs, Maryland. After a Presidential inauguration in which there is a change in office, the outgoing President is provided with a flight aboard one of the VC-25 aircraft to their home destination.

The aircraft is not known as Air Force One for this flight because it is not carrying the President in office. For both Presidents Bill Clinton and George W. Bush, the flight was known as Special Air Mission 28000, with 28000 representing the aircraft's tail number.[7][8]

Design And Configuration

One of our readers has pointed out an interesting detail he has found on Google Maps: the presence of a huge contingent of U.S. V-22 tilt-rotor aircraft in Kuwait. At least twice in the last months, […]

That timeline has not been accepted by the Air Force and could change as the service negotiates with Boeing on a new schedule baseline. But Boeing's new projection, which has been conveyed to stakeholders outside the company, represents a growth from the 12-month delay presented by the company last year.

While the VC-25 has three decks, like a regular Boeing 747, its 4,000 square feet (370 m²) of floor space has been reconfigured for presidential duties. Its lowest deck is mostly cargo space, carrying luggage and the onboard food supply.

AFA AIR WARFARE SYMPOSIUM: While the Air Force and Boeing have yet to finalize a new schedule for the presidential aircraft replacement program, it now appears that the first new Air Force One plane will be delivered to the service even later than previously expected.

The VC-25 "Air Force One" is a prominent symbol of the American presidency and its power; with the White House and presidential seal, it is one of the most familiar presidential symbols. Air Force One has often appeared in popular culture and fiction, most notably as the setting of the 1997 action movie Air Force One where the aircraft had an escape pod and a parachute ramp, unlike the actual Presidential aircraft.[17]

Selecting 'Boeing 747,' for example, will show results featuring all Boeing 747 jetliners in our database, while selecting '- Boeing 747-200' will show all Boeing 747-200 variants in our database (Boeing 747-200, Boeing 747- 212B, Boeing 747-283F, etc.)

Additionally, decade ranges (1990-1999, etc.) are available as selections in this menu. Selecting a decade range will show all photos matching your other search criteria from the selected decade. The 'All Years' selection is the default selection for this option.

This pulldown menu, in addition to each photographer available as a search limiter, also shows the number of photos currently in the database for each specific photographer, enclosed in brackets. For example, an option of:- Paul Jones [550].. indicates that there are 550 total photos taken by Paul Jones currently in the database.

The Day a B-36 Accidentally Dropped the Largest U.S. Hydrogen Bomb on Kirtland AFB. In the wake of yesterday's news that the U.S. has pulled out of the Open Skies Treaty of surveillance flights that […]

The VC-25 is most famous for its role as Air Force One, the call sign of any U.S. Air Force aircraft carrying the President of the United States. The two aircraft currently in U.S. service are highly modified versions of Boeing's 747-200B, with tail numbers 28000 and 29000. Although the Air Force One designation technically applies to the aircraft only while the President is aboard, the term is commonly applied to the VC-25s more generally.

They often operate in conjunction with Marine One helicopters that ferry the President to airports in circumstances where a vehicle motorcade would be inappropriate. Something you don't see too often: a giant U.S. Air Force C-17 Globemaster III cargo aircraft flying through the famous Star Wars Canyon.

The following footage was shot by The Aviationist's contributor Eric Bowen. Along […] All countries represented in our database are included in this selection menu, which is updated automatically as the database grows. There must be at least 20 photos from a specific airport in the database before that airport is added to this list.

These aircraft are expected to be replaced as they have become less cost-effective to operate. The USAF Air Mobility Command is looking into possible replacements and press coverage suggested that the USAF would consider the Boeing 747-8 and the Airbus A380 from the European Aeronautic Defense and Space Company (EADS).[11]

On January 7, 2009, the USAF Materiel Command issued a new Sources Sought notice for a replacement aircraft to enter service by 2017 with an additional two aircraft to follow in 2019 and 2021.[12] As of January 2014[update], Boeing is the only aircraft manufacturer interested in supplying the replacement aircraft,[13] and is reported to be exploring a 787 option as well.[14]

On January 28, 2009, EADS North America confirmed the company will not respond to the US Air Force notice, as assembling only three planes in the US would not make financial sense.[15] This pulldown menu, in addition to each year available as a search limiter, also shows the number of photos currently in the database for each specific year, enclosed in brackets.

For example, an option of:- 2003 [55000].. indicates that there are 55,000 total photos taken in the year 2003 currently in the database.*Note: The total number of photos, enclosed in brackets, is updated four (4) times hourly, and may be slightly inaccurate.

The VC-25 is capable of flying 7,800 miles (12,600 km)—roughly one-third the distance around the world—without refueling. It can be refueled during flight from a tanker aircraft. The VC-25A can accommodate more than 70 passengers. Each VC-25A costs approximately US$325 million.

When a VC-25 taxis to an airport's ramp for events, it stops with the port side of the aircraft facing gathered onlookers.[citation needed] The aircraft can also be operated as a military command center in the event of an incident such as a nuclear attack.

Operational modifications include aerial refueling capability and anti-aircraft missile countermeasures. The electronics on board are connected with approximately 238 miles (383 km) of wiring, twice that of a regular 747. All wiring is covered with heavy shielding for protection from an electromagnetic pulse in the event of a nuclear attack.

The aircraft also has electronic countermeasures (ECMs) to jam enemy radar, flares to avoid heat-seeking missiles, and chaff to avoid radar-guided missiles. All small arms and ammunition stores not under the physical possession of the Secret Service on board the VC-25s are stowed and secured by the Secret Service in separate locked compartments, each with a different locking mechanism for added security.

Many of the VC-25's other capabilities are classified for security reasons. By 1985, the pair of Boeing 707-based VC-137s used as the Presidential aircraft had been in service for 23 and 13 years respectively, and the USAF began searching for an eventual replacement.

The Request for Proposal issued stated that the aircraft to be selected should have at least three engines and an unrefueled range of at least 6,000 miles (9,700 km). Both Boeing with its 747 and McDonnell Douglas with the DC-10 were in competition to be selected, with the Boeing entry the eventual winner.[1]

The fabrication of the current 747s began during the presidency of Ronald Reagan (1981–1989). Reagan ordered two identical Boeing 747-200Bs to replace the Boeing 707s that he used for transport.[2] Boeing has pointed to the COVID-19 pandemic and the bankruptcy of its now-defunct subcontractor GDC Technics as the major causes of the delay.

GDC Technics was under contract to build the interiors of the VC-25B, but Boeing canceled the contract and sued GDC, alleging that the company had fallen more than a year behind. Please note that, due to space constraints, this menu includes only airlines of which 10 or more photos exist in our database.

If the airline you're searching for is not in this list, use the 'Keywords' field further down in the search menu. Next, select a Keyword limiter. There are three options from which to choose:- is exactly- starts with- containsSelect the appropriate limiter for your search, then enter the keyword(s) you wish to search in the box on the right.

Any cost increases associated with the delay would be borne by Boeing, due to the fixed-price nature of its $3.9 billion contract with the Air Force. That contract covers the engineering, manufacturing and development work associated with turning baseline Boeing 747s into a presidential aircraft furnished with exquisite (and highly-classified) defensive systems, hardened electronics and secure communications gear.

On board the VC-25 is a medical annex, which includes a fold-out operating table, emergency medical supplies, and a well-stocked pharmacy; George W. Bush had a treadmill added to Air Force One during his term in office.

Every flight is staffed by a doctor and nurse. The aircraft is self-sufficient, such as carrying all the food it will need. Meals are prepared in two galleys, which together are equipped to feed up to 100 people at a time.[4]

The President gets his own menu. An area where guests sit is near the center of the aircraft, outside of the "White House".[4] Seeing Nat Geo's new Documentary, "The New Air Force One: Flying Fortress" provides insights into the new aircraft that were previously impossible to experience.

This wonderful behind-the-scenes access also inspires a new level of appreciation for this remarkable new aircraft and an overall appreciation of the U.S. Air Force Presidential Airlift Group. The new documentary premieres on the Nat Geo Channel on Monday, February 15, 2021 and can be found wherever you access the Nat Geo channel.

TheAviationist.com got a preview of the documentary before its release. But rather than tell you about all the fascinating and unique content of the film, it's more relevant to report that this is one of the best aircraft documentaries this reporter has ever seen.

Insights into the acquisition, renovation and introduction of the new VC-25B are completely unprecedented. The VC-25s were completed in 1986 and first flew in 1987.[3] The interior designs were created by First Lady Nancy Reagan, who used designs reminiscent of the American Southwest.[2]

Problems with interior wiring for communication systems delayed delivery of the two aircraft until 1990,[3] during the administration of George H.W. Bush. If you are looking for photos of a specific aircraft type, use this menu. Please note that, due to space constraints, this menu includes only some of the more requested aircraft in our database.

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Vc 10 Aircraft

Vc 10 Aircraft - Please note that, due to space constraints, this menu includes only airlines of which 10 or more photos exist in our database. If the airline you're searching for is not in this list, use the 'Keywords' field further down in the search menu.

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Vc 10 Aircraft

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Airplane Infonet Beta

The Challengers trace their roots back to World War II, and during the dawn of the Cold War the squadron operated a slew of different aircraft—from flying boat patrol aircraft to jet fighters. Officially, the unit's permanent tenure at Guantanamo Bay began in 1945 under the designation Utility Squadron 10, or VU-10.

Their mission began to morph drastically following the overthrow of the Cuban government by Castro's communist forces in 1959. Suddenly the unit was on the front lines of the Cold War, and its menagerie of target towing, cargo hauling and sea patrol aircraft was consolidated into a

more potent force of F-8 Crusaders and S-2 Trackers. During the Cuban Missile Crisis, VU-10 was the closest American air combat force to what could have been the spark that set off a nuclear inferno. Luckily that spark never flew.

America's seemingly indefinite lease on Guantanamo Bay remains controversial, and the Castro family that continues to rule over Cuba is no fan of its existence. When most people hear the words Guantanamo Bay they probably think of America's detention center there and the Global War on Terror, but during the Cold War the facility sat at what could have been the edge of World War III.

Today the base is still quite active, although no tactical aircraft squadron calls Leeward Point Field at Naval Station Guantanamo Bay home, like VC-10 "Challengers" did up until 1993. The Keywords field is ideal for searching for such specifics as aircraft registrations, photographers' names, specific airport/city names, specific paint schemes (i.e. 'Wunala Dreaming'), etc. To use the Keywords field, begin by selecting a Keyworld search field.

You may select either a specific database field (airline, aircraft, etc.), or choose to match your keyword to all database fields. This pulldown menu, in addition to each photographer available as a search limiter, also shows the number of photos currently in the database for each specific photographer, enclosed in brackets.

For example, an option of:- Paul Jones [550].. indicates that there are 550 total photos taken by Paul Jones currently in the database. The Skyhawk flying Challengers executed this mission with 20mm cannon shells, cluster munitions, dumb iron bombs and AIM-9 Sidewinders being their primary arsenal.

During the 1980s, under President Reagan's expansion of the US Navy, VC-10 was in more demand than ever for adversary support duties. The unit's Skyhawks were constant players during carrier battle group workouts and large exercises in the region, alongside their aggressor counterparts VC-8 based at NAS Roosevelt Roads on the island of Puerto Rico.

The Keywords field is ideal for searching for such specifics as aircraft registrations, photographers' names, specific airport/city names, specific paint schemes (i.e. 'Wunala Dreaming'), etc. To use the Keywords field, begin by selecting a Keyworld search field.

You may select either a specific database field (airline, aircraft, etc.), or choose to match your keyword to all database fields. Eventually the squadron's F-8 Crusaders and S-2 Trackers gave way to A-4 Skyhawks, namely the TA-4J.

This aircraft was the Navy's advanced jet trainer through the last three decades of Cold War and was not known for its combat prowess, although it was popular with the Navy's aggressor squadrons. A few other types of A-4s were also mixed into VC-10's inventory sporadically, including TA-4Fs, and later on, EA-4Fs, the former of which was modified for electronic warfare aggressor duties.

Selecting 'Boeing 747,' for example, will show results featuring all Boeing 747 jetliners in our database, while selecting '- Boeing 747-200' will show all Boeing 747-200 variants in our database (Boeing 747-200, Boeing 747- 212B, Boeing 747-283F, etc.)

Additionally, decade ranges (1990-1999, etc.) are available as selections in this menu. Selecting a decade range will show all photos matching your other search criteria from the selected decade. The 'All Years' selection is the default selection for this option.

Some menu selections include a generic aircraft model, as well as more specific variants of that airliner. These variants are denoted by a - before the aircraft name. If you are looking for photos of a specific aircraft type, use this menu. Please note that, due to space constraints, this menu includes only some of the more requested aircraft in our database.

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times hourly, and may be slightly inaccurate. To protect the e-mail addresses of our photographers - all correspondence must be sent via this form. Submit your name, e-mail address and message to contact the photographer below.

Some menu selections include a generic aircraft model, as well as more specific variants of that airliner. These variants are denoted by a - before the aircraft name. This pulldown menu, in addition to each year available as a search limiter, also shows the number of photos currently in the database for each specific year, enclosed in brackets.

For example, an option of:- 2003 [55000].. indicates that there are 55,000 total photos taken in the year 2003 currently in the database. *Note: The total number of photos, enclosed in brackets, is updated four (4)

times hourly, and may be slightly inaccurate. Following the collapse of the Soviet Union and as part of the drawdown of US forces across the globe, VC-10 was formally disestablished in 1993. The Challengers' exit from Guantanamo Bay marked the last time a permanent fixed-wing tactical aircraft unit was based.

there. It also marked the beginning of the last decade of Skyhawk service within the Pentagon's inventory. The 'Keywords' field is perhaps the most useful field included in our search engine. Using this field, you may search for any word, term, or combinations of terms in our database. Every photo field is covered by the Keywords search routine.

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This mission was executed via regular reconnaissance flights, combat air patrols and air-to-ground training sorties. Close air support and interdiction training often saw VC-10 jets working in conjunction with special operations forces on the ground. At least two aircraft were armed and ready to fly in a matter of minutes at all times should the klaxon sound.

During tenser times, many more of the squadrons jets would be on high alert or be in the air patrolling the tight airspace over and around the bay. It was intense stuff to say the least due to the incredibly close proximity to unfriendly forces.

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Even though tensions on the island between the US and the Castro government had subsided a bit by the mid 1970s, VC-10's secondary defensive mission was still needed. As such, the Challengers' TA-4Js were somewhat special as they were outfitted for rudimentary combat—able to employ live munitions in combat should they be called upon to do so against marauding Cuban troops who had "jumped the fence."

By 1965 the squadron was re-designated Composite Squadron Ten, or VC-10, and its roles were multi-fold. They were based in Guantanamo to support nearly constant fleet training exercises in the Caribbean, launching drones, towing targets, acting as targets themselves and as dynamic aggressors for ships' combat systems operators and other naval aviators to train against.

Secondly, they were tasked with the job of keeping an eye on nearby Cuban forces, and if need be, to keep them at bay until aerial reinforcements could arrive—a dubious task at best, a futile one at worst.

This pulldown menu, in addition to each photographer available as a search limiter, also shows the number of photos currently in the database for each specific photographer, enclosed in brackets. For example, an option of:- Paul Jones [550].. indicates that there are 550 total photos taken by Paul Jones currently in the database.

The web portal flugzeuginfo.net includes a comprehensive civil and military aircraft encyclopedia. It provides code tables for aerodromes, air operators including the world's major airlines and for ICAO and IATA codes for aircraft. The website also has a photo gallery and gives you an overview of all aviation museums worldwide.

The website is currently in the process of optimizing and will have further functions added in order to improve the usability. flugzeuginfo.net is a non-commercial web project. All information is given in good faith and for information purposes only.

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V Tailed Aircraft

V Tailed Aircraft - Basically, there are three Bonanza models out there in the market: Model 35, Model 33, and Model 36. Out of these three, Model 35 catches the eyes of all at a glance with its vertical tail, while the other two variants were designed to have conventional tail arrangements.

To enter the masses, AVL also offers the possibility to enter the masses and inertias as a text file. An example is omitted at this point. The sum of the individual centers of gravity then results in a total mass, the center of gravity and the inertia tensor. With this, calculations for dynamic stability are now also possible. If a calculation is performed in AVL, the results can be output graphically within the program in the Trefftz plane (suitable for visualizing lift distributions, cf. first figure below) or as a text file. In addition, qualitatively the lift distribution can be displayed three-dimensionally on the aircraft (cf. second figure below).

V Tailed Aircraft

The V tail offers some advantages over the conventional tail. First, there is one less surface to construct, and one less surface hanging out in the breeze. In theory the V tail aircraft will have less drag, and hence a higher cruise speed, than an otherwise identical conventional tail aircraft. This is indeed the case. The V tail Bonanza was always about 5 knots faster than its Debonair sibling, all else being equal.

Available Models

In 1984, a close friend of Donald L. Monday, the president of the American Bonanzasociety died in a V-tailed Bonanza in-flight breakup. This single crash flipped the stance of society in the in-flight breakup controversy. The society was baking Beechcraft throughout the allegations and suddenly Monday requested FAA to investigate the matter.

When looking for the ideal assortment packed with passenger safety, high performance, sleek design, and operational reliability, only a few aircraft top the list. And the V tail Bonanza ranks above many not just because of its unique V tail design but because of its unmatched capabilities. Most of the variants of the Bonanza are categorized under the high-performance aircraft category as they are capable of delivering an engine power greater than 200 horsepower.

Beechcraft Bonanza holds the record for the longest continuous production run for a general aviation aircraft. Starting from 1947, more than 17,000 aircraft have been manufactured, and many more are waiting to join the list in the future too!

The wing provides lift by pushing air down in a rather elegant way that minimizes drag. As air passes around the wing, its direction is rotated slightly so that it leaves the trailing edge with a downward motion component. This rotation force tends to pitch the nose down, and must be counteracted by a down force on the tail. In stable level flight, the tail is providing a significant down force that looks just like additional weight to the rest of the airplane--weight that must be made up by additional lift from the wing (with corresponding additional drag). But the tail has the same properties as a lever--use a longer moment, and the pitch force of the wing can be counteracted by a smaller downforce on the tail. So the longer moment solution has less drag for two reasons--less area than its short-tail counterpart, and less downforce.

One Accident Made An Impact

In the area of flight mechanics, the calculation of the maximum rudder torques now follows, which results in the requirements for the control system. In addition, the exact design of the V-tail geometry is to be determined in collaboration with the structure team.

When the ruddervators move in unison (both up or both down together) their opposing yaw forces cancel out, and the result is a pure pitch input. When they move in opposition, their opposing pitch forces cancel out, and the result is a pure yaw input. Motions in between create a combination of pitch and yaw effects. Because the pitch and yaw controls in the cockpit are independent (the yoke or stick for pitch and the rudder pedals for yaw), a mechanical device called a "mixer" combines their inputs into the proper action for each ruddervator. This process is transparent to the pilot, who experiences control forces and aircraft responses the same as a conventional tail aircraft.

Third, we decided to provide the same trim mechanism that Mooney uses (among others)--the entire tail tilts up or down slightly to account for changes in speed or load. This eliminates the dual trim tabs, with their attendant complexity and drag (and potential as a source for flutter).

If you had reservations, we hope you feel better about V tails now. We think we have a good solution for what we're trying to do, one that is efficient and aesthetic, that provides a distinctive alternative to the current offerings.

In-Flight Structural Failures – Was The Bonanza Cursed?

To ensure the flight mechanical stability and controllability of the FVA-30, an adapted tail unit and appropriately dimensioned control surfaces are required. Last year, in coordination with the LBA (German FAA), conformity with parts of the CS-23 certification regulation was worked out due to the twin-engine nature of the FVA-30. The new requirements, together with more precise flight-mechanical coefficients and modified center-of-gravity estimates, prompted a new design calculation for the V-tail.

One interesting difference is that the V tail aircraft must have a trim tab on each ruddervator. The trim tabs move in unison to provide pitch trim; they can also move differentially to provide yaw trim (or any combination of the two.) This is something most small aircraft don't have (and mostly don't need, unless they are twins.) However, the trim tabs represent some additional complexity, and to be intuitive will also need a "mixer" device.

It is remarkable that the numerically determined rudder deflections in the longitudinal movement, which poses the more safety-critical requirements, are so close to the analytically calculated rudder deflections. Compared to the design case 01-Lo-PL-GA-VS0-CGFPM, there is only a deviation of 1.1% to the safe side. In the lateral movement, a larger deviation of 9.4% exists due to the worse condition of the problem. Apart from this, the static stability reserve is above 5% except for the fast flight case 04.2-Lo-CS22.161-TR-2.0VS1-CGH-PW. Since the fuselage influence on the aircraft neutral point is overestimated with the cross fuselage method, an even larger stability reserve can be expected. For the fast flight case, a center of gravity limitation of the most aft attitude may need to be applied during flight testing.

After the Bonanza ran into trouble a chorus of criticism arose that involved several issues. People began to talk about the "Bonanza Boogie", a tendency for the plane to hunt around in yaw unless flown carefully. Aftermarket devices, much like the skegs on surfboards, were fitted to reduce this tendency. The in-flight breakups spelled doom for the V tail model, however, and it was dropped in favor of its straight-tailed sibling, which then inherited the name as well.

Here Is The Verdict

First, we deliberately made the tail "larger" than is common practice, to provide an excess of stability that eliminates the chance of "boogie" or dutch roll. Note that the stabilizing effectiveness of the tail is a combination of its area and its moment (distance) from the wing. A short tail moment requires a larger tail area to achieve the same stability as a long tail moment and a smaller tail area. However, the long moment wins on several important counts:

Starting from the C35 model, Beechcraft introduced a major modification to tackle the tail yaw: they increased the stabilizer chord by extending the leading edge. But, the designers introduced a major flaw by the modification leaving the front par as it is and extending the leading edge. Torsion loads twisted the stabilizer beyond the threshold during high angle of attack operations and high control surface deflections. This led to the majority of in-flight breakups and cost many lives.

An aircraft with a full tank could fly a little longer than 7 hours with a fuel consumption rate of 12-15 gallons per hour. When flying at full throttle, the rate is in the range of 15-20 gallons per hour.

With the G2+ Vision Jet, the Williams FJ33-5A engine has been finely tuned with a newly optimized thrust profile that provides up to 20% increased performance during take-off – providing added reassurance in hot temperatures and high elevations and access to additional airports at popular destinations across the globe.

Vb – Last In The Line

According to some users, apart from the V tail Bonanzas, tail wag is present in other Bonanza models with a straight tail as well. When considering in-flight breakups, earlier models were more prone to breakups while newer models handled the torsion loads when flown within the flight envelope.

Fourth, both the Windwalker and Cosman LSA tails are built like a Mack truck. They have two internal spars made from carbon fiber and epoxy, and are attached to the fuselage with a really burley 4130 steel weldment.

For the lateral motion, the lift requirements are well below the nonlinearity in the lift rise (cA;tail < 0.65), so that the maximum rudder angles for the antimetric rudder deflection at the V-tail do not need to be corrected. Due to the deviation of the numerical recalculation in the design case 54-La CS23.147ed-SFSEI-1.4VS1-CGB-SMSEI, the rudder deflection is raised to ζV;max;geo = 15°.

When we hear the name Bonanza in an aviation context, the list of pros goes on and on in our minds. But there is one thing that makes us retreat – the higher rate of in-flight breakups. If someone is going to own a Bonanza, this is a MUST read!

Beech Model

Second, the tail is providing lift (albeit negative) just like the wing. The drag associated with creating this lift can be reduced by giving the tail a long span and a high aspect ratio. This also provides additional stability because it better matches the change in tail lift to the change in wing lift as the angle of attack changes--there is less trim change with changing speed or load.

However, according to a plethora of happy Bonanza owners, the tail yaw can be corrected from a slight pressure at the rudder. Any airplane – even the state-of-the-art jetliners – inherits its own drawbacks. Once the ideal idiosyncrasies are identified, V tail Bonanza is capable of giving the pleasure of flying anyone has dreamed of.

Ultimately, after years of controversies and investigations, FAA issued an emergency Airworthiness Directive (A.D) limiting the maneuvering speed of the aircraft. As a result, Beechcraft developed a beef-up kit to strengthen the stabilizer. The speed restriction was then removed for the aircraft that had undergone the modification.

Let us boil this entire context into a few words: V tail Bonanza is a go-to workhorse that is packaged with power, comfort, and reliability. The first time you step into a Bonanza, it makes you feel like you have found the missing piece of your life. But on the flipside, tail yaw at turbulence and inflight breakups – that have not happened recently – are real concerns.

A Miracle Of Aeronautical Design

The tail unit geometry resulting from the analytical consideration and its flight mechanical parameters were finally compared with those of the e-Genius as part of a plausibility check. Overall, the newly designed empennage is very similar to the e-Genius from a flight mechanics point of view.

According to CS-23.147: Max. Pitching flight with additional unilateral engine failure at 1.4*VS1 (VS1: cruise minimum speed), while the remaining drive provides full thrust (at pos. pitching angles the failure of the left drive (looking in flight direction) would be critical for the required rudder deflection, for example).

From the introduction of the aircraft, Beechcraft came up with a series of minor tail modifications where non of them addressed the in-flight breakup issue. Later, Beechcraft joined hands with some other parts suppliers and extended their efforts to mitigate the tail issue.

Numerical recalculation: Subsequently, the overall configuration was recalculated numerically (in AVL) for many different, expected flight conditions (including those from the certification regulation CS-22). In this case, the previously specified maximum rudder deflections, including a safety buffer for nonlinearities, must not be exceeded. The pitch and yaw moments generated by the engine thrust are included via trim conditions. Secondary effects, however, such as an increase in dynamic pressure due to additional blowing (propeller) or propeller jet constriction were not taken into account here.

Analytical Design

The team decided to introduce a separate stub spar to support the front spar of the stabilizer and Beechcraft denied the fact that a stub spar could assist the front spar with the torsion loads and the modification was halted. Later FAA found that Beechcraft’s decision to halt the mod was not backed by a firm premise.

Throughout the history of aviation there have been a number of very successful aircraft that employed V tails. They run the gamut from gliders to ultralights to midget racers to mainstream piston and jet aircraft~ and mainly fly just like their conventional-tail counterparts. In recent years, however, the Beech Bonanza received some negative press and was the subject of some FAA action based on a growing (but sparse) history of in-flight break-ups. We'll come back to this in a minute.

A second and probably more important benefit relates to how the vertical and horizontal tail surfaces interact during high angle-of-attack maneuvers like stalls and spins. Rudder effectiveness is decreased because some portion of the rudder is blanked out by the wake from the stabilizer/elevator/fuselage combo. This effect can be annoying or deadly, depending on the configuration of the aircraft. In some cases, the effect is strong enough to render the rudder ineffective at stopping a developed spin. NACA (forerunner to NASA) studies in the '40's showed the V tail to be more resistant to spins, and more effective at neutralizing them.

Most of the pilots who owned Bonanzas in the 50s and 60s lacked the preparedness to fly an advanced aircraft. As the aircraft was having a peculiar and perilous wag in its fork-shaped tail that could lead to flutter and ultimately break apart, many people used to specifically name the aircraft as ‘forked tail doctor killer’. With the accidents, aircraft sales fell amidst the concern and reinstated with time when pilots got more exposure to the aircraft characteristics along with effective modifications.

Range Map

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Victorville Storage Aircraft

Victorville Storage Aircraft - "Southwest is flying two or three MAX units out a week. So, I think by April, the Southwest MAX aircraft will be gone, and I know Boeing themselves are pushing out a MAX here and there every week or two.

So, I'd say maybe by the summer, you'll see very few MAX aircraft here." "So we hire a lot of the students, and they work for us while they're students. For instance, if they are in school on day shift, they'll work for us on evening shifts.

Victorville Storage Aircraft

And if they're in school on evening shifts, they'll work for us on day shift," concluded Christine. "Sometimes the fighter jets or transports will come in and just get fuel for lunchtime. So, you'll see them grab lunch at the airport and fly off.

Riding The Wave

You don't know what you expect at this airport but it's truly a unique experience." Located in San Bernardino County, California, the Southern California International Airport, the predecessor to SCLA, opened in October 1994. The following year, it was granted an FAA Part 139 Certificate to serve passenger and cargo airlines.

Tollison also noted that the A380 may join other older aircraft in that they may not fly again. "Some of the older widebody aircraft — some of the 747s, 777-200s, some of the A380s, things like that — I think you won't see a lot of those go back up because [the airlines] are buying newer aircraft,

he said. Of course, maintaining an airplane during its storage program is a necessity. Tollison's team is tasked by airlines to do a variety of activities that keep the airplanes in a healthy condition during their desert stay.

These activities include running engines, turning the landing gear, inspecting for wildlife, and a variety of other tasks. Nevertheless, despite the planes spending up to a long period at ComAv Technical Services' facilities at Victorville, there is a lot of work for employees to do on the aircraft.

Accommodating The Superjumbo

Onsite activity includes maintenance and completion services, flight testing, end-of-life cycle services, research and development, and plane asset management. "So initially — when COVID first hit back in early 2020 — the airlines were parking essentially their entire fleets, their narrowbody aircraft and their widebody aircraft, especially the larger carriers that do not just [fly] domestic but overseas or international," says Tollison

. ComAv Technical Services, located at Southern California Logistics Airport in Victorville, is one of the largest aircraft storage facilities on the globe with total capacity for over 500 commercial aircraft. The largest lessee on the property, the company just about reached its capacity in 2020 and has been riding the waves of the Covid-19 pandemic ever since.

"ComAv has been a big part of the airport for all of those years, actually, ComAv is the company on the airport that does all of the storage on the airport," added Tollison. "There are no other companies that do storage at the airport.

It is only ComAv. We currently have 450 airplanes on-site and we do a lot more than just storage." New up close photos show qantas a380s in us boneyard australian aviation qantas s aircraft at southern california logistics airport in victorville qantas airbus a380 lands vcv for storage you victorville aircraft storage vh ojb pictures photos ojf ojp airteamimages com

Dynamic Staffing To Meet Demand

MROs like ComAv have been at the forefront of Covid-19's industry effects. During the onset of the outbreak, the company received so many airplanes that they were forced to close a runway in collaboration with the local airport authority.

This added plenty of additional space for aircraft parking ComAv is the only U.S.-based firm that accommodates the world's largest passenger aircraft: the Airbus A380. The company maintains 10 of the double-decker aircraft on its property.

Tollison says they are in talks with other airlines to store additional A380s. Victorville is no stranger to responding to quick transformations in the industry. Following the grounding of the Boeing 737 MAX back in March 2019, airlines had to find space to store the narrowbody.

Therefore, the airport was the ideal solution amid the saga. Amid airline layoffs and furloughs, many aircraft mechanics were at a loss. Despite this, ComAv was one of the few aerospace companies hiring during the pandemic.

Inside Victorville Airport Pandemic-Stricken Airliners Face An Uncertain Future

The company's staffing doubled when Covid-19 hit back in 2020. Victorville Airport played a key role during the Covid-19 pandemic, storing over 500 aircraft from all over the world. Qantas, British Airways, Qatar Airways, Delta, and others used KVCV to store their vast fleet, which needed to be grounded for months as the aviation world collapsed to its knees.

It's a great place to see many airplanes, so what's not to like? "It's been happening for about the last three months. Some of the airlines have called people back and we have had to hire directly.

We do a lot with veterans. We do a lot here locally," says Tollison. Formally known as Southern California Logistics Airport (SCLA), the site has a rich history, dating back to 1941. The location was a United States Air Force flight training facility up until 1992. It went by the name of George Air Force Base (GAFB

) before converting to offer civilian usage. Other jobs include touch-ups when there has been damage. For instance, Victorville recently had a Boeing BBJ arrive that had some scratches, which required some work. There are also times when operators have sent an aircraft to the site after selling it off, and they don't want their logo to be shown while the plane is sitting there.

So, the workers of IAC cover up the airline's branding. "It's big, but it's not the heaviest because its gear is so spread out. So I mean, it is a heavy, big aircraft and the wingspan is quite large, but it's not the heaviest aircraft.

But our soil-cement is rated for our widebody types 100%," Tollison said. "During the entire pandemic, we were actually having to hire pretty much every month to meet the demand of the aircraft coming in and inducting them into storage and then maintaining the storage during that timeframe," Christine said in an interview with AirlineGeeks.

There are not many movements and you can photograph mainly the parked aircraft. But check Flightaware before you are going there in case something "new" is arriving so you might be able to catch on final approach or on the ramp.

Don´t use Flightradar! Notably, there are a range of paint jobs conducted at IAC's facilities. In the morning before the call with Kilmer, his team had just received a United Airlines Boeing 777 with the older Continental-style coating.

However, in approximately two weeks' time, the jet will be transformed into its new sky blue livery. The pandemic has had an obvious impact on ramping up operations at ComAv. As well as airlines relocating their grounded planes, many can't take on deliveries of their brand new units.

So, several jets are flying fresh from Boeing after completion. "Southwest brought their entire MAX fleet down here when the MAX got grounded. And not to mention, Southwest is also kind of in a position right now, when each MAX goes out, they also bring in a few of their older -700s to retire.

So, it's always rotating," Kilmer said. Ryan Ewing Ryan founded AirlineGeeks.com back in February 2013 and has amassed considerable experience in the aviation sector. His work has been featured in several publications and news outlets, including CNN, WJLA, CNET, and Business Insider.

During his time in the industry, he worked in roles pertaining to airport operations and customer service while pursuing a bachelor's degree in Air Transportation Management from Arizona State University. Ryan has experience in several facets of the industry from behind the yoke of a Cessna 172 to interviewing airline industry executives.

ComAv saw 470 parked aircraft on its property during the peak. The company says they still have over 400 parked today. According to Cirium data, 2,047 aircraft are in storage in the U.S., meaning they haven't moved in over 30 days.

"However, most aircraft that arrive at ComAv are here for transitional maintenance and will be re-deployed," noted Lisa Christine, ComAv's Director of Corporate Initiatives. In Victorville, as one airplane leaves, another arrives to face an uncertain fate.

Owned by the U.S. Air Force until 1992, the airport shifted to civilian use. ComAv was the first maintenance, repair and operations (MRO) supplier on the property. The company is encroaching on its 23rd year at the airport, meaning it has seen industry downturns before, including the aftermath of 9/11.

For this debut scenery for MSFS, Xometry is presenting an accurate representation of Victorville Airport for MSFS. Obviously, with all the airplanes that are usually parked around here, there needs to be special attention to detail to static airplanes, which is exactly what Xometry has done.

With over 150 accurately placed models, KVCV should start to look more like the real thing in Flight Simulator. Deputy Editor & Lead Journalist - Europe. Sumit comes to Simple Flying with more than eight years' experience as a professional journalist.

Having written for The Independent, Evening Standard, and others, his role here allows him to explore his enthusiasm for aviation and travel. Having built strong relationships with United Airlines, TAP Air Portugal, Icelandair, and more, Sumit excels in both aviation history and market analysis.

Based in London, UK. With the MAX returning to the skies and the aviation industry looking to get the recovery process going this summer, there will be plenty of aircraft flying off this year. Nevertheless, Victorville and its workers will continue to conduct their duties and will be ready for any twists in the industry.

Today, with "severe clear" weather throughout the year and over 2,200 acres of space, Victorville is the perfect destination for aircraft that need to be stored. There is plenty of open flat land and the warm climate slows down the corrosion of metal. Moreover

, the low humidity offers lower maintenance costs. Head through the Mojave Desert and up Interstate 15 just north of Los Angeles, and you'll find a relatively small, unsuspecting airport with no commercial air service. Airfields such as this one aren't uncommon in California, but this particular one stands out.

Behind Davis-Monthan Air Force Base, the Southern California Logistic Airport in Victorville, CA is the second largest aircraft boneyard in the world. The airport is, like many other storage fields in the USA, a former military base.

Most planes are on long term storage on the ramp at the northeast corner of the airport and a lot of aircraft maintenance and storage companies presenting newer and older planes on their ramps and hangars in the south.

Unique operators are based at VCV like Omega Air Tanker with 707/DC-10 and General Electric with their 747 N747GF Propulsion Test Platform. Aircraft are moved from time to time so the google maps images are not really up to date and should not be a reference.

Ramp access or tours are not possible at VCV but another way is to charter a plane and make some air to ground pictures.

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