"Fifi" refers to the Commemorative Air Force's B-29 Superfortress, one of only two airworthy examples of the type remaining in the world (the other being "Doc," operated by a separate nonprofit out of Wichita, Kansas). The aircraft's appearance at Nashville International Airport (BNA), as noted in this forum post, is part of the CAF's ongoing "Airpower History Tour," a seasonal circuit that takes Fifi and often an accompanying B-24 Liberator ("Diamond Lil" or similar) to airports and airshows across the country. The poster's question about parking location touches on a practical reality of warbird operations: these aircraft are civilian-registered and privately operated by a nonprofit, so despite their military heritage and appearance, they do not have automatic access to Air National Guard ramps or military-only infrastructure. Instead, they typically coordinate with airport FBOs, museum partners, or event organizers for parking and ground handling, often on public-facing ramps where spectators can view or tour the aircraft for a fee.
For working pilots, warbird tour stops like this are a recurring feature of the general aviation and airshow ecosystem, and they carry real operational implications. Airports hosting a B-29 or B-24 on a transient basis often see temporary NOTAMs, ramp closures, or altered taxi routes to accommodate static display areas, fuel trucks, and crowds. Corporate and charter pilots operating into fields during an active tour stop should expect possible congestion on transient ramps, altered FBO capacity, and the need for extra coordination with ground control or FBO ops during arrival and departure windows. Pilots flying into or through the Chattanooga area for the referenced airshow weekend should anticipate similar effects: temporary flight restrictions (TFRs) are common around airshow performances, and aircraft not part of the show should expect airspace advisories in the days surrounding the event.
The broader significance of aircraft like Fifi lies in the vintage/warbird aviation community's continued reliance on volunteer-maintained, increasingly irreplaceable airframes to keep WWII-era flight demonstrations alive. The B-29 fleet dwindled to zero flying examples for years after the original Fifi was restored to airworthy status in the 1970s by the CAF; maintaining it requires an enormous logistical and financial commitment, including sourcing parts for engines and systems no longer in production. This scarcity is why tracking tools like FlightRadar24 generate community interest — enthusiasts and pilots alike want visibility into these aircraft's movements, both to see them fly and to understand the operational patterns of an increasingly rare category of flying antique. The original poster's uncertainty about whether FR24 displays future flight plans for non-commercial, non-scheduled aircraft is a common limitation pilots encounter: general aviation and warbird operators often file VFR or use point-to-point IFR routing without the kind of published schedule data available for airline traffic, meaning transient aircraft movements are frequently only visible in near-real-time rather than predictively.
Finally, this kind of grassroots spotting and tracking activity underscores a broader trend in aviation enthusiast culture that increasingly intersects with professional flying: crowdsourced situational awareness. Pilots operating into fields hosting warbird tours or airshow circuits benefit from monitoring the same community chatter — subreddits, spotting forums, and ADS-B tracking sites — that hobbyists use, since it often surfaces real-time information about ramp congestion, temporary displays, or unusual traffic patterns before formal NOTAMs are widely disseminated. For operators flying business jets or charter aircraft into airports during airshow season, staying aware of these tour schedules (the CAF publishes an official Airpower History Tour calendar) is a low-effort way to anticipate schedule friction well in advance of a trip.