After more than 80 years, a P-40 fighter pilot shot down in China in 1943 has finally returned home to South Carolina.
It wasn’t the first time 1st Lt. Morton Sher was shot down. At 22 years old he was escorting bombers for breakfast, and flying other hazardous combat missions for dinner in the China-Burma theatre with the 76th Fighter Squadron, 23rd Fighter Group, 14th Air Force. The same unit that carried on the legacy of the famed Flying Tigers.
Restored P-40 flown by Thom Richard, plane belongs to the American AirPower Museum in NY. Photo Credit: Mike Killian
15,000 villagers helped him the first time he was shot down, showing him appreciation and respect for fighting for them. They honored Sher as a hero, fed him, protected him and escorted him through the mountains back to base.
Sher was offered to return home to become an Instructor Pilot. He chose to stay and fight instead.
When he was shot down again, they protected him again, preventing the Japanese from taking his remains after his P-40 went down in a rice field and became engulfed in flames.
Flying Tiger Shot Down in 1943 Finally Returns Home 7
Locals placed a memorial at the site, but his remains were considered destroyed in the fire. Sher was posthumously awarded the Purple Heart, and was classified as killed in action and unrecoverable.
New Photo Opens New Questions
The case was closed until 2012, when a private citizen contacted the Defense POW/MIA Accounting Agency (DPPA) with a photo of the memorial site. They opened an investigation and visited in 2019, but still found no remains.
Turns out, they were wrong. A more extensive investigation in 2024 found the wreckage, and his remains. The Chinese villagers in 1943 hid them to protect the remains from the Japanese. DNA testing using samples from Sher’s nephew confirmed the remains.
Sher’s remains returned home. Photo credit Senior Airman Savannah Carpenter
“This was through team effort,” said Col Brett Waring, 476th Fighter Group commander. “The teams that continue to scour the earth for our missing and KIA are beyond impressive. Morton fought for the Chinese people in that war and theater, and when he was shot down, the local populace protected him when he survived the first shootdown, and then prevented the enemy from taking his aircraft and body when he was killed in action. That speaks to the humanity that connects us all even when other circumstances point towards adversarial actions.”
“Sher spent just over a year in China during World War II,” says Mark Godwin, historian for the 23rd Wing at Moody AFB. “He racked up 3 aerial victories before his untimely death. The Flying Tigers used the Chinese phrase “Ding Hao” during World War II. It means, ‘Very Good, excellent.’ The 76th FS was excellent in World War II. Sher gave his life to protect his fellow Flying Tigers. He should forever be remembered for his courage and sacrifice. Ding Hao!”
After 80 Years, Welcome Home
An Army honor guard member renders a salute to the flag he presented to Carol Fine, Army Air Forces 1st Lt. Morton Sher’s sister, at a cemetery in Greenville, S.C., Dec. 14, 2025. Photo Credit: Senior Airman Savannah Carpenter
Sher’s family had no clue about the extensive investigation that was taking place, until Sher’s nephew received an email from DPAA requesting a DNA sample to confirm the remains.
“I’m just proud that our country cares enough about something like that,” said Bruce Fine, Sher’s nephew. “And they spring into action when they think there’s a lead. It’s made me more proud to be an American than ever before.”
photo credit: Senior Airman Savannah Carpenter
Sher’s remains were flown home to Greenville, South Carolina earlier this month. His family stood together as the honor guard transferred his coffin from the plane to a hearse.
Sher was given full military honors at his long-awaited homecoming on Dec 14. He was laid to rest at Beth Israel Cemetery. Two U.S. Air Force A-10s from the 476th Fighter Group honored him with a flyover too.
photo credit: Senior Airman Savannah Carpenter
“The legacy that we’re honored to carry on today was started by that generation of warriors who left home to fight for another country in a cause that they absolutely believed in,” Waring said. “It was a level of commitment that we are challenged with maintaining. It’s a legacy that goes beyond painted teeth on an airplane or a patch on our shoulder. It’s history, it’s heritage and it’s a legacy that we’re proud to carry on through our generations.”
Is Santa’s Sleigh the Most Reliable Airframe Ever Built? Spoiler: Yes. Yes, it is. And it’s not even close.
Every 24th of December, without fail, Santa launches the most ambitious overnight operation in aviation history. No test flights. No press conferences. No NOTAMs lighting up ForeFlight. Just wheels up, world covered, mission complete.
And perhaps the most impressive part of the whole thing is this. Santa does it every year with only minimal upgrades.
No stretched fuselage. No new engine variant. No midlife refresh program announced at Farnborough. Somehow, Santa’s sleigh just keeps flying.
So how does it work?
Pull up a chair by the fire. Let’s talk sleigh physics, North Pole navigation, and why Santa may quietly be the best operator in the business.
The Airframe: Lightweight, Timeless, and Shockingly Efficient
The amazing and meticulous beauty of Santa’s Sleigh defies the laws of physics
At first glance, Santa’s sleigh looks like a classic legacy platform. Open cockpit. Exposed structure. Zero regard for modern certification standards.
But look closer and the design philosophy becomes clear.
The sleigh is an ultra lightweight composite structure, likely wood infused with centuries of magical resin. Think of it as pre carbon fiber carbon fiber. Strong, flexible, and absurdly durable.
It does not corrode. It does not fatigue. It has never once failed a cold soak test.
And while most operators chase performance gains through heavier systems and newer materials, Santa went the other way. Keep it light. Keep it simple. Keep it flying.
Minimal upgrades. Maximum reliability.
Propulsion: Reindeer Thrust and the Rudolph Advantage
Santa’s Sleigh takes advantage of a mind-boggling reindeer propulsion system | IMAGE: NORAD
The propulsion system is where Santa truly broke the mold.
Eight reindeer provide distributed thrust, redundancy, and natural vector control. Lose one, and the rest compensate instantly. No asymmetric thrust checklist required.
Then there’s Rudolph.
Rudolph is not a gimmick. He is a certified all-weather sensor suite.
That glowing nose is a forward-looking navigation aid optimized for snow, fog, low visibility, and complete whiteout conditions. It cuts through weather that would ground most fleets and renders even the ugliest Christmas Eve forecast irrelevant.
Think of Rudolph as a living combination of radar, lidar, and synthetic vision. Only cuter.
The Physics Problem Everyone Always Asks About
Yes, we’ve all done the math. Payload capacity. Range. Time on task.
Here’s the thing.
Santa’s sleigh does not obey conventional physics. It obeys Christmas physics.
Time dilation plays a significant role. When the sleigh crosses into the upper atmosphere, the aircraft enters a temporal slipstream where time moves more slowly relative to the ground. This allows Santa to complete a global route while the rest of us are still arguing over which cookie to leave out.
It is not impossible. It is just festive.
Navigation: No GPS, No Problem
Norad and the Air Force units of the United States and Canada will track and assist Santa Claus during his voyage. (USAF)
Santa does not rely on GPS, ground based navaids, or satellite augmentation.
He navigates visually, astronomically, and instinctively.
The North Star provides a fixed reference. City glow outlines metropolitan areas. Chimney density confirms residential zones. Tree lights act as low level approach lighting. It is a beautifully analog system that has never once dropped out due to a software update.
If it works, don’t digitize it.
ATC, Clearances, and That Whole Airspace Thing
How NORAD tracks Santa’s Sleigh | IMAGE: NORAD
Does Santa file a flight plan?
Officially, no.
Unofficially, every controller knows exactly where he is. And, of course, NORAD is always on top of it, ensuring smooth sailing for Saint Nick.
Santa operates under a once a year global blanket clearance that supersedes all restricted airspace, temporary flight restrictions, and noise-abatement procedures (word on the street is Santa doesn’t have to obey John Wayne Airport’s Fly Friendly program we wrote about earlier). It is the ultimate waiver, renewed annually by universal goodwill.
Interception attempts have been rumored. None have succeeded. Most pilots report nothing more than a brief radar return, a flash of red light, and an inexplicable urge to go home and hug their families.
NORAD will once again be tracking Santa Claus as he makes his way across the world tomorrow night! 🎅🏼🎄 pic.twitter.com/4JnQTalXEN
The sleigh is meticulously inspected once a year by the elves, who may be small but are terrifyingly thorough. Every runner polished. Every joint checked. Every bell tested. If it does not spark joy, it does not fly.
That is how an aircraft lasts forever.
The Takeaway
In an industry obsessed with the next new thing, Santa reminds us of something important.
Sometimes the best platform is the one that already works.
Keep it light. Keep it simple. Respect the machine. Trust the crew. Fly it with purpose.
And once a year, believe in a little magic.
A Note of Gratitude
No MELs, No Delays: How Santa’s Sleigh Keeps Flying Year After Magical Year 13
This Christmas, we just want to say thank you.
Thank you for choosing to spend a little bit of your time with us throughout the year as we share our love of all things aviation with you, our readers. Whether you’re here for the history, the headlines, the nostalgia, or the pure joy of flight, it means more to us than you know. We love sharing our passion of flight with you.
So, from all of us here at AvGeekery, Merry Christmas to you and yours. May your weather be smooth, your landings be gentle, and your sleigh always be ready for one more flight.
Coulson Aviation 767 is set to reshape Very Large Airtanker (VLAT) operations as legacy firefighting aircraft near retirement.
If you have followed aerial firefighting over the past few years, you already know the uncomfortable truth. The fleet of very large airtankers that agencies have relied on for decades is aging out fast. With the recent grounding of MD-11s and DC-10s, that reality has gone from theoretical to very real.
That backdrop is what makes this week’s announcement from Coulson Aviation such a big deal. Coulson officially launched its Boeing 767 VLAT program, a move that signals the future direction of high-capacity aerial firefighting.
The retirement of older widebody aircraft is creating a serious capacity problem for firefighting agencies worldwide. Platforms like the McDonnell Douglas DC-10 and Boeing MD-11 have delivered massive volumes of retardant when fires demanded it. But as those airframes disappear, so does that capability.
The situation was underscored even further after the crash of UPS Flight 2976, an MD-11, in Louisville earlier this year, which accelerated the grounding of the remaining MD-11 and DC-10 airtankers. The result is a developing shortfall of adequate equipment to fight wildfires.
Coulson’s answer is to step forward before that gap becomes unmanageable.
Why the Boeing 767 Makes Sense
Coulson chose the Boeing 767 because it boasts a long and reliable track record across passenger, cargo, and special mission roles. According to Britt Coulson, President and CEO of Coulson Aviation USA, the appeal is straightforward.
“The 767 is a proven widebody platform with global support, parts availability, modern systems, and compelling operating economics,” Coulson stated. “Our program builds on those strengths and will deliver performance beyond what legacy VLATs can provide.”
The 767 offers global parts availability, modern systems, and operating economics that make sense for decades of service. It is also a platform with enough performance margin to outperform legacy VLATs in payload while burning less fuel in the process.
Ultimately, what makes it most attractive to Coulson is that it is an airplane built for the long haul, rather than a stopgap solution.
Bigger Tank, Same Coulson DNA
The Coulson Aviation 767 program is at working alongside current firefighting aircraft such as the Lockheed C-130 Hercules and the Boeing 737 Fireliner | IMAGE: Coulson Aviation
The Coulson Aviation 767 tanker will feature the largest version yet of the company’s patented RADS retardant delivery system. The tank capacity is expected to exceed that of any VLAT currently flying, while still preserving a surprising capability. The aircraft will retain the ability to carry more than 160 personnel when configured for transport missions.
That flexibility is very much on brand for Coulson. Like the company’s existing fleet, which includes the Lockheed Martin C-130H Hercules and the Boeing 737 Fireliner, the 767 VLAT is being designed as a true multi-mission platform. Engineering, structural analysis, and systems integration planning are already underway.
A Coulson Aviation Lockheed C-130 | IMAGE: Coulson Aviation
Rather than replacing its current aircraft, Coulson sees the 767 VLAT as a force multiplier. The new tanker is designed to complement existing large airtankers, providing agencies with an additional tool when fires require sustained, high-volume retardant delivery over extended periods.
This is also very much a forward-looking investment. Coulson has a long history of building capability ahead of demand, and the 767 VLAT fits squarely into that pattern. As legacy platforms fade out, the industry needs something that can carry the mission forward safely, efficiently, and at scale.
With the Boeing 767 VLAT, Coulson is making it clear that the future of very large airtankers does not have to mean less capacity. If anything, it might mean more, delivered by an airplane built to stick around for decades.
The John Wayne Airport Fly Friendly Program helps reduce general aviation jet noise at John Wayne Airport (SNA) through voluntary actions, smart flying, and annual awards.
Flying in and out of SNA has always come with extra responsibility. The airport sits right in the middle of densely populated neighborhoods in Orange County, California, which means aircraft noise is not just an aviation issue. It is a community one.
An aerial view of John Wayne Airport (SNA) in Orange County, California, showing just how densely populated the surrounding area is to the airport. The airport’s proximity to such densely populated areas has led to the creation of the John Wayne Airport Fly Friendly program. | IMAGE: John Wayne Airport photo Don Ramey Logan.jpg from Wikimedia Commons by Don Ramey Logan, CC-BY 4.0“
That is where the John Wayne Airport Fly Friendly Program comes in. Launched in August 2022, Fly Friendly is a voluntary education and recognition program designed for general aviation (GA) jet operators. Its goal is simple. Reduce noise, encourage smarter and cleaner flying, and recognize operators who make the effort to be good neighbors.
Rather than adding new rules, the program focuses on awareness, measurable performance, and positive reinforcement.
What Fly Friendly Is Trying to Do
IMAGE: John Wayne AIrport
The John Wayne Airport Fly Friendly program is all about education and accountability. The program helps GA jet operators better understand how their aircraft and operating choices affect people on the ground.
Using data from SNA’s extensive Noise Monitoring Station network, operators can see exactly how loud their departures are and how often they fly during the most sensitive hours. From there, the airport encourages operators to make voluntary adjustments that reduce noise and minimize environmental impact.
That can mean flying newer, quieter aircraft. It can also mean adjusting how a flight is flown by following the National Business Aviation Association’s (NBAA) Standard Noise Abatement Departure Procedure, which emphasizes steep climbs, controlled airspeeds, and power reductions once safely airborne.
Operators are also encouraged to avoid non-emergency flights late at night and early in the morning when noise is most noticeable in nearby communities.
How Operators Are Scored
IMAGE: John Wayne Airport
The John Wayne Airport Fly Friendly Program uses a clear, data-driven scoring system that looks at a full calendar year of operations. Operators are grouped into four tiers based on the frequency of their flights at the airport, with charter operators separated from private aircraft owners to ensure fair comparisons.
SNA FAA ATC Tower | IMAGE: John Wayne Airport
Most of the score comes from two measurable categories:
Quietest Departures account for the majority of points. This looks at average noise levels recorded at seven monitoring stations along the departure path, how often unusually loud events occur, and whether an operator is flying the quietest aircraft available today based on FAA Stage 5 noise certification.
Nighttime Noise Reduction rewards operators who voluntarily cut back on non-emergency arrivals and departures during late-night and early-morning hours compared to the year before.
Additionally, operators can earn bonus points for taking an extra step.
Environmental Stewardship and Sustainability points are awarded for financial contributions to local habitat restoration projects through the Irvine Ranch Conservancy or Newport Bay Conservancy.
Most Engaging points recognize operators who actively participate in outreach, such as educating pilots on noise abatement, sharing Fly Friendly materials, or attending Orange County community meetings focused on aviation impacts.
All of these elements are combined into a final score for each operator.
Recognition That Actually Means Something
Private Jets on the tarmac at John Wayne Airport | IMAGE: D Ramey Logan.jpg from Wikimedia Commons by Don Ramey Logan, CC-BY-SA 3.0
Each year, the top three scoring operators in each tier receive Fly Friendly recognition. That adds up to twelve awards annually, with past winners including a mix of well-known charter companies and individual aircraft owners.
What makes Fly Friendly stand out is that it fills a real gap. Commercial airlines at SNA already operate under strict legal agreements that limit the number of flights and noise. GA does not. Fly Friendly creates a way to measure performance, highlight best practices, and encourage improvement without adding another layer of regulation.
IMAGE: John Wayne Airport
The result is quieter departures, fewer late-night flights, and a program that shows cooperation can work when aviation and community interests align.
Let’s be honest. Those of us who live and breathe aviation often roll our eyes at noise abatement programs. Airports do not magically appear overnight, and airplane noise has always been part of the deal when you live nearby. That said, you are never going to make everyone happy.
In a place as noise-sensitive as SNA, the Fly Friendly approach shows that airports can still be good neighbors in ways that are measurable, achievable, and genuinely worth recognizing.
“You better watch out. You better not cry.” His experimental craft and isolated North Pole location didn’t prevent Santa from getting a no-notice check.
Santa had a big job to do last night. He has to do what is seemingly impossible. That is to deliver Christmas gifts to millions of toys to good little boys and girls all around the world in just one night. While airlines like Westjet can deliver joy to a hundred or so passengers, Santa has to deliver joy to the whole world.
The big mission can’t be a reason to rush. Safety is first. Santa’s not the type of guy that would put anyone’s life at risk just to cut a few corners and shave off a couple of minutes on his schedule.
As pilot in command, Santa has to be ready for the unexpected. Even a no-notice checkride by the FAA. While spot checks might make a lesser pilot squirm, St. Nick is no newbie. He’s a pro. Like the airline pilots flying you to grandma’s this year, the jolly ol’ fellow has years of professional experience flying his sleigh.
Santa had to ensure his craft is ready for flight
With deft precision, Santa does his walk-around, checks his performance calculations, and even is ready for the..ehem, unexpected which you’ll see below in his checkride recap video.
This video is a classic and one of our favorites. We love watching it every year and hope you do too!
Avgeekery is wishing you a Merry Christmas
Avgeekery is wishing you a joyous holiday season and a very Merry Christmas. We thank you for being loyal readers of our blog. Our site is a team of aviation professionals that spend their time to make this project a reality.
We love sharing our love of aviation and our expertise in this field with you on a regular basis. And hope that this next year is everything you hoped it will be.
President Donald Trump’s space executive order puts the Moon back at the center of America’s spaceflight plans, pairing familiar goals with firm timelines. The directive touches everything from lunar landings and nuclear power in space to commercial launch infrastructure, setting the stage for some of the most consequential space decisions in years.
The executive order, titled Ensuring American Space Superiority, impacts nearly every aspect of the federal space sector, focusing on timelines, infrastructure, and expectations for NASA and industry in achieving human spaceflight objectives over the next decade.
Ambitious space goals are nothing new. Administrations of both parties have outlined bold visions for the Moon, Mars, and beyond. What makes this order different than those that come before it is not the scope of its ambition, but the specificity of the dates attached to it.
Whether those targets can be met is a question that now shifts from policy to execution.
A 2028 Return to the Moon
These artist’s concepts show SpaceX’s Starship Human Landing System (HLS) on the Moon. NASA is working with SpaceX to develop Starship HLS to carry astronauts from lunar orbit to the Moon’s surface and back for Artemis III and Artemis IV as part of the agency’s Artemis campaign. At about 165 feet (50 m), Starship HLS will be about the same height as a 15-story building. An elevator on Starship HLS will be used to transport crew and cargo between the lander and the Moon’s surface | IMAGE: NASA
The primary objective of the EO is a renewed commitment to returning American astronauts to the lunar surface by 2028 as part of NASA’s Artemis program.
The EO states that a lunar landing would:
“Assert American leadership in space, lay the foundations for lunar economic development, prepare for the journey to Mars, and inspire the next generation of American explorers.”
President Trump’s Space Executive Order: EnsuringAmerican Space Superiority
Beyond a single landing, the order directs NASA to establish “initial elements of a permanent lunar outpost” by 2030. The language is intentionally vague, leaving room for an outpost that could include surface habitats, orbital infrastructure such as the Lunar Gateway, or a mix of both.
President Trump has also directed NASA to spell out, in practical terms, how this would actually work. The agency has been given 90 days to deliver a plan outlining how it will achieve those targets, identifying any remaining technical hurdles, and detailing how supply chain or industrial capacity issues will be addressed without exceeding existing budgets.
A Bit of Background on Artemis
Artemis I | IMAGE: Mike Killian / AmericaSpace
While Trump’s space executive order sets a 2028 target for returning astronauts to the Moon, NASA has adjusted Artemis mission timelines in recent years as development and testing continue across multiple systems.
Artemis is structured as a long-term exploration campaign rather than a single mission, with each flight designed to reduce risk and validate new capabilities before committing crews to more complex objectives.
NASA has consistently stated that Artemis schedules are driven by crew safety and technical readiness, not fixed calendar dates.
The program’s goals extend well beyond a single lunar landing, aiming to establish a sustained human presence in lunar orbit and on the surface, particularly near the Moon’s south pole. NASA has also emphasized that learning how to live and work on the Moon is a necessary step toward future human missions deeper into the solar system.
Nuclear Power Beyond Earth
A key technical element of the EO is its focus on nuclear power in space.
The directive calls for deploying nuclear reactors on the Moon and in orbit, including a lunar surface reactor ready for launch by 2030. To support that effort, the order requires the Office of Science and Technology Policy (OSTP) to develop guidance for a “National Initiative for American Space Nuclear Power” within 60 days.
The push to use nuclear power in space reflects a growing recognition that sustained lunar operations will require reliable, high-output power sources that exceed what solar arrays alone can provide, particularly during long lunar nights.
The International Space Station’s Successor
Artist depiction of The Gateway space station hosts the Orion spacecraft in a polar orbit around the Moon, supporting scientific discovery on the lunar surface during the Artemis IV mission | IMAGE: NASA
The EO also confirms plans to retire the International Space Station (ISS) by 2030 and transition to commercially operated space stations in low-Earth orbit.
Rather than extending ISS operations, the policy directs the government to “spur private sector initiative and a commercial pathway to replace the International Space Station by 2030.”
NASA has already invested in several commercial station concepts, and the order reinforces that timeline while signaling a continued shift of low-Earth orbit activity toward private industry.
Commercial Launch and Infrastructure
A full Moon is in view from Launch Complex 39B at NASA’s Kennedy Space Center in Florida on 14 June 2022 | IMAGE: NASA
The order aims to expand and modernize US launch infrastructure and increase launch and reentry rates through facility upgrades, efficiency gains, and policy reforms.
The White House aims to attract at least $50 billion in new private investment into US space markets by 2028. While the order omits details on how to reach this figure, it instructs federal agencies to prioritize commercial procurement over traditional cost-plus contracts where feasible.
Acquisition Reform and Program Oversight
Both NASA and the Department of Commerce are instructed to identify space programs that are at least 30 percent over budget or 30 percent behind schedule, as well as those misaligned with the order’s priorities.
Instead of simply streamlining procurement, the order seeks to overhaul how agencies acquire space capabilities and accelerate the adoption of commercial options. It requires the Commerce Department to stop relying on NASA for satellite acquisitions, potentially reshaping how NOAA and other civil space assets are bought.
Space Security and Defense Architecture
Northrop Grumman’s missile warning and tracking system | IMAGE: Northrop Grumman
Beyond civil spaceflight, the EO places significant emphasis on defending US interests from Earth orbit through cislunar space.
It directs the integration of commercial abilities into defense space architectures, modernization of military space systems, and the development of prototype next-generation missile defense systems by 2028.
The EO states:
“Superiority in space is a measure of national vision and willpower, and the technologies Americans develop to achieve it contribute substantially to the Nation’s strength, security, and prosperity.”
President Trump’s Space Executive Order: EnsuringAmerican Space Superiority
Defense and civilian agencies are directed to submit plans in the coming months addressing threat detection, acquisition reform, and coordination with allies and partners.
What’s Not in the EO
President Trump’s space executive order does not explicitly provide Mars plans | IMAGE: SpaceX
While Mars is referenced, the EO does not establish a specific timeline for human missions to the Red Planet. Instead, Mars is framed as a longer-term objective enabled by sustained lunar operations.
The order also revokes a 2021 Biden-era executive order governing the National Space Council without providing guidance for a replacement body.
Clear Eyes, Full Hearts, Can’t Lose
(20 July 1969) — Astronaut Edwin E. Aldrin Jr., lunar module pilot of the first lunar landing mission, poses for a photograph beside the deployed United States flag during an Apollo 11 extravehicular activity (EVA) on the lunar surface. The Lunar Module (LM) is on the left, and the footprints of the astronauts are clearly visible in the soil of the moon. Astronaut Neil A. Armstrong, commander, took this picture with a 70mm Hasselblad lunar surface camera. While astronauts Armstrong and Aldrin descended in the LM, the “Eagle”, to explore the Sea of Tranquility region of the moon, astronaut Michael Collins, command module pilot, remained with the Command and Service Modules (CSM) “Columbia” in lunar orbit. Photo credit: NASA
For those of us who keep a keen eye on all things Space-related, Trump’s EO does not introduce radically new ideas. What it does do is set firm milestones.
A 2028 lunar landing. A lunar outpost by 2030. Nuclear power beyond Earth. The end of the ISS era. A heavier reliance on commercial spaceflight.
Whether those goals are met will depend on technical readiness, funding stability, and close coordination between NASA, industry, and national security partners. As a policy document, Ensuring American Space Superiority outlines a clear framework for how the United States intends to operate in space throughout the remainder of the decade.
In just a few years, it will have been six decades since humans first set foot on the Moon. That milestone is more than a date on a calendar. It serves as a reminder of what the country once set out to achieve, and what it proved it could accomplish when ambition, engineering, and purpose aligned.
Setting aside politics and logistics, a return to the Moon would carry a powerful resonance. It would connect generations, honor the engineers and astronauts who came before, and signal that exploration remains part of the national identity. The hardware will matter. The timelines will matter. But so will the moment itself.
The coming years will show whether these ambitions move beyond line items in an executive order and into rockets on the pad, names on flight manifests, and, ultimately, human footprints pressed once more into lunar dust.
The road back is long. But the destination is familiar.
If an airline could wear a city like a jacket, New York Air did it. The little airline had attitude, but it never really gained enough altitude to survive the turbulent era of the late ’80s.
New York Air began operations in 1980 and was based at Hangar 5 at New York’s LaGuardia International Airport (LGA). New York Air was created as an offshoot of Texas Air, designed to compete with the few airlines based in the area by offering frequent and affordable flights in the region.
New York Air was a small airline with only a few destinations and a small fleet, but it had a loyal following. The carrier became famous for one oddly lovable onboard detail: bagged snacks called “The Flying Nosh.”
Then, just as quickly, it disappeared. On 1 February 1987, New York Air ceased operations as it was folded into Continental Airlines as part of Frank Lorenzo’s bigger Texas Air consolidation play.
And if you’re wondering whether it ever truly “made it” in New York, the answer is…well, complicated. New York Air had swagger. It had ideas. It had a brand. But it never quite got enough altitude to survive the late deregulation dogfight.
A Deregulation-Era Upstart with a Simple Plan: Be Cheaper, Friendlier, and Frequent
A New York Air DC-9-32 (reg. N557NY) on approach to Detroit Metropolitan Wayne County Airport (DTW) in August 1983 | IMAGE: By Eduard Marmet – http://www.airliners.net/open.file/0188566/L/, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=2962473
In September 1980, Frank Lorenzo’s Texas Air announced plans for a new low-fare airline in the Northeast. The timing mattered: airline deregulation had opened the door for new carriers to expand without the old government guardrails, and Texas Air was eager to take advantage.
New York Air’s first big target was obvious: Eastern Air Shuttle.
Eastern owned the rhythm of the Northeast Corridor, running frequent service between LGA, Boston Logan (BOS), and Washington National (DCA). New York Air planned to run a similar “show up and go” style schedule, but with lower fares, advance reservations, and something Eastern didn’t always emphasize at the time: complimentary drinks and snacks.
There were even early plans for a big operation at Westchester County Airport (HPN), though that never fully materialized.
Built in a Blink: 90 Days from Concept to Cockpit
New York Air moved at a pace that feels almost impossible now.
Its founding president, Neal F. Meehan, had management experience at Continental and Texas International (another Texas Air subsidiary). He assembled a team and, within about 90 days, New York Air had hired, trained, uniformed, and drilled crews and staff across the operation, including pilots, flight attendants, dispatchers, terminal and ramp teams, and reservations personnel.
In one memorable vignette from the airline’s origin story, management interviewed more than 1,000 job candidates in a single day at group interviews held at New York’s Town Hall Theater in November 1980.
The airline’s office and maintenance setup were completed quickly inside Hangar 5 at LGA, which had previously housed American Airlines operations in the 1930s. New York Air gained FAA certification as an adjunct to Texas International’s certificate.
The Inaugural Flight: Big Ambitions, (Really) Tiny Load Factor
A New York Air DC-9-32 (reg. N1310T) taxiing at Washington National (DCA) in May 1985 | IMAGE: AirHistory.net/Bob Garrard
New York Air officially began flying on 19 December 1980, launching with a LGA-to-DCA flight.
Only five seats were filled on that first trip. Yes, five.
At the time, the New York City market actually suffered from a lack of low fares. Therefore, New York Air’s formula of low fares and friendly service caught on quickly. They had low walk-up fares (important at the time because flights could only be booked by a travel agent or over the phone).
The airline improved its load factor quickly, but not quickly enough to avoid losses. By April 1981, it averaged about a 62% load factor, flirting with a break-even point of around 65%, but still reported a loss of $1.5 million. Executives called it a “moderate success,” then raised fares on LGA flights as reality set in.
Early Growth, then the One-Two Punch: Competition and the PATCO Strike
A New York Air McDonnell Douglas DC-9-31 taxiing at Boston Logan (BOS) in August 1984 | IMAGE: AirHistory.net/David Osborne
New York Air expanded fast anyway.
It built a hub-like operation at LGA, added routes to destinations like Cleveland Hopkins (CLE) in April 1981, and established smaller focus operations at BOS and DCA. However, several planned destinations were cut, including Dayton (DAY), Pittsburgh (PIT), and a handful of Upstate New York routes. It also tried LGA-Detroit Metro (DTW) briefly before shifting that flight to Newark (EWR), where it started a secondary operation.
By late 1981, the carrier had ramped up service to destinations such as Cincinnati (CVG) and Louisville (SDF), and had expanded its fleet to thirteen DC-9-30 series aircraft.
Then came a huge external problem: the 1981 PATCO strike.
The strike resulted in delays that discouraged passengers from flying, and the FAA reduced the number of slots at congested Northeastern airports. Big carriers had a workaround. Eastern, for example, could swap in larger aircraft, such as the Airbus A300, keeping passenger volume steadier even with fewer flight slots.
New York Air couldn’t. With a small fleet and limited aircraft size flexibility, the slot reductions and a suddenly more aggressive competitive environment hit hard. The airline ended its Boston shuttle presence in its early form after less than a year.
It tried to maintain a foothold at BOS with routes to Baltimore (BWI) and Orlando (MCO), but BOS proved unprofitable and was shut down by the end of 1982.
“Runaway Shop”: Union Disputes and a Very Public Fight
A New York Air McDonnell Douglas MD-82 on the ramp at LaGuardia Airport (LGA) in August 1985 | IMAGE: AirHistory.net/R.A. Scholefield
New York Air was set up as a non-union airline, which immediately angered organized labor, particularly ALPA and unionized staff at Texas International. Critics branded it a “runaway shop,” arguing Texas Air was creating a parallel non-union operation to sidestep union contracts.
Within a week of New York Air’s launch, Texas International employees were picketing at LGA. Meehan denied the accusations, insisting New York Air was separate and would negotiate if employees chose to unionize.
ALPA didn’t let up.
By mid-1981, ALPA was running what it described as a political-style campaign against the carrier. The messaging was sharp and memorable, including materials calling New York Air “Texas Air’s Bad Apple,” complete with an edited logo featuring a rotten apple. The campaign highlighted operational issues like poor on-time performance and overbooking, and “Please Don’t Fly New York Air” badges appeared.
Even New York Air’s headline-grabbing promotional fares backfired in a way. The airline’s famous “29 cent fare” moment, a limited in-person promotion tied to the inauguration of New York to Boston service, created massive crowds. Local media covered the chaos, and ALPA picketers used the attention to amplify their anti-New York Air message to people waiting in line.
The Pivot: From Low-Cost Upstart to Premium-Leaning Business Carrier
A New York Air timetable from February 1984 | IMAGE: AirTimes
By 1982, the numbers were ugly. The airline reportedly lost $11 million in 1981 and then incurred another $8.2 million loss in the first quarter of 1982.
Meehan resigned as president in July 1982. Michael E. Levine took over leadership, and the airline changed its posture.
New York Air began repositioning as a more full-service product aimed at business travelers, offering a more premium experience while still typically undercutting competitors on fares. Levine trimmed the network, focusing on markets with business demand, and adjusted the shuttle schedule so that LGA departures ran on the hour, rather than every half-hour.
And it leaned hard into onboard touches: complimentary bagels on morning flights, wine and newspapers, plus other “this feels a little nicer than you expected” details.
This is also where New York Air’s snack identity really stuck. The airline was well known for its onboard snack bags, “The Flying Nosh,” which became a mini brand of its own.
Hubs and Experiments: Raleigh-Durham, the Apple Club, and the Dulles Bet
New York Air operations at Washington Dulles International Airport (IAD) in August 1986. In the foreground is a New York Air Connection Shorts 330-200 | IMAGE: AirHistory.net/Bob Garrard
New York Air didn’t just fight for scraps in New York. It tried to build connecting flows too.
For a short time, New York Air operated a mini-hub at Raleigh-Durham (RDU) | IMAGE: Vintage Airliners
In 1983, it launched a small hub operation at Raleigh-Durham (RDU), with service to cities such as Greenville/Spartanburg (GSP) in South Carolina, McGhee Tyson Airport (TYS) in Knoxville, Tennessee, Savannah (SAV) in Georgia, and later MCO, along with feeder flying on commuter partners like Air Virginia and Sunbird Airlines.
At RDU, it also offered a private boarding lounge called the Apple Club, reinforcing that “premium, but still a deal” identity.
The RDU hub ultimately didn’t last, with routes gradually disappearing by the mid-1980s.
The bigger swing came in Washington Dulles (IAD).
In July 1985, New York Air announced it would open a hub at IAD, building a new concourse at a reported cost of $3.6 million, featuring an Apple Club restaurant. By the end of 1985, it had established a sizable schedule there and was increasingly making IAD its operational focus.
A New York Air Connection Beech 1900D, operated by Colgan Airways, on the ramp at Manassas Regional Airport (MNZ), Virginia, in January 1986 | IMAGE: AirHistory.net/Bob Garrard
Meanwhile, New York Air kept LGA and BOS in the mix and, by 1986, began leaning more into regional feed. New York Air Connection was the branded commuter service that helped funnel passengers from smaller markets into the mainline network. Operated by Colgan Air, it used aircraft like the Shorts 330, Beechcraft 1900, and Beech 99s on select routes. The “Connection” branding also popped up on seasonal flying to leisure spots like Martha’s Vineyard (MVY) and Nantucket (ACK), helping New York Air reach beyond its core shuttle-and-business footprint.
New York Air also relied on other feeder partnerships, including Air Virginia and Sunbird Airlines, to support connections through RDU’s short-lived mini-hub.
The Fleet and the Look: DC-9 Muscle, MD-80 Shine, and a Dash of 737
A New York Air Boeing 737-300 at Fort Lauderdale Hollywood International Airport (FLL) in September 1986 | IMAGE: PlaneSpotters.net/René Woerlee
New York Air’s fleet story matched its era. It leaned heavily on proven workhorses, then scaled up as it stabilized.
At its peak, the airline operated 40 aircraft, most in a bold red scheme with the stylized apple tail logo:
20 McDonnell Douglas DC-9-30
12 McDonnell Douglas MD-82
8 Boeing 737-300
The 737-300s arrived after Texas Air ordered 24 of them in 1984, with some delivered to New York Air starting in 1985. It was the first time New York Air operated Boeing jets, and a noticeable shift from its McDonnell Douglas-heavy identity.
And yes, the branding worked. The aircraft were painted bright red and had a clever apple painted on the side as a shout-out to the “Big Apple.” You couldn’t help but think of the gaudy Big Apple at Shea Stadium when you saw that tail.
The End Game: Texas Air Consolidation and the Continental Merge
New York Air/Continental transitional scheme (complete with the “meatball”) on a Douglas DC-9-32 at Atlanta Hartsfield (ATL) in April 1987 | IMAGE: planespotters.net/Martijn Koetsier
By 1986, Texas Air was coordinating its subsidiaries more tightly. New York Air began cooperating with Continental and other Texas Air holdings, including code-sharing and a marketed partnership sometimes branded as a team effort.
Then came the inevitable consolidation move.
In January 1987, Texas Air announced it would merge New York Air, People Express, and Frontier into Continental. New York Air ceased operations on 1 February 1987, and its aircraft were repainted into transitional schemes that read “Continental’s New York Air.” Over time, their cleverly painted aircraft became adorned with “meatballs” on the tail.
Some elements of the shuttle concept lived on under Continental for a time, particularly around EWR, but the New York Air name and identity quickly faded into airline history.
The Legacy: A Small Airline with Big City Personality
At its height, New York Air employed over 2,000 people. Although it only existed for about six years, it left behind a very specific kind of nostalgia.
It was born out of deregulation ambition, took an unapologetic swing at one of the most iconic short-haul markets in the country, and proved that branding and service touches could matter even when you were the underdog.
It had “The Flying Nosh.” It had the apple tail. It had the nerve to challenge Eastern in its own backyard.
And for a brief moment, it made the idea of a scrappy Big Apple airline feel totally believable.
A special Spirit Airlines Christmas plane debuted this week, featuring the carrier’s first-ever holiday livery during one of the busiest and most meaningful travel seasons of the year.
The Spirit Airlines Christmas plane is a welcome change of tone after months of heavy headlines surrounding the carrier.
We have been covering Spirit Airlines a lot lately. Between merger talks, restructuring news, and navigating its second bankruptcy, the recent narrative around the Dania Beach, Florida-based ultra-low-cost airline has often felt serious and weighty.
That is why this week’s reveal of Spirit’s first-ever holiday aircraft livery feels like somewhat of a refreshing palate cleanser.
Instead of court filings and balance sheets, Spirit is leaning into something far more joyful this holiday season. Sweaters. Snowmen. Gingerbread men. And yes, even hot chocolate.
Spreading Cheer Across the Spirit Network
The Spirit Airlines Christmas plane, N628NK | IMAGE: Spirit Airlines
From 19 December 2025 through 5 January 2026, Spirit Airlines expects to operate more than 8,900 flights as travelers head home for the holidays and ring in the new year.
The airline says this season is about delivering value while helping people reconnect when it matters most.
IMAGE: Spirit Airlines
“Delivering the best value on travel means even more when it brings families and friends together for the holidays,” said Rana Ghosh, Senior Vice President and Chief Commercial Officer at Spirit Airlines. “We can’t wait to welcome our Guests on board this holiday season and continue connecting them to the people and places they love most in 2026.”
Spirit’s busiest travel days during the holiday period are expected to be 19 December, 22 December, 26 December, 2 January, and 5 January. Across that stretch, Spirit flights will log nearly 8.9 million miles, which the airline notes is enough distance to wrap holiday lights around the Earth more than 350 times.
IMAGE: Castle Rock Entertainment
Perhaps the most enjoyable aspect of all will be the over 3,000 cups of hot chocolate the carrier expects to serve onboard during the peak holiday travel window.
I can’t help but think about that scene in The Polar Express when the dancers come out with their carts and serve hot chocolate to all the children while singing and dancing. How fun would that be at 35,000 feet?
Meet the Spirit Airlines Christmas Plane
The Spirit Airlines Christmas plane, N628NK | IMAGE: Spirit Airlines
The centerpiece of Spirit’s holiday celebration is aircraft N628NK, an Airbus A320-232, now proudly flying as the Spirit Airlines Christmas plane.
The Airbus is wrapped in an absolutely adorable holiday sweater livery featuring snowmen and gingerbread men, transforming Spirit’s signature yellow into something far more festive. It is playful, unmistakable, and unlike anything Spirit has flown before—and we love it.
The Spirit Airlines Christmas plane, N628NK | IMAGE: Spirit Airlines
The Spirit Airlines Christmas plane will operate throughout the winter season, spreading holiday cheer across the carrier’s network and giving planespotters a fun new target during the colder months.
Bonus points to anyone who can catch the Spirit Christmas plane and Allegiant’sThe SpongeBob Movie: Search for SquarePants plane in the same place at the same time!
A Lighter Note in a Challenging Chapter for Spirit
The Spirit Airlines Christmas plane, N628NK | IMAGE: Spirit Airlines
There is no ignoring the challenges Spirit continues to face as it works through another bankruptcy process.
But this Christmas livery is a reminder of what airlines are really about. Getting people home. Bridging distances. Turning terminals and runways into reunions.
Even on the busiest travel days, even if you are stuck in an airport watching the departure board shuffle yet again, the sight of this A320 taxiing by might be enough to make even the grinchiest of grinches crack a smile.
And, really, isn’t that what Christmas is all about?
Seven people, including former NASCAR driver Greg Biffle, his wife, and their two children were killed Thursday morning when a Cessna Citation II business jet crashed at Statesville Regional Airport (SVH) in North Carolina.
The accident occurred on Thursday, 18 December 2025, at approximately 10:15 a.m. local time, following a brief flight that ended in an attempted return to the airport. Authorities have confirmed seven fatalities, including Greg Biffle, his wife Cristina, their 5-year-old son Ryder, Biffle’s 14-year-old daughter Emma from a previous marriage, Dennis Dutton and his son Jack, and Craig Wadsworth, a longtime member of the NASCAR community.
The aircraft, a Cessna C550 Citation II bearing registration N257BW, was owned by GB Aviation Leasing, a company owned by Biffle.
🚨#BREAKING: Watch as new devastated footage captures the moment when the private jet crash in Statesville, North Carolina, which has caused seven people to parish including former NASCAR driver Greg Biffle, his wife and children in this horrific incident pic.twitter.com/oO5BzNtOYv
The aircraft owned by Greg Biffle that was involved in the accident
What We Know About the Flight
IMAGE: FlightAware
According to FlightAware data, the Citation departed Statesville at 10:06 a.m. local time. The jet climbed to roughly 2,000 feet before descending to around 1,900 feet and leveling off.
Roughly four minutes after departure, the jet initiated a turn back toward SVH, suggesting something had gone wrong. About eight minutes into the flight, as the aircraft appeared to be lining up for an approach to Runway 28, flight tracking data ended.
Images circulating on social media indicate that the aircraft did reach airport property, though it ultimately crashed during the attempted landing.
Early social media reports also cite a friend of the family who claimed to have heard an “unusual sound” as the aircraft departed, though officials have not confirmed any mechanical issues.
FlightAware data shows the flight was headed for Sarasota/Bradenton International Airport (SRQ) in Florida, and then on to Treasure Cay Airport (TCB) in the Bahamas.
🚨#BREAKING: A private jet has has crashed landed at a runway bursting into flames resulting in numerous fatalities ⁰⁰📌#Statesville | #NorthCarolina⁰ At this time, numerous first responders are responding to a major aviation emergency following the crash of a private jet… pic.twitter.com/1DIDvzqSIe
Former NASCAR driver Greg Biffle’s jet was involved in an accident at Statesville Regional Airport (SVH) in North Carolina on 18 Dec 2025 | IMAGE: @OnDisasters via X
Weather conditions at Statesville Regional Airport were poor and rapidly worsening at the time of the accident.
At 1015, METAR data showed heavy drizzle and a ceiling near 1,200 feet. By 1030, the ceiling had reportedly dropped to approximately 400 feet, with visibility reduced to under two miles.
An Investigation is Underway
The scene at Statesville Regional Airport on Thursday, 18 December, after the crash of Greg Biffle’s Citation | IMAGE: Fox 8
Federal Aviation Administration personnel arrived at Statesville Regional Airport around noon Thursday, according to media reports. The National Transportation Safety Board is also expected to participate in the investigation.
No official cause has been determined, and investigators have not yet commented on aircraft systems, pilot actions, or contributing factors.
People Magazine reports that Cristina’s mom, Cathy Grossu, received a text shortly before the accident saying simply, “We’re in trouble.”
Statesville Regional Airport, located roughly 45 miles north of Charlotte, serves a significant amount of corporate aviation traffic and is frequently used by NASCAR teams due to its proximity to the sport’s North Carolina hub. The airport was closed following the accident and will remain closed until further notice, according to authorities.
Remembering Greg Biffle and His Family
Former NASCAR driver Greg “The Biff” Biffle, wife Cristina, and children Emma and Ryder | IMAGE: Cirstina Biffle/Instagram
Greg Biffle, 55, widely known throughout motorsports as “The Biff,” was a prominent figure in American racing. Before becoming a full-time NASCAR Cup Series driver, he won championships in the Truck Series (2000) and Busch Series (2002). He competed full-time in the Cup Series from 2003 to 2016, primarily with team owner Jack Roush.
During his Cup Series career, Biffle earned 19 race wins and recorded six top-10 championship finishes, including a runner-up result in 2005.
NASCAR is devastated by the tragic loss of Greg Biffle, his wife Cristina, daughter Emma, son Ryder, Craig Wadsworth and Dennis and Jack Dutton in a fatal plane crash.
Greg was more than a champion driver, he was a beloved member of the NASCAR community, a fierce competitor, and a friend to so many. His passion for racing, his integrity, and his commitment to fans and fellow competitors alike made a lasting impact on the sport.
On the track, Greg’s talent and tenacity earned him championships in the NASCAR Xfinity Series and NASCAR CRAFTSMAN Truck Series, as well as numerous wins and accolades in the NASCAR Cup Series. Beyond his racing career, he gave of himself for the betterment of our community. Most notably, Greg spent countless hours of his time helping the citizens of North Carolina during the disasters that followed Hurricane Helene. His tireless work saved lives.
Our thoughts and deepest condolences go out to Greg’s entire family, friends, and all who were touched by his life.
NASCAR Official Statement
Biffle signs autographs along pit lane at Pocono Raceway in 2008 | IMAGE: By Ford Racing – Greg Biffle @ Pocono
Biffle was the father of two children. His daughter, Emma Elizabeth, was from his first marriage to Nicole Lunders, while his son, Ryder Jack, was born during his marriage to Cristina Grossu, whom Biffle married in 2023. Both children were killed in the crash alongside Greg Biffle and Cristina Grossu.
Away from the racetrack, Biffle was also deeply involved in aviation and charitable work. He was a licensed helicopter pilot and became widely recognized for his humanitarian efforts following Hurricane Helene, when he used his helicopter to transport supplies to isolated and hard-hit communities across western North Carolina. His actions drew praise from both the aviation and motorsports communities.
The group of family and friends was traveling to Florida to meet others for a gathering planned in celebration of Biffle, who was scheduled to turn 56 years old on Tuesday.
The cause of the crash remains under investigation. As with all aviation accidents, the process is expected to take time, and investigators have urged patience as facts are confirmed.
This is a developing story. AvGeekery will continue to update this article as more confirmed information becomes available.
City leaders see a rare chance to remake Cleveland’s lakefront, while pilots and aviation groups warn that a Burke Lakefront Airport closure would permanently remove critical infrastructure.
CLEVELAND, OHIO — For nearly 80 years, Burke Lakefront Airport (BKL) has quietly done exactly what it was designed to do: serve as Cleveland’s downtown aviation gateway, take pressure off Cleveland Hopkins International Airport (CLE), support general aviation, and connect the city to the national airspace system in ways most people never think about.
Now, Burke is once again at the center of a very public fight.
City and county leaders are actively pushing to close the airport and redevelop its lakefront footprint. Aviation groups, pilots, businesses, and medical operators are pushing just as hard to keep it open. And while no final decision has been made, the debate has reached a critical moment.
At stake is far more than a stretch of waterfront real estate.
A Brief History of Burke Lakefront Airport
TAG Airlines, which operated flights out of BKL, employed a fleet of British-built, eight-passenger DeHavilland DH-104 Doves to operate its impressive flight schedule. At the end of 1969, TAG was operating 22 round-trips per day on weekdays between Downtown Cleveland and Downtown Detroit with several services on weekends | IMAGE: Cleveland Memory Project, Cleveland State University Library Special Collections Creator: Wilbur Evans Company
Burke Lakefront Airport opened in 1947, born out of a long-running effort to give Cleveland a downtown aviation gateway and relieve pressure on Cleveland Hopkins. Built on landfill along Lake Erie, the airport was envisioned as a front door to the city — just minutes from Public Square — at a time when proximity to business districts was considered essential for modern air travel.
The airport was later named for Mayor Thomas A. Burke, under whose leadership the facility expanded significantly. By the late 1950s and 1970s, Burke had added longer paved runways, a control tower, passenger facilities, and the ability to accommodate larger multi-engine aircraft. While scheduled airline service never proved sustainable long-term, Burke found its niche in corporate, general aviation, medical transport, and public safety operations.
Launcher Area at Nike Site CL-67, adjacent to Burke Lakefront Airport. It was one of seven Nike antiballistic missile bases in Cuyahoga County in the late 1950s to defend from Soviet nuclear attack | IMAGE: U.S. National Archives and Records Administration
Over the decades, Burke also became a civic venue. It has hosted the Cleveland National Air Show every Labor Day weekend since 1964 and even served as the course for the Cleveland Grand Prix in the 1980s. For much of its history, it functioned as Cleveland’s primary reliever airport, helping maintain a safer and more efficient regional aviation system.
As Cleveland’s economy and aviation patterns evolved, traffic at Burke declined from its peak years. But the airport never became dormant. Today, it remains an active general aviation reliever, home to flight schools, medical operators, and aviation businesses — infrastructure that supporters argue still plays a critical role in the region and cannot be easily replaced.
Why City Leaders Want Burke Closed
BKL’s proximity to downtown Cleveland is evident in this photo | IMAGE: Cleveland City Hall
Cleveland Mayor Justin Bibb and Cuyahoga County Executive Chris Ronayne argue that Burke Lakefront Airport represents a once-in-a-generation opportunity to reclaim public access to Lake Erie.
In October 2025, Bibb and Ronayne sent formal letters to US Transportation Secretary Sean Duffy, Ohio Senators Bernie Moreno and Jon Husted, and Rep. Shontel Brown, asking for federal assistance to begin the process of decommissioning the airport.
In that letter, they described Burke as a “once-in-a-century opportunity” to repurpose roughly 450 acres of lakefront land for public access and job-creating development.
Ronayne has been even more direct in public comments.
“Burke Lakefront Airport presents us the largest opportunity in the state of Ohio for more public access to the lake,” Ronayne said in a recent interview with Cleveland Fox 8.
IMAGE: Google Earth
City-commissioned studies released in 2024 bolster that argument. According to those reports, Burke operates at an annual loss of roughly $900,000 to $1.2 million and requires subsidies from Cleveland Hopkins International Airport. Aviation activity at Burke has declined by roughly 50 to 60 percent since 2000, and city leaders argue that many of those flights could be absorbed by nearby airports.
The same studies suggest that closing Burke and redeveloping the site with housing, retail, parks, and green space could generate between $90 million and $92 million annually in economic activity.
To proponents of closure, the math is simple.
As one common argument goes: if that land were sitting empty today, no one would seriously propose building an executive airport there. Cleveland, they argue, has an outsized infrastructure footprint from a bygone era and needs to consolidate.
The Browns Factor and a Waterfront Reset
The Burke Lakefront Airport closure debate has intensified since the Cleveland Browns and the City of Cleveland decided to relocate the team to a new stadium near Cleveland Hopkins International Airport (CLE), which is in the background of this image| IMAGE: Cleveland Browns
The timing concerning Burke’s future coincides with another major shift unfolding at BKL’s next-door neighbor immediately to the west.
After decades on Cleveland’s lakefront, the Cleveland Browns are preparing to move out. A $100 million settlement between the city and Browns owners Jimmy and Dee Haslam cleared the way for a new domed stadium in Brook Park, with plans calling for the eventual demolition of the team’s current lakefront stadium.
With that chapter largely settled, city leaders say the focus has shifted from football to the future of the waterfront itself.
Mayor Bibb has described the moment as a chance for Cleveland to “turn the page” and rethink how its lakefront serves the public. In an October interview with News 5 Cleveland, Bibb said the Browns’ relocation allows the city to move beyond years of stadium debates and focus instead on long-term public access, economic development, and connectivity along Lake Erie. That broader vision, he acknowledged, includes reconsidering the role of Burke Lakefront Airport and how its roughly 450 acres fit into a reimagined shoreline.
From City Hall’s perspective, the possible removal of both the Browns stadium and Burke would create a rare, contiguous stretch of lakefront land for redevelopment, parks, housing, and public space. Supporters of closure argue that such an opportunity comes along once in a generation.
Opponents caution that momentum alone is not a substitute for infrastructure planning.
The Aviation Community Pushes Back
FAA Tower at Burke Lakefront Airport (BKL) | IMAGE: By aeroplanepics0112 – Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=17853056
Aviation groups strongly disagree, and they are not being subtle about it.
In November 2025, LAPP sent a letter of its own to the same federal officials Bibb and Ronayne contacted, urging them to reject any effort to prematurely close the airport.
“By accepting these grants, the city has agreed to operate and maintain the airport,” the letter states. “Temporary politicians should not be able to ignore or undo commitments made by their predecessors, which will have negative long-term impacts.”
Temporary politicians should not be able to ignore or undo commitments made by their predecessors, which will have negative long-term impacts.
Excerpt from letter sent to federal officials written by members of the Lakefront Airport Preservation Partnership (LAPP)
Kyle Lewis, AOPA’s Great Lakes regional manager, has been especially vocal.
“Burke Lakefront Airport isn’t just used by general aviation pilots,” Lewis said. “Planes take off and land there more than 50,000 times each year, and the airport serves as an important link for public safety, medevac operations, Coast Guard missions and training, flight training, educational opportunities, and more.”
Lewis noted that one medical operator alone conducts more than 500 organ transplant flights per year at Burke, and the Cleveland Clinic has confirmed that most of its roughly 850 annual transplants arrive through the airport.
Relocating that activity is not as simple as drawing lines on a map.
“In cases like this, if a public airport is going to close, the entity running that airport must prove to the FAA that the closure is in the public’s best interest,” Lewis said. “They also must provide a plan for another local airport to absorb the traffic and infrastructure. Mayor Bibb has done none of that.”
Flight Schools, Jobs, and the Pilot Pipeline
A Burke Lakefront Airport closure would negatively impact several flight schools and clubs | IMAGE: T&G Flying Club
One of the quieter but more consequential impacts of closing Burke would be the loss of flight training.
Two flight schools currently operate at BKL, feeding the regional and national pilot pipeline at a time when the industry is still grappling with a pilot shortage. Those schools are not easily relocated. Nearby airports such as Cleveland Hopkins (CLE) and Cuyahoga County Airport (CGF) lack available hangar space and capacity to absorb additional based aircraft, businesses, and students.
Opponents argue that closing Burke would not just displace airplanes. It would dismantle businesses, eliminate jobs, and remove a critical entry point into aviation careers.
Once that infrastructure is gone, it does not come back.
The Air Show Question
An F-16 from the US Air Force Air Demonstration Squadron, the Thunderbirds, approaches Burke Lakefront Airport during the 2021 Cleveland National Air Show | IMAGE: US Air Force Photo by Tech. Sgt. Nicolas A. Myers)
There is also the Cleveland National Air Show.
One of the country’s largest and longest-running air shows has been held at Burke every Labor Day weekend since 1964, drawing tens of thousands of visitors to the lakefront and generating significant economic activity for the region.
What happens to the air show in the event of a Burke Lakefront Airport closure remains an open question. No alternative site has been formally identified, and relocating an event of that scale is far from trivial.
The FAA Roadblock
Inside the BKL FAA Tower on 18 January 1962 | IMAGE: Cleveland Memory Project, Cleveland State University Library Special Collections
Even if city leaders are eager to move quickly, closing Burke is not simply a local decision.
Because Burke has received nearly $20 million in FAA and state airport improvement grants, it is federally obligated to remain open until at least the late 2030s. Estimates suggest Cleveland would need to repay roughly $9 to $10 million in unamortized federal grants, plus additional state funds, to pursue early closure.
The FAA’s process for releasing an airport from those obligations is lengthy and intentionally difficult. The city would need to prove that closure provides a net benefit to the national aviation system and that all displaced operations can be safely and reasonably relocated.
Historically, the FAA has been reluctant to approve the closure of reliever airports, particularly when no viable replacement exists.
That is why Cleveland leaders are now lobbying Congress for a legislative workaround. With congressional action or a special FAA waiver, Burke could close far sooner and at far less cost. Without it, closure before the late 2030s would be a steep uphill battle.
Is There a Middle Ground?
Meigs 2.0? Burke Lakefront Airport Closure Debate Raises High Stakes for Cleveland and Aviation 67
Not everyone in the debate sees it as an all-or-nothing proposition.
Ned Parks, president of the Northeast Ohio Pilots Association, has proposed closing one of Burke’s two runways and allowing development around a reduced but still-functional airport. Ronayne has publicly expressed openness to that idea.
“I think we ought to look at that possible hybrid approach of public access and development and yet remain open to the conversation about some aviation use,” Ronayne told Spectrum News.
That kind of compromise would preserve critical aviation functions while expanding lakefront access. Whether it gains traction remains to be seen.
Oh, and did we mention that Burke was built on the site of a former dump? Goodness knows how much that would complicate any kind of redevelopment process.
Meigs 2.0? A Familiar Warning
Meigs Field Runway a few days after destruction ordered by Mayor Daley. The large X marks were cut into the runway by bulldozers to prevent aircraft from taking off or landing | IMAGE: By Zargnut – Own work, CC0, https://commons.wikimedia.org/w/index.php?curid=148828220
Many observers have drawn comparisons to Chicago’s Meigs Field, which was infamously closed overnight in 2003. While the circumstances differ, the lesson remains relevant.
Chicago could absorb the loss. Cleveland cannot.
The Chicago region is served by four international airports and more than a dozen regional and municipal fields. Cleveland’s aviation ecosystem is far smaller and far less redundant. Once Burke is gone, there is no equivalent replacement waiting in the wings.
What Comes Next for BKL
The passenger terminal at Burke Lakefront Airport (BKL) | IMAGE: By Michael Barera, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=42627097
For now, Burke Lakefront Airport remains open, and no final decision has been made. The outcome will likely hinge on federal action in early 2026, as Congress and the FAA weigh competing claims of economic development versus aviation necessity.
This is not a simple debate. Cities evolve. Waterfront access matters. Fiscal responsibility matters.
But so does infrastructure. So does safety. So does training the next generation of pilots. And so does preserving an airport that quietly supports medical flights, public safety, education, and one of the nation’s signature air shows.
Cleveland does not need a Meigs Field 2.0.
The real question is whether the city can find a way to reimagine its lakefront without tearing out a piece of aviation infrastructure that, once gone, will be gone for good.
December 17th. A day to remember and celebrate in aviation history.
First flights. Last flights. Without December 17th, we might not even have a place like Avgeekery to read about aviation and aerospace technology.
The first of many notable first flights we recognize is that of the Wright Brothers, who made four powered, controlled flights in their Wright Flyer at Kitty Hawk, North Carolina, on December 17, 1903. Wilbur and Orville spent years refining the design of their Flyer before achieving success.
Their first flight was only 120 feet—less than the wingspan of many modern aircraft. By the end of the day, they had flown a distance of 850 feet once. Aviation has come a long way!
1935: First Flight of the DC-3
Official US Air Force photograph
Fast forward to 1935. The Douglas DC-3 flew for the first time. This pioneering aircraft entered airline service with American Airlines in 1936. Only 607 DC-3s were built, but add the military C-47 derivatives and the number jumps to 16,079 examples of C-47 Dakotas/Skytrains and C-53 Skytroopers built by Douglas, more than 4,900 Lisunov Li-2 Cabs license-built in the Soviet Union, and 487 L2D Type 0 Tabby transports built by Showa and Nakajima in Japan during World War II.
Hundreds of these experienced DC-3 and derivative airframes still fly today.
1941: David “Buzz” Wagner Becomes America’s First Ace of World War II
Official US Air Force photograph
In 1941, an American Curtiss P-40E Warhawk pilot became the first United States Army Air Corps (USAAC) ace of World War II. First Lieutenant David “Buzz” Wagner was stationed in the Philippines with the 17th Pursuit Squadron Hooters of the 24th Pursuit Group.
Only nine days after the Japanese began their assault on the Philippines, Wagner achieved his fifth aerial victory. Wagner went on to tally eight victories, the final three while flying Bell P-39D Airacobras with the 35th Fighter Squadron Pantones of the 8th Fighter Group, before he was sent home. At the time, he was the youngest Lieutenant Colonel in the USAAC.
1944: Richard Ira Bong Scores 40th and Final Aerial Victory and Becomes America’s “Ace of Aces”
Official US Air Force photograph
In 1944, Major Richard Ira Bong scored his 40th and final aerial victory while flying his P-38J-15-LO Lightning serial number 42-103993 over the Philippines. Bong’s tally of 40 aerial victories is the highest achieved by any other American pilot before or since.
5th Air Force commanding General George Kenney is fond of recounting how he discovered Bong while the two were stationed in the San Francisco area in 1942. Bong was supposedly guilty of buzzing houses and flying loops around the center span of the Golden Gate Bridge. Kenney, then with the 4th Air Force, was to reprimand the young Bong, but leniency was his decision. Dick Bong later became one of Kenney’s “Kids.”
1947: The B-47 Flies for the First Time
Official US Air Force photograph
In 1947, the Boeing B-47 Stratojet strategic bomber flew for the first time. The B-47 became synonymous with Strategic Air Command (SAC) and the nation’s ability to not only defend itself but strike back in the event of, well, the end of the world. Boeing built more than 2,000 of these versatile bombers.
The aircraft were used for electronic and photographic reconnaissance, weather reconnaissance, for testing weapons and systems in development, and as trainers and later as target drones. B-47s also starred in the 1955 movie Strategic Air Command and had a supporting role in 1957’s “Bombers B-52”.
By the time December 17th, 1954, rolled around, Boeing had built the 1,000th B-47 for SAC.
1950: F-86 Sabre Jets Begin Operations over Korea’s MiG Alley in First Known Aerial Combat Between Swept-Wing Fighters
Official US Air Force photograph
In 1950, the North American F-86A Sabre jet fighter began operations over MiG Alley in Korea. Sabres from the 336th Fighter Squadron Rocketeers, led by Lieutenant Colonel Bruce H. Hinton, first tangled with MiG-15 fighters near the Yalu and scored a single kill.
At first, the early-model Sabres, the American pilots, many of whom were World War II veterans and even some aces, were not as evenly matched with the MiGs as they would be when the improved F-86E variants later reached service.
It wasn’t until years later that it became apparent that American F-86 pilots were actually engaged in aerial combat, often against Russian pilots flying those deadly MiG-15s.
1956: The Stoof With A Roof Flies for the First Time
Official US Navy photograph
In 1956, the Grumman E-1 Tracer airborne early warning aircraft flew for the first time. This derivative of Grumman’s versatile S-2 Tracker, also known as the Stoof, was an antisubmarine warfare aircraft better known as the Stoof With a Roof, thanks to the large radar antenna housed in an aerodynamically neutral fairing mounted on top of the fuselage.
Grumman went on to build only 88 Tracers, but they served on American aircraft carriers around the world, protecting the carriers and the task forces with them from attack from airborne, surface, and subsurface threats until they were replaced once and for all in 1977 by Grumman’s E-2 Hawkeye.
Let’s be real here, Avgeeks…Stoof with a Roof is one of the best nicknames for an aircraft. Ever!
1963: Maiden Flight of the C-141 Starlifter
Official US Air Force photograph
In 1963, Lockheed’s C-141 Starlifter flew for the first time. This strategic airlifter went on to serve honorably with the Air Force’s Military Air Transport Service (MATS) and, as time passed, with the Military Airlift Command (MAC) and eventually with the Air Mobility Command (AMC). Starlifters also served in the Air Force Reserve (AFRES) and later in the Air Force Reserve Command (AFRC), primarily in Airlift Wings (AW) and Air Mobility Wings (AMW).
During their 41 years of service, C-141s also equipped Air National Guard (ANG) squadrons and finally one AMW of the Air Education and Training Command (AETC) dedicated to C-141, C-5, C-17, and KC-135 training.
1969: Project Blue Book Officially Ends
F-22 Raptor in flight near Area 51 in Nevada. Official US Air Force photograph
In 1969, the USAF finally closed the book on Project Blue Book, the 22-year investigation into unidentified flying objects (UFOs). This program was actually divided into “eras” based on who was running the vast and divergent investigations into sightings and strange occurrences.
Project Blue Book was supposed to determine if UFOs were a threat to national security and scientifically analyze UFO-related data. Over the course of 22 years, 12,618 UFO reports were investigated. The conclusions were predictable enough. UFOs were never a threat to national security, and there was no evidence that extraterrestrial vehicles were involved. They were never completely unexplained or unexplainable.
With fresh cash, new leadership, and familiar talks resurfacing, Spirit and Frontier may be circling each other once again.
If this is starting to feel familiar, you’re not imagining it.
According to a Bloomberg report on Tuesday, Spirit Airlines and Frontier Airlines are once again exploring a potential merger. Yes, again. And yes, for what feels like the fourth time in just a few years.
What makes this round different isn’t just the talks themselves, but when they’re happening.
A Very Interesting Week for Two Very Familiar Rivals
Spirit and Frontier aircraft at Harry Reid International Airport Las Vegas (LAS) | IMAGE: Photo by David Syphers on Unsplash
The timing here is hard to miss.
Just days ago, bankrupt Spirit Airlines secured a critical $100 million financial lifeline to keep operating under Chapter 11 protection. That funding came with strings attached. Specifically, Spirit agreed to seriously consider a “strategic transaction,” which in plain English means selling itself or merging with someone else.
Then, almost immediately after that news broke, Bloomberg reported that Spirit Aviation Holdings is in active discussions with Frontier Group Holdings about combining the two ultra-low-cost carriers.
At the same time, Frontier is entering a new chapter of its own. On Monday, the airline announced the abrupt exit of longtime CEO Barry Biffle, handing the reins to company insider James Dempsey on an interim basis.
New leadership. Fresh financial pressure. Old merger talks back on the table.
It’s a lot to happen in a very short window.
This Story Has Been Playing on Repeat Since 2022
Spirit and Frontier Are Talking Again…and the Timing Is Hard to Ignore 81
Spirit and Frontier have been circling each other for years.
The two carriers first announced plans to merge in 2022, only to see that deal derailed when JetBlue swooped in with a higher offer. That takeover ultimately collapsed after the Department of Justice successfully blocked it in court.
Since then, Frontier has made multiple attempts to bring Spirit back to the table.
In early 2024, Frontier proposed a deal valued at roughly $580 million, offering Spirit shareholders a minority stake in the combined airline. That effort fizzled. A later unsolicited offer earlier this year, valued even lower, was also rejected.
Spirit argued each time that Frontier’s bids undervalued the airline and lacked sufficient certainty to close. Frontier, for its part, walked away more than once.
Now, with Spirit back in Chapter 11 for the second time in less than a year, the balance of power looks very different.
Spirit’s Options Are Narrowing Fast
Spirit Airlines Airbus A320neo | IMAGE: Spirit Airlines
Spirit entered its latest bankruptcy in August with the stated goal of restructuring and emerging as a standalone airline. Since then, it has aggressively cut costs, reduced flying, exited 14 airports, and shed commitments tied to more than 80 aircraft leases.
Even with those moves, cash has remained tight.
Over the weekend, Spirit narrowly met the conditions required to unlock additional debtor-in-possession financing. Lenders ultimately agreed to amend the terms, allowing Spirit access to $100 million in emergency funding to keep the lights on while it reassesses its future.
Industry executives and analysts have long viewed a merger with Frontier as Spirit’s most viable path forward. In October, Spirit itself acknowledged it was evaluating all strategic options, including a sale or merger, to maximize shareholder value.
That evaluation now appears to be very real.
Frontier’s Side of the Equation Is Changing Too
A Frontier Airbus A321-271NX at Denver International Airport (DEN) | IMAGE: Denver International Airport
Frontier hasn’t exactly been thriving either.
Ultra-low-cost carriers are facing higher operating costs, softer demand at the bottom end of the market, and intense competition from legacy airlines that can match fares, add capacity, and lean on powerful loyalty programs.
Frontier has struggled in that environment, posting significant losses this year and seeing its stock slide sharply. Under former CEO Barry Biffle, the airline was reportedly cautious about absorbing Spirit, concerned that taking on a bankrupt rival could strain its balance sheet.
With Biffle now out and James Dempsey stepping in, that caution may be getting reassessed.
What’s Next for Spirit and Frontier?
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Bloomberg reports that a deal could be announced as soon as this month, though talks are ongoing and could still fall apart. Both Spirit and Frontier declined to comment publicly.
That uncertainty feels familiar, too.
But this time, Spirit may not have the luxury of walking away. The airline’s lenders have made it clear that additional funding depends on exploring a strategic transaction. Remaining independent is looking less and less realistic by the day.
So here we are again.
Same two airlines. Same basic idea. Very different circumstances.
Will this finally be the time it sticks, or is this just another chapter in aviation’s longest-running merger saga?
At this point, it might be Spirit’s last real shot.
