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Alaska and Hawaiian Airlines Combine Operations, Bringing an End to Hawaiian’s Legendary Callsign After 99 Years

Dave Hartland
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Alaska and Hawaiian Airlines Combine Operations, Bringing an End to Hawaiian’s Legendary Callsign After 99 Years

Alaska and Hawaiian Airlines have reached a defining moment in their merger journey. 

In this story:

The Federal Aviation Administration (FAA) has granted the combined carriers a single operating certificate (SOC), officially bringing their operations under one regulatory framework while maintaining both brands. 

The milestone comes just over a year after Alaska Air Group completed its acquisition of Hawaiian Airlines and marks the formal unification of two of the most recognizable names in Pacific aviation.

“This was a year-long, multi-phase effort involving multiple departments and thousands of hours of work,” said Ben Minicucci, President and CEO of Alaska Air Group, in an official statement. “We appreciate the FAA and the US Department of Transportation for their guidance and support as we carefully reviewed and harmonized our processes with a shared focus on safety. This is an important step in our journey as a combined organization, and I’m excited about our future together.”

This is an important step in our journey as a combined organization, and I’m excited about our future together.

Ben Minicucci, President and CEO of Alaska Air Group

Earning the SOC didn’t happen overnight. It took months of coordination across flight ops, maintenance, and training teams to bring both airlines in sync under one playbook. The FAA’s sign-off now puts Alaska and Hawaiian under one regulatory roof, simplifying oversight and opening the door to new efficiencies across their combined network.

A Unified Operation Behind the Scenes

Alaska and Hawaiian Airlines jets on the ramp
Alaska and Hawaiian Airlines jets on the ramp | IMAGE: Alaska Airlines

While Alaska and Hawaiian Airlines will continue to operate with their distinct brands and liveries, they now share a common operational framework. Pilots and dispatchers across both fleets will use the AS call sign for communication with air traffic control.

The change also brings the retirement of Hawaiian’s historic “HAWAIIAN” callsign, first used nearly a century ago. The final flight using the legacy identifiers HA/HAL (Hawaiian Airlines Flight 866 from Pago Pago International Airport (PPG) in American Samoa to Honolulu International Airport (HNL) on 29 October 2025) closed an era of independent Hawaiian operations before the new designation took effect.

Although travelers will still see Hawaiian’s HA designator on tickets, some flight numbers have been reassigned to prevent duplication within Alaska’s system. It’s a subtle but critical operational step for an airline group that now carries about 40% of traffic between Hawaii and the US mainland.

The SOC is also a prerequisite for further integration milestones. In April 2026, both carriers will migrate to a single passenger service system (PSS), the core technology that powers reservations, check-in, and boarding. Once live, all flights will officially carry the AS code, though Hawaiian flights will remain clearly branded with the airline’s signature Pualani tail and onboard hospitality.

Leadership Transitions and Strategic Expansion

Alaska and Hawaiian Airlines jets share ramp space at SeaTac
Alaska and Hawaiian Airlines jets on the ramp at Seattle-Tacoma International Airport (SEA) | IMAGE: Seattle-Tacoma International Airport

Alongside the SOC announcement, new Honolulu-based leadership roles took effect to strengthen operations across the islands and Pacific region.

  • Diana Birkett Rakow, formerly Alaska’s Executive Vice President of Public Affairs and Sustainability, has been named CEO of Hawaiian Airlines, succeeding Joe Sprague, who is retiring after a 25-year career with Alaska Air Group.
  • Jim Landers, Hawaiian’s Senior Vice President for Technical Operations, becomes Head of Hawaii Operations.
  • Shelly Parker, previously Horizon Air’s Vice President of Station Operations and Inflight, will serve as Head of Hawaii Guest Operations.

Alaska Airlines officials say these appointments reflect Alaska’s commitment to retaining a strong local presence while building a more cohesive operational structure across the Pacific.

New routes added by Alaska Airlines in October 2025
New routes announced by Alaska Airlines on 27 October 2025 | IMAGE: Alaska Airlines

With the FAA certification complete, the combined airline group is already expanding its reach. Just this week, Alaska announced that thirteen new nonstop routes will be added in 2026, including new service between San Diego (SAN) and Tulsa (TUL), Portland (PDX) and Baltimore (BWI), and HNL and Burbank (BUR), the latter marking the first link between those airports in more than 20 years. 

By next summer, Alaska will operate daily service to all four Hawaiian islands from major West Coast gateways.

As Alaska prepares to join Hawaiian in the Oneworld alliance in Spring 2026, the SOC marks a critical step toward a global, fully integrated operation. Together, Alaska and Hawaiian Airlines now serve more than 140 destinations across North America, Asia, Latin America, and the Pacific, with Europe set to come online in 2026.

Evolution of a Memoir: Aviation Therapy—Stories of Perseverance and Personal Growth from the Cockpit

David Dale
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Evolution of a Memoir: Aviation Therapy—Stories of Perseverance and Personal Growth from the Cockpit

Aviation Therapy Began Long Before I Ever Thought to Give it a Name

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David Dale’s first flight at Weiser Air Park in Houston, Texas, in 1978 | IMAGE: David Dale

I have been a pilot since I was 16 years old, taking my first flight at Weiser Air Park in northwest Houston in June 1978. In 1984, I began a 20-year flying career for the United States Air Force. Since retiring in July 2004, I have been an airline pilot with Southwest Airlines. 

A lot of people ask what we do up in the cockpit during flight. They assume we are as busy flying the plane as you would be driving your car down the highway. The truth is, we usually only hand-fly the first and last three minutes of a flight, typically below 2,000 to 5,000 feet. The rest of the time is spent programming and managing the autopilot to do most of the smooth flying, so we spend a lot of time talking. 

David Dale, author of Aviation Therapy, is seen hang gliding in this photo
A younger David Dale flying a hang glider over Central Texas | IMAGE: David Dale

We share stories of our family, our past, our flying in the military, or our backgrounds in civilian aviation. I am fortunate to have done a little bit of everything in aviation, from getting my private license in small Piper Cherokees, flying a hang glider over Central Texas, navigating a B-52 bomber, and then flying the Air Force’s heavy KC-10 air refueling tankers, and the elegant Gulfstream G-IIIs and G-Vs. 

One week after my military retirement, I began flying Boeing 737s for Southwest. My varied background has allowed me to share stories with a diverse group of fellow aviators, from deployments with military pilots, cargo flights with freight pilots, to carrying VIPs on executive jets with corporate pilots. 

The Spark to Tell My Story

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KC-10 | IMAGE: David Dale

I flew during numerous historic world events, from the Cold War to the invasion of Panama, Operation Desert Storm over Iraq, the Bosnian War in the mid-1990s, and the events during and after September 11, 2001.  This book is an aviation memoir of my intersections with history. These are my often-told flying stories from 1978 to 2004. 

The project began in October 2021, when I was on vacation with my wife, my brother, and his wife. We were having drinks in the bar, and I told my story of flying the US Army Rangers into Mogadishu, Somalia, in the 1990s. Those soldiers would become involved in the incident of Black Hawk Down.

The day we dropped off the troops, the airfield came under mortar attack by the Somali rebels, and the UN soldiers from Romania returned mortar fire into the surrounding hills. I was the commander of a 500,000-pound KC-10, a military version of the DC-10, and it doesn’t go anywhere fast.

With a thunderstorm closing in from our left and black smoke on our right, we took off in a hurry. When I finished telling this often-told “war story,” my brother said, “I didn’t know you were over there.” That’s when the lightbulb went off that I needed to write my stories down, and Mogadishu was the first story I wrote.

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A Royal Netherlands Air Force KDC-10 refueling an F-16 fighter jet in mid-air

Discovering Aviation Therapy

My self-published memoir, Ready For Takeoff – Stories from an Air Force Pilot, was a great project, and I really enjoyed reliving the memories from the pages of my logbook and reconnecting with lifelong friends. I mainly felt like I was writing “our stories” and not my stories.

After completing the first draft, I sent various chapters out to friends involved in those chapters. I told them that I didn’t want the book to come out and for our friends to say, “That’s BS. It didn’t happen that way.”

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Some of David Dale’s time in the USAF was spent on the B-52 | IMAGE: David Dale

I heard back from many Air Force friends that I knew from 1984 to 2004. Some told me details I either didn’t know or had forgotten, but I gave them credit for their recollections. One of my copilots was thrilled to know that his name would be in a book. Another said his mom always told him he should write down his stories, so he gave her my book and told her, “Here you go!”

The exercise of writing has also been enlightening, as the process unfolded. In my autobiographical Chapter 1, I tell about my little sister raising not one, but two horses when she was a shy teenager. I thought that she enjoyed equine therapy at its finest. Then it dawned on me: I gained self-confidence and came out of my shell because of aviation. I benefited from Aviation Therapy.

From Self-Publishing to the Big Stage

High-speed private jet soaring through the sky over clouds, United States of America themed aircraft.
IMAGE: David Dale

Once my self-published book, Ready For Takeoff, was complete in November 2022, I sent it out to numerous periodicals, both aviation magazines and professional journals, for their review. My greatest disappointment came when Air & Space Quarterly (of the Air and Space Smithsonian Museum) said their policies prevented them from reviewing or promoting self-published material, which had not been vetted by a publisher. I was determined at that point to get my story published.

In a stroke of luck, on a European River Cruise in April 2023, I met an author, Yi Shun Lai, a novelist from California. We later read each other’s books, and Yi Shun said she could tell from my first book that there was an undercurrent of perseverance and personal growth throughout my story. She then encouraged me to rewrite my manuscript and join her in November 2023 at a Writer’s Conference in Kansas City.

There, I met Christine Wolf, an editor from Chicago who specializes in memoirs and non-fiction, but she knew nothing about aviation or the military. She loved the manuscript and my stories. After her first read, she told me she was sad when she came to the last chapter because she didn’t want it to end. 

Aviation Therapy: A Story of Perseverance

The cover of David Dale's new memoir, Aviation Therapy
The cover of David Dale’s new memoir, Aviation Therapy | IMAGE: David Dale

After answering her probing questions about what pilots think and what our families endured, the newly bolstered book was shopped to various publishers, both in Texas and the northeast. My book was picked up in August 2024 by Stoney Creek Publishing, a division of Texas A&M Press. (No small feat for this Texas Longhorn!).

The publisher told me there are two release cycles for books: Spring and Fall, and that their plate for Spring 2025 Releases was full. After 15 months, Aviation Therapy — Stories of Perseverance and Personal Growth is now ready for purchase in paperback, e-book, and audio, which I recorded at Austin Audio Lab. 

Air and Space Quarterly enjoyed the new synopsis of the published book and wrote to me in September 2025 to say they would not only review it but also feature it in the upcoming Winter issue (January 2026), which would include an in-depth interview with me. Even the writing of this second memoir has been a story of perseverance. 

My aviation stories will appeal to a wide range of readers, from anyone interested in an aviation career to military history enthusiasts.

Discover Aviation Therapy: Stories of Perseverance and Personal Growth from the Cockpit—now available in paperback, Kindle, and audiobook on Amazon.

US Navy Aircraft Crash Into South China Sea: All 5 Crew Members Rescued After Nimitz Incidents

Dave Hartland
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US Navy Aircraft Crash Into South China Sea: All 5 Crew Members Rescued After Nimitz Incidents

Sunday was a difficult day for the United States Navy as two US Navy aircraft crash into South China Sea.

The separate incidents involved an MH-60R Sea Hawk helicopter and an F/A-18F Super Hornet, both operating from the aircraft carrier USS Nimitz (CVN-68).

The crashes occurred roughly 30 minutes apart during routine operations, according to the US Pacific Fleet. The Sea Hawk is assigned to the “Battle Cats” of Helicopter Maritime Strike Squadron 73, while the Super Hornet belongs to the “Fighting Redcocks” of Strike Fighter Squadron 22.

Two US Navy Aircraft Crash Into South China Sea, Minutes Apart

MH-60R Sea Hawk helicopter in the foreground and the USS Nimitz in the background. 2 US Navy aircraft crash in South China Sea
An MH-60R Sea Hawk flying toward the USS Nimitz, the aircraft carrier involved after 2 US Navy aircraft crash into South China Sea on 26 October | IMAGE: HSM-73

The Pacific Fleet said the first incident took place at 1445 local time, when the MH-60R Sea Hawk went down while conducting routine operations from the Nimitz. Search and rescue teams from Carrier Strike Group 11 quickly launched recovery efforts and successfully retrieved all three crew members.

In its official statement, the US Pacific Fleet said,

“At approximately 2:45 p.m. local time, a US Navy MH-60R Sea Hawk helicopter, assigned to the ‘Battle Cats’ of Helicopter Maritime Strike Squadron 73, went down in the waters of the South China Sea while conducting routine operations from the aircraft carrier. Search and rescue assets assigned to Carrier Strike Group 11 safely recovered all three crew members.”

Roughly 30 minutes later, at 1515 local time, an F/A-18F Super Hornet from the Fighting Redcocks of VFA-22 also went down.

“Both crew members successfully ejected and were also safely recovered by search and rescue assets assigned to Carrier Strike Group 11,” the Pacific Fleet added.

All five service members involved in Sunday’s incidents were safely recovered and are in stable condition aboard the Nimitz.

Final Voyage of a Legend

USS Nimitz
The USS Nimitz, the carrier involved as two US Navy aircraft crash into South China Sea | IMAGE: US Navy

The USS Nimitz, the oldest active aircraft carrier in the US fleet, is on the return leg of its final deployment before decommissioning. The carrier, along with its escorts and embarked Carrier Air Wing 17, departed the West Coast on 26 March 2025 for what would be its last major operational tour.

Throughout the summer, the Nimitz operated in the Middle East, supporting US efforts to deter Houthi attacks on commercial shipping. The ship entered the South China Sea on 17 October, just days before Sunday’s incidents.

Both the Sea Hawk and the Super Hornet were conducting “routine operations” in a region of disputed waters that China claims as its own.

A pair of F/A-18 Super Hornets launch from the flight deck of the USS Nimitz
230323-N-XK462-1135 PHILIPPINE SEA (March 23, 2023) An F/A-18E Super Hornet from the “Kestrels” of Strike Fighter Squadron (VFA) 137 launches from the flight deck of the aircraft carrier USS Nimitz (CVN 68). Nimitz is in U.S. 7th Fleet conducting routine operations. 7th Fleet is the U.S. Navy’s largest forward-deployed numbered fleet, and routinely interacts and operates with Allies and partners in preserving a free and open Indo-Pacific region. The F/A-18 Super Hornet was one of the aircraft involved as two US Navy aircraft crash into South China Sea on 26 October 2025 (U.S. Navy photo by Mass Communication Specialist 3rd Class)

Beijing’s Response

China’s foreign ministry offered humanitarian assistance to the United States following the incidents, but also used the moment to criticize Washington’s continued military presence in the region. 

The US Navy maintains its operations there to support regional allies and challenge China’s sovereignty claims, part of the ongoing effort to preserve freedom of navigation through one of the world’s busiest maritime corridors.

The timing of the incidents is notable, coming just days before President Donald Trump is scheduled to meet with Chinese President Xi Jinping in Tokyo on 30 October.

“Nothing to Hide,” Says President Trump

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US President Donald Trump says “bad fuel” could be the cause after two US Navy aircraft crash into South China Sea on Sunday 26 October | IMAGE: The White House

Speaking aboard Air Force One on Monday, 27 October, while en route from Kuala Lumpur, Malaysia, to Tokyo, President Trump said he had been briefed on both incidents and that foul play is not suspected.

“They’re going to let me know pretty soon,” Trump told reporters. “I think they should be able to find out. It could be bad fuel. I mean, it’s possible it’s bad fuel. Very unusual that would happen.”

The president added that there was “nothing to hide” and that the US Navy would release findings once the investigation concludes.

The Mighty Nimitz

USS Nimitz
230215-N-MJ302-1248 SOUTH CHINA SEA (Feb. 15, 2023) The Wasp-class amphibious assault ship USS Makin Island (LHD 8) steams alongside the aircraft carrier USS Nimitz (CVN 68). Nimitz Carrier Strike Group (NIMCSG) and Makin Island Amphibious Ready Group (MKI ARG), with embarked 13th Marine Expeditionary Unit (13th MEU), are conducting combined expeditionary strike force (ESF) operations, demonstrating unique high-end war fighting capability, maritime superiority, power projection and readiness. Operations inc

Now in its 50th year of service, the USS Nimitz remains a floating symbol of American sea power. Measuring 1,092 feet from bow to stern and displacing approximately 100,000 tons when fully loaded, the carrier is powered by two Westinghouse A4W nuclear reactors that drive four shafts, giving it a top speed of more than 30 knots.

The ship typically carries more than 5,000 personnel, including both the ship’s company and air wing members. Nimitz-class carriers can operate continuously for up to 20 years without refueling.

A Troubling Trend

FA 18E of VFA 25 lands on USS Harry S. Truman CVN 75 in June 2015
Official US Navy Photograph

Sunday’s loss marks the fourth F/A-18 incident for the US Navy this year.

In December, an F/A-18 from the USS Truman was accidentally shot down in a friendly fire incident involving the USS Gettysburg, a guided-missile cruiser.

In April, another Super Hornet slipped from the Truman’s flight deck into the Red Sea.

In May, a landing jet missed the arresting cables and plunged into the water.

Despite these setbacks, the Navy’s rapid response on Sunday ensured every crew member made it home alive.

Swift Action, Steadfast Sailors and Aviators

The USS Nimitz, which saw Two US Navy aircraft crash into South China Sea
Inflatable boat approaches Nimitz during a search-and-rescue drill | IMAGE: US Navy

The US Navy’s efficiency and professionalism were on full display in the aftermath of both crashes. Within minutes, search and rescue teams from Carrier Strike Group 11 had located and recovered all five service members.

All personnel involved are safe, stable, and back aboard the Nimitz as the ship continues its journey home.

We salute the men and women of the United States Navy for their swift action, their courage, and their commitment to bringing every sailor and aviator home safely.

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The Arleigh Burke-class guided-missile destroyer USS Curtis Wilbur (DDG 54) steams behind the aircraft carrier USS Nimitz (CVN 68) for a photo exercise in the Pacific Ocean, April 10, 2025. Curtis Wilbur, assigned to the Nimitz Carrier Strike Group, is underway in the U.S. 7th Fleet area of operations on a scheduled deployment, demonstrating the U.S. Navy’s commitment to a free and open Indo-Pacific. (U.S. Navy photo by Mass Communication Specialist 2nd Class Jaron Wills)

B-1 Bombers Flex on Venezuela with Flyby

Mike Killian
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B-1 Bombers Flex on Venezuela with Flyby

B-1 bombers from Texas flexed on Venezuela this week, with an offshore flyby no doubt intended to get Venezuelan President Nicolás Maduro‘s attention.

The pair of supersonic bombers, call signs Barb21 and Barb22, came within about 50 miles of the Venezuelan coast on Oct 23. They kept their ADSB on too. The bombers from Dyess AFB can carry upwards of 75,000 pounds of bombs each, and they wanted to be seen.

Numerous Air Force assets involved

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B-1 bomber refueling with a KC-135 Stratotanker (USAF photo)

A KC-135 Stratotanker from MacDill AFB provided the aerial refueling, linking up with the bombers as needed. An RC-135 was also airborne, picking up signals and scooping up intelligence.

An E-11A aircraft known as ‘Wi-Fi in the sky’ was also behind the scenes, supporting communications and probably connecting the data from the RC-135 to Washington.

Venezuela does have Russian and Chinese surface-to-air missiles, and F-16 fighter jets, but they know any move they make will be met with fatal force, following their own F-16 flyby of a Navy warship recently.

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Venezuelan F-16 flying over a U.S. Navy warship

The U.S. basically responded by saying if Venezuela did it again, they would be shot down.

World’s Largest Aircraft Carrier is headed to Venezuela

Eight U.S. warships, a nuclear sub and squadron of F-35 fighter jets are positioned within easy striking distance. The world’s largest aircraft carrier, the USS Gerald Ford, is currently sailing towards Venezuela from the Mediterranean.

It’s the latest escalation by President Donald Trump and his administration to stop Venezuelan drug trafficking into the U.S., funding Maduro’s regime.

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USS Gerald Ford heading to Venezuela (Navy photo)

The U.S. government has a $50 million bounty out for his arrest.

So far, the U.S. military has carried out 10 strikes on drug vessels transporting large quantities of drugs, killing 40 people.

Skyraider Has Close-Call with Cars on Oklahoma Hwy

Mike Killian
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Skyraider Has Close-Call with Cars on Oklahoma Hwy

An Air Force OA-1K Skyraider II had a close-call with cars on an Oklahoma highway this week. The crew – a civilian contractor and Air Force active duty member – pulled off an emergency landing without injuries while flying a training mission with the Oklahoma Air National Guard.

Matthew Topchian was just driving like any other day, when the plane suddenly appeared, flying eye-level almost directly at him. His dashcam captured it.

Mayday declared just 5 minutes after taking off

The plane, operating under call sign Zorro75, narrowly missed Topchian and other cars, coming to a stop in a field instead. The crew had just took-off from KOKC. On departure the crew climbed uneventfully to 3,500 ft., but quickly lost speed and altitude. They declared “mayday” just 5 minutes into flight.

The Skyraider is assigned to the 492d Special Operations Wing, but was operating with the 137th Special Ops Wing out of Will Rogers Air National Guard Base.

AvGeek Redhome Aviation was on-scene monitoring chatter and documenting. Visit their Facebook page for more photos and video.

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Skyraider Has Close-Call with Cars on Oklahoma Hwy 24

“They struck the curb with one of the tires, went across a small, uneven field, across a road, striking a stop sign and utility pole, before spinning to the left and coming to the stop in a field,” says Redhome in an post on Facebook. “The aircraft is leaning on its right wing, with the stop sign still on the leading edge of the left wing.”

The crew were seen walking around the wreckage. Any landing you can walk away from is a good landing, and nobody on the ground was hurt either. Kudos to them and the first responders.

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OA-1K Skyraider II (USAF photo)

Air Force Special Operations Command just accepted their first missionized OA-1K Skyraider II earlier this year, designed for close air support, precision strike, and armed intelligence, surveillance, and reconnaissance. Read more about it HERE.

The cause is under investigation.


Payne Stewart’s Final Flight: The Learjet 35 Tragedy That Stunned the Aviation World

Dave Hartland
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Payne Stewart’s Final Flight: The Learjet 35 Tragedy That Stunned the Aviation World

On the morning of 25 October 1999, a Learjet 35A (N47BA) lifted off from Orlando International Airport (MCO) bound for Dallas Love Field (DAL). On board were six souls — two pilots and four passengers — including Payne Stewart, one of golf’s most iconic figures.

The flight, operated by Sunjet Aviation of Sanford, Florida, was the first leg of a two-day, five-flight trip. Stewart, 42, was en route to Texas for a meeting about a new golf course for his alma mater, Southern Methodist University, before continuing to Houston for the 1999 PGA Tour Championship.

The jet had been fueled with 5,300 pounds of fuel, enough for a four-hour, forty-five-minute flight.

The Crew and Passengers

Payne Stewart at the 1999 US Open
Payne Stewart at the 1999 US Open | IMAGE: Payne Stewart Family Foundation

At the controls was Captain Michael Kling, a 42-year-old veteran aviator with over 4,200 hours of flight time. A former US Air Force pilot, Kling had flown the KC-135 Stratotanker and E-3 Sentry and was serving as an instructor pilot in the Maine Air National Guard.

His copilot, First Officer Stephanie Bellegarrigue, 27, was a certified flight instructor and commercial pilot rated on both the Learjet and Cessna Citation 500. She had accumulated 1,751 hours, including 251 with Sunjet.

Joining Stewart were his agent, Robert Fraley, a former Alabama quarterback; Van Ardan, president of Leader Enterprises; and golf course architect Bruce Borland.

A Routine Flight…then, Silence.

N47BA, the aircraft carrying Payne Stewart that was involved in the accident
The Learjet 35 (N47BA) involved in the accident | IMAGE: NTSB

N47BA departed MCO at 09:19 local time. During its climb, the crew communicated with Jacksonville Center and, at 09:27, acknowledged clearance to FL390 with the call, “three nine zero bravo alpha.”

It was the last transmission ever received.

Controllers attempted to reach the Learjet multiple times. Silence. The aircraft continued to climb.

At 09:54 (now in Central Time zone), an F-16 from Eglin Air Force Base, Florida, was ordered to intercept. The fighter pilot reported the Learjet cruising at 46,400 feet. Both engines were running. Lights were on. The aircraft appeared undamaged. But the cockpit windows were opaque, as if coated with frost or condensation. No movement could be seen inside.

He broke off and returned to base.

Over the next two hours, additional intercepts were ordered. Two F-16s from the Oklahoma Air National Guard (TULSA 13 flight) approached but reported the same: no movement, dark cockpit, no reaction. Later, two F-16s from the North Dakota Air National Guard (NODAK 32 flight) joined, observing the same conditions.

The maximum altitude of the aircraft was 48,900 feet.

Out of Fuel, Out of Time

Flight route of N47BA
Planned flight route (green) versus actual flight route (red) of Payne Stewart’s ill-fated flight on 25 Oct 1999 | IMAGE: NTSB

At 12:10, the Learjet’s cockpit voice recorder (CVR) captured the faint whine of the engines spooling down. Then came the stall warning, followed by the click of the autopilot disconnecting.

Moments later, one of the pursuing pilots reported, “The target is descending and he is doing multiple rolls, looks like he’s out of control.” Another said, “It’s soon to impact the ground; he is in a descending spiral.”

At 12:13 local time, after a flight lasting 3 hours and 54 minutes, the Learjet impacted a field near Mina, South Dakota, leaving a crater 42 feet long, 21 feet wide, and 8 feet deep. The aircraft was destroyed.

It had flown nearly 1,400 miles from Florida to South Dakota, all on autopilot.

A Nation Watches in Disbelief

The unfolding tragedy captured global attention. For hours, radar screens, control towers, and television broadcasts followed the ghost jet as it sliced across the Midwest.

At one point, Canadian Prime Minister Jean Chrétien was informed that the plane might drift into Canadian airspace. In his memoir, he wrote:

“The plane was heading toward the city of Winnipeg, and the air traffic controllers feared that it would crash into the Manitoba capital. I was asked to give permission for the military to bring down the plane if that became necessary. With a heavy heart, I authorized the procedure. Shortly after I made my decision, I learned that the plane had crashed in South Dakota.”

The Pentagon confirmed that American fighters shadowing N47BA were unarmed. A shoot-down was never considered.

The Investigation and NTSB Conclusion

Impact Crater of N47BA
Impact Crater of Payne Stewart’s ill-fated flight | IMAGE: NTSB

The National Transportation Safety Board (NTSB) launched a major investigation. Its probable cause stated:

“Incapacitation of the flight crewmembers as a result of their failure to receive supplemental oxygen following a loss of cabin pressurization, for undetermined reasons.”

The NTSB found that both pilots’ oxygen mask hoses were connected to their supply lines and that both microphones were plugged in. The oxygen bottle’s regulator and shutoff valve were open, suggesting that oxygen was available.

Yet, for reasons unknown, neither pilot appeared to have donned their mask in time.

A key passage in the report noted:

“A possible explanation for the failure of the pilots to receive emergency oxygen is that their ability to think and act decisively was impaired because of hypoxia before they could don their oxygen masks.”

N47BA crash site
N47BA crash site | IMAGE: NTSB

Because the rate of depressurization could not be determined, the NTSB evaluated both rapid and gradual scenarios.

If the cabin had rapidly depressurized to 30,000 feet, the board cited research showing that as little as 8 seconds without oxygen could significantly impair cognitive function. In such a case, even a brief delay in donning oxygen masks could have been fatal.

If the decompression was gradual, the crew might have missed or misdiagnosed the problem. Testing indicated that a slow leak or closed flow control valve could lead to full depressurization within minutes, during which oxygen deprivation would silently erode judgment and motor control.

The report stated:

“Investigations of other accidents in which flight crews attempted to diagnose a pressurization problem or initiate emergency pressurization instead of immediately donning oxygen masks have revealed that, even with a relatively gradual rate of depressurization, pilots have rapidly lost cognitive or motor abilities to effectively troubleshoot the problem or don their masks shortly thereafter.”

Investigators comb through the wreckage of N47BA
Investigators comb through the wreckage of Payne Stewart’s ill-fated flight | IMAGE: NTSB

The NTSB concluded:

“In summary, the Safety Board was unable to determine why the flight crew could not, or did not, receive supplemental oxygen in sufficient time and/or adequate concentration to avoid hypoxia and incapacitation.”

NTSB Final Report

Maintenance records revealed multiple entries related to cabin pressurization issues in the months leading up to the crash. The NTSB criticized Sunjet Aviation for poor documentation and for allowing flights with an unauthorized maintenance deferral involving cabin pressure problems.

The Aftermath: Memorials and Lawsuits

One year later, the families of Payne Stewart and Robert Fraley filed suit against Learjet, Sunjet Aviation, and JetShares One Inc., alleging that a cracked adapter had caused a fatal loss of cabin pressure and that the aircraft had been poorly maintained.

The FBI later raided Sunjet’s offices, seizing flight logs during a criminal investigation that ultimately led to the company’s bankruptcy. The lawsuit against Learjet went to trial in 2005, where jurors cleared the manufacturer of liability.

When the PGA Tour Championship began days after the crash, the tournament opened with a lone bagpiper playing at the first tee at Houston’s Champions Golf Club.

The Legacy of Payne Stewart

Payne Stewart
IMAGE: Payne Stewart Family Foundation

Born on 30 January 1957 in Springfield, Missouri, Payne Stewart was more than a champion — he was a showman. With his knickers, tam-o’-shanter cap, and brightly colored outfits often matching NFL team colors for the city he was playing in, he stood out in every gallery and on every fairway.

But behind the style was substance. Stewart was a man of faith, a devoted husband to Tracey, and a loving father to their two children.

His biography, released in 2001, painted a portrait of a competitor who brought personality back to golf and grace back to victory. It told the story of a man who lived with joy, played with flair, and believed deeply in family and faith — before his life was cut short at just 42 years old. You can purchase it here via Amazon.

Aircraft Carrier USS Gerald Ford is Headed to Venezuela

Mike Killian
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Aircraft Carrier USS Gerald Ford is Headed to Venezuela

The aircraft carrier USS Gerald Ford (CVN-78) is headed to Venezuela, following weeks of U.S. attacks on suspected drug-runners.

It’s the latest escalation of a military buildup around the country. Eight warships, a nuclear sub and squadron of F-35 fighters are positioned within easy striking distance, and now the world’s largest aircraft carrier will soon join them.

40 drug runners killed so far

President Donald Trump accuses Venezuela President Nicolás Maduro of allying with drug cartels to push narcotics into the United States. The U.S. government has a $50 million bounty out for his arrest.

So far, the U.S. military has carried out 10 strikes on drug vessels transporting large quantities of drugs, killing 40 people.

Maduro of course denies everything, and accuses President Trump of trying to force a regime change.

In response to one of the attacks, Maduro sent two armed F-16 fighters flying over a Navy warship in a weak attempt at a show of force.

IMG 2758
Aircraft Carrier USS Gerald Ford is Headed to Venezuela 33

Land attacks next?

The Ford and its 5,000 sailors should arrive in roughly a week, with a full arsenal of missiles and up to 75 aircraft.

While attacks so far have been on drug-running boats, President Trump has confirmed land attacks are next.

“The working class would rise and a general insurrectional strike would be declared in the streets until power is regained,” says Maduro if the U.S, takes him out of power. “Millions of men and women with rifles would march across the country.”

Hoover Once Promoted Free Flights to Customers and It Didn’t End Well

Joe Gvora
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Hoover Once Promoted Free Flights to Customers and It Didn’t End Well

Free flights with the purchase of a Hoover vacuum? This was a phenomenal deal for UK residents, which ended up being a catastrophic loss in finances. Many considered Hoover’s flight promotion in 1992 to be the one of the biggest marketing blunders of all time.

So how was this idea conceptualized in the first place? Here’s what led to Hoover’s not-so-ingenious marketing tactic.

‘Defied the Laws of Marketing Gravity’

A 1992 ad from The Guardian promoting Hoover's free flights promotion
IMAGE: The Guardian (1992)

Hoover’s European division was in a lull period in the early 90s with lackluster sales and competitors outselling the company in retail. Profits drastically reduced by almost half from 1987 to 1992.

As a desperate attempt to boost sales and marketing, the marketing department hatched an idea to include two free flights to America with every purchase.

How was this possible? It turns out, a travel agency called JSI Travel was also in need of a rejuvenation. The agency was looking for a means to offload economical flights. The two companies worked together to get this concept off the ground.

On paper, it sounded like a move that would benefit both companies. JSI would sell flight tickets to Hoover and Hoover would see an increase in sales.

Demand for the promotion was high, which led to increased production of the Hoover Turbopower Total System, the least expensive product that qualified customers for the free airfares. The minimum qualifying price was £100.

The purchase of the Hoover product would lead to a process of mailing items back and forth. The customer would send its proof-of-purchase to Hoover. Hoover would then send a registration form by mail, then a booking form.

On the booking form, the customer had to choose from a list of departure cities, arrival cities, and flight times. The customer had 30 days to mail this in. If the customer chose a route or time that couldn’t be fulfilled, Hoover would pick a different route or time for the customer.

Hoover’s Obvious Promotional Flaw

How much did JSI charge Hoover for each flight ticket? Around £600. That means Hoover would actually make a loss of £500 per product sold.

PIMS-SCA Managing Director Mark Kimber strongly opposed the idea and tried to advise Hoover at the time to reconsider.

‘I advised Hoover of the potential pitfalls of the promotion. Having looked at the details of the promotion along with attempting to calculate how it could actually work I declined to even offer risk management coverage based upon the information presented. With such a high value offer for only a relatively small cost to the consumer, to me it made no logical sense,’ Hoover wrote.

But alas, the Hoover marketing team doubled down. The European division believed that two factors would make the endeavor a success: The belief that customers would spend more than £100 on goods, and the belief that only a fraction of customers would go through the long process to obtain the flight tickets.

The promotion caused Hoover products to fly right off the shelves. Hoover factory workers also had to increase their work days to seven days weekly to keep up with demand.

Hoover’s Greed Comes Back To Haunt It

Hoover products were selling ten times the company’s projections. It’s reported that 200,000 to 300,000 customers were looking to obtain free flights to America, and most of them only spent the minimum £100. Essentially, customers saw it as £100 plane tickets with a free vacuum included.

While Hoover did make £30 million from the promotion, flight accommodations caused the company to lose around £100 to £170 million.

To avoid the expenses from ballooning, Hoover would back out of fulfilling customers with free flights, such as pretending the forms were lost in the mail or claiming they incorrectly filled out the forms. Hoover even would send out on Christmas Eve in hopes customers would miss the deadline to return them.

1599px Manhattan Skyline seen from John F. Kennedy Airport
Image: By Rickmouser45 from Wikimedia Commons

The collective amount of failed fulfillments on tickets caused an uproar in England. A coalition was even formed in spite of Hoover’s unfulfilled promises which skyrocketed to over 4,000 members. In June 1993, a resident blocked a Hoover delivery van inside his driveway with his horse truck for 13 days until a high court had to intervene.

Consumed by Candy

At the end of 1993, Hoover reported £23 million in losses on £390 million in sales. Hoover’s US President Gerard Amman told shareholders that 80% of the losses are credited to Hoover Europe. The president of Hoover Europe and two marketing executives were later fired.

Two years later, Hoover Europe was sold to Italian appliance manufacturer Candy for £106 million, which was reportedly sold at a loss.

To this day, no other company has attempted to include free flights with the purchase of retail goods, and for good reason.

MOSAIC Rule Takes Effect, Transforming How America Learns to Fly

Dave Hartland
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MOSAIC Rule Takes Effect, Transforming How America Learns to Fly

Phase One of the MOSAIC rule officially takes effect today, 22 October 2025, marking the most significant transformation to general aviation in more than two decades.

The FAA’s Modernization of Special Airworthiness Certification (MOSAIC) rule opens the door for more people to fly by expanding sport pilot privileges, modernizing how light-sport aircraft are defined, and simplifying certification for manufacturers.

If that sounds like alphabet soup, here’s the short version: the MOSAIC rule makes flying more accessible, affordable, and achievable than ever before. And that’s great news for the aviation community.

MOSAIC: From Vision to Reality

US Transportation Secretary Sean P. Duffy unveils MOSAIC on 22 July at Airventure 2025
US Transportation Secretary Sean P. Duffy unveils the MOSAIC Rule on 22 July 2025 at Airventure 2025 in Oshkosh, WI | IMAGE: US Department of Transportation

When the FAA unveiled the final MOSAIC rule at EAA AirVenture Oshkosh in July 2025, pilots and manufacturers across general aviation (GA) called it a long-overdue modernization of the way light aircraft are defined and certified.

Developed over several years in partnership with industry organizations like EAA, the FAA, and AOPA, MOSAIC redefines what it means to be a sport pilot and what qualifies as a light-sport aircraft (LSA). The change in definition translates to expanded privileges, simplified rules, and a massive increase in the number of aircraft available to fly under sport pilot privileges.

Today, those changes start taking effect.

What Changes Take Effect in Phase One of the MOSAIC Rule?

Piper PA-28-180 Cherokee is a light aircraft that now qualifies under the MOSAIC Rule
Piper PA-28-180 Cherokee | By Mike Burdett – flickr, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=130924429

Phase One of MOSAIC focuses on pilots. Specifically, sport pilots and those exercising sport pilot privileges.

With the MOSAIC rule now in effect, sport pilots have access to more of the general aviation fleet than ever before. Roughly three-quarters of all single-engine piston aircraft in the United States can now be flown under sport pilot privileges. That includes many legacy favorites such as the Cessna 172 and Piper Cherokee, aircraft that were previously out of reach for sport pilots.

Under the new rule, the old 1,320-pound weight limit is gone. In its place is a performance-based standard defined by stall speed rather than gross weight. This change opens the door to stronger, safer, and more capable aircraft that can carry more, travel farther, and operate confidently in real-world conditions.

The MOSAIC rule also expands what sport pilots are allowed to do. Retractable landing gear, constant-speed propellers, and even night flying are now permitted with the appropriate training and endorsements. Because a valid driver’s license still qualifies in place of a medical certificate, more people can fly without the uncertainty or expense of additional medical testing.

In simple terms, Phase One of MOSAIC gives pilots more freedom, more flexibility, and access to a much larger share of the fleet than the sport pilot certificate ever allowed when it was introduced in 2004.

For anyone who has ever walked a flight line and wondered which aircraft were off-limits, that list just became a lot shorter.

Sport Pilot 2.0: Easier, Faster, and More Affordable

Oshkosh 2025
Oshkosh 2025 | IMAGE: Chris Miller

The heart of the MOSAIC rule is about access. It creates a path to the cockpit that is simpler, faster, and far more affordable than before.

The sport pilot certificate has always been the gateway into aviation for many new flyers, but the new framework, which many are calling Sport Pilot 2.0, reimagines what that entry point looks like. Pilots can now earn their certificate in roughly half the time and at half the cost of a traditional private pilot license. The streamlined process means less red tape, fewer training hours, and a clearer path to getting airborne.

A valid driver’s license still serves as a medical, eliminating one of the biggest barriers for aspiring aviators. New endorsement options let pilots expand their privileges over time, including night operations, retractable landing gear, and controllable-pitch propellers. The approach feels more personal and flexible, allowing each pilot to grow at their own pace.

“This rule reflects years of hard work and persistence from AOPA and our industry partners to move general aviation forward into the next generation of flying,” said Jim Coon, AOPA Senior Vice President of Government Affairs and Advocacy. “This is an amazing opportunity for existing and future aviators. It’s a great time to be in aviation.”

For new students, Sport Pilot 2.0 represents freedom. For instructors and flight schools, it brings renewed energy to the training environment. And for everyone who has ever dreamed of flying but hesitated at the cost or complexity, this may be the best opportunity in a generation to finally take the controls.

Opportunities for Flight Schools and CFIs

19 eFIRC Flight Instruction 0604F
Photos taken for ASI’s 2019 eFIRC.

The ripple effects of the MOSAIC rule reach far beyond the cockpit. Flight schools and independent instructors now have more options and more flexibility in how they train the next generation of pilots.

Gone are the days of needing special light-sport aircraft to teach sport pilots. Under MOSAIC, most flight schools can use their existing fleets for training. That means more aircraft available for lessons, more options for students, and a higher likelihood of completion.

Schools can also develop new training programs centered around Sport Pilot 2.0, thereby reducing dropouts and enhancing retention. Instructors who may not be on the airline track can become Sport Pilot Certified Flight Instructors (CFI-SP), creating new pathways to teach without the heavy investment required for a commercial or instrument rating.

The result is a more flexible, more sustainable flight training ecosystem. Lower barriers mean more students in seats, more aircraft flying, and more people finding their place in aviation.

From our vantage point, it appears to be a win-win for not only the GA but also the entire aviation industry. 

Innovation for Manufacturers and Owners

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Air Safety Foundation’s 1980 Piper Archer II landing over the threshold at Frederick Airport.
Frederick, MD USA | IMAGE: AOPA

Aircraft manufacturers and owners also benefit from the MOSAIC rule. For the first time, certification standards for light aircraft are based on performance rather than weight.

That change opens the door to new designs and technologies. Light-sport aircraft can now have up to four seats, fly at speeds of up to 250 knots calibrated airspeed, and use retractable landing gear or constant-speed propellers. There are no restrictions on the number or type of engines, which means electric, hybrid, and even turbine-powered light aircraft can now qualify.

For builders and owners, MOSAIC simplifies maintenance and inspection requirements. Minor alterations and repairs can be made on Special Light Sport Aircraft without manufacturer approval, and Light Sport Repairman certification has been modernized with more flexible training requirements.

The next phase, set to take effect on 24 July 2026, will fully implement these airworthiness and certification changes, leading to a new generation of modern, affordable aircraft.

A New Age of Accessibility

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Photography of a Bonanza V35 under-carriage simulating a gear up landing. Augusta, KS USA | IMAGE: AOPA

22 October 2025 is a watershed moment for GA in the United States. 

Sure, regulations evolve. But what happened today feels bigger than simply regulatory reform. With three-quarters of the GA fleet now accessible to sport pilots and clear, modern certification rules for manufacturers, MOSAIC broadens the pathway for more people to experience the joy of flight than ever before. 

It is an open invitation to fly.

MOSAIC brings the spirit of aviation full circle. It revives the accessibility and freedom that inspired the first generation of pilots while embracing the technology and innovation that will define the next.

CategoryOld LSA Rules (2004)New MOSAIC Rules (2025)
Maximum Takeoff Weight1,320 lb (land) / 1,430 lb (sea)No specific limit, performance-based
Maximum Stall Speed (VS₀)45 knots CAS61 knots CAS (flaps-down)
Maximum Airspeed (VH)120 knots CAS250 knots CAS
Maximum Seats24
EnginesSingle reciprocating onlyAny number or type, including turbines, hybrids, and electrics
Landing GearFixedRetractable allowed with training
Propeller TypeFixed or ground-adjustableIn-flight adjustable allowed
Aircraft TypesAirplane, glider, powered parachute, gyroplane, weight-shiftExpanded to include helicopters, powered-lift, and eVTOL aircraft
Pilot PrivilegesLimited to small two-seat LSAs, day VFR onlyUp to four seats, night flight with endorsement, broader aircraft selection
Medical RequirementFAA medical or driver’s licenseDriver’s license accepted, BasicMed for night operations
Source: FAA Modernization of Special Airworthiness Certification (MOSAIC), Final Rule 2025

MOSAIC Resources

The EAA and AOPA are excellent resources for all things MOSAIC. Below, we have compiled a list of resources to help you learn more about the MOSAIC rule.

Credit: AOPA
Credit: AOPA
Credit: AOPA

Possible Culprit Emerges in Mysterious United Flight 1093 Windshield Strike

Dave Hartland
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Possible Culprit Emerges in Mysterious United Flight 1093 Windshield Strike

The mystery of what struck United Flight 1093 over Utah last week may be one step closer to being solved.

The incident occurred on Thursday, 16 October, when a United Airlines Boeing 737 MAX 8, operating from Denver International Airport (DEN) to Los Angeles International Airport (LAX), was cruising at 36,000 feet over southern Utah. Roughly 37 minutes into the flight, something slammed into the aircraft’s right windshield, shattering the outer pane and injuring the captain. Despite the impact, the aircraft remained pressurized.

The crew immediately descended to 26,000 feet and diverted to Salt Lake City International Airport (SLC), where the aircraft landed safely approximately 50 minutes after impact.

The National Transportation Safety Board (NTSB) is leading the investigation, and the damaged windshield has been sent to its laboratory for analysis.

From Space Junk to Spy Balloons and Aliens. Now, a Possible Answer.

Since news of the United Flight 1093 incident was made public, speculation has run rampant across the internet, with theories ranging from micrometeorites and SpaceX satellites to Chinese spy balloons — and yes, even aliens.

But late Monday evening, a possible explanation surfaced on social media.

John Dean, cofounder and CEO of WindBorne Systems, a Palo Alto, Calif.–based aerospace company that designs and operates long-duration weather balloons, announced on X that one of his company’s balloons may have been involved in the collision.

“I think this was a WindBorne balloon,” Dean wrote. “We learned about UA1093 and the potential that it was related to one of our balloons at 11pm PT on Sunday and immediately looked into it. At 6am PT, we sent our preliminary investigation to both NTSB and FAA, and are working with both of them to investigate further.”

WindBorne’s Preliminary Findings

Operational part of WindBorne weather balloon, showing sand as ballast, and a possible answer to the damage seen on United Flight 1093
The functional payload of a WindBorne Systems weather balloon. Sand ballast is used to maintain stable flight levels. | IMAGE: @DJSnM via X

Dean confirmed that WindBorne operates “a constellation of long-duration lightweight weather balloons to improve weather forecasts, with much of our data going to both US and international governments.”

He emphasized that the company complies with FAA Part 101 regulations and international standards. “We file NOTAMs, follow all specifications required by FAA 14 CFR Part 101, and share all live balloon positions with the FAA via API and our website,” he said.

The company’s current operational balloon design is “about 2x lighter” than earlier versions, weighing roughly 2.4 pounds (1 kilogram) at launch and getting lighter during flight.

According to Dean, the system “is designed to not pose a risk to human life in the worst-case event of a collision. This is what the FAA 101 and ICAO weight limits are for. And indeed, there were no serious injuries and no depressurization event to my knowledge as a result of the collision.”

I find this extremely concerning and unacceptable in the case of a collision, regardless of what the official regulations are. It resulted in injury to a pilot, which I’m simply not okay with whatsoever.

John Dean | CEO, WindBorne Systems

Still, Dean admitted to being “extremely concerned” by the damage to the United aircraft. “I’m still surprised to see spallation of the windshield on the inside. I find this extremely concerning and unacceptable in the case of a collision, regardless of what the official regulations are. It resulted in injury to a pilot, which I’m simply not okay with whatsoever.”

Technical Response and Immediate Changes

A WindBorne weather balloon similar to this may be the culprit in the United Flight 1093 incident.
WindBorne Systems is a Palo Alto, Calif.–based aerospace company that designs and operates long-duration weather balloons like the one seen here | IMAGE: WindBorne Systems

WindBorne has reportedly taken immediate steps in response to the event.

“As mentioned, we are working closely with the FAA on this,” Dean continued. “We haven’t yet received any operational guidance. Regardless, we just deployed a software change to minimize time at active flight levels and are manually checking it across the full constellation. Additionally, we are actively working on new hardware designs to reduce impact force magnitude and concentration.”

Dean explained that lightweight balloons cannot carry ADS-B transponders because of strict power and weight limitations. “Lightweight balloons can’t carry ADS-B — it’s not within the power budget, and the combined transponder + power system mass alone would put the balloon in a weight class that is much more dangerous in the event of collision.”

He added, “We’ve been working with the FAA for a while now about what the right system for lightweight balloon reporting is. It’s a tricky problem and hard to find and implement a good solution between industry and regulators. I hope this incident accelerates us collectively finding the right solution.”

WindBorne balloons use GPS to determine their position, transmitting data every 5–10 minutes via Iridium satellites. “We then share location and predicted flight paths with the FAA and other airspace authorities via both a website and an API,” Dean said.

A Statement on the Company’s Website

Dean also published a statement on WindBorne’s website on Monday, reiterating the company’s belief that one of its balloons was the object that struck United Flight 1093:

“On Thursday, 16 October, Foreign Object Debris (FOD) struck the windshield of UA1093, a 737 MAX aircraft, at approximately 36,000 ft. WindBorne began investigating this incident on Sunday, 19 October, and we believe that the FOD was likely a WindBorne balloon. At 6am PT Monday morning, we sent our preliminary investigation to both the National Transportation Safety Board (NTSB) and the Federal Aviation Administration (FAA), and are working with both organizations to further investigate this incident. We are grateful that to our knowledge there were no serious injuries and no loss of pressurization. The flight, which was en route from Denver to Los Angeles, diverted to Salt Lake City. The plane itself later flew to Chicago.”

He noted that WindBorne has conducted more than 4,000 launches, adding: “We have been coordinating with the FAA for the entire history of the company and file NOTAMs for every balloon we launch. The system is designed to be safe in the event of a midair collision.”

Dean said the company immediately implemented changes to “minimize time spent between 30,000 and 40,000 feet” and is “further accelerating our plans to use live flight data to autonomously avoid planes, even if the planes are at a non-standard altitude.”

The Data Point

WindBorne Map
According to independent analysts, there was a WindBorne balloon operating in roughly the same area and altitude as United Flight 1093 at the time of the incident.

According to independent analysts, there was a WindBorne balloon operating in roughly the same area and altitude as United Flight 1093 at the time of the incident. That balloon’s last transmission stopped reporting at 12:36Z, at coordinates 38.5314, -109.416, and an altitude of 10,953 meters, or just under 36,000 feet.

While the NTSB has not yet verified this data, it appears to align closely with the timeline and location of the event.

If True, We Have Questions

At the time of writing, the NTSB and FAA have not confirmed the balloon theory or released any official findings. The windshield from United Flight 1093 remains under analysis at the NTSB’s materials lab.

If the preliminary theory proves correct, it raises several critical safety questions.

What if the balloon or its ballast had penetrated the cockpit glass entirely? What if debris had been ingested by the engines or become entangled on the wing, altering the aircraft’s aerodynamics? These are the scenarios that investigators will likely study closely in the coming weeks.

Still, one thing is clear: this could have ended far worse.

And while much of the internet continues to speculate, WindBorne’s transparency has been refreshing. Dean’s quick acknowledgment, technical detail, and proactive safety steps stand in sharp contrast to the secrecy often associated with aviation incidents.

From our vantage point, it appears that WindBorne followed procedure and is publicly accepting the consequences head-on. We commend Dean’s transparency.

Avgeekery will continue to follow this story and bring you updates on United Flight 1093 as they become available. 

The Mystery at 36,000 Feet: What Hit United Flight 1093?

Dave Hartland
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The Mystery at 36,000 Feet: What Hit United Flight 1093?

Update: Since this story was published, a possible lead has emerged in the mystery of what struck United Flight 1093 last Thursday. A weather balloon company’s CEO has come forward, saying he believes one of his own balloons was involved. Full story here.

Something hit a United Airlines jet cruising high over Utah early Thursday morning, and no one knows what it was.

Photo of pilot injury from United Flight 1093
The bloodied arm of the captain of United Flight 1093 following impact | IMAGE: @xJonNYC

United Flight 1093 departed Denver International Airport (DEN) at 0606 local time, bound for Los Angeles (LAX) on 16 October 2025. The aircraft, a Boeing 737 MAX 8 registered N17327, climbed uneventfully toward cruising altitude.

Then, somewhere about 180 nautical miles southeast of Salt Lake City, something slammed into the windshield with tremendous force.

The outer glass fractured. One of the pilots was injured. In photos shared online, the captain appeared to have injuries consistent with shattered glass: his forearm bloodied, shards of broken glass strewn across the flight deck.

Scorch marks appeared across the impacted section. Whatever hit the aircraft left no debris, no residue, and no clear explanation.

Windshields Have Broken Inflight But This Seems Like An Unprecedented Event

United Flight 93 damage from impact with an unknown object
The windshield of United Flight 93 shows an obvious impact | IMAGE: @xJonNYC via X

Windshield cracks in airliners aren’t unheard of, but they usually come from predictable culprits, like thermal stress, electrical arcing, or gradual fatigue. What happened on United Flight 1093 seems to be something else entirely.

The Boeing 737 MAX 8 pushed back from the gate at DEN at 0551 local time, about nine minutes ahead of schedule. Flight 1093 lifted off at 0606 and climbed westward into a calm dawn. For the first half hour, everything was routine.

Then, roughly 37 minutes into the flight, ADS-B data shows the jet abruptly began descending from its cruising altitude of FL360 to FL260.

Based on that information, we can surmise the impact occurred roughly around 0643.

High above Moab, in southern Utah, the outer pane of the cockpit windshield shattered. The blow was strong enough to shear nearby rivets and send shards of glass flying across the flight deck. In photos shared online, the captain’s forearm appears bloodied, the result of lacerations consistent with flying glass. Tiny shards were reportedly scattered across the instrument panel. Scorch marks spiderwebbed outward from the point of impact, dark against the fractured laminate, a sign that whatever hit the glass left behind more than just cracks.

FLight path of United Flight 1093
United Flight 1093 flight path | IMAGE: FlightAware

The crew leveled the jet at FL260 and declared an emergency with air traffic control. They turned north toward Salt Lake City (SLC). The Boeing flew normally for 50 minutes before touching down safely on Runway 16L at 0733 local time. There was no loss of pressurization. All 140 passengers and crew disembarked safely.

Hats off to the crew for maintaining a calm and professional flight deck amid what had to be quite a terrifying situation.

The National Transportation Safety Board (NTSB) is investigating. The agency confirmed on X that it is “looking into an in-flight windshield failure with unknown cause.” Until the analysis is complete, the aviation community is left to wonder: what exactly hit that airplane?

(Probably) Not a Bird

Photo from flight deck of United Flight 1093 showing windshield damage
United Flight 1093 flight deck after landing at SLC | IMAGE: @xJonNYC via X

Bird strikes at cruise altitude are extremely rare. The sheared rivets suggest the impact involved something solid and dense, not the soft biological material typical of bird strikes. And there were no feathers, blood, or tissue found.

At FL360, the jet was flying well above the range of almost all known bird species. The Rüppell’s vulture holds the world record for the highest bird flight at 37,100 feet, recorded during a 1973 collision with a jet engine over the Ivory Coast. But that species is native to Africa, not Utah.

While there have been a handful of stray sightings in North America, its presence here would be extraordinary.

The next-highest avian flyers, like the common crane, have been observed at 33,000 feet, still below where United 1093 was struck. In North America, the mallard duck holds the title of the continent’s highest-flying avian at just over 21,000 feet. The highest recorded bird strike in the US is 31,300 feet.

So while a bird strike is not impossible, it’s almost certainly not the explanation here.

Could It Have Been Space Debris?

Space Objects
The exponential rise in trackable space debris since 1955 is evident on this chart | IMAGE: NASA

If not a bird, then maybe something from above. A micrometeorite? A fragment of orbital junk? Both are possible, but both stretch probability to the breaking point.

A micrometeorite would typically be traveling at tens of thousands of miles per hour. At that velocity, it would have likely punched a hole through the fuselage, not just cracked the windshield. Space debris is another possibility, but the FAA estimates the odds of a piece of orbital material striking a commercial jetliner at about one in a trillion.

Still, several online reports claim the captain said he caught a glimpse of something metallic just before impact. If that proves true, and if the investigation finds metallic residue inconsistent with aircraft materials, this could mark the first known instance of space debris striking a passenger airliner.

That would not only be unprecedented in aviation history, but it would also add new urgency to the growing concern over the tens of thousands of objects orbiting Earth. NASA currently tracks roughly 31,000 pieces of space debris larger than four inches.

Could It Have Come From Within?

Glass from the shattered windshield of United Flight 1093
Shattered glass is strewn all over the flight deck on United Flight 1093 following impact | IMAGE: @xJonNYC via X

There’s another possibility: the damage might have come from inside the windshield itself. Commercial airliner windshields are multilayered, built from multiple panes of glass and plastic laminate bonded together with embedded heating elements. Those heating systems prevent ice buildup at altitude but can occasionally malfunction.

When that happens, electrical arcing can leave scorch marks and sudden cracks. The sound of such an event is loud enough to startle crews, and flying shards can injure pilots. However, this type of internal failure wouldn’t explain the sheared rivets, or why the impact appeared to come from the outside.

United’s Response

United issued a brief statement:

“On Thursday, United Flight 1093 landed safely in Salt Lake City to address damage to its multilayered windshield. We arranged for another aircraft to take customers to Los Angeles later that day, and our maintenance team is working to return the aircraft to service.”

United Airlines Statement on Flight 1093

The airline referred further questions to the NTSB. Meanwhile, N17327 was ferried to Chicago/Rockford International Airport (RFD) for inspection and repairs.

A passenger from United Flight 1093 speaks out about the experience.

Theories, Speculation, and the Unknown

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The bloodied forearm of the captain of United Flight 1093 | IMAGE: @xJonNYC via X

Was it a rogue vulture wandering thousands of miles from home? Another Chinese spy balloon? A fleck of orbital junk reentering the atmosphere? A meteorite fragment too small to vaporize but large enough to do damage? A drone? Weather balloon? Or something else entirely? ::cue X-Files music::

Whatever “it” was, it left scorch marks, shattered glass, an injured captain, and more questions than answers.

If this turns out to be space debris, it would be a first in aviation history and a sobering sign that the skies are growing more crowded not just with airplanes, but with fragments of our technological past orbiting overhead.

Until the investigation concludes, one thing is certain: something hit a 737 MAX 8 flying high above Utah, and no one knows what.

With the NTSB involved, we will keep an eye out for updates and will be following the story of United Flight 1093 very closely.

What Happens When Private Jet Luxury Meets Airline Scale? Meet Magnifica Air, the New US Luxury Airline Launching in 2027

Dave Hartland
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What Happens When Private Jet Luxury Meets Airline Scale? Meet Magnifica Air, the New US Luxury Airline Launching in 2027

A new American airline is taking shape with an ambitious plan to bridge the gap between private jet exclusivity and first-class commercial travel. 

Magnifica Air, a Florida-based startup, officially unveiled its concept at the 2025 NBAA-BACE Convention in Las Vegas last week, and if all goes according to plan, the carrier could begin flying passengers by late 2027.

The company’s mission is simple yet bold: to make private-jet-style travel accessible to a wider audience, offering a high-end, all-first-class experience at a fraction of the charter price. Led by CEO Wade Black, Magnifica Air will operate as a Part 121 scheduled carrier and aims to deliver what Black calls “luxury travel that is seamless, personal, and unforgettable.”

“Magnifica Air is pioneering a new space between private aviation and first-class commercial travel,” said Black. “We combine the privacy and intimacy of a private jet with the cultural relevance and operational scope of a world-class airline. This is more than transportation—it’s a movement, redefining how discerning guests experience the skies.”

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Luxury Air Travel: Redefining Your Journey

Launch Plans and Fleet Details

Artist rendering of a Magnifica Air Airbus A321neo
Artist rendering of a Magnifica Air Airbus A321neo | IMAGE: Comlux
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Magnifica Air plans to launch with a fleet of six Airbus aircraft, including four A220-300s and two A321neos. The aircraft are being leased through long-term agreements with Air Lease Corporation (ALC) and Azorra, with deliveries expected to begin in early 2027.

The jets will be sent to Comlux—a Swiss completion specialist known for its work on VIP and head-of-state aircraft—for luxury cabin conversions. These modifications will include hand-crafted seating, adaptive lighting, gourmet dining, and lie-flat first-class suites.

Magnifica private on-board lounge
Rendering of an onboard lounge | IMAGE: Comlux

The A220s will feature around 54 lay-flat seats and two private suites, while the A321neos will have 44–46 seats, including four private suites and a rear in-flight lounge. There will be no overhead bins, giving the cabins a spacious, minimalist look more reminiscent of a Gulfstream than a traditional airliner.

“Air Lease is pleased to lease these new Airbus A220s and A321neos to Magnifica Air and be the first to provide brand-new aircraft to the airline,” said David Beker, Executive Vice President of Air Lease Corporation. “Magnifica plans to use them to redefine luxury air travel by making the journey on our aircraft a destination itself.”

Seats on Magnifica Air Airbus aircraft
Seats on Magnifica Air’s Airbus aircraft will be handcrafted and capable of reclining into a fully lie-flat position | IMAGE: Magnifica Air
Seats on Magnifica Air
Seats on Magnifica Air’s Airbus aircraft will be handcrafted and capable of reclining into a fully lie-flat position | IMAGE: Magnifica Air
Rendering of Magnifica Air interior
Artist rendering of a Magnifica Air cabin interior | IMAGE: Comlux

The company’s partnership with Azorra also includes the purchase of two ex-EgyptAir A220s. The first will arrive at Comlux’s Indianapolis facility in December 2025 for an 18-month fit-out process, followed by the second in early 2027. Both types will use Pratt & Whitney geared turbofan engines, and while Black acknowledged the previous reliability issues that led EgyptAir to retire the type, he added that the Azorra collaboration “puts us in pretty good shape.”

A Focus on Experience, Personalization, and Wellness

Magnifica Air flight boarding at a private terminal (rendering)
Magnifica Air flight boarding at a private terminal (rendering) | IMAGE: Magnifica Air

Magnifica’s model borrows elements from hybrid private-commercial aviation providers like JSX and Aero, but aims for a more upscale, personalized approach. Travelers will be picked up by black car service at home, greeted by name, and whisked directly to private terminals. A white-glove concierge will take luggage, and TSA-approved screening will be handled privately.

Guests will arrive just 30 minutes before departure, enjoy curated dining and wellness experiences in private lounges, and board via sprinter van or private ramp walk.

Magnifica Air will feature black car service
Magnifica Air includes Black Car service | IMAGE: Magnifica Air

Once onboard, technology will drive personalization. Every guest’s preferences, from favorite meals and seat temperature to lighting and entertainment, will be pre-loaded into the system. Magnifica calls this the “curated journey,” where every touchpoint feels familiar and comfortable.

Upon arrival, baggage will be hand-delivered within 10–15 minutes, chauffeurs will be waiting curbside, and post-flight services will include lounge refresh opportunities and concierge follow-ups.

The airline will also debut “The Seven Club”, a membership-based loyalty program featuring Family and Corporate tiers. Members can choose among four levels—Airspace D, C, B, and A—and enjoy guaranteed fixed pricing, exclusive events, and full-service concierge access.

Sustainability as a Founding Principle

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Artist rendering of a Magnifica Air Airbus A220-300 | IMAGE: Magnifica Air

Sustainability is deeply embedded in Magnifica Air’s design philosophy. The airline will be carbon-neutral from day one, integrating over seven million gallons of Sustainable Aviation Fuel (SAF) into its annual operations. It plans to start operations with a 50 percent SAF blend and achieve 100 percent SAF usage by 2030.

Beyond fuel, Magnifica will incorporate solar-powered lounges, a carbon offset program, and eventually hybrid-electric aircraft as part of its long-term fleet evolution.

“We don’t think of wellness or sustainability as add-ons,” said Black. “They are built into every layer of the Magnifica Air experience.”

The company will also introduce the world’s first commercial-scale surface purification system and a cabin air humidification system designed to help passengers feel more rested and refreshed after a flight.

Routes, Growth, and the Road Ahead

Magnifica Air Airbus A321neo
Magnifica Air Airbus A321neo | IMAGE: Magnifica Air

Magnifica Air expects to obtain its FAA Part 121 certificate by late 2026 and become fully operational by the third quarter of 2027. Initial routes will connect Miami, Fort Lauderdale, Palm Beach, New York, Chicago, Dallas, Houston, Los Angeles, and San Jose, with seasonal service to Napa Valley and, eventually, the Caribbean.

Pricing will reflect the exclusivity. A one-way ticket is expected to cost roughly $20,000 to $25,000, according to Black. The airline will initially operate six to seven daily departures and expects to grow its fleet to 25 aircraft within four years.

Magnifica Air is backed by $150 million in initial capital from CIG Companies, its renewable energy-focused parent firm, and is currently in talks with additional investor groups.

For now, Magnifica plans to focus on intra-US travel. 

“The temptation to fly internationally first provides additional complexity,” Black explained. “We will start domestically, build our program here, and grow from there.”

Magnifica’s long-term vision includes 50 aircraft and a mix of scheduled flights, VIP charters, and curated experience trips tied to major cultural and sporting events like Art Basel and Formula 1.

With predictive safety analytics, a “Collaborative Just Culture” for employees, and one spare aircraft for every four in service, Black says the airline is “designed for resilience and consistency.”

And while others have tried to launch luxury carriers before, he believes Magnifica Air’s foundation is stronger. “Previous entrants weren’t properly capitalized,” he said. “We are.”

Magnifica Air Will Give the Ultra-Premium Segment a Brand New Way to Fly

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IMAGE: Magnifica Air

Magnifica Air is positioning itself as a hybrid between Gulfstream comfort and Delta reliability, blending high-touch hospitality with large-aircraft economics. Its promise is not just to move passengers from city to city, but to make the journey itself the destination.

In that sense, Magnifica Air draws obvious comparisons to JSX, another US operator that has carved out a niche with private-terminal service and crowd-free flying. But while JSX uses converted Embraer regional jets seating 30 passengers, Magnifica is taking a different route by using larger Airbus A220s and A321neos with spacious cabins that allow for lie-flat seating, private suites, and dedicated lounges on board.

CEO Wade Black believes this difference in scale and design will set Magnifica apart. “I’ve always felt like smaller regional jets weren’t the right platform for what we’re trying to do,” he said during a press briefing at the 2025 NBAA-BACE Convention in Las Vegas. “Space is part of the experience. You can’t deliver true luxury in a cabin that feels tight.”

Magnifica Air website screenshow
IMAGE: magnificaair.com

By marrying the comfort and personalization of private aviation with the operational scope of a major airline, Magnifica Air aims to occupy a new space in the US market: one that sits above first class but below private charter, appealing to travelers who value privacy, efficiency, and indulgence in equal measure.

You can follow the carrier’s journey to launch via the Magnifica Air website.

If all goes to plan, Magnifica Air could become what JSX pioneered on a smaller scale, a new class of air travel for those who believe flying should still feel special.

We’ll be watching. And saving our pennies. 

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