Dollywood travelers can clock out and board Flight 925, Allegiant’s Dolly Parton-themed route to the Smokies.
The guitar riff is unmistakable. The coffee is strong. The alarm clock is judging you.
For decades, Dolly Parton’s “9 to 5” has been the unofficial anthem of the working grind. This November, though, one airline is flipping the script by turning clock-in time into departure time.
On 6 November 2026, Allegiant Air will operate Flight 925 from Orlando Sanford International Airport (SFB) to McGhee Tyson Airport (TYS) — a not-so-subtle nod to Dolly’s 1980 hit. The carrier has dubbed it “Destination Dollywood,” and yes, the flight number is the whole point (9 to 5…Flight 925…get it?).
✈️ COMING SOON: DESTINATION DOLLYWOOD ✈️
We’re teaming up with @Dollywood to host our first-ever Dollywood super fan flight—Flight #925: Destination Dollywood. Departing Orlando/Sanford and arriving in Knoxville on Friday, November 6, passengers will be treated to an… pic.twitter.com/Zqj8G4oASk
According to Allegiant’s announcement, this won’t be a standard board-and-go affair. Themed gate celebrations at SFB will feature live entertainment direct from the park, trivia, specialty food and drinks, and exclusive merchandise. The festivities continue onboard, turning what is normally a straightforward Florida-to-Tennessee hop into a flying pre-party for the Smokies.
Entrance to the Dollywood Smoky Mountain Christmas | IMAGE: Dollywood
Passengers who also purchase admission to Dollywood will receive additional perks the following day – 7 November – during Smoky Mountain Christmas, including complimentary exclusive ride time, reserved show seating, special treats, and other surprises. Dollywood’s Smoky Mountain Christmas has been named Best Theme Park Christmas Event 15 times by Amusement Today’s Golden Ticket Awards, according to the park.
“Flight 925 is all about embracing the joy of travel,” Drew Wells, Allegiant’s Chief Commercial Officer, said in the announcement. “Partnering with Dollywood Parks & Resorts allows us to deliver a unique experience that reflects the best of both brands: great value, unforgettable moments, and the chance to create memories from the second you step on board.”
Flight 925 is all about embracing the joy of travel.
Drew Wells | Allegiant COO
Eugene Naughton, President of Dollywood Parks & Resorts, called it the park’s first-ever themed flight collaboration. Guests aboard Flight 925, he said, will enjoy “a fast—and fun—way to reach the Smokies,” including access to the new NightFlight Expedition coaster and a Christmas festival featuring more than six million lights.
Travelers who want the full experience can also book discounted lodging at Dollywood’s DreamMore Resort and Spa or HeartSong Lodge & Resort, with up to 25 percent off Nov. 6 and 7 stays, a $100 resort credit, two park tickets with complimentary TimeSavers, and trolley transportation to the park.
A Leisure Airline Doing Leisure Things
IMAGE: Allegiant
Strip away the rhinestones, and it’s still classic Allegiant.
Founded in 1997, the Las Vegas-based airline built its business model around nonstop leisure routes linking smaller cities to vacation destinations. Knoxville has been one of Allegiant’s operating bases since 2018, making a Smoky Mountains tie-in feel less like a marketing stunt and more like brand consistency.
The announcement also lands during a major corporate chapter. In January 2026, Allegiant Travel Company revealed an agreement to acquire Sun Country Airlines in a cash-and-stock transaction valued at approximately $1.5 billion. The merger is expected to close in the second half of 2026 pending shareholder and regulatory approval. Until a single FAA operating certificate is issued, both airlines will continue operating separately.
Clock Out. Board 925.
Ad from Allegiant promoting Flight 925 to Dollywood | IMAGE: Allegiant
Allegiant also extended its schedule through November 2026 as part of the announcement, giving travelers a chance to begin planning holiday season travel. I know, I know…it’s only February. But, as John F. Kennedy once said, the best time to repair a roof is when the sun is shining.
Flight #925 isn’t really about network strategy or corporate filings. It’s about the moment the boarding door closes, the engines spool, and the workday fades somewhere below FL300.
For one November departure, “working 9 to 5” becomes flying 925. The Smokies are waiting.
The twin-engine L-1011 was studied long before ETOPS reshaped aviation. Here’s why Lockheed’s TwinStar concept never flew.
The Lockheed L-1011 TriStar is remembered as one of the most technologically ambitious widebodies of its era. Its quiet cabin, advanced autoland capability, and distinctive S-duct made it one of the most recognizable airliners of the 1970s and 1980s.
But did you know that the TriStar began as a twin-engine concept?
In response to American Airlines’ 1966 requirement for a widebody domestic airliner, Southern California neighbors Lockheed and McDonnell Douglas jumped at the opportunity. While McDonnell Douglas began planning for what would eventually become the DC-10, Lockheed initially studied a twinjet design sometimes referred to in company materials as the CL-1011 (the “CL” stood for California Lockheed). The concept envisioned a short- to medium-haul twin-aisle aircraft powered by two high-bypass turbofans.
Very early concept of a twin-engine L-1011 | IMAGE: Lockheed/Flight Path Museum Archives
However, engine technology and regulatory constraints shaped the final configuration. Powerplant technology at the time was still maturing in terms of thrust and reliability. At the same time, the FAA’s “60-minute rule” limited twin-engine aircraft to routes within 60 minutes of a diversion airport. For airlines seeking maximum route flexibility, particularly overwater or transcontinental segments, this restriction was significant. Performance requirements for hot-and-high airports and shorter runways also weighed heavily.
Lockheed ultimately adopted a trijet configuration, adding the tail-mounted engine and S-duct that became the TriStar’s signature feature.
Revisiting the Twin: Early 1970s Studies
Lockheed’s comparison of the L-1011 TriStar and the proposed twin-engine -600 variant | IMAGE: Lockheed
By the early 1970s, engine performance had improved and airline economics were shifting. Several sources indicate that Lockheed revisited the idea of a twin-engine derivative of the TriStar.
IMAGE: Lockheed/Flight Path Museum Archives
One study often referenced in enthusiast and archival discussions is the so-called CL-1600 or Model 1600. This appears to have explored removing the center engine from the existing TriStar airframe in pursuit of lower operating costs and simplified maintenance. Period accounts suggest the company believed significant cost reductions could be achieved by eliminating one engine and its associated systems.
Some secondary sources suggest that such concepts may have been informally discussed with carriers including Air Canada, though documentation of formal proposals remains limited in publicly accessible archives.
These studies did not progress to a launched program. Removing the tail engine from an aircraft structurally and aerodynamically optimized around a trijet configuration posed nontrivial engineering challenges.
Prototype of the Airbus A300 | IMAGE: San Diego Air and Space Museum
It is worth mentioning that while Lockheed was conceptualizing a widebody twin-engine aircraft based on the TriStar, Airbus Industrie GIE (now Airbus) launched its A300 program. The A300, which closely resembled what a twin-engine TriStar would have looked like, first flew in October 1971 and was introduced into service with Air France in May 1974.
It would become the world’s first twin-engine, twin-aisle, widebody airliner, and featured a 2-4-2 seating configuration. It carried between 250-300 passengers, except up to nearly 370 passengers in a high-density configuration.
The L-1011-600: TwinStar or BiStar
The twin-engine L-1011 concept known as the L-1011-600 | IMAGE: Lockheed
The most detailed twin-engine proposal associated with the TriStar is generally identified as the L-1011-600, sometimes referred to in period illustrations and later discussions as the “TwinStar” or “BiStar.”
Developed in the mid-1970s as part of an extended family of projected TriStar variants, the -600 was envisioned as a two-engine widebody optimized for shorter-haul routes. The only member of the L-1011 family to reach production was the Lockheed L-1011-500.
Available summaries of the -600 concept describe:
Two underwing Rolls-Royce RB211-524 series engines in the 50,000-pound thrust class
Elimination of the center tail engine
Wing refinements tailored to twinjet operation
Alternative vertical stabilizer studies, including a faired-over S-duct configuration and a more conventional twinjet-style fin
Conceptual drawing of a TWA twin-engine L-1011-600
Proposed seating appears in most accounts as roughly 174 to 200 passengers, with a projected range in the neighborhood of 2,700 nautical miles. These figures should be understood as conceptual targets rather than certified specifications.
IMAGE: Lockheed/Flight Path Museum Archives
Artist renderings, three-view drawings, and desk models of the -600 circulated during the study period. However, no launch customer emerged, and there is no evidence that the design progressed beyond advanced study and marketing exploration.
So…Why Wasn’t it Built?
A rendering of the twin-engine L-1011 TwinStar concept | IMAGE: Lockheed/Flight Path Museum Archives
The reasons span two distinct eras of aviation development.
In the 1960s, regulatory restrictions (such as the FAA’s “60 minute rule”) and engine-performance realities favored three- and four-engine configurations for widebody aircraft. By the time engines such as the RB211-524 made high-capacity twinjets more viable, the competitive landscape had changed dramatically.
The Airbus A300 had entered service. The Boeing 767 was on the horizon as a clean-sheet twin optimized from inception for two-engine operation. Meanwhile, the TriStar program had faced significant delays and financial strain, including the well-documented impact of Rolls-Royce’s bankruptcy during engine development.
Airlines evaluating fleet decisions increasingly favored either proven existing types or entirely new-generation aircraft rather than heavily re-engineered variants. Lockheed ultimately chose to withdraw from the commercial airliner market and concentrate on military programs.
As a result, no twin-engine L-1011 was ever built or flown. No production variant was certificated. Later speculative designations and engine upgrade scenarios remain hypothetical and are not supported by documented Lockheed program launches.
The TriStar’s Legacy — And Its Last Flying Example
United Airlines briefly operated six Lockheed L-1011-500s from 1986 to 1989 after acquiring them from Pan Am as part of its Pacific division purchase, using them primarily on trans-Pacific routes such as San Francisco to Tokyo and Honolulu. Although United had once ordered the TriStar in the 1970s, it ultimately preferred the DC-10, and the L-1011s were treated as a temporary addition before being sold to Delta Air Lines.
While the TwinStar never materialized, the TriStar itself left a remarkable legacy. It is a legacy we have covered extensively here at Avgeekery.
Built between 1968 and 1984, Lockheed produced around 250 of the type, operated by carriers ranging from TWA and Delta to Cathay Pacific. Despite its advanced design, early engine supplier delays and associated cost overruns slowed entry to market and opened the door for competitors like the McDonnell Douglas DC-10 to win early sales. Lockheed never managed to reach the production volumes it needed for commercial profitability, ultimately withdrawing from the civilian aircraft industry.
From the F-18 Chase Plane, photos of the Pegasus XL CYGNSS during its first launch attempt on 12/12/2016, ending in a scrub of the mission for the day. Stargazer is the last L-1011 TriStar in operation today | IMAGE: Northrop Grumman
That legacy continues in a unique way: one L-1011 remains airworthy today. The aircraft known as Stargazer — delivered in 1974 and originally operated by Air Canada — has been modified and operated as a peg-launched rocket mothership under companies now part of Northrop Grumman. As of 2026, Stargazer is the only L-1011 still flying and regularly performs missions out of Mojave Air and Space Port (MHV) in California, carrying Pegasus launch vehicles to altitude before release.
An Aviation What-If
Straight out of the atomic age: a conceptual drawing of the proposed twin-engine L-1011 TwinStar | IMAGE: Lockheed/Flight Path Museum Archives
The twin-engine L-1011 remains one of commercial aviation’s more intriguing “what might have been” stories.
The concept was born during a transitional moment in commercial aviation when widebody design philosophy was making the transition from tri- and quad-engine configurations toward the twinjet dominance that would define later decades. The studies were real. The renderings existed. The engineering was explored.
But the market moved faster than the concepts.
In the end, the TriStar’s third engine became its defining trait, and the twin remained a concept confined to drawings, desk models, and the margins of aviation history.
The DOT and FAA are requiring airlines to certify that pilot hiring is merit-based in accordance with new federal policy.
US Transportation Secretary Sean P. Duffy on Friday announced that the Federal Aviation Administration (FAA) is issuing a new mandatory Operations Specification (OpSpec) requiring commercial airlines to formally certify that pilot hiring is based exclusively on merit. The directive applies to all certificate holders operating under 14 CFR Part 121, which includes US airlines conducting scheduled passenger and cargo operations.
The new mandate, designated OpSpec A134, is titled “Merit-Based Pilot Hiring.” According to FAA Notice N 8900.767, published 13 February 2026, “The certificate holder shall ensure pilot hiring is exclusively merit-based to fulfill its duty to provide the highest possible degree of safety in the public interest.” The FAA is relying on its authority under 49 U.S.C. § 44701(b) and (d), federal law that allows the agency to establish safety standards for commercial carriers.
What the New OpSpec Requires
OpSpec A134 – Merit-based pilot hiring document | IMAGE: FAA
Under the notice, Principal Operations Inspectors must notify Part 121 carriers within two business days of publication. Airlines may submit written information within seven days. The FAA will then determine whether to adopt, partially adopt, or withdraw the amendment, with OpSpec A134 to be issued no later than 30 days after that determination.
The FAA states in the notice that “operational safety of 14 CFR part 121 air carriers is fundamentally dependent upon the knowledge and proficiency of its flight crewmembers.” It further notes that existing training standards under Part 121 subparts N, O, Y, and appendices E and F establish rigorous qualification requirements, and that effectiveness is enhanced when new hires enter training with a verified baseline of technical knowledge, cognitive skills, and piloting experience aligned with the carrier’s operating environment.
The agency also ties the hiring requirement to Safety Management Systems, stating that merit-based hiring can provide proactive inputs to an operator’s SMS and strengthen risk management processes.
Statements from DOT and FAA Leadership
U.S. Department of Transportation Secretary Sean Duffy speaks to students at the FAA Air Traffic Controller Academy in Oklahoma City, Okla. on 27 Feb 2025 | IMAGE: Secretary Sean Duffy on X
Secretary Duffy framed the announcement around passenger confidence and safety.
“When families board their aircraft, they should fly with confidence knowing the pilot behind the controls is the best of the best,” Duffy said. “The American people don’t care what their pilot looks like or their gender—they just care that they are [the] most qualified man or woman for the job. Safety drives everything we do, and this commonsense measure will increase transparency between passengers and airlines.”
“At the FAA, the safety of passengers is our number one priority,” said Bedford. “It is a bare minimum expectation for airlines to hire the most qualified individual when making someone responsible for hundreds of lives at a time. Someone’s race, sex, or creed has nothing to do with their ability to fly and land aircraft safely.”
Someone’s race, sex, or creed has nothing to do with their ability to fly and land aircraft safely.
Bryan Bedford | FAA Administrator
According to the DOT announcement, the action is in accordance with President Donald J. Trump’s Executive Order 14173, titled “Ending Illegal Discrimination and Restoring Merit-Based Opportunity,” as well as a related Presidential Action titled “Keeping Americans Safe in Aviation,” both issued 21 January 2025.
Scope and Context of the Mandate
American Airlines pilots | IMAGE: American Airlines
The OpSpec applies specifically to 14 CFR Part 121 certificate holders, which, in practical terms, covers U.S. carriers operating regularly scheduled commercial passenger and cargo flights. The DOT stated that while the FAA has previously raised performance standards and revised prior directives, “allegations of airlines hiring based on race and sex remain,” prompting the new certification requirement. The department did not cite specific evidence of current non-compliance in its announcement.
Pilot hiring standards have been part of an intense – and sometimes contentious – industry conversation in recent years. As airlines work to address pilot shortages and long-term workforce development, many carriers and aviation organizations have launched programs aimed at expanding access to aviation careers for underrepresented groups. At the same time, some critics have questioned whether diversity-focused initiatives could influence hiring decisions beyond traditional qualification metrics.
That debate has played out across industry conferences, recruiting campaigns, union discussions, and social media, placing pilot hiring squarely in the spotlight well before this latest FAA directive.
For operators and the public, the notice is available through the FAA’s website and the Dynamic Regulatory System. Questions regarding the notice may be directed to the FAA’s Air Transportation Division, according to the publication.
As with all FAA Operations Specifications, OpSpec A134 becomes part of the regulatory framework governing airline operations. The focus, according to both DOT and FAA leadership, remains on safety, qualifications, and maintaining what the agency describes as “the highest possible degree of safety in the public interest.”
UPDATE 3 9:31am ET: Multiple sources have shared information on why the FAA acted to close El Paso airspace. @OSINTdefender on X reports that drug cartel drones violated US airspace. Military electronic warfare measures were used to down the drones. While the drones were disabled, there were initial concerns about the safety to aircraft in the area. It appears that those concerns have been mitigated.
FAA Lifts Closure of El Paso Airspace 22
UPDATE 2 9:03am ET: In a post on X, the FAA has lifted the restrictions on El Paso airspace, effective immediately. We’re sure there is more to this story. We’ll keep you updated.
FAA Lifts Closure of El Paso Airspace 23
UPDATE 1 8:44am ET: CNN aviation contributor Pete Muntean (x:@petemuntean) cited a source that the FAA released the NOTAM because the military could not guarantee the safety of aircraft during military operations at Biggs Army Air Field and Fort Bliss.
Original story: In a move widely seen as unprecedented, the FAA has issued a NOTAM that closes the El Paso airspace to all aircraft below FL180. The NOTAM is effective for 10 days. It was issued on the evening of Feb 10, 2026 and seems to include all airlines, cargo, general aviation flights, and even military flights. The NOTAM cites “Special Security instructions” as the reason behind the NOTAM.
The temporary flight restriction also includes airspace in neighboring New Mexico. It notably does not include airspace in neighboring Juarez, Mexico.
The U.S. Federal Aviation Administration (FAA) issued a Notice to Airmen (NOTAM) Wednesday morning entirely closing the airspace over the Western Texas city of El Paso for the next ten days, citing “special security reasons,” while classifying a large area over both El Paso and… pic.twitter.com/UIcwVo7PAy
Since El Paso airspace includes the El Paso airport and Biggs Army airfield, El Paso International Airport put out an advisory on their Facebook page about the restriction. It states that all flights are halted from February 10th at 11:30pm until February 20th at 11:30pm.
FAA Lifts Closure of El Paso Airspace 24
El Paso Airspace NOTAM is unprecedented
A NOTAM like this is unprecedented in US aviation. Even after September 11th, 2001 airspace was only closed for a total of three days. While the affected area is significantly smaller than September 11th, the rushed nature of the closing, lack of communication to airlines and cargo operators, and the length of the effective NOTAM is interesting. Over the next few hours, we hope to learn additional information about the closure, the rationale behind it, potential exceptions, and how those affected by it will be accommodated.
A NOTAM of this magnitude either represents something very serious in terms of national security or it was a major mistake. The fact that the NOTAM was not rescinded or edited overnight suggests the former.
Many open questions
The FAA NOTAM will have many repercussions for the local El Paso area and the nation. It also leaves many unanswered questions. El Paso is a geographically isolated area. While the NOTAM is not large in size, El Paso residents do not have another commercial airport within 3 driving hours from the city.
Will the NOTAM evolve to allow emergency medical flights or even permit commercial flights? Can airlines and operators gain one time exceptions to ferry their aircraft outside of El Paso airspace? Is there a military exception? While doubtful, will affected residents and companies be compensated for the countless cancellations and affected plans? At this point, no one knows.
The Boeing 747-8 Required More Space, More Power, More Materials – More of Just About Everything You Can Think Of
When Boeing Commercial Airplanes built the 747-8I and 747-8F wide-body airliners, the sheer scale of the process was lost on most casual observers. The aircraft’s immense size meant that manufacturing methods used on smaller jets simply did not apply. From tooling to materials handling, nearly every step had to be rethought.
A documentary produced by the National Geographic Channel offered a rare look inside the process, detailing not only how these massive aircraft were assembled, but also how they were engineered, tested, and refined. The program explored the history of the 747 family and highlighted the unique challenges of producing the final and largest iteration of the Queen of the Skies.
The Boeing 747-8 was the final series of large, long-range wide-body airliners in the Boeing 747 family. It was the largest variant of the 747 and ultimately the largest aircraft Boeing ever produced. Following the success of the 747-400, Boeing explored several larger 747 concepts as potential competitors to the proposed double-deck Airbus A3XX, later developed as the Airbus A380.
Initially known as the 747 Advanced, the aircraft was officially launched as the 747-8 on November 14, 2005. The designation reflected its technological ties to the then-new 787 Dreamliner, particularly in aerodynamics, materials, and engine technology. At the time of launch, Boeing forecast a market for approximately 300 aircraft.
The 747-8 program represented the third major generation of the 747 series. It featured a significantly lengthened fuselage, redesigned wings, and improved overall efficiency compared to earlier models. It also became the largest commercial aircraft ever built in the United States.
First Flights and Entry Into Service
Image Courtesy Boeing Commercial Airplane Company
The freighter variant, designated the 747-8F, made the series’ maiden flight on 8 February 2010. The passenger version, known as the 747-8I Intercontinental, followed with its first flight on 20 March 2011.
Deliveries of the freighter began in October 2011, while the passenger variant entered commercial service in June 2012. As the program matured, it became clear that the 747-8 would find far greater success as a cargo aircraft than as a passenger jet.
Design, Performance, and Capability
Subtle design differences set the 747-8 apart from earlier variants | IMAGE: By Aktug Ates – Gallery page https://www.jetphotos.com/photo/7762446Photo https://cdn.jetphotos.com/full/3/98870_1390969503.jpg, GFDL 1.2, https://commons.wikimedia.org/w/index.php?curid=31484773
The 747-8’s fuselage was stretched by 18 feet, bringing the total length to 250 feet and making it the longest airliner ever to enter service. While it retained the basic structural design and wing sweep of earlier 747s, the aircraft featured a deeper, thicker wing that enabled greater fuel capacity. Larger raked wingtips further improved aerodynamic efficiency.
Boeing 747-9 GEnx turbofans | IMAGE: By Gleb Osokin – CC BY-SA 3.0 – https://commons.wikimedia.org/w/index.php?curid=28641209
Power came from a smaller, more efficient version of the General Electric GEnx turbofan engine, derived from the 787 Dreamliner. The engines were easily recognizable by their chevron-edged nacelles, which reduced noise and improved efficiency. These upgrades increased the aircraft’s maximum takeoff weight to 975,000 pounds, making the 747-8 the heaviest airliner Boeing ever built.
The 747-8F, with its shorter upper deck, was capable of hauling up to 308,000 pounds of payload over a range of 4,120 nautical miles. The 747-8I Intercontinental could carry approximately 467 passengers in a typical three-class configuration and fly up to 7,790 nautical miles.
A Lufthansa Boeing 747-8 from Frankfurt (FRA) lands at LAX on 22 June 2024 | IMAGE: Dave Hartland
Production and Program Conclusion
Between 2008 and 2023, Boeing delivered a total of 155 747-8 aircraft. That total included 107 freighters and 48 passenger airliners. Demand skewed heavily toward cargo operators as airlines increasingly favored more efficient twin-engine widebodies for long-haul passenger service.
Born in a Different Era, the Legendary Boeing 747 Changed Aviation Forever
Prototype Boeing 747 on her first flight on 9 February 1969 | IMAGE: Boeing
The Boeing 747 program originated in the mid-1960s as global air travel demand surged. Boeing, led by chief engineer Joe Sutter, developed the aircraft in response to Pan American World Airways’ requirement for a jet roughly 2.5 times larger than the 707 in order to reduce per-seat operating costs. Pan Am’s landmark order for 25 aircraft in April 1966 prompted Boeing to construct its massive factory in Everett, Washington.
Prototype Boeing 747 taking off on her maiden flight on 9 February 1969 | IMAGE: Boeing
The original 747 design introduced revolutionary features, including the distinctive upper-deck hump, initially conceived to allow forward cargo loading in a future freighter role, and powerful high-bypass turbofan engines. The prototype first flew on 9 February 1969, received FAA certification in December of that year, and entered service with Pan Am on 22 January 1970.
Over the decades, the 747 family evolved through multiple variants. The 747-100 and 747-200 improved range and reliability, followed by the stretched-upper-deck 747-300 in the 1980s. The highly successful 747-400 entered service in 1989, introducing advanced avionics, extended range, and a two-crew flight deck.
The 747-8 series, introduced around 2010, represented the final chapter. While it modernized the iconic design with improved aerodynamics, engines, and systems, it ultimately reflected a shifting market that favored more efficient twin-engine aircraft such as the 777 and 787. In total, Boeing produced 1,574 747s across all variants, including the prototype, over a 54-year production run.
The end of the 747-8 was a bittersweet moment for all of us who live and breathe aviation. It was the conclusion of an era that permanently reshaped global air travel and cargo transport, sped up by a global pandemic and rapidly changing economics and technology.
We throw the word “legendary” around a lot these days. But that’s exactly what the Boeing 747 was and always will be.
Love Live the Queen!
Building the Boeing 747-8: A Look Inside the Final Jumbo Jet 33
In the history of big professional sports games few moments stand out as much as the National Anthem flyover. It’s a moment of patriotism, unity and pride that all can celebrate. Plus it is simply the coolest moment of the game – we think anyway. It’s the Super Bowl flyover.
Tonight’s Super Bowl flyover will crank it up a notch. It’s America’s 250th birthday, and so what better way to honor it at the biggest game of the year by doing it with both the Air Force and Navy together?
A B-1 bomber from Ellsworth AFB will lead the joint Super Bowl flyover formation on Feb 8, 2026
Super Bowl Flyover: 8 Aircraft will fly, call sign DRAGO
Eight aircraft will be participating. Call sign DRAGO. A B-1 bomber from Ellsworth AFB will lead a formation of 7, the rest all from California units. Two F-15C Eagles from the 144th Fighter Wing (CA Guard) will join the BONE, along with two Navy F-35C Lightning IIs from VFA-97 and two F/A-18 Super Hornets from VFA-2. Another B-1 will scream in from behind the formation, burners raging.
The Air Force will be live-streaming the flyover from their perch on the stadium roof. Tune in here starting 6:15pm eastern.
Super Bowl flyover details.
We had a chat with the Air Force and one of the B-1 crews about it a few days ago. Most importantly, we asked TOP OFF, one of the B-1 crew, if they will hit the afterburners? He simply said, “god gave the B-1 four afterburning engines for good reason”.
A few hours later, in Friday’s rehearsal, the second B-1 went full burners and set car alarms off for miles around Levi ‘s stadium. That answers THAT question!
A year of planning
The big flyover has been in planning for some time. It’s a nationwide effort, that will also require aerial refueling tankers for the B-1 bombers flying round-trip from South Dakota.
“The Air Force has been involved in the planning for about a year,” said Katie Spencer, sports outreach program manager for the Department of the Air Force out of the Pentagon. “When we were figuring out what we wanted the flyover to look like, we worked with Dept of War and thought a joint flyover would be really great to celebrate America 250, and so the Navy came in.”
Two F-15C Eagles from the 144th Fighter Wing California Air National Guard are in the formation, replacing two F-22 Raptors who had to back out due to operational needs. Photo by Mike Killian
It’s very rare to see an Air Force-Navy joint flyover of a Super Bowl, but it’s not the first time. In 2005, Air Force Raptors joined Navy Hornets for Super Bowl XXXIX in Jacksonville. An incredibly rare sight for the public and tax payers, as well as any adversaries watching this airpower flex with multiple units from different locations all hitting a specific time on target. Down to the second.
“We’re really excited to see how all of this planning has come together to make this formation something truly spectacular,” added Spencer.
Check out our other great football flyover stories:
Image of Super Bowl flyover practice on Friday Feb 6, 2026. Photo by Brandon Schek.
It’s not just a flex on a world stage. The flyover is also valuable real-world training and doesn’t cost tax-payers a dime extra. It’s paid through already allocated training hours.
“Every year these squadrons get their bucket of flight training hours, and use them as they see fit to get their mission done,” says Spencer. “Because you have to be over a stadium at a certain point in time, you have to hit your time over target. There’s no better way to replicate that type of training than with a sports flyover. And when we’re talking about the Super Bowl, it’s high stakes, it’s high stress, and it very much replicates what these pilots feel during combat.”
“We’re all pretty excited, it’s a big honor to fly over the Super Bowl,” said Major “Top Off”, one of the B-1 pilots we spoke with. “We’re planning across multiple sister services, and we’re all at different dislocated locations, so that introduces some challenges in terms of not all being in the same room. It’s excellent training for us because that’s kind of how we fight too, not all from the same base.”
Refueling tankers will be supporting the Super Bowl LX flyover too, helping the B-1 bombers and providing added valuable training. Pictured is a B-1 refueling with a KC-135 (photo by Mike Killian)
We’re getting some night air refueling too, which is good practice for us and a pretty important currency that we track for all of our crews,” adds “Top Off”. “Getting the tankers supporting us in the background is huge.”
Timing the Super Bowl flyover to the exact second
“It’s pretty busy airspace here in San Francisco, so we can’t just go rolling in with no coordination with FAA and ATC. We also make sure that, as all of these jets come from different locations we’re rejoining in the hold appropriately and safely and then getting a nice tight formation ready to go at the appropriate azimuth over the stadium.”
Two Navy F-35C Lightning II jets from NAS Lemoore will be in the formation (photo by Navy Mass Communication Specialist 3rd Class Zachary Eshleman)
Being the lead, the B-1 bomber will have primary responsibility to nail the timing of the flyover, with eyeballs and support from the ground. The national anthem should start between 6:15pm and 6:20pm eastern time.
“We’ll be tuned in with the ground POC,” says Top Off. “We have timing for the anthem, and then the ground POC will be updating the crews based on whether we’re meeting certain time marks in the anthem. There’s somebody that sits in a booth as well that lets us know and keeps track of timing.”
Will the TV network show the Super Bowl flyover more than a second or 2?
In the past, the public has been unhappy with the air time given to Super Bowl flyovers. A noticeable percentage actually change the channel after the flyover is done. Some years however the networks actually show a considerable amount of the flyover, tracking the formation as they come and go.
Super Bowl LV flyover in Tampa, 2021 (photo by Mike Killian)
Neither the NFL or networks guarantee any amount of air time for the Super Bowl flyover, however the DOD does communicate and advocate as much as possible for the flyovers to be shown justice.
“We can’t get guaranteed air time, but we have had lots of conversations with the producers and directors, and they are as enthusiastic about the flyover as we are,” says Spencer. “So we are hopeful that we’re gonna get as much air time as possible. Of course understanding that the flyover is not the main objective of the national anthem. NBC has other requirements, the artists, the players, the flag, the fans, we are are just one piece of a larger operation.”
What message will the Super Bowl flyover send to the American public and the world?
“Flyover are a great display of air power and our military capability, and the fact that we are doing this with Navy and Air Forces really shows our joint interoperability and the fact that these aircraft – regardless of service – can be anywhere, any time in the world to answer the nation’s call,” says Spencer. “We hope this flyover gives the American public a sense of pride and patriotism, and a relief knowing that these warfighters are here to protect and serve.”
“At one of the most-watched events in the world, the flyover at Super Bowl LX is a visible reminder that America’s military remains united, ready, and dominant — 250 years strong.”
– Our sincere thanks to Katie Spencer and TOP OFF for giving us some time to chat this week. We wish all our crews good luck today. If you capture photos or videos of the flyover, pls message us we would love to share, and follow our FACEBOOK PAGE where we post every day!
An Agape Flights Embraer 110 aircraft operated by the Florida-based missions organization has been confirmed lost following a crash in mountainous terrain in Haiti, bringing a tragic end to an overnight search and rescue effort and sending shockwaves through the close-knit aviation ministry community.
Agape Flights CEO Allen Speer delivered the confirmation in a somber update on Friday, 6 February, stating that the organization has confirmed that there were no survivors. The aircraft, an Embraer 110 Bandeirante registered as N316AF, was operating a mission flight when contact was lost on Thursday afternoon, 5 February.
“Today is a day none of us ever imagined having to stand before you like this,” Speer said in a message posted on Agape’s YouTube and social media pages. “It’s with heavy hearts that we want to share an update that has shaken our entire Agape Flights community.”
According to Speer, the aircraft dropped off radar over Jérémie, Haiti, prompting an extensive search and rescue operation that continued through the night and into Friday. The wreckage was ultimately located in the mountainous terrain to the southeast of Jérémie, and while the cause of the crash remains unknown, the outcome is now tragically clear.
Agape Flights Embraer 110 on the runway | IMAGE: Agape Flights
We do not believe that there were any survivors. Our hearts are broken.
Allen Speer | Agape Flights CEO
“What we do know and what we share with you is profound sorrow,” Speer said. “We do not believe that there were any survivors. Our hearts are broken.”
One week after the tragedy, Agape Flights posted an emotional tribute on social media, identifying the two pilots lost in the crash as Patrick Decker and Kory Elleby.
Today, our hearts are broken as we mourn the loss of two incredible men, Patrick Decker and Kory Elleby. Both faithfully answered the call God placed on their lives and gave themselves fully to it. They served with humility, loved without reservation, and ran their race with perseverance. We hold solace in the fact they were welcomed at the gates of Heaven with the words, “Well done, my good and faithful servants.” They were more than Agape Flights pilots. They were our brothers in Christ, devoted servants of God, and men who lived out their faith with sincerity and courage.
Patrick Decker
Patrick was first and foremost a loving and dedicated husband to Kathy for 40 beautiful years and a proud father to their two grown children. His family was the center of his world. If you knew Patrick, you knew how deeply he loved; steadily, faithfully, and without needing recognition. Service wasn’t something Patrick did. It was who he was.
He flew for United Airlines for 40 years, a career that reflected both his incredible skill and his steady confidence in the cockpit. Flying was not just a job to him; it was something he truly loved. One of Patrick’s greatest joys in his final months at United was getting to fly as Captain while his son served as First Officer. Sharing the cockpit together was more than a professional milestone; it was a deeply meaningful season for both of them. To sit side by side, doing what he loved most with one of the people he loved most, was a gift Patrick treasured.
After the tragedy of 9/11, Patrick was among the first pilots granted clearance to return to flying at Ronald Reagan Washington National Airport. That moment required courage and trust, and Patrick carried both with quiet strength. He also volunteered to be a part of a special program within the FAA, taking on the responsibility of protecting others in the face of potential danger. That was Patrick, always willing to step forward when something needed to be done. And as remarkable as his aviation career was, it was only part of his story.
Patrick served as a firefighter for 50 years, including as Fire Chief for Sparta, New Jersey in 1996. For five decades, he ran toward emergencies when others were running away. He led with strength, but also with compassion. When Patrick and Kathy moved to Florida ten years ago, he did not slow down. Nine years ago, he became a volunteer pilot with Agape Flights, and he faithfully served each week in cargo as well. He was the kind of man you could always count on. If something needed fixing, organizing, or just plain doing, Patrick was there. He baked pies for Pie in the Sky. He helped a fellow volunteer install a toilet without hesitation. He showed up early. He stayed late. He never needed applause. He just loved helping.
Patrick and Kathy loved to travel and ride their bikes around town. Wherever they went, joy seemed to follow. You could often hear Patrick before you saw him. His booming, unmistakable voice filling the room, usually followed by laughter. He had a presence that made you feel safe, welcomed, and included. We will miss him more than we can put into words. Patrick lived a life that mattered. Not because of titles or accomplishments, though there were many, but because of the way he showed up for people. He served faithfully. He loved deeply. He gave generously of his time, his strength, and his heart. And that kind of life leaves a mark that will never fade.
Kory Elleby
Kory was a devoted husband, a loving and proud father of two grown sons, a kind-hearted brother, and a caring presence in his mother’s life. He approached life and his call to serve with Agape Flights with wholehearted devotion.
In 2016, he and his wife, Ruthie, relocated from Illinois to Venice, Florida, where they founded Sunshine Electrical Services, Inc. What began as a modest venture grew into a trusted and respected business serving Venice and the surrounding communities. From the outset, Kory built the company on two guiding principles: loving God and serving people well. That commitment was evident in every project, every conversation, and every relationship he cultivated.
Kory flew with Agape Flights for eight years, and aviation was one of his greatest joys. His passion for flying began early, he earned his pilot’s license even before obtaining his driver’s license and flying remained a defining part of his life. He possessed a rare gift for making strangers feel like lifelong friends, leaving people everywhere he went feeling encouraged, valued, and truly seen. Kory carried a servant’s heart into every space he entered and often said that flying with Agape Flights was not simply a role, but his calling that he deeply cherished.
All of us at Agape Flights will miss his kindness, his unwavering humor, and even his bold, unforgettable shirts. Kory faithfully served the Kingdom of God, and his legacy will endure through the countless lives he touched with every encounter.
God called these men to serve, and they responded without hesitation. Though their lives ended in tragedy, their faithfulness and obedience will continue to live long after this moment. They lived everyday with purpose, served God with conviction, and placed their trust fully in the Word of God. Today, we grieve their loss and honor the lives they poured out in service to Him. Our hearts are hurting, yet we hold fast to hope, knowing that these faithful servants are now home, resting in the presence of the One they loved and served so faithfully every flight.
Flight path of the Agape Flights Embraer 110 N316AF | IMAGE: Google Earth
Data from FlightAware provides a partial picture of the aircraft’s final movements, though flight tracking in Haitian airspace can be inconsistent and should be interpreted carefully.
The Embraer 110 began its day at Venice Municipal Airport (VNC) in Florida, the longtime home base of Agape Flights. N316AF departed Venice at 0734 local time bound for North Eleuthera Airport (ELH) in the Bahamas, a common refueling stop for Haiti-bound missionary flights from Florida. The aircraft arrived in Eleuthera at 0905 and departed again at 0936, this time bound for Cap-Haïtien International Airport (CAP) on Haiti’s northern coast.
FlightAware data shows the next leg of the journey listed with estimated times rather than confirmed radar tracking. The aircraft was shown departing Cap-Haïtien at 1318, with a last estimated position near Jérémie at 1351. A subsequent track shows the aircraft first appearing near Jérémie at 1433 local time, with contact lost four minutes later at 1437 over mountainous terrain southeast of the city.
Jérémie lies along the southwestern coast of Haiti’s southern peninsula, roughly 180 miles from Port-au-Prince. It remains unclear whether the aircraft actually landed in Jérémie or was transiting the area when tracking ceased.
The aircraft was built in 1980 and was 46 years old at the time of the accident.
The Embraer 110 Bandeirante holds an important place in aviation history, both globally and within mission aviation. First flown in 1968, the type entered commercial service in the early 1970s and helped propel Embraer into the ranks of major global aircraft manufacturers. Between 1968 and 1990, 501 examples were built in numerous configurations, capable of carrying between 15 and 21 passengers or substantial cargo loads.
Although production ended more than three decades ago, the EMB 110 continued flying well into the modern era. As recently as 2018, approximately 150 examples remained in service worldwide with airlines, air taxi operators, governments, and air forces.
Notably, the Embraer 110 was the launch aircraft for the Irish budget carrier Ryanair.
At Agape Flights, the Embraer 110 was configured for cargo operations and could carry up to 3,000 pounds of supplies. Alongside a Cessna F406, the aircraft formed the backbone of the organization’s aviation ministry, delivering critical humanitarian aid, medical supplies, mail, and everyday necessities to missionary partners throughout the Caribbean.
Nearly 45 Years of Service and Faith
A rainbow arches over the Agape Flights Embraer 110 | IMAGE: Agape Flights
Agape Flights was founded in 1980 by Keith and Clara Starkey following mission trips to Haiti, Spain, Guatemala, and Africa. Seeking a way to expand their impact, they turned to aviation, purchasing a Cessna 411 and launching their first mission flight from Sarasota to Cap-Haïtien later that same year.
Operating out of a modest hangar at Venice Municipal Airport, Agape has grown into a vital logistical lifeline for roughly 300 missionaries and affiliated partners. The organization employs 13 paid staff members and relies heavily on a volunteer force of approximately 150 individuals, including pilots who donate their time and expertise.
Agape Flights’ Embraer 110 brings disaster relief to Les Cayes, Haiti, after a 2021 earthquake | IMAGE: Agape Flights
While Agape Flights functions as a shipping operation on paper, faith and service remain central to its identity. Mission partners pay a modest annual fee and share shipping costs, while donors and corporate supporters frequently step in to cover expenses. In addition to routine deliveries, Agape has repeatedly supported disaster relief efforts, including emergency flights following Haiti’s devastating 2021 earthquake.
“We listen. We respond. God always delivers,” Speer said, reaffirming the organization’s core beliefs even in the face of tragedy.
In his message, Speer asked for prayers for the families of the pilots lost in the crash and for the entire Agape community as it begins to grieve.
Please allow God to guide this situation and to work in ways that only He can.
Allen Speer | Agape Flights CEO
“We ask for prayer for strength when the weight feels unbearable, for comfort when there are no words, and for God’s peace to surround them in every moment,” he said. “Please allow God to guide this situation and to work in ways that only He can.”
China’s Luanniao “flying aircraft carrier” concept imagines warfare from the edge of space, though reality may be far behind the renders.
China’s state media has unveiled what may be one of the most ambitious military concepts ever rendered in glossy 3D animation. Or one of the most creative. Or possibly one of the most elaborate exercises in strategic trolling ever broadcast on China Central Television (CCTV).
The concept is a so-called flying aircraft carrier named Luanniao, revealed last week on CCTV. The craft is presented as part of a sweeping integrated air and space defense architecture known as the NanTianMen Project, which translates to the “South Heavenly Gate Project.” If that name sounds less like a weapons program and more like a fantasy novel chapter title, that may be the point.
According to Chinese state media, Luanniao would function as an orbital or near-space mothership, launching unmanned fighters and hypersonic weapons from the edge of Earth’s atmosphere. It is, on paper and in animation at least, gargantuan. It is also very likely not real in any practical sense. Still, the announcement has succeeded in doing exactly what it was probably meant to do: get attention.
A Mythical Name for a Mythical Machine
IMAGE: CCTV
Luanniao translates loosely to “Luan bird,” a creature pulled straight from Chinese mythology. The luan is a divine or auspicious bird often associated with peace, harmony, and virtuous rule. It appears in ancient texts such as the Classic of Mountains and Seas and is sometimes described as closely related to the fenghuang, or Chinese phoenix.
It is an inspired name for something that currently exists only as a concept. Majestic, otherworldly, and firmly untethered from engineering constraints.
In official concept videos, the Luanniao appears as a massive triangular spacecraft designed to operate at the boundary between atmosphere and orbit. It would serve as the centerpiece of the South Heavenly Gate Project, a coordinated vision that aligns China’s aerospace, defense, and space ambitions under one very dramatic banner.
Western media has largely stuck with the pinyin name rather than translating it, usually noting that the vehicle is named after a mythical bird. That framing is absolutely appropriate because – let’s face it – myth is doing a lot of the heavy lifting here.
The Numbers Are Staggering, and Also Conveniently Inexact
IMAGE: CCTV
According to the specifications promoted by Chinese state media and cited by outlets such as the Telegraph, the Luanniao would be the largest military asset ever conceived by mass. The spacecraft is projected to have a maximum takeoff weight of roughly 120,000 metric tonnes (264 million pounds). That would make it about 20 percent heavier than a fully loaded USS Gerald R. Ford-class US Navy aircraft carrier.
The dimensions are even more eye-catching. The triangular platform is depicted as measuring approximately 242 meters (794 feet) in length with an immense wingspan of 684 meters (2,244 feet). For context, that wingspan would stretch more than seven (American) football fields end to end. Its total mass would be roughly equivalent to 300 fully loaded Boeing 747-400 jumbo jets.
These figures are, by admission, not precise. No firm technical documentation has been released, and no credible pathway has been outlined for how such a structure would be built, launched, or powered. The propulsion needed for something like this simply does not exist. Not even anything close. It seems, therefore, that the numbers function less as engineering targets and more as narrative devices. They are meant to convey scale, dominance, and inevitability.
IMAGE: CCTV
Once operational, the Luanniao is depicted as carrying up to 88 unmanned space fighters known as Xuannu. These autonomous craft are named after Jiutian Xuannü, a mythological goddess of war and strategy. The fighters are shown launching hypersonic or “hyper-ballistic” missiles and conducting operations in both atmospheric and orbital environments.
Like the mothership itself, the Xuannu fighters are conceptual. Variations of the design have appeared at Chinese aerospace exhibitions since at least 2019, often presented as sixth-generation systems intended to inspire students and engineers rather than be deployed anytime remotely soon.
Why Show This Now?
IMAGE: CCTV
The timing is not subtle. Last weekend, a YouTube channel affiliated with CCTV released a video highlighting recent developments in Chinese autonomous aerial vehicles. Most of the footage featured real, operational platforms like the Wing Loong II long-range drone and the Lanying R6000 tiltrotor. Included as part of the presentation among them was the Luanniao concept, presented with the same visual confidence as systems that actually exist.
The result was predictable. Chinese social media lit up with excitement, including fictional stories set in a near future where fleets of Luanniao carriers patrol Earth’s orbit. American and other Western defense analysts took notice as well, even while acknowledging the extreme technical hurdles involved.
Peter Layton, a defense expert and fellow at Australia’s Griffith Asia Institute, told the Telegraph that if such a platform ever became real, it would outclass existing systems and allow China to deploy military power virtually anywhere on the planet, largely beyond the reach of weather and conventional defenses.
That is a big “if.” The energy required to launch and sustain a 132,000-ton spacecraft alone places the Luanniao firmly in the realm of science fiction for now. A target date of 2040 has been floated in Chinese reports, but there is no realistic pathway to achieving anything close to this capability by then.
Sci Fi, Psyop, or Something in Between?
Conceptual IMAGE of the Xuannu fighter | IMAGE: CCTV
Viewed through a Western lens, the Luanniao announcement looks very much like epic trolling. A flashy, cinematic concept designed to unsettle adversaries, dominate headlines, and provoke familiar anxieties about falling behind in space and defense technology.
And yet, dismissing it outright would be a mistake.
China has made no secret of its long-term ambitions in space and military technology. Beijing is investing heavily in orbital infrastructure, hypersonic weapons, autonomous systems, and counter-space capabilities. While a flying aircraft carrier may never leave the concept art stage, the thinking behind it is very real.
Every transformative military technology once sounded impossible. Until it wasn’t.
The Luanniao is unlikely to ever patrol Earth’s orbit, but it does offer a revealing glimpse into how Beijing wants to frame the future of warfare. Space as the ultimate high ground. Autonomy as the norm. Scale as a signal of power.
It is unlikely that this moment will mark the opening act of a new space race. However, it is only a matter of time until other nations attempt to challenge America’s space superiority. And this time, the rival will not be the Soviet Union of the past, but a technologically ambitious China with a long memory and a long timeline.
That is precisely why American leadership in space matters. Peaceful exploration, scientific discovery, and yes, the quiet missions the public will never hear about all serve the same purpose. They preserve hard-won capability, deter aggression, and ensure that the high ground above Earth remains stable.
Every mission, from Artemis II to programs still wrapped in classification, helps shape the balance of power beyond the atmosphere. Not through spectacle of mythmaking, but through sustained competence. And should the US enter into another space race in the decades to come, that may be the most decisive advantage of all.
The preliminary Greg Biffle plane crash NTSB report sheds new light on cockpit problems, crew roles, and the jet’s final moments.
The NTSB has released its preliminary report on the crash of retired NASCAR legend Greg Biffle’s Cessna Citation in December 2025. The accident has rocked the NASCAR community, and the early findings do little to put lingering questions to rest. If anything, the report opens the door to even more uncertainty about what went wrong in the final minutes of the flight.
What is clear is that the jet departed Statesville Regional Airport (SVH) in North Carolina on 18 December 2025 and was airborne for barely ten minutes before attempting to return.
What happened in between appears to have been a rapidly escalating cockpit workload involving malfunctioning instruments, deteriorating weather, and a flight crew that was not fully qualified for the aircraft being flown.
The Victims
Greg Biffle Plane Crash NTSB Report Answers Few Questions and Raises Many More 61
The victims of the crash were:
Greg Biffle, 55, retired NASCAR driver
Cristina Biffle, his wife
Emma Biffle, 14 (Biffle’s daughter from previous marriage to Nicole Lunders)
Ryder Biffle, 5 (Biffle’s son from current marriage)
Dennis Dutton, retired airline pilot
Jack Dutton, private pilot and son of the pilot
Craig Wadsworth, a close family friend of Greg Biffle with long-standing ties to the NASCAR community
The loss reverberated through both the motorsports and aviation communities, particularly given Biffle’s well-known use of aircraft for personal travel and humanitarian efforts.
Who Was Flying and Who Wasn’t
The aircraft owned by Greg Biffle that was involved in the accident
From the moment news rolled in of the tragedy, there was no definitive answer on exactly who was flying the Citation that day.
One of the most significant clarifications in the preliminary report is that Greg Biffle was not flying the aircraft at the time of the crash.
The report confirms that the jet, which bore the registration N257BW, was being flown by Dennis Dutton, a retired airline pilot with extensive flight experience. Sitting in the right seat was Dutton’s 20-year-old son, Jack Dutton, a junior in the Professional Flight program at Auburn University’s School of Aviation. He held a private pilot license and had just recently become instrument-rated, but was not qualified to serve as a second in command on the Cessna Citation.
That detail is significant.
According to the NTSB, the left seat pilot’s type rating for the Citation carried a requirement that a qualified second in command be present. Neither Jack Dutton nor Biffle held the required endorsement to serve in that role. Despite that, Jack Dutton was handling radio communications, running checklists, and at one point was handed control of the aircraft while the elder Dutton attempted to troubleshoot cockpit issues.
Aviation safety consultant and former NTSB investigator Jeff Guzzetti summed it up bluntly.
“This airplane requires two trained pilots, and if things go wrong and you don’t have a trained pilot, then bad things can happen,” he told the Associated Press. “The airplane might have been able to be landed safely if there were two qualified pilots up front.”
Early Warning Signs Before Takeoff
The report indicates that issues began surfacing even before the jet left the ground.
During taxi, the crew discussed an inoperative thrust reverser indicator light. While they believed the thrust reverser itself was functioning correctly, the presence of a known indication problem before departure adds an early layer of complexity to the flight.
During the takeoff roll, one of the pilot-rated passengers seated behind the cockpit noted that the engines did not appear to be producing equal power. The possibility of a faulty gauge was mentioned, but the takeoff continued.
Within minutes, the flight would become far more complicated.
A Short Flight That Quickly Unraveled
Flight path illustration of the Cessna Citation | IMAGE: NTSB
The Citation departed from SVH’s Runway 10 on a planned flight to Sarasota-Bradenton International Airport (SRQ) in Florida, a trip that would normally have taken just over an hour in the light business jet. The departure itself appeared routine, but the margin for error began shrinking almost immediately after liftoff. In fact, the aircraft was airborne for only about ten minutes before the crew decided to return.
The jet departed under visual flight rules with the intention of picking up an IFR clearance once airborne. That clearance never came. Multiple attempts were made from the right seat to contact air traffic control, but controllers were busy, and the flight was unable to activate its IFR flight plan.
As the Citation climbed away from Statesville, it initially reached approximately 2,200 feet before beginning a wide left turn back toward the airport. At one point during the return maneuver, flight data shows the aircraft climbing rapidly from roughly 1,800 feet to about 4,000 feet, before descending again. During this period, ground speed and airspeed fluctuated as cockpit workload increased.
Weather conditions in the area were deteriorating at the same time. Ceilings were lowering, and visibility was decreasing, pushing the aircraft closer to instrument meteorological conditions while it was still technically operating under VFR. With unresolved instrument concerns and no IFR clearance, the margin for safe continuation of the flight to Florida was rapidly disappearing.
The decision was made to abandon the trip to Sarasota and return to Statesville. Diverting to a larger airport such as Charlotte (CLT) was likely not a viable option given the aircraft’s proximity to Statesville and the apparent need to land promptly.
As the jet maneuvered back toward the airport, it descended through approximately 1,500 feet while traveling at around 160 knots, then continued descending as airspeed gradually bled off. By the time the aircraft turned toward final approach, recorded data shows it was already well below a typical stabilized approach profile.
What began as a routine departure quickly evolved into a compressed, high-workload scenario, with altitude, airspeed, weather, and systems all in play at once.
“We’re Having Some Issues Here:” Instrument Failures and Cockpit Confusion
According to the preliminary report, the pilot reported that his altimeter and other left-side flight instruments were not working properly. The CVR captured discussion about possible electrical issues, although portions of the audio were degraded or missing during critical moments.
The pilot briefly transferred control of the aircraft to the right seat occupant while troubleshooting the problem. This occurred despite the fact that the right seat pilot was not qualified to act as a second in command under FAA regulations.
During the return to Statesville, the right-seat pilot transmitted, “we’re having some problems here,” according to the NTSB’s preliminary report.
Around the same time, recorded aircraft data shows gaps in airspeed and heading information, and the autopilot disengaged. Audio quality on the cockpit recorder deteriorated significantly before later returning to normal. At one point, a crew member asked about power to the alternator, even though the Citation is not equipped with one, hinting at confusion during troubleshooting.
Eventually, the pilot indicated that he had found the problem, though he did not specify what it was. After that, there was no further recorded discussion of instrument failures.
Whether the issue was fully resolved or only partially mitigated remains unclear.
A Low and Unstable Approach
The Greg Biffle plane crash NTSB report shows this approach lighting was the first point of impact of the doomed Citation | IMAGE: NTSB
With the runway finally in sight, the crew configured the aircraft for landing. Flaps and landing gear were selected, though the report notes that landing gear indicator lights were not illuminated, raising additional questions about electrical or indication reliability.
As the Citation turned onto final approach, data shows the aircraft continuing to descend and slow. Investigators determined that the jet struck approach light structures well short of the runway before impacting trees and terrain roughly a third of a mile from the threshold.
The throttles were found in the full-forward position, suggesting the pilot may have attempted to arrest the sink rate or to initiate a last-second go-around.
The aircraft erupted into a post-impact fire, killing all seven people on board.
Fatal Crash of Cessna 550 -240 | IMAGE: NTSB
More Questions Than Answers
Fatal Crash of Cessna 550 271 – NTSB officials examine the engine | IMAGE: NTSB
At this stage, the NTSB is careful not to draw conclusions, but several critical questions remain unresolved.
Why did multiple cockpit instruments fail, and were those failures electrical, mechanical, or both? Why was a flight that required two qualified pilots operating without one? Why did the aircraft arrive so low and slow on final despite having the runway in sight?
Aviation safety expert John Cox believes the instrument failures may ultimately prove more significant than the lack of a qualified copilot.
“In the clouds with failing flight instruments is a serious situation,” Cox told the Associated Press.
That may be true. But the absence of a properly qualified second pilot during exactly that kind of high-stress scenario is difficult to ignore.
“Be Like Biff”
Greg Biffle and his family
Beyond the technical questions, the crash remains a devastating loss.
Biffle, 55, was one of NASCAR’s most accomplished drivers, with more than 50 wins across NASCAR’s top three series, including championships in the Truck Series and Xfinity Series. He was widely respected not only for his driving career but also for his humanitarian work, including personal aviation efforts to deliver aid after Hurricane Helene.
Since his untimely death, the sentiment “Be Like Biff” has emerged as a way to remember and honor Biffle’s legacy.
That sentiment was repeated often as hundreds gathered in Charlotte in January to honor Biffle at a public memorial. Family, friends, and fans remembered him for the impact he left on the NASCAR community and the friends and family who knew him best.
For now, the investigation continues. As for the final NTSB report, it will likely not be released until 2027. Let’s hope the final report puts some of the lingering questions to rest.
To read the preliminary Greg Biffle plane crash NTSB report in its entirety, you can view it below.
Who had turtles in a bra on their 2025 bingo card?
The Transportation Security Administration has seen just about everything. But every year, a handful of discoveries rise above the usual pocketknives and oversized shampoo bottles and earn a place in TSA lore.
This week, the agency released its list of the top ten most unusual items discovered at airport security checkpoints in 2025, and while this year’s lineup may be slightly more benign than some infamous lists from the past, it still delivers plenty of head-shaking moments.
Through the years, there have been some…let’s say…unusual items confiscated at TSA security checkpoints. Remember in 2022 when a gun was found inside a raw chicken at Fort Lauderdale Hollywood International Airport (FLL)? Well, it happened. And you can read about it here.
Fairly or unfairly, TSA shouldered much of the public’s travel frustration in 2025. The year brought wild weather, record-breaking passenger volumes, the nationwide rollout of REAL ID in May, and a 43-day government shutdown that throttled flights at some of the nation’s busiest airports and left many TSA officers working without pay for weeks.
The numbers alone explain why strange things occasionally slip into the X-ray tunnel. In 2025, TSA screened 906.7 million passengers, averaging about 2.48 million travelers per day. Eight of the ten busiest travel days in US history occurred in 2025, including a record 3.1 million passengers screened on Sunday, 30 November, the day after Thanksgiving.
Over the course of the year, officers screened 2.1 billion carry-on bags and 480 million checked bags, confiscating more than one million prohibited items, including 6,669 firearms.
It goes without saying that with that sheer volume of bags passing through TSA hands each and every day, there are bound to be wacky items discovered from time to time. I’m sure TSA agents reading this right now are laughing to themselves and saying under their breath, “You have NO idea, man. No idea.”
Oh, the stories they could tell.
TSA, But Make It Internet-Savvy
IMAGE: Transportation Security Administration (TSA) @tsa via Instagram
While it may seem odd for a federal security agency to crack jokes about confiscated contraband, TSA has leaned into humor as a way to connect with travelers. Its social media feeds are equal parts public service announcement and dad-joke masterclass, with puns that feel suspiciously well-workshopped.
This year’s unusual finds list continues that tradition. Compared to past years, most of the items were relatively harmless, though “relatively” is doing a lot of work in that sentence.
So, without further ado, here is the official countdown.
The Top Ten Most Unusual TSA Finds of 2025
From replica explosives to turtles in a bra, TSA brings humor to a serious matter | IMAGE: Transportation Security Administration (TSA)
#10: Bullets and Knives Wrapped in Tinfoil
Akron-Canton Airport (CAK), Ohio, and Newark Liberty International Airport (EWR)
A classic case of optimism over logic. Wrapping ammunition and knives in foil may keep leftovers fresh, but it does not make them invisible to X-ray machines.
#9: Firearm in a Golf Bag
George Bush Intercontinental Airport (IAH)
A shotgun concealed among golf clubs, complete with a head cover. Apparently, someone took “driving range” a bit too literally.
#8: Bullets in Strawberry Nesquik
Miami International Airport (MIA)
In July, a passenger heading to Cuba tried to sneak 64 hollow-point bullets through security by hiding them inside a rubber glove buried in a container of strawberry Nesquik. TSA officers noticed the container felt unusually heavy, which is generally a bad sign for powdered flavored milk.
A discovery that made seasoned TSA officers pause. The knife was found during screening of a child’s booster seat, prompting a reminder that kids’ gear gets screened just as carefully as adult luggage.
In August, TSA officers discovered two plastic bags filled with hydrocodone and benzodiazepines hidden inside a shampoo bottle in checked luggage. The passenger was arrested, and TSA gently reminded travelers that shampoo is for hair, not pharmaceuticals.
Supportive for joints. Not approved for carry-on. The knee brace did its job too well by hiding a blade where no one should be hiding anything sharp.
#4: Drugs in Shoes
Ellison Onizuka Kona International Airport at Keāhole (KOA), Hawaii
Two pairs of sneakers were found stuffed with heroin, fentanyl, ketamine, meth, acid, Xanax bars, and soma pills. TSA summed it up best online: “Dirty socks are bad enough… but these kicks were criminal.”
An attempt to scatter razor blades throughout clothing, presumably hoping quantity would equal invisibility. It did not.
#2: Turtles in a Bra and Down Some Pants
These turtles in a bra were found wrapped in tape and plastic wrap | IMAGE: Transportation Security Administration (TSA)
Miami International Airport (MIA) and Newark Liberty International Airport (EWR)
Really? This happened not once, but twice? Yes. Really.
In April, a passenger at MIA attempted to smuggle two turtles taped and wrapped inside her bra. TSA responded on social media with a request to “please stop hiding animals in weird places on your body.” Sadly, one of the turtles did not survive.
Just a month earlier at EWR, another passenger tried to conceal a five-inch turtle in his groin, wrapped in a small blue towel. TSA officials noted it was the first time they had encountered someone hiding a live animal down the front of their pants. That turtle, at least, was unharmed.
According to the report… “passenger divested two turtles from her breast area.” pic.twitter.com/7kQPPMctJW
Topping the 2025 list of most unusual TSA findings is a replica pipe bomb discovered in May at Boise Airport. After a bag alarmed during screening, TSA explosives specialists found PVC pipes and wooden blocks marked “C4,” complete with wires, an initiator, and a detonator.
The items were determined to be non-functional training aids, abandoned at the checkpoint after the passenger admitted what they were. TSA’s response online captured the moment perfectly: “BOI, oh boy!”
TSA’s 2025 list may not feature raw poultry packed with firearms or live snakes in carry-ons, but it’s still surprising the lengths people will go to be creative when they are late for a flight.
Somewhere between the booster seat knife and the turtles in undergarments lies the tried and true truth of air travel: no matter how many signs you post, someone will always test the boundaries.
And TSA agents will be there, scanning bags, shaking their heads, and quietly adding another story to the pile.
Now, for one more laugh, check out TSA’s video highlighting the year’s strangest finds.
A beautifully-made cinematic French-language anniversary film celebrates the Air France Concorde and the era of supersonic commercial flight.
Fifty years ago, commercial aviation crossed a line that has yet to be crossed again. Here at Avgeekery, we marked the occasion with a tribute to one of the most elegant and ambitious human feats ever achieved.
IMAGE: Air France
On 21 January 1976, Concorde entered scheduled passenger service with Air France and British Airways, ushering in an all-too-brief, but unforgettable, era of supersonic travel. Half a century later, that moment still resonates, not just for what Concorde was, but for what it represented: confidence, ambition, and a belief that speed itself could be elegant.
To mark the milestone, Air France has released a beautifully produced anniversary video celebrating Concorde’s legacy. The film is entirely in French (don’t worry, it has English subtitles), but language quickly becomes secondary. This is not a technical briefing or a corporate retrospective. It is a visual and emotional tribute, and one that aviation enthusiasts will appreciate regardless of fluency.
Put simply, the video is an invitation to remember a time when airlines did not just move passengers from point A to point B, but dared to redefine what was possible.
Oh, how we long for those days again.
A Love Letter to Supersonic Flight: The Air France Concorde 50th Anniversary Film Is Worth Your Time 73
Concorde, Through Air France’s Eyes
Air France Concorde flying in formation with the French display team Patrouille de France | IMAGE: Air France
The Air France Concorde story is inseparable from the aircraft’s legacy, yet it carries a distinct national and cultural pride. Concorde was not merely flown by Air France. It was embraced as a symbol of French engineering excellence and European cooperation.
IMAGE: Air France
Developed jointly by France and the United Kingdom, Concorde was a technological moonshot of its era. It cruised at Mach 2, more than twice the speed of sound, at altitudes above 60,000 feet. At that height, the sky darkened, the curvature of the Earth became visible, and the Atlantic crossing shrank to just over three hours.
Air France operated Concorde on premium routes, most famously between Paris and New York, where time itself became a selling point. Breakfast in Paris. Lunch in Manhattan. For a brief window in aviation history, that wasn’t marketing hype. It was reality.
The anniversary video leans into this romance. Through archival footage, elegant pacing, and modern production techniques, Air France presents Concorde not as a retired airliner, but as a living idea.
Engineering That Still Feels Futuristic
IMAGE: Air France
What makes the film especially compelling is how it subtly highlights Concorde’s engineering brilliance without turning clinical.
Concorde’s slender delta wing, its drooping nose for improved visibility during takeoff and landing, and its Olympus engines optimized for sustained supersonic cruise were all solutions to problems that commercial aviation has largely avoided since. Heat expansion alone caused the airframe to grow several inches in flight. Cabin windows were small to manage pressurization. Fuel was actively pumped around the aircraft to maintain balance at different speeds.
These features were all part of the inner workings that made Concorde fly.
The video doesn’t spell out all this in technical detail, but it doesn’t need to. The visuals do the work. Close-ups of the aircraft. Shots of Concorde slicing through the sky. Quiet moments on the flight deck. Together, they remind the viewer that Concorde was not just fast. It was purpose-built for a regime of flight no other passenger jet has dared to revisit.
A Celebration, Not a Postmortem
Air France Concorde (reg. F-BVFA) in flight | IMAGE: Air France
Importantly, this Air France Concorde video is not about why Concorde ended. It does not dwell on economics, noise regulations, or the factors that led to its retirement in 2003. Instead, it focuses on why Concorde mattered.
That choice feels intentional, and appropriate.
They were like children with eyes full of wonder. They wanted to enjoy each moment. And often, upon their return, customers would tell us, “It was too short!”
Laëtitia Auchoix | Concorde Lounge Agent (1996-1998), Paris CDG
Fifty years after Concorde entered service, its absence still leaves a noticeable gap. No commercial aircraft today offers a supersonic experience. Speed has been traded for efficiency, range, and scale. And while the industry has moved on, it has not replaced what Concorde represented, even as companies like Boom Supersonic quietly work toward a return to supersonic flight with aircraft such as Overture.
This is why the video works so well. It is not trying to argue for Concorde’s return. It is simply asking the viewer to pause and appreciate what once existed.
Why You Should Watch It
An Air France Concorde flies over Rio de Janeiro, Brazil | IMAGE: Air France
Even if you don’t speak French, the Air France Concorde anniversary film is worth your time. It is truly a love letter to Concorde, clearly made by people who understand that Concorde was more than metal and fuel burn charts.
For avgeeks, especially those in the US who associate Concorde primarily with New York arrivals and sonic booms over the Atlantic, the video offers a slightly different perspective. It shows Concorde as Air France saw it: a national achievement, a technical marvel, and a defining chapter in the airline’s identity.
Fifty years on, Concorde still captures imaginations. This video reminds us why.
If you care about aviation history, engineering ambition, or the lost art of going faster simply because we could, this is an anniversary worth celebrating — and, in this author’s opinion, a film worth watching.
Following its very recent 787 Dreamliner deal, the Delta Airbus widebody order for 31 A330-900 and A350-900 aircraft will support its international growth efforts.
Delta Air Lines is continuing to build toward its long-haul future, announcing on Wednesday, 28 January, that it will purchase 31 additional Airbus widebody aircraft as part of its ongoing fleet renewal and international expansion strategy.
The order includes 16 Airbus A330-900s and 15 A350-900s, with deliveries scheduled to begin in 2029. The agreement combines a new incremental order with the exercise of 10 previously held Airbus widebody options. Delta also added 20 additional widebody options for future use.
A350 from below | IMAGE: Delta Air Lines
The Atlanta-based carrier says the purchase fits within its previously announced capital expenditure and capacity plans.
We value our long-standing partnership with Airbus, and with these widebody aircraft, we will see additional operational efficiencies and long-term cost benefits in the years to come.
Ed Bastian | Delta Air Lines CEO
“As we grow our international footprint and prepare our fleet to serve expanded long-haul markets, these aircraft will enhance our capabilities and elevate our premium offerings,” Delta chief executive officer Ed Bastian said. “We value our long-standing partnership with Airbus, and with these widebody aircraft, we will see additional operational efficiencies and long-term cost benefits in the years to come.”
Once the deliveries are complete, Delta’s Airbus widebody fleet will include 55 A330-900s and 79 A350s, including 20 A350-1000s that are slated to begin joining the fleet in early 2027.
Widebodies for Where Delta Is Headed Next
Delta Airbus A350-900 | IMAGE: Delta Air Lines
The timing of the Airbus order is interesting, as it comes just two weeks after Delta placed a major order for up to 60 Boeing 787-10 Dreamliners. The Boeing order was significant because it is the carrier’s first direct widebody order from Boeing since 2008.
Together, the two deals signal how aggressively Delta is positioning itself for international growth over the next decade, particularly in premium-heavy markets.
The A350 has already become a key part of that strategy. Its long-range and performance have enabled Delta to launch new service to destinations such as Taipei (TPE), Melbourne (MEL), Hong Kong (HKG), and Riyadh (RUH), with the aircraft playing a central role in the airline’s expansion across Asia, Africa, the Middle East, and the South Pacific.
Delta Airbus A330-900 | IMAGE: Delta Air Lines
The A330-900 is expected to complement that growth, adding premium capacity on medium and long-haul international routes while offering improved fuel efficiency and operating margins compared to older widebody types.
“With today’s announcement, Delta’s A330-900 fleet will increase to 55 aircraft, and the A350 fleet will reach 79 aircraft,” the airline said in a statement.
Airbus executives welcomed the expanded partnership.
“We are grateful for Delta’s continued trust in Airbus products and our people,” said Robin Hayes, chairman and CEO of Airbus in North America. “It is a privilege to power their global growth with the A330neo and A350, providing the flexibility and performance Delta needs to connect more of the world.”
Benoît de Saint-Exupéry, Airbus executive vice president of sales for the commercial aircraft business, added that Delta’s selection reflects confidence in the widebody family’s capabilities. “Delta’s renewed confidence in both the A330neo and the A350 is a testament to our enduring partnership and the excellence of the Airbus widebody family performance,” he said.
Engines, Cabins, and the Passenger Experience
Delta’s new Airbus A350-900s will be powered by Rolls-Royce Trent XWB-84 EP engines, featuring improved fuel efficiency and range over earlier variants | IMAGE: Delta Air Lines
Both aircraft types will be powered by Rolls-Royce engines. The A330-900 uses the Trent 7000, which has accumulated more than 4 million flight hours worldwide, including 1 million with Delta. The A350-900 will be powered by the Trent XWB-84 EP, offering improved fuel efficiency and range over earlier variants.
Delta has also entered into long-term maintenance agreements with Rolls-Royce to support the engines.
“Rolls-Royce is proud to have Delta Air Lines as our largest partner in the Americas,” said Rob Watson, president of Rolls-Royce Civil Aerospace. “This reorder underpins our combined commitment to reliability, durability, and customer success.”
Interior of Delta Airbus A330-900 | IMAGE: Delta Air Lines
From a passenger perspective, Delta says all new widebody aircraft entering the fleet in the coming years will feature larger premium cabins and updated onboard amenities. That includes Delta One Suites, Delta Premium Select, Delta Comfort, and Delta Main seating, along with free seatback entertainment through Delta Sync, free high-speed Delta Sync Wi-Fi, and upgraded food and beverage offerings.
Today, Delta operates more than 500 Airbus aircraft across every major product family, from the A220 through the A350. With the commitments announced this week, the airline now has 232 narrowbody and 85 widebody aircraft on order for future delivery.
