While the Simpsons took to the skies in 1995, it was the Powerpuff Girls’ turn five years later. To the delight of many Cartoon Network fans, Delta’s Powerpuff Girls jet came courtesy of Delta Air Lines’ no-frills offshoot, Delta Express.
So what came of this idea? Here’s the story of the Powerpuff Girls Delta Boeing jet.
Service, Miles, and Everyone Smiles
In the early 1990s, Southwest Airlines gained prominence as a no-frills, economical airline that was winning over customers who couldn’t afford fares from typical airlines. Continental Airlines formed Continental Lite in 1993 to slow Southwest’s momentum, and Delta came up with Delta Express three years later.
Delta Express’ network connected many northeast US cities to tropical Florida destinations such as Orlando, Jacksonville, and Fort Lauderdale. Despite Delta’s headquarters being in Atlanta, A-Town was absent from the list of destinations.
In 1998, Cartoon Network’s latest show, The Powerpuff Girls, debuted. Along with the show came waves of merchandise and promotional items. As Cartoon Network was owned by Turner Broadcasting System (TBS), network bigwigs thought they had a hit on their hands and were looking for more ways to promote the show.
Dial ‘A’ for Atlanta
How did Delta and TBS executives come up with this idea? Arguably, the biggest reason was that both are headquartered in Atlanta. The drive between both addresses is less than 30 minutes away, so it made sense for Turner executives to simply take a short trip within downtown Atlanta rather than invest weeks or even months of time into communicating with other airlines from across the country.
Another possible reason was that TBS’s outspoken founder, Ted Turner, was an Atlantan inside and out and often preferred to work with other Atlanta-based businesses — even owning the Atlanta Braves, Hawks, and Thrashers and broadcasting their games nationally.
Delta and Turner ended up designing a Powerpuff Girls livery onto a Delta Express Boeing 737-232. The possible reason a Delta Express jet was chosen instead of a main Delta jet was to simply promote the show to everyday families looking to fly to Florida on a budget.
Delta’s Powerpuff Girls Makeover
The Boeing with registration number N310DA was selected for Delta’s Powerpuff Girls jet. The PPG design only took up the aft of the livery, while the front was white, bearing only the Delta Express logo. These features were likely to save on the costs of repainting the livery. Still, it was a very appealing and clean design.
Though Blossom (pink) was considered the PPG leader, she was relegated to the upper tail of Delta’s Powerpuff Girls jet, likely due to her bow needing more space (similar to Marge on the WestPac aircraft).
Buttercup (green) was featured in front, on the fuselage, while Bubbles (blue) occupied space on the lower tail area. While the Powerpuff Girls logo is missing from the design, the Cartoon Network logo is present.
Passengers received promotional gift bags on the jet, which included a button pin. A model of the PPG jet was also available for sale. During service, the jet operated flights to New York City, Boston, Newark, Chicago, Washington D.C., Tampa, and Fort Lauderdale.
A Hollywood Promotion
With The Powerpuff Girls Movie in theaters on 3 July 2002, Delta Express started to promote the film in late June of that year with updated promotional tie-ins on the N310DA. Despite the movie’s release, however, the appearance of Delta’s Powerpuff Girls jet remained the same.
The original show ended in 2004 after six seasons. A revival premiered in 2016 and lasted for three seasons until 2019. A live-action revival on the CW, titled ‘Powerpuff,’ was in the works in 2021 but was canceled.
Delta Express ceased operations in 2003 as Delta pivoted to launch a new low-cost carrier, Song, aimed at competing with JetBlue’s growing success. As part of the transition, Delta retired the aging Boeing 737-200s that made up the Express fleet. Among them was the iconic Powerpuff Girls jet, which later found a new home with Northern Air Cargo.
Unidentified Anomalous Phenomena (UAPs), formerly referred to as UFOs, is a term the Department of Defense (DoD) and other government agencies now use to describe objects and behaviors of objects they can’t immediately identify.
Many try to link UAPs with evidence that extraterrestrial life forms, or aliens, exist. The U.S. Government has made a serious effort to effectively study UAPs. It can also explain and refute most, but not all, UAP sightings.
So far, every organization involved in UAP detection and research has made it clear that they have zero evidence of extraterrestrial life.
Image From All Domain Anomaly Resolution Office (AARO) showing only 1% of Unidentified Anomalous Phenomena Not Clearly Explained. | Image: All Domain Anomaly Resolution Office
Reports, but no definite evidence, of Unidentified Anomalous Phenomena
For decades, military and commercial pilots, astronauts, and civilians have been reporting sightings of airborne objects they can’t identify. On 31 July 1952, USAF Intelligence Chief Major Gen. John A. Samford released a statement on flying saucers from the Pentagon.
Samford stated that since 1947, the Air Force had received “between one and two thousand” reports of UAPs from “various sources.” He added that they had been able to explain the majority of sightings as “hoaxes, as erroneously identified friendly aircraft, as meteorological or electronic phenomena, or as light aberrations.”
Samford also stated that the sightings were not connected with any secret development by any U.S. Government agency, nor did they pose a threat to the nation. However, he did describe how it was not always easy to identify Unidentified Anomalous Phenomena. He described some reports made by “credible observers of relatively incredible things.” He explained further that they had no means of measuring some of these sightings, which made them difficult to explain.
National Archives Records on Unidentified Anomalous Phenomena
The National Archives and Records Administration (NARA) maintains a UAP Records Collection. It contains records from the Nuclear Regulatory Commission, the FAA, the Office of the Director of National Intelligence, and the DoD.
The DoD record contains a Fiscal Year 2024 UAP annual report. This document mentions that from 2021 to 2024, the Government’s All-domain Anomaly Resolution Office (AARO) received 757 UAP reports. According to this document, the AARO has resolved 292 of the reports. It explained that the reports were due to a combination of balloons, birds, unmanned aerial systems, and aircraft. This leaves 465 reports that still need to be resolved.
The annual report contains a statement similar to Gen. Samford’s: “It is important to underscore that, to date, AARO has discovered no evidence of extraterrestrial beings, activity, or technology.”
Photographs, Images, and Sound Recordings of UAPs
1962 image of an Atlas F Missile breaking up in flight, with a smaller object, an Unidentified Anomalous Phenomena (UAP) (object on the upper right), in flight on a parallel path. | Image: National Archives Catalog
NARA also maintains a collection of photographs, moving images, and sound recordings of unidentified anomalous phenomena. One example from this collection was the sighting of a flying object moving in a parallel path to an Atlas F missile that broke up during its flight in 1962. The record contains a fuzzy video of the event, which took place at the Atlantic Missile Range. This record does not contain an explanation for the sighting.
National Archives Catalog Card of unidentified anomalous phenomena Sighting During Breakup of Atlas F. | Image: National Archives Catalog
Another example (and this one was resolved) was the sighting of a UAP in December 2018 during an eruption of the Mt. Etna volcano in Sicily. A U.S. military uncrewed aerial system (UAS) took infrared video of the eruption. A round object appears on the video for four and a half minutes. It appears to be moving away from the volcano’s exhaust plume at a high rate of speed.
Detailed Analysis of UAP Finds Balloon as Likely Cause
AARO studied the object using full-motion video (FMV) analysis, 3-D modeling, pixel examination, and wind speed calculations. This detailed analysis determined that the object was likely a balloon and that it was actually 106 miles away from the volcano. It even showed that the object was about one foot in diameter.
Based on these results, AARO concluded with “moderate confidence” that the object was a balloon. It is interesting that they did not express a higher level of confidence.
With all these examples and discussions of Unidentified Anomalous Phenomena, it is undeniable that the U.S. has focused attention on whether there is evidence of extraterrestrial life. It is difficult to say if this is to refute all sightings, to prove that alien intelligence exists, or simply to study UAPs in the most scientific and logical way. This third option seems the most likely.
Scientific Method Key to Refuting Most UAP Sightings
One possibly significant detail regarding UAPs is that pilots may be reluctant to report sightings. In a hearing of the GOP Oversight Committee on UAPs, Representative Robert Garcia stated, “a significant number of pilots of major airlines have witnessed UAPs…but have no real confidential way of reporting them to the government” because of “stigma or fear of retaliation.” The more one looks at this issue, the more obvious it becomes that the majority of UAP sightings are due to birds, UAS, satellites, and aircraft.
A report from AARO makes it clear that careful scientific research is essential and that “in the search for life beyond Earth, extraterrestrial life itself must be the hypothesis of last resort—the answer we turn to only after ruling out all other possibilities.”
Silver Airways, the quirky, fuchsia-liveried regional carrier known for its intra-Florida and Caribbean routes, ceased operations today, 11 June 2025.
The unfortunate news comes after the carrier’s failed attempt to navigate Chapter 11 bankruptcy. We certainly wish it hadn’t come to this, but the writing’s been on the wall for some time.
The sudden closure leaves passengers stranded, assets headed for liquidation, and a dedicated workforce facing an uncertain future.
For those who’ve poured their hearts into keeping Silver’s turboprops aloft, our hearts go out to you today.
A Niche Carrier’s Rise and Fall
A Silver Airways Saab 340B+ | IMAGE: Silver Airways on Facebook
Silver Airways carved out a unique space in U.S. aviation since its founding in 2011, born from the ashes of Gulfstream International Airlines’ bankruptcy. Rebranded with a flamingo logo and a focus on Florida, the Bahamas, and the Caribbean, Silver operated an all-turboprop fleet—first Beechcraft 1900s, then Saab 340s, and later ATR 42s and 72s. It connected smaller communities through Essential Air Service (EAS) contracts and codeshares with United and JetBlue, while its 2018 acquisition of Seaborne Airlines expanded its Caribbean footprint.
The airline hit milestones, like becoming the first US ATR 72-600s operator in 2019 and briefly serving Cuba. But beneath the tropical charm, cracks were forming. Operational hiccups, frequent delays, and a near-eviction from Fort Lauderdale-Hollywood International Airport (FLL) in 2023 over $1.4 million in unpaid fees hinted at deeper financial woes. By late 2024, Silver’s route network had shrunk dramatically, with cuts to eight destinations, including Gainesville (GNV) and Palm Beach (PBI), leaving just 20 cities served.
Silver filed for Chapter 11 bankruptcy on 30 December 2024, hoping to restructure and secure fresh capital. The plan was to streamline operations and focus on core routes, but mounting debt, rising costs, and competition from jet operators like Breeze Airways and Florida’s Brightline high-speed rail proved too much. A would-be buyer backed out, and at a recent auction, no one outbid the “stalking horse” offer from a Wexford Capital affiliate, which will now take control of Silver’s assets, including its 14 ATR aircraft.
Seaborne Airlines, Silver’s Caribbean subsidiary, will keep flying, but for Silver itself, the journey ends here.
A Heavy Heart for the Silver Airways Team
In a heartfelt statement, Silver Airways CEO Steven Rossum shared the news:
“It is with a heavy heart that I share the difficult news that, after months navigating through Chapter 11 bankruptcy, our journey at Silver Airways is coming to an end for most of us. Wexford Capital—our DIP lender—has informed us they will no longer support operations or, except for a few, retain our employees. As a result, Silver Airways will cease operations on Wednesday, June 11, and begin the wind-down process. A small group will be asked to stay on temporarily to assist with asset management and records. Those individuals will be contacted directly. Seaborne will continue to operate as scheduled.”
Steven Rossum, Silver Airways CEO
The airline’s Instagram post echoed the sentiment, urging passengers not to head to airports and promising refunds for credit card bookings.
Silver Airways posted news of the immediate closure on Instagram on 11 June 2025
For Silver’s employees—pilots, mechanics, gate agents, and more—this closure is undoubtedly a terrible gut punch. Many saw the signs, with former employees noting the ever-shrinking operation and constant crew reassignments, and opted to jump ship.
To those who stayed and now face joblessness, AvGeekery and the entire aviation community feel your loss and hope you land on your feet soon.
Looking Back, Moving Forward
The sun sets on Silver Airways following its sudden closure on 11 June 2025 | IMAGE: Silver Airways
Although competitors may step in, Silver’s demise leaves a void in Florida and Caribbean connectivity.
Its quirky charm and niche routes will be missed, but the harsh realities of a post-COVID market, turboprop skepticism, and financial strain were insurmountable.
Passengers will be refunded, but for the airline industry, Silver Airways’ immediate demise is a sobering reminder of how brutal the industry can be, even for a carrier with a loyal niche. Here’s hoping its employees land on their feet and that Seaborne keeps the flamingo spirit alive, even if just a little longer.
Play Airlines and the era of low-cost transatlantic flights between the United States and Iceland have hit another rough patch.
PLAY Airlines, an Icelandic low-cost carrier, announced it would suspend all its remaining US routes by October 2025, significantly retreating from the North American market.
This move echoes the collapse of WOW Air in 2019, another Icelandic low-cost carrier that tried—and failed—to make budget transatlantic travel a sustainable reality. Much like WOW, PLAY’s bold vision of connecting the US and Europe via its Keflavík hub has stumbled, joining a list of carriers like Norwegian Air Shuttle and Norse Atlantic Airways that have struggled with the economics of long-haul, low-cost operations.
It’s an all-too-familiar story seen repeatedly in this industry: a promising upstart, a familiar business model, and a harsh lesson in profitability.
So, what exactly is happening at PLAY Airlines? And where do we expect it to go from here? Read on to find out.
The End of PLAY Airlines’ US Adventure
IMAGE: PLAY Airlines via Facebook
PLAY Airlines was founded in 2019 by former WOW Air executives Arnar Már Magnússon and Sveinn Ingi Steinþórsson. Launched with a singular mission to revive the low-cost transatlantic model that WOW Air once championed, PLAY began flying from Keflavík International Airport (KEF) to destinations throughout Europe in June 2021. The carrier went on to launch North American routes in 2022.
PLAY operates a young fleet of 10 Airbus A320neos (average age 4.7 years, configured for 174 or 180 all-economy seats). It serves three US airports: New York Stewart International Airport (SWF), Boston Logan International Airport (BOS), and Baltimore/Washington International Airport (BWI). PLAY offered daily flights to these cities at its peak, connecting passengers to Iceland and onward to European destinations.
However, on 10 June 2025, Ishrion Aviation broke the news that PLAY would cease all US operations by October 2025. The schedule for the wind-down is as follows:
New York Stewart (SWF): Service ends 1 September 2025.
Boston (BOS): Service ends 15 September 2025.
Baltimore/Washington (BWI): Service ends 24 October 2025.
PLAY Airlines appears to be canceling all U.S. flights:
• Stewart (SWF) ends after September 1 • Boston (BOS) ends after September 15 • Baltimore (BWI) ends after October 24
This decision follows earlier cuts to PLAY’s North American network, including the termination of Washington Dulles (IAD) after summer 2024 and John C. Munro Hamilton International Airport (YHM) in Ontario, Canada, which ended in April 2025. A planned route to Orlando (MCO) never materialized, with carrier officials citing high fuel costs.
For BWI, PLAY’s exit marks the seventh airline to leave the airport in recent years, joining Allegiant, Air Senegal, JetBlue, Condor, Contour, and Air Canada. Ironically, travelers can still get to Iceland with Icelandair, which operates daily flights from BWI to KEF with the Boeing 737 MAX 9.
A Familiar Pattern: Low-Cost, Long-Haul Struggles
A pair of PLAY Airlines Airbus A320neos endure a blizzard at Keflavik International Airport (KEF) | IMAGE: PLAY Airlines via Facebook
PLAY Airlines’ retreat from the US market is a stark reminder of the challenges low-cost carriers face in long-haul operations. Much like WOW Air’s, the airline’s business model relied on offering budget fares with a hub-and-spoke system through Keflavík, enticing passengers with low base prices and optional add-ons for baggage, seats, and snacks.
PLAY’s bright red livery even mirrored WOW’s vibrant purple, signaling a spiritual successor to the defunct carrier. Yet, like WOW, PLAY has struggled to turn a profit, with no profitable year since its first flight on 24 June 2021.
The parallels extend beyond WOW Air. After years of financial strain, Norwegian Air Shuttle, once a darling of low-cost transatlantic travel, abandoned its long-haul operations in 2021. Norse Atlantic Airways, launched in 2021 with ex-Norwegian executives and Boeing 787s, has also faced profitability woes, recently scaling back routes and leaning into aircraft leasing to stay afloat.
It’s plain to see a common thread in all these scenarios: long-haul, low-cost operations are notoriously tough to sustain. High fuel costs, intense competition from legacy carriers like Icelandair, and seasonal demand fluctuations (especially for Iceland’s winter lows) create a brutal environment for budget airlines trying to crack the transatlantic market.
PLAY’s leadership acknowledged that the North American market in 2024 was “incredibly challenging,” with excess capacity driving down yields.
A Chance at Profitability? Malta, Leasing, and Leisure
IMAGE: PLAY Airlines via Facebook
PLAY Airlines’ exit from the US is part of a broader restructuring to achieve profitability. The airline announced a delisting from public markets and a capital restructuring, valuing PLAY at ISK 1 (USD 0.0080) per share, with shareholders offered cash or shares in a new private entity. With over one-third already secured, a minimum capital infusion of USD 20 million will support this transition. The airline will surrender its Icelandic air operator’s certificate (AOC) and operate under a new Maltese AOC through its subsidiary, Play Europe, issued on 27 March 2025.
Operationally, PLAY is shifting gears. Instead of chasing transatlantic connecting traffic, the airline will focus on point-to-point leisure routes from Iceland to sunny southern European destinations, western Africa, and western Asia. The carrier will also reduce service to destinations in northern Europe. This restructuring builds on the profitability of PLAY’s European leisure routes, which have outperformed its transatlantic network.
To optimize its fleet, PLAY will retain four Airbus A320neos for scheduled operations out of KEF while leasing six aircraft under ACMI (aircraft, crew, maintenance, and insurance) agreements to other carriers through 2027. This move reduces exposure to volatile long-haul markets while generating steady revenue from leasing.
What’s Next for PLAY and the Transatlantic Market?
IMAGE: Play Airlines via Facebook
PLAY Airlines’ exit is a bittersweet moment. The airline’s low fares and no-frills model brought fresh energy to the transatlantic market, but the economics didn’t add up. As PLAY turns its focus to leisure destinations and aircraft leasing, it’s betting on a leaner, more focused strategy to finally reach profitability. The shift to a Maltese AOC and a private company structure signals a pragmatic approach. Still, it also means PLAY will become a virtual airline in its home country, a far cry from its original vision of transatlantic dominance.
For travelers, the loss of PLAY’s US routes tightens options for budget travel to Iceland and beyond. With its established hub-and-spoke model and free stopover offers, Icelandair remains the dominant player at Keflavík. At the same time, Norse Atlantic continues to test the low-cost, long-haul waters with mixed results. The dream of affordable transatlantic flights isn’t dead, but it’s clear the Icelandic model—tried by WOW, PLAY, and others—faces steep challenges.
As PLAY redirects its bright red A320neos to sunnier skies, the industry will be watching to see if this pivot can finally break the cycle of Icelandic low-cost carrier woes.
It is no secret that the C-5 and C-17 are getting older.
The C-5 began flying in 1970, and the C-17 joined the Air Force inventory in 1993. With the ages of these vital aircraft, it seems logical that the United States would have replacements ready or at least be developing new transport aircraft.
However, that is not the case. Instead, the United States is spending billions on refurbishments and modifications. Some other ideas do exist, but there are no definite plans.
C-5 and C-17 Have Provided Critical Airlift For Decades
The Lockheed C-5M Super Galaxy is the largest aircraft in the Air Force inventory. With four General Electric CF6-80C2-L1F engines and five sets of landing gear, it can fly approximately 5,524 miles unrefueled. It can also operate from relatively short runways, considering its size. At 247 feet long, a width of 19 feet, and a height of 65 feet, it can carry a maximum cargo of 221,000 pounds.
Lockheed C-5M Super Galaxy | Image: USAF
The Boeing C-17 Globemaster III is perhaps the most flexible transport aircraft in the Air Force. It can perform missions ranging from tactical airlift and airdrop to aeromedical evacuation. It carries four Pratt & Whitney F117-PW-100 turbofan engines and can deploy its thrust reversers upward and forward to create drag during descents and even make the aircraft taxi in reverse.
The C-17 is 174 feet long and 55 feet high, and its cargo compartment is 18 feet wide. It can carry 170,000 pounds of cargo.
Boeing C-17 Globemaster III | Image: USAF
The first operational C-5 arrived at Charleston AFB, South Carolina in 1970. Lockheed built 131 C-5s, and production ran from 1968 to 1973. The first production model of the C-17 also went to Charleston years later, in 1993. Boeing built 279 C-17s between 1991 and 2015.
Now, with both aircraft decades old, the Air Force must decide how to maintain a strong, even improved, air mobility capability. As of 2025, it appears the Air Force is focused on refurbishing and updating the C-5 and C-17.
Billions Spent for Major Upgrades, Not Replacements, for C-5 and C-17
In 2018, the Air Force invested $10 billion in an upgrade for the C-5. This effort was called the Reliability Enhancement and Re-engining Program (RERP) and the Avionics Modernization Program (AMP). It included replacing the GE TF-39 engines with more powerful and reliable GE CF6-80C2 turbofans. The stated goal was to push C-5 mission capable (MC) rates to about 75% and for the aircraft to remain in service into the 2040s.
However, following some positive results, the fleet’s readiness numbers have decreased. From 2022 to 2023, mission capable rates dropped from 52% to 46%. Air Force officials responded by saying the decline was due to a lack of available parts.
C-5 | Image: USAF
The Air Force is also spending money on the C-17. In 2022, the service contracted with Boeing on a $24 billion contract for the Globe 2.0 program. Key parts of this include research and development and trial kit installations to address obsolescence concerns and add new capabilities to the aircraft. Some specifics of this might include installing new Core Integrated Processors, a modernized GPS, and infrared countermeasures.
In 2024, the C-17 mission capable rate was 75.2%, down from 76% in 2023. This may not be a significant drop, but it is clearly a reduction.
Air Force Officials Concerned About Aging C-5 and C-17 Aircraft
While it is unclear how successful these refurbishment and modernization programs may be, Air Force officials are concerned. In 2022, the USAF Air Mobility Command addressed potential mobility issues in a document called “The Mobility Manifesto.”
One section deals with the overall program: “The State of Acquisition is Uncompetitive. Our planning, budget, and execution process is slow, cumbersome, and inadequate. Industry produces exceptional and exquisite mobility platforms at great cost and time, but not en masse.”
The document continues with a stark warning: “Our force posture and acquisition has set us on a collision course to fail.”
Finally, the document addresses the need for modernized support functions for air mobility: “Foremost, technical improvements must come at the aft end of the aircraft—the materials handling equipment, the loading equipment, the refueling technology, and in-transit visibility must be uniform and common across the board. Without these improvements, we cannot improve mass.”
C-17 | Image: USAF
Multiple Ideas, But No Plans For Replacements for C-5 and C-17
While there are no definite plans for aircraft to replace the C-5 and C-17, there has been some discussion of possible alternatives.
NASA and Lockheed Martin addressed this topic in a 2000 document titled “The Future of Very Large Subsonic Transports.” The document describes the desire to develop a Very Large Subsonic Transport, a “multi-use commercial passenger, commercial cargo, and military airlifter roughly 50% larger than the current Lockheed C-5 and Boeing 747.”
It explicitly refers to Air Force needs for “military airlift with adequate capacity to load current weapon systems, with minimal break-down, over global ranges (7,000 to 10,000 miles) required to reach the operational theater without needing overseas bases and midair refueling.”
The Air Force has explored options to address a potential mobility gap. In 2019, then-Secretary of the Air Force Heather Wilson proposed replacing two C-130 squadrons with three C-17 squadrons, requiring an unspecified number of new C-17s. When questioned about the source of these aircraft, Wilson stated, “Those are details that we have not looked at.”
Boeing has even hinted that it could consider restarting its C-17 production line, which closed in 2015. In February 2024, Boeing’s vice president and general manager for global services, Torbjorn Sjogren, said multiple potential customers had been asking about new C-17s.
“The C-17 is a product that does come up quite often. If we still had a lukewarm production line, there are a number of customers who have expressed interest,” said Sjogren.
For over half a century, the skies above America have been stuck in the slow lane. Since 1973, when the FAA banned civilian supersonic flight over U.S. soil, the dream of blazing across the country at Mach speeds has been grounded.
But on June 6, 2025, President Donald Trump signed an executive order that’s set to rip up that outdated rulebook, green lighting supersonic flight once again. For avgeeks and travelers alike, this is a thunderclap moment—here’s why it’s a big deal and what’s coming next.
First a primer on why supersonic flight was banned
By Hans van Dijk / Anefo (Nationaal Archief) [CC BY-SA 3.0 nl (https://creativecommons.org/licenses/by-sa/3.0/nl/deed.en)], via Wikimedia Commons
In the early 1970s, the prospect of supersonic flight was all the rage and seen as the future of air travel. The Concorde was new. Boeing announced their 2707 project to bring an even larger supersonic jet to market.
Other supersonic jets were on the drawing board too. When Boeing revealed the massive Boeing 747, it was seen as mainly a stop gap aircraft to handle the blossoming air travel boom until supersonic jets would replace it. The Queen of the Skies would then be relegated to cargo runs.
Unfortunately, that vision for the future never materialized. Supersonic jets had one fatal flaw–sonic booms. Sonic booms were a necessary byproduct of supersonic flight. The intense pressure changes generated by flying faster than the speed of sound rattled windows and nerves miles below a supersonic jet’s flight path.
At the time, there was no way to prevent them other than flying subsonic. Supersonic flight was relegated to overwater crossings, vastly limiting the economic viability and scalability of air travel that flew faster than the speed of sound.
Technology has evolved but policy has stayed locked in the past
Much has changed since the 1970s in the world of commercial aviation. Yet the promise of supersonic flight has remain stuck in the groovy era of bell bottoms. The dream of the Concorde died in 2003 when it flew its last flights.
Boom Supersonic, formed in 2014, has set about to make supersonic commercial flight common again. Buoyed by investments from airlines and private capital, the emerging jet maker has made strides. Last year, they flew their XB-1 tech demonstrator which is being used to test their avionics, flight characteristics, and quiet sonic boom technology.
The good news is their demonstrator is showing promise. The sonic booms are now reflected upward, making the jet relatively quiet on the ground. Boom still faces significant hurdles to full commercial jet production including engine development and funding to sustain scaled production.
Now Trump brings back supersonic flight via executive order
President Trump’s executive order is intended to both lift the ban and supercharge investment in supersonic flight. Within 180 days, the FAA must scrap the 1973 rule preventing commercial supersonic flight over land.
The FAA is tasked to design and implement rules that enable supersonic flight while still protecting the public below. According to the order, the goal is to “remove additional regulatory barriers that hinder the advancement of supersonic aviation technology in the United States.” This means only permitting supersonic flight that won’t disturb the public or cause damage to people or property.
Trump brings back supersonic flight: Order also pushes to advance supersonic research and development
In addition to removing the speed limit in the skies, the order also seeks to rapidly advance supersonic research. The Director of the Office of Science and Technology Policy will coordinate with the Departments of Defense, Commerce, Transportation, and NASA to coordinate supersonic research and development through the National Science and Technology Council.
The goal is to stay far ahead of a global aerospace industry that is becoming increasingly competitive. China has announced multiple supersonic and hypersonic efforts. Other countries are again expressing interest in the technology.
Mergers in airlines were very common in the late 20th century, but one of the more dramatic mergers occurred between Continental Airlines and the Texas Air Corporation.
Many Continental employees even thought they could simply buy the airline to stop the takeover from happening.
The Battle for Continental
Continental reported losses of $20 million in 1980 and $60 million in 1981. The downward momentum occurred as the 1978 Airline Deregulation Act brought more airlines into the fold to compete with Continental. The financial difficulties made Continental vulnerable to being taken over by the Texas Air Corporation.
As the owners of Texas International Airlines (TIA), Texas Air wanted Continental’s vast network that covered much of the western United States. Owning Continental would allow Texas Air to compete with major carriers.
To legally take over Continental, Texas Air Founder Frank Lorenzo would purchase shares at a low price. Buying enough shares would make Lorenzo the majority owner of Continental.
However, a coalition of Continental employees tried to fight this by enacting the Employee Stock Ownership Plan (ESOP). The goal of this plan was to keep the airline independent from Texas Air and prevent imminent layoffs that would come from a takeover.
The ESOP didn’t require shareholder approval and planned to create as many as 15.4 million new shares, which would give the employees 51% ownership vs. Lorenzo’s 49% ownership. Two Continental pilots, Paul Eckel and Charles Cheeld III, would spearhead the ESOP.
Texas Air founder Frank Lorenzo | Image: Public Domain.
Support for the ESOP was overwhelming, with nine banks offering $185 million in loans to finance the plan. Over 150 Continental employees also held a public event to raise awareness of the possible takeover at Houston’s Tranquility Park in May 1981.
Don’t Mess with Texas Air
However, the plan did come with several caveats. On 6 August 1981, the California Corporations Commission stated that the share insurance required approval from shareholders, which Texas Air could easily refuse. Two days later, the banks withdrew their loan commitments.
On 9 August, Continental CEO Alvin Feldman committed suicide in his office, not being able to handle the company’s troubles and the recent death of his wife. George Warde, who joined Continental as President and COO two weeks prior, became the new CEO.
Warde opposed the idea of the TIA takeover but ultimately didn’t believe the ESOP would hold without the banks’ support.
In a last-ditch effort, Eckel, Cheeld, and hundreds of other Continental employees pledged $200,000 in enlisting support from the California Chamber of Commerce and other labor groups. Their efforts led to a favorable 56-20 Assembly vote on 14 August to pass a bill that would waive the shareholder approval requirement from the ESOP.
The bill also passed the Senate and reached President Reagan’s desk by 13 October. However, Reagan ultimately vetoed it, allowing TIA’s takeover efforts to continue.
‘Through the months of this struggle to maintain our company’s independence, our actions have been guided by the belief, backed by facts, that a merger of the two companies would not be in the best interests of Continental, its shareholders, its employees, and the traveling public,’ said Eckel.
Continental Airlines: Under New Management
With Lorenzo’s hostile takeover looming, Continental’s pilots, officials, and nonunion personnel agreed to a 10% pay cut as part of an economic recovery plan.
On 25 November 1981, Texas Air secured 50.8% of the airline’s stock, making Lorenzo the majority owner. In 1982, Continental merged with TIA, and Lorenzo gave Continental a ‘no-frills’ model.
However, Lorenzo put Continental in bankruptcy protection in 1983 while slashing employee wages by half across the board.
Following the unsuccessful merger with Continental Airlines, Paul Eckel launched Pride Air, which flew for only three and a half months before folding | Image: Public Domain
These moves caused hundreds of Continental workers to resign. In 1983, Eckel formed his own airline, Pride Air. Eckel raised almost $20 million from former Continental employees and investors to start the airline, but it was only in service from 1 August to 15 November 1985 before funds ran out.
The sacrifices for Continental, however, did pay off later on. The airline exited bankruptcy in 1984, and with its low-cost focus, it would jump up to the number-three airline by 1986. Continental would also take over TIA’s hubs, making Continental the sole airline brand under Lorenzo. Lorenzo would manage Continental until 1990, when he was replaced by Hollis Harris.
The Commemorative Air Force c-47 ‘that’s all, brother’ flew in the initial wave of airborne assaults on normandy on d-day, helping pave the way for a hard-fought allied victory over the nazis. 75 years later, she is seen here returning to Omaha Beach with a flyover tribute.
This past June marked the 75th anniversary of the D-Day invasion, where on 6 June 1944, the United States and allies from Canada and Great Britain stormed 50 miles of heavily fortified coastline along Nazi-controlled Normandy, France, to begin the liberation of Europe from Hitler’s power.
Over 150,000 men on the Allied side took part in what remains the largest combined naval, air, and land operation ever staged in the history of warfare. Over 10,000 aircraft and over 7,000 seaborne vessels were used on the Allied side; then Supreme Allied Commander Dwight D. Eisenhower called it the “Great Crusade” to free Europe and the world at large from the grip of Nazism.
American paratroopers checking their kits before setting off for France (U.S. Government photo)
But in the hours of darkness leading up to the main seaborne invasion, an armada of nearly 900 C-47 transports, referred to as ‘Dakotas’ by the commonwealth, flew over 20,000 paratroopers and tons of supplies from England to Normandy and dropped them all behind enemy lines, facing heavy cloud cover and intense enemy gunfire in an effort to capture key sites behind the beaches, cut off German resupply routes and reinforcements, and secure the flanks of the assault areas.
They captured vital roads and bridges, allowing the seaborne troops to advance rapidly. They neutralized German artillery positions and also provided critical reinforcements of manpower, equipment, ammunition, and other supplies as the invasion commenced.
In total, 14,674 sorties were flown on D-Day among the Allies, with 127 aircraft lost. While the invasion’s success changed the course of history in countless ways, it came at a terrible cost. 13,000 American paratroopers jumped into Normandy. Two thousand five hundred were either killed, wounded, or missing by the end of D-Day.
Overall, the Allied side suffered 10,000 casualties, including 2,500 American and nearly 2,000 British and Canadian troop casualties on the first day of the Battle of Normandy, which by the end would see over 50,000 Allied ground troops and air forces killed in action, with figures on the German side similar. It is believed that 15,000 – 20,000 French civilians died in the battle as well, primarily resulting from Allied bombing.
The 2019 D-Day Squadron: A Historic Commemoration
This year, to honor those who gave all on D-Day and pay tribute to the few veterans still alive, America’s D-Day Squadron flew 15 restored Douglas DC-3 and C-47 Skytrains (the military version of the DC-3) from the United States to Europe to honor the 75th anniversary, in a series of symbolic mass flyover commemorations not likely to ever be seen again.
The planes, many of which are storied World War II and D-Day combat veterans, are all privately owned by various organizations. The massive undertaking was coordinated and led by the non-profit charitable Tunison Foundation and its D-Day veteran C-47, ‘Placid Lassie,’ commanded by chief pilot Eric Zipkin.
They planned it for years, coming from across the U.S. and joining together at Oxford-Waterbury Airport in Connecticut on 19 May to begin their journey east across the North Atlantic. They were equipped with life rafts, survival suits, and extras of everything that may be needed as they flew the vintage aircraft on the original Blue Spruce route.
Along the way, they stopped to refuel at Goose Bay Airport (CYYR) in Newfoundland, Canada, Narsarsuaq Airport (BGBW) in southern Greenland, Reykjavik Airport (BIRK) in Iceland, and Prestwick Airport (EPIK) on the Western coast of Scotland before making the final leg to Duxford Airfield (EGSU) north of London.
D-Day squadron C-47s over southern England, 5 June 2019, headed for Normandy to commemorate the 75th anniversary of D-day (photo: Mike Killian)
Such a journey for such old aircraft is already an impressive accomplishment as it is, but for the D-Day Squadron it was just the beginning. Their first official Normandy flyover came on June 5, where they joined Daks Over Normandy and departed the Imperial War Museum Duxford together under overcast skies, as thousands of spectators waved and cheered wishing them good luck.
The formation, led by Placid Lassie, headed south for France, conducting flyovers across England first at Colchester, Southend-On-Sea, Maidstone, and Eastbourne. The unmistakable skyline of London appeared to our west as we crossed the Thames Estuary near Sheerness. We then arrived over southern England’s legendary white cliffs and headed out over the English Channel.
The mood in the sky was palpable. You could feel the emotion, excitement, and honor as the more than 30 planes pushed for the shores of France together, the same as their counterparts did 75 years earlier. I was honored to fly in a Beech 18 with Phil and Allie Dunnington, piloted by Andrew Holman-West, as Harvards and Mustangs flew ‘top cover’ escort for the massive formation.
As the shores of Normandy came into view, the excitement increased; it was almost time for years of planning to pay off as the formation approached their first French flyover at Le Havre. Thousands of spectators lined the streets and the famed Pegasus Bridge as 250 jumpers began pouring out of the Dakotas at Sannerville Drop Zone ‘K,’ as French locals welcomed them all with gifts, hugs, thank yous, and open arms before the planes landed in Caen to stage for several days of events, including the official 75th commemorations scheduled the following day.
D-Day squadron arriving over Sannerville drop zone “K” on 5 June 2019, kicking off their D-Day 75th anniversary commemorations across Normandy and Europe (my plane is actually the Beech 18 at the opening of the video)
It was an incredible sight to see so many combat veteran Dakotas together–something that had not been seen in the skies over Normandy since D-Day and will probably never be seen again.
Honoring Veterans and Recreating History
A few D-Day veterans joined the D-Day Squadron’s flight to Normandy as well, including 97-year-old Tom Rice, a veteran of the 101st Airborne Division who tandem-jumped into Normandy from one of the C-47s, and Lt Col Dave Hamilton, who flew as a Pathfinder pilot on D-Day, flying this time with D-Day Squadron and the Historic Flight Foundation’s DC-3′ Pan-Am Airways’.
Both U.S. President Donald Trump and French President Emmanuel Macron were in attendance for the official 6 June events, along with 60 World War II veterans. The D-Day Squadron flew 12 aircraft in a mass formation from west to east, sharing the sky with the U.S. Air Force and French Air Force, each conducting their own flyover tributes throughout the day.
“One of the primary goals of our efforts was to honor the veterans of the Greatest Generation that sacrificed so much so that we could enjoy the freedoms we have today,” says Moreno Aguiari, Director of Marketing and Public Relations for the D-Day Squadron. “It is our sincere hope that this flight was a fitting tribute to those that fought and died 75 years ago, and that those precious few that are still alive today looked to the skies and felt that everyone who took part in one of the most pivotal moments in our history was properly honored.”
The U.S. Air Force 48th Fighter Wing, based at RAF Lakenheath in England, painted three of their F-15E Strike Eagles in individual World War II heritage tribute colors to honor D-Day, one from each of their fighter squadrons, the 494th, 493rd, and 492nd.
Here’s a clearer and more concise version of that sentence:
Inspired by the P-47 Thunderbolt pilots of World War II—who flew countless missions across Europe, including on D-Day—each jet was painted with the traditional World War II markings of the 492nd and 493rd Fighter Squadrons. Back then, the 48th Fighter-Bomber Group and its four squadrons—the 492nd, 493rd, 494th, and 495th—flew nearly 2,000 sorties, dropped approximately 500 tons of bombs, and fired over 160,000 rounds while striking German gun batteries, engaging Luftwaffe aircraft, and protecting ships, landing craft, and troops during the liberation of Normandy.
A paratrooper hangs in the air as jets fly above during an airborne drop where more than 1,100 parachutes sailed above Sainte-Mere-Eglise, France, to commemorate the 75th Anniversary of D-Day, 6 June 2019. Allied Forces began the liberation of Europe on the beaches and in the skies of Normandy during the Second World War. Nineteen aircraft from multiple nations and paratroopers from Belgium, France, Germany, the Netherlands, Romania, the United Kingdom, and the United States dropped civilians and Soldiers, both free fall and static line, in front of tens of thousands of spectators. Over 1,300 U.S. personnel have been supporting more than 80 ceremonies in the region since 1 June (Photo: USAF)
Each jet was painted with a red and white chequered nose, white and black ‘invasion stripes’ on the wings, and the Statue of Liberty on the tails, but with different tail colors. Unit insignia was also on the fuselage, and the classic national star symbol, also known as an Air Force roundel, was painted under the wings.
For the 75th anniversary, the 48th FW was tasked with two flyover missions of Normandy, a missing man flyover of Omaha Beach, and the American Cemetery on 6 June (with both Presidents of the USA and France in attendance and shown live around the world). Another on 9 June, which was a re-enactment tribute Commemorative Airborne Operation over Sainte-Mere-Eglise, flying top cover for USAF and Allied C-130s and the D-Day Squadron’s C-47s, who together dropped more than 1,100 military and civilian paratroopers.
More than 1,300 U.S. Service Members, along with 950 troops from across Europe and Canada, converged in northwestern France to commemorate the 75th anniversary. Between 1 and 9 June 2019, they participated in around 80 ceremonies in 40 communities in the region.
On 8 June, the D-Day Squadron’s D-Day combat veteran C-47 “That’s All, Brother” participated in a symbolic tribute formation flight with two C-130J Super Hercules aircraft from the U.S. Air Force 37th Airlift Squadron, based at Ramstein Air Base, Germany. ‘That’s All, Brother’ flew as part of the first wave of C-47s dropping men and supplies behind enemy lines on D-Day, and the 37th AS traces their lineage to D-Day as well, where they served as the 37th Troop Carrier Squadron and flew the same C-47 aircraft. Each C-130 was painted in D-Day stripes, too, with a giant ‘W7’ painted on each fuselage in remembrance of the “Whiskey 7” markings they wore on D-Day.
The actual ‘Whiskey 7’ veteran aircraft that flew as the lead ship of the 37th Troop Carrier Squadron, dropping elements of the 82nd Airborne Division near St. Mere Eglise in the early hours of D-Day, still exists today, based at the National Warplane Museum in Geneseo, NY. The plane could not make the trip to Europe for D-Day 75, but did visit for the 70th anniversary.
One of the C-130s served as my ‘photo ship’ to produce the objective imagery of both aircraft together over numerous symbolic landmarks and locations. At the same time, the other C-130 serving in the formation images was painted with the nickname ‘Heyl Yea, Brother’ on its nose in tribute to ‘That’s All, Brother.’
Several servicemen and women who helped organize the 75th anniversary events were honored to fly on ‘That’s All, Brother’ for the mission as well, visibly excited to experience a piece of living history as they now serve actively in the same responsibilities ‘That’s All, Brother’ had in World War II.
After hitting our photo targets over the American Cemetary, Omaha and Utah Beaches, Iron Mike DZ, Pointe Du Hoc, and a few others, ‘That’s All, Brother’ returned to Caen, while our C-130s continued with flyovers across the region for a total of about three hours, providing for an unforgettable and truly special experience on the back ramp, overseeing where so much history occurred 75 years prior (my sincere thanks again to the U.S. Air Force, D-Day Squadron and ‘That’s All, Brother’ crew).
USAF C-130J crews with the 37th Airlift Squadron who flew in formation with “That’s All, Brother” across Normandy for the 75th anniversary of D-Day (photo: Mike Killian)
Beyond Normandy: Continuing the Tribute Across Europe
Here’s a clearer and more cohesive rewrite:
Normandy wasn’t the final stop—more tributes and flying awaited across Europe. After the D-Day commemorations, D-Day Squadron crews continued on to other historic events, including the Paris Air Show and the 70th anniversary of the Berlin Airlift in Germany. There, aircraft recreated a “Candy Drop,” joined by the original “Candy Bomber,” Col. Gail Halvorsen. The tribute honored the postwar effort known as Operation Vittles. In 1948, after the Soviet Union cut off Western access to West Berlin, the U.S. and U.K. launched a year-long airlift to deliver food and supplies to the city’s residents.
But one day, when Halvorsen met local children at Berlin’s Tempelhof Air Field, he realized how excited they were just to receive some gum from him. So he promised to drop candy on them on his next flight, wiggling his wings as a signal to the children that it was him. He called it ‘Operation Little Vittles,’ kept his word, and unknowingly kicked off an international effort to get candy to Berlin’s children, and the rest is history.
Flying onboard ‘Placid Lassie,’ Halvorsen even took the controls for 20 minutes following the candy drop, which was attended by still-surviving kids from the original missions in 1948 (along with 33,000 other spectators). Halvorsen even signed Placid Lassie after the flight. Lassie was also joined by ‘D-Day Doll’ as they flew together over Bastogne, Germany, revisiting where they served in the Battle of the Bulge 75 years prior.
Following Berlin, the D-Day Squadron’s planes continued in different directions, some heading home back across the cold North Atlantic, others pressing forward for Venice, Italy to participate in their last official stop at Aeroporto Nicelli (Venezia Lido airport) to honor the airport’s history as the first base of operations for the DC-3 in Italy. The airport also hosted the first commercial DC-3 flight in Italy. The flight attendant who worked on that flight, Mrs. Ivonne Girardello, was taken to the skies once again with the D-Day Squadron to mark the occasion, now 96 years young, flying a DC-3 type aircraft for the first time in 60 years on the ‘Spirit of Benovia.’
In total, the D-Day Squadron’s numbers for the 75th anniversary are beyond impressive. With the support of private donors, volunteers and 45 partners/sponsors, they traveled over 150,000 miles across 8 countries in seven weeks, which included 45,000 miles of open-water flying over the Atlantic, 1,489 flight hours, 644 sorties dropping 800 paratroopers, 22 airports visited, 100,000 gallons of fuel and 683 gallons of oil used, 2.6 million people reached on social media and millions more reached through various TV news coverage and online and print media.
“‘Mission Accomplished’ may seem like an overused phrase, but I’m not sure what else you can say,” declared Aguiari. “There was no one person responsible for this effort. An incredible number of people came together to fly 75-year-old aircraft to some of the most remote locations on the planet, then attended weeks of celebrations honoring the Greatest Generation and their incredible achievements. Then, they made the journey a second time to return home. But it also goes far beyond the pilots and crews, as that only scratches the surface of the logistical support that each aircraft received during every leg of the journey.”
Photo: Mike Killian
“We could never have accomplished this without the support of our partners and donors,” concurred Lyndse Costabile, Corporate and Donor Relations, for the D-Day Squadron. “Discounted fuel, ground handling, FBO fees, flight gear, event sponsorship, marketing support; the efforts contributed by these organizations were as fitting as the tribute they helped to produce. They came together in a plethora of ways with the same mindset and unified purpose, like so many did 75 years ago.”
Following their return to the United States, several of the aircraft traveled to Oshkosh, Wisconsin, for America’s largest annual air show, the Experimental Aircraft Association’s (EAA) AirVenture, where they flew and continued celebrating this year’s 75th anniversary of D-Day, shared their experiences and hinted at future airshow and education outreach plans. A feature documentary on the D-Day Squadron’s adventure for D-Day 75 is also in the works.
“So ended the Battle of Normandy: an outstanding triumph of air power. It was air power that paved the way into Europe; air power covered the landings and made it impossible for the Germans to concentrate against them; air power maintained interdiction and pressure on the enemy when the ‘master plan’ failed; air power completed the overwhelming victory.” – John Terraine, The Right of the Line: The Role of the RAF in WWII (p. 662)
Liberty Lifter, a program to develop a ground effect aircraft that could carry heavy loads while skimming over waves and up to 10,000 feet, began in 2022.
The Defense Advanced Research Projects Agency (DARPA) wanted to create an affordable and innovative seaplane for logistics, sea-based search and rescue, and disaster response missions. Under the initial plan, DARPA awarded development contracts to General Atomics and Aurora Flight Sciences.
DARPA Selects Aurora Flight Sciences for Liberty Lifter Project
In May 2024, DARPA selected Aurora Flight Sciences to continue development of the new Liberty Lifter aircraft. The initial task was to build an aircraft that could float and fly, transporting materials at the scale of a ship at the speed of an airplane. Aurora, part of Boeing, has produced a design that promises to fly in ground effect, carry heavy loads, and operate without a runway or shipping port.
Artist image of Aurora Flight Sciences Liberty Lifter ground effect aircraft. | Image: Aurora Flight Sciences
The Aurora preliminary design features a 213-foot wingspan and is capable of carrying 50,000 pounds of cargo. The plan is for the aircraft to be similar in size to the C-17 Globemaster III. Aurora’s concept has a single hull, a high wing, and eight turboprops. They expect it to be able to land in sea conditions with waves up to five feet and to fly close to the surface over waves up to eight feet high.
Liberty Lifter’s First Flight Scheduled for 2029
The current timeline is for Aurora to be ready for a DARPA preliminary design review in the first quarter of Fiscal Year (FY) 2026. They are also planning for a first flight in FY2029.
Image of how unloading would proceed from Aurora Liberty Lifter. | Image: Aurora Flight Sciences
Although DARPA ultimately selected Aurora to proceed with the Liberty Lifter in 2023, it initially selected General Atomics to develop a design. The General Atomics version had twin hulls, a mid-wing, and twelve turboshaft engines.
Ground Effect Produces More Lift at Very Low Altitudes
Soviets Designed Ekranoplan to Threaten NATO Forces
The Liberty Lifter is not a new concept in aviation. In 1966, the Soviet Union designed its first ground effect Lun-class Ekranoplan aircraft. They planned to develop 340-foot-long boat-aircraft hybrids that could attack NATO submarines and aircraft carriers. The first Ekranoplan was then the largest aircraft in the world, and they built two of them.
Soviet Lun-class Ekranoplan aircraft parked near dock in Russia’s Daghestan region. | Image: Radio Free Europe
Soviet Ground Effect Aircraft Fails to Meet Project Goals
The massive Ekranoplan had a unique look, like a vehicle from a steampunk or science fiction movie. Some referred to them as “Sea Monsters.” Despite initial success in flying, the Ekranoplans never met the Soviet goals. Bad weather and high waves kept them from operating safely. The last one went down in 1980 and sank to the bottom of the Caspian Sea.
Soviet Ekranoplan test firing missiles in the 1980s. | Image: Radio Free Europe
Although not operational, one of the remaining Ekranoplans has been sitting at a military dock in the Daghestan region on the Caspian Sea coast. Plans are in place to tow it to the nearby city of Derbent to display it in a Russian patriotic park.
Other groups are considering building ground effect aircraft for military and commercial purposes. In 2022, Russia announced it was selling six smaller Ekranoplans to Iran. Also, a company in Singapore, Wigetworks, is developing an aircraft they call the “Airfish.”
The Airfish is a ground effect plane, which Wigetworks also calls a “Wing-In-Ground” aircraft, an International Maritime Organization (IMO) designation. According to IMO guidelines, Wing-in-Ground craft “are supported in their main operational mode solely by aerodynamic forces which enable them to operate at low altitude above the sea surface but out of direct contact with that surface.”
Wigetworks is developing a smaller ground effect aircraft that can carry up to 9 passengers. | Image: Widgetworks
The Airfish has a 49-foot wingspan, is 56 feet long, and is powered by two automotive V8 engines that use standard gasoline. It also has a crew of 1-2 and can carry up to 9 passengers.
Austin-Bergstrom International Airport (AUS) has long been a hub for both aviation and culture, showcasing a blend of local and international art since 1999.
The airport’s current expansion, part of the broader Airport Expansion & Development Program, aims to elevate the passenger experience with new facilities, including a new Concourse and Arrivals and Departures Hall. The main component of this project involves the commissioning of $10.6 million in art contracts to enhance the aesthetic and cultural appeal of the expanded spaces. However, the selection process for these art installations has sparked significant debate among Austin’s local community, aviation stakeholders, and city officials.
The controversy centers on the allocation of these contracts, with many arguing that the focus on out-of-town artists overlooks Austin’s vibrant local art scene. Jen Robichaux, a vocal advocate on X, has been rallying the public to voice their concerns ahead of the Austin City Council meeting on Thursday, 5 June, where the contracts are set to be voted on.
“NOW is the time to voice your position on this issue!” Robichaux posted on 3 June, providing a detailed guide for residents to formally oppose specific contracts through the city’s website.
Austin City Council is meeting on June 5, 2025 to vote on the most significant art contracts for the Austin Airport expansion.
NOW is the time to voice your position on this issue!
Use this guide to formally convey your opposition to individual contracts.
Austin Downtown Cruiser by artist Young-Min Kang, part of the Art In Public Places (AIPP) Collection at Austin Airport (AUS) | IMAGE: austintexas.gov
In March 2025, the city paused three significant art contracts worth over $10 million after concerns arose about the lack of local artist representation. According to the Austin Monitor, the decision came after Mayor Kirk Watson and other city officials expressed unease over the selection process.
Watson emphasized the importance of reflecting Austin’s creative identity, stating, “Any artwork that we place in the airport should highlight the importance of our local artists and highlight Austin’s creative, cultural community.”
The pause allowed for a 30-day review period to revise the selection process. A renewed focus was placed on incorporating more Texas—and Austin-based artists in future phases.
Not only the cost: Austin airport selected controversial artists
The pause was a welcome move for opponents and signaled the city’s willingness to address community concerns. However, as this week’s vote approaches, the debate has reignited.
Of the 10 agenda items up for approval, several involve artists from outside Texas, including Jim Campbell of White Light Inc., based in San Francisco, whose proposed $2.4 million contract has drawn particular scrutiny. Robichaux highlighted this in an earlier post, urging Austinites not to send “$2,400,000 of our hard-earned dollars to California residents.”
Adding to the tension, Chicago-based artist Yvette Mayorga, another out-of-town artist under consideration, has stirred debate with her provocative work. Mayorga’s art features explicit text like “F**K ICE” and “ILLEGAL,” soldier-covered monuments critiquing America, and historical references that replace figures like George Washington with asylum seekers. She describes her work as portraying “an American Dream gone wrong,” using deliberately childish techniques to suggest America itself is an illusion.
Austin taxpayers may soon be forced to pay $2.4M for anti-American political activism disguised as art.
Chicago-based Yvette Mayorga's art features explicit text like "FUCK ICE" and "ILLEGAL." She creates soldier-covered monuments critiquing America and replaces George… pic.twitter.com/xVpOsvoGEg
Her $2.4 million contract has prompted questions about whether such politically charged art aligns with AUS’s goals. Some have asked if this is the best use of funds for an airport expansion and whether anti-American political activism resonates with Austin’s identity.
Educate yourself – Austin City Council is meeting on June 5, 2025 to vote on the most significant art contracts for the Austin Airport expansion.
The sentiment on X reflects simmering frustration among Austin residents and the aviation community. Many questions are swirling as to why the $10.6M isn’t funding local artists and small businesses that make Austin unique.
Users question why millions of dollars are being paid to out-of-state artists when Austin is bursting with talent.
These voices highlight a key tension: the balance between showcasing global talent and supporting the local economy. AUS has a history of integrating both, with 12 of its 18 permanent AIPP-commissioned artworks created by Austin-based artists, according to an Economic Development Department spokesperson.
The Austin City Council is set to vote again on art for the airport expansion. After postponing the vote because of outrage for using out of town artist. Well they're back at it. 🧵 1/5 Item 1 the biggest chunk: Saya Woolfalk not to exceed $5.8 million is out of NYC pic.twitter.com/SiApWQVc4P
The airport also features rotating galleries for local exhibitions, a practice that has been praised for “keeping it local” since 1999, as noted on the AustinTexas.gov website. However, the scale and visibility of the new expansion project have amplified calls for prioritizing Austin’s creative community, especially as AUS continues to grow.
Business Implications for the Aviation Industry
Austin-Bergstrom International Airport (AUS) at night | IMAGE: Austin Airport on Facebook
For the aviation community, this debate offers valuable lessons on stakeholder engagement. The airport expansion is a major capital improvement project, and the art contracts, funded through a city statute that allocates 2% of eligible project budgets to public art, are a significant investment.
While local taxpayer money is not directly funding these contracts, the perception of economic fairness matters. Council Member Leslie Pool highlighted this in an Austin Monitor report, noting that supporting local artists aligns with the city’s broader economic development goals.
Travelers and airport operators may also consider the passenger experience. Art installations can enhance an airport’s aesthetic appeal, creating a memorable first impression for travelers. However, if the art fails to resonate culturally with the local community, it risks alienating the most important stakeholder group—residents whose support is crucial for future airport initiatives.
Airports worldwide face the challenge of balancing global appeal with local identity, and AUS’s experience could serve as a case study for others.
This thread shows over half of the $12 million for airport art is still going to out-of-state artists (first ten items on the Austin City Council agenda for June 5th)
This time they included two Texas artists out of the ten recipients to quell the uproar. But neither artist is… https://t.co/ktIymPZhxz
With the Austin City Council meeting scheduled for 5 June—just one day after this writing—the outcome remains uncertain. Jen Robichaux’s detailed guide on X provides a step-by-step process for people to engage with the process.
From accessing the meeting agenda to submitting formal opposition via the city’s website, the guide empowers individuals to influence the decision. Robichaux encourages participation without requiring public speaking, offering options to either speak remotely or simply log opposition.
The aviation community has a unique opportunity to weigh in on how AUS, a growing hub, represents itself through art. Whether you’re an airport executive, a frequent flyer, or a local stakeholder, your perspective can shape the future of this project.
As Robichaux urged, “Let’s make our voices heard, Austin!”
Austin art decision in the midst of airport expansion
Austin-Bergstrom International Airport (AUS) is undergoing a transformative expansion under the “Journey With AUS” program, aiming to address surging passenger demand and modernize its infrastructure.
The multi-year plan includes an upgraded arrival and departure hall, new drop off and pickup facilities, an additional parking garage and 4 more gates to the existing terminal.
By 2030, plans include the addition of a 20 gate concourse connected to the existing Barbara Jordan terminal.
Imagine stepping into a cockpit where the line between reality and simulation blurs so seamlessly that you can’t tell where the physical controls end and the virtual world begins.
That’s exactly what’s happening with the NOVASIM MR DA42, the world’s first mixed reality (MR) Flight Simulation Training Device (FSTD) to earn qualification from the European Union Aviation Safety Agency (EASA).
More than just another simulator, it’s a leap forward for civil aviation training, and some seriously impressive tech powers it. We had a chance to dig into the details of this milestone, and it’s clear this is more than just a shiny new toy for pilots. It’s a glimpse into the future of how we train the next generation of aviators.
The World’s First Mixed Reality Simulator Approved for Civil Aviation Use
IMAGE: Varjo
The NOVASIM MR DA42 is a product of Swiss simulation experts BRUNNER Elektronik AG. It is the first MR-based simulator to meet EASA’s rigorous standards for a Flight and Navigation Procedures Trainer II (FNPT II).
That’s a big deal.
For the first time, pilots training in this mixed reality environment can log hours that count toward their official certification in Europe.
This technology isn’t a proof-of-concept or a prototype. It is a fully qualified system set to be deployed by Lufthansa Aviation Training to replicate the Diamond DA42 cockpit haptically. The DA42 is a global workhorse in general aviation, particularly for training purposes.
A Diamond DA42 in flight | IMAGE: Diamond Aircraft Industries
The brain of the technology is the Varjo XR-4 Focal Edition headset, a piece of equipment that delivers visuals so crisp they rival human-eye resolution. Its ultra-high-resolution displays and wide field of view make cockpit instruments and external references crystal clear, critical for tasks like landing or navigating complex airspace. The gaze-driven autofocus adjusts dynamically based on where the pilot is looking, mimicking natural depth perception. Whether you’re glancing at the altimeter or scanning the horizon, the visuals stay sharp and intuitive.
The system integrates perfectly with industry-standard platforms like Unity, Unreal Engine, and Prepar3D, so training providers don’t need to overhaul their existing setups to adopt it. BRUNNER’s compact motion system and FlightSafety’s VITAL 1150 image generator round out the package, delivering realistic aerodynamics and environmental cues. It’s a cohesive setup that doesn’t cut corners, meeting EASA’s stringent requirements for everything from flight deck accuracy to control feedback.
The EASA qualification under special conditions is a remarkable milestone. It shows how far mixed reality has come and proves it can meet the demanding standards required for professional pilot training.
History made in aviation training! For the first time ever, a mixed reality flight simulator has been officially qualified to EASA standards for real-world pilot training.
Built by BRUNNER Elektronik and deployed at Lufthansa Aviation Training’s facility in Switzerland, the… pic.twitter.com/3fReoNf0sm
Traditional simulators have served aviation well, but they’re not without their flaws. They’re big, expensive, and often limited in how quickly instructors can switch between scenarios.
The NOVASIM MR DA42 flips that script.
By blending physical cockpit controls with a photorealistic virtual environment, an almost unbelievably realistic, immersive experience resembling real-world scenarios is created.
Pilots can manipulate actual switches, dials, and levers while surrounded by a 360-degree virtual world that responds in real time. Need to practice a tricky approach in low visibility? The system can simulate it instantly; no bulky hardware reconfiguration is required.
What really sets this setup apart is the Varjo XR-4’s eye-tracking capability. Instructors can monitor exactly where a pilot is looking in real time, whether their scan is disciplined or they’re overlooking key instruments. That level of visibility transforms training.
It’s no longer just about time in the seat; it’s about meaningful insights that accelerate skill development. With detailed data and pinpoint feedback, instructors can target deficiencies faster and more effectively than ever before.
A Mixed Reality Simulator that Solves Real-World Problems
IMAGE: Varjo
The aviation industry is grappling with a global pilot shortage, and training programs are under pressure to produce more qualified pilots faster without compromising safety.
The NOVASIM MR DA42 is built for this reality.
It’s compact, requires far less space than a traditional full-motion simulator, and is more cost-effective to operate and maintain. That’s a massive win for training organizations, airlines, or flight schools working with tight budgets or limited facilities. Additionally, its portability means it can be deployed almost anywhere, making high-quality training more accessible.
But it’s not just about logistics. The simulator’s design aligns with competence-based training frameworks, prioritizing skills and decision-making over rote hours. Pilots can run through complete sessions—preflight checks, taxiing, takeoff, landing—all in an environment that strengthens muscle memory and situational awareness. The video passthrough feature lets them interact with physical charts or electronic flight bags just as they would in a real aircraft, bridging the gap between simulation and reality.
A Collaborative Triumph
IMAGE: Varjo
This milestone didn’t happen in a vacuum. BRUNNER, Varjo, Lufthansa Aviation Training, and the Swiss Federal Office of Civil Aviation (FOCA) worked closely to make it a reality. Lufthansa’s involvement from the ground up ensured the simulator was built with real-world training needs in mind.
“We have supported this pioneering project from the very beginning with conviction,” said Manuel Meier, CEO of Lufthansa Aviation Training. “As a leading provider of crew training in Europe, we consistently drive innovation in cabin and cockpit training, and this milestone supports that mission.”
Roger Klingler, BRUNNER’s CEO, echoed that sentiment: “With the NOVASIM MR DA42, we’ve combined precision Swiss engineering with breakthrough XR technology to deliver a simulator that meets demanding regulatory standards while providing unmatched realism and flexibility in pilot training.”
Meanwhile, Varjo’s Global Head of Defense & Aerospace, Tristan Cotter, sees this as a turning point for the industry.
Mixed reality is no longer a forward-looking concept. [It’s] ready to meet the operational demands of the industry today.
Tristan Cotter, Global Head of Defense & Aerospace at Varjo
“This is a milestone…for the future of pilot training in civil aviation,” Cotter said.” With this certification, mixed reality is no longer a forward-looking concept; it’s a verified, scalable, and cost-effective solution ready to meet the operational demands of the industry today.”
The NOVASIM MR DA42 Simulator is Just the Beginning of What’s to Come
The NOVASIM MR DA42 mixed reality simulator is designed to mimic the cockpit of a Diamond DA42 | IMAGE: Varjo/Brunner
The EASA qualification of the NOVASIM MR DA42 is indeed a watershed moment, but it’s just the beginning. With regulatory bodies like EASA and the FAA starting to embrace XR-based training, we’re likely to see more approvals in the coming years.
Aircraft like helicopters, eVTOLs, and basic trainers are prime candidates for this tech, and the momentum is building. Loft Dynamics, for example, has already secured EASA and FAA certifications for VR-based helicopter simulators using Varjo headsets, and more projects are in the pipeline.
The benefits are hard to ignore: lower costs, smaller footprints, and more engaging and effective training. As the industry faces growing demands for pilots, mixed reality simulators like the NOVASIM MR DA42 could be key to closing the gap. They’re not replacing traditional simulators entirely, but they’re proving to be a powerful complement—one that’s flexible, scalable, and ready for the challenges of modern aviation.
Flying has always been about precision, skill, and adaptability, and the NOVASIM MR DA42 brings those same qualities to pilot training.
Like so many technological triumphs, mixed reality is so much more than a tool. It is a vision of what’s possible when innovation meets practicality. For aviators, this is an exciting time.
Mixed reality isn’t just knocking on the door.
It’s already in the cockpit, and it’s here to stay.
Every year, International Flight Attendants Day (31 May) gives us a chance to honor the unsung heroes of the skies—those who make every journey safer, warmer, and more memorable.
This year, we highlight a true aviation legend, Mary Elizabeth “Bette” Nash, the world’s longest-serving flight attendant.
With a career spanning an incredible 67 years, Bette’s story is one of resilience, grace, and an unwavering commitment to service. She passed away just over a year ago, on 17 May 2024, but her legacy continues to inspire us all. Although it is impossible for us to condense Bette’s incredible career into one story, we will do our best to honor this remarkable woman and pay tribute to her story.
A Dream Takes Flight
Flight attendant Bette Nash poses in front of an Eastern Air Lines Convair 440 in 1958 | IMAGE: American Airlines
Mary Elizabeth “Bette” Burke-Nash was born on 31 December 1935 in Pleasantville, New Jersey, where she grew up with two younger sisters in a close-knit family. Her early life was grounded in faith, as she was a devoted Catholic. Her faith would become a thread that would weave through her entire life. Bette began working as a legal secretary after studying business at Sacred Heart College in North Carolina.
But her heart was elsewhere.
In 1952, she took her first flight with her mother on TWA from New Jersey to Dayton, Ohio, with an intermediate stop at Washington National (DCA). 16-year-old Bette watched the flight crews at the terminal in DCA, “their heads high and uniforms perfectly pressed,” as she later told the New York Times.
It was at that moment that she realized her calling. This moment planted the seed for a career that would go on to span nearly seven decades.
While working as a secretary, she was also studying to become a flight attendant. When she received a call for an interview with Eastern Air Lines in 1957, Bette borrowed her sister’s dress and took a bus from Atlantic City to the carrier’s headquarters at Rockefeller Center in Manhattan.
She got the job.
In 1957, at the age of 21, Bette was hired by Eastern Air Lines and would be based in Miami. The world was a different place then—Dwight Eisenhower was president, Sputnik I launched into orbit, and Elvis Presley’s Jailhouse Rock topped the charts. Gunsmoke ruled the airwaves, milk cost $1 a gallon, and gas was just 24 cents.
Flying was a luxurious affair, and Bette was about to become a part of its golden age.
The Glamorous Early Years and the “Nash Dash”
Flight attendant Bette Nash preparing for a flight | IMAGE: American Airlines
Bette’s aviation career began on 4 November 1957 when she began training with Eastern Air Lines.
She attended Eastern’s “Charm School,” a rigorous training program that taught etiquette, proper dress, safety, and flight procedures. By 1958, she was a stewardess aboard the 44-seat Convair 440.
Her first flight was from Atlanta (ATL) to Miami (MIA).
When flight attendant Bette Nash began working at Eastern Air Lines in 1958, she worked aboard 44-seat Convair 440s | IMAGE: American AirlinesFlight attendant Bette Nash (center) poses with the crew on the steps of an Eastern Air Lines Convair 440 | IMAGE: American AirlinesBette Nash and other flight attendants at their graduation from Eastern training | IMAGE: American Airlines
The logbook she began that day would stay in pristine condition for the rest of her life. This is just one of many examples of how much she loved and was dedicated to this job.
Back then, flying was an event. Passengers dressed in their finest, and Bette’s duties included serving lobster and champagne, carving roast beef, and cutting perfectly sliced pieces of cake in front of passengers. After dinner, it was time to pass out cigarettes. When Bette recalled those early days, she said she would hand out free cigarettes–Marlboros and Winstons–with matches to boot.
Her uniform was a royal blue ensemble with white gloves, heels, and a pillbox hat, a far cry from today’s practical attire.
Flight attendant Bette Nash wears an early Eastern Air Lines uniform, which included white gloves, a pill box hat, and heels | IMAGE: American Airlines
At a 2017 event at DCA honoring Bette’s 60th year of service, she chuckled as she recalled the changes in high-flying fashion over the years.
“In the old days, we saw a lot of mink coats,” she said. “Today, we see a lot of flip-flops.”
“In the old days, we saw a lot of mink coats. Today, we see a lot of flip-flops.”
Bette Nash
She says one-way tickets when she began at Eastern were $12.
Bette worked in an era when chalkboards displayed flight schedules, rewritten by hand every morning and afternoon. The digital revolution was still decades away.
In 1961, Bette transferred her base to DCA and began working the Eastern Air Lines Shuttle route linking DCA, New York LaGuardia (LGA), and Boston Logan (BOS). This route would become her home for decades, earning the nickname “The Nash Dash” because of her constant presence.
She chose this route for a deeply personal reason: to return home each day to care for her son, Christian, who has Down syndrome. Bette was his sole caretaker for 49 years, a role she embraced with the same devotion she brought to her passengers, many of whom got to know her over the years on the shuttle routes.
Flight attendant Bette Nash and her son Christian. Bette chose to work the Eastern Shuttle linking DCA-LGA-BOS so she could be home every night to take care of her son | IMAGE: Bette Nash via CNN
A Life of Service and Sacrifice
Bette and her crew preparing to work an Eastern Air Lines Convair 440 flight in the early 1960s | IMAGE: American Airlines
Bette’s life wasn’t without its challenges. In 1973, she married James Nash, and they welcomed their son, Christian, shortly thereafter. But her marriage was far from easy, enduring 31 years of abuse before finding the strength to move forward. A black belt in martial arts, Bette’s resilience wasn’t just physical; it was deeply spiritual. Her faith as a committed Catholic gave her the fortitude to face life’s storms, both at home and in the skies.
Her career saw her through remarkable changes in the airline industry. In 1989, Eastern sold its Shuttle landing rights and 17 Boeing 727s to Donald Trump for $365 million. Bette joined Trump Shuttle, which flew hourly between DCA, LGA, and BOS from 1989 to 1992.
Bette Nash (second from left) and coworkers | IMAGE: American AirlinesTrump Shuttle Boeing 727 | Image: By Felix Goetting from Wikimedia Commons
But the airline struggled. A recession, the 1990 Iraqi invasion of Kuwait, and surging fuel prices led to its default on debt. USAir took over, eventually becoming US Airways and later merging with American Airlines in 2013. Through every change, Bette stayed on, adapting to new uniforms, new planes, and new challenges, but always with the same warm smile.
Flight attendant Bette Nash (center) and her crew pose in front of their US Airways Shuttle aircraft | IMAGE: American Airlines
Of course, with a career as illustrious as Bette’s, she had the privilege of serving many notable passengers. One of Bette’s most memorable passengers was Jackie Kennedy. In a CNN interview, Bette shared how a passenger once asked her if the flight she was on was going to Washington. Answering yes, as she turned around, she saw Jackie, poised and elegant–a moment Bette would always remember fondly.
A Legacy Honored: Milestones and Recognition
Bette Nash through the years | IMAGE: American Airlines
Bette’s dedication didn’t go unnoticed. In 2007, US Airways honored her 50th anniversary with a water cannon salute, a gesture typically reserved for retiring captains. American Airlines honored her similarly for her 60th anniversary in 2017.
In 2022, Guinness World Records officially recognized her as the world’s longest-serving flight attendant, a title she held with much pride.
Even in her later years, Bette’s daily routine reflected her deep passion for her work. According to a 2024 New York Timesarticle, she set her alarm at 0210 every morning to prepare for her 0600 departure. She greeted each passenger with a cheerful smile, many of whom were regulars who knew her by name. She credited her longevity to her love for serving others and offering kindness. It was this philosophy that defined her career from beginning to end.
Flying High Until the End
The warm smile that greeted every passenger on board one of flight attendant Bette Nash’s flight | IMAGE: American Airlines
Bette’s final chapter was marked by both courage and grace. In 2024, she was diagnosed with breast cancer. She passed away on 17 May 2024 at the age of 88 in Manassas, Virginia, after entering hospice care. Remarkably, she never officially retired. Her love for the skies kept her going until the very end.
Her employer–indeed, her second family–shared the news of her passing on X on 25 May 2024.
We mourn the passing of Bette Nash, who spent nearly seven decades warmly caring for our customers in the air. She started in 1957 and held the Guinness World Record for longest-serving flight attendant. Bette inspired generations of flight attendants. Fly high, Bette. pic.twitter.com/XFTXyvsqFI
“We mourn the passing of Bette Nash, who spent nearly seven decades warmly caring for our customers in the air,” the post stated. “She started in 1957 and held the Guinness World Record for longest-serving flight attendant. Bette inspired generations of flight attendants. Fly high, Bette.”
We mourn the passing of Bette Nash, who spent nearly seven decades warmly caring for our customers in the air. Bette inspired generations of flight attendants. Fly high, Bette.
American Airlines statement following the death of flight attendant Bette Nash on 24 May 2024
Her obituary perfectly captured her essence: “Her legacy will be remembered not only for her extraordinary career but also for her warmth, generosity, and the countless lives she touched. She will be deeply missed by her family, friends, colleagues, and all who had the privilege of knowing her.”
Additionally, to honor the first anniversary of Bette’s death, author Rick Evan recently released a biography of Bette’s life called Bette: The True Story of My Life in the Sky. The biography captures the heart of Bette and the job she loved so much, helping to keep her story alive for generations to come. The book was released on 24 May 2025, the one-year anniversary of Bette’s death.
Bette doing what she did best: taking care of passengers that became family | IMAGE: American Airlines
A Timeless Inspiration
An image shared by flight attendant Bette Nash’s employer American Airlines announcing her death in 2024 | IMAGE: American Airlines
Bette Nash’s 67-year career began at the dawn of the jet age and stretched into the modern era, a bridge between aviation’s glamorous past and its fast-paced present. She was a living link between the golden era of air travel when champagne and cigarettes were part of the service and the post-9/11 world, navigating decades of change with unwavering grace.
But through every transformation, Bette remained a constant: a beacon of kindness, faith, and resilience.
Here at AvGeekery, we salute the flight attendants who keep us safe in the skies every day. And we pay tribute to Bette Nash by remembering what she stood for. Whether you’re a flight attendant, a pilot, or a passenger gazing out at the clouds, take a moment to remember Bette—the woman who turned a job into a 67-year calling, who faced life’s storms with grace, and who showed us all what it means to soar with a servant’s heart.
Here’s to Bette Nash–the queen of the “Nash Dash,” a true aviation icon whose wings will forever grace the skies.
Unique liveries and designs have sprung up over the years, but none were as in-your-face as The Simpsons airline livery from 1995. While the iconic Matt Groening show is still on the air today, it was viewed by up to 9 million households around this time.
Which airline got to feature this famous family? Not United or American, but a lesser-known and budding airline called Western Pacific Airlines. The carrier, however, didn’t get very far, closing in 1998 due to major financial losses. Here’s the story of the Simpsons airline livery.
Western Pacific’s Inspirations
Western Pacific Airlines (WestPac) was founded in 1994 in Colorado Springs, Colorado, under the name ‘Commercial Air.’ It hyped up its launch in April 1995, but not without its later name change beforehand.
Unlike other airlines, WestPac didn’t start with an original livery design. Instead, it used its own ‘AirLogo’ program.
Each jet was essentially a ‘flying billboard’ that promoted another business, almost all of which were from Colorado Springs. Known WestPac liveries included the following:
Womacks Casino
The Broadmoor
Stardust Resort and Casino
Thrifty Car Rental
Purgatory Ski Resort
Spirit of Durango
Professional Rodeo Cowboys
Colorado Tech University
Crested Butte Resort
Sam’s Town
Security Service Federal Credit Union
Some jets didn’t have any commercial affiliation, but were given nicknames such as the ‘Super Summer Saver Jet’ and ‘Winter WonderPlane’. The carrier operated 20 Boeing 737-300 jets and wet-leased two Boeing 727-200s.
Image: By Richard Silagi from Wikimedia Commons
At its peak, WestPac served 26 destinations across the country. All of them were popular destinations spanning from Los Angeles, California (LAX) to Wichita, Kansas (ICT). New York City was the glaring omission, but those looking to travel there would still be able to by flying to Newark, New Jersey (EWR).
WestPac’s Golden (Yellow) Opportunity
The Simpsons airline livery was the airline’s outlier of all their promotional designs. It came about from an arrangement between WestPac and the Fox Corporation. The network reportedly paid $1 million for the livery.
While no stories have surfaced for how the deal came about, it was likely because WestPac had the flexibility and willingness that not many other airlines wanted to take with their fleet at the time.
The airline chose the Simpsons livery for aircraft N949WP. This particular jet was made in 1985 and was first owned by Piedmont Airlines, followed by USAir in 1989.
The fuselage was a warm, golden yellow, featuring all five members of the family. The jet featured the red ‘The Simpsons’ logo in the middle of the fuselage.
Four of the characters were present on the fuselage: Bart, Homer, Maggie, and Lisa, from left to right. Because of Marge’s hairstyle, she was relegated to the tail. Additionally, the engines sported the Fox logo in blue and yellow.
Models of the Simpsons jet were also available for sale at the time.
WestPac Packs it Up
The Simpsons airline livery continued to fly until 1998 when the airline closed its doors. The carrier lost a total of $90 million during its three years of operation.
WestPac entered Chapter 11 bankruptcy protection in December 1997. The airline almost merged with Denver-based Frontier, but the latter airline backed out when it learned about WestPac’s somber financial records.
In February 1998, WestPac declared for Chapter 7 bankruptcy, and its assets were auctioned off shortly after.
Image: By Aero Icarus from Wikimedia Commons
A few months later, Southwest Airlines acquired the Simpsons jet with the registration number N660SW. Unfortunately, the jet had to be repainted in the Southwest’s tan and red color scheme.
According to PlaneSpotters, the jet retired in 2016 and is currently preserved at the Anyang Institute of Technology Flight Training Center in Henan, China.
UPS will soon begin phasing out their aging Airbus A300-600F freighters. The planes have been workhorses for the company since the early 2000s.
The company plans to retire the fleet by 2035, as part of their fleet renewal strategy. UPS currently operates 52 of the planes, mainly connecting major domestic hubs like Chicago, Louisville and New York.
Increasing cost pressures for old planes
The first A300-600F airframes started flying for UPS in 2000, with more coming online thru 2006. The aging planes will be 30 years old when they are retired by 2035. At their age, they are are becoming more expensive to maintain and operate than newer alternative options. Stricter rules about noise compliance are also forcing the industry to seek more modern planes.
Fuel burn is another issue. The older they get the less efficient they are. Newer planes are quieter for local communities, and offer 10-15% better fuel efficiency – which means saving money on every flight.
Boeing 767-300F will replace UPS’s Airbus A300-600F
Boeing 767-300F (UPS photo)
Another UPS workhorse, the more modern Boeing 767-300F, will replace the company’s aging Airbus A300-600F.
”The aircraft is the most versatile in our fleet,” says UPS. “With this order, and UPS’s order for 19 767 freighters in December 2021, we will operate a total of 108 767 freighters within our global network.”
“The first of the new aircraft are scheduled for delivery in 2025 and give us flexibility within our fleet to meet future customer demand. The 767 offers an excellent combination of payload and range for our customers,” said UPS Airlines President Jim Joseph. “The new aircraft also will help modernize our fleet while improving our efficiency, sustainability and reliability.”
Once a staple of long-haul travel and a symbol of Airbus’ ambition to rival Boeing’s widebodies, the four-engine Airbus A340 is now a rarity in commercial service. But it hasn’t vanished.
As of May 2025, 49 A340s remain in scheduled passenger service across seven airlines. Another 28 are still flying in various roles—including charters, VIP transport, government flights, and ACMI operations—bringing the total number of active A340s to 77. An additional 38 airframes are inactive but not necessarily permanently; they’re either in storage or undergoing maintenance and could fly again.
77 (115 if you include inactive units) may not sound like much, especially considering that 377 A340s were built, but the aircraft still turns heads wherever it lands. With the recent announcement that Lufthansa will swap out the A330-300 for the A340-300 on its Frankfurt (FRA) to Raleigh-Durham (RDU) route this upcoming winter, we thought it was a good time to check in on where the aging quadjet is still flying today.
Lufthansa plans to begin flying the Airbus A340-300 to Raleigh/Durham (RDU).
From January 1 to March 28, FRA-RDU flights are scheduled to switch from the A330 to the A340-300.
Lufthansa had last-minute swaps to the A340 before, but this marks the first regular service. pic.twitter.com/drmvGqpU6h
An Air France Airbus A340 crosses Maho Beach before landing at Princess Juliana International Airport (SXM) in Sint Maarten | IMAGE: Photo by Ramon Kagie on Unsplash
The Airbus A340 was developed to compete with the Boeing 777 and McDonnell Douglas MD-11, debuting with the -200 and -300 variants in 1993. As Airbus’ first long-haul twin-aisle aircraft, it was designed for high-capacity, ultra-long-haul routes in a pre-ETOPS era when four engines were preferred for transoceanic flights.
The -200, with 261 seats and an 8,100 NM range, and the -300, seating 295 with a 7,300 NM range, entered service in March 1993 with launch customers Lufthansa and Air France. The -300’s maiden flight was on 25 October 1991, and both variants were certified in December 1992. Both the -200 and -300 are powered by CFM56-5C engines.
The larger -500 and -600 variants followed in the early 2000s. The -500, with 313 seats and a 9,000 NM range, first flew on 11 February 2002 and entered service in 2003 with Emirates after Air Canada, the intended launch customer, filed for bankruptcy. The -600, seating 379 with a 7,800 NM range, flew its maiden flight on 23 April 2001 and entered service with Virgin Atlantic in August 2002. At 247 feet 5 inches, the -600 was the world’s longest passenger aircraft until the Boeing 747-8 debuted in 2010. The latter two variants are powered by larger, more powerful Rolls-Royce Trent 500 engines.
However, the rise of ETOPS and more fuel-efficient twinjets made the A340 less competitive. Airbus ended production in November 2011 after delivering 377 of the 380 ordered A340s from its Toulouse factory, with the final two -500s delivered in 2012. The A340’s successor, the A350, now dominates long-haul routes.
Despite its commercial decline, the A340 has a strong safety record, with no fatal accidents but six hull losses, including Air France Flight 358, an A340-313 that overran the runway during a thunderstorm at Toronto Pearson International Airport (YYZ) in August 2005.
Who Still Flies the Airbus A340?
An Edelweiss Airbus A340 departs Zurich Airport (ZRH) | IMAGE: Photo by David Syphers on Unsplash
According to data, as of May 2025, only seven airlines continue to operate 49 Airbus A340s on scheduled commercial flights. Here’s a breakdown.
Lufthansa (Germany): The largest A340 operator with 22 active aircraft (16 A340-300s, 6 A340-600s) out of a fleet of 23, Lufthansa was the launch customer for the -200 in 1993 and once operated 62 of the type. The airline uses the type on long-haul routes to US destinations like Boston (BOS), Chicago (ORD), Dallas/Fort Worth (DFW), Detroit (DTW), Los Angeles (LAX), New York (JFK), Seattle (SEA), and Washington Dulles (IAD). Chicago is the only US city with scheduled A340-600 service, with two daily flights from Frankfurt—one on the A340-600 and another on a Boeing 747-800—plus a daily Munich flight on an A350. Lufthansa even brought some -600s out of retirement post-COVID to meet demand. Serving as Germany’s flag carrier, the average age of Lufthansa’s Airbus A340s is 21.9 years.
Mahan Air (Iran): Operating ten active A340s (1 A340-200, 5 A340-300s, 4 A340-600s) out of a fleet of 16, Mahan Air is the largest A340 operator in the Middle East. It’s one of two airlines still flying the rare three-decade-old A340-200, using the aircraft for long-haul routes despite sanctions-related challenges. Mahan’s average A340 age is 26.3 years.
Edelweiss Air (Switzerland): This leisure-focused Swiss International Air Lines subsidiary operates five A340-300s, serving long-haul vacation destinations in the Americas, Africa, and Asia. Edelweiss leverages the A340 for low-utilization, high-capacity missions where range and comfort are key. The average age of Edelweiss’ Airbus A340s is 21.6 years.
Swiss International Air Lines: Swiss operates four A340-300s from Zurich (ZRH) on long-haul routes. Despite most flag carriers retiring the type, Swiss maintains these aircraft with refreshed interiors and modern amenities typically found in newer aircraft. The four A340s Swiss operates have an average age of 21.6 years.
Conviasa (Venezuela): The Venezuelan flag carrier operates three active A340s (2 A340-200s, 1 A340-600) out of a fleet of six. Conviasa flies two of the last three A340-200s in commercial use, often deploying them on diplomatic missions or scheduled routes from Caracas (CCS) to Europe and the Middle East. The average age of Conviasa’s A340s is 27.2 years.
Kam Air (Afghanistan): With three active A340-300s out of a fleet of four, Kam Air uses the quadjet for long-haul and charter flights from Kabul (KBL) to Asian and Middle Eastern destinations. Kam Air takes advantage of the A340’s ability to navigate routes without relying on twinjet overflight permissions. The average age of Kam Air’s A340s is 24.1 years.
South African Airways: South African Airways, once a major A340 operator, has dramatically downsized in recent years. Still, two 20-year-old A340-300s remain in service, primarily on long-haul routes between the carrier’s hub in Johannesburg (JNB) and Australian destinations like Perth (PER).
A list of all Airbus A340 operators as of May 2025 | SOURCE: planespotters.netMahan Air (Iran) Airbus A340-642 | IMAGE: By Anna Zvereva from Tallinn, Estonia – Mahan Airlines, EP-MMQ, Airbus A340-642, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=78143696A Swiss Airbus A340-300 departs Zurich Airport (ZRH) | IMAGE: Photo by stephan hinni on UnsplashA South African Airways Airbus A340-313 on short final at Hong Kong International Airport (HKG) in 2019 | IMAGE: By N509FZ – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=77622518
The Role of the Airbus A340 in Charter and ACMI Operations
A HiFly Airbus A340 | IMAGE: By Kamezukakofun – Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=16823040
While no longer a staple of scheduled airline fleets, the Airbus A340 continues to play a valuable role in the specialized world of charter and ACMI (Aircraft, Crew, Maintenance, and Insurance) operations. Carriers such as SpiceJet, Hi Fly Malta, and Air Algérie operate A340s that are leased from ACMI providers, though these airlines are not counted among the seven main commercial operators of the type.
These leased A340s provide a flexible, cost-effective solution for airlines needing extra capacity during peak seasons, on long-haul ad-hoc routes, or while their own aircraft are undergoing maintenance. By outsourcing aircraft and crew through ACMI arrangements, airlines can avoid the operational and financial burden of maintaining an A340 fleet year-round.
A340 Fleet Breakdown
Lufthansa Airbus A340-313 | IMAGE: By Konstantin von Wedelstaedt – Gallery page http://www.airliners.net/photo/Lufthansa/Airbus-A340-313X/1896162/LPhoto http://cdn-www.airliners.net/aviation-photos/photos/2/6/1/1896162.jpg, GFDL 1.2, https://commons.wikimedia.org/w/index.php?curid=26819564
Of the 218 A340-300s produced, 23 are still flying, with the majority operated by Lufthansa. Others are either in long-term storage or awaiting heavy maintenance. The A340-600, which saw 97 deliveries, has just 17 active units remaining. The A340-500, once known for its ultra-long-range capabilities, is now retired from commercial airline use—but it hasn’t disappeared entirely.
A Kam Air Airbus A340-300 on short final at Beijing Capital International Airport (PEK) | IMAGE: By N509FZ – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=91591425
Government and VIP Use of the A340
An Airbus A340 used by the Egyptian Government on final approach to Paris Orly Airport (ORY) in 2019 | IMAGE: Photo by Daniel Eledut on Unsplash
Several A340s have been repurposed for government and VIP transport, taking advantage of the aircraft’s long range, reliability, and spacious cabin. For instance, two former Lufthansa A340-300s now serve the German government, transporting the Chancellor and other senior officials.
Seven A340-200s are still active, with five flying for government agencies and two in commercial use—operated by Conviasa and Mahan Air. Likewise, seven A340-500s remain in service in a VIP or state transport capacity. One notable example is a highly customized A340-541 operated by Sands Aviation, owned by the Las Vegas-based Sands Corporation, and used for luxury VIP travel.
Las Vegas Sands Airbus A340-500 on the ramp at Harry Reid International Airport (LAS) in February 2025 | IMAGE: Photo by David Syphers on Unsplash
Thanks to its comfort, endurance, and ability to operate on long-haul routes without ETOPS restrictions, the A340 remains well-suited for diplomatic and executive missions.
Conviasa Airbus A340-600 | IMAGE: By N509FZ – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=137574705Azerbaijan Airlines Airbus A340-500 used for VIP transport | IMAGE: By Aktug Ates – Gallery page https://commons.wikimedia.org/w/index.php?curid=29030333
The A340’s Twilight Era
These 7 Airlines Still Fly the Airbus A340 in 2025 78
While only 77 A340s are currently in active service, another 38 remain parked or undergoing maintenance, meaning they could return to flight depending on demand and operator needs. Most commercial airlines have moved on to more efficient twin-engine widebodies, which offer better fuel economy and lower operating costs.
Still, the A340 maintains a niche appeal. Its four-engine layout eliminates ETOPS restrictions, giving operators greater routing flexibility over remote or oceanic areas.
With no fatal accidents in its history and a distinctive silhouette that still turns heads, the Airbus A340 enjoys a loyal following among aviation fans—and remains a vital asset for airlines and operators that know how to use it.
Hijackings weren’t uncommon in the late 20th century, as proven by EgyptAir Flight 648. But while many hijackers demanded money, a terrorist organization known as Abu Nidal demanded a free flight to Libya, or more passengers would die the longer it took.
In total, 56 passengers died during and after the flight, making it one of the most lethal hijackings in history. Here’s the story of EgyptAir Flight 648.
‘We Thought We Were Dropping From the Sky’
Image: Times of Malta
On 23 November 1985, EgyptAir Flight 648, a Boeing 737-266, departed Athens Ellinikon International Airport (ATH) in Greece en route to Cairo International Airport (CAI) in Egypt. On board were 87 passengers and six crew members. The flight was commanded by two 39-year-old pilots, Hani Galal and Imad Mounib.
At 2010 local time, ten minutes after the Boeing took off, three members of the Palestinian terrorist organization Abu Nidal brandished weapons and took over the flight. The identities of the terrorists were Omar Rezaq, Nar Al-Din Bou Said, and their boss, Salem Chakore.
At the start of the hijacking, Chakore would review all the passengers’ passports, ordering Palestinians and Egyptians to the back of the jet while Americans, Australians, Israelis, and Europeans to the front. Rezaq would enter the cockpit to demand that EgyptAir Flight 648 change course.
Methad Mustafa Kamal, an Egyptian Security Service agent, was next to give his passport to Chakore. Though the hijackers didn’t deem Egyptians as a threat to them, he was afraid they would find out he was still an air marshal. Rather than his passport, he swiftly took out his handgun, shooting and killing Chakore.
This led to a shootout between Kamal and Bou Said. Kamal and two passengers were wounded during the shootout. One of the bullets from Bou Said’s gun punctured the fuselage, prompting the pilot to descend to 14,000 feet so the passengers could still breathe.
One of the surviving passengers, Jackie Pflug of Houston, Texas, commented on the experience during an event in 2017:
‘We thought we were dropping from the sky…We were going to hit the ground and die’.
Pflug, Patrick Baker, and Scarlett Rogenkamp were three Americans on board.
‘Kill Someone Every 15 Minutes’
The hijackers initially demanded to go to Libya, but the descent caused the plane to burn through a lot of fuel. They then decided to divert to the closest airport, Luqa Airport, now known as Malta International Airport (MLA).
Galal informed ATC of the hijacked Boeing’s arrival ahead of time. Malta, however, didn’t want the aircraft to land and turned the lights off at the airport. The Boeing landed there anyway and did so safely.
Rezaq took over the hijacking, demanding refueling for continuation to Libya and a medic to be on hand for Chakore. He told ATC that somebody would die every 15 minutes until both demands were fulfilled.
Hours went by, and Rezaq would execute passengers one by one and throw them down a set of stairs to outside the aircraft. A few victims, though, did manage to survive and escape, having been found by Malta authorities and transported to a hospital.
The United States and Egypt would work together to plan a raid on the parked Boeing at MLA. Egyptian Unit 777 and the US Delta Force would disguise themselves as caterers to ambush the hijackers.
They arrived 90 minutes earlier than planned, scrapping the disguise idea and springing into action. The unit would plan to blow the door open and enter using non-lethal plastic explosives. The cavalry didn’t realize, however, that the hijackers placed a bomb underneath the fuselage. According to Dr. Abella Medici, the unit used more plastic explosives than necessary, which set off this bomb and suffocated many more passengers, as well as Bou Said, to death.
Rezaq’s Run From the Law
A total of 33 passengers and four crew members survived the EgyptAir Flight 648 hijacking. Rezaq was the only hijacker who survived following a confrontation outside the plane with Galal and an Egyptian militant. He was subsequently detained.
On 2 November 1988, Rezaq was found guilty on seven counts, including the killing of a few of the passengers on Egyptair Flight 648. While his initial sentence was 25 years, it was reduced to only seven due to a general amnesty, leading to his release in 1993.
Rezaq, however, was still wanted by the United States for killing a US citizen, that being Rogenkamp. Rezaq fled to Nigeria, where officials denied him entry because he did not have a passport. He was then handed over to the FBI and transported to the United States.
Rezaq is currently spending life in prison at the United States Penitentiary in Marion, Illinois.
During the buildup to World War II, Germany wanted to develop a long-range heavy bomber. Their solution was the Heinkel He-177 Greif.
The design included advanced, unique features Germany hoped would make it a powerful weapon in the coming war. However, many problems kept the Greif from becoming an effective part of the Nazi war machine.
It eventually earned the nickname “The Flaming Coffin,” which gives a good indication of the plane’s success.
German Planning for New Heavy Bomber Began in the Years Leading Up to World War II
From the beginning of the project in 1936, the German Air Ministry had some specific goals for it. The basic requirements were that it fly long distances and be fast enough to outfly Allied fighters. Specifically, they planned for it to carry a 2,200-pound bomb load 3100 miles at about 311 miles per hour. The Germans tasked the Heinkel company with designing and building the new bomber.
He-177 Greif Heavy bomber. | Image: Public Domain
The Greif had a wingspan of 103 feet and a length of 72 feet, similar in size to the American B-17. Initial plans were for it to have four V-12 engines mounted along the wings. A later change to this became one of the aircraft’s most significant problems.
Heinkel designed the Greif to have a cockpit crew of three: pilot, co-pilot, and gunner. There was a turret on the starboard side of the nose to defend against frontal attacks and another below the nose. The design allowed the gunner to operate them remotely. There was also a tail gunner who would fire his own gun. Several years later, Heinkel added a dorsal turret with two 13-millimeter guns.
Many problems quickly arose, beginning with the initial flights of the Greif prototypes. One of the first problems was that the technology had not advanced far enough for the planned remote-control guns to function. As a result, Heinkel converted the turrets to manned positions.
Another problem came when the Germans decided to add a unique capability to the Greif. Ernst Udet, Nazi Director General of Air Force Equipment, decided the new aircraft should be capable of dive bombing. Dive bombing was different from the high-altitude bombing used by the B-17 and other Allied bombers. To make this possible on the Greif, Heinkel had to reinforce the aircraft’s undercarriage. This modification was made so that it could withstand the extreme stress put on the aircraft from pulling out of a steep dive. The modifications were essential for the Greif to have powerful enough engines to manage the weight.
Engine Design: The Source of Most of the Greif’s Problems
The first design called for engines with 1,973 horsepower. However, these engines did not exist in 1937, so Heinkel decided to use Daimler-Benz DB 606-A engines instead. They also felt that four engines mounted on the wings would not be aerodynamically sound, interfering with the plane’s dive-bombing ability.
He-177 in flight. | Image: public domain
Heinkel then chose to install two side-by-side engines in a single nacelle on each wing instead. They felt this would reduce drag on the airframe and make dive bombing possible. Each pair produced a combined 2700 horsepower. More than anything, this led to the eventual failure of the Greif. The engine pairs would drive a single airscrew shaft gear to turn the propellers. They realized excessive heat was a potential problem with two engines so close together.
Innovative Cooling System Failed to Meet Goals
Designers developed an innovative idea for a cooling system involving the pressurization of coolant water. Once the engines heated it to its boiling point, it would move to an expansion area and become steam. The steam would then cool as it passed through pipes under the outer skin of the fuselage and wings.
He-177 Greif captured by UK forces with British markings. | Image: public domain
Eventually, however, they found that this system could not cool the two engines. They resorted to installing conventional radiators behind each propeller. While this seemed to work, it also increased the aircraft’s gross weight even more.
Frequent Fires Due to Oil Leaks in Engine Nacelles
Another problem was that oil would leak into the tight space between the engines. The oil would often drip on the hot exhaust manifolds on the other engine and catch fire. Another oil-related problem occurred during early test flights. Designers discovered that the engine oil return pumps caused the oil to foam when pilots throttled the engines back at altitude. The oil then became ineffective, resulting in overheating and the failure of several bearings, which sent connecting rods through the engines.
Maintenance crew working on left engines on HE-177 Greif. | Image: Blaschka / CC-BY-SA 3.0
Designers also tried to save weight by not installing a firewall between engines, which only worsened the heating problem. An additional problem was that the tight spaces in the nacelles made it difficult for maintainers to reach engine components. They then performed less routine maintenance, which only led to more problems.
Design Flaws Resulted in Multiple Crashes
Looking back, it is unsurprising that these design flaws led to critical problems in flight. In November 1939, during the first flight of the Greif prototype, pilots had to land after just 12 minutes when the engines overheated. During the second flight, the aircraft had severe control problems and disintegrated in the air.
He-177 Greif heavy bomber crew prior to a test flight. | Image: Lückel / CC-BY-SA 3.0
Later, the fourth prototype failed to recover from a shallow dive and crashed in the Baltic Sea. In 1941, two more prototypes caught fire and crashed. Despite these failures, pilots had favorable opinions about the Greif, and Germany continued with the program.
Germany Ultimately Abandons Heavy Bomber Project
In 1942, the Nazi High Command ordered the Luftwaffe to destroy the British fleet, and Heinkel produced 130 of the aircraft in 1943. Eventually, Germany built almost 1200 Greifs. Although they flew some combat missions, they never achieved the success the leaders hoped for. Germany was facing shortages in components and materials due to the Allied bombing of manufacturing facilities. The Nazis also had to focus on fighter production to defend against Allied attacks. Finally, in 1944, Germany abandoned the Greif program.
On Thursday, United Airlines and JetBlue Airways announced a new interline agreement dubbed “Blue Sky,” which has the aviation world abuzz.
The collaboration, announced by both airlines in a joint statement, follows months of speculation about a potential deal between the two carriers.
Blue Sky isn’t just another codeshare or a rehash of JetBlue’s ill-fated Northeast Alliance with American Airlines. It’s a strategic partnership designed to boost customer choice, supercharge loyalty programs, and mark United’s long-awaited return to New York’s JFK International Airport.
Let’s take a look at what this means for frequent flyers, the industry, and the New York market.
JetBlue + United = a blue-tiful era of travel. 🌤️
Introducing Blue Sky – a unique collaboration between JetBlue and @United to give customers more of what they love. Earn & redeem miles/points across both airlines, enjoy loyalty perks on either carrier, and book flights easily… pic.twitter.com/dVFEu5iCcZ
A Win for Loyalty Members: MileagePlus and TrueBlue Get a Boost
This infographic summarizes some of the benefits customers will enjoy over time*. JetBlue and United will share more details about the timing of these features later this year. | IMAGE: United/JetBlue
The heart of Blue Sky is the integration of United’s MileagePlus and JetBlue’s TrueBlue loyalty programs, a move set to make life sweeter for millions of travelers. Starting this fall—pending regulatory approval—MileagePlus members can earn and redeem miles on most JetBlue flights, while TrueBlue members can do the same on United’s vast network. This reciprocal miles and points accrual, based on revenue, opens up a treasure trove of new destinations for both sets of loyalists.
For JetBlue’s TrueBlue members, the benefits are massive. With nearly three out of five people in New York City and Boston enrolled in TrueBlue, JetBlue’s Northeast-heavy customer base now gets access to United’s global reach: 165 additional US destinations, eight in Canada, two in the Caribbean, 31 in Latin America, 27 in Europe, five in Africa, two in the Middle East, 15 in Asia, and 14 in the South Pacific. That’s a staggering 264 new markets for TrueBlue members to earn and burn points on, including global gateways like London, Tokyo, and Sydney.
United’s MileagePlus members, meanwhile, gain access to JetBlue’s leisure-focused network, including 15 destinations United doesn’t serve, like Martha’s Vineyard, Mass. (MVY); Cartagena, Colombia (CTG); Kingston, Jamaica (KIN); and Ponce, Puerto Rico (PSE). JetBlue’s 90 daily flights to the Caribbean and 180 from JFK alone make this a boon for sun-seekers and East Coast travelers. Plus, JetBlue’s focus cities—Fort Lauderdale (FLL), San Juan (SJU), Orlando (MCO), and Los Angeles (LAX)—add serious depth to United’s offerings.
Elite status perks are another highlight. When flying JetBlue, United Premier members will enjoy their usual benefits, such as priority check-in, security, boarding, and baggage. JetBlue’s Mosaic members get the same VIP treatment on United. Complimentary access to preferred and extra-legroom seats, same-day standby/switch options, and one free checked bag are also part of the deal for qualifying elites on both carriers. Details on premium cabin upgrades, like JetBlue’s Mint or United’s Polaris, are still under wraps, but both airlines promise more clarity later this year.
United’s Big Return to JFK
A United Airlines flight departs New York John F. Kennedy International Airport (JFK) | IMAGE: Photo by Miguel Ángel Sanz on Unsplash
United’s retreat from JFK in 2015, followed by a brief return in 2021 and another exit in October 2022, was a sore spot for CEO Scott Kirby, who called it a “strategic mistake” by his predecessor, Jeff Smisek. Blue Sky changes all that. As part of the alliance, JetBlue is handing over slots for up to seven daily roundtrip flights from JFK’s new Terminal 6, with flights potentially beginning in 2027. In a “net-neutral exchange,” United and JetBlue will swap eight slots at Newark Liberty (EWR), ensuring neither airline gains an unfair edge.
This move reestablishes United’s presence at one of the world’s most iconic airports, bridging the gap between its EWR hub and JetBlue’s JFK stronghold at Terminal 5. For United, it’s a chance to reclaim a slice of the lucrative New York market while leaning on JetBlue’s infrastructure. For JetBlue, it’s a way to bolster its Newark presence without sacrificing its JFK dominance.
Streamlined Booking and Travel Services
While the news about Blue Sky focuses on loyalty points and slots, it’s also worth nothing that the alliance will help make travel easier. Customers will soon be able to book flights on either airline through their websites and respective mobile apps. This seamless ticketing experience is a big win for travelers who value convenience over brand loyalty.
United is also following JetBlue’s lead by integrating its ancillary travel services—hotels, rental cars, cruises, and travel insurance—into a single platform on united.com and its app, powered by JetBlue’s Paisly technology. Currently, United funnels customers to separate services like United Hotels and United Cruises. The new setup, leveraging Paisly’s human-first approach and advanced tech, promises leisure travelers a slicker, more cohesive booking experience.
Blue Sky is a lifeline for JetBlue after years of searching for a stable US partner. Previous alliances with American Airlines (the Northeast Alliance, which ended in 2023) and Spirit Airlines didn’t pan out, leaving JetBlue—a 4% player in the US market—struggling to compete with giants like Delta, Southwest, and United (which holds a 16% share, per the US Department of Transportation). This alliance gives JetBlue a powerful ally without the regulatory headaches of a codeshare or merger.
JetBlue CEO Joanna Geraghty called the partnership a “bold step forward” and a “clear win” for customers and crewmembers. By tapping into United’s global network, JetBlue can offer TrueBlue members unparalleled access to international destinations while maintaining its East Coast and Caribbean strengths. The slot exchange at Newark further solidifies JetBlue’s footprint in the New York metro area, its hometown market.
A New Chapter for United
A United Boeing 787 Dreamliner departs Los Angeles International Airport (LAX) | IMAGE: Photo by David Syphers on Unsplash
For United, Blue Sky is a strategic coup. The return to JFK addresses a long-standing gap in its network, and the partnership with JetBlue—a carrier with a loyal Northeast following—adds leisure destinations that complement United’s business-heavy routes. CEO Scott Kirby emphasized the alliance’s focus on “innovation and the customer experience,” noting that United employees are “really excited” about the JFK comeback. With 380 destinations across six continents and a fleet of 1,033 aircraft, United’s scale gives JetBlue’s customers a world of options while reinforcing United’s dominance in the US market.
What’s Next for Blue Sky?
United and JetBlue announce Blue Sky alliance
Unlike the defunct Northeast Alliance, Blue Sky is an interline agreement, meaning both airlines will continue to operate, price, and market flights independently. This sidesteps the antitrust scrutiny that doomed JetBlue’s tie-up with American. Regulatory approval is still pending, but both carriers are optimistic, with some components—like loyalty program integration and cross-booking—slated to launch this fall. Corporate travelers may also benefit as both airlines explore extending parts of their corporate discount programs to the partner’s flights.
While details on premium cabin reciprocity and full loyalty integration are still forthcoming, the Blue Sky Alliance is poised to shake up the US airline landscape. For frequent flyers, it’s a chance to stretch their miles and points further than ever. For United, it’s a triumphant return to JFK. And for JetBlue, it’s a long-sought partnership that finally gives it the muscle to compete with the big dogs.
Fingers crossed that blue skies are, indeed, ahead.
Do Shark Tank stars fly commercial or private jet? Shark Tank has been a television staple since 2009, changing numerous lives and introducing America to up-and-coming businesses, goods, and services. Many deals made on this program have also made several known investors even wealthier.
Considering all the money accrued from these deals, how do all the Sharks travel? Do they have a collection of private aircraft or save money by flying coach? Here is the current flight situation of each main Shark Tank investor.
As the wealthiest Shark on the show, Cuban owns four aircraft. Years earlier, in 1993, he also had a lifetime pass at American Airlines, for which he paid over $100,000.
The former Shark Tank star exited the show after Season 16 and set a Guinness World Record in 1999 when he purchased the Gulfstream V private jet. At $40 million, this was the largest online transaction at the time. That same year, he bought another aircraft for the Dallas Mavericks, a Boeing 757, which he customized to meet the team’s needs.
Later, the Mavericks received an upgraded commercial plane–a Boeing 767-200ER. This aircraft was scrapped and sold for parts in 2021.
Cuban also acquired a Bombardier Global Express, which he uses as his current private jet.
Herjavec has purchased two private jets in his lifetime. His first jet was a Bombardier Challenger 604. While owning this jet, he also owned two Magellan Jet charter memberships.
When asked by Magellan Jet why he has a charter membership while he has his own jet, Herjavec stated that the aircraft is ‘the ultimate time machine,’ elaborating that time is a resource that can’t be replaced like money can be.
Herjavec later replaced the Bombardier with the Gulfstream IV-SP at some point in 2017. While he enjoyed the 604, he summarized the decision by stating, ‘It’s hard to beat windows on a Gulfstream.’
The Croatian-born investor says he’s in the air for around 300 hours yearly and claims he spends all those hours in the cabin working.
Daymond John
NOAA’s Gulfstream IV-SP takes off from Lakeland Linder International Airport (LAL) | IMAGE: NOAA
Aside from being a superstar investor, John was also on the Jetset Magazine editorial board until 2018. In his write-ups, he documented how owning a private jet was considered the ‘ultimate status symbol.’
While he doesn’t specify the plane he purchased, he claims he bought it in 1999 only to resell it in 2002. Finances were the primary reason he switched to chartering a jet rather than owning one.
The Shark Tank investor claims to charter a private jet around 30 times yearly. He gave this endorsement on charter jet company JetSmarter in 2016:
“Personally, I have been using JetSmarter for a while now, and I could not be happier. When I have to go shoot Shark Tank, or speak at something like the Global Entrepreneur Summit, I just fire up the app or give them a call, and I have a G4 waiting for me in no time. It is honestly as easy as booking a commercial flight on Expedia, maybe even easier.”
Kevin O’Leary
The most cautious of the Shark Tank stars, with the fewest deals made, Kevin O’Leary rides a private jet and travels in first class on commercial flights. It isn’t known at this time, however, whether he owns or charters a private jet.
In his 2013 book Cold Hard Truth About Family, Kids, and Money, O’Leary revealed that whenever he flies commercially with his son Trevor, he makes him sit in economy while O’Leary himself sits in first class. In response to his son’s complaint, O’Leary wrote:
‘My son is making the connection between money and personal freedom. I think that’s the greatest gift I’ve ever given him: to help him see that connection. And I constantly reinforce it by doing “Mean Dad” things like making him sit in those crappy economy seats.‘
Lori Greiner
Unlike her male counterparts, Greiner flies commercial. While Greiner doesn’t publicly proclaim her allegiance to a particular airline, she has been known for flying first class with United for many years. She and the airline are based in Chicago, Illinois, so there could be more to the relationship than what’s known online.
On the ABC sitcom Shifting Gears, the character Georgia, played by Barrett Margolis, claims that Greiner travels by helicopter. However, there is no confirmation that Greiner owns or charters a helicopter.
Barbara Corcoran
Image: By Colin Brown from Wikimedia Commons
Like Greiner, Corcoran also chooses flying commercial over owning or chartering a private jet. Corcoran, however, doesn’t even fly first class. Instead, she opts to fly coach along with other fellow travelers.
When explaining her decision, Corcoran had this to say on The Jamie Kern Lima Show:
‘Do you know what a first-class ticket costs? Listen, the way I figure it is, a coach ticket is about 25% of a first-class ticket. I get the free miles and I can give them away. I have everybody in my family flying on my free miles…What’s more important, that everybody gets free vacations or that I’m comfortable in first class? I guess I could afford to do both, but I won’t. I’ll be in coach feeling smug because I know I have three plane tickets that could take somebody somewhere. It accumulates, you know?‘
In a 2018 Forbes interview, Corcoran revealed she flies with JetBlue because of ‘adequate legroom and service’. She also has accumulated many miles on Delta Air Lines.
On 24 April 2025, Boeing announced a pause of the X-66 Sustainable Flight Demonstrator (SFD) program.
Boeing and NASA have collaborated since 2023 on the $1.5 billion SFD, also called the X-66. NASA reported it was planning a full-scale demonstrator flight in 2027.
Despite the stop to the program, Boeing stated it would continue working on the thin-wing technology that was to be a key component of the X-66.
Long, Thin Wings a Key Feature of X-66 Sustainable Flight Demonstrator
The most striking feature of the X-66 was its long, thin wings supported by trusses or struts. This was essential for the wings, as they did not have the rigid structure of wings on typical commercial jets. NASA and Boeing expected the wings, combined with advanced propulsion systems and lightweight composite materials, would make the X-66 as much as 30% more fuel-efficient than current passenger designs.
Side View of X-66 Sustainable Flight Demonstrator Showing Wing and Truss. | Image: Boeing
The X-66 was NASA’s largest experimental plane. One program goal was for it to become a single-aisle test platform for Boeing to replace the 737 in the 2030s. Both organizations have made significant investments in the X-66. NASA initially agreed to provide $435 million in the program, and Boeing promised $725 million. Boeing began the program with high hopes for the X-66’s future.
“We think we’ve got a real shot at bringing that technology to bear on the next airplane,” said CEO David Calhoun.
The X-66 is a Modified McDonnell Douglas MD-90
The X-66 was not an entirely new aircraft. Instead, it was a modified McDonnell Douglas MD-90. The modifications included replacing the wings with thinner ones. The plan was to install the new wings on top of the fuselage instead of under it, as in the original MD 90 configuration. The engines are positioned under the wings, which were above them in the original design.
Scale Model of X-66 Jet Undergoing Wind Tunnel Testing at NASA’s Ames Research Center. | Image: NASA
Since the program began, NASA and Boeing have been conducting experiments such as wind tunnel tests, fluid dynamics modeling, and structural design and analysis using smaller models of the X-66.
Multiple Reasons For Pausing X-66 Sustainable Flight Demonstrator
Boeing decided to pause the development of the X-66 for several reasons. One is that the corporation decided to focus more on supporting its existing aircraft and customers, including the 737-10, 777-8, and 777-9. To accomplish this, Boeing has been pulling engineers from the X-66 program since 2024.
Another reason Boeing and NASA paused the X-66 program was an overall emphasis on cost-cutting, which may be due, in part, to President Trump’s plan to reduce NASA’s science budget by half in the upcoming fiscal year. Boeing has made it clear that it is not abandoning the technology it was developing for the X-66.
Focus to Shift To Development of Thin Wing Technology
Boeing and NASA have announced they will shift their focus from the X-66 to applying thin-wing technology to multiple aircraft designs. This is clearly needed, as the efficiency benefits will become more critical than ever in the near future. Boeing estimates that the demand for single-aisle and narrow-body airliners will increase by 30,000 in the next 20 years.
NASA Image Showing Top View of X-66 Sustainable Flight Demonstrator. | Image: NASA
While wings produce lift, they also create drag as they move through the air. Longer, thinner wings generate less drag, which results in better fuel efficiency. This seems like a good solution for aircraft designs, but longer wings like those on current passenger aircraft would face more turbulence, which would then require more weight to strengthen them, eliminating the fuel consumption benefits.
To solve this on the X-66, NASA and Boeing were examining the use of trusses, or braces, to support the thin wings and avoid making them heavy. To accomplish this, they had to overcome several design obstacles.
“The junctures between wing, strut, and fuselage are challenging for flow separation and localized shockwaves, but computational fluid dynamics has helped shape the design,” said Brent Cobleigh, NASA’s SFD Project manager.
Wings Can Morph to Function as Control Surfaces
The thin wings also apply Boeing’s active aeroelastic wing technology. With this concept, the wings warp or morph along the leading and trailing edges to function as flight control surfaces. The wings are not as stiff as traditional designs and twist to create the most favorable shape for lift and control.
Digital Image of X-66 Sustainable Flight Demonstrator During Design Period Clearly Showing Thin Wings. | Image: NASA
