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But on June 6, 2025, President Donald Trump signed an executive order that’s set to rip up that outdated rulebook, green lighting supersonic flight once again.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.
The Boeing 757 is still flying after 43 years of service.
It is clearly an older design and faces competition from other manufacturers with newer aircraft. However, the 757 has some design features that still make it a capable performer with definite advantages over more modern passenger jets.
The Boeing 757 is Still Flying After First Flights in 1982
Boeing developed the 757 to replace the 727, with the first 757 taking flight in 1982. There were two main variants: the 757-200 and 757-300. Boeing built 1050 of the jets for 54 different customers before ending production in 2004.
A Delta Boeing 757 at Zurich Airport (ZRH) in Switzerland. | Image: Aero Icarus
The aircraft, sometimes called the “Flying Pencil” or “Giraffe,” has a narrow fuselage with a single aisle. The -200 model is 155 feet long with a wingspan of 125 feet. It has a range of 4050 miles and can carry as many as 240 passengers.
A United Airlines Boeing 757-200 undergoing maintenance. The Boeing 757 Design is still Flying after 43 Years. | Image: Imgur.com
The power from these engines gives the aircraft some key advantages over other models. First, it can take off from relatively short runways. For example, it can operate from the 5,700-foot runway at the John Wayne Airport in Santa Ana, California (SNA). It also has enough power to take off fully loaded from the Eagle County Regional Airport (EGE) in Vail, Colorado, which sits at an altitude of 6,547 feet.
Unique Wing Design Features of the 757
The 757 is still flying today, partly because of two key features of its wing design. Boeing originally built the aircraft for short routes and operations at smaller airports—not long-haul cruising.
To support this, they gave the 757 wider wings that provide better lift and stronger climb performance. Unlike the swept wings found on long-range jets designed for higher speeds, the 757’s wings prioritize lift over speed. Swept wings reduce drag at high speeds, but the 757’s design focused on short-field performance instead.
Despite this difference in wing position, the 757 is still flying thanks to a feature called a “supercritical wing,” which gives it as much or more of the range and speed of aircraft with swept back wings. Richard Whitcomb, an aerodynamicist with NASA, invented the supercritical wing. He came up with the initial concept in 1964 when he was studying how to reduce the shock wave that forms around an aircraft’s wing as it approaches the speed of sound. This shock wave produces drag, which makes it difficult for aircraft to reach higher speeds.
Supercritical Wing Design Provides Added Lift and Efficiency
NASA conducted wind tunnel tests that proved the effectiveness of the supercritical wing. Not only did they find it produced better lift, but the increased lift also improved fuel efficiency, as an aircraft with it would require less fuel and engine power to take off and stay in the air.
The US Air Force also studied supercritical wing design and tested it on the F-111 until 1975. Air Force testing indicated the concept would produce 30 percent more lift than conventional wings.
The supercritical wing enabled the 757 to fly farther and more efficiently. Airlines began using it for more than just short hops. Some of its longer routes have included flights from Newark to Edinburgh, Scotland; Minneapolis to Reykjavik; Raleigh to Paris; and Atlanta to Anchorage.
Boeing 757 is Still Flying With Major Airlines
Today, the Boeing 757 is still flying with Delta, United, and Icelandair, among others. Delta has 91 of the aircraft, the most of any airline. The company has a long history of using the 757, having received the 500th aircraft in 1992 and still owns the last one, which was manufactured in 2005.
The Atlanta-based carrier also has the distinction of operating the oldest commercial passenger jet in the US. Delivered to Delta Air Lines 36 years ago, the Boeing 757-232 (reg. N649DL) shows no signs of slowing down. Besides a short stint with Delta’s low-cost subsidiary Song in the early 2000s, N649DL has flown for Delta its entire life.
The Airbus A321XLR is a Possible Replacement, but Lacks the Passenger Capacity of the Boeing 757. | Image: Airbus
Some companies are beginning to phase out the 757. United is starting to replace it on certain routes with widebody Boeing 767-300s and the Airbus A321XLR, which it introduced in 2018. The A321XLR has more range, up to 5000 nautical miles, than the 757. However, its passenger capacity is just 206.
Airlines will need to weigh the tradeoff between range and capacity when deciding whether to retire the aging 757. For now, though, the 757 remains a reliable workhorse in many fleets.
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 65
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.
