International Airlines Group (IAG), the parent company of U.K. flag carrier British Airways, will purchase 32 Boeing 787-10 Dreamliners.
The announcement, first teased by US Commerce Secretary Howard Lutnick during a White House press conference on Thursday, 8 May, comes as part of a broader bilateral trade deal unveiled by President Donald Trump and British Prime Minister Keir Starmer.
The deal, worth nearly $13 billion (£9.8 billion), is a much-needed win for Boeing as it continues to recover from years of bad press and setbacks.
IAG and British Airways Bet Big on Long-Haul Demand
British Airways Boeing 787-10 Dreamliner in flight | IMAGE: British Airways
British Airways, part of IAG, is investing heavily in long-haul travel despite a recent dip in transatlantic demand. The Dreamliner deal also includes options for 10 more. Unrelated to the Dreamliner deal, IAH says British Airways will also acquire six Boeing 777-9s and six Airbus A350-1000s.
IAG, which also owns Iberia, Aer Lingus, and Spanish carriers Vueling and LEVEL, will purchase 21 Airbus A330-900neo aircraft with options for 13 additional units, valued at $8 billion, to strengthen the long-haul fleets of Iberia, LEVEL, and Aer Lingus.
British Airways, operating 294 aircraft to over 200 destinations, has a long history with Boeing, having flown nearly every Boeing model except the 707 and 727. Despite softer demand in the U.S. economy leisure segment, IAG reports strong North Atlantic premium product demand and maintains its 2025 forecast.
The British Airways Dreamliners will use General Electric engines, while Rolls-Royce engines will power the A330-900neos.
Secretary Lutnick also announced that the US would allow tariff-free imports of Rolls-Royce engines as part of the U.K.-US trade deal, though this does not affect the Dreamliner order. Deliveries are scheduled between 2028 and 2033, assuming no geopolitical or other delays exacerbate existing backlogs at Boeing and Airbus.
Boeing’s Very Good Day
Boeing rendering of a 777-9 and 777-8F in China Airlines livery | IMAGE: Boeing
Meanwhile, Boeing’s having a banner day. In a separate announcement, China Airlines confirmed it’s joining the 777X club with an order for ten 777-9 passenger jets and four 777-8F freighters, plus options for five more 777-9s and four 777-8Fs.
The Taiwanese carrier says the jets, including the 777-9—the world’s largest twin-engine jet—will boost capacity and range on long-haul routes to North America and Europe while slashing fuel consumption by 20%. With a max capacity of 426 passengers, these jets will be workhorses for China Airlines.
Boeing notes that over 520 777X jets have been ordered worldwide, signaling strong demand for the next-gen widebody.
Allegiant pilots recently issued a statement regarding negotiations between Las Vegas-based Allegiant Air and Mexican ultra low-cost carrier Viva (fka Viva Aerobus).
A union representing Allegiant pilots fears that a partnership would lead to significant layoffs, with Viva pilots taking over positions on Allegiant flights.
The two low-cost carriers have been discussing a partnership since 2021. Since then, however, there have been a number of significant setbacks, including the change of administrations following the 2024 US presidential election.
Allegiant Union: Our Pilots and Customers Deserve Better
Allegiant Airlines teamsters published a press release in late April strongly opposing a possible partnership between their airline and Viva.
According to the release, Allegiant is seeking government approval for the new partnership. The release’s primary concern is the possibility of giving ‘the majority of jobs and flying hours to Mexican crews with Viva’ at the chagrin of 1,400 Allegiant pilots within Teamsters Local 2118.
Teamsters General President Sean M. O’Brien didn’t hold his feelings back during the press release, calling the proposed partnership ‘un-American.’
‘We see Allegiant’s proposal for what it is –– a shameless attempt to lower our members’ standard of living, all to enrich Allegiant’s greedy executives…Allegiant pilots and customers deserve better than this carrier’s disrespect.’
Image: By NS777 from Wikimedia Commons
Teamsters Local 2118 Negotiations Chairman Captain Josh Alen also described what the airline would be like under a partnership with Viva:
‘While we support the development of new routes and business for Allegiant, their application with Viva Aerobus will kill American jobs and set a dangerous precedent in the airline industry…It is extremely insulting that Allegiant would threaten to outsource our work in the middle of contract negotiations. We will not rest until Allegiant recognizes the value we provide and protects our work here in the United States.’
Airlines in a Three-Year Struggle
Allegiant and Viva have been discussing a ‘trade alliance agreement’ since December 2021. The agreement would expand the networks of both airlines, and Allegiant would pledge $50 million in equity into its equivalent south of the border.
The agreement has been waiting for regulatory approval for years, and Teamsters Local 2118 requests that the Trump administration deny the motion for approval. Allegiant contacted the US Department of Transportation (DOT) on 4 April, requesting that it approve the motion.
An Allegiant spokesperson responded to questions from the media about the proposed partnership, saying:.
‘This alliance, if approved, will provide tremendous benefits to consumers seeking affordable, nonstop travel between the U.S. and Mexico…Allegiant currently doesn’t provide transborder flying, so this is an opportunity to expand our service into Mexico while giving our pilots a chance to fly new routes that are not otherwise available to them at this time.’
Allegiant’s brand new Boeing 737 MAX 8 | IMAGE: planespotters.net
The spokesperson also emphasized that pilots from Mexico are forbidden to operate U.S. domestic flights.
About Viva
Based on passenger numbers, Viva is Mexico’s third-largest airline and the 11th largest in North America. The carrier is located at Monterey International Airport in Apodaca, Nuevo León, Mexico. Launching in 2006 as Viva Aerobus, the carrier rebranded to simply ‘Viva,’ in October 2024.
Viva operates an all-Airbus fleet of 115 aircraft in the A320 and A321 families. The carrier serves 60 destinations across Mexico, the United States, Central America, and South America.
Within the United States, Viva serves:
Austin, TX (AUS)
Chicago (ORD)
Cincinnati (CVG)
Columbus, OH (CMH)
Dallas/Fort Worth (DFW)
Denver (DEN)
Houston (IAH)
Las Vegas (LAS)
Los Angeles (LAX)
Memphis (MEM)
Miami (MIA)
Nashville (BNA)
New York (JFK)
Oakland (OAK)
Orlando (MCO)
San Antonio (SAT)
San Diego (SAN)
Viva added seven new routes between the US and Mexico City’s new Felipe Ángeles International Airport (NLU) last month.
Innovative ideas for aircraft testing and maintenance were some of the key projects presented at the “Spark Tank” competition finals held on 22 November 2024 at Edwards Air Force Base.
The 412th Test Wing Continuous Improvement and Innovation Team at Edwards sponsored the competition, encouraging base personnel to present innovative concepts using digital tools.
More than 300 Airmen and Civilians Submitted Ideas
Over 300 people, active duty and civilian, submitted projects, several of which directly applied to flight testing and maintenance operations. At the event, modeled after the “Shark Tank” television show, six finalists presented their ideas to a panel of judges from base leadership.
Wireless, 3D, and AI-Driven Scanner Makes Precise Files
One project with an innovative idea was “Artec Leo – Wireless and AI-Driven 3D Scanner,” by Adam Nevis. He explained how this device allows engineers and maintainers to scan parts while still installed on their machines. Nevis provided an example of a damaged part in a hangar gear motor. The Artec-Leo could operate wirelessly, scan the part, and create a CAD file. Then, a 3-D printer fabricated the part immediately when it would have taken eight weeks to order it.
Artec Leo Wireless scanner in a cockpit. | Image: Artec 3D
Nevis also stated that the AI-driven scanner can produce accurate files with exact tolerances and thicknesses. The files work with 3D printers to produce temporary or permanent parts made from stainless steel or even carbon fiber.
An advantage of the Artec Leo is that it can create scans of discontinued items, extending the service life of equipment. Nevis did not mention using the scanner to make aircraft parts. However, even if they only use it for innovative ideas for hangars and other equipment, it will still help support efficient operations at military bases or airports.
Artec Leo 3D scanner is one of the innovative ideas presented at the Spark Tank. | Image: Artec 3D
Tablets on Flightline for Test Data and Modifications
Another of the projects in the Spark Tank finals was “Digital T-2 Modifications on the Flightline” by Alex Ramirez. This system will assist with designing, fabricating, and maintaining modifications and test equipment. Personnel can use Surface Pro tablets to track and access flight-test data. This aviation innovation will be especially useful at Edwards, where testing is a key part of the mission.
Ordinarily, modification packages and operations books are kept in thick binders, some with hundreds of pages, which are not easy to use or efficient in the flightline environment. This T-2 system gives personnel immediate access to flight and testing data.
Airmen checking a tablet at Edwards Air Force Base. | Image: U.S. Air Force
This system allows engineers to modify files digitally directly in response to test data. It also includes a function to allow people to sign maintenance documents at the aircraft instead of doing it later. Ramirez said this will reduce aircraft downtime and save engineers man hours.
This system differs from the E-tools system aircraft maintainers use for normal operations. The E-tools system allows maintainers to document when they complete work orders. It also gives them access to digital versions of technical manuals, which is more efficient than searching paper versions for sections they need to perform maintenance. The T-2 system at Edwards will be different. Engineers will use it for testing and modifications instead of regular maintenance.
Auto Crib Provides Near-Instant Access to Bench Stock Items
A third project offering support to aircraft maintainers was “Modernizing Supply Bench Stock” from Staff Sgt. Victor Garcia of the 411th AMU Raptor Squadron at Edwards proposed that the base adopt the Auto Crib system to digitize and improve the bench stock system. Bench stock items can include pins, clips, nuts, bolts, safety wire, lubricants, washers, gaskets, and more. Maintainers often need quick access to items like this.
Auto Crib bench stock supply system one of the innovative ideas at the Spark Tank competition at Edwards AFB | Image: Autocrib
The Auto Crib system looks like a self-checkout unit or vending machine you might find in a convenience or grocery store. Personnel use a panel to locate and request any items they need. The machine opens a panel and provides the requested components within seven seconds.
This basic system can hold 2574 customizable bins containing items specific to aircraft models. Auto Crib can also expand the basic units with more bins. It allows returns, automatically generates purchase orders, and reorders inventory items when stock runs below pre-established levels.
Auto Crib control panel | Image: Autocrib
The Air Logistics Complex at Warner Robins AFB already uses the Auto Crib system, which exemplifies its efficiency. If a bench stock item falls to an established level, then supplier Lockheed Martin is automatically tasked and has 24 hours to deliver the items to Robins. This failsafe feature keeps maintainers working and prevents work stoppages. Hill and Tinker Air Force Bases are also using Auto Crib.
Image showing bins inside Auto Crib system | Image: Auto Crib
Innovation to improve aircraft testing and maintenance
The innovative ideas presented at the Spark Tank competition promise to improve aircraft testing and maintenance.
“As we witness rapid advancements in digital capabilities, it is imperative that we harness the power of data to enhance our operations, improve efficiencies, and drive mission success,” said Rebecca Kern, the 412th Test Wing Innovation Project Officer.
“Be sure to extinguish your smoking materials before donning your oxygen mask.” – PanAm A300 Preflight Safety Video
That now quirky line from this PanAm A300 preflight safety video captured a bygone era of air travel. It sounds weird by today’s standards. Smoking has been banned from domestic flights since the late 1980s.
Pan Am, a legendary airline from the late 1920s to 1991, and the A300, Airbus’s first commercial success, evoke nostalgia for a time when flying was synonymous with glamor.
Pan Am Was A Legendary Airline That Shaped the Industry Even Today
Pan Am didn’t just operate flights—it transformed air travel. Through innovation and a relentless focus on passengers, it set standards that modern airlines still attempt to follow.
With a vast fleet and routes spanning the globe, Pan Am was a symbol of elegance and efficiency. Its commitment to excellence made it a household name. The airline’s eventual downfall was both spectacular and a sad time for the airline industry.
Among its fleet was the Airbus A300, a milestone for a then-emerging little European-government funded manufacturer called Airbus.
Now the world’s leading aircraft builder, Airbus launched the A300 in the late 1970s as its first marketable airliner.
This twin-engine, wide-body jet was state-of-the-art at the time, attracting both European carriers and major U.S. airlines, including Pan Am. The A300 never really dominated its niche but it put Airbus on the map and was a key part of its strategy to penetrate the US market which it eventually accomplished.
Pan Am’s choice of the A300 over the Boeing 767 was strategic. Airbus, eager to penetrate the U.S. market, offered competitive pricing to secure Pan Am, a marquee client all while Pan Am needed to preserve capital.
The timing was ideal: Pan Am needed to simplify its aging, diverse fleet, and the A300 met that need. It modernized operations while upholding the airline’s reputation for quality.
Safety First in this PanAm A300 Preflight Safety Video
The Pan Am A300 preflight safety video offers a vivid glimpse into 1980s aviation. With peach-colored seats, generous legroom, and flight attendants sporting Farrah Fawcett-inspired hairstyles, it’s a relic of a time when air travel felt luxurious.
The instruction to extinguish cigarettes before using an oxygen mask underscores how much has changed—smoking on flights is now unimaginable and look at that leg room even in coach!
Beyond its safety message, the video is a cultural artifact. Its grainy visuals and upbeat narration scream early ’80s charm, reflecting an era when Pan Am’s Clipper Class symbolized adventure.
Watching it today, readers are transported to a time when boarding a plane was an event, filled with anticipation and sophistication.
Here it is…The PanAm A300 preflight safety video is below:
The USS Harry S. Truman aircraft carrier lost a second jet in a week yesterday, after a failed landing attempt.
Details are scarce, but Navy officials have confirmed the F/A-18F Super Hornet had a “failed arrestment”. Whatever the case, the jet went off the deck and to the bottom of the Red Sea.
Navy photo, USS Harry S Truman aircraft carrier
Both crew on the jet ejected safely, and were recovered quickly with minor injuries.
Another jet fell overboard just a week ago
The incident is just the latest for the Truman. Just a week ago another F-18 fell off the side of the ship when the ship made an unexpected maneuver to avoid missile fire from Houthi rebels.
The jets cost $60-70 million each.
An F/A-18E Super Hornet, attached to Strike Fighter Squadron (VFA) 81, prepares for launch on the aircraft carrier USS Harry S. Truman (CVN 75) during flight operations in the U.S. Central Command area of responsibility (Navy photo)
Crews involved with that incident also got away with just minor injuries.
Truman is Engaged in Operation Rough Rider
Truman and the greater Carrier Air Wing 1 have been in the Red Sea since February. They have been busy, engaged in Operation Rough Rider, an intense campaign targeting Houthi rebels in Yemen to “restore freedom of navigation and American deterrence in the region,” according to U.S. Central Command (USCENTCOM). The Houthis are backed by Iran.
Thus far, forces have struck over 800 targets, killing hundreds of Houthi fighters and many of their leaders. Multiple command-and-control facilities have been taken out, along with air defense systems, advanced weapons manufacturing facilities, and advanced weapons storage locations.
F-18 taking off from the carrier (Mike Killian photo)
President Trump is Discussing Stand-Down with Houthis
On Tuesday (May 6), President Trump said American forces will stop attacking Houthi targets, claiming they have agreed to a stand-down.
Houthi officials, however, responded by saying they haven’t agreed to anything yet, but they are considering it.
Air Koryo, North Korea’s state-owned (and only) airline, is a unique relic of Cold War aviation.
Shaped by the Democratic People’s Republic of Korea’s state control, isolation, and geopolitical alignments, Air Koryo has a history of over seven decades, starting as a Soviet-backed venture and operating today as a symbol of the DPRK regime.
What’s it like to fly on Air Koryo? You may never find out personally, but others have and lived to tell the tale. Here’s a history and rundown of North Korea’s flag carrier, Air Koryo.
There are Six Aircraft in Air Koryo’s Fleet
Since Kim Jong Un assumed power in 2011, Air Koryo has experienced some modernization in its operations but maintains its status as a product of state propaganda and diplomacy.
Currently, there are only six aircraft in its fleet. The average age of each plane is just under 30 years old. They are as follows:
Ilyushin Il-62M—This jet aircraft is operated by the Government of North Korea and is used as Kim’s VIP jet. In totalitarian dictatorship fashion, he has two, meaning he hoards 1/3 of all aircraft in the nation, all to himself and his inner circle. It can seat nearly 200 passengers.
Antonov An-148-100B—This mid-sized regional jet airliner seats 62. The airline has two of these aircraft, both of which were delivered in 2013.
Tupolev Tu-204-100B—A commercial twin-engined jet aircraft that seats up to 210 passengers. The lone 204 was once owned by Russian regional carrier Red Wings Airlines.
Tupolev Tu-204-300—A slightly smaller variant of the 204-100B, this aircraft has 166 passenger seats. Not much is known about the jet’s history, except that it was modified from a Tu-204-100.
The Tupelov jets are the only ones that are approved by the European Union to fly in Europe. The other planes are banned for being too old, and thus obsolete and unsafe to be trusted with passengers.
Air Koryo’s Network
In an effort to attract tourists, Kim also overhauled Pyongyang’s Sunan International Airport (FNJ) in 2015. The airport, however, doesn’t get a lot of traffic, largely because of a major disinterest among travelers and the airline’s limited route network.
Throughout Air Koryo’s history, the airline has flown to various destinations throughout Asia and Europe. Today, there are just four destinations, including the airline’s hub in Pyongyang. The other three are Beijing Capital International Airport (PEK) in China, Shenyang Taoxian International Airport (SHE) in China, and Vladivostok International Airport (VVO) in Russia.
Since COVID-19, the airline has been run on a skeleton crew and only operates passenger flights a few times weekly. The airline relies on state subsidies, as profitability matters little to the government compared to its diplomatic and symbolic roles.
The Air Koryo Cabin Experience
While there are in-flight meals aboard Air Koryo, the main course is the Koryo Burger, which consists of a ‘mystery meat’. Those who have flown with the airline recall these burgers tasting processed, bland, and cold as if they just came out of the refrigerator.
According to reviewers, there’s also in-flight entertainment on the overhead monitors, but one of a few different types of content will be playing: Air Koryo safety videos, DPRK-approved dramas, performances of lively girl groups like Moranbong that the DPRK formed to personally entertain Kim, and fluff documentaries of Kim. For news, passengers have access to the Pyongyang Times or a propaganda magazine.
Air Koryo is often one of the worst-reviewed airlines for passenger flights. However, many reviewers don’t blame the crew or flight attendants, as they’re often considered friendly and helpful.
Air Koryo’s Other Uses
When not used to fly passengers to and from Pyongyang, the aged aircraft are often used for charter services before and after special events set up by the DPRK. Such events include celebrating the anniversary of the DRPK, often carrying performers or workers. Air Koryo also transported athletes to and from Incheon, South Korea, for the 2014 Asian Games.
With Kim’s focus on nuclear ambitions, it’s uncertain if Air Koryo will ever stop being a state-funded symbol that will sever its Soviet-era ties and become a commercial entity. If you ever were interested in flying with Air Koryo, you’d easily see a glimpse into North Korea’s controlled and old-world civilization.
In 1911, French brothers Arthur-Édouard and Raoul-Georges Gonnel developed and tested the Uniplan: an aircraft design that can only be called strange.
Their “Uniplan” looked more like a kite than a plane. The Uniplan was not successful at flying, but it did demonstrate important aerodynamic concepts and principles that apply to modern piston and jet engine-powered aircraft today.
View of the front of the Gonnel Uniplan, an aircraft design that did not work, even though its designers received a patent for it. | IMAGE: http://chezpeps.free.fr/
The Uniplan aircraft design featured an open fuselage, a compact engine mounted above a pair of wheels, and seating for a single pilot. Positioned above the lower fuselage was a boxlike frame of equal length, covered in fabric that draped down each side to form simple wings or fins.
Uniplan Aircraft Design Different and a Bit Strange
By any measure, the Uniplan was a unique aircraft design. Some claimed it was a cross between a covered wagon and a nun’s wimple [bonnet]. A 2010 edition of the Incas Bulletin refers to the Uniplan as the “strangeness” and “a kind of canvas boat rolled over the fuselage.”
Scale model of the Uniplan provides a clear view of the design. | IMAGE: Facebook.com
Despite the Uniplan’s unusual design, the brothers demonstrated their seriousness by securing a French patent in 1910. Still, they seemed to recognize early doubts about the aircraft’s performance. Their patent application noted that the fabric wing—or dome—might act like a parachute, acknowledging that “the lift in flying machines leaves much to be desired.”
They decided to test the Uniplan in March 1911 and hired a pilot with the last name “Pappaert” to fly it. He allegedly did not have an official pilot’s license, but that might not have mattered. There is no clear evidence that the design worked. A January 1912 issue of the French newspaper “L’Auto” reported that Pappaert made “many flights” in the Uniplan that January, but no other records of his alleged flights exist. Others claimed these flights were no more than uncontrolled hops.
The rear view of the Uniplan shows more detail on the upper fuselage. | IMAGE: Secretprojects.co.uk
Aerodynamic limitations likely explain why the Uniplan failed to fly successfully. Its long, fabric-covered upper frame paired with very short wings reflects a low aspect ratio design—meaning the wings were relatively short in span compared to their length. This configuration tends to generate strong wingtip vortices and contributes to instability in flight. While some modern fighter jets also have low aspect ratios, they compensate with powerful engines that provide enough thrust to overcome these aerodynamic drawbacks.
French Design For Low Aspect Ratio Plane
French “Irreversible” designed by Camille Delaandre. | IMAGE: Secretprojects.co.uk
In the early 20th century, the Uniplan was not the only unique or unusual aircraft design with a low aspect ratio. In 1908, Frenchman Camille Delalandre designed the “Irreversible.” It was similar to the Uniplan and not any more successful. Delalandre tested it in June 1914, and it crashed. Then, when World War 1 began, he did not continue with the project.
Front view of the “Irreversible” shows how it compares to the Gonnel Uniplan. | IMAGE: Secretprojects.co.uk
American Design Similar to French Uniplan
Patent diagram of the American Shillcutt low aspect-ratio plane. | IMAGE:: https://patentimages.storage.googleapis.com/
The French were not the only aircraft designers interested in low-aspect planes. In 1912, American Alburt Shillcutt designed his own aircraft, the “Shillcutt Aeroplane.” While similar in appearance to the Gonnel Uniplan design, Shilcutt’s plane had two engines that drove two propellers, one forward and one in the rear, on a single shaft. Like Gonnels, Shillcutt applied for and received a patent, number 1,043,473, in 2012. Unfortunately, like with the Gonnels and Delaandre, Shilcutt’s aircraft design was unsuccessful. There is no evidence that it ever went beyond model form.
Early image of the Shillcutt Aeroplane in flight. | IMAGE: Smithsonianmag.com
While these low aspect ratio aircraft designs may not have been competent fliers, it does seem likely that they at least help engineers learn more about wing design and aerodynamics.
On Monday, regional US carrier Contour Airlines unveiled a strategic partnership with ultra-low-cost carrier (ULCC) Spirit Airlines.
According to a press release from Contour Airlines, the move will open up new air service possibilities for underserved communities across the United States. This collaboration leverages Contour’s expertise as the nation’s second-largest Essential Air Service (EAS) carrier and Spirit’s ULCC model to deliver enhanced connectivity and affordable fares.
Additionally, it signals a targeted effort to bridge gaps in the national air transportation network while capitalizing on both carriers’ strengths.
Strengthening EAS Communities with Enhanced Connectivity
A Contour Airlines Embraer ERJ-135ER | IMAGE: Contour Airlines
Smyrna, Tenn.-based Contour Airlines serves as a lifeline for smaller communities through its EAS operations. Serving 22 cities, Contour connects outposts like Altoona-Blair County Airport (AOO) in Pennsylvania, Taos Regional Airport (SKX) in New Mexico, and Kirksville Regional Airport (IRK) in Missouri to major hubs such as Charlotte (CLT), Chicago (ORD), Denver (DEN), Nashville (BNA), Phoenix (PHX), and Washington Dulles (IAD). Operating a fleet of 34 regional jets—12 Bombardier CRJ-100/200s and 22 Embraer ERJ-135/145s—Contour maintains its EAS commitments under US Department of Transportation contracts, providing subsidized air service to these underserved markets.
Under the new partnership, Contour will continue its EAS routes and interline operations with United, American, and Alaska Airlines, connecting travelers to larger hubs. In addition, Contour will provide ground handling services in its EAS cities and market Spirit flights. This operational model aims to boost passenger traffic in these airports by combining Contour’s regional expertise with Spirit’s expansive network reach.
Contour president Ben Munson touts the partnership as a win for travelers in the small communities his airline serves.
“EAS communities no longer need to choose between national connectivity and low fares,” Munson said. “The combination of service from our two airlines is the best formula to grow passenger traffic in these underserved airports.”
Spirit’s Low-Cost Expansion into Underserved Markets
A Spirit Airlines Airbus A321neo | IMAGE: Spirit Airlines
Spirit Airlines, fresh from emerging from Chapter 11 bankruptcy protection in March 2025 and with a new CEO at the helm, sees the partnership as a strategic opportunity to expand its footprint into new markets. Operating a fleet of 194 narrowbody Airbus aircraft to 91 destinations across the US, Latin America, and the Caribbean, Spirit is no stranger to the ULCC model.
The Dania Beach, Fla.-based airline plans to launch leisure-focused routes from select Contour EAS markets, presumably mirroring the successful strategies of competitors like Breeze Airways and Avelo Airlines. While specific route announcements aren’t expected before summer, the move suggests Spirit’s intent to tap into demand for affordable vacation travel from smaller communities. John Kirby, Vice President of Network Planning at Spirit Airlines, emphasized the partnership’s potential.
“Our new partnership with Contour gives us an exciting opportunity to grow our network and explore low-cost entry into new markets that currently have limited service,” said Kirby.
In recent years, Spirit has been a target for acquisition, with failed attempts by JetBlue and Frontier. Spirit now drives its post-bankruptcy strategy by prioritizing high-value, low-cost service while exploring growth opportunities.
An Airbus is Not a Regional Jet
A Contour Airlines Embraer ERJ-135 | IMAGE: Contour Airlines
Founded in 2016 as the regional airline arm of Contour Aviation, Contour has grown from its roots as Corporate Flight Management, a private jet charter company established in 1982. Today, Contour Aviation is a multifaceted operation encompassing aircraft sales, maintenance, FBO services, and a robust Part 135 charter business.
Its EAS operations have made it a recognizable player in the regional aviation industry in the southeast US and beyond—meanwhile, Spirit’s 45-year history and recent financial restructuring position it to explore new market opportunities.
The Contour-Spirit partnership strategically tackles the ongoing challenge of balancing affordability and connectivity in underserved regions like Taos, Kirksville, and Altoona. By integrating Contour’s regional jet operations with Spirit’s leisure-focused ULCC model, the alliance aims to provide flexible, cost-effective travel options for communities previously overlooked by major carriers.
Skeptics question whether these markets can sustain the anticipated demand. There is, after all, quite a difference between a 30-seat regional seat and a 182-seat Airbus A320. Can Taos, with its 6,400 residents, fill multiple weekly Airbus flights to Las Vegas? Or will Beckley, West Virginia, population 16,600, support flights to Orlando? While these examples are hypothetical, of course, they highlight critical considerations for the partnership’s success.
This collaboration promises to be a compelling case study, and we will be closely monitoring its outcomes.
This botched landing became one of the most infamous incidents in Emirates’ history.
The 3 August 2016 incident from the Middle East’s largest airline resulted in a destroyed Boeing 777-300ER and the death of one firefighter.
After the crash landing, Emirates would revamp its safety training and improvements, but memories like this can last a lifetime. Here’s the story of Emirates Flight 521.
‘There Was Smoke Coming Out of the Cabin’
Emirates Flight 521 attempted to land at 1244 local time at Runway 12L at Dubai International Airport (DXB) in the United Arab Emirates. Two hundred eighty-two passengers and 18 crew members were arriving from Trivandrum International Airport (TRV) in Thiruvananthapuram, India.
The captain was an anonymous 34-year-old Emirati who had been with the airline since 2001. His first officer, Jeremy Webb from Australia, was 37 and joined the airline in 2014.
Prior to landing in Dubai, the crew received a wind shear warning from a local airport ATC. Wind shear is an abrupt change in wind speed and direction.
The Boeing 777 touched down 1,100 meters beyond Runway 12L’s threshold, well beyond the optimal zone. A ‘LONG LANDING’ warning triggered inside the cockpit. The pilots opted to abort the landing, but critical mistakes followed.
As the landing gear began to retract, the engines failed to spool up in time since the auto-throttle didn’t properly engage after touchdown. Failing to climb again, the aircraft dropped back down to the Earth and skidded 800 meters towards the end of the runway.
One of the fuel tanks ruptured during the botched landing, causing an explosion and engulfing the plane in flames.
One of the passengers Sharon Maryam Sharji recalled the events to Reuters:
‘It was actually really terrifying. As we were landing, there was smoke coming out in the cabin…People were screaming, and we had a very hard landing. We left by going down the emergency slides, and as we were leaving on the runway, we could see the whole plane catch fire. It was horrifying.’
A Successful Escape
Evacuation began at once, with 10 of 11 escape slides deploying successfully. All passengers and crew exited within 90 seconds. Thirty-nine injuries were reported, including impact injuries and burns from the failed landing. Four people sustained serious injuries but have since recovered.
Jassim Essa Al-Baloushi, a 27-year-old firefighter assigned to douse the Boeing’s flames, unfortunately died on the job.
The crash caused several hours of delays for outgoing flights at DXB. Flights en route to DXB diverted to nearby airports.
Eight days after the botched landing, Emirates offered $7,000 to each passenger on board, which covered injuries and luggage loss. That’s a total of $1,974,000 split among 282 passengers. The flight’s airfares were also reportedly refunded.
DXB reportedly lost $1 million per minute as it closed due to the crash.
A Three-Year Investigation
The UAE General Civil Aviation Authority (GCAA), associated with Rolls-Royce and Boeing, led a meticulous investigation, releasing its final report published on 6 February 2020. The report identifies a total of two causes of the botched landing:
The pilots failed to increase the engine thrust soon enough.
The pilots failed to observe the flight instrumentation parameters.
The report also concluded with the following:
‘The flight crew reliance on automation and lack of training in flying go-arounds from close to the runway significantly affected the flight crew performance in a critical flight situation which was different to that experienced by them during their simulated training flights.’
The report prompted Emirates to revise its pilot training regimen, focusing on go-around procedures, manual flying skills, and automation management.
Following the investigation, what happened to Flight 521’s pilots is unknown. The crash, however, didn’t threaten Emirates’ operations, as it continues to have strong financial backing and government support.
Pan Am is back this summer with a luxurious, private jet expedition for the ages.
In June 2024, we first told you about the exciting revival of Pan Am’s legacy with a luxury private jet journey. With the expedition set to take flight next month, the details for the journey are now finalized. And, if you’re worried that you may have missed out on this opportunity, there’s good news! At the time of this writing, some spots are still available–for a pretty penny (more on that below).
This officially licensed Pan Am Brands experience, organized by Criterion Travel in Beaverton, Oregon, in collaboration with U.K.-based luxury travel company Bartelings, Pan American World Airways, and the Pan Am Museum Foundation, promises to transport participants back to the golden age of air travel.
With its iconic blue and white “Blue Meatball” logo symbolizing a bygone era of elegance and class, Pan Am’s spirit comes alive in this 12-day adventure.
“Tracing the Transatlantic”: A Historic Itinerary
“Retracing the Atlantic” will follow Pan Am’s historic Southern Route | IMAGE: Criterion Travel
Set for 16-28 June 2025, this incredible journey recreates Pan Am’s transatlantic services that launched in June 1939.
Pan Am’s “flying boats” operated a Northern Route (New York to London via Newfoundland) and a Southern Route (New York to Marseilles, France via Bermuda, the Azores, and Lisbon, Portugal). The itinerary honors the airline’s historic Southern Route, starting and ending at New York’s John F. Kennedy International Airport (JFK)—Pan Am’s primary hub and home to the landmark Worldport terminal. Destinations include:
Bermuda
Lisbon, Portugal
Marseille, France
London, England
Foynes and Shannon, Ireland: A nod to the Northern Route’s stop in Foynes, with a visit to the Foynes Flying Boat & Maritime Museum, home to the world’s only full-size replica of a Boeing 314 Yankee Clipper.
New York: Begin and end the journey at JFK.
According to organizers, most flight segments range from one to 5.5 hours. As a private jet operation, passengers will enjoy access to private terminals for easy customs, security, and immigration processes.
The Aircraft: Modern Luxury Signifies Pan Am Is Back For Guests
Passengers will enjoy Pan Am’s iconic service on board a private Boeing 757 | IMAGE: Criterion Travel
The journey takes place aboard a privately chartered Boeing 757-200, configured with 50 lie-flat, business-class seats in a 2-2 layout. “Buddy” seats are scattered throughout the cabin to encourage dining and socializing, echoing the convivial atmosphere of Pan Am’s golden era.
The onboard experience is designed to replicate Pan Am’s legendary service. It features upscale catering, an open bar, and the legendary airline’s unmistakable branding on everything from glassware to swag.
The expedition is limited to 50 (incredibly) lucky passengers. With just 50 people on board an aircraft designed to hold up to 239 passengers, this will guarantee a high-touch, personalized experience that oozes nostalgia while prioritizing comfort.
The Boeing 757-200 will feature 50 business-class seats in a 2-2 configuration | IMAGE: Criterion TravelP
Pan Am Is Back: Guided by a Pan Am Fan
Pan Am Boeing 747 N739PA, “Clipper Morning Light,” being towed in the early 1970s. Later renamed “Clipper Maid of the Seas,” this aircraft tragically operated Flight 103 | IMAGE: Pan Am Museum Foundation
Craig Carter, CEO of Pan American World Airways and owner of Pan Am Brands, will host the trip, bringing Pan Am’s history to life. Tasked with keeping the airline’s spirit alive, Carter will share insights into Pan Am’s remarkable past, its place in today’s aviation landscape, and plans for the brand’s future.
He emphasizes the journey’s goal: to let travelers “revel in the glamor and nostalgia of our efforts to honor Pan Am’s legacy, with high-end service, stays at top hotels, fascinating destinations, reminisces of Pan Am’s glory days, and iconic Pan Am design, logos, and identity popping up throughout.”
Carter also hints at more themed adventures, including an exclusive around-the-world private jet trip planned for Pan Am’s 100th anniversary in 2027.
A Complete Luxury Experience
The Pan American Worldport Terminal at Idlewide/JFK in 1963 | Pan Am Museum Foundation
Such a grand adventure does not come without an exorbitant price tag. At $59,950 per person for double occupancy or $65,500 for single occupancy, the cost covers 12 nights in deluxe hotels, all meals, guided excursions, gratuities, onboard bar service, and exclusive Pan Am-branded swag.
Travelers will stay at top-tier properties and enjoy curated experiences, such as the Foynes museum visit, highlighting Pan Am’s contributions to aviation. Every nostalgic detail is meant to hearken back to the golden age of travel, highlighting Pan Am’s iconic aesthetic and commitment to class and elegance.
They Don’t Make Them Like Pan Am Anymore
“Dixie Clipper” completes its inaugural transatlantic flight, landing in Lisbon, Portugal, on 29 June 1939 | IMAGE: Pan Am Museum Foundation
Founded in 1927 by Juan T. Trippe as Pan American Airways, Pan Am began as a scheduled airmail and passenger service between Key West, Florida, and Havana, Cuba.
Trippe’s vision transformed it into an aviation empire, operating as the unofficial U.S. flag carrier through much of the 20th century. Pan Am was a pioneer of firsts: the first airline to fly transatlantic, transpacific, and worldwide routes, the first to operate the Boeing 707, the first to fly the 747, and the first to introduce computerized reservation systems.
Its early fleet of Boeing 314 flying boats, designed for water landings before long runways were standard, epitomized luxury and innovation.
At its peak, Pan Am’s fleet of 226 aircraft served 87 cities across every continent except Antarctica. However, challenges for the storied carrier began in the mid-1970s. Struggles continued throughout the 1980s, including the 1988 Lockerbie bombing of Flight 103, culminating in its bankruptcy in 1991 and, ultimately, its collapse on 4 December 1991.
Today, the Pan Am Museum Foundation and Pan Am Brands keep its legacy alive, and this journey is a testament to their efforts.
Celebrate the Airline that Defined an Era
IMAGE: Pan Am Brands
Pan Am is a brand that represents a still unmatched standard of quality and elegance in the skies.
This journey is more than a luxury trip—it’s a chance to connect with Pan Am’s transformative impact on the industry. From pioneering global routes to setting service standards, Pan Am laid the foundation for modern air travel.
“Tracing the Transatlantic” offers a rare opportunity to experience that legacy firsthand, with high-end service and historic destinations that resonate deeply with those who know the industry’s inner workings.
We are excited (and a little bit jealous) of the 50 lucky people who will experience this beautiful tribute to Pan Am’s enduring legacy, bringing the elegance of the “Blue Meatball” back to the skies.
For those who live and breathe aviation, this experience is a once-in-a-lifetime opportunity to step into history while celebrating the airline that defined an era.
From 2008 to 2017, SeaPort Airlines operated out of Portland, Oregon, carving a unique niche in the Pacific Northwest.
Unlike traditional commercial carriers, SeaPort functioned as a feeder airline, linking small, rural communities often overlooked by major airlines. Despite early promise and bold ambitions, operational challenges and bankruptcy halted its journey.
Here’s how SeaPort Airlines came to be and the challenges that ultimately led to its downfall.
SeaPort Takes Off
SeaPort Airlines began operations on 30 June 2008 under CEO Kent Craford and Chairman John Beardsley. The airline’s name was derived from the names of its first two destinations: Seattle, Washington, and Portland, Oregon.
Seaport set up a base at Portland International Airport (PDX), initially operating to and from King County International Airport/Boeing Field (BFI) in Seattle. Flights lasted 90 minutes, cutting travel time in half compared to driving or taking a bus.
The airline launched with three Pilatus PC-12 turboprop aircraft, each accommodating up to nine passengers. Rather than arrive 90 minutes before a commercial flight, passengers could arrive 15 minutes before a SeaPort flight and skip any security checks or other screenings. There were no crowds at Boeing Field, and parking was also free.
The press and public immediately saw the airline’s appeal, which was marketed towards travelers who wanted to buy time.
“I have two kids at home. I don’t want to waste a single minute at the airport,” Slalom Consulting GM and passenger Kory Kimball put bluntly.
One-way fares cost $99, and round-trip fares cost $149. One caveat, however, was that each passenger could only take 35 pounds of luggage.
On 21 October 2008, SeaPort Airlines announced Pendleton, Oregon, as its third destination. The airline received a two-year Essential Air Service (EAS) grant to manage a route between PDX and Eastern Oregon Regional Airport (PDT). PDT operations launched on 1 December of that year.
In 2009, the airline had big plans to expand but also made a major change in management for unknown reasons. In November of that year, SeaPort’s board of directors voted to oust Craford and replace him as CEO with Beardsley.
The previous month, Beardsley’s other company, Historic U.S. National Bank Block, filed for Chapter 11 bankruptcy. The change in leadership, however, was said not to affect SeaPort’s bottom line, as it was making profits and looking to fly to more destinations.
In the Spring of 2010, the airline received a two-year EAS contract to operate routes across various cities throughout the United States. SeaPort’s new routes included:
Salina Regional Airport (SLN) in Salina, Kansas, to Kansas City International Airport (MCI)
Boone County Regional Airport (HRO) in Harrison, Arkansas, to MCI
Memorial Field Airport (HOT) in Hot Springs, Arkansas, to Memphis International Airport (MEM)
Each route had one daily flight from Sunday through Friday. While the airline continued its original PDX-BFI route, its identity became a feeder airline that helped travelers connect to larger commercial flights.
In July 2011, SeaPort added two more routes to its network: Dallas Love Field (DAL) to South Arkansas Regional Airport (ELD) in El Dorado, Arkansas, and DAL-HOT.
SeaPort Faces Challenges
The airline established a regional base at MEM in 2012 to better manage its Mid-South network. The following year, it received EAS contracts totaling over $13 million. These new contracts, however, took it to Southern California, where it would open up routes to San Diego, Burbank, Visalia, and El Centro.
Through 2014, SeaPort Airlines further bolstered its Mid-South network with contracts for Wichita and Great Bend, Kansas; Nashville, Tennessee; Tupelo, Mississippi; and Muscle Shoals, Alabama. Its first and only international destination was San Felipe, Mexico.
Things began to go downhill for SeaPort in 2015, as the airline lost several contracts to competitors. This was a blow for the airline, as it relied on these contracts for its finances. A pilot shortage was why EAS opted to cancel or not renew its SeaPort contracts.
SeaPort Airlines would later cease many more routes in mid-January 2016, followed by closing a North Bend, Washington route. SeaPort Executive Vice President Tom Sieber told the Salina Journal that the airline had only 17 pilots when it needed 54. Many of SeaPort’s pilots would get poached by larger airlines with better pay and incentives, according to Sieber.
The airline filed for Chapter 11 bankruptcy protection the following month while continuing to operate its remaining routes. Chapter 11 would then convert into Chapter 7 liquidation on 20 September 2016, with its Arkansas and Pacific Northwest networks being the last to close with a small number of Cessna 208 Caravans.
Impersonating Russian Fighters Has Been Good Business for the F-5.
On 30 April 1964, the Northrop F-5A Freedom Fighter became operational for the first time with the United States Air Force (USAF) 4441st Combat Crew Training Squadron (CCTS). Still flown by many countries around the world 53 years later, the F-5 family of lightweight twin-engine supersonic fighters has been upgraded and adapted to remain effective in today’s battle space.
MiG-28s! Nobody’s Been This Close Before!
The United States Navy (USN) and United States Marine Corps (USMC) continue to operate single- and two-seat F-5s (now known as Tiger IIs) as Dissimilar Air Combat Training (DACT) adversary training aircraft. In the movie Top Gun (Paramount 1986), Navy F-5Ns even impersonated the feared “MiG-28s” so handily bushwhacked by recent TOP GUN graduates and new wingmen Maverick and Iceman. Apologies if that’s a spoiler for you live-under-a-rock types.
Simple During a Complicated Time
The maiden flight of the prototype N-156F Freedom Fighter took place on 30 July 1959. The YF-5A was flown for the first time at Edwards Air Force Base (AFB) in California on 31 July 1963. Northrop believed the large and complex fighters then in service and already being designed were too complex and expensive. They wanted to build a simple, economical, and small fighter instead. Although their approach bucked every trend in American fighter design at the time, they succeeded. And how.
Still Battling
The F-5 went into production in 1964 and remained in production until 1989. Northrop produced 1,871 F-5s (all variants) during those 25 years. Hundreds of the Northrop-built F-5s (all variants) remain operational today. The derivative T-38 Talon trainers are also in service. The jets have been upgraded with improved avionics, protective electronics, more powerful General Electric J85 engines, improved control systems, and the ability to employ the latest generation of air-to-air and air-to-ground weapons.
To War in Vietnam
The USAF began a five-month combat evaluation of the F-5A titled Skoshi Tiger in October 1965. After modifications to add aerial refueling equipment, improved instruments, and armor, the original 12 F-5As delivered to the 4503rd Tactical Fighter Squadron were re-designated F-5C. The Skoshi Tigers flew more than 2600 combat sorties over six months. Based at Bien Hoa and Da Nang, the F-5Cs flew their missions primarily over South Vietnam and Laos. After April 1966, the group was expanded to 17 aircraft and re-designated the 10th Fighter Commando Squadron. Eventually, the Skoshi Tiger F-5Cs formed a South Vietnamese Air Force squadron. 41 F-5s were captured by the NVA when the war in Vietnam ended.
Building a Better Bantam Fighter
The updated and improved F-5E Tiger II first flew on 11 August 1972. The two-seater F-5F flew for the first time on 25 September 1974. The F-5E went into service with the 425th Tactical Fighter Squadron (TFS) at Williams AFB in Arizona on 6 April 1973. The E and F Tigers have seen combat, but not with the US Air Force. Ethiopian F-5 fighters saw combat against Somali forces during the Ogaden War of the late 1970s. Iran employed its F-5s against Iraq during the war in the 1980s, even supposedly shooting down an Iraqi MiG-25 Foxbat. As recently as 2011, Kenya employed F-5s in their operations against Somali terrorists.
War in Far Away Places
During the failed Moroccan coup attempt of 1972, F-5As attacked the 727 belonging to King Hassan II of Morocco while it was airborne. Moroccan F-5s also fought during the Western Sahara War. Saudi Arabia flew close air support and aerial interdiction missions against Iraqi forces occupying Kuwait with their F-5Es during the Gulf War. Tunisian F-5s have flown strike missions in support of major military offensives in the border region of Mount Chaambi against Ansar al-Sharia and al-Qaeda-linked militants since 2013.
Those Colorful Aggressors
The F-5E served with the US Air Force between 1975 and 1990. The primary USAF operators were the 64th and 65th Aggressor Squadrons, based at Nellis AFB in Nevada; the 527th Aggressor Squadron, based at RAF Alconbury in the UK; and the 26th Aggressor Squadron, based at Clark AFB in the Philippines. The primary reason the F-5 was selected for the DACT role is its resemblance to the Soviet MiG-21 Fishbed fighter. Both aircraft are small and have similar performance characteristics.
Snipers and Challengers and Sundowners Oh My
USMC adversary squadron VMFT-401 Snipers operates F-5Es and F-5Fs from Marine Corps Air Station (MCAS) Yuma in Arizona. Originally associated with TOP GUN when located at NAS (now MCAS) Miramar in California, Navy VF-126 Bandits operated F-5Ns for years. Other Navy adversary squadrons like VF-43 Challengers based at NAS Oceana in Virginia, VF-45 Blackbirds and VFC-111 Sundowners based at NAS Key West in Florida, VFA-127 Cylons based at NAS Lemoore in California, and VFC-13 Saints based at NAS Fallon in Nevada have operated or still operate F-5s as DACT aggressors. Many of the currently operational Navy and Marine F-5s are former Swiss airframes that have been reworked and modernized.
License-Built to Last Around the World
A total of 776 F-5s have been license-built by Canadair of Canada, CASA of Spain, AIDC of Taiwan, Hanjin Corporation / KAI of South Korea, and F & W in Switzerland. Current and former operators of the F-5 series include Austria, Bahrain, Botswana, Brazil, Canada, Chile, Ethiopia, Greece, Honduras, Indonesia, Iran, Jordan, Kenya, South Korea, Libya, Mexico, Morocco, Malaysia, Netherlands, Norway, Philippines, Saudi Arabia, Singapore, South Vietnam, Spain, Sudan, Switzerland, Taiwan (Republic of China, Thailand, Tunisia, Turkey, Soviet Union, United States Air Force, Navy, and Marine Corps, Uruguay, Venezuela, Vietnam, and Yemen.
The Federal Aviation Administration has registered 18 privately owned F-5s and Canadair CF-5Ds in the United States. Here’s even more information about the F-5 Freedom Fighter/Tiger.
