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.
Since the 1960s, helicopters like the Sikorsky S-92 have been vital for the safe and efficient operation of offshore oil and gas platforms.
The S-92 has long dominated these missions, but recent challenges with the type and its competitors are forcing operators to confront tough decisions about their helicopter fleets.
Sikorsky S-92 is the Most Popular Choice for Offshore Helicopter Support
The Sikorsky S-92 medium-lift helicopter began flying commercial missions in 2004. There are currently about 290 S-92s in service around the world, and about two-thirds of them support offshore oil and gas platforms. Their uses include general resupply, crew change, on-call resupply, search and rescue, and medical evacuation missions.
A Sikorsky S-92 flies over open water on a helicopter support mission. | Image: CHC Helicopter
There are currently 12,000 oil and gas platforms worldwide. On average, these last about 25 years before replacement. Many current platforms have reached or exceeded that age. Some of these platforms are as far as 200-plus miles offshore. The condition of these platforms and their distances offshore make helicopter support especially important, as ships cannot cover those distances nearly as fast.
Massive Oil and Gas Platforms Require Reliable Helicopters
Some of these facilities are truly massive. For example, Shell Perdido, located in the Gulf of America about 200 miles from Freeport, Texas, is one of the world’s deepest and largest offshore oil drilling and production platforms. Perdido processes about 100,000 barrels of oil daily and 200 million cubic feet of gas. It maintains a crew of 172 people. They need frequent resupply of food, equipment, and occasionally medical evacuations.
The Shell Perdido oil and gas platform is 200 miles off the Texas coast. | Image: Shell
Sikorsky S-92: An Indispensable Tool for Oil and Gas Platforms
The Sikorsky S-92 is the overwhelming operator choice for offshore platform missions. It boasts a 620-mile range, holds 5,092 pounds of fuel, and features a maximum payload capacity of 2,325 pounds. Operators can choose between configurations for cargo, passengers, or mixed loads. Two General Electric CT7-8A engines power the helicopter, which a crew of two pilots flies with precision and reliability.
Safety and Supply Chain Concerns for the S-92
Despite the S-92’s long history of supporting oil and gas platform operations, the type has some significant problems. In 2024, an S-92 on a search and rescue training mission for Equinor, an oil and gas company, crashed off the coast of Norway, killing one person and injuring five. As a result, Norway considered grounding all of its S-92s. Nothing is more important than safety; tragedies like this cause workers and companies to lose confidence in the helicopters.
A Sikorsky S-92 flies over an offshore oil platform. | Image: AvBuyer.com
H225 Super Puma Initially Emerged as a Solid Competitor for the S-92 Until Disaster Struck
Effective and efficient helicopter support is more important than brand loyalty, so oil and gas companies have no choice but to consider other helicopter models. One such design is the Airbus H225 Super Puma. This helicopter emerged as a capable alternative to the S-92 with its capacity and range.
Airbus claims it has studied the crash and is making extensive upgrades to prevent future disasters. It is too early to tell if this will improve confidence in the helicopter.
Serious Lack of Confidence Remains for H225 Following Disaster
In 2024, Unite the Union, a trade union based in Scotland, surveyed 1200 oil and gas workers. The survey asked how they felt about reintroducing the Super Puma to offshore service. Members made it clear they were not ready to trust the helicopter. They felt so strongly that the union released the following:
“Unite will never ever allow offshore health and safety to be compromised by operators and contractors. Absolutely central to this objective is ensuring the full confidence of offshore workers in the helicopters which they are transported in. “Overwhelmingly offshore workers are telling Unite that more action and assurances are needed from the industry in order to improve the safety of helicopter flights. Operators and contractors must listen to these concerns and act.”
Sharon Graham, Unite the Union General Secretary
For its part, Sikorsky is still encouraging customers to purchase and use the S-92. A key factor in this may be the upgrade program to the S-92A model, which primarily includes modifications to the gearbox to increase the helicopter’s range and reliability.
Sikorsky S-92A model helicopter featured an upgraded gearbox. | Image: Airmedandrescuse.com
The world relies on its energy platforms, and the manufacturers that produce helicopters to support the platforms must do their part to keep the oil and gas flowing.
The aviation industry is abuzz with news that United and JetBlue are engaged in discussions to form a strategic partnership.
This development was first reported by Reuters on 29 April, citing multiple internal sources. Neither airline has confirmed the report.
A potential partnership comes at a critical time for both carriers. For JetBlue, it’s a chance to rebuild after the collapse of its Northeast Alliance with American Airlines. At the same time, for United, it could signal a strategic push into New York’s fiercely competitive John F. Kennedy International Airport (JFK).
JetBlue has been on the hunt for a domestic partner since a federal judge blocked its proposed Northeast Alliance with American Airlines in 2023, deeming it anti-competitive. The fallout was messy: American Airlines confirmed this week that it recently filed a lawsuit seeking damages after negotiations to revive the partnership collapsed. This announcement came on 28 April. Just one day later, JetBlue hinted at a new domestic partnership, raising eyebrows about the timing.
The New York-based carrier has struggled in 2025, with its stock plummeting 47% year-to-date amid economic uncertainties. JetBlue withdrew its full-year outlook during its Q1 earnings call, citing volatile market conditions. A partnership with a “large” network carrier—widely speculated to be United—could provide a lifeline by expanding JetBlue’s reach and enhancing the value of its TrueBlue loyalty program.
The United and JetBlue Partnership: What We Know So Far
A United and JetBlue alliance would focus on two key areas: improved passenger connectivity and frequent flier mile reciprocity.
According to Reuters, the potential United and JetBlue alliance would focus on two key areas: improved passenger connectivity and frequent flier mile reciprocity. Unlike the Northeast Alliance, which involved schedule and pricing coordination, this partnership would avoid such integration to avoid antitrust concerns. Customers could earn and redeem TrueBlue points on United’s extensive network and vice versa with United’s MileagePlus program, creating a seamless experience across both carriers.
JetBlue’s Marty St. George emphasized the customer benefits during the earnings call with the following explanation:
“I need to make sure I reserve my comments based on what we have said publicly. And what we have said is we are looking at, and we’re talking to multiple airlines about domestic partnerships. I think we’re getting very close to making an announcement and expect to make the announcement this quarter. And as far as the benefits that we expect to offer to our customers, now the most important thing is number one, a significantly higher network opportunity for earn and burn of TrueBlue points, which we think greatly improves utility of TrueBlue.
Today, if you are a customer in the Northeast and you love JetBlue for leisure, but, you know, twice a year, you have to go to Omaha or Boise, these are places that you can’t earn through Blue points on now. And when this partnership goes forward, you will be able to. And the second thing is I’m really excited for just the overall broadening of the network opportunities, you know, not just connectivity, but also just sort of better opportunities for our customers to fly more places with more frequency.”
Marty St. George, JetBlue President
However, sources caution that no deal has been finalized, and negotiations remain fluid. St. George indicated an announcement is expected within Q2 2025, suggesting progress is happening.
United’s JFK Ambitions: A Bigger Play?
Aerial image of New York’s sprawling John F. Kennedy International Airport (JFK) | IMAGE: By User:KenzieAbraham – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=74406492
While a potential United and JetBlue partnership’s stated goals are connectivity and loyalty program integration, United’s motivations may extend further. CEO Scott Kirby has expressed his desire for a more substantial presence at JFK. Delta Air Lines dominates with nearly 30% of seat capacity, followed by JetBlue at 24.5% and American at 12%. United, notably absent from JFK, operates out of Newark Liberty International Airport (EWR) and LaGuardia (LGA).
Kirby’s comments, reported by Italian newspaper Corriere della Sera, reveal his strategic thinking.
“I would like to have a presence on the other side of the river at JFK,” Kirby stated. “But man, all the headache, all the brain damage of buying a whole airline to get there. That’s a lot to do.”
Reports suggest United is eyeing 20 slot pairs (enabling 40 daily flights) and access to two of JetBlue’s gates at JFK. With no slots currently available at the slot-constrained airport, a partnership—or even an acquisition—could be United’s ticket to challenging Delta in one of its key hubs.
United’s history at JFK adds context. The carrier exited the airport in 2015 to focus on EWR but briefly returned in February 2021, operating two routes (SFO and LAX) using slots freed up during the pandemic. It withdrew again shortly after, unable to secure permanent slots. A partnership with JetBlue could provide a foothold without the logistical and regulatory hurdles of re-entering JFK independently.
Speculation and Denials: Acquisition on the Table?
A United Airlines Boeing 787-9 Dreamliner lifts off from Los Angeles International Airport (LAX) on 20 Nov 2023 | IMAGE: Photo by David Syphers on Unsplash
Rumors of a United and JetBlue tie-up first surfaced earlier in 2025, prompting United to issue a carefully worded denial:
“The Company is not in negotiations or discussions with any other airline regarding a merger, acquisition, or similar strategic transaction.”
United Airlines
Notably, the statement left room for non-merger partnerships, fueling speculation that the current talks were already underway.
Sources indicate that “all options are on the table,” including a potential acquisition of JetBlue. Such a move would be a bold play for United, granting immediate access to JetBlue’s JFK slots, gates, and customer base. However, Kirby’s reluctance to endure the “brain damage” of acquiring an airline suggests a partnership is the more likely outcome—at least for now. United’s official stance remains cautious, with a spokesperson declining to comment on “industry speculation.”
Implications for Customers and the Industry if United and JetBlue Form an Alliance
A JetBlue flight departs JFK with the Manhattan skyline in the background | IMAGE: By Rickmouser45 – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=93430137
If finalized, a United and JetBlue partnership could reshape the competitive landscape in the US aviation market. Customers would be able to earn and redeem miles across JetBlue and United’s networks, unlocking new travel opportunities. JetBlue’s leisure-focused customers in the Northeast could access United’s extensive domestic and international routes, while United’s business travelers could benefit from JetBlue’s strong JFK presence and premium Mint product.
The partnership would also bolster the Star Alliance, of which United is a founding member. JetBlue’s TrueBlue members could potentially connect with other Star Alliance carriers like Lufthansa and Air Canada. However, the lack of schedule coordination means travelers shouldn’t expect the seamless codesharing often seen in other alliances.
For JetBlue, the partnership could stabilize its financial outlook by driving loyalty program revenue and attracting new customers. For United, it’s a low-risk way to reenter the waters at JFK while strengthening its domestic network. However, the shadow of American Airlines’ lawsuit and the Northeast Alliance’s failure looms large, reminding both carriers of the regulatory scrutiny such partnerships attract.
With an announcement expected soon, clarity is on the horizon. For now, JetBlue’s beleaguered shareholders and United’s ambitious leadership share a common hope: that this alliance could be a watershed moment in an industry where partnerships often define success.
First envisioned decades ago, the proposed Southern Nevada Supplemental Airport (SNSA) is gaining traction as the leading long-term solution to a looming capacity crunch at Las Vegas Harry Reid International Airport (LAS).
In the sun-scorched Ivanpah Valley, 23 miles south of the Las Vegas Strip, a dry lakebed could one day become one of the country’s biggest airports. The Southern Nevada Supplemental Airport—a massive project with an estimated price tag between $6 billion and $14 billion—aims to redefine air travel for one of America’s fastest-growing and most dynamic regions.
Intended to complement the overburdened Harry Reid International Airport, preliminary plans for SNSA call for 153 gates, two runways—including one of the longest in the US—and a sprawling 23,000-acre footprint rivaling giants like Dallas/Fort Worth (DFW) and Denver (DEN).
As LAS nears its capacity limit of 63 million annual passengers by 2030, the Clark County Department of Aviation (CCDOA), the Bureau of Land Management (BLM), and the FAA race to realize this ambitious vision.
The Genesis of SNSA: A Long-Term Vision
The proposed location of the Southern Nevada Supplemental Airport (SNSA) is just east of I-15 in the Ivanpuh Valley, 23 miles south of the Las Vegas Strip | IMAGE: By VanillaSea – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=133920907
The seeds of SNSA were sown in 2000 when the Ivanpah Valley Airport Public Lands Act, championed by US Senator Harry Reid and signed into law by President Bill Clinton, conveyed 6,000 acres to Clark County for a new airport. An additional 17,000 acres were set aside as a compatibility buffer, creating a massive 23,000-acre canvas.
By 2005, the CCDOA evaluated four potential sites, selecting Ivanpah Valley for its strategic advantages: proximity to the Las Vegas Strip, redundant access routes, potential for transit connections, distance from incompatible land uses, and lower development costs compared to alternative site choices.
It has not been smooth sailing with the project, with the 2008-2009 financial crisis and the COVID-19 pandemic grinding progress to a halt. Today, however, SNSA is gaining momentum as it moves into the Environmental phase, the second of four stages (Planning, Environmental, Design, Construction). Las Vegas officials are pushing for a faster timeline, even floating the idea of President Trump stepping in to expedite the environmental study, which could otherwise stretch four years.
Nestled off Interstate 15 between the small towns of Jean and Primm, SNSA will focus on charter, long-haul domestic, and international flights, taking the heat off Harry Reid International (LAS). Construction could begin in 2029, with the airport potentially opening between 2035 and 2037, depending on approvals. The pressure’s on: if SNSA doesn’t come through, LAS’s looming capacity limits could strangle Las Vegas’s tourism-fueled economy.
Environmental and Community Considerations
Proposed site of the Southern Nevada Supplemental Airport, located along I-15 between Jean, NV and Primm, NV, 23 miles south of Las Vegas | IMAGE: Google Earth
As a desert lakebed, the Ivanpah Valley site presents unique challenges. It hosts desert tortoises, a federally protected species, and a rare plant found only in parts of the Mojave Desert. The ongoing Environmental Impact Study scrutinizes these ecological concerns, alongside airspace impacts, including aircraft noise over California’s Mojave National Preserve to the south. Jean Airport (0L7), a nearby general aviation facility, also faces potential disruptions, with impacts under review.
Beyond ecology, SNSA’s infrastructure demands bold planning. The CCDOA envisions widening I-15 from six to 14 lanes between Las Vegas and the new airport, constructing dedicated interchanges, and connecting the airport to a proposed Brightway rail line with connections to Southern California. A Boring Company tunnel is also under consideration as part of the Vegas Loop.
Planners look to the transportation corridor between downtown Washington, DC, and Washington Dulles International Airport (IAD) as a blueprint for knitting SNSA into the region’s fabric.
Additionally, on 10 March 2023, the Nevada State Legislature greenlit a 5,000-acre town to support the airport, though its name remains undecided. These investments aim to seamlessly integrate SNSA into the region’s transportation network as a user-friendly hub that will help keep Las Vegas’s economic engine roaring.
SNSA’s projected layout is ambitious, to say the least. Preliminary plans include multiple terminals featuring up to 153 gates and two massive runways: RWY 18L/36R (12,000 feet by 150 feet) and RWY 18R/36L (15,000 feet by 200 feet). The latter will rank as the third-longest commercial runway in the US, surpassed only by 16R/34L (16,000 feet) at Denver International Airport (DEN) and 17/35 (15,050 feet) at the boneyard, aka Southern California Logistics Airport (VCV). This design would position SNSA to handle the world’s biggest airplanes, which is critical for international and cargo operations.
The airport’s 23,000-acre footprint will make it one of the largest in the U.S., rivaling Dallas-Fort Worth International Airport (DFW) and DEN. Cost estimates range from $6 billion to $14 billion, and those numbers could be on the conservative side if inflation and global economic pressures continue to affect prices.
For context, Denver International, the last all-new US airport, opened in 1995 for $4.8 billion. SNSA’s price tag accounts for modern construction costs, advanced technology, and extensive infrastructure. SNSA will redefine Las Vegas’s aviation landscape if approved, offering a long-term solution for a region quickly outgrowing its current hub.
Harry Reid International Airport: A Dated Facility at its Limits
Harry Reid International Airport (LAS) has nowhere to expand | IMAGE: Google Earth
To understand SNSA’s urgency, one must examine the constraints of Harry Reid International Airport. In 2024, LAS handled a record 58.4 million passengers, a 1.39% increase over 2023’s previous high. As the 7th busiest airport in the U.S. and 5th globally for aircraft movements, LAS operates 110 gates across two terminals and a satellite concourse, serving 159 destinations on 30 airlines. Southwest dominates with over 40% market share.
Yet, LAS is completely landlocked, with no room to expand its terminal infrastructure or airfield.
Opened in January 1943 as Alamo Field, a general aviation facility with three gravel runways, a flight school, and a small terminal. Renamed McCarran Field in December 1948 to honor U.S. Senator Pat McCarran, it replaced Las Vegas Army Airfield (now Nellis AFB) as the region’s commercial airfield. The casino industry’s rise drove explosive growth, with passenger counts soaring from 36,000 in 1948 to nearly one million by 1959.
The jet age at LAS, ushered in by United Airlines, exposed the airport’s inadequate infrastructure. A new terminal opened in 1963, followed by concourse additions and runway lengthening in the 1970s. The mid-1980s brought a new central terminal, a third concourse, and a people mover. Expansions continued through the 1990s and early 2000s, culminating in the $2.4 billion Terminal 3, completed in 2012 after four years of construction. In December 2021, officials renamed the airport to honor US Senator Harry Reid, following revelations of Senator Pat McCarran’s ties to antisemitism and racism.
Today, LAS’s facilities show their age despite ongoing enhancements. Renovations include modernized baggage handling systems, revamped gate areas, and expanded shopping and dining options. Yet, these upgrades cannot overcome the airport’s physical limits. Tens of millions of passengers pass through a facility designed for use in an entirely different era.
Projections indicate LAS will hit its maximum capacity of 63 million passengers by 2030, creating a bottleneck that could cripple the region’s hyperactive economic engine. That’s not some distant problem–it’s five years away.
The Economic Imperative of a New Airport
LAS Tower and the Strip in the background | IMAGE: Harry Reid International Airport
Las Vegas thrives on tourism, with aviation as its lifeline. In 2024, LAS’s 58.4 million passengers underscored its role as a global gateway. Officials emphasize the importance of growing the region’s air travel capacity by highlighting Las Vegas’ growing role in major national and international events, such as the 2024 Super Bowl and the upcoming Grand Prix championship this November.
However, capacity constraints risk stifling growth. Without SNSA, airlines may reduce flights, increase fares, or divert to other hubs, impacting hotels, casinos, and businesses. The CCDOA’s proactive approach—planning SNSA while enhancing LAS—aims to safeguard the region’s prosperity.
SNSA’s focus on charter, long-haul domestic, and international flights aligns with Las Vegas’s evolving market. International tourism, particularly from Asia and Europe, grows steadily, demanding larger aircraft and longer runways. Cargo operations, too, will benefit from SNSA’s capacity, supporting e-commerce and logistics. By complementing LAS, SNSA ensures that both airports serve distinct yet synergistic roles in the regional economy.
Challenges and Opportunities
A Frontier Airlines Airbus A320neo departs LAS against the backdrop of the sprawling Las Vegas Strip | IMAGE: Photo by David Syphers on Unsplash
The environmental phase of the process presents hurdles. Mitigating impacts on desert tortoises and rare plants requires careful planning, potentially involving relocation or habitat restoration. Aircraft noise over the Mojave National Preserve could spark opposition from environmental groups. The CCDOA’s collaboration with the BLM and FAA aims to balance development with stewardship, but delays could push the timeline beyond 2037.
Community engagement is critical. The new 5,000-acre town and expanded I-15 corridor will reshape the Ivanpah Valley, creating jobs and infrastructure but also raising concerns about water resources and urban sprawl in a desert region. The Brightway rail and potential Boring Company tunnel offer innovative solutions, but their feasibility depends on funding and political will.
SNSA’s scale invites comparison to Denver International, which faced cost overruns and delays but ultimately transformed its region. With its history of bold bets, Las Vegas is well-positioned to navigate these challenges. The CCDOA’s transparent planning process, including public input and rigorous environmental studies, builds trust and momentum.
Las Vegas Rolls the Dice on a 21st Century Mega-Project
The Las Vegas Sphere gives a Southwest 737 quite to look as it departs LAS | IMAGE: Harry Reid International Airport on Facebook
SNSA represents more than an airport—it’s a statement of ambition. Las Vegas, born from audacity, has always defied the odds. The region’s aviation history reflects its relentless growth from Alamo Field’s gravel runways to LAS’s global prominence. Now, with LAS at its limits, SNSA offers a path forward.
By 2035, travelers may enter SNSA’s terminals, board flights to distant continents, or connect via high-speed rail to Southern California. The airport’s runways, among the longest in the nation, will welcome the world’s largest aircraft. Its 23,000 acres will anchor a new town buzzing with economic activity. Meanwhile, LAS will continue to thrive, serving short-haul and regional flights with renewed efficiency.
The road to SNSA is fraught with challenges, from environmental hurdles to multibillion-dollar budgets. Yet, Las Vegas has never shied away from big risks for bigger rewards. If successful, SNSA will not only solve LAS’s capacity crisis but also redefine what a 21st-century airport can be.
Business and travel go hand in hand, which gave many airlines several ideas to cater to businessmen on the move. But while many shuttle airlines existed that flew New Yorkers to domestic cities like Washington D.C. and Boston, how about one that could fly all the way to London? Eos wanted to answer that call.
Eos was a carrier that only offered Business Class for those who needed to fly across the pond. However, this endeavor lasted only four years due to financial shortages and rising operational costs. Here’s how Eos fared in the 2000s.
‘A New Beginning’ for Air Travel
Eos was founded in 2004 by former British Airways Director of Strategy Dave Spurlock. Initially called Atlantic Express, it was renamed Eos Airlines and then shortened to just Eos. Named after the Greek goddess of dawn, the carrier symbolized a new beginning in air travel.
Slated for a launch in October 2005, the carrier flew primarily from John F. Kennedy International Airport (JFK) in New York City to London Stansted Airport (STN) in London. Rather than catering to upper-class or economy travelers, Eos carved a niche in the middle, providing a sufficient Business Class experience for less than what legacy airlines charged at the time.
Eos had a fleet of six Boeing 757-200s, reconfigured to only seat 48 passengers instead of the typical 200. Each seat was a foldable flatbed, offering an adequate 21 square feet of personal space — a rarity even compared to today’s airlines, where Business Class cabins remain in condensed spaces to accommodate main cabins. Each cabin also had layouts where passengers could dine or conduct meetings.
Silverjet, Maxjet Created Direct Competition
The carrier’s slogan was ‘Uncrowded. Uncompromising. UNAIRLINE.’. This motto helped the airline set itself apart from other transatlantic airlines.
Eos was among a trio of airlines that formed to offer business-class travel across the pond. MAXjet and Silverjet were the other two airlines that joined Eos. Continental and Virgin Atlantic also regularly managed transatlantic travel.
Spurlock planned to expand the airline globally. According to Eos’ website, the airline announced new destinations in Washington D.C., Boston, Los Angeles, Miami, Newark, Paris, and Dubai. According to issues of its eosCLASS Magazine, it also planned to acquire two additional Boeing 757s.
In 2007, American Airlines was the next airline to operate the JFK-STN route, starting on 29 October of that year. The airline offered 200 seats on its Boeing 767 and was the first carrier to offer Economy class for that route.
The Fall of New York Business Class-Only Airlines
On Christmas Eve 2007, MAXjet was the first to suspend all flight operations, citing the rise in fuel costs, crew wages, and other ongoing costs. Eos, Silverjet, and Continental all opted to accept MAXjet tickets that had not already been redeemed. On 26 December, MAXjet filed for bankruptcy court.
On 26 April 2008, Eos announced it would be next to file for bankruptcy, suspending all operations two days later. While a Newark-Stansted route was slated to open in early May, that wasn’t the case anymore.
Eos reportedly lost $37 million from January to September 2007, requiring a $50 million profit to continue. Executives were reportedly ‘hopeful’ that investors would bail them out before resorting to filing for bankruptcy.
Virgin Atlantic Director of Communications Paul Charles commented on the fall of Eos and MAXjet:
‘Passengers will now find it too risky to book with business-only airlines…As Maxjet and Eos have shown, when they collapse, they do so with little notice, leaving their passengers stranded and possibly out of pocket.‘
Silverjet founder Lawrence Hunt instead showed optimism in light of Eos’ closure in 2008:
‘This is very good news for us as it leaves us as the only operator. It’s very sad that they’ve gone, but their business model was always going to struggle in a downturn as they weren’t offering any major price advantage.‘
On 30 May 2008, Silverjet announced it would also cease operations, the primary reason being that it didn’t have the money to continue. Irish company Kingplace agreed to buy out Silverjet on 10 June 2008, but the deal fell through three days later, leading to the company’s liquidation.
MAXjet attempted a comeback as a charter service in 2008 after being purchased by NCA Sports Group that year. The asset purchase agreement, however, was terminated by August 2008.
AirCorps Aviation is restoring a P-51 Mustang, tail number 42-106602, nicknamed “Shillelagh,” as a tribute to World War 2 pilots.
The aircraft flew 95 combat missions over France and Germany, with its name evolving from Shillelaugh to Shillelagh (pronounced “shuh-lay-ay”) during service. One pilot, Ken Dahlberg, was shot down over France. Recovered in 2021, AirCorps began its restoration that same year.
P-51s flying in support of B-17s on a bombing mission over Germany. | Image: AirCorps Aviation
Accurate P-51 Restoration Begins with Original Plans and Documents
Restoring an old, heavily damaged aircraft is a painstaking process that begins with locating original plans and technical documents. Chuck Cravens, AirCorps Historian, said, “All [our] work is done from original engineering drawings when they are available.”
Cravens added that the company also maintains the AirCorps Library, featuring “an archive of over 532,000 warbird engineering drawings and manuals.”
P-51 “Shillelagh” restoration at AirCorps Aviation | Image: AirCorps Aviation
AirCorps also catalogs and archives the Ken Jungeberg Collection, which features more than 50,000 original North American Aviation engineering drawings. Craven said these were hand-drawn on vellum, a semi-transparent paper aircraft manufacturers once used for tracing and technical drawings.
Dahlberg Shot Down for the First Time
On 16 August 1944, 1st Lt. Ken Dahlberg, piloting the Shillelagh, scrambled from an airstrip near Gael to the west of Paris. Seven other P-51s, all part of the 353rd Fighter Squadron, 354th Fighter Group, took off with Dahlberg. They received word that a large force of German aircraft was approaching. Dahlberg said there were about 40 German F-109s. Later reports indicated that there were 24 Mustangs and 80 German aircraft.
During restorations, AirCorps attempts to return aircraft as close as possible to their original conditions with their original parts. During some jobs, the company occasionally discovers original signatures from the factory workers who helped build the plane.
Signatures of P-51 factory workers from 1940s on aircraft components | Image: AirCorps Aviation
Restorations Include ‘New Old Stock’ Parts from the 1940s
AirCorps sometimes has to turn to New Old Stock (NOS) or New Surplus (NS) parts for heavily damaged aircraft like Shillelagh. These are parts manufactured in the 1940s. NOS parts include engine mounts, rudders, landing gear, and cowlings.
“We are fortunate to have the largest inventory of P-51 Mustang parts in the world,” said Cravens. “We use those parts to support countless P-51 operators globally. Last year, we supplied parts for about 70+ P-51 Mustangs, in addition to our own internal P-51 restorations.”
Though outnumbered, Dahlberg and the other P-51s jumped the German fighters.
“I got four of them,” said Dahlberg. “And I was going after number five, and I got a little careless, and somebody got me. I bailed out at 10,000 feet.”
Dahlberg landed on the estate of a wealthy French family. Luckily for him, they were part of the French underground. They gave him a place to hide from German patrols that might be looking for him.
AirCorps Fabricates Some Components
When original parts are unavailable, AirCorps relies on its fabrication, engineering, and component overhaul departments. It also fabricates parts using 3D Computer-Aided Design (CAD) models and CNC machines.
AirCorps can fabricate some parts, like this P-51 elevator assembly, for its P-51 restoration. | Image: AirCorps Aviation
Cravens said the original aluminum skin is often no longer airworthy or doesn’t meet the owner’s requirements for the restoration’s finish. AirCorps has the materials and tools to fabricate new skins in those cases. The company also makes P-51 parts, such as coolant header tanks and brake assemblies.
The company uses old and new tools and equipment for its restoration projects. Cravens said they have even restored some older tools for use on the aircraft. One example they have is a 1940s-era 1,500-ton capacity hydraulic Dominion press. This tool helps form sheets of aluminum into shrouds and other components. It is also common for AirCorps to work with external shops and vendors.
AirCorps Works with Other Shops and Vendors
“We have built long-standing relationships with owners and restorers all around the world, in addition to shops who specialize in things like accessories, instruments, engines, and other critical parts,” said Cravens.
Image showing a technician working on rivets during P-51 restoration. | Image: AirCorps Aviation
The French family gave Dahlberg civilian clothes and a bicycle and helped him pass through German lines to return to the Americans. He pedaled the bicycle 40 miles to reach American forces. When he returned to his unit, he had been gone for less than 48 hours, so they hadn’t even listed him as missing in action.
The restoration work by AirCorps is a combination of safety and originality. All of its work and parts are FAA-compliant. To ensure the safety of its projects, it installs modern components like emergency fuel systems and oil bypass/chip detection equipment. At the same time, they maintain historical accuracy when possible. On a recent restoration of a P-51D, they included World War 2-era tube radios. The Shillelagh will also have original radios, but they will not function and will only be for looks.
“Safety overrides originality,” said Cravens.
Dahlberg Shot Down for the Second Time
Dahlberg quickly returned to the cockpit as his unit converted to P-47 Thunderbolts. On 26 December 1944, he was flying a mission during the Battle of the Bulge and was shot down again. He landed behind German lines, and a brave U.S. tank crew rescued him.
Captured by the Germans after Getting Shot Down for the Third Time
His combat flying was still not over. Two months later, on 14 February 1945, Dahlberg was shot down for the third time. He was flying another P-47 on a ground attack mission near Bitburg, Germany. His aircraft was hit by 88-mm flak, and he bailed out. This time, he was not so lucky. The Germans captured Dahlberg, and he spent the next three months as a POW in a prison near Munich. He was released on 29 April 1945, as the war in Europe wound down, and returned to the United States in June 1945.
During the Second World War, Ken Dahlberg achieved the rare triple-ace status, shooting down fifteen enemy aircraft and damaging two others. He flew in support of the D-Day invasion and the Allied advance during 1944 and 1945. He was promoted to Major and received numerous awards and decorations, including the Distinguished Service Cross. May we never forget the contributions of both Dahlberg and the P-51B Shillelagh.
The KNIGHT HAWKS of Strike Fighter Squadron (VFA) 136 have one less jet this week, after an F/A-18E Super Hornet fell off the aircraft carrier USS Harry S. Truman (CVN-75) in the Red Sea.
The $60 million dollar single-seat jet was being loaded on the aircraft elevator, when the crew towing it lost control on April 28 as the ship pulled an evasive maneuver to avoid Houthi fire.
USS Harry S. Truman (CVN-75)
According to the Navy, everyone involved was able to move clear of the jet as it rolled off the ship with the tow tractor. One crew member sustained minor injuries. An investigation is underway.
Truman Currently Engaged in Operation Rough Rider
The KNIGHT HAWKS and greater Carrier Air Wing 1 flying from CVN-75 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.
Photo by Mike Killian
The Houthis are claiming responsibility, saying they launched a drone and missile attack on the Truman.
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.
Despite being 1 jet down now, CVN-75 remains fully mission ready.
While more than 200,000 fans attended the 2025 NFL Draft, Tom Brady participated in the 2025 Delta Jet Drag event in Atlanta.
The annual Delta Air Lines cancer research event at Hartsfield-Jackson Atlanta International Airport (ATL) featured attendees pulling a Boeing 757.
Delta’s Big Game Against Cancer
Delta Air Lines held the 16th Annual Jet Drag on Friday at Hartsfield-Jackson Atlanta International Airport. Seven-time Super Bowl champion and current color commentator Tom Brady was among the participants.
The Delta Jet Drag raises money for the American Cancer Society each year. This year’s event took place at Hartsfield’s Hangar 10. A 250,000-pound Boeing 757 was the marquee activity.
Around 10,000 people attended the event, many of which were Delta Air Lines employees from all across the country. Brady and hundreds of participants managed to tug the Boeing 25 feet.
While event officials initially hoped to raise $1.3 million, Delta officials stated the event raised $1.4 million.
Words from the GOAT
Brady traveled from his residence in Miami, Florida, for the event. The former Patriot and Buccaneer had this to say to Atlanta News First after helping tug the Boeing:
‘I’m still a little winded, sadly…For me, in this second chapter beyond football is, how can we impact people’s life in a positive way, and this is one great way to do it.’
American Cancer Society Southeast EVP Kimberly Jackson also commented on this year’s Delta Jet Drag event:
‘It’s a moment to celebrate the survivors and thrivers…But it’s also a reminder that cancer does not discriminate, and we still have to continue this fight.’
Jackson also shared advice on how to tug the jet without pulling a muscle:
‘The secret to dragging a jet [is] just to spread your legs, lean back first, not just starting forward, but leaning back starting, and then pulling.’
The Delta Jet Drag originated from former Manager of Maintenance and Planning Terry Waldrop. Waldrop’s father was diagnosed with cancer in 1997 and passed away 18 years later.
The doorbell rings, and you accept a package delivered by FedEx, United Parcel Service (UPS), Amazon, or one of the other companies engaged in package transportation and delivery.
Last night, that parcel was likely aboard an aircraft carrying the livery of the same company that delivered it to your door.
We take the transportation of goods by air for granted. However, air freight did not blossom into a full-fledged industry until after the Second World War.
Formed by several airlines in 1932, General Air Express coordinated parcel shipments among the carriers and provided pickup and delivery service via the Postal Telegraph Company. DAVID H. STRINGER COLLECTION
THE EARLY DAYS OF AIR FREIGHT
In the early days of commercial aviation in the US, airlines often boasted that they carried passengers, mail, and express.
Express refers to parcels that require expedited transport. Note that the terms express and parcel have carried over to today’s giant transporters, Federal Express (FedEx) and United Parcel Service. Parcels, or small packages, were about all that could fit in the baggage and cargo compartments of the airliners of the 1920s and 1930s.
This photo of a Continental Airlines DC-3 “Sky Freighter” shows not only the variety of merchandise shipped by air before the birth of all-cargo airlines but also the limits in size for items shipped. UNITED AIRLINES ARCHIVES
LEAVE IT TO THE VETS
World War II showcased the airplane’s versatility, with the military’s Air Transport Command (ATC) hauling hundreds of thousands of pounds of materiel across oceans, mountains, deserts, and jungles. This effort generated expertise in moving large cargo loads using aircraft like the Douglas C-47 (the military version of the DC-3), C-54 (DC-4), and Curtiss C-46.
When hostilities ended, pilots fresh from wartime duties banded together, pooled their funds, and purchased or leased war surplus aircraft to form non-scheduled airlines (non-skeds).
Of the large irregular (non-sked) airlines formed after World War II, Orvis Nelson’s Oakland, California-based Transocean Airlines was among the largest. Worldwide operations employed cargoliners such as this war surplus C-46. PHOTO BY WILLIAM LARKINS
The market for air cargo mushroomed. Flower growers in California found a new way to ship their product to markets back East, while fashion designers in New York could now get their merchandise into distant stores much more quickly.
Many veteran-owned and operated firms functioned as tramp steamers of the air, finding work wherever they could, and most of these outfits did not exist for long. Only the professionally run companies that sought long-term contracts and adhered to the highest aviation safety standards would survive the shakeout of this new, non-scheduled air freight industry.
The Atchison, Topeka, and Santa Fe Railway entered the air freight business by forming Santa Fe Skyway. The venture did not last long due to restrictions on surface carriers entering the airline business. This is Santa Fe’s Douglas C-54 (DC-4) NC90863. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
CERTIFICATION OF DEDICATED CARGO AIRLINES
With the postwar boom in air freight, everybody wanted to get in on this new field. For example, the Santa Fe Railway created Santa Fe Skyway as a subsidiary company. The Civil Aeronautics Board (CAB) soon put an end to the railroad’s air cargo plans by declaring that surface transport operators should not be allowed to operate airline companies.
In July 1949, the CAB certified a few of these outfits to offer scheduled air freight service over specially designated routes. Many other freight-flying carriers had been driven out of business by a vicious rate war and the CAB’s purge of the non-skeds.
Constructed of stainless steel, the Budd Conestoga featured a ramp that dropped down from beneath the tail for easy loading of bulky equipment or vehicles. PHOTO: PROCTOR-LIVESEY-THOMAS COLLECTION
FLYING TIGER LINE
During the war, from December 1941 until July 1942, a group of airmen known as the American Volunteer Group (AVG) protected the Burma Road into China against enemy fighters, enabling supplies to reach Chongqing, the wartime capital of the Republic of China. The group was referred to in the popular press as the Flying Tigers.
Bob Prescott was one of the famous Flying Tiger pilots. As hostilities wound down, he called upon some of his wartime buddies to join him when he established the National Skyway Freight Corporation on 25 June 1945. Because of the makeup of its workforce, his non-scheduled airline quickly became known as the Flying Tigers.
Flying Tiger Line Douglas DC-6A. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
The company’s initial fleet consisted of several Budd Conestogas, one of the most unusual aircraft types ever flown. Built by the Edward G. Budd Co., a railroad car manufacturer, the twin-engine Conestoga was constructed of stainless steel and featured a ramp that dropped down from beneath the tail for easy loading of bulky equipment or vehicles. Capable of lifting nearly five tons of freight, the Budds nevertheless suffered from performance issues. By June 1946, they were replaced by a fleet of 16 C-47s.
The company’s name officially became Flying Tiger Line, Inc. (colloquially referred to as Tiger or the Tigers) in February 1947, and the airline benefited from military contracts, commercial freight work, and passenger charters.
The Lockheed L-1049H “Super H” Constellation was designed specifically for hauling freight. It could be converted to a passenger-carrying aircraft, if necessary. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
In 1949, Flying Tiger began operating scheduled air freight flights over a transcontinental system from Los Angeles and San Francisco to New York, Providence, and Boston, with permission from the CAB to serve many cities in between. Within the first six months of starting scheduled service, Tiger flew eight million revenue ton-miles—a substantial increase over any previous six-month period.
Scheduled operations were supplemented by heavy participation in the transpacific airlift associated with the Korean War, the transport of refugees resulting from the Hungarian Uprising of 1956, and flying supplies needed in the construction of the Distant Early Warning (DEW) Line across Canada in the mid-1950s.
The Canadair CL-44D was a modified version of the Bristol Britannia. The swing-tail design permitted easy loading of bulky cargo. This photo was taken at Los Angeles International Airport (LAX) in August 1963. PROCTOR-LIVESEY-THOMAS COLLECTION
Business was so good that the company ordered 10 swing-tail Canadair CL-44Ds – stretched freighter conversions of the turboprop Bristol Britannia – for delivery in 1961. These would supplement a fleet of Lockheed L-1049H Super Constellations.
When Federal Express acquired the Flying Tiger Line in 1988, the Tigers fleet included 21 Boeing 747s. PROCTOR-LIVESEY-THOMAS COLLECTION
Flying Tiger Line emerged as the most successful postwar scheduled air freight startup. In 1988, Federal Express, a leader among the new generation of cargo airlines, acquired Flying Tiger. By then, the little company that had started out with just a few Budd Conestogas was operating a fleet of 46 aircraft, including 21 Boeing 747s.
A Slick Airways Canadair CL-44D is pictured in this Canadair publicity photo. PROCTOR-LIVESEY-THOMAS COLLECTION
THE RISE OF AMERICA’S ALL-CARGO AIRLINES: SLICK AIRWAYS
Founded in 1946 by Earl Slick—another veteran of the Air Transport Command—Slick Airways established its base at Alamo Field–today’s San Antonio International Airport (SAT)–in San Antonio, Texas.
Some of Slick’s C-46s were modified with refrigeration equipment to meet the demands of customers shipping perishable goods. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
With a fleet of C-46s, some modified with refrigeration equipment, Slick quickly gained popularity among shippers, particularly in the transport of perishables.
After gaining certification, Slick launched transcontinental scheduled service over a network that shared many stations in common with Flying Tiger. After acquiring the assets of bankrupt California Eastern Airways, the company relocated its headquarters to Burbank.
Slick was the first airline in the world to fly the Douglas DC-6A, all-cargo version of the popular DC-6B. PROCTOR-LIVESEY-THOMAS COLLECTION
In April 1951, Slick became the first airline in the world to fly the Douglas DC-6A, a cargo version of the exceptional DC-6B.
After a few money-losing years, a return to profitability in 1959 led company managers to order six swing-tail CL-44Ds, the first of which entered service in February 1962 on a military charter from San Francisco to Manila.
This Slick Airways swing-tail Canadair CL-44D was photographed at San Francisco by Mel Lawrence. PROCTOR-LIVESEY-THOMAS COLLECTION
Following another financial downturn, Slick’s management decided to exit the airline business altogether. The carrier’s assets were sold to Airlift International, which took over the transcontinental scheduled route in the summer of 1968.
Seaboard & Western Airlines concentrated on transoceanic cargo service rather than domestic operations. One of the company’s C-54s (DC-4s) is seen here at Honolulu (HNL) in 1952, operating a military contract flight during the Korean War. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
THE RISE OF AMERICA’S ALL-CARGO AIRLINES:SEABOARD & WESTERN
On 16 September 1946, brothers Arthur and Raymond Norden founded Seaboard & Western Airlines (S&W). From the outset, they aimed to provide transatlantic cargo service rather than domestic operations within the US.
Seaboard & Western played a pivotal role in moving cargo across the Atlantic during the Berlin Airlift (1948-49). Subsequently, the company secured a long-term contract with the International Relief Association (International Rescue Committee) and actively participated in passenger and freight transportation across the Pacific in support of the US military during the Korean War.
A Seaboard & Western L-1049H “Super H” Constellation was photographed taxiing at London Heathrow (LHR) in 1959. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
S&W operated scheduled C-54 and Lockheed L-1049H Constellation cargo flights across the Atlantic, while C-46s handled local service within Europe. Like Flying Tiger and Slick, Seaboard & Western ordered CL-44Ds, which were introduced in 1961, the same year the company changed its name to Seaboard World Airlines.
In 1961, Seaboard & Western became Seaboard World Airlines. Curtiss C-46s were employed for cargo service within Europe. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
Starting in 1965, under a Civil Reserve Air Fleet (CRAF) commitment with the US military, Seaboard flew CL-44Ds and DC-8s in support of the Vietnam War.
Like Slick Airways and Flying Tiger Line, Seaboard World operated the swing-tail Canadair CL-44D. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
Boeing 747 freighters joined the fleet in 1974. Dubbed Seaboard World Containerships, the 747s allowed Seaboard to join the ranks of cargo airlines enjoying the new intermodal container method of shipping.
Flying Tiger acquired Seaboard World in 1980, at which time Seaboard’s fleet included four 747s –with two more on order – one Douglas DC-10, one DC-8-55, and five DC-8-63s.
Founded by John Paul Riddle, co-founder of Embry-Riddle Aeronautical University (ERAU), Riddle Airlines operated scheduled cargo service in the eastern USA in addition to extensive freight operations for the military. A company C-46 is pictured. ALLAN VAN WICKLER PHOTO VIA PROCTOR-LIVESEY-THOMAS COLLECTION
THE RISE OF AMERICA’S ALL-CARGO AIRLINES:RIDDLE AIRLINES
On 21 November 1955, the Civil Aeronautics Board awarded Riddle Airlines and American Air Export and Import Company (AAXICO) certificates to operate scheduled cargo service on north-south routes east of the Mississippi River.
Delivered new to Riddle Airlines, DC-7CF N8217H is captured in this Douglas Aircraft Company photo. PROCTOR-LIVESEY-THOMAS COLLECTION
The 1955 award from the CAB allowed Riddle to operate scheduled cargo flights from Boston, New York, Philadelphia, Baltimore, and Washington to Miami via several intermediate points and from Chicago, Detroit, and Cleveland to Florida via en route cities, including Atlanta.
A map from Riddle’s 1960 Annual Report shows the company’s scheduled cargo services along with LOGAIR (Logistics Airlift) routes operated among Air Force bases for the US military. DAVID H. STRINGER COLLECTION
In addition to its scheduled service, Riddle held significant contracts to perform work for MATS (Military Air Transport Service).
Riddle augmented its fleet of C-46s and DC-4s with several Armstrong-Whitworth Argosies, which it deployed on military LOGAIR (Logistics Cargo Airlift) contracts.
A Riddle Douglas DC-8-54F “Jet Trader.” TERRY WADDINGTON VIA PROCTOR-LIVESEY-THOMAS COLLECTION
Financial problems forced Riddle to shut down its scheduled network and relinquish its Argosies in mid-1962. However, after a management shakeup, Riddle reinstated scheduled service with Douglas DC-7CFs and, in 1964, the company’s name was changed to Airlift International.
Airlift’s acquisition of Slick Airways, in addition to its military contracts and scheduled route network, led to more new aircraft orders: stretch DC-8s, Boeing 727s and 707s, and Lockheed L-100s.
In 1964, Riddle Airlines officially became Airlift International. DC-8-54 N141RD is pictured. PROCTOR-LIVESEY-THOMAS COLLECTION
The good financial times for Airlift International didn’t last. Congress deregulated the US air cargo industry a year before the Airline Deregulation Act of 1978 was signed into law, and fierce competition led Airlift International to file for bankruptcy protection in 1981.
AAXICO stood for American Air Export and Import Company. One of the airline’s C-46s is seen here. PAUL ZOGG COLLECTION (ZOGGAVIA.COM)
THE RISE OF AMERICA’S ALL-CARGO AIRLINES:AMERICAN AIR EXPORT AND IMPORT COMPANY (AAXICO)
In November 1955, the airline won its certificate to operate scheduled cargo flights along routes from New York, Philadelphia, and Washington to New Orleans via Atlanta, Birmingham, and other intermediate points and from Chicago, Detroit, and Cleveland to New Orleans via Birmingham and other cities.
AAXICO’s scheduled operations for commercial shippers were dropped in the summer of 1959, when management decided that the service was not profitable. The company then concentrated on military contract work. This image is from the June 1959 edition of the Official Airline Guide (OAG). DAVID H. STRINGER COLLECTION
With a fleet of C-46s, AAXICO operated its scheduled routes from late 1956 until the summer of 1959, when management decided it was not profitable. AAXICO then abandoned the commercial cargo business altogether to concentrate on military contracts, particularly LOGAIR services, which provided a large volume of activity for the company.
AAXICO lost its identity when it merged with Saturn Airways, a supplemental air carrier, in 1965.
From 1959 on, AAXICO concentrated on providing LOGAIR services for the military. This Douglas DC-6A was photographed by the late aircraft photographer Mel Lawrence.
EPILOGUE
The airlines covered in this story pioneered the scheduled all-cargo market, although each operated some passenger charters during their existence. They are the forerunners of today’s international freight specialists.
So, the next time a FedEx or UPS delivery person rings your doorbell, remember the entrepreneurs behind these airlines—the ones who started the ball rolling toward the express parcel service that we enjoy today.
