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.
The legendary B-17 bomber was so much more than just a means for dropping bombs on Nazi Germany during the Second World War.
Anyone interested in World War II is undoubtedly familiar with the B-17. It endured relentless attacks from German fighters and flak batteries, with countless stories highlighting its resilience. Striking images showcase severely damaged B-17s safely returning to England’s bases. The aircraft also served in testing engine configurations, firefighting, and attack missions.
Early Development of B-17 Bomber With Different Engines
Development of the B-17 bomber began in the 1930s for the US Army Air Corps (USAAC). Its first version, the Model 299, had four Pratt and Whitney R-1690 Hornet nine-cylinder radial engines with 750 horsepower each. Later combat models of the aircraft had Wright R-1820 radial engines. Improvements in these engines brought them from 900 to 1200 horsepower.
An Early Model Boeing XB-17 (Model 299). | Image: U.S. Air Force
Fighter Engine Not a Good Fit for the B-17
In 1942, while the war was going on, Lockheed tested an early B-17E model with different engines. They fitted the bomber with four liquid-cooled Allison V-1710-89 engines. These were fighter engines and usually powered aircraft like P-38s, P-39s, and P-40s. Lockheed predicted the V-1710s would provide 200 more horsepower per engine. The B-17 bomber with the new engines was named the XB-38.
XB-38 Variant with Liquid-Cooled Allison V-1710-89 Engines Mostly Used on Fighters | Image: Lockheed Martin
Initial tests of the XB-38 made the aircraft more than 25 miles per hour faster but limited its service ceiling to 29,600 feet. This compromise was not great for a bomber that needed to fly high enough to avoid German flak. Flight testing brought even more problems with the model.
During a test flight over California on 16 June 1943, the number three engine caught fire. The two-man Lockheed test crew had to bail out when flames approached the wing fuel tanks. Pilot George MacDonald died when his parachute failed to open, and the other pilot, Bud Martin, survived with injuries.
For one series of tests, Curtis-Wright tested the Wright Typhoon XT35 turbine engine on the nose mount. The company originally planned for this engine to power a Boeing bomber that eventually became the B-52, although eventually with different engines.
Long after the Second World War, the B-17 underwent further testing. In 1970, Aero Flight, an air tanker company, equipped a B-17F with four Rolls-Royce Dart turboprop engines. They aimed to deploy the aircraft as an air tanker for firefighting. They mounted the turboprops well forward of the standard propeller position for this upgrade.
1970 Image of B-17F Modified With Rolls Royce Dart turboprop engines. | Image: Aerovintage.com
In 1946, Wright modified a B-17G for some of these tests by moving the cockpit back and adding a propellor in the plane’s nose.
B-17s Take on Firefighting Missions After World War II
On 18 August 1970, the aircraft was helping fight a fire near Dubois, Wyoming, and was pulling up following a drop when it stalled. The converted bomber struck some trees and crashed, killing the crew. The project ended with that tragedy, but it still wasn’t the final use of the B-17.
A converted B-17 Dropping a fire Retardant Chemical on Fire in a Mountainous Area. | Image: generalaviationnews.com
In 1969, the Black Hills Aviation air tanker company in Spearfish, South Dakota, purchased a B-17G that had appeared as a prop in the mid-’60s television show “Twelve O’Clock High.” At that point, the aircraft was essentially nothing more than scrap. It had been in storage for several years, and various groups had scavenged parts, including its wings.
Converted Bomber Still Being Used in 1980
Black Hills restored the aircraft and configured it as an air tanker for firefighting. They flew it until 1980 when it crashed in North Carolina, and the wreckage ended up in some woods. In the late 1980s, an aircraft restorer purchased the remains and shipped them to Florida. He then sold parts of the aircraft for use in other B-17 restorations.
Project Aphrodite Used B-17 Bombers as Drones
These tests and modifications to B-17s were not the only alternative missions for the aircraft. In 1944, the USAAC tested what may have been the most interesting mission for the bomber with Project Aphrodite. This mission involved using them as drones to attack fortified German U-boat pens and V-1 launch sites.
Explosion From a Project Aphrodite Mission When the Aircraft Missed its Target and Crashed Into the Sea. | Image: Warfare History Network
The project included removing most internal components except for the pilot and radio operator space. Crews then packed the fuselage with 20,000 pounds of Torpex high explosive and enough fuel for a 350-mile one-way flight. The unusual payload was much more than the usual 4,000-pound bomb load on regular manned missions.
For Project Aphrodite missions, the pilot would take the aircraft to 2000 feet and then transfer control to a following B-17. Their jobs were complete, and the flight crew went on to bail out while still over England. Then, using a radio control system, the following aircraft would guide the explosive-packed B-17 to the target.
Multiple Failures for Project Aphrodite
Several B-17s flew Project Aphrodite missions over France, but none hit their intended targets. Also, several crew members died while trying to bail out. Ironically, the most powerful weapon to ever detonate in the UK may have been a Project Aphrodite B-17 that exploded in the air near Orford. It destroyed two acres of trees and left a 100-foot-wide crater. Today, the crater is filled with water and is known as Fisher’s Lake.
One startup airline converted a commercial jet into a flying church and almost made an actual business with it.
Despite a strong interest from investors, the airline had a fleet of only one plane, which never flew. Was the concept too demanding or ambitious at the time? Here’s how The Lord’s Airline almost became a reality.
A Church in the Sky?
The Lord’s Airline was founded in 1985 by New Jersey entrepreneur and born-again Christian Ari Marshall. A gimmick such as this would pander to Christian and Jewish tourists that would fly overseas to Israel.
Marshall explained the concept to United Press International in November 1985:
“The theme is a Judeo-Christian atmosphere. The airplanes will have a biblical theme, with Bibles for the Christians and Torahs for the Jewish passengers.”
In a separate interview with Reuters, Marshall asked why the Lord couldn’t have an airline if Playboy did.
Marshall acquired an ex-Air Canada Douglas DC-8-52 (registration number N893AF) to serve as the airline’s first and likely only aircraft. Delivered new to Spanish flag carrier Iberia in 1961, Marshall’s 189-seat DC-8 was reportedly not only stocked with Bibles and Torahs but the whole cabin was modified to resemble a synagogue. A plaque with the Ten Commandments was also said to be displayed in the back of the cabin.
The flying church was reportedly going to offer in-flight sermons and Sunday School activities for kids. The airline would also show religious movies but prohibit the use of alcohol.
Marshall proposed flying thrice weekly from Miami International Airport (MIA) in Florida to Ben Gurion International Airport (TLV) in Israel, via Luxembourg. An optional connecting flight to Jerusalem, 30 miles away, would also have been available.
Marshall raised $3 million for his holy venture from private sources, according to news reports at the time. He believed the demand for such a business existed, and vowed to donate any profits (he anticipated a $60 million profit in the first year) to charity, saying proceeds would go to “food for the hungry” and to “take care of the poor.”
Saints Turned Sinners
According to CNN, the aircraft never received approval from the Federal Aviation Administration (FAA) because of the unorthodox interior modifications. The lack of certification left the airline with no business and an aircraft sitting at Miami Airport without any engines.
In 1987, the Lord’s Airline’s investors ran out of patience and voted to remove Marshall from the board of directors. Theodore Lyszczasz, one of Marshall’s business partners, was subsequently placed at the helm. Lyszczasz reportedly had a different vision for the airline (and was likely eager to get the aircraft approved).
Following Marshall’s removal from the board of directors, he showed hostility towards Lyszczasz to reporters, calling him a ‘power-hungry leader’ and comparing him to Jim Jones of the People’s Temple, the cult that poisoned over 900 people to death in 1978.
Lyszczasz retaliated with interviews of his own. He called Marshall ‘one of the most professional con artists we’ve ever seen’ and suggested he was doing the ‘work of the devil.’
The fate of the Lord’s Airline eventually came to a bitter end. One day, Lyszczasz showed up at Marshall’s house with his brother and one of his friends, demanding corporate documents. This unannounced visit allegedly led to a physical altercation in which police got involved. Following a legal battle for trespassing, this was the last known update of the Lord’s Airline–the flying church that never was.
The DC-8 remained dormant at Miami airport for years before being acquired for cheap by Florida flight academy Holiday Airways.
In the late 1970s, Northrop developed the Tacit Blue aircraft to advance U.S. Air Force objectives in stealth and radar systems, enabling real-time ground radar tracking data.
While only one was built, it successfully demonstrated the feasibility of these critical technologies.
Northrop Built Only One Blue Whale
Northrop only built one of the aircraft, making 135 flights for about 230 hours of flight time between 1982 and 1985. The Tacit Blue had a unique, and some might say odd, look. It had only one pilot, was 55 feet long, and was powered by two Garrett ATF3-6 high-bypass turbofan engines. It had a boxy, wide fuselage, which some said was similar in shape to a school bus or a whale. Its pudgy shape gave it its nickname, the “Blue Whale.”
Northrop Tacit Blue “Whale” before taking off to test its stealth and radar capabilities. | Image: U.S. Air Force
In fact, while Northrop was working on the aircraft, they placed images of whales on letterheads, painted them in the lobby of their headquarters, and stamped whale logos on company equipment.
DARPA Interested in Aircraft Stealth and Radar Technologies
The Tacit Blue project started in the late 1970s when the Defense Advanced Research Projects Agency (DARPA) began studying stealth technologies. DARPA then asked Northrop if it could design an aircraft with stealth and radar capabilities that could also safely orbit or loiter near enemy defenses.
The Tacit Blue’s mission requirements forced Northrop to create a distinct design. They faced the challenge of giving the aircraft advanced stealth capabilities while also fitting the large antenna it needed for its radar system.
Maintenance crew prepares to tow a Tacit “Blue Whale” | Image: U.S. Air Force
One key challenge in developing the aircraft’s stealth capability was finding an effective shape. The design team first tried a faceted design similar to the multiple flat surfaces that deflect radar signatures on the F-117 stealth fighter. When Northrop engineers could not get that to work, they switched to using a curvilinear or Gaussian shape. This design worked, resulting in the Tacit Blue obtaining a distinct sloped back, curved belly, and shovel nose.
Aircraft Proves Effectiveness of Advanced Stealth Technologies
While not providing specific details on the Tacit Blue’s performance, USAF Lt. Gen. George K. Muellner confirmed this, jokingly saying its radar cross section was “below that of a bat.”
More evidence of its stealthiness came during its development when the Air Force tested it against an F-15E with AN/APG-63 radar. The F-15 pilot could not detect the Tacit Blue until he got within visual range.
Northrop tested curved surfaces, such as those on the B-2 Sprit bomber, on the Tacit Blue | Image: U.S. Air Force, Staff Sgt. Jordan Castelan
Proof of the design’s success is evident in today’s modern aircraft. Both the B-2 stealth bomber and F-22 air-superiority fighter use the Gaussian design approach.
The curved Gaussian fuselage of the Tacit Blue became a feature in the design of the F-22. | Image: U.S. Air Force, 2nd Lt. Samuel Eckholm
Tacit Blue Radar Leads to Development of Joint Stars Platform
The Tacit Blue’s advanced side-looking array (SLAR) radar system also addressed the Air Force’s goals for the project. The plan was to have an aircraft with powerful ground observation radar that could loiter over an operational area while escaping detection. Flight testing proved that Tacit Blue could meet these goals. The aircraft could orbit over a designated area from 15 to 30 thousand feet while flying at 250 knots.
Successful testing of the radar on the Tacit Blue led to the development of similar technology on the E-8 Joint Surveillance Target Attack Radar System aircraft. Image: U.S. Air Force, Greg L. Davis
The Tacit Blue SLAR’s performance directly led to the development of the long-range, long-endurance radar Joint STAR platform on the J-8 aircraft. This loitering ability was an important feature compared to what an aircraft like the SR-71 could do, as it took photographs as it passed over an area.
Unstable Aircraft Required Quadruple-Redundant Flight Control System
One of the features of this design included four computers. Pilots reported the aircraft had excellent flying and control when all four computers operated correctly. However, this was not the case if even one of the computers failed or went offline.
However, stability and aerodynamic efficiency were never the goals for the Tacit Blue. And by all accounts, it was very successful in leading developments in stealth and radar technologies.
The only Tacit Blue ever built is on display at the National Museum of the U.S. Air Force in Dayton, Ohio. | Image: Public Domain
As of April 2025, Les Investissement Nolinor Inc., operating as Nolinor Aviation, reigns as the world’s largest Boeing 737-200 operator.
The carrier, a Canadian charter airline based in Mirabel, Québec, just outside Montréal, operates five of the 44 still in service around the world. out of 1,114 built.
Founded in 1992 and commencing operations in 1997, Nolinor employs 200 people under President Marco Prud’Homme. Its main base is Montréal-Mirabel International Airport (YMX). Specializing in passenger charter and cargo flights across North America and Europe, Nolinor’s 737-200s, equipped with gravel kits, are uniquely suited for northern Canada’s unpaved runways, cementing their dominance in a fading fleet.
This iconic jetliner makes Nolinor indispensable for remote communities and industries where no other jet can service.
The Boeing 737-200 Fleet is Nolinor’s Backbone
A Nolinor Aviation Boeing 737-200 | IMAGE: Nolinor
Nolinor’s five Boeing 737-200s are the cornerstone of its status as the largest operator of this historic jet. Four are combination passenger/cargo aircraft (combis), configurable for up to 119 passengers, while one (reg. C-GNRD) is solely dedicated to cargo operations. The type is capable of carrying a payload of up to 30,000 lbs.
Ranging from anywhere between the ages of nearly 41 and 51 years old, these jets are equipped with gravel kits, enabling operations on non-paved runways—dirt, gravel, or ice—in remote northern Canada.
The 737-200 holds a unique position as the only jet certified by Boeing to land on gravel runways, a critical capability for operations in [northern Canada] where infrastructure is limited.
Nolinor Aviation President Marco Prud’Homme
This capability is vital, as President Marco Prud’Homme stated in a 2024 interview.
“The 737-200 holds a unique position as the only jet certified by Boeing to land on gravel runways, a critical capability for operations in [northern Canada] where infrastructure is limited,” Prud’Homme said. “The Northern regions lack road networks, and the permafrost makes constructing traditional paved roads impractical. Therefore, the most efficient and safest way to access mining projects is by air, using gravel runways.”
A gravel kit-equipped Nolinor Aviation Boeing 737-200C (reg. C-GNRD) departs from a gravel runway | IMAGE: Nolinor
With bases at Mirabel (YMX), Montréal Metropolitan Airport in St. Hubert (YHU), Edmonton International Airport (YEG) in Alberta, Yellowknife Airport (YZF) in the Northwest Territories, and Winnipeg Richardson International Airport (YWG) in Manitoba, Nolinor leverages its 737-200s to connect Canada’s north, where infrastructure is scarce.
C-GNLK: The Oldest Jetliner in Commercial Service
Nolinor Aviation operates not only the oldest Boeing 737-200 in operation, but the oldest commercial jetliner of any type in the world | IMAGE: FlightAware
The crown jewel of Nolinor’s fleet is C-GNLK. Not only is it the oldest Boeing 737 in service today, but it is also the oldest jetliner in commercial operation anywhere in the world. As the 356th 737-200 off Boeing’s Renton, Washington assembly line, this 51-year-old aircraft entered into service with Dutch carrier Transavia in May 1974.
Changing hands 23 times, it briefly operated in the United States for Air Florida (June to December 1983) and Anchorage-based MarkAir (January to May 1984) but spent most of its life in Europe before joining Nolinor. Its endurance demonstrates the 737-200’s robust design and Nolinor’s maintenance expertise, which has been authorized in-house since June 1999.
Out of 1,114 Boeing 737-200s Ever Built, 44 Still Fly Today
A Nolinor Aviation Boeing 737-200 arrives at Montréal-Mirabel International Airport (YMX) | IMAGE: Nolinor Aviation
Nolinor’s five 737-200s represent over 10% of the 44 still active worldwide, a remarkable share for a single operator. The 737-200, which entered service with United Airlines in 1968 and saw its final commercial passenger flight with Aloha Airlines on March 31, 2008, ended production with the 1,114th delivery to Xiamen Airlines in August 1988. Other operators include:
Nolinor’s five Boeing 737-200s outnumber all other operators, many of whom fly just one or two.
Nolinor Aviation’s Operational Context and Challenges
Nolinor Aviation Boeing 737s in a maintenance hangar | IMAGE: Nolinor Aviation
While the 737-200s are Nolinor’s backbone, its ten-aircraft fleet includes one 737-300QC (Quick Change capable between cargo and passenger, with a capacity of up to 130 passengers), three 737-400s (up to 159 passengers), and one 737-800. One 737-400 operates for OWG (Off We Go) Airlines, a Nolinor division focusing on charter flights to leisure destinations in the Caribbean, while the 737-800 also supports OWG. (At the time of this writing, OWG’s 737-400 is parked at Miami International Airport (MIA), while the 737-800 is operating intra-Canadian routes. This raises questions about whether OWG is fulfilling its intended mission. Launched during the pandemic, the venture has seemingly struggled to gain traction.)
An OWG (which stands for “Off We Go”) Boeing 737-400 | IMAGE: Nolinor Aviation
However, only the 737-200s can handle gravel runways, making them irreplaceable for northern operations.
Maintaining aging aircraft presents challenges, as seen in the November 2024 incident involving one of Nolinor’s 737-400s, C-GGWX. During a flight from Québec City Jean Lesage International Airport (YQB) to Wabush Airport (YWK) in Newfoundland and Labrador, the pilots discovered the left main landing gear was not extending while on approach to an intermediate stop at Saguenay-Bagotville Airport (YBG) in Québec.
Opting to divert to YMX, the aircraft landed safely but sustained substantial damage. All 87 passengers and crew evacuated unharmed. Though not a 737-200, the incident underscores the complexities of operating older jets.
Nolinor Aviation Boeing 737-408 with registration C-GGWX suffered left landing gear malfunction while operating flight NRL662 at Aérocité Internationale de Mirabel (YMX) on November 27, 2024.
According to the Transportation Safety Board (TSB), the plane landed "with one main… pic.twitter.com/QVQNvfJmtw
A Nolinor Aviation Boeing 737-200 at a remote mining town in northern Canada | IMAGE: FlightAware
The Boeing 737-200‘s unique role in Nolinor’s operations stems from its unmatched ability to operate on gravel runways, a feature no other jet in commercial service can replicate. Northern Canada’s remote regions, characterized by vast distances, permafrost, and minimal infrastructure, rely heavily on air transport.
The 737-200’s gravel kits—special modifications including reinforced landing gear, protective shields, and anti-skid systems—enable it to land on unpaved surfaces like dirt, gravel, or ice, common in mining camps, Indigenous communities, and exploration sites. These runways, often carved from the rugged terrain, are the only viable access points where roads are nonexistent or impractical due to permafrost destabilizing traditional pavement.
A Nolinor Boeing 737-200 servicing a remote location in Arctic Canada | IMAGE: Nolinor Aviation
For Nolinor, the 737-200s are not just aircraft but lifelines, delivering essential supplies, equipment, and personnel to places inaccessible by other means. The jets’ combi configuration allows them to carry up to 119 passengers or 30,000 lbs of cargo, adapting to diverse needs—whether transporting workers to a mining project or delivering food and medical supplies to remote villages.
This flexibility is critical in a region where seasonal weather extremes, from Arctic blizzards to muddy thaws, further complicate logistics. The 737-200’s ability to operate in these conditions, combined with its jet speed, offers a significant advantage over slower turboprop aircraft, reducing transit times and increasing efficiency for time-sensitive cargo like perishable goods or urgent machinery parts.
Petroleum tanks ready for transport aboard a Nolinor Aviation Boeing 737-200 | IMAGE: Nolinor Aviation
Unlike newer jets requiring long, paved runways, the 737-200 can access short, rudimentary airstrips carved into the wilderness, often less than 5,000 feet long. This capability has kept the jets in demand for mining companies, government contracts, and community support, where they serve as the primary link to the outside world. For example, Nolinor’s bases in Yellowknife (YZF) and Edmonton (YEG) position its 737-200s to serve the Northwest Territories and Alberta’s resource-rich regions, where gravel runways are standard.
The 737-200’s rugged versatility also appeals to aviation enthusiasts and historians, who marvel at its ability to thrive in environments that would ground modern jets. Yet, this unique role comes with responsibility—Nolinor’s in-house maintenance ensures these aging jets remain airworthy, a task made more critical by their specialized operations.
Loading freight on board a Nolinor Aviation Boeing 737-200 | IMAGE: Nolinor Aviation
Nolinor Looks Forward While Holding On to What Makes It Tick
Artist rendering of a Nolinor Natilus Kona | IMAGE: Nolinor Aviation
Nolinor plans to introduce the eco-friendly, blended-wing Natilus Kona cargo aircraft by the decade’s end, signaling a modernization push. Until then, its 737-200s remain indispensable, connecting Canada’s north with unmatched capability.
As the largest operator of this iconic jet, Nolinor Aviation preserves a piece of aviation heritage while serving some of the world’s most challenging routes, captivating those who long for the golden age of aviation.
They might be loud, and they’re definitely smoky. But the Boeing 737-200 is one beautiful engineering masterpiece. And it’s good to know they aren’t going anywhere anytime soon–at least at Nolinor Aviation.
