Avelo Airlines will become one of two airlines handling deportation flights starting next month. The new charter program is said to be a long-term endeavor, with employees working full-time.
Avelo’s founder and CEO also commented on the decision, saying it would expand passenger service and guarantee steady employment for airline workers.
Avelo Becomes an ‘Exit Airline’
Avelo Airlines signed a deal with the U.S. Department of Homeland Security’s (DHS) Immigration and Customs Enforcement (ICE) to operate the flights. The carrier will use three Boeing 737-800s for the operation. The deportation charter program is said to be ‘long-term’ with no definitive end as of this writing.
These deportation flights will originate at Mesa Gateway Airport (AZA) in Mesa, Arizona. Avelo will join GlobalX to become the second carrier operating deportation flights from AZA.
Avelo Airlines is hiring flight attendants for these charter flights. The base pay is $28 per hour, and there is a guarantee of at least 75 hours monthly.
Avelo officials say that during this program, Avelo can use the 737-800s for passenger flights when not used for deportation flights. However, there will not be a mix of passengers and deportees on the same flight.
Avelo Brass Defends Blowback
Avelo Airlines to Manage Deportation Flights Starting in May 2
Avelo Airlines CEO and Founder Andrew Levy anticipated the deal would face criticism but argued that it would help the company’s bottom line and workforce:
‘We realize this is a sensitive and complicated topic…After significant deliberations, we determined this charter flying will provide us with the stability to continue expanding our core scheduled passenger service and keep our more than 1,100 crewmembers employed for years to come.’
The Trump Administration’s border enforcement policies have greatly limited border crossings, though close to 10,000 immigrants still attempted to enter the country illegally in both February and March.
A remote section of the Florida Everglades almost became the world’s largest airport. As Florida’s population rapidly expanded in the 1960s and 1970s, state planners began looking for a site for a new international airport. They began their search in the vast expanse of the Everglades west of Miami.
Plans for Everglades Jetport to Support Rapid Development in Florida
Planners settled on a site in the Big Cypress Swamp for the new airport. It was 38 miles from Miami and 48 miles from Marco Island on the state’s west coast. The Dade County Port Authority Aviation purchased the 39-square mile, 24,960-acre property, and engineers began drafting plans for its development.
Image showing location of new Everglades Jetport west of Miami. | Image: Google Earth
In the 1960s, many believed that commercial air travel using supersonic jets would soon become common. With supersonic flight comes sonic booms, and aeronautical engineers realized it would not be wise to have frequent booms over heavily populated areas. This realization led to the search for a new airport site in the almost unpopulated Everglades.
To Airport to Support Supersonic Jets Carrying 1000 Passengers
The site needed to be large. At the time, some thought supersonic airliners capable of carrying 1000 people would soon become a common sight. These large aircraft would require long runways, and increasing air traffic to and from Florida would require more places for takeoffs and landings. The initial plans were for the airport to have six runways.
Another image showing remote location for new airport in the middle of the Florida Everglades. | Image: Google Earth
The idea was for the Everglades Jetport to become the largest airport in the world. For comparison, it was to be five times larger than JFK International Airport in New York. Work on the airport began in 1968, and crews completed the first east-west runway in 1969. There were high hopes in Florida for the project.
Optimism Across Florida for Everglades Jetport’s Success
Alan C Stewart, director of Dade County’s Port Authority, went as far as stating the Everglades Jetport was “designed to accommodate even the most optimistic projections of the future needs of aviation, even to the era of space travel, for there will be room for gantries if required.”
Early advertisement for the Everglades jetport. | Image: National Park Service
The project also attracted attention from other Florida communities. In the early 1960s, brothers Elliott, Robert, and Frank Mackle were key developers on Marco Island. Just south of Naples on Florida’s southwest coast, Marco was wild and remote until the Mackles and other groups began planning to build several new communities there. The Mackles were optimistic that the Everglades Jetport would bring more people to Marco Island.
In 1969, Robert Mackle stated, “Already under construction, the Jetport could well make this community the nucleus of one of the most thriving areas in the country.”
Plans for More Than Just an Airport
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Plans for the airport went beyond adding more runways and larger aircraft. Engineers determined that the world’s largest airport would require a 1,000-foot-wide corridor linking it to both coasts, including a new highway and a monorail transit system.
A Boeing 727 lands at what was originally the Miami-Dade Jetport in July 1972 | IMAGE: By Fred Ward – U.S. National Archives and Records Administration, Public Domain
At first, the new airport project seemed to be progressing well. The first problem came when the National Park Service collaborated with several authors and environmentalists on an Environmental Impact Report of the Big Cypress Swamp Jetport.
Cover of Environmental Impact Report that contributed to the cancellation of the project to build the world’s largest airport. | Image: National Park Service
Environmental Concerns for Airport Location
One of the report’s conclusions was, “Development of the proposed jetport and its attendant facilities will lead to land drainage and development for agriculture, transportation, and services in the Big Cypress Swamp which will inexorably destroy the south Florida ecosystem and thus the Everglades National Park.”
Other groups of hunters, conservationists, and citizen activists soon joined the fight against the airport, saying it would significantly damage the Everglades environment.
Economic Feasibility of Supersonic Jets Was Another Concern
At the same time, aviation executives began to doubt the optimistic plans for the airport. Several large American carriers worried that the massive supersonic airliners of the future would not be cost-effective.
In 1970, faced with these growing environmental and economic pressures, planners decided to halt construction on the airport and search for another location.
Dade-Collier Training and Transition Airport Today
Gate at entrance to Dade-Collier Training and Transition Airport. | Image: Public Domain
Today, the jetport is known as “Dade-Collier Training and Transition Airport” (TNT). It still has the original 10,499-foot-long, 150-foot-wide runway. The airport is now a precision-instrument landing and training facility for commercial pilots, private training, and occasional military use.
The facility also has a 75-foot-wide parallel taxiway and high intensity runway lights but no hangars or fuel tanks.
The site, which almost became the world’s largest airport, now has just 900 acres of developed land. The remainder of the property is under the management of the Florida Game and Freshwater Fish Commission.
Since its original construction, the airport has undergone several improvements, such as a runway resurfacing and a lighting upgrade.
Unlike Smokers Express, which didn’t manage to start one flight, another private start-up promised three flights but called it quits when there wasn’t as much interest as initially perceived.
Like a cloud of smoke, the hype for this airline masked any actual interest. Here’s the story of Freedom Air.
Puff Pieces Aplenty for this Smokers’ Flight
After the Federal Aviation Administration (FAA) banned public airlines from permitting smoking on commercial flights in 1989, this upset many smokers in the country.
One of them was 60-year-old former United Airlines captain Ted Hall from Ramona, California. A passionate smoker and tobacco user who started at age 14, Hall called the new anti-smoking laws ‘murder’ and ‘un-American.’
Hall founded Freedom Air in January 1992, a year after retiring from United. Like Smokers Express, Freedom Air would function as a private airline, allowing it to legally ignore all FAA flight regulations.
Freedom Air charged $20 for memberships, which would allow passengers exclusive deals for charter flights and the freedom to smoke. Not all members had to be smokers, but members would have to sign a waiver that states the person would not sue Freedom Air over second-hand smoke problems.
While smoking is banned at most airports in the US, there are still a few that have smoking lounges. Image: Kjetil Ree, CC BY-SA 3.0 , via Wikimedia Commons
The airline acquired a used Boeing 727, which could seat 165 passengers. The Boeing came from American Trans Air from Indianapolis, Indiana. A Freedom Air spokesperson added that the aircraft had ‘great ventilation.’
This new venture made nationwide headlines in publications such as Newsweek, the New York Times, the Los Angeles Times, the Tampa Bay Times, and the Chicago Tribune. Hall was hoping to drum up interest in Freedom Air with the help of these media outlets.
‘Ted’s Not-So Excellent Adventure’
Freedom Air scheduled three round trips between Chicago O’Hare International Airport (ORD) and Los Angeles International Airport (LAX) on 28 September, 5 October, and 12 October 1993. These flights cost $396 round-trip.
The inaugural flight was certainly newsworthy. Seven crew members joined Hall and his wife Jinni onboard the flight. According to the Los Angeles Times, a whole pack of reporters eagerly awaited to interview passengers. On the flight were personnel from NBC, CNN, BBC, a syndicated TV news show, A Current Affair, and a German news outlet—though some of these figures were smokers.
Altogether, there were nine Freedom Air personnel, 17 reporters and film crew members, and ten travel agents from Chicago. As for actual paying passengers? Just two.
The first was Ruthie Fairchild, a Clinton, Iowa resident traveling to LA for a court hearing for her brother McKinley Lee, a Snoop Dogg bodyguard. Both men were accused of killing a gang member in West Palm Beach. Fairchild wasn’t a smoker but became a Freedom Air Member as a cheap way to fly to LA.
The second was a construction worker named Marty Stollar from Toronto, Canada. Despite not living in America, he wanted to support smoker’s rights by pledging money to Freedom Air.
Hall was elated to see the ‘No Smoking’ light go out during the flight. Hall smoked a whole pack of cigarettes during the near-four-hour flight.
‘I would have liked to have seen a full plane, but I’ll never forget this thing,’ Hall said.
The flight’s departure and arrival were greeted by even more members of the press looking to interview the passengers. Despite all the fanfare from the media, it didn’t get the story and footage it was hoping for. If footage of these flights did air on television, it’s now lost media.
‘They Probably All Choked to Death’
The other two flights between ORD and LAX did take place, but they received less attention from the media and filled even fewer seats. Hall thought about canceling the other two flights but told Jinni, ‘I can live better with losing money than going back on my word.’
Being the only known investor of the airline, Hall gave up on Freedom Air shortly thereafter. Only about 100 people became Freedom Air Smoker Club members.
President of Aviation Systems Research Corporation (ASRC) Michael Boyd told Bloomberg that the travelers interested in Freedom Air ‘probably all choked to death’. Boyd added that Hall likely misjudged the appeal and demand for a smoker-friendly airline.
Bloomberg states that Hall was going to restart the airline in Las Vegas, Nevada, but nothing came of this idea.
In 2015, NASA tested a Distributed Electrical Propulsion (DEP) system on a unique-looking aircraft called “Greased Lighting.” The aircraft never made it past the unmanned prototype scale model stage, but it did demonstrate the technology’s potential. Other companies are also researching DEP.
NASA tests Distributed Electrical Propulsion on Prototype
NASA classified Greased Lightning, officially known as the GL-10, as an uncrewed subscale hybrid-electric VTOL technology demonstrator. It had a carbon-fiber frame, a swept-back tilt-wing, and ten electric motors. NASA built ten prototypes of the aircraft and conducted several test flights.
NASA’s “Greased Lightning” prototype with Distributed Electrical Propulsion | Image: NASA
DEP was perhaps the most significant technology NASA tested on Greased Lightning. Aircraft designers developed it based on goals to reduce fuel consumption, improve performance, and shorten takeoff and landing distances.
Electric Propulsors Provide Thrust for Aircraft With DEP Systems
There are multiple ways to define DEP, but it is a propulsion system in which the thrust generation comes from three or more electrically powered propulsors—fans or propellers. In many DEP designs, the propulsors are distributed parallel along an aerodynamic surface like an aircraft’s wing.
DEP systems may be fully electric, with electric motors receiving power from batteries, or hybrid, with electric motors receiving power from generators operating with gas turbines or electricity.
Diagram showing positions of electric motors on swept wing of Greased Lightning. | Image: NASA
Propulsors and Power Sources Not Directly Connected
One of the main differences between DEP systems and traditional power plants is that with Distributed Electrical Propulsion, the propulsors are not connected mechanically, like with a driveshaft, to the power-producing components of the aircraft. The power systems can be multiple combinations of devices like turbines, electric generators, and fuel cells. They also require storage devices like batteries. The propulsors can be propellors or fans of various types and sizes.
Diagram showing configuration of aircraft with battery-powered distributed electrical propulsion system. | Image: Tyto Robotics
Since the power sources are not directly connected to the propulsors, the gas turbines or electric generators can spin at different speeds from the propellors or fans. This feature allows both parts to operate at optimum speeds. Power inverters link the power sources to the propulsors.
Diagram showing configuration of aircraft with hybrid gas-turbine-powered distributed electrical propulsion system. | Image: Tyto Robotics
DEP Systems Can Function As Control Surfaces
Another advantage of DEP systems is that multiple electric motors are often positioned close to each other along wing surfaces. The motors can then function as control surfaces and control how the aircraft maneuvers, as the thrust of each motor can be adjusted independently.
Another interesting feature of aircraft with DEP, like Greased Lightning, is their ability to shift from vertical to horizontal flight. Following takeoffs, pilots can shut down some of the motors and have the propellors fold back, increasing their aerodynamic efficiency.
DEP systems also promise to reduce operating costs. The cost reduction is partly because small electric motors and propellors are cheaper and easier to manufacture and replace than larger engines on other aircraft.
Safety From Redundancy of Multiple Motors
Having multiple motors also improves the safety of the aircraft. They provide redundancy if, for example, some are damaged since no single motor is responsible for keeping the aircraft in the air. In a system with 8 or 16 propulsors, the aircraft could continue flying if even a few motors failed.
NASA personnel preparing Greased Lightning for a test flight. | Image: NASA
NASA and several companies are developing other aircraft similar to Greased Lightning. These include NASA’s N3X with 16 propulsors, Electra’s EL-2 Goldfinch with 8, and Archer’s Midnight with 12.
Electra EL-2 Goldfinch Can Takeoff and Land at Very Slow Speeds
Electra’s EL-2 Goldfinch is an electric short takeoff and landing (eSTOL) aircraft that uses distributed electric propulsion and a hybrid electric power system. On 20 November 2023, the EL-2 Goldfinch completed its first crewed flight. It also has a blown lift system that uses electric motors to blow air over the wing and flaps, which increases the lift at slow speeds. This unique system enables the Goldfinch to take off and land at speeds as slow as 35 knots.
Artist image of Electra EL-2 Goldfinch. | Image: Electra
Archer’s Midnight has 12 Motors
Archer Aviation is developing its Midnight aircraft for urban transportation/taxi use. The Midnight will have 12 electric motors and six independent battery packs, each supporting a pair of motors.
Yet another advantage of these systems is reduced noise. For example, Archer reports that its DEP aircraft have smaller rotors and are up to 100 times quieter than helicopters.
Boeing and Wisk Collaborating on Air Taxi with DEP and No Pilot
Boeing is also working on a DEP project with Wisk, a company focused on “urban air mobility.” Wisk is developing an electric self-flying air taxi vehicle. This VTOL aircraft, named “Cora,” will carry two passengers. It has 12 independent lift fans and can perform level flight on only one motor.
Boeing and Wisk are working on Cora, a two-passenger air taxi with DEP that will fly without a pilot | Image: Boeing
NASA appears to have a very positive view on DEP’s potential for aircraft in the future. A NASA Technical Reports Server report on progress in DEP refers to it as a “disruptive” technology, comparing its potential for aviation to the impact of jet engines.
During the 1970s, hijackings became an unsettling global phenomenon. A notable incident involved a Southern Airways flight, where hijackers held passengers and crew captive for over 24 hours, forcing the plane to crisscross the United States before heading to the Caribbean.
The three perpetrators demanded a ransom of $10 million—equivalent to $48.8 million in 2025 dollars. Their scheme unraveled when the DC-9 touched down in Cuba, where authorities swiftly arrested them.
‘Billy Bob, We’re Taking Over the Airplane’
The hijacking took place on Southern Airways Flight 49 on 10 November 1972. Having departed Memphis, Tennessee, the DC-9 carrying 31 passengers stopped in Birmingham, Alabama, before departing for Miami, Florida, at around 1900 local time. William Haus was the pilot, with Harold Johnson co-piloting.
Johnson spoke to Ay Magazine about what security was like during his time as a pilot:
‘Any semblance of airport security in the 1960s was virtually nonexistent…You drove to the airport, purchased a ticket, checked your baggage, walked to the gate, and boarded the airplane. Perhaps a policeman may have been around somewhere, but there was no “airport security” at that time.’
Shortly after takeoff, a man smashed a cabin door open, corralling a female flight attendant while pointing a gun at her head and shouting ‘Billy Bob, we’re taking over the airplane!”.
The suspects were identified as Henry Jackson Jr., Louis Moore, and Melvin Cale from Detroit, Michigan. All three men were facing trial for prior incidents.
The three men, all of whom were Black, expressed frustration to Johnson and Haas about the way law enforcement was disproportionately focusing on the Black community in Detroit. They insisted the flight be rerouted there, demanding that the city provide them with $10 million.
The pilots obliged in fear for their lives, so the flight traveled to Jackson, Mississippi, for refueling and then headed north towards the Motor City.
Great Danger Above the Great Lakes
Flight 49 flew 20,000 feet above Detroit and circled the city as Jackson, Moore, and Cale negotiated with city officials about the $10 million ransom.
Southern Airways and the City of Detroit only offered $500,000 apiece. The criminals rejected the offer and told the pilots to fly above Cleveland, Ohio, and then to Toronto, Canada. At 0500 the next day, FBI agents proposed $500,000 to the hijackers at Toronto Pearson International Airport, but this offer was rejected, too.
The men instructed the pilots to fly to Knoxville, Tennessee. At this point, the men raided the DC-9’s liquor cabinet and shared alcohol with hostages. The FBI and two other aircraft from Southern Airways were following the DC-9 by air.
One of the Southern Airways hijackers negotiated again with officials, stating that if the $10 million wasn’t on the table, he would crash the plane into the Atomic Energy Commission in Oak Ridge.
‘We’ll Make This Look Worse Than Munich’
The DC-9 refueled once more in Lexington, Kentucky. That was when agents agreed to hand over the $10 million.
The DC-9 landed in Chattanooga, where the FBI handed over a bag of money and buckets of Kentucky Fried Chicken. Little did the men know that the money only equated to around $2 million. Regardless, they were in good spirits after receiving it.
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Despite the money grab, the three men refused to release their captives, instead instructing the flight to divert once more to Cuba to meet dictator Fidel Castro. The men ended up changing their minds and wanted to fly to Algiers, Africa.
Johnson knew the flight was impossible, as the aircraft would run out of fuel. ‘But they had the guns. We didn’t,’ Johnson recalled.
After flying 200 miles over the Atlantic, the criminals decided to refuel back in America and then fly to Cuba.
The Havoc Ends in Havana
The plane refueled in Key West, Florida. FBI agents, including acting director L. Patrick Gray, met them upon landing. The hijackers demanded to meet with President Nixon, but this request was denied. The plane then continued on to McCoy Air Force Base in Orlando, Florida, where it refueled again. Flight 49 took off from Orlando again, despite the FBI shooting two of its four tires.
To ‘make an example’ out of Johnson, Jackson and Moore were going to execute him right then and there from inside the cabin. Johnson shoved Moore’s arm out of the way and the bullet struck his arm, shattering the bone.
As the DC-9 was in the air again, Haas entered the cabin and stated that he needed Johnson to fly despite losing his arm.
That evening, the plane landed in Havana, Cuba. The Cuban military was well prepared and arrested the three men on the spot.
Johnson claims to not remember the flight to Cuba. He did say he wasn’t able to call his wife until he returned to America. When Johnson asked her if she knew his flight was hijacked, she responded, ‘The whole world knows.’
Johnson spent three months in a hospital and three additional months in rehabilitation. In 1974, Johnson and Haas received the Airline Pilots Association Gold Medal of Heroism. He returned to Southern Airways that year and retired in 1986.
Jackson, Cale, and Moore were detained in Cuba for eight years before being extradited to America. In 1981, the Southern Airways hijackers were sentenced to at least 20 years in prison, minus the time served in Cuba.
It was unknown when Jackson was released from prison. Cale was paroled in 1993, while Moore was released in 1998.
On 7 April 2025, Republic Airways Holdings Inc. and Mesa Air Group, Inc. revealed plans to merge, creating a powerhouse in the U.S. regional airline sector.
This all-stock transaction will see the combined entity renamed Republic Airways Holdings Inc., trading on NASDAQ under the ticker “RJET.” The merger unites two operators with a shared focus on connecting underserved communities in the United States. The combined company will leverage complementary fleets and operational strengths to enhance service reliability and efficiency.
Jonathan Ornstein, Mesa’s Chairman and CEO, hailed the merger as a pivotal moment in the Company’s 40-year legacy. In a statement, he emphasized the benefits for shareholders and employees alike.
“By bringing the best of our organizations together, we will create a regional carrier that continues to connect communities across America while providing advancement opportunities to our employees,” he stated.
Bryan Bedford, Republic’s President and CEO, echoed this sentiment.
“We’re thrilled to combine the Republic and Mesa teams to create one of the world’s leading Embraer Jet operators,” Bedford said. “With this combination, we are establishing a single, well-capitalized, public company that will benefit from the deep expertise of Republic and Mesa associates, creating value for all stakeholders well into the future.”
The synergy aims to establish a well-capitalized entity poised for long-term success.
Fleet and Operational Synergies
A Republic Airways Embraer 175 touches down. Photo: Republic Airways
REPUBLIC AIRWAYS: A REGIONAL TITAN
Founded in 1974, Republic operates a fleet of over 240 Embraer E170/E175 aircraft. The carrier logged 591,000 block hours and served 17.5 million passengers in 2024. Based at Indianapolis International Airport (IND), Republic operates primarily across the Northeast and Mid-Atlantic. The carrier flies exclusively under capacity purchase agreements (CPAs) with American Airlines, Delta Air Lines, and United Airlines. With 15 new E175s slated for delivery in 2025, all debt-financed, Republic’s operational scale is set to grow further.
MESA AIR GROUP: WESTERN REACH
Established in 1982, Mesa complements Republic with its 60 E175s, operating over 250 daily departures across 89 cities. Headquartered in Phoenix, Mesa flies solely as United Express under a CPA with United Airlines. The merger will consolidate these operations into a unified fleet of approximately 310 E-Jets, maintaining existing basing structures and over 1,250 daily departures.
Combined Network Benefits
United Express Embraer E175 Aircraft operated by Mesa Air | IMAGE: Acroterion from Wikimedia Commons
The merger enhances economies of scale, optimizing crew resource management and regional flying efficiency. The combined network will continue supporting American, Delta, and United under existing and new CPAs, including a 10-year United agreement for Mesa’s operations post-merger. A single FAA operating certificate will streamline regulatory compliance.
Financial Outlook and Stability
In 2024, Republic reported $1.5 billion in revenue and $65 million in net income, with an EBITDA of $254 million. Mesa’s debt-free contribution to the merger strengthens the combined balance sheet, projecting pro forma revenues of $1.9 billion and an adjusted EBITDA (earnings before interest, taxes, depreciation, and amortization) exceeding $320 million.
Post-merger, cash reserves are forecasted at $285 million, with debt at $1.1 billion, yielding a net leverage of 2.5x and liquidity above 15% of revenues. This financial robustness supports investments in service quality and resilience against market volatility.
Cultural and Safety Alignment
Both airlines share a commitment to safety and operational excellence, evidenced by their inclusion in the IATA Operational Safety Audit (IOSA) registry. The merger preserves this ethos, retaining all flight crews, technicians, and operational staff. Republic’s leadership team will helm the combined company, supported by a board featuring six Republic directors and one independent Mesa director, ensuring continuity and expertise.
Transaction Mechanics and Timeline
Republic Airways Embraer 170 jets at Indianapolis International Airport (IND) | IMAGE: Republic Airways
Republic shareholders will hold 88% of the merged entity, with Mesa shareholders owning 6% to 12%, contingent on pre-closing milestones. Mesa’s debt will be canceled, bolstered by a Three Party Agreement with United Airlines facilitating asset dispositions and liability management.
Approved by both boards, the deal awaits regulatory and shareholder nods, targeting closure in late Q3 or early Q4 2025.
Over 200,000 guests, 3000-3500 aircraft, and several hundred vendors attended the event. The Expo brought in roughly $31 million, and a big portion of the profits will go to the Aerospace Center For Excellence, which supports Youth Education Programs in aviation.
All photos in this article by Bill Lindner
Throughout the week, Sun ‘n Fun offers activities such as military and civilian flying demonstrations, static displays, workshops, lectures, and vendor displays.
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Blue Angels Lead Flight Demonstrations at Sun ‘n Fun
Flying demonstrations are a highlight of any air show or Expo, and the U.S. Navy’s Blue Angels were the headline group during the event. Last Thursday, the Blue Angels did not perform their typical aerobatic show. Instead, they showed off their ability to fly in close formation at varying speeds. They flew for well over an hour, giving spectators many photo opportunities.
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Several other medium and light planes demonstrated their short takeoff and landing (STOL) capabilities from the Paradise City grass runway at the Expo. Guests could get very close to the runway as the planes taxied.
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Thousands of Aircraft on Static Display at Sun ‘n Fun
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Thousands of aircraft were parked all over the Sun n Fun grounds. A large section of the flight line had new and old warbirds. These included F-35s, a C-17, and a KC-135. Some older military aircraft included P-51 Mustangs, a B-25 Mitchell Bomber, and a C-47 Skytrain.
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On other parts of the flight line, hundreds of other aircraft, including planes and helicopters for corporate and private owners, and many light or experimental planes, were also present.
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Many people fly their own planes to Sun n Fun and camp there during the week. Several hundred planes were parked in long rows on a large section of the grass airfield, and their owners slept in tents next to the planes.
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Innovative Aircraft on Display
One interesting aircraft was the Aperion MD-52 Guardian drone. At 30 feet long, it is larger than a typical commercial or hobby drone. The Guardian can carry up to 1500 pounds and is powered by a diesel engine. The company hopes to get contracts from military and commercial customers.
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Workshops Offer Experiences for People Building their Own Aircraft
One of the workshops at the Expo covered metal shaping techniques. Eight engineers and craftsmen showed guests how to form aluminum sheets into aircraft parts like cowlings and wing leading edges. Guests then got to try out the tools and equipment. All the work was done by hand, with no electric tools in the shop.
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Rodney Beckwith from Bendix Academy in Brighton, Michigan, was division chairman for the workshop. He explained how he designed many of the tools and turned some of the forms or molds on a lathe. Beckwith demonstrated how to cut and shape smooth edges on aluminum parts and develop a smooth mirror-like finish. He also talked about how Bendix Academy helps students ages 12 and up learn mechanical skills.
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Four Hangars Filled with Vendors Demonstrating Thousands of Products
In another section of the Sun ‘n Fun grounds, four hangars buzzed with activity as roughly 557 exhibitors showcased a vast array of aviation-related products. They displayed avionics components, pumps, brakes, lights, test kits, headsets, insurance, and more.
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Among them, Aerotronics, a company from Billings, Montana, actively crafted custom avionics panels for individuals constructing their own aircraft. They tailored each panel to include the precise components their customers requested. As part of their service, Aerotronics handled the fabrication, wiring, installation, and testing of their products.
Expo Guests Test Flight Simulators
Nearby, another hangar housed companies promoting their flight simulators. Customers actively tested the lifelike simulators, which featured authentic controls and instruments. Desktop Pilot, one of the vendors, showcased three models of their simulators and offered individual components for sale, allowing customers to personalize their setups.
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Mission Aviation has a Big Presence at Fun ‘n Sun
Yet another hangar featured displays from several organizations providing aviation support for missions around the world. One notable vendor was Ethnos360. This Sanford, Florida-based organization flies planes and helicopters to remote communities, providing humanitarian support like food, supplies, and medical transportation.
Something unique about Ethnos360 is that they transcribe Bibles into obscure languages and then distribute them to people who otherwise would never be able to read them. For example, they support people in remote Isnag communities in the Philippines. These people did not speak English or have Bibles in their spoken language. A team from Ethnos360 moved into an Isnag community, learned their language, and transcribed the Bible for them.
Every day at Sun ‘n Fun was filled with hundreds of things to do, and it would be difficult, if not impossible, to describe it all in a few words. Still, it would not be an exaggeration to say that the Expo offered literally everything aviation enthusiasts could hope to find.
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The creation of Lockheed Aircraft Corporation in 1926 was Allan Loughead’s second foray into airplane construction.
His first company, Loughead Aircraft Manufacturing, built a few products between 1916 and 1920. When he started his next aviation enterprise, he decided to use the phonetic spelling (Lockheed) of his Scottish-heritage surname (Loughead) to encourage proper pronunciation of the moniker. He would legally change his name to Allan Lockheed in 1934.
Lockheed Aircraft’s first successful project was the Vega, introduced in 1927. A high-wing, single-engine monoplane, the Vega’s selling point was speed, which would also be the performance highlight of Lockheed types to follow.
Early Successes and Challenges
Varney Air Transport Lockheed Vega. One of several airlines started by Walter Varney, VAT eventually became Continental Airlines. UNITED AIRLINES ARCHIVES PHOTO
The Vega found favor with some airlines (Braniff, Bowen, and Hanford’s Tri-State among them) but established its fame as a racing aircraft favored by renowned pilots of the day, most notably Amelia Earhart, who earned fame in her Vega as the first woman to fly the Atlantic, and Wiley Post, who set new records in his Vega named Winnie Mae.
Another view of a Varney Air Transport Lockheed Vega. VAT, operating between El Paso, Texas, and Pueblo, Colorado, was also known as Varney Speed Lines, Southwest Division. UNITED AIRLINES ARCHIVES PHOTO
In 1929, the Detroit Aircraft Corporation, a burgeoning aviation conglomerate, purchased a majority interest in Lockheed. Displeased with the takeover of his company, Allan Loughead resigned. After the stock market crash of October 1929, the Detroit Aircraft Corporation faced a tailspin of mounting losses, and Lockheed Aircraft descended into bankruptcy in 1932.
A Lockheed Orion belonging to Varney Air Service, Ltd., which operated between the San Francisco Bay Area and Los Angeles. PHOTO: OAKLAND AVIATION MUSEUM
Before the manufacturer landed in receivership, the Lockheed Model 9 Orion was introduced in 1931. Designed specifically for use as an airliner, the Orion was a low-wing, single-engine aircraft featuring a new concept: retractable landing gear.
Luggage label featuring the image of a Lockheed Orion. FROM THE JOHN CORPENING COLLECTION
A New Beginning
Fortunately, the Lockheed Aircraft Company was not left to die. A group of investors bought the franchise for a mere $40,000. Among them were Walter Varney and Thomas Fortune Ryan III, who both held a deep appreciation for Lockheed’s innovative designs. Varney employed both Vegas and Orions in his airline ventures. Ryan would eventually take over the aforementioned Vega operator, Hanford’s Tri-State – renamed Hanford Airlines – and build it into Mid-Continent Airlines.
Lockheed was actually the phonetic pronunciation of Loughead, surname of the company’s founder, Allan Loughead, who legally changed his name to Allan Lockheed in 1934.
In addition to Varney and Ryan, other investors included brothers Robert and Courtlandt Gross, who would remain with Lockheed until the 1960s. The company’s founder, Allan Loughead, pursued other interests, including real estate, and served as a consultant to his namesake aircraft company in later years.
Continuing the trend of naming aircraft after celestial bodies, the Lockheed L-10 Electra was a successful 10-passenger airliner introduced in 1934. DELTA AIR LINES PHOTO VIA THE AUTHOR
The Lockheed Twins
A Chicago & Southern Air Lines (C & S) brochure advertising the company’s new Lockheed L-10 Electra. DAVID H. STRINGER COLLECTION
Known for speed, Lockheed channeled resources into a twin-engine, all-metal airliner to outpace rivals like the Boeing 247 and Douglas DC-2.
L-10 ELECTRA
Developed and tested in 1932 and 1933, the 10-passenger Lockheed L-10 Electra debuted in 1934. The first units were delivered to Northwest Airlines that same year, followed by shipments to Pan American Airways for its subsidiaries, including Aerovias Centrales in Mexico, Pacific Alaska Airways, and Cubana. Other North American airlines that ordered the Electra included Braniff, Canadian Airways, Chicago & Southern, Delta, Eastern, Hanford (later Mid-Continent), and National. The type also found buyers among carriers in Europe, South America, and Australia.
A unique variant of the Electra, the Model 10-E, gained fame when Amelia Earhart flew it during her ill-fated attempt to circle the globe. Tragically, she and her navigator, Fred Noonan, vanished near Howland Island in the Pacific Ocean on 2 July 1937.
Another Model 10-E served the U.S. Army as a testbed for cabin pressurization, a pioneering idea later implemented commercially by Boeing in its Model 307 Stratoliner, launched in 1939. In total, Lockheed produced 149 L-10 Electras, with 115 delivered as commercial airliners and the rest sold to private buyers and military customers.
Cutaway diagram of a Lockheed L-10 Electra interior. DAVID H. STRINGER COLLECTION
ELECTRA JUNIOR AND L-14 SUPER ELECTRA
Building on the original Electra’s design, Lockheed built 130 Model 12s and 212s, referred to as the Electra Junior. Intended for use on low-traffic airline routes (the type accommodated only six passengers), the Electra Junior found its success as a corporate and personal aircraft. Only a few were sold to airlines. The original British Airways (1935-39) ordered two, National Parks Airways ordered two, and Walter Varney’s Varney Air Transport – soon to be renamed Continental Air Lines – took delivery of three.
Lockheed L-14 Super Electra in service with Continental Airlines. PHOTO: UNITED AIRLINES ARCHIVES
Following the L-10, Lockheed introduced the L-14 Super Electra, a 14-passenger aircraft. It attracted orders from airlines worldwide, including Trans-Canada Air Lines, British Airways, LOT Polish Airlines, and Air Afrique. However, Northwest Airlines was the sole buyer in the United States, dubbing its L-14s “Sky Zephyrs.” Two of these later transferred to Continental Air Lines for a short stint.
A design flaw in the L-14’s twin vertical tail fins was corrected, but only after Northwest lost one of its Sky Zephyrs due to an in-flight failure of the fin assembly. Several other accidents led Northwest to abandon the type after the company introduced Douglas DC-3s in 1939.
L-18 LODESTAR AND L-75 SATURN
Lockheed L-18 Lodestar in the livery of National Airlines. Among all of the certificated trunk and local service airlines in the United States, National was the only one to never fly a DC-3, relying on the 14-passenger Lodestars instead to cover short-haul routes. JOHN PICKETT PHOTO
The ultimate model in the Lockheed Twin series was the 14-passenger L-18 Lodestar, introduced by Thomas Fortune Ryan III’s Mid-Continent Airlines in March 1940. Like the other Lockheed Twins, the Lodestar was popular with military and corporate customers but lost favor with most airlines after World War II as surplus C-47s (DC-3s) became plentiful and newer, modern twin-engine types were introduced.
A Lockheed L-18 Lodestar operates Continental Airlines’ inaugural flight to Topeka, Kansas. DAVID H. STRINGER COLLECTION
Ted Baker’s National Airlines never operated DC-3s. Instead, the carrier kept Lodestars in service on some routes until 1959.
Advertisement showing the interior of a National Airlines Lockheed L-18 Lodestar. DAVID H. STRINGER COLLECTION
After the war, Lockheed also developed a high-wing, 14-passenger aircraft designed for local service operators. Dubbed the L-75 Saturn, the company halted production of the type, and the design was shelved for the same reason given for the Lodestar’s demise: a glut of less-expensive, war surplus C-47s and competing designs from other manufacturers.
Delivery flight of the first Lockheed L-49 Constellation to TWA, April 16, 1944. PROCTOR-LIVESEY-THOMAS COLLECTION
The Lockheed Constellations
WARTIME SHIFT AND L-049 DEBUT
By the time the United States entered World War II in December 1941, Lockheed had made a dramatic comeback from its bankruptcy in 1932. In addition to civilian customers, the company found success in manufacturing aircraft for the military, all of which took place in Burbank, California, at Lockheed Air Terminal (the former Union Air Terminal).
Howard Hughes, the major investor in Transcontinental & Western Air (TWA)—later renamed Trans World Airlines—worked with Lockheed engineers to create specifications for a pressurized airliner that could carry 44 passengers nonstop between Los Angeles and New York. Hughes wanted the first delivery positions for this revolutionary aircraft reserved exclusively for TWA.
On 17 April 1944, Howard Hughes (8th from left) turned over TWA’s first Constellation to the military in Washington, DC. At the end of the war, TWA would repurchase the aircraft from the government. PROCTOR-LIVESEY-THOMAS COLLECTION
The new 4-engine aircraft was designated the Lockheed Model L-49 and given the stellar name Constellation.
TWA L-49 Constellation NC86505 at Burbank. Sadly, this aircraft would be lost in an accident at Shannon, Ireland, in December 1946. PROCTOR-LIVESEY-THOMAS COLLECTION
During wartime, manufacturers halted all commercial airliner production and focused on designing and constructing aircraft for the armed forces. Engineers continued developing the L-49, now assigning it the military designation C-69 for use as a troop carrier.
After the war ended, Lockheed prepared the Constellation for its airline debut, and TWA launched scheduled L-049 Constellation service in February 1946. The “Connie” became the first post-war pressurized airliner to enter service and reigned as the premier airliner of its era.
UPGRADES AND SUPER CONSTELLATIONS
Eastern Air Lines L-749A Constellation at St. Louis. JOHN WEGG PHOTO
Lockheed continued to improve on the Constellation, introducing various upgraded models – featuring more powerful engines and larger, more luxurious cabins – every few years. Eastern Air Lines introduced the L-649 into service in June 1947, promoting it as their “New-Type Constellation,” though the L-749 soon surpassed it. Engineers equipped both versions with an optional removable cargo pod, dubbed a Speedpak, which attached to the aircraft’s underside.
In 1953, Lockheed debuted the L-1049 Super Constellation, enabling TWA to schedule nonstop eastbound flights from Los Angeles to New York. Previously, early Constellation models required a scheduled stop en route, as nonstop flights depended on weather conditions and the aircraft’s load.
The L-1049G “Super G” model proved to be the most popular variant in the Lockheed Constellation series. A TWA Super G is seen in this Mel Lawrence photo.
Subsequent improvements on the Super Constellation included the L-1049C Super C model, featuring new turbo-compound engines, and the most popular of the series, the L-1049G Super G Constellation.
TWA AND EASTERN AIR LINES BOTH OPERATED LARGE FLEETS OF CONNIES
An Eastern Air Lines L-1049G Super G Constellation, photographed by Jim Singer at Newark, New Jersey in 1961.
TWA and Eastern Air Lines operated the largest Constellation fleets in the United States, and both airlines were closely associated with the tri-tailed airliners.
Mel Lawrence’s camera captured this KLM Royal Dutch Airlines Super G at Tokyo in 1960.
The Constellation series was also very popular with foreign carriers. By 1957, Super-Gs were crossing the North Atlantic wearing the colors of Air France, Iberia, KLM, Lufthansa, and Trans-Canada, in addition to TWA. Cubana’s Super Gs flew passengers from New York to Havana, and VARIG’s connected the U.S. with Brazil. While Northwest operated the type across the North Pacific, QANTAS Super Gs carried passengers from San Francisco and Honolulu to Sydney.
The L-1049 H “Super H” was the final model in the Super Constellation series. A National Airlines Super H Constellation is seen here pre-delivery in this Lockheed Aircraft Corporation photo.
The final model in the Super Constellation series was the L-1049H Super H Constellation, which featured three different configuration options: all-passenger, all-cargo, or combination passenger/cargo.
In October 1958, the De Havilland Comet 4 and the Boeing 707 ushered in the jet age for countries outside of the Soviet bloc (the USSR had introduced the Tupolev TU-104 as its first jet airliner in 1956). This would swiftly end the big piston-powered airliners that plied long-distance routes.
THE STARLINER
Douglas Aircraft introduced its ultimate reciprocating-engine propliner, the DC-7C Seven Seas, in 1956. Lockheed also created a top-of-the-line piston-engined, propeller-driven aircraft to serve as the last of the great breed. It looked like a Constellation. But, the L-1649A Starliner, equipped with turbo-compound radial engines, was marketed as an entirely new type. With a range allowing TWA to fly the Polar Route from Los Angeles and San Francisco nonstop to London or Paris, the airline decided to market its L-1649As as Jetstreams rather than Starliners.
The L-1649A Starliner, equipped with turbo-compound radial engines, was marketed as an entirely new type of airliner instead of a continuation of the Constellation line. This photo of an Air France Starliner is from the Proctor-Livesey-Thomas Collection.
Only 44 L-1649As were built, with Air France and Lufthansa operating Starliners in addition to TWA.
The Turboprop L-188 Electra
While Douglas, Boeing, Martin, and Convair had each contributed products to America’s postwar airliner market, none of them had decided to follow through on a commercial transport design with turboprop engines – the hybrid combination of turbine power and propellers, commonly referred to as a jet-prop or prop-jet.
In 1954, American Airlines and Eastern Airlines expressed interest in a turboprop airliner that would be bigger and faster than the British Viscount. Lockheed was in the process of building its first military turboprop, the Allison-powered C-130 Hercules, so the company was gaining the experience needed to design a commercial jet-prop transport. The C-130 itself would become the basis of a commercial cargo aircraft, the L-100 Hercules, employed by Delta Air Lines, Alaska Airlines, and other carriers in the 1960s.
American Airlines Lockheed L-188 Electra “Flagship New York” in this staged Lockheed Aircraft Corporation photo. This aircraft would be lost in a crash on approach to New York’s LaGuardia Airport only two weeks after entering service. LOCKHEED AIRCRAFT CORP. PHOTO
The aircraft that developed from the initial meetings between Lockheed, American Airlines, and Eastern was the L-188.
In one of the oddest marketing decisions ever made, Robert Gross gave the L-188 the name Electra, the same name that had graced 1934’s Lockheed model L-10. When speaking of flying aboard an Electra, how was one to know if you meant the little twin-engine airliner from the 1930s or the modern 4-engine turboprop? But Electra it would be.
The Lockheed L-188 Entered Service in 1959
The first L-188 Electras entered service with Eastern Air Lines on 12 January 1959. JIM SHAUGHNESSY PHOTO
The first Lockheed L-188 entered service with Eastern Air Lines on 12 January 1959. American was next, starting Electra operations on January 23, two days before the airline launched its first pure-jet service with the Boeing 707.
This Lockheed Aircraft Corporation photo taken during takeoff from Burbank shows the large Allison Turboprop engines installed on the L-188 Electra.
With its four large Allison turboprop engines, a cruising speed of over 400 mph, and a passenger capacity of 65 or more, the L-188 appeared to be ready to fulfill its requirements as a short-to-medium haul airliner capable of operating from airport runways too short for the new jetliners.
A Design Flaw Leads to Tragedies
Less than two weeks after American’s Electra inaugural, one of the company’s L-188s, christened Flagship New York, crashed into the East River on approach to New York’s LaGuardia Airport. Investigators attributed the accident to the crew’s inexperience with the type and weather conditions at the airport.
Braniff International Airways received N9706C as its sixth L-188 Electra in 1959. Its sister ship, N9705C, crashed in the first Electra incident attributed to whirl mode—a phenomenon whereby vibrations in the outboard nacelles triggered flutter, causing the wing to detach from the fuselage. PHOTO: PROCTOR-LIVESEY-THOMAS COLLECTION
On 29 September 1959, a Braniff Electra fell from the night sky en route from Houston to Dallas. Before the investigation for that accident was complete, a Northwest Orient Airlines Lockheed L-188 met a similar fate, falling to the ground at Tell City, Indiana, on 17 March 1960.
The Federal Aviation Administration (FAA) placed speed restrictions on all Electras shortly after the Northwest crash. Lockheed’s new turboprop was earning an unwanted reputation, and the public began avoiding it.
This Northwest Orient timetable, effective 8 September 1959, advertises the brand-new turboprop Electras. Northwest would lose one of its new Electras the following March in an accident ascribed to whirl mode. DAVID H. STRINGER COLLECTION
WHIRL MODE
After a thorough investigation, authorities attributed the crashes to a phenomenon known as whirl mode. This condition results in severe vibration that could cause a wing to separate from the aircraft in flight due to “flutter induced by oscillations of the outboard nacelles.” The Electra’s large engines, mounted on stubby wings, needed more secure bracing, while the wings themselves needed strengthening.
The manufacturer launched a modification effort called the Lockheed Electra Action Program—LEAP—to address a recognized design flaw (though some sources mistakenly claim the acronym stands for Lockheed Electra Achievement Program). After completing the LEAP modifications and returning the aircraft to their airline owners, authorities removed the speed restrictions.
Once the design flaw responsible for whirl mode had been corrected, Lockheed Electras went on to serve faithfully for many years with several different airlines, which rechristened them as Electra II’s, Super Electras, or Electra Mk. II’s. PHOTO: PROCTOR-LIVESEY-THOMAS COLLECTION
When the modified Electra reentered service, most airlines chose to rebrand them as Electra II, Super Electra, or Electra MK II. The type recovered from its early bad publicity and went on to provide many years of reliable service for airlines worldwide.
Lockheed’s Commercial Era Comes to an End
A Western Airlines L-188 Electra. BOB ARCHER PHOTO
Unlike Boeing, Douglas, and Convair, Lockheed did not produce a first-generation commercial jetliner. However, the company maintained a robust production of aircraft, missiles, and other military assets.
The widebody L-1011 TriStar would mark the end of the line for Lockheed’s airliners and their celestial names. It was Lockheed’s only contribution to the jet airliner marketplace. PHOTO: PROCTOR-LIVESEY-THOMAS COLLECTION
The manufacturer would not participate in the airliner marketplace again until the company created its widebody L-1011 TriStar, which would be the final type of commercial aircraft built by Lockheed.
Between 1968 and 1984, Lockheed manufactured 250 TriStars. The type’s commercial operations ended in 2008, and just one final L-1011 remains airworthy today.
If you think airlines have always catered to every passenger, think again. United’s men-only flights were once a real thing, and they promised businessmen a private club in the sky your wife couldn’t join.
United Airlines, in a stroke of Mad Men-esque genius, decided to take “comfort” to a whole new level with their “Executive Flights”—a men-only service that ran from 1953 to 1970. Billed as “A club in the sky for men only,” these flights were a testosterone-fueled escape from the trials of domestic life: nagging wives, screaming kids, and—God forbid—women in general.
Let’s buckle up and take a turbulence-free trip through this delightfully absurd chapter of aviation history.
The full United “Chicago Executive” United’s men-only flights included the “Chicago Executive,” as advertised in this ad that appeared in newspapers in 1953 | IMAGE: Public Domain
The Boys-Only Boarding Call
United Airlines DC-6, N37514, fleet code 5414, parked on the northwest ramp of the old Stapleton Airport (DEN), in Denver, CO, in September 1966. Taken with 35mm Ektachrome film | IMAGE: By EditorASC at en.Wikipedia, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=7659575
United’s men-only flights kicked off in 1953, operating between New York and Chicago—known as The New York Executive or The Chicago Executive, depending on which way you were headed. For the West Coast elite, they later added a Los Angeles-to-San Francisco route. Running once a day, six days a week (Sunday was apparently for family penance), the flight clocked in at a leisurely 3 hours and 15 minutes. The fare? A cool $67—$3 more than a standard first-class ticket, but oh, the perks made it worth every penny.
Flown initially on piston-powered Douglas DC-6Bs out of LaGuardia (LGA) to Chicago’s Midway (MDW), the service upgraded in 1961 to the sleek new French-made Sud Aviation Caravelle, an all-first-class jet with 64 seats. Extra runway requirements prompted a shift to New York Idlewild (later JFK) and Chicago O’Hare (ORD) before a final change to Newark (EWR) in the late ’60s.
N1007U (cn 92), United Airlines, Sud Aviation SE-210 Caravelle Type VI R, Hartsfield Jackson Atlanta International Airport (ATL) on 1 Nov 1965 | IMAGE: By Jon Proctor – http://www.airlinefan.com/airline-photos/large/5285785/United-Airlines/Sud-Aviation/SE-210-Caravelle/N1007U/, GFDL 1.2, https://commons.wikimedia.org/w/index.php?curid=17129303
Women and children were strictly verboten—though, in a twist of irony, the stewardesses were all female, lighting cigars and pouring martinis with a smile.
What we give men is an opportunity to get away from women.
United spokesman, 1954
In March 1954, a United spokesman summed it up with a smirk: “What we give men is an opportunity to get away from women. We don’t regard it as segregation. We regard it rather as a little luxury.” Subtle, right?
Slippers, Cigars, and Steak: The Inflight Experience
A female stewardess lights a cigar for a passenger on board a men-only United Executive Flight | IMAGE: Historic Photographs via Facebook
If the Executive Flight was a club, it was one where the dress code was “relaxed misogyny.” Men were instructed to ditch their jackets and ties, slip into provided slippers, and light up a pipe or cigar—stewardesses were on hand with matches, naturally. Dinner was a full-course steak affair, served on real china with baked potato and green peas. A two-drink limit (gin martinis were the go-to) was technically in place, but those stewardesses had a notorious habit of “forgetting” to count.
The plane itself was a businessman’s dream: workspaces for the industrious (simply notify the stewardess, and she would prepare a table for you), live stock quotes via teletype (courtesy of the Wall Street Journal, a sponsor), and a lounge for “congenial company.” Need to dash off a last-minute message? United’s “last-minute message service” had you covered—scribble a note as you left New York or Chicago, and they’d phone it in for you. In its first year, 19,500 passengers boarded, proving that the allure of a kid-free, wife-free sky was strong.
And the cherry on top? A parting gift worth that extra $3: a glass ashtray with an airplane sketch and cufflinks—one with a built-in watch. Because nothing says “I’ve escaped my family” like a tiny wrist clock.
Meanwhile, Mohawk’s Gas Light Gambit
A Mohawk Airlines DC-3 featuring its Gas Light Service livery | IMAGE: Henry M. Holden
United wasn’t alone in this macho madness. In 1960, Mohawk Airlines rolled out the “Gas Light Service,” a Victorian-themed men-only flight inspired by old railroad cars. Operating two converted 28-seat DC-3s—decked out with red velvet curtains, lace headrests, gold tassels, carriage lamps, and vintage lithographs—it served routes like Buffalo (BUF) to Boston (BOS) via Rochester (ROC) and Syracuse (SYR). Later, they added Syracuse to Boston via Hartford-Springfield (BDL), Albany (ALB), and Utica-Rome (UCA), plus a weekend Newark-to-Ogdensburg (OGS) run via Watertown (ART).
A Mohawk Airlines Gas Light Service timetable from 10 October 1960 | IMAGE: Henry M. Holden
Mohawk’s pitch? Five-cent cigars, free beer, cheese, and pretzels in a “cloudy” atmosphere women would supposedly hate. (They reassured the public that ladies and kids were welcome on other flights.) Sequined, ostrich-feathered stewardesses in Gay Nineties garb kept the vibe lively. It was a smash—23,000 passengers, 31,700 beers, and 17,000 cigars in two years. So successful, in fact, that Mohawk opened the cabins to women and kids, relegating them to a “family parlor” up front while the boys kept the smoky man-cave in the back. The service even extended the DC-3s’ lifespan by a year before Mohawk finally retired the type in 1962.
The Beginning of the End
United’s men-only flights soared on, racking up 10,500 segments by 14 January 1970, when the final flight touched down. But the skies were changing. Once a robust 80-90% in 1953, load factors had slumped to around 40% by the late ’60s. The National Organization of Women (NOW) wasn’t amused, either— a 1969 protest at United’s Chicago HQ was widely seen as the death knell, though the airline coyly dodged blaming the feminists. Profitability, not picket signs, was the real killer.
The Executive Who Almost Crashed the Party
An article that appeared in United Press (UP) outlets on 25 January 1958 criticizing United’s men-only flights | IMAGE: United Press
Passengers mourned the loss. “One of the nicer things in life is disappearing,” one told The New York Times on 16 January 1970. Another was blunter: “It’s not because of no women. It’s because there are no squealing kids.” Fair enough—priorities.
It’s not because of no women. It’s because there are no squealing kids.
A passenger explaining why he liked the Executive Flight service, 1970
Not everyone was content to watch the boys’ club fly by. In January 1958, Edythe Rudolph Rein, a VP at National Telefilm Associates, tried to book the next United flight from Chicago to New York. Told it was an Executive Flight, she protested, “I’m an executive!” The ticket agent didn’t budge. She sat down, fuming, and later filed a complaint with the Civil Aeronautics Board (CAB).
It didn’t topple the service, but it was a sign the times were—ahem—taking off in a new direction.
Legacy of United’s Men-Only Executive Flights
“The Chicago Executive” newspaper display ad promoting the United’s men-only Flights | IMAGE: By United Airlines – New York, NY newspapers, Public Domain, https://commons.wikimedia.org/w/index.php?curid=80895107
United’s men-only flights were a relic of an era when “luxury” meant cigars, steak, and a break from the fairer sex. For 17 years, they offered a mid-century fantasy of escape—until reality, and a few angry women brought it back to earth.
Today, we can only chuckle at the audacity of it all, light a metaphorical cigar, and toast to a time when aviation dared to be this unapologetically bonkers.
Bombardier’s next Global jet has the potential to become the fastest passenger jet in decades. The Concorde was way ahead of its time with record-breaking speeds of 1,354 miles per hour, but the Global 8000 is promising to be a blazing-fast civilian jet that might capture that Concorde spirit.
The Global 8000 will enter service in the second half of 2025. The jet has a roomy cabin and one interesting new feature.
(Nearly) Breaking the Speed of Sound
The Bombardier Global 8000 business jet will reportedly be available for purchase later this year.
The new Global jet is the fastest Bombardier aircraft yet, flying at Mach 0.94, or 715 miles per hour. Its range is 8,000 nautical miles. While not as fast as the Concorde, it will barely beat the top speed of the Cessna Citation X+, which has a Mach speed of 0.935.
An earlier version of the Global 8000 had a Mach speed of 1.015, though revisions of the aircraft have since reduced its speed.
Inside the Global 8000 is a ritzy cabin experience featuring a passenger cabin with monochrome shades of light gray. There are 19 seats in total.
The kitchen area is even cozier, with relaxing ebony wood decor and white marble countertops. Each Global 8000 also comes with Ka-band high-speed internet and a 55-inch 4K TV for entertainment.
No Tension on the Tarmac or in the Sky
One interesting new feature of the Global 8000 is the curved ‘Smooth Flex Wing.’ This feature will not only help the jet go faster but also help it lift off the ground. This feature will allow the Global 8000 to take off from shorter runways and operate from around 2,000 more airports than the Citation X+.
The Global 8000 will also ease nervous passengers by maintaining an ‘internal cabin altitude’ above 2,900 feet, while the actual altitude could be 40,000 feet.
Bombardier Vice President of International Sales Emmanuel Bornand had an interview with the South China Morning Post discussing the upcoming new jet:
‘The Global 8000 was designed with a mindset of delivering our clients the ultimate, no-compromise aircraft…[With] the Global 8000, you get it all. Bringing the best range, speed, and ability to go to smaller airports with a four-zone cabin makes this aircraft unique.’
The final price tag for the Global 8000 has yet to be announced, though it was reported to be $81 million in 2022.
A bill to ban chemtrails is being considered by the Florida Senate this week. Governor Ron DeSantis (R) supports the bill, aiming to prevent what he calls “weather modification nonsense.”
“People have a lot of kooky ideas that they can get in and put things in the atmosphere to block the sun and save us from climate change,” says DeSantis. “We’re not playing that game in Florida.”
I support the bill by Senator @IleanaGarciaUSA to ban geoengineering and weather modification.
The Florida house, though, has gutted the bill and actually codified the practices.
We don’t want to indulge this nonsense in Florida, where we are proud of our sunshine. pic.twitter.com/ir8IYlza4z
SB-56 is the “chemtrails bill.” It was sponsored by Senator Ileana Garcia (R). It proposes prohibiting “the injection, release, or dispersion, by any means, of a chemical, a chemical compound, a substance, or an apparatus into the atmosphere within the borders of this state for the express purpose of affecting the temperature, weather, climate, or intensity of sunlight.”
Florida’s Dept of Environmental Protection (FDEP) would also set up a system for residents to file reports with FDEP to investigate “suspected geoengineering activities.”
Follow Mike Killian Photography
“Many of us senators receive concerns, complaints on a regular basis regarding these condensation trails, aka chemtrails,” says Garcia. “There’s a lot of skepticism.”
House version of the bill is very different
While the Senate version of the bill calls for a total ban, with heavy fines and possible prison, the House version does not seek a ban at all.
Instead, the House version aims to fine operators doing “chemtrailing” without a license. That bill also comes with lesser fines. Anyone operating without a license, or who lies on their application, would only be charged with a second-degree misdemeanor and up to a $10,000 fine.
Bill to Ban Chemtrails Being Considered by Florida Senate 112
The Senate version seeking a total ban, would hit violators with a third-degree felony a fine up to $100,000.
“The Florida House of Representatives has gutted Sen. Garcia’s legislation, and they would actually codify the practice of geoengineering and weather modification,” says DeSantis.
When the Korean War began in 1950, the U.S. Air Force and U.S. Navy focused on air interdiction missions, attacking lines of communication and supplies. These included targets like bridges, trains, trucks, storage facilities, and troops. In 1952, however, the Air Force and Navy shifted their focus to more strategic targets like dams and power generation stations. One of their most valuable targets was the Suiho Dam.
Strategic Targets Were Not a Focus in the Early Days of the War
During the early days of the Korean War, U.N. forces mostly avoided attacking Korean dams and power stations. Partly, this was because planners decided to focus attacks on interdiction targets. However, that wasn’t the only reason.
By 1949, most of the world’s nations had signed the Geneva Conventions. This agreement was focused, in part, on protecting victims of armed conflicts. Destruction of dams and power stations would clearly cause harm to civilians. U.N. forces also initially held off on attacking the dam out of concern that it would bring China into the war.
The Suiho Dam on the Yalu River as it appeared before the war | Image: Public Domain
As the war continued, the U.N. and Communist sides began negotiating for a possible truce. One of the key points was to reach an agreement on the repatriation of prisoners of war. In early 1952, U.N. strategists, mostly American admirals and generals, became frustrated when they felt the Communist side was stalling and uninterested in a peace agreement. Therefore, they shifted air attacks to more strategic targets, hoping to force the Communists to consider peace seriously. The primary strategic targets would be hydroelectric dams.
Suiho Complex a Key Strategic Target for Bombing Missions
Planners chose the Suiho Complex as one of the prime targets for strategic bombing. The Japanese built Suiho in 1940. It had six of the world’s largest turbine generators. The reservoir behind the dam held 20 billion cubic meters of water, similar to the Grand Coulee Dam in Washington State.
Each massive turbine generator produced 100,000 kW of power. Besides producing most of North Korea’s electricity, it also supplied power to major Chinese and Russian ports and military bases up to 100 miles away.
Map showing location of Suiho Dam strategic target in North Korea near the border with China | Image: itouchmap.com
As negotiations continued to stall, the Americans planned to attack Suiho in June 1952. It would not be an easy target, as there were air-aircraft guns near the dam and many enemy fighters based near it. The attacks began on 23 June and continued until 27 June. During that period, 670 Navy Marine, Air Force, and some South African aircraft, both ground and carrier-based, took part in the assault on the dam, flying 1,514 sorties.
The Suiho Dam during the attack by allied UN forces during the Korean War | Image: nkeconwatch
Navy and Air Force Combine Efforts in Attack on Suiho
On the first day, the Navy sent 35 Grumman F9F Panthers on missions to suppress the anti-aircraft guns protecting the dam. 12 AD Skyraiders from the USS Boxer began dive-bombing runs. Their targets were the generating stations at the dam’s base rather than the dam itself. 23 Skyraiders from the Princeton and Philippine Sea also attacked, dropping 81 tons of bombs in a little over two minutes.
U.S. Navy AD-4 Skyraider taking off from USS Valley Forge in 1952 | Image: U.S. Navy
The attackers did have the advantage of surprise, as there had been no other attacks on Suiho before then. Attacks later that year encountered much higher levels of anti-aircraft fire, leading some pilots to say the flak was as heavy as what they had seen over Berlin in WWII.
U.S. Air Force F-84 Thunderjets during the Korean War | Image: U.S Air Force
Low-level image from an RF-80 in 1953 of the Suiho Dam complex following three attacks on the strategic target by Navy and Air Force aircraft during the preceding year | Image: U.S. Air Force
Political Concerns Persist After Successful Attacks
Despite the positive military results, the attack on Suiho caused political problems.
In the United Kingdom, the Labour Party opposed it, stating that it risked starting a third world war. The situation was different in the United States. Many Americans complained to President Truman that they should not have waited for two years before attacking the dam.
Lacking a consistent stance on the war, the U.N. could not convince the Communists to agree to a truce.
Heavy Bombers Chosen for Second Attack
The war continued in the months after the attacks, and negotiations were unsuccessful. When photos showed that the Communists were rebuilding some of the turbines, the Americans decided to attack Suiho again, this time with B-26 and B-29 bombers. The obvious advantage of the heavy aircraft was their ability to carry more bombs. Planners set 12 September for the attack. This time, however, they would not surprise the Communist forces.
B-29s dropping bombs during the Korean War | Image: U.S. Air Force
Bombers Faced Extensive Reinforcements of Defenses
They had heavily reinforced the area around the dam, but the U.N. allies considered another successful strike on Suiho the key to stopping the war, so the plans proceeded. Since June, the Communists had increased the number of anti-aircraft weapons near the dam to 786 artillery guns and 1,672 automatic weapons. They also installed 500 powerful searchlights, many with radars or sound-controlled mechanisms that could detect planes and direct the lights at them. The search beams could reach up to 30,000 feet.
B-26 on a bombing mission during the Korean War | Image: U.S. Air Force
On the night of 12 September, the B-29 crews faced more than just fire from the ground. Many MiG fighters were waiting at nearby bases across the Yalu River in Chinese Manchuria. The U.N. forces were not allowed to attack across the river, so the Communist fighters were free to take off and engage the B-29s. Sixty B-29s took part in the mission, taking off from Okinawa, Japan, to attack the strategic targets at the base of the dam. As they flew west at about 25,000 feet along the river, they were hit by heavy flak and enemy aircraft.
Bud Farrell, a gunner on one of the B-29s, described the mission: “From that point at the I.P. to the target and ‘Bombs Away,’ there were continuous flak bursts around us, perhaps thousands within sight like a very long string of firecrackers going off in your face and all seeming closer in the dark than they really were, searchlights scanning from both sides of the river trying to find and lock on us.”
Following their bomb run, the aircraft faced another challenge. They had to make a sharp left turn immediately after dropping their bombs to avoid flying over Chinese Manchurian airspace, barely a half mile from the dam.
Mixed Results Following Bomber Attack on Strategic Targets
One B-29 was shot down during the attack, and several others suffered serious damage to the crews and aircraft and had to land at alternative airfields in Korea. Aircrews initially reported that they had struck many of their targets at the base of the dam. However, photos on 12 October showed the complex was operating at a limited capacity.
UN Allied planes again attacked Suiho in February 1953, but this did not achieve the results planners had hoped for.
The Korean War continued until 27 July 1953, when both sides signed an armistice but not a formal peace treaty.
Each year, Warbird Adventures hosts a special event in South Carolina just for content creators. This 3-day warbird photo event at the American Dream Skyranch in South Carolina (18SC) is incredible, and the next is scheduled for May 16-18, 2025.
Photographers from all backgrounds, whether new or pro, are invited for 3 days of aviation and warbird photography under expert instruction on a private airfield with FAA waivers.
A family-friendly experience with a LOT more than cool photo ops
Attendees are encouraged to bring their RVs or campers, or stay at local hotels, or camp in tents where a shaded area next to a creek is reserved. Pilots are allowed to fly-in as well, as long as organizers give the ok (not all planes can safely land on the grass runway).
Registered photographers can bring their families, dogs, go fishing, swimming, exploring, and enjoy catered food, campfires, drinks, games, music, make new friends and more. There is also a gun range, and attendees are free to bring their off road vehicles.
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Photographers can register HERE. A deposit is required, as organizers only want to prepare for people they know are coming. After registering, join the event’s private Facebook page HERE for updates as the event draws near.
Warbird photography, up-close and personal, under expert instruction and planned by pros
In between all of the fun mentioned above is, of course, cool flying and static photo ops. Photogs are brought into the box, under expert guidance, with flying done just for them. It’s all up-close and personal.
Epic view from the june 2024 american dream skyranch photo shootout. Photo credit aaron haase
Elevated platforms are provided for those who want a higher view. Photogs have free rein to shoot where they want and move around, as long as they stay behind safety perimeters for taxi, takeoff and landings.
The treeline background provides for some fantastic slow-shutter panning, allowing photogs to blur the background and give a sense of the aircraft speed.
Pilot timothy poole takes off in his SNJ-5, captured in this great slow-shutter panning shot by joshua krug
Numerous plane types will be in attendance and flying, including a P-51 and various T-6s and aerobatic aircraft and even some helicopters. Other aircraft plans are in works, with hopes of having a Wildcat and a P-40 there too. A horse might even race the P-51 too!
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Photogs will be taught how to capture the Milky Way over the planes, taking advantage of the ranch’s darker skies.
Sunset and nighttime engine run photo-ops will be conducted as well. Fireworks and a giant bonfire will only add more photo ops.
P-51 Quick Silver will be in attendance
Photogs will also have the rare opportunity to purchase air-to-air photo flights with the warbirds in attendance. One lucky winner will win a raffle to do it as well.
Pinup model shoots are expected too, dressed in period fashion posing for photos with the warbirds.
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The idea is to give content creators opportunities and angles they won’t get at most air shows, while also learning, networking, getting professional mentorship and a heck of a great time.
The photographers are not just told what to do and where to go either. Many air shows are a turnoff to photographers because they are very limited in what they can do and where they can go.
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That’s not the case at the Skyranch. Their feedback and ideas are a vital part of the event’s success. Everything is tailored to what they want, as long as it can be done safely.
Warbird Pilot Thom Richard’s American Dream Skyranch is a Slice of Heaven
Thom richard and one of his children, potato, at the american dream skyranch photo shootout. Photo credit randy jennings
The American Dream Skyranch is a little slice of heaven that world-renowned warbird pilot and flight instructor Thom Richard calls home.
He’s one of the most skilled and experienced warbird pilots in the world, performing at air shows around the eastern half of the U.S. every year. He owns several aircraft, including WWII T-6 trainers.
Richard also understands the value of producing quality content, to help promote aviation and keep history alive. How many of you were inspired by photos and videos as kids?
Global Airlines, a fresh face in transatlantic travel, is set to take off this May. The airline has opened ticket sales for its inaugural flights to a limited group of online users, with plans to expand the offer to the general public soon.
The London-based airline is launching with the world’s largest passenger jet: the Airbus A380, the biggest passenger plane in the world. James Asquith, the airline’s Founder and CEO, is confident that travelers are eager to fill the 550 seats on Global Airlines’ A380-800s.
‘We’re Leading With a Product’
Startup airline Global Airlines is slated to begin operations on 15 May 2025. Utilizing one of two Airbus A380s, the flight will depart Glasgow Airport (GLA) in Scotland at 1100 local time and make its way to New York’s John F. Kennedy International Airport (JFK).
The first two flights will operate as charter flights rather than scheduled operations. The A380 will return to Scotland four days later, on 19 May. The second A380 will depart Manchester Airport (MAN) on 21 May to JFK, then return on 25 May.
Tickets for the new airline are currently available to select early-bird members. Economy fare seats cost around $900 (£700) per passenger. Promotional materials advertise special amenity kits and gourmet meals for passengers.
While the airline previously promised an established route from London to New York, a schedule for this route has yet to be revealed.
The first flights will occur with the assistance of charter airline Hi Fly Malta. The airline needs the Civil Aviation Authority’s (CAA) Air Operator Certificate (AOC) before it can operate and sell tickets independently. As such, tickets will be available only through TravelOpedia Ltd to start.
‘I’ve Risked Everything’
Global Airlines was founded in 2021 by 36-year-old entrepreneur and travel mogul James Asquith. The ’40 Under 40′ businessman set a Guinness World Record by visiting 196 countries by the age of 24. Asquith is also the CEO and founder of the Airbnb-inspired travel site Holiday Swap.
The Independent interviewed Asquith about the upcoming airline and the pressure that comes with maintaining it:
‘It’s been a long road to get here. It’s those crazy kind of last couple of days and weeks looking to enter into service, and it has certainly not been easy…We knew it would be massively challenging. But we persevered, and here we are.’
Aviation experts have criticized Global Airlines’ launching with A380s, noting that British Airways has regularly faced costly problems keeping up with its fleet of 12.
‘No one’s started an airline by owning their aircraft and having the largest aircraft in the world…Everyone said it was impossible. We’ve done every milestone that people said was impossible.’
Asquith believes the high-capacity A380s will be very attractive to travelers, but also added that he has ‘sold and risked everything’ to launch this airline.
‘We’ve got a lot of people that want to fly on what we’re doing at Global. People can be critical, but you’ve got a good bunch of people trying to do something for good reasons here, and we’re almost there.’
Iceman Val Kilmer, who we all know and love from the Top Gun movies, has passed away at age 65.
The last film he ever made actually was ‘Top Gun: Maverick’ in 2022, a final goodbye between Tom ‘Iceman’ Kazansky and Maverick (Tom Cruise).
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Kilmer died of pneumonia
Kilmer’s daughter, Mercedes Kilmer, says he passed away due to pneumonia in Los Angeles, where the actor was born and raised.
Kilmer was diagnosed with throat cancer in 2015, but was able to recover. By the time Top Gun Maverick was filmed, he was using a breathing tube following a tracheostomy. That is why he wore a scarf to cover his throat in the film.
His health may have been in decline, but the chemistry between he and Maverick was still there like it was 1986 all over again (the original Top Gun).
Filming Together One Last Time in Top Gun Maverick was Emotional for Both Cruise and Kilmer
“It was like no time had passed at all,” said Kilmer about it in an interview with Entertainment Weekly. “We blew a lot of takes laughing so much. It was really fun. Special…”
“I was crying,” said Tom Cruise in an interview on “Jimmy Kimmel Live!” in 2023. “I got emotional. He’s such a brilliant actor, and I love his work. I’ve known Val for decades, and for him to come back and play that character — he’s such a powerful actor that he instantly became that character again. You’re looking at Iceman.”
Iceman and Maverick, Top Gun 1986
“I was very moved the first time I saw it. Almost 40 years is a long time for a reunion,” Kilmer told USA Today in 2022. “We laughed all day. Tom is great.”
Kilmer never actually wanted to do Top Gun
Life is funny isn’t it? Kilmer’s biggest role ever was arguably Iceman. As big as Top Gun was for his career, he initially did not want to do it. He had to.
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Kilmer did not like the theme or story when he was presented with the film, but was legally obligated to do it. He reflected on that huge decision in his 2021 documentary, called “Val”.
“I thought the script was silly, and I disliked warmongering in films. But I was under contract with the studio, so I didn’t really have a choice,” said Iceman.
Kilmer had a legendary career
While many of us AvGeeks love Iceman the most for obvious reasons, Kilmer had an impressive resume of big hits. Personally, some of this writer’s favorites were Heat and Tombstone.
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Blue Skies Iceman, and thank you for the memories and inspiration.
On 26 March 1950, a U.S. Air Force Convair B-36 bomber took off with tank-style tracks instead of tires for its landing gear.
Military planners were concerned that the B-36, at that time the heaviest aircraft in the U.S. inventory, was too heavy to operate from most airfields. The U.S. Air Force also tested tracks on several other aircraft. However, after a long series of failures, the Pentagon abandoned the idea.
Landing Gear Track System Installed on B-36 Bomber
The B-36 was designed during WWII. The Air Force considered it a potentially valuable asset as the U.S. entered the Cold War. Massive, with a maximum takeoff weight of 409,996 pounds, the B-36 could sink into the concrete of a flightline if it sat for too long. There were also very few runways in the United States that could hold up under the aircraft’s takeoff run.
Tracks installed on main landing gear of B-36 bomber. | Image: U.S. Air Force
The test program began with a maximum aircraft weight of 250,000 pounds. The Air Force first tested its ability to taxi and then decided to conduct a flight test. The B-36, with tracks, managed to take off for its first and only flight on 26 March 1950. The flight crew later said the takeoff was “very rough and noisy.” It landed after a brief flight. However, it left “a trail of parts” behind it on the runway.
The Air Force Tested Track Systems on Other Aircraft
The Air Force eventually decided the track system was “unfit for such a heavyweight aircraft” and abandoned the project. While it ultimately failed, the concept first appeared much earlier than 1950. In November 1939, J.W. Christie, inventor of the Christie tank and representatives of the Dowty Equipment Corporation, approached the Army Air Corps. They met with General H.H. Arnold in 1939 and presented an idea to use track landing gear systems for flotation.
Track landing gear system on A-20 Havoc aircraft. | Image: U.S. Air Force
In February 1942, the Air Force passed the design to the Goodyear Tire & Rubber Company to manufacture the A-20 track landing gear system. Under this arrangement, Goodyear, Dowty, and Firestone all produced components. They installed the rubber belted track system on a Stearman P-17, then on a Fairchild PT-19, and finally on the A-20. Initial testing proved that the system worked.
Breaking Belts and Excessive Weight
The A-20’s system was not retractable and had a conventional nose gear. Ground testing was somewhat successful, although one of the belts did fail. Another problem was that the system weighed almost twice that of the conventional landing gear. Its weight also required a 15% longer takeoff roll distance.
The track system was not successful on the P-40 fighter. | Image: Public Domain
The Air Force continued to examine track landing gear systems. One attempt was in 1943 on the Curtis P-40 fighter for operations from beaches. Testing in 1944 resulted in the track system becoming clogged with sod, mud, and snow, which stretched the belt. They also found the tracks did not enable the fighter to travel over ditches and other obstacles.
The Air Force gave up on using tracks on the P-40 but did test them, although with no success, on the C-82 and B-50. In 1948, the gear on the C-82 experienced structural failure during testing in sand, and the main gear track belt fell off. On the B-50, engineers discovered the track interfered with the defensive gun system. Goodyear, tasked to produce the belts, had trouble making them strong enough for the aircraft. They found they could not use the belts above 70 miles per hour.
The Air Force tested tracks on the C-82 landing gear. | Image: Public Domain
Eventually, during flight testing, the tracks had bearing failures, and the system had maintenance difficulties. The Air Force did not continue testing the tracks on the B-50.
Modernization of Airfields Eliminated Need for Tracks
The Air Force then considered using tracks on the B-36, but equipment failures were not the only thing that led to its ultimate abandonment. In the years following World War II, airfields capable of handling heavier aircraft were being developed, so tracks would not be necessary.
Curtis and the Air Force also changed the B-36’s design to a four-wheel landing gear setup instead of the original single-tire configuration.
Not even a decade after its first flight, JSX has emerged as a fascinating anomaly in the U.S. aviation landscape.
Officially JetSuiteX (the company rebranded in 2019 to simply JSX), the carrier’s inaugural flight launched on 19 April 2016 between the California cities of Burbank (BUR) and Concord (CCR).
Headquartered in Dallas, Texas, and led by CEO Alex Wilcox, JSX operates as a Part 380 public charter jet service (not an “airline,” per corporate branding) under FAA Part 135 regulations. The carrier offers what it calls “hop-on jet service” that promises the allure of private aviation at a fraction of the cost.
Wilcox, who helped establish JetBlue and the short-lived Indian carrier Kingfisher Airlines, envisioned JSX as a solution to a gap in the market: delivering a private jet-like experience at commercial airline prices while sidestepping the hassles of typical airport travel.
As of March 2025, JSX has carved out an intriguing niche in American aviation with a fleet of 47 Embraer regional jets serving 22 destinations across the United States and Mexico. We first spotlighted the carrier at its launch, pondering whether its unconventional approach could endure.
Now, nearly ten years on, JSX has weathered industry storms—including a global pandemic—to survive and thrive, proving doubters wrong and reshaping perceptions.
Yet, JSX’s journey has not come without controversy.
Here are five ways this unique U.S. regional air carrier is redefining the semi-private niche.
1. A Clever Regulatory Play Defines the JSX Identity
Passengers wait for their flight inside a hangar | IMAGE: JSX
At the heart of JSX’s operation is a regulatory structure that sets it apart from traditional airlines. It operates as a Part 380 public charter, chartering aircraft from its subsidiary, Delux Public Charter, LLC (dba JSX Air or Taos Air), which flies under Part 135 rules.
JSX itself does not operate aircraft; instead, it resells seats on these chartered flights to the public. This distinction allows JSX to offer a published flight schedule–currently around 120 daily public charter flights–without being classified as a scheduled airline under the FAA’s more stringent Part 121 regulations.
Part 135 governs on-demand and commuter operations with aircraft up to 30 seats, imposing lighter requirements than Part 121. For instance, Part 121 mandates a 1,500-hour minimum for pilots and a retirement age of 65. JSX sets its own standards: 800 hours for First Officers and 1,500 for Captains, aligning with private jet standards but falling short of commercial airline mandates.
Because Part 135 operations face less stringent TSA requirements, JSX uses private fixed-based operator (FBO) terminals, offering a streamlined, private-jet-like experience with minimal security hassles. There’s no TSA security rigamarole—screening involves TSA-approved background checks, bag swabs for explosives, and the Evolv Express system, a discreet crowd-scanning technology.
However, this “public charter loophole” has drawn scrutiny from competitors and regulators, a point we’ll revisit later.
For aviation insiders, this is a masterclass in regulatory arbitrage. JSX’s CEO, Alex Wilcox, spent months dissecting FAA rules to craft this model, proving that innovation in aviation isn’t just about technology—it’s about working the system.
2. JSX Operates Retrofitted Regional Jets with a Twist
A trio of JSX Embraer regional jets on the ramp | IMAGE: JSX
JSX operates 47 aircraft: 15 Embraer ERJ-135s and 32 ERJ-145s, both regional jets sourced from the secondary market and retrofitted to seat 30 passengers–down from their original capacities of 37 and 50, respectively–to comply with Part 135 limits.
The ERJ-135s feature a 1×2 seating configuration, while the 145s offer a spacious 1×1 layout, with a single seat per side of the aisle. Overhead bins are removed for an open cabin feel. Seats provide a generous 35-36 inches of pitch and in-row power. Additionally, every JSX flight features a full flight attendant service.
The open cabin of a JSX Embraer ERJ-145 features 30 spacious seats in a 1×1 configuration | IMAGE: JSX
The ERJs’ range of around 2,000 miles suits JSX’s regional focus, and their commonality ensures manageable maintenance costs. These aren’t new airframes–the average fleet age is just under 24 years. Some passengers note that the aircraft show wear–especially the 135s–but retrofitting keeps capital expenses low.
In a recent Forbes interview, Wilcox revealed plans to add 20 more jets over the next two to three years, signaling fleet expansion to match growing demand.
3. The JSX Passenger Experience Redefines Convenience
Passengers board a JSX Embraer ERJ-145 | IMAGE: JSX
If you’ve ever dreamed of skipping the chaos of a major airport, JSX delivers. By operating out of FBOs at both small regional airports and larger hubs, JSX passengers need only arrive 20 minutes (not a typo) before departure.
You park, check in, and walk across the tarmac to board. Upon landing, you’re curbside in minutes.
Once on board, passengers enjoy complimentary gourmet snacks and drinks, including beer, wine, and cocktails. Every JSX flight features free Starlink Wi-Fi.
Two fare types cater to travelers: “Hop On,” with two free checked bags, and the premium “All In,” with three. Both accrue JetBlue TrueBlue points and United MileagePlus miles, a nod to JSX’s airline partnerships.
This efficiency is JSX’s biggest selling point. A flight from Burbank (BUR) to Las Vegas (LAS) might cost $219 (one-way fare for 28 April 2025 as listed on 31 March 2025)—competitive with Southwest—without baggage fees or the two-hour airport slog.
Routes span over 20 destinations, mostly in the western U.S., plus Cabo San Lucas, Mexico.
According to its website, the carrier serves 27 destinations as of 27 March 2025, including:
While some of the routes JSX offers are seasonal, the carrier boasts an average of around 120 daily flights.
The schedule isn’t as dense as a major carrier’s—750 weekly flights versus thousands—but it’s tailored for business travelers and leisure seekers who value time over frequency.
Frequent travelers will appreciate the trade-offs. The FBO model limits scalability, and parking and lounge amenities are sparse compared to main terminals. Yet, for short-haul flights (most under three hours), the time savings and relaxed vibe are hard to beat.
4. Success Breeds Contention
To commemorate its recognition as Travel+Leisure’s “No. 1 Domestic Airline,” JSX painted one of its E145s with the names of all its crew members, accompanied by the slogan “This is how we fly.” | IMAGE: JSX
JSX continues on a trajectory of steady growth. With nearly 1,000 employees, the carrier flew just over 36,000 flights in 2024 while continuing to score coveted industry accolades. And while it does not publicly release financial information, it’s safe to say JSX is on track to cross the ten-figure threshold in annual revenue within a few years, assuming current regulations hold.
But success has bred contention. Major airlines like Southwest and American, alongside unions like ALPA and AFA-CWA, argue that JSX’s model skirts safety and fairness. They claim its scheduled flights mimic Part 121 operations without equivalent oversight—laxer pilot rest rules, no 1,500-hour minimum, and lighter security. Southwest’s 2023 FAA filing cited a 9000% rise in sub-30-seat public charter flights since 2008, demanding uniform standards. Unions highlight post-9/11 security gaps, fearing a loophole ripe for exploitation.
JSX defends its record—zero incidents—and exceeds Part 135 requirements with voluntary measures. Indeed, JSX’s website notes the carrier’s deployment of airline-quality Flight Operations Quality Assurance (FOQA) programs, saying it utilizes “pilot and mechanic training, and other operating tools and safety assurance mechanisms not required by regulation.”
Spurred by these concerns, the FAA could force a Part 121 reclassification, threatening JSX’s business model. More than 70,000 public comments on the proposed rule changes have been received by the FAA–the overwhelming majority in support of JSX.
However, the verdict still looms as of this writing (New York Congressman Nick Langworthy reintroduced the Safer Skies Act last week). JSX believes this is a classic David vs. Goliath tale. Its success hinges on defending its regulatory edge, but the industry’s old guard isn’t backing down.
5. Bold Plans for a Hybrid-Electric Future
Artist rendering of a JSX ES-30 | IMAGE: Heart Aerospace
JSX’s vision extends far beyond its current footprint. In late 2023, the carrier announced plans to purchase up to 332 hybrid-electric aircraft. The potential aircraft options include:
Up to 82 Electra eSTOLs: A 9-seat hybrid-electric aircraft from Virginia-based Electra, requiring just 150 feet for takeoff and landing–roughly the size of a soccer field. It’s designed for very short-range routes like Dallas to Houston or San Diego to Los Angeles.
Up to 150 Aura Aero ERAs: A 19-seat Electric Regional Aircraft from French manufacturer Aura Aero. With 19 seats, it’s the smallest configuration not requiring a flight attendant, suited for short-range flights like Los Angeles to Las Vegas.
Up to 100 Heart Aerospace ES-30s: A 30-seat hybrid-electric aircraft from Sweden’s Heart Aerospace, tailored for medium-range markets under 500 miles. It’s a direct replacement for JSX’s current 30-seat jets on routes of similar distance.
Artist rendering of an Electra eSTOL 9-seat hybrid electric aircraft | IMAGE: Electra
The ES-30s will replace the ERJs on mid-range routes, while the ERJs stay for longer flights like NYC-Florida or Dallas to the coasts. These aircraft promise sustainability and access to tiny airports, though cost and certification remain hurdles.
Artist rendering of an Aura Aero Era 19-seat hybrid electric aircraft | IMAGE: Aura Aero
Is JSX the Future of Air Travel?
Three thumbs up from this JSX flight crew | IMAGE: JSX
JSX isn’t poised to replace Delta or United—it’s a regional player with a ceiling. Its 47 aircraft and limited routes pale next to the majors’ fleets and networks. The ERJs’ range limits it to short hops, ruling out transcontinental ambitions for now.
Yet, its impact resonates beyond size. JSX challenges the status quo, proving there’s demand for a hybrid between commercial and private aviation. Its fares—starting at $249 but often $300-$700 (one-way)—aren’t always cheaper than Southwest’s $49 specials, but the value lies in time and comfort, not rock-bottom prices.
The broader implication? JSX exposes cracks in the regulatory framework. If it thrives, others may follow, pressuring the FAA to rethink Part 135/121 boundaries. If it falls, the “public charter loophole” could close, stifling innovation.
Consequently, the saga of JSX should be viewed as a litmus test. Can a small operator redefine air travel without upending safety? Will hybrid-electric plans materialize, or will regulatory headwinds ground them? As of now, JSX flies on, a bold experiment in an industry resistant to change.
Recently, AvGeekery was invited to fly with the 22nd Air Refueling Wing on an amazing nighttime mission. Watch as B-1 bombers do aerial refueling training under a dark moonless night, captured in night vision at 20,000 ft!
Our KC-135 was scheduled for a sunset takeoff out of Wichita, with the 350th Air Refueling Squadron “Red Falcons”. The B-1s we were flying to meet were coming from the 7th Bomb Wing at Dyess AFB, TX. The mission was a collaborative effort between Mike Killian and Forbes, whose journalist went flying in a B-1 that day. You can read about it HERE.
Late night refueling training at 20,000 ft
Once in the air our tanker headed for the rendezvous. With the last light of sunset on the horizon the bombers came on the radio, informing us of their upcoming arrival.
While the pilots enjoyed the view and put the tanker in position, the boom operator and I transitioned to the refueling station at the rear of the plane to prepare.
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With a twilight horizon a B-1 finally appeared, call sign CROOK 1, slowly trailing us and creeping closer inch by inch. It all looks very graceful, even though both aircraft are flying at 300 mph.
Lights on the refueling boom connecting to the bomber help give both the pilots and book operator a descent visual. However, once the bomber disconnected it virtually vanished. Even feet away you could barely see it in the darkness. Just a black silhouette against a black background or city lights far below.
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One of the bombers was actually conducting a check-ride, so they did not actually take any fuel. Rather, the crew was training, connecting and disconnecting numerous times over the course of an hour as we flew high over Kansas.
Bomber gave us an afterburner as a thank you
With the refueling training done, the tanker informed the bomber that I was onboard to capture visuals. With gas to spare, CROOK 1 happily agreed to give us an impressive sendoff. You can watch it in the video above too.
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They pulled alongside our tanker, with only a wingtip light visible to us. Once I aligned the shot and confirmed the B-1 was in position, the bomber lot up all four of its afterburners and raced ahead, falling away and vanishing into the night back to Texas.
Mission accomplished. We headed home to McConnell, landing at midnight.
Just another day for our warfighters
While it was a huge privilege to join, and an experience that never gets old, these crews make it look easy. They do this work every day in service to our country, regardless of the noise happening constantly in news media and politics.
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Aerial refueling is a critical aspect of America leading the world in air dominance. As the saying goes, there’s no kicking as* without tanker gas.
We flew with the 22nd ARW late last year too, to refuel the Thunderbirds cross-country. It was an amazing experience, check that out HERE!
We also toured a KC-46 Pegasus at McConnell, America’s newest refueling tanker. Check that out HERE.
When you hear about a commercial Boeing aircraft being sold for cheap, you’re sure to expect some caveats. That much is true involving a Boeing abandoned at El Paso International Airport (ELP) for over 20 years.
Before the Boeing 727 ended up in El Paso, Texas, it was first owned by the U.S. Marshals Service. Here’s the story about the abandoned Boeing jet and what the new owner is considering doing with it.
Under the El Paso Sun
Boeing started production of the 727 in the early 1960s. The aircraft was more suited for smaller airports and had a unique feature: a set of stairs that opened from the rear underbelly. The 727s could carry up to 129 passengers and fly up to 2,590 miles on a tank of gas.
While this particular 727 was made in 1966 for Lufthansa, it was eventually owned by the U.S. Marshals Service. Designated for the Service’s Justice Prisoner and Alien Transportation System, or ‘Con Air’ system, officials used the jet to transport prisoners over long distances. The program opened in 1995.
Records reveal the jet was acquired by the Blue Falcon Corporation (BFC) in July 2005 during a government auction. BFC President David Tokoph was also the co-founder of Aero Zambia and Interair South Africa with his brother Gary and holds the distinction of being the first and only pilot to fly from Russia directly to El Paso.
No records indicate that Tokoph or one of his businesses had ever used the aircraft. To public knowledge, Tokoph had the Boeing grounded at El Paso Airport and was paying to leave it there indefinitely.
On 14 August 2015, Tokoph was involved in a horrific crash piloting a vintage Navy airplane near Las Cruces International Airport in New Mexico. He was transported via helicopter to University Medical Center in El Paso but died four days later. He was 64.
El Paso Passes Ownership of the Boeing 727
Due to Tokoph’s death, the El Paso airport stopped receiving payments to keep the Boeing 727 on its property. The City of El Paso commenced legal proceedings in 2021 to take ownership of the jet as abandoned property.
During that time, airport employees gutted the jet for parts. The city then decided to auction the plane off online in 2022, with the auction finally getting underway in December 2024.
The auction explicitly stated that the Boeing was inoperable and required more money than it was worth to refurbish. The initial bid on 16 December 2024 was only $1,000. Fifty-five additional bids were received before the auction closed on 6 January 2025.
The winning bidder was a local educator and entrepreneur named Ismael Lara, 40. He and his brother John paid $10,132, including taxes, to own the jet.
While the City of El Paso ordered the plane off the lot by February, it was reportedly still there in March when Lara went with El Paso Matters to take a closer look at it.
El Paso International Airport Director Tony Nevarez shared his thoughts on the sale of the Boeing to the local residents.
‘I’m kind of excited to see what the new owner does with it…Retired aircraft like this one often get turned into homes, bars, or even other creative spaces.‘
Lara, however, has been indecisive on what to do with the Boeing since purchasing it:
‘I have a ton of ideas, but at the end of the day, it’s going to come down to how much is it going to cost?’ Lara said.
Lara acknowledged that his followers also gave him many suggestions on social media.
The Lara brothers own some land on Red Sands in East El Paso, where they intend to move the Boeing. However, they could spend up to $250,000 — almost 25 times the cost at auction — to haul the plane out of the airport.
With the stated goal of achieving perpetual flight, Skydweller Aero Inc. is developing its autonomous Skydweller aircraft. It will feature advanced design features and technologies and meet various mission needs for governments and organizations worldwide. This unique aircraft will operate on solar power and initially be able to remain airborne for 30 – 90 days or more.
Solar-Powered Flight Across the Pacific
In 2015, the Solar Impulse 2 set the world record for the longest non-stop solo flight. Pilot André Borschberg flew from Japan to Hawaii, taking five days to complete the 5,095-mile flight.
Solar impulse 2 completed circumnavigation of earth under solar power. | Image: Skydweller Aero, Inc.
Several months later, Borschberg joined pilot Bertrand Piccard on the Solar Impulse 2 and began the first circumnavigation without fuel. The 24,854-mile trip began in Abu Dhabi and moved eastward over India, Myanmar, China, Japan, the United States, Europe, and back to Abu Dhabi.
Pilots André Borschberg and Bertrand Picard with the Solar Impulse 2 behind them. | Image: Skydweller Aero Inc.
Spanish-American Company Skydweller Aero Inc. Begins Autonomous Flights
In 2019, the Spanish-American company Skydweller Aero Inc. bought the Solar Impulse 2 to convert it to an unmanned drone. The initial plan was for it to be able to fly for months at a time while carrying heavy payloads. The company states its goal is to achieve perpetual flights.
After completing modifications, the Solar Impulse 2 flew with its new name, “Skydweller,” in November 2020. One key modification was adding a fly-by-wire control system to give it an autonomous control ability. Skydweller had a test pilot on the flight, but he flew from takeoff to landing without touching the controls.
Close-up image of Skydweller autonomous aircraft. | Image: Skydweller Aero Inc.
Self-Healing Software Key to Aircraft Reliability
One feature that allowed this was a system Skydweller calls “advanced self-healing algorithms” in the aircraft’s Vehicle Management System (VMS), which “enables a failed string to be autonomously shut down, fixed, and resurrected during flight to return the aircraft to quadruple redundancy.”
Self-healing systems, or code, provide automatic error detection, diagnosis, and software repair without human involvement. However, this system is far from the only advanced feature of the Skydweller.
Skydweller Boasts the Wingspan of a 747 and Weight of a Pickup Truck
The aircraft has a thin carbon fiber body, which gives it strength and durability and makes it very lightweight. Skydweller’s wingspan is 236 feet, which is longer than the wingspan of a Boeing 747. Its maximum weight is 5620 pounds, about the weight of a standard pickup truck, including a 220-pound payload capacity. It also has 2900 square feet of solar cells. More than 1400 pounds of batteries provide power during darkness.
Skydweller solar-powered aircraft flying at dusk. | Image: Skydweller Aero Inc.
Skydweller designed the aircraft to fly at 115 mph at about 46,000 feet–significantly lower than other solar-powered aircraft that fly much higher, between 60,000 and 75,000 feet.
Skydweller Maintains Perfect Safety Record
Skydweller continues to enjoy a spotless safety record.
“We describe ourselves as a ‘geoplane’ rather than a HAPS (high-altitude pseudo satellite, or platform station),” said Skydweller Aero CEO Robert Miller. “We operate in the medium-altitude range where most of today’s surveillance aircraft operate, but we deal with the limitations of weather and wind effectively through our mission planning and the robustness of our aircraft. It’s why we are the size we are and able to carry the meaningful payload that we can. This gives us a lot more operational flexibility than [HAPS operators] – we were flying over the Gulf of Mexico during the hurricane season. We have over 1,350 hours on the aircraft with a perfect safety record.”
Solar-Powered Airbus Zephyr Almost Sets Endurance Flight Record
Image showing light, thin airframe of Zephyr. | Image: Aaltohaps.com
One of the HAPS aircraft is the Airbus AALTO Zephyr. Weighing 165 pounds with an 82-foot wingspan, the Zephyr, like the Skydweller, is also solar-powered. It has completed a near-record 64-day flight, traveling more than 34,000 miles. On 18 August 2022, it was hours away from breaking the flight endurance record when it encountered strong winds over Arizona, broke up, and crashed. The 2022 incident marked the third Zephyr to crash, making Skydweller’s safety record even more impressive.
Unmanned Zephyr high-altitude platform station takes off. | Image: Aaltohaps.com
This development reflects a growing worldwide interest in using Solar UAV aircraft. Groups have proposed using them in Europe for missions, including monitoring nautical approaches to southern Europe to help detect and prevent illegal activities such as drug smuggling, illegal fishing, and unlawful immigration.
Spain has mentioned using them in the Canary Islands to monitor for drugs and human trafficking. The United States has shown the same interest in the Caribbean, as the French in Martinique, Guadeloupe, and French Guyana. There are also discussions about deploying the aircraft in Russia, South Africa, and throughout the Middle East.
Autonomous Skydweller in flight. | Image: Skydweller Aero Inc.
