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United’s Men-Only Flights: The Exclusive Club in the Sky Your Wife Couldn’t Join

Dave Hartland
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United’s Men-Only Flights: The Exclusive Club in the Sky Your Wife Couldn’t Join

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.

United's men-only flights included the "Chicago Executive," as advertised in this ad that appeared in newspapers
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

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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.

United Airlines Caravelle Proctor
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 stewardess lights a cigar for a passenger on board a United Executive Flight
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

Mohawk Airlines DC-3
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
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

A United Press article from January 1958
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

United Airlines The Chicago Executive
“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 Working on Fastest Passenger Jet Since Concorde

Joe Gvora
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Bombardier Working on Fastest Passenger Jet Since Concorde

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.

Bill to Ban Chemtrails Being Considered by Florida Senate

Mike Killian
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Bill to Ban Chemtrails Being Considered by Florida Senate

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.”

The bill

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.”

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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.

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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.

If passed the new law would take affect July 1.

When the Navy and Air Force Attacked Strategic Targets in the Korean War

Bill Lindner
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When the Navy and Air Force Attacked Strategic Targets in the Korean War

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
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
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
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.

The Air Force also participated in the attacks, flying 79 sorties by F-84 Thunderjets and 45 by F-80 Shooting Stars. Suiho was not the only target that day. Altogether, UN aircraft attacked 13 key electric power plants in Korea.

AD 4 of VA 55 taking off from USS Valley Forge CV 45 1950
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.

526th Fighter Bomber Squadron F 84E Thunderjets 1951
U.S. Air Force F-84 Thunderjets during the Korean War | Image: U.S Air Force

Reconnaissance photographs after the June attacks showed they had achieved military success. Eleven out of 13 electrical power stations were destroyed. North Korea lost 90% of its electricity production capacity, and the entire country was in a blackout for two weeks.

Low level image from a 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
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
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
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.

South Carolina Warbird Photo Event Scheduled for May 16-18

Mike Killian
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South Carolina Warbird Photo Event Scheduled for May 16-18

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.

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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.

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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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South Carolina Warbird Photo Event Scheduled for May 16-18 31

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.

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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

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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?

Photographers can register HERE.

New Transatlantic Airline Using Airbus A380s Set to Launch in May

Joe Gvora
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New Transatlantic Airline Using Airbus A380s Set to Launch in May

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.’

GlobalAirlines
Image: Global Airlines

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 Has Passed Away at Age 65

Mike Killian
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Iceman Val Kilmer Has Passed Away at Age 65

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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Iceman Val Kilmer Has Passed Away at Age 65 39

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.”

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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.

The Air Force Once Considered Using Tracks on Landing Gear

Bill Lindner
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The Air Force Once Considered Using Tracks on Landing Gear

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.
Tracks installed on main landing gear of B-36 bomber. | Image: U.S. Air Force

The B-36’s initial design had a single-wheel landing gear. It also used the largest tires the United States produced at the time. Goodyear manufactured the tires, which were 110 inches in diameter and 36 inches wide. Each tire weighed about 1320 pounds. The tires included 30% nylon cord construction, equal to about 60 automobile tires. For comparison, the tires on the C-5 Galaxy are 48 inches in diameter, 19 inches wide, and weigh about 200 pounds.

Image showing massive size of B-36 tire. | Image: Public Domain
Image showing massive size of B-36 tire. | Image: Public Domain

Problems Due to Weight and Complexity

After trying track designs on other aircraft, the Air Force installed them on a B-36 for testing. From the beginning, the system had problems due to its weight and complexity. It had two belts on each side, two inches thick in the center and one inch thick on the sides. Brass-plated steel cables reinforced the belts. The track’s gears weighed 5,600 pounds more than the conventional landing gear on the aircraft.

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.

In 1941, Dowty signed a $20,000 contract to engineer a track landing gear for the Douglas A-20 Havoc. Dowty produced a design with an air-inflated belt, two main rollers with brakes, two smaller auxiliary rollers sprung over the part of the belt touching the ground, and a smaller roller or idler mounted under the upper span of the belt to provide constant tension.

Track landing gear system on A-20 Havoc aircraft.
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 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
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.

5 Ways JSX Breaks the Mold to Redefine the Semi-Private Niche

Dave Hartland
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5 Ways JSX Breaks the Mold to Redefine the Semi-Private Niche

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 

JSX public charter carrier ERJ-145s
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
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. 

Interior of JSX ERJ-145
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 ERJ-145
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:

CityAirportAirport Code
Austin, TXAustin Executive AirportEDC
Boca Raton, FLBoca Raton AirportBCT
Burbank, CAHollywood Burbank AirportBUR
Cabo San Lucas, MexicoCabo San Lucas International AirportCSL
Carlsbad, CAMcClellan-Palomar AirportCLD
Concord, CABuchanan Field AirportCCR
Dallas, TXDallas Love FieldDAL
Denver, CORocky Mountain Metropolitan AirportBJC
Destin, FLDestin Executive AirportDTS
Gunnison, COGunnison-Crested Butte Regional AirportGUC
Houston, TXWilliam P. Hobby AirportHOU
Las Vegas, NVHarry Reid International AirportLAS
Lajitas, TXLajitas International AirportT89
Los Angeles, CALos Angeles International AirportLAX
Miami, FLMiami-Opa Locka Executive AirportOPF
Monterey, CAMonterey Regional AirportMRY
Naples, FLNaples AirportAPF
Oakland, CAOakland International AirportOAK
Orange County/Santa Ana, CAJohn Wayne AirportSNA
Reno, NVReno-Tahoe International AirportRNO
Salt Lake City, UTSalt Lake City International AirportSLC
Santa Fe, NMSanta Fe Regional AirportSAF
Scottsdale, AZScottsdale AirportSCF
Taos, NMTaos Regional AirportTSM
Westchester County, NYWestchester County AirportHPN
West Palm Beach, FLPalm Beach International AirportPBI
SOURCE: https://www.jsx.com/destinations-wherewefly

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

JSX ERJ-145
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

Rendering of a JSX Heart Aerospace ES-30
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. 
Electra eSTOL rendering
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. 

Rendering of JSX Aura Aero ERA
Artist rendering of an Aura Aero Era 19-seat hybrid electric aircraft | IMAGE: Aura Aero

Is JSX the Future of Air Travel? 

A ERJ-145 taxis
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.

Could the JSX model be the future of air travel?

Only time will tell. 

Watch B-1 Bombers do Aerial Refueling in Night Vision

Mike Killian
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Watch B-1 Bombers do Aerial Refueling in Night Vision

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.

IMG 6920
Watch B-1 Bombers do Aerial Refueling in Night Vision 62
IMG 6925
Watch B-1 Bombers do Aerial Refueling in Night Vision 63

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.

IMG 6871
Watch B-1 Bombers do Aerial Refueling in Night Vision 64

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.

IMG 6932
Watch B-1 Bombers do Aerial Refueling in Night Vision 65

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.

photo output 1
Watch B-1 Bombers do Aerial Refueling in Night Vision 66
IMG 6926
Watch B-1 Bombers do Aerial Refueling in Night Vision 67

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.

This Boeing 727 Sat in El Paso for 20 Years Before it Sold for $10K

Joe Gvora
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This Boeing 727 Sat in El Paso for 20 Years Before it Sold for $10K

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.

Boeing 727 Renton Factory 1972.16%40chesi
Image: By Piergiuliano Chesi from Wikimedia Commons

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.

The Sky’s The Limit For the Boeing’s New Life

CB LaraPlane 10
Image: Corrie Boudreaux/El Paso Matters

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.

Skydweller Aero Inc. Aims for Perpetual Solar-Powered Flights

Bill Lindner
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Skydweller Aero Inc. Aims for Perpetual Solar-Powered Flights

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.
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.

Even with several stops for repairs, the mission proved the validity of solar-powered flight. The trip took 17 stages and 25 flight days, with an average speed of 43.5 miles per hour. The aircraft’s four electric engines, each generating 17.4 horsepower, received power from 17,248 solar cells.

Pilots André Borschberg and Bertrand Picard with the Solar Impulse 2 behind them. | Image: Skydweller Aero Inc.
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.
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 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
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
Unmanned Zephyr high-altitude platform station takes off. | Image: Aaltohaps.com

Along with Skydweller and Airbus, other companies are developing solar-powered aircraft, such as the BEA Systems PHASA-35, the Aurora Flight Sciences Odysseus, the AeroVironment Sunglider, and the UAVOS ApusDuo.

Worldwide interest and multiple missions

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.
Autonomous Skydweller in flight. | Image: Skydweller Aero Inc.

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