PLAY Airlines will reportedly close service to Hamilton in the spring, its only destination in Canada. This move was made just two years after its Hamilton debut.
Some travelers may be curious to know why PLAY will soon leave Canada and if the airline might close its routes in the US in the future.
PLAY Packing Up In Great White North
John C. Munro Hamilton International Airport officials have confirmed that PLAY Airlines will soon cease service to the city. The low-cost Icelandic airline makes its last flight to Hamilton on 22 April. PLAY first opened service in Hamilton in 2023.
PLAY currently flies a route between Hamilton and Reykjavik, Iceland four times a week. Reykjavik is PLAY’s hub city. Passengers can connect via Reykjavik to other European destinations like Dublin, Ireland and Paris, France.
With PLAY Airlines pulling out of Hamilton, the carrier will no longer serve any cities in Canada. This latest pullback mirrors other reductions of low cost service in Canada. Canada’s budget airline market has shrunk over the past year with Lynx Air closing down in 2024, Jetlines going out of business, and WestJet’s SWOOP subsidiary merging back into the main airline after a six year endeavor.
PLAY Airlines Exiting Canada, Says Transatlantic Markets "Falling Short" 2
PLAY Airlines CEO Einar Orn Olafsson reportedly told members of the media that the airline’s hub-and-spoke model from Iceland is falling short of its financial goals, especially involving North American travelers.
Hamilton travelers can continue to book PLAY flights from Hamilton airport until 23 April. Some travelers, however, have scheduled flights with play past this date. The airline has not yet announced any refunds or alternative arrangements for flights after 23 April.
Hamilton Airport Moving On
Hamilton airport spokeswoman Colleen Ryan issued a statement to the Toronto Star about PLAY’s eventual exit:
“I can confirm that, unfortunately, PLAY Airlines will end its service from John C. Munro Hamilton International Airport as of April 22, 2025. While we are disappointed with this decision, we remain confident in the future of Hamilton International.”
No word yet On How PLAY Will Alter US Service Yet
With a pointed comment by PLAY’s CEO on transatlatic service, one must wonder whether additional changes are in store for the US market.
For the time being, PLAY will continue to serve travelers in the United States from New York City, New York, Baltimore, Maryland, Boston, Massachusetts, and Washington D.C.
For Avelo Airlines COO Greg Baden, leading one of America’s newest airlines isn’t just a job–it’s a heartfelt passion for leadership, aviation, and making air travel accessible to all.
While Avelo officially took to the skies in 2021, the Houston-based carrier’s story actually began way back in 1987. Long before the days of ULCCs (at least the modern iteration), a small carrier called Casino Express Airlines launched out of Elko, Nevada. Utilizing a small fleet of Boeing 737-200s, Casino Express ferried guests to and from the Red Lion Hotel and Casino in Elko.
Over the years, the airline evolved, rebranding as Xtra Airways in 2005 to reflect its expanded charter services, which included flights for sports teams, government agencies, and even presidential campaigns.
In 2018, aviation veteran Andrew Levy, former CFO of United Airlines and president of Allegiant Air, acquired Xtra Airways with a vision to transform it into a modern ULCC. Avelo Airlines officially launched in April 2021, starting operations out of Hollywood Burbank Airport (BUR) with three Boeing 737-800s and focusing on point-to-point flying to underserved markets.
Since then, the carrier has grown steadily, establishing an eastern hub at Tweed New Haven Airport (HVN) in Connecticut. In addition, Avelo operated several bases across the U.S., including Orlando International Airport (MCO), Raleigh-Durham International Airport (RDU), Charles M. Schulz Sonoma County Airport (STS) in California, and others.
Avelo operates a growing fleet of 20 Boeing 737s, serves 50 destinations across 23 states and Puerto Rico, and has recently expanded into international markets, including Mexico and Jamaica, with plans to begin service to the Dominican Republic in February.
Today, Avelo COO Greg Baden oversees the intricate day-to-day operations that have helped the airline thrive in a highly competitive market. With decades of experience and a passion for creating meaningful connections through air travel, Greg is a driving force behind Avelo’s commitment to operational excellence, community engagement, and customer-focused service.
In this exclusive AvGeekery interview, he shares insights into the airline’s growth, challenges, and vision for the future.
A Lifelong Passion for the Aviation Industry
An Avelo Airlines Boeing 737-800 at Hollywood Burbank Airport on 07 April 2021 | IMAGE: Joe Scarnici/Getty Images for Avelo)
AvGeekery: Tell us about your background and a little bit about your aviation journey.
Greg: People often ask what I did before aviation, and I always say, “I was in junior high!” My aviation journey began with ramp jobs for commuter airlines. Early on, I joined Northwest Orient, which later became Northwest. I was a key contributor during the merger between Delta and Northwest, helping integrate their certificates. After that, I stayed with Delta until I retired from there.
Retirement didn’t last long. I have a home in Las Vegas, where Allegiant is based, and that’s how I connected with Andrew Levy, our CEO, who at the time was Allegiant’s CEO. I worked with them for five years, transitioning their fleet from MD-80s to Airbus aircraft. Northwest had done a similar transition back in 1989, so it was a process I was familiar with. That’s when Andrew and I got to know each other well.
Andrew and I have always kept in touch. We’re good friends and think very similarly. He’s a brilliant, insightful leader—though I forgive him for being about 15 years younger than me!
I’ve truly experienced aviation from all sides. I’ve been the chief pilot for a major airline, a check line pilot for multiple aircraft types, and managing director of flying at Delta post-merger. Toward the end of my time there, I was a 747 captain and worked on numerous tech ops projects. My experience spans flightside operations to executive leadership.
All of those roles gave me a deep understanding of what it takes to deliver exceptional operational reliability. I’ve also developed a strong sense of what crew members need—not just pilots but everyone involved. At Avelo, we call everyone “crew members.” I think of us as the largest sports team out there. That team mindset is essential to our success.
After retiring (again!), Andrew and I stayed close, and the opportunity to join Avelo felt like the right fit. I’ve spent my life in aviation, from ramp jobs to 747 captain, and now as COO of Avelo Airlines. This industry has always been my passion, and I’m excited to keep building something great here.
A Belief in Measured Growth
Avelo Airlines’ route map as of January 2025 | IMAGE: Avelo Airlines
AvGeekery: To what do you attribute Avelo’s rapid growth and success?
Greg: It starts with the team. We have an awesome group of people here at Avelo, including a very talented, experienced, and seasoned veteran leadership team. These are individuals who understand the play—how to build and sustain a successful airline. Having that kind of expertise at the helm is foundational.
Regarding growth, we use the term “measured growth” rather than “rapid growth.” That’s something I’m very passionate about. Measured growth requires patience and thoughtfulness, and it’s crucial when you view this as the large teamwork sport that aviation is. It’s not about growing for growth’s sake. It’s about hiring the right people, being intentional in our decisions, and ensuring that as we expand, we’re not just getting bigger—we’re getting better.
The tendency to want to grow as fast as possible can lead to problems. Companies that grow too quickly often find they’re not improving along the way, and that’s not a path we want to take. At Avelo, we’re committed to continuous improvement. Yes, growth can complicate things, but if you measure yourself as you go, you ensure you’re delivering better results, not just more of the same.
This philosophy of measured growth ties directly into our responsibility to our shareholders, customers, and crew members. Each group has invested significant time, energy, and money into this journey, and we owe it to them to make thoughtful, intentional decisions.
Avelo COO Greg Baden (center) cuts the ribbon at the carrier’s new crew base at Raleigh-Durham International Airport (RDU) in 2024 | IMAGE: Avelo Airlines on Facebook
A key part of our success is getting the customer experience right. Our leadership team brings a tremendous amount of experience to the table—I can’t even imagine how many zeros would be on the total accumulated hours of travel among us.
We’ve all been customers ourselves, so we know firsthand what matters to travelers. We’ve taken that experience and applied it to every step of our operations, ensuring that as we grow, we never lose sight of what’s important to the people who fly with us.
And it’s working. We survey every customer after their flight, asking how likely they are to recommend Avelo to a friend and if they would fly with us again. 96% of our customers say they would. That’s a clear indicator that our approach is resonating.
On top of that, we’ve achieved back-to-back profitable quarters—a remarkable feat for an airline as young as ours. It’s just another way we measure success, ensuring that our growth is sustainable and meaningful.
So, when you ask what we attribute our success to, it’s this: a seasoned team making thoughtful decisions, a commitment to getting the customer experience right, and a focus on measured growth. These principles are the foundation of what we’re building at Avelo, and we’re excited to keep moving forward.
Teamwork Makes the Dream Work
Avelo COO Greg Baden (far right) and other Avelo employees celebrate the first scheduled passenger airline service out of Linder Lakeland International Airport (LAL) in Florida | IMAGE: Avelo Airlines on LinkedIn
AvGeekery: There are a bunch of new carriers out there right now, especially in the ULCC world. What would you say sets Avelo apart from its competitors?
Greg: I know many of the people at other carriers—they’re talented folks. In fact, I might have even hired some of them in a past life. Look, I’m sure some of the newer carriers wish we weren’t here, and maybe we wish they weren’t here either. But that’s not how we approach it. For us, it’s all about focusing on our mission.
What really sets us apart starts with our crew members. I’m confident we have the most experienced team out there, and I’ll admit I’m biased—we personally put this team together. It’s the foundation of everything we do. When you have a strong, talented team, the results speak for themselves.
Then there’s performance. If you look at the data from last year, we’re number one in performance compared to other carriers, some of which are trailing far behind. That’s not just a coincidence—it’s a direct result of our relentless focus on delivering reliability.
Performance is so important to us because it reflects who we are as a carrier. It’s one of the most significant factors that sets us apart, and the numbers back it up.
IMAGE: Avelo Airlines
Another major differentiator is that we’re not just performing well—we’re doing it while maintaining the lowest costs. That’s a big deal. It’s rare to see a carrier excel in both areas, but at Avelo, we’ve made it happen.
We don’t put ourselves in the same bucket as other airlines. Instead, we see ourselves offering a larger value proposition: reliability, performance, and cost efficiency all working together.
What’s interesting is how these factors feed into each other. When we’re on time, our crew members are happier. A happier workplace naturally translates into a kinder, more caring atmosphere for our customers. It creates a ripple effect: happy crew members lead to better customer experiences, which ultimately supports our mission.
At the end of the day, it’s this combination of top-notch performance, low costs, and a people-first approach that makes Avelo stand out. It’s not just what we do—it’s how we do it.
Avelo’s Workhorse: The Boeing 737 NG
BURBANK, CALIFORNIA – APRIL 07: The Avelo aircraft is seen at Hollywood Burbank Airport on April 07, 2021 in Burbank, California. (Photo by Joe Scarnici/Getty Images for Avelo)
AvGeekery: I’m sure that a single aircraft type helps with costs and customer satisfaction, too. Will Avelo stay loyal to the Boeing 737?
Greg: Absolutely. We love the seven-three. It’s ironic—I’ve personally flown just about every plane out there. I’ve piloted the 727, all the Airbuses, the 747, and the 757. But I’ve never flown a 737, and–I’ll admit–I’m jealous!
I’d love to get checked out on it, but I just don’t have the time—and I’m too old to fly professionally anyway. Still, I know a lot about the aircraft, and I can confidently say it’s one of the most reliable and proven planes in history.
I can confidently say it’s one of the most reliable and proven planes in history.
At Avelo, we operate the 737-700 and -800 NG models. The -700 has 149 seats, and the -800 has 189 seats, giving us excellent flexibility as we develop new routes. For example, we can use the -700 for emerging routes and later upsize to the -800 as those routes mature. It’s a strategic advantage that helps us adapt and grow efficiently.
I also have to mention the engines. The CFM engines on the 737 are, in my opinion, the best aircraft engine combination in history. They’ve powered over 7,000 of these aircraft, and their performance is unmatched, particularly in our chosen operating environment. Avelo focuses on secondary airports, many of which have shorter runways. The 737 handles these conditions beautifully, delivering the reliability we depend on.
An Avelo Airlines Boeing 737-800 (reg. N802XT) | IMAGE: Avelo AIrlines
Beyond performance, the operational benefits of sticking with a single aircraft type are enormous. There are plenty of 737-trained pilots and ample simulator availability, making it easier to hire and train. Plus, parts are readily available, and there’s significant commonality between the -700 and -800 models. This simplifies maintenance and keeps costs low, which is a huge win for us.
Our pilots also benefit from the commonality. They can seamlessly transition between the -700 and -800 without needing separate training, which is both convenient and cost-effective. Additionally, our independent bases across the country are self-contained, and the 737’s design simplifies managing parts across those bases.
When we were selecting our aircraft, we carefully compared the 737 to other options. For the growth rate we envisioned, the reliability we required, and the passenger experience we wanted to deliver, the 737 was the clear winner. It’s more comfortable and spacious than its competitors, and that’s something our customers notice and appreciate.
In short, the 737 has been an excellent decision for Avelo. It plays a key role in keeping costs down, delivering reliable performance, and ensuring customer satisfaction. We’re excited to continue building our future with this remarkable aircraft.
Becoming a Pilot for Avelo
An Avelo Airlines pilot leans out the window while parked at the gate | IMAGE: Avelo Airlines on Facebook
AvGeekery: Many of our readers are pilots or interested in becoming pilots. Tell us a little bit about the journey to becoming a pilot at Avelo.
Greg: Becoming a commercial airline pilot is more accessible now than it was years ago, and the type of training available has improved tremendously. If you have the determination and the skills, it’s a fantastic profession with much to offer.
We’ve seen unprecedented hiring activity in the major airlines post-COVID—some of the biggest waves of hiring I’ve witnessed in my decades in aviation. While things have settled down this year, there’s still plenty of opportunity in the industry. Moreover, options like Avelo give pilots a new and exciting way to approach their careers.
Honestly, if Avelo had existed 40 years ago, I might have made different choices. One of the standout features of flying for Avelo is our out-and-back system. It’s a big part of our formula for creating convenience and affordability. We focus on flying to and from secondary airports near major population centers, offering little or no existing service.
Our aircraft are busy on various routes throughout the day, but at night, they all return to their base—whether that’s two, six, or more aircraft at a particular location. Each base is self-contained, with its own management and support systems.
The beauty of this system is that our flight crews are home almost every night. They get to sleep in their own beds, which helps significantly with battling jet lag and fatigue. But more importantly, it allows them to maintain a healthy work-life balance. They can attend their kids’ soccer games, plan their lives, and really be present with their families.
An Avelo Airlines crew gets ready for departure | IMAGE: Avelo Airlines on LinkedIn
I’ll admit, when my kids were young, I missed out on a lot because I was often away for 12-day trips. I’d come home, and my kids would be in a different shoe size. It wasn’t ideal—it was tiring and unhealthy for my family dynamic, and I didn’t enjoy missing out on those moments. Avelo’s model is designed to help pilots avoid those challenges.
For young people today, the journey to becoming a pilot is much shorter than it used to be. And while there’s a mandatory retirement age of 65, the natural cycle of retirements creates a steady flow of opportunities even if airlines aren’t in a growth phase. The world will always need pilots, and it’s a career with longevity.
So look, if you’re a young pilot or someone aspiring to a career in aviation, I’d strongly encourage you to consider Avelo. It’s not just a great place to work—it’s a place where you can build a fulfilling career while maintaining a normal life, so to speak.
Check out our website, send us a note if you have questions, let us know you read this story, and let us help you get started. I’ve had a deeply rewarding career in aviation, and I think the opportunities for new pilots today are even better.
Matching Resources to Opportunities
Avelo Airlines COO Greg Baden participates in the grand opening of Avelo’s station at Harry Reid International Airport (LAS) | IMAGE: Avelo Airlines on Facebook
AvGeekery: When you talk about measured growth, is there a point where you believe that growth will plateau?
Greg: It’s possible, but the beauty of this industry is the constant ebb and flow of opportunities. Having worked with large legacy airlines, consulted on operations, and even swapped out aircraft fleets, I’ve seen firsthand how important it is to build a strong operational foundation. Starting from scratch with Avelo has given us the chance to do just that—to sit down and truly focus on what’s needed to manage resources effectively and efficiently.
People see a plane taxi out and take off, which looks simple. But behind the scenes, it’s incredibly complex. We’ve spent a lot of time building the systems and processes to make our operations seamless and reliable.
By leveraging technology, we’ve created a system where everything—from scheduling to resource allocation—communicates effectively. This allows us to move quickly when opportunities arise, and it keeps costs down, which is crucial in the airline business.
Measured growth is at the heart of what we do.
Measured growth is at the heart of what we do. We’re not chasing every opportunity but focusing on those that align with our strategy: serving secondary airports near major population centers. These markets are often underserved, especially during economic downturns when larger airlines pull capacity back to their hubs. That’s where we step in, offering point-to-point service that fills a gap and brings convenience back to air travel.
One example of this convenience is in New Haven. We’ve seen a lot of folks who could fly first class on any airline choose us instead because of the simplicity of our point-to-point service. Many are older travelers who might need a cane or a wheelchair. They were hesitant to fly due to the hassle of connections. By offering nonstop flights, we’ve made it easy for them to travel again.
Passengers board their flight at Tweed New Haven Regional Airport (HVN) | IMAGE: Avelo Airlines on Facebook
As for scaling, it’s all about matching resources to opportunities. Right now, we’ve got a long list of underserved cities across the U.S. that we’d love to add to our network. It’s just a matter of having enough aircraft to get there. We now have 20 airplanes—an increase of four in the third and fourth quarters alone. That will open up more markets for us and allow us to revisit that list of opportunities.
The U.S. map is full of mid-to-small-sized cities that either have limited service or no service at all. We’re well-positioned to take advantage of these opportunities, whether in an upcycle or a downcycle. Large airlines tend to add capacity through their hubs in an upcycle, leaving point-to-point routes open for us.
They pull back even more in a downcycle, creating new opportunities in underserved markets. That’s when Andrew calls me up and asks to fly from City A to City B and how quickly we can get the route up and running because some other major airline pulled out from the market. I don’t need a lot of infrastructure in those cities because I’m self-contained, right? We don’t even have paper on our flight decks.
So, while growth might plateau at some point, the sheer number of possibilities keeps us optimistic. There’s always another city, another route, and another way to serve customers better. With our operational foundation, low costs, and commitment to convenience, we’re ready to seize those opportunities as they come.
Integrity, Passion, and a Drive to Learn
Baden celebrates the establishment of a new Avelo Airlines base at Charles M. Schulz–Sonoma County Airport in Santa Rosa, Calif. | IMAGE: Greg Baden on LinkedIn
AvGeekery: What would you say to someone looking to get into airline management?
Greg: First, I would say the younger you are, the better. That said, it’s never too late to pursue a career in airline management. But the earlier you know the direction you want to take, the smoother your journey will be.
If you’re in college, the best advice I can give is to get an internship. Internships are invaluable because they allow you to spend time with experienced professionals like me and my colleagues, who have decades of combined knowledge in the industry.
At Avelo, for example, our interns gain incredible hands-on experience. They attend meetings, learn about different management roles, and get a sense of the challenges and responsibilities within the airline. Plus, we pay our interns and offer flight benefits. That kind of experience stands out on a resume.
I’ve seen it firsthand—a former intern I hired years ago later became a manager in one of the departments I oversaw. Stories like that show just how important those early opportunities can be for building a successful career.
If you’re considering airline management, I advise taking relevant courses in college. Then, find an internship and get involved with an airline that aligns with strong values—like Avelo. One of the things I value most is promoting people into different positions. Help them learn more about the business. You’re not locked into one role; there’s room to grow, gain experience, and move up.
Avelo Airlines COO marks the carrier’s first flights from Hartford’s Bradley International Airport (BDL) | IMAGE: Avelo Airlines on LinkedIn
We also have some phenomenal leaders at Avelo who set a great example. When you see someone who fits in with the team and demonstrates the right values—integrity, passion, and a drive to learn—you know they’re going to succeed in this industry.
I also encourage anyone interested in joining us to reach out, even if there isn’t an open position at the moment. Sometimes, I’ll meet someone who’s such a good fit that I’ll create a role for them. I’ve gone to Andrew and said, “We need to hire this person. I’m not sure what for yet, but we’ll find a place for them.”
Ultimately, passion is what drives success in airline management. It’s a challenging and rewarding career, and we’re always looking to encourage and develop the next generation of aviation professionals. Whether through internships or entry-level roles, there’s so much opportunity to grow and make a meaningful impact in this industry.
Passing the Love of Aviation to the Next Generation
Avelo Airlines COO Greg Baden high-fives a participant in the airline’s Aviation Career Exploration (ACE) program | IMAGE: Greg Baden on LinkedIn
AvGeekery: What do you love most about running an airline?
Greg: Let me tell you a story that perfectly captures what I love most about this job. Recently, we organized a special trip for 35 kids and their parents/guardians from East Haven Middle School in East Haven, Connecticut.
It was more than just a field trip—it was an opportunity to spark curiosity and ignite dreams. We brought them to Tweed Airport in New Haven, boarded them on one of our planes, and flew them down to Orlando to visit the facility where we train our pilots.
Now, these aren’t just any training tools. We’re talking about $12 million state-of-the-art simulators built by a company called Avenger, which I’ve worked with for many years. These simulators are so advanced that if you’re sitting in one, looking out the “window,” it feels almost indistinguishable from flying a real airplane.
They are full visual. So, a couple of us pilot types jumped in the simulators. We had the kids sit in the right seat or left seat, let them start it up, take off, and fly around. It was an amazing experience for these kids.
After the simulator session, we grabbed McDonald’s for everyone—cheeseburgers and all—before heading back to the airport to fly them back to New Haven. It was such a simple day in many ways, but it was profoundly impactful. I’ll never forget one boy in particular. He seemed quiet, and I wasn’t sure if he was enjoying himself.
I asked him, “On a scale of one to ten, with ten being the best, how would you rate this field trip?” He thought about it and said, “Probably an eight.” I laughed and said, “Wow, you must go on some incredible field trips!” But it made me pause and wonder—what else could we have done to make it a ten for him?
The real magic, though, was on the flight back home. The kids couldn’t stop talking about aviation. They asked questions like, “How old do you have to be to start flying lessons?” and “What does it take to become a pilot?” By the end of the day, many were saying they wanted to work in aviation. These were kids who may have started the day with no idea of what was possible for their futures, and now they were dreaming big.
Creating Opportunities to See the World in a Whole New Way
Baden passes the aviation torch to the next generation | IMAGE: Greg Baden on LinkedIn
Greg (continued): That’s what I love most about running an airline—the chance to inspire, open doors, and create opportunities for people, especially young ones, to see the world in a whole new way. It’s not just about operating flights or building a business; it’s about creating connections and empowering the next generation to chase their dreams.
When I decided to come back and work at Avelo, I told Andrew that I wanted to be part of something meaningful. I wanted to build something I could look back on with pride while sitting on my porch years from now. I wanted to know that I helped hire great leaders, built an airline that stands for something, and gave back to the communities we serve.
These moments—seeing the joy and excitement on a child’s face, knowing we’ve planted the seeds of a new passion—make it all worthwhile. And it’s not just about the kids. It’s about everyone we serve. Think about it: 45% of Americans have never even flown on an airplane. That means there’s a huge opportunity to create those first-time experiences for people, to show them the world is bigger than they ever imagined.
Air Wisconsin and American Airlines are set to part ways this spring, ending an on-again, off-again regional partnership that began in its most recent form in March 2023.
According to a press release issued by Air Wisconsin last week, the capacity purchase agreement will conclude by the end of April, with the airline ceasing CRJ-200 operations for American on 3 April.
While the announcement comes as a surprise to some, Air Wisconsin describes the move as a “strategic shift” toward new opportunities, including federally subsidized Essential Air Service (EAS) routes and charter operations.
A Pioneer in Regional Aviation
A Swearingen Metroliner, DeHavilland Dash 7, and a BAe 146 aircraft lined up at Fort Wayne International Airport (FWA) | IMAGE: Air Wisconsin on Facebook
Founded in 1965, the Appleton, Wisconsin (ATW)-based carrier has long been a trailblazer in regional aviation. Air Wisconsin pioneered the concept of code sharing in the 1980s, forging partnerships with major carriers like United Airlines and later AirTran Airways. In its heyday, it was the largest regional airline in the U.S. and even invested in US Airways during its bankruptcy in exchange for a long-term operational contract. Over the years, Air Wisconsin has transitioned through partnerships with United, US Airways, and most recently, American Airlines.
Its current partnership with American Airlines began with a five-year contract signed in 2022, enabling Air Wisconsin to operate up to 60 CRJ-200s for the American Eagle brand. However, American’s decision to end the agreement after just one year leaves Air Wisconsin without a mainline carrier partner, raising questions about the airline’s future.
American’s CRJ-200 Era Winds Down (Again)
Ramp personnel marshall in an Air Wisconsin CRJ-200 at Appleton (ATW) | IMAGE: Appleton International Airport
Air Wisconsin operates a fleet of 62 Bombardier CRJ-200s, though only 38 of these 50-seat regional jets are active. With an average age of over 22 years, the fleet is based primarily out of Chicago O’Hare (ORD). As the airline exits its role as American’s only CRJ-200 operator, the focus will shift to utilizing these aircraft in EAS and charter operations.
American Eagle previously discontinued CRJ-200 operations during the pandemic. However, the capacity purchase agreement with Air Wisconsin resurrected the type for American flyers once again in 2023.
While the CRJ-200 might be on its way out for American Eagle, the carrier still operates the larger CRJ-700 and CRJ-900, as well as the Embraer ERJ-145.
The CRJ-200’s small size and operational flexibility make it well-suited for underserved markets, and Air Wisconsin appears poised to capitalize on these strengths. In the press release, CEO Robert Binns expressed optimism.
“This strategic shift underscores our adaptability and commitment to delivering reliable, customized air travel solutions where they are most needed,” Binns said. “As we diversify into EAS and grow our charter operations, we remain committed to delivering safe, efficient, and quality service to every community and customer we serve.”
A pair of Air Wisconsin CRJ-200s at the gate | IMAGE: Air Wisconsin on Facebook
Air Wisconsin currently operates just one EAS route: the twice-daily route between Chicago (ORD) and Iowa’s Waterloo Regional Airport (ALO). However, American Airlines controls the route, which will not transfer after the partnership ends. This means Air Wisconsin has no EAS contracts of its own.
As such, and to diversify its revenue streams, the airline has applied for EAS contracts to serve Quincy, Illinois (UIN), and Burlington, Iowa (BRL). These small, federally subsidized markets could provide a lifeline for Air Wisconsin, though competition for EAS contracts remains fierce.
Charter operations also represent a promising avenue for growth. With recent changes in collegiate athletic conferences increasing travel distances for sports teams, Air Wisconsin is positioning itself as a go-to provider for NCAA charters. The CRJ-200’s capacity and range are well-suited to these needs, and the airline’s debt-free status offers financial flexibility to pursue new opportunities.
Uncertainty Looms as Air Wisconsin Looks Forward
Air Wisconsin CRJ-200 “El Guapo” | IMAGE: Air Wisconsin
Despite its ambitious plans, Air Wisconsin faces an uncertain future. Without a single EAS contract currently in place and no mainline partner, the airline will need to move quickly to secure new business.
In last week’s press release, Binns announced that the carrier has recently “retired all remaining debt on its aircraft,” allowing it to “embark on this new direction with enhanced financial flexibility.” The retirement of its aircraft debt is indeed a positive step, but the fate of its 62 CRJ-200s remains a question mark.
For an airline with such a storied past, this moment represents a critical juncture. Will Air Wisconsin succeed in carving out a niche in the EAS and charter markets? Can it sustain operations without a mainline carrier? Only time will tell.
As one chapter closes, Air Wisconsin embarks on a new journey. For now, aviation enthusiasts and industry insiders alike will be watching closely to see how this resilient regional carrier adapts to its next challenge.
An F-16 from the 96th Test Wing dropped a fuel tank on a Florida neighborhood Jan 7 near Eglin AFB. It’s unknown right now whether it fell off, or was jettisoned, but it was pure luck that nobody on the ground was injured or killed.
The external tank fell in the town of Niceville, close to an elementary school that was closed at the time. Shredded wreckage was all over people’s yards. Residents reported a very strong smell too, so the tank was definitely not empty when it fell.
The fuel tank actually landed in someone’s driveway, just feet from their home.
“Only by the grace of God, it landed between two houses,” said Niceville City Manager David Deitch.
“There’s a lot of people standing around, wringing their hands about what they are going to do – as far as hazmat and so forth,” said resident KennethLowe to MidBayNews.com, who lives at the scene.
Some wreckage at the scene via MidBayNews.com
Investigation is underway
An Air Force Safety Investigation Board is currently trying to determine why it happened. A drone was flown over the scene to survey the area. No property damage has been reported, according to Eglin AFB.
The wreckage has since been removed from the scene. A spill response team from Eglin is currently leading the clean-up, which will take several weeks.
A 96th Test Wing F-16D Fighting Falcon lifts off from the runway at Eglin Air Force Base, Florida (U.S. Air Force photo/Samuel King Jr.)
“Our environmental management team is working diligently to clean up the affected areas,” said Col. Michelle Sterling, 96th CEG commander. “We are communicating our efforts with the homeowners and want to assure the community we are engaged in clean up procedures.”
Engine Issues and Late Market Entry Kept the Tristar From Reaching Its Full Commercial Potential
The early 1970s were a magnificent era in aviation. Big was ‘in’ as airplane manufacturers explored a host of new technologies to deliver jet-flight comfort to the masses.
The theory was that a large aircraft could accommodate the expected growth of the industry while providing better comfort and enough range to connect the world. From this era came the mighty Boeing 747, the Douglas DC-10 and the Lockheed L-1011 Tristar.
Lockheed is Enticed by a Growing Commercial Market
Trans World Airlines L-1011-100 TriStar | IMAGE: By Eduard Marmet CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=16625562
Back in the late 1960s, American Airlines went to Lockheed and Douglas looking for a widebody airliner smaller than the 747 but larger than the then-common Boeing 707 and Douglas DC-8. Douglas offered the DC-10. Seeing the large market potential, Lockheed offered the L-1011.
Lockheed was no stranger to the commercial market. Up until the early 1960s, Lockheed regularly offered commercial aircraft. The Constellation and later the L-188 Electra represented top-tier designs for the era. Lockheed had become more focused on the steady stream of military projects over time. Their C-130, C-141, and C-5 Galaxy offerings provided a seemingly solid source of income. While the C-5 provided a great platform to explore new technologies (like high-bypass engines, kneeling gear, and advanced cockpit design), it was fraught with issues and cost overruns. Lockheed returned to the commercial market with a goal to build the best medium sized-wide body on the market.
The Eastern Airlines promotional film from the early 1970s shows the enthusiasm behind Lockheed’s entrant into the widebody market (posted on YouTube by Periscope Films).
Advanced Features at Every Turn
A Delta Air Lines Lockheed L-1011 TriStar
Lockheed’s entrant into the wide-body market was meant to make a splash. The jet included three engines, meant to provide better economics than the more common four-engined aircraft of the day. The L-1011 offered cabin comforts of the larger 747 (wide seats, large open cabin) along with new amenities like a potable water system, an optional downstairs lounge, an entertainment system, and a crew elevator to keep most of the galleys out of sight of the passengers.
The aircraft itself offered advanced technology, such as Cat IIIc autoland, which enabled the jet to land at approved fields in zero visibility conditions on autopilot. The jet also featured DLC (a more advanced version was also featured on the C-17), enabling more stable approaches using variable spoilers to dissipate lift in approach conditions.
The “advanced” cockpit of the L-1011 TriStar | IMAGE: By CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=15855299
Successful First Flight, then Engine Manufacturer Challenges Emerge
The rollout of the Lockheed L-1011 TriStar in 1970 | IMAGE: Jon Proctor https://commons.wikimedia.org/w/index.php?curid=31480277
Lockheed chose the Rolls-Royce RB-211 to power its new jet. The engine featured a seemingly more advanced design with higher thrust than the more conventional two-spool configuration of the day. It was seen as a differential from the Douglas design, which was to feature the General Electric CF-6. The L-1011 Tristar first flew on 16 November 1970.
Shortly after, Rolls-Royce encountered financial difficulties. The cost of the new engine bankrupted the famed engine manufacturer. It was only through US government guarantees secured by Lockheed that production would resume. Due to this delay, Lockheed’s new widebody wasn’t certified until almost 18 months later. By this time, Douglas’ DC-10 had already commenced service.
The L-1011 Tristar finally entered commercial service in 1972 with Eastern Airlines. TWA, Delta, British Airways (originally Court), Cathay Pacific, and Pacific Southwest Airlines all placed early orders for the jet. Airlines like TWA even produced ad campaigns around the jet, as seen in this commercial posted on YouTube by 4engines4fun.
Lockheed later offered optimized versions of the jet, providing improvements in range and performance. They also offered a shortened L-1011-500 version that gave the jet sufficient range to comfortably offer transatlantic service from any East Coast airport to locations deep within the heart of Europe.
Later operators included American Trans Air (ATA), Air Canada, Pan Am, United, and Saudia.
The L-1011 Ended Lockheed’s Love Affair with Commercial Offerings
The L-1011 was a mix of advanced design and disappointing initial performance. Lockheed couldn’t overcome its delayed entry to market, combined with weak performance from the initial versions of the aircraft. The jet sold a total of 249 aircraft to commercial and military customers. However, the relatively modest sales led Lockheed to conclude that focusing on military aircraft represented its best path forward as a company.
The United States Army 160th Special Operations Aviation Regiment (Airborne), also known as the 160th SOAR (A), Task Force Brown, and by their sobriquet the Night Stalkers, provides special operations helicopter aviation support for both general purpose forces and special operations forces from all US military branches.
Night Stalkers attack, assault, and reconnaissance missions are most often flown at night, at high speeds, low altitudes, and on short notice. We have included a couple of videos to highlight the command’s capabilities. Thanks to YouTuber MHS Productions for uploading them.
Becoming Night Stalkers
The 160th SOAR (A) is headquartered at Fort Campbell in Kentucky. The Army’s best-qualified aviators, crew chiefs, and support soldiers are assigned to the unit. All officers volunteer for duty with the Night Stalkers, and enlisted soldiers volunteer or are assigned by the U.S. Army Human Resources Command (HRC).
Upon joining the 160th, all soldiers are assigned to Green Platoon, in which they receive intensive first aid, land navigation, combat tactics, weapons, and teamwork training, but with no guarantees of advancement. For enlisted soldiers, the basic course lasts 5 weeks; for officers, it lasts 20 to 28 weeks.
Rotary Wing Diversity
The 160th SOAR (A) operate three distinct and very different types of helicopters. The first is the MD Helicopters MH-6M/AH-6M Little Bird. Fairly early on, it became obvious that a small helicopter that could operate from highly restrictive locations and be easily transported by Air Force airlifters would be a critical component of the force’s inventory.
They chose the OH-6A scout helicopter, which became known as the Little Bird, compared to the other aircraft in the task force at the time, the UH-60A and the CH-47C. Today, roughly 50 modernized and improved Little Birds are assigned to the Night Stalkers. MH-6 and AH-6 variants remain central to the unit’s mission, with Mission Enhanced Little Birds now joining the fleet.
While exact numbers remain classified, their purpose is no secret. These aircraft are still indispensable for stealth insertions and close support. The regiment continues to train new pilots on the type every year, a quiet but powerful reminder that the Little Bird remains essential even as the rest of the force modernizes.
Official US Army Photograph
Not Your Grandfather’s Chinook
The second primary type of helicopter flown by the 160th is the Boeing MH-47G Chinook. The MH-47G is similar to the previous MH-47E but features more sophisticated avionics, including the digital Common Avionics Architecture System (CAAS). CAAS is a “glass” cockpit instrumentation system commonly used on helicopters such as the MH-60K/L and the CH-53E/K.
The MH-47G also incorporates all the new sections of the latest CH-47F model. A new modernization program improved the MH-47D and MH-47E Special Operations Chinooks to the MH-47G specification. The Night Stalkers operate more than 60 of these highly capable heavy assault helicopters.
Official US Air Force Photograph
Bad Black Hawks
The third primary helicopter type utilized by the unit is the Sikorsky MH-60M Black Hawk. Several models of special operations Black Hawks have been flown by the 160th, beginning with the MH-60A. Since then, improved avionics, night vision compatibility customizations, Forward Looking Infrared (FLIR), M134 six-barrel 7.62 millimeter Gatling guns, inflight refueling capability, CAAS cockpits, Raytheon AN/APQ-174B terrain-following radar, color weather map, defensive countermeasures systems, and uprated engines have been added to bring the current MH-60M model into service. More than 70 Black Hawks are operated by the 160th.
Modernization plans are underway, however, as the Army plans to replace over 50% of the MH-60 fleet with new tilt-rotor and scout aircraft in the early 2030s. But for now, they are fully operational.
Official US Army Photograph
The Very Baddest Black Hawks
One particular version of the MH-60 deserves special mention. The MH-60L Direct Action Penetrator (DAP) is configured for use only as a gunship without troop-carrying capability.
The DAP is equipped with either short or long-span stub wings, each capable of carrying configurations of the M230 Chain Gun 30 mm automatic cannon, 19-shot Hydra 70 millimeter rocket pod, AGM-114 Hellfire missiles, AIM-92 Stinger air-to-air missiles, GAU-19 .50 caliber gun pods, and M134 six-barrel 7.62 millimeter Gatling gun pods.
The same type of M134D six-barrel 7.62 millimeter Gatling guns utilized as crew-operated door guns can be fixed forward for additional forward-firing effect. The Night Stalkers bring plenty of firepower to their parties!
Official US Navy Photograph
Born After a Failed Mission
The 160th SOAR (A) came into being after Operation Eagle Claw failed in 1980. When that ill-fated attempt to rescue the American hostages held in Tehran went very bad in the desert, former Chief of Naval Operations Admiral James Holloway was ordered to come up with a way to make another rescue attempt. Of course, it was quickly determined that no United States military helicopter units with training in stealthy, long-range, short-notice missions existed at the time. But they soon would.
Official US Navy Photograph
Night Stalker Seeds
The US Army selected elements of the 158th Aviation Battalion, 101st Aviation Battalion, the 229th Aviation Battalion, and the 159th Aviation Battalion from the 101st Aviation Group of the 101st Airborne Division (Air Assault). This provisional unit was named Task Force 158, and the chosen pilots immediately entered intensive training in night low-altitude flying. When the first group of pilots completed training in the fall of 1980, a second hostage rescue mission was planned for early 1981. Dubbed Operation Honey Badger, the mission was canceled when the hostages were released on the morning of President Ronald Reagan’s inauguration.
Official US Navy Photograph
A New Unit is Born
Task Force 158 was the Army’s only special operations aviation outfit and was already recognized as the Army’s premier night-fighting helicopter unit. Rather than lose the unit’s capabilities and experience, the pilots and their modified aircraft became a new unit rather than being returned to their original commands.
The unit was officially established on 16 October 1981, when it was designated as the 160th Aviation Battalion. The 160th first saw combat during 1983’s Operation Urgent Fury, the invasion of Grenada.
Official US Army Photograph
Increased Demand Creates a Larger Unit
In 1986, the 160th was renamed the 160th Aviation Group (Airborne). In May 1990, the unit became the 160th Special Operations Aviation Regiment (Airborne). As demand for highly trained Special Operations Aviation assets has increased, the regiment has activated three battalions, a new and separate detachment. Additionally, it has incorporated one Army National Guard unit – the 1st Battalion, 245th Aviation of the Oklahoma Army National Guard.
Official US Army Photograph
Been There, Done That, Got the Patch
Since Urgent Fury, the Night Stalkers have been involved in every American conflict and many foreign brushfires. Earnest Will. Mount Hope III. Just Cause. Mogadishu. Relentless Strike. During Red Dawn, a Little Bird from the Night Stalkers extracted the newly captured Saddam Hussein from his hiding place. Tora Bora. Abu Sabaya. Gulf Wars I and II. Too many combat rescues to count. Red Wings and Lone Survivor.Vigilant Harvest. Abu Kamal. Celestial Balance. Operation Geronimo and bin Laden. Operation Jubilee. Inherent Resolve. Enduring Freedom. Abu Bakr al-Baghdadi. Operation Kayla Mueller. Operation Absolute Resolve. These badasses have been there, done that, and they have all the badass T-shirts!
Official US Army Photograph
Original publish date: 9.26.17 | Edited with current information: 1.16.26
A firefighting plane is grounded today in California, after hitting a drone in restricted airspace while fighting the raging fires ongoing around LA.
Details are scarce, but the Canadian CL-415 “Super Scooper”, call sign “Quebec-1”, took a football-size hole through one of its wings from the drone.
Canada sent 2 Super Scoopers to help fight the LA fires
The incident forced all planes to be temporarily grounded as the fires raged on. The plane in question is tail C-GQBG. Canada sent two of them to help.
The Super Scoopers are picking-up 1,500 gallons of water from the ocean and dropping it onto the fires. Other assets and crews are dropping retardants and fresh water from nearby lakes and reservoirs.
Two Canadian planes from Quebec have been involved in fighting the fires since Tuesday. (Los Angeles County Fire Department photo)
We expect the plane to be airborne again soon, based on the damage in the wing photo from LAFD. The FAA is investigating the collision. The FAA has not authorized anyone unaffiliated with the Los Angeles firefighting operations to fly drones in restricted airspace. It’s unknown whether the drone was official use for the fires, or a hobbyist ignoring the law.
According to the FAA, flying a drone in the midst of firefighting efforts is a federal crime punishable by up to a year in prison or up to $75,000 fine.
“When people fly drones near wildfires, fire response agencies often ground their aircraft to avoid the potential for a midair collision,” says the FAA website. “Delaying airborne response poses a threat to firefighters on the ground, residents, and property in nearby communities, and it can allow wildfires to grow larger.”
Numerous drones have been sighted dangerously close to firefighting ops all week
Radio chatter this week has picked up numerous drone sightings over the fires and in the way or aerial assets, likely from ignorant hobbyists unfamiliar with the laws. Or worse, they simply don’t care.
There was another pilot that put up a drone to take pictures. It also grounded all aerial firefighting in the area temporarily.
Legitimate news media are in helicopters and operating drones outside of restricted airspace to document & operate in cooperation with authorities.
Cal Fire crews faced similar issues in 2024, when fighting several massive wildfires burning across Southern California.
Northwest Airlines was a pioneer in transpacific travel, but it was far from the most loved airline at times.
Aviation enthusiasts fondly recall Northwest Airlines, known for its red-tailed planes and vast Pacific network, but these memories are quickly fading since its merger with Delta Airlines over 15 years ago.
Many of those who remember Northwest probably lived in its hub cities, such as the Twin Cities of Minneapolis-St.Paul (MSP), Detroit (DTW), Seattle (SEA), and Memphis (MEM), as well as a whole host of other “northern-tier” cities in the United States.
The Many logos of Northwest Airlines. Image: Northwest Airlines History Center
Northwest airplanes were fixtures in the skies above Asian cities such as Tokyo, Seoul, Hong Kong, Manila, and Taipei. For this reason, Northwest Airlines became Northwest Orient Airlines in 1947. The airline had an extensive network and grew into a fierce Pacific competitor.
Many air travelers remember this legacy airline with mixed emotions. If you lived in Asia, where Northwest dominated for years, flying on the airplanes with the red tails was a matter of prestige and affluence.
Northwest merged with Republic in 1986. When it acquired and merged with Republic Airlines in 1986, the airline dropped the “Orient” part of its name, symbolizing its growing US network to complement its strong international routes.
Residents of smaller communities in the western United States and the Upper Midwest—like Fargo, ND (FAR); Bismarck, ND (BIS); Great Falls, MT (GTF); Helena, MT (HLN); Bozeman, MT (BZN); Butte, MT (BTM); Missoula, MT (MSO); Spokane, WA (GEG); Rochester, MN (RST); and Madison, WI (MSN)—also miss Northwest and the numerous destinations It offered to such small cities. Northwest’s service was the primary way that residents in those cities could escape the winter cold to worldwide destinations on mainline jets.
In later years, Northwest struggled with labor relations and elderly aircraft. In 2008, it was absorbed into Delta Airlines as part of a merger.
Pacific Pioneers
Throughout its history, Northwest Airlines achieved remarkable feats, especially in the Pacific region, showcasing the ingenuity and dedication of its workforce. Its early accomplishments rivaled those of iconic carriers like Pan Am, cementing Northwest’s legacy as a pioneering airline.
A Northwest Stratocruiser in flight. Image: Northwest Airlines History Center
In 1931, Northwest developed its Great Circle Route to Asia from the United States via Alaska. This new way of flying halfway around the globe saved thousands of miles from the previous way across the Pacific, developed by Pan American Airways. The “long way” pioneered by Pan Am traversed the Pacific through Hawaii and other islands like Midway, Wake, and Guam.
Northwest partnered with Charles and Anne Lindbergh to publicize its new way of traveling to Asia. Lindbergh was an American hero who, just four years earlier, flew nonstop across the Atlantic from America to France.
In the 1940s and throughout World War II, Northwest flew troops and supplies for the US Government to Alaska. These men and materiel would eventually find their way to the war front in Asia. Shortly after the war, Northwest started painting the tails of its airplanes red since they flew over rough terrain in the western US, Canada, and Alaska. The company wanted rescuers to be able to find their airplanes if they went down in rough terrain or bad weather.
The airline grew with extensive service to Asia in the 1960s and 1970s, flying the 707, then later the 747 and DC-10 across the vast distances of the Pacific. Northwest even set up a domestic-like feeder network in Japan and other nearby nations with 727s and later 757s to connect asian cities to their international network.
Challenging Middle Years
In the late 1940s, Northwest wanted to get a jump on its competition, which was flying leftover DC-3s and DC-4s from the war. They contracted to eventually purchase 40 Martin 2-0-2s from the Martin Company. These airplanes were based, in part, on the designs Martin developed for bombers during World War II. Unfortunately, from 1948 through 1951, Northwest suffered five fatal Martin 2-0-2 crashes. They finally grounded the Martins and canceled all further orders. The Martin 2-0-2 debacle almost ruined the airline.
Northwest introduced the Martin 2-0-2 into its fleet with some challenges. Image: Northwest Airlines History Center
At the same time Northwest was dealing with the Martin 2-0-2 issues, they were also flying Douglas DC-4s. Flight 2501, a DC-4 flying from New York to Seattle, went down in Lake Michigan with 58 aboard. Some debris and human remains were found floating on the water, but the wreckage was never found. Divers still search for the wreckage to this day.
Another infamous incident happened in 1971. A passenger who bought his ticket under the name “D.B. Cooper” hijacked a Northwest 727 as it flew between Seattle and Portland. When the plane returned to Seattle, he was given $200,000 in ransom and parachutes obtained from the Issaquah Skyport just outside of Seattle. Cooper demanded to be flown to Reno. While the 727 flew over southwestern Washington State, Cooper parachuted out of the aft open stairwell. Cooper was never found, but some of his money was discovered along the banks of the Columbia River in 1980.
A Northwest Airlines Boeing 720B in cruise | IMAGE: Northwest Airlines History Center
Northwest Airlines’ Fleet History Was Especially Diverse
Northwest’s fleet of aircraft over its long history was impressive. Throughout its long history, Northwest flew a wide variety of airplanes: DC-3s, DC-4s, DC-6s, DC-7s, DC-9s, DC-10s, Martin 2-0-2, Boeing 377 Stratocruiser, Lockheed L-188 Electra, Boeing 707s, 727s, 747s, and 757s, plus several others. It tried utilizing Super Constellations and even Douglas DC-8s. Northwest later sealed a deal with Airbus and flew a large fleet of Airbus A319s, A320s, and A330s.
A Northwest Airlines Douglas DC-9 in the famous “bowling shoe” livery | IMAGE: AeroIcarus (CC 2.0)
Many avgeeks remember that toward the end of their history, Northwest was known for flying an extensive network with elderly DC-9 aircraft. In the late 1990s, the airline refurbished its fleet with modern interiors instead of buying newer and more efficient jets, as other airlines were doing at the time. The move did save the airline money initially. However, the rapid rise in fuel prices in the early 2000s led to significant expenses as they operated a significantly less efficient fleet than their competitors. Delta finally retired the last Northwest DC-9 (in Delta colors) in 2014.
Labor Relations And Coorporate Raiders Resulted In A Mixed Legacy Of Service
There are probably as many negative memories of Northwest, too, though. It wasn’t always in jest when air travelers would sometimes call the airline “Northworst.” The company was notorious for its turbulent labor relations and the numerous strikes it had to endure from its unions. Because the airline had such a strong presence in their hubs and Midwest cities, many passengers felt trapped by the need to fly on an airline with disappointing on-time arrivals, old aircraft, and disappointing service.
The airline was also known for its penny-pinching and severe cost-cutting measures, especially in the 1990s and 2000s, when corporate raiders used Northwest to make themselves rich at the expense of employees, their families, and the flying public.
In the 1990s and 2000s, Northwest suffered economic and air travel downturns after the Gulf War and the September 11, 2001, terrorist attacks. The airline’s previous debts, corporate governance challenges, and geriatric aircraft made it particularly vulnerable.
Northwest Reaches The End of Its Road
A Boeing 747-400 in Northwest Airlines’ last paint scheme. Image: Northwest Airlines History Center
Northwest filed for bankruptcy in September 2005, emerging in May 2007 with a new paint scheme and a renewed emphasis on service. Unfortunately, that new focus was short-lived as the spike in oil prices in 2008 and the Great Recession forced a wave of consolidations between airlines in the industry.
In April 2008, Northwest announced it would merge with Delta Airlines. The merger was completed in January 2010, ending a proud legacy of the red tails plying the Pacific. Still, Northwest Airlines was a pioneer of the airline industry, connecting the Pacific in unique ways. Despite difficulties throughout the years, they were an airline with a proud history, many outstanding employees, and many firsts that grew the Pacific market into what it is today.
Frontier Airlines has announced it will start three popular domestic routes from New York City (NYC) starting this Spring.
Frontier will offer introductory prices starting at just $19 per passenger. This gives travelers a golden opportunity to fly from New York City to Miami for just $19.
Frontier Across America
Frontier Airlines has issued a press release announcing the start of three new routes from John F. Kennedy International Airport in NYC. Once each new route begins service, Frontier will also offer a special discount price for a limited time only.
Starting 30 March, 2025, Frontier will fly from John F. Kennedy Airport to Miami once daily. Fares for this flight start at just $19.
On 22 April, 2025, Frontier will begin its New York-Dallas route. This route will take place four times per week with fares starting at $29.
Beginning in May, Frontier will start service from New York to Los Angeles. The airline will fly between cities once daily starting 1 May, 2025. Travelers can take advantage of the introductory fare and fly one of the most popular routes in America for just $49.
Image: by Acroterion from Wikimedia Commons
Frontier Airlines Vice President of Network and Operations Design Josh Flyr shared these comments about the new NYC routes:
“This is an exciting day for consumers as we once again expand our offerings at JFK…With the launch of these ultra-low fare flights to Miami, Dallas and Los Angeles, we are increasing the availability of affordable travel to top destinations for New Yorkers, as well as making a New York adventure or business trip that much more affordable for budget-savvy consumers across the United States.”
JFK Introductory Fare Terms
Customers have until 14 January at midnight Eastern Standard Time to book a flight involving one of these three new routes to be eligible for a discount. Though there are blackout dates that apply, travelers can schedule their flight for as far back as 18 August 2025. Refer to Frontier’s press release for a list of blackout dates.
Last month, Frontier introduced UpFront Plus, which is a brand-new premium seating option that offers additional legroom and a guaranteed empty middle seat. These new seats will be installed by late 2025 and will be available on every aircraft from Frontier.
As time goes on, there are fewer and fewer veterans still alive from WWII. In a few years, none will be left. So, it was a real privilege last summer to watch this WWII P-51 pilot climb onboard a Mustang once again, recalling his time flying the iconic fighter over war-torn Europe.
Major Elmer Pankratz (USAF retired) flew 43 recon missions over Europe after the Battle of the Bulge, and flew over 800 hours in the P-51. At over 100 years old, he is still funny, witty and sharp, and remembers WWII like it was yesterday. He served with the 160th Squadron, 373rd Group, 9th Air Force.
Watch this WWII P-51 Pilot Climb Onboard a Mustang Again 52
Granting a WWII veteran’s wish
I met up with Pankratz at the National Warplane Museum’s warbird air show in Geneseo, NY last July with my colleague AJ Bartucca (we both worked on the air show’s media team). Pankratz only wished for one thing; to climb back in a Mustang, his “Aluminum Sweetheart” as he calls it.
I work with most of the warbird community and half the air shows and museums across the country, so this was a wish easy to grant. I called my friend Scott Yoak, who was in attendance performing in his P-51D “Quick Silver”, but he was flying. So, I called another Mustang pilot friend, Louis Horschel, who was also in attendance for the show.
Louis Horschel in his P-51 “Mad Max” with Scott Yoak in his P-51 “Quick Silver”. Photo by Mike Killian
Both Louis and Scott have a special place in their hearts for our veterans, so I already knew they would accommodate. I linked up with Louis and we waited for Elmer to arrive with his son. At the same time, Scott landed and parked his Mustang. I filled him in on Elmer’s wish, and without hesitation Scott invited him onboard.
Reunited with his Aluminum Sweetheart
“This is a dream. It’s a dream…,” said Pankratz as he marveled at the plane. “One way or another, even if I have to flap my arms I’m gonna get up in that cockpit.” He smiled ear to ear as he walked around the Mustang to the front, where we had a ladder waiting to help him up on the wing.
Watch as Pankratz revisits a P-51, 80 years after he flew them over war-torn Europe
Pankratz wasted no time getting back in the saddle, cane and all. A group of us made sure Mr Pankratz could climb onto the plane safely, while Scott and Louis both helped him get into the cockpit. As he sat down, cheers erupted from a crowd gathered, and Pankratz threw his fists up in celebration.
For the next 15 minutes, both Scott and Louis joined Pankratz, recalling his time in the war and flying the legendary fighter plane.
Watch this WWII P-51 Pilot Climb Onboard a Mustang Again 53
A walk down memory land
“They (Nazis) shot at me plenty of times, light flak and heavy flak,” recalled Pankratz of the war. “We usually flew at 5,000 ft., but in those days I could see a dog running down the road from a mile away, and 5k ft is about a mile. We found out that light flak, which was mostly 20mm rounds, well those round were really reaching and less accurate at 5k ft. The heavy flak seemed to get more accurate after it gets up a ways, and that goes on and on.
So, 5k ft was just the safest for us to be flying. You could still be shot by both light and heavy flak, because you’re within range. One day, I saw a tracer come right over my canopy.”
Watch this WWII P-51 Pilot Climb Onboard a Mustang Again 54
“Usually they (Nazis) had 4 anti-aircraft guns in a box, and they would follow the most accurate one,” recalled Pankratz about dodging anti-aircraft fire. “So, whatever he shot at, all the other guns would follow on the same target. You had an awful lot of lead flying in your direction. That’s how it was about halfway through.
Towards the end of the war, there was nothing left. I would fly over and Germany was decimated. When I flew over cities all I saw was rubble. If you were a very small town we left that alone, that wasn’t worth anything. So, they left that alone. A very very small town was the safest place Germans could get.”
P-51 air show pilots Louis Horschel (left) and Scott Yoak (right) with WWII P-51 veteran Major Elmer Pankratz (Mike Killian photo)
Pankratz is German himself, but felt no guilt in the war
“I am a German extraction,” said Pankratz. “A lot of people have asked me if I felt guilty, maybe shooting at my cousins down there. I wasn’t born in Germany, but my folks were.”
“No, I didn’t feel bad about it. They were the enemy, but I didn’t have any hate for them, until I found out about the concentration camps. That’s when I didn’t want to be German anymore. When I found out about them, how brutal they were, and I got more and more details….. In fact, I have pictures that a Head Intel Officer took at one of the camps. He took the pictures and I developed them and printed a set for him and a set for me. The pictures have never been published. They are all the same, stacked bodies and skeletons with skin hanging on them, just terrible stuff.”
P-51 air show pilots Louis Horschel (left) and Scott Yoak (right) with WWII P-51 veteran Major Elmer Pankratz (Mike Killian photo)
God willing, Scott will fly Mr Pankratz in the Mustang this year, as long as he is healthy enough for it. I will be documenting to tell the story! Stay tuned…
No connections, $10 airfares, and poor management…Skybus was a perfect case of poor execution by a startup airline.
Skybus was a privately held ultra-low-cost airline operating out of Columbus, Ohio. Its goal was to be the least expensive carrier in the US. In fact, the company’s slogan was “Only Birds Fly Cheaper.”
That may have been factually true, since Skybus was known for selling ten one-way seats on each flight for only $10 each. At the time, airline executives aimed for a forecasted CASM (Cost Per Available Seat Mile) 28% lower than Southwest Airlines, which would generate huge profits for investors like Fidelity, Morgan Stanley, Nationwide Mutual Capital, and Tiger Management. To meet this lofty goal, Skybus slashed expenses and had novel ways of generating revenue, not the least of which was severely underpaying employees.
In exchange for the low fares, passengers were required to pay extra for everything and were offered merchandise for sale. The airline was the first to charge for baggage. Delta, United and Northwest would later follow suit and charge fees for checked baggage, as well. Skybus also sold advertising space inside and outside the aircraft.
Its business model was similar to European ultra-low cost carrier Ryanair, flying routes not offered by other airlines, mostly into secondary airports. As an example, a route through Portsmouth, NH served the Boston market.
Skybus was in operation for slightly more than two years between March 2006 and April 2008. The company cited rising fuel costs and the lagging economy as reasons for shutting down. But the real reasons for its demise were probably more complicated and likely had to do with a lack of foresight from management more than anything else.
The bad press from the Christmas 2007 cancellations certainly did not help Skybus and fuel costs at the time were definitely on the rise; however, it may be the threat of unionization that was the final nail in the Skybus coffin.
Skybus Pilots Attempt at Unionization
Below-market compensation was part and parcel of the Skybus business model. Flight attendants were paid a measly $9 per flight hour and asked to sell merchandise on commission to supplement their salaries. Pilots’ wages were also well below the norm. A captain’s salary was about $90,000 compared with $120,000 at airlines like United.
Skybus pilots were organizing a union and had plans to join Local 747 of the International Brotherhood of Teamsters in Houston. They had enough signatures for a referendum, and it was expected that unionization would be complete by April 2008. Unionization and having to pay pilots at-par wages would have been a real drag on Skybus’ bottom line and would also pave the way for other employee groups to unionize.
It is probably not a coincidence then that the airline ceased operations in April 2008, shutting down any possibility for unionization and no longer padding the wallets of their prominent investors.
Ken Fielding/https://www.flickr.com/photos/kenfielding [CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0) or CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0)], via Wikimedia Commons
Here is a brief rundown of the discount airline’s history:
Spring 2005: Founder John Weikle saw an opportunity when America West pulled out of its Columbus hub. Weikle began raising capital, and when Skybus commenced operations, it was one of the most well-capitalized airlines in history.
April 2007: Skybus announced its initial eight routes, all originating from the hub at Port Columbus International (CMH).
May 2007: The airline announced plans for major expansion, even though these expansion plans were not a part of the original business model. That summer, the DOT granted Skybus permission to fly internationally to Cancun, Mexico, and Nassau, Bahamas.
October 2007: Service cuts were announced on long-haul routes. Management blamed rising fuel costs.
Christmas 2007: The carrier made headlines for canceling about 1/4 of its scheduled routes over two days, citing issues with two of its seven planes. Management neglected to secure de-icing contracts ahead of the winter months. This led to significant additional de-icing costs and an onslaught of consumer complaints.
February 2008: Skybus ended service to the West Coast with the exception of one daily nonstop flight to Burbank, CA.
April 4, 2008: The airline totally ceased operations. Here’s a terrible video of the last flight.
In recent years, movies like “Armageddon” and “Deep Impact” about have shown asteroids threatening the Earth and showing devastating effects from impacts. Planetary defense efforts and the possibility of such events are not just science fiction.
NASA and the European Space Agency (ESA) have been working together to learn about potential dangers from asteroids and other near-Earth objects. They have also taken concrete steps to be able to protect us if a dangerous asteroid did come our way.
DART Planetary Defense Mission Deflects Asteroid
On 24 November 2021, NASA launched the Double Asteroid Redirection Test (DART) on a Falcon 9 rocket from Vandenberg Air Force Base. The goal of this planetary defense initiative was to strike an asteroid with a spacecraft moving at high speed to try to change its orbit and deflect it away from Earth.
DART also carried a small satellite from the Italian Space Agency (ASI). This was the Light Italian CubeSat for Imaging of Asteroids (LICIACube). It was about the size of a shoebox. It split apart from DART several days before the impact.
DART launching from Vandenberg Air Force Base on planetary defense mission to attempt to deflect an asteroid. | Image: NASA
The target for the DART mission was the Dimorphos moonlet, which orbits the larger asteroid Didymos. Dimorphos is about 6.8 million miles from Earth Neither object was a threat to Earth, but they were relatively close considering the vast distances between objects in space. Didymos is about a half mile in diameter, and Dimorphos is about 525 feet in diameter.
Image showing size of Dimorphos moonlet compared to Roman Colosseum. Image: ESA
DART reached the Didymos system on 26 September 2022 and recorded its own images up to a few seconds before the impact. These images were able to pinpoint the exact impact site within one meter. DART struck Dimorphos 7:14 p.m. and it took 38 seconds for signals confirming the successful impact to reach Earth. DART was moving at about 14,000 miles per hour at impact.
Detailed Images from Satellites and Telescopes Provide Proof of Successful DART Mission
The LICIACube was able to take detailed images of Dimorphos from before and just three minutes after the impact. These showed debris around Dimorphos following the collision, important confirmation of the success of this planetary defense initiative.
Image from the Hubble Space Telescope of Debris from Dimorphos following impact with DART Spacecraft. | Image: NASA
The mission then shifted to analyzing the effect of the collision. Since DART’s impact with Dimorphos, astronomers have been using ground-based telescopes, the LICIACube, and the Hubble Space telescope to observe it. Their investigation has confirmed that DART did change Dimorphos’s orbit around Didymos.
“This result is one important step toward understanding the full effect of DART’s impact with its target asteroid” said Lori Glaze, director of NASA’s Planetary Science Division at NASA Headquarters in Washington.
Image of Dimorphos eleven seconds before DART Spacecraft Strikes it on Planetary Defense Mission. | Image: NASA
European Space Agency Launches HERA Mission to Study DART Impact
To perform a follow-up observation of DART, the ESA launched its Hera mission on 7 October 2024 to revisit Didymos and Dimorphos. Hera, which ESA calls “Europe’s Flagship Planetary Defender,” launched on a Falcon 9 Rocket from Cape Canaveral.
Hera should reach the Didymos system in January or February of 2027. Scientists hope it will provide important information useful for future planetary defense efforts.
Hera Spacecraft during Mission to Didymos Asteroid System. | Image: ESA
A Boost from Mars on Hera Mission
The trip will require several complex maneuvers including passing within about 3100 miles of Mars. This will use the planet’s gravity to accelerate the spacecraft.
“We are very fortunate that Mars is in the right place at the right time to lend a hand to Hera,” says Pablo Muñoz from ESOC’s Mission Analysis team, who planned Hera’s journey. “This enabled us to design a trajectory that uses the gravity of Mars to accelerate Hera towards Didymos, offering substantial fuel savings to the mission and allowing Hera to arrive at the asteroids months earlier than would otherwise be possible.”
Hera to Examine Impact of DART Mission
Once Hera arrives at the Didymos system, it will begin series of close observations. It will perform five observation passes, each getting closer to the surface of Didymos. On its fourth pass, Hera will fly at about 3100 feet above the surface and eventually land on Dimorphos.
During the mission, Hera will examine the density and shapes of Didymos and Dimorphos. It will also observe changes in the movement and orbit of Dimorphos and closely examine the impact crater from DART.
European Center Maintains Data on near-Earth Objects
All of this work to study ways to protect Earth from asteroids and other objects is based on real data. In recent years, the ESA has been keeping track of objects from its Near-Earth Object Coordination Centre (NEOCC), the operational center of its Planetary Defense Office. It gathers information from telescopes and other sensors.
The NEOC is at ESA’s ESRIN site in Frascati, Italy. It is the the central access point for an entire network of European near-Earth object data sources. The NEOC uses the data to study orbits, monitor impacts, and analyze potential risks. This includes giving nations timely data regarding objects moving close to Earth.
Small portion of risk list from ESA near-Earth Objects Coordination Centre Database. | Image: ESA
A near-Earth object is an asteroid or comet which passes close to the Earth’s orbit. This means it is within about 28 million miles of Earth’s orbit. The NEOCC also has a website with current information and statistics on asteroid numbers, upcoming close asteroid flybys, and ESA’s asteroid risk list.
Kiwi Airlines typified the saga of starting an airline in the 1990s.
With low fares and high quality, Kiwi International Airlines should have been a stand out success story. But like most airlines of the post-deregulation era, internal conflicts, FAA issues, competition and a few too many customer perks, the airline failed. The story behind Kiwi is fascinating even though its an all too common story of failure in the industry.
Kiwi was founded in 1992 with Robert Iverson, a former Eastern Airlines pilot, along with several other pilots from various failed, sold, and merged airlines. In the beginning stages of their plan, they referred to themselves as the “Kiwi Acquisition Group,” referencing the Kiwi bird that couldn’t fly.
The name stuck and after several investments from the founding pilots and their new employees, they officially became Kiwi Airlines. Kiwi International Airlines was a Part 121 employee owned and operated airline. The airline was focused on a very low cost experience for the consumer without sacrificing quality. Great meals, decorated aircraft, and low cost airfare were hallmarks of Kiwi service.
Kiwi Airlines launched on a high note.
Employee motivation was initially very high due to higher than average pay averaging up to double the pay at other airlines. The pay, combined with very positive labor relations meant that the airline started off on a very positive note. After acquiring two Boeing 727-200 aircraft, the airline proceeded to make their first flight in September of 1992 from Newark International Airport to Chicago’s Midway airport.
The airline was committed to customer ease and satisfaction flying various non-stop routes, many of which were departing from smaller, more accessible airports. Throughout the year, they maintained an impressive safety record and made many customers happy.
Quickly began to struggle
Not everything was great at Kiwi though. Despite making money off of half-full passenger loads due to a favorable cost-structure and creating extremely satisfied customers, the airline had a $6 million loss in its first year.
Just 18 months later, the airline had its first major issue on its hands. Thirteen of their acquired aircraft were grounded by the FAA because they had concerns about their pilot documentation procedures. They lost $2 million because of this misstep but quickly fixed the issue.
Even with their challenges, Kiwi Airlines continued to grow and customers enjoyed the service. Thanks to their great customer service and strong safety record, the Conde Nast Traveler named Kiwi the best domestic airline in the United States.
The airline had acquired 16 leased aircraft and employed over 1,000 individuals by 1995. They added additional routes and grew rapidly. That same year, Iverson was removed from his leadership post. He eventually spoke out against Kiwi Airlines just as the airline began experiencing the first real business and operational challenges and suffering major monetary losses. The hits kept coming.
Kiwi Airlines owed several million dollars to the IRS. They also owed money to various airports around the country. The FAA grounded many of their aircraft and determined that a large amount of their pilots were undertrained.
Kiwi Airlines maintained that these actions were an over-reaction and continued to push their safety record as evidence. The attention didn’t help their bottom line. Many employees were laid off and those that remained had to accept a 17% pay cut.
Bankruptcy follows
Additional layoffs continued in 1996. Kiwi’s paper value was only worth an estimated $35 million. In September of that year, Kiwi Airlines officially began chapter 11 bankruptcy proceedings. They suspended most of their operation in October of 1996, except for charter flights.
In January of 1997 attempted to startup again by running a limited schedule flying its trunk routes. Unfortunately it didn’t last long. By the end of 1998, they were deep in the red again. They owed several airports over $750,000 total and the United States Department of Transportation began several investigations into the airline for failure to meet federal fitness standards for air carriers and various other issues.
In March of 1999 Kiwi Airlines was still hanging on, although barely, despite several changes of those in charge of the company and various attempted bailouts and loans. They were only operating charter flights with four aircraft left in their fleet, flying to six cities with less than 500 individuals employed. In December of 1999, the aircraft finally called it quits and was liquidated.
Kiwi had many things passengers wanted in an airline, but unfortunately the late 1990’s were tough for the entire industry and even a tougher time to start a successful airline. Like many other upstarts, Kiwi failed. Despite the sad finish, Kiwi flew over 8,000,000 passengers with no incidents and left the industry with a surprisingly strong safety record.
Millions of people are traveling this holiday season to see family and friends. For one grinch near Miami airport, interfering with flights using a green laser put him on the naughty list.
A man was arrested near Miami International Airport for pointing a laser at moving aircrafts on Christmas Day. It’s a problem that the FAA says is more common than you think.
It’s Not Easy Seeing Green
Miami-Dade police reportedly arrested a Brazilian national for directing a green laser pointer at aircraft landing at Miami International Airport on Wednesday.
Officers arrested Francisco Teixeira, 45, near the airport after an American Airlines flight landed. The pilot filed a complaint with police, pinpointing the location where the laser likely originated.
Police claim that Teixeira was inside a room at a nearby La Quinta Inn when he pointed the laser. Officers found a laser pointer inside his room during a search. The pointer emitted a green laser just as the pilot described.
Photo: American Airlines
Officers were able to confirm the device was used to disrupt flights as they were on approach to Miami International Airport.
Teixeira is facing charges of abuse of a laser lighting device, which is a felony offense under both federal and Florida laws. He is currently being detained at the Turner Guilford Knight Correctional Center.
If convicted, he may face large fines and possible time in prison.
The FAA Cracking Down on Laser Pointers
This is an ongoing challenge for pilots and crew flying aircraft around the globe. Following headlines of drone discoveries in the Northeast, the FAA issued a warning to not point laser pointers at the sky.
“Aiming a laser at an aircraft is a serious safety hazard and a violation of federal law,” the FAA’s statement reads.
The FAA explains that laser pointers can distract or temporarily blind aircraft pilots. When a laser is directed at a cockpit, the laser light can refract off of items in the cockpit like a window or a HUD causing the green light to scatter throughout the cockpit.
The sudden burst of light can significantly impede cockpit duties or even cause lasting eye damage. With each commercial flight carrying tens or hundreds of passengers at a time, there’s much more at risk than what most troublemakers with laser pointers realize.
Image: By Tomás Del Coro from Wikimedia Commons
“Intentionally aiming a laser at an aircraft isn’t a prank, it is a federal crime with lasting consequences,” says President of the Air Line Pilots Association Capt. Jason Ambrosi.
The FAA reports at least 15 laser pointer-related injuries occurred in 2024. The organization also notes that pointing a laser at an aircraft can result in monetary charges and up to five years in prison.
Bottom line? Don’t even think about pointing a laser in the sky and definitely not at any aircraft.
In the early days of aviation, it was a preferred practice to ‘foam the runway’ if an aircraft had a landing gear emergency. The thinking behind this practice was that if an aircraft had an emergency, fire retardant foam would be sprayed on the runway by emergency personnel to prevent sparks from igniting leaking fuel or the aircraft itself on arrival.
In earlier days of aviation, the concept of foaming the runway was seen as a best practice. Piston driven aircraft and airliners were slower. Runway length was typically not as much of a factor due to the relatively low speed approaches of the aircraft. Foaming the runway was seen as a way to prevent fires from starting.
The video below shows how firefighters deployed foam on the runway prior to a known arrival of an aircraft with a gear malfunction.
Aircraft were generally less reliable. Landing gear issues were more common and training on such scenarios were not as rigorous. Foaming was seen as the best option at the time but has been superseded by other approaches.
Foaming The Runway Is a Time Intensive Process
There are many difficulties with ‘foaming’ a runway. First, it is a lengthy process. A runway can be anywhere from one to three miles long. This means that it can take a lengthy time to deploy the fire retardant chemicals. Emergencies can happen fast.
While firefighting crews typically respond to an unexpected incident in less than 3 minutes, the time and coordination necessary to foam a runway in a coordinated manner with many vehicles would be much lengthier and time-consuming.
Foaming The Runway Requires Significant Chemicals
The amount of fire retardant necessary to ‘foam’ a runway can be significant. All airfields have a limited amount of fire vehicles and fire retardant chemicals. This means that some retardant that could be used to put out a fire after an incident would have already been disbursed prior to the incident. An FAA circular from 1966 highlights some of the risks with foaming the runway due to a landing gear malfunction. This circular was rescinded in 1987 by the FAA.
Advances in pilot training and aircraft safety
As modern aircraft have improved over time, landing gear and hydraulic systems have improved in robustness and reliability. This makes the likelihood of a landing gear malfunction much less common. While landing gear malfunctions still occur, they are relatively rare. Aircraft systems are more robust as well to reduce the likelihood of leaks and increase the amount of redundancies in case of a malfunction.
Additionally, pilot training has better emphasized the importance of fully diagnosing emergencies and utilizing alternate systems to deploy landing gear and flaps. This means that pilots are more comprehensive in their diagnosis and resolution of issues, lessening the frequency of landing with an unresolved issue that could require foaming the runway.
Improved Firefighting Techniques
An airport firefighting truck at Edmonton, Canada. Image: Alex Juorio (CC 2.0)
Aircraft systems and pilot training play a large part in successfully resolving aircraft incidents safely. Firefighting techniques have also improved drastically over the years. Airport firefighters regularly train to meet modern response time requirements.
They are trained how to best approach an aircraft to most effectively fight a fire and keep passengers and crews safe. Firefighters also have better tools to spot ‘hot spots’ on a stricken aircraft and more precisely target a fire.
Foam Can Introduce Additional Complexities
There are a few other reasons why foaming a runway is no longer the preferred option in an aircraft landing emergency. Modern airliners have precise landing data to ensure a safe stopping margin when landing. This information is based on the approach speed, runway available, winds, and surface friction.
A foamed runway has the effect or reducing the surface friction verses a dry runway. That means that the landing distance on a foamed runway would be significantly longer. While all aircraft have landing data for wet and snowy runways, the type of foam used could vary by airport meaning that the precise friction on a runway may be indeterminate.
In any emergency, you want to control the variables. Foaming the runway can add additional complexity and unknown risk.
Lastly, many firefighting foams contain PFAS. These are chemicals known to cause harm to the human body and the environment. While the chemicals are still needed for actual firefighting, the usage of them have been limited in training to reduce harm and long-term environmental risk.
In the late summer of 1980, as a Short 330 copilot, I encountered the Grim Reaper again. I thought he might lay off me since I wasn’t in a combat aircraft or in a combat zone, but here he was, empty eye sockets and all, watching over my shoulder.
The final mission leg one night took us from Baltimore-Washington International (BWI) to Salisbury, MD, with a 2100 takeoff time with a full load of 30 passengers. The weather briefing had been ominous with severe thunderstorms forecast, but takeoff and departure toward the Chesapeake Bay Bridge had been clear. Shortly after crossing the Bay, however, we picked up a dire radar depiction in the vicinity of Salisbury, a bright red return with a narrow yellow perimeter indicating a powerful storm. It was about ten miles from the Salisbury Airport but seemed headed in roughly that direction, southwest to northeast. We approached from the northwest.
As we reached 30 miles from the field, the storm had moved to within five miles of the airport. I considered that we should return to Baltimore because it would be a very close call on beating the storm to Salisbury. But, this was the last leg of the day, Salisbury was our domicile, and get-home-itis suggested maybe we should give it a shot. As a relatively new commuter copilot in the Short 330, I asked the captain, Deano, if we might consider returning to BWI.
“Naw,” he said, “we can make it.” With that he pushed up the throttles and the race was on.
With more than ten miles’ visibility we could clearly see the runway and airport as we lined up on a nine-mile final. It looked like we had it made. The storm, a towering black column with crackling lightning, seemed about two miles on the other side of the runway, but it was obvious we would get there before it did and land with clear visibility.
A Short 330 (or any plane) is no match for a giant thunderstorm. (Wikipedia commons)
Thunderstorms are impressive creatures. They can develop as eight-mile-high vacuum cleaners violently sucking up the ground air around the storm base and propelling it upward violently until it spews out the top of the column. As the low-level air is sucked off the ground, it must be replaced, usually from the air several hundred feet above it. As this air above the ground air is pulled downward toward the ground, it too must be replaced, usually with some of the ground air rising into the storm. This creates vertically circular eddies swirling around the storm at irregular intervals.
Just as I declared to myself we were home safe on about a one-mile final, we encountered one of the violent, vertically circular vortices in the clear air just ahead of the storm. This is termed the frontal gust that, if observed from the ground, displays trees with branches thrashing and bending back and forth in the strong wind. We had a fifty-fifty chance of getting an updraft or downdraft.
By Ardfern (Own work) [CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0) or GFDL (http://www.gnu.org/copyleft/fdl.html)], via Wikimedia Commons
Had we hit a downdraft, we would have all been dead in the cornfield off the approach end of the runway in about three seconds. But my guardian angel saved me and we caught an updraft.
Suddenly we were not in control of the plane. I felt as if a giant invisible hand had scooped us up and raised us into the sky, a sensation similar to a rapidly rotating Ferris wheel after you pass the bottom of the circular arc and begin to rise rapidly.
Deano pulled the throttles to idle and shoved the nose downward in a futile attempt to descend to the runway that had begun to pass under us. Despite idle power and 15 degrees nose low attitude we rose at 1,500 feet per minute. The power of this force made me later realize we could never have recovered if the air column had been going down instead of up.
Finally, as we neared the departure end of the 5000-foot runway, the upward force released us and left us 1,500 feet above the ground and gasping in terror. But we were back in control of the plane. I’m sure the passengers sensed our plight. We raised the gear and flaps and sped away from the mayhem we had just encountered. A few miles from the airport we did a large 180-degree turn to appraise our chances of getting back to the field. The sight as the airdrome location came back into view sucked all the air from my lungs.
The storm had moved on to the field, blocking our return. Further, in its mass to the southwest and threat of moving to the northeast, it had blocked any possible return to BWI with our current fuel load. Behind us was nothing but the Atlantic Ocean. Except…
Twenty miles away and five miles from the shoreline lay the Ocean City, MD airport with 5000 feet of runway. Unfortunately, it was closed for the night, no lights, no tower, nothing. Further, although we had visual conditions, we didn’t know exactly where the field was located and had nothing to guide us there except an educated guess from the road network leading to the resort.
Again we went to full power to reach Ocean City with the storm roiling up behind us. We made our guess on the airport location and illuminated our landing lights, turning to and fro trying to sight the runway. Finally, there it was, all 5000 beautiful feet of concrete. We configured with gear and flaps and headed straight for it. We had no idea which way the wind was blowing and didn’t care, we were putting it down immediately regardless of the wind.
The frontal gust had not quite arrived so the winds seemed near calm. We landed, and as we rolled down the runway, the passengers broke into applause and cheers. We turned off at the end of the runway and began taxiing back toward the terminal. About the time we arrived at the gate area, the frontal gust arrived and then the storm with rain as heavy as I have ever experienced with the wind rocking the plane on its landing gear.
(Excerpt from “Flying the Line, an Air Force Pilot’s Journey, Military Airlift Command, 1981-1993,” by Jay Lacklen. Click here to buy the book.)
Editors note: This article will be updated as we learn additional information. Latest update: 29 Dec 24, 1400 EST
JeJu Air Flight 2216 Crashed At Muan International Airport Killing 179 People, 2 Survivors
A Jeju Air Boeing 737-800 crashed at Muan International Airport in Jeollanam, South Korea today. Flight 7C2216 was scheduled from Bankok, Thailand to Muan, South Korea. In video footage, the jet was seen landing on the runway without its gear extended before slamming into an approach lighting berm.
The Boeing 737-800 aircraft involved in the crash was HL8088. According to Airfleets.com, it first entered service in April of 2009 with Ryanair. The jet later entered service with Jeju Air in 2017.
Video below. We warn you that the footage is difficult to watch.
🚨#BREAKING: Video shows crash of Jeju Air Flight 2216 in South Korea. 181 people on board.
At least 28 killed in South Korea plane crash, fate of 151 people still unknown pic.twitter.com/QnmB9PbcDO
Many Fatalities on JeJu Air Flight 2216, Only two survivors
There were 181 people on board including 175 passengers and 6 crew members. A translated South Korean news report stated, “All passengers who crashed at Muan Airport are presumed dead except for 2 survivors.”
Video online showed an engine issue prior to landing
A video posted on X showed a Jeju Air 737-800 with an engine issue. Multiple posts online say that this was the same aircraft involved in the accident.
🚨🇰🇷 SHOCKING FOOTAGE: BIRD STRIKE SEEN ON JEJU AIR FLIGHT 2216 BEFORE CRASH
Flight Radar 24 data shows a typical approach profile to runway 1 with the last information received at 450 feet AGL. The data shows a slight climb prior to the data stopping. Flight Radar’s blog on the crash states that “there are multiple possible possible explanations for why an aircraft would stop sending ADS-B messages, including loss of electrical power to the transponder, a wider electrical failure, or pilot action on the flight deck.”
Based on the position of the video (see previous post), it would appear that the 737 was landing on RWY 19 (in the opposite direction of the last received ADS-B position). This leased us to believe that the final ADS-B messages we received represent preparation for a possible… pic.twitter.com/b4EIkNBBss
AirNavRadar reported that the same jet declared an emergency two days earlier. However, it appears to be due to a medical emergency onboard.
We can confirm that yesterday, December 27, 2024, the Boeing 737-8AS (Registration HL8088) involved in today's accident declared an emergency and diverted to Seoul.
AirNavRadar reported that the same jet declared an emergency two days ago and diverted to Incheon International Airport. However, a Korean news source states that the reason for the diversion was due to a Chinese passenger complaining of head and chest pain.
Flying a B-52 close behind a tanker during air refueling is one of the most demanding maneuvers in aviation. It may look steady and controlled from the outside, but inside the cockpit, it’s a tense balancing act.
Air refueling is supposed to be a very benign maneuver. But there is nothing ‘normal’ about being in a large aircraft just 6-18 feet away from another airliner-sized jet.
For the uninitiated, it’s more of a clench your jaw, squeeze your calves, and a ‘give it all you got’ type of moment. That apprehension leads pilots to tend to over-control the aircraft. New pilots will typically attempt to move too abruptly into the contact position. Their nerves and lack of experience mean that they’ll either get too close (forcing a breakaway) or fail to maintain a stable-enough position to grab a plug.
From experience, I can tell you that even the most generic, blue-skies weather air refueling between two large aircraft is an intense moment. Add weather, turbulence, darkness, a student boom operator, or a maintenance issue, and the intensity of the moment skyrockets.
It takes discipline, focus, constant practice, and a conscious effort to ‘chill’ while air refueling. Many instructor pilots teach with a mantra that says, “Slow is fast, and fast is slow.” Start stable, stay stable. While the mission requires refueling, it actually wastes more time to make a hasty attempt and fail than to just move towards the refueler at a steady pace.
So I get it, air refueling is hard…What’s your point?
Photo: US Air Force
My point is that the guys in these pictures have balls of steel. B-52 and KC-135 pilots used to execute a ‘confidence’ maneuver known as wifferdills. They not only did it in a dissimilar KC-135 and B-52 formation (which is challenging), but they did it IN contact, meaning that they were less than 20 feet away from each other with a boom connecting the two of them.
The maneuver was designed to build confidence. It was typically reserved for the instructor upgrade program. The philosophy was that air refueling wasn’t just about flying the perfect airspeed, holding a precise attitude, and heading.
As a KC-135 pilot, it was more important to be a stable platform. Any control inputs should be predictable. Any abruptness or large adjustments would make the receiver’s job harder, if not impossible. For the B-52 pilot, it was important to teach upgraders that successful air refueling meant following the tanker.
They should do what the tanker does to get the gas. If the pilot successfully followed the tanker and avoided focusing on the horizon or other distractions, they would get the gas. To prove this, the instructors’ crews would coordinate a wifferdill. If the student stayed ‘on the boom’ during the maneuver, they would be surprised to recognize that they were slicing through the sky at sharp (but not heavily loaded) bank angles.
Do they still do this training?
Sadly, no. This training was done when the KC-135 and B-52 were both part of Strategic Air Command, or SAC. SAC pilots took intense pride in flying excellence, professionalism, and discipline. Once SAC was dissolved, KC-135s moved over to Air Mobility Command in the early 1990s. The wifferdill ‘confidence maneuver’ faded with the command. Air refueling today is much more benign.
The Concorde was said to be ahead of its time in the 20th century, achieving a speed of 1,354 miles per hour — twice the speed of sound. The Concorde was capable of flying from London to New York in under three hours. It was discontinued in 2003, and none of the 20 Concordes made are still flying today.
Some passengers are curious if there are plans for an even faster jet, and many companies from around the world are working tirelessly to achieve this milestone. Here are four revolutionary jets looking to make history in the future.
Boom Overture: The Self-Proclaimed ‘ World’s Fastest Airliner’
Four Jets Promising to Travel Faster than the Concorde 72
Boom promises the Overture jet to achieve a Mach speed of 1.7 above water, and can carry a range of 64 to 80 passengers in a business configuration. United Airlines states an overture flight from Newark to London would take three and a half hours. Also having been ordered by American Airlines and Japan Airlines, this could be one of the more accessible high-speed jets one would board in the near future.
Former Concorde Pilot Mike Bannister got to pilot the Overture during a flight deck test and had this to say about Boom’s promising supersonic aircraft:
“I’ve long believed that Overture is the rightful successor to Concorde…After experiencing Overture’s flight deck, which is incredibly well designed and delightful to fly, my excitement and enthusiasm for this aircraft has only intensified.”
Boom is also developing its own engine known as ‘Symphony’ with StandardAero assisting in both production and testing in San Antonio, Texas.
Founded in Denver, Colorado, Boom’s Overture aircraft will be assembled in Greensboro, North Carolina. Boom press releases indicate that the Overture may be able to fly with passengers starting 2029.
Venus Detonation Ramjet: Faster than the Concorde?
Top Speed
4,603 miles per hour
Capacity
Unknown
Range
5,000 miles
Planned Year for Service
Unknown
While Venus Aerospace manufactures its own jets, the company is creating a buzz around a new hypersonic engine. The Venus Detonation Ramjet 2,000lb (VDR2) promises to become a ‘major breakthrough’ in fast travel.
The VDR2 comprises just one simple engine that can hope to achieve up to 3,000 miles per hour, or Mach 6, on its aircraft. This versatility allows other manufacturers to potentially build their own supersonic jets with a capable engine such as the VRD2.
The Texas-based company has partnered with Ohio company Velontra to develop this new engine. Velontra Chief Operating Officer Eric Briggs addressed the media on this partnership:
“We can’t wait to dig in, make the first one fly, and ultimately perfect an engine concept that has lived mostly in textbooks but never as a production unit in the air.”
Venus Aerospace is hoping to give the engine its first drone-operated flight in 2025.
Venus also plans to begin production of the Venus Stargazer M400 some point in the 2030s. The Stargazer is slated to seat a dozen passengers at a time and achieve a Mach 9. At 6,905 miles per hour, such aircraft would fly from New York to Tokyo in just an hour.
Nanqiang: From China to Los Angeles in Just Two Hours?
China also has plans to develop a hypersonic jet that may also achieve Mach 6. The Nanqiang No. 1 is said to fly anywhere in the world in two hours or less — “just as convenient as riding your local bus.”
Having started in 2019, the project is taking place at an unnamed location inside China’s Fujian Province. Lead project scientist Yin Zeyong claimed the Nanqiang will ‘change human civilization’.
The Nanqiang’s engine will be a combined cycle engine. The lab dubbed it the “MUTTER” engine, standing for ‘”‘multi-ducted twin-turbines ejector-ramjet’. The engine will also be equipped with two supplemental turbine engines.
In terms of seating capacity, the Nanqiang is currently planned to only have 10 passenger seats.
The similarities with Venus Aerospace don’t stop there. China will also plan to conduct a drone-piloted flight of the Nanqiang in 2025. The lab projects 2035 as a tentative date for when the plane will officially be ready to fly passengers.
Will the Yunxing Be First to Fly?
Yunxing Aircraft designed by Space Transportation for supersonic travel.
While not promised to be as fast as the Nanqiang No. 1 or Stargazer M400, the Yunxing will still look to achieve speeds of up to 3,045 miles per hour. At Mach 4, the Yunxing is said to be twice as fast as the Concorde.
As a tradeoff for slightly slower speeds compared to the other “Mach 6” jets, the Yunxing will be able to carry as many as 70 passengers at a time. A hypothetical London flight to New York would take the Yunxing under two hours.
The Yunxing will also be able to fly at an altitude of over 65,600 feet. Passengers who fly as high as 50,000 feet are able to see the Earth’s curvature.
Despite the successful test flight, Chinese professors claim more fine-tuning can be done to make further improvements on the Yunxing. Despite this, Space Transportation is aiming to get the Yunxing in service by 2027. This is a good handful of years before we could get to see the Stargazer M400 or Nanqiang No. 1.
Elegant and offering pressurized cabin comfort, the Airspeed AS.57 Ambassador found a brief niche with BEA British European Airways, whose image was elevated because of it. A crash with Manchester United Team defined an otherwise mid-century airliner
Design Origins of the Airspeed AS.57 Ambassador
As had occurred in other parts of the world, sights set on World War II’s end signaled a beginning—in this case, of commercial aviation no longer interrupted by conflict and the development of passenger, cargo, and mail aircraft optimized for it.
Taking its name from Lord Brabazon of Tara, the Brabazon Committee was established in Britain to study the emerging markets and then determine the most suitable types to serve them, whether powered by piston, turboprop, or pure-jet engines.
Aircraft Was Designed To Replace The DC-3 and Vickers Viking
Airspeed AS 57 Ambassador G-ALZR of BKS, Liverpool 1968. Image: Calflyer001, CC 2.0
One encompassed European routes, on which the Douglas DC-3 and the Vickers Viking had mostly been deployed, but their replacements needed to incorporate increased seating and the latest technical advancements.
Airspeed was selected to fill the Brabazon Committee’s Type 2A requirement.
Founded in Yorkshire by Alfred Hessel and Neville Shute Norway, both of whom were airship engineers, in 1931, it entered the aerial stage with its AS.1 Tern, a small glider which attracted publicity because of its record-breaking flights. It was followed by its first powered airframe, the ten-passenger AS.4 Ferry, which featured two de Havilland Gipsey II engines and a third upper wing-mounted Gipsey III.
Airspeed Was Formed
Renamed Airspeed (1934) Limited that very year after it was financially-supported by Swan Hunter Wigham Richardson, Ltd, Tyneside Shipbuilders, it was able to embark upon a more ambitious design program, eventually producing the AS.6 Envoy, the AS.8 Viceroy, and the AS.10 Oxford.
“With the outbreak of war in September 1939, Airspeed found itself with a range of aircraft which did not meet the beckoning requirements of the Royal Air Force (RAF), and in 1940 it was announced that de Haviland Aircraft Company had purchased a controlling interest in Airspeed (1934) Limited,” according to BAE Systems.
It was subsequently chosen to manage the Ministry of Aircraft production facility in Christchurch, New Zealand, one of Britain’s commonwealth countries.
Although it concentrated on the production of de Havilland types, such as the Mosquito, the Sea Vixen, and the Vampire, it was tasked with developing Britain’s first purposefully-designed post-war airliner.
“Entered upon in 1943, the Airspeed AS.57…had been seen as belonging to a second post-war generation to replace improvised aircraft or types not ideally suited to the routes, which would be hurried into operation when the war ended,” advises C. Martin Sharp in DH: A History of deHavilland (Airlife, 1982, p. 287).
Design Features of the Airspeed AS.57 Ambassador
Resembling, in overall configuration, the Fokker F.27 Friendship and the Handley Page Herald of the day, the AS.57 Ambassador featured a clean, all-metal, almost circular cross section fuselage with an 82-foot length. Low to the ground, it facilitated boarding, loading, servicing, and maintenance.
One of its cornerstones was its thin, high-aspect ratio, high-mounted, 115-foot wing, which increased speed, decreased drag, and afforded unobstructed passenger views from the cabin.
Power was ultimately provided by two 2,625-hp wing-installed, nacelle-encased, 18-cylinder, two-row Bristol Centaurus 661 radial engines, whose advantages were many.
A large power reserve in the event of engine loss.
A high cruise speed.
The ability to in- or decrease cruise speed based upon departure delay or other-airline competition on the same route.
Yaw axis control was achieved by means of three vertical fins and drag was decreased with a retractable tricycle undercarriage.
How Many People Could the Airspeed AS.57 Ambassador Carry?
Airspeed initially considered 40-passenger four-abreast and 60-passenger four- and five-abreast internal configurations in a pressurized cabin.
How Fast Could The Airspeed AS.57 Ambassador Fly?
Speed varied from a 260-mph cruise to a 312-mph maximum. Range was 550 miles, sufficient for most continental European routes.
An Elegant Design
“The Airspeed AS.57 Ambassador was an elegant, high-wing, two piston-engine airliner design with triple tail fins,” according to BAE Systems’ “Airspeed Ambassador: The Elizabethan Class Airliner of the 1950s” entry. “It had its origins in the Brabazon Committee’s Type 2A (category), originally calling for a piston-powered short-haul feederliner intended to replace the Douglas DC-3 to Ministry Specification 25/43.”
Two prototypes were authorized and their performance was seen as leading to airline interest and orders.
Flight Test Program Ready To Launch The New Airspeed AS.57 Ambassador
Powered by two 2,400-hp Bristol Centaurus 631 engines and piloted by Chief Test Pilot George B. S. Errington and Flight Engineer John Pear, the first prototype, registered G-AGUA, took to the air from Christchurch on July 10, 1947 still in unpressurized form. Although its 45-minute maiden mission could be labeled “satisfactory,” it revealed a few shortcomings, including less-than-effective ailerons and the need for additional flight control development.
The second prototype, G-AKRD, featured both pressurization and a fixed tail bumper to minimize under-fuselage damage in the event of runway strikes when it first flew in August of 1948. But while the airfoils of both were designed to increase lift, they revealed that they required additional strengthening, which delayed the program.
The type’s pressurization was tested when a fuselage was submerged in Portsmouth Docks, located only a short distance from the production plant.
Launched With An Order For 20 Aircraft
BEA, which placed a 3 million British pound launch order for 20 aircraft on September 23, also provided input about needed modifications for its routes, particularly a 47-passenger interior.
A third prototype, conforming to an Ambassador 2, introduced the more powerful Bristol Centaurus 661 engines and gross weight increase from 45,000 to 52,500 pounds. This was later increased to 55,000 pounds.
Airspeed AS.57 Ambassador Enters Service
Having principally operated smaller, earlier-generation aircraft, such as the Vickers Viking and the Douglas DC-3, BEA eagerly needed the larger, more modern Ambassador to enhance its image and cater to greater demand, particularly on the well-traveled continental routes, during the summer of 1951.
Because the modification-caused delays hindered timely delivery, it temporarily operated a loaned example, registered G-ALZN, replacing some of its Vikings between Northolt and Paris.
Delivery of its first full-production standard aircraft, G-ALZS, enabled it to enter a new chapter in its history. As the largest, most modern, and luxurious type it ever operated, it emphasized its newly-introduced prestige by dubbing it “Elizabethan Class,” and each was named after a notable figure from the Elizabethan era. It was inaugurated into service between London and Paris-Le Bourget on March 13, 1952.
Initial Success
Although it progressively replaced its Vikings with AS.57s and took delivery of all 20 ordered aircraft by March of the following year, it introduced all-first-class Silver Wing service on certain routes.
“The Elizabethan Class was an instant success, so other key routes were quickly introduced and at one point, the Ambassador became BEA’s most used aircraft, each attaining more than 2,230 flying hours per annum,” according to BAE Systems.
In its April 17, 1955 timetable, by which time it had already begun to take delivery of turboprop-powered Vickers Viscounts, it advertised, “Fly BEA Silver Wing: First Class services to Paris, Brussels, and Lisbon,” the first two of which were served with Ambassadors.
“Elizabethan airliners leave London Airport daily at 1:00 p.m.—flying time one hour, 20 minutes,” its timetable further noted. “Daily return service leaves Paris at 12:30 p.m.” The Brussels flight departed at 12:45. “Special ‘Silver Wing’ lunch served,” it emphasized.
An aircraft schematic indicated a three-person cockpit crew consisting of the captain, the first officer, and the radio officer; a forward galley and baggage compartment; a 47-passenger cabin with some rear-facing seats; and an aft wardrobe, toilet, and freight hold. Its “Elizabethan” aircraft, it stated, were de Havilland-Airspeed AS.57s, of which it operated twenty.
Tragedy Strikes With Manchester United On Board
Newspaper coverage of the Manchester United crash. Image: edwin.11 Flikr
Although the type was involved in a few nonfatal mishaps, its record was shattered on February 6, 1958 when aircraft G-ALZU, chartered by Manchester United and operating as Flight BE 609, failed to achieve airborne speed at the Munich-Riem Airport.
After beating Red Star Belgrade and making it through to the European Cup’s semi-finals, the football players boarded the AS.57, which made an intermediate refueling stop in Germany.
Under the command of Captain James Thain, it twice conducted its acceleration run, only to be twice aborted because its engines failed to achieve their full power output.
Despite mounting snow and slush, the crew elected to make a third takeoff attempt, now penetrating near-blizzard conditions. Plowing through speed-inhibiting accumulations, it was unable to reach its rotation speed and careened through a fence and into a house instead.
“Thick flames began to envelop the plane…the house caught fire before a hut filled with tires and fuel exploded,” according to Tom Herbert’s “Munich Air Disaster” coverage of the crash in the London Evening Standard.
Of the six crew members and 38 passengers on board, two of the former and 21 of the latter perished, and it took a decade to exonerate the captain, who was initially accused of attempting the takeoff without proper deicing, before the probable cause was ultimately determined as obstructing surface conditions.
Program Conclusion
In order to market the Ambassador, P. E. Gordon-Marshall of the de Haviland business department was appointed to the Airspeed board, but de Havilland itself acquired control in 1948 and fully absorbed it three years later.
“The Airspeed spirit remained, and nothing did more to keep it alive than the stalwart service which the fleet of Ambassadors…gave it for five to six years on the routes of BEA, albeit under the name Elizabethan, which the airline bestowed on it,” according to Sharp (op. cit., p. 289).
After those five or six years, it began to replace its AS.57 fleet with faster, turboprop-powered Viscounts, to which its passengers flocked when given the choice, leaving it to operate its last revenue service on July 30, 1958.
Nevertheless, as the type’s only original carrier, it was able to claim many achievements—namely, it resulted in lower operating costs, a decline in time needed for maintenance, higher load factors than those experienced by any other aircraft it had flown up to the summer of 1957, and a longer service life of its Bristol Centaurus engines than that of any other powerplant it had employed.
In March of 1957, it recorded a 71.9-percent load factor on its Ambassador flights and during the five years preceding it, its fleet had accumulated 151,741 airborne hours.
Second-hand examples were subsequently acquired by the likes of Autair International, BKS Air Transport, and Dan-Air.
Program Discontinued
While it was originally envisioned as offering turboprop power in a later version, de Havilland, increasingly focused on pure-jet Comet development, discontinued the program after two Ambassador 1 prototypes, a single Ambassador 2 prototype, and 20 production-standard Ambassador 2s had been produced.
Sole Survivor That You Can Still See Today
Aircraft G-ALZO, first delivered to BEA on November 25, 1952, became the last to survive, although only in static form.
After its initial operator career, it was used for VIP and transport flights by the Royal Jordanian Air Force in 1960 and then acquired by Dan-Air three years later, at which time it was retrofitted with a rear fuselage cargo door by Marshall of Cambridge, enabling it to undertake passenger and freight flights. The aircraft operated the type’s last scheduled service on September 28, 1971.
Only one AS.57 Ambassador remains today. Image: Alan Wilson
“It was then retired to the Dan-Air Maintenance Base at Lasham,” according to the British Airliners Collection website. “It remained at Lasham until 1986, when it was donated to the British Aircraft Collection and transported by road to Duxford. After long-term restoration in its Conservation Hangar, it was rolled out to join the other airliners in the collection in April 2013.”
