Frontier Airlines announced a significant route expansion that will take place in the coming months. These new routes will give more travelers opportunities to fly to their ideal destinations on a budget.
Some of these new routes offer fares starting as low as $19 per customer. This gives customers a convincing pitch to choose Frontier over another airline in the near future.
New Frontier Airlines Routes
Frontier Airlines has outlined its 16 new routes that will start in February and March of next year. A total of 21 destinations are among these routes.
One of these routes is exclusive to the Caribbeans, as Frontier will fly once weekly between Antigua and Barbuda and Puerto Rico. Antigua and Barbuda is also one of the destinations that Frontier is returning to since the COVID-19 pandemic, along with Tucson, Arizona and Reno, Nevada.
Here’s a breakdown of Frontier’s newest flights for 2025:
Departure
Arrival
Frequency
Start Date
Intro Fare
V.C. Bird International Airport (ANU)
Luis Muñoz Marín International Airport (SJU)
Once weekly
15 February, 2025
$59
Hartsfield-Jackson Atlanta International Airport (ATL)
Indianapolis Airport Authority (IND)
Three times per week
7 March, 2025
$19
Austin-Bergstrom International Airport (AUS)
Cincinnati/Northern Kentucky International Airport (CVG)
Twice weekly
7 March, 2025
$59
Austin-Bergstrom International Airport (AUS)
Chicago O’Hare International Airport (ORD)
Three times per week
6 March, 2025
$69
Austin-Bergstrom International Airport (AUS)
Orlando International Airport (MCO)
Three times per week
6 March, 2025
$49
Austin-Bergstrom International Airport (AUS)
Phoenix Sky Harbor International Airport (PHX)
Twice weekly
7 March, 2025
$69
Bradley International Airport (BDL)
Miami International Airport (MIA)
Twice weekly
13 February, 2025
$19
Nashville International Airport (BNA)
Orlando International Airport (MCO)
Three times per week
7 March, 2025
$19
Reno-Tahoe International Airport (RNO)
Harry Reid International Airport (LAS)
Three times per week
7 March, 2025
$19
Denver International Airport (DEN)
Reno-Tahoe International Airport (RNO)
Three times per week
7 March, 2025
$19
Denver International Airport (DEN)
Tucson International Airport (TUS)
Three times per week
3 March, 2025
$19
George Bush Intercontinental Airport (IAH)
Tampa International Airport (TPA)
Three times per week
6 March, 2025
$29
Los Angeles International Airport (LAX)
Orlando International Airport (MCO)
Once daily
7 March, 2025
$99
Tampa International Airport (TPA)
Indianapolis Airport Authority (IND)
Three times per week
7 March, 2025
$59
Tampa International Airport (TPA)
Milwaukee Mitchell International Airport (MKE)
Three times per week
7 March, 2025
$59
Orlando International Airport (MCO)
Will Rogers World Airport (OKC)
Twice weekly
7 March, 2025
$69
Furthermore, roundtrip flights and flights back to the original location will also be available.
Frontier Airlines to Add Over a Dozen New Popular Routes in 2025 2
Frontier Executive Comments
Frontier Airlines Vice President of Network and Operations Design Josh Flyr shared his thoughts in the latest press release:
“With our return to Tucson, Ariz., Reno, Nev., and Antigua and Barbuda, and with expanded service from cities coast to coast, consumers can continue to look to Frontier as their ultra-low cost carrier of choice.”
Many new routes in this new expansion start at just $19. However, travelers are encouraged to book in advance to claim these low prices. Frontier is making its case as to why it should be the airline of choice for budget-conscious customers.
Customers have until midnight 26 November to book on one of these new routes and claim the introductory fare. Travelers can book their flights as late as 21 April, 2025. Refer to the press release for blackout dates.
When Grumman began drawing the S2F-1, they were in effect replacing their own previous AF Guardian design- the first purpose-built carrier-based antisubmarine warfare aircraft. The Guardian “system” was actually two aircraft- one to detect and localize contacts using several types of detection equipment (the AF-2W “hunter”), and another aircraft equipped with weapons systems to attack contacts (the AF-2S “killer”). Grumman’s new dedicated carrier-based antisubmarine aircraft would combine both hunter and killer roles into a single airframe.
Official US Navy photograph
A Grumman Design All the Way
Grumman’s G-89 design was conventional, simple, and ruggedly built. Powered by a pair of Wright R-1820 Cyclone radial piston engines, the design featured high-mounted, high-aspect wings spanning more than 72 feet that folded nearly flat over the fuselage for storage onboard aircraft carriers.
The aircraft also featured tricycle landing gear with a stout tail wheel, designed for use when launching via catapult, and a crew of four. The Navy’s Bureau of Aeronautics (BuAer) ordered two prototype XS2F-1 and 15 production S2F-1 aircraft simultaneously at the end of June 1950.
Official US Navy photograph
Sensors We Still Use Today
The Stoof first took to the skies on 4 December 1952. To detect and localize targets, the S2F was equipped with the three tools every antisubmarine aircraft had to have then (and really still do): Radar, Sonar, and MAD. The radar was the Philco/Ford AN/APS-38 X-band system ventrally mounted in a retractable radome.
The non-acoustic sensor operator was seated on the port side of the crew compartment. Sonar was facilitated by passive and active sonobuoys, which were released from the rear of both engine nacelles. Signals from the sonobuoys were received at the acoustic sensor operator’s station on the starboard side of the crew compartment.
Official US Navy photograph
MADMAN! MADMAN! MADMAN! Smoke Away!
The AN/ASQ-8 Magnetic Anomaly Detector (MAD) was mounted at the end of a retractable boom that extended from the extreme aft end of the fuselage below the rudder. The early Stoof variants also had a radome mounted on top of the fuselage forward, just behind the cockpit housing Electronic Surveillance Measures (ESM) equipment. Also mounted in the ESM radome was a particle detector (or sniffer) capable of detecting diesel fuel exhaust particles. A 70 million candlepower searchlight was mounted on the starboard wing. The Stoof was also equipped with smoke marker dispensers for visual MAD datum tracking.
Official US Navy photograph
Warshots For Soviet Targets
To attack and “kill” their targets, operational Trackers were capable of carrying two Mark 34, Mark 41, Mark 43, Mark 44, or Mark 46 lightweight torpedoes or one Mark 90 nuclear depth charge in their 4,800-pound capacity internal bomb bays. Under the outer wing panels, six underwing hard points could also carry conventional Mark 54 depth charges, unguided high-velocity aircraft rocket (HVAR) or Zuni rocket pods, or four more lightweight torpedoes. Later Tracker variants could also carry AGM-12 Bullpup air-to-ground missiles.
Official US Navy photograph
Continuously Improving the Stoof
As S2Fs served over the years, they were upgraded and improved. The ESM ventral radome was removed, and the sensors were relocated to rounded wingtip housings. The engine nacelles were modified to allow carriage of additional sonobuoys (too many of which no sensor operator [or senso] could possibly have).
As sonobuoys, their associated receivers, and other detection and localization equipment improved, those improvements were integrated into the Tracker fleet. In 1962, when the entire aircraft designation system was revised, the S2F-1 Trackers were redesignated as the S-2A Trackers. And so on…
Official US Navy photograph
What Couldn’t the Tracker Do?
Trackers were also adapted for other roles. S2F-1T/TS-2A Trackers served as multi-engine trainers. S2F-1U/US-2A (and later US-2B, US-2C, and US-2F) Trackers had their ASW mission equipment removed and seats installed in their place. The Marines even operated a few US-2As and US-2Bs. The S2F-2P/RS-2C was a single photo reconnaissance version of the Tracker.
Beginning with the S2F-3/S-2D, the Tracker received a fuselage extension just aft of the cockpit, larger tail surfaces, increased fuel capacity, and those modified engine nacelles. The S2F-3S/S-2E received improved detection equipment. When the Navy needed an electronic warfare trainer aircraft, the WS-2D filled the role. The S-2G was the last ASW version of the Tracker, derived from improved previous-build S-2Es.
Official US Navy photograph
For the rest of the Tracker story, bang NEXT PAGE below
When you think of meals suitable for first class, what’s the first thing that comes to mind? If you answered a fast food cheeseburger, you may have something in common with the folks at Delta Air Lines.
Starting next month, cheeseburgers from Shake Shack will make their way on the first class menu on select Delta flights. Delta executives explain the decision in the company’s most recent press release.
Shake Shack Cheeseburgers at 35,000 Feet
Delta Air Lines will soon debut the signature Shake Shack ShackBurger for first class passengers. These burgers will first become available on flights of over 900 miles in distance departing Boston Logan Airport starting 1 December. The airline plans to introduce the burger to more markets ‘throughout 2025’.
The ShackBurger features a 100% Angus beef patty with cheese, tomato, lettuce, and trademark ShackSauce in between two toasted potato buns. Customers can also opt to order a plain Shake Shack Cheeseburger.
Customers also receive chips, a Caesar salad, and a dark chocolate brownie along with their burger.
Image: Delta Air Lines Entrée – ShackBurger – toasted potato bun, beef patty, cheese slice Salad – SS salad w/ Caesar dressing (no brand/packaging) Side – 1 lettuce, 2 sliced onion rings, 2 sliced tomato, 2 pickles chips, SS sauce (1 oz) Side – crinkle cut potato chips – 1 oz (no brand or packaging) Side – Brownie – 1.2 oz (no brand or packaging) Bev – (Rockglass) – domestic beer (Miller Light,)
Delta Air Lines Managing Director of Onboard Service Stephanie Laster explained the decision to introduce the burger in first class.
“A delicious cheeseburger is an iconic comfort food…which is why burgers are one of the top ordered menu items we offer, and we’re thrilled to elevate the offering with Shake Shack,” Laster said. “Shake Shack’s people-first culture and commitment to enriching their neighborhoods are spot on with our own brand values of service excellence and helping the communities we serve.”
How to Order a Shake Shack Burger First Class
First class travelers on participating Delta flights will need to pre-select the burger up to 24 hours before the scheduled departure time. The option to pre-select meals will be available the week before the flight.
Customers can access the pre-select menu through Delta’s Fly Delta mobile app. From there, customers will be able to choose a Shake Shack Cheeseburger. Extra toppings will also be available to upgrade the cheeseburger into the ShackBurger.
Alternatively, customers can access the menu on a web browser. Customers must find a specific email from Delta and click on the link to get to this menu and make a meal selection.
Delta has also recently updated its seasonal wine selection for Main Cabin passengers and up. Travelers will be able to enjoy a flavorful new wine along with a Shake Shack burger, Butternut Squash Ravioli, or another Delta delicacy on the menu.
The wait is over: it’s release day for Microsoft Flight Simulator 2024.
The game builds on the staggering success of the world’s most popular flight simulator series and is the most immersive and technologically advanced flight simulator to date.
Microsoft is launching the game simultaneously worldwide today (19 November). Players can download the game beginning at 1100 EST / 0800 PST.
Microsoft Flight Simulator 2024 is cleared for landing! Please consult the Arrivals Board to confirm the release time in your local area. 🛬 pic.twitter.com/zjMxTUW9Sm
Four different game editions are available, each with unique features and requirements.
Standard ($69.99): This is the basic version of MSFS24 and includes over 65 aircraft and 150 airports.
Deluxe ($99.99): This edition includes all features from the Standard Edition plus ten additional aircraft and five additional airports.
Premium Deluxe ($129.99): This upgrade includes all the features of the Standard Edition, plus 25 additional aircraft and ten additional airports.
Aviator ($199.99): This upgrade includes all the features of the Premium Deluxe Edition plus the complete fleet of 30 Microsoft Marketplace aircraft available for MSFS between 2021 and 2024.
Given the advanced technology and the graphically intensive gameplay, Microsoft Flight Simulator 2024 requires robust hardware to run smoothly.
Minimum technical specifications indicate users will need at least 16 GB of RAM. However, Microsoft’s ideal RAM specification is 64 GB. At least 50 GB of free storage is recommended across the board.
Check out the complete list of PC specifications below.
Minimum, recommended, and ideal system settings for Microsoft Flight Simulator 2024 | IMAGE: Microsoft
What’s New in MSFS24
Air Racing in MSFS24 | IMAGE: Microsoft
One of the standout features of Microsoft Flight Simulator 2024 (MSFS24) is its stunning graphics. Leveraging the latest in gaming technology and powered by French video game developer Asobo Studio, MSFS24 features hyper-realistic visuals that blur the line between real life and digital life. The game world is rendered in stunning detail using satellite data and Azure AI, from bustling global cityscapes to serene rural landscapes. The game utilizes real-world data to simulate hyper-realistic weather patterns, day-night cycles, and seasonal changes. Additional atmospheric and weather features include the Northern and Southern Lights, tornadoes, hurricanes, and other severe storms.
Screenshot from MSFS24 gameplay | IMAGE: Microsoft
In addition, the game features live air traffic with accurate models and liveries of airlines worldwide.
The global map in Microsoft Flight Simulator 2024 covers virtually every corner of the Earth. From the remote islands of the Pacific to the sprawling metropolises of Europe, players have the opportunity to explore like never before. The game features major landmarks, natural wonders, and even small local airports – down to 3D tessellated dirt, stones, trees, and grass.
MSFS24 also improves the appearance and performance of maritime traffic on the world’s waterways. Additionally, players will notice marked improvements in vertical obstacles (such as towers, smokestacks, and powerlines), oil rigs, glider airports, and heliports.
On the ground, players will see migrating herds of animals and more realistic vehicular traffic on highways around the world.
MSFS24 Features a Remarkable Lineup of Aircraft
A Boeing Dreamlifter takes off in MSFS24 | IMAGE: Microsoft
MSFS24 introduces many new aircraft, ranging from light general aviation planes to blimps and everything in between. Each aircraft is meticulously detailed, both externally and internally, with accurate cockpits and flight dynamics. Microsoft has worked closely with aviation experts and pilots to ensure that each plane behaves as it would in the real world, offering a true-to-life flying experience.
Areas of improved flight performance and simulator technology include accelerated download, load, and installation times, enhanced aircraft electrical, fuel, pneumatic, and hydraulic systems, improved avionics, and enhanced multithreading.
Check out the complete list of new aircraft available in the image below. For more detailed information on the new aircraft types available in MSFS24, click here.
Graphical list of aircraft available in MSFS24 | IMAGE: Microsoft
Endless Missions and Aviation Career Paths
A screenshot of a high seas mission in MSFS24 | IMAGE: Microsoft
Microsoft Flight Simulator 2024 includes authentic aviation missions. Developers have worked with global partners to bring careers in aerial firefighting, search and rescue ops, Coast Guard missions, helicopter cargo hook missions, air ambulance, skydiving, VIP air charters, and air racing to life.
The career mode offers a structured path with missions and objectives that simulate a professional pilot’s journey. This mode will include various challenges, such as emergency situations, complex flight plans, more realistic failures, and problems with wear and tear.
Players will notice a massive improvement in the flight management system in MSFS24. Filing flight plans is much more intuitive, with users able to file on their web browser, phone, in the game menu, or in the cockpit.
MSFS24 also introduces an electronic flight bag, pilot walkarounds, and detailed pre-flight inspections.
Screenshot of gameplay in MSFS24 | IMAGE: Microsoft
The Future is Here
Screenshot of MSFS24 gameplay | IMAGE: Microsoft
If you’re one of the lucky ones to have the opportunity to play MSFS24 later today, please let us know what you think!
However, consider upgrading your system before taking flight. Upgrading your GPU and CPU is the most impactful way to prepare your system for MSFS24. While Microsoft has issued minimum requirements for the game, let’s not kid ourselves: the sophisticated and immersive technology at our fingertips in MSFS24 requires robust and top-of-the-line performance. Nobody wants to fly through a thunderstorm over Paris during the Aurora Borealis in a hot air balloon while their system drags.
It’s hard to imagine where flight simulation will go from here. But whenever we think technology has reached its limit, something better comes along. The same goes for Microsoft’s flight simulator franchise. Since its launch in 1982, Microsoft Flight Simulator has captured the imagination of avgeeks and aviation enthusiasts of every age.
MSFS24 is no exception.
The future is here.
For a complete FAQ guide to Microsoft Flight Simulator 2024, click here.
Pualani is returning to New Zealand this holiday season. Hawaiian Airlines will operate flights again from Hawaii to New Zealand for the next six months. The company cherished the first flight from Auckland on Saturday.
Haere Mai, Hawaiian Airlines
The past weekend kicked off the return to New Zealand for Hawaiian Airlines. The airline will operate nonstop flights connecting Honolulu, Hawaii and Auckland, New Zealand from now until late April of next year.
To commemorate the first flight of the season, Hawaiian Airlines staff welcomed New Zealand travelers on Flight HA446 with fresh orchid leis on their arrival in Honolulu.
Hawaiian will conduct six flights per week involving the seasonal route: Three flying to Auckland and three flying back to Honolulu. On Mondays, Wednesdays, and Fridays, Flight HA445 will depart Honolulu at 1305 and arrive in Auckland at 2120 next-day. Tuesdays, Thursdays, and Saturdays are when Flight HA446 will fly from Auckland at 2330 and land back in Honolulu at 915 the following day.
All flights will take place on an Airbus A330 that seats up to 278 passengers. The last flight of the season is scheduled for 30 April, 2025.
Hawaiian also sees the Auckland-Honolulu route as an opportunity for New Zealanders to connect flights to continental U.S. cities such as New York, Los Angeles, or Seattle.
Photo: Hawaiian Airlines
Williss on the Honolulu-Auckland Seasonal Route
Hawaiian Airlines Regional Director Russell Williss added comments upon the beginning of the returning seasonal route:
“A tremendous level of care has gone into ensuring the return of our service was a success — for both our wonderful guests and incredible employees, who are just as excited to serve this important part of our network.”
Hawaiian also touts this route as the very first time Kiwi travelers can access Starlink Wi-Fi in the air. The Elon Musk satellite internet service provides super-fast internet from anywhere, capable of video-streaming and conference-hosting without any slowdowns.
Hawaiian Airlines has been flying to and from Auckland since the spring of 2013. The two Pacific Islands are separated by 4,400 miles. The airline also recently celebrated its 40th anniversary of operating flights to and from American Samoa.
Low-cost U.S. airline Avelo Airlines is taking a big leap forward with flights outside of U.S. territory for the first time. Two new Avelo international routes are starting over the next month.
This move comes to create healthy competition for Breeze Airways, which is a post-COVID airline rapidly gaining momentum. The two airlines will share similar routes along America’s eastern seaboard for the foreseeable future.
A Rastafarian Route
Avelo Airlines made its first official flight outside of the U.S., this past weekend. The first foreign flight touched down at Sangster International Airport in Montego Bay, Jamaica. The inaugural flight had over 150 passengers on board, flying from Bradley International Airport in Hartford, Connecticut.
Avelo will manage one flight each on Wednesdays and Saturdays from Connecticut to Jamaica. These flights will be using the airline’s Boeing 737 aircraft.
This route was decided strategically by Avelo brass As over 50,000 residents in Connecticut have Jamaican ancestry, the airline sees the route as an opportunity to create convenience for those that want to see friends and family in the Caribbeans.
Avelo CEO Andrew Levy addressed members of the media regarding the first flight to Jamaica:
“This is a significant milestone for Avelo. With a large Jamaican community residing in Connecticut, we are looking forward to making it easier for them to connect with family and friends.”
CEO of Sangster Airport Shane Munroe also had encouraging words about the new route:
“We are confident that this will not only boost tourism to Jamaica but also open more opportunities for cultural exchange and business between the two regions.”
An Avelo Airlines Boeing 737-800 at Hollywood Burbank Airport on 07 April 2021 | IMAGE: Joe Scarnici/Getty Images for Avelo)
This new route announcement to Jamaica was made right after Avelo claimed its own base at Bradley Airport. The base opened on 7 November. Aside from international flights, Avelo will use the airport to fly to Concord, North Carolina, Wilmington, North Carolina, Daytona Beach, Florida, Lakeland, Florida, and Houston, Texas. Flights will operate to each destination twice weekly.
Saying “Hola” to Avelo International Routes
Avelo is also commencing its second international route very soon. Starting 20 November, Avelo will fly from Houston to Cancun, Mexico. Avelo will also plan flights to Cancun from Hartford in the future.
Connecticut Governor Ned Lamont gave his thoughts on the state’s relationship with the airline:
“Over the last several years, Bradley has implemented many major improvements that have resulted in this airport being ranked by leading travel analysts as one of the best in the nation.”
“The addition of Avelo Airlines at Bradley will only increase this airport’s reputation as one of the most convenient airports in the northeast. I look forward to Avelo’s continued growth in Connecticut.”
The U-2 Dragonfly was not only tested on a carrier; the jet also successfully carried out a CIA spy mission.
A while ago, we wrote an article about a C-130 that did carrier trials. As hard as it is to believe, a Lockheed KC-130F Hercules tanker conducted a series of test landings and takeoffs from the deck of the USS Forrestal (CVA-59). The crew made 29 touch-and-go landings, 21 full-stop landings, and 21 unassisted takeoffs. They were deck-run takeoffs (without catapult assist) while weighing from 85,000 pounds all the way up to 121,000 pounds.
The KC-130 wasn’t the only unique aircraft trialed by the Navy. Did you know that a U-2 was actually tested on an aircraft carrier as well?
Less than a year after the KC-130 conducted tests, the U-2 attempted to land on the deck of the USS Ranger (CVA-61). The U-2, specially modified and known as a U-2G, had additional equipment added to it in order to support carrier ops. The plane had strengthened gear and a tail hook to enable carrier operations.
Why did they need a U-2 on an aircraft carrier?
At the time, the CIA saw the U-2 as the ideal observation and spy platform. Unfortunately, the U-2 was also a very sensitive platform–both militarily and politically. Just a few years earlier, Francis Gary Powers’ U-2 was shot down over the Soviet Union. Many of the United States’ most trusted allies worried that hosting the spy aircraft could lead to riling up the then very powerful and influential Soviet Union.
Thus, Operation Project Whale Tale was launched. It was conceived as a way to launch necessary spy activities in both areas that were previously difficult to access. A side effect was to avoid any political entanglements from launching from allied territories.
Back When a U-2 Spy Plane Operated From an Aircraft Carrier 25
Was it a standard U-2?
The U-2 that they used for the test was an off-the-shelf U-2 with some important modifications. The modified spy jet, then renamed the U-2G, required strengthened landing gear and internal structures to handle the loads of a carrier landing. It also needed an arrestor hook.
The pilots selected for this program trained on the modified aircraft. Learning to operate the aircraft in such tight spaces was no small feat. Remember that landing a U-2 is no easy feat, even under normal conditions. Visibility in the aircraft is poor. This is due to the aircraft’s design and the pilots wearing a visibility-limiting spacesuit in a tight, fighter-like cockpit. On short final, the spy plane pilot is talked down by a guide vehicle (usually a sports car) that rendezvous with the aircraft on the runway.
Below is a video of a typical U-2 approach, highlighting the challenge of landing a U-2 on an 8,000+ foot runway, courtesy of our friends at AirshowStuff.
It wasn’t perfect but, landing a U-2 on a carrier was possible!
According to an excellent synopsis in Air and Space Forces Magazine, testing began in 1963 when a standard U-2 with the aforementioned modifications was hoisted onto the deck of the Kitty Hawk. Lockheed test pilot Bob Schumacher took off with a full fuel load and a deck run of 321 feet. A CIA report on subsequent landing tests stated that “the aircraft bounced, hit hard on one wingtip, and then barely managed to become airborne again before reaching the end of the deck.”
After reviewing the test data, the U-2 was further modified with flight control modifications, like spoilers, to increase control and decrease lift for the more precise carrier landings. The upgraded model became known as the U-2G. The first successful (and uneventful) landing occurred on 2 March 1964.
Back When a U-2 Spy Plane Operated From an Aircraft Carrier 26
Just two months later, the CIA selected the U-2G for assignment in an operation known as Operation Fish Hawk. The mission was to observe French nuclear activity in the South Pacific. The U-2 was the perfect aircraft for such a feat.
According to the CIA website, “The U-2G took off successfully on 19 May 1964, but cloud cover obscured a number of the targets, so a second mission was authorized for 23 May. This sortie succeeded brilliantly, capturing high-quality photographs of all targets. The after-action report read, “From an operational and security standpoint, this was one of the most successful operations of this nature ever conducted by the United States.” Detailed analysis of the photography resulted in an in-depth report in August 1964 that fully answered questions concerning the major aspects of the French nuclear program.”
Why Did the U-2 carrier program end?
While the mission was successful, the U-2 carrier program did not last. The reasons for its demise were twofold. By the mid-1960s, the U-2 was no longer the only choice for observation and high-quality imagery missions. Other platforms were emerging that offered better and safer ways to spy. High-resolution spy space satellites, as well as the much faster SR-71, were becoming a reality.
The other catalyst behind the demise of the sea-based U-2G was the fact that the aircraft was never ideal for an aircraft carrier. After all, the U-2 had a large footprint on a relatively small deck of carriers from that day. Besides its relatively large size, operating a giant glider-winged jet that is notoriously squirrely from such a small flight deck was always risky.
With better options, it became almost a no-brainer to back away from such a difficult program.
Spirit Airlines, the Florida-based ultra-low-cost carrier, has officially filed for bankruptcy protection as it battles to restructure its finances.
Once celebrated for pioneering low fares with numerous add-on fees, the airline has struggled to keep up with industry challenges and mounting debt obligations.
Breaking Point: Debt, Rising Costs, and a Merger That Never Materialized
A Spirit Airlines jet taxis past a JetBlue Airbus at the gate at Fort Lauderdale-Hollywood International Airport (FLL) | IMAGE: Photo by Randolph Rojas on Unsplash
Spirit’s bankruptcy follows unsuccessful attempts to secure a merger with Frontier Airlines, which could have provided much-needed financial support. The two budget carriers initially announced plans to merge in 2022, but Spirit shareholders ultimately opted for a competing offer from JetBlue Airways.
However, a federal judge blocked the JetBlue deal earlier this year due to antitrust concerns, leaving Spirit without a strategic partner. A renewed attempt at merging with Frontier fell through in recent months, forcing Spirit to seek other means of financial survival.
Facing a $1.1 billion bond maturity deadline and higher-than-anticipated costs, Spirit turned to bankruptcy as a path forward. The airline has been working closely with most of its bondholders to devise a restructuring plan that would allow it to continue operations.
This plan, known as a “prearranged” chapter 11, would eliminate current shareholders’ equity in the airline. According to Spirit, the restructuring should not impact unsecured creditors, employees, or vendors, meaning customers with tickets and travel credits will not be affected.
Spirit Airlines put out the following statement following its bankruptcy declaration on Monday 18 November:
“Spirit has entered into an agreement with our bondholders that is expected to reduce our total debt, provide increased financial flexibility, position Spirit for long-term success and accelerate investments providing Guests with enhanced travel experiences and greater value. Part of this financial restructuring includes filing a “prearranged” chapter 11.”
Financial Pressure and Operating Losses
Spirit Airlines Airbus A320-271N | IMAGE: Spirit Airlines via Facebook
Spirit’s latest financial disclosures, submitted alongside the bankruptcy filing, paint a picture of an airline facing intense economic pressure. Higher operating costs, diminished profit margin, engine woes, and revenue losses were all cited as contributing factors.
Spirit reported that third-quarter revenue was $61 million lower than expected, partly due to the airline’s recent decision to eliminate fees for changes and cancellations. This shift, aimed at enhancing customer satisfaction, ended up limiting revenue streams that Spirit has historically relied on.
Spirit’s unique business model, which relies on ultra-low base fares with extra fees for everything beyond a basic seat, has been its defining characteristic and a significant revenue driver. However, as economic challenges rise and competitors adapt to similar pricing strategies, Spirit’s fee-driven model has become more challenging to sustain.
Efforts to Stabilize Finances: Reduced Growth and Asset Sales
A Spirit Airlines Airbus A321-271N at the gate | IMAGE: Spirit Airlines via Facebook
To stabilize its finances before filing for bankruptcy, Spirit implemented several cost-cutting measures, including scaled-back growth plans, furloughing pilots, and the sale of some aircraft.
Just recently, Spirit finalized a $519 million sale of 23 planes to GA Telesis, providing short-term financial relief. However, these steps proved insufficient to address the looming debt deadlines, including the requirement to refinance bonds by a late December deadline with its credit card processing partner.
These measures underscore Spirit’s difficult position. While Spirit was once the darling of budget-conscious travelers, offering low fares with plenty of add-on options, the airline industry’s current financial climate has made it increasingly challenging for ultra-low-cost carriers to remain profitable.
Spirit’s growth potential has been limited by high operational costs and increased competition from larger airlines that have adopted similar pricing models, making Spirit’s market advantage less distinctive.
What Spirit’s Bankruptcy Means for the Low-Cost Airline Market
A pair of Spirit Airlines Airbus aircraft at Myrtle Beach International Airport (MYR) | IMAGE: Myrtle Beach International Airport via Facebook
With Spirit now in bankruptcy, the impact on the U.S. low-cost airline market could be substantial. Spirit has stated its intent to continue operating flights throughout the restructuring process, and its agreements aim to protect existing ticket holders and employees.
As Spirit works through the restructuring, it may ultimately emerge as a leaner company with revised financial structures, potentially allowing it to compete more effectively in the long term.
For competitors like Frontier, Spirit’s bankruptcy presents an opportunity to strengthen its own position in the budget travel market without the potential challenge of a merged Spirit-Frontier entity. Meanwhile, other major U.S. airlines, such as Southwest and American Airlines, may benefit from less competitive pricing pressure from Spirit as it focuses on rebuilding.
The broader impact on customers, however, remains to be seen. While Spirit’s bankruptcy is not expected to impact flights, customers may find fewer ultra-low-cost options in the near term as Spirit reconsiders its pricing model and competitive approach. Depending on how Spirit emerges from restructuring, travelers could see changes in the range and availability of Spirit’s budget-friendly fare options.
According to Spirit, customers can use tickets, credits, and loyalty points as usual. In addition, the Free Spirit loyalty program, Saver$ Club perks, and credit card terms will all remain intact during bankruptcy.
Positioning Itself for Long-Term Success
A screenshot from Spirit Airlines’ bankruptcy information page | IMAGE: SpiritGoForward.com
Spirit’s fate is a byproduct of the challenges associated with ultra-low-cost air travel. While the model has provided immense value for budget-minded travelers, it leaves airlines particularly vulnerable to cost fluctuations and competition from both budget and legacy carriers.
If Spirit successfully completes the restructuring, it could demonstrate a path forward for other low-cost airlines facing similar financial challenges. However, if Spirit struggles to adapt, it may signal the need for a revised approach to ultra-low-cost air travel in the United States.
As Spirit moves forward, its restructuring will likely involve some tough decisions, not only on financial fronts but also on its overall business strategy. Spirit can recalibrate and establish a more resilient foundation by reexamining its approach to low-cost air travel.
In the meantime, its bankruptcy filing signals an uncertain period for Spirit Airlines that will redefine its role in the budget airline market. Spirit expects to complete the bankruptcy process during the first quarter of 2025.
Spirit Airlines encourages customers and shareholders to visit SpiritGoForward.com for the latest information.
In November 2024, we visited McConnell AFB for a KC-135 sortie to refuel the Thunderbirds. We also got to see the latest tanker in America’s fleet. Come on board a KC-46 Pegasus with us at McConnell AFB!
In the video below, watch as CMSgt Seth Thomas of the 931st Air Refueling Wing shows us the next era of tankers. He’s a senior enlisted leader at McConnell with 25 years of experience.
Watch our tour of the KC-46 Pegasus! Video by Mike Killian
The folks at McConnell AFB are writing the book on KC-46 maintenance
America’s tanker fleet is aging quickly. In early 2024, the KC-10 flew its final mission and is now retired. Plans are also in motion for the KC-46 to also replace KC-135s, which will begin retiring in 2027.
McConnell is currently home to 18 KC-135 and 24 KC-46 tankers, supported by over 1,000 maintenance personnel.
The business end of a KC-46 as the boom undergoes maintenance (Mike Killian photo)
The first KC-46 was delivered to McConnell in 2019. They are writing the book on maintaining and operating the Pegasus, even flying around the world with one earlier this year for 45 straight hours.
“With McConnell AFB being the main operating base #1 for the KC-46, a lot of things such as books and technical orders are written by our airmen here,” says Thomas. “Yes, Boeing has a maintenance plan. We translated those from the maintenance manuals that they have into the technical orders that the Air Force uses. So, a lot of the tools, the test equipment, and guidance that we use to do aircraft maintenance was done on the backs of our airmen at McConnell AFB.”
CMSgt Seth Thomas of the 931st Air Refueling Wing shows us a KC-46 Pegasus at McConnell AFB, Kansas (Mike Killian photo)
Pegasus is luxury compared to the old Stratotankers
Going on board a Pegasus, the most visible difference is how much more comfortable the crew is. Yes, it matters, especially in combat.
For example, gone are the days when the boom operator had to lie down in the back of the plane. Sure, it’s cool watching the aircraft receive fuel 20 feet from your face, but with modern tech, it’s just not necessary.
The boom operator’s station on a KC-46 Pegasus (Mike Killian photo)
With the Pegasus, the boom operators now sit just behind the flight deck. Their station has comfy chairs and 3D screens, which they watch with 3D glasses, to see what they and the receiving aircraft are doing, thanks to external cameras.
So, which plane do boom operators like more?
”Opinions vary,” says Thomas. “Pegasus is more technologically advanced. It’s easier on the boom operator and much more comfortable. A KC-135 boom station can be quite hot or cold, and you’re lying down, but it’s more hands-on. You can feel everything moving, whereas the Pegasus is set up to refuel just visually with a remote system.”
Pegasus utilizes an advanced KC-10 boom, a center-mounted drogue, and wing aerial refueling pods. Thus, it can refuel multiple types of receiver aircraft, including foreign nationals, on the same mission. Some can refuel two planes simultaneously from special “pods” under the wings.
The plane also has much more comfortable seating and crew quarters. There is even a galley onboard, complete with refrigeration and a coffee maker.
CMSgt Seth Thomas shows us the galley and crew quarters (Mike Killian photo)
The KC-46 is also equipped to fly other critical missions besides just refueling
The KC-46 is also multi-purpose. It can fly other missions as needed, such as transporting pallets of cargo or flying aeromedical evacuations.
”We can load up in the KC-46 and deploy anywhere in the world,” added Thomas. “We can bring our maintainers and all the parts and pieces we need to set up a forward operating base. Wherever that may be in the world, we can do that with the KC-46. A lot of times, if we’re refueling fighters going to the fight, we will fly there and pick up their maintainers and parts and equipment, and ferry their fighters to their forward location.”
The USAF intends to buy 179 KC-46s for $4.9 billion
KC-46 Pegasus refueling a Navy Super Hornet (photo by Navy Lt. Zach Fisher)
The Air Force intends to buy 179 of the tankers from Boeing, under a $4.9 billion contract. Rollout of the Pegasus has not been without issue, as most of you have seen in the headlines over the last several years. However, the folks who work on and fly them see a bright future for the KC-46.
The Air Force is considering seven bases as the hub for the KC-46 and says it will make that decision by 2027. The first of eight planes is scheduled for delivery in 2031.
CMSgt Seth Thomas (left) and CMSgt Craig Webb (right). Mike Killian photo
We also met CMSgt Craig Webb of the 22nd Air Refueling Wing, and had the opportunity to sit down with him and Thomas for a chat.
CMSgt Craig Webb (Left) and CMSgt Seth Thomas (right). Mike Killian photo
“There are shared challenges for both,” says Webb. “You might think the newer airplane is easier because there are plenty of manufacturers that make the parts. That’s not always the case. The more KC-46s we acquire, the more parts we need, and that projected need was all based on program-level decisions made 10-15 years ago.
“With the 135, sure, there are issues where companies making parts are now seeing demand go down. If there’s something else that’s a better business model, they are going to go there. Many have gone out of business, too.”
KC-46 cockpit (Mike Killian photo)
“Our biggest challenge, shared on both platforms, is integration. It’s easy to say the 135 is a 70-year-old airplane. However, of the components and systems on it, very few go back to the 1960s. Some of them are now from 2023 and 2024. The 135 doesn’t have the same engines and avionics as it used to. So how these new parts integrate with a 70-year-old airplane is challenging in itself.”
“The 46 is custom-built, with systems either military-specific or from variants of the 767. How those things integrate can be challenging, too.”
Our sincere thanks to both gentlemen for their time, as well as everyone at MConnell AFB serving our country.
An international trip to Frankfurt, Germany wasn’t without a rough patch or two. During a shaky experience, close to a dozen people on board the Lufthansa aircraft were injured, including six crew members.
The flight occurred during an overnight Monday flight. Despite the “brief” episode of turbulence, the Boeing 747-8 jumbo jet landed successfully in Germany with medical staff tending to injured passengers and crew members.
Turbulence on Lufthansa
A total of 329 passengers and 19 crew members were en route from Buenos Aires, Argentina to Frankfurt, Germany. At one point during the flight over the Atlantic Ocean, the aircraft shook heavily.
No more than 11 people on board were reportedly injured, including six crew members and five passengers.
The aircraft landed safely on Tuesday at 953 General Mountain Time, in which injured passengers received immediate medical treatment.
A Lufthansa spokesperson responded to the media for comment on the incident. The spokesperson explained that the turbulence occurred during a “intertropical convergence zone”. This zone refers to a band of low pressure where winds from the northeast and southeast meet near the equator.
Credit: Lufthansa
The spokesperson stressed that the incident did not affect the aircraft or endanger the passengers once the turbulence ended. “The safety of the flight was not endangered at any time,” the spokesperson wrote.
The airline stressed that passengers must fasten their seatbelts as soon as they take their seats, though more than half the people injured on board consisted of crew members. Details of the injuries on board were not available, though Lufthansa confirmed all the injuries were considered “minor”.
Back in May, a Singapore Airlines flight suffered major turbulence over Myanmar. The plane took off from London, England on the way to Singapore. The aircraft dipped 54 meters in mere seconds, lifting unsecured passengers towards the ceiling, then back down into the aisle and seats.
One passenger died from a heart attack while 104 more were injured on the flight to Singapore.
NFL and NBA team travel arrangements are highly dependent on logistics and cargo, as well as player comfort, performance, and playoff success.
Travel, especially air travel, often contributes to the success or failure of teams in the National Football League (NFL) and National Basketball Association (NBA). Teams in both leagues travel often throughout their seasons, requiring extensive planning and preparation.
While air travel is equally important for both leagues, each has different requirements and challenges in ensuring its trips are efficient and comfortable.
Logistics of Air Travel Key to Success of NFL and NBA Teams
The two leagues have very different travel needs, although both travel mainly by air. NFL teams play 16-game seasons, with one game per week, including eight away games. NBA teams play 82 games from October through May, with half being away games. If teams make their playoffs, they travel even more.
Shoes packed for NBA team prior to away game. | Image: NBA
NFL teams typically bring about 15,000 pounds of cargo to away games. This includes uniforms, extra shoes, specific gear for inclement weather, medical supplies, and sideline communication equipment.
NBA teams take about 2,500 pounds of gear to away games, but that can add up to more than 100,000 pounds over their long season. All of this must be ready for air travel, and equipment staff begin preparing months before the season begins.
Luggage and other cargo loading for a flight to an NFL away game. | IMAGE: Miami Dolphins
Charters and Other Options for NFL and NBA Team Travel
Because of the passenger and cargo requirements, NFL teams usually fly on large, wide-body jets like Boeing 767s, 777s, or Airbus A330s. Many teams charter flights with American Airlines, Delta, United, and Hawaiian Airlines. However, this is not always an economical arrangement for the airlines.
A typical scenario for a team like the New Orleans Saints becomes problematic for airlines that don’t maintain large hubs near their cities. In this case, the chartered airline would have to fly their empty jet from a hub like Dallas to New Orleans and transport the team to an away game.
In this scenario, the chartered jet would sit unused for about 48 hours, then fly the team back to New Orleans after the game. Finally, the aircraft could fly back to its hub.
This would be expensive for the airlines, as they would only charge the teams for two to three hours of flight time for a short trip. In recent years, this system has led several airlines to cancel their charter service for NFL teams, forcing teams to find different travel options.
Some NFL teams, like the Miami Dolphins, have begun using dedicated charter companies. The Dolphins fly on Atlas Air’s 747-400, which is a good arrangement for the team as the jet contains enough first- and business-class seats for the passengers.
The team reserves the aircraft for the season, eliminating scheduling problems. The Dolphins go as far as reserving the same flight attendants for each flight, creating consistency for each trip.
The NFL Miami Dolphins charter this 747-400 for the season from Atlas Air. | image: Atlas Air
Two NFL Teams Buy Their Own Aircraft
Two other NFL teams, the New England Patriots and Arizona Cardinals, have turned to a different option for their air travel and purchased their own aircraft. The Patriots own two Boeing 767-300s, and the Cardinals have a Boeing 777-200ER. Both teams painted their aircraft with the team colors and logos. The Patriots jets are operated by Omni Air while the Cardinals 777’s are operated by Gridiron Air.
The New England Patriots Purchased Two Boeing 767-300s and painted them with team colors | image: new england patriots
NBA Teams Fly with Less Cargo, but Far More Often
The NBA has different air travel needs. With a much longer season and more flights than the NFL, it has fewer passengers and cargo on each trip. NBA teams use chartered flights and might fly about 300 times during the regular season and playoffs.
This affects both the type of aircraft and the operator. Most NBA teams opt for narrowbody jets like the A320 or 737, while NFL teams have gravitated towards 767, 777, A330, and 747 charters over the past few years.
NFL and NBA Team Travel Must Take Athletes’ Size and Equipment Into Consideration
The athletes are typically large, with the average NFL player weighing about 6’2″ and 245 pounds, and the average NBA player weighing 6’6″ and 215 pounds. Add to this the fact that there are about 455 NFL players who weigh 300 pounds or more and about 33 NBA players at least seven feet tall, and it becomes obvious that these athletes will not easily or comfortably fit in regular airline seats.
To ensure the athletes’ comfort, this requires different seating options than on regular commercial aircraft. The Patriots and Cardinals have only first- and business-class seats on their jets, which are larger and more comfortable than coach seats. For air travel on most teams, the standard seating arrangement is for players to have open seats next to them, giving them more room.
Player Comfort During Air Travel Linked to Better Performance in NBA
They found that NBA players spend significant time crossing time zones and flying at over 30,000 feet. The review concluded that this often results in players being tired and leads to decreased performance and more injuries. With this evidence, the NBA and other companies are now studying ways to reduce the negative impacts of travel on the players.
The NBA is taking a major step by leasing a fleet of 13 customized VIP Airbus A321neo aircraft for the teams. The league also plans to contract with Delta Airlines to operate the jets. Another company, Comlux, will customize the aircraft interiors with features like seats that lie flat like beds, humidifiers, lighting that Airbus claims will reduce jet lag, and pressure systems to keep the cabin altitude at less than 6,000 feet when flying at 30,000 feet.
The NBA is leasing 13 Airbus A321neo passenger jets for team travel. | image: Airbus
Technology to Reduce Negative Effects of Air Travel for Athletes
Nike and Teague are also collaborating on a project to design aircraft interiors to make travel better for athletes. They are creating the interiors to emphasize recovery, circulation, sleep, and thinking. These interiors will include advanced features like in-flight biometric systems to diagnose and treat injuries, placing ice and compression sleeves into aircraft sidewalls to promote healing, and installing organic light-emitting diode (OLED) and touchscreen monitors.
Image showing the design for an aircraft interior designed for athletes. By Teague and Nike. | Image: Teague
All of this is expensive, but NFL and NBA teams are very valuable, and both leagues recognize the importance of supporting and protecting their athletes. Air travel is a significant factor for both leagues. NFL teams average about 24,000 miles of air travel per season, and NBA teams travel even more, averaging between 40,000 and 50,000 miles. Athletes in both leagues spend more time in the air than they do playing. Both leagues must find ways to ensure travel leads to better performance and more victories.
A woman gave birth to a baby boy on the floors of Miami International airport Tuesday evening. The woman received assistance from Miami police officers, U.S. Customs and Border protection agents, and airport staff.
After the successful delivery, paramedics escorted the mother and her child to the hospital.
Baby on Board
On Tuesday after 1700 local time, Miami-Dade Fire Rescue responded to a medical call at the Miami airport. Officers found that an unnamed female passenger’s water broke and was proceeding to give birth near Checkpoint 1 at the North Terminal, which is used exclusively by American Airlines.
According to 911 dispatch conversations, the dispatcher reported the incident as a “possible miscarriage”.
Miami-Dade Fire Rescue Spokeswoman Helen Avendano recalls reports of the scene to the media. She claimed the mother had plenty of assistance from law enforcement and airport employees to help deliver the baby.
Video footage of the woman and her baby was obtained by 7 News Miami.
Later on in the dispatch call, officers can be heard exclaiming “It’s alive!” and “We got a boy!”.
Following the birth at the American Airlines terminal, paramedics confirmed to arrive at the scene seven minutes later. They would rush the mother and her baby to the hospital.
Citing patient privacy laws, Avendano had no further information to share about the mother or her newborn child.
An American Airlines Boeing 787-9 from London Heathrow on short final for Runway 24R at LAX | IMAGE: Dave Hartland
An airport employee claims the mother was in between flights and was waiting to fly to another state. The employee speculated what might have happened had the mother’s water broke during one of the flights.
Other Notable “Air” Deliveries
Back in March of this year, a pilot left his cockpit to help deliver a baby during a flight from Taiwan to Thailand. The mother was giving birth inside one of the cabin’s bathrooms. The 18-year veteran had no prior experience in delivering.
In August 2021, a woman gave birth inside a bathroom at Norfolk International Airport in Virginia. Two months earlier on Father’s Day, another birth took place at Miami Airport. The mother named her newborn daughter “Mia”, named after the airport’s code, “MIA”.
Japan Airlines has laid the groundwork to place a large order of electric-vehicle-takeoff-and-landing (eVTOL) aircraft. Together with the Sumitomo Corporation, the airline formed a joint venture known as the Soracle Corporation.
Soracle is set to create an advanced air mobility (AAM) operation in Japan, designed to offer air transportation to passengers within Japan’s largest cities. These cities include Tokyo, Osaka, Hokkaido and others.
Japan Airlines Flying Low
To build a fleet of air taxis, Soracle has placed a $500 million-dollar order with Archer Aviation. The order is for 100 of the company’s flagship aircraft, known as the “Midnight”.
The deal also requires Archer to work with the Japanese Civil Aviation Bureau (JCAB) to obtain the necessary certification for Archer’s aircraft to fly legally in Japan. Soracle will also work to obtain permits to legally own and operate the aircraft.
While the deal was made official on 7 November, the contract signing actually took place in September in Tokyo. Chief Commercial Officer Nikhil Goel and Senior Director of Strategy and Business Development Andrew Cummins represented Archer at the event.
Cummins shares his thoughts in a recent press release outlining the deal:
“We’re proud to stand with Soracle ahead of this new era of flight—together, we are committed to bringing an innovative, sustainable and convenient transportation alternative to the country.”
Soracle Chief Executive Officer Yukihiro Ota also had remarked on the agreement:
“Through the operation of eVTOL aircraft, Soracle aims to enrich lives and society by creating more accessible air transportation services in Japan. We will provide safe and reliable services to passengers by making the most of the wealth of knowledge we have accumulated at Japan Airlines and Sumitomo Corporation.”
Archer and Soracle plan to conduct the first public flight at some point during World Expo in 2025.
About Archer Air Taxis
Founded in San Jose, California in 2018, Archer Aviation has been at the forefront of air taxi manufacturing and design. The company has previously reached a deal with United Airlines in 2021 involving the delivery of “hundreds” of aircraft for $1.5 billion.
Archer has also landed a deal with Southwest Airlines. Both airlines will use Midnight to fly passengers across Los Angeles, Chicago, and New York City as early as 2025.
Stellantis also invested $400 million into Archer to help the company produce up to 650 aircraft yearly. Stellantis is the automobile manufacturer that owns Jeep, Dodge, and many other brands.
Japan is seeing a bright future for air taxi services. Toyota Motors has pledged close to $1 billion into Joby Aviation towards the production and delivery of air taxis. Earlier this month, Toyota operated its first Joby test flight in Japan.
Last month, a WestJet baggage fee settlement proposed by the Evolink Law Group was approved by the Supreme Court of British Columbia. WestJet has yet to admit liability.
Now, those that have been wrongly charged a certain baggage fee by the airline can get a share of $12.5 million. There are multiple ways that passengers can make a claim, and they have until February of next year to do so.
About the WestJet Baggage Fee Settlement
Back in June, a plaintiff stated that WestJet charged passengers for a checked bag that was advertised as free, according to a policy that was in effect at the time.
The class action lawsuit is open to any traveler that flew with the Canadian airline. This includes Canadian residents and those that live abroad.
Here’s a rundown of the time period in which the free checked bag rule was supposed to be in effect:
Type of Flight
Time Period
Domestic Flight
From October 29, 2014 to July 29, 2017
International Flight
From 6 January, 2016 to 27 February, 2019
Those that flew with the airline within these time frames and paid for a checked bag can file a claim.
If there was any other time you paid for a checked bag during a time in which it was advertised as a free bag, you can also file a claim.
How to Join the WestJet Baggage Fee Settlement
The easiest way to file a claim is to submit a form online. Click on the blue “Enter Online Filing Site” button to get started. You will need credentials such as flight information and proof of payment. This way, the law firms know for sure you were unjustly paid for a bag.
If the Claims Administrator has already emailed you regarding this class action lawsuit, you can click the link within the email. The link will have a pre-populated claim form already filled out for you before you send it.
Alternatively, you can print the form in paper by going to this link. You will also need to provide proof of payment along with your form. Send the credentials and form to this address:
Those that file a claim don’t have to pay any fees. Attorney and court costs are already covered in the $12.5 million amount.
How Much Could Passengers Get?
The compensation that affected passengers will receive is a pro rata amount. This amount depends on how many valid claims are received and the rate of each claim.
The settlement notes that there are some restrictions on how much each passengers can received based on the fare option that was paid for:
“The settlement provides that distribution for each approved claim will not exceed $45 for class members on or after July 6, 2017, and $18 for class members before July 5, 2017.”
In addition, if you’ve paid this fee multiple times, you can only get compensation for up to three checked bags.
Passengers have now until 10 February, 2025 to file a claim and receive compensation.
The cross-country mission was tasked to the 22nd Air Refueling Wing and 350th Air Refueling Squadron RED FALCONS, based at McConnell AFB in Wichita, Kansas.
Fly along with AvGeekery and the 350th Air Refueling Squadron and the Thunderbirds!
McConnell AFB is home to 18 KC-135s, one of which was our plane for the mission. They also house 24 KC-46s (currently the only base to operate both aircraft). With McConnell located in the center of the country, it makes sense.
Thunderstorms nearly scrubbed our mission
Pilot Maj. Greg Rettler (left) and copilot Capt. Cody Devan (right), begins to taxi out for takeoff from McConnell AFB (Mike Killian photo)
The plan was to conduct several aerial refuelings of all 8 Thunderbird jets (two 2-seaters for media rides, plus the 6 demo jets), saving them the trouble of having to hop across the country landing repeatedly for gas.
We don’t need to remind our readers how important tankers are, or their role as the backbone of global air dominance. As the crews say, nobody kicks ass without tanker gas!
The flight deck of our KC-135 (Mike Killian Photo)
Thunderstorms around Wichita almost scrubbed our mission. However, under the expertise of pilot Maj. Greg Rettler and copilot Capt. Cody Devan, we were able to go wheels-up on-time.
We climbed to about 30,000 ft and headed SE, dodging storms along the way, heading for a point where the team would join us for their first aerial refueling.
Epic Aerial Refueling Adventure: AvGeekery Flies with the Thunderbirds! 61
In the meantime, Senior Airman Martin Hekking got busy in the boom station to prepare for refueling.
Meeting the Thunderbirds at 28,000 ft
We enjoyed the views flying over supercells that were causing trouble below us, before the team joined off our wings thirsty for gas. I headed to the boom with Hekking, along with Adventure Journalist Jim Clash from Forbes, to capture imagery.
Senior Airman Martin Hekking operating the boom, refueling the Thunderbirds 28,000 ft over Mississippi (Mike Killian photo)
Hekking has conducted thousands of “contacts” in his career, refueling more jets and bombers than he can count. The kind of experience you’d expect for such a mission. He was right at home.
I’ve been privileged to embed on many tanker missions over the years, but it never gets old.
We descended to 28,000 ft, cruising at 425 mph, with our eyes glued to the small windows in the boom station, anticipating the first jet’s approach.
Thunderbird approaching for aerial refueling 28,000 ft over the Mississippi River (Mike Killian Photo)
Before we know it, Hekking confirmed visual and the first Thunderbird approached as we flew high over the Mississippi River.
Epic Aerial Refueling Adventure: AvGeekery Flies with the Thunderbirds! 62
One by one each Thunderbird took on a few thousand pounds of gas. Both the tanker crew and team made it look easy, even though we were hitting turbulence along the way.
Mike Killian Photo
The Thunderbirds said thank you to the tanker crew with a smoke-on Delta formation
The team then came together behind the boom, and formed up their signature Delta maneuver with 6 jets in very close formation and smoke-on.
Mike Killian Photo
It’s one thing to see at an air show, but quite another at nearly 30,000 ft. It’s their way of saying thank you to the tanker crew for their help.
Mike Killian Photo
The team then spread out across the sky as we cruised over Texas, hidden under clouds below us. They gave me some great enthusiasm for the photos, waving and making sure I got some cool shots of them saying hello.
Mike Killian Photo
After another refueling for each jet, we surfed the cloud-tops together for a bit, and then said farewell and went our separate ways with mission accomplished.
Mission Accomplished
Our return to McConnell was uneventful, as most of the weather had moved on. We landed, shook hands, took some photos together and headed for the squadron building to debrief and call it a day.
Epic Aerial Refueling Adventure: AvGeekery Flies with the Thunderbirds! 63
The crew were all very cool and gave us a lot of their time, showing us around and sharing stories of their service and some short interviews.
Epic Aerial Refueling Adventure: AvGeekery Flies with the Thunderbirds! 64
It’s always an honor to embed with our airmen to help tell their story. The folks at McConnell AFB and the 22nd Air Refueling Wing are some of the best there is. My sincere thanks to all involved.
I need to visit the Thunderbirds at Nellis to do a story next!
As an avid AvGeekery addict, sometimes scrolling through YouTube validates the dangers of temporal distortion. Basically, watching videos of airplanes… for much longer than anticipated…
Seeing these YouTube Videos Made Me Reminisce about my Dollar Ride in the Tweet
Discovering the following videos led to many more T-37B videos, and well, we know what happens then… (nothing productive).
My Flight Journey from T-3A Firefly to my first Jet Flight
These T-37 videos wax nostalgia with me, as this was my first “Jet” to fly. Having previously flown Cessna 152/172s for a Private Pilot’s License, the next stop during the Air Force Pilot Training journey consisted of the T-3A Firefly. It was a beast of a plane: plus or minus 6 G’s, a fully aerobatic platform with 260 HP. The T-3A had a short tenure in the Flight Screening Program, but I was able to experience it. I flew the T-3A out of Hondo Airport, Texas. The Firefly introduced me to the Air Force’s expectations of a new pilot.
T-3A Firefly: Courtesy USAF
Once in the 53-week rigorous Undergraduate Pilot Training, the primary jet trainer T-37B “Tweet” gave me the thrill of a lifetime! Here’s the story of my first flight.
The Dollar Ride in the T-37B Tweet
After completing 6 weeks of academics that taught every airplane system in excruciating detail and a series of simulator sessions, it was time to fly the legendary trainer. With the July heat in Lubbock, Texas, in the 100s, preparation, nervous excitement, and anticipation from nearly 8 years hunting for this coveted position led to the sweaty, exhilarating “dollar ride.”
t-37b tweet formation at reese afb, tx: courtesy USAF
Engine startup complete, safety checks – checked. We taxied out to the runway and were ready to take off. As I literally “stood” on the brakes with all my force available to keep the airplane from rolling, I increased the two Continental J-69 T-25 Turbojet engines to Military power. I then felt the 1025 lbs of thrust begin to violently shake the aircraft. By this time, I was sweating profusely under the helmet, parachute, Nomex flightsuit, and gloves. The sun-heated bubble canopy didn’t help.
When I performed my final checks, I immediately sent my internal organs toward the aircraft tail, compressing the body into the ejection seat from the sudden rush of instantaneous forward momentum.
By 65 knots indicated airspeed, the body normalizes just in time to slowly raise the nose, then wait what feels like an eternity until the aircraft slips the surly bonds of earth. Gear retraction, flaps up, and the first flight has commenced. Acceleration to 250 knots occurs quickly, faster than I had ever gone under my own command.
Radio frequency changes followed in a flurry. We flew the stereo route to the Military Operations Area while the instructor demonstrated basic maneuvers. It provided a near-overwhelming set of new experiences and stimulations.
Bonus time in the training area
On my first flight, we had extra time in the area. Having studied aerobatics to verbalize exact entry, exit, and procedure parameters, the instructor let me propel the $165,000 Tweet through the 3G loop and aileron roll. The practice area was so much fun, but it was over too soon. We returned to base for landing. It all remained a blur.
We touched down, shut down the engine, and then closed out the maintenance forms. I peeled away from the cockpit in sweat-soaked garments. My dripping flat top was proof that I had just completed my most memorable flying experience of my career.
The day, THAT day, that FIRST day, of flying the mighty T-37B Tweet.
Tech giant Apple has debuted a brand-new feature for iPhone owners called “Share Item Location”. This new feature was discovered in an iPhone update on Monday, so this exciting new addition is free and available to travelers that own an iPhone right now.
Available now in iOS 18.2 public beta, users are now able to “Share Item Location” under the Find My feature. While users are able to track items like iPhones, MacBooks, and AirTags, users can now share tracking data with airlines.
Why iPhone Luggage-Tracking is a Game-Changer
If you own an iPhone, you’ll want to toggle the “Share Item Location” feature on, in the event your phone, laptop, or tagged luggage goes missing during air travel.
If your luggage with your AirTag attached goes missing, you can share a handy link to an airline agent or support representative. He or she will receive the link that will reveal the item’s whereabouts in real-time.
This makes finding your luggage much easier and quicker, especially when airlines have the resources and manpower to recover lost belongings hundreds, or even thousands of miles away.
These links will not be entirely public, however. Apple will keep each link accessible to a limited number of people. Airlines must also use an Apple account or verified email address to access each link.
Currently, there are 15 airlines from around the world that will use the “Share Item Location” in the very near future. These airlines are as follows:
United Airlines
Delta Air Lines
British Airways
Qantas
Air Canada
Air New Zealand
Lufthansa
Turkish Airlines
Iberia
Aer Lingus
Singapore Airlines
Eurowings
Virgin Atlantic
KLM Royal Dutch Airlines
Swiss International Airlines
Vueling
Austrian Airlines
Brussels Airlines
More airlines will start using this iPhone luggage-tracking feature over time.
United Airlines Chief Customer Officer David Kinzelman expressed his thoughts in Apple’s newest press release:
“We know many of our customers are already traveling with AirTag in their checked bags, and this feature will soon make it easier for them to share location information with us safely and securely, helping our customer service agents work more efficiently and giving our customers added peace of mind.”
Kinzelman also revealed that the service will be available “systemwide” in early 2025.
International Airlines Group (IAG) Head of Innovation Annalisa Gigante also had exciting news to share regarding the update for airlines such as British Airways and Iberia:
“We’re always testing innovative solutions and enhancing our systems to ensure that checked bags reach their intended destination as quickly as possible, and we look forward to incorporating this solution into our lost baggage processes beginning later this year.”
In addition to airlines, technology companies such as SITA can also obtain a link to missing luggage and incorporate it with esteemed bag-tracking platform WorldTracer. WorldTracer is currently used by more than 2,800 airports and 500 airlines to track luggage.
Kit Planes Built with Hard Work and Support from EAA Community
Buying and assembling your own kit plane might seem difficult, but it’s possible with some basic mechanical skills, hard work, and especially support from other pilots and builders.
Bearhawk B Kit Plane
Bob Willaford and Lauren Thomas are building a Bearhawk “B” kit plane in a hangar at Page Field in Fort Myers, Florida. They received the kit in May and hope to complete the project by June 2025. Bob previously built and piloted a Vans RV-9, and Thomas is working on her private pilot license.
Bob Willaford and Lauren Thomas working on their Bearhawk B. | Photo by Bill Lindner
The Bearhawk kit came with the basic airframe, tail suspension, brake system, wings, fairings, windshield, and engine mount. They purchased it as an ‘Advanced quick-build kit’ with some parts already assembled. They had to buy and order the engine, propeller, avionics components, tires, paint, fabric, and other items.
Interior structure of rudder on Bearhawk B. | Photo by Bill Lindner
Builders customizing their planes
They also ordered their instrument panel from Stein Air, which they could customize with the displays and other components they wanted. According to Thomas, one of their biggest challenges has been scheduling the delivery of some items and scheduling the delivery of items on back order. For example, they ordered the engine, a Lycoming IO-390, several months ago and expect it to arrive in January.
For the Bearhawk project, they also had to learn some new skills. The Bearhawk has fabric covering the fuselage and control surfaces, and the wings are aluminum. Willaford and Thomas recently went to a class at Stewart Systems in Wooster, Ohio, to learn fabric covering and painting techniques for their kit plane.
They described how they learned to spray the fabric with multiple coats of different substances, including an eco-coat, ultraviolet protection, primer, and paint. These soak into the Dacron fabric and fill in the weave, producing a stiff, durable, and light surface. In addition to spraying, they also had to cut the fabric to fit the aircraft surfaces.
Plans and other documents for build of Bearhawk B. | photo by Bill Lindner
Building kit planes with support from other EAA members
Willaford and Thomas are not alone as they work on the Bearhawk. They receive support from fellow Experimental Aircraft Association (EAA) Chapter 66 members at Page Field. On a recent Sunday, Bob was designing and fabricating an aluminum tray to mount under the instrument panel, while Thomas was working on the rudder and elevators.
Throughout the day, other members of EAA 66 stopped by the hangar. Some offered help, others asked questions about their kit planes, and others just wanted to talk about aircraft. A young man, Blake, showed up and helped Thomas remove the packing materials from the rudder. Another EAA member, David Burns, visited and offered to help with the equipment tray.
Van’s RV-10
Burns is building his own kit plane, a Van’s Aircraft RV-10, in the hangar bay next to Willaford and Thomas. In the same hangar, Burns keeps the Sportsman he built from a kit several years ago.
David Burns is building his RV-10 kit plane next to his Sportsman. | Photo by Bill Lindner
When Burns saw that Willaford was working on the equipment tray, he brought him to the Sportsman to show him how he configured the instrument panel and tray. Burns removed the cover from the aircraft’s dashboard so they could examine the parts.
Burns explained how he had attached hinges to the bottom of his tray to allow it to drop down and provide easy access, and Willaford decided to use the same design on the Bearhawk.
Area behind the instrument panel on the Sportsman. Burns removed the cover to show Willaford how he designed the equipment tray underneath it. | Photo by Bill Lindner
Burns explained a customization he made on the Sportsman to install a timer to control fuel flow from the four tanks on the aircraft. On his RV-10, he chose to buy a Lycoming 540 engine. Customization and making modifications seem to be some of the appeals of building kit planes.
One gets the sense that EAA members collaborate and consult with each other quite a bit on their kit planes. Willaford said the EAA 66 has a “parts and pieces” area with specialty tools members can use. All of this support and knowledge sharing seem to be some of the most important aspects of building these planes. This is a real community of airplane builders and pilots.
Van’s RV-14 kit plane
Dan Ruehl is another Florida pilot who built his own kit plane. He built his Van’s RV-14, working on it for two years in his garage and completing it in his hangar, which is only about five minutes from his house. Altogether, it took him just under four years to finish the aircraft. Like Willaford, Thomas, and Burns, Ruehl received help from members of EAA 66 as he worked on the RV-14.
Dan Rueul built his RV-14 kit plane with help from EAA 66 members. | Photo courtesy Dan Ruehl
“I did surround myself with experienced mentors, so if I had a question, I had lots of options for advice,” said Ruehl. “I think that was the smartest thing I did during this entire build.”
Cockpit of Dan Ruehl’s RV-14. | Photo courtesy Dan Ruehl
Community of kit plane builders
Neither Willaford, Thomas, Burns, nor Ruehl is a commercial pilot. They all had other careers and now enjoy being around aircraft. Willaford was a fireman, Thomas was a Nurse, and Ruehl is still an air traffic controller. Burns calls his involvement in aviation a hobby. None of them fly professionally. Instead, they enjoy building and flying their own kit planes. But those aren’t the only reasons they do this. They also enjoy working together and helping each other to build and fly.
An unidentified assailant on the ground fired shots at a Spirit Airlines aircraft as it was landing in Toussaint Louverture International Airport in Haiti. A total of four shots were reported, with no deaths and one injury from a Spirit Flight attendant.
Spirit Airlines Arrival: the Latest
The incident occurred Monday during the tail-end of a flight from Fort Lauderdale-Hollywood International Airport in Florida. The plane (N966NK) was making its approach in Port-au-Prince, Haiti when it was struck.
🚨 #BREAKING . Flight from Fort Lauderdale, Florida, hit by gunfire over Haiti.
Only one person was reported injured by a grazing bullet.
The flight was diverted to the Dominican Republic.
Four visible bullet holes were visible in the cabin. The Miami Herald reports that one of the bullets grazed a flight attendant.
The crew made the decision to divert the aircraft to Santiago, Dominican Republic. The flight attendant was also evaluated by medical personnel.
Spirit cancelled all flights to Haiti. The airline made arrangements to fly the passengers on board back to Florida on an alternate flight.
During an investigation, a Spirit Airlines spokesperson responded to ABC News for comment. The spokesperson confirmed that the aircraft experienced “damage consistent with gunfire”.
“The safety of our Guests and Team Members is our top priority, and we have suspended our service at Port-au-Prince and Cap-Haitien pending further evaluation,” the statement read.
Political Unrest in Haiti
Airlines at Toussaint airport suspended all flights after the incident. The U.S. Embassy in Haiti reported that a gang was in the vicinity looking to seize control of the airport around the same time the Spirit flight landed.
The unrest at the airport was related to a shift in authority on Sunday. Haiti has experienced constant upheaval for the past few years as multiple governments have formed, only later to collapse. With the lack of a steady government, rival gangs have grown in power to control areas of Haiti sparking frequent shortages of fuel, food, and safe drinking water.
This isn’t the first incident of unrest affecting flights in the region. Gang members also reportedly opened fire and hit a flying United Nations helicopter weeks ago. The helicopter with three crew members and 15 passengers aboard were not injured.
American Airlines now prohibits flight attendants from easily removing passengers over mild concerns such as odor, attire, or attitude. This gives attendants less power to remove customers from flights at will.
The new rule has been added to the American Airlines in-flight manual for all attendants to read and follow. The airline states that representatives from airports and other committees have reviewed the manual and made suggestions for what should be added or changed.
American Airlines Prohibits Trivial Removals
Within the revision, American Airlines wrote the following:
“We’ve made important updates and provided additional clarity — with special attention directed at situations that involve customer acceptance and those that may result in the removal of passengers.”
Here is a rundown of the new policies in the in-flight manual:
Flight attendants can only remove passengers over concerns of safety or security.
Any concerns attendants have must first be addressed with the passenger in question.
Flight attendants are not allowed to make decisions on removing passengers alone. At least two crew members must come up with a resolution.
The flight captain will maintain authority over passenger removals due to safety, but he or she will now need to contact a Complaint Resolution Official. Attendants will also need to submit a Customer Event Non-Safety (CERS) report.
An American Airlines Airbus A321. Image: Glenn Beltz from Goleta, USA, CC BY 2.0 via Wikimedia Commons
The new manual also includes a statement on discrimination:
“Our charge for every team member — no matter the circumstance — is to lead with respect, discretion, care and empathy…Discrimination based on race, gender, color, sexual orientation or national origin against any customer or team member is unacceptable and will not be tolerated at American Airlines.”
The Story Behind New American Rules
On 5 January, 2024, a caucasian male flight attendant removed eight black male passengers off an American Airlines flight due to “offensive body odor”. The flight was slated for Phoenix to New York City, stalling the trip home for many passengers.
The ordeal was said to have delayed the flight for about an hour. The men were eventually allowed back on the plane to New York.
Three of the eight men responded with a lawsuit against American in late June. Three Brooklyn residents, Alvin Jackson, Emmanual Jean Joseph, and Xavier Veal, claimed they faced “blatant and egregious” racial discrimination from the staff.
A video of the incident is available on YouTube. It shows many of the men arguing with an airline agent outside the gate to the aircraft.
American Airlines CEO Robert Isom publicly commented on the incident in a letter to employees. “I am incredibly disappointed by what happened on that flight and the breakdown of our procedures,” said Isom. “…We fell short of our commitments and failed our customers in this incident.”
Following an internal investigation, the airline responded by announcing that the crew members that barred the men from flying were placed on leave.
American Airlines’ policies imply that there’s still a possibility that attendants can refuse to serve passengers over odor. But the new additions to the policy will make it harder and require more steps to carry out.
