As a people, we like to think that we’re living in the most advanced society. Today you can carry on a conversation with your computer via ChatGPT. Taxis sometimes drive you around without a driver. And you can access nearly any video or movie ever made with just a simple search. Yet there is one area where we truly have regressed. That is supersonic flight.
Supersonic Flight Used To Be Common For Some
From 1976 through 2003 (with the exception of 2000-2001 after the Concorde crash), well heeled passengers regularly flew at Mach 2+ across the ocean with a crew of professionals in both the cockpit and serving passengers. Lunch in the UK could be followed up with a nightcap in New York. A weekend shopping trip in Paris took less time than flying from New York to Los Angeles in a conventional airliner. Supersonic travel was never cheap, sometimes costing over $10,000 one way, but it was possible. That possibility ended 20 years ago as the final revenue flight occurred on a British Airways flight from New York’s JFK to London Heathrow on 26 November 2003.
And Then It Ended
Great video by Youtube user: ConcordeSST showing the final Concorde takeoff from JFK
The final flight of the Concorde was a bit unusual in that no new aircraft with similar or greater capabilities were ready to replace it. This final journey was an emotional moment for both the crew and the passengers, many of whom were aviation enthusiasts and celebrities, marking the end of supersonic passenger travel. Shortly after the final flight, the remaining Concordes were shuttled around the US, UK, and Europe to be displayed in museums. The era of supersonic passenger travel was over.
So What’s Next?
No one is really sure. There have been a few failed attempts to build a supersonic business jet, most notably Aerion Supersonic which shut down back in 2021. NASA has a promising research project called the X-59 that is focused on the mitigation of sonic booms. That aircraft is currently in final testing before its first flight.
Boom is probably the best hope
Twenty Years Since The Last Supersonic Passenger Flight, What's Next? 1
Probably the most promising supersonic program is being developed by Boom Supersonic. Their Overture jet is designed to fly at Mach 1.7 and carry between 64-80 passengers in an all business configuration. While the aircraft has received commitments from United Airlines, Japan Airlines, and American Airlines, the program is still in its relative infancy.
Their first proof of concept aircraft, known as the XB-1, is in its final testing before its first flight. That aircraft though is only meant to test technologies that are required for the final and larger Overture jet. The program still faces large hurdles, most notably, the jet’s engines. Potentially experienced engine developers have backed away from the program, leaving less experienced companies trying to fill the gap of developing a new supersonic capable engine called Symphony on a very tight timeline. First flight is supposed to be sometime in 2026. So possibly, maybe, hopefully, we’ll see a regular return of supersonic passenger flights by the end of this decade. Here’s hoping!
In October, in the middle of completing an around the world trip for Skylite Productions, I had the pleasure of flying Qatar Airways from Bangkok, Thailand to Doha, Qatar. What was it like? Did Qatar live up their excellent reputation? Is Qatar Airways worth flying on for your next long-haul trip? Let’s find out!
Flight Information
Flight Date – October 1, 2023
Aircraft Operator – Qatar Airways
Flight Number – 831
City Pair – Bangkok, Thailand (BKK) – Doha, Qatar (DOH)
Equipment – Boeing 777-3DZ/ER
Equipment Tail Number – A7-BAU
Equipment Age – 9 Years 8 Months
Livery – Qatar Airways (2008 Livery)
Flight Schedule – 8:45am-11:45am
Flight Block Time – 7 Hours 00 Minutes
Actual Flight Time – 6 Hours 41 Minutes
Seat – 40K
Seat Class – Economy
I was ready for a rejuvenating experience
After sleeping in a capsule hotel in the basement of Suvarnabhumi Airport (a story for another time perhaps) I arrived at the check in desks three hours before departure, to an already long line of people waiting to check-in. Thankfully, my Oneworld Sapphire status allowed me to check in via the business class line, despite me being an economy passenger on this flight. This saved me a lot of time. Qatar even offered me complimentary access to their business class lounge before the flight. That’s a great start in my book!
A Journey On Qatar’s Boeing 777-300/ER:
Flying On Qatar Airways’ Boeing 777-300ER 9
After enjoying the lounge for a couple hours, I headed to the gate, where boarding started on time. Once again, my Oneworld Sapphire status allowed me to board with business class, despite being ticketed in economy, which doesn’t apply to everyone, but for those of you who do have Oneworld status, it’s nice to know that Qatar honors and values your Oneworld status, even if you’ve never flown a single mile with them before.
Enjoying Qatar’s Economy Class In Seat 40K:
Boarding brought me to my seat, which on this flight was 40K. With 32 inches of pitch, it is pretty standard for long-haul international economy. For reference, American Airlines, who is also a member of Oneworld, only offers 31 inches of pitch on their Boeing 777-300/ER economy seats. Qatar also provided a pillow and blanket, as well as a pair of headphones for the flight.
Flying On Qatar Airways’ Boeing 777-300ER 10
The legroom was decent for economy and for reference I’m 6 feet 2 inches tall. Every seat also had a built-in inflight entertainment system that could be operated by touch, or by remote. The seat also provided a USB charging port below the IFE screen, as well as a conventional plug underneath the seat.
Flying On Qatar Airways’ Boeing 777-300ER 11
Unfortunately, this is the end of the good things I have to say about the seat, as I found it to be very uncomfortable. I fly a lot, and it’s normally no issue for me to stay seated in economy for long periods of time. However, this seat kept causing my lower body to fall asleep and I had to stand up every 45 minutes to keep my legs from completely going numb. I don’t think it’s a stretch for me to say that this was the most uncomfortable international economy seat I’ve ever flown in. So, keep that in mind if you are looking to fly long haul on one of Qatar’s 777-300/ERs. This flight was only 7 hours long and I was over this seat by the time we landed in Doha. I cannot imagine spending 12 or more hours in it.
Flying On Qatar Airways’ Boeing 777-300ER 12
Enjoying Qatar’s World Class Service:
Flying On Qatar Airways’ Boeing 777-300ER 13
The flight departed on time and what the seat lacked in comfort was made up for by the excellent crew that provided amazing service to every passenger throughout the flight. There were two hot meal services, as well as multiple other drink services. All on a flight that was only blocked for 7 hours.
Flying On Qatar Airways’ Boeing 777-300ER 14
For breakfast I selected the omelet with beans and chicken sausage. It was also served with yogurt, diced fruit, a croissant, jelly, water, and another drink of your choice. It was very good, served piping hot, had great flavors. It was one of the better breakfast’s I’ve had on a flight in economy.
Flying On Qatar Airways’ Boeing 777-300ER 15
A second, light meal was served about an hour before landing. It consisted of a hot chicken wrap and a chocolate muffin. A drink of your choice was also served again. Like the breakfast before it, it was a decent meal with good flavors, and it prevented me from having to buy food at the airport once we’d landed in Doha.
Want To See More From This Flight?
If you’d like to see more from this flight, feel free to check out this Skylite Producitons/Avgeekery.com exclusive video detailing the entire flight in a condensed 4-minute video.
Should You Consider Qatar? & Final Thoughts:
Overall, Qatar Airways definitely lived up to their reputation where level of service was concerned. The only bad mark I can give was for the very uncomfortable seat. You may be willing to overlook a slightly uncomfortable seat if the service is good though. In the end, this was a good flight. It operated on time, I made my connection in Doha, and the service from the flight attendants was excellent. I still don’t know if I’d want to be in that seat for more than 7 hours though.
Qatar Airways Boeing 777-300/ER Flight Review Video Title/Description
SpaceX recently launched their second Starship flight test, and it produced some spectacular photos and videos. The enormous new heavy-lift booster and spacecraft are early in development, with plenty more flight tests to come.
The nearly 400 ft tall Starship lifted off on close to 17 million pounds of thrust, powered by 33 of the company’s Raptor engines. The rocket’s ascent appeared nominal, with all engines firing and on-target trajectory up until the booster and spacecraft performed staging separation.
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“This is another chance to put Starship in a true flight environment, maximizing how much we learn,” said SpaceX. “Rapid iterative development is essential as we work to build a fully reusable launch system capable of carrying satellites, payloads, crew and cargo to a variety of orbits and Earth, lunar and Martian landing sites.”
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The booster was attempting to conduct a controlled vertical splashdown [simulated]“landing” in the Gulf of Mexico, but instead it quickly left controlled descent and was blown up by SpaceX.
The prototype spacecraft meanwhile conducted its own engine burn for several minutes, climbing higher and faster than any Starship before it. But sadly, it too was lost shortly after, as it coasted over near Puerto Rico. The cause has not yet been released by SpaceX.
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As is standard, the FAA is currently investigating the accident. The FAA oversees all commercial launch sites, and noted that the surrounding environment and communities were unharmed, so it is not expected to be a long investigation (which will be led by SpaceX).
SpaceX outlined the flight tests achievements below:
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Elon Musk says the next Starship test could be ready to fly in 3-4 weeks. Whether the FAA grants than another launch license that soon, however, time will tell.
A reusable heavy-lift rocket and spacecraft to reach the Moon and Mars
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Starship will become a fully reusable rocket and spacecraft, able to conduct heavy-lift missions with crew or cargos to orbit, the moon, and beyond – eventually Mars. SpaceX even envisions Starships flying point-to-point around Earth, landing vertically on rocket engines, before being hoisted atop another booster for the next launch.
Why fly a plane 20 hours, when Starship can get you there in 1 hour? SpaceX has already proven it can be done, they do it every week now with their Falcon-9 rockets. Their less-used Falcon Heavy also does the same. Starship is intended to replace both.
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The giant boosters themselves, the most powerful ever flown, will land back on their launch pads.
Starships would also land / launch on and off other worlds the same way. NASA is counting on it, as the space agency has contracted Starship to be the lander for their first Artemis crews on the moon later this decade.
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NASA has a timetable for returning to the moon. And they want to stay at the moon this time. They’ve developed the Space Launch System (SLS) rocket and Orion spacecraft to do it. The SLS flew a flawless uncrewed lunar flight test in 2022.
A crewed flight test on Artemis-2 is scheduled for late 2023, with the first landing on Artemis-3 scheduled for possibly 2026. That crew would need to dock with a Starship, which will provide the vehicle needed to land on and launch off the lunar surface. While the latest launch offers progress, it is clear to see that much work is left to be done if this approach will ultimately be successful.
NASA wants to see many safe and successful Starship missions flown by SpaceX—as many as 20–before NASA puts their astronauts onboard for the moon.
We remember Western Airlines, one of America’s iconic air carriers that offered innovative in-flight service.
It is Tuesday, 7 May 1957, and you are a passenger aboard Western Airlines Flight 70, a Douglas DC-6B that has just leveled off at its cruising altitude after an 0825 departure from San Francisco. The flight is bound for Salt Lake City and Denver. You are settled in with your newspaper and book.
Suddenly, you hear a bugle call and the sound of hoofbeats. The strange inflight noises emanate from a tape recorder attached to the serving cart, which is maneuvered down the aisle by two flight attendants dressed in English hunting attire. Eggs, steaks, sausage, ham, and Danish pastries are displayed on the cart. You are about to enjoy Western’s Hunt Breakfast, certainly the most elaborate morning meal service offered by a domestic US airline at the time.
While carriers back East also entertained their passengers with elaborate meal services during that era, the West’s own airline had developed a reputation for particularly fine inflight service.
Western Airlines was innovative when it came to serving its customers. The company’s Champagne Flights were famous throughout the industry, and gifts of small bottles of perfume or orchids for the ladies were touches of hospitality that the airline was known for.
Remembering Western Airlines: The Only Way to Fly! 50
IT HAD NOT ALWAYS BEEN STEAK AND EGGS
But things had not always been so rosy at Western. In 1949, the company eliminated meal service altogether while reducing fares by 5% in an experiment to see if such a move would attract more customers. At the time, the airline was desperate to cut costs and increase revenues after three unprofitable years in which net losses totaled $1.6 million, a staggering amount of money in the 1940s. The no-food experiment was a flop, and meal service resumed after six months.
By the end of 1949, Western was able to post a small profit. The company would continue to post profits every year during the next decade.
Terrell C. Drinkwater, the company’s president, instituted all of the above innovations and turned the airline around. He became famous among airline executives for Western’s dramatic transformation.
TWIN-ENGINE CONVAIR 240s served most of Western’s short-haul routes in the 1950s. Photo from the Jon Proctor Collection.
CHAMPAGNE FLIGHTS AND ONE IMPORTANT BIRD
Western’s first major innovation in inflight service took place in 1954, and it was a game-changer. The airline contracted with the owners of the Italian Swiss Colony brand to carry the winery’s champagne onboard its flights. The champagne was a complimentary offering, initially served as an accompaniment to meals aboard flights marketed as “The Californian.” The free champagne quickly became an enticement for passengers to book their travel on Western as opposed to the competition.
The flights that offered a snack or meal accompanied by the complimentary bubbly were eventually branded as “Champagne Flights,” and they became a hallmark of Western’s service.
Remembering Western Airlines: The Only Way to Fly! 51
In 1956, the airline celebrated its 30th birthday, and at about the same time, the company introduced an animated character to its television advertising campaign. The cartoon figure was a bird, somewhat resembling a parrot, resting atop a Western DC-6B with a cigarette holder in one hand and a glass of champagne in the other.
In the commercials, the bird would inform viewers that Western was “the ooonly way to fly!” The animated avian was christened “Relaxed Bird,” then VIB (Very Important Bird) by the company, but the public quickly dubbed the little character “Wally Bird.”
From his perch atop a DC-6B, Wally Bird would proclaim that Western Airlines was “the ooonly way to fly!”
WESTERN AIRLINES FIESTA FLIGHTS
When Western inaugurated service to Mexico City in 1957, it did so with its usual champagne meal service. The following year, the company branded its non-stop First Class flights between Los Angeles and Mexico City “Fiesta Flights,” which featured lavish meals, a “Fiesta dessert cart,” and, of course, champagne.
The airline that at one time had eliminated all meal service in an effort to save money was now famous for some of the most innovative cabin service in the industry, from Fiesta Flights to Hunt Breakfasts.
In 1959, the company’s profit surpassed $5 million.
Western DC-6B photographed at Los Angeles (LAX). Mel Lawrence photo.
GOONEY BIRDS
Western’s final DC-3 service hopped across the Great Plains from Denver to Minneapolis/St. Paul with 11 scheduled enroute stops. Mel Lawrence photo.
Along with its fleet of DC-6Bs and Convair 240s serving cities throughout the West, the airline continued to be saddled with service to several small cities across the Great Plains that required Western to keep Douglas DC-3s in its fleet. By December 1958, the DC-3 operation had been reduced to one flight per day in each direction between Denver and the Twin Cities with eleven landings enroute, several of them on a flag stop basis. Most of these communities were eventually transferred to local service airlines, which were better prepared to offer service to such small cities.
Western’s route map effective 1 June 1957. The Civil Aeronautics Board (CAB) would transfer many of the smaller cities on the system to local service airlines. David H. Stringer Collection.
Western could finally retire the last of its reliable old DC-3s, and the company’s system was now more streamlined and ready for the next step forward in commercial aviation.
Western Airlines chose the turboprop Lockheed L-188A Electra as a replacement type for the company’s DC-6Bs and remaining Convair 240s. Bob Archer photo.
INTO THE JET AGE
Before entering the 1960s, Western had selected the turboprop Lockheed L-188A Electra to supplement service operated with its reliable Douglas DC-6Bs, which would gradually be retired. But Drinkwater and his staff had not rushed into a deal to purchase the very first round of turbojets. Instead, Western took a deliberate, methodical approach, carefully evaluating the new generation of jets in development. That caution paid off: by waiting, Western was ultimately offered the ideal aircraft for its needs.
Although fitted with propellers, Lockheed L-188A Electras were equipped with turbine-powered engines, classifying them as turboprops or “jet-props.” Western Airlines took a bit of liberty by advertising them as “Electra Jets.” David H. Stringer Collection.
A slightly smaller version of the 707, the Boeing 720, was designed to offer a choice for airlines that wanted a jet for medium-length stages. Modifications of the original 707 design endowed the 720 with better field performance and a faster cruising speed. As airlines began ordering the 720, Boeing improved the design yet again by installing more powerful Pratt & Whitney JT3D fan engines, creating the Boeing 720B Fanjet. This is the aircraft that Western settled on, outfitted to carry 122 passengers in a mixed-class configuration.
This Boeing Company photo features the Boeing 720B N93143. Western Airlines found the 720B to be the right aircraft for the company’s initial jetliner purchase.
While awaiting delivery of the 720Bs, Western leased two Boeing 707s from the manufacturer and introduced its first pure jet service on 1 June 1960 to Los Angeles, San Francisco, Portland, and Seattle/Tacoma.
Boeing 720B service was finally inaugurated on 15 May 1961 between Los Angeles and Mexico City, followed shortly by service to the aforementioned Pacific Coast stations. Western’s satisfaction with Boeing’s Fanjet was demonstrated by the company’s acquisition of 27 720Bs between 1961 and 1968.
An updated version of Wally Bird rests atop a Western Airlines Boeing 720B. David H. Stringer Collection.
WESTERN’S BOEING 737
Western’s short and medium-haul routes were served well by the company’s turboprop Electras and aging piston-engined DC-6Bs. But more modern equipment, suitable for frequent take-offs and landings on flights making several stops, would have to be procured eventually. It was Boeing’s 737 that management decided would fit perfectly into Western’s fleet, even though the 737 design and production process was lagging behind the similar projects of Douglas and British Aircraft Corporation (BAC).
In 1965, Western signed a contract with Boeing Aircraft to purchase 20 737s, plus options for an additional 10. The options were exercised, and the first of Western’s 30 factory-fresh 737s entered service in 1968.
Western Airlines ordered 30 Boeing 737s to take over the medium—and short-haul duties previously handled by the Electras. Mel Lawrence photographed these 737s on the ramp at Great Falls, Montana.
WESTERN AIRLINES TO ALASKA AND HAWAII
On 1 July 1967, Western absorbed Pacific Northern Airlines (PNA) through a merger, giving Western access to Ketchikan, Juneau, Anchorage, and other destinations in the 49th state.
In 1969, after perhaps the most convoluted and drawn-out case ever resolved by the Civil Aeronautics Board (CAB), Western was granted permission to serve Hawaii from San Francisco, Los Angeles, San Diego, several other mainland cities, and Anchorage.
Western Airlines route map, effective 1 February 1969, shows the company’s routes extending to Alaska and Hawaii. David H. Stringer Collection.
In anticipation of the Hawaii award, Western purchased five Intercontinental models of the Boeing 707, which entered service in 1968. The 707-347Cs initially operated the company’s few long-haul services, from Los Angeles to Mexico City and from Los Angeles and San Francisco to the Twin Cities, before being deployed on the newly awarded Hawaii routes in the spring of 1969.
In addition to the intercontinental 707s and 30 new Boeing 737s, Drinkwater ordered six Boeing 727-200s and three Boeing 747 jumbo jets and was negotiating to buy more 727s and intercontinental 707s.
A Western Airlines Boeing 707-347C Intercontinental jet, photographed at San Francisco (SFO). George Hamlin Collection.
THE 1970s, ‘80s, AND THE END OF WESTERN AIRLINES
There was at least one observer who thought that the company was ‘in over its head’ and saw the potential for a takeover. Kirk Kerkorian was a developer, investor, and the former head of a supplemental air carrier, Trans International Airlines (TIA). He began acquiring shares of Western’s stock until he had accumulated enough to insist on placing his own people on Western’s Board of Directors.
The first thing Kerkorian wanted to do was cancel the 747 order. Drinkwater, who had guided Western since the 1940s, was forced out of the company in less than a year.
Western’s management settled on the McDonnell-Douglas DC-10 as its widebody aircraft of choice, and the company expanded operations to several destinations in the eastern US and, for a short time, to London’s Gatwick Airport (LGW).
During Western’s final years, the fleet consisted of Boeing 727-200s, Boeing 737s, and McDonnell Douglas DC-10s, while the company’s flight hubs were located at Salt Lake City and Los Angeles. In the post-deregulation era, the carrier became an attractive takeover target, and in 1987, Delta Air Lines acquired Western through a merger.
The air carrier that once proclaimed itself “the ooonly way to fly” was now relegated to history.
Breaking up is hard to do, but the end is finally near. Delta Air Lines will end operations on its once-massive fleet of CRJ-200s on 30 November.
That means beginning in December, not a single Delta Air Lines passenger will set foot on a CRJ-200 (CR2) for the first time in over three decades. However, for CR2 die-hards (do any exist?), not all is lost: Delta scheduling continues to indicate the possibility that at least three cities will again see CR2 service in spring 2024 (even if it is probably just be a scheduling error).
Delta Connection Carrier Comair Introduced the CRJ-200 to North America in 1993
Comair CRJ-100s and EMB-120s on the ramp at Cincinnati Northern Kentucky International Airport (CVG) in the early 1990s | IMAGE: Vern Krutein on flickr
The Canadair Regional Jet program traces its roots back to the early 1970s when William Lear, the creator of the Learjet, spearheaded a project to launch a new business jet called the Challenger 600.
Canadian aerospace manufacturer Canadair took over the project prior to the type’s certification in 1980. However, despite its certification, sales never took off. In 1986, Bombardier acquired Canadair and initiated a comprehensive program overhaul, resulting in the development of the CRJ-100.
The maiden flight of the CRJ-100 took place on 10 May 1991. Following certification in October 1992, Lufthansa subsidiary CityLine became the launch customer for the new regional jet. Meanwhile, in North America, Comair (a Delta Connection carrier that would later become a wholly-owned subsidiary of Delta Air Lines) was the launch customer for the CRJ-100. Comair initiated CRJ service between Cincinnati/Northern Kentucky International Airport (CVG) and Toronto Pearson International Airport (YYZ) in Canada on 1 June 1993.
A newer, more efficient model, the -200, was introduced shortly after that. In all, 1021 CRJ-100/200s were manufactured between 1991 and 2006.
Today, just 122 remain in service in North America. Among them, 81 are operated by Skywest (Delta Connection, United Express), 36 by Air Wisconsin (American Eagle), and seven with Canadian carrier Jazz Aviation (Air Canada Express).
Interestingly, Air Wisconsin resumed flying the CRJ-200 again earlier this year after parking them during the pandemic. The carrier operates a small number of regional routes using the CR2 out of Chicago O’Hare International Airport (ORD) on behalf of American Eagle.
An 11 or Three-Year Process, Depending on Who You Ask
A Delta Connection CRJ-200 lifting off | IMAGE: Delta Air Lines
Rumblings of an impending end to CR2 flying for Delta have been swirling since at least 2012. However, it wasn’t until 2020 that airline leadership officially set a plan in motion to permanently retire the CRJ-200s from Delta’s fleet.
It’s not hard to understand why. The CR2 is Delta’s smallest aircraft (Delta Connection no longer operates any ERJ135/145s). Although its impact on revolutionizing regional air travel cannot be understated, the CR2 is almost universally hated by passengers and crew. Offering minimal amenities, the CR2 doesn’t fit in with Delta Air Lines’ evolving business model. The company aims to “simplify, modernize, and streamline” its fleet and enhance the customer experience, all while slashing operating costs.
These changes will make Delta the first U.S. carrier to offer first class on every flight.
The tiny CR2 features just one class of service. The aircraft is notorious for its tight seating configuration and (very) limited overhead storage. Despite featuring Delta’s premium seat product Comfort Plus, the added legroom on the CR2 is negligible. Taller passengers often contort into uncomfortable positions, while overhead “bins” fill up quickly, leading to delays during boarding and disembarkation. Further, the CR2 does not feature in-seat power, unlike the CRJ-700/900.
Delta also plans to roll out Wi-Fi capabilities to every aircraft in its fleet (with the exception of any remaining CR2s) by the end of 2024.
Of course, the pandemic and the ongoing pilot shortage crisis have further contributed to sealing the fate of the CR2.
In its 2020 announcement, Delta committed to completely phasing out the CR2 by summer 2023. Despite minor adjustments to the timeline, Delta has remained largely consistent with its goal.
The Beginning of the End
Delta Connection CRJ-200 | IMAGE: Delta Air Lines
Delta Connection carrier Endeavor Air ended CR2 operations out of Atlanta Hartsfield Jackson International Airport (ATL) in May 2023. This left St. George, Utah-based Skywest Airlines as Delta’s sole operator of the type out of Detroit Metropolitan Wayne County Airport (DTW), Minneapolis–Saint Paul International Airport (MSP), and Salt Lake City International Airport (SLC).
However, Skywest has been phasing out CR2 operations in recent weeks. In mid-October 2023, Skywest ended CR2 ops out of Detroit and Minneapolis.
That left Salt Lake City as the only remaining Delta hub with CRJ-200 flights.
Where Delta CRJ-200s Still Fly Today
A Delta Connection CRJ-200, operated by Skywest Airlines, on the ramp at Elko Regional Airport (EKO) | IMAGE: Elko Regional Airport on Facebook
But even at SLC, Delta is preparing to end CR2 ops.
As of the time of this writing (mid-November 2023), Skywest is deploying the CRJ-200 on routes to just three cities out of SLC, which are:
CNY: Moab, Utah (Canyonlands Regional Airport)
EKO: Elko, Nev. (Elko Regional Airport)
CDC: Cedar City, Utah (Cedar City Regional Airport)
Aside from these cities, Skywest previously operated the CR2 on seasonal flights to Yellowstone Airport (WYS) in West Yellowstone, Mont. However, this service concluded for the winter months in mid-October.
Similarly, service to Moab, Elko, and Cedar City will end for the winter months on 30 November.
So, is that the end of Delta’s CRJ-200 story? The short answer is: Probably, yes.
According to delta.com, the potential resumption of service to at least two of those locations – West Yellowstone (WYS) and Moab (CNY) – still shows the CR2 next spring, but that was probably just a placeholder aircraft for the schedule. It is more than likely going to be with the larger CRJ700 or CRJ900.
At the same time, local media in Moab is reporting that Skywest, which also provides United Express service to CNY from Denver International Airport (DEN), will pull out of CNY for good by the end of 2023. In its place, federally subsidized flights to Phoenix Sky Harbor International Airport (PHX) aboard Smyrna, Tenn.-based Contour Airlines will begin in February 2024.
More Modern and Comfortable Regional Jets Are Replacing the CRJ-200
The Bombardier CRJ-900, operated by Delta Connection Carrier Endeavor Air or SkyWest Airlines, takes off | IMAGE: Delta Air Lines
For travelers in Elko (EKO) and Cedar City (CDC), Skywest will introduce 76-seat CRJ-900s when service resumes next spring.
This trend extends to smaller markets throughout the Delta network. Alternatives such as the CRJ-700 and the Embraer 170/175, operated by regional carriers Republic Airways, Endeavor Air, and Skywest, will replace outgoing CR2s.
Some small-to-mid-size cities have lost Delta service altogether, including Lincoln, Neb. (LNK), and the Pennsylvania cities of Erie (ERI) and Wilkes Barre/Scranton (AVP). However, these instances are not isolated, with more than 70 U.S. cities experiencing a reduction or elimination in air service due to various factors, including the contraction of regional airline fleets.
Once Lauded, the CRJ-200 Evolved into the Airplane Everyone Loved to Hate
A Delta Connection (Comair) CRJ-200 lifts off from Cincinnati Northern Kentucky International Airport (CVG) on 3 Aug 2003 | IMAGE: Bruce Leibowitz on flickr
As of this writing, just eight CR2s remain in Delta’s fleet of CRJ-100/200s that once numbered in the hundreds.
While most of the jets are living out their remaining days in desert boneyards, some have found new life operating federally subsidized air service routes for other carriers. But even those carriers will see an end to CR2 service in the next few years, with United Airlines committing to a 2026 end date.
Delta’s decision to retire the CRJ-200 is part of a broader trend in the aviation industry towards more efficient, environmentally friendly, and passenger-centric aircraft. Newer regional jets and smaller full-size jets like the Airbus A220 are equipped with state-of-the-art technology and improved cabin configurations.
As we bid farewell to the CRJ-200, we’d be remiss not to acknowledge its role in connecting communities and supporting regional air travel. Despite its flaws, this aircraft served as a vital link between smaller airports and major hubs, facilitating economic growth and fostering connections between people.
The imminent retirement of the CRJ-200 signifies the conclusion of an era spanning over three decades for Delta Air Lines and Delta Connection. And while we doubt many tears will be shed over its retirement, Delta (and other legacy carriers) would do well to consider the many smaller communities the CRJ-200 connected to the world.
In the meantime, flyers rejoice! Each day that passes is one day closer to never having to set foot in the airplane we all love to hate. As we once called it, the Nickleback of the skies days are numbered at Delta Air Lines.
UPDATE: Starship 25 (the second full test launch) launched today shortly after 7am Central Time. The first stage separated successfully but then encountered an anomaly and was destroyed. The second stage continued until 148km over the Gulf of Mexico where it also encountered a RUD (rapid unscheduled disassembly). The video below has the full launch sequence.
Original Story:
SpaceX is set to launch their second flight test of the Starship and Super Heavy rocket on Saturday morning, Nov 18. Liftoff is scheduled for 7:00am Central from Starbase, TX.
Watch it here:
You can watch the launch LIVE above on Saturday morning, beginning at 6:30am Central. You can watch SpaceX’s official webcast on their website or on X.
Second test follows explosive flight last April
Saturday’s flight test follows their first test launch earlier this year in April. That Starship was able to lift-off, but it destroyed its launch pad in doing so, and experienced multiple engine failures on ascent.
The Starship was remotely destroyed shortly after launch, at an altitude of about 24 miles by the Autonomous Flight Safety System (self destruct). After review, it was determined that the system took too long to execute, as there was quite a delay between the command and actual destruction. The explosion occurred near sensitive and populated areas. Local communities and protected environmental areas were impacted with debris and clouds of dust, even sparking a small wildfire.
A subsequent FAA investigation took seven months to complete. It involved other government agencies including the U.S. Fish and Wildlife Service (FWS), because Starbase is located on a federally protected wildlife refuge.
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Launch is an important step toward lunar spaceflight and beyond.
The company’s new mammoth rocket and spacecraft stand nearly 400 ft tall when stacked. The first stage Super Heavy is equipped with 33 of the company’s own Raptor engines, which will produce nearly 17 million pounds of thrust on launch. By far the most powerful rocket ever.
NASA is helping fund Starship development to land Artemis on the Moon
Ultimately, SpaceX wants Starship flying heavy-lift crew and cargo missions to the moon and Mars. And they want a fully reusable system, even landing the rocket back on its launch pad. SpaceX already has paying customers for those future missions too, including NASA. NASA wants to land their Artemis crews on the moon using the Starship. The first moon landing on Artemis-3 is slated for possibly 3 years from now if SpaceX can successfully launch and keep a very tight timeline.
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That said, the U.S. government has a high interest in Starship’s development. There can’t be a moon landing until Starship is ready. SpaceX had to consistently launch safe missions on the Falcon9 system before NASA ever put their astronauts onboard, and it will be no different for Starship. NASA wants to see around 20 Starship flights, from both Starbase and Kennedy Space Center, before they will trust the systm enough to put their crews on the Artemis-3 lander.
A look at Saturday’s flight test
Saturday’s scheduled Integrated Orbital Flight Test-2 won’t be going to the moon. Starship will launch, then perform staging separation a little after 2 minutes in flight. The massive rocket will then fly back and attempt a vertical landing splashdown about 20 miles off the coast of TX.
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The Starship spacecraft meanwhile will ignite its own Raptor engines for 6 minutes, continuing on in flight for an hour before splashing down in the Pacific Ocean about 60 miles northwest of Kauai, Hawaii.
Neither the rocket or Starship for this test will be recovered or reused. SpaceX is constantly developing more test articles, in what they call a rapid iterative development approach. If this launch is successful, future iterations will attempt a landing.
Talk about the Ultimate Flex! Couple flies family and friends from Fort Worth, Texas to Paris for a Wedding.
Last night, I witnessed an incredible charter operation taking place at Fort Worth’s Alliance Airport. During the evening hours, an impressive VIP-configured AirX Airbus A340-300, equipped with over 100 lie-flat seats, made its grand entrance, accompanied by a pair of La Compagnie A321neos, both configured with all-business class seating.
Chartered A321NEO arrives at Alliance Airport in Fort Worth, Texas. Image: Centerline Images
This Wasn’t Just A Typical Charter
The word on the street suggests that these three aircraft were chartered to transport a sizable wedding entourage from the North Texas airport to Paris, France.
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Interestingly, it seems that the individuals responsible for this operation effectively took La Compagnie out of its normal regularly scheduled service for the day. A quick examination of La Compagnie’s website revealed that the 15th, the date of the charters, was conspicuously unavailable for booking, making it one of the only greyed-out dates on the calendar for the entire month.
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Pure Luxury for every guest
Following a few hours on the ground, and amid a seemingly endless stream of luxurious vehicles that are currently far beyond my own financial reach, the three aircraft departed the North Texas airport to start the journey east. The A340, with its much better range capabilities, embarked on a direct flight to Paris, while the “less fortunate” ones on the pair of A321Neos had to make a pit stop in Newark before joining the rest of the entourage in the French capital.
What a tough life! Cheers to the lucky couple!
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It was a very good week for Boeing as two major Middle Eastern carriers, Emirates and flydubai, placed orders worth a staggering $63 billion on the opening day of the 2023 Dubai Airshow.
The deals solidify the post-pandemic success that Boeing continues to enjoy. After years of trouble, it appears the American OEM may finally be on a winning trajectory.
The World’s Largest Widebody Operator Will Get Even Bigger
Emirates Boeing 777-300ER photographed on August 17, 2015 from Wolfe Air Aviation’s Lear 25B | IMAGE: Emirates
Emirates, already holding the title of the world’s largest widebody aircraft operator, reinforced its dominance with a massive $52 billion order. The airline’s commitment comprises a firm order for 95 aircraft, featuring 55 777-9s and 35 777-8s, bringing the total count of 777s on order to an impressive 205. Additionally, Emirates upgraded its existing order for 30 Boeing 787-9s, increasing the Dreamliner commitment to 35, including 15 787-10s and 20 787-8s.
Emirates also signed an agreement for 202 GE9X engines to power the newly ordered 777s, bringing their total GE9X order to 460 units.
The first 777-9 is due to join the Emirates fleet in 2025, with continuous additions until at least 2035. Notably, Emirates will be one of the launch customers for the 777-8, with deliveries slated to begin in 2030.
Emirates’ chairman and chief executive Sheikh Ahmed bin Saeed Al Maktoum says Monday’s announcement cements his airline’s position as the world’s largest Boeing 777 operator.
“The 777 has been central to Emirates’ fleet and network strategy of connecting cities on all continents non-stop to Dubai,” said Al Maktoum. “We are pleased to extend our relationship with Boeing and look forward to the first 777-9 joining our fleet in 2025.”
Emirates has 295 Aircraft on Order
The Emirates fleet at Dubai International Airport (DXB) | IMAGE: Emirates
With 295 aircraft now on order, Emirates continues to position itself as a global aviation leader for decades to come. The carrier boasts an all-widebody fleet of 116 Airbus A380s and 144 Boeing 777s, including 10 Boeing 777-200LRs, 123 777-300ERs, and 11 777 freighters.
Emirates also placed an order for 50 Airbus A350-900s at the 2019 Dubai Airshow. These aircraft are due to enter the fleet sometime in late 2024, although that date keeps getting pushed back.
Emirates flies to 140 cities on six continents and will celebrate its 40th year of operation in 2025.
flydubai Stays Loyal to Boeing with Historic Widebody Order
An artist rendering of a flydubai Boeing 787-9 Dreamliner | IMAGE: flydubai
Flydubai, a Dubai-based budget airline, made history on Monday by placing its first-ever widebody aircraft order. The $11 billion deal includes 30 Boeing 787-9 Dreamliners, marking a strategic expansion of flydubai’s all-Boeing fleet, which currently includes 30 737-800s, 47 737 MAX 8s, and 30 737 MAX 9s.
“The 787-9 is perfectly suited for the needs of flydubai as it looks to open up new, longer-range routes and add capacity across its network,” said Boeing Commercial Airplanes president and CEO Stan Deal. “We are proud of the confidence that flydubai continues to place in our products with an all-Boeing fleet.”
With deliveries to begin in 2026, the 787-9 Dreamliners will play a central role in flydubai’s strategic expansion plans.
Operating a fleet of 79 aircraft, flydubai’s network spans across three continents, 54 countries, and more than 115 cities. The carrier, which began operations in June 2009, currently has over 130 Boeing 737 MAX aircraft on order, with deliveries scheduled through at least 2035.
Boeing’s Broader Success on Day One of the 2023 Dubai Airshow
Artist rendering of a flydubai Boeing 787-9 Dreamliner | IMAGE: flydubai
While the Emirates and flydubai orders stole the spotlight, Boeing’s success in Dubai didn’t stop there. Other significant orders include:
SunExpress: The Antalya, Turkey (AYT)-based carrier committed to up to 90 Boeing 737s, including 28 737-8s and 17 737-10s. The deal includes options for up to 45 more 737 MAX aircraft.
Egyptair: The Cairo, Egypt (CAI)-based carrier signed a contract to lease 18 Boeing 737-800 MAXs.
Royal Jordanian: The Amman, Jordan (AMM)-based carrier ordered four 787-9 Dreamliners and reconfirmed a previous order of two.
Royal Air Maroc: The Casablanca, Morocco (CMN)-based carrier ordered two 787-9s.
Boeing may get yet another massive boost at the Dubai Airshow this week. An announcement is reportedly very close for Saudi Arabia’s second official flag carrier, Riyadh Air. While not confirmed, the order is said to be upwards of up to 100 Boeing 737 MAX jets with a similar number of options. If confirmed, the 737s would join the previously announced order of 72 Boeing 787s for the Riyadh-based airline. The carrier, founded in March 2023, has not yet begun revenue operations.
Airbus also received some love on Day 1 of the Dubai Airshow with Riga, Latvia (RIX)-based airBaltic’s order for 30 A220-300s.
As day two kicked off on Tuesday morning, Airbus and Egyptair announced an order for 10 Airbus A350-900s. Later in the day, Ethiopian inked a deal with Boeing for up to 67 jets, including 11 787s and 20 737 MAXs, with options for 36 additional aircraft.
Boeing also received an order for seven 737 MAX 8s for Kazakhstani carrier SCAT Airlines.
Another announcement that could come this week is a potential “mega order deal” between Airbus and Turkish Airlines.
Dubai Airshow 2023: A Global Aviation Extravaganza
The 2023 Dubai Airshow | IMAGE: Emirates
The Dubai Airshow, renowned as the world’s largest aviation exhibition and conference, will host over 100,000 visitors from more than 150 countries this year. The program will feature over 1,400 exhibitors from 95 countries and more than 180 aircraft.
The biennial event, now in its 37th year, is a platform for industry leaders to showcase cutting-edge technology and innovations.
The airshow continues through Friday, 17 November.
JETRAIL Service aimed to revolutionize the terminal experience. It worked, but never took off.
In 1970, The New York Times ran a story on the Braniff International Airways gondolas at Love Field. As one might imagine, in 1970, a $2 million “jet rail” system (aka, a monorail) that whisked passengers from airport parking nearly a mile away from the airport to the main terminal in approximately four minutes was the height of technology. In fact, it was the world’s first fully automated monorail transit system — it was a big deal and deserved some nationwide press.
If you’ve been to Dallas Love Field recently, you can probably attest to the airport’s resurgence. You’ll see the efforts to accommodate increased passenger numbers with a fresh terminal, great restaurants, and innovative signage. The same can be said for the airport back in the early 70s. The gondola system was an initial attempt to alleviate some of the crowds around the main terminal. It was also designed to lessen backed-up traffic due to cars unloading passengers there, as well as provide shelter and convenience for those who parked their vehicles and then walked the nearly mile trek to and from the airport.
The gondola system was planned in conjunction with a new terminal, which opened in 1968 to accommodate Braniff International Airways’ brand-new Boeing 747 aircraft that would be arriving and departing from the airport. (Braniff International Airways, which operated from 1928 through 1982, used Dallas Love Field as one of its hubs, and called its new terminal the “Terminal of the Future.”)
A Braniff International Boeing 747 in the 1980s. This 747 began service for Braniff in the early 1970s with most of the 747 service originating from dallas Love Field.. (Photo: Tim Rees)
The Braniff JETRAIL Passenger Experience Was Pretty Epic
According to The Times, the gondola system, when it first opened, worked like this:
A passenger pulls into the parking facility and receives their parking ticket. Their baggage is placed on either a baggage gondola or a truck (it’ll be taken straight to the aircraft). Then, the passenger gets into the passenger gondola and heads to the terminal. When a passenger arrived back at the airport, their luggage was similarly taken to the parking facility via the gondolas, so the passenger didn’t need to spend unnecessary time waiting around the baggage claim.
The gondolas, which were air-conditioned and heated, traveled at 15 miles per hour, 17 feet up in the air, and were outfitted with buttons similar to what you’d find on an elevator today. Each gondola held 10 passengers (with seating for six) and had room for their personal items. Ten gondolas were running when the system opened in 1970.
At that time, Bill B. Grimes, vice president for properties and facilities, Braniff, told The Times that he suspected every airport in the world would have a similar gondola system by 1975. However, Grimes would be very, very wrong — the Braniff gondolas would cease operations by the fall of 1974.
Braniff Abandons Its Terminal of the Future
In January 1974, Braniff moved its hub from Dallas Love Field to the newly opened DFW. Braniff played a significant role in DFW’s planning and was able to test more of its futuristic travel technology there. Braniff still operated intrastate service out of Love Field, but then abandoned that service in September 1974. At that time, the gondolas ceased operations for good, having traveled 500,000 vehicle miles per year and carried more than 10 million passengers over their lifetime, with a 99.9% reliability rate.
The Braniff Jetrail Fastpark System was a suspended monorail system that operated at Dallas Love Field from 1970 until 1974#travelpic.twitter.com/BEPvCbdtgp
What happened to the gondolas and the JETRAIL system afterward? For a brief period, the JETRAIL parking facilities were turned into a ’70s disco. Yes, really! There was talk of converting the system into an urban project or a hotel, but neither idea came to fruition. Finally, in 1978, the entire JETRAIL system was dismantled.
The F-16XL Was A Bigger, Better F-16 That Was Improved But Not Approved
General Dynamics (GD) entered one of their designs in the Enhanced Tactical Fighter (ETF) competition to replace the F-111 but lost out to what became the McDonnell Douglas F-15E Strike Eagle. Of course, the United States Air Force (USAF) still operates hundreds of F-15Es and numerous General Dynamics F-16 Fighting Falcons (also known asVipers) today.
The design that GD submitted to the ETF competition is one of the most easily recognizable prototype aircraft ever built. Only two were created, initially using production F-16A numbers 3 and 5. Those airframes were transformed into the world’s only two F-16XL.
Official US Air Force photograph
Cranking the Arrow for SCAMP
But the F-16XL actually began as the F-16 Supersonic Cruise and Maneuver Prototype (SCAMP). Originally intended to demonstrate that supersonic transport (SST) aerodynamics had potential applications in military aircraft, the research spanned two years but was largely theoretical and model-based. It was found that a cranked-arrow wing shape would provide vastly increased lift without the usual limitations of a delta wing when paired with an F-16A fuselage. GD invested heavily in research and development, partnering with NASA to test more than 150 different configurations for 3,600 hours in wind tunnels at NASA Langley.
Official US Air Force photograph
That Magical Wing
The most distinctive feature of the F-16XL was its cranked-arrow delta wing. The wing was swept back at a lower angle (50 degrees) near the root (for supersonic performance) and at a higher angle (70 degrees) outboard (for subsonic stability and handling). The surface area of the wings, 633 square feet, was more than double the wing surface area of a standard F-16A, but drag was reduced. As one result, the aft-mounted ventral fins on standard F-16As were absent on the F-16XL.
Official US Air Force photograph
More Than Just a Bigger Set of Wings
GD and the USAF agreed to utilize the third full-scale development (FSD) F-16A airframe (A-3, serial 75-0747) and the fifth FSD airframe (A-5, serial 75-0749) for the F-16XL conversion. Modifications included the cranked-arrow wings and the addition of two fuselage sections, one forward and one aft, totaling 56 inches. The wing skins were 600 pounds lighter thanks to carbon fiber construction, but the aircraft weighed almost 3,000 pounds more than the standard F-16A. The wing contained fuel, allowing both an 82 percent increase in internal fuel capacity and the ability to attach up to 27 stores stations.
Official US Air Force photograph
So That’s Why 0747 is a Two-Seater
The first F-16XL to fly was 75-0749. Powered by a Pratt & Whitney F100-PW-200 turbofan, she flew for the first time on 3 July 1982. 75-0747, powered by a substantially more powerful General Electric F110-GE-100 turbofan, was badly damaged in a mishap before conversion. Rather than modify another airframe, 0747 received a new-build F-16B type two-seat forward fuselage at GD in Fort Worth. 0747 flew for the first time on 29 October 1982.
Official US Air Force photograph
For the Rest of the Cranked Arrow Story Bang NEXT PAGE Below
Nicknames bring personality to machines. If an airplane really great airplane or a really crappy one, it’ll get a great nickname. If you are a pilot, you probably remember that the first plane you soloed was a Piper Cherokee, or a T-37 Tweet, or a T-34 Mentor. It’s not uncommon for old pilots to say, “I remember the first time I took that Tweet up solo. It was a fantastic day!”
Then some nicknames are so iconic that ‘next generation’ of planes adopt them as their own. The T-6 is named ‘Texan II’ after the original Texan that trained a whole generation of pilots, the F-35 is named ‘Lightning II’ after the original P-38 Lightning, and the C-17 takes on a third generation moniker, the ‘Globemaster III’.
But then there is a third category of nicknames. Ones that are odd, weird, or even really snarky. These nicknames for planes are a mix of cutting, a bit snide, and a large dose of humor mixed in… Here are our top 5 snarky nicknames:
Number 5: Boeing B-52, Nickname ‘BUFF’
Official US Air Force photograph
The Boeing B-52 is legendary. Behind the stealthy B-2, it is probably the most recognized bomber in the world. The jet has a lengthy history. The first demonstration jet flew way back in 1952. It is now on it’s ‘H’ iteration with a whole host of modifications since its introduction. There is even a possibility of upgrading the engines on the venerable bomber in the next couple of years.
So why in the world is the B-52 ‘Strotobomber nicknamed the “BUFF”? The B-52 owes its infamous moniker to a bad paint job from back in Vietnam. The B-52 originally had a bright and shiny bare metal paint job. But the beautiful buffed metal would stick out like a sore thumb over the jungles of Vietnam. So instead, they painted it in a camouflage color scheme. Officers who flew the jet weren’t impressed with how it looked.
The B-52 earned the nickname ‘BUFF’ standing for ‘Big Ugly Fat F*ck’. It might have not been the most PC name, but it stuck. And the B-52 has stuck around too. Some say that the B-52 will become the first military aircraft to fly for at least 100 years.
In an open hanger decorated with aged aviation artwork and maintenance tools sits an Extra 330SC aircraft poised to perform its next air show demonstration at the hands of the new first lady of aerobatics.
Dressed in a black jumper, her blond hair pulled back as she wipes the sweat from her forehead, its pilot steps back to admire her new aircraft. Satisfied, she completes one last preflight check before the upcoming performance.
Patty Rosalie Wagstaff is the world’s top aerobatic pilot whose career includes three U.S. National Championships, and numerous awards of recognition, including the Charlie Hillard Trophy for becoming the top scoring American pilot during the 1996 World Aerobatic Championships. Following a 30-year career, she continues to stay in a throttle-up mode both in the air and in the classroom.
Standing in the Rome Airport hanger during the Wings Over North Georgia Airshow, this aerospace journalist spoke with Patty about her storied career. And, her new role in educating pilots how to manage an in-flight emergency.
U.S. National Aerobatic Champion and air show pilot Patty Wagstaff soars into the record books. (Atkeison)
Patty and her sister Toni were raised around aviation. They grew into their teen years while their father flew as a pilot for Japan Airlines. Toni became a pilot for United Airlines while Patty flew with a different attitude in mind.
Patty Wagstaff Becomes a Trailblazer for Women
“I guess I did set out to be a trail blazer when I decided I would go for winning the U.S. National Championships,” Patty confessed as she reflected upon her early years. “Everybody told me a woman couldn’t do it when I first started saying women aren’t aggressive enough.”
Shaking her head with a grin, Patty said she answered those statements by saying, “I guess you never went to high school.” She feels the lack of women in aviation sports is due to family reasons and that many women are unaware it is available to them.
“Being a women in this field is a kind of responsibility,” she said. “You want to show other people what is available to them, even if they don’t do this there is other careers in aviation.”
In 1994, the Smithsonian Air and Space Museum honored her championships by placing her one of a kind Extra 260 aircraft on display next to her heroine Amelia Earhart’s Lockheed Vega. She still feels excited to have this honor.
Patty Wagstaff’s 1993 Extra hangs on permanent display in the Smithsonian Museum. (Wagstaff)
“It’s awesome – it’s kinda surreal still, actually,” Patty proudly said. “The (Smithsonian) hung that airplane (Extra 260) as it was a prototype, a unique airplane; and the first woman (national champion) was important.”
Her awards and accolades are plentiful. In 1997, Patty was inducted into the International Women’s Aviation Hall of Fame, and in 2004, was inducted into the National Aviation Hall of Fame.
The World’s Top Air Show Aerobatic Performer
Patty’s current air show performances last about 14 minutes and is unlike many of her fellow performers. She has been flying her Extra 330SC for nearly two years.
“It’s kind of a monster – its called a beast,” Wagstaff said looking over her shoulder. “It’s got a lot of power and it just wants to go up. The hardest thing in this airplane is pulling the power back and slowing it down sometimes. It’s amazing.”
Performing low and fast, Wagstaff soars past the Air Force Thunderbirds in 2016. (Atkeison)
Patty keeps the audience in mind as she designs the layout of her air show maneuvers. She states she wants to provide an intimate experience for the guests.
“I like to do barnstormer type aerobatics as I like to keep it low and close to the crowd,” the aerobatic champion said. “I think if you keep it moving, keep it in front of the crowd, keep the smoke on, I think that you can keep the attention.”
Aerobatic and In Flight Emergency Instructor
Today, Patty keeps a busy pace as she performs six to eight air shows each year, and is a flight instructor at the Patty Wagstaff Aerobatic School in St. Augustine, Florida. She and her staff not only specializes in training new pilots, but they also teach all pilots how to avoid loss of control while in-flight. She refers to it as Upset Training.
“What keeps me really busy is our aerobatic school, which includes Upset Training which is teaching people to stay out of trouble,” Patty explained. “We go to corporate flight departments and we train their pilots, or they can come to see us.”
Patty opened the school in 2014, and she has built a world-class flight instructional school. “It’s a lot more fun than I even thought it would be. We get really great students who really want to be there.”
Editor’s Note: This article originally appeared on AvGeekery.com in 2017. Now 73 (as of 2025), Patty Wagstaff continues to soar—performing at airshows, instructing pilots, and running her aerobatic flight school in St. Augustine, Florida. Though retired from competition, she remains a dynamic force in aviation, mentoring the next generation while staying hands-on in the cockpit and the community.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Pilatus has taken something great and made it even greater, with the release of their new and improved PC-24 business jets. And to celebrate, they decided to land one on a highway in the Australian Outback, something the jet will have do in an Ambulance Service role.
The new jets have an outstanding short runway capability, able to takeoff in 3,090 ft. And they are certificated for operations on grass, gravel, dirt, and snow. No other business jet can operate from unpaved and paved surfaces that short.
Better performance, range & payload for the world’s “first and only Super Versatile Jet”
The new jets can fly 2,000 nautical miles, and carry up to 11 passengers + 1 pilot (yes, it can be flown by a single pilot). They have a cargo capacity of 3,100 lbs., and are powered by Williams International FJ-44-4A engines. Max operating altitude is 40,000 ft.
They come in several interior options and designs too. It just deoends on the customer’s needs. The new PC-24s also feature what Pilatus calls an Advanced Cockpit Environment (ACE).
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“ACE is so capable and offers such a wealth of functionality. In its most basic configuration it boasts the most intuitive and user-friendly cockpit concepts ever in business aviation,” says Pilatus.
“Four 12-inch screens ensure that all relevant information is displayed in the right place and with no delay. The Inertial Reference System (IRS) guarantees excellent reliability and accuracy of altitude and navigation data. ACE also includes a Synthetic Vision System, Autothrottle, Graphical Flight Planning, Traffic Collision Avoidance System (TCAS II), and Localiser Performance with Vertical (LPV) guidance capability.”
Multiple roles for multiple needs
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The new PC-24s will serve well for the business people and folks just looking to jet away for fun and games. But the aircraft may best serve as air ambulances. Their interiors are basically intensive care units. The jets can reach remote emergencies and hospitals quickly, virtually anywhere. Patients can be easily moved on and off the aircraft.
Several organizations worldwide use PC-24s as jet ambulances already. They include the Royal Flying Doctor Service of Australia, KSA Swedish Air Ambulance, Alaska’s North Slope Borough, New South Wales Air Ambulance and more.
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You can see plenty more images of the cockpit and various interiors on the Pilatus website, as well as more information about the new jets.
First orders will start being delivered to customers in 2024.
Introduced in the late 1950s, the Douglas DC-8 was a marvel of its time, revolutionizing long-haul air travel and setting the stage for modern jetliners.
Today, while most of its contemporaries have long been retired, five DC-8s still grace the skies, a testament to this legendary aircraft’s enduring quality and engineering prowess.
Origins and Development
Douglas DC-8 Airplane in Flight | IMAGE: NASA
The Douglas DC-8 was born in an era of fierce competition among aviation giants. Conceived by the Douglas Aircraft Company, the DC-8 was envisioned as a response to Boeing’s new quadjet, the Boeing 707. Douglas aimed to create an aircraft that could rival the 707 in both performance and passenger capacity.
The DC-8 first flew on 30 May 1958. It featured a sleek, low-wing design with four powerful Pratt & Whitney JTC3-6 turbojets mounted underneath.
A DC-8 typically carried 180-220 passengers; however, some versions could seat up to 259 passengers in a high-density configuration.
The Enduring Legacy of the DC-8
Douglas DC-8-31 Photo Courtesy Douglas-Boeing
Following FAA certification in August 1959, launch customers Delta Air Lines and United Airlines began scheduled DC-8 service in September of that year.
Throughout the 1960s, the DC-8 quickly became a symbol of the “Jet Age,” serving as the backbone of many major airlines’ fleets. It crisscrossed continents, connecting people and cultures like never before.
The DC-8 underwent several upgrades and variants, including the stretched DC-8 Series 50 and the advanced Super 70 series, which featured more powerful engines and increased range.
By the time production wrapped up at McDonnell Douglas’ (Douglas became McDonnell Douglas in 1967) Long Beach facility in 1972, a total of 556 DC-8s had rolled off the line.
While newer aircraft models eventually surpassed the DC-8 regarding technology and efficiency, its legacy endures. The DC-8 played a pivotal role in demonstrating the viability and profitability of long-haul commercial flights. It paved the way for the modern wide-body jets that dominate the skies today.
Double jetway bridges are attached to United DC-8s at SFO in the 1960s | IMAGE: Airline Secrets Exposed on Facebook
Despite the passage of time, five DC-8s have managed to defy obsolescence, continuing to serve various roles around the globe.
1-3. Trans Air Cargo Service (TACS)
A Trans Air Cargo Service DC-8-62HF (Reg. 9Q-CJG) departs from Johannesburg (JNB) on 14 May 2012 | IMAGE: pieter van heerden via Planespotters.net
9Q-CJL | MSN: 45909 | Line Number: 307 | Series 60/70 Built for: Alitalia Delivery Date: October 1967
9S-AJG | MSN: 46110 | Line Number: 487 | Series 60/70 Built for: United Airlines Delivery Date: September 1969
9S-AJO | MSN: 46133 | Line Number: 534 | Series 60/70 Built for: Airlift International (However, it was not delivered and instead went to World Airways) Delivery Date: March 1971
Trans Air Cargo Service is a cargo airline based at Kinshasa Ndjili International Airport (FIH) in the Democratic Republic of Congo.
TACS currently has three DC-8 aircraft in service, according to Planespotters.net and the company website. However, it is unclear whether these aircraft are actually still flying – despite being listed as active with the airline. Flight tracking websites do not show any recent movements of the three DC-8s still active with TACS.
4. National Aeronautics and Space Administration (NASA)
The DC-8 aircraft is seen making a banking turn high above the NASA Dryden ramp | IMAGE: NASA
N817NA | MSN: 46082 | Line Number: 458 | Series 60/70 Built for: Alitalia Delivery Date: May 1969
Originally a DC-8-62, NASA’s Super 71 has undergone extensive modifications, making it one of the most advanced flying laboratories in the world. Equipped with cutting-edge technology, it conducts crucial scientific research on climate, atmospheric composition, and Earth’s environment.
The aircraft is based at NASA’s Neil A. Armstrong Flight Research Center, located at the Palmdale Regional Airport (PMD) in Palmdale, California.
According to NASA, the DC-8 boasts a 5,400 nautical mile range and can remain airborne for 12 hours, cruising at altitudes ranging from 1,000 to 42,000 feet. Additionally, it can transport 30,000 pounds of scientific instruments and equipment, accommodating up to 45 researchers and flight crew members.
Sadly, NASA will soon retire its DC-8, replacing it with a 21-year-old ex-Japan Airlines Boeing 777-200ER, which is currently undergoing extensive modification at Langley AFB in Virginia.
5. Samaritan’s Purse
The Samaritan’s Purse DC-8 prepares for Mozambique cyclone relief mission in 2019 | IMAGE: Courtesy of Samaritan’s Purse
N782SP | MSN: 46013 | Line Number: 427 | Series 60/70 Built for: Finnair Delivery Date: January 1969
Boone, NC-based Samaritan’s Purse is a Christian international relief organization committed to providing emergency aid and long-term assistance to communities affected by natural disasters, war, and poverty. Established in 1970, the organization has been at the forefront of disaster relief, operating in over 100 countries and territories around the globe.
One of the ways the organization provides relief is through a global fleet of 24 aircraft, including its flagship DC-8 combi aircraft.
Based at the Greensboro Airlift Response Center at the Piedmont Triad International Airport (GSO) in Greensboro, North Carolina, this aircraft has a range of 7,000 miles and can carry 84,000 lbs of cargo and up to 32 passengers.
First deployed in April 2016, the DC-8 has carried nearly eight million pounds of cargo on 184 missions to locations such as Haiti, Alaska, Mexico, Jamaica, Togo, Colombia, Honduras, Tanzania, Ukraine, Hawaii, and Armenia.
In 2022, Samaritan’s Purse flew 40 missions with its DC-8 to Ukraine to transport more than 760 tons of cargo, including hospital supplies, food, medicine, doctors, water filtration systems, and blankets.
Out of the five DC-8s that remain airworthy around the world today, it would not be surprising if the Samaritan’s Purse DC-8 is the last one flying, as there are no plans to retire it anytime soon.
The DC-8: A Timeless Icon of Aviation History
NASA and Samaritan’s Purse DC-8 aircrafts met on the ramp in front of NASA’s Armstrong Flight Research Center Building 703 on 11 January 2021 | IMAGE: Courtesy of Samaritan’s Purse
The Douglas DC-8’s enduring legacy is a testament to its creators’ ingenuity and engineering excellence. From its early days as a pioneering jet airliner to its continued service in various specialized roles, the DC-8 has proven to be a timeless icon of aviation history.
As these five remarkable DC-8s continue to soar, they serve as a living tribute to the golden age of commercial aviation and a testament to the enduring quality of this legendary aircraft.
In an era before computers and before jets, Eastern Air Lines operated daily flights over an enormous network of routes – concentrated primarily east of the Mississippi River – bringing reliable long-distance and short-haul air service to dozens of cities large and small. By 1959, the airline was serving 102 airports in the eastern United States and two in Canada, plus San Juan, Bermuda, and Mexico City, with daily scheduled service.
In 1959, Eastern was serving 102 airports in the Eastern United States and 2 in Canada, plus Bermuda, San Juan, and Mexico City. Route Map: David H. Stringer Collection.
CAPTAIN EDDIE’S AIRLINE
The company was under the authoritarian rule of Captain Eddie Rickenbacker, a stubborn, opinionated leader who had been a World War One flying ace. Rickenbacker presided over Eastern with an iron fist and, though both he and Eastern had their detractors, his company racked up profits every single year from 1934 through 1959.
Rickenbacker dubbed Eastern’s aircraft The Great Silver Fleet. At the end of 1949, Eastern was operating 88 airliners: 50 Douglas DC-3s, 18 DC-4s, and 20 Lockheed Constellations.
An Eastern DC-3 on the ramp at Washington National Airport (DCA) with a company DC-4 in the background. PHOTO: Howard M. Svendson via the John Wegg Collection.
SILVER FALCONS
Rickenbacker found his DC-3 replacement in the form of a modern twin-engine design offered by the Glenn L. Martin Co. of Baltimore. The Martin 404 (Four-Oh-Four) was a sturdy, pressurized aircraft designed to carry 40 passengers in a comfortable cabin featuring 10 rows of four abreast (two-by-two) seating. Eastern ordered 60 of them.
Several Eastern Martin 404 Silver Falcons populate the ramp at New York’s La Guardia Airport (LGA). PHOTO: Harry Sievers via John Wegg Collection.
The company logo featured a stylized falcon in flight, leading Captain Eddie to name his new twin-engined airliners, which would be the predominant type in his fleet, Eastern’s Silver Falcons.
Although Eastern Air Lines is associated with its burgeoning Constellation fleet in the 1950s, it was the company’s bevy of Martin 404 Silver Falcons that did the short-haul work, blanketing the airline’s territory and bringing air service to cities from Boston to Brownsville.
A lineup of Eastern Martin 404 Silver Falcons at Atlanta’s Municipal Airport – ATL (today’s Hartsfield – Jackson International Airport). PHOTO: David H. Stringer Collection.
LOCAL SERVICE TO SMALL CITIES
Rickenbacker did not care for the Civil Aeronautics Board (CAB), the government agency that regulated America’s airlines. He did not approve of the subsidy provided by the Board to carriers for serving small cities. He believed that the money lost serving smaller cities should be covered by the revenue generated serving popular routes among big cities. And so, while other trunk carriers were gladly turning over their small stations to the newly-created local service airlines, Eastern continued to serve many places like Rome, Georgia; Bowling Green, Kentucky; Anderson, South Carolina; and Danville, Virginia, with its fleet of five dozen Silver Falcons.
Eastern’s L-749A Constellation N119A rests on the ramp at St. Louis Lambert Field (STL) in 1952. Photo: John Wegg Collection.
SUPER CONSTELLATIONS
To keep pace in its long-haul markets, Eastern ordered fourteen, 88-passenger L-1049 Super Constellations, which were delivered in 1951 and 1952. The gleaming silver, tri-tailed Lockheed airliners were becoming synonymous with Eastern.
Publicity photo of An Eastern L-1049C ‘Super-C’ Constellation in flight. PHOTO: PROCTOR/LIVESEY/THOMAS COLLECTION.
The first of sixteen advanced L-1049C Super-C Constellations entered service with the airline in November 1953.
Also that year, Eddie Rickenbacker ‘stepped down’ from his role as President, becoming the company’s Chairman of the Board and CEO, while Thomas F. Armstrong ascended to the presidency. This turned out to be an empty change of title. Captain Eddie was not about to relinquish any of the control that he exerted over ‘his airline’.
The triple-tail of Eastern L-749A Constellation N118A is pictured as one of its sister ships taxis in the background. PHOTO: Jim Shaughnessy via George Hamlin.
EXPERIENCE INSPIRES CONFIDENCE
The company’s motto, “Experience Inspires Confidence”, relayed Rickenbacker’s belief that safety and reliability were paramount, while service was secondary. Terms like experience, confidence, and dependability were emphasized instead of attributes that other carriers were promoting, like finest and fastest.
An Eastern L-1049C ‘Super-C’ Constellation. The boarding stairs in this photo tell us that the location is Quonset Point Naval Air Station in Rhode Island. PHOTO: Proctor/Livesey/Thomas Collection.
And, while Captain Eddie was proud of Eastern’s refusal to accept subsidy, his huge network of short-haul routes serving smaller cities with a large fleet of twin-engined planes was going to be a burden to the airline once the Jet Age dawned.
Colonial Airlines served several cities on a north-south route structure in the northeastern U.S. The international authority to serve Bermuda and Canada made the company an attractive acquisition for Eastern. Route Map: David H. Stringer Collection.
MERGER AND EXPANSION
On June 1, 1956, Eastern acquired Colonial Airlines, a carrier with a small system stretching northward from Washington and New York to Canada. Its international route authority to serve both Canada and Bermuda made it an attractive merger partner.
A Colonial Airlines DC-3 photographed at Washington National Airport (DCA). Colonial’s fleet consisted of unpressurized DC-3s and DC-4s, which Eastern replaced with more modern equipment. PHOTO: David H. Stringer Collection.
Colonial’s outmoded fleet consisted of five unpressurized DC-4s and eight 26-passenger DC-3s. These were aircraft that Eastern did not want as they were a step backwards in the fleet modernization process. Consequently, the former Colonial system from Washington and New York northward was operated as a separate division for a year while the company acquired more modern aircraft.
Eastern purchased 20 new twin-engine Convair 440s to supplement its fleet of Martin 404s and replace Colonial’s DC-3s. The Convairs were also referred to as Silver Falcons. PHOTO: John Wegg Collection.
CONVAIR SILVER FALCONS
Twenty new 44-passenger Convair 440s were ordered. The 440 was yet another twin-engine piston type and, like the Martin 404s, the Convair 440s were designated Silver Falcons. Eastern now had 79 short-to-medium haul twin-engine airliners in its fleet (one of the Martins had been lost in a landing accident at Owensboro, Kentucky). Martins replaced the old DC-3s on the former Colonial system while the new Convairs were employed to supplement the Martins elsewhere.
A ticket jacket advertising Eastern’s Golden Falcons. David H. Stringer Collection.
GOLDEN FALCONS
Realizing the need to promote customer satisfaction, Eastern outfitted the first 12 of its new DC-7Bs, delivered in 1955, with “the most luxurious appointments ever incorporated in a commercial transport.” Dubbed Golden Falcons, these 12 aircraft were part of an initial order for 42 DC-7Bs. In addition, ten of the latest model L-1049G Super G Constellations were ordered from Lockheed and were also designated Golden Falcons.
An Eastern L-1049G ‘Super-G’ Constellation. photographed at Newark by Jim Singer. PHOTO: David H. Stringer Collection.
In 1958, nine jet-prop Lockheed L-188 Electras joined Eastern’s fleet as 70-passenger Golden Falcons.
At the end of 1958, Eastern’s fleet of 197 airliners sat on the ground as the carrier was shut down by strikes of the unions representing Flight Engineers, Machinists, and Flight Attendants from November 24 through December 31.
Note the gold color of the falcon in the logo on this Super-G Constellation denoting that this is one of Eastern’s Golden Falcons. John Pickett Photo via George Hamlin.
THE JET AGE
Rickenbacker was very cautious about the transition to jets. Instead, He decided to let other airlines break them in while he made a heavy investment in turboprop Electras, ordering 40 of them.
Eddie Rickenbacker put his money on the turboprop (prop-jet) Lockheed L-188 Electra to serve his routes in competition with the new jets of other carriers. PHOTO: Lockheed Aircraft Corporation via Proctor/Livesey/Thomas Collection.
His choice for Eastern’s first turbojet aircraft was the DC-8, and he sacrificed early delivery positions in order to wait for the -21 model, which would be equipped with more powerful engines than the initial DC-8-10 series.
In December 1959, rival airlines were flying new Boeing 707 and Douglas DC-8 jetliners over their most lucrative routes while Eastern was trying its best to compete using the Electras.
“Experience inspires confidence” was the motto that Rickenbacker placed on Eastern’s timetables in the 1950s. David H. Stringer Collection.
Rickenbacker had reduced his jet order to only 15 DC-8s, intending to rely on the turboprop Electras as a buffer while the industry transitioned to jets. But the Electras soon met problems as the FAA reduced their allowed maximum speed while a design flaw was corrected. Several crashes had tarnished the turboprop’s reputation. However, the refurbished models – referred to as Super Electras by Eastern – would continue to serve well for many years to come.
Passengers deplane from an Eastern L-188 Golden Falcon Electra in this Jim Shaughnessy photo from the George Hamlin Collection.
INTO A NEW DECADE
Eastern’s fleet situation – not enough jets and a huge stable of Constellations, DC-7Bs, and piston-engined twins – caused problems for the company as it entered the 1960s. It would be the previous decade – the proud era of Silver Falcons and Golden Falcons – that would be looked upon wistfully as Eastern’s glory years.
In a significant milestone for avgeeks and industry followers alike, Alaska Airlines marked the end of an era as it operated its final revenue flight with an Airbus aircraft.
The curtain closed on 30 September 2003 with AS1126, operated by an A321neo, took to the skies from Seattle-Tacoma International Airport (SEA) to Los Angeles International Airport (LAX).
This symbolic flight was preceded by the final transcontinental Airbus service on Saturday morning, 30 September, with flight AS289 departing from Newark Liberty International Airport (EWR) bound for Los Angeles (LAX).
Alaska Became an Airbus Operator Following its 2016 Acquisition of Virgin America
End of a (Short) Era: Alaska Airlines Bids Farewell to Airbus 123
Seattle-based Alaska Airlines has historically been exclusive to Boeing aircraft, taking great pride in supporting the hometown aerospace giant. In fact, a number of Alaska’s planes feature a decal on the fuselage proudly declaring, “Proudly All Boeing.”
While that was blatantly untrue in recent years, the carrier will transition to an exclusive Boeing 737 operator with the retirement of its Airbus aircraft this weekend.
This shift comes after Alaska’s acquisition of Virgin America in 2016, a $4 billion deal that included the addition of 61 Airbus aircraft. Virgin America, which had operated an all-Airbus fleet since its launch in 2007, became a part of Alaska Airlines’ legacy, and the brand was retired in 2018.
Alaska operated ten A319s, 53 A320-200s, and ten A321neos. All will retire by the end of September, ending an era that lasted since the Virgin America acquisition. Five A321s have already been retired, along with the A320s earlier this year and the A319s in early 2020.
What Will Happen to Alaska’s Airbuses
An Alaska Airlines Airbus A321neo begins its takeoff roll at Los Angeles International Airport (LAX) on 3 March 2020 | IMAGE: Yuya N. via planespotters.net
The fate of Alaska’s Airbus aircraft is diverse, as reported by planespotters.net:
A319-100: Five in storage, four scrapped or partially scrapped, one acquired by Braathens Regional Airways as SE-RGC.
A320-200: 13 transferred to Allegiant, five to GlobalX, two to Volotea (Portugal), 28 in storage, and five with unclear status.
A321neo: Five in storage, five just finished flying for Alaska. Their next stop has not yet been determined.
While the A321neos are relatively young – just over five years old – speculation is rife about their future. There are rumors that they may find a new home with American Airlines, although neither carrier has confirmed either way.
Alaska Has Strayed from Boeing Before
An Alaska Airlines McDonnell Douglas MD-83 | IMAGE: By Cubbie_n_Vegas from Las Vegas, USA – Alaska Airlines McDonnell Douglas MD-83 N958AS, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=3660974
Long before the Virgin America Airbuses joined the Alaska fleet, the carrier operated quite a few McDonnell Douglas MD-82s and MD-83s.
The first to appear in Alaska colors was an MD-82, which took to the skies for the first time in 1985. Later that same year, Alaska became the launch customer of the longer-range MD-83. Through acquisitions and purchases, Alaska once operated 48 MD-series aircraft, including 14 MD-82s and 34 MD-83s. The carrier phased out the Mad Dogs by 2008, when it became an all-Boeing airline again.
Alaska’s wholly-owned regional subsidiary, Horizon Air, continues its operations with an exclusive fleet of Embraer E-175 jets. The last of its De Havilland Canada Dash 8-Q400 aircraft was retired in January 2023.
Alaska Doubles Down on the MAX
An Alaska Airlines Boeing 737 MAX flies over the Seattle skyline | IMAGE: Boeing
Looking ahead, Alaska Airlines has reaffirmed its commitment to the Boeing 737, with orders for 10 737-8 and 31 more 737-9 aircraft. In 2022, Alaska exercised options to acquire 52 Boeing 737 MAX aircraft by 2027 and secured rights for an additional 105 through 2030.
This strategic move puts Alaska on track to operate more than 250 aircraft from the 737 MAX series by 2030, cementing its position as a leading operator of the MAX series of aircraft.
As the sun sets on the Airbus era for Alaska Airlines, aviation enthusiasts eagerly await the next chapter in the airline’s storied history, with the mainline fleet now exclusively powered by the iconic Boeing 737.
When Grumman and Aerolog produced the film “The Job of the Prowler” in cooperation with the Navy during 1974, electronic warfare was relatively new and the Grumman EA-6B Prowler had only been flying from carrier decks for about three years. A development of the earlier EA-6A Electric Intruder, the EA-6B was a much more capable aircraft; so much so that it has only recently been retired, replaced by the Boeing EA-18G Growler. This film is a great look at the aircraft and the crews who flew it back in the beginning. Thanks to YouTuber Bob Van Der Linn for uploading it.
The Prowler fleet was incrementally upgraded, updated, and improved over the course of 45 years of service. Flown by both Navy and Marine Corps Tactical Electronic Warfare Squadrons, EA-6Bs have been involved in every conflict since Vietnam. When the Air Force decided to retire their similarly equipped General Dynamics-Grumman EF-111A Raven tactical electronic warfare platform in 1998 the Marine Corps and Navy Prowler squadrons took over for them.
Official US Air Force Photograph
One nearly unique aspect of the Prowler is that the canopy glass panels are inlaid with gold to help protect the crews from the electronic radiation emitted by the aircraft. The Prowler was never a glamorous or even aesthetically pleasing aircraft. Nicknamed Double Ugly and The Family Truckster, there is the obvious family resemblance to the A-6 Intruder, itself no glamour puss. The Prowler was stretched and bulged to accommodate a pair of additional crew to operate the large and complicated electronic warfare (EW) equipment. The airframe also sprouted external antennae associated with the EW system. But ask any pilot whose survival was enhanced by a Prowler and you won’t hear anything but love for the big jets.
We’re focusing on United States Air Force (USAF), Air Force Reserve (AFRES or AFRC) and Air National Guard (ANG)-owned F-16 Vipers wearing schemes that encompass most or all of their surface area in this piece.
Another piece coming soon will feature distinctive tail feathers.
Official US Air Force Photograph
93rd Fighter Squadron (FS) Makos 482nd Fighter Wing (FW) Air Force Reserve Command (AFRES or AFRC) F-16C Block 30 Viper 87-0247 painted in a commemorative scheme for the 25th anniversary of the Wing in 2014. This Viper had previously flown with squadrons based at Torrejon in Spain, Ramstein in Germany, and Hill AFB in Utah before serving with the Makos.
Official US Air Force Photograph
302nd FS Sun Devils 477th FW AFRES F-16C Block 32D Viper 86-0291 shown painted during 1997 in a special scheme commemorating the 50th anniversary of the Tuskeegee Airmen. The 302nd was an original Tuskeegee Airmen unit. Named By ReQuest, this jet served with the 64th Aggressor Squadron after 2006.
Official US Air Force Photograph
111th FS Ace In The Hole 147th FW Texas Air National Guard (ANG) F-16C Block 25F Viper 84-0393 wore this memorable paint scheme during 2007 for the 90th anniversary of the 111th FS. Elements from every aircraft flown by the 111th were incorporated into the scheme. They fly drones now. 84-0393 had previously served at Haan Air Base in Germany and with the 113th FS Racers 181st FW Indiana ANG. The jet is now preserved at Camp Mabry in Austin, Texas wearing (unfortunately) its original 111th FS air defense gray scheme.
Official US Air Force Photograph
120th FS Mile High Militia 140th FW Colorado ANG F-16C Block 30E Viper 86-0368 depicted during 2006 wearing a paint scheme commemorating the 50th anniversary of the only ANG flight demonstration team- The North American F-86 Sabre-flying Minutemen of the Colorado ANG.
Official US Air Force Photograph
162nd FS Sabers 178th FW Ohio ANG F-16C Block 30 Viper 86-0364 was painted in a special scheme incorporating elements from Old Crow, the famous North American P-51D Mustang from World War II to commemorate the 162nd FS prior to their shift to drone operations in 2010. This jet was subsequently flown by the 120th FS Mile High Militia 140th FW Colorado ANG.
Official US Air Force Photograph
163rd FS Blacksnakes 122nd FW Indiana ANG F-16C Block 25 Viper 84-1264 painted in a striking scheme during 2008 to commemorate the 358th FG Orangetails and their service flying Republic P-47 Thunderbolts during World War II. This aircraft is now owned by the National Museum of the USAF and is on loan preserved at the Air National Guard Base (ANGB) at Fort Wayne in Indiana.
Official US Air Force Photograph
182nd FS Lone Star Gunfighters 149th FW Texas ANG F-16C Block 30 Viper 87-0255 depicted during taxying at Kelly Field Annex in Texas during 2011 wearing special Texas State flag colors for their 65th anniversary scheme.
Official US Air Force Photograph
182nd FS Lone Star Gunfighters 149th FW Texas ANG F-16C Block 30E Viper 86-0321 photographed in 2017 wearing a beautiful 70th anniversary commemorative scheme honoring the 396th FS Thunder Bums Republic P-47D Thunderbolt paint scheme from 1944.This jet had previously flown with the 186th FS Vigilantes 120th FW Montana ANG and the 134th FS Green Mountain Boys 158th FW Vermont ANG.
Official US Air Force Photograph
There are several more F-16s that have been painted in special schemes but there are no available high-quality public domain photographs of them. Even when properly attributed we know how touchy photographers can be about their property so we’re not going to post any privately owned pics of these jets on our site…but you can certainly enjoy the links to several more colorful commemorative F-16s below.
93rd FS Makos 482nd FW AFRES F-16C Block 30K Viper 88-0404 painted as a striking full color mako shark in 2016. Jet previously served with the famous 35th FS Pantons of the 8th FW Wolf Pack. http://sandrermakoff.livejournal.com/1053650.html
174th FS Bats 185th FW Iowa ANG F-16C Block 30B Viper 85-1565 Painted in all gold as the Pride of Siouxland for the 50th anniversary of the Iowa ANG in 1996. This jet subsequently served with the 138th FS Cobras 174th FW New York ANG before going into storage at AMARG in 2010. http://www.f-16.net/g3/f-16-photos/album38/album68/85-1565
149th FS Eagles 192nd FW Virginia ANG F-16C Block 30 Viper 86-0244 painted in special markings for summer 2000 as North American P-51D Mustang 44-14906, Major George Preddy’s famous Cripes A Mighty. This aircraft subsequently flew with 457th FS Spads 301st Operations Group (OG) AFRES in Texas. The 149th FS now flies the Lockheed-Martin F-22 Raptor. http://www.f-16.net/g3/f-16-photos/album38/album68/axm
16th Weapons Squadron Tomahawks / Fighter Weapons School (FWS) F-16C Block 52 Viper 91-0362 wears the yellow and black checked “taxi cab” paint scheme to commemorate the 50th anniversary of the USAF Fighter Weapons School in 1993. The jet remained in service with the FWS but lost the colorful scheme. http://www.f-16.net/g3/f-16-photos/album38/album64/91-0362_003
134th FS Green Mountain Boys 158th FW Vermont ANG F-16A Block 10 Viper 79-0357 wearing a highly patriotic scheme composed of computer-designed stickers while used by the 158th Wing for traveling display purposes during 2000. The jet previously served with the 148th FS Kicking Ass 162nd FW Arizona ANG. Jet is now preserved at Camp Johnson State Guard Base in Vermont wearing an air defense grey scheme. http://www.f-16.net/g3/f-16-photos/album38/album68/aca
The face behind the Hawaiian Airlines Pualani “flower of the sky” logo, Leina’ala Ann Teruya Drummond, has passed away after battling cancer. She was 77 years young.
A wife, mother and grandmother, she was an accomplished entertainer and businesswoman. She was Miss Hawaii 1964, and placed in the top ten of the Miss America Pageant in 1965. The Aloha State native was born on Maui, and finished Hawaiian Airlines Flight Attendant training when she was 18 years old.
The Face of Hawaiian Airlines, Leina'ala Drummond, Has Died 139
She also worked at one point on the company’s sales team, and even did some modeling for the company’s promotional shoots.
Not just a logo
Her profile is the logo on the tail of all Hawaiian Airlines planes. They fly in and out of nearly 30 cities around the world. Over 60 planes make up their current active fleet.
On their website, Hawaiian Airlines says her face / logo is “a promise to our guests that we offer something no other airline can. The warmth, care and generosity that are hallmarks of our Hawaiian culture.”
Employees have said the logo is “not just a picture of a woman with a flower. It’s the way the way Pulani sits on the plane… overlooks and watches over us.” The video above goes into more about their feelings.
Loved by many
“Hawaii lost a talented, poised and gracious woman who touched the hearts of many across the globe,” says the Miss Hawaii organization. “Her iconic smile, elegance and grace will always be remembered.”
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Hawaiian Airlines started using her face / profile as their logo in 1973, with a few variations made since.
“She’s really been more than anyone I’ve ever known. Just the embodiment of aloha and always open arms,” said her son Kawika Drummond in comments to Hawaiian News Now. “Always an open heart for everybody.”
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Much more than a beautiful face and an iconic logo, Drummond was also co-owner of Ian’s Restaurant and Deli in Pukalani with her late husband. She was a god-fearing woman who also served previously as a Maui County councilmember and ordained pastor.
The airline has not yet made any public comments about her passing. Her family intends to hold a celebration of life service for her on Maui in October.
It’s not easy to become a pilot. Here is one story of how Jonathan Swift preped for interviewing for United’s AVIATE program.
The following comes from Jonathan Swift, who recently interviewed with United Airlines for their AVIATE program (NOT the Academy).Despite 6-figure salaries, the airline industry cannot hire enough qualified pilots. United expects U.S. carriers will need 10,000 new pilots in 2023, but only expect 6,600 qualified candidates.
It’s no secret that the costs and years of training required to become an airline pilot are the biggest discouragement to many people who would otherwise pursue the career.
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To help with this problem, United launched AVIATE. It’s their own training program to address the shortage, and diversify the workforce. United is the first major U.S. airline to start its own flight school. We hope Jonathan’s advice from his own interview experience helps anyone thinking about applying themselves.
Applying and getting an interview To United’s Aviate Program
I finished flight school over a year ago, and wanted to check out the United Aviate program because it helps you get hired at partner 135s like AmeriFlight, JSX, and others. After you have “X” amount of hours, you can transfer to United without having to interview again, as long as you still meet their criteria. (‘x’ because the requirements differ by follow on program)
Given that I’m a low hour comm multi guy, I figured it would be a good thing to do. The experience can open more doors in the future, expose me to what it’s like to interview with a big company, and help me possibly get hired at a 135 operator a little sooner.
It was a long application online and felt like it took forever. Once I submitted it, I didn’t hear back for over a month. I did have a letter of recommendation from the 67 year old King Air captain I flew with, who was a 30 year United pilot and recently retired.
I finally got an email asking me to do a personality assessment, and then waited another 1.5 – 2 months. Finally got an invite for an interview at their big training center in Denver, with the flights there and back covered by United.
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Preparation for interview
Aviate wanted me to prepare a flight plan, VFR or IFR, and have all performance specs calculated, math done, everything considered. I went overboard, and completed it the night before so I could have the most accurate and up-to-date weather. It was pages of performance calculations, weight and balance, times, maps, NOTAMS, WX, all printed out.
I threw it all in a 3-ring binder and printed a big “United” logo on the cover with my name on top. More detailed than any check ride prep I had done before.
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The first few pages had basic info, weight and balance, that sort of stuff. Then tabbed after was weather, airport info, NOTAMS, alternates, all that. Also added personal minimums and the preflight acronyms you learn in ppl. Just to show I don’t look over anything when planning a flight.
I printed out a screenshot of departure and destination airport weather info. Also grabbed screenshots from ForeFlight that included any weather, temps, pressures, and altitudes that I used in preflight planning. METARs, TAFs, hourly reports, winds a loft, that sort of thing. Any piece of info from these resources that were used in calculating TAS, takeoff and landing distances, fuel burn, I printed and included.
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For the performance charts I used the charts and wrote the lines in ForeFlight. I screenshot them, and printed them out. Takeoff, landing, fuel burn, TAS, all of them. I went to the performance charts section of the POH and did every single relevant one.
I don’t know how most people prepare for interviews or what is expected for most. This is just what I did and they were happy with my finished product.
Arriving for the interview
A United Airlines Boeing 787 Dreamliner | IMAGE: United
When I arrived, United directed me to the cafeteria to wait with other folks who were interviewing. This is where two things hit me: I was a little under dressed with my slacks, button-up and tie. Everyone else had a sport coat. I was also the only guy interviewing for the AVIATE program. Two of the other guys were active duty military pilots. Another guy was an ATLAS 747 FO, and the rest were regional guys.
Intimidating? yes! All I had was a few months experience right seat in various King Airs. But the guys were great to talk with and it eased my tension.
We were taken down a hall where we left our bags, as well as logbooks and notebooks for them to review. The pilot walking us through was nice, had us all introduce ourselves, and then took us to their little museum. It was pretty fun actually. We were offered complimentary coffee, then brought to a room where the pilot opened the floor to questions from us. Very casual, and it definitely relaxed me.
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Interview time
The interviewers consisted of one HR rep and one current pilot for each of us. They pulled us out one-by-one for the HR portion. I had a few good stories for the “tell me about a time” but felt like I crapped the bed on one or two of them. They gave me a short break, before returning for the technical portion.
I had my notebook ready, but he hardly asked me about anything in it. My gut feeling was he already looked through it, because every major point that I was expected to prepare and explain, he passed over. I had every one of those details and more already considered and laid out in the notebook.
So he found some random things to ask me, to gauge how I consider things like where I would land in certain emergencies if you had to choose between these two airports. He asked, “can you fly through this MOA?”, and “what is required to fly through the Bravo [airspace] here? I chose Centennial airport (KAPA) as my origin airport because I knew that this guy living in Denver would be very familiar with it. It’s also my favorite airport to fly out of.
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Personally, I didn’t even have to look at the map to know all the airspace and altitudes there. Plus I had rented a plane out of KAPA for a flight the night before, so the place was fresh in my mind.
He then asked the expected “Why United” and then opened the floor to any questions I had. I asked how he ended up flying for the company, knowing that pilots love to talk about their experiences.
After the interview
After the interview, we shook hands and he walked me out of the offices. He did comment that my logbooks were messy and to be cautious of that in the future. I was aware, and got a better and more carefully written logbook after I finished my last checkride.
After that I walked the halls aimlessly and got lost trying to find the coffee room. In the cafeteria I saw the pilot that had guided us through that morning. I thanked him for the experience, explained it was my first interview, and told him I appreciated him helping me feel comfortable and welcomed.
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I got the email a week later that I was accepted. Overall, a great experience and feel for what it’s like to sit at the table with a huge company and try to sell myself. I grew up working on ranches and at small companies, so I have never had an experience at a large company. Even with the King Airs, I just showed up and had a casual and personal conversation with the boss because it was a small family owned charter company.
I enjoyed it, and hope this gives some insight for others trying to get a start in aviation. Not everyone has friends or family who know the industry to guide them.
All photos courtesy of United Airlines and Jonathan Swift. We wish him the best in his journey to becoming an airline pilot!
