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Cleveland Jetport: The Story of an Unbuilt Island Airport

Nearly a half century ago, plans were in motion to construct one of the world’s largest airports on a manmade island in the middle of Lake Erie.

The massive new island airport, which would have replaced Cleveland Hopkins International Airport (CLE), took flight in the late 1960s and into the 1970s. Like many ideas in confident post-World War II America, the $1.2 billion proposed Cleveland Jetport, also known as the Lake Erie International Jetport, was intended to be an engineering marvel for the ages.

The Cleveland Jetport was the brainchild of Dr. Abe Silverstein. Considered one of the architects of America’s space program, he was an engineer at the Cleveland-based National Advisory Committee on Aeronautics (NACA). When NACA restructured in the late 1950s to become the National Aeronautics and Space Administration (NASA), Silverstein helped plan the Apollo, Ranger, Mariner, Surveyor, and Voyager missions. He was also responsible for naming the Apollo program.

Although Cleveland Mayor Ralph Locher first announced in 1966 that Cleveland would soon outgrow its airport, Silverstein envisioned transforming Cleveland into a global hub of commerce and transportation. He believed that Hopkins Airport was too small and outdated to meet the needs of a growing city and a rapidly expanding – yet still regulated – airline industry.

The Cleveland Jetport Terminal Would Have Been Ten Times the Size of the Pentagon

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Plans for the Cleveland Jetport included access for every size jetliner conceivable – including supersonic transports | IMAGE: Cleveland press Collection

Silverstein’s solution was extraordinarily ambitious. He envisioned a sprawling complex constructed on an artificial island five miles off the coast of downtown Cleveland in the middle of Lake Erie. The new airport would feature multiple runways, a terminal ten times larger than the Pentagon, and state-of-the-art cargo and maintenance facilities. The Cleveland Jetport would be a hub for both commercial and private aviation, with ample space to accommodate the largest passenger planes, cargo jets, and smaller regional aircraft. The new airport would also feature accessibility for what was sure to become the next big thing in aviation – supersonic transport.

But the Cleveland Jetport was more than just a plan for a new airport. It was a grand vision for the future of Cleveland, a city that had fallen on hard times in the wake of deindustrialization and urban decay. Silverstein saw the Jetport as a way to revitalize Cleveland’s economy and bring new opportunities to a struggling city.

A Beacon of Hope for A Struggling Cleveland

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Aerial View of Downtown Cleveland and adjacent Lake Erie | IMAGE: CLE on Facebook

The proposed island location for the Cleveland Jetport received much support, especially early on. The Boeing 747 was about to come online, supersonic transport was seemingly imminent, and noise pollution was becoming an issue at Cleveland Hopkins’ increasingly suburban location. Proponents of the new Jetport believed it would meet the needs of all these issues.

The Cleveland Jetport quickly became a topic of heated debate in the city. Supporters of the project saw it as a bold and visionary plan that would transform Cleveland into a significant player on the global stage. They argued that the new airport would bring in billions of dollars in revenue and create thousands of new jobs, both in construction and in the ongoing operation of the airport.

A Colossal Waste of Money and Resources

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A map depicting the location and scope of the Cleveland Jetport project | IMAGE: Cuyahoga County Archives

Opponents of the project, however, saw it as a colossal waste of money and resources. They argued that the Cleveland Jetport was an extravagant and unnecessary project that would drain public funds and do little to improve the lives of Cleveland residents. They also raised concerns about the environmental impact of the airport, which would require extensive land clearance and could disrupt the fragile ecosystem of Lake Erie.

In the late 1960s, Lake Erie was in bad shape. Pollution was effectively killing the fourth-largest Great Lake. However, planners touted the environmental benefits of the island’s construction from sand and dirt from the bottom of Lake Erie. A 13-mile stone dike would surround the island to protect it from Lake Erie’s notoriously wild storms. A 13-lane causeway featuring auto, bus, truck, and train lanes would connect the Jetport to the mainland.

An Aeronautical Disneyland

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IMAGE: Cleveland Press Collection

Despite the controversy, plans for the Cleveland Jetport moved forward. Officials poured more than $4 million into feasibility studies throughout the early-to-mid-1970s. Silverstein and Mayor Locher believed Hopkins – which opened in 1925 – would be woefully inadequate by the 1990s. In fact, they estimated that by the year 2000, more than 46 million passengers would be flying in and out of Cleveland. Politicians and citizens alike supported what became known as “Aeronautical Disneyland.”

But as the project moved closer to fruition, it became clear that the Cleveland Jetport would face insurmountable obstacles. In particular, the project ran afoul of the new Cleveland Mayor, Dennis Kucinich. A growing chorus of opponents also lambasted the project’s exorbitant cost (especially considering the economic uncertainties of the late 1970s), environmental risks to fragile Lake Erie and migratory bird routes, and extreme weather conditions routinely experienced on the lake.

Additionally, the Federal Aviation Administration (FAA), which had strict regulations in place for airport construction, raised concerns about the size and scope of the Cleveland Jetport, saying Hopkins would be sufficient for the region’s needs until at least the year 2000. Ultimately, the FAA refused to approve the now $2B project and, in 1978, pulled support for the endeavor. The Cleveland Jetport was dead in the water without the FAA’s blessing.

It Turns Out that Hopkins is Just Fine

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Aerial View of Cleveland Hopkins International Airport (CLE) | IMAGE: Cle on Facebook

Forty-five years later, Hopkins Airport continues to serve the residents of northeast Ohio. Despite a bold prediction of 46 million passengers by 2000, CLE saw just 13.28 million passengers that year.

The airport was once a hub for Continental Airlines, which, in 2010, merged with United Airlines. United officially dehubbed CLE in 2014, and passenger numbers have continued to fall since, with just under 8.7 million passengers recorded in 2022 (after plunging to 4.1 million amid the pandemic in 2020).

A Symbol of What Could Have Been

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If built, the massive airport would have been visible from space | IMAGE: Cleveland State University. Michael Schwartz Library. Special Collections

Looking back on the Cleveland Jetport project, it’s easy to see both the proposal’s ambition and folly. On the one hand, Abe Silverstein’s vision for a massive new airport to bring new economic opportunities to Cleveland was undoubtedly bold and forward-thinking. On the other hand, the project was plagued by unrealistic expectations and logistical challenges that ultimately proved insurmountable.

Despite these challenges, the legacy of the Cleveland Jetport lives on in the imaginations of many Clevelanders. The project symbolized the city’s ambition and determination to reinvent itself in the face of economic adversity. Even though the airport itself was never more than an idea, the concept of a massive new transportation hub that could bring new life and vitality to the city continues to inspire Cleveland residents to this day.

In some ways, the story of the Cleveland Jetport is a cautionary tale about the perils of overambition and unrealistic expectations. While it’s important to dream big and pursue bold ideas, it’s also essential to be realistic about the practical challenges and limitations that any project will face. The Cleveland Jetport may have been a grand vision for the future of Cleveland, but ultimately, it was a project that was simply too big and too complex to become a reality.

WATCH: C-5M Super Galaxies Quick-Turn at Prestwick

These Two Giants Get In, Disgorge, and Get Out Fast – Takeoffs You Have to See to Believe

On 11 July 2018, a pair of Lockheed-Martin C-5M Super Galaxy airlifters descended upon Glasgow Prestwick (EGPK) airport. The two behemoths were supporting a Presidential visit to Scotland, and as such were carrying staff, support personnel, and vehicles for the visit. The aircraft both landed on runway 31.

The first C-5M to land is USAF serial 85-0008 from the 436th Military Airlift Wing (MAW) at Dover Air Force Base (AFB) in Delaware. “Balls 8” later departs bound for RAF Lakenheath. The second C-5M seen is USAF serial 86-0024 from the 60th Air Mobility Wing (AMW) at Travis AFB in California. “Balls 24” later departs bound for Ramstein Air Base.

Enjoy this impressive performance by a pair of larger-than-life haulers as uploaded to YouTube by Mraviationguy. Dig those vapes!

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C-5Ms Today

The US Air Force bases its current fleet of 52 C-5Ms spread out among a total of nine installations. The two active-duty Air Force Airlift Wings are based at Travis AFB (60th AMW) and Dover AFB (436th MAW). Air Force Reserve (AFRES) C-5M operators are based at Travis AFB (349th AMW), Dover AFB (512th MAW, Kelly/Lackland AFB in Texas (433rd MAW), and Westover AFB in Massachusetts (439th MAW).

The Air National Guard (ANG) previously operated Galaxies from Stewart ANGB in New York (105th MAW), Memphis in Tennessee (164th MAW), and Martinsburg in West Virginia (167th MAW).

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Dover AFB-based C-5M Super Galaxy. image via USAF/DVIDS

A Little C-5 History

The C-5M weighs some 190 tons when empty. When fully loaded (maximum takeoff weight) the package can weigh as much as 460 tons. The original “legacy” C-5A Galaxy strategic airlifter went into service in 1970, replacing the Douglas C-133 Cargomaster in the heavyweight airlifter category.

Lockheed built a total of 131 C-5 airframes between the 81 original C-5As built between 1968 and 1973 and the 50 improved C-5Bs built between 1985 and 1989. The 52 C-5Ms in service today were upgraded from the 50 C-5B variants as well as the two previous specially modified C-5A(SCM- Space Cargo Modified) jets that were capable of transporting outsize cargo- primarily for Defense Department space programs and NASA.

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Dover AFB-based C-5M Galaxy. Image via USAF/DVIDS

Pilot Error Blamed for F-35 Crash on USS Carl Vinson Last Year

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The U.S. Navy has ruled a fighter pilot’s mistake caused the crash of a $115 million F-35C stealth jet on the aircraft carrier USS Carl Vinson last year, which injured several sailors (including the pilot).

The incident occurred on Jan 24, 2022, when the pilot from the “Argonauts” of Strike Fighter Squadron (VFA) 147 was making a specialized landing approach for the first time called a Sierra Hotel or “Shit Hot” break, where the pilot uses G-forces to slow down through a 360-degree turn before dropping the gear to land.

However, he approached the ship underpower, unaware that a built-in aid to help control the jet’s power during landing was turned off.

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F-35C on the fliGht deck (navy photo)

And because it was his first time, he had reduced time to configure the jet and conduct landing checks, and missed the last check.

The report notes he “was in manual mode when he should have been (and thought he was) in an automated command mode, designed to reduce pilot workload during landings.”

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Pilot Error Blamed for F-35 Crash on USS Carl Vinson Last Year 12

Once he realized the problem he pushed the throttle to full afterburner to climb, but it was too late. The jet slammed onto the carrier’s ramp, ripping the main landing gear off and skidding across the deck, throwing debris everywhere as the pilot ejected and the jet plunged 12,000 feet to the bottom of the South China Sea.

An EA-18G Growler jet was damaged in the accident, causing over $2.5 million in damage, in addition to another estimated $120,000 in damage to the ship’s flight deck.

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Pilot Error Blamed for F-35 Crash on USS Carl Vinson Last Year 13

Read the FULL REPORT HERE

The report made it clear, that there was no reckless manner or malicious intent by the pilot, who was a top performing junior officers in Carrier Air Wing 2. He was on his first deployment, mentally fit, healthy, and had 650 total flight hours (370 in the F-35C). The jet itself had just over 1400 flight hours on it.

The Navy will be executing a number of the investigation’s recommendations, including internal and external indicators to tell pilots and ground crews (LSOs) that they are not in the flight mode that they might think they are.

The pilot is still in the Navy, but no longer flying.

Billions Down The Drain In Mitsubishi’s SpaceJet Cancellation

Mitsubishi Heavy Industries (MHI) has pulled the plug on its SpaceJet regional jet program.

The decision came after years of development, multiple delays, and the impact of the COVID-19 pandemic on the aviation industry. With the end of the SpaceJet program, the future of the regional jet industry looks highly uncertain, especially in the United States. 

The Rise and Fall of the MRJ Program 

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The first Mitsubishi MRJ taxies at Japan’s Nagoya Airport (RJNA) in 2015 | IMAGE: CHIYODA I, CC BY-SA 4.0 https://creativecommons.org/licenses/by-sa/4.0, via Wikimedia Commons

In 2008, Japanese manufacturer MHI unveiled the Mitsubishi Regional Jet (MRJ) program to develop a more fuel-efficient and technologically advanced regional jet to compete with regional jet juggernauts Embraer and Bombardier.

MHI developed two variants of the MRJ: the 90-seat MRJ90 and the 70-seat MRJ70. The type underwent flight testing mainly at Washington state’s Grant County International Airport (MWH). However, the development of the MRJ was fraught with delays and setbacks. After its initial rollout in 2014 and maiden flight in November 2015, the company paused the program to address issues with the aircraft’s design and development.

The Dawn of the SpaceJet

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Mitsubishi SpaceJet Rendering | IMAGE: Mitsubishi Heavy Industries (MHI)

MHI resumed work on the program in 2019 under the new name SpaceJet. The MRJ90 became the SpaceJet M90, while the company ended development of the MRJ70 in favor of a new 76-seat variant called the SpaceJet M100, designed to meet unique pilot scope clauses in the United States, which caps regional aircraft at 76 pax and 86,000 lbs. 

Mitsubishi also announced plans to purchase the CRJ program from Bombardier in the same year. The company was targeting a mid-2020 delivery date for the first SpaceJet (seven years later than initially planned). The launch customer was Japan’s All Nippon Airways (ANA). The onset of the COVID-19 pandemic caused further delays, and work halted on the program again in October 2020, prompting all flight testing in the United States to relocate back to Japan.

Despite remaining hopeful about restarting the program post-COVID, Mitsubishi ultimately decided to discontinue the SpaceJet program due to disappointing financial results in 2022 and uncertainty in the aviation market. At one point, the company had received 450 orders for the SpaceJet.

A $7.6B Project to Nowhere

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IMAGE: Mitsubishi Heavy Industries (MHI)

As a result, MHI, the parent company of Mitsubishi Aircraft Corporation (MAC), decided to cut its losses and end the program altogether. 

CEO of Mitsubishi Heavy Industries, Seiji Izumisawa, expressed his disappointment at a news conference announcing the project’s demise on 7 February. 

“Many people had high hopes and supported the project, so it is very unfortunate that we came to the decision to end it,” Izumisawa said. “We didn’t have enough resources to continue the development over the long term as a private-firm project.” 

Indeed, it was an expensive venture. The company reportedly spent $7.6 billion on the public-private project over 15 years.

Where Does the Regional Jet Industry Go From Here? 

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A Mitsubishi MRJ prototype taxies past a Fuji Dream Airlines Embraer 175 | IMAGE: By Grasshopper2015 – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=44659152

With the demise of the SpaceJet program, the failure of Bombardier, an unsuccessful merger attempt between Boeing and Embraer, and no other viable alternatives on the horizon, where does that leave the future of the regional jet industry? 

First, one must determine what constitutes a “regional” jet. Typically, regional jets set between 50-100 passengers. However, the cap at 76 pax and 86,000 lbs in the United States severely limits options. 

This article will consider the Embraer E2 as the only viable alternative. One could also consider the Airbus A220 as a quasi-regional jet, although it seats more than 100, making it unusable by regional carriers in the US. And while regional jet programs are under development in China and Russia, they will most likely never see the light of day in North American or European airspace, especially amid ongoing geopolitical turmoil. 

The A220 was part of Bombardier’s CSeries program, which Airbus later acquired. The E2 is the latest iteration of Embraer’s E-Jet series. Both aircraft have been well-received by customers and are among the most fuel-efficient and technologically advanced regional jets on the market.

Comparing the Airbus A220 and the Embraer E2

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Airbus A220 Exterior | IMAGE: Delta Air Lines

The Airbus A220 has two variants: the A220-100 and the A220-300. The A220-100 can carry up to 135 passengers, while the A220-300 can carry up to 160. The aircraft features advanced aerodynamics, a state-of-the-art avionics system, and Pratt & Whitney geared turbofan engines, which reduce fuel consumption and noise. The A220 also has a range of roughly 4,000 miles, making it suitable for both short-haul and medium-haul routes.

A United Express/Skywest Embraer 175
A United Express Embraer 175 operated by Skywest Airlines | IMAGE: United Airlines

The Embraer E2 is available in three variants: the E175-E2, the E190-E2, and the E195-E2. The E175-E2 can carry up to 90 passengers, while the E190-E2 and the E195-E2 can carry up to 114 and 146 passengers, respectively. The E2 features advanced aerodynamics, an all-new avionics suite, and Pratt & Whitney PurePower PW1000G engines. The E2 has a range of up to 3,000 miles.

Both the A220 and the E2 have been well-received by airlines and customers. Several major airlines operate the A220, including Delta Air Lines, Air France, and JetBlue. The E2 is also in service with several major airlines, including Porter Airlines, Azul Brazilian Airlines, and KLM Cityhopper. Both aircraft are among today’s most fuel-efficient and environmentally friendly regional jets. Environmental concerns are becoming an increasingly important factor for airlines as they look to reduce their carbon footprint and comply with emissions regulations.

So Where Does this Leave the US? 

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American Eagle/piedmont Airlines Embraer 145s on the ramp at Philadelphia International Airport (PHL) | IMAGE: Piedmont Airlines on Facebook

Although regional jets are still a common site at American airports, they are showing their age. And they certainly have lost their customer appeal. Early models are now more than 30 years old, and there is nothing to replace them with besides the first-generation Embraer 175. 

The end of the regional jet does not bode well for scores of small airports across the country that rely on them to connect their cities to the global travel network. 

Will we see carriers turn to turboprops once again? Will this create opportunities for carriers like Southern Airways Express or Silver Airways? Or will more cities see a resumption of mainline service as more A220s come online? 

One thing is sure: with restrictions due to pilot scope clauses, the US is unlikely to see its carriers turn to the E2. 

The SpaceJet’s Demise is a Reminder that Developing New Aircraft is Not Without Risk

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A Mitsubishi SpaceJet on the ramp at the 2019 Paris Air Show | IMAGE: Matti Blume, CC BY-SA 4.0 , via Wikimedia Commons

The end of the SpaceJet program is a significant blow for MHI and the Japanese aviation industry. The development of the SpaceJet was a significant initiative for Japan, and the government invested heavily in the program. The SpaceJet was seen as a way for Japan to enter the regional jet market and compete with other major aircraft manufacturers. However, the program’s failure has raised questions about Japan’s ability to compete in the global aviation market.

The SpaceJet’s demise also highlights the challenges of developing new aircraft. Aircraft development is a long and expensive process with many uncertainties and risks. Even major aircraft manufacturers like Boeing and Airbus have faced significant setbacks in developing new aircraft, such as the Boeing 737 MAX and the Airbus A380.

The failure of the SpaceJet program is a reminder that even well-funded and technologically advanced programs can fail. 

Lufthansa Wants to Upgrade Their Passenger 747s

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There are only about 40 passenger 747s still flying worldwide, as many airline operators have been retiring the jumbo jet over the last several years. Most airlines just can’t afford it anymore, since newer more fuel-efficient planes are now available.

Those still operating passenger 747s include Asiana Airlines, Mahan Air, Korean Air, Air China and Lufthansa.

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Boeing Delivers the First Lufthansa 747-8 Intercontinental (credit: Boeing)

Lufthansa is actually the largest operator of the 747-8, with 19 in its current fleet, and potential commitments to keep them flying for years to come. Most of them are under 10 years old.

Boeing recently delivered the last 747 they will ever make, which we reported about from the company’s 747 factory in Everett, WA (read about that here). And one of the guests there to celebrate was Lufthansa’s CEO, Carsten Spohr, who made it clear that the company’s 747s will not only fly into the next decade, but will also be upgraded in all passenger classes.

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An investment in the future of Lufthansa’s fleet

“Our crews love the 747, our passengers love it, even plane spotters and photographers love it,” said Spohr. “It’s just so good looking! And that’s why we at Lufthansa are currently looking into another upgrade for our 747-8 in all classes, to fly this airplane way into the next decade. It’s something we are proud of, to represent this amazing airplane for many more years.”

The majority of 747s still flying today are for cargo, with over 300 freighters in operation.

Lufthansa does still operate a smaller fleet of 747-400s, but those won’t be flying for many years longer. So they won’t undergo any upgrades like the 747-8s.

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lufthansa photo

It’s unclear however what exactly Lufthansa will do with reconfiguring new cabins, nor have they given a timeline. One Mile at a Time goes into it in a more detail.

Whatever the case, when Lufthansa gives more details we will let you know. But, it’s good to know that they intend to keep providing passengers the experience of flying on the “Queen of the Skies” well into the 2030s.

End of an Era: No scheduled DC-10 Service In The US

When FedEx Flight 147 touched down at Memphis International Airport (MEM) on 31 December 2022, it marked the end of an era for the DC-10.

The flight, which originated at Toronto Pearson International Airport (YYZ), was the final revenue flight of a FedEx MD-10-30F, one of the most iconic and recognizable commercial airliners in aviation history.

The MD-10 was a mainstay of the fleet of Memphis-based FedEx Express for more than three decades. Its retirement marks the end of an era for FedEx and the aviation industry as a whole.

The Boeing MD-10, of course, is the updated iteration of the McDonnell Douglas DC-10, brought about by FedEx’s request. The update included the integration of a glass cockpit and the elimination of the flight engineer position.

Many of the DC-10s operating at the time underwent MD-10 conversion. Not to be confused with the MD-11, the MD-10 allowed for a common two person cockpit between both types of jets. The larger MD-11 will still soldier on in the FedEx fleet.

The Storied but Controversial History of the McDonnell Douglas DC-10

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DC-10-20 prototype in flight. Image via McDonnell Douglas/Boeing in public domain.

The DC-10 was introduced in 1970 by McDonnell Douglas, the now-defunct American aerospace manufacturer, as a successor to the older DC-8. The aircraft was designed as a wide-body, tri-jet airliner and was initially intended to compete with Boeing’s 747 jumbo jet.

The DC-10 was well received by airlines and passengers alike, offering a spacious and comfortable cabin and a range of up to 5,800 miles. The aircraft became a popular choice for both passenger and cargo airlines and was used by many of the world’s leading carriers.

However, the DC-10 was not without its share of controversy. In the early 1970s, a series of high-profile accidents involving the aircraft raised concerns about its safety and reliability.

The most notable was the crash of American Airlines Flight 191 in Chicago in 1979, which resulted in 273 deaths. Despite these incidents, the DC-10 continued to be operated by many airlines throughout the 1980s and 1990s. The type was eventually retired from passenger service in 2014.

Ultimately, 446 McDonnell Douglas DC-10s were built between 1970 and 1989. The DC-10 far outsold Lockheed’s L-1011 TriStar, its only direct competitor. By comparison, just 249 TriStars were manufactured between 1971 and 1985. 

FedEx and the DC-10

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A Vintage Postcard spotlighting a federal express mcdonnell douglas dc-10 | IMAGE: hippostcard.com

For FedEx, the DC/MD-10 was a mainstay of its fleet for more than three decades. The carrier took delivery of its first DC-10 in January 1986. It was a workhorse for FedEx, with the cargo airline relying on a total of 113 of the type for its reliability and long-range capabilities. 

In recent years, however, FedEx has been transitioning its fleet to more modern and fuel-efficient aircraft, including the Boeing 767 and 777 and the MD-11.

Are there any DC-10s Still Flying? 

With the MD-10 no longer operating for FedEx, it is interesting to note that there are only two remaining MD-10s operating worldwide as of February 2023 – both of which are the cargo MD-10-30F variant.

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CP-2791 McDonnell Douglas MD-10-30F TAB Transportes Aéreos Bolivianos arrives at Miami International Airport on 17 Jan 2023 | IMAGE: Colin Cooke Photo via Flickr
  • N330AU, operated as the Orbis Flying Eye Hospital. At nearly 50 years old, it was delivered new to Trans International Airlines in April 1973 as N101TV. It would then go on to operate as a cargo/passenger combi with Transamerica Airlines from October 1979 through April 1984. While operating for Transamerica, N101TV was leased to Nigeria Airways and Air Florida in 1979 and 1981, respectively. It was transferred to Federal Express as N301FE in April 1984, where it operated until the company donated the aircraft to Project Orbis in April 2011. 
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McDonnell Douglas MD-10-30F N330AU operating as the Project Orbis Flying Eye Hospital | IMAGE: Orbis on Facebook

As for the eight remaining FedEx MD-10s, all but three have made their way to the scrapyard. N311FE, N313FE, N316FE, N318FE, and N319FE have all been transferred to Victorville, California (VCV). Meanwhile, N306FE, N307FE, and N321FE are still on the ground in Memphis as of mid-February 2023.

A few other DC-10s remain:

There are four McDonnell Douglas DC-10 tankers serving in fire fighting capacity, based on the West Coast. Those flights are obviously not scheduled but do fly on demand and for training.

The Strange History of N306FE

N306FE, a Federal Express DC-10, at Amsterdam Schiphol (AMS) in June 1986
N306FE, a Federal Express DC-10, at Amsterdam Schiphol (AMS) in June 1986 | IMAGE: Peter Bakema via Wikimedia Commons

The last revenue flight of a FedEx MD-10 was operated with N306FE, the first DC-10 built specifically for FedEx. It began operation with the carrier on 24 January 1986. 

It underwent MD-10 conversion after the Boeing merger and operated FedEx’s final DC/MD-10 flight on 31 December 2022. 

N306FE was also the aircraft involved in one of the most bizarre aviation incidents in history. On 07 April 1994, N306FE was operating Flight 705 on a flight from Memphis to San Jose, California (SJC). A deadheading employee attempted to overpower the cockpit crew and hijack the airplane. Although the attempt was unsuccessful, the attacker severely injured the flight crew.

Additionally, the aircraft underwent extreme stress as the injured crewmembers tried to disorient the attacker by rolling and inverting the DC-10 far beyond its design limits. For more information on this incident, watch this episode of Mayday: Air Disaster featuring the story of Flight 705.   

Because of its history, efforts are underway to save N306FE from the graveyard. A petition on change.org is quickly gaining traction, as it is close to obtaining 10,000 signatures. Organizers hope to preserve the aircraft in an aviation museum in tribute to the bravery demonstrated by the flight crew of Flight 705.

The End of an Era

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A Northwest Airlines DC-10 Lands | IMAGE: Boschh Via Flickr

Although the DC/MD-10 will no longer grace the world’s skies, except for the two MD-10s still in operation (and military KC-10 tankers), its memory will live on in the hearts and memories of aviators everywhere. The DC-10 will always hold a special place in the history of aviation.

The DC-10 retirement from FedEx’s fleet marks the end of an era. Still, its legacy will live on as a reminder of the aviation industry’s innovative spirit and engineering prowess.

Super Bowl 2023 Flyovers, the Best 5 Seconds in Football

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It’s that time of year again, as 100 million people prepare to watch the Philadelphia Eagles battle the Kansas City Chiefs in Super Bowl LVII tonight. And while flyovers of such highly televised games are common, they are nonetheless important and unifying, and arguably the best 5 seconds in football.

Even many players and coaches agree, flyovers are arguably the best part of the game, and everyone has their own reasons why.

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Click HERE to watch the above film, courtesy of NFL Films.

Tonight’s flyover by the U.S. Navy will be a little more special.

First All-Female Navy Crew to Conduct Tonight’s Big Flyover

Three U.S. Navy tactical squadrons are assigned to the flyover, aiming for an impressive 4-ship time-on-target display as the National Anthem comes to an end. And for the first time in history, the Navy flight crew are all women, as the Navy commemorates the 50th anniversary since a group of trailblazing women were first allowed to become naval aviators.

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The fly-over team for Super Bowl LVII (left to right) – Lt. Arielle Ash of Abilene, Texas; Lt. Margaret Dente of North Salem, New York; Lt. Naomi Ngalle of Springfield, Virginia; Lt. Jacqueline Drew of Waltham, Massachusetts; Lt. Suzelle Thomas of Birmingham, Alabama; and, Lt. Kathryn Martinez, also of Springfield, Virginia (US Navy photos)

The 7 ladies will be flying two F/A-18F Super Hornets from the “Flying Eagles” of VFA-122, and a F-35C Lightning II from the “Warhawks” of VFA-97. They will be joined by an EA-18G Growler from the “Vikings” of VAQ-129.

Not only that, but all of the officers and most of the personnel who maintain the jets are women as well.

In 1973, eight women were first allowed to enter flight school. Six earned their wings, and Rosemary Mariner became the first woman to become a U.S. Navy fighter pilot.

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Navy Captain Rosemary Marine, the first woman to officially become a U.S. Navy fighter pilot (Naby photo)

Today, women make up about 15% of the Navy’s pilots.

“It’s not lost on me how special it is that I get to do what I’m doing today because they did it first,” said Lt. Peggy Dente, who will lead the flyover.

The big game starts at 6:30 p.m. ET.

The Flight of The Last B-36 Peacemaker

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With the Retirement of the Peacemaker, the US Air Force Became an All-Jet Bomber Fleet.

On 12 February 1959, the last B-36J “Peacemaker” built, Air Force serial number 52-2827, departed Biggs Air Force Base, Texas, where it had been operational with the 95th Heavy Bombardment Wing. The aircraft was flown to Amon Carter Field in Fort Worth, Texas, where it was put on display. With the retirement of this last operational B-36, the United States Air Force Strategic Air Command was henceforth equipped with an all-jet bomber fleet.

B-36 in flight.
Image via USAF

The United States Air Force operated several versions of the Convair B-36 “Peacemaker” from 1949 to 1959. Unique in design, size, capability, and configuration, the B-36 is still the largest mass-produced piston-engine aircraft ever built. With a wingspan of 230 feet the B-36 had the longest wingspan of any combat aircraft ever built. With a range of 10,000 miles and a maximum payload of more than 43 tons, B-36 was capable of intercontinental flight without refueling.

The B-36 had an unsurpassed cruising altitude for a piston-driven aircraft, over 40,000 feet, made possible by its huge wing area and six 28-cylinder engines. The B-36 “featherweight’ configuration resulted in a top speed of 423 miles per hour at 50,000 feet altitude with the ability to fly at 55,000 feet for short periods.

B-36 in flight from a downward angle.
Image via USAF

Until the B-52 became operational, the B-36 was the only means of delivering the first generation Mark-17 hydrogen bomb. The Mark-17 was 25 feet long, 5 feet in diameter, and weighed a whopping 42,000 pounds, making it the heaviest and bulkiest American aerial thermonuclear device ever. Carrying this massive weapon required merging two adjacent bomb bays. The B-36 was the only aircraft designed to carry the T-12 “Cloudmaker,” a gravity bomb weighing 43,600 pounds and designed to produce an earthquake bomb effect.

The B-36’s maximum payload was more than four times that of the World War II-developed B-29, and actually exceeded the payload of the B-52. The B-36’s four bomb bays could carry up to 86,000 pounds of bombs, more than 10 times the load carried by the Boeing B-17 Flying Fortress, and substantially more than the entire B-17’s gross weight. Only more than ten years after the B-36’s retirement were American aircraft capable of carrying larger payloads than the B-36 when the Boeing 747 and Lockheed C-5 Galaxy went into production

B-36 duel wing engines.
Image via USAF

Each B-36 piston engine drove a 19 foot three-bladed propeller in a pusher configuration. These were the second-largest diameter propellers ever used to power a piston-engine aircraft. B-36 maintenance was as large an effort as the airplane itself. There were a total of 336 spark plugs in the six engines. At 7 feet, the wing roots were thick enough for a flight engineer to access the engines and landing gear during flight by crawling through the wings.

Similar to the B-29 and B-50, the pressurized flight deck and crew compartment were linked to the rear compartment by a pressurized tunnel through the bomb bay. In the B-36, movement through the tunnel was on a wheeled trolley, pulling on a rope. The rear compartment featured six bunks and a dining galley, aft of which was the tail turret.

B-29 and B-50 flying in formation.
Image via USAF

The NB-36H was modified to carry a 1 megawatt air-cooled nuclear reactor in the aft bomb bay, with a four-ton lead disc shield installed in the middle of the aircraft between the reactor and the cockpit. The highly modified cockpit was encased in lead and rubber, with a 1 foot thick leaded glass windshield to protect the crew from radiation.

NB-36H in flight.
Image via USAF

The lineage of the B-36 can be traced to early 1941. Concerned that the United States would be forced into the war and not have the ability to base aircraft in Europe, the United States Army Air Corps (USAAC) would need a new class of bomber which could reach Europe and return to bases in North America, necessitating a combat range of at least 5,700 miles, equal to a Gander, Newfoundland to Berlin round-trip flight.

NB-36H coming in for a landing.
Image via USAF

The Army Air Corps realized early in 1943 it needed a bomber capable of reaching Japan from its bases in Hawaii, and the development of the B-36 then resumed in earnest. The USAAF submitted a letter of intent to Convair, ordering an initial production run of 100 B-36s before the completion and testing of the two prototypes. The first delivery was planned for August 1945 and the last delivery in October 1946. Consolidated (by this time renamed Convair after merging with Vultee Aircraft in 1943) delayed the delivery schedule. The B-36 was rolled out on August 20th 1945, and flew for the first time on August 8th 1946.

Early prototype of the B-36.
Image via USAF

After the United States Air Force was born in 1947, strategists sought bombers capable of delivering the very large and heavy first-generation atomic bombs. The B-36 was the only American aircraft with the range and payload to carry the bombs from airfields on American soil to targets in the USSR. The modification to allow the use of the larger atomic weapons on the B-36 was called the “Grand Slam Installation.”

B-36 in flight over the United States.
Image via USAF

Convair referred to the B-36 as the “aluminum overcast”. While General Curtis LeMay headed Strategic Air Command from 1949 to 1957, he turned the B-36 fleet into an effective nuclear weapon delivery force through intense training and development. The B-36 formed the heart of the Strategic Air Command as its so-called “long rifle.”

“Six Turning, Four Burning”

Beginning with the B-36D, Convair added a total of four General Electric J47-19 jet engines. These were dual-mounted in pods outboard of the piston engines. The existing B-36 fleet was retrofitted to include the jet engines. Thus the classic B-36 slogan of “six turning and four burning” was born. The B-36 had more engines than any other mass-produced aircraft. The jet engines were primarily used during takeoff and for added speed over the target.

B-36D pictured with flight crew.
Image via USAF

The RB-36D was developed as a specialized photographic-reconnaissance version of the B-36D. The RB carried a crew of 22 rather than 15, the additional crew members flying along to operate and maintain the photographic reconnaissance equipment that was carried. The bomber’s forward bomb bay was replaced by a pressurized manned compartment carrying the cameras and a small darkroom. The second bomb bay contained photoflash bombs. The third bomb bay could carry an extra 3000 gallons (11,000 liters) of fuel in a droppable tank, which increased mission endurance to 50 hours. The fourth bomb bay carried electronic countermeasures (ECM) equipment.

Diagram of the cockpit of a RB-36D.

The RB-36D had an operational ceiling of 50,000 feet. Later, a lightweight version of this aircraft, the RB-36-III, could reach 58,000 feet. When the RB-36 was developed, it was the only American aircraft having enough range to fly over the Eurasian land mass from bases in the United States, and size enough to carry the bulky high-resolution cameras in use at the time. More than a third of all B-36 models were reconnaissance models.

RB-36D in flight.
Image via USAF

RB-36Ds began probing the boundaries of the Soviet Arctic in 1951. RB-36 aircraft operating from RAF Sculthorpe in England flew overflights of most of the Soviet Arctic bases, including the recently completed nuclear weapons test complex at Novaya Zemlya. RB-36s also performed a great number of rarely acknowledged (read SECRET) penetration reconnaissance missions into Chinese and Soviet airspace under the direct direction of Strategic Air Command General Curtis LeMay himself.

RB-36D prototype inside a development facility.
Last B-36. Image via USAF

Even though no B-36 ever dropped a single bomb on an enemy target, the airplane set the stage for the development of the aircraft and weapons systems that were to come online and eventually replace it during the 50s and 60s. Once the final B-36 was retired in 1959, Strategic Air Command utilized the Boeing B-47 Stratojet and B-52 Stratofortress. The Convair B-58 Hustler and the Rockwell B-1 Lancer were also Strategic Air Command jets when they came into service in 1960 and 1986 respectively.

B-36 on display.
B-26 at USAF Museum. Image via USAF

Enjoy this B-36 feature uploaded to YouTube by Mark Nobles.

[youtube id=”wwn1UYoGJgw” width=”800″ height=”454″ position=”left”]

WATCH: Autobahns Made Splendid Runways

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When NATO Aircraft Practiced Their Driving Skills on West German Autobahns

Our quest for awesome aviation footage to share with Avgeekery Nation never ends. We’ve discovered some classic 1980s footage featuring NATO aircraft operating from, of all places, West German autobahns (highways). Now be advised that the audio (and the subtitles) are auf Deutsch, but don’t let that stop you from enjoying the landings, servicing, support equipment, and personnel arming the jets, and takeoffs from Autobahn A29 near Ahlhorn in 1988. The video was uploaded to YouTube by Bundeswehr.

[youtube id=”F_cxkF6qSY8″ width=”800″ height=”454″ position=”left”]

Featured in the film are Luftwaffe F-4F Phantom IIs, Transall C-160 airlifters, Dassault/Dornier Alpha Jets, and Panavia Tornados. Royal Air Force Jaguars, Koninklijke Luchtmacht (Netherlands Air Force) General Dynamics F-16Bs, and US Air Force A-10 Warthogs (“Panzerknackers”) and McDonnell Douglas F-15A Eagles. At the ‘Highway Airfield’ are a mobile tower and radar systems as well as anti-aircraft missiles and gun tracks.

C-130 was one aircraft that could land on autobahns
C-130 landing on highway strip autobahn A29. image via department of defense

These strips are usually 2 to 3.5 kilometer-long (1.2 to 2.2 mile) straight sections of the highway built with removable crash barriers instead of medians. Some strips are also equipped with taxiways and ramps. The roadways are reinforced and pre-positioned temporary airport facilities, such as mobile radar and control towers, are often co-located with the strips. Overpasses close to the strips are adorned with warning panels. We’ve featured the way the Swedes operate their tactical jets from roads.

Other countries who have utilized road surfaces as runways include Argentina, Armenia, Australia, Bulgaria, Chile, China, Cuba, Cyprus, Czech Republic, Estonia, Finland, France, India, Iran, Iraq, Israel, Japan, Jordan, Lithuania, North Korea, Pakistan, Poland, Singapore, Slovakia, South Korea, Sri Lanka, Switzerland, Taiwan, and the former USSR.

The claim that the American Interstate highway system was intended, built, or adapted for use as aircraft runways is an urban legend…as is the claim that the German autobahns were originally built for anything other than transporting supplies and war material- they were only adapted for use as airfields later.

One of many Gernan autobahns
highway strip on autobahn a29. image via department of defense

Up, Up, and Away: A Brief History of Balloon Espionage

Did you have “spy balloon sparks international incident” on your 2023 Bingo card? We definitely did not. 

However, in proving that truth is sometimes stranger than fiction, a spy balloon from China did just that as it drifted across the continental United States last week.

First spotted by a resident of Billings, Montana, on 01 February, the balloon set off a cacophony of theories as to what it was doing, who it belonged to, what it was carrying, and even whether it could be nefarious. Ultimately, the craft was shot down over the Atlantic Ocean by the United States military on 04 February as it exited off the coast of Myrtle Beach, South Carolina. 

The incident led to a ground stop at several airports in the eastern Carolinas in what the U.S. Department of Defense called a “national security effort.” 

Of course, the shootdown of the balloon on Saturday has not stopped rampant speculation over the exact nature of what China called a “civilian meteorological research mission.”

Yeah. Okay.

Anyway, we will let the authorities and pundits debate the unanswered questions as the investigation continues. 

For now, let us take a trip back in time and explore the surprisingly fascinating history of spy balloons.

Spy Balloons During the Civil War

The Union Army Corps balloon Intrepid is filled with hydrogen at the Lowe Balloon Camp in Virginia
The Union Army Corps balloon Intrepid is filled with hydrogen at the Lowe Balloon Camp in Virginia | IMAGE: Library of Congress

Spy balloons are a relatively secretive aspect of military intelligence gathering, but they have a long and storied history dating back to the American Civil War. The use of balloons for military reconnaissance dates back to the 1790s, but it wasn’t until the mid-19th century that militaries began to realize their value as a tool for spying.

The first recorded use of a spy balloon was during the Civil War when both Union and Confederate forces used them to gather information on enemy positions and movements. Balloons were lifted into the air and equipped with telescopes or cameras to collect images and information from above. This data provided military commanders with a bird’s-eye view of the battlefield, allowing them to make better strategic decisions and coordinate their forces more effectively.

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Leader of the Union Army Balloon Corps, Thaddeus Lowe, rises in the Intrepid on 31 May 1862 near Fair Oaks, VA | IMAGE: Library of Congress

Spy Balloon Technology Advances During the World Wars

A World War II German Observation Balloon
A World War II German Observation Balloon | IMAGE: State Library of New South Wales

During World War I, the use of spy balloons became more widespread and sophisticated. The German army, for example, used balloons equipped with cameras to gather intelligence on Allied forces, while the British used balloons to monitor enemy troop movements and report on the effectiveness of their own artillery. Observers would often man the balloons, who would radio back the information they gathered to the ground, where it would be analyzed and used to plan operations.

In the interwar period, the development of lighter-than-air aircraft like blimps and dirigibles made spy balloons largely obsolete. However, they remained a valuable tool for military intelligence during World War II, particularly for the Allies. The British and American intelligence services used balloons to monitor the movements of German and Japanese forces, as well as to gather information on enemy infrastructure and supplies. The balloons, often fitted with cameras and other surveillance equipment, were designed to fly at high altitudes to avoid detection.

Spy Balloons Were Vital in Winning the Cold War

Launch of a Project MOBY DICK balloon at Holloman Air Force Base, New Mexico, circa 1955
Launch of a Project MOBY DICK balloon at Holloman Air Force Base, New Mexico, circa 1955 | IMAGE: Public Domain

The United States used spy balloons during the Cold War to gather intelligence on the Soviet Union and its allies. The U.S. would launch the balloons into the air from super-remote locations. They would then float high above the Earth, transmitting data back to the U.S. for analysis.

The use of spy balloons was a response to the increasing threat posed by the Soviet Union during the Cold War. The U.S. government was concerned about the development of nuclear weapons and other military capabilities by the Soviet Union and sought to gather as much information as possible about the country’s activities. Spy balloons provided a cost-effective and relatively low-risk way of gathering this information, as they could launch from remote locations and were difficult to detect.

One of the most notable examples of a spy balloon mission was Project Moby Dick, which took place in the mid-1950s. This operation involved launching hundreds of balloons over the Soviet Union, each carrying a variety of sensors and cameras. The balloons flew at exceptionally high altitudes, where they were beyond the reach of Soviet anti-aircraft defenses.

Although the use of spy balloons was effective in gathering intelligence, it was not without its challenges. The balloons were vulnerable to high winds, which could cause them to crash or drift off course. Additionally, the Soviet Union developed countermeasures to detect and shoot down the balloons, making it more difficult for the U.S. to gather information.

Despite these challenges, the use of spy balloons remained a vital part of the U.S. intelligence-gathering efforts during the Cold War. Today, many of the technologies and techniques developed during this period continue to benefit modern surveillance and reconnaissance systems.

Spy Balloons in the Modern Era

BLAST (the Balloon-borne Large Aperture Sub-millimetre Telescope) on the 'flightline' at Esrange.
BLAST (the Balloon-borne Large Aperture Sub-millimetre Telescope) on the ‘flightline’ at Esrange, Sweden on 12 July 2005 | IMAGE: No machine-readable author provided. Mtruch assumed (based on copyright claims)., CC BY-SA 3.0 , via Wikimedia Commons

Since the Cold War, the use of spy balloons declined as more advanced technologies like satellites and unmanned aerial vehicles (UAVs) became available. However, they have continued to be used for intelligence gathering in certain situations, particularly where satellites and UAVs are not practical or feasible. For example, spy balloons have been used in recent years to monitor border areas and gather information on natural disasters and other events.

One of the most interesting uses of spy balloons in recent years has been for environmental monitoring. Balloons equipped with sensors gather information on atmospheric conditions, such as temperature, pressure, and humidity, as well as monitor air quality and the presence of pollutants. This information is crucial for understanding the Earth’s atmosphere and how it is changing, and it has helped to inform environmental policy and decision-making.

The Future of Lighter-than-Air Aerial Espionage

The Geostationary Balloon Satellite floats at about 65,000 feet and receives data from a parabolic antenna base station. It rains down cellular data and can capture aerial video and imagery.
The Geostationary Balloon Satellite floats at about 65,000 feet and receives data from a parabolic antenna base station. It rains down cellular data and can capture aerial video and imagery | IMAGE: Kcida10 (talk) (Uploads)., CC0, via Wikimedia Commons

In the years to come, the importance of spy balloons will only continue to increase as the demand for surveillance and reconnaissance capabilities evolve in an ever-more complex and interconnected world.

With the rise of terrorism, cybercrime, and other security threats, organizations and governments are seeking new and innovative ways to gather intelligence and protect their citizens. Spy balloons offer a cost-effective and relatively low-risk solution to these challenges, as they have launch capabilities from remote locations and are difficult to detect. Additionally, their ability to gather information from above and to operate in areas where other technologies are not feasible makes them valuable tools in a wide range of scenarios.

Despite these advantages, ethical challenges remain. For example, governments will need to address privacy and security issues, as spy balloons can collect sensitive information about individuals and organizations. Additionally, the development of countermeasures by potential adversaries will continue to threaten the effective use of spy balloons.

From the Civil War to the China Spy Balloon Crisis of 2023, spy balloons have a rich and fascinating history. From their use on the battlefield to their role in environmental monitoring, these lightweight and versatile aircraft have provided valuable information and insights in countless situations. While their use has declined in recent years with the advent of more advanced technologies, spy balloons will no doubt continue to play an important role in military intelligence and scientific research in the decades to come. 

In the meantime, enjoy this hilarious collection of memes about the Chinese spy balloon. 

Boeing 737-300 ‘Fireliner’ Crashes in Australia

A Coulson Aviation Boeing 737-300 tanker crashed on Monday during a firefighting mission in Western Australia. 

According to a statement from the company, the two pilots on board the aircraft sustained minor injuries and were able to free themselves from the wreckage. 

The Boeing 737-300 Fireliner (Registration: N619SW / MSN 28035) departed Busselton-Margaret River Regional Airport (BQB) in Busselton, Western Australia, at 1533 local time on Monday, 06 February. The aircraft was responding to a wildfire in the Fitzgerald River National Park when it went down around 1615 local time.   

Fitzgerald River National Park is located on Australia’s southern coast. It is located approximately 285 miles southeast of Perth and 1,800 miles due west of Sydney.

Flight track of Coulson Aviation Tanker 139
Flight track of Coulson Aviation Tanker 139 on 06 February 2023 | IMAGE: FlightAware

Any Landing You Can Walk Away From is a Good Landing

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Coulson Aviation Tanker 139 on the ramp | IMAGE: COULSON AVIATION

Local media reports indicate the two pilots were flown from the accident scene by helicopter to a hospital for assessment.

“Both pilots walked away from the crash and have been medically assessed,” Coulson CEO Wayne Coulson said in a social media post on Monday. “Our thoughts and our immediate concern are for those team members and their families. We’re very grateful the two team members on Tanker 139 are safe. We are offering all the support we can to our local and international crews. We’re also grateful for the support being provided by our firefighting and aviation industry colleagues in Western Australia.”  

Aerial Firefighting Poses Daunting Challenges

Coulson Aviation Boeing 737-300 Fireliner drops flame retardant on a wildfire
A Coulson Aviation Boeing 737-300 drops retardant on a wildfire | IMAGE: Coulson Aviation

There is no word on the cause of the accident. However, Tim Collins, owner of Perth-based Upstream Aviation, explained the hazardous nature of aerial firefighting to local media.

“The logistics of flying a large aircraft close to the ground in those kinds of conditions is extremely challenging,” Collins told WAtoday. “You’re flying at a fairly low speed; you can’t fly too fast; otherwise, the fire retardant will disappear out the back, and you get severe temperature updrafts and downdrafts and wind shear.” 

Collins also added that if the tanker were experiencing a stall, it would have been challenging to recover due to the low speed and altitude of the aircraft. 

The Aircraft was on its Third Mission of the Day

Coulson Aviation Boeing 737-300
This Coulson Aviation Boeing 737-300 Fireliner was lost in an accident on 06 February 2023 | IMAGE: Coulson Aviation

According to FlightAware, the last transmitted altitude before crashing was 825 feet, with a speed of 106 knots. It was the tanker’s third mission of the day. 

Coluson’s Boeing 737-300 Fireliner is a multi-use aircraft with a load capacity of 4,000 gallons of retardant or up to 72 passengers.

Southwest Airlines took delivery of N619SW in 1995. She would operate at Southwest until 2017 when she began service with Coulson Aviation.

Boeing, Atlas Air Paint Special Tribute on Last Built 747

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Yesterday (Feb 1), Atlas Air Cargo took off from Boeing’s factory in Everett, WA with the very last 747 that will ever be made. But there was some interesting artwork painted below the cockpit.

It’s a tribute to Joe Sutter, known as the Father of the 747. He led the engineering team at Boeing that made the “Queen of the Skies” nearly 60 years ago.

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Boeing, Atlas Air Paint Special Tribute on Last Built 747 64

Forever Incredible

Sutter and the thousands of folks on his team delivered a plane that would forever change history. And they did it in record time, for what was then the biggest plane in the world – 29 months from concept to rollout.

Sutter and his team became known as “The Incredibles” for the astounding job they did, the first to build and work on the 747. They didn’t even have a building to build the first plane in when they started! At times they would build the plane in snowstorms, while the building was being constructed around them.

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Joe sutter, father of the 747 (boeing photo)

Sutter was the right guy for the job too, and had a hand in other commercial airline projects like the Dash 80, 707 and the 737.

He passed away in 2016, as many of The Incredibles have over the years. But their gift to the world is felt every single day by millions of people, directly or indirectly, and their example continues inspiring others.

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One of the incredibles who worked under joe sutter and built the first 747s (photo: mike killian / avgeekery.com)

Some of The Incredibles were at the ceremony with Boeing this week in Everett, as the company honored them and their legacy. We had an opportunity to speak with some of them too, and will have a story up about that soon.

Make sure to subscribe to our YouTube channel too! Where we will upload those interviews.

Icelandair Announces Detroit Service. Delta says, “Hold my Bjór.”

This summer, Icelandair will begin service to its newest North American destination: Detroit, Michigan.

Of course, Detroit Metropolitan Wayne County Airport (DTW) is a Delta fortress hub. So, naturally, it wasn’t long before the Atlanta-based carrier announced it would launch nearly identical service between the two cities.

Icelandair Will Operate Four Weekly Flights to Detroit

Icelandair Boeing 737 MAX 8
An Icelandair Boeing 737 MAX 8 departs Keflavik International Airport (KEF) | IMAGE: Icelandair Group

Icelandair will begin flights between Detroit and Keflavik International Airport (KEF) near Reykjavík, Iceland, on 18 May 2023, according to a press release from Icelandair Group.

The carrier will operate four weekly flights during the summer 2023 travel season, ending 30 October. Icelandair will deploy a 160-seat Boeing 737 MAX 8 on the route.

The westbound flight departs KEF as FI873 at 1655 on Mondays, Tuesdays, Thursdays, and Fridays, arriving in DTW at 1920, both times local. Flight time will be approximately six hours and 25 minutes.

Icelandair’s return flight will depart DTW as FI872 at 2030 and arrive at KEF the following day at 0630. The return flight has a block of six hours.

Once at Icelandair’s Keflavik hub, passengers can continue on to more than 25 destinations in Iceland, Greenland, the UK, and Europe. The carrier also allows customers to take advantage of its Stopover deal, which allows up to seven nights in Iceland at no additional airfare before continuing to their final destination.

Icelandair’s Boeing 737 MAX aircraft features 16 Saga Premium and 144 economy seats.

“Icelandair is pleased to offer Detroit a refreshing new choice when traveling to Iceland and beyond. Icelandair’s DTW service will allow passengers to travel to and from Europe in new, fuel-efficient planes with modern amenities, including gate-to-gate Wi-Fi and inflight entertainment available for all passengers,” said Icelandair chief executive Bogi Nils Bogason. “These new flights will not only help meet the demands of a growing Detroit but also offer more options for Midwestern business and leisure travelers connecting from the Midwest region. We look forward to welcoming Detroit aboard.”

Delta Defends its Turf

Delta Air Lines Boeing 757-200
A Delta Air Lines Boeing 757-200 | IMAGE: Delta Air Lines

The dust had barely settled from Icelandair’s DTW announcement when Delta Air Lines unveiled their newest route: DTW to KEF.

Like Icelandair, Delta will fly four times weekly between Detroit and Reykjavík beginning on 15 May. The carrier will deploy a 193-seat Boeing 757-200 on the route, departing DTW as DL236 at 1955 on Mondays, Wednesdays, Thursdays, and Sundays, arriving at KEF at 0620 the following day, both times local.

Delta’s westbound flight will depart KEF as DL237 on Mondays, Tuesdays, Thursdays, and Fridays at 0805, arriving at DTW at 1055, both times local.

Delta will suspend its seasonal service on 27 October.

“Delta is excited to further connect the United States and Iceland with new service to our hub in Detroit,” a Delta Air Lines spokesperson said. “Launching in summer 2023, this route will bring the total number of flights between the countries to 36 weekly.”

Delta’s Boeing 757-200 features 193 seats, including 20 in first class, 41 in Comfort Plus, and 132 in economy.

Is there Room for Both Airlines?

Icelandair Boeing 737 MAX 8
An Icelandair Boeing 737 MAX 8 | IMAGE: Icelandair via Facebook

Although Iceland remains a tourist hotspot for North American travelers, it is unusual, to say the least, that two airlines would go head to head on a route like DTW-KEF.

The move by Delta was likely the carrier defending its turf as it tends to do in situations like this.

Delta already serves KEF via New York John F. Kennedy International Airport (JFK), Boston Logan International Airport (BOS), and Minneapolis-Saint Paul International Airport (MSP). Icelandair competes with Delta in all three cities.

The new service also does not mark the first time Delta has connected the two cities. The carrier last flew between DTW and KEF in 2003. Detroit is a brand-new destination for Icelandair.

Additionally, Detroit and Reykjavík were connected for a short time in the late 2010s by Wow Air, an Icelandic ultra low-cost carrier that operated between 2012 and 2019.

Whether or not there will be room for both airlines in Detroit remains to be seen. However, customers will surely benefit as the two carriers will likely slash fares to undercut one another.

To check fares or to book a flight, visit icelandair.com.

Frontier Launches All-You-Can-Fly Pass, Announces Caribbean Expansion

Frontier Airlines this week announced a new unlimited flight pass: for a flat fee of $399 per person, travelers can buy access to an all-you-can-fly fare. 

The GoWild! Summer Pass, which applies to any domestic or international destination Frontier serves, offers significant savings to customers. The $399 pass is a limited-time introductory offer available only through flyfrontier.com for an unlimited number of flights between 02 May and 30 September 2023. 

The announcement is welcome news for budget travelers as they face yet another summer of high gas prices and rising airfares. 

According to the Denver-based airline’s website, customers wishing to utilize the pass can book and confirm domestic travel the day before departure. Customers can book and confirm their flight for international travel ten days before departure. It is ideal for business travelers and vacationers alike, who can easily book one-way weekend trips to visit friends and family, spur-of-the-moment trips to take a break from the office, or longer trips with multiple stops. 

“Everyone loves summer vacation and, with the new GoWild! Summer Pass, you can enjoy even more of what you love,” said Daniel Shurz, senior vice president of commercial, Frontier Airlines. “For people with flexible schedules, this is a terrific opportunity to have a truly epic summer and then some, soaking up rays on the beach, exploring national parks, and visiting new cities.”

Each flight will cost $0.01 in airfare, plus applicable taxes, fees, and charges at booking. Customers will still be responsible for baggage fees, advance seat assignments, and other flight options. 

Frontier CEO: A “Leader in Low-Cost Travel”

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A Frontier Airlines A320 in Texas | IMAGE: Frontier Airlines

Frontier CEO Barry Biffle has expressed his confidence in the plan, calling Frontier “a leader in low-cost travel” and noting that the company’s array of deals will give customers “more flexibility and better incentives” when it comes to airfare. 

In a statement, Biffle said, “At Frontier, we strive to provide our customers with options that suit their budget and lifestyle. The $399 all-you-can-fly pass is a great deal for those who love to travel and explore the world. We have a special place in our hearts for our customers, and this pass is a reflection of that.”

Any flights booked through the GoWild! Summer Pass will not be eligible to accrue FRONTIER Miles. However, the flights will count as activity and will extend the expiration date for those in the frequent flyer program. Additionally, flights will be subject to blackout dates. 

Frontier Bets on Puerto Rico 

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San Juan Luis Muñoz International Airport | IMAGE: San Juan Airport

In other Frontier news, the carrier this week announced a major expansion to the U.S. territory of Puerto Rico. The expansion includes five new nonstop routes to San Juan, as well as service to two new cities: Aguadilla and Ponce. 

New routes to San Juan’s Luis Muñoz International Airport (SJU) include flights from: 

  • Chicago Midway International Airport (MDW)
    • 6x/week beginning 04 May 
  • Dallas-Fort Worth International Airport (DFW)
    • Daily beginning 04 May 
  • Detroit Metropolitan Wayne County Airport (DTW)
    • 4x/week beginning 05 May 
  • Cleveland Hopkins International Airport (CLE)
    • 4x/week beginning 04 May  
  • Baltimore/Washington Thurgood Marshall Airport (BWI)
    • Daily beginning 04 May 
  • Cancun International Airport (CUN)
    • 3x/week beginning 25 May 

Additionally, Frontier will launch nonstop service to Aguadilla’s Rafael Hernández International Airport (BQN) from Tampa International Airport (TPA) and to Ponce’s Mercedita International Airport (PSE) from Orlando International Airport (MCO). Aguadilla and Ponce flights will operate 3x/week beginning 04 May. 

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Map courtesy: gcmap.com

Once service begins in May, Frontier will have 19 nonstop routes to Puerto Rico – more than any other carrier. 

“Puerto Rico is a hugely popular destination for leisure travelers as well as the large population of Puerto Ricans residing in the U.S. who enjoy returning to the island to visit friends and family,” said Shurz. “It is a fantastic vacation destination with stunning beaches, historical sites, and the one-of-a-kind El Yunque National Forest. For those with family and friends on the island, we’re offering more options than ever to fly affordably and conveniently between a multitude of major cities and Puerto Rico.”

San Juan is enjoying a post-pandemic boom, with the number of passengers passing through SJU exceeding 10 million for the first time since 2007. 

Atlas Air Draws Queen’s Crown in the Sky For Boeing’s Last 747

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The last 747 that Boeing will ever make took off this morning with Atlas Air, flying from Paine Field, WA (flight number 5Y747, tail N863GT) and headed for Cincinnati, OH.

On the way, they wanted to honor the legendary Queen of the Skies and all who built, flew and worked with her for the last 50+ years. So they drew a giant queen’s crown with “747” underneath, over central Washington.

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Atlas Air Draws Queen’s Crown in the Sky For Boeing’s Last 747 77

Nice touch, Atlas Air.

As we reported yesterday, the 747 program changed the travel and airline industries, and in doing so changed the world over the course of more than 50 years. Production is now history, but the queens still in service will be flying for decades (mainly the new ones flown by cargo airlines, such as Atlas and UPS).

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BOEING EMPLOYEE JEFF BARLOW CAPTURING THE HISTORIC LAST 747 ON ITS LAST DAY WITH BOEING. PHOTO: MIKE KILLIAN / AVGEEKERY.COM

The plane is arguably the most beloved ever made. Even people who are not avgeeks usually know the 747. And for decades, an airline wasn’t even considered a serious contender by the public unless they had 747s.

747 was a huge gamble for Boeing, and paid off big time

In the beginning it was a make or break gamble for Boeing, and it nearly bankrupt them. But in the end, it all worked out, thanks in large part to “The Incredibles”, the mechanics who built the first 747s. Pan Am said if Boeing build it they’ll buy it, and they did, and so did nearly everyone else after.

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PAN AM 747 OVER SAN FRANCISCO (PAN AM PHOTO)

Even NASA used modified 747s, taking space shuttles piggyback cross-country and even installing a flying telescope on another 747, called SOFIA. Both of those planes are in museums, at Johnson Space Center in Houston, TX, and Pima Air and Space Museum in Arizona.

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SPACE SHUTTLE ENDEAVOUR HITCHING A PIGGYBACK RIDE CROSS-COUNTRY ON A MODIFIED NASA 747 SHUTTLE CARRIER AIRCRAFT (PHOTO: MIKE KILLIAN)

The jumbo jet has also served as Air Force One for years, flying 6 Presidents, and will continue doing so for many years to come.

Boeing is currently working on two new 747 Air Force Ones to deliver to the Air Force, but they are modified 747s from already produced airframes.

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AIR FORCE ONCE 747 (MIKE KILLIAN PHOTO)

Production is over, but the 747 will fly on for years

Times of course change. Increasing fuel costs and newer plane types with better fuel efficiency and superior design tech have forced major airlines to move away from the 747.

Most now operate as cargo freighters. The global air cargo fleet is expected to grow by more than 60% over the next 20 years. But a few airlines still fly them for passenger travel. They include Asiana Airlines, Mahan Air, Lufthansa, Koren Air, Max Air and Air China.

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Atlas air takes boeing’s taking Off with the last 747 boeing will ever make. Photo: Mike Killian / AvGeekery.com

“The 747 will forever hold a special place in aviation history,” said Stan Deal, president and chief executive officer of Boeing Commercial Airplanes. “Atlas Air began operations 28 years ago with a single 747 and it is fitting that they should receive the last, ensuring that the ‘Queen of the Skies’ plays a significant role in the global air cargo market for decades to come.”

5 Helpful Tips for Nervous Fliers to Fly More Confidently 

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I could see it coming. 

Looking outside my window at 36,000 feet above the Brazilian countryside, my eyes were fixed on the bank of tall, billowing clouds that were getting closer by the second. 

My heart began to race as I saw a couple of flashes of lightning in the clouds ahead of us. 

A couple of bumps began to shake the plane very lightly. 

Just then, the captain’s voice came over the PA system. 

“Ladies and gentlemen,” he began, “please ensure your seat belts are securely fastened.”  

For someone who analyzes every little word, action, and facial expression of a flight crew during a flight, I breathed a momentary sigh of relief since I could not detect any concern in the pilot’s voice. 

“Flight attendants, please take your seats immediately,” the pilot added.

With those seven words, I immediately developed a cold sweat and a lump in my throat. After all, in all my flying experiences, it’s never a good thing when the pilots ask the flight attendants to take their seats mid-flight. 

The flight attendants had been seated for just a few seconds when the plane entered the cloud bank and began to violently lurch in every direction. 

Left, right, up, down…it was like we were riding a roller coaster. Only, I wasn’t lifting my hands in joy as we went down the hills. In fact, I gripped the seat in front of me so tight that I was surprised my fingers weren’t bleeding. 

The shaking continued. Flashes of lightning illuminated the cabin of the well-worn VASP Boeing 737-200. Claps of thunder vibrated my seat. 

Suddenly, the plane dropped so hard and fast that almost all of the overhead bins flew open, their contents strewn about the cabin like little toys. Everyone on board let out audible gasps and screams. 

I could hear food, drinks, and dishes falling in the galley a few rows behind my seat. 

I was sure this was the end. There would be no way we could recover from turbulence this bad. Surely the wings have been ripped off of this airplane, I thought to myself. 

And then, after what seemed like three hours (in actuality, it was less than 60 seconds) of terror, we emerged from the clouds.

The shaking stopped and the plane leveled out. 

Sunshine blasted through the windows into the cabin. 

A few seconds later, the fasten seatbelt sign was turned off and the flight attendants cleaned up the cabin, closed the overhead bins, and continued their food and drink service as if nothing had happened. 

For Nervous Fliers, Aerophobia Is a Very Real Issue

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Photo by Deva Darshan on Unsplash

To most people on board that plane, that’s exactly what did happen. 

But for some – like me – this incident took what was a slight anxiety about flying into a full-fledged fear. Paralysis, even. 

Although that fateful flight was 24 years ago, I still deal with the effects of that minute of my life every time I fly. Every single time. 

In fact, it was years before I was able to even set foot on an airplane again. 

It wasn’t until I faced my fear that I could once again entertain the idea of flying. 

For me, and more than 25 million other Americans, the fear of flying – or aerophobia – can be very frustrating. For some, it goes beyond frustration and can actually become utterly paralyzing. 

Those who face extreme aerophobia do everything in their power to avoid having to fly for business or leisure. This affects their quality of life and can even affect their job, depending on how much travel it requires. 

As an avid traveler, I decided I no longer wanted this fear to keep me from doing what I love. 

Here are five ways that have helped me fly again with confidence. 

1. Know Before You Go 

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A map showing pilot reports (PIREPS) of turbulence across the United States | IMAGE: turbulenceforecast.com

If you’re anything like me, the prospect of even a little bit of turbulence while flying is enough to send shudders through your body and make nervous fliers seriously consider taking Amtrak or Greyhound instead. 

That’s why I spend a few hours before my flight researching flight conditions along my route. 

Will there be high winds at my destination? Will thunderstorms affect my departure? What about clear air turbulence while cruising? 

A plethora of resources exist online to obtain any type of weather information you desire before your next flight. 

  • Find out what your route will look like by entering your flight information on a flight tracking website such as flightaware.com. This site will provide you with your flight plan from takeoff to landing, including planned altitude and time en route. 
  • Check out the turbulence forecast on turbulenceforecast.com. Here, you can see future turbulence forecasts along your route – at any altitude – and even get real-time pilot reports (PIREPS) of turbulence.
  • Get a free, personalized turbulence outlook specific to your flight via turbli.com.
  • Get the forecast for your departure, connecting, and destination cities via the National Weather Service at weather.gov. And, if you want to get technical, explore their aviation weather forecasting tools here. For international flights, most countries have similar services available through their government weather bureau websites.
  • Check current and future radars via your favorite weather app right before departure time. Then, when you notice you’re flying straight toward a towering line of cumulonimbus clouds, you won’t be caught off guard. You’ll be expecting them. 

Imagine being empowered with the knowledge of expected weather problems and turbulence forecasts before you board your flight. 

Being mentally prepared for what lies ahead is an invaluable tool to help calm the nerves of nervous fliers when they step on board their next flight. 

2. You’re Safe, and You Know It

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Photo by Calle Macarone on Unsplash

I’m pretty sure humans weren’t meant to hurl through the sky at hundreds of miles per hour nearly eight miles above the earth. 

But here we are. 

And while that may seem like the stuff of science fiction, even in our modern age, it is worth noting that flying is – by far – the safest mode of transportation. 

I mean, just in the hour I have been writing this piece, roughly 831 car accidents occurred within the United States. That’s nearly 20,000 accidents per day.

On average, 102 people die every day in car accidents in the United States, according to the National Highway Traffic Safety Administration (NHTSA).  

Compare that to the tens of thousands of flights covering millions upon millions of miles that were safely completed today alone.  

Nervous fliers should also take solace in the fact that nearly 22 million jet flights were completed globally in 2021. Out of those 22 million flights, only one accident led to the loss of life. 

The last time anyone died in a commercial airline crash in the United States was in 2009

Statistically, the data is crystal clear. Flying is incredibly safe. 

Before your next flight, take some time to remind yourself of that. 

3. Remove Stressors

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Photo by Joel Mott on Unsplash

Flying is already stressful enough, even for those who aren’t nervous fliers. 

Crowds. Security checkpoints. Children crying. People running. Emotions flaring. Airports are not exactly havens of zen and relaxation. 

That’s why I recommend eliminating as many controllable stressors as possible ahead of your flight. 

  • Choose your seat assignment as soon as you can to ensure you get the best seat for your needs. Do you like the roominess of an aisle seat? Do you need to look out the window at all times (like I do) to know exactly what’s going on? Do you fear the dreaded middle seat? Avoid the worry and pick your seat early, even if you have to pay for it. You can even check to see if there are any available upgrades to snag a more comfortable seat in premium economy or first class. If you care about where you will sit on your flight, don’t show up to the airport without a seat assignment. That just creates unnecessary stress for nervous fliers.
  • PRO TIP: Check out seatguru.com, where you can find out precisely what your flight’s seating arrangement will look like and even get tips and reviews from other fliers as to what the best seats are.
  • Check in to your flight from home. Most airlines will let you check in up to 24 hours in advance. Print out your boarding pass(es) or download them to your phone.
  • Research luggage fees for your airline ahead of time, and pay for checked luggage and/or carryons from home before you leave for the airport. Learning about an unexpected expense in the middle of an already high-stress situation is less than ideal.
  • Give yourself plenty of time. The last thing a nervous flier needs to be doing before a flight is running around the airport freaking out about the possibility of missing their flight. So what if you arrive at your gate an hour early. Use that hour to breathe, relax, and find your zen. 

Let’s face it: air travel in 2023 is not fun. Even the most seasoned of travelers dread the stress of airport life.

For nervous fliers, removing unnecessary stressors will help keep anxiety and fear in check. 

4. Be Kind to Your Body 

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Photo by Stanislav Ivanitskiy on Unsplash

What you put into your body before and during your flight can wreak havoc on your already frayed nerves and crippling anxiety. 

Nervous fliers should avoid caffeine, drugs, alcohol, and anything with high sugar and/or sodium content. Any substance that is designed to cause a bodily reaction is a bad idea when you’re stressed out and anxious.  

I even go so far as to recommend that you refrain from eating before your flight, especially if you have a sensitive stomach. 

You may be tempted by the countless (and delicious) dining options in today’s modern airports, but it is my recommendation that you just hold off until you get to your destination. Believe me – it’s safer that way. 

Remember to pack a protein bar or two if you do end up getting hungry. It’s also important to stay hydrated, so don’t forget to buy that $10 bottle of water (post security, of course). 

5. Medication and Therapy

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Photo by Angela Compagnone on Unsplash

When I tell people that I am a nervous flier, the first thing they usually suggest is medication. 

At first, I tried that.

I tried sleeping pills. My doctor has even prescribed Valium to me in the past. 

While those solutions may work for some people, they did not work for me. The only thing they did was make me more nervous, anxious, AND incredibly groggy. 

For someone like me, who has a less than zero percent chance of EVER falling asleep on an airplane, I have found it best to stay away from medicating myself before a flight. It just makes me feel gross. 

If you want to dive into the science and attack the source of the problem, perhaps you may consider psychotherapy. 

Therapists treat aerophobia in a variety of different ways, including cognitive behavioral therapy (CBT) and exposure therapy. 

If the fear of flying is truly paralyzing, talk to your health care provider about one of these options. But be aware that while some people may experience success with treatment, your aerophobia may not ever be completely cured. 

I tell you that from firsthand experience. 

The Destination Is Worth It 

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A Singapore Airlines Airbus A350 | Photo by Abhishek Singh on Unsplash

Everything I mentioned today is something I have personally experienced. 

I long for the days when I could fly without a feeling of dread. But one terrifying experience took that possibility away from me many years ago. 

I let that experience keep me from my love of flying and traveling for four years. It derailed my lifelong dream of becoming an airline pilot. 

But I refused to let it define me. Much like getting back on the proverbial horse after falling, I decided to face my fears and begin flying again.  

It wasn’t easy. 

I have accepted that it may never be easy for me again. 

But I have found things that soothe my nerves and anxiety when I fly, and I encourage you to try them too. They may not be perfect solutions, but I can honestly say that my fear no longer paralyzes me. 

Something powerful happens when you control your fear rather than letting your fear control you. And while that fear may still be there, it no longer reigns supreme. 

That is my sincere hope for you.  

I wish you much success in your journey to an aerophobia-free life. 

The destination is worth it.

Long Live the Queen: Boeing Bids Farewell to the 747

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31 January 2023 was a bittersweet day at Boeing’s factory in Everett, WA. The company delivered the 1,574th and last 747 jumbo jet that they’ll ever produce, handing it to Atlas Air and bidding farewell to the legendary Queen of the Skies, which they spent over 5 decades making.

“For more than half a century, tens of thousands of dedicated Boeing employees have designed and built this magnificent airplane that has truly changed the world. We are proud that this plane will continue to fly across the globe for years to come,” said Kim Smith, Boeing Vice President and general manager, 747 and 767 Programs.

The iconic plane transformed global travel and the airline industry after entering service in 1970, and has left millions of people in awe ever since.

Final Delivery In the Books

Boeing employee Jeff Barlow captures the historic last 747 on its last day with Boeing
Boeing employee Jeff Barlow captures the historic last 747 on its last day with Boeing. Photo: Mike Killian / AvGeekery.com

The 747-8F freighter (N863GT) now belongs to Atlas Air, which took the last several 747s for its cargo fleet. It departed Paine Field the next morning for Cincinnati, OH, at 0747 local time.

“We are honored to continue our long history of flying this iconic aircraft for our customers around the world,” said John Dietrich, president and CEO of Atlas Air Worldwide. “Atlas Air was founded over 30 years ago with a single 747-200 converted freighter, and since then, we have spanned the globe operating nearly every fleet type of the 747, including the Dreamlifter, Boeing’s 747 Large Cargo Freighter, for the transport of 787 Dreamliner parts. We are grateful to Boeing for their shared commitment to safety, quality, innovation, and the environment, and for their partnership to ensure the continued success of the 747 program as we operate the aircraft for decades to come.”

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The ceremony was attended by thousands of current & former employees who worked on the program, as well as senior leaders past & present from Boeing & several companies that invested in the aircraft, including UPS and Lufthansa.

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Long Live the Queen: Boeing Bids Farewell to the 747 95

The Incredibles were honored, too, the team of folks who first built the 747 and brought it to life. Several were in attendance and were gracious enough to give AvGeekery some great interviews (subscribe to our YouTube channel for those).

Operators have been retiring their 747s for years, but the newer planes will continue to fly for years to come, as major cargo carriers such as Atlas Air and UPS use them extensively (both are the largest operators of the 747).

747 Was A Gamble That Paid Off, Big Time

The plane was developed at the request of Pan Am, which in 1966 asked Boeing for the biggest airliner ever, declaring that if Boeing made it, Pan Am would buy it. Boeing accepted the challenge, and it nearly bankrupted them.

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PAN AM 747 OVER SAN FRANCISCO (PAN AM PHOTO)

But the gamble paid off. The first 747 flew its maiden voyage on 9 February 1969. The first commercial flight with Pan Am took place the following year, on 22 January 1970, from New York to London, flown by Captain Robert M. Weeks, Captain John Noland, and Flight Engineer August (“Mac”) McKinney.

It ushered in a new era that revolutionized the industry by making international travel affordable for everyday people.

Other airlines followed with orders for 747s, and it became a staple of international travel. A company wasn’t even considered a major airline unless it had a 747.

747 Served In Many Roles

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SPACE SHUTTLE ENDEAVOUR HITCHING A PIGGYBACK RIDE CROSS-COUNTRY ON A MODIFIED NASA 747 SHUTTLE CARRIER AIRCRAFT (PHOTO: MIKE KILLIAN)

Even NASA found use for them, using a modified 747 to carry their space shuttle fleet piggyback on trips between California and Florida for over 30 years.

NASA also modified another 747 to carry a flying telescope to explore the universe in ways that ground-based telescopes could not. That plane, called SOFIA, flew its last science mission at the end of 2022, because NASA has enough space telescopes operating that they no longer saw a worthwhile ROI. The plane is now on display at the Pima Air & Space Museum in Arizona.

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NASA’S 747 SOFIA FLYING TELESCOPE (PHOTO: NASA)

And of course, the jumbo jet has served as Air Force One, flying six Presidents over the years, and will continue doing so for many years to come. Boeing is currently working on two new 747 Air Force Ones to deliver to the Air Force, but they are modified 747s from already produced airframes.

Air Force One
Air force once 747 (mike killian photo)
Lufthansa 747
Lufthansa photo

But times, of course, do change. Increasing fuel costs and newer aircraft types with better fuel efficiency and advanced design have forced major airlines to move away from the 747.

Most now operate as cargo freighters. The global air cargo fleet is expected to grow by more than 60% over the next 20 years. But a few airlines still fly them for passenger travel. They include Asiana Airlines, Mahan Air, Lufthansa, Korean Air, Max Air, and Air China.

Last 747 Will Fly With Atlas Air, The Largest Remaining 747 Operator

“The 747 will forever hold a special place in aviation history,” said Stan Deal, president and chief executive officer of Boeing Commercial Airplanes. “Atlas Air began operations 28 years ago with a single 747, and it is fitting that they should receive the last, ensuring that the ‘Queen of the Skies’ plays a significant role in the global air cargo market for decades to come.”

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The last 747 to ever be produced. Photo: Mike Killian / AvGeekery.com

“I can’t emphasize how big of a sense of employee pride there is with this airplane,” said Boeing’s head of communication for the 747, Brianna Jackson. “There are people here who have worked on this plane for 40 years — their entire career on the 747. They love this airplane and want to see it to the end.”

Flights Resume After FAA Stops Domestic Departures Nationwide

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It’s another beautiful morning for airline travel across the country, as the Federal Aviation Administration (FAA) temporarily stopped all departing domestic flights nationwide until at least 9:00am ET.

LATEST UPDATE AS OF 9am ET:

ORIGINAL STORY BELOW:

“The FAA is working to restore its Notice to Air Missions System,” says the FAA. “We are performing final validation checks and reloading the system now. Operations across the National Airspace System are affected.”

The FAA published a series of tweets updating the issue:

The system sends out critical real-time flight hazards and restrictions to all commercial pilots. Airlines simply cannot fly safely without it.

Progress on restoring the system is being made, and some flights have been allowed to depart from some airports to help ease congestion.

Six Ways Every Airline Professional Should Plan for the Future

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Alex Tapia of Aviation Retirement Strategies shares six practical ways that pilots and airline professionals can prepare themselves for retirement.

Whether you’re a new pilot, or you’re close to retirement, it is important to plan for your financial future. And if you’re a pilot, you have incredible benefits available to you.

Stick with an airline long enough and you’re basically guaranteed to make millions but you are not guaranteed to become (and stay) a millionaire.

Unfortunately, many people don’t take full advantage of the wide array of benefits available to them to help them plan for the future.

Is that something that worries you? How will you avoid being in that position? Here are six important tips from Alex A. Tapia, AIF® to help pilots plan for their financial future.

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Alex is a pilot, former airline pilot and certified financial planner.

1. Talk to A Professional About Your Benefits

It is important to sit down with a competent professional and come up with a holistic plan for your future. Have them show you how to properly participate in the benefits available to you. Together, figure out what you have, what you need to do, what you need to consolidate and/or get rid of, and come up with a plan as to how to actually optimize your benefits. Like pieces of a puzzle, arranging them in such a way that they all fit together and are representative of your unique financial life.

So many pilots have found themselves in a situation out of their control. Maybe it’s a flawed tax strategy. Perhaps they don’t have enough money to last through retirement. Or maybe it’s a lack of cohesive end-of-life transfer of wealth. They don’t get into these situations because they’re not competent. Rather, it’s because nobody has ever provided them with the knowledge to properly apply these benefits in the real world.  

Finally, be wary about the financial planner you choose to talk to. Ensure they have your best interest in mind and that they’re not just trying to sell you something. Some financial planners, particularly at larger companies, won’t provide you with unbiased advice because they are under tremendous pressure to simply produce.

2. Sacrifice Now, Reap Your Rewards Later

From the moment you’re hired, contribute the maximum amount you can to your 401(K). Come to terms with the fact that while the money may not be going into your bank account, it is going into your 401(K). Prepare yourself psychologically for this and understand that this is what you need to do to be able to retire on your own terms at age 65.

Will it hurt at first? You bet. It’s a huge sacrifice. But, as a pilot, it won’t last long because you will start making great money relatively quickly.

There are so many examples of people who didn’t properly plan ahead. And every single time, they regret not doing something sooner. Put money into vehicles that will provide for your financial future down the road. It’s one of the most important things you’ll ever do.

3. Fees Matter

One of the biggest mistakes we’ve seen in the past is that many investors overpay for their investments, or simply are not aware of what they are paying. It is common for someone to pay north of 2% in fees, of which maybe they are only aware of half of that fee.

Much like operating a finely tuned engine, portfolio efficiency is a crucial element of performance success. Many of the larger investment companies use commissioned products, like retail mutual funds, that are loaded with fees, which more often than not are not disclosed to the investor. Even most “fee-based” firms, that charge a percentage for the management of portfolios will use mutual funds, which not only carry additional internal costs, often more than the original fee being charged. Mutual fund companies also pay the firm something called 12b-1 fees, which are like ongoing commissions, which also add to the cost for the investor. A true fiduciary money manager will try and use individual stocks and ETFs to avoid these extra fees whenever possible. At the end of the day, if all things are equal, the lower-cost portfolio will always outperform the commissioned broker/advisor at the larger firms that sell primarily mutual funds. Unfortunately, this is the world in which most investors reside, simply because they are not being properly educated on how the investment world works, from a fee standpoint. If your portfolio consists of primarily mutual funds, chances are that you are paying too much.

4. Set It and Forget It

So you’re taking full advantage of the benefits available to you? You’re contributing the maximum amount to your 401(K)? Great!

Now turn off the news. Ignore the noise. TV and radio programs are designed to grab your attention to sell commercials. Talking heads, even if well-meaning, can only give generalized advice… not specific to YOUR personal financial situation.Tapia always reminds everyone, that even though as pilots, we have much in common, once we step away from the cockpit, our lives are completely different from each other. Our financial lives especially, are as unique as our own fingerprints.

Once your money is in a solid portfolio without excess fees, just forget about it. Don’t worry about the markets or what is happening in the world around you. Let a financial planner handle the business end of your flying career. You just need to contribute.

Historically, markets always grow over time. Regardless of who is in power or what administration is in charge, the economy always prevails. We’ve seen it time and time again through the years. And it’s the way it will always be. “Remember, your investments behave like the weather, changing all time. Our economy is like the climate, changing much more gradually and predictably. In the short run it’s the weather that gets our attention and appears to determine our environment, but in the long run it’s the climate that really counts”.

Understand that no matter what is happening in the world today, it will be irrelevant two years from now. We will all have forgotten by then. So just go to work and make the money. The market always has more gains than retreats. It grows. So if you’re in it for the long term, you’ll always win.

People like me can’t guarantee much in this world. However, I can guarantee that you will make money if you give yourself enough time to do so. That’s why it is so important to start early.

Set it and forget it. And stop listening to the noise.

5. Who You Choose to Manage Your Money is Important

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Image by Tomás Del Coro via Wikipedia

It is critical that you take the time to find the right adviser to help plan your financial future. Ensure that it is somebody you can meet personally. Don’t do it over the phone. Although the airlines offer retirement planning services, it is usually not with the same person you can talk to personally over the course of the year.

Choose someone who is independent and ensure they are an investment fiduciary. There is a big difference between saying you are a fiduciary and actually being one. Look for someone with AIF (Accredited Investment Fiduciary) behind their name. With that designation, amongst others, they are required by law to put the client first.

These professionals will look at your whole picture. And unlike insurance companies or large, national investment firms, they will look at your entire financial life. They won’t sell you a bunch of expensive mutual funds or get you into a mediocre product just for the sake of meeting a quota.

So do your research and find a fiduciary company like Aviation Retirement Strategies, or simply a firm with whom you get along. If you don’t like the person or the firm, the relationship will suffer. Authentic financial planning is very relationship-oriented, so it is vital that you get along together. Make sure it is somebody you can call, somebody you enjoy talking to, and somebody who won’t roll their eyes when your caller ID comes up on their phone. Be sure it is someone who is proactive and understands the uniqueness of your aviation career.

Remember, most financial planners have no idea what the airlines are all about. Think of it this way: most of us don’t understand what brain surgeons go through on a daily basis. Similarly, most people don’t understand what pilots go through daily. They also don’t know the benefits and financial options available to pilots and how they all work together.

Finding somebody like that is vital for pilots. That way, you can actually get real advice and real guidance based on your specific company benefits and lifestyle.

6. Forget About the Past and Just Look Forward

As humans, we are psychologically wired to regret our past and remember our mistakes. When it comes to your financial future, you must put that aside for your own sanity.

If you didn’t prepare well, and you’re close to retirement, forget about what you didn’t do in the past. Figure out the best way to move forward today. That’s what counts. There is no going back.

Life comes at you quickly, especially for pilots, who are always looking ahead to their next bid cycle or their climb up the seniority list. They’re cruising along and, suddenly, they think to themselves, ‘wow, I need to retire. I need to figure this out. How will I live?’

2019 Preperation
Six Ways Every Airline Professional Should Plan for the Future 99

So they come to somebody like me and they say, ‘Hey, I haven’t done anything to prepare. What do I do?’ And we’ll sit down with them and look at it backward. We figure out what they need. Then, based on what they have, we figure out what tools are available to make that happen in the best way possible.

There are three phases in your financial life: accumulation, distribution, and transfer. At retirement, you live off of the assets you’ve accumulated. But they still need to grow. And with everything going on in today’s world, it becomes more difficult to grow a portfolio while you are using it to support your income needs. If managed correctly, your money will outlive you. A true professional will work with you to ensure you will be well-positioned for retirement. Then, you’ll get to that last phase of life, and everything will transfer according to your wishes – not someone else’s. Creating a strategy to make all three phases happen at the same time is crucial to your long-term financial success.

Pilots are hardworking, competent professionals. They have earned the Privilege of Being Able to Retire in Comfort

Creating a plan with a financial planner is critical for your future. Much like preparing for every contingency as a pilot, so too must you plan for every contingency for your financial health. That way, when something unexpected happens, it is just a nuisance rather than an emergency.

You’ve worked hard to get to where you are. Don’t put yourself in an emergency situation that will rob you of the joy and comfort you have earned after a long and successful career.

FOR MORE INFORMATION: Alex Tapia is the president and founder of Aviation Retirement Strategies in Houston, Texas. He and his wife Dana live in Spring, Texas with their daughter Alexa, and twin boys Adrian and Jaden. To learn more about Aviation Retirement Strategies, visit PilotMoney.com.

How A Furloughed Airline Pilot Launched a Multi-Million Dollar Business Serving Others

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Alex Tapia didn’t always want to be a financial planner. Raised in The Netherlands, Tapia and his family came to the United States when he was 14 years old. Initially, he didn’t even speak English.

After developing a passion for aviation in high school, Tapia worked his way through flight school and college. After several years of continuing education and building hours as a flight instructor and an air ambulance captain, he landed a job as a pilot at American Eagle flying ATR-42s and 72s out of Chicago, then Dallas, and Miami.
In February 1999, two weeks after his 30th birthday, Tapia hopped over to the majors and began flying for US Airways as a first officer on the McDonnell Douglas MD-80.

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Alex as an MD-80 pilot for US AIrways.

“It took eleven years to get there and I sacrificed a lot,” Tapia told AvGeekery. “But I ended up with my dream job. I met my wife at US Airways. Life was great.” And then, on a clear blue Tuesday morning in September 2001, the airline industry was rocked to its core.

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How A Furloughed Airline Pilot Launched a Multi-Million Dollar Business Serving Others 103

Six months after the 9/11 attacks, Tapia was furloughed. US Airways was in deep financial trouble and he knew he wouldn’t be called back anytime soon. He soon ran out of money. But with a wife, a newborn daughter, and a mortgage, he knew he had to do something.

After a short stint to make ends meet selling Mexican pottery in the concourse of a local mall and moonlighting preparing financial plans, all while filling out applications, and getting job offers to fly overseas that would have required him to uproot his entire family, Tapia made a decision. He was going to become a financial planner to help pilots navigate the business-end of their careers and retire on their terms.

The Birth of a Multi-Million-Dollar Company Serving Other Pilots and Aviation Professionals

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Alex founded Aviation Retirement Strategies in 2004. Today, it provided services for thousands of aviation professionals.

Tapia had always enjoyed learning about the financial world and through his years as a pilot, he gained valuable insight that he wanted to share with others.

He launched a business through a company based in The Woodlands, Texas. After parking himself in the local library for three months straight studying for licenses he needed for the job, he got to work.
Tapia found success rather quickly. As part of the pilots union (and still a furloughed US Airways Mainline Pilot), he was still connected to his peers, as well as had valuable industry data. He started establishing client relationships, began getting referrals, and – within six months – became the top producer in the company.

However, Tapia longed to be more than a salesperson. He knew, that to fully service his clients and be a true advisor to the professional pilot community, he had to create a full service private wealth management and financial planning firm, customized for airline pilots, independent from any other financial firms. So, in October 2004, he broke off from the company and launched Aviation Retirement Strategies, LLC which specializes in private wealth management for pilots and other aviation professionals.

Tapia focused on building his brand into the go-to company for pilots as they prepared for retirement. He knew what he had was so special that he even passed up the opportunity to go back and fly for Mainline US Airways when they called him back in 2007.

“I didn’t want to give up what I had built,” Tapia said about his company. “So I declined and gave up my seniority number. Successfully running a high-level financial firm while flying full-time was just not an option. Giving up my seniority number was probably the hardest thing I’ve ever done in my life because it took so long and it was so hard to get there. But once I gave it up, it was 100% about helping pilots and in turn building the brand.”

From that point on, ARS flourished. Today, Tapia and his team manage client assets worth hundreds of millions of dollars. And they do it all through uniquely personal service where they know every client personally, forgoing volume for the sake of quality.

“Our clients have our personal cell phone numbers,” Tapia said proudly. “We consider them family.”

Alex Shares His Six Ways Aviation Professionals Can Prepare for Retirement

You can read the article here.

FOR MORE INFORMATION: Alex Tapia is the president and founder of Aviation Retirement Strategies in Houston, Texas. He and his wife Dana live in Spring, Texas with their daughter Alexa, and twin boys Adrian and Jaden. To learn more about Aviation Retirement Strategies, visit PilotMoney.com.