Is Santa’s Sleigh the Most Reliable Airframe Ever Built? Spoiler: Yes. Yes, it is. And it’s not even close.
Every 24th of December, without fail, Santa launches the most ambitious overnight operation in aviation history. No test flights. No press conferences. No NOTAMs lighting up ForeFlight. Just wheels up, world covered, mission complete.
And perhaps the most impressive part of the whole thing is this. Santa does it every year with only minimal upgrades.
No stretched fuselage. No new engine variant. No midlife refresh program announced at Farnborough. Somehow, Santa’s sleigh just keeps flying.
So how does it work?
Pull up a chair by the fire. Let’s talk sleigh physics, North Pole navigation, and why Santa may quietly be the best operator in the business.
The Airframe: Lightweight, Timeless, and Shockingly Efficient
The amazing and meticulous beauty of Santa’s Sleigh defies the laws of physics
At first glance, Santa’s sleigh looks like a classic legacy platform. Open cockpit. Exposed structure. Zero regard for modern certification standards.
But look closer and the design philosophy becomes clear.
The sleigh is an ultra lightweight composite structure, likely wood infused with centuries of magical resin. Think of it as pre carbon fiber carbon fiber. Strong, flexible, and absurdly durable.
It does not corrode. It does not fatigue. It has never once failed a cold soak test.
And while most operators chase performance gains through heavier systems and newer materials, Santa went the other way. Keep it light. Keep it simple. Keep it flying.
Minimal upgrades. Maximum reliability.
Propulsion: Reindeer Thrust and the Rudolph Advantage
Santa’s Sleigh takes advantage of a mind-boggling reindeer propulsion system | IMAGE: NORAD
The propulsion system is where Santa truly broke the mold.
Eight reindeer provide distributed thrust, redundancy, and natural vector control. Lose one, and the rest compensate instantly. No asymmetric thrust checklist required.
Then there’s Rudolph.
Rudolph is not a gimmick. He is a certified all-weather sensor suite.
That glowing nose is a forward-looking navigation aid optimized for snow, fog, low visibility, and complete whiteout conditions. It cuts through weather that would ground most fleets and renders even the ugliest Christmas Eve forecast irrelevant.
Think of Rudolph as a living combination of radar, lidar, and synthetic vision. Only cuter.
The Physics Problem Everyone Always Asks About
Yes, we’ve all done the math. Payload capacity. Range. Time on task.
Here’s the thing.
Santa’s sleigh does not obey conventional physics. It obeys Christmas physics.
Time dilation plays a significant role. When the sleigh crosses into the upper atmosphere, the aircraft enters a temporal slipstream where time moves more slowly relative to the ground. This allows Santa to complete a global route while the rest of us are still arguing over which cookie to leave out.
It is not impossible. It is just festive.
Navigation: No GPS, No Problem
Norad and the Air Force units of the United States and Canada will track and assist Santa Claus during his voyage. (USAF)
Santa does not rely on GPS, ground based navaids, or satellite augmentation.
He navigates visually, astronomically, and instinctively.
The North Star provides a fixed reference. City glow outlines metropolitan areas. Chimney density confirms residential zones. Tree lights act as low level approach lighting. It is a beautifully analog system that has never once dropped out due to a software update.
If it works, don’t digitize it.
ATC, Clearances, and That Whole Airspace Thing
How NORAD tracks Santa’s Sleigh | IMAGE: NORAD
Does Santa file a flight plan?
Officially, no.
Unofficially, every controller knows exactly where he is. And, of course, NORAD is always on top of it, ensuring smooth sailing for Saint Nick.
Santa operates under a once a year global blanket clearance that supersedes all restricted airspace, temporary flight restrictions, and noise-abatement procedures (word on the street is Santa doesn’t have to obey John Wayne Airport’s Fly Friendly program we wrote about earlier). It is the ultimate waiver, renewed annually by universal goodwill.
Interception attempts have been rumored. None have succeeded. Most pilots report nothing more than a brief radar return, a flash of red light, and an inexplicable urge to go home and hug their families.
NORAD will once again be tracking Santa Claus as he makes his way across the world tomorrow night! 🎅🏼🎄 pic.twitter.com/4JnQTalXEN
The sleigh is meticulously inspected once a year by the elves, who may be small but are terrifyingly thorough. Every runner polished. Every joint checked. Every bell tested. If it does not spark joy, it does not fly.
That is how an aircraft lasts forever.
The Takeaway
In an industry obsessed with the next new thing, Santa reminds us of something important.
Sometimes the best platform is the one that already works.
Keep it light. Keep it simple. Respect the machine. Trust the crew. Fly it with purpose.
And once a year, believe in a little magic.
A Note of Gratitude
No MELs, No Delays: How Santa’s Sleigh Keeps Flying Year After Magical Year 6
This Christmas, we just want to say thank you.
Thank you for choosing to spend a little bit of your time with us throughout the year as we share our love of all things aviation with you, our readers. Whether you’re here for the history, the headlines, the nostalgia, or the pure joy of flight, it means more to us than you know. We love sharing our passion of flight with you.
So, from all of us here at AvGeekery, Merry Christmas to you and yours. May your weather be smooth, your landings be gentle, and your sleigh always be ready for one more flight.
Coulson Aviation 767 is set to reshape Very Large Airtanker (VLAT) operations as legacy firefighting aircraft near retirement.
If you have followed aerial firefighting over the past few years, you already know the uncomfortable truth. The fleet of very large airtankers that agencies have relied on for decades is aging out fast. With the recent grounding of MD-11s and DC-10s, that reality has gone from theoretical to very real.
That backdrop is what makes this week’s announcement from Coulson Aviation such a big deal. Coulson officially launched its Boeing 767 VLAT program, a move that signals the future direction of high-capacity aerial firefighting.
The retirement of older widebody aircraft is creating a serious capacity problem for firefighting agencies worldwide. Platforms like the McDonnell Douglas DC-10 and Boeing MD-11 have delivered massive volumes of retardant when fires demanded it. But as those airframes disappear, so does that capability.
The situation was underscored even further after the crash of UPS Flight 2976, an MD-11, in Louisville earlier this year, which accelerated the grounding of the remaining MD-11 and DC-10 airtankers. The result is a developing shortfall of adequate equipment to fight wildfires.
Coulson’s answer is to step forward before that gap becomes unmanageable.
Why the Boeing 767 Makes Sense
Coulson chose the Boeing 767 because it boasts a long and reliable track record across passenger, cargo, and special mission roles. According to Britt Coulson, President and CEO of Coulson Aviation USA, the appeal is straightforward.
“The 767 is a proven widebody platform with global support, parts availability, modern systems, and compelling operating economics,” Coulson stated. “Our program builds on those strengths and will deliver performance beyond what legacy VLATs can provide.”
The 767 offers global parts availability, modern systems, and operating economics that make sense for decades of service. It is also a platform with enough performance margin to outperform legacy VLATs in payload while burning less fuel in the process.
Ultimately, what makes it most attractive to Coulson is that it is an airplane built for the long haul, rather than a stopgap solution.
Bigger Tank, Same Coulson DNA
The Coulson Aviation 767 program is at working alongside current firefighting aircraft such as the Lockheed C-130 Hercules and the Boeing 737 Fireliner | IMAGE: Coulson Aviation
The Coulson Aviation 767 tanker will feature the largest version yet of the company’s patented RADS retardant delivery system. The tank capacity is expected to exceed that of any VLAT currently flying, while still preserving a surprising capability. The aircraft will retain the ability to carry more than 160 personnel when configured for transport missions.
That flexibility is very much on brand for Coulson. Like the company’s existing fleet, which includes the Lockheed Martin C-130H Hercules and the Boeing 737 Fireliner, the 767 VLAT is being designed as a true multi-mission platform. Engineering, structural analysis, and systems integration planning are already underway.
A Coulson Aviation Lockheed C-130 | IMAGE: Coulson Aviation
Rather than replacing its current aircraft, Coulson sees the 767 VLAT as a force multiplier. The new tanker is designed to complement existing large airtankers, providing agencies with an additional tool when fires require sustained, high-volume retardant delivery over extended periods.
This is also very much a forward-looking investment. Coulson has a long history of building capability ahead of demand, and the 767 VLAT fits squarely into that pattern. As legacy platforms fade out, the industry needs something that can carry the mission forward safely, efficiently, and at scale.
With the Boeing 767 VLAT, Coulson is making it clear that the future of very large airtankers does not have to mean less capacity. If anything, it might mean more, delivered by an airplane built to stick around for decades.
The John Wayne Airport Fly Friendly Program helps reduce general aviation jet noise at John Wayne Airport (SNA) through voluntary actions, smart flying, and annual awards.
Flying in and out of SNA has always come with extra responsibility. The airport sits right in the middle of densely populated neighborhoods in Orange County, California, which means aircraft noise is not just an aviation issue. It is a community one.
An aerial view of John Wayne Airport (SNA) in Orange County, California, showing just how densely populated the surrounding area is to the airport. The airport’s proximity to such densely populated areas has led to the creation of the John Wayne Airport Fly Friendly program. | IMAGE: John Wayne Airport photo Don Ramey Logan.jpg from Wikimedia Commons by Don Ramey Logan, CC-BY 4.0“
That is where the John Wayne Airport Fly Friendly Program comes in. Launched in August 2022, Fly Friendly is a voluntary education and recognition program designed for general aviation (GA) jet operators. Its goal is simple. Reduce noise, encourage smarter and cleaner flying, and recognize operators who make the effort to be good neighbors.
Rather than adding new rules, the program focuses on awareness, measurable performance, and positive reinforcement.
What Fly Friendly Is Trying to Do
IMAGE: John Wayne AIrport
The John Wayne Airport Fly Friendly program is all about education and accountability. The program helps GA jet operators better understand how their aircraft and operating choices affect people on the ground.
Using data from SNA’s extensive Noise Monitoring Station network, operators can see exactly how loud their departures are and how often they fly during the most sensitive hours. From there, the airport encourages operators to make voluntary adjustments that reduce noise and minimize environmental impact.
That can mean flying newer, quieter aircraft. It can also mean adjusting how a flight is flown by following the National Business Aviation Association’s (NBAA) Standard Noise Abatement Departure Procedure, which emphasizes steep climbs, controlled airspeeds, and power reductions once safely airborne.
Operators are also encouraged to avoid non-emergency flights late at night and early in the morning when noise is most noticeable in nearby communities.
How Operators Are Scored
IMAGE: John Wayne Airport
The John Wayne Airport Fly Friendly Program uses a clear, data-driven scoring system that looks at a full calendar year of operations. Operators are grouped into four tiers based on the frequency of their flights at the airport, with charter operators separated from private aircraft owners to ensure fair comparisons.
SNA FAA ATC Tower | IMAGE: John Wayne Airport
Most of the score comes from two measurable categories:
Quietest Departures account for the majority of points. This looks at average noise levels recorded at seven monitoring stations along the departure path, how often unusually loud events occur, and whether an operator is flying the quietest aircraft available today based on FAA Stage 5 noise certification.
Nighttime Noise Reduction rewards operators who voluntarily cut back on non-emergency arrivals and departures during late-night and early-morning hours compared to the year before.
Additionally, operators can earn bonus points for taking an extra step.
Environmental Stewardship and Sustainability points are awarded for financial contributions to local habitat restoration projects through the Irvine Ranch Conservancy or Newport Bay Conservancy.
Most Engaging points recognize operators who actively participate in outreach, such as educating pilots on noise abatement, sharing Fly Friendly materials, or attending Orange County community meetings focused on aviation impacts.
All of these elements are combined into a final score for each operator.
Recognition That Actually Means Something
Private Jets on the tarmac at John Wayne Airport | IMAGE: D Ramey Logan.jpg from Wikimedia Commons by Don Ramey Logan, CC-BY-SA 3.0
Each year, the top three scoring operators in each tier receive Fly Friendly recognition. That adds up to twelve awards annually, with past winners including a mix of well-known charter companies and individual aircraft owners.
What makes Fly Friendly stand out is that it fills a real gap. Commercial airlines at SNA already operate under strict legal agreements that limit the number of flights and noise. GA does not. Fly Friendly creates a way to measure performance, highlight best practices, and encourage improvement without adding another layer of regulation.
IMAGE: John Wayne Airport
The result is quieter departures, fewer late-night flights, and a program that shows cooperation can work when aviation and community interests align.
Let’s be honest. Those of us who live and breathe aviation often roll our eyes at noise abatement programs. Airports do not magically appear overnight, and airplane noise has always been part of the deal when you live nearby. That said, you are never going to make everyone happy.
In a place as noise-sensitive as SNA, the Fly Friendly approach shows that airports can still be good neighbors in ways that are measurable, achievable, and genuinely worth recognizing.
“You better watch out. You better not cry.” His experimental craft and isolated North Pole location didn’t prevent Santa from getting a no-notice check.
Santa had a big job to do last night. He has to do what is seemingly impossible. That is to deliver Christmas gifts to millions of toys to good little boys and girls all around the world in just one night. While airlines like Westjet can deliver joy to a hundred or so passengers, Santa has to deliver joy to the whole world.
The big mission can’t be a reason to rush. Safety is first. Santa’s not the type of guy that would put anyone’s life at risk just to cut a few corners and shave off a couple of minutes on his schedule.
As pilot in command, Santa has to be ready for the unexpected. Even a no-notice checkride by the FAA. While spot checks might make a lesser pilot squirm, St. Nick is no newbie. He’s a pro. Like the airline pilots flying you to grandma’s this year, the jolly ol’ fellow has years of professional experience flying his sleigh.
Santa had to ensure his craft is ready for flight
With deft precision, Santa does his walk-around, checks his performance calculations, and even is ready for the..ehem, unexpected which you’ll see below in his checkride recap video.
This video is a classic and one of our favorites. We love watching it every year and hope you do too!
Avgeekery is wishing you a Merry Christmas
Avgeekery is wishing you a joyous holiday season and a very Merry Christmas. We thank you for being loyal readers of our blog. Our site is a team of aviation professionals that spend their time to make this project a reality.
We love sharing our love of aviation and our expertise in this field with you on a regular basis. And hope that this next year is everything you hoped it will be.
President Donald Trump’s space executive order puts the Moon back at the center of America’s spaceflight plans, pairing familiar goals with firm timelines. The directive touches everything from lunar landings and nuclear power in space to commercial launch infrastructure, setting the stage for some of the most consequential space decisions in years.
The executive order, titled Ensuring American Space Superiority, impacts nearly every aspect of the federal space sector, focusing on timelines, infrastructure, and expectations for NASA and industry in achieving human spaceflight objectives over the next decade.
Ambitious space goals are nothing new. Administrations of both parties have outlined bold visions for the Moon, Mars, and beyond. What makes this order different than those that come before it is not the scope of its ambition, but the specificity of the dates attached to it.
Whether those targets can be met is a question that now shifts from policy to execution.
A 2028 Return to the Moon
These artist’s concepts show SpaceX’s Starship Human Landing System (HLS) on the Moon. NASA is working with SpaceX to develop Starship HLS to carry astronauts from lunar orbit to the Moon’s surface and back for Artemis III and Artemis IV as part of the agency’s Artemis campaign. At about 165 feet (50 m), Starship HLS will be about the same height as a 15-story building. An elevator on Starship HLS will be used to transport crew and cargo between the lander and the Moon’s surface | IMAGE: NASA
The primary objective of the EO is a renewed commitment to returning American astronauts to the lunar surface by 2028 as part of NASA’s Artemis program.
The EO states that a lunar landing would:
“Assert American leadership in space, lay the foundations for lunar economic development, prepare for the journey to Mars, and inspire the next generation of American explorers.”
President Trump’s Space Executive Order: EnsuringAmerican Space Superiority
Beyond a single landing, the order directs NASA to establish “initial elements of a permanent lunar outpost” by 2030. The language is intentionally vague, leaving room for an outpost that could include surface habitats, orbital infrastructure such as the Lunar Gateway, or a mix of both.
President Trump has also directed NASA to spell out, in practical terms, how this would actually work. The agency has been given 90 days to deliver a plan outlining how it will achieve those targets, identifying any remaining technical hurdles, and detailing how supply chain or industrial capacity issues will be addressed without exceeding existing budgets.
A Bit of Background on Artemis
Artemis I | IMAGE: Mike Killian / AmericaSpace
While Trump’s space executive order sets a 2028 target for returning astronauts to the Moon, NASA has adjusted Artemis mission timelines in recent years as development and testing continue across multiple systems.
Artemis is structured as a long-term exploration campaign rather than a single mission, with each flight designed to reduce risk and validate new capabilities before committing crews to more complex objectives.
NASA has consistently stated that Artemis schedules are driven by crew safety and technical readiness, not fixed calendar dates.
The program’s goals extend well beyond a single lunar landing, aiming to establish a sustained human presence in lunar orbit and on the surface, particularly near the Moon’s south pole. NASA has also emphasized that learning how to live and work on the Moon is a necessary step toward future human missions deeper into the solar system.
Nuclear Power Beyond Earth
A key technical element of the EO is its focus on nuclear power in space.
The directive calls for deploying nuclear reactors on the Moon and in orbit, including a lunar surface reactor ready for launch by 2030. To support that effort, the order requires the Office of Science and Technology Policy (OSTP) to develop guidance for a “National Initiative for American Space Nuclear Power” within 60 days.
The push to use nuclear power in space reflects a growing recognition that sustained lunar operations will require reliable, high-output power sources that exceed what solar arrays alone can provide, particularly during long lunar nights.
The International Space Station’s Successor
Artist depiction of The Gateway space station hosts the Orion spacecraft in a polar orbit around the Moon, supporting scientific discovery on the lunar surface during the Artemis IV mission | IMAGE: NASA
The EO also confirms plans to retire the International Space Station (ISS) by 2030 and transition to commercially operated space stations in low-Earth orbit.
Rather than extending ISS operations, the policy directs the government to “spur private sector initiative and a commercial pathway to replace the International Space Station by 2030.”
NASA has already invested in several commercial station concepts, and the order reinforces that timeline while signaling a continued shift of low-Earth orbit activity toward private industry.
Commercial Launch and Infrastructure
A full Moon is in view from Launch Complex 39B at NASA’s Kennedy Space Center in Florida on 14 June 2022 | IMAGE: NASA
The order aims to expand and modernize US launch infrastructure and increase launch and reentry rates through facility upgrades, efficiency gains, and policy reforms.
The White House aims to attract at least $50 billion in new private investment into US space markets by 2028. While the order omits details on how to reach this figure, it instructs federal agencies to prioritize commercial procurement over traditional cost-plus contracts where feasible.
Acquisition Reform and Program Oversight
Both NASA and the Department of Commerce are instructed to identify space programs that are at least 30 percent over budget or 30 percent behind schedule, as well as those misaligned with the order’s priorities.
Instead of simply streamlining procurement, the order seeks to overhaul how agencies acquire space capabilities and accelerate the adoption of commercial options. It requires the Commerce Department to stop relying on NASA for satellite acquisitions, potentially reshaping how NOAA and other civil space assets are bought.
Space Security and Defense Architecture
Northrop Grumman’s missile warning and tracking system | IMAGE: Northrop Grumman
Beyond civil spaceflight, the EO places significant emphasis on defending US interests from Earth orbit through cislunar space.
It directs the integration of commercial abilities into defense space architectures, modernization of military space systems, and the development of prototype next-generation missile defense systems by 2028.
The EO states:
“Superiority in space is a measure of national vision and willpower, and the technologies Americans develop to achieve it contribute substantially to the Nation’s strength, security, and prosperity.”
President Trump’s Space Executive Order: EnsuringAmerican Space Superiority
Defense and civilian agencies are directed to submit plans in the coming months addressing threat detection, acquisition reform, and coordination with allies and partners.
What’s Not in the EO
President Trump’s space executive order does not explicitly provide Mars plans | IMAGE: SpaceX
While Mars is referenced, the EO does not establish a specific timeline for human missions to the Red Planet. Instead, Mars is framed as a longer-term objective enabled by sustained lunar operations.
The order also revokes a 2021 Biden-era executive order governing the National Space Council without providing guidance for a replacement body.
Clear Eyes, Full Hearts, Can’t Lose
(20 July 1969) — Astronaut Edwin E. Aldrin Jr., lunar module pilot of the first lunar landing mission, poses for a photograph beside the deployed United States flag during an Apollo 11 extravehicular activity (EVA) on the lunar surface. The Lunar Module (LM) is on the left, and the footprints of the astronauts are clearly visible in the soil of the moon. Astronaut Neil A. Armstrong, commander, took this picture with a 70mm Hasselblad lunar surface camera. While astronauts Armstrong and Aldrin descended in the LM, the “Eagle”, to explore the Sea of Tranquility region of the moon, astronaut Michael Collins, command module pilot, remained with the Command and Service Modules (CSM) “Columbia” in lunar orbit. Photo credit: NASA
For those of us who keep a keen eye on all things Space-related, Trump’s EO does not introduce radically new ideas. What it does do is set firm milestones.
A 2028 lunar landing. A lunar outpost by 2030. Nuclear power beyond Earth. The end of the ISS era. A heavier reliance on commercial spaceflight.
Whether those goals are met will depend on technical readiness, funding stability, and close coordination between NASA, industry, and national security partners. As a policy document, Ensuring American Space Superiority outlines a clear framework for how the United States intends to operate in space throughout the remainder of the decade.
In just a few years, it will have been six decades since humans first set foot on the Moon. That milestone is more than a date on a calendar. It serves as a reminder of what the country once set out to achieve, and what it proved it could accomplish when ambition, engineering, and purpose aligned.
Setting aside politics and logistics, a return to the Moon would carry a powerful resonance. It would connect generations, honor the engineers and astronauts who came before, and signal that exploration remains part of the national identity. The hardware will matter. The timelines will matter. But so will the moment itself.
The coming years will show whether these ambitions move beyond line items in an executive order and into rockets on the pad, names on flight manifests, and, ultimately, human footprints pressed once more into lunar dust.
The road back is long. But the destination is familiar.
If an airline could wear a city like a jacket, New York Air did it. The little airline had attitude, but it never really gained enough altitude to survive the turbulent era of the late ’80s.
New York Air began operations in 1980 and was based at Hangar 5 at New York’s LaGuardia International Airport (LGA). New York Air was created as an offshoot of Texas Air, designed to compete with the few airlines based in the area by offering frequent and affordable flights in the region.
New York Air was a small airline with only a few destinations and a small fleet, but it had a loyal following. The carrier became famous for one oddly lovable onboard detail: bagged snacks called “The Flying Nosh.”
Then, just as quickly, it disappeared. On 1 February 1987, New York Air ceased operations as it was folded into Continental Airlines as part of Frank Lorenzo’s bigger Texas Air consolidation play.
And if you’re wondering whether it ever truly “made it” in New York, the answer is…well, complicated. New York Air had swagger. It had ideas. It had a brand. But it never quite got enough altitude to survive the late deregulation dogfight.
A Deregulation-Era Upstart with a Simple Plan: Be Cheaper, Friendlier, and Frequent
A New York Air DC-9-32 (reg. N557NY) on approach to Detroit Metropolitan Wayne County Airport (DTW) in August 1983 | IMAGE: By Eduard Marmet – http://www.airliners.net/open.file/0188566/L/, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=2962473
In September 1980, Frank Lorenzo’s Texas Air announced plans for a new low-fare airline in the Northeast. The timing mattered: airline deregulation had opened the door for new carriers to expand without the old government guardrails, and Texas Air was eager to take advantage.
New York Air’s first big target was obvious: Eastern Air Shuttle.
Eastern owned the rhythm of the Northeast Corridor, running frequent service between LGA, Boston Logan (BOS), and Washington National (DCA). New York Air planned to run a similar “show up and go” style schedule, but with lower fares, advance reservations, and something Eastern didn’t always emphasize at the time: complimentary drinks and snacks.
There were even early plans for a big operation at Westchester County Airport (HPN), though that never fully materialized.
Built in a Blink: 90 Days from Concept to Cockpit
New York Air moved at a pace that feels almost impossible now.
Its founding president, Neal F. Meehan, had management experience at Continental and Texas International (another Texas Air subsidiary). He assembled a team and, within about 90 days, New York Air had hired, trained, uniformed, and drilled crews and staff across the operation, including pilots, flight attendants, dispatchers, terminal and ramp teams, and reservations personnel.
In one memorable vignette from the airline’s origin story, management interviewed more than 1,000 job candidates in a single day at group interviews held at New York’s Town Hall Theater in November 1980.
The airline’s office and maintenance setup were completed quickly inside Hangar 5 at LGA, which had previously housed American Airlines operations in the 1930s. New York Air gained FAA certification as an adjunct to Texas International’s certificate.
The Inaugural Flight: Big Ambitions, (Really) Tiny Load Factor
A New York Air DC-9-32 (reg. N1310T) taxiing at Washington National (DCA) in May 1985 | IMAGE: AirHistory.net/Bob Garrard
New York Air officially began flying on 19 December 1980, launching with a LGA-to-DCA flight.
Only five seats were filled on that first trip. Yes, five.
At the time, the New York City market actually suffered from a lack of low fares. Therefore, New York Air’s formula of low fares and friendly service caught on quickly. They had low walk-up fares (important at the time because flights could only be booked by a travel agent or over the phone).
The airline improved its load factor quickly, but not quickly enough to avoid losses. By April 1981, it averaged about a 62% load factor, flirting with a break-even point of around 65%, but still reported a loss of $1.5 million. Executives called it a “moderate success,” then raised fares on LGA flights as reality set in.
Early Growth, then the One-Two Punch: Competition and the PATCO Strike
A New York Air McDonnell Douglas DC-9-31 taxiing at Boston Logan (BOS) in August 1984 | IMAGE: AirHistory.net/David Osborne
New York Air expanded fast anyway.
It built a hub-like operation at LGA, added routes to destinations like Cleveland Hopkins (CLE) in April 1981, and established smaller focus operations at BOS and DCA. However, several planned destinations were cut, including Dayton (DAY), Pittsburgh (PIT), and a handful of Upstate New York routes. It also tried LGA-Detroit Metro (DTW) briefly before shifting that flight to Newark (EWR), where it started a secondary operation.
By late 1981, the carrier had ramped up service to destinations such as Cincinnati (CVG) and Louisville (SDF), and had expanded its fleet to thirteen DC-9-30 series aircraft.
Then came a huge external problem: the 1981 PATCO strike.
The strike resulted in delays that discouraged passengers from flying, and the FAA reduced the number of slots at congested Northeastern airports. Big carriers had a workaround. Eastern, for example, could swap in larger aircraft, such as the Airbus A300, keeping passenger volume steadier even with fewer flight slots.
New York Air couldn’t. With a small fleet and limited aircraft size flexibility, the slot reductions and a suddenly more aggressive competitive environment hit hard. The airline ended its Boston shuttle presence in its early form after less than a year.
It tried to maintain a foothold at BOS with routes to Baltimore (BWI) and Orlando (MCO), but BOS proved unprofitable and was shut down by the end of 1982.
“Runaway Shop”: Union Disputes and a Very Public Fight
A New York Air McDonnell Douglas MD-82 on the ramp at LaGuardia Airport (LGA) in August 1985 | IMAGE: AirHistory.net/R.A. Scholefield
New York Air was set up as a non-union airline, which immediately angered organized labor, particularly ALPA and unionized staff at Texas International. Critics branded it a “runaway shop,” arguing Texas Air was creating a parallel non-union operation to sidestep union contracts.
Within a week of New York Air’s launch, Texas International employees were picketing at LGA. Meehan denied the accusations, insisting New York Air was separate and would negotiate if employees chose to unionize.
ALPA didn’t let up.
By mid-1981, ALPA was running what it described as a political-style campaign against the carrier. The messaging was sharp and memorable, including materials calling New York Air “Texas Air’s Bad Apple,” complete with an edited logo featuring a rotten apple. The campaign highlighted operational issues like poor on-time performance and overbooking, and “Please Don’t Fly New York Air” badges appeared.
Even New York Air’s headline-grabbing promotional fares backfired in a way. The airline’s famous “29 cent fare” moment, a limited in-person promotion tied to the inauguration of New York to Boston service, created massive crowds. Local media covered the chaos, and ALPA picketers used the attention to amplify their anti-New York Air message to people waiting in line.
The Pivot: From Low-Cost Upstart to Premium-Leaning Business Carrier
A New York Air timetable from February 1984 | IMAGE: AirTimes
By 1982, the numbers were ugly. The airline reportedly lost $11 million in 1981 and then incurred another $8.2 million loss in the first quarter of 1982.
Meehan resigned as president in July 1982. Michael E. Levine took over leadership, and the airline changed its posture.
New York Air began repositioning as a more full-service product aimed at business travelers, offering a more premium experience while still typically undercutting competitors on fares. Levine trimmed the network, focusing on markets with business demand, and adjusted the shuttle schedule so that LGA departures ran on the hour, rather than every half-hour.
And it leaned hard into onboard touches: complimentary bagels on morning flights, wine and newspapers, plus other “this feels a little nicer than you expected” details.
This is also where New York Air’s snack identity really stuck. The airline was well known for its onboard snack bags, “The Flying Nosh,” which became a mini brand of its own.
Hubs and Experiments: Raleigh-Durham, the Apple Club, and the Dulles Bet
New York Air operations at Washington Dulles International Airport (IAD) in August 1986. In the foreground is a New York Air Connection Shorts 330-200 | IMAGE: AirHistory.net/Bob Garrard
New York Air didn’t just fight for scraps in New York. It tried to build connecting flows too.
For a short time, New York Air operated a mini-hub at Raleigh-Durham (RDU) | IMAGE: Vintage Airliners
In 1983, it launched a small hub operation at Raleigh-Durham (RDU), with service to cities such as Greenville/Spartanburg (GSP) in South Carolina, McGhee Tyson Airport (TYS) in Knoxville, Tennessee, Savannah (SAV) in Georgia, and later MCO, along with feeder flying on commuter partners like Air Virginia and Sunbird Airlines.
At RDU, it also offered a private boarding lounge called the Apple Club, reinforcing that “premium, but still a deal” identity.
The RDU hub ultimately didn’t last, with routes gradually disappearing by the mid-1980s.
The bigger swing came in Washington Dulles (IAD).
In July 1985, New York Air announced it would open a hub at IAD, building a new concourse at a reported cost of $3.6 million, featuring an Apple Club restaurant. By the end of 1985, it had established a sizable schedule there and was increasingly making IAD its operational focus.
A New York Air Connection Beech 1900D, operated by Colgan Airways, on the ramp at Manassas Regional Airport (MNZ), Virginia, in January 1986 | IMAGE: AirHistory.net/Bob Garrard
Meanwhile, New York Air kept LGA and BOS in the mix and, by 1986, began leaning more into regional feed. New York Air Connection was the branded commuter service that helped funnel passengers from smaller markets into the mainline network. Operated by Colgan Air, it used aircraft like the Shorts 330, Beechcraft 1900, and Beech 99s on select routes. The “Connection” branding also popped up on seasonal flying to leisure spots like Martha’s Vineyard (MVY) and Nantucket (ACK), helping New York Air reach beyond its core shuttle-and-business footprint.
New York Air also relied on other feeder partnerships, including Air Virginia and Sunbird Airlines, to support connections through RDU’s short-lived mini-hub.
The Fleet and the Look: DC-9 Muscle, MD-80 Shine, and a Dash of 737
A New York Air Boeing 737-300 at Fort Lauderdale Hollywood International Airport (FLL) in September 1986 | IMAGE: PlaneSpotters.net/René Woerlee
New York Air’s fleet story matched its era. It leaned heavily on proven workhorses, then scaled up as it stabilized.
At its peak, the airline operated 40 aircraft, most in a bold red scheme with the stylized apple tail logo:
20 McDonnell Douglas DC-9-30
12 McDonnell Douglas MD-82
8 Boeing 737-300
The 737-300s arrived after Texas Air ordered 24 of them in 1984, with some delivered to New York Air starting in 1985. It was the first time New York Air operated Boeing jets, and a noticeable shift from its McDonnell Douglas-heavy identity.
And yes, the branding worked. The aircraft were painted bright red and had a clever apple painted on the side as a shout-out to the “Big Apple.” You couldn’t help but think of the gaudy Big Apple at Shea Stadium when you saw that tail.
The End Game: Texas Air Consolidation and the Continental Merge
New York Air/Continental transitional scheme (complete with the “meatball”) on a Douglas DC-9-32 at Atlanta Hartsfield (ATL) in April 1987 | IMAGE: planespotters.net/Martijn Koetsier
By 1986, Texas Air was coordinating its subsidiaries more tightly. New York Air began cooperating with Continental and other Texas Air holdings, including code-sharing and a marketed partnership sometimes branded as a team effort.
Then came the inevitable consolidation move.
In January 1987, Texas Air announced it would merge New York Air, People Express, and Frontier into Continental. New York Air ceased operations on 1 February 1987, and its aircraft were repainted into transitional schemes that read “Continental’s New York Air.” Over time, their cleverly painted aircraft became adorned with “meatballs” on the tail.
Some elements of the shuttle concept lived on under Continental for a time, particularly around EWR, but the New York Air name and identity quickly faded into airline history.
The Legacy: A Small Airline with Big City Personality
At its height, New York Air employed over 2,000 people. Although it only existed for about six years, it left behind a very specific kind of nostalgia.
It was born out of deregulation ambition, took an unapologetic swing at one of the most iconic short-haul markets in the country, and proved that branding and service touches could matter even when you were the underdog.
It had “The Flying Nosh.” It had the apple tail. It had the nerve to challenge Eastern in its own backyard.
And for a brief moment, it made the idea of a scrappy Big Apple airline feel totally believable.
A special Spirit Airlines Christmas plane debuted this week, featuring the carrier’s first-ever holiday livery during one of the busiest and most meaningful travel seasons of the year.
The Spirit Airlines Christmas plane is a welcome change of tone after months of heavy headlines surrounding the carrier.
We have been covering Spirit Airlines a lot lately. Between merger talks, restructuring news, and navigating its second bankruptcy, the recent narrative around the Dania Beach, Florida-based ultra-low-cost airline has often felt serious and weighty.
That is why this week’s reveal of Spirit’s first-ever holiday aircraft livery feels like somewhat of a refreshing palate cleanser.
Instead of court filings and balance sheets, Spirit is leaning into something far more joyful this holiday season. Sweaters. Snowmen. Gingerbread men. And yes, even hot chocolate.
Spreading Cheer Across the Spirit Network
The Spirit Airlines Christmas plane, N628NK | IMAGE: Spirit Airlines
From 19 December 2025 through 5 January 2026, Spirit Airlines expects to operate more than 8,900 flights as travelers head home for the holidays and ring in the new year.
The airline says this season is about delivering value while helping people reconnect when it matters most.
IMAGE: Spirit Airlines
“Delivering the best value on travel means even more when it brings families and friends together for the holidays,” said Rana Ghosh, Senior Vice President and Chief Commercial Officer at Spirit Airlines. “We can’t wait to welcome our Guests on board this holiday season and continue connecting them to the people and places they love most in 2026.”
Spirit’s busiest travel days during the holiday period are expected to be 19 December, 22 December, 26 December, 2 January, and 5 January. Across that stretch, Spirit flights will log nearly 8.9 million miles, which the airline notes is enough distance to wrap holiday lights around the Earth more than 350 times.
IMAGE: Castle Rock Entertainment
Perhaps the most enjoyable aspect of all will be the over 3,000 cups of hot chocolate the carrier expects to serve onboard during the peak holiday travel window.
I can’t help but think about that scene in The Polar Express when the dancers come out with their carts and serve hot chocolate to all the children while singing and dancing. How fun would that be at 35,000 feet?
Meet the Spirit Airlines Christmas Plane
The Spirit Airlines Christmas plane, N628NK | IMAGE: Spirit Airlines
The centerpiece of Spirit’s holiday celebration is aircraft N628NK, an Airbus A320-232, now proudly flying as the Spirit Airlines Christmas plane.
The Airbus is wrapped in an absolutely adorable holiday sweater livery featuring snowmen and gingerbread men, transforming Spirit’s signature yellow into something far more festive. It is playful, unmistakable, and unlike anything Spirit has flown before—and we love it.
The Spirit Airlines Christmas plane, N628NK | IMAGE: Spirit Airlines
The Spirit Airlines Christmas plane will operate throughout the winter season, spreading holiday cheer across the carrier’s network and giving planespotters a fun new target during the colder months.
Bonus points to anyone who can catch the Spirit Christmas plane and Allegiant’sThe SpongeBob Movie: Search for SquarePants plane in the same place at the same time!
A Lighter Note in a Challenging Chapter for Spirit
The Spirit Airlines Christmas plane, N628NK | IMAGE: Spirit Airlines
There is no ignoring the challenges Spirit continues to face as it works through another bankruptcy process.
But this Christmas livery is a reminder of what airlines are really about. Getting people home. Bridging distances. Turning terminals and runways into reunions.
Even on the busiest travel days, even if you are stuck in an airport watching the departure board shuffle yet again, the sight of this A320 taxiing by might be enough to make even the grinchiest of grinches crack a smile.
And, really, isn’t that what Christmas is all about?
Seven people, including former NASCAR driver Greg Biffle, his wife, and their two children were killed Thursday morning when a Cessna Citation II business jet crashed at Statesville Regional Airport (SVH) in North Carolina.
The accident occurred on Thursday, 18 December 2025, at approximately 10:15 a.m. local time, following a brief flight that ended in an attempted return to the airport. Authorities have confirmed seven fatalities, including Greg Biffle, his wife Cristina, their 5-year-old son Ryder, Biffle’s 14-year-old daughter Emma from a previous marriage, Dennis Dutton and his son Jack, and Craig Wadsworth, a longtime member of the NASCAR community.
The aircraft, a Cessna C550 Citation II bearing registration N257BW, was owned by GB Aviation Leasing, a company owned by Biffle.
🚨#BREAKING: Watch as new devastated footage captures the moment when the private jet crash in Statesville, North Carolina, which has caused seven people to parish including former NASCAR driver Greg Biffle, his wife and children in this horrific incident pic.twitter.com/oO5BzNtOYv
The aircraft owned by Greg Biffle that was involved in the accident
What We Know About the Flight
IMAGE: FlightAware
According to FlightAware data, the Citation departed Statesville at 10:06 a.m. local time. The jet climbed to roughly 2,000 feet before descending to around 1,900 feet and leveling off.
Roughly four minutes after departure, the jet initiated a turn back toward SVH, suggesting something had gone wrong. About eight minutes into the flight, as the aircraft appeared to be lining up for an approach to Runway 28, flight tracking data ended.
Images circulating on social media indicate that the aircraft did reach airport property, though it ultimately crashed during the attempted landing.
Early social media reports also cite a friend of the family who claimed to have heard an “unusual sound” as the aircraft departed, though officials have not confirmed any mechanical issues.
FlightAware data shows the flight was headed for Sarasota/Bradenton International Airport (SRQ) in Florida, and then on to Treasure Cay Airport (TCB) in the Bahamas.
🚨#BREAKING: A private jet has has crashed landed at a runway bursting into flames resulting in numerous fatalities ⁰⁰📌#Statesville | #NorthCarolina⁰ At this time, numerous first responders are responding to a major aviation emergency following the crash of a private jet… pic.twitter.com/1DIDvzqSIe
Former NASCAR driver Greg Biffle’s jet was involved in an accident at Statesville Regional Airport (SVH) in North Carolina on 18 Dec 2025 | IMAGE: @OnDisasters via X
Weather conditions at Statesville Regional Airport were poor and rapidly worsening at the time of the accident.
At 1015, METAR data showed heavy drizzle and a ceiling near 1,200 feet. By 1030, the ceiling had reportedly dropped to approximately 400 feet, with visibility reduced to under two miles.
An Investigation is Underway
The scene at Statesville Regional Airport on Thursday, 18 December, after the crash of Greg Biffle’s Citation | IMAGE: Fox 8
Federal Aviation Administration personnel arrived at Statesville Regional Airport around noon Thursday, according to media reports. The National Transportation Safety Board is also expected to participate in the investigation.
No official cause has been determined, and investigators have not yet commented on aircraft systems, pilot actions, or contributing factors.
People Magazine reports that Cristina’s mom, Cathy Grossu, received a text shortly before the accident saying simply, “We’re in trouble.”
Statesville Regional Airport, located roughly 45 miles north of Charlotte, serves a significant amount of corporate aviation traffic and is frequently used by NASCAR teams due to its proximity to the sport’s North Carolina hub. The airport was closed following the accident and will remain closed until further notice, according to authorities.
Remembering Greg Biffle and His Family
Former NASCAR driver Greg “The Biff” Biffle, wife Cristina, and children Emma and Ryder | IMAGE: Cirstina Biffle/Instagram
Greg Biffle, 55, widely known throughout motorsports as “The Biff,” was a prominent figure in American racing. Before becoming a full-time NASCAR Cup Series driver, he won championships in the Truck Series (2000) and Busch Series (2002). He competed full-time in the Cup Series from 2003 to 2016, primarily with team owner Jack Roush.
During his Cup Series career, Biffle earned 19 race wins and recorded six top-10 championship finishes, including a runner-up result in 2005.
NASCAR is devastated by the tragic loss of Greg Biffle, his wife Cristina, daughter Emma, son Ryder, Craig Wadsworth and Dennis and Jack Dutton in a fatal plane crash.
Greg was more than a champion driver, he was a beloved member of the NASCAR community, a fierce competitor, and a friend to so many. His passion for racing, his integrity, and his commitment to fans and fellow competitors alike made a lasting impact on the sport.
On the track, Greg’s talent and tenacity earned him championships in the NASCAR Xfinity Series and NASCAR CRAFTSMAN Truck Series, as well as numerous wins and accolades in the NASCAR Cup Series. Beyond his racing career, he gave of himself for the betterment of our community. Most notably, Greg spent countless hours of his time helping the citizens of North Carolina during the disasters that followed Hurricane Helene. His tireless work saved lives.
Our thoughts and deepest condolences go out to Greg’s entire family, friends, and all who were touched by his life.
NASCAR Official Statement
Biffle signs autographs along pit lane at Pocono Raceway in 2008 | IMAGE: By Ford Racing – Greg Biffle @ Pocono
Biffle was the father of two children. His daughter, Emma Elizabeth, was from his first marriage to Nicole Lunders, while his son, Ryder Jack, was born during his marriage to Cristina Grossu, whom Biffle married in 2023. Both children were killed in the crash alongside Greg Biffle and Cristina Grossu.
Away from the racetrack, Biffle was also deeply involved in aviation and charitable work. He was a licensed helicopter pilot and became widely recognized for his humanitarian efforts following Hurricane Helene, when he used his helicopter to transport supplies to isolated and hard-hit communities across western North Carolina. His actions drew praise from both the aviation and motorsports communities.
The group of family and friends was traveling to Florida to meet others for a gathering planned in celebration of Biffle, who was scheduled to turn 56 years old on Tuesday.
The cause of the crash remains under investigation. As with all aviation accidents, the process is expected to take time, and investigators have urged patience as facts are confirmed.
This is a developing story. AvGeekery will continue to update this article as more confirmed information becomes available.
City leaders see a rare chance to remake Cleveland’s lakefront, while pilots and aviation groups warn that a Burke Lakefront Airport closure would permanently remove critical infrastructure.
CLEVELAND, OHIO — For nearly 80 years, Burke Lakefront Airport (BKL) has quietly done exactly what it was designed to do: serve as Cleveland’s downtown aviation gateway, take pressure off Cleveland Hopkins International Airport (CLE), support general aviation, and connect the city to the national airspace system in ways most people never think about.
Now, Burke is once again at the center of a very public fight.
City and county leaders are actively pushing to close the airport and redevelop its lakefront footprint. Aviation groups, pilots, businesses, and medical operators are pushing just as hard to keep it open. And while no final decision has been made, the debate has reached a critical moment.
At stake is far more than a stretch of waterfront real estate.
A Brief History of Burke Lakefront Airport
TAG Airlines, which operated flights out of BKL, employed a fleet of British-built, eight-passenger DeHavilland DH-104 Doves to operate its impressive flight schedule. At the end of 1969, TAG was operating 22 round-trips per day on weekdays between Downtown Cleveland and Downtown Detroit with several services on weekends | IMAGE: Cleveland Memory Project, Cleveland State University Library Special Collections Creator: Wilbur Evans Company
Burke Lakefront Airport opened in 1947, born out of a long-running effort to give Cleveland a downtown aviation gateway and relieve pressure on Cleveland Hopkins. Built on landfill along Lake Erie, the airport was envisioned as a front door to the city — just minutes from Public Square — at a time when proximity to business districts was considered essential for modern air travel.
The airport was later named for Mayor Thomas A. Burke, under whose leadership the facility expanded significantly. By the late 1950s and 1970s, Burke had added longer paved runways, a control tower, passenger facilities, and the ability to accommodate larger multi-engine aircraft. While scheduled airline service never proved sustainable long-term, Burke found its niche in corporate, general aviation, medical transport, and public safety operations.
Launcher Area at Nike Site CL-67, adjacent to Burke Lakefront Airport. It was one of seven Nike antiballistic missile bases in Cuyahoga County in the late 1950s to defend from Soviet nuclear attack | IMAGE: U.S. National Archives and Records Administration
Over the decades, Burke also became a civic venue. It has hosted the Cleveland National Air Show every Labor Day weekend since 1964 and even served as the course for the Cleveland Grand Prix in the 1980s. For much of its history, it functioned as Cleveland’s primary reliever airport, helping maintain a safer and more efficient regional aviation system.
As Cleveland’s economy and aviation patterns evolved, traffic at Burke declined from its peak years. But the airport never became dormant. Today, it remains an active general aviation reliever, home to flight schools, medical operators, and aviation businesses — infrastructure that supporters argue still plays a critical role in the region and cannot be easily replaced.
Why City Leaders Want Burke Closed
BKL’s proximity to downtown Cleveland is evident in this photo | IMAGE: Cleveland City Hall
Cleveland Mayor Justin Bibb and Cuyahoga County Executive Chris Ronayne argue that Burke Lakefront Airport represents a once-in-a-generation opportunity to reclaim public access to Lake Erie.
In October 2025, Bibb and Ronayne sent formal letters to US Transportation Secretary Sean Duffy, Ohio Senators Bernie Moreno and Jon Husted, and Rep. Shontel Brown, asking for federal assistance to begin the process of decommissioning the airport.
In that letter, they described Burke as a “once-in-a-century opportunity” to repurpose roughly 450 acres of lakefront land for public access and job-creating development.
Ronayne has been even more direct in public comments.
“Burke Lakefront Airport presents us the largest opportunity in the state of Ohio for more public access to the lake,” Ronayne said in a recent interview with Cleveland Fox 8.
IMAGE: Google Earth
City-commissioned studies released in 2024 bolster that argument. According to those reports, Burke operates at an annual loss of roughly $900,000 to $1.2 million and requires subsidies from Cleveland Hopkins International Airport. Aviation activity at Burke has declined by roughly 50 to 60 percent since 2000, and city leaders argue that many of those flights could be absorbed by nearby airports.
The same studies suggest that closing Burke and redeveloping the site with housing, retail, parks, and green space could generate between $90 million and $92 million annually in economic activity.
To proponents of closure, the math is simple.
As one common argument goes: if that land were sitting empty today, no one would seriously propose building an executive airport there. Cleveland, they argue, has an outsized infrastructure footprint from a bygone era and needs to consolidate.
The Browns Factor and a Waterfront Reset
The Burke Lakefront Airport closure debate has intensified since the Cleveland Browns and the City of Cleveland decided to relocate the team to a new stadium near Cleveland Hopkins International Airport (CLE), which is in the background of this image| IMAGE: Cleveland Browns
The timing concerning Burke’s future coincides with another major shift unfolding at BKL’s next-door neighbor immediately to the west.
After decades on Cleveland’s lakefront, the Cleveland Browns are preparing to move out. A $100 million settlement between the city and Browns owners Jimmy and Dee Haslam cleared the way for a new domed stadium in Brook Park, with plans calling for the eventual demolition of the team’s current lakefront stadium.
With that chapter largely settled, city leaders say the focus has shifted from football to the future of the waterfront itself.
Mayor Bibb has described the moment as a chance for Cleveland to “turn the page” and rethink how its lakefront serves the public. In an October interview with News 5 Cleveland, Bibb said the Browns’ relocation allows the city to move beyond years of stadium debates and focus instead on long-term public access, economic development, and connectivity along Lake Erie. That broader vision, he acknowledged, includes reconsidering the role of Burke Lakefront Airport and how its roughly 450 acres fit into a reimagined shoreline.
From City Hall’s perspective, the possible removal of both the Browns stadium and Burke would create a rare, contiguous stretch of lakefront land for redevelopment, parks, housing, and public space. Supporters of closure argue that such an opportunity comes along once in a generation.
Opponents caution that momentum alone is not a substitute for infrastructure planning.
The Aviation Community Pushes Back
FAA Tower at Burke Lakefront Airport (BKL) | IMAGE: By aeroplanepics0112 – Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=17853056
Aviation groups strongly disagree, and they are not being subtle about it.
In November 2025, LAPP sent a letter of its own to the same federal officials Bibb and Ronayne contacted, urging them to reject any effort to prematurely close the airport.
“By accepting these grants, the city has agreed to operate and maintain the airport,” the letter states. “Temporary politicians should not be able to ignore or undo commitments made by their predecessors, which will have negative long-term impacts.”
Temporary politicians should not be able to ignore or undo commitments made by their predecessors, which will have negative long-term impacts.
Excerpt from letter sent to federal officials written by members of the Lakefront Airport Preservation Partnership (LAPP)
Kyle Lewis, AOPA’s Great Lakes regional manager, has been especially vocal.
“Burke Lakefront Airport isn’t just used by general aviation pilots,” Lewis said. “Planes take off and land there more than 50,000 times each year, and the airport serves as an important link for public safety, medevac operations, Coast Guard missions and training, flight training, educational opportunities, and more.”
Lewis noted that one medical operator alone conducts more than 500 organ transplant flights per year at Burke, and the Cleveland Clinic has confirmed that most of its roughly 850 annual transplants arrive through the airport.
Relocating that activity is not as simple as drawing lines on a map.
“In cases like this, if a public airport is going to close, the entity running that airport must prove to the FAA that the closure is in the public’s best interest,” Lewis said. “They also must provide a plan for another local airport to absorb the traffic and infrastructure. Mayor Bibb has done none of that.”
Flight Schools, Jobs, and the Pilot Pipeline
A Burke Lakefront Airport closure would negatively impact several flight schools and clubs | IMAGE: T&G Flying Club
One of the quieter but more consequential impacts of closing Burke would be the loss of flight training.
Two flight schools currently operate at BKL, feeding the regional and national pilot pipeline at a time when the industry is still grappling with a pilot shortage. Those schools are not easily relocated. Nearby airports such as Cleveland Hopkins (CLE) and Cuyahoga County Airport (CGF) lack available hangar space and capacity to absorb additional based aircraft, businesses, and students.
Opponents argue that closing Burke would not just displace airplanes. It would dismantle businesses, eliminate jobs, and remove a critical entry point into aviation careers.
Once that infrastructure is gone, it does not come back.
The Air Show Question
An F-16 from the US Air Force Air Demonstration Squadron, the Thunderbirds, approaches Burke Lakefront Airport during the 2021 Cleveland National Air Show | IMAGE: US Air Force Photo by Tech. Sgt. Nicolas A. Myers)
There is also the Cleveland National Air Show.
One of the country’s largest and longest-running air shows has been held at Burke every Labor Day weekend since 1964, drawing tens of thousands of visitors to the lakefront and generating significant economic activity for the region.
What happens to the air show in the event of a Burke Lakefront Airport closure remains an open question. No alternative site has been formally identified, and relocating an event of that scale is far from trivial.
The FAA Roadblock
Inside the BKL FAA Tower on 18 January 1962 | IMAGE: Cleveland Memory Project, Cleveland State University Library Special Collections
Even if city leaders are eager to move quickly, closing Burke is not simply a local decision.
Because Burke has received nearly $20 million in FAA and state airport improvement grants, it is federally obligated to remain open until at least the late 2030s. Estimates suggest Cleveland would need to repay roughly $9 to $10 million in unamortized federal grants, plus additional state funds, to pursue early closure.
The FAA’s process for releasing an airport from those obligations is lengthy and intentionally difficult. The city would need to prove that closure provides a net benefit to the national aviation system and that all displaced operations can be safely and reasonably relocated.
Historically, the FAA has been reluctant to approve the closure of reliever airports, particularly when no viable replacement exists.
That is why Cleveland leaders are now lobbying Congress for a legislative workaround. With congressional action or a special FAA waiver, Burke could close far sooner and at far less cost. Without it, closure before the late 2030s would be a steep uphill battle.
Is There a Middle Ground?
Meigs 2.0? Burke Lakefront Airport Closure Debate Raises High Stakes for Cleveland and Aviation 60
Not everyone in the debate sees it as an all-or-nothing proposition.
Ned Parks, president of the Northeast Ohio Pilots Association, has proposed closing one of Burke’s two runways and allowing development around a reduced but still-functional airport. Ronayne has publicly expressed openness to that idea.
“I think we ought to look at that possible hybrid approach of public access and development and yet remain open to the conversation about some aviation use,” Ronayne told Spectrum News.
That kind of compromise would preserve critical aviation functions while expanding lakefront access. Whether it gains traction remains to be seen.
Oh, and did we mention that Burke was built on the site of a former dump? Goodness knows how much that would complicate any kind of redevelopment process.
Meigs 2.0? A Familiar Warning
Meigs Field Runway a few days after destruction ordered by Mayor Daley. The large X marks were cut into the runway by bulldozers to prevent aircraft from taking off or landing | IMAGE: By Zargnut – Own work, CC0, https://commons.wikimedia.org/w/index.php?curid=148828220
Many observers have drawn comparisons to Chicago’s Meigs Field, which was infamously closed overnight in 2003. While the circumstances differ, the lesson remains relevant.
Chicago could absorb the loss. Cleveland cannot.
The Chicago region is served by four international airports and more than a dozen regional and municipal fields. Cleveland’s aviation ecosystem is far smaller and far less redundant. Once Burke is gone, there is no equivalent replacement waiting in the wings.
What Comes Next for BKL
The passenger terminal at Burke Lakefront Airport (BKL) | IMAGE: By Michael Barera, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=42627097
For now, Burke Lakefront Airport remains open, and no final decision has been made. The outcome will likely hinge on federal action in early 2026, as Congress and the FAA weigh competing claims of economic development versus aviation necessity.
This is not a simple debate. Cities evolve. Waterfront access matters. Fiscal responsibility matters.
But so does infrastructure. So does safety. So does training the next generation of pilots. And so does preserving an airport that quietly supports medical flights, public safety, education, and one of the nation’s signature air shows.
Cleveland does not need a Meigs Field 2.0.
The real question is whether the city can find a way to reimagine its lakefront without tearing out a piece of aviation infrastructure that, once gone, will be gone for good.
December 17th. A day to remember and celebrate in aviation history.
First flights. Last flights. Without December 17th, we might not even have a place like Avgeekery to read about aviation and aerospace technology.
The first of many notable first flights we recognize is that of the Wright Brothers, who made four powered, controlled flights in their Wright Flyer at Kitty Hawk, North Carolina, on December 17, 1903. Wilbur and Orville spent years refining the design of their Flyer before achieving success.
Their first flight was only 120 feet—less than the wingspan of many modern aircraft. By the end of the day, they had flown a distance of 850 feet once. Aviation has come a long way!
1935: First Flight of the DC-3
Official US Air Force photograph
Fast forward to 1935. The Douglas DC-3 flew for the first time. This pioneering aircraft entered airline service with American Airlines in 1936. Only 607 DC-3s were built, but add the military C-47 derivatives and the number jumps to 16,079 examples of C-47 Dakotas/Skytrains and C-53 Skytroopers built by Douglas, more than 4,900 Lisunov Li-2 Cabs license-built in the Soviet Union, and 487 L2D Type 0 Tabby transports built by Showa and Nakajima in Japan during World War II.
Hundreds of these experienced DC-3 and derivative airframes still fly today.
1941: David “Buzz” Wagner Becomes America’s First Ace of World War II
Official US Air Force photograph
In 1941, an American Curtiss P-40E Warhawk pilot became the first United States Army Air Corps (USAAC) ace of World War II. First Lieutenant David “Buzz” Wagner was stationed in the Philippines with the 17th Pursuit Squadron Hooters of the 24th Pursuit Group.
Only nine days after the Japanese began their assault on the Philippines, Wagner achieved his fifth aerial victory. Wagner went on to tally eight victories, the final three while flying Bell P-39D Airacobras with the 35th Fighter Squadron Pantones of the 8th Fighter Group, before he was sent home. At the time, he was the youngest Lieutenant Colonel in the USAAC.
1944: Richard Ira Bong Scores 40th and Final Aerial Victory and Becomes America’s “Ace of Aces”
Official US Air Force photograph
In 1944, Major Richard Ira Bong scored his 40th and final aerial victory while flying his P-38J-15-LO Lightning serial number 42-103993 over the Philippines. Bong’s tally of 40 aerial victories is the highest achieved by any other American pilot before or since.
5th Air Force commanding General George Kenney is fond of recounting how he discovered Bong while the two were stationed in the San Francisco area in 1942. Bong was supposedly guilty of buzzing houses and flying loops around the center span of the Golden Gate Bridge. Kenney, then with the 4th Air Force, was to reprimand the young Bong, but leniency was his decision. Dick Bong later became one of Kenney’s “Kids.”
1947: The B-47 Flies for the First Time
Official US Air Force photograph
In 1947, the Boeing B-47 Stratojet strategic bomber flew for the first time. The B-47 became synonymous with Strategic Air Command (SAC) and the nation’s ability to not only defend itself but strike back in the event of, well, the end of the world. Boeing built more than 2,000 of these versatile bombers.
The aircraft were used for electronic and photographic reconnaissance, weather reconnaissance, for testing weapons and systems in development, and as trainers and later as target drones. B-47s also starred in the 1955 movie Strategic Air Command and had a supporting role in 1957’s “Bombers B-52”.
By the time December 17th, 1954, rolled around, Boeing had built the 1,000th B-47 for SAC.
1950: F-86 Sabre Jets Begin Operations over Korea’s MiG Alley in First Known Aerial Combat Between Swept-Wing Fighters
Official US Air Force photograph
In 1950, the North American F-86A Sabre jet fighter began operations over MiG Alley in Korea. Sabres from the 336th Fighter Squadron Rocketeers, led by Lieutenant Colonel Bruce H. Hinton, first tangled with MiG-15 fighters near the Yalu and scored a single kill.
At first, the early-model Sabres, the American pilots, many of whom were World War II veterans and even some aces, were not as evenly matched with the MiGs as they would be when the improved F-86E variants later reached service.
It wasn’t until years later that it became apparent that American F-86 pilots were actually engaged in aerial combat, often against Russian pilots flying those deadly MiG-15s.
1956: The Stoof With A Roof Flies for the First Time
Official US Navy photograph
In 1956, the Grumman E-1 Tracer airborne early warning aircraft flew for the first time. This derivative of Grumman’s versatile S-2 Tracker, also known as the Stoof, was an antisubmarine warfare aircraft better known as the Stoof With a Roof, thanks to the large radar antenna housed in an aerodynamically neutral fairing mounted on top of the fuselage.
Grumman went on to build only 88 Tracers, but they served on American aircraft carriers around the world, protecting the carriers and the task forces with them from attack from airborne, surface, and subsurface threats until they were replaced once and for all in 1977 by Grumman’s E-2 Hawkeye.
Let’s be real here, Avgeeks…Stoof with a Roof is one of the best nicknames for an aircraft. Ever!
1963: Maiden Flight of the C-141 Starlifter
Official US Air Force photograph
In 1963, Lockheed’s C-141 Starlifter flew for the first time. This strategic airlifter went on to serve honorably with the Air Force’s Military Air Transport Service (MATS) and, as time passed, with the Military Airlift Command (MAC) and eventually with the Air Mobility Command (AMC). Starlifters also served in the Air Force Reserve (AFRES) and later in the Air Force Reserve Command (AFRC), primarily in Airlift Wings (AW) and Air Mobility Wings (AMW).
During their 41 years of service, C-141s also equipped Air National Guard (ANG) squadrons and finally one AMW of the Air Education and Training Command (AETC) dedicated to C-141, C-5, C-17, and KC-135 training.
1969: Project Blue Book Officially Ends
F-22 Raptor in flight near Area 51 in Nevada. Official US Air Force photograph
In 1969, the USAF finally closed the book on Project Blue Book, the 22-year investigation into unidentified flying objects (UFOs). This program was actually divided into “eras” based on who was running the vast and divergent investigations into sightings and strange occurrences.
Project Blue Book was supposed to determine if UFOs were a threat to national security and scientifically analyze UFO-related data. Over the course of 22 years, 12,618 UFO reports were investigated. The conclusions were predictable enough. UFOs were never a threat to national security, and there was no evidence that extraterrestrial vehicles were involved. They were never completely unexplained or unexplainable.
With fresh cash, new leadership, and familiar talks resurfacing, Spirit and Frontier may be circling each other once again.
If this is starting to feel familiar, you’re not imagining it.
According to a Bloomberg report on Tuesday, Spirit Airlines and Frontier Airlines are once again exploring a potential merger. Yes, again. And yes, for what feels like the fourth time in just a few years.
What makes this round different isn’t just the talks themselves, but when they’re happening.
A Very Interesting Week for Two Very Familiar Rivals
Spirit and Frontier aircraft at Harry Reid International Airport Las Vegas (LAS) | IMAGE: Photo by David Syphers on Unsplash
The timing here is hard to miss.
Just days ago, bankrupt Spirit Airlines secured a critical $100 million financial lifeline to keep operating under Chapter 11 protection. That funding came with strings attached. Specifically, Spirit agreed to seriously consider a “strategic transaction,” which in plain English means selling itself or merging with someone else.
Then, almost immediately after that news broke, Bloomberg reported that Spirit Aviation Holdings is in active discussions with Frontier Group Holdings about combining the two ultra-low-cost carriers.
At the same time, Frontier is entering a new chapter of its own. On Monday, the airline announced the abrupt exit of longtime CEO Barry Biffle, handing the reins to company insider James Dempsey on an interim basis.
New leadership. Fresh financial pressure. Old merger talks back on the table.
It’s a lot to happen in a very short window.
This Story Has Been Playing on Repeat Since 2022
Spirit and Frontier Are Talking Again…and the Timing Is Hard to Ignore 74
Spirit and Frontier have been circling each other for years.
The two carriers first announced plans to merge in 2022, only to see that deal derailed when JetBlue swooped in with a higher offer. That takeover ultimately collapsed after the Department of Justice successfully blocked it in court.
Since then, Frontier has made multiple attempts to bring Spirit back to the table.
In early 2024, Frontier proposed a deal valued at roughly $580 million, offering Spirit shareholders a minority stake in the combined airline. That effort fizzled. A later unsolicited offer earlier this year, valued even lower, was also rejected.
Spirit argued each time that Frontier’s bids undervalued the airline and lacked sufficient certainty to close. Frontier, for its part, walked away more than once.
Now, with Spirit back in Chapter 11 for the second time in less than a year, the balance of power looks very different.
Spirit’s Options Are Narrowing Fast
Spirit Airlines Airbus A320neo | IMAGE: Spirit Airlines
Spirit entered its latest bankruptcy in August with the stated goal of restructuring and emerging as a standalone airline. Since then, it has aggressively cut costs, reduced flying, exited 14 airports, and shed commitments tied to more than 80 aircraft leases.
Even with those moves, cash has remained tight.
Over the weekend, Spirit narrowly met the conditions required to unlock additional debtor-in-possession financing. Lenders ultimately agreed to amend the terms, allowing Spirit access to $100 million in emergency funding to keep the lights on while it reassesses its future.
Industry executives and analysts have long viewed a merger with Frontier as Spirit’s most viable path forward. In October, Spirit itself acknowledged it was evaluating all strategic options, including a sale or merger, to maximize shareholder value.
That evaluation now appears to be very real.
Frontier’s Side of the Equation Is Changing Too
A Frontier Airbus A321-271NX at Denver International Airport (DEN) | IMAGE: Denver International Airport
Frontier hasn’t exactly been thriving either.
Ultra-low-cost carriers are facing higher operating costs, softer demand at the bottom end of the market, and intense competition from legacy airlines that can match fares, add capacity, and lean on powerful loyalty programs.
Frontier has struggled in that environment, posting significant losses this year and seeing its stock slide sharply. Under former CEO Barry Biffle, the airline was reportedly cautious about absorbing Spirit, concerned that taking on a bankrupt rival could strain its balance sheet.
With Biffle now out and James Dempsey stepping in, that caution may be getting reassessed.
What’s Next for Spirit and Frontier?
Spirit and Frontier Are Talking Again…and the Timing Is Hard to Ignore 75
Bloomberg reports that a deal could be announced as soon as this month, though talks are ongoing and could still fall apart. Both Spirit and Frontier declined to comment publicly.
That uncertainty feels familiar, too.
But this time, Spirit may not have the luxury of walking away. The airline’s lenders have made it clear that additional funding depends on exploring a strategic transaction. Remaining independent is looking less and less realistic by the day.
So here we are again.
Same two airlines. Same basic idea. Very different circumstances.
Will this finally be the time it sticks, or is this just another chapter in aviation’s longest-running merger saga?
At this point, it might be Spirit’s last real shot.
A former Air Force tanker is up for sale in a KC-10 auction, complete with a multimillion-dollar price tag, strict buyer requirements, and a long list of caveats.
Do you remember that song Grown Up Christmas List? The one about setting aside childhood wishes and asking for things that really matter.
This Christmas, though, there is at least one very specific, very audacious item you could add back onto the list. A former United States Air Force KC-10 Extender tanker.
Yes, really.
A McDonnell Douglas KC-10A Extender is currently up for public auction through GSA Auctions, the federal government’s online marketplace operated by the US General Services Administration. The GSA’s job is to sell surplus and excess property from federal agencies, which means everything from office furniture and vehicles to, apparently, strategic air refueling tankers.
It is 40 years old. It is not airworthy. It is not FAA-compliant. And even if someone somehow found the time, money, and patience to reverse all of that, it is entirely possible this aircraft may never legally fly again.
Still, if you have ever wanted a strategic air refueling tanker for Christmas, Santa might finally have a shot.
Meet the Star of the KC-10 Auction
Now available to the highest bidder in a KC-10 auction: Tail No. 87-0119, pictured here landing at Brisbane International (BNE / YBBN), Australia | IMAGE: Peter Williamson via planespotters.net
The aircraft in question is the KC-10A Extender, tail number 87-0119, a mothballed tanker currently stored at the 309th Aerospace Maintenance and Regeneration Group (AMARG) Boneyard at Davis-Monthan Air Force Base in Tucson, Arizona.
Powered by three General Electric CF6-50C2 engines, the aircraft first flew on 16 March 1987 and entered US Air Force service later that year. It spent nearly four decades supporting aerial refueling and airlift missions around the world before making its final flight on 26 September 2024.
The Air Force officially retired the KC-10 fleet in September 2024, closing the book on 44 years of service for the type.
This particular aircraft is listed as “non-flyable, not FAA compliant,” and sold strictly “as is.”
Bidding opened to the public on 10 December 2025. As of 15 December 2025, the highest (and, at the time of this writing, only) bid stands at $5 million. The auction is scheduled to close on 7 January 2026.
The Timing Could Not Be Worse for a Comeback
A mothballed KC-10 at the 309th Aerospace Maintenance and Regeneration Group (AMARG) Boneyard at Davis-Monthan Air Force Base in Tucson, Arizona | IMAGE: AMARG
Even if a buyer had dreams of restoring the KC-10 to airworthy condition, there is a major regulatory roadblock standing in the way.
Following the fatal crash of UPS Flight 2976 in Louisville last month, the FAA moved to ground all DC-10 and MD-11 aircraft. As of now, there is no publicly announced timeline for lifting that grounding.
The KC-10 is, at its core, a heavily modified DC-10-30CF airframe. That means this aircraft falls squarely under the same umbrella as the grounded civilian tri jets. Even a fully restored KC-10 could find itself legally unable to fly for the foreseeable future.
Should the grounding ever be lifted, the burden would still rest entirely on the buyer to bring the aircraft into full FAA compliance. That includes obtaining all necessary inspections, certifications, and modifications under 14 CFR regulations. The listing makes it clear that neither the Air Force nor AMARG owns the technical data or provides expert support. Buyers would be responsible for coordinating directly with the original equipment manufacturer for all required documentation.
In other words, Santa is not throwing in a maintenance manual.
What You Are Really Buying
Official US Air Force photograph
From the beginning, the KC-10 was not just another tanker.
Introduced in 1981, the Extender was developed by McDonnell Douglas as a heavy tanker to supplement the KC-135 Stratotanker fleet. Based on the DC-10 commercial trijet, the KC-10 was designed to do more of everything.
With three main wing fuel tanks supplemented by three massive tanks beneath the cargo floor, the KC-10 could carry more than 356,000 pounds of fuel. That was nearly twice the offload capability of a KC-135.
Fuel was primarily delivered via a flying boom, but the KC-10 also featured an integrated hose-and-drogue system. This allowed it to refuel US Navy, Marine Corps, and allied aircraft without modification. The aircraft could also carry up to 75 personnel and 170,000 pounds of cargo, giving it a true dual role as both tanker and airlifter.
The Air Force ultimately acquired 60 KC-10s. One was lost in a 1987 explosion and fire at Barksdale Air Force Base, leaving 59 to serve until retirement. They are now being replaced by the Boeing KC-46A Pegasus, a military derivative of the 767.
It is unclear whether the integrated hose-and-drogue system remains installed on the aircraft currently offered for sale.
The Demilitarization Reality Check
The site of the KC-10 auction is the 309th Aerospace Maintenance and Regeneration Group (AMARG) Boneyard at Davis-Monthan Air Force Base in Tucson, Arizona | IMAGE: AMARG
Before a buyer could even think about future plans, there is mandatory demilitarization to deal with.
The auction requires the removal or permanent deactivation of a long list of military-specific systems. That includes secure communications equipment, encryption devices, military avionics, survival gear, and nearly the entire aerial refueling system.
The boom assembly, refueling pumps, motors, hose reels, wing pods, and refueling controls must all be removed. Fuel lines must be capped and sealed. The aerial refueling operator station is to be completely stripped and physically secured, including permanently fastening the floor hatch closed.
Even the formation lights and refueling observation window must be electrically disabled by cutting wiring and removing circuit breakers.
The estimated cost for demilitarization alone is roughly $35,000. That figure does not include transportation, inspections, storage, or any attempt at restoration.
If you’re interested in bidding at the KC-10 auction, we will include the required demil list below for your planning purposes.
OPERATION ENDURING FREEDOM — A KC-10 Extender from McGuire Air Force Base, N.J., flies a mission over Southwest Asia on March 17 to support Operation Enduring Freedom. (U.S. Air Force photo by Staff Sgt. Cherie A. Thurlby)
At some point, we all stop asking Santa for toys and start asking for socks, batteries, and maybe a decent night’s sleep. That’s the whole point of Grown Up Christmas List. Practical wishes. Sensible wishes.
And yet, here we are, staring at a former US Air Force KC-10 Extender with a bid button and a closing date, and thinking, yeah, that’s tempting.
No, it probably will never fly again. No, it definitely will not fit down your chimney. And yes, explaining a $5 million tanker parked in the desert to your spouse would be a conversation all its own.
But there’s something wonderfully absurd about the idea that, in December, you can casually scroll past holiday decorations and used office furniture and stumble onto a strategic air refueling tanker. Just sitting there. Waiting.
So if Santa happens to be browsing GSA Auctions this year, maybe skip the cookies and milk and leave him a note about this KC-10 auction instead. All you really want is a KC-10 Extender, some FAA approvals, a demil crew, and a miracle or two.
The Washington Post confirmed last week that the US Department of Homeland Security (DHS) plans to purchase six Boeing 737s for ICE Air operations.
A quick note: We are not here to debate the politics of deportation flights. There are plenty of places for that. Our focus is purely on the aviation side of the story, because that is what we do best.
The aircraft will be acquired through a nearly $140 million contract with Virginia-based Daedalus Aviation, marking a shift away from ICE Air Operations’ long reliance on chartered aircraft. DHS officials say that owning a dedicated fleet will enable more efficient scheduling and routing following a major funding increase from Congress.
With this news, several pressing questions came to mind immediately.
Buying transport category jetliners is not just about acquiring airplanes. It is about everything that comes with them. Crews, maintenance, FAA oversight, dispatch, training, and long-term planning all follow. At that point, you are not just buying aircraft. You are running an airline.
If the government owns the airplanes, how does it plan to operate them?
This initial question opens the door to eight more key areas to consider as this program unfolds.
1. Why Is DHS Buying Boeing 737s Instead of Chartering Flights?
The US Government is purchasing six Boeing 737s for ICE Air Operations, signaling a shift from chartered operations | IMAGE: DHS
ICE Air Operations has historically relied on chartered aircraft to conduct deportation flights and domestic transfers. Those flights have been operated by commercial carriers, including GlobalX Air, Eastern Air Express, Avelo Airlines, World Atlantic Airlines (operating as Caribbean Sun), Omni Air International, Kaiser Air, and Key Lime Air.
We reported on ICE deportation flights earlier this year in this story.
Charter flying offers flexibility. Aircraft, crews, maintenance, and scheduling are handled by outside operators, allowing the government to scale flight activity up or down as needed.
Ownership changes that model.
DHS officials say purchasing these Boeing 737s for ICE Air operations will allow the agency to operate more efficiently by controlling routing, scheduling, and utilization. DHS spokesperson Tricia McLaughlin stated that the move is expected to save taxpayers $279 million over time due to increased efficiency, although the agency has not publicly released a detailed cost breakdown.
*Somehow* the @washingtonpost forgot to include anywhere in their story that this new initiative will save the US taxpayer $279 MILLION.
I guess they didn’t want the public to know?
These planes will allow ICE to operate more effectively, including by using more efficient… https://t.co/rpSXb80lC2
Viewed through an aviation lens, this change signals that DHS believes its flight volume now justifies the shift to ownership. Purchasing these Boeing 737s for ICE Air operations will undoubtedly impact multiple operational aspects.
2. Who Will Fly and Staff the Government’s Boeing 737 Fleet?
On board a Boeing 737 operated by ICE. It is unclear who would fly and staff the Boeing 737s for ICE Air operations | IMAGE: DHS/ICE
One of the most immediate questions we have involves crews.
It remains unclear whether pilots will be federal employees, civilian contractors, or a hybrid workforce. The same applies to flight attendants, dispatchers, and ground support personnel.
Most government aviation operations in the United States fall into well-defined categories. Military aircraft are flown by uniformed crews. Executive and VIP aircraft are operated by specialized military or government flight departments. Law enforcement aviation tends to focus on surveillance aircraft and rotorcraft.
A fleet of narrowbody jets conducting repetitive transport missions does not neatly fit any of those models.
How DHS staffs these aircraft will shape everything from training pipelines to operating costs.
3. Under What FAA Rules Would a Government Run Airline Operate?
A World Atlantic Airlines MD-83 prepares to conduct a deportation flight for ICE. With the US government poised to purchase six Boeing 737s for ICE Air operations, will the need for chartered services disappear? | IMAGE: DHS/ICE
Another unresolved issue is regulatory oversight. Can the same entity that sets the rules impose the rules on itself?
Commercial airlines operate under FAA Part 121, while charter and on-demand operators typically fly under Part 135. Each framework carries different certification requirements, training standards, and levels of oversight.
The Boeing 737 is a transport category aircraft designed for Part 121 airline operations, but ownership alone does not dictate certification. DHS could operate under its own air operator certificate, contract operations to an existing certificate holder, or pursue a government-specific framework under FAA oversight.
Regardless of structure, civil-registered aircraft operating in US and international airspace must comply with FAA safety standards.
4. Who Maintains and Certifies Airworthiness for the Fleet?
A US Marshals Service Boeing 737-400 on the ramp | IMAGE: DHS/ICE
Maintenance is one of the most complex aspects of aircraft ownership.
Large airlines benefit from scale. They maintain extensive parts inventories, multiple maintenance bases, and redundant aircraft that can absorb downtime.
A six-aircraft fleet offers none of those advantages.
DHS will need to determine whether maintenance is handled internally or outsourced to FAA-certified repair stations. Line maintenance, heavy checks, parts provisioning, and aircraft on-ground recovery all become more challenging with a limited fleet size.
These logistical realities were cited by former DHS officials as reasons previous administrations ultimately decided against owning aircraft outright.
5. How Will the Boeing 737 Cabins Be Configured?
Cabin configuration is another aviation detail with significant operational implications.
Used Boeing 737s can be configured with high-density layouts approaching 200 seats, depending on the variant and interior design. Any cabin modifications require engineering approval and FAA certification, along with careful consideration of weight and balance.
Interior configuration affects turnaround times, cleaning procedures, maintenance cycles, and long-term operating costs. It also influences which missions the aircraft can support and how quickly they can be reconfigured if requirements change.
No interior details have been publicly disclosed, but the decisions made here will significantly impact how efficiently the aircraft can be utilized.
6. Who Plans, Dispatches, and Schedules the Flights?
Equally vital is the planning and execution of flight operations.
Behind every flight is a dispatch operation responsible for routing, fuel planning, weather analysis, alternates, and compliance with operational limits.
Owning aircraft means DHS must either build its own dispatch capability or contract that expertise externally. Scheduling also becomes more complex when aircraft must be positioned between missions, particularly for international flying.
According to ICE Flight Monitor data compiled by Human Rights First, ICE conducted 1,701 deportation flights to 77 countries between 20 January (Inauguration Day) and 31 October. The organization reported that ICE Air Operations carried out the vast majority of US immigration enforcement flights during that period.
Scaling that level of activity with owned aircraft requires airline-style planning and coordination.
7. Is There a Precedent for the US Government Running an Airline?
A Janet 737-200 departing from Harry Reid International Airport, Las Vegas, Nevada with the MGM Grand Las Vegas in the background | IMAGE: By en:User:Beer Root – en:Image:Janet 737-200 MGM Grand Las Vegas.jpg, Public Domain, https://commons.wikimedia.org/w/index.php?curid=3008766
The United States has never operated a government-owned commercial passenger airline. Unlike many countries with state-owned flag carriers, US aviation has long emphasized private operation.
There are precedents that come close.
The Justice Prisoner and Alien Transportation System (JPATS), operated by the US Marshals Service, owns and operates a fleet of aircraft, including Boeing 737s, to transport prisoners and detainees. JPATS operates scheduled routes across a hub-and-spoke network using civilian-registered aircraft.
JANET, the highly classified unmarked Boeing 737 operation flying from Las Vegas to restricted sites in Nevada, is often cited as another example. However, JANET is contractor-operated, not run directly by the federal government, with civilian pilots flying under FAA oversight.
If DHS directly owns and operates these six Boeing 737s for ICE Air operations, it may represent the closest the US government has come to running a true airline-style operation outside of contracted services.
8. Why the Boeing 737, and What Happens Next?
From an aviation standpoint, the Boeing 737 is a logical choice.
Choosing Airbus over Boeing for a government fleet would be aviation’s version of putting Toyotas in the presidential motorcade.
The type is widely available on the secondary market, supported by a massive global maintenance ecosystem, and capable of operating efficiently on domestic and international routes throughout the Americas. Its range and payload make it suitable for nonstop flights to Central America, the Caribbean, and parts of South America.
Fleet commonality also leaves room for expansion, should DHS choose to add aircraft in the future.
What remains unclear is how long the aircraft will remain in service, how they will be utilized beyond the current administration, and whether six airplanes represent a starting point or a final number.
More Than Just Six Airplanes
At first glance, the purchase of six Boeing 737s for ICE Air operations looks like a routine equipment acquisition. In this case, it is anything but.
It signals a shift toward ownership, with all the operational complexity that comes with it. Crews, maintenance, dispatch, training, certification, and long-term fleet planning all become part of the equation.
Many of those details remain unanswered. What is clear is that DHS is stepping into a part of the aviation world it has rarely occupied before.
From a purely aviation perspective, six Boeing 737s raise a simple but far-reaching question.
When the government owns the airplanes, how close does it come to running an airline?
WestJet’s 2025 Christmas Miracle continues the airline’s beloved holiday tradition by focusing on comfort, connection, and community support for families staying at Ronald McDonald House locations across Canada.
Every December, there is one aviation video we can reliably count on to make us AvGeeks feel things.
And every December, we happily lean into it.
For more than a decade, AvGeekery has covered WestJet’s Christmas Miracle series as it has evolved from real-time passenger surprises to something deeper, more personal, and more purpose-driven. Ever since that first iconic moment in 2013, WestJet employees have somehow managed to outdo themselves year after year with creativity, heart, and genuine kindness.
WestJet’s 2025 Christmas Miracle keeps that tradition alive, even as the focus continues to shift away from flashy surprises and toward meaningful community impact. This year’s story is quieter, more reflective, and arguably more powerful than ever.
A Christmas Miracle With a Purpose
A WestJet captain participates in WestJet’s 2025 Christmas Miracle campaign | IMAGE: WestJet
Now in its 13th year, WestJet’s annual Christmas Miracle partnered once again with Ronald McDonald House Charities Canada to support families spending the holidays far from home while their children receive medical treatment.
Across 16 Ronald McDonald House locations from Vancouver to Newfoundland, more than 600 families received thoughtful gifts designed to bring comfort during an unimaginably difficult time.
For children, that meant toy cars, dolls, and stuffed animals. For parents and caregivers, the gifts were intentionally practical and comforting, including cozy blankets, thermoses, and noise-cancelling headphones. Families also received gift cards from partners such as TELUS, Canadian Tire, and Skip, along with a special surprise for baseball fans in the form of Toronto Blue Jays merchandise.
The idea behind the gifts was simple but powerful, giving families a moment of Christmas magic that offered warmth, comfort, and the reassurance that they were not alone.
WestJetters Show Up in a Big Way
Employees participate in WestJet’s 2025 Christmas Miracle | IMAGE: WestJet
As always, the heart of WestJet’s 2025 Christmas miracle was its people, affectionately referred to as “WestJetters.”
In 2025, more than 700 WestJet employees volunteered their time, with over 400 directly involved in shopping, wrapping, and delivering gifts. To make sure every item truly mattered, WestJet consulted with Ronald McDonald House alumni families to understand what brought them comfort during long hospital stays.
That insight helped guide gift selection and reinforced the campaign’s core message that the miracle is more than gifts.
“Christmas Miracle is about more than gifts; it’s about reminding these families that they are not alone, and that their courage inspires us all,” said Samantha Taylor, WestJet Executive Vice-President and Chief Experience Officer.
It’s about reminding these families that they are not alone, and that their courage inspires us all.
Samantha Taylor | WestJet Executive VP and Chief Experience Officer
From marathon gift-wrapping sessions to coast-to-coast deliveries, the effort was massive. WestJet Cargo played a key role in transporting gifts across the country, ensuring they reached even the most remote locations in time for the holidays.
A Longstanding Partnership That Matters
WestJet’s relationship with Ronald McDonald House Charities Canada dates back to 2007, long before Christmas Miracle became a household name. Since then, Calgary-based WestJet has provided more than 7,200 one-way flights to support families, administrative needs, and fundraising efforts.
Ronald McDonald House plays a critical role in Canada’s pediatric healthcare system, helping families stay together when medical care requires long-distance travel. Last year alone, families traveled more than 4.5 million kilometers (2.8 million miles) to access treatment for their children.
“The holidays can be especially difficult for families who are away from home seeking life-saving medical care,” said Kate Horton, President and CEO of Ronald McDonald House Charities Canada. “We are profoundly grateful for WestJet’s generosity every day in bringing extra comfort and connection during an unimaginable time.”
The Video That Ties It All Together
WestJet’s 2025 Christmas Miracle video opener | IMAGE: WestJet
WestJet’s 2025 Christmas Miracle video was released on 8 December. It was shared widely across YouTube and social media, capturing emotional reactions from families and highlighting the extraordinary efforts of WestJet employees.
As is normally the case with these Christmas videos, response has been overwhelmingly positive, with many viewers praising the campaign’s focus on compassion, community, and meaningful impact rather than spectacle alone.
It may not feature live airport wish lists or conveyor belts of gifts, but it delivers something just as powerful.
So without further ado, here is WestJet’s 2025 Christmas Miracle video:
WestJet’s 2025 Christmas Miracle video
For some reason, my eyes are leaking. I swear my allergies have been worse this year than ever before. In any case, how about that video?
And Yes, 2013 Still Hits Different
We will say it plainly.
While every year of WestJet’s Christmas Miracle has been special in its own way, nothing quite tops the original 2013 event. That real-time passenger surprise remains one of the most iconic airline moments ever captured on video, and it still gives us chills all these years later.
You can watch that original miracle again here, and we highly recommend doing so with tissues nearby.
The original WestJet Christmas Miracle video from 2013
A Tradition That Keeps Flying
WestJet Boeing 737-800 | IMAGE: WestJet
WestJet’s Christmas Miracle has grown up, just like many of us who have been watching it since the beginning. The spectacle has softened, the focus has deepened, and the message has become more enduring.
AVGEEKERY’S COVERAGE OF WESTJET’S CHRISTMAS MIRACLE THROUGH THE YEARS
At its core, the campaign continues to prove that aviation can be about more than aircraft, routes, and schedules. Sometimes, it is about showing up when it matters most.
And for that, we will happily keep watching every December.
Aer Lingus Pittsburgh service launches in 2026 with nonstop flights to Dublin, marking the city’s first-ever air link to Ireland.
Aer Lingus continues its steady expansion into midsize American cities, and its latest move brings Ireland one nonstop step closer to western Pennsylvania.
The Irish flag carrier has announced new service between Pittsburgh International Airport (PIT) and Dublin Airport, with flights set to begin on Memorial Day, Monday, 25 May 2026. The route will operate four times weekly on Mondays, Wednesdays, Fridays, and Sundays, marking the first time Pittsburgh and Dublin have ever been connected by air.
Aer Lingus Pittsburgh flights will operate year-round, with the exception of a planned midwinter pause during January and February.
Another Midsize City Joins Aer Lingus’ Growing US Network
Aer Lingus Pittsburgh service expands the Irish flag carrier’s reach in the US | IMAGE: Aer Lingus
As with these other markets, Aer Lingus is marketing Dublin as a powerful transatlantic hub. Through its Dublin operation, passengers from Pittsburgh will have access to more than 30 onward connections across Ireland, the United Kingdom, and Europe.
This route builds on our strong partnership with the Pittsburgh Steelers and further cements Aer Lingus’ position as a leading transatlantic carrier.
“Aer Lingus is particularly pleased to add Pittsburgh to our transatlantic network, having worked closely with partners in the region to make this a possibility,” said Susanne Carberry, Aer Lingus Chief Customer Officer. “This route builds on our strong partnership with the Pittsburgh Steelers and further cements Aer Lingus’ position as a leading transatlantic carrier. Through its Dublin hub, Aer Lingus provides convenient connections that link Pittsburgh with over 30 destinations across Europe and the U.K.”
Flight Schedule and Aircraft on the Aer Lingus Pittsburgh Route
Aer Lingus A321neo LR | IMAGE: Aer Lingus
Aer Lingus Pittsburgh flights will be operated using Aer Lingus’ Airbus A321neo LR aircraft, part of the airline’s modern narrowbody long-range fleet. As the newest A320-family variant to join Aer Lingus’ fleet, the airline believes it is ideally suited for this type of route, and joins the many other transatlantic routes that have commenced thanks to extended-range single-aisle aircraft. Aer Lingus’ A321neo LR boasts a range of approximately 4,000 nautical miles.
The westbound flight will depart Dublin at 1610. local time and arrive in Pittsburgh at 1910 local time, with a block of approximately eight hours. Eastbound service will depart Pittsburgh at 2040 local and arrive in Dublin at 0840 the following morning, with a flight time of about seven hours.
Aer Lingus’ A321neo LR is configured to seat up to 184 passengers, including 16 Business Class seats and 168 Economy seats. The Business Class cabin features fully lie flat beds measuring 6.5 feet in length, along with a generous 22-inch seat width.
A Third Transatlantic Route for Pittsburgh
Irish dancers perform on 12 Dec 2025 at Pittsburgh International Airport at the announcement of Aer Lingus Pittsburgh service | IMAGE: Pittsburgh International Airport on Facebook
The new Aer Lingus Pittsburgh service becomes the third transatlantic route currently served at Pittsburgh International Airport.
British Airways operates year-round flights between Pittsburgh and London Heathrow (LHR), while Icelandair offers seasonal service to Keflavík International Airport (KEF) in Reykjavik. Dublin now joins that short list, strengthening Pittsburgh’s international connectivity and opening direct access to Ireland for the first time.
The timing of the announcement comes amid a period of strong momentum and rapid expansion for the airport. In October 2025, Pittsburgh International Airport officially opened its new landside terminal, a transformative project that reshaped the passenger experience. With the addition of Aer Lingus, 16 airlines now serve PIT, and Dublin will become its 63rd nonstop destination.
Deep Ties Between Pittsburgh and Ireland
26 September 2025; Pittsburgh Steelers arrive at Dublin Airport ahead of the first-ever NFL regular season game ever played in Ireland. The Steelers faced the Minnesota Vikings at Croke Park on Sunday, 28th September. | IMAGE: Ben McShane/Sportsfile
The establishment of Aer Lingus Pittsburgh service is supported by both economic and cultural ties between the two regions. Several Pittsburgh-based companies, including health care giant UPMC, maintain a presence in Ireland.
Aer Lingus crew members Captain Conor O’Dwyer (L) and First Officer Hosam Karim (R) pose with the Terrible Towel after landing in Dublin on 26 Sept 2025 | IMAGE: Photo by Ben McShane/Sportsfile
Sports also play a major role in the relationship. The Pittsburgh Steelers traveled to Dublin in September 2025 for a sold out game against the Minnesota Vikings at Croke Park. The Pitt Panthers are also scheduled to face the Wisconsin Badgers in Dublin as part of the Aer Lingus College Football Classic in 2027. Aer Lingus is already an official airline partner of the Steelers.
There is also a strong ancestral connection. Approximately 16 percent of Yinzers identify as having Irish descent.
“The Pittsburgh region’s connections to Ireland run deep, both in today’s strong business market and ancestral ties, and this is a route that community leaders have been seeking,” said Pittsburgh International Airport CEO Christina Cassotis. “We are thrilled to have a partner in Aer Lingus that will serve Pittsburgh’s growing market for nonstop service to Ireland and beyond, and we look forward to welcoming even more European travelers to Pittsburgh.”
A Preclearance Advantage in Dublin
US Customs Preclearance facility in Dublin Airport | IMAGE: Dublin Airport
Passengers flying from Dublin to Pittsburgh will benefit from US Customs and Border Protection Preclearance. This allows travelers to complete US immigration and customs formalities before departure, arriving in the United States as domestic passengers.
Dublin is one of only two European airports offering US CBP Preclearance, along with Shannon Airport (SNN), also located in Ireland. The facility is located in Terminal 2 at Dublin Airport.
From Hub Collapse to Comeback Story
Passengers make their way through PIT’s new landside terminal | IMAGE: Pittsburgh International Airport
PIT’s resurgence has been years in the making. Once a major hub for USAir and later US Airways, the airport faced a sharp downturn following the airline’s dehubbing of the city in 2004.
In the years that followed, PIT experienced an identity crisis, struggling to redefine itself without a dominant hub carrier. Over the last decade, however, the airport has deliberately repositioned itself to reflect the city and region rather than a single airline. That strategy has paid off, with a steady stream of new carriers, destinations, and international routes returning to the airfield.
The arrival of Aer Lingus at Pittsburgh represents another chapter in that recovery and a clear signal that the airport’s long-term strategy is working.
Aer Lingus Pittsburgh Flights Join the Narrowbody Transatlantic Revolution
Aer Lingus Pittsburgh flights will be operated by the A321neo LR. Its interior economy cabin is shown here. | IMAGE: Aer Lingus
Aer Lingus is Ireland’s flag carrier and has been in operation since 1936. The airline serves 97 destinations and operates an all Airbus fleet of 60 aircraft as of December 2025.
The fleet includes:
27 A320-200s
8 A320neos
8 A321LRs
5 A321XLRs
3 A330-200s
10 A330-300s
With Pittsburgh now joining its transatlantic network, Aer Lingus continues to show how long-range narrowbody aircraft are reshaping international travel and opening new nonstop connections between cities that once relied on hubs alone.
It will be interesting to see how this trend plays out, particularly with so many carriers joining the narrowbody transatlantic revolution. From American to Iberia, to United, and now Aer Lingus, we wonder who will be next. I’ve read that SAS is considering it, but nothing is set in stone at this time.
For those who still prefer widebody service to travel abroad, Delta Air Lines has your back. The carrier states that it will not introduce narrowbody service like its competitors anytime soon and will instead focus on maintaining “brand continuity” between its A350, A330, and 767 aircraft. There is one exception, though: Delta does operate the 757-200 to Reykjavik seasonally.
As of December 2025, Les Investissement Nolinor Inc., operating as Nolinor Aviation, reigns as the world’s largest Boeing 737-200 operator.
The carrier, a Canadian charter airline based in Mirabel, Quebec, just outside Montréal, operates eight of approximately 40 still in service worldwide.
Between 1965 and 1988, 1,114 Boeing 737-200s were manufactured.
Founded in 1992 and commencing operations in 1997, Nolinor employs 200 people under President Marco Prud’Homme. Its main base is Montréal-Mirabel International Airport (YMX). Specializing in passenger charter and cargo flights across North America and Europe, Nolinor’s 737-200s, equipped with gravel kits, are uniquely suited for northern Canada’s unpaved runways, cementing their dominance in a fading fleet.
This iconic jetliner makes Nolinor indispensable for remote communities and industries where no other jet can service.
The Boeing 737-200 Fleet is Nolinor’s Backbone
A Nolinor Aviation Boeing 737-200 | IMAGE: Nolinor
Nolinor’s eight Boeing 737-200s are the cornerstone of its status as the largest operator of this historic jet. Six are 737-200Cs, which are passenger/cargo aircraft (combis), configurable for up to 119 passengers. Two (regs. C-GNRD and C-GNLE) are solely dedicated to cargo operations. The type is capable of carrying a payload of up to 30,000 lbs. Nolinor also operates two 737-200s dedicated to passenger service, including C-FTWW, which the carrier acquired in summer 2025.
Ranging in age from nearly 41 to 52 years old, these jets are equipped with gravel kits, enabling operations on non-paved runways—such as dirt, gravel, or ice—in remote northern Canada.
The 737-200 holds a unique position as the only jet certified by Boeing to land on gravel runways, a critical capability for operations in [northern Canada] where infrastructure is limited.
Nolinor Aviation President Marco Prud’Homme
This capability is vital, as President Marco Prud’Homme stated in a 2024 interview.
“The 737-200 holds a unique position as the only jet certified by Boeing to land on gravel runways, a critical capability for operations in [northern Canada] where infrastructure is limited,” Prud’Homme said. “The Northern regions lack road networks, and the permafrost makes constructing traditional paved roads impractical. Therefore, the most efficient and safest way to access mining projects is by air, using gravel runways.”
A gravel kit-equipped Nolinor Aviation Boeing 737-200C (reg. C-GNRD) departs from a gravel runway | IMAGE: Nolinor
With bases at Mirabel (YMX), Montréal Metropolitan Airport in St. Hubert (YHU), Edmonton International Airport (YEG) in Alberta, Yellowknife Airport (YZF) in the Northwest Territories, and Winnipeg Richardson International Airport (YWG) in Manitoba, Nolinor leverages its 737-200s to connect Canada’s north, where infrastructure is scarce.
C-GNLK: The Oldest Jetliner in Commercial Service
Nolinor Aviation operates not only the oldest Boeing 737-200 in operation, but the oldest commercial jetliner of any type in the world | IMAGE: FlightAware
The crown jewel of Nolinor’s fleet is C-GNLK. Not only is it the oldest Boeing 737 in service today, but it is also the oldest jetliner in commercial operation anywhere in the world. As the 356th 737-200 off Boeing’s Renton, Washington assembly line, this 51-year-old aircraft entered into service with Dutch carrier Transavia in May 1974.
Changing hands 23 times, it briefly operated in the United States for Air Florida (June to December 1983) and Anchorage-based MarkAir (January to May 1984) but spent most of its life in Europe before joining Nolinor. Its endurance demonstrates the 737-200’s robust design and Nolinor’s maintenance expertise, which has been authorized in-house since June 1999.
Out of 1,114 Boeing 737-200s Ever Built, Roughly 40 Still Fly Today
A Nolinor Aviation Boeing 737-200 arrives at Montréal-Mirabel International Airport (YMX) | IMAGE: Nolinor Aviation
Nolinor’s eight 737-200s represent roughly 20% of the approximately 40 still active worldwide, a remarkable share for a single operator. The 737-200, which entered service with United Airlines in 1968 and saw its final commercial passenger flight with Aloha Airlines on 31 March 2008, ended production with the 1,114th delivery to Xiamen Airlines in August 1988. Other operators include:
Airline
Country
Number of 737-200s
Aerolíneas Estelar Latinoamérica
Venezuela 🇻🇪
1
Aerosucre
Colombia 🇨🇴
1
Air Inuit
Canada 🇨🇦
4
Air Zimbabwe
Zimbabwe 🇿🇼
1
Ameristar
USA 🇺🇸
1
Aviatsa
Honduras 🇭🇳
2
Avior Airlines
Venezuela 🇻🇪
2
Basic Capital Management
USA 🇺🇸
1 (parked)
Buffalo Airways
Canada 🇨🇦
1 (parked)
Canadian Airways Congo
Republic of the Congo 🇨🇬
1
Democratic Republic of the Congo Air Force
Democratic Republic of the Congo 🇨🇩
1
Ecuadorian Air Force
Ecuador 🇪🇨
1
Eleven Hold Wings
USA 🇺🇸
1 (parked)
Glencore Canada Corporation
Canada 🇨🇦
3
Halla Airlines
Somalia 🇸🇴
1*
Indian Air Force
India 🇮🇳
3
Indonesian Air Force
Indonesia 🇮🇩
4
Jayawijaya Dirgantara
Indonesia 🇮🇩
1
National Airways
Ethiopia 🇪🇹
1
Penial Air
Kenya 🇰🇪
1*
SEAir International
Philippines 🇵🇭
1
Sky Capital Cargo
Bangladesh 🇧🇩
1 (Parked)
Trans Air
USA 🇺🇸
1
Transair
USA 🇺🇸
4 (parked)
United States Air Force
USA 🇺🇸
1
Venezolana
Venezuela 🇻🇪
1
*Penial Air leases its Boeing 737-201 Adv (reg. 5Y-CJQ) to Halla Airlines. Therefore, this only counts as one 737-200, not two.
Nolinor’s eight Boeing 737-200s outnumber all other operators, many of whom fly just one or two.
It is challenging to determine an accurate number of airworthy 737-200s, as some are located in conflict zones or remote regions of the world.
Nolinor Aviation’s Operational Context and Challenges
Nolinor Aviation Boeing 737s in a maintenance hangar | IMAGE: Nolinor Aviation
While the 737-200s are Nolinor’s backbone, its ten-aircraft fleet includes one 737-300QC (a Quick Change-capable aircraft that can be converted between cargo and passenger use, with a capacity of up to 130 passengers) and two 737-400s (capable of carrying up to 158 passengers). The 737-400s were operated for OWG (Off We Go) Airlines, a Nolinor division specializing in charter flights to leisure destinations in the Caribbean.Launched during the pandemic, the venture struggled to gain traction and ceased operations in May 2025. At one time, Nolinor also operated a 189-seat 737-800 on behalf of OWG. Following the closure of OWG, Nolinor shed the -800, which now flies for Canadian charter carrier Chrono Aviation.
An OWG (which stands for “Off We Go”) Boeing 737-400 | IMAGE: Nolinor Aviation
However, only the 737-200s can handle gravel runways, making them irreplaceable for northern operations.
Maintaining aging aircraft presents challenges, as seen in the November 2024 incident involving one of Nolinor’s 737-400s, C-GGWX. During a flight from Québec City Jean Lesage International Airport (YQB) to Wabush Airport (YWK) in Newfoundland and Labrador, the pilots discovered the left main landing gear was not extending while on approach to an intermediate stop at Saguenay-Bagotville Airport (YBG) in Québec.
Opting to divert to YMX, the aircraft landed safely but sustained substantial damage. All 87 passengers and crew evacuated unharmed.
Nolinor Aviation Boeing 737-408 with registration C-GGWX suffered left landing gear malfunction while operating flight NRL662 at Aérocité Internationale de Mirabel (YMX) on November 27, 2024.
According to the Transportation Safety Board (TSB), the plane landed "with one main… pic.twitter.com/QVQNvfJmtw
A Nolinor Aviation Boeing 737-200 at a remote mining town in northern Canada | IMAGE: FlightAware
The Boeing 737-200‘s unique role in Nolinor’s operations stems from its unmatched ability to operate on gravel runways, a feature no other jet in commercial service can replicate. Northern Canada’s remote regions, characterized by vast distances, permafrost, and minimal infrastructure, rely heavily on air transport.
The 737-200’s gravel kits (special modifications including reinforced landing gear, protective shields, and anti-skid systems) enable it to land on unpaved surfaces like dirt, gravel, or ice, common in mining camps, Indigenous communities, and exploration sites. These runways, often carved from the rugged terrain, are the only viable access points where roads are nonexistent or impractical due to the destabilization of traditional pavement by permafrost.
A Nolinor Boeing 737-200 servicing a remote location in Arctic Canada | IMAGE: Nolinor Aviation
For Nolinor, the 737-200s are not just aircraft but lifelines, delivering essential supplies, equipment, and personnel to places inaccessible by other means. The jets’ combi configuration allows them to carry up to 119 passengers or 30,000 lbs of cargo in a wide range of uses, from transporting workers to a mining project or delivering food and medical supplies to remote villages.
This flexibility is critical in a region where seasonal weather extremes, from Arctic blizzards to muddy thaws, further complicate logistics. The 737-200’s ability to operate in these conditions, combined with its jet speed, offers a significant advantage over slower turboprop aircraft, reducing transit times and increasing efficiency for time-sensitive cargo like perishable goods or urgent machinery parts.
Petroleum tanks ready for transport aboard a Nolinor Aviation Boeing 737-200 | IMAGE: Nolinor Aviation
Unlike newer jets requiring long, paved runways, the 737-200 can access short, rudimentary airstrips carved into the wilderness, often less than 5,000 feet long. This capability has kept the jets in demand for mining companies, government contracts, and community support, where they serve as the primary link to the outside world. For example, Nolinor’s bases in Yellowknife (YZF) and Edmonton (YEG) position its 737-200s to serve the Northwest Territories and Alberta’s resource-rich regions, where gravel runways are standard.
The 737-200’s rugged versatility also appeals to aviation enthusiasts and historians, who marvel at its ability to thrive in environments that would ground modern jets. Yet, this unique role comes with responsibility. Nolinor’s in-house maintenance ensures these aging jets remain airworthy, a task made more critical by their specialized operations.
Loading freight on board a Nolinor Aviation Boeing 737-200 | IMAGE: Nolinor Aviation
Nolinor Looks Forward While Holding On to What Makes It Tick
Artist rendering of a Nolinor Natilus Kona | IMAGE: Nolinor Aviation
Nolinor plans to introduce the eco-friendly, blended-wing Natilus Kona cargo aircraft by the end of the decade, signaling a modernization push. Until then, its 737-200s remain indispensable, connecting Canada’s north with unmatched capability. In fact, the carrier plans to add yet another to the fleet in 2026 to meet demand.
As the largest operator of this iconic jet, Nolinor Aviation preserves a piece of aviation heritage while serving some of the world’s most challenging routes, captivating those who long for the golden age of aviation.
They might be loud, and they’re definitely smoky. But the Boeing 737-200 is one beautiful engineering masterpiece. And it’s good to know they aren’t going anywhere anytime soon–at least at Nolinor Aviation.
The Switchblade Flying Car is back in the headlines, this time for a patent that tackles one of the biggest engineering hurdles in the flying car world.
Redmond, Ore.-based company Samson Sky recently secured its eighth patent, issued 19 November 2025, covering the Switchblade Flying Car’s tail fold and retraction system. In simple terms, the aircraft’s tail and propellers tuck into the body of the vehicle when it is driven on the road.
Why does that matter? Because flying surfaces do not love curbs, shopping carts, or drive-through lanes. And because the insurance industry does not love exposed control surfaces, navigating rush hour traffic. The Switchblade Flying Car’s approach is a mechanical solution to a very real-world problem that every flying car concept eventually has to confront.
How the Switchblade Flying Car Solves the “Where Do You Put the Tail” Problem
Switchblade Flying Car in flight | IMAGE: Samson Sky
I have to admit…we’ve covered several flying car stories over the years here at Avgeekery. But the Switchblade might be the coolest one yet.
Why? Well, most flying car concepts run into the same wall: wings and tails are fantastic in the sky and a nightmare on a tight street. Samson Sky’s answer is a push-button retraction system that lets the Switchblade Flying Car collapse its tail and store it inside the vehicle. The wings also stow internally, which is how the whole machine fits into a standard garage.
Take a look at this incredible feature in the video below:
For anyone who has ever tried to park a Cessna inside a rented storage unit, you understand that this is not a small detail. The Switchblade Flying Car is designed to live in the same spaces as normal vehicles, which is probably the only way a roadable aircraft ever becomes part of daily life instead of a hangar queen.
Performance That Looks Less Like Sci-Fi and More Like an Actual Two-Seat Aircraft
The Switchblade Flying Car in car and plane configurations | IMAGE: Samson Sky
The Switchblade Flying Car is not trying to out-muscle a Cirrus or outrun a Tesla, but the numbers are respectable. It cruises at around 160 mph, has a projected range of roughly 450 to 500 miles, and uses premium auto gas (91 octane) instead of avgas. Maximum driving speed sits north of 100 mph.
What makes the Switchblade Flying Car interesting is not its top-end performance, but rather the hybrid nature of its Skybrid propulsion system. It uses regenerative braking, can apply reverse thrust to keep the vehicle straight on wet runways, and integrates aerodynamic assist for approach and landing. These are features you do not usually see in the light sport or experimental space.
None of this will replace your Bonanza. But as a multi-role personal mobility vehicle, it is far more aircraft than novelty.
Switchblade Flying Car (Limited Edition) interior | IMAGE: Samson Sky
Yes, You Still Have to Build It
IMAGE: Samson Sky
Since the Switchblade Flying Car falls into the Experimental Category, buyers have to build 51 percent of the aircraft. That sounds intimidating on paper, but Samson Sky tries to make it feel more like a guided project than a solo marathon. Owners complete their required portion at the company’s Builder Assist Center, where much of the process is already set up and streamlined. Most people are hands-on for about a week before their Switchblade starts looking less like a kit and more like a real aircraft taking shape.
Switchblade Flying Car cabin interior | IMAGE: Samson Sky
Licensing is pretty simple. You drive it with a regular driver’s license (motorcycle or standard) and fly it with a private pilot certificate. Inside, the Switchblade Flying Car seats two, comes with modern avionics, and brings along safety features you do not usually see in roadable aircraft. There are front and rear crumple zones, roll-over protection, and even a whole-vehicle parachute. It feels more thoughtfully engineered than the usual “trike with wings” prototype. The cockpit has the safety mindset of a road vehicle and the instrumentation of a light airplane.
It aims to be the best of both worlds, not a compromise between them.
Reservations Are High, but That Comes with the Territory
Switchblade Flying Car in flight | IMAGE: Samson Sky
Samson Sky reports nearly 2,700 reservations for the Switchblade Flying Car from more than 50 countries. Reservations are free. Deposits of $500 (USD) lock in delivery positions. Like many emerging aviation concepts, the pre-order numbers appear impressive, although the true test will be the production volume and long-term support.
Pricing starts at around $200,000 for the base version, with premium and custom variants increasing significantly higher (the Switchblade Special Edition starts at $330K, while the Limited Edition – which allows customization – starts at $770K). The company also hints at future special-use models, such as a winterized Snowbird and a rugged Aurora version for short-field operations.
Switchblade Flying Car in road format | IMAGE: Samson Sky
First Flight: Not Just a Hop, but a Full Test Profile
The maiden flight of the Switchblade Flying Car comes in for a landing at Grant County International (MWH) in Moses Lake, Washington | IMAGE: Samson Fly
The Switchblade Flying Car made its official first flight on 5 November 2023 at Grant County International Airport (MWH) in Moses Lake, Washington.
The flight was an actual flight, too…not just a token hop where the machine lifted off the ground for a few seconds. Test pilot Robert Moehle flew a complete six-minute pattern at 500 feet, evaluating control authority, stability on all axes, flap effectiveness, and general handling before returning to land on runway 32R.
Switchblade Flyinc Car first flight | IMAGE: Samson SkySwitchblade Flying Car flying the pattern at MWH | IMAGE: Samson SkySwitchblade Flying Car coming in for landing at MWH | IMAGE: Samson Sky
For a company in the flying car space, which is littered with design mockups and animated renderings, a legitimate test flight is a meaningful step.
The Switchblade Flying Car has moved beyond concept art and into the realm of actual flight testing, which is where a lot of ideas either mature or fall apart.
Watch the footage of the first flight in the video below.
Why the Switchblade Flying Car Matters More Than Its Hype
The Switchblade Flying Car | IMAGE: Samson Sky
Flying cars have been teased for nearly a century and have failed for almost as long. What makes the Switchblade Flying Car notable is not that it promises a Jetsons future. It is that it is grounded in the limitations of real aircraft, real roads, and real users.
Switchblade Flying Car in flight configuration | IMAGE: Samson Sky
It tries to solve the parking problem. The insurance problem. The licensing problem. The runway problem. The infrastructure problem. And while the final product is still evolving, the Switchblade Flying Car is one of the few entries in this space that appears to have been designed with pilots and drivers in mind, rather than venture capital daydreamers.
Whether it becomes a mainstream mobility tool or remains a niche experimental aircraft for enthusiasts, it is pushing the conversation forward in ways the industry has not seen in years.
And that alone earns the Switchblade Flying Car a spot on the AvGeek radar.
Dense fog had settled over Detroit Metropolitan Wayne County Airport (DTW) on the afternoon of 3 December 1990.
The visibility was dropping by the minute, and the airport surface had become a maze of blurred centerlines, indistinct taxiway edges, and half-invisible signage. Inside that haze, two Northwest Airlines jets found themselves on the same runway without ever seeing each other until it was far too late.
What happened that December afternoon at DTW remains one of the most studied runway incursions in modern aviation.
Two Flights Departing Detroit, Two Very Different Situations
The aircraft involved in the DTW runway collision involving Northwest Flight 1482 and Flight 299: A McDonnell Douglas DC-9 (reg. N3313L) and Boeing 727-251 Adv. (reg. N278US)
Northwest Flight 1482 was a McDonnell Douglas DC-9-14 (reg. N3313L) operating from DTW to Greater Pittsburgh Airport (PIT), which is now Pittsburgh International Airport. The aircraft pushed back from Gate C18 at approximately 1335 local time and was cleared to taxi to Runway 03C via Taxiway Oscar 6, Taxiway Foxtrot, and Taxiway X-Ray.
The assignment was clear. The environment around them was not.
Oscar 6 sat in an area of the field where markings were already faded, even in good weather. Additionally, visibility had dropped to roughly one-quarter of a mile (something not reflected in ATIS information until minutes before the collision). The temperature was 41 degrees (F) and rising.
The crew struggled to identify their correct turn. They taxied past Oscar 6 without realizing it and entered the outer taxiway instead. Ground control saw the mistake on the airport diagram and redirected them toward Oscar 4, with instructions to join X-Ray.
Inside the cockpit, the crew worked to interpret the signs they could barely see. They believed they had found X-Ray. In reality, they had not. Their next turn placed them directly onto Runway 03C, very near the intersection with Runway 09/27. They had entered active pavement at one of the busiest and most complex points on the field in conditions that erased nearly all visual cues.
When the captain realized they were no longer on a taxiway, he stopped the airplane near the left edge of Runway 03C and called ground control. He reported that the aircraft was “stuck.” The fog outside the windows was so thick that neither pilot could orient themselves with confidence. The controller instructed them to leave the runway immediately. There was no time to do so.
Only a few seconds remained.
Meanwhile, a Boeing 727 Begins Its Takeoff Roll
Image from “Air Crash Investigation” showing Northwest Flight 299, a Boeing 727, on its takeoff roll | IMAGE: Air Crash Investigation/Smithsonian Channel Aviation Nation
Northwest Flight 299, a Boeing 727-251 (reg. N278US), was preparing for departure from DTW to Memphis International Airport (MEM). The aircraft had been cleared to Runway 03C as well. The crew had also noticed that the visibility seemed worse than the 0.75 miles reported via ATIS. They even remarked on it. The numbers did not match what they were seeing through the windshield, but the ATIS had not been updated. Their takeoff clearance remained valid.
Captain Robert Ouellette positioned the aircraft on the runway and completed the final items on the before takeoff checklist. Once everything was in order, he advanced the throttles, and the Boeing 727 began accelerating through the fog. They were passing through more than 100 knots, committed to the takeoff, when a silhouette materialized through the murk ahead of them.
It was the DC-9.
Image from “Air Crash Investigation” depicting Northwest Flight 299 approaching Flight 1482 | IMAGE: Air Crash Investigation/Smithsonian Channel Aviation Nation
Ouellette attempted to swerve left when the aircraft appeared, but there was simply no room and no time. The right wing of the Boeing 727 struck the right side of the DC-9’s fuselage just below the passenger windows. In the same motion, the impact sheared away the DC-9’s number two engine. The smaller aircraft ignited almost immediately as fuel and debris sprayed across the scene.
Inside the Boeing 727, the crew safely brought the aircraft to a complete stop on the remaining runway using maximum braking. Once stopped, the captain shut down all three engines, confirmed there was no immediate danger of fire, and directed the passengers to deplane through the rear airstair.
All 154 people aboard Flight 299 survived without injury.
Inside the DC-9: Fire, Smoke, and an Evacuation with Critical Failures
The hull of Northwest Flight 1482, a Douglas DC-9, still smoldering after the collision | IMAGE: Bureau of Aircraft Accidents Archives
The collision destroyed much of the right side of Northwest Airlines Flight 1482. Fire spread rapidly through the cabin. The usable escape routes were limited. The pilots exited through the left sliding cockpit window. The remaining survivors fought through heat and smoke to reach the left overwing exit or the left main boarding door. Eighteen passengers escaped through the left overwing exit. Thirteen escaped through the left main door. Four others jumped from the right service door before flames overtook that area.
DTW Fire Rescue teams check the wreckage of Northwest Flight 1482 | IMAGE: Bureau of Aircraft Accidents Archives
An investigator examines Engine Number Two of the DC-9, which was ripped off of Northwest Flight 1482 | IMAGE: Bureau of Aircraft Accidents Archives
One of the most tragic failures occurred at the tail. The DC-9 tailcone contains a built-in evacuation exit that can be released from inside the aircraft. The release mechanism had been improperly rigged. When passengers and a flight attendant attempted to use it, they were unable to release the exit. Both the flight attendant and one passenger succumbed to the smoke and toxic fumes in their attempt to open the tailcone exit.
In total, eight people aboard the DC-9 were killed, and ten were seriously injured. Thirty-six survived.
The Human Factors Behind the Taxi Error
The NTSB found that the cockpit dynamic on Flight 1482 played a major role in setting up the sequence of errors. The captain had just returned from a six-year medical leave and was still adjusting to new manuals, procedures, and a different airline culture resulting from the mergers that had occurred during his absence. He had not yet attended Crew Resource Management (CRM) training because Northwest Airlines did not have a program in place at the time, unlike other carriers.
The first officer, hired only seven months earlier, projected a strong sense of confidence. He made several claims about his background that were later found to be exaggerated. He implied that he was highly familiar with DTW operations when, in fact, he was not. The captain accepted those claims at face value. The result was an unintended shift in cockpit authority. The NTSB described it as a near-complete reversal of roles. Instead of leading, the captain relied heavily on the first officer and deferred judgment in situations where he should have asserted command.
That imbalance left the crew uncoordinated during one of the most unforgiving taxi environments in the country that day. Confusing airfield signage and diminishing visibility only magnified the consequences.
Air Traffic Control and Airport Infrastructure Shortfalls
Wreckage of Northwest Flight 1482
The NTSB also identified several institutional and environmental factors that contributed to the conditions that led to the accident.
Surface markings and signage at DTW were woefully inadequate. Many markings were faded and difficult to see, even in clear weather. The signage at the intersections near Oscar 4 and Foxtrot created opportunities for misinterpretation. Lighting systems were also insufficient for the prevailing conditions.
Visibility reporting in the tower was inaccurate. An off-duty controller correctly noted that visibility was closer to one-eighth of a mile, but the on-duty controller did not update the official report. This had direct influence on the Boeing 727 crew, who relied on the published visibility to justify continuing the takeoff (visibility mins for a Runway 03C departure was a quarter mile).
Ground control did not provide progressive taxi instructions even after it became clear that the DC-9 crew was uncertain of their position. By the time the tower realized that Flight 1482 was actually stopped on Runway 03C, the Boeing 727 had already been cleared for takeoff for nearly a full minute. The tower controller believed that Flight 299 had already lifted off. The assumption proved to be incorrect and proved critical.
The FAA had not corrected deficiencies on the airport surface, despite the fact that DTW’s taxiway network was notoriously complex and had a history of confusing signage.
The Collision Sequence in Detail
The sequence of events, as depicted in the final NTSB report for Northwest Flight 1482 and Flight 299 collision | IMAGE: NTSB
The final moments unfolded quickly. The DC-9 crew, still uncertain about their exact position, edged slightly forward while discussing their surroundings. The first officer mistakenly reported that they were holding short of Runway 09/27. The captain doubted this, but the fog was so heavy that they were effectively navigating blind.
“It looks like it’s going zero zero out here,” FO James Schifferns said at one point. Later, he added, “Man, I can’t see shit out here.”
It looks like it’s going zero zero out here.
Northwest Flight 1482 FO James Schifferns
Flight 1482 was in a very precarious situation.
Ground control instructed them to exit the runway immediately. The DC-9 remained partially on the runway as the captain steered left in an attempt to find pavement that seemed safer. At that same moment, Flight 299 was accelerating toward them.
When the Boeing 727 appeared through the fog, the DC-9 crew had almost no time to react. The impact on the 727’s right wing tore open the DC-9’s fuselage, ripped off an engine, and left the aircraft engulfed in flames as it spun slightly from the force of the collision. The fire spread so quickly that first responders arriving moments later could do little but attack the flames from the exterior.
Northwest Flight 299 stopped on the runway after the collision with Flight 1482 | IMAGE: AP
What the Industry Learned and Why It Matters
The accident prompted significant changes across multiple layers of aviation operations.
CRM became standardized. Northwest Airlines and many other carriers expanded CRM training to address authority gradients, communication breakdowns, and decision-making problems before they led to accidents.
Progressive taxi procedures became more widely used in low-visibility conditions. Controllers today are far more proactive in guiding aircraft step by step when crews report uncertainty.
Airport signage, lighting, and surface markings were improved not only at DTW but across the United States. Modern airports use clearer signage, more consistent lighting cues, and improved layout logic.
Runway incursion awareness training increased. The industry recognized that most surface accidents arise not from a single mistake but from a chain of minor misjudgments that accumulate into dangerous situations.
The importance of stopping the aircraft when uncertain became a central teaching point. Had Flight 1482 set the parking brake and waited for instructions the moment they realized they were lost, the collision might never have occurred.
A Foggy Afternoon That Still Teaches Today
The burned out hull of Northwest Flight 1482 | IMAGE: Bureau of Aircraft Accidents Archives
The story of Northwest Airlines Flights 1482 and 299 is not only the story of a collision. It is the story of how quickly small deviations can snowball when weather is poor, communication falters, infrastructure lags behind, and cockpit roles become blurred.
Each link in the chain matters.
Unfortunately, for the lives lost at DTW on 3 December 1990, it would be a lesson learned far too late.
ATC recording of the collision of Northwest Flight 1482 and Flight 299
Airbus faces a fresh challenge as a new metal panel issue emerges, coming on the heels of its largest-ever mass grounding caused by a recent software problem.
Airbus has confirmed that up to 628 A320 family aircraft may require inspections due to a newly discovered supplier quality issue involving metal fuselage panels. The company says the issue is contained, does not affect flight safety, and is expected to impact only a small percentage of aircraft.
Still, the timing piles on the manufacturers’ woes as it navigates its most turbulent week in years. It doesn’t help that this is occurring in the midst of the busy holiday travel period, either.
That Was Quick: The Airbus Software Issue is Mostly Resolved
IMAGE: Airbus
The software issue that triggered the grounding of approximately 6,000 A320 family aircraft was the result of an incident involving JetBlue Flight 1230, an A320 flying from Cancún International Airport (CUN) to Newark Liberty International Airport (EWR) on 30 October 30. While at cruise, the jet experienced a sudden drop in altitude. The pilots diverted to Tampa International (TPA), where fifteen passengers were evaluated for injuries.
In the days that followed, engineers dug into the data and found something unusual. Intense solar radiation, like the bursts produced by solar flares, could corrupt the information feeding the A320’s flight control computers on certain software versions.
In response, Airbus issued a sweeping alert instructing operators to install an earlier, stable version of the software before their next flight. The order spanned nearly half of the global A320 family fleet, totalling more than 6,000 aircraft. Airlines worldwide scrambled to locate which software versions their jets carried, a process complicated by reporting lags that meant Airbus did not have real-time insight into every jet’s configuration.
The fix itself involved uploading the older software using a portable data loader brought into the cockpit. The process generally took a few hours per aircraft, although some older jets required more thorough checks and may eventually require full computer replacements. Even so, the disruption was far smaller than many feared.
Major European airlines, such as EasyJet and Wizz Air, reported no cancellations. JetBlue had nearly its entire fleet back in service within days. By Monday, 1 December, fewer than 100 aircraft still needed work, and most of those were awaiting maintenance slots or components. American Airlines, which had 209 aircraft affected by the issue, had all planes back in service by the time the post-Thanksgiving rush of travelers headed home over the weekend.
Airbus CEO Guillaume Faury publicly apologized for the disruption, an unusually direct tone that analysts say reflects a new willingness across the industry to address safety concerns swiftly and openly.
I want to sincerely apologise to our airline customers and passengers who are impacted now. But we consider that nothing is more important than safety when people fly on one of our Airbus aircraft, like millions do every day.
Guillaume Faury | Airbus CEO
“I want to sincerely apologise to our airline customers and passengers who are impacted now,” Faury said last week as the crisis unfolded. “But we consider that nothing is more important than safety when people fly on one of our Airbus aircraft, like millions do every day.”
Lessons from the Boeing 737 MAX era continue to shape how manufacturers communicate, escalate, and resolve technical issues.
A New Quality Issue Emerges: Up to 628 Jets Need Panel Checks
Airbus Final Assembly Line | IMAGE: Airbus
Just as the software emergency reached its end, Airbus notified operators of a separate issue involving metal fuselage panels on some A320 family aircraft. The company is taking what it describes as a conservative approach by inspecting every aircraft that could theoretically contain the affected components.
The company told Agence France-Presse (AFP) on Tuesday, 2 December, that up to 628 aircraft worldwide fall under the initial scope of its inspections. Airbus stressed that this figure represents the total number of aircraft that could theoretically have the issue, not the number confirmed to be affected.
✈️ European plane-maker Airbus said it has detected a "quality issue" affecting metal panels on its popular A320 passenger jet but the problem was "contained". ➡️ https://t.co/J85jDR4hFLpic.twitter.com/ASXIwqiYLY
According to Airbus, the issue involves metal panels located at the front of the aircraft. In some cases, panels supplied by an external manufacturer were found to be either too thick or too thin. The company emphasized that the issue does not compromise flight safety and that inspections are the only means to determine which aircraft, if any, require rework. The source of the quality problem has been identified and contained. All newly produced panels now meet specifications.
The latest guidance suggests that 168 aircraft already in service are among those requiring inspection. It remains unclear how many aircraft will ultimately require panel replacement or repairs, as well as how long those repairs could take.
Several airlines have begun responding.
• Delta Air Lines told the BBC that its teams completed the required checks and that there has been no operational impact. Fewer than 50 of its A321neo aircraft fall under the inspection scope.
• Lufthansa Group, including SWISS, ITA Airways, and Eurowings, said 11 recently delivered aircraft require inspections. The company stressed that safety is guaranteed at all times.
• Korean Air is awaiting additional information to determine whether any of its aircraft are affected.
• Major carriers in Europe and the United States, including British Airways and American Airlines, have been contacted but have not yet publicly detailed their inspection counts.
The error in panel thickness does not compromise structural integrity or safety, according to Airbus.
Delivery Forecast Cut as Inspections Begin
IMAGE: Airbus
The fuselage panel issue has already impacted Airbus production and delivery workflows, forcing the manufacturer to revise year-end delivery targets downward.
On Wednesday, 3 December, Airbus announced that it has reduced its delivery target for 2025 to 790 commercial aircraft, down from its original target of 820. The revision represents a 3.7 percent reduction.
Airbus did not specify whether delivery targets for 2026 will also be affected. The company confirmed that its financial guidance remains unchanged.
The inspections are being folded into existing maintenance programs whenever possible. Most aircraft will be cleared quickly, with only a fraction likely to need rework. Airbus has emphasized that flights can continue unless an aircraft is identified as requiring immediate action.
What It All Means for the World’s Best-Selling Jet
Airbus FAL in Mobile, Alabama | IMAGE: Airbus
The A320 family is the backbone of modern commercial aviation. It shows up in nearly every major airline’s fleet, racks up thousands of flights a day, and has quietly become the best-selling jetliner in the world. Airbus has delivered 12,257 of them, which now puts the A320 just ahead of the Boeing 737 in the long-running contest of who builds the world’s favorite single-aisle aircraft.
The last ten days have forced Airbus to move fast and communicate even faster. First came the software directive that grounded thousands of aircraft almost overnight. Then came the realization that a batch of fuselage panels deserved a closer look. It has been a stress test of engineering, logistics, and messaging, and one that Airbus is still working through.
Airlines, for the most part, are taking the news in stride. Regulators seem comfortable with the information they are getting. The scramble to update the software is nearly wrapped up worldwide. The panel inspections are narrowing each day as mechanics work through the list. Even with the new delivery forecast trimmed, day-to-day operations for most carriers look steady.
For travelers, the experience should feel normal. While the problems could have caused bottlenecks and backups galore, they actually did anything but.
The A320 continues to fly its schedules while technicians check a small set of panels near the front of the fuselage. The aircraft is safe, and the fixes are manageable. After a chaotic stretch, Airbus is trying to steady the story ahead of the busy Christmas rush and get the world’s most popular narrowbody back to business as usual.
Somewhere in Seattle, Boeing is exhaling just a little, grateful that the spotlight has shifted eastward for a change. Pure speculation on my part, but you get the idea.
JSX ATR 42 service is set to reshape how the public charter carrier reaches underserved airports. Is this the start of a turboprop comeback in the United States?
In an era when turboprops have all but disappeared from the US commercial landscape, JSX is doing something some might have questioned just a few years ago.
The semi-private, “hop-on” carrier has taken delivery of its very first ATR 42, a move that instantly turns heads and raises a deliciously retro question: is JSX about to spark a turboprop revival in a country that fell hard for regional jets and never looked back?
The timing is just as intriguing as the aircraft itself. JSX plans to launch its first ATR service from the legendary Santa Monica Airport (SMO), a storied general aviation field with roots that run deep into American aviation history, even as it marches toward its scheduled closure in 2028. The move is equal parts audacity, nostalgia, and strategic opportunism. It certainly has created plenty of controversy, to which JSX is no stranger.
A Pink Unicorn Lands in Dallas
A JSX ATR 42 on approach | IMAGE: ATR
JSX took delivery of its first-ever turboprop on 13 November 2025. The ATR 42-600, registered as N408SV, touched down at the company’s Dallas headquarters at Love Field (DAL) after a ferry flight from Bar River Airport (YBE) in Ontario, with stops at Sault Ste. Marie Municipal Airport (ANJ) in Michigan, and Oklahoma City’s Will Rogers International Airport (OKC). The aircraft is the first of two ATR 42s the carrier will acquire by the end of 2025, with two more leased examples arriving in early 2026.
JSX ATR 42 exterior | IMAGE: ATR
For most avgeeks, the registration should ring a bell. The aircraft previously flew for Silver Airways, delivered new to the now-defunct Florida-based carrier, in December 2021, and configured for 46 passengers. After being withdrawn from use in February 2025, the ATR sat dormant in storage until JSX swooped in. Now the aircraft has been retrofitted with 30 business-class-style seats and ATR’s HighLine interiors, bringing its cabin experience in line with the premium vibe JSX is known for.
Owned by lessor TrueNoord, the aircraft will eventually become N400JX.
Why Turboprops, and Why Now?
An ATR 42-600 on approach | IMAGE: ATR
Because JSX has its eyes on airports most travelers never get to use.
According to the company, the ATRs unlock access to more than 1,000 airports across the United States, many of which currently serve private aviation only. This fits neatly into JSX’s niche as a Part 380 public charter operator flying under Part 135 rules, allowing it to offer scheduled flights from private terminals with an experience that feels semi-private.
Alex Wilcox, JSX Chief Executive Officer, put it this way. “The ATR 600 series will bring over 1,000 new airports into reach for JSX, expanding access to reliable public charter flights across the great United States. Many of these airports were, until now, reserved only for those who had the means to fly private. I am confident that our Customers will love the ATR product, not just for the variety of new routes it allows JSX to operate, but also for its quiet cabin and comfortable seating.”
JSX has bigger plans, too. At the 2025 Paris Air Show, the company signed a letter of intent (LOI) for up to 25 ATRs, including 15 firm and 10 options. These could be ATR 42-600s or ATR 72-600s, all configured with 30 seats.
The economics sweeten the deal even more. Turboprops burn roughly half the fuel of JSX’s Embraer jets and are about 30 percent cheaper to operate. For a carrier that already runs 50 ERJs, including ERJ-135s and ERJ-145s, the savings are significant.
With Horizon Air retiring the Dash 8-Q400 in 2023 and Silver Airways collapsing in 2025, turboprops have nearly vanished from the national stage. JSX is bringing them back, and doing it with style.
Santa Monica Airport Gets a New Chapter… For Now
Promotional poster announcing JSX ATR 42 service to Santa Monica (SOM) | IMAGE: JSX
JSX’s first ATR route is set to begin on 19 December 2025 between Santa Monica Airport and Las Vegas. SMO will get a single daily departure at 1730 local time, landing in LAS at 1845. The return leaves LAS at 1145 and arrives back at SMO at 1300.
Marketed as a premium, stress-free alternative to the chaos of LAX, JSX is offering one way fares as low as $149, including taxes, cocktails, snacks, and two checked bags. That even covers golf clubs and skis, as well as planeside retrieval, which is part of the JSX appeal.
The real twist is the airport itself. Santa Monica has one of the richest aviation histories in the nation. It is among America’s oldest airports, the former home of Douglas Aircraft, birthplace of every piston-powered DC airliner, and once the busiest single-runway airport on Earth. Howard Hughes, Amelia Earhart, Wiley Post, and Wallace Beery all called it home. The first Powder Puff Derby launched from its field. It opened on 15 April 1923 and has been a general aviation legend ever since.
But the runway is shorter now. In 2017, the city cut it from 4,925 feet to 3,500 feet due to tensions with nearby residents. The airport is officially scheduled to close on 31 December 2028, ending a battle that dragged on for seven decades. Santa Monica city officials remain adamant that nothing about JSX changes that timeline.
Promotional poster announcing JSX ATR 42 service to Santa Monica (SOM) | IMAGE: JSX
“Santa Monica Airport will close at the end of 2028, and nothing about this process with JSX Air changes that fact,” said City Manager Oliver Chi.
Santa Monica Airport will close at the end of 2028, and nothing about this process with JSX Air changes that fact.
Oliver Chi | Santa Monica City Manager
Commercial airlines are barred from operating there, but this is where JSX’s clever structure comes into play. JSX is not classified as a Part 121 airline. Its public charter model gives it access while staying within the FAA’s rules. Critics have already filed lawsuits to stop the service before it starts, though JSX argues that the ATR’s quiet operation directly addresses long-standing noise concerns.
SMO’s days are numbered, but JSX appears determined to give it one last act.
What JSX Brings to the Table
JSX ATR 42 | IMAGE: ATR
JSX is not your typical operator. Since launching in 2016 with flights between Burbank and Concord, the carrier has built a strong following for its streamlined, semi-private “hop-on” experience. It goes out of its way to ensure it is not called an “airline.”
Travelers can check in just 20 minutes before departure, skip long lines, use private terminals, enjoy bright 30-seat cabins with business class legroom, bring two checked bags at no charge, and retrieve them planeside within minutes of landing. Free cocktails help too.
The carrier was also the global launch customer for SpaceX’s Starlink inflight Wi-Fi and has offered it free since 2023. The ATRs are scheduled to receive Starlink capability in early 2026.
With up to 140 daily flights to 27 destinations across the Southwest, Mountain West, Texas, Florida, New York, and Mexico, JSX has carved out a space few competitors dare to enter.
In 2019, we profiled the carrier back in its JetSuiteX days, asking the question, “Will it last?” Well, not only has it lasted, it is thriving. In fact, the company reached another milestone earlier this year when it took delivery of its 50th Embraer jet.
Will America Warm Back Up to the Turboprop?
JSX ATR 42 | IMAGE: ATR
That is the big question. For many travelers, turboprops evoke memories of rattling ATRs, Dash 8s, and Saab 340s from the 1980s, 1990s, and early 2000s. But the ATR 42-600 is a different machine. It is quieter. It is smoother. It burns less fuel. And in JSX’s hands, it is dressed like a private jet.
JSX hopes that airports like Telluride Regional Airport (TEX) in Colorado and Truckee Tahoe Airport (TKF) in California, both underserved and altitude-challenged, will benefit from what turboprops do best: short runways, steep terrain, and high elevation performance. TKF is a perfect example of the type of airport JSX has its sights set on – underserved and void of any commercial service whatsoever.
Will customers embrace it? Will the turboprop mount a comeback? Or will JSX stand alone as a modern operator in a jet-obsessed market?
We will find out starting in December when the first SMO-LAS flights take wing.
One thing is certain. JSX is once again zigging where the rest of the industry zags, and that is exactly what makes this carrier fascinating to watch.
