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A Pilot Recounts Flying On September 11th, 2001

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Every person has a story of where they were and what they were doing on September 11th, 2001. It was a tragic day that we all remember and still reflect on each anniversary. Robert Burton was a pilot flying transatlantic on a Boeing 767 inbound to New York’s JFK International Airport. Here is his story:


Twenty-one years ago today, I was flying a Delta B-767 from Madrid to New York John F. Kennedy Airport.

The flight had three pilots on board, so each of the pilots took about a 3-hour break as we flew west bound.

It was the captain’s turn to take a break, I was a co-pilot and it was my leg meaning I was the pilot flying that day. I used an airplane system that’s kind of like a teletype to find out what the weather was at JFK, to start thinking about which runway I wanted to land on.

JFK Was Closed

The machine said that the weather at JFK that day was “clear and a million” meaning it was a beautiful day with no weather issues, but Kennedy was closed.

It was very odd for a major US airport such as Kennedy to just be closed, so I turned to the other co-pilot who was occupying the captain’s seat at the moment and wondered out loud “What’s going on at Kennedy?”

He responded theorizing that an airplane must have crashed which would have triggered the runways to be closed.

I tuned a radio frequency that all the airplanes flying over the North Atlantic use to communicate with each other and asked if anybody knew what was going on at Kennedy.

A British Airways pilot with a very precise English accent said, “Yeah mate, you need to check the BBC on 11095 upper,” which is a long range radio frequency.

So I tuned that radio up to the BBC to hear the announcer say, very excitedly, words that still send chills up and down my spine…..

“America under attack, World Trade Centers down, Pentagon hit.”

I quickly turned the other co-pilot and said dryly, “Wake the captain up.”

Until that moment, we had heard nothing of the attacks on the American Homeland, our Homeland.

Captain gets to the cockpit sleepy eyed and I told him what we knew, which was almost nothing.

A few moments later, we get a cryptic message from Delta telling us to secure the cockpit, with no explanation why. We came to learn later that they were afraid of more airplanes being hijacked.

We made contact with Gander Center on a short range radio, checked in, and started trying to get in touch with Delta on the same machine I had used to get the initial report of JFK’s closing

Quickly thereafter, a very calm and very professional sounding Canadian controller announces to all the aircraft on the frequency, “Gentlemen, the US authorities have closed all American Air Space. Tell me what you want to do.”

The Captain was an experienced former Navy pilot and knew his options without having to consult the books, but we did want to get in contact with our Delta dispatcher for his thoughts.

I’m not sure of the exact timing, but assuming that the general “Land Now” decision had been made by the FAA and broadcast by Air Traffic Control, I’m sure dispatch was flat out overwhelmed.

We were thinking Gander, or Saint John’s, with some thought about going to Bermuda as we had flown a southern route and Bermuda was closest.

The Captain ruled out Bermuda because it had such limited runways and ramp space. He decided on St John’s as it was closer than Gander.

Dispatch finally got back to stating the obvious that they were overwhelmed and that St John’s was a good divert station.

I started setting up for the approach, putting all thoughts about anything else so that I could concentrate on getting us on the ground safely.

It is a common psychological technique for pilots to put things in their heads away until they have time to think about them.

Pilots have all the same issues anyone else has: marriage, money, and children issues, but we sometimes don’t have the luxury to be able to think about those issues at the present moment. They go into a box not to be unlocked until the present task at hand is complete.

September 11th Memorial in New York
Never forget. Photo by: Kai Brinker / CC BY-SA (https://creativecommons.org/licenses/by-sa/2.0)

I’m descending fast, speed brakes out, and then we just landed like we had done hundreds of times before. And then enormous relief spread over me that lasted about a millisecond. I thought about my wife and children and wondered what they knew, if they were safe. Then, I thought about my sister and her husband, who worked in one of the towers.

St. Johns Was Filling Up With US-Bound Aircraft

The passenger terminal was full of airplanes that had gotten there before us. We had a long taxi to the freight ramp and ended up the first airplane on the throat of the runway that we had just landed on.

Once the engines were shut down, the Captain got on the PA and told the passengers that we had to divert because of something happening in America. We had so little information and didn’t want anyone to panic.

I called my wife and found out she had gotten my children. Before she got them, all they knew was that dad was in New York flying and that airplanes had crashed there. I’ll have to ask them if they knew early on if Delta was spared that day or if they knew that the airplanes were B-767’s, which I was flying at that time.

I then called to check on my sister and her husband. She told me that Lyman had led a group out of the second tower hit.

Years later, he died of brain cancer possibly caused by his inhalation of all the pollutants from the oil fires Sadam lit off when the Kuwait War was about over. He was a Navy Captain, and I retired an Air Force Colonel.

We had a friendly competition over the years to see who could get promoted first and we both volunteered at various times to deploy to the sandbox in the effort against Sadam, Al Queda, Isis and all the other nastiness in the Gulf.

Over the next ten hours or so, we watched every kind of airplane from every country and airline land at St John’s.

At some point, the airport authorities directed that we all start our engines and taxied closer to each other so that the airport could accommodate more airplanes.

Finally, a short runway was closed, and more airplanes were parked there.

The Canadians had obviously never encountered anything like this, and we were all making it up as we went.

There was a real concern that all the terrorist activities were not over and that bombs were still on airplanes.

The Captain was finally allowed off the airplane to get some information. I went back to talk to the passengers and calm things.

People were craving information. They lucky ones had cell phones to call their loved ones. One couple had a battery-powered short wave radio.

Finally Allowed To Depart

It’s been awhile, but I think it was over twenty-hour hours from takeoff to when we finally off the airplane. The airport authorities decided the best way to get the passengers off the airplane was the total number of passengers aboard. Since we had a fairly light load, we were one of the last airplanes to deplane.

We were transported separately from the passengers. Everyone had to go identify their bags and then wait while the luggage was thoroughly searched.

The people of Newfoundland, or Newfies, were unbelievably kind to us and our passengers. Someone, maybe Delta Air Lines, had found rooms for us at a golf club two hours from St John’s. I remember a large crew cramming into two cabs with all our luggage driving at night to the hotel.

It was six nights before we could leave St John’s. I think we and the whole country went into a depressed state. I remember the film of the towers being played nonstop till someone finally said, “Just turn the damned thing off.”

No one was partying, but when the crew would meet at night, a bottle would show up, and no one would leave until it was all gone.


Robert Burton is a retired Air Force Reserve KC-10 Instructor Pilot. Today, he is a Boeing 737 captain at Delta Air Lines nearing Retirement. Robert will continue to fly as a charter pilot post retirement. He lives in Rock Hill, SC.

Israel Bans Quadjets: Is this the Future?

On 31 March 2023, the end of an era arrives in Israel when a ban on four-engine aircraft takes effect in the country, the Israel Airports Authority (IAA) announced Thursday. 

IAA officials have asked that the airlines of Ben Gurion Airport (TLV) – Israel’s main international airport, located 12 miles southeast of Tel Aviv – begin preparing now for the impending ban.  

Currently, no passenger airlines utilize quadjets for service to Israel (El-Al retired its fleet of 747s in November 2019). Boeing 747 freighters still make an occasional appearance at TLV.

The ban will prevent any future Boeing 747, Airbus A340, or Airbus A380 service to the country. However, Israel’s National Aviation Administration says it will grant waivers in “exceptional cases.” 

Why is Israel Banning Quadjets? 

Ben Gurion Airport
By Chris Hoare – Overflying Ben Gurion Airport, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=48223598

According to IAA officials, the extraordinary directive is part of the authority’s sustainability plan “to improve the environmental climate and reduce aircraft noise in the communities affected by the airport’s operations.” 

The impending ban could affect Emirates’ expansion plans at TLV. As reported by travel blog site DansDeals, rumors of an Emirates upgauge on its twice-daily Dubai-Tel Aviv route could be put to rest by the ban. Emirates currently serves TLV with the 777-300ER. 

But does a ban on quadjets really help sustainability efforts? And will this be a trend in the years to come at airports around the world? 

For now, IAA CEO Hagi Topolansky thinks a ban will benefit Israel in the long-run. 

“An element of improving service is also the ability to improve the environmental climate,” said Topolansky. “The increase in passenger and aircraft traffic in the airport is an environmental challenge. I intend to lead the aviation world in environmental quality and sustainability. Stopping the landing of four-engine planes in Israel is the first step in a broader plan that is being formulated.” 

Will Other Countries Follow Israel’s Lead?

Ben Gurion Airport (TLV)
Ben Gurion Airport (TLV) | IMAGE: @bengurionairport on Instagram

Israel’s national airline EL AL brought the Boeing 747 to Israel for the first time in 1971. Today, EL AL no longer operates the 747 and only a few cargo carriers occasionally bring in quadjets to TLV.

But Israel is far from the only country where spotting a quadjet is becoming less common. In an age where the chances of seeing a four-engine plane in the wild are rapidly diminishing, one could argue that Israel’s impending ban on four-engine aircraft is more bark than bite.

It will be interesting to see whether any other countries institute a similar plan in the name of environmental sustainability. 

Ten Reasons Why We Will Miss American Airlines MD-80 (And Three Reasons Why We Won’t)

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American Airlines officially retired their McDonnell Douglas MD-80s on 4 September 2019. They had a pretty incredible run. They flew in the iconic red, white, blue, and silver livery for over 36 years. At one time, American had 370 aircraft in the fleet. Towards the end, fewer than 30 were flying daily. The MD-80, affectionately known as the Mad Dog, is a plane like no other. It elicited a ton of emotion from avgeeks who either love the plane or despise it. Below are ten reasons why we’ll miss the ‘ole Mad Dog.

10.) Plush cushy seats, even in coach

Cabin of the MD-80.
Sure those seats might be old, but they are cush!

The American MD-80 seats were some of the last in the industry to have those big cushy seats. Sure they were old seats, and had about 30 years of farts in the cushions. But some of the modern seats in more modern jets are like sitting on a subway seat, just with less legroom. Our backs will miss the extra cushion.

9.) Plenty of space in the bathrooms

When trying to go to the bathroom in the newer planes like the A321NEO, it can be like trying to play Twister. But the MD-80s bathrooms are like palaces in comparison. They feature full size sinks and enough room that you can actually turn around to sit.

8.) The two by three seating

While it sounds like a 1980s marketing gimmick by McDonnell Douglas, it rang true. The MD-80s had significantly less middle seats than comparable 737s and A320s. It meant that there was a decent chance of only having one seat mate next to you.

7.) Near silence up front on departure

MD-80 at the airport terminal.

It’s almost eerie how quiet it is upfront on takeoff. With the exception of some bleed air noise and the sound of the tires on the pavement, it is quiet. That near silence is made possible by the engines almost 80 feet behind you and mounted on the tail. On departure, the pilots would rotate the aircraft up to 15 degrees nose high. With such little ambient noise, first class passengers were treated to a flying experience that actually felt a bit like a bird flying (really fast).

6.) The rear exit door

[youtube id=”JM05Qe4RUy4″ width=”800″ height=”454″ position=”left”]

Although it was rarely used, the tail exit is a throwback to a different era. The tail was quite versatile. It served as a servicing door, alternative passenger entrance/exit, emergency exit, and a tail stand. On the rare opportunity to exit out the back, you had the opportunity to see the cables connecting the tail to the cockpit and those beautiful JT-8Ds up close. Like so many other things in the MD80, it was quirky but we loved it.

5.) First Class La-Z-Boys

lazyboymd80

The first class seats featured 38” of legroom and enough leather on them to make PETA protest. They were comfortable and luxurious. You felt like a bigwig every time you scored an upgrade on a flight from DFW to Tulsa.

4.) Twenty first class seats

Speaking of first class, we loved how many first class seats there actually were. When you flew an MD-80 there was always a decent chance to score an upgrade because 15% of the overall seats were those plush laz-yboy seats. By comparison the A319s that are replacing the MD80s only have 12 first class seats. That’s 40% less chance of an upgrade.

3.) The Mad Dog smell

We realize that this might prove to be a bit controversial. Some people probably think that the MD-80s smell bad but we love it. It’s a distinctive smell, kind of like a mix of hydraulic fluid, JetA, and your grandma’s basement. Some mechanics say that it is most noticeable when a bleed air sock needs to be replaced. Whatever it is, it smells like a real airplane. We love it.

2.) A ‘real’ pilot’s cockpit

IMG 3071

The MD-80 is the last major airliner flying around without a full glass cockpit. The MD-80 featured a very 1980s hybrid of round dials and digital buttons that really just mapped to analog functions. The flight controls themselves are all cable and pulley. The controls are quirky too and ‘bitching Betty’ would squawk ‘stabilizer motion’ to pilots all day long. Yet we loved the McDonnell Douglas built bird.

MD-80 at the airport.

1.) That beautiful silver bird livery

American’s silver livery looked fantastic on the MD-80. It was smart, timeless, and sophisticated. The maintenance teams up at Tulsa would buff the skin of the jets so shiny that you could see your face when you boarded. With the exception of the single 737-800 in the ‘heritage’ livery, the Silverbird livery from the 1960s will now disappear as the MD80s fly west to Roswell for retirement.

Three reasons we won’t miss the MD-80:

3.) Outdated passenger cabin

Interior of the MD-80.

In this era of ultra modern passenger cabins, the Mad Dog’s shab interior is pretty spartan. It isn’t very visually appealing. There aren’t swooping arched ceilings or luggage bins so big that you could fit a small truck in them. The cabin is functional but decidedly more Atari than Playstation 4. Millennials had minimal entertainment options. While the American cabins had Gogo WiFi, it was ridiculously slow and often stopped working mid-flight.

2.) Smelly bathrooms

poop

The MD-80 lacked a vacuum toilet system. When you flushed, it was just a bunch of blue juice that swirled around with nothing to evacuate the stink of the surrounding air. While most MD80 flights were less than three hours, someone always had to violate the code and take a dump in the plane. If you were seated anywhere near the bathroom, you had the pleasure of smelling their funk.

1.) So painfully loud, especially in the last 3 rows

In addition to the smell near the back of the jet, many passengers would complain about how loud the MD80 was. This was especially true if they sat in the last few rows of the aircraft. It was loud! That’s because passengers were sitting mere inches away from a very loud 1970s vintage engine. It meant that there was a decent chance that you’d miss most of the PA announcements and arrive at the destination with a bit of temporary hearing loss, about as bad as if you attended a rock concert.

MD-80 on the tarmac.

The overall Mad Dog experience was much more positive than negative. Mad Dogs were a dependable fleet that powered American through the economic expansion of the 1980s and 90s. It sustained the airline through the tumultuous post 9/11 era and continued to serve the airline through bankruptcy and the merger between US Airways and American.  So long Mad Dog.  We’ll miss you!

My Fighter Career: Skyraider Weapons Employment

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As I became more comfortable with flying the Skyraider, my next challenge was to master the aircraft’s fairly complex weapons delivery system that included 15 external stations for hanging weapons and/or fuel tanks… so weapons employment did get complicated at times. I began my combat tour at NKP with just over 400 hours total flying time, about 60 of these getting checked out in the A-1 at Hurlburt Field.


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My Fighter Career” is a limited series of articles by Byron Hukee who flew everything from the F-100 to the F-16. 


We did drop ordnance during our few ground attack missions there, but most of the time we were dropping  training ordnance such as the 25 lb. BDU-33 and MK-106 practice bombs plus rockets from the LAU-68 7-tube dispenser along with 20mm from the two guns that were loaded with practice rounds. Now, we were flying with either ordnance or fuel tanks on every one of the 15 external stations (12 outer stations, 2 inboard stations, and the centerline station.)

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A-1H Cockpot with Armament panel at Bottom of Instrument Panel

It was normal to have every station loaded so our lineup card that was strapped to our knee board had a diagram of every station and the store loaded on it.

Skyraider Weapons Employment: Tough But Doable

The weapons delivery problem became only slightly easier because we always carried a 300 gallon fuel tank on the Centerline Station and a 150 gallon fuel tank on the Right Inboard Station. In addition to adding 3,000 pounds of fuel, the asymmetric loading helped offset the tremendous amount of torque that was generated at high power settlings by adding drag on the right side resulting in the need for less left rudder on takeoff and other flight regimes. 

Though referred to as drop tanks, unless there was an emergency requiring jettison of the external tanks, they were routinely returned with the aircraft to be refilled for the next sortie.

The following section will cover the technical details of the types of ordnance I employed during my one-year combat tour. I will cover which ordnance was used for what kind of targets in subsequent episodes.

The Ordnance I Deployed On My Tour:

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Sandy Ordnance load 1972.

During my one-year combat four flying the A-1 Skyraider, I employed 32 different kinds of ordnance.

Guns
20mm – HEI (high explosive, incendiary) and APT (armor piercing, tracer)
Four M-3 Cannons, 180 rounds each, fired in pairs, Inboards or outboards
Rate of fire (per gun) 700 rounds per minute ( nominally 10 per second x 2)
SUU-11 Minigun pod – 1,500 rounds of 7.62mm mix of AP and APT
Rate of fire 6,000 rounds per minute, 100 rounds per second

Rockets
2.75” FFAR (folding fin aerial rocket) carried in either the 7-tube LAU-68 pod or the 19-tube LAU-3 pod

Rx Warheads
M151 HE 8.7 lbs (normally carried in two LAU-3, 19-tube dispensers
M229 HE 16.1 lbs (carried in two LAU-68, 7-tube dispensers)
M156 WP (white phosphorus) (normally carried in two LAU-68, 7-tube dispensers)
WDU-4/A Flechette warheads (each containing 2,200 20 grain flechettes (finned nails)
5” Zuni Rockets – carried in 2 LAU-10 dispensers, 4 rockets per dispenser
HE warheads with proximity fuses

CBU
CBU = Dispenser + bomblet
(Both CBU-22 and CBU-25 used the 6-tube, aft dispensing SUU-14 dispenser that was jettisoned after dispensing the bomblets
CBU-22 contained 72 (12 per tube) BLU-17 smoke bomblets/grenades used as incendiary weapons or to create a smoke screen
CBU-25 contained 132 (22 per tube) “baseball sized” BLU-24/B fragmentation bomblets

Frag Cluster
AN-M1A4 A 100 lb. Frag cluster bomb consisted of six 20 lb frag bombs banded together in a triangular arrangement. Once released, the retaining bands would loosen and the bombs would fall independently to the ground.

Bombs
Mk-81 250 lb. Low-Drag, General Purpose (LDGP) bomb
Mk-82 500 lb. Low-Drag, General Purpose (LDGP) bomb
M-117 750 lb. General Purpose bomb
AN-M47 A 100 lb white phosphorus filled bomb

Fire Bombs ( trade name Napalm)
BLU-32/B 500 lb. (finned or unfinned)

The Switchology For Dropping Ordnance

armpanlh
My Fighter Career: Skyraider Weapons Employment 17

The 20 mm cannons and mini guns were set up to fire as soon as we crossed the “fence,” in this case, the Mekong River north of NKP which was the border between Thailand and Laos. All that was necessary to fire the guns was to select Inboard or Outboard for guns, place the ‘Master Arm’ switch to Arm and squeeze the trigger for the 20s or press the ‘Inner Stations’ release button (top button on the stick) for the minigun.

The rocket pods and CBU dispensers had a Single/Ripple switch that we checked during preflight to be in the single position. Our armament panel settings could still produce a ripple release with the appropriate pulse and interval settings.

Weapons passes on a “typical” mission:
First pass – LAU-3 HE (high explosive) rockets, ripple fire both pods, total of 38 rockets, from stations 6-7
Second pass – CBU-25 pairs from stations 1-12
Third pass – AN-M1A4 frag clusters, pairs from stations 2-11
Fourth pass – AN-M1A4 frag clusters, pairs from stations 3-10
Fifth pass – LAU-68 WP (white phosphorus) rockets, ripple fire both pods, total 14 rockets, from stations 5-8
Sixth pass – M-47A4, white phosphorus bombs, pairs from stations 4-9

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My Fighter Career: Skyraider Weapons Employment 18

Switchology for each pass listed above was:
1.) Master Arm Switch – Arm prior to first roll in.
2.) First pass, LAU-3 Rockets – Gun sight Reticle to appropriate setting;
3.) ‘Outer Stations’ selector switch, station 6-7;
4.) ‘Rockets/Bombs’ switch to Rockets;
5.) ‘Outer Stations Hold’ switch to Hold;
6.) ‘Intervalometer Selector Switch’ to Interval (single/ripple switch at rear of LAU-3 set to single);
7.) ‘Release per Second’ selector to 5.

After roll in, fire a few 20mm rounds (trigger) to keep the enemies’ heads down, fire a burst from the minigun (‘Inner Stations’ button on stick) to get a feel for where the rockets will go, press and hold the ‘Outer Station Release’ button on stick until the rockets stop firing. On pull off, reach down and move the ‘Rockets/Bombs’ switch to Bombs, and pickle once more to discard the now empty LAU-3 dispensers.

Second pass, CBU-25 Cluster Bombs
Gun sight Reticle to appropriate setting;
‘Outer Stations’ selector switch, station 1-12;
‘Rockets/Bombs’ switch to Rockets; ‘
Outer Stations Hold’ switch to Hold;
‘Intervalometer Selector Switch’ to Interval (single/ripple switch at rear of SUU-14 dispenser set to single);
‘Release per Second’ selector to 5.
After roll in, fire a few 20mm rounds (trigger) to keep the enemies’ heads down, press and hold the ‘Outer Station Release’ button on stick until the CBUs stop coming out. On pull off, reach down and move the ‘Rockets/Bombs’ switch to Bombs, and pickle once more to discard the now empty SUU-14 dispensers.

Third pass, AN-M1A4 Frag Clusters – Gun sight Reticle to appropriate setting; ‘Outer Stations’ selector switch, station 2-11; ‘Rockets/Bombs’ switch to Bombs; ‘Outer Stations Hold’ switch to Hold; and the ‘Intervalometer Selector Switch’ to Single Pulse .
After roll in, fire a few 20mm rounds (trigger) to keep the enemies’ heads down, press and release the ‘Outer Station Release’ button on stick to release frag clusters.

Fourth pass, AN-M1A4 Frag Clusters – Gun sight Reticle to appropriate setting;
‘Outer Stations’ selector switch, station 3-10;
‘Rockets/Bombs’ switch to Bombs;
‘Outer Stations Hold’ switch to Hold;
‘Intervalometer Selector Switch’ to Single Pulse .
After roll in, fire a few 20mm rounds (trigger) to keep the enemies’ heads down, press and release the ‘Outer Station Release’ button on stick to release frag clusters.

Fifth pass, LAU-68 Rockets – Gun sight Reticle to appropriate setting; ‘Outer Stations’ selector switch, station 5-8; ‘Rockets/Bombs’ switch to Rockets;
‘Outer Stations Hold’ switch to Hold;
‘Intervalometer Selector Switch’ to Interval (single/ripple switch at rear of LAU-3 set to single); ‘Release per Second’ selector to 5.
After roll in, fire a burst from the minigun (‘Inner Stations’ button on stick) to get a feel for where the rockets will go, then press and hold the ‘Outer Station Release’ button on stick until the rockets stop firing. (NOTE: The LAU-68 pods were refillable so they were not bombed off on the pull off like the LAU-3 pods were)

Sixth (and last) pass, M-47A4 Smoke Bombs – Gun sight Reticle to appropriate setting; ‘Outer Stations’ selector switch, station 4-9; ‘Rockets/Bombs’ switch to Bombs; ‘Outer Stations Hold’ switch to Hold; and the ‘Intervalometer Selector Switch’ to Single Pulse .
After roll in, fire a few 20mm rounds (trigger) to keep the enemies’ heads down, press and release the ‘Outer Station Release’ button on stick to release smoke bombs.
It did get busy at times!

Sounds Easy Right? Errors Happened

Switchology errors were not uncommon, but could be disastrous. For example, leaving the Rockets/Bombs switch in the Bomb position for Pass One above would result in two full LAU-3 pods and 38 rockets falling to the ground unarmed and probably no where near the target.

The worst part was the fact that the enemy would have a clear shot at you since you are essentially making a dry pass over the target… definitely not good or conducive to longevity. The stakes were high so I forced my self to check and recheck switch positions before each pass.

Wingardium Leviosa! A Harry Potter-Themed 737 MAX 8 Takes to the Skies 

A Brazilian low-cost airline has painted one of its Boeing 737 MAX 8 aircraft in the special livery as part of a marketing partnership with Universal Studios Resort in Orlando, Florida. 

Rio de Janeiro-based GOL Linhas Aéreas (or GOL Intelligent Airlines) debuted the magical livery on one of its 737 MAX 8 aircraft (reg: PR-XMR) on Monday. 

The livery, named “The Wizarding World of Harry Potter,” features several images of iconic landscapes depicted in the Harry Potter movies and at Universal Studios Orlando. Scenes featured on the fuselage include the Hogwarts Express, Hogwarts Castle, the Forbidden Forest, and the dragon from Gringotts Wizarding Bank on Diagon Alley. 

The special livery is not limited to just the outside, however. On board the aircraft, passengers will experience a markedly unique atmosphere. Decorative maps of Hogsmeade and Diagon Alley, as well as images of characters such as Hagrid and Dumbledore, are featured on overhead baggage compartments and tray tables. 

Interior view of the Harry Potter-themed GOL Linhas Aéreas Boeing 737 MAX 8
Interior view of the Harry Potter-themed GOL Linhas Aéreas Boeing 737 MAX 8 | IMAGE: GOL Linhas Aéreas on Facebook
Interior view of the Harry Potter-themed GOL Linhas Aéreas Boeing 737 MAX 8
Interior view of the Harry Potter-themed GOL Linhas Aéreas Boeing 737 MAX 8 | IMAGE: GOL Linhas Aéreas via Facebook

Where Muggles Can View the Stunning Livery 

The Harry Potter-themed GOL Linhas Aéreas Boeing 737 MAX 8
The Harry Potter-themed GOL Linhas Aéreas Boeing 737 MAX 8 | IMAGE: GOL Linhas Aéreas on Facebook

The livery debuted on 29 August on a flight from Belo Horizonte (CNF) to Brazil’s capital city of Brasilia (BSB). It then continued on to Orlando (MCO) as flight G37602, arriving at 1710 local time.

GOL Linhas Aéreas FLIGHT G3 7602 arrives at orlando international airport (MCO) from Brasilia, Brazil (BSB) on 29 August 2022 | Courtesy: A S Barrett Aviation on Youtube

The Harry Potter-themed aircraft will operate primarily between Brasilia and Orlando. At seven hours and 50 minutes, the flight is the longest scheduled 737 MAX 8 flight in the world. It operates with 186 seats, including 12 GOL+ Comfort seats, 20 Premium Economy seats, and 154 in economy. 

“We will offer a unique experience to customers boarding this aircraft,” said Luiz Teixeira, Commercial Director of International Markets for GOL. “We want this journey to be a moment of entertainment not only for the children but also for the adults. We want everyone to be delighted and happy during the flight and to arrive even more excited for the visits to Universal Parks and the Wizarding World of Harry Potter.” 

Muggles rejoice! The special livery will remain on the sole 737 MAX 8 for up to 18 months. 

GOL is a Low-Cost Carrier and Brazil’s Largest Domestic Airline

The Harry Potter-themed GOL Linhas Aéreas Boeing 737 MAX 8
The Harry Potter-themed GOL Linhas Aéreas Boeing 737 MAX 8 | IMAGE: GOL Linhas Aéreas on Facebook

GOL, Portuguese for “goal,” is Brazil’s largest domestic and third-largest international airline. The airline’s first flight took place on 15 January 2001. 

The airline operates three main hubs throughout Brazil.  

The airline operates more than 900 flights per day to 76 destinations, mainly in South America. Additionally, GOL serves Orlando (MCO) and Miami (MIA), as well as Punta Cana, Dominican Republic (PUJ), and Cancun, Mexico (CUN). GOL’s fleet consists of 123 aircraft, including 10 Boeing 737 MAX 8s, 90 737-800s, and 23 737-700s. 

If you’re lucky enough to spot the Harry Potter plane somewhere in your travels over the next year or so, send us a picture! 

A detailed look at the interior and exterior of GOL Linhas Aéreas’ harry potter-themed Boeing 737 MAX 8 | AEROIN_br on Youtube

1955: America Welcomes the Viscount, the World’s First Turboprop Airliner

Turboprop airliners are not an uncommon sight at America’s airports. But the first turboprop transport to operate in the United States was a modern marvel, the Vickers Viscount. It bridged the gap between traditional propeller-driven piston engine types and the coming jet age.

The four-engine, 48-passenger Vickers Viscount was the world’s first successful turboprop airliner, and it was not an American product; it was British. Its engine design incorporated fewer parts than standard reciprocating engines and the absence of pistons pumping up and down eliminated vibration. In addition to benefiting passengers inside the aircraft, the lack of vibration created a lot less wear and tear on the airframe and instruments.

Although the engines were known for their distinctive high-pitched whine, the cabin of the Viscount was much quieter than its piston-engine counterparts due to the amount of fiberglass soundproofing installed in the sidewalls. Large oval windows – larger than the windows on any other airliner – gave Viscount passengers an excellent view of the world outside.

CAPITAL hamlin coll n7452 mdw 7 59 mel lawrence photo
CAPITAL VISCOUNTS AT CHICAGO (MIDWAY). MEL LAWRENCE PHOTO VIA GEORGE HAMLIN

Tradition Is Broken – The Viscount Is Chosen

In 1953, Capital Airlines sent a 9-member team led by its president, aviation pioneer James H. “Slim” Carmichael, to England to study the Vickers Viscount. Within a few years, Capital was deploying 60 of the type throughout the eastern United States.

No U.S.-based airline had purchased a foreign-built aircraft before. Fokker types had been used by some carriers in the late 1920s and early ‘30s, but these had been designed and built by the Dutch firm’s American Division.

Capital Color Photo Vickers Viscount Brochure circa 1956 resized
AN UNPRECEDENTED MEDIA CAMPAIGN INTRODUCED CAPITAL’S VISCOUNTS, WITH THEIR ROLLS-ROYCE TURBOPROP ENGINES, TO THE AMERICAN PUBLIC. DAVID H. STRINGER COLLECTION

Capital introduced its first Viscounts to passengers in July 1955.

With its fleet of brand-new Viscounts, Capital became the first airline in the U.S. to operate foreign-built aircraft and, thus, the first to operate turboprop airliners. As the result of a lavish advertising campaign introducing Capital’s new aircraft to the American public, the whistling jet-prop from England was firmly associated with Carmichael’s airline, and vice-versa.

Two other American carriers – Continental Airlines and Northeast Airlines – would eventually follow Capital’s lead and purchase Viscounts in 1958.

CAPITAL 1955 03 01 pre inaugural 1
CAPITAL AIRLINES TIMETABLE ANNOUNCING THE IMMINENT INTRODUCTION OF THE VICKERS VISCOUNT. DAVID H. STRINGER COLLECTION

Jet Props: Precursor To The Jet Age

Referred to in advertising as a ‘jet-prop’, a turboprop airliner, in simplest terms, is an aircraft with propellers that are driven by jet engines.

In the summer of 1955, the true jet age for commercial airlines was still three years in the future when Pan American and BOAC would launch Boeing 707 and DeHavilland Comet 4 services, respectively, in October 1958.

TRANS CANADA Hamlin coll cf tio sea 7 62 mel lawrence photo 1
TRANS-CANADA AIR LINES WAS THE FIRST CARRIER TO INAUGURATE VISCOUNT SERVICE IN NORTH AMERICA, THREE MONTHS BEFORE CAPITAL AIRLINES INTRODUCED THE TYPE ON U.S. DOMESTIC ROUTES. MEL LAWRENCE PHOTO VIA GEORGE HAMLIN.

The initial foray into commercial jet service with the Comet 1 had been suspended in 1954 after several accidents revealed the need to develop and incorporate design changes. With no jetliners in service between 1954 and 1958, and only piston-engine types serving the nation’s air carriers, the new-technology turboprop Viscount became the most advanced airliner in service. Consequently, for several years, Carmichael’s Capital was a step ahead of every other airline in the United States in its choice of flight equipment.

It should be noted that Trans-Canada Air Lines (TCA) held the distinction of operating the first Viscounts in North America, putting the type into service three months before Capital did. And a few other foreign carriers (Cubana, BWIA, TACA) brought their Viscounts to the shores of the U.S. between 1955 and 1957. In December of ’57, BOAC introduced the jet-prop Bristol Britannia on its London – New York route. But until 1958, Capital was the only carrier operating turboprop aircraft domestically within the U.S.

Capital’s Fleet Before The Viscount

Capital’s fleet in 1954 consisted of 12 older, first-generation Lockheed Constellations, 25 DC-3s and 25 DC-4s. The DC-3s and DC-4s were unpressurized. This was a bit of an embarrassment for the company that was now the fifth largest domestic airline in the United States in terms of passengers carried, surpassed only by the ‘Big Four’: American, Eastern, United, and TWA. Capital’s fleet needed a total makeover.

35 Capital 1958 10 26 route map 1
CAPITAL AIRLINES ROUTE MAP AS OF OCTOBER 1958. DAVID H. STRINGER COLLECTION

Well-Patronized Routes And Puddle-Jumper Flights

Capital’s needs were rather unique. Although it was the nation’s fifth largest airline, its network was concentrated east of the Mississippi River, so there were no transcontinental long-haul routes. The company’s average stage length was less than 300 miles. Capital’s busiest route at the time was its non-stop between Washington (National) and Chicago (Midway), a distance of 600 miles, but much of its revenue came from shorter hops in the industrial northeast (later known as the Rust Belt) between big city pairs like New York – Cleveland, Chicago – Detroit, and Washington – Pittsburgh. Added to that was a network of ‘puddle-jumper’ routes.

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CAPITAL VISCOUNT AT NEW YORK (LA GUARDIA). JIM SHAUGHNESSY PHOTO VIA GEORGE HAMLIN

Capital was required to provide service to more than a dozen places, such as Clarksburg, West Virginia; Rocky Mount, North Carolina; and Williamsport, Pennsylvania, that would have been better suited for a local service carrier.  

U.S. aircraft manufacturers Lockheed, Douglas, and Boeing were designing and building long-haul aircraft that were not suitable for Capital’s average stage length. That left the airline studying twin-engine, piston-powered products of Convair and Martin, which would not be competitive in Capital’s main markets where customers would expect to fly on a 4-engined airliner. So, the company looked overseas.

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NASA’s Artemis-1 is GO for Launch on Monday: Watch it Here

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NASA is all systems GO at Kennedy Space Center in Florida tonight, as the countdown clock ticks towards a launch attempt at 8:33 a.m. EDT Monday morning with the maiden voyage of the Artemis-1 moon mission.

Artemis-1 will debut the most powerful rocket in the world, the Space Launch System (SLS), to send a new Orion Spacecraft on a 42-day uncrewed flight test to the moon and back.

Watch Artemis-1 Launch here:

live coverage of the launch

It’s a full mission of the entire integrated system, from the ground support, to launch, to checkouts of Orion, flight to lunar orbit, and return to Earth. NASA wants to validate that everything works as designed, and stress Orion beyond what it was designed for, before launching the first astronauts on Artemis-II.

The countdown started at 10:23 a.m. EDT on Aug. 27, when the launch team arrived at their stations in the control room, located 3 miles from the launch pad.

IMG 8242
the moon rising behind artemis-1 As It Undergoes Final Checks Before Launch On Monday. (mike killian photo)

Unlike Apollo, Artemis aims to establish a permanent human lunar presence learning to live and work at the moon, much the same as we have done now for decades with the International Space Station. NASA wants to establish a base at the South Pole, and put a small space station called Gateway into lunar orbit that will allow docking of cargo, crew, landers and other spacecraft, as well as additional segments to grow the outpost from commercial and international partners.

Weather Looks Positive But Not Guaranteed

But first, NASA needs to fly Artemis-1. Thunderstorms have been prolific across Central Florida the last several days, with lightning even striking the launch complex (no damage), but the U.S. Space Force Space predicts an 80% change of good weather for launch at 8:33 a.m. Skies will, however, begin to deteriorate to 60% by the end of the launch window (10:33 a.m.).

We reported previously on the new SLS rocket and Orion Spacecraft, which you can read here. At liftoff, SLS will produce nearly 9 million lbs of thrust, 15% more than the Apollo Saturn V and more than 31 times the thrust of a 747 jumbo jet.

Once launched, Orion will fly some 280,000 miles from Earth and thousands of miles beyond the Moon, using a different orbit than Apollo. It will fly 62 miles above the surface, and then use the Moon’s gravity to propel it into a deep retrograde orbit 40,000 miles above the surface, where it will fly and test for 6 days. Orion will then descend back into a low orbit and brush past the surface again at 60 miles to perform its engine firing to break away from the moon’s gravity, and then head back to Earth. 

Orion will stay in space longer than any ship for astronauts has ever done without docking to a space station, and will return home faster and hotter than any before it.

For now, all systems GO for launch at 8:33am EDT Aug 29.

SR-71 Footage From Edwards AFB Makes Debut

Every once in a while, friends of Avgeekery send us a treat. Earlier today, we were sent a video by our friend Jim Mumaw. Jim is a long-time aviation photographer and certified avgeek. Jim lives near Edwards AFB. For many years, he’s graced us with amazing images. Over the years, Jim has built up relationships with the local community. He’s leveraged those relationships to get thousands of unique photos and videos. This latest video is essentially one from Jim’s vault. It’s a long-lost VHS tape of SR-71 operations at Edwards AFB.

SR 71 taxi on ramp with engines powered up
SR-71 Taxiing

When Jim first shared the video, he said, “It was on VHS, shot by myself and sat on a shelf for 27 years. Didn’t hold up too well but hopefully you’ll get an idea about the Blackbird from this never before seen in public video.” Jim’s too humble. This video is amazing!

Details of the Video: SR-71s At Edward AFB

Jim shared the background of these series of videos that he uploaded to YouTube. He said it was a combination of videos filmed between 1990 and 1995. He said,” [the video] was many years ago at the Edwards Open House. They towed the plane over from the museum. By my not narrating it the sounds of the operations come through. The monitor I zoomed in on was at NASA Dryden. The pools of JP-7 can be seen under the jet as well as the green TEB flame igniting the fuel. As it passes while I was beside the runway at Plant 42, you can pick up a glitch in the recording heads as the camcorder vibrates with the resonance put out by the twin J-58 engines. This was truly power that was felt throughout a person’s body! “

The video features multiple takeoffs and landings of the SR-71 at Edwards AFB. It even features a closeup of the drogue chute deployment. That’s something we’ve never seen before close up!

Other Awesome NASA Planes In The Video

The NASA F-16XL Cranked Arrow Jet is in this video too! Jim said, “We were racing it back after landing with me hanging onto the back of the cart with one hand while filming with the other. Last thing of note just near the end is the crew taking off their spurs.”

SR-71 Was An Amazing Aircraft

The SR-71 was the world’s first and only production Mach 3+ jet. The Lockeed team designed the jet on a slide rule. Jim Kelly and team designed this jet with limited technology but maximum ingenuity. The jet was well ahead of its time. The SR-71 was able to outrun SAMs (surface to air missiles) and conduct reconnaissance over hostile territory.

The jet set a number of speed records included the fastest coast to coast flight. That flight occurred on the SR-71’s final flight. In that flight, Col Yieldling flew serial number 61-17972 from Los Angeles to Washington DC. He and a crew member landed just one hour, four minutes, and 20 seconds later at Dulles International Airport outside Washington DC. The last operational flight of the SR-71 set a new Los Angeles to Washington speed record averaging a scorching 2,124 miles per hour! The jet was donated to the Smithsonian at Dulles International Airport. You can view it today at the museum at the Steven F Udvar-Hazy Center at Dulles.

17-Year-Old Becomes Youngest Ever to Fly Solo Around the World

17-year-old British-Belgian pilot Mack Rutherford has become the youngest person ever to fly solo around the world. 

Mack Rutherford’s Five-Month Journey Around the World 

MACK RUTHERFORD GIVES THE CAMERA A THUMBS-UP SOMEWHERE OVER SOUTHEAST ASIA ON 24 JULY 2022
Mack Rutherford gives the camera a thumbs-up somewhere over southeast Asia on 24 July 2022 | IMAGE: MackSolo2022 / Facebook

On Wednesday, Mack’s Shark Ultralight (UL) touched down in Sofia, Bulgaria, after a five-month journey that spanned 30 countries, four continents, and nearly 30,000 miles. 

He broke the record set just last year, when Travis Ludlow of Britain, 18, completed his solo journey around the world. 

Mack now holds four Guinness World Records, including: 

  • Youngest person to circumnavigate the world by aircraft solo
  • Youngest person to circumnavigate the world by aircraft solo (male) 
  • Youngest person to circumnavigate the world by microlight solo (male) 
  • Youngest person to circumnavigate the world by microlight solo 

Circumnavigating the Earth in a Shark 

Courtesy: MACKSOLO / YouTube

Mack, whose nickname is Mack Solo, was just 16 years old when he lifted off from Sofia West Airport (LBSW) on 23 March 2022. After stops in Italy and Greece, Mack’s route took him across northern and eastern Africa, southern Asia, Japan, across the Pacific via Alaska, down the West Coast of the U.S., Mexico, the eastern U.S., Canada, across the North Atlantic, the U.K., and Belgium. 

After 142 days, Mack’s journey ended on Wednesday, 24 August, when he successfully landed his Shark back at Sofia West Airport at 1700 local time. 

Mack flew in a specially modified Shark UL, a European high-performance ultralight aircraft. The Shark features retractable gear, a smaller wing, a variable-pitch propeller, and a maximum speed of 186mph. 

Every Day was an Adventure 

Pilot Mack Rutherford was forced to land his Shark in bad weather at Attu, an uninhabited island in Alaska.
Pilot Mack Rutherford was forced to land his Shark in bad weather at Attu, an uninhabited island in Alaska | IMAGE: macksolo2022 / Facebook

Mack only flew during daylight hours. He encountered a few issues, such as sandstorms in Sudan, visa issues in Dubai, and a fuel bladder switch problem (that ended up correcting itself) after a stop in Egypt. The Russian invasion of Ukraine also led to navigational difficulties, as most around-the-world flights include overflying Russian airspace. Eventually, Japan agreed to grant Mack the use of their airspace, which allowed him to continue his journey. 

The most hair-raising moment of his adventure came during a 10-hour leg between Japan and Alaska. While over the Aleutian Islands, Mack encountered a weather system that produced low clouds, rain, and unexpectedly strong headwinds. He was forced to land at a former Coast Guard airstrip on Attu, an uninhabited Alaskan island that was the site of the only World War II land battle fought in the United States. 

“I stayed the night on a completely uninhabited island, which was pretty special,” Mack told the New York Times. “I found a shed on the side of the runway and stayed there for the night on a broken-down sofa.” 

As for some of his favorite moments, Mack says seeing Kenya’s wildlife and New York City’s skyline were particularly exhilarating. He was surprised when New York air traffic controllers allowed him to make several passes around the Statue of Liberty. 

https://www.instagram.com/reel/ChVGlXIlI1i/?utm_source=ig_web_copy_link

Some Stats about Mack’s Journey 

Mack Rutherford's Shark UL in flight
Mack Rutherford’s Shark UL in flight | IMAGE: MackSolo / Facebook
  • Age when record was broken: 17 years, 2 months, and 2 days (breaking the record set by Travis Ludlow by 150 days) 
  • Total Distance Flown: 33,632 miles
  • Total Time in the Air: 221 hours
  • Total Time of Circumnavigation: 142 days
  • Takeoffs/Landings: 68
  • Longest Flight: 10 hours (Japan to Alaska)
  • Highest Altitude: 12,500 ft. over Mexico
  • Highest Temperature: 118.4°F (48°C)
  • Lowest Temperature: 10.4°F (-12°C)

A Love of Aviation Runs in the Family 

Mack Rutherford and his father Sam Rutherford
Mack Rutherford and his father Sam Rutherford | IMAGE: MacSolo2022 / Facebook

Mack is far from the first aviator in the family. His dad is a former British Army helicopter pilot and is now a ferry pilot. His mom is a recreational pilot. Even his great-great-grandmother was a pilot and one of the first South African women to learn how to fly. 

Mack isn’t even the only one in his family to hold a world record. In January 2022, his sister Zara, 19, became the youngest woman to fly solo around the world. 

Will Mack continue to build upon his family’s remarkable legacy in aviation? He is considering going into the air force, but right now, he is focused on his studies. As he enters his final year of high school, he says his focus is on catching up on the work he missed last year.

New Video Highlights The Last Flights of Antonov An-225 Mriya 

The world lost an engineering marvel in February 2022 when Russian forces attacked and destroyed the sole Antonov An-225 “Mriya” at Hostomel Airport (GML) near Kyiv, Ukraine.  The company that chartered that jet for her last flight has released a moving short film dedicated to commemorating the final series of flights.

A Product of the Space Race

Antonov An-225 with Soviet space shuttle Buran on top
Antonov An-225 with Soviet space shuttle Buran on top | IMAGE: By Vasiliy Koba – http://spotters.net.ua/file/?id=11327&size=large, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=36873169

The massive aircraft was initially designed in the late 1980s by the Soviet Union for use in its space program. The aircraft was primarily used as a transport for the Buran space shuttle, the Soviet equivalent of the American space shuttle. The An-225 first flew on 21 December 1988.

At 275 feet long and a wingspan of 290 feet, the An-225 was the largest aircraft ever built. It had six engines — each capable of producing 51,6000 pounds of thrust at takeoff — and a landing gear system with 32 wheels. It was also the heaviest plane ever built, with a maximum takeoff weight of 710 tons. 

The An-225 in a Post-Soviet World 

The Antonov An-225 Mriya preparing to unload cargo at Billund, Denmark
The Antonov An-225 Mriya preparing to unload cargo at Billund, Denmark | IMAGE: 26AVIATION

When the Cold War ended in 1991 and the Soviet Union collapsed, the Soviet space program also collapsed. Thus, the An-225’s intended purpose was no longer relevant. A second An-225 was in production at the time but was never completed. To this day, the second An-225 remains unfinished in the hangar of a Ukrainian airfield. 

From 1994 until 2001, Mriya sat in storage. After refurbishment, the aircraft was reintroduced as a cargo transport designed to carry oversized loads. In 2002, it returned to the skies under the banner of Antonov Airlines, which operated its base at Hostomel Airport near Kyiv. 

Mriya completed many missions throughout her life, including supplying military aid to American, Canadian, and coalition forces in the Middle East, humanitarian relief missions around the world, and – most recently – providing medical supplies to countries throughout the COVID-19 pandemic. 

Mriya’s Final Mission

The Antonov An-225 Mriya preparing to unload cargo at Billund, Denmark
The Antonov An-225 Mriya is preparing to unload cargo at Billund, Denmark | IMAGE: 26AVIATION

Prior to her destruction by Russian forces in February 2022, Mriya’s last mission involved the transport of nearly 320 tons of COVID-19 test kits from Tianjin, China (TSN) to Billund, Denmark (BLL) via Bishkek, Kyrgyzstan (FRU). 

UK-based air charter company 26AVIATION was responsible for organizing Mriya’s final mission. Founded in 2021, 26AVIATION provided the logistics for what would become Mriya’s last mission before her demise. 

The following tribute video, produced by 26AVIATION, is the final video ever captured of the mighty An-225 Mriya. It shows her arrival into Billund on the evening of 4 February 2022, the unloading of the cargo the next day, and her final ferry flight back to Hostomel. 

She would be destroyed just three weeks later during the Battle of Antonov Airport on 24-25 February 2022.

Video by 26AVIATION

On 27 February 2022, Mriya was destroyed by Russian forces at Hostomel Airport. Cargo inside of her at the time included windmill blades and COVID-19 test kits. 

Ukraine Vows to Rebuild the An-225

The destroyed An-225 Mriya
The destroyed Antonov An-225 Mriya at Hostomel Airport, Ukraine | IMAGE: By Kyivcity.gov.ua, CC BY 4.0, https://commons.wikimedia.org/w/index.php?curid=116973885

Shortly after Mriya’s destruction, Ukrainian President Volodymyr Zelensky vowed that the An-225 would take to the skies again when the war ends. Zelensky, along with the Ukrainian people, views the aircraft as a symbol of national pride. 

The task may be easier said than done, however, as returning the An-225 to the air would be an expensive undertaking – on the order of $3 billion USD or more. 

Over its 34 years of service, the An-225 was a symbol of aviation ingenuity. The entire aviation community mourns the loss of one of the most iconic airplanes ever built. 

aha! Airlines Folds as ExpressJet Declares Bankruptcy

A once mighty brand in the regional aviation world has filed for bankruptcy and ceased operations. 

On Tuesday, College Park, Georgia-based ExpressJet Airlines announced it had filed for protection under Chapter 11 of the US bankruptcy code due to “a combination of market and economic conditions,” according to a message posted on its website

The filing has also brought an abrupt end to Reno, Nevada-based aha! Airlines, the brand used by ExpressJet for flights in the western United States. 

aha! Was Less than a Year Old 

aha! Airlines Route Map
aha! Airlines Route Map | IMAGE: aha! Airlines via Facebook

Using ExpressJet’s fleet of three 50-passenger Embraer ERJ-145 aircraft, aha! provided service to 12 cities throughout California, Idaho, Oregon, Nevada, and Washington. All flights were operated out of the carrier’s base at Reno-Tahoe International Airport (RNO).  

Aha!’s inaugural flight took place on 24 October 2021 from Reno to Tri-Cities Airport (PSC) in Pasco, Washington. aha!, an acronym for “air, hotel, adventure,” had plans to serve more than 20 cities from Reno. 

ExpressJet Airlines’ Convoluted Journey from Boom to Bust 

ExpressJet Embraer ERJ-145
An ExpressJet Embraer ERJ-145 | IMAGE: ExpressJet Airlines

ExpressJet Airlines began operations in 1987 as a Continental Express carrier. It was acquired by Continental Airlines in 1996 and flew under the Continental Express banner through 2006. ExpressJet launched its own charter operation in 2006 and scheduled operations in 2007. High oil prices amid the financial crisis in 2008 led to the shutdown of the carrier in September of that year. 

Meanwhile, ExpressJet also provided regional service for Delta Connection from June 2007 through September 2008. It also operated several short stints as a feeder for Frontier Airlines out of Denver (DEN), United Express out of Chicago O’Hare (ORD) and Washington Dulles (IAD), and Branson Air Express out of Branson, Missouri (BBG). 

In 2010, ExpressJet was acquired by SkyWest Airlines and merged with Atlantic Southeast Airlines. At one point, the carrier operated more than 450 aircraft for United Express, American Eagle, and Delta Connection.

ExpressJet’s Last Breath

aha! Airlines ERJ-145
aha! Airlines ERJ-145 | IMAGE: aha! Airlines via Facebook

Amid the pandemic, United terminated its agreement with ExpressJet, effectively ending flying for the carrier. However, yet another brand resurrection occurred in 2021 when aha! began operations. 

Today, the once mighty ExpressJet brand is officially no more. With the Chapter 11 filing and plans to liquidate assets, ExpressJet, along with aha!, appear to be on their way to becoming footnotes in the annals of aviation history. 

A Cessna 172 Just Flew 18 Hours Nonstop from California to Hawaii

There are faster ways to get to Hawaii, but it must have been an incredible adventure in a Cessna.

Imagine, if you will, the following scenario.

You’re on an 18-hour flight. 

Your seat doesn’t recline.

There is no in-flight entertainment. 

There is no in-flight service. 

The cabin is not pressurized.

You can’t go to the bathroom – because there isn’t one. 

And you’re the only passenger. 

Oh…and you’re the pilot, too. 

For Tom Lopes, this scenario played out in a very real way on Saturday. Lopes completed the 2,521-mile journey when he ferried a brand-new Cessna 172 G1000 NXi Skyhawk (reg. N490NW) from Merced Regional Airport (MCE) in Merced, California, to Daniel K. Inouye International Airport in Honolulu (HNL). 

At a filed altitude of 6,000 feet and an average speed of 139mph, the flight was completed in 18 hours and five minutes. Lopes departed MCE at 0610 and arrived in HNL at 2115, both times local. 

The Plane Was Delivered to a Flight School in Honolulu

Cessna N490NW on FlightAware
IMAGE: FlightAware.com

The Cessna was delivered to George’s Aviation, a flight school located at HNL. In fact, less than 24 hours after the aircraft landed in Hawaii, it was already in the air providing flight training to students. According to George’s Aviation CEO George Hanzawa, it took just two hours to remove the modified fuel tanks and install the seats for use. 

Hanzawa says the Cessna departed MCE with just over 200 gallons of fuel. Upon arrival in Honolulu, it had approximately 25 gallons left. 

Lopes communicated with a temporary High-Frequency (HF) system installed on the aircraft. Additionally, FlightAware showed the Cessna flying at an altitude of 10,000 feet at times throughout the journey. 

In a Facebook post created by Hanzawa, he said that he has arranged ferry flights from the mainland before. However, for some reason, this particular flight garnered an unusual amount of attention. 

https://www.facebook.com/george.hanzawa/posts/pfbid025EWJNWKLufKqR7JHr8PNDovqs27uDKF6B9WASqPMdo6ysmftN6rAAu8utw9DPTvRl
George’s Aviation on Facebook

Upon arrival in Honolulu, Lopes was given a traditional Hawaiian welcome, with the adorning of a lei around the Cessna’s propeller hub and another around Tom’s neck.


“Yes, I ‘ve gotta go to the restroom.” 

Screen Shot 2022 08 23 at 6.16.18 PM
Pilot Tom Lopes emerges from a Cessna 172 at HNL | IMAGE: George’s Aviation via Facebook

The first words spoken by Lopes as he exited the aircraft? 

“Yes, I’ve gotta go to the restroom.” 

I would like to think he had an empty bottle or two, just in case — ya know — nature called. But maybe that’s just me. 

In any case, flying solo halfway across the Pacific Ocean in a Cessna 172 is a remarkable accomplishment. 

Hopefully, Tom was able to say “aloha” to a nice comfortable bed and get some well-deserved rest on Saturday night. 

Watch the video below to see Lopes’ arrival at George’s Aviation.

Want to learn more about how Hawaiian Airlines 717 fly to the mainland for maintenance? Check this story out:

Air Wisconsin to Become American Eagle Carrier

American Airlines just can’t quit the CRJ-200. The carrier on Monday announced that it intends to partner with regional airline Air Wisconsin beginning next March, effectively bringing back a jet banished by the airline – much to the delight of frequent American fliers – amid the pandemic. 

Air Wisconsin Will Base up to 60 CRJ-200s at ORD 

United Express CRJ-200 operated by Air Wisconsin
IMAGE: Air Wisconsin via Facebook

According to a Securities and Exchange Commission report, Air Wisconsin will initially base up to 40 Bombardier CRJ-200 aircraft at American’s megahub at Chicago O’Hare International Airport (ORD). The five-year contract, known as a capacity purchase agreement, states that Air Wisconsin will provide up to 60 CRJ-200 aircraft. American will add these aircraft to its network through October 2023. 

https://www.facebook.com/AirWisconsin/photos/a.372884976393240/1816979995317057/

The carrier says that although it will initially focus on O’Hare, future expansion is possible at other key hubs in the American network. Additionally, the agreement leaves open the possibility of adding 70-seat CRJ-700s to the Air Wisconsin fleet in the future. 

Monday’s announcement was the latest development in a series of steps United is taking to distance itself from all-economy, 50-seat regional jets. Air Wisconsin’s partnership with American will leave SkyWest Airlines as the sole United Express CRJ-200 operator. 

Air Wisconsin’s Storied History 

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An Air Wisconsin Bac One-Eleven parked at ATW in August 1985 | IMAGE: Air Wisconsin via Facebook

Headquartered at Wisconsin’s Appleton International Airport (ATW), Air Wisconsin currently operates United Express flights out of its hubs at O’Hare and Washington Dulles (IAD).

The carrier began operations in 1965 between Appleton and O’Hare using two 9-seat de Havilland Doves. Air Wisconsin has operated many different aircraft types over the nearly six decades since, such as the BAe 146, the de Havilland Canada Dash 8, Short 330s and 360s, and Fairchild Swearingen Metros. 

Although Air Wisconsin has been an exclusive United Express carrier since 2018, it hasn’t always been that way. It became a pioneer in the regional airline industry in the 1980s when Air Wisconsin began operating feeder flights for United Airlines. It has also operated flights for US Airways Express, American Eagle, and even AirTran Airways for a short period from late 2003 through mid-2004. 

Could the Agreement Lead to Reinstatement of Air Service to Smaller Communities?

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An American Eagle CRJ-200, operated by Air Wisconsin | IMAGE: Air Wisconsin via Facebook

While frequent fliers of American Airlines may not be thrilled about the return of an aircraft once deemed “the Nickelback of the Skies,” it no doubt provides some hope to smaller communities that have recently lost service amid the pilot shortage currently impacting the industry.

While nothing is certain, it is entirely possible that cities such as Toledo, Ohio (TOL) and Dubuque, Iowa (DBQ), along with Ithaca (ITH) and Islip, New York (ISP), could see a return of American Airlines service as a result of the Air Wisconsin agreement. 

With a Chicago hub, could Air Wisconsin once again connect Essential Air Service (EAS) communities that have lost service since 2020 to America’s airline network? It’s something worth watching in the months and years to come. 

And we can all agree that air service with the Nickelback of the Skies is much better than no air service at all. 

For better or for worse, Monday’s announcement ensures that the much-maligned CRJ-200 will remain a stalwart of regional aviation in the United States – at least for now. 

Modernization Project Underway to Transform Pittsburgh International Airport

Nearly one year ago, Pittsburgh International Airport (PIT) launched its massive $1.4 billion terminal modernization project. 

Government and airport officials broke ground for the new 700,000 square-foot facility on 14 October 2021. When it opens in early 2025, it promises to transform the passenger experience for those traveling from, to, or through PIT. 

The Current Airport is Showing its Age

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One of the TSA security checkpoints at PIT’s Landside Terminal in December 2021 | IMAGE: pitairport on Flickr

The new facility will replace the current two-terminal system. At nearly thirty years old, the existing airport has outlived its useful life.

The current layout consists of the “landside terminal,” which houses airline ticket counters, shops, restaurants, car rentals, and TSA checkpoints. Once through TSA, the “airside terminal,” or the A, B, C, and D concourses, is accessible via a half-mile-long underground people mover train. The airside terminal features the “AirMall.” Now run by Fraport USA, it was once the largest airport shopping center in the United States. A commuter terminal, also known as the “E Gates,” was accessible by escalators from the landside terminal. However, the 22-gate “E” concourse was closed in 2003 after US Airways began to scale back – and eventually eliminate – its PIT hub. 

The US Airways Effect  

US Airways regional aircraft at PIT
US Airways regional aircraft at PIT in November 2011 | IMAGE: pitairport on Flickr

The existing airport replaced the former Greater Pittsburgh International Airport, which opened in 1952. USAir ran a burgeoning hub operation that had outgrown the space, even after several expansions through the years. When the new airport opened in 1992, it opened with 75 gates with the ability to expand to 100. Unfortunately, the terrorist attacks of 11 September 2001 led to serious financial difficulties at what was now US Airways.

US Airways began to scale back operations amid the downturn in air travel following the 9/11 attacks. Ultimately, the carrier de-hubbed PIT. As a result, passenger traffic plummeted, and the expansive airport became a shell of its former self. 

Since the early 2000s, PIT has reinvented itself by attracting new carriers and routes. However, passenger counts exceeding 20 million at the turn of the century during the height of US Airways’ PIT hub operation are but a distant memory. Passenger traffic continued to decrease following 9/11 until stabilizing in the late 2000s. After relative stability in the early to mid-2010s, and prior to the pandemic, passenger counts were slowly approaching 10 million. Impressive, but still less than half the number of passengers before 9/11. It was clear that Pittsburgh needed to right-size its airport. 

Along with right-sizing PIT, the new terminal will transform it into a sustainable, efficient, and modern example of a 21st-century airport.

Streamlining the Passenger Experience

Rendering of new roadway approach to PIT
A conceptual image of the approach roadway to the new terminal at PIT | IMAGE: pittransformed.com

From the moment a passenger arrives by car, they will experience a streamlined process, including a new roadway system, a multi-level smart parking garage, and the consolidation of ticketing, security, and baggage claim in one area.

The new process will reduce the time it takes to get from curb to gate by 50 percent. Currently, passengers must navigate through a three-level maze to the airline ticket counters and two TSA checkpoints via a confusing and inefficient series of elevators and escalators. 

Once inside security, a more efficient 51-gate layout will allow passengers to navigate to their gate effortlessly. 

A Focus on Clean Air and Nature

Conceptual rendering of outdoor terrace at PIT
Conceptual rendering of outdoor terrace at PIT | IMAGE: pittransformed.com

Pittsburgh’s new terminal will have the distinction of becoming America’s first terminal built from the ground up in the post-pandemic world. The design will feature multiple elements that enhance public health. 

The elevated, three-tier structure will utilize clean air technology, enhanced ventilation systems, and large open areas enabling travelers to spread out. The terminal will feature a natural wood ceiling and floor-to-ceiling windows designed to let in as much natural light as possible. 

Perhaps most impressive, however, is the 90,000 square foot outdoor terrace space. Accessible to travelers both pre- and post-security, this outdoor space will allow travelers to get some fresh air, enjoy nature, and maybe even have a picnic on the lawn while waiting for a flight.  

A Commitment to Sustainability 

Conceptual rendering of ticketing concourse at PIT
Conceptual rendering of future ticketing concourse at PIT | IMAGE: pittransformed.com

The new airport will be the first to generate its own power by a microgrid. Powered by five natural gas generators that source their fuel onsite, the 23-megawatt grid went online in July 2021. More than 9,000 solar panels installed on a former landfill also contribute to power generation. 

At least 75 percent of waste generated by the construction of the new terminal will be recycled or reused. The new roadway system to the terminal will feature recycled concrete from existing airfield infrastructure. The airport will also harvest rainwater. 

All construction will be LEED-certified, meaning that the facility will be among the most sustainable buildings in the world. 

A True World-Class Airport 

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Conceptual rendering of departure level at PIT | IMAGE: pittransformed.com

When the Terminal Modernization Program is complete in 2025, PIT will cement its spot as a world-class airport. 

Although nowhere near the number of flights it saw during US Airways’ heyday, PIT currently offers 125 daily flights to more than 70 destinations. PIT is served by 15 airlines, including British Airways 787 service to London-Heathrow (LHR). 

As demand for air travel increases post-pandemic, the updated Pittsburgh International Airport will be well-positioned to take advantage of the growth and will serve the needs of southwestern Pennsylvania for decades to come. 

Man Lands His Model Rocket Just Like SpaceX

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Years of research led to a successful SpaceX-like model rocket landing that went viral on YouTube.

Joe Barnard is a rocket enthusiast who had a dream. He wanted to work for SpaceX. With no relevant experience though, he realized he had to do something unique to stand out as a candidate. He figured he would build a model rocket and land it after launch just like SpaceX’s ground-breaking Falcon 9 rocket does. That would impress them! The only challenge was that he didn’t have a degree in aeronautics, astronautics, coding, or EE. He was a music major in college with a focus on audio engineering. So while he didn’t have the formal requirements for the role, he was clearly a smart and ambitious individual.

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Joe Barnard engineered a complex system to successfully and reliably land model rockets, just like the real SpaceX Falcon 9. (Photo: BPS.Space YT Channel)

Project Moved Beyond Goal For A Job

For seven years, Joe labored to achieve his goal of a vertical takeoff, vertical landing model rocket. He chronicled his story of development with some spectacular failures and engineering challenges. His success video showed the masterful landing and was a ‘breakout’ hit. The video of his endeavor that finally nailed the landing went viral on YouTube, with well over 3 million views.

His Perseverance is Even More Impressive

It’s a pretty impressive video to see a model rocket land just like the SpaceX rocket. The story of his perseverance is even more inspiring though. The obstacles he faced were numerous throughout his journey. If you dig into his channel, BPS.space, you’ll see the many videos showing the incremental and sometimes painful steps towards project success.

Now that he’s achieved his goal, Joe is continuing the development of model rocketry with more advanced rockets. He pays for his project through a Patreon site, sales of his VTVL system for model rockets, and YouTube video ad revenue.

Joe’s goal is now to revolutionize the model rocket industry. He ended up not working at Space X, but it’s pretty clear that he’s ok with that and enjoying his own unique career path.

Norse Atlantic Expands at Fort Lauderdale

Norwegian budget carrier Norse Atlantic Airways made a splash Thursday by announcing new service between Germany and south Florida. 

Slated to begin on 7 December, the thrice-weekly service will link Berlin’s new Brandenburg Airport (BER) and Fort Lauderdale-Hollywood International Airport (FLL). Norse Atlantic will operate the flight with a Boeing 787-9 Dreamliner. 

From Germany to South Florida 

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A Norse Atlantic Airways Boeing 787-9 Dreamliner | IMAGE: Norse Atlantic Airways

Fort Lauderdale will be the carrier’s third destination out of Berlin, which also offers nonstop flights to Los Angeles (LAX) and New York’s John F. Kennedy International Airport (JFK). BER-JFK service began yesterday, while BER-LAX service launches today. 

Norse also flies nonstop between FLL and its home base of Oslo’s Gardermoen Airport in Norway (OSL). 

One-way fares for the Berlin-Fort Lauderdale flights start at €228 ($230). The flight, which will operate on Wednesdays, Fridays, and Sundays, will depart Berlin at 1625 and arrive in Fort Lauderdale at 2100 (all times local). For the return trip, the flight departs Fort Lauderdale at 2300 and arrives in Berlin at 1440 the next day.  

“We are very pleased to now be able to welcome customers from across Germany on board our state-of-the-art Boeing 787 Dreamliners to New York and Los Angeles,” said Norse Atlantic CEO Bjørn Tore Larsen. “With the addition of our Fort Lauderdale route commencing in December, we will be the largest long haul carrier operating out of Berlin. Our affordable fares will boost transatlantic travel between Europe and the US, benefitting local economies on both sides of the Atlantic.” 

Norse Partners with Other Carriers

A parked Norse Atlantic Airways Boeing 787-9
A parked Norse Atlantic Airways Boeing 787-9 | IMAGE: Norse Atlantic Airways

Norse is also making it easier for passengers to continue on to other cities. In July, the carrier announced an interline agreement for connecting traffic with easyJet, Norwegian Air Shuttle, and Spirit Airlines.

According to the airline, the agreement will provide more than 600 weekly connections to Norse’s hubs in Oslo, London, Berlin, New York, Fort Lauderdale, Orlando, and Los Angeles. 

Norse Atlantic Airways route map
Norse Atlantic Airways route map as of August 2022 | IMAGE: Norse Atlantic Airways

An All-Dreamliner Fleet

A Norse Atlantic Airways 787-9 Dreamliner in flight
A Norse Atlantic Airways 787-9 Dreamliner in flight | IMAGE: Norse Atlantic Airways

Founded in February 2021, Norse Atlantic began scheduled service on 14 June 2022. Although its Dreamliners were inherited from Norweigian Air Shuttle, Norse Atlantic is not an iteration of that carrier. Norwegian Air Shuttle ended its long-haul operations in January 2021 and currently focuses on Europe. 

As of 16 August, Norse Atlantic operates a fleet of eight Boeing 787-9 Dreamliners (one of which is currently in storage). Four additional Dreamliners are due to join the fleet soon. Norse Atlantic calls their Dreamliners “Longships” in a nod to Norse explorers who traveled the world in vessels of the same name. 

Norse Atlantic’s On-Board Experience

A Norse Atlantic Airways Boeing 787-9 Dreamliner lands
A Norse Atlantic Airways Boeing 787-9 Dreamliner lands | IMAGE: Norse Atlantic Airways

On board Norse’s Dreamliners, passengers can choose between economy or premium cabins. The economy cabin features a 3-3-3 configuration, while the premium cabin features a 2-3-2 design.

Both cabin choices offer three types of fare, which gives passengers the choice of what level of service they want. All seats feature a personal entertainment system, and Wi-Fi is reportedly in the works. 

Although Norse Atlantic is only two months into its new operation, it seems to be doing well so far. The carrier reported a load factor of 86 percent during July, up from 82 percent in June. Norse also completed 100 percent of its scheduled daily flights in July. 

We look forward to seeing if the newest trans-Atlantic budget carrier succeeds where others haven’t.

WATCH: Next-Gen Embraer Turboprop Aims to Disrupt Industry

Record high fuel prices and an increasing emphasis on sustainability continue to reshape the aviation industry. Is it time to shake things up with a brand new turboprop regional airliner? 

Embraer seems to think so. 

First proposed as early as 2017, the Brazilian aerospace manufacturer recently showcased its next-gen turboprop (TPNG) in a video titled “The Shape of Things to Come.” 

Embraer’s Next-Gen Turboprop Timeline and Features

Embraer Commercial Aviation CEO Arjen Meijer says the TPNG is on track to launch in early to mid-2023. Embraer says it will initially develop 50 and 90-seat variants of the aircraft. The company says it hopes to launch one type in 2028. The other will follow in 2029, although Embraer has not determined which variant will launch first.

Conceptual designs depict a low-wing aircraft with a cross-section much like its E-Jet E2 counterparts (the E175, E190, and E195). The design also features two aft-mounted turboprops and a T-tail. 

Conceptual rendering of an Embraer Next-Gen Turboprop
IMAGE: Embraer

According to Embraer, the aircraft will feature 10 percent more personal space than the E-Jet E2s. It will travel 20 percent faster, but cost 15 percent less to operate per seat than any turboprop on the market today. Additionally, the aft-mounted engines will provide an overall quieter experience.

Embraer expects to make a powerplant decision by the end of 2022. Meijer says the company is currently in discussions with Pratt & Whitney Canada and Rolls-Royce. General Electric does not plan to offer an engine for the type. 

But Is There a Market for Turboprops? 

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IMAGE: EMBRAER

Meijer announced during the 2022 Farnborough Air Show that Embraer has signed letters of intent (LOI) for more than 250 TPNGs, including North American operators. The demand is in line with Embraer’s recent analysis indicating a global need for nearly 11,000 new aircraft with fewer than 150 seats over the next two decades. More than 2,300 – or 21 percent – will be turboprops. 

It may seem difficult to imagine a future where carriers – particularly in the United States – once again rely on turboprops to connect smaller communities in their systems. With the advent of the regional jet age in the late 1980s and early 1990s, many believed the turboprop would soon become relegated to the annals of aviation history. Sleek new regional jets that were fast and quiet began to dominate the skies. It seemed the future of aviation had arrived. 

In recent years, however, we have seen that regional jets are inefficient and not necessarily well-loved by fliers (or crew). That led to airlines shedding regional jets from their fleet. This process sped up exponentially during the COVID-19 pandemic as air travel demand plummeted. Amid the pandemic, airlines tried everything they could to stay solvent. When air travel finally began to recover as the pandemic waned, major airlines that had offered early retirement to pilots now faced a glut of openings. The obvious choice to fill those positions was to hire pilots from regional carriers. But as those pilots moved to mainline carriers, staffing woes began to affect the regionals. As regional jet fleets dwindled, small communities began to face service reductions – or even lost airline service altogether. 

No real replacement for aircraft in the 50 to 70-seat range is in development. Smaller communities unable to sustain anything larger are already losing air service and more are sure to follow. Cities like Dubuque, Iowa (DBQ) or Williamsport, Pennsylvania (IPT) just can’t support mainline service. So what will fill the void? Will we see a renaissance of sorts for the turboprop market? Embraer is betting on it. 

Embraer Plans to Shake Up a Stagnant Market 

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IMAGE: Embraer

If Embraer’s TPNG program succeeds, it will disrupt a sector of the aviation industry that hasn’t changed much in recent decades. Despite some minor cosmetic and technological advances, the two dominant players in today’s turboprop market – the de Havilland Canada Dash 8 Q400 and the ATR-72 – are essentially the same as when their original variants launched in 1983 and 1985, respectively.

High fuel prices, new technology, and an increased push for decarbonization are creating opportunities for a transformational moment in the industry. Yes, other manufacturers have taken steps toward innovation, but Embraer is truly embracing the moment. By doing so, it will not only radically shake up the stagnant turboprop industry, it will lead it into an innovative, greener, and more sustainable future. 

NASA to Roll-Out First Artemis Moon Rocket Tuesday Night for Aug 29 Launch

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NASA is all systems GO to roll-out the world’s most powerful rocket on Tues night (Aug 16) at Kennedy Space Center in Florida, where it is set to launch Aug 29 with the maiden voyage in a new era of human spaceflight to return astronauts to the moon this decade.

Artemis’ Maiden Voyage To The Moon’s Orbit

The new program is called Artemis, after Apollo’s twin sister and Goddess of the Moon in Greek mythology. This first mission is called Artemis-1, and will launch on a giant new rocket called the Space Launch System (SLS) to send a new spacecraft, called the Orion crew capsule, farther than any spacecraft for humans has ever gone before.

The giant SLS is currently tucked inside a high bay in Kennedy’s iconic Vehicle Assembly Building (VAB), previously used to process Apollo Saturn-V moon rockets and space shuttles for flight.

Rollout Happening Tonight

First motion out of the VAB is scheduled for 9pm EDT. NASA will air it live online starting at 3 p.m. EDT Aug. 16 on the NASA Kennedy You Tube channel.

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Looking dOwn on The 322-ft tall Artemis-1, with orion stacked on toP of the sls rocket inSide the vab at kennedy space center (nasa photo)

It’s only about 4 miles from the VAB to launch pad 39B, but the trip will take somewhere between 8-12 hours due to the sheer size of the mammoth 322-ft tall vehicle.

Even the behemoth transporter itself is a marvel of engineering, larger than a Major League Baseball infield and made to carry over 20 million pounds on its back.

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Artemis-1 atop nasa’s crawler transporter (photo: mike killian / americaspace.com)

The upcoming uncrewed flight will put SLS, Orion, and all the ground support personnel and infrastructure to the test to validate and prove that everything works, before NASA sends astronauts on Artemis-2.

Once launched, Artemis-1 will send Orion 280,000 miles from Earth and thousands of miles beyond the Moon on a mission lasting 4-6 weeks. Upon arriving at the moon, it will fly 62 miles above the surface, and then use the Moon’s gravity to propel it into a deep retrograde orbit 40,000 miles above the surface, where it will fly and test for 6 days.

Orion will then descend back into a low orbit and brush past the surface again at 60 miles to perform its engine firing to break away from the moon’s gravity, and then head back to Earth. 

Orion will stay in space longer than any ship for astronauts has ever done without docking to a space station, and will return home faster and hotter than any before it.

Emirates Wants Airbus to Redesign the A380

Emirates, the world’s largest operator of the Airbus A380, is asking Airbus to redesign its iconic super jumbo. 

That may seem strange, considering the A380 was essentially written off for dead amid the COVID pandemic. But in an interview this week with CNN Travel, Emirates president Tim Clark said he always suspected it wasn’t time for it to go to the desert. 

“The notion that the A380 was a spent force was always a little bit of a difficult one for us to swallow,” Clark told CNN. 

Indeed, as air travel has roared back to life post-pandemic, so has the demand for the A380. Out of 118 A380s in the Emirates fleet, 80 are back in service. 

But 17 years after the A380’s first flight, the type is out of production, and neither Airbus nor Boeing have anything meant to replace it. Clark believes the options in the foreseeable future – either the Airbus A350-1000 or what will be the Boeing 777-9 – are not going to be enough. 

“The math tells you that you need a big unit, much bigger than we’re getting at the moment,” he told CNN. 

He worries that consumers will face higher fares as supply shrinks and demand grows. 

Open Fan Engine Technology Opens Up Possibilities

A380 tests open fan engine technology
An Airbus A380 will be used to research open fan engine technology | IMAGE: Airbus

A new plane similar to (or even larger than) the A380 was inconceivable just a few short years ago. But with the advance in airframe technology since the A380 launched in the mid-2000s, a new super jumbo would be manufactured with composite materials making it significantly lighter and far more efficient. 

A new engine technology called “open fan” is also being studied. With a reduction in fuel consumption and CO2 emissions of up to 20 percent, an open fan engine concept would do wonders for an aircraft designed to fly with four engines. 

Open fan technology involves a nacelle-less engine with counter-rotating fans and an increased flow of cooler air produced by thrust. Without a nacelle, the core of the engine is exposed to the cooler air, which in turn reduces the amount of thrust the engine produces. Aircraft that use open fan engines can reach the same speed as those that use conventional engines while using significantly less fuel. 

Because an open fan engine does not require a nacelle, the aircraft’s overall weight is reduced, thus decreasing fuel consumption. 

So far, open fan engine studies have been focused on smaller single-aisle aircraft like the 737 or A320 (although an open fan engine will be tested on an A380 soon).  Theoretically, however, the architecture of an open fan engine would lend itself to being beneficial on larger aircraft like an A380 by allowing for the development of more powerful engines and increased cool airflow – without increasing the overall weight of the aircraft. 

“If you can get them to do what I think they could do in terms of fuel efficiency and power, then you have the makings of an airplane that would match or beat the economics of the [twin-engine] aircraft that we see today, by quite a long way,” Clark told CNN. 

Wishful thinking? 

An Airbus A380 tests an open fan engine
Airbus will test open fan engine technology on an A380 research aircraft | IMAGE: Airbus

Interest in the A380 was waning long before the pandemic hit. So it’s understandable that aviation experts hesitate to say that an A380 replacement is feasible. 

Analysts believe the market could support a Boeing 747 replacement, but not for something as large as the A380. 

For now, the two mega aircraft manufacturers will continue to put their long-haul efforts into twinjets that seat anywhere from 350-430 passengers. It’s also possible that Boeing and Airbus could produce even larger variants of those types in the future. 

Until then, airlines like Emirates will be watching closely to see if a replacement for the A380 will eventually make sense. 

Startup US Regional to Offer Pilots $250K Salary

A new American regional airline hopes to avoid challenges posed by the ongoing pilot shortage by enticing new talent with an industry-leading salary of $250,000. 

Connect Airlines, a division of Bedford, Massachusetts-based charter company Waltzing Matilda Aviation, intends to launch scheduled passenger service between the United States and Toronto Billy Bishop Airport (YTZ) in Canada. 

A Familiar Business Model 

Toronto Billy Bishop Airport in Toronto, Canada
Toronto Billy Bishop Airport (YTZ) | IMAGE: Billy Bishop Toronto City Airport via Facebook

Connect plans to focus on day-tripping business travelers using Dash 8 Q400 turboprop aircraft leased from the recently-resurrected UK regional airline Flybe. Toronto’s downtown island airport is, of course, home turf for Porter Airlines.

Like Connect’s proposed service, Porter uses the Q400 between Billy Bishop and business centers in the northeastern and midwestern United States. Along with YTZ, the airline will initially fly three daily flights to both Chicago O’Hare (ORD) and Philadelphia (PHL). 

Connect has two ex-Flybe Q400s ready to go with hopes to have five in the fleet shortly.

While no official launch date has been set, the US Department of Transportation (DOT) on 5 July officially certified Connect for scheduled passenger service. The airline is actively working with Canadian regulators to complete their certification process by the beginning of September. Federal Aviation Administration (FAA) mandated proving runs began in mid-July.

Connect Seeks 30 Qualified Captains

Connect Airlines Dash 8 Q400
A COnnect Airlines Dash 8 Q400 in flight | IMAGE: Connect Airlines

Last month, Connect launched a pilot recruitment program called “Smart Start Captain.” The airline hopes to recruit up to 30 “highly qualified direct entry US captains” by offering an industry-leading, pay-protected salary of at least $250K per year.

Additionally, the carrier will offer its pilots attractive work-life balance benefits, such as returning to their home base every day. Most crew schedules will be based upon a four-on, three-off schedule. Connect says its pilots will have the opportunity to “set smarter schedules to optimize their duty time and home life.” 

Pilot bases will be located in both Philadelphia and Chicago. In addition, Connect will provide a $1,500 tax-free bonus each month to offset commuting expenses. 

Qualified captains must have a minimum of 2,500 hours total flight time, including 1,000 hours of FAA Part 121 or Part 135 time. Prior captain experience is not necessary. 

“We are looking for Captains that see the opportunity in building a new airline and in participating directly in how that airline works and grows,” said David Marcontell, Chief Operating Officer, Connect Airlines. “There is a huge benefit in collaborating with our pilots to build a smarter airline and we are backing that up with a compensation package that is considerably higher than any other Regional in the USA and highly competitive with Low Cost Carriers (LCC) as well.”

America’s First Zero-Emission Passenger Airline

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COnnect Airlines has ordered 75 ATR 72-600s powered by green hydrogen with options for 25 more | IMAGE: Connect Airlines

Sustainability is also a big focus for Connect. In addition to the Q400, which generates up to 40 percent less carbon emissions than regional jets, the carrier has placed an order for 75 ATR 72-600 turboprops powered by hydrogen fuel cells and an electric powertrain. 

The airline is partnering with Hawthorne, California-based aerospace company Universal Hydrogen to convert the ATR turboprops. The order also includes purchase rights for 25 additional aircraft conversions. 

By reducing CO2 emissions today and eliminating them by 2026, Connect says it is well on its way to becoming America’s first zero-emission passenger airline. 

But Will it Work?

Connect Airlines Dash 8 Q400
Recently graduated Connect Airlines flight attendants receive their wings in front of a Connect Airlines Dash 8 Q400 in May 2022 | IMAGE: Connect Airlines

Amid the unprecedented slowdown of global air travel during the COVID-19 pandemic, airlines went into survival mode by offering early retirement to senior crew members. Since then, the industry has recovered – perhaps faster than most analysts predicted. The resulting rapid increase in demand has led to chaos at airlines and airports around the globe because not enough pilots are available to fly airplanes – especially at the regional level. 

As a result, airlines have turned their attention to improving pay and benefits in an effort to hire and retain pilots in the post-pandemic landscape. Many carriers have sweetened hiring incentives by offering employee benefits that would have been unthinkable just a few years ago. However, a starting salary of a quarter million dollars is unheard of at a regional airline – let alone a startup carrier.

Connect CEO and former Virgin Atlantic executive John Thomas recently acknowledged the carrier’s unorthodox approach. 

“Creating a new airline in a challenging market means we have to do things differently and smarter than others,” Thomas said at the launch of the Smart Start Captain program last month.

With such a generous salary and benefits package, and Connect’s commitment to a green future (which isn’t cheap), it will be interesting to see if its “smart and different” business model succeeds. 

Connect Airlines Bombardier Dash 8 Q400 departure from Portsmouth International Airport (PSM)