Home Blog Page 57

Delta Prepares to Bid Adieu to the Plane We All Love to Hate

Dave Hartland
-
0
Delta Prepares to Bid Adieu to the Plane We All Love to Hate

Breaking up is hard to do, but the end is finally near. Delta Air Lines will end operations on its once-massive fleet of CRJ-200s on 30 November. 

That means beginning in December, not a single Delta Air Lines passenger will set foot on a CRJ-200 (CR2) for the first time in over three decades. However, for CR2 die-hards (do any exist?), not all is lost: Delta scheduling continues to indicate the possibility that at least three cities will again see CR2 service in spring 2024 (even if it is probably just be a scheduling error). 

Delta Connection Carrier Comair Introduced the CRJ-200 to North America in 1993

Comair CRJ-100s and EMB-120s at CVG in the early 1990s
Comair CRJ-100s and EMB-120s on the ramp at Cincinnati Northern Kentucky International Airport (CVG) in the early 1990s | IMAGE: Vern Krutein on flickr

The Canadair Regional Jet program traces its roots back to the early 1970s when William Lear, the creator of the Learjet, spearheaded a project to launch a new business jet called the Challenger 600. 

Canadian aerospace manufacturer Canadair took over the project prior to the type’s certification in 1980. However, despite its certification, sales never took off. In 1986, Bombardier acquired Canadair and initiated a comprehensive program overhaul, resulting in the development of the CRJ-100. 

The maiden flight of the CRJ-100 took place on 10 May 1991. Following certification in October 1992, Lufthansa subsidiary CityLine became the launch customer for the new regional jet. Meanwhile, in North America, Comair (a Delta Connection carrier that would later become a wholly-owned subsidiary of Delta Air Lines) was the launch customer for the CRJ-100. Comair initiated CRJ service between Cincinnati/Northern Kentucky International Airport (CVG) and Toronto Pearson International Airport (YYZ) in Canada on 1 June 1993. 

A newer, more efficient model, the -200, was introduced shortly after that. In all, 1021 CRJ-100/200s were manufactured between 1991 and 2006. 

Today, just 122 remain in service in North America. Among them, 81 are operated by Skywest (Delta Connection, United Express), 36 by Air Wisconsin (American Eagle), and seven with Canadian carrier Jazz Aviation (Air Canada Express).  

Interestingly, Air Wisconsin resumed flying the CRJ-200 again earlier this year after parking them during the pandemic. The carrier operates a small number of regional routes using the CR2 out of Chicago O’Hare International Airport (ORD) on behalf of American Eagle.

An 11 or Three-Year Process, Depending on Who You Ask 

Delta Connection CRJ-200
A Delta Connection CRJ-200 lifting off | IMAGE: Delta Air Lines

Rumblings of an impending end to CR2 flying for Delta have been swirling since at least 2012. However, it wasn’t until 2020 that airline leadership officially set a plan in motion to permanently retire the CRJ-200s from Delta’s fleet.

It’s not hard to understand why. The CR2 is Delta’s smallest aircraft (Delta Connection no longer operates any ERJ135/145s). Although its impact on revolutionizing regional air travel cannot be understated, the CR2 is almost universally hated by passengers and crew. Offering minimal amenities, the CR2 doesn’t fit in with Delta Air Lines’ evolving business model. The company aims to “simplify, modernize, and streamline” its fleet and enhance the customer experience, all while slashing operating costs. 

These changes will make Delta the first U.S. carrier to offer first class on every flight. 

The tiny CR2 features just one class of service. The aircraft is notorious for its tight seating configuration and (very) limited overhead storage. Despite featuring Delta’s premium seat product Comfort Plus, the added legroom on the CR2 is negligible. Taller passengers often contort into uncomfortable positions, while overhead “bins” fill up quickly, leading to delays during boarding and disembarkation. Further, the CR2 does not feature in-seat power, unlike the CRJ-700/900.

Delta also plans to roll out Wi-Fi capabilities to every aircraft in its fleet (with the exception of any remaining CR2s) by the end of 2024. 

Of course, the pandemic and the ongoing pilot shortage crisis have further contributed to sealing the fate of the CR2. 

In its 2020 announcement, Delta committed to completely phasing out the CR2 by summer 2023. Despite minor adjustments to the timeline, Delta has remained largely consistent with its goal.

The Beginning of the End 

A Delta Connection CRJ-200
Delta Connection CRJ-200 | IMAGE: Delta Air Lines

Delta Connection carrier Endeavor Air ended CR2 operations out of Atlanta Hartsfield Jackson International Airport (ATL) in May 2023. This left St. George, Utah-based Skywest Airlines as Delta’s sole operator of the type out of Detroit Metropolitan Wayne County Airport (DTW), Minneapolis–Saint Paul International Airport (MSP), and Salt Lake City International Airport (SLC).

However, Skywest has been phasing out CR2 operations in recent weeks. In mid-October 2023, Skywest ended CR2 ops out of Detroit and Minneapolis.

That left Salt Lake City as the only remaining Delta hub with CRJ-200 flights. 

Where Delta CRJ-200s Still Fly Today

Delta Connection CRJ-200
A Delta Connection CRJ-200, operated by Skywest Airlines, on the ramp at Elko Regional Airport (EKO) | IMAGE: Elko Regional Airport on Facebook

But even at SLC, Delta is preparing to end CR2 ops.

As of the time of this writing (mid-November 2023), Skywest is deploying the CRJ-200 on routes to just three cities out of SLC, which are: 

  • CNY: Moab, Utah (Canyonlands Regional Airport) 
  • EKO: Elko, Nev. (Elko Regional Airport) 
  • CDC: Cedar City, Utah (Cedar City Regional Airport)

Aside from these cities, Skywest previously operated the CR2 on seasonal flights to Yellowstone Airport (WYS) in West Yellowstone, Mont. However, this service concluded for the winter months in mid-October.  

Similarly, service to Moab, Elko, and Cedar City will end for the winter months on 30 November. 

So, is that the end of Delta’s CRJ-200 story? The short answer is: Probably, yes.

According to delta.com, the potential resumption of service to at least two of those locations – West Yellowstone (WYS) and Moab (CNY) – still shows the CR2 next spring, but that was probably just a placeholder aircraft for the schedule. It is more than likely going to be with the larger CRJ700 or CRJ900.

At the same time, local media in Moab is reporting that Skywest, which also provides United Express service to CNY from Denver International Airport (DEN), will pull out of CNY for good by the end of 2023. In its place, federally subsidized flights to Phoenix Sky Harbor International Airport (PHX) aboard Smyrna, Tenn.-based Contour Airlines will begin in February 2024.

More Modern and Comfortable Regional Jets Are Replacing the CRJ-200 

Delta Connection CRJ-900
The Bombardier CRJ-900, operated by Delta Connection Carrier Endeavor Air or SkyWest Airlines, takes off | IMAGE: Delta Air Lines

For travelers in Elko (EKO) and Cedar City (CDC), Skywest will introduce 76-seat CRJ-900s when service resumes next spring. 

This trend extends to smaller markets throughout the Delta network. Alternatives such as the CRJ-700 and the Embraer 170/175, operated by regional carriers Republic Airways, Endeavor Air, and Skywest, will replace outgoing CR2s. 

Some small-to-mid-size cities have lost Delta service altogether, including Lincoln, Neb. (LNK), and the Pennsylvania cities of Erie (ERI) and Wilkes Barre/Scranton (AVP). However, these instances are not isolated, with more than 70 U.S. cities experiencing a reduction or elimination in air service due to various factors, including the contraction of regional airline fleets. 

Once Lauded, the CRJ-200 Evolved into the Airplane Everyone Loved to Hate  

Delta Connection (Comair) CRJ-200
A Delta Connection (Comair) CRJ-200 lifts off from Cincinnati Northern Kentucky International Airport (CVG) on 3 Aug 2003 | IMAGE: Bruce Leibowitz on flickr

As of this writing, just eight CR2s remain in Delta’s fleet of CRJ-100/200s that once numbered in the hundreds. 

While most of the jets are living out their remaining days in desert boneyards, some have found new life operating federally subsidized air service routes for other carriers. But even those carriers will see an end to CR2 service in the next few years, with United Airlines committing to a 2026 end date. 

Delta’s decision to retire the CRJ-200 is part of a broader trend in the aviation industry towards more efficient, environmentally friendly, and passenger-centric aircraft. Newer regional jets and smaller full-size jets like the Airbus A220 are equipped with state-of-the-art technology and improved cabin configurations. 

As we bid farewell to the CRJ-200, we’d be remiss not to acknowledge its role in connecting communities and supporting regional air travel. Despite its flaws, this aircraft served as a vital link between smaller airports and major hubs, facilitating economic growth and fostering connections between people. 

The imminent retirement of the CRJ-200 signifies the conclusion of an era spanning over three decades for Delta Air Lines and Delta Connection. And while we doubt many tears will be shed over its retirement, Delta (and other legacy carriers) would do well to consider the many smaller communities the CRJ-200 connected to the world.

In the meantime, flyers rejoice! Each day that passes is one day closer to never having to set foot in the airplane we all love to hate. As we once called it, the Nickleback of the skies days are numbered at Delta Air Lines.

Watch SpaceX Launch Their 2nd Starship Test

Mike Killian
-
0
Watch SpaceX Launch Their 2nd Starship Test

UPDATE: Starship 25 (the second full test launch) launched today shortly after 7am Central Time. The first stage separated successfully but then encountered an anomaly and was destroyed. The second stage continued until 148km over the Gulf of Mexico where it also encountered a RUD (rapid unscheduled disassembly). The video below has the full launch sequence.

Original Story:

SpaceX is set to launch their second flight test of the Starship and Super Heavy rocket on Saturday morning, Nov 18. Liftoff is scheduled for 7:00am Central from Starbase, TX.

Watch it here:

You can watch the launch LIVE above on Saturday morning, beginning at 6:30am Central. You can watch SpaceX’s official webcast on their website or on X.

Second test follows explosive flight last April

Saturday’s flight test follows their first test launch earlier this year in April. That Starship was able to lift-off, but it destroyed its launch pad in doing so, and experienced multiple engine failures on ascent.

The Starship was remotely destroyed shortly after launch, at an altitude of about 24 miles by the Autonomous Flight Safety System (self destruct). After review, it was determined that the system took too long to execute, as there was quite a delay between the command and actual destruction. The explosion occurred near sensitive and populated areas. Local communities and protected environmental areas were impacted with debris and clouds of dust, even sparking a small wildfire.

A subsequent FAA investigation took seven months to complete. It involved other government agencies including the U.S. Fish and Wildlife Service (FWS), because Starbase is located on a federally protected wildlife refuge.

98E0071E D2B5 4BF0 BCBD B12E98BF0B95
Watch SpaceX Launch Their 2nd Starship Test 10

Launch is an important step toward lunar spaceflight and beyond.

The company’s new mammoth rocket and spacecraft stand nearly 400 ft tall when stacked. The first stage Super Heavy is equipped with 33 of the company’s own Raptor engines, which will produce nearly 17 million pounds of thrust on launch. By far the most powerful rocket ever.

NASA is helping fund Starship development to land Artemis on the Moon

Ultimately, SpaceX wants Starship flying heavy-lift crew and cargo missions to the moon and Mars. And they want a fully reusable system, even landing the rocket back on its launch pad. SpaceX already has paying customers for those future missions too, including NASA. NASA wants to land their Artemis crews on the moon using the Starship. The first moon landing on Artemis-3 is slated for possibly 3 years from now if SpaceX can successfully launch and keep a very tight timeline.

E344CCE2 E42C 4CB1 85B1 0653A09A284B
Watch SpaceX Launch Their 2nd Starship Test 11

That said, the U.S. government has a high interest in Starship’s development. There can’t be a moon landing until Starship is ready. SpaceX had to consistently launch safe missions on the Falcon9 system before NASA ever put their astronauts onboard, and it will be no different for Starship. NASA wants to see around 20 Starship flights, from both Starbase and Kennedy Space Center, before they will trust the systm enough to put their crews on the Artemis-3 lander.

A look at Saturday’s flight test

Saturday’s scheduled Integrated Orbital Flight Test-2 won’t be going to the moon. Starship will launch, then perform staging separation a little after 2 minutes in flight. The massive rocket will then fly back and attempt a vertical landing splashdown about 20 miles off the coast of TX.

58BE3D1C 3AC4 4CC0 8F62 DFA7D3AC5725
Watch SpaceX Launch Their 2nd Starship Test 12

The Starship spacecraft meanwhile will ignite its own Raptor engines for 6 minutes, continuing on in flight for an hour before splashing down in the Pacific Ocean about 60 miles northwest of Kauai, Hawaii.

Neither the rocket or Starship for this test will be recovered or reused. SpaceX is constantly developing more test articles, in what they call a rapid iterative development approach. If this launch is successful, future iterations will attempt a landing.

Couple Charters Airbus A340 and Two A321Neos For Paris Wedding

Dylan Phelps
-
0
Couple Charters Airbus A340 and Two A321Neos For Paris Wedding

Talk about the Ultimate Flex! Couple flies family and friends from Fort Worth, Texas to Paris for a Wedding.

Last night, I witnessed an incredible charter operation taking place at Fort Worth’s Alliance Airport. During the evening hours, an impressive VIP-configured AirX Airbus A340-300, equipped with over 100 lie-flat seats, made its grand entrance, accompanied by a pair of La Compagnie A321neos, both configured with all-business class seating.

Chartered A321NEO arrives at Alliance Airport in Fort Worth, Texas. Image: Centerline Images
Chartered A321NEO arrives at Alliance Airport in Fort Worth, Texas. Image: Centerline Images

This Wasn’t Just A Typical Charter

The word on the street suggests that these three aircraft were chartered to transport a sizable wedding entourage from the North Texas airport to Paris, France.

A321NEO at AFW
Couple Charters Airbus A340 and Two A321Neos For Paris Wedding 17

Interestingly, it seems that the individuals responsible for this operation effectively took La Compagnie out of its normal regularly scheduled service for the day. A quick examination of La Compagnie’s website revealed that the 15th, the date of the charters, was conspicuously unavailable for booking, making it one of the only greyed-out dates on the calendar for the entire month.

A340
Couple Charters Airbus A340 and Two A321Neos For Paris Wedding 18

Pure Luxury for every guest

Following a few hours on the ground, and amid a seemingly endless stream of luxurious vehicles that are currently far beyond my own financial reach, the three aircraft departed the North Texas airport to start the journey east. The A340, with its much better range capabilities, embarked on a direct flight to Paris, while the “less fortunate” ones on the pair of A321Neos had to make a pit stop in Newark before joining the rest of the entourage in the French capital.

What a tough life! Cheers to the lucky couple!

a340 2
Couple Charters Airbus A340 and Two A321Neos For Paris Wedding 19

Boeing Scores Big at Dubai Airshow

Dave Hartland
-
0
Boeing Scores Big at Dubai Airshow

It was a very good week for Boeing as two major Middle Eastern carriers, Emirates and flydubai, placed orders worth a staggering $63 billion on the opening day of the 2023 Dubai Airshow.

The deals solidify the post-pandemic success that Boeing continues to enjoy. After years of trouble, it appears the American OEM may finally be on a winning trajectory.

The World’s Largest Widebody Operator Will Get Even Bigger 

Emirates Boeing 777-300ER
Emirates Boeing 777-300ER photographed on August 17, 2015 from Wolfe Air Aviation’s Lear 25B | IMAGE: Emirates

Emirates, already holding the title of the world’s largest widebody aircraft operator, reinforced its dominance with a massive $52 billion order. The airline’s commitment comprises a firm order for 95 aircraft, featuring 55 777-9s and 35 777-8s, bringing the total count of 777s on order to an impressive 205. Additionally, Emirates upgraded its existing order for 30 Boeing 787-9s, increasing the Dreamliner commitment to 35, including 15 787-10s and 20 787-8s.

Emirates also signed an agreement for 202 GE9X engines to power the newly ordered 777s, bringing their total GE9X order to 460 units.

The first 777-9 is due to join the Emirates fleet in 2025, with continuous additions until at least 2035. Notably, Emirates will be one of the launch customers for the 777-8, with deliveries slated to begin in 2030.

Emirates’ chairman and chief executive Sheikh Ahmed bin Saeed Al Maktoum says Monday’s announcement cements his airline’s position as the world’s largest Boeing 777 operator. 

“The 777 has been central to Emirates’ fleet and network strategy of connecting cities on all continents non-stop to Dubai,” said Al Maktoum. “We are pleased to extend our relationship with Boeing and look forward to the first 777-9 joining our fleet in 2025.” 

Emirates has 295 Aircraft on Order

Dubai International Airport (DXB)
The Emirates fleet at Dubai International Airport (DXB) | IMAGE: Emirates

With 295 aircraft now on order, Emirates continues to position itself as a global aviation leader for decades to come. The carrier boasts an all-widebody fleet of 116 Airbus A380s and 144 Boeing 777s, including 10 Boeing 777-200LRs, 123 777-300ERs, and 11 777 freighters. 

Emirates also placed an order for 50 Airbus A350-900s at the 2019 Dubai Airshow. These aircraft are due to enter the fleet sometime in late 2024, although that date keeps getting pushed back. 

Emirates flies to 140 cities on six continents and will celebrate its 40th year of operation in 2025.

flydubai Stays Loyal to Boeing with Historic Widebody Order

Rendering of flydubai Boeing 787-9
An artist rendering of a flydubai Boeing 787-9 Dreamliner | IMAGE: flydubai

Flydubai, a Dubai-based budget airline, made history on Monday by placing its first-ever widebody aircraft order. The $11 billion deal includes 30 Boeing 787-9 Dreamliners, marking a strategic expansion of flydubai’s all-Boeing fleet, which currently includes 30 737-800s, 47 737 MAX 8s, and 30 737 MAX 9s.

“The 787-9 is perfectly suited for the needs of flydubai as it looks to open up new, longer-range routes and add capacity across its network,” said Boeing Commercial Airplanes president and CEO Stan Deal. “We are proud of the confidence that flydubai continues to place in our products with an all-Boeing fleet.” 

With deliveries to begin in 2026, the 787-9 Dreamliners will play a central role in flydubai’s strategic expansion plans.

Operating a fleet of 79 aircraft, flydubai’s network spans across three continents, 54 countries, and more than 115 cities. The carrier, which began operations in June 2009, currently has over 130 Boeing 737 MAX aircraft on order, with deliveries scheduled through at least 2035. 

Boeing’s Broader Success on Day One of the 2023 Dubai Airshow

Artist rendering of a flydubai Boeing 787-9 Dreamliner
Artist rendering of a flydubai Boeing 787-9 Dreamliner | IMAGE: flydubai

While the Emirates and flydubai orders stole the spotlight, Boeing’s success in Dubai didn’t stop there. Other significant orders include:

  • SunExpress: The Antalya, Turkey (AYT)-based carrier committed to up to 90 Boeing 737s, including 28 737-8s and 17 737-10s. The deal includes options for up to 45 more 737 MAX aircraft.
  • Egyptair: The Cairo, Egypt (CAI)-based carrier signed a contract to lease 18 Boeing 737-800 MAXs.
  • Royal Jordanian: The Amman, Jordan (AMM)-based carrier ordered four 787-9 Dreamliners and reconfirmed a previous order of two.
  • Royal Air Maroc: The Casablanca, Morocco (CMN)-based carrier ordered two 787-9s.

Boeing may get yet another massive boost at the Dubai Airshow this week. An announcement is reportedly very close for Saudi Arabia’s second official flag carrier, Riyadh Air. While not confirmed, the order is said to be upwards of up to 100 Boeing 737 MAX jets with a similar number of options. If confirmed, the 737s would join the previously announced order of 72 Boeing 787s for the Riyadh-based airline. The carrier, founded in March 2023, has not yet begun revenue operations. 

Airbus also received some love on Day 1 of the Dubai Airshow with Riga, Latvia (RIX)-based airBaltic’s order for 30 A220-300s.

As day two kicked off on Tuesday morning, Airbus and Egyptair announced an order for 10 Airbus A350-900s. Later in the day, Ethiopian inked a deal with Boeing for up to 67 jets, including 11 787s and 20 737 MAXs, with options for 36 additional aircraft.

Boeing also received an order for seven 737 MAX 8s for Kazakhstani carrier SCAT Airlines.

Another announcement that could come this week is a potential “mega order deal” between Airbus and Turkish Airlines.

Dubai Airshow 2023: A Global Aviation Extravaganza

Dubai Airshow Flyover
The 2023 Dubai Airshow | IMAGE: Emirates

The Dubai Airshow, renowned as the world’s largest aviation exhibition and conference, will host over 100,000 visitors from more than 150 countries this year. The program will feature over 1,400 exhibitors from 95 countries and more than 180 aircraft.

The biennial event, now in its 37th year, is a platform for industry leaders to showcase cutting-edge technology and innovations.

The airshow continues through Friday, 17 November. 

Braniff’s Gondolas Made Dallas Love Field Look Like The State Fair

Holly Riddle
-
0
Braniff’s Gondolas Made Dallas Love Field Look Like The State Fair

JETRAIL Service aimed to revolutionize the terminal experience. It worked, but never took off.

In 1970, The New York Times ran a story on the Braniff International Airways gondolas at Love Field. As one might imagine, in 1970, a $2 million “jet rail” system (aka, a monorail) that whisked passengers from airport parking nearly a mile away from the airport to the main terminal in approximately four minutes was the height of technology. In fact, it was the world’s first fully automated monorail transit system — it was a big deal and deserved some nationwide press.

If you’ve been to Dallas Love Field recently, you can probably attest to the airport’s resurgence. You’ll see the efforts to accommodate increased passenger numbers with a fresh terminal, great restaurants, and innovative signage. The same can be said for the airport back in the early 70s. The gondola system was an initial attempt to alleviate some of the crowds around the main terminal. It was also designed to lessen backed-up traffic due to cars unloading passengers there, as well as provide shelter and convenience for those who parked their vehicles and then walked the nearly mile trek to and from the airport.

The gondola system was planned in conjunction with a new terminal, which opened in 1968 to accommodate Braniff International Airways’ brand-new Boeing 747 aircraft that would be arriving and departing from the airport. (Braniff International Airways, which operated from 1928 through 1982, used Dallas Love Field as one of its hubs, and called its new terminal the “Terminal of the Future.”)

640px Braniff International Boeing 747 100 Rees
A Braniff International Boeing 747 in the 1980s. This 747 began service for Braniff in the early 1970s with most of the 747 service originating from dallas Love Field.. (Photo: Tim Rees)

The Braniff JETRAIL Passenger Experience Was Pretty Epic 

According to The Times, the gondola system, when it first opened, worked like this:

A passenger pulls into the parking facility and receives their parking ticket. Their baggage is placed on either a baggage gondola or a truck (it’ll be taken straight to the aircraft). Then, the passenger gets into the passenger gondola and heads to the terminal. When a passenger arrived back at the airport, their luggage was similarly taken to the parking facility via the gondolas, so the passenger didn’t need to spend unnecessary time waiting around the baggage claim. 

The gondolas, which were air-conditioned and heated, traveled at 15 miles per hour, 17 feet up in the air, and were outfitted with buttons similar to what you’d find on an elevator today. Each gondola held 10 passengers (with seating for six) and had room for their personal items. Ten gondolas were running when the system opened in 1970.

At that time, Bill B. Grimes, vice president for properties and facilities, Braniff, told The Times that he suspected every airport in the world would have a similar gondola system by 1975. However, Grimes would be very, very wrong — the Braniff gondolas would cease operations by the fall of 1974. 

Braniff Abandons Its Terminal of the Future

In January 1974, Braniff moved its hub from Dallas Love Field to the newly opened DFW. Braniff played a significant role in DFW’s planning and was able to test more of its futuristic travel technology there. Braniff still operated intrastate service out of Love Field, but then abandoned that service in September 1974. At that time, the gondolas ceased operations for good, having traveled 500,000 vehicle miles per year and carried more than 10 million passengers over their lifetime, with a 99.9% reliability rate.

What happened to the gondolas and the JETRAIL system afterward? For a brief period, the JETRAIL parking facilities were turned into a ’70s disco. Yes, really! There was talk of converting the system into an urban project or a hotel, but neither idea came to fruition. Finally, in 1978, the entire JETRAIL system was dismantled.

6118351291 03d6aac5c6 c


Top 5 Really Snarky Nicknames For Airplanes

Avgeekery
-
7
Top 5 Really Snarky Nicknames For Airplanes

Nicknames bring personality to machines. If an airplane really great airplane or a really crappy one, it’ll get a great nickname. If you are a pilot, you probably remember that the first plane you soloed was a Piper Cherokee, or a T-37 Tweet, or a T-34 Mentor. It’s not uncommon for old pilots to say, “I remember the first time I took that Tweet up solo. It was a fantastic day!”

Then some nicknames are so iconic that ‘next generation’ of planes adopt them as their own. The T-6 is named ‘Texan II’ after the original Texan that trained a whole generation of pilots, the F-35 is named ‘Lightning II’ after the original P-38 Lightning, and the C-17 takes on a third generation moniker, the ‘Globemaster III’.

But then there is a third category of nicknames. Ones that are odd, weird, or even really snarky. These nicknames for planes are a mix of cutting, a bit snide, and a large dose of humor mixed in… Here are our top 5 snarky nicknames:

Number 5: Boeing B-52, Nickname ‘BUFF’

B 52D dropping bombs over Vietnam
Official US Air Force photograph

The Boeing B-52 is legendary. Behind the stealthy B-2, it is probably the most recognized bomber in the world. The jet has a lengthy history. The first demonstration jet flew way back in 1952. It is now on it’s ‘H’ iteration with a whole host of modifications since its introduction. There is even a possibility of upgrading the engines on the venerable bomber in the next couple of years.

So why in the world is the B-52 ‘Strotobomber nicknamed the “BUFF”? The B-52 owes its infamous moniker to a bad paint job from back in Vietnam. The B-52 originally had a bright and shiny bare metal paint job. But the beautiful buffed metal would stick out like a sore thumb over the jungles of Vietnam. So instead, they painted it in a camouflage color scheme. Officers who flew the jet weren’t impressed with how it looked.

The B-52 earned the nickname ‘BUFF’ standing for ‘Big Ugly Fat F*ck’. It might have not been the most PC name, but it stuck. And the B-52 has stuck around too. Some say that the B-52 will become the first military aircraft to fly for at least 100 years.

Patty Wagstaff: Aerobatic Champion and Air Show Legend

Charles Atkeison
-
0
Patty Wagstaff: Aerobatic Champion and Air Show Legend

In an open hanger decorated with aged aviation artwork and maintenance tools sits an Extra 330SC aircraft poised to perform its next air show demonstration at the hands of the new first lady of aerobatics.

Dressed in a black jumper, her blond hair pulled back as she wipes the sweat from her forehead, its pilot steps back to admire her new aircraft. Satisfied, she completes one last preflight check before the upcoming performance.

Patty Rosalie Wagstaff is the world’s top aerobatic pilot whose career includes three U.S. National Championships, and numerous awards of recognition, including the Charlie Hillard Trophy for becoming the top scoring American pilot during the 1996 World Aerobatic Championships. Following a 30-year career, she continues to stay in a throttle-up mode both in the air and in the classroom.

Standing in the Rome Airport hanger during the Wings Over North Georgia Airshow, this aerospace journalist spoke with Patty about her storied career. And, her new role in educating pilots how to manage an in-flight emergency.

U.S. National Aerobatic Champion and air show pilot Patty Wagstaff soars into the record books. (Atkeison)
U.S. National Aerobatic Champion and air show pilot Patty Wagstaff soars into the record books. (Atkeison)

Patty and her sister Toni were raised around aviation. They grew into their teen years while their father flew as a pilot for Japan Airlines. Toni became a pilot for United Airlines while Patty flew with a different attitude in mind.

Patty Wagstaff Becomes a Trailblazer for Women

“I guess I did set out to be a trail blazer when I decided I would go for winning the U.S. National Championships,” Patty confessed as she reflected upon her early years. “Everybody told me a woman couldn’t do it when I first started saying women aren’t aggressive enough.”

Shaking her head with a grin, Patty said she answered those statements by saying, “I guess you never went to high school.” She feels the lack of women in aviation sports is due to family reasons and that many women are unaware it is available to them.

“Being a women in this field is a kind of responsibility,” she said. “You want to show other people what is available to them, even if they don’t do this there is other careers in aviation.”

In 1994, the Smithsonian Air and Space Museum honored her championships by placing her one of a kind Extra 260 aircraft on display next to her heroine Amelia Earhart’s Lockheed Vega. She still feels excited to have this honor.

Patty Wagstaff's 1993 Extra hangs on permanent display in the Smithsonian Museum
Patty Wagstaff’s 1993 Extra hangs on permanent display in the Smithsonian Museum. (Wagstaff)

“It’s awesome – it’s kinda surreal still, actually,” Patty proudly said. “The (Smithsonian) hung that airplane (Extra 260) as it was a prototype, a unique airplane; and the first woman (national champion) was important.”

Her awards and accolades are plentiful. In 1997, Patty was inducted into the International Women’s Aviation Hall of Fame, and in 2004, was inducted into the National Aviation Hall of Fame.

The World’s Top Air Show Aerobatic Performer

Patty’s current air show performances last about 14 minutes and is unlike many of her fellow performers. She has been flying her Extra 330SC for nearly two years.

“It’s kind of a monster – its called a beast,” Wagstaff said looking over her shoulder. “It’s got a lot of power and it just wants to go up. The hardest thing in this airplane is pulling the power back and slowing it down sometimes. It’s amazing.”

31633102678 5c1d701221 k
Performing low and fast, Wagstaff soars past the Air Force Thunderbirds in 2016. (Atkeison)

Patty keeps the audience in mind as she designs the layout of her air show maneuvers. She states she wants to provide an intimate experience for the guests.

“I like to do barnstormer type aerobatics as I like to keep it low and close to the crowd,” the aerobatic champion said. “I think if you keep it moving, keep it in front of the crowd, keep the smoke on, I think that you can keep the attention.”

Aerobatic and In Flight Emergency Instructor

Today, Patty keeps a busy pace as she performs six to eight air shows each year, and is a flight instructor at the Patty Wagstaff Aerobatic School in St. Augustine, Florida. She and her staff not only specializes in training new pilots, but they also teach all pilots how to avoid loss of control while in-flight. She refers to it as Upset Training.

“What keeps me really busy is our aerobatic school, which includes Upset Training which is teaching people to stay out of trouble,” Patty explained. “We go to corporate flight departments and we train their pilots, or they can come to see us.”

Patty opened the school in 2014, and she has built a world-class flight instructional school. “It’s a lot more fun than I even thought it would be. We get really great students who really want to be there.”

Editor’s Note: This article originally appeared on AvGeekery.com in 2017. Now 73 (as of 2025), Patty Wagstaff continues to soar—performing at airshows, instructing pilots, and running her aerobatic flight school in St. Augustine, Florida. Though retired from competition, she remains a dynamic force in aviation, mentoring the next generation while staying hands-on in the cockpit and the community.

(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)

 

Watch Pilatus Land its New PC-24 in the Australian Outback

Mike Killian
-
0
Watch Pilatus Land its New PC-24 in the Australian Outback

Pilatus has taken something great and made it even greater, with the release of their new and improved PC-24 business jets. And to celebrate, they decided to land one on a highway in the Australian Outback, something the jet will have do in an Ambulance Service role.

The new jets have an outstanding short runway capability, able to takeoff in 3,090 ft. And they are certificated for operations on grass, gravel, dirt, and snow. No other business jet can operate from unpaved and paved surfaces that short.

Better performance, range & payload for the world’s “first and only Super Versatile Jet”

The new jets can fly 2,000 nautical miles, and carry up to 11 passengers + 1 pilot (yes, it can be flown by a single pilot). They have a cargo capacity of 3,100 lbs., and are powered by Williams International FJ-44-4A engines. Max operating altitude is 40,000 ft.

They come in several interior options and designs too. It just deoends on the customer’s needs. The new PC-24s also feature what Pilatus calls an Advanced Cockpit Environment (ACE).

B9BEAC02 A2DF 49F4 89DB 4DE717E31BE8
Watch Pilatus Land its New PC-24 in the Australian Outback 35

“ACE is so capable and offers such a wealth of functionality. In its most basic configuration it boasts the most intuitive and user-friendly cockpit concepts ever in business aviation,” says Pilatus.

“Four 12-inch screens ensure that all relevant information is displayed in the right place and with no delay. The Inertial Reference System (IRS) guarantees excellent reliability and accuracy of altitude and navigation data. ACE also includes a Synthetic Vision System, Autothrottle, Graphical Flight Planning, Traffic Collision Avoidance System (TCAS II), and Localiser Performance with Vertical (LPV) guidance capability.”

Multiple roles for multiple needs

C17129ED 732C 49FF 97D6 D5FD3B988329
Watch Pilatus Land its New PC-24 in the Australian Outback 36

The new PC-24s will serve well for the business people and folks just looking to jet away for fun and games. But the aircraft may best serve as air ambulances. Their interiors are basically intensive care units. The jets can reach remote emergencies and hospitals quickly, virtually anywhere. Patients can be easily moved on and off the aircraft.

Several organizations worldwide use PC-24s as jet ambulances already. They include the Royal Flying Doctor Service of Australia, KSA Swedish Air Ambulance, Alaska’s North Slope Borough, New South Wales Air Ambulance and more.

64278AA7 917D 4931 B6D2 D81842808B0C
Watch Pilatus Land its New PC-24 in the Australian Outback 37
4924066B 21BA 4D11 BCD4 A1561C3D47BA
Watch Pilatus Land its New PC-24 in the Australian Outback 38

You can see plenty more images of the cockpit and various interiors on the Pilatus website, as well as more information about the new jets.

First orders will start being delivered to customers in 2024.

And Then There Were Five: The DC-8 Airplane in 2023

Dave Hartland
-
0
And Then There Were Five: The DC-8 Airplane in 2023

Introduced in the late 1950s, the Douglas DC-8 was a marvel of its time, revolutionizing long-haul air travel and setting the stage for modern jetliners.

Today, while most of its contemporaries have long been retired, five DC-8s still grace the skies, a testament to this legendary aircraft’s enduring quality and engineering prowess.

Origins and Development

DC-8-10
Douglas DC-8 Airplane in Flight | IMAGE: NASA

The Douglas DC-8 was born in an era of fierce competition among aviation giants. Conceived by the Douglas Aircraft Company, the DC-8 was envisioned as a response to Boeing’s new quadjet, the Boeing 707. Douglas aimed to create an aircraft that could rival the 707 in both performance and passenger capacity. 

The DC-8 first flew on 30 May 1958. It featured a sleek, low-wing design with four powerful Pratt & Whitney JTC3-6 turbojets mounted underneath. 

A DC-8 typically carried 180-220 passengers; however, some versions could seat up to 259 passengers in a high-density configuration. 

The Enduring Legacy of the DC-8 

5947c6c8adf1bc943a7224c2728fcb0e
Douglas DC-8-31 Photo Courtesy Douglas-Boeing

Following FAA certification in August 1959, launch customers Delta Air Lines and United Airlines began scheduled DC-8 service in September of that year. 

Throughout the 1960s, the DC-8 quickly became a symbol of the “Jet Age,” serving as the backbone of many major airlines’ fleets. It crisscrossed continents, connecting people and cultures like never before. 

The DC-8 underwent several upgrades and variants, including the stretched DC-8 Series 50 and the advanced Super 70 series, which featured more powerful engines and increased range. 

By the time production wrapped up at McDonnell Douglas’ (Douglas became McDonnell Douglas in 1967) Long Beach facility in 1972, a total of 556 DC-8s had rolled off the line. 

While newer aircraft models eventually surpassed the DC-8 regarding technology and efficiency, its legacy endures. The DC-8 played a pivotal role in demonstrating the viability and profitability of long-haul commercial flights. It paved the way for the modern wide-body jets that dominate the skies today.

DC-8s at the gate at SFO in the 1960s
Double jetway bridges are attached to United DC-8s at SFO in the 1960s | IMAGE: Airline Secrets Exposed on Facebook

Despite the passage of time, five DC-8s have managed to defy obsolescence, continuing to serve various roles around the globe.

1-3. Trans Air Cargo Service (TACS)

TACS DC-8
A Trans Air Cargo Service DC-8-62HF (Reg. 9Q-CJG) departs from Johannesburg (JNB) on 14 May 2012 | IMAGE: pieter van heerden via Planespotters.net

9Q-CJL | MSN: 45909 | Line Number: 307 | Series 60/70 
Built for: Alitalia 
Delivery Date: October 1967 

9S-AJG | MSN: 46110 | Line Number: 487 | Series 60/70
Built for: United Airlines
Delivery Date: September 1969

9S-AJO | MSN: 46133 | Line Number: 534 | Series 60/70 
Built for: Airlift International (However, it was not delivered and instead went to World Airways)
Delivery Date: March 1971

Trans Air Cargo Service is a cargo airline based at Kinshasa Ndjili International Airport (FIH) in the Democratic Republic of Congo. 

TACS currently has three DC-8 aircraft in service, according to Planespotters.net and the company website. However, it is unclear whether these aircraft are actually still flying – despite being listed as active with the airline. Flight tracking websites do not show any recent movements of the three DC-8s still active with TACS. 

4. National Aeronautics and Space Administration (NASA) 

NASA DC-8
The DC-8 aircraft is seen making a banking turn high above the NASA Dryden ramp | IMAGE: NASA

N817NA | MSN: 46082 | Line Number: 458 | Series 60/70
Built for: Alitalia 
Delivery Date: May 1969 

Originally a DC-8-62, NASA’s Super 71 has undergone extensive modifications, making it one of the most advanced flying laboratories in the world. Equipped with cutting-edge technology, it conducts crucial scientific research on climate, atmospheric composition, and Earth’s environment.

The aircraft is based at NASA’s Neil A. Armstrong Flight Research Center, located at the Palmdale Regional Airport (PMD) in Palmdale, California. 

According to NASA, the DC-8 boasts a 5,400 nautical mile range and can remain airborne for 12 hours, cruising at altitudes ranging from 1,000 to 42,000 feet. Additionally, it can transport 30,000 pounds of scientific instruments and equipment, accommodating up to 45 researchers and flight crew members.

Sadly, NASA will soon retire its DC-8, replacing it with a 21-year-old ex-Japan Airlines Boeing 777-200ER, which is currently undergoing extensive modification at Langley AFB in Virginia. 

5. Samaritan’s Purse

Samaritan's Purse DC-8
The Samaritan’s Purse DC-8 prepares for Mozambique cyclone relief mission in 2019 | IMAGE: Courtesy of Samaritan’s Purse

N782SP | MSN: 46013 | Line Number: 427 | Series 60/70
Built for: Finnair 
Delivery Date: January 1969 

Boone, NC-based Samaritan’s Purse is a Christian international relief organization committed to providing emergency aid and long-term assistance to communities affected by natural disasters, war, and poverty. Established in 1970, the organization has been at the forefront of disaster relief, operating in over 100 countries and territories around the globe.

One of the ways the organization provides relief is through a global fleet of 24 aircraft, including its flagship DC-8 combi aircraft. 

Based at the Greensboro Airlift Response Center at the Piedmont Triad International Airport (GSO) in Greensboro, North Carolina, this aircraft has a range of 7,000 miles and can carry 84,000 lbs of cargo and up to 32 passengers.

First deployed in April 2016, the DC-8 has carried nearly eight million pounds of cargo on 184 missions to locations such as Haiti, Alaska, Mexico, Jamaica, Togo, Colombia, Honduras, Tanzania, Ukraine, Hawaii, and Armenia. 

In 2022, Samaritan’s Purse flew 40 missions with its DC-8 to Ukraine to transport more than 760 tons of cargo, including hospital supplies, food, medicine, doctors, water filtration systems, and blankets.

Out of the five DC-8s that remain airworthy around the world today, it would not be surprising if the Samaritan’s Purse DC-8 is the last one flying, as there are no plans to retire it anytime soon. 

The DC-8: A Timeless Icon of Aviation History

Samaritan's Purse and NASA DC-8
NASA and Samaritan’s Purse DC-8 aircrafts met on the ramp in front of NASA’s Armstrong Flight Research Center Building 703 on 11 January 2021 | IMAGE: Courtesy of Samaritan’s Purse

The Douglas DC-8’s enduring legacy is a testament to its creators’ ingenuity and engineering excellence. From its early days as a pioneering jet airliner to its continued service in various specialized roles, the DC-8 has proven to be a timeless icon of aviation history.

As these five remarkable DC-8s continue to soar, they serve as a living tribute to the golden age of commercial aviation and a testament to the enduring quality of this legendary aircraft.

Silver Falcons & Golden Falcons: Eastern Air Lines in the 1950s

David H. Stringer
-
0
Silver Falcons & Golden Falcons: Eastern Air Lines in the 1950s

In an era before computers and before jets, Eastern Air Lines operated daily flights over an enormous network of routes – concentrated primarily east of the Mississippi River – bringing reliable long-distance and short-haul air service to dozens of cities large and small.  By 1959, the airline was serving 102 airports in the eastern United States and two in Canada, plus San Juan, Bermuda, and Mexico City, with daily scheduled service.

18A DHS Eastern Air Lines Route Map August 1 1959 1 Copy
In 1959, Eastern was serving 102 airports in the Eastern United States and 2 in Canada, plus Bermuda, San Juan, and Mexico City. Route Map: David H. Stringer Collection.

CAPTAIN EDDIE’S AIRLINE

The company was under the authoritarian rule of Captain Eddie Rickenbacker, a stubborn, opinionated leader who had been a World War One flying ace. Rickenbacker presided over Eastern with an iron fist and, though both he and Eastern had their detractors, his company racked up profits every single year from 1934 through 1959.

Rickenbacker dubbed Eastern’s aircraft The Great Silver Fleet. At the end of 1949, Eastern was operating 88 airliners: 50 Douglas DC-3s, 18 DC-4s, and 20 Lockheed Constellations.  

John Wegg DC3 455 N19193 EAL 380 Flight 584 DCA 27Oct50 Howard M Svendson JW C
An Eastern DC-3 on the ramp at Washington National Airport (DCA) with a company DC-4 in the background. PHOTO: Howard M. Svendson via the John Wegg Collection.

SILVER FALCONS

Rickenbacker found his DC-3 replacement in the form of a modern twin-engine design offered by the Glenn L. Martin Co. of Baltimore. The Martin 404 (Four-Oh-Four) was a sturdy, pressurized aircraft designed to carry 40 passengers in a comfortable cabin featuring 10 rows of four abreast (two-by-two) seating. Eastern ordered 60 of them.

John Wegg 404 N457A EASTERN 457 Harry Sievers
Several Eastern Martin 404 Silver Falcons populate the ramp at New York’s La Guardia Airport (LGA). PHOTO: Harry Sievers via John Wegg Collection.

The company logo featured a stylized falcon in flight, leading Captain Eddie to name his new twin-engined airliners, which would be the predominant type in his fleet, Eastern’s Silver Falcons.

Although Eastern Air Lines is associated with its burgeoning Constellation fleet in the 1950s, it was the company’s bevy of Martin 404 Silver Falcons that did the short-haul work, blanketing the airline’s territory and bringing air service to cities from Boston to Brownsville.

8 Eastern Martins ATL. Eddie Keller photo for EAL DHS collection Copy
A lineup of Eastern Martin 404 Silver Falcons at Atlanta’s Municipal Airport – ATL (today’s Hartsfield – Jackson International Airport). PHOTO: David H. Stringer Collection.

LOCAL SERVICE TO SMALL CITIES

Rickenbacker did not care for the Civil Aeronautics Board (CAB), the government agency that regulated America’s airlines. He did not approve of the subsidy provided by the Board to carriers for serving small cities. He believed that the money lost serving smaller cities should be covered by the revenue generated serving popular routes among big cities. And so, while other trunk carriers were gladly turning over their small stations to the newly-created local service airlines, Eastern continued to serve many places like Rome, Georgia; Bowling Green, Kentucky; Anderson, South Carolina; and Danville, Virginia, with its fleet of five dozen Silver Falcons.

John Wegg 749A N119A EASTERN AIR LINES STL52 JW C 1
Eastern’s L-749A Constellation N119A rests on the ramp at St. Louis Lambert Field (STL) in 1952. Photo: John Wegg Collection.

SUPER CONSTELLATIONS

To keep pace in its long-haul markets, Eastern ordered fourteen, 88-passenger L-1049 Super Constellations, which were delivered in 1951 and 1952. The gleaming silver, tri-tailed Lockheed airliners were becoming synonymous with Eastern.

2010 12 22 Spotlight Connie EAL 1267828237 1363
Publicity photo of An Eastern L-1049C ‘Super-C’ Constellation in flight. PHOTO: PROCTOR/LIVESEY/THOMAS COLLECTION.

The first of sixteen advanced L-1049C Super-C Constellations entered service with the airline in November 1953.

Also that year, Eddie Rickenbacker ‘stepped down’ from his role as President, becoming the company’s Chairman of the Board and CEO, while Thomas F. Armstrong ascended to the presidency. This turned out to be an empty change of title. Captain Eddie was not about to relinquish any of the control that he exerted over ‘his airline’.

Hamlin n118a 1 59 jim shaughnessy photo3 2
The triple-tail of Eastern L-749A Constellation N118A is pictured as one of its sister ships taxis in the background. PHOTO: Jim Shaughnessy via George Hamlin.

EXPERIENCE INSPIRES CONFIDENCE

The company’s motto, “Experience Inspires Confidence”, relayed Rickenbacker’s belief that safety and reliability were paramount, while service was secondary. Terms like experience, confidence, and dependability were emphasized instead of attributes that other carriers were promoting, like finest and fastest.

1049C N6227C 3
An Eastern L-1049C ‘Super-C’ Constellation. The boarding stairs in this photo tell us that the location is Quonset Point Naval Air Station in Rhode Island. PHOTO: Proctor/Livesey/Thomas Collection.

And, while Captain Eddie was proud of Eastern’s refusal to accept subsidy, his huge network of short-haul routes serving smaller cities with a large fleet of twin-engined planes was going to be a burden to the airline once the Jet Age dawned.

Colonial 1949 annual report route map 1
Colonial Airlines served several cities on a north-south route structure in the northeastern U.S. The international authority to serve Bermuda and Canada made the company an attractive acquisition for Eastern. Route Map: David H. Stringer Collection.

MERGER AND EXPANSION

On June 1, 1956, Eastern acquired Colonial Airlines, a carrier with a small system stretching northward from Washington and New York to Canada. Its international route authority to serve both Canada and Bermuda made it an attractive merger partner.

Colonial DC 3 1 N21751 DCA 1
A Colonial Airlines DC-3 photographed at Washington National Airport (DCA). Colonial’s fleet consisted of unpressurized DC-3s and DC-4s, which Eastern replaced with more modern equipment. PHOTO: David H. Stringer Collection.

Colonial’s outmoded fleet consisted of five unpressurized DC-4s and eight 26-passenger DC-3s. These were aircraft that Eastern did not want as they were a step backwards in the fleet modernization process. Consequently, the former Colonial system from Washington and New York northward was operated as a separate division for a year while the company acquired more modern aircraft.

12 John Wegg CV 440 86 N9309 Eastern 309
Eastern purchased 20 new twin-engine Convair 440s to supplement its fleet of Martin 404s and replace Colonial’s DC-3s. The Convairs were also referred to as Silver Falcons. PHOTO: John Wegg Collection.

CONVAIR SILVER FALCONS

Twenty new 44-passenger Convair 440s were ordered. The 440 was yet another twin-engine piston type and, like the Martin 404s, the Convair 440s were designated Silver Falcons. Eastern now had 79 short-to-medium haul twin-engine airliners in its fleet (one of the Martins had been lost in a landing accident at Owensboro, Kentucky). Martins replaced the old DC-3s on the former Colonial system while the new Convairs were employed to supplement the Martins elsewhere.

13 EASTERN Golden Falcon ticket jacket DHS Collection
A ticket jacket advertising Eastern’s Golden Falcons. David H. Stringer Collection.

GOLDEN FALCONS

Realizing the need to promote customer satisfaction, Eastern outfitted the first 12 of its new DC-7Bs, delivered in 1955, with “the most luxurious appointments ever incorporated in a commercial transport.” Dubbed Golden Falcons, these 12 aircraft were part of an initial order for 42 DC-7Bs. In addition, ten of the latest model L-1049G Super G Constellations were ordered from Lockheed and were also designated Golden Falcons.

1049G N6232G LGA via David Stringer
An Eastern L-1049G ‘Super-G’ Constellation. photographed at Newark by Jim Singer. PHOTO: David H. Stringer Collection.

In 1958, nine jet-prop Lockheed L-188 Electras joined Eastern’s fleet as 70-passenger Golden Falcons.

At the end of 1958, Eastern’s fleet of 197 airliners sat on the ground as the carrier was shut down by strikes of the unions representing Flight Engineers, Machinists, and Flight Attendants from November 24 through December 31.

Hamlin n6237g alb 8 61 john pickett photo
Note the gold color of the falcon in the logo on this Super-G Constellation denoting that this is one of Eastern’s Golden Falcons. John Pickett Photo via George Hamlin.

THE JET AGE

Rickenbacker was very cautious about the transition to jets. Instead, He decided to let other airlines break them in while he made a heavy investment in turboprop Electras, ordering 40 of them.

L 188 ELECTRA Proctor Livesey Thomas
Eddie Rickenbacker put his money on the turboprop (prop-jet) Lockheed L-188 Electra to serve his routes in competition with the new jets of other carriers. PHOTO: Lockheed Aircraft Corporation via Proctor/Livesey/Thomas Collection.

His choice for Eastern’s first turbojet aircraft was the DC-8, and he sacrificed early delivery positions in order to wait for the -21 model, which would be equipped with more powerful engines than the initial DC-8-10 series.

In December 1959, rival airlines were flying new Boeing 707 and Douglas DC-8 jetliners over their most lucrative routes while Eastern was trying its best to compete using the Electras.

1959 08 01 cover DHS Collection 1 1
“Experience inspires confidence” was the motto that Rickenbacker placed on Eastern’s timetables in the 1950s. David H. Stringer Collection.

Rickenbacker had reduced his jet order to only 15 DC-8s, intending to rely on the turboprop Electras as a buffer while the industry transitioned to jets. But the Electras soon met problems as the FAA reduced their allowed maximum speed while a design flaw was corrected. Several crashes had tarnished the turboprop’s reputation. However, the refurbished models – referred to as Super Electras by Eastern – would continue to serve well for many years to come.

Hamlin n5539 alb 4 61 jim shaughnessy photo 1
Passengers deplane from an Eastern L-188 Golden Falcon Electra in this Jim Shaughnessy photo from the George Hamlin Collection.

INTO A NEW DECADE

Eastern’s fleet situation – not enough jets and a huge stable of Constellations, DC-7Bs, and piston-engined twins – caused problems for the company as it entered the 1960s. It would be the previous decade – the proud era of Silver Falcons and Golden Falcons – that would be looked upon wistfully as Eastern’s glory years.         

                                                                                                                                     

End of a (Short) Era: Alaska Airlines Bids Farewell to Airbus

Dave Hartland
-
0
End of a (Short) Era: Alaska Airlines Bids Farewell to Airbus

In a significant milestone for avgeeks and industry followers alike, Alaska Airlines marked the end of an era as it operated its final revenue flight with an Airbus aircraft.

The curtain closed on 30 September 2003 with AS1126, operated by an A321neo, took to the skies from Seattle-Tacoma International Airport (SEA) to Los Angeles International Airport (LAX). 

This symbolic flight was preceded by the final transcontinental Airbus service on Saturday morning, 30 September, with flight AS289 departing from Newark Liberty International Airport (EWR) bound for Los Angeles (LAX).

Alaska Became an Airbus Operator Following its 2016 Acquisition of Virgin America

Alaska Virgin hero no text FINAL
End of a (Short) Era: Alaska Airlines Bids Farewell to Airbus 67

Seattle-based Alaska Airlines has historically been exclusive to Boeing aircraft, taking great pride in supporting the hometown aerospace giant. In fact, a number of Alaska’s planes feature a decal on the fuselage proudly declaring, “Proudly All Boeing.”

While that was blatantly untrue in recent years, the carrier will transition to an exclusive Boeing 737 operator with the retirement of its Airbus aircraft this weekend.

This shift comes after Alaska’s acquisition of Virgin America in 2016, a $4 billion deal that included the addition of 61 Airbus aircraft. Virgin America, which had operated an all-Airbus fleet since its launch in 2007, became a part of Alaska Airlines’ legacy, and the brand was retired in 2018.

Alaska operated ten A319s, 53 A320-200s, and ten A321neos. All will retire by the end of September, ending an era that lasted since the Virgin America acquisition. Five A321s have already been retired, along with the A320s earlier this year and the A319s in early 2020.

What Will Happen to Alaska’s Airbuses

Alaska Airlines Airbus A321-253N
An Alaska Airlines Airbus A321neo begins its takeoff roll at Los Angeles International Airport (LAX) on 3 March 2020 | IMAGE: Yuya N. via planespotters.net

The fate of Alaska’s Airbus aircraft is diverse, as reported by planespotters.net:

  • A319-100: Five in storage, four scrapped or partially scrapped, one acquired by Braathens Regional Airways as SE-RGC.
  • A320-200: 13 transferred to Allegiant, five to GlobalX, two to Volotea (Portugal), 28 in storage, and five with unclear status.
  • A321neo: Five in storage, five just finished flying for Alaska. Their next stop has not yet been determined.

While the A321neos are relatively young – just over five years old – speculation is rife about their future. There are rumors that they may find a new home with American Airlines, although neither carrier has confirmed either way.

Alaska Has Strayed from Boeing Before 

Alaska Airlines McDonnell Douglas MD 83 N958AS
An Alaska Airlines McDonnell Douglas MD-83 | IMAGE: By Cubbie_n_Vegas from Las Vegas, USA – Alaska Airlines McDonnell Douglas MD-83 N958AS, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=3660974

Long before the Virgin America Airbuses joined the Alaska fleet, the carrier operated quite a few McDonnell Douglas MD-82s and MD-83s. 

The first to appear in Alaska colors was an MD-82, which took to the skies for the first time in 1985. Later that same year, Alaska became the launch customer of the longer-range MD-83. Through acquisitions and purchases, Alaska once operated 48 MD-series aircraft, including 14 MD-82s and 34 MD-83s. The carrier phased out the Mad Dogs by 2008, when it became an all-Boeing airline again.

Alaska’s wholly-owned regional subsidiary, Horizon Air, continues its operations with an exclusive fleet of Embraer E-175 jets. The last of its De Havilland Canada Dash 8-Q400 aircraft was retired in January 2023.

Alaska Doubles Down on the MAX 

Alaska Airlines Boeing 737 MAX
An Alaska Airlines Boeing 737 MAX flies over the Seattle skyline | IMAGE: Boeing

Looking ahead, Alaska Airlines has reaffirmed its commitment to the Boeing 737, with orders for 10 737-8 and 31 more 737-9 aircraft. In 2022, Alaska exercised options to acquire 52 Boeing 737 MAX aircraft by 2027 and secured rights for an additional 105 through 2030.

This strategic move puts Alaska on track to operate more than 250 aircraft from the 737 MAX series by 2030, cementing its position as a leading operator of the MAX series of aircraft.

As the sun sets on the Airbus era for Alaska Airlines, aviation enthusiasts eagerly await the next chapter in the airline’s storied history, with the mainline fleet now exclusively powered by the iconic Boeing 737.

The EA-6B Prowler Was A Giant Step Forward — Hear From The People Who First Flew Her

Bill Walton
-
0
The EA-6B Prowler Was A Giant Step Forward — Hear From The People Who First Flew Her

When Grumman and Aerolog produced the film “The Job of the Prowler” in cooperation with the Navy during 1974, electronic warfare was relatively new and the Grumman EA-6B Prowler had only been flying from carrier decks for about three years. A development of the earlier EA-6A Electric Intruder, the EA-6B was a much more capable aircraft; so much so that it has only recently been retired, replaced by the Boeing EA-18G Growler. This film is a great look at the aircraft and the crews who flew it back in the beginning. Thanks to YouTuber Bob Van Der Linn for uploading it.

[youtube id=”ynHHASG66Eg” width=”800″ height=”454″ position=”left”]

EA-6B Prowler
Official US Navy Photograph

The Prowler fleet was incrementally upgraded, updated, and improved over the course of 45 years of service. Flown by both Navy and Marine Corps Tactical Electronic Warfare Squadrons, EA-6Bs have been involved in every conflict since Vietnam. When the Air Force decided to retire their similarly equipped General Dynamics-Grumman EF-111A Raven tactical electronic warfare platform in 1998 the Marine Corps and Navy Prowler squadrons took over for them.

Defense.gov News Photo 980403 F 7910D 003
Official US Air Force Photograph

One nearly unique aspect of the Prowler is that the canopy glass panels are inlaid with gold to help protect the crews from the electronic radiation emitted by the aircraft. The Prowler was never a glamorous or even aesthetically pleasing aircraft. Nicknamed Double Ugly and The Family Truckster, there is the obvious family resemblance to the A-6 Intruder, itself no glamour puss. The Prowler was stretched and bulged to accommodate a pair of additional crew to operate the large and complicated electronic warfare (EW) equipment. The airframe also sprouted external antennae associated with the EW system.  But ask any pilot whose survival was enhanced by a Prowler and you won’t hear anything but love for the big jets.

1 1
Official US Navy Photograph
1...565758...223Page 57 of 223