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Wackadoo! JetBlue’s Exciting Onboard Upgrade: Bluey, Shows, and Gourmet Eats

Dave Hartland
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Wackadoo! JetBlue’s Exciting Onboard Upgrade: Bluey, Shows, and Gourmet Eats

While JetBlue’s news of pending route cuts, its Blue Sky Alliance with United approval, and the offloading of assets have been in the news lately, the carrier has also been busy behind the scenes refining its onboard experience. 

This fall, the New York-based carrier is rolling out a slew of updates that double down on what makes JetBlue, well, JetBlue: curated entertainment and food that punches above its weight. The updates reflect JetBlue’s continued push to differentiate the inflight experience through content curation and premium food partnerships. 

The changes offer a look at how JetBlue is evolving its cabin strategy across both core and Mint experiences in an environment where premium is king.

Let’s take a look at what JetBlue is unveiling this fall. 

Strategic Content: YouTube Comes to Seatback Screens

JetBlue onboard experience
IMAGE: JetBlue

JetBlue will become the first US carrier to offer Chicken Shop Date, the cult-favorite YouTube interview series hosted by Amelia Dimoldenberg, as part of its seatback entertainment lineup. Featuring high-profile guests like Andrew Garfield and Cher, the series introduces a new tone of in-flight content…one that leans into viral, personality-driven media rather than traditional licensed film and TV.

This is part of JetBlue’s broader effort to modernize its content mix and appeal to younger demographics. The airline continues to prioritize free, seatback entertainment as a core brand pillar, a contrast to the bring-your-own-device model adopted by many domestic competitors.

Family and Franchise: Building Out the Kids’ Portfolio

JetBlue
IMAGE: JetBlue

For those flying with little ones, JetBlue’s got great news: Bluey is landing onboard in September. The Aussie animated hit is a parent-pleaser, and its absence until now was a bit of a head-scratcher. 

JetBlue reports over 40 children’s films and 230 episodes of children’s TV currently available, supported by its partnership with Nickelodeon. This partnership brings recognizable content like PAW Patrol and SpongeBob SquarePants into the cabin. As leisure travel remains strong and family travel continues to rebound, expect this kind of kid-centric media investment to remain a key differentiator on domestic routes. And I’ll be honest: as a father of a young son, I couldn’t be happier to hear this news! 

Content is also being shaped thematically around the calendar, with new categories like Class Is in Session for back-to-school season and JetBoo returning for Halloween. Hispanic Heritage Month in mid-September will see a focused rollout of titles like In the Heights, Coco, and Flamin’ Hot, according to a JetBlue press release. 

For Real Life? Bluey Joins the Party

N985JT JetBlue Airways Airbus A321 231 7798 Minterial Girl
JetBlue Airbus A321 Aircraft

Still no word on whether JetBlue will be adding Magic Claws to its lineup in inflight entertainment. However, for those flying with little ones, JetBlue’s got great news: Bluey is landing onboard in September. The Aussie animated hit is a parent-pleaser, and its absence until now was a bit of a head-scratcher.

With over 40 kids’ movies and 230 episodes of shows like PAW Patrol and SpongeBob SquarePants already in the mix, thanks to their Nickelodeon tie-up, JetBlue’s clearly betting on keeping families happy.

They’re also getting creative with themed content. Expect “Class Is in Session” for back-to-school season, “JetBoo” for Halloween spooks, and a nod to Hispanic Heritage Month with films like In the Heights, Coco, and Flamin’ Hot. It’s a smart way to keep the inflight vibe seasonal and inclusive, especially as family travel stays hot.

Mint Menus Get a Glow-Up with Charlie Bird

If you’re lucky enough to snag a Mint seat, JetBlue’s premium cabin is getting a culinary refresh via its partnership with NYC’s Charlie Bird. The new menus are all about seasonal, chef-driven dishes that make you forget you’re eating on a plane.

Breakfast might mean farro pancakes with roasted apples, avocado toast with a peppery kick, or baked eggs in a chickpea-pomodoro sauce. For lunch or dinner, passengers will enjoy such selections as sweet corn soup with brown butter, a juicy flat iron steak with summer squash caponata, or baked rigatoni loaded with mushrooms. 

These are rolling out on select Mint routes, especially transatlantic ones, where competition for premium passengers is intense and the food offering can be a key brand differentiator.

Core Cabin Gets a Boost on Transatlantic Flights

JetBlue Tails
IMAGE: JetBlue

Even in the main cabin, JetBlue’s not skimping—especially on transatlantic routes. They’ve teamed up with Dig Inn to serve dishes that feel more “fresh market” than “airplane food,” with the aim of bridging the gap between traditional buy-on-board and complimentary service with dishes focused on health-forward, fresh ingredients.

New breakfast items include coconut yogurt with pineapple compote and pumpkin seed granola, while main meal options range from sesame noodles with grilled chicken to a chicken grain bowl with cucumber yogurt. 

It’s a nod to what travelers want these days: healthier, cleaner ingredients that don’t feel like an afterthought. On long-haul flights, this kind of menu can make all the difference.

JetBlue Aims to Stand Out in a Sky Full of Competitors

JetBlue
IMAGE: JetBlue

For JetBlue, these updates aren’t just about keeping passengers entertained or well-fed…and I’ll be the first to say that the new offerings sound delicious. Rather, they’re part of a long-term brand strategy to position the airline as a service-oriented alternative in both the domestic and transatlantic markets.

While JetBlue’s competitors continue to optimize for cost through streaming-only content and pared-down food options, JetBlue is betting on tangible onboard investments to build loyalty.

With Chicken Shop Date, Bluey, Charlie Bird, and Dig Inn all making their debuts this fall, JetBlue continues to fine-tune its product offering for specific customer segments: young travelers, families, and premium flyers.

Whether that translates into market share gains or brand affinity remains to be seen, but JetBlue’s approach is clear: It believes the onboard experience still matters.

For travelers, this is fantastic news. For moms and dads, this is GREAT news! And we hope that other airlines follow suit. 

For full listings and menu details, visit JetBlue’s website.

Major Turbulence Sends 25 to Hospital on Delta Flight

Mike Killian
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Major Turbulence Sends 25 to Hospital on Delta Flight

People on Delta flight 56 from SLC to Amsterdam got more than they bargained for on July 30. After reaching cruising altitude the plane pushed into a region of stormy weather, where it hit major turbulence and diverted to Minneapolis. 25 people were sent to the hospital, including 7 flight attendants.

Weather radar and flight tracking from the website FlightRadar24 showed other airliners avoiding the weather. For whatever reason, flight 56 did not. Weather radar is always delayed several minutes, but the environment ahead was no mystery.

This was no ordinary turbulence

IMG 1201
credit FlightRadar24.com

Flight tracking showed changes in altitude consistent with severe turbulence, even dropping 1,000ft at one point as they flew across WY. They experienced 3 incidents of severe turbulence, each worse than the previous.

A passenger who spoke with SLC news station Fox 13 said the FA were serving passengers when they hit the first turbulence event unexpectedly, sending the FA and their service carts airborne.

After that, anyone who was not in their seats with seatbelts on would pay the price if the turbulence happened again. It did, sending anyone not in a seatbelt into the ceiling.

https://youtu.be/tR08ZLGa7m4

“Every one of them flew and hit the ceiling, the beverage carts also flew into the air,” said the passenger. “Any items that were loose in the cabin got thrown everywhere. The plane is a mess, covered in liquids and service items.”

FAA is investigating

The FAA is now investigating to figure out why this happened. It’s unclear if the flight crew ever asked ATC to deviate around the stormy weather.

Tail-Sitter Aircraft: Why Nations Abandoned the Technology

Bill Lindner
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Tail-Sitter Aircraft: Why Nations Abandoned the Technology

The United States, Germany, and France have experimented with tail-sitter aircraft. Designed to have vertical takeoff and landing (VTOL) capabilities, these aircraft did not make it past the experimental stage. Military planners wanted these aircraft to be able to operate from small, dispersed airfields instead of large, potentially vulnerable main operating bases.

In the 1940s, the United States and other allied air forces studied VTOL tail-sitter aircraft as a potential solution to the threat of Soviet attacks. The idea was that these jets could operate from roads, small airfields, and even ships instead of from large bases.

Convair and Lockheed Receive Contracts to Develop VTOL Tail-Sitter Aircraft Designs

In 1947, the US Air Force and Navy awarded contracts to Convair and Lockheed to explore vertical takeoff and landing (VTOL) technologies using tail-sitter aircraft designs. Convair developed the XFY-1 Pogo, while Lockheed created the XVF-1. Both aircraft were powered by the Allison YT40-A-14 turboprop engine, which combined two T38 gas turbines to drive a standard gearbox. This gearbox powered a pair of three-bladed, coaxial propellers—two propellers mounted on the same axis, one inside the other, rotating in opposite directions.

Convair XFY-1 PogoTail-Sitter Aircraft During a Test Flight. | Image: National Air and Space Museum
Convair XFY-1 PogoTail-Sitter Aircraft During a Test Flight. | Image: National Air and Space Museum

Both tail-sitter aircraft could take off vertically, hover, transition to horizontal flight, and then return to vertical for landing. However, designers and pilots encountered similar problems with both designs. Pilots experienced control and stability problems with both. Perhaps the most significant issue was determining their rate of descent when landing.

Lockheed XVF-1 | Image: VTOL.org
Lockheed XVF-1 | Image: VTOL.org

Convair and Lockheed only built one prototype each. Eventually, after multiple technical problems and the need for specially trained pilots, both programs were canceled by 1955.

Ryan X-13 Tail Sitter Designed For Use on Submarines

Another tail-sitter aircraft was the Ryan Aeronautical X-13 Vertijet. In 1947, the US Navy awarded Ryan a contract to study the concept of a VTOL fighter that could operate from a submarine.

Ryan designed an unmanned demonstration aircraft with an Allison J33 jet turbine engine.  It had a ball-mounted exhaust nozzle to provide control while hovering. Engineers then converted a B-47 fuel tank into a cockpit and attached it to the engine. On 24 November 1953, pilot Peter Girard took off in the first-ever manned hovering flight in a jet aircraft.

Eventually, as with many experimental aircraft projects, funding ran out, and the Navy canceled it, but that was not the end of the concept. The US Air Force then became interested in the idea of a tail-sitter aircraft and, in 1954, awarded Ryan Aeronautical a contract to build two demonstrators, which they called the X-13 Vertijet.

US Air Force Revives Ryan X-13 Project

As with the earlier ideas, the Air Force was interested in operating the aircraft from minimal, widely dispersed airfields. Ryan also designed a trailer that could tilt vertically for takeoffs and landings.

Ryan X-13 Vertijet in its Takeoff Position | Image: media.defense.gov
Ryan X-13 Vertijet in its Takeoff Position | Image: media.defense.gov

The aircraft was attached via a hook to a cable prior to taking off. Takeoffs and landings were complex. Once the pilot applied enough throttle, the jet lifted until its nose hook separated from the recovery cable attached to the trailer. Next, the jet backed away from the trailer and accelerated vertically.

Landings were even more difficult for pilots. They had poor visibility and found it almost impossible to determine their altitude as they neared the trailer. Communicating with ground crews, the pilots would slowly reduce throttle until the nose hook caught the cable.

Image of X-13 Flight Profile | Image: media.defense.gov
Image of X-13 Flight Profile | Image: media.defense.gov

During flight, the Vertijet could shift from vertical to horizontal and fly. However, the Air Force found that its performance could not match that of other fighters. The Air Force also decided that its bases were essential for large-scale operations and that they could be protected and made survivable from enemy attack. These factors led to funding being cut off for the project in 1958.

Germans Experiment with Tail Sitter During World War II

The United States was not the first nation to study these aircraft. During the Second World War, Germany drew up plans for a VTOL tail-sitter aircraft called the “Triebflugel” or “thrust-wing fighter.” They were interested in using the aircraft as a fighter-interceptor to counter US and British bombers. The design featured three airfoils instead of true wings. The airfoils were mounted on a rotating collar, and they would have ramjet engines on their tips.

Plastic Model of German Triebflugel. | Image: Scalespot.com
Plastic Model of German Triebflugel. | Image: Scalespot.com

The Germans may have done some wind tunnel testing of the Triebflugel before the war ended, but they did not build a full-scale prototype. People are still curious about the unique design of the Triebflugel and often build it from plastic scale model kits.

French Tail-Sitter Design Another Failure for the Concept

France worked on its own tail-sitter aircraft design. In 1954, the Société Nationale d’Etude et Construction de Moteurs d’Aviation (SNECMA) began development of the C450 Coléoptère. The aircraft had a round, or annular, wing and an Altar D jet engine. The wing was 10.5 feet in diameter. The Coléoptère made its first flight on 3 May 1959 and completed nine test flights.

French Coléoptère Tail-sitter | Image: SNECMA
French Coléoptère Tail-sitter | Image: SNECMA

On its final mission, on 25 July 1959, the pilot was supposed to transition back to a hover at 2000 feet and descend to a landing. The tail-sitter aircraft could not achieve its hover and began dropping too quickly. It began to oscillate uncontrollably, and the pilot ejected at 150 feet, receiving serious injuries. The Coléoptère then rotated to a 50-degree angle, accelerated, and crashed. The French eventually followed the United States in moving away from the tail-sitters and shifted to the development of new fighter designs.

More Flights, More Choices: ULCCs Announce Nationwide Growth Spree

Dave Hartland
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More Flights, More Choices: ULCCs Announce Nationwide Growth Spree

America’s ultra-low-cost (ULCC) airlines are on a roll. Breeze Airways, Frontier Airlines, and Allegiant have all unveiled significant route expansions for late 2025/early 2026, reinforcing their shared strategy of targeting underserved airports, secondary cities, and leisure-heavy markets.

Breeze continues its aggressive expansion, planting its flag in new cities like Tri-Cities, TN, and Lincoln, NE. Frontier is bulking up at New York-JFK. Allegiant is launching another wave of seasonal Florida service. Together, these moves indicate that America’s ULCCs are not backing down from point-to-point flying and regional growth anytime soon.

Here is what you need to know about the ULCC expansion.

Breeze Airways Keeps Up the Momentum: 7 New Routes and 2 New Cities

Breeze Airways A220
IMAGE: Breeze Airways

Breeze Airways is adding another layer to its growing route map, focusing on point-to-point leisure and regional expansion. The airline will soon launch seven new routes, including first-time service to Tri-Cities, TN (TRI) and Lincoln, NE (LNK), adding two more pins to its rapidly expanding network.

New Breeze Routes:

  • TRI to Washington Dulles (IAD)
  • TRI to Orlando (MCO)
  • LNK to Orlando (MCO)
  • Raleigh-Durham (RDU) to Portsmouth, NH (PSM)
  • Manchester, NH (MHT) to Myrtle Beach (MYR)
  • Fort Myers (RSW) to Albany (ALB)
  • Fort Myers (RSW) to Rochester, NY (ROC)

These additions are classic Breeze: skipping the hubs and connecting city pairs on a less-than-daily schedule that the majors often overlook. The Tri-Cities and Lincoln additions push Breeze closer to CEO David Neeleman’s goal of serving 150 cities by 2030.

Frontier Goes Big: 15 New Routes, Two New Cities, and JFK Growth

Frontier Airlines Airbus A320neo N389FR BWI MD2 cropped
Frontier Airlines Airbus A320 neo

Frontier is making waves with its latest announcement, which will add a whopping 15 new routes, two brand-new destinations, and even more growth at JFK. The growth at JFK is somewhat interesting, as it is a relatively premium base for a ULCC. Still, Frontier must sniff an opportunity for growth there, or they wouldn’t be going in. 

Notable New Frontier Routes:

  • Atlanta (ATL) to Omaha, NE (OMA) and Richmond, VA (RIC)
  • Dallas-Ft.Worth (DFW) to Charleston, SC (CHS), El Paso (ELP), Tucson (TUS)
  • Tampa (TPA) to Kansas City (MCI), St. Louis (STL)
  • Phoenix (PHX) to San Antonio (SAT)
  • Denver (DEN) to Tulsa (TUL), Richmond (RIC), Corpus Christi (CRP)
  • Newark (EWR) to Chicago Midway (MDW)
  • JFK to Chicago O’Hare (ORD) and Denver (DEN)

The additions of Corpus Christi (CRP) and Richmond (RIC) expand Frontier’s reach into markets with relatively light ULCC coverage. Flights from DEN to both cities will operate 2x weekly starting in October.

At JFK, Frontier is now operating 10 routes, which is a significant footprint for a ULCC at one of the country’s busiest and most premium-focused airports. JFK to Chicago and Denver will launch later this fall, each operating less than daily.

Allegiant Joins the Party: A Midwest–Florida Winter Surge

Allegiant Expansion
A new Allegiant Boeing 737 MAX 8 over the Florida coast | IMAGE: Allegiant

Not to be outdone, Allegiant is rolling out a wave of seasonal service connecting the Midwest to Florida in time for snowbird season. Based on the newly released schedule, Allegiant will add over a dozen new round-trip routes beginning in mid-November 2025. Amid the flurry of route additions is one new city for Allegiant: Fort Myers (RSW). 

New Allegiant Routes (Starting 12-21 November 2025):

  • Allentown, PA (ABE), Appleton, WI (ATW), and Des Moines, IA (DSM) to Fort Myers (RSW)
  • Fort Lauderdale (FLL) to Fort Wayne, IN (FWA)
  • Nashville (BNA) to Gulf Shores, AL (GUF)
  • New Orleans (MSY) to Punta Gorda, FL (PGD)
  • Sarasota, FL (SRQ) to Toledo, OH (TOL)

Other new pairings include PGD–MSY, RSW–DSM, and FWA–FLL, with a focus on warm-weather escapes and secondary airports. For those who’ve followed Allegiant over the years, you know this approach has long been a cornerstone of their strategy.

What’s clear here is a coordinated bet on leisure travel peaking late Q4 into the holidays. Unlike Breeze and Frontier, Allegiant’s routes start just in time for Thanksgiving getaways.

Contrast with Avelo: A Strategic Retreat from the West Coast

Breeze Airways and Avelo Airlines jets
Breeze Airways Airbus A220 and Avelo Airlines Boeing 737

In a sharp contrast to these expansion stories, Avelo Airlines recently announced it will end West Coast service by early December 2025, including its base at Burbank (BUR). The move follows what the airline cited as high costs and stiff competition in the West.

Instead, Avelo is focusing future growth on East Coast and Florida markets—though with Breeze, Allegiant, and Frontier all doubling down in those regions, the competition may just be heating up again in a different neighborhood.

You can read more about Avelo’s West Coast exit here.

ULCCs Double Down Where Others Cut Back

America's ULCCs have unveiled a flurry of route expansions and contractions in 2025
IMAGES: Allegiant/Avelo/Breeze/Frontier via Facebook, Spirit via Photo by David Syphers on Unsplash

While legacy carriers continue to trim regional operations and consolidate, America’s ULCCs are taking a different approach by doubling down on underserved cities, adding seasonal point-to-point flights, and even challenging big boys at airports like JFK.

Even Spirit Airlines joined the party last week, announcing new flights from Macon, GA (MCN) and Key West (EWY) to its FLL hub. Spirit will operate the flights two and four times weekly, respectively. 

From new cities like Lincoln and Corpus Christi to expanded frequencies from Fort Myers and Denver, the trend is clear: low-cost flying isn’t going anywhere—and in fact, it’s going everywhere.

Enlisted to Airline: Overcoming Medical and Money Challenges

Erik Sabiston
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Enlisted to Airline: Overcoming Medical and Money Challenges

A Guide to Overcoming Medical and Financial Challenges in the Sometimes Overwhelming Journey from Enlisted to Airline (E2A)

Avgeekery is proud to partner with Erik Sabiston to share a series of articles on how to become a pilot in the aviation industry. Erik was founder of RTAG, an organization that has helped thousands of pilots and non-pilot military members turn their experiences into a professional career in aviation. He is also an airline pilot, founder of the highly successful Make the Donuts podcast, and has led multiple aviation-related businesses to success.

Stay tuned for a comprehensive reference series geared towards other specific groups, such as helicopter pilots, fixed-wing military aviators, and enlisted/non-aviator officers interested in transitioning to military flight school. For now, get ready to learn how to bankroll your wings without selling that deployment car you bought at 35% interest (We kid…)

Protect Your FAA Medical: Scrub Before You Soar

FAA Medical paperwork
IMAGE: FAA

E2A folks, before you chase those wings, scrub your medical records like you should have scrubbed your first enlistment contract. Service members’ records can hide erroneous info (think “heart arrhythmia”) inadvertently entered under your name.

Catching mistakes now saves time and cash later by spotting conditions that could ground you. It also allows you to expunge errors or fix issues before they become disqualifying.

You’ll need someone with experience to review your medical history. Trying to decipher it yourself is like reading NOTAMS. I’d rather watch an apple core turn brown.

Veteran Service Organizations (VFW, American Legion, DAV, etc.) can actually help find all the stuff lurking on those pages before the FAA hears about it. Hotlines like the AOPA Medical Certification service (membership may apply) or experienced aviation medical examiners can provide quick, often free consults. Got a tricky medical issue?

Don’t wing it. Reach out to pros like Wingman Med for expert help navigating FAA red tape. If you need a special issuance, it’ll move through Oklahoma City about as fast as MRE cheese spread does through your lower intestine, but at least your military paycheck will keep the bills paid while you wait.

You good now? Then go get that Class 1 FAA medical ASAP

An approved FAA medical is key in the journey from enlisted to airline pilot.
IMAGE: AOPA

Too many folks on the journey from enlisted to airline pilot drop a fortune on training only to crash into a mountain of medical problems when it’s time to go get a job. Don’t be that guy who finds out post-ATP/CTP that the FAA doesn’t want you flying commercially if your PTSD diagnosis makes it sound like you’re still suffering from major issues. Start now, or you’ll be stuck on the ground, still watching others live the life that you wanted.

Below, I’ll walk through the three routes that you can take to arrive at your eventual goal…the cockpit. Feel free to read the details on all the options below. Or, if you already know your path, feel free to click ahead to read more info on how to achieve it.

Enlisted to Airline: Show Me the Money (Collegiate Route)

IMG 7632
The flightline at Infinity Flight Group in Trenton, NJ. Infinity is a great resource for those going from Enlisted to Airline. | IMAGE: Infinity Flight Group

Flight training runs $80,000-$150,000, more than a military toilet seat (barely). But if you’ve endured a Med Cruise, you can handle this. Enlisted and non-aviator officers have access to benefits that civilians would kill to have if they weren’t so afraid of, well, killing. No, a four-year degree is no longer a requirement, but it’s still good to have. Let’s unpack this duffel bag and get you airborne.

Collegiate Route Funding Options for Veterans

  • CREDENTIALING ASSISTANCE: Still in uniform? The Department of Defense Credentialing Assistance Program funds certifications, but flight training eligibility varies. The Army offers up to $2,000/year ($1,000 cap for pilot licenses) for Active Duty, National Guard, and Reserve through ArmyIgnitED, covering private pilot or instrument ratings at Part 141 schools. You might end up with a two-year service obligation, but the rules on this stuff change more often than a report time for a Division run. The Air Force provides up to $4,500/year for Active Duty, Guard, and Reserve via Air Force COOL, funding one flight training credential (e.g., private pilot) at a time with no additional obligation. The Navy, Marine Corps, and Coast Guard offer up to $4,500/year through Navy COOL, Marine Corps COOL, and Coast Guard COOL, but flight training is not covered, as credentials must align with MOS/AFSC/ratings (e.g., aviation maintenance, not piloting). Again, this program is constantly changing.
  • GI BILL: Ignore the barracks lawyers, your private pilot certificate IS covered under the Post-9/11 GI Bill. In-residence college programs can fund your entire training, while VA-approved standalone schools cover a chunk. Use the “WEAMS” website to find your school. Funding resets every August 1, so time your courses like a precision approach from FAF to MAP. In 2024, over 5,000 veterans used GI Bill benefits for aviation, per VA data. The Post-9/11 GI Bill (Chapter 33) and Montgomery GI Bill (MGIB, Chapter 30 for Active Duty or Chapter 1606 for Selected Reserve) offer veterans distinct benefits for flight training, with differences in coverage, payment structure, and applicability to in-residence/online collegiate programs versus standalone Part 141 flight schools. Let’s break it down, Barney style, shall we?
  • POST-9/11 GI BILL
    • Coverage: Covers 100% of in-state tuition and fees at public colleges or for veterans with 36+ months of Active Duty service post-10 September 2001 (prorated for less service). For private or out-of-state schools, it’s capped at $29,920.95 for the 2025-2026 academic year. You’ll also get a monthly housing allowance (based on E-5 BAH rates for the school’s ZIP code, averaging $1,934.80, less for online-only programs) and up to $1,000/year for books/supplies. Private pilot certificates are covered if part of an approved aviation degree program (e.g., Embry-Riddle’s Bachelor’s in Aeronautics).
    • Eligibility: Requires at least 90 days of Active Duty post-10 September 2001, or 30 days with a service-connected disability discharge. Benefits last indefinitely for those discharged on/after 1 January 2013 (Forever GI Bill).
    • Payment: It’s paid directly to the school for tuition/fees; housing and book stipends go to the veteran. This option requires monthly enrollment verification.
    • Example: At Embry-Riddle (a Yellow Ribbon participant), a veteran could get full tuition for a bachelor’s with flight training plus housing and books, maximizing benefits.
  • MONTGOMERY (you are so old) GI Bill
    • Coverage: It pays up to $2,150/month (2025 rate) for 36 months, directly to the veteran, regardless of program type. This covers flight training within aviation degree programs but only up to 60% of approved charges for flight-specific costs (e.g., lab fees for PPL, IR, CPL). Veterans must cover any tuition/fees exceeding this amount out-of-pocket. No housing allowance or book stipend is given, and private pilot certificates are covered only as part of an approved degree program.
    • Eligibility: You must serve at least two years on Active Duty (MGIB-AD) or Reserve/Guard service (MGIB-SR). Benefits expire 10 years after separation (MGIB-AD) or when Reserve/Guard service ends (MGIB-SR).
    • Payment: Monthly payments are sent to the veteran, not the school, requiring careful budgeting for tuition-heavy programs.
    • Example: At a public college like Central Texas College, MGIB might cover $2,150/month for a 2-year aviation degree, but you’re on the hook for any shortfall, and no housing help means you’re couch surfing or hot bunking it like you’re on a submarine.
  • YELLOW RIBBON PROGRAM
  • Post-9/11 GI Bill: This applies to veterans with 100% eligibility at private or out-of-state colleges (not vocational schools). Participating schools (e.g., Liberty University, Embry-Riddle) waive a portion of tuition/fees exceeding the $29,920.95 cap, and the VA matches it dollar-for-dollar. For example, Liberty offers up to $13,100/year, matched by the VA for a total of $26,200 above the cap, covering most or all remaining costs. Active Duty members and spouses became eligible as of 1 August 2022.
  • The Montgomery GI Bill is not eligible for Yellow Ribbon, as MGIB doesn’t cover tuition directly or offer additional funding for private/out-of-state schools. You’re stuck with the $2,150/month cap, like an outstanding DTS claim you get stuck with just for going to training during the Christmas holiday.

    Note: Finished with all your flight training, but still have money left over? Go get as much education as you can! Life happens, and you could end up furloughed or lose your medical. Prepare yourself for this possibility if life throws you a curveball. It’s a great way to spend your overnights as a new airline pilot. Slam-clicking to study in your hotel room gives you an excuse to skip the mandatory fun time at the bar with your boomer Captain, as he shows you 153 pics of his new home renovation on his flip phone. Plus, the extra money is nice to have during those first couple years of low pay!

Enlisted to Airline: Show Me the Money (Vocational Route)

James Hughes
Part 141 flight schools are an invaluable resource for those on the journey from enlisted to airline | IMAGE: James Hughes

What about Part 141 Flight Schools (Non-Degree Vocational Programs)? First off, if a school says to you, “We’re getting GI Bill any day now!” don’t walk away, run. If you’re on a track, lap them. This ranks right up there with, “If you enlist now, you can transfer to flight school as soon as you get out of basic training.” Don’t believe the hype. Getting approved for the GI Bill takes flight schools years, longer than some enlistments last. So, what do you get with these programs if you’re not excited about study groups with 18-year-old college students?

Vocational Route Funding Options for Veterans

  • POST-9/11 GI BILL
    • Coverage: You can get up to $16,535.46/year (2025-2026) for vocational flight training at FAA-approved Part 141 schools (e.g., Pray Aviation, US Aviation Academy). Reimburses 100% of approved charges (tuition, flight instruction, simulator fees) up to this cap. For E2A and non-pilot officers, this option requires a private pilot license (PPL) and a second-class medical certificate (first-class for ATP) before starting. You’re not getting a housing allowance or book stipend for vocational training.
    • Eligibility: Same as above (90 days Active Duty post-10 September 2001 or 30 days with a disability discharge). Payments are issued after training completion, with schools submitting charges to the VA.
    • Payment: Veterans pay upfront and are reimbursed up to the cap, which can sting like that 19th round of Anthrax shots if your cash flow is tight.
    • Example: At a Part 141 school, the VA might reimburse $16,535.46 for a CPL course, but you’ll need to front the cost and pray the paperwork doesn’t get lost in the bureaucracy.
  • MONTGOMERY GI BILL
    • Coverage: Reimburses 60% of approved charges for Part 141 vocational flight training, up to the $2,150/month cap for 36 months. Requires a PPL and second-class medical certificate (first-class for ATP). It does cover advanced ratings (IR, CPL, CFI, ATP). No housing or book stipends for you, and veterans must cover the remaining 40% out-of-pocket.
    • Eligibility: Same as above (two years Active Duty for MGIB-AD or Reserve/Guard service for MGIB-SR). This benefit expires 10 years post-separation (MGIB-AD).
    • Payment: Reimbursed to the veteran after training, based on submitted charges, with every $466 paid equating to one month of MGIB entitlement. Budget like you’re at JRTC and running out of TP.
    • Example: For a $20,000 CPL course at a Part 141 school, MGIB might cover $12,000 (60%), leaving you to scrounge $8,000, with no housing to soften the blow.
  • YELLOW RIBBON PROGRAM
    • Post-9/11 GI Bill: Keep dreaming. Yellow Ribbon is exclusive to degree-granting institutions (colleges/universities). You’re capped at $16,535.46/year for vocational training, so choose your school wisely or risk a financial nosedive.
    • Montgomery GI Bill: No soup for you. You seeing a trend here? Here’s a couple more VA benefit updates: Last year’s Supreme Court ruling on Rudisill v. McDonough allows vets who’ve served multiple periods to combine their Montgomery and Post-9/11 bennies, giving them a new total of 48 months of eligibility! Going for a STEM degree? Get another $30,000 through the Edith Nourse Rogers Scholarship. Log in to VA.gov to learn more.

Enlisted to Airline: Show Me the Money (Mo Money!)

USAF C-130
A U.S. Air Force C130J-30 takes off from an unpaved runway as Distinguished Visitors (DV) look on during Sentry Storm 24 DV Day, 17 April 2024, at Camp Branch, Logan County, W.Va. | IMAGE: 130th Airlift Wing
  • Workforce Innovation and Opportunity Act (WIOA): This Department of Labor program paid for my commercial and instrument ratings! Open to those going from enlisted to airline, it’s free money if your flight school applies. Your school has to apply, so make them aware of what they’re missing out on. Expect intake tests and monthly check-ins for a year. States control the funds, so verify residency rules.
  • VR&E (Vocational Rehabilitation): Don’t skip this! If you’ve got a VA disability rating of at least 10% with an employment handicap, VR&E retrains you for high-demand careers like piloting, often paired with a college degree through an approved program.

    You’ll typically need a private pilot license first, but for eligible E2A vets, it’s a golden ticket to advanced training without worsening your condition. In 2023, VR&E supported over 1,200 veterans in aviation programs, per VA stats. You really need to compile a stack of documents and evidence to counter the seemingly inevitable objections of some VA counselors. Even if you choose to get a degree in something more useful than aviation, do not let this benefit slip past you.
  • DoD SkillBridge: Not funding, but a smart transition tool. This Department of Defense SkillBridge Program lets you work with industry partners for up to six months while drawing full military pay and benefits. Training must be free or low-cost, you can’t earn a paycheck during SkillBridge, and there needs to be a solid chance of a job if you perform well.

    You’ll also need to be allowed to return to your unit for out-processing. Smaller operators have embraced SkillBridge in the last few years, netting themselves cheap meat servos and mechanics. Use caution, though. Some SkillBridge companies charge these employers several thousand dollars per veteran to fill out a few sheets of paperwork and funnel you to their partners. What seems like a good deal isn’t always best for you; it’s best for them. Skip the middleman unless it’s your absolute dream gig, but look into it.

    According to DoD reports, over 3,000 service members used SkillBridge in 2024, and it beats doing PT. Not sure if your command will support you? Be respectful, but remind them that they’ll be paying for your unemployment benefits when you leave uniform if you don’t find work.
  • Forces to Flyers and FAA Aviation Workforce Development Fund: The Forces to Flyers program connected vets with aviation training, but has since paused operations. Even if it doesn’t return, it helped many vets. I do know a regional pilot and former E2A who used it.
  • The FAA Aviation Workforce Development Fund is also a lesser-known program that provides grants directly to schools and organizations that train pilots. In 2024, $10 million was awarded. According to FAA reports, AWDF often benefits veteran-focused programs. Research these; they’re like a headwind on takeoff.

Outstanding Scholarship Opportunities

2021 RTAG Convention
2021 RTAG Convention in San Diego | IMAGE: RTAG

Scholarships are a TOGA boost for E2A training. These are just a few of the most well-known organizations offering scholarship opportunities for those on the journey from enlisted to airline. I’ve listed them below from smallest to largest annual awards.

  • National Air Transportation Foundation (NATF) provides $5,000-$10,000 annually in $1,000 scholarships for pilot training, focusing on safety and excellence.
  • Arab American Aviation Professionals (AAAP) funds Arab American pilots with $5,000-$10,000 annually for certifications, promoting diversity in aviation.
  • Sisters of the Skies awards $5,000-$10,000 annually for Black women pilots, supporting private and advanced ratings.
  • TPNx (The Pilot Network Exchange) provides $5,000-$15,000 annually in scholarships through its networking events, connecting pilots with funding opportunities.
  • Latino Pilots Association (LPA) awards $10,000-$20,000 annually for private, instrument, and commercial ratings. Active membership and enrollment in a U.S. flight school are required.
  • Tuskegee Airmen Foundation funds minority pilots with $10,000-$20,000 annually, honoring the Tuskegee Airmen legacy.
  • Experimental Aircraft Association (EAA) awarded $238,000 in 2024 for private pilot certificates and ratings, open to Young Eagles and members.
  • RTAG awarded $250,000 in 2024 for veteran-focused flight training, emphasizing RTP (Rotor Transition Program) and E2A applicants.
  • The Ninety-Nines offers $500,000-$600,000 annually via the Amelia Earhart Memorial Scholarship, helping about 50 women pilots in 2024.
  • Professional Asian Pilots Association (PAPA) awarded more than any of the “Big 7”, around $1,000,000 in 2024 for certifications, supporting Asian American pilots.
  • Aircraft Owners and Pilots Association (AOPA) awarded nearly 400 pilots $1,300,000 in 2024 for primary and advanced training.

    For more opportunities, check Pathways to Aviation for a curated scholarship list and join the Aviation Scholarships Facebook page for real-time updates and community tips. Start applying now. If you don’t, you’ll have zero excuses for why you can’t afford flight training, like landing with calm winds on a long runway. Begin yesterday, even if your DD-214 is years away.

    In Part 2, we’ll dive into building flight hours and balancing education to prep for your airline career so you can go from enlisted to airline.

    Need help? Reach out at sabistonconsulting.com or sabistonconsulting@gmail.com. Also, tune into the Make the Donuts podcast for insights from aviation experts and airline execs to fuel your E2A journey.

    I’ll see you in the terminals!
    – Sabby

That Day a B-25 Bomber Crashed Into the Empire State Building

Bill Walton
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That Day a B-25 Bomber Crashed Into the Empire State Building

Had this crash happened on a weekday, it would have been a disaster.

On 28 July 1945 at 0940 local time, a United States Army Air Forces (USAAF) North American B-25D Mitchell medium bomber collided with the Empire State Building in New York City.

The bomber struck the north side of the building between the 78th and 80th floors—913 feet above 34th Street. The impact created an 18-foot by 20-foot hole in the north side of the building. The B-25D was flown by Lieutenant Colonel William Franklin Smith Jr. from Watertown, Massachusetts. Smith and his only two passengers—Army Air Forces Staff Sergeant Christopher S. Domitrovich and Navy Aviation Machinist Mate Albert Perna—perished in the crash. Eleven people died in the building, and 26 were injured. This video was uploaded to YouTube by British Movietone.

[youtube id=”5YLWh8Rbp7o” width=”800″ height=”454″ position=”left”]

Combat Vet Pilot Headed for Bigger Things

LTCOL Smith had recently returned to the States after a tour as deputy commander of the 457th Bombardment Group (BG). Based at RAF Glatton in the UK, the group consisted of the 748th, 749th, 750th, and 751st Bombardment Squadrons (BS). Smith was the former commander of the 750th BS.

The group had flown 235 missions from RAF Glatton against the Third Reich, the last of which had taken place on 20 April 1945. Next up for the 27-year-old Smith was type transition training in the Boeing B-29 Superfortress.

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457th BG B-17Gs. US Air Force photo

A Simple Plan

Smith’s flight plan that day originated at Hanscom Army Air Base (AAB) in Bedford, Massachusetts. Smith planned to fly to Newark Army Air Field (AAF) in New Jersey. Once at Newark, Smith was to pick up the base commander of Sioux Falls AAF, Colonel H.E. Bogner, prior to departing for South Dakota.

Smith went through his preflight checks, warmed up his Mitchell bomber’s two Wright R-2600-92 Twin Cyclone 14-cylinder air-cooled radial engines, and departed Hanscom AAB at 0855 local time. The weather turned progressively worse as Smith flew southwest toward Newark.

The impact site of the collision on the Empire State Building
Image via Wikipedia public domain

What You Can’t See Can Kill You

LaGuardia tower warned Smith about the lack of visibility in the area, specifically mentioning not being able to see the Empire State Building. Smith disregarded instructions to land at LaGuardia.

At that time, the Empire State Building was the tallest building on the planet, and Smith was flying in dense fog. After narrowly missing another building at 5th Avenue and 42nd Street, the B-25D impacted the building, going about 225 miles per hour. One of the B-25D’s engines ripped through seven interior walls and broke out the other side of the building, eventually coming to rest on the roof of a building on the next block. The other engine ended up at the bottom of an elevator shaft.

The fire resulting from the B-25 crash into the Empire State Building
Image via Wikipedia public domain

Incredibly Limited Casualties Given the Circumstances

Many of the 11 killed inside the building were working on the 79th floor. Aviation fuel-fed fires broke out, challenging firefighters and building occupants alike. Heat from the fires caused by the crash caused elevator suspension cables to fail, dropping three cars to the basement. The fires didn’t affect any floors below the 79th.

Uncommon knowledge about the Empire State Building Crash

Miraculously, one elevator operator, 19-year-old Betty Lou Oliver, survived her elevator plummet to the basement and resultant broken pelvis, back, and neck. She still holds the record for surviving the longest fall in an elevator—over 1,000 feet.

Reason one why the death toll was as low as it was is that the crash occurred on a Saturday. On a weekday, 65,000 might be in the building at the time the crash occurred. There were probably only 1,500 people in the building that day.

Typically, the National Catholic Welfare Conference offices where the plane crashed would have 60 people in the offices. There were fewer than 20 there that day.

Looking down from the 80th floor of the Empire State Building
Image via Wikipedia public domain

On the floor above the crash, the 80th, only two persons were at work. The 81st to 85th floors were vacant.

Staff Sergeant Domitrovich had served as a C-47 transport flight engineer with the 72nd Troop Carrier Squadron (TCS). During Operation Market-Garden on 17 September 1944, his C-47 was shot down, and the Germans took him prisoner. He escaped and made his way back to friendly lines.

The fires resulting from the crash were extinguished within 40 minutes. The Empire State Building Crash is the only significant fire at such a height to be brought under control.

Unsafe Inflatable Airplane Not the Only Use For Inflatable Technology in Aviation

Bill Lindner
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Unsafe Inflatable Airplane Not the Only Use For Inflatable Technology in Aviation

In 1956, the Goodyear Tire and Rubber Corporation developed an inflatable airplane to drop to downed pilots to use to escape from behind enemy lines. The Goodyear AO-2 Inflatoplane weighed about 195 pounds and compressed into a package about three feet long, two feet wide, and two feet high. Additional inflatable components, such as landing-gear floats, life vests, life rafts, and even hangars, have served aviation through the years.

AO-2 Inflatoplane Designed For Downed Pilots to Use for Escapes

The AO-2 inflatable plane was a US Army-sponsored project, and the Office of Naval Research was also involved in its design and testing. With its lightweight and small package, the Inflatoplane could easily be carried and dropped by parachute from a small cargo plane. 

Multiple looks of the Inflatoplane In Flight and Packed For Transport. | Image: SecretProjects.co.uk
Multiple looks of the Inflatoplane In Flight and Packed For Transport. | Image: SecretProjects.co.uk

The original method of inflating the plane was a hand pump that took 40 minutes to reach its required rigidity for flight.  With later models, the aircraft could be partially inflated with a carbon dioxide bottle and then filled by a blower on the engine in about 10 minutes. The initial model for the inflatable airplane featured an open-air cockpit and space for one person. A later version had a glass cockpit.

Inflatable Airplane Flew Despite Small Engine And Low Air Pressure

The Inflatoplane’s 44-horsepower motor propelled it to a maximum airspeed of 70 miles per hour (mph) and could lift it to 10,000 feet. It could take off in less than 100 feet. Fully inflated, its internal pressure was only about seven pounds per square inch. Its body was made of nylon threads sandwiched between two pieces of cloth coated with rubber.

Goodyear Inflatable Airplane landing on Water During a Test Mission. | Image: Public Domain
Goodyear Inflatable Airplane landing on Water During a Test Mission. | Image: Public Domain

While the Inflatoplane did fly, designers encountered severe problems during testing. During a wind tunnel test, the wings folded in on themselves when wind speeds reached about 75 mph. During flight testing, there were reports that a pilot was killed when the wings again collapsed when the plane exceeded 70 mph. However, this was not verified, although there was one documented death when a control cable snapped and the inflatable airplane crashed.

Twelve inflatable planes were built in total, and the project continued until 1979. When it was canceled, an unattributed source reportedly stated the Army could not find “a valid military use for an aircraft that could be brought down by a well-aimed bow and arrow.”

Landing Gear Floats More Useful Than Inflatable Airplane

While the AO-2 inflatable airplane was not a success, manufacturers found other, and probably better, uses for inflatable components and gear. One of these was the installation of floats in place of wheeled landing gear. One example is the Full-Lotus float system from Aircraft Floats Manufacturing, Ltd. These floats have inflatable bladders inside a vinyl outer casing protected by a polycarbonate/thermoplastic outer shell.

Small Plane Fitted With Full-Lotus Inflatable Floats | Image: Full-Lotus.com
Small Plane Fitted With Full-Lotus Inflatable Floats | Image: Full-Lotus.com

The Full-Lous floats allow aircraft to land on water and park on rocky shores or snow. The system was originally designed for light sport aircraft, but the company plans to develop it for larger aircraft. One of their newer concepts is to incorporate main aircraft wheels into the bodies of the floats.

Inflatable Life Vest, Rafts, and Evacuation slides

While not producing entire inflatable aircraft, several companies make inflatable safety and survival gear for the aviation industry. One of these manufacturers is BF Aerospace. They produce and repair items they call “ready to go” inflatable components. BF Aerospace supports its customers by maintaining an inventory of more than 300 evacuation slides, 100 life rafts, and 25,000 life vests for multiple aircraft models.

Inflatable Hangars: Functional and Durable

Inflatable hangars are another aviation-related use for this technology. Angarstroy, a Russian company, has been making inflatable hangars and workshops since 1999. Much more than just large balloons, these hangars have heating, ventilation, and exhaust systems that maintain ideal temperature and humidity conditions for workers.

Large Jet Being Towed From Angarstroy Inflatable Hangar. | Image: Airport-Suppliers.com
Large Jet Being Towed From Angarstroy Inflatable Hangar. | Image: Airport-Suppliers.com

They also have LED indoor and outdoor lighting with waterproof and explosion-proof designs. The translucent PVC material used in these structures allows enough sunlight to filter in during the day to make artificial lighting unnecessary.

Angarstroy makes inflatable hangars in sizes from 1000 to 107,000 square feet, with a maximum width of 328 feet and a height of 98 feet. They are constructed in one to seven days and are rated to last at least 15 years.

Interior Image of Angarstroy Inflatable Hangar. | Image: Airport-Suppliers.com
Interior Image of Angarstroy Inflatable Hangar. | Image: Airport-Suppliers.com

MOSAIC Unveiled at AirVenture 2025, Ushering in Seismic Change for GA

Dave Hartland
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MOSAIC Unveiled at AirVenture 2025, Ushering in Seismic Change for GA

The sun was shining, the planes were buzzing, and the energy at EAA AirVenture Oshkosh 2025 was electric when US Transportation Secretary Sean P. Duffy announced some pretty big MOSAIC news for the general aviation world.

Joined by EAA CEO and Chairman Jack Pelton, FAA Acting Administrator Chris Rocheleau, and US Representative Sam Graves, Duffy announced the finalization of the FAA’s Modernization of Special Airworthiness Certification (MOSAIC) rule. It is a landmark update that’s set to reshape the Light-Sport Aircraft (LSA) category and Sport Pilot privileges. 

For the thousands of pilots, builders, manufacturers, and avgeeks gathered on the second day of the world’s biggest general aviation airshow, this is the news you’ve been waiting for. 

Let’s talk about MOSAIC and what it means for the skies.

Unleashing American Ingenuity

Secretary Duffy and FAA Deputy Administrator Chris Rocheleau talk MOSAIC at Oshkosh
Secretary Sean Duffy and FAA Deputy Administrator Chris Rocheleau meet with Van’s Aircraft to discuss MOSAIC and ways to improve the safety of recreational aircraft while supporting innovative technologies in general aviation | IMAGE: FAA

“Good afternoon, everyone, and welcome to EAA AirVenture Oshkosh 2025,” Pelton began, setting the stage under the gorgeous Wisconsin sky. “It’s a great day to go flying, and we’ve got some great news about flying, too.” Pelton, a familiar face at AirVenture, highlighted the massive impact of general aviation: $300 billion in economic activity, over a million jobs, and critical roles in humanitarian relief, medical flights, and law enforcement. But the real spotlight was on MOSAIC, a rule that’s been 20 years in the making.

Duffy, who happens to be a Wisconsin native, says he proud to serve in an administration that cares deeply about aviation. He shared how the President tasked him with focusing on aviation safety and modernization, alongside “big, beautiful roads and bridges.” 

“I can’t think of a better place than at the largest general aviation airshow in the US to announce that we’re unleashing American ingenuity,” Duffy said, his enthusiasm echoing across the AirVenture grounds. “This new rule will promote better designs, safer materials, and upgraded technology in the recreational aviation sector.” 

For years, pilots and manufacturers have pointed out that outdated regulations were holding back innovation and safety in the LSA world. MOSAIC is the FAA’s answer, and it’s a big one.

FAA Administrator Bryan Bedford says MOSAIC opens up opportunities for more aircraft: “This landmark rule aims to increase the availability of safe, modern, and affordable aircraft for recreational aviation, flight training, and certain aerial work.”

So what does this mean, exactly? It means that the LSA category, which includes airplanes, gliders, powered parachutes, weight-shift-control aircraft, helicopters, gyroplanes, balloons, and airships, is about to get a whole lot more versatile. There is room for faster, heavier, and more capable designs, all while keeping safety first.

MOSAIC: What You Need to Know

Light Sport Aircraft
IMAGE: EAA AirVenture

What’s in the MOSAIC rule? It’s a substantial overhaul. In fact, it’s the most significant change since the LSA category and Sport Pilot certificate were introduced in 2004. 

“For too long, our rules have been outdated, holding back our pilots, our builders, and our innovators,” Duffy said. “It’s been over 20 years since this rule has been updated. A lot has changed!” 

Indeed, it has. 

Here are some of the highlights: 

  • No More Weight Limits: Forget the old 1,320-pound cap for LSAs. MOSAIC swaps it for performance-based criteria, opening the door to heavier and faster aircraft with more safety features, like advanced avionics, retractable landing gear, and constant-speed propellers. Even electric propulsion systems are now fair game.
  • More Seats, More Flexibility: LSAs can now have up to four seats, though Sport Pilots are still limited to one passenger (two souls on board total). “It’s two souls on board, four seats,” Duffy clarified during the Q&A, addressing a key point for pilots. The rule also opens the door to aircraft like Cessna 172s, 150s, and Piper Cherokees, based on a 61-knot stall speed limit. 
  • Expanded Sport Pilot Privileges: With the proper training and endorsements, Sport Pilots can fly at night (provisions for which are still being finalized) and operate more complex aircraft with advanced systems. It’s a big step toward making the Sport Pilot certificate more practical and appealing for those looking to fly without the heavier requirements of a private pilot license. 
  • New Missions for LSAs: For the first time, LSAs can be used for limited commercial work, like infrastructure inspections, aerial photography, and agricultural surveillance. This opens up new opportunities for pilots and businesses alike.
  • Noise and Global Reach: Responding to over 1,300 public comments, the FAA made important changes, including voluntary noise standards for manufacturers. “We want our manufacturers to be able to sell aircraft overseas,” Duffy explained, ensuring US-built LSAs can compete globally. 
  • Turnkey for Existing Aircraft: Good news for owners of aircraft like Cessna 172s now qualifying as LSAs: no additional inspections are required. “It’s turnkey,” Rocheleau confirmed, making the transition seamless for pilots. 

A Team Effort for Safety and Innovation

Secretary Sean Duffy and FAA Deputy Administrator Chris Rocheleau tour the ATC Tower at Oshkosh ahead of the MOSAIC announcement
Secretary Sean Duffy and FAA Deputy Administrator Chris Rocheleau tour the ATC Tower at Oshkosh ahead of the MOSAIC announcement | IMAGE: FAA

The MOSAIC rule has been a long time coming. 

Rocheleau praised the collaborative effort: “We went through over 1,300 comments in our public notice. Thank you to the industry for contributing to this rule.” 

The FAA’s data-driven approach, built on two decades of LSA safety records, ensured that MOSAIC balances innovation with safety. “General aviation remains the backbone of American aviation, and its safety continues to be our top priority,” Rocheleau said.

Representative Sam Graves, a pilot and longtime AirVenture attendee (this was his 30th trip!), was instrumental in pushing MOSAIC forward. 

“I was there when we did the first Sport Pilot rule,” he said. “We put a deadline for the FAA to get the final rule for MOSAIC done within two years, and they beat that by nine months.” 

Graves credited Duffy’s leadership and the FAA’s commitment, noting, “I’ve never seen a Secretary more committed and engaged in fixing the problems we see as pilots.”

Jack Pelton echoed the sentiment, emphasizing the broader context. “What’s very special about AirVenture is it’s not just in one country; it’s a national treasure,” he said, highlighting how MOSAIC aligns with the event’s focus on innovation and safety. He also gave a shout-out to the FAA team: “If you see those blue shirts with the FAA logo, please say thank you. They’ve been on the forefront of driving innovation and safety.”

When Does MOSAIC Start?

Light sport aircraft affected by new MOSAIC rule
IMAGE: EAA AirVenture

MOSAIC is live now. You can check out the full rule online. However, the rollout will take time. Changes for Sport Pilots and light-sport repairmen kick in 90 days after publication in the Federal Register, while LSA certification updates take effect in a year. 

“It’s very long, it’s very detailed, and it’s going to mean different things for different operators,” Rocheleau said, promising close collaboration with industry to ensure a smooth transition.

Duffy also hinted at broader ambitions, tying MOSAIC to advancements like eVTOLs and advanced air mobility. 

“It’s going to allow us more capabilities and benefits to advance air mobility,” he said, noting partnerships with countries like the UK, Canada, Australia, and New Zealand to harmonize standards globally. And he’s keeping the door open for more ideas: “The best ideas do not come from DOT. If you have great ideas on what we can do better to drive innovation and safety, we are all ears.”

A New Era for General Aviation

MOSAIC is a monumentally welcome change for general aviation. It’s about making flying more accessible, sparking innovation, and keeping safety first. “This is going to make light-sport more accessible and versatile, and it’s going to bring more pilots into the process,” Graves said, summing up the rule’s promise. From Cessna 172s joining the LSA ranks to Sport Pilots gaining new freedoms, MOSAIC is a runway to a whole new world in recreational aviation. 

As Secretary Duffy put it, “Spend a little more money than you anticipated in Wisconsin to help drive this great economy!” 

With MOSAIC, the skies are more inviting than ever. 

And with that, let’s raise a Spotted Cow to a new era of flight. See you up there!

For more details, check out the full MOSAIC rule at FAA.gov or catch up with FAA experts at AirVenture’s forums. Watch the full announcement from today’s announcement below.

Talon A-2 Hypersonic Aircraft Exceeds Mach 5 in Successful Test Flights

Bill Lindner
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Talon A-2 Hypersonic Aircraft Exceeds Mach 5 in Successful Test Flights

The Talon A-2 hypersonic aircraft successfully completed its second test flight, passing Mach 5 on 24 March 2025. During the mission, the Stratolaunch Talon A-2 was dropped by the massive Scaled Composites “Roc” aircraft before firing its rocket engine. This effort to test and develop a hypersonic aircraft brings back memories of the USAF and NASA tests of the X-15 in the 1950s and 1960s.

Talon A-2 Hypersonic Aircraft Hanging Beneath Center Wing Pylon of "Roc" aircraft. | Image: Stratolaunch
Talon A-2 Hypersonic Aircraft Hanging Beneath Center Wing Pylon of “Roc” aircraft. | Image: Stratolaunch

Stratolaunch Designs Reusable Talon A-2 Hypersonic Aircraft

Stratolaunch’s stated mission is to “Accelerate Hypersonic Technology.” They have designed the Talon A-2 to serve as a reusable test vehicle capable of flying at speeds of at least Mach 5, carrying testing and experimental payloads, and then gliding to a controlled landing.

The Talon A-2 hypersonic aircraft is powered by a Ursa Major Hadley liquid oxygen and kerosene reusable rocket engine producing 5000 pounds of thrust.

The Ursa Major Hadley Rocket Engine Firing During the March 2025 Talon A-2 Test Flight. | Image: Stratolaunch
The Ursa Major Hadley Rocket Engine Firing During the March 2025 Talon A-2 Test Flight. | Image: Stratolaunch

Talon A-2 To Increase Frequency of Tests

Stratolaunch is conducting the Talon A-2 tests for the Test Resource Management Center (TRMC) Multi-Service Advanced Capability Hypersonic Test Bed (MACH-TB) program, which aims to increase the frequency of testing hypersonic aircraft systems.

“Demonstrating the reuse of fully recoverable hypersonic test vehicles is an important milestone for MACH-TB,” stated George Rumford, Director of the Department of Defense Test Resource Management Center. “Lessons learned from this test campaign will help us reduce vehicle turnaround time from months down to weeks.” 

The Talon A-2 Coming in For a Controlled, Autonomous Landing. | Image: Stratolaunch
The Talon A-2 Coming in For a Controlled, Autonomous Landing. | Image: Stratolaunch

“Roc” Aircraft with 385-Foot Wingspan Lifts Talon A-2

For the 24 March flight, the Talon A-2 was hung beneath the center wing pylon of the giant dual-fuselage Scaled Composites “Roc” aircraft. The “Roc” first flew in 2019 as the largest aircraft in the world. It features a 385-foot wingspan and six Pratt & Whitney turbofan engines. Its maximum takeoff weight is 1,300,000 pounds.

View of the Underside of the "Roc" carrier Aircraft with the Talon A-2 Hanging From its Center Wing Pylon. | Image: Stratolaunch
View of the Underside of the “Roc” carrier Aircraft with the Talon A-2 Hanging From its Center Wing Pylon. | Image: Stratolaunch

On the recent mission, the “Roc” carried the Talon A-2 to 20,000 feet and then dropped it. At that point, the Hadley engine fired, propelling the Talon past Mach 5 and testing the aircraft’s ability to perform high-G turns and other maneuvers.

Following an autonomous landing at Vandenberg Space Force Base, engineers removed payloads, including the Northrop Grumman Advanced Hypersonic Technology Inertial Measurement Unit, which collected data on navigation and other details from the flight.

Image Showing the Size of the "Roc" Compared to the Stratolaunch 747-400 "Spirit of Mohave" Launch Platform. | Image: Stratolaunch
Image Showing the Size of the “Roc” Compared to the Stratolaunch 747-400 “Spirit of Mohave” Launch Platform. | Image: Stratolaunch

“With the data collected from this second flight, we are able to apply lessons learned to enhance the strength and performance of the Talon-A vehicles,” said Dr. Zachary Krevor, President and CEO of Stratolaunch. “While the team needs to complete its data review of flight two, the first flight review confirmed the robustness of the Talon-A design while demonstrating the ability to meet the full range of performance capabilities desired by our customers.”

Early Tests of Hypersonic Technology with the X-15

The Talon A-2 missions are the first United States tests of a reusable hypersonic aircraft since testing of the X-15 in the 1950s and 1960s. For those missions, the X-15 Hypersonic Rocket Planes were carried underneath modified B-52 Stratofortresses and then dropped in a similar manner to the Talon A-2.

An X-15 Beneath the Right Wing of a Modified B-52 Stratofortress. | Image: NASA
An X-15 Beneath the Right Wing of a Modified B-52 Stratofortress. | Image: NASA

From 1959 to 1968, twelve different pilots flew 199 missions in the three North American Aviation X-15s. During the X-15 program, these hypersonic aircraft reached speeds above Mach 6 and altitudes above 250,000 feet.

Other Nations and Companies Interested in Hypersonic Technology

The United States has renewed its efforts to test hypersonic aircraft. China and other countries have expressed interest in the technology as critical to their national security and are conducting their own tests.

Stratolaunch is not the only American company working on developing hypersonic aircraft. The Rocket Lab space company, based in California, has developed a rocket it calls the “Hypersonic Accelerator Suborbital Test Electron (HASTE)” as a testbed for hypersonic technology. HASTE has made three test flights, and US and UK military organizations have both identified Rocket Lab as a potential partner for their hypersonic programs.

The Ambitious Tip Jet Helicopters That Promised More Than They Delivered

Bill Lindner
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The Ambitious Tip Jet Helicopters That Promised More Than They Delivered

In the 1940s, American and German helicopter manufacturers began experimenting with mounting tip jets on the ends of helicopter rotor blades.

These systems helped designers eliminate weight and reduce torque on fuselages. Helicopter manufacturers developed tip jet designs for small one- and two-seat models and large sky crane versions that could lift heavy military and space program payloads.

 Tip Jets Allowed Designers To Reduce Helicopter Weights

One of the key goals and challenges of helicopter design has been reducing weight to increase lifting capacity. Tail rotor assemblies, gearboxes, clutches, transmissions, and blowers all add to the weight. Designers determined that one of the best ways to reduce helicopter weight would be to move engines or other power sources out to the tips of the rotor blades.

German Began Work on Tip Jet Designs in World War II

In 1941, German engineer Friedrich von Doblhoff developed a WNF 342 helicopter that would pipe compressed air mixed with aviation gasoline to rotor-tip combustion chambers fitted with car spark plugs. Its radial piston engine powered a compressor that fed a fuel-air mixture through three tubes to the tip jets.

The German WNF 342 was an early adopter of tip jets.
The German WNF 342 was an early adopter of tip jets.| Image: Defense Media Network

The spark plugs ignited the mixture, causing the blades to turn and produce lift. A pusher propeller behind the main prop provided airflow over the rudder, allowing it to control the helicopter’s direction during flight.

As the rotor spun without power from a central hub, the WNF 342 did not create much torque on the fuselage. However, several problems did occur, including high fuel consumption and the need for a special heat-resistant alloy for the tip jets. The fuel consumption was so high that the Germans decided to only use the tip jets for takeoffs and landings.

The WNF 342 made its first test flight in 1943. The German Navy had wanted to use it for observation and anti-submarine missions. Allied bombing slowed its development, but Van Doblhoff continued working on the project until the war ended. He then went to the United States and continued working on helicopter designs.

Hiller Aircraft Company Develops Several Tip Jet Designs

In 1949, the American Hiller Aircraft Corporation began researching tip jets for helicopters. Their initial designs were similar to the German models. Following testing, Hiller found that jet engines mounted on the rotor tips were more efficient than the previous designs with combustion chambers.

Hiller worked on tip jet concepts for the next 15 years. One of their designs was the two-bladed Hiller XHOE-1 Hornet. This helicopter had ramjet engines mounted on the rotor tips. They weighed 11 pounds each and produced 31 pounds of thrust, enough power for the helicopter’s small, light rotor blades.

The Hiller XHOE-1 Hornet had tip jets
The Hiller XHOE-1 Hornet Had Ramjet Engines Mounted on the Tips of its Rotor Blades. | Image: Smithsonian

While the Hiller Hornet did fly, designers encountered a major problem with autorotation in the event of an engine failure. The ramjets created excessive drag on the rotors, which forced crews to make rapid descents to keep the rotors from stalling. During an autorotation, the Hornet had to descend at a rate of about 3000 feet per minute, almost twice that of other helicopters. Such a rapid rate of descent forced pilots to begin their landing flare maneuver between 200 and 300 feet, when helicopters typically begin their flare under 100 feet from the ground.

US Army Seeks Heavy-Lift Sky Crane Helicopters

In the 1950s, the US Army announced it wanted a flying crane helicopter capable of lifting radar vans and even tanks. Hiller proposed several designs they called the “Aerial Carryall” or “Flying Truck,” with rotors 169 feet long and various jet engines on their tips.

Hiller Aircraft Company Plans to Build World’s Largest Helicopter

Hiller Planned to Use it Sky Crane to Support NASA's Apollo Program. | Image: Secretprojects.co.uk
Hiller Planned to Use the Sky Crane to Support NASA’s Apollo Program. | Image: Secretprojects.co.uk

The Army did not accept Hiller’s proposals, but in 1965, the company began working on a tip jet flying crane request from NASA. Its mission would be to recover Saturn V booster first stages, weighing up to 400 tons, for Project Apollo. This required that Hiller design the largest helicopter ever built. It would have a gross weight of 450 tons and a rotor more than 328 feet in diameter.

Hiller designed it with two or more tip jet engines on each blade. The mission profile would have the helicopter wait about 466 miles downrange from Cape Kennedy. It would then snag the rocket stage as it descended by parachute. Eventually, while NASA felt the Hiller Sky Crane would have worked and been cost-effective, it also began developing a reusable space shuttle instead of single-use rockets and halted funding for the project.

Hughes Aircraft Company Tests its Own Sky Crane Helicopter

Hiller was not the only company that tried to develop a tip jet rotor system. In 1949, the Hughes Aircraft Company designed its own version of a heavy lift helicopter, the XH-17. It featured long, stilt-like legs and a box-like fuselage. The legs allowed vehicles to drive under the aircraft and be lifted away. The Army also wanted it to carry ordinance, personnel, and other supplies. During testing, it did demonstrate its potential by lifting payloads as heavy as 10,284 pounds.

The Hughes XH-17 with Tip Jets demonstrates its Heavy Lift Capability During a Test Flight. | Image: Smithsonian
The Hughes XH-17 with Tip Jets demonstrates its Heavy Lift Capability During a Test Flight. | Image: Smithsonian

The XH-17’s main rotors were massive. Each weighed 5,000 pounds, was 12 inches thick, and was almost six feet wide. A pair of modified J35 turbojets mounted on each side of the fuselage sent compressed air to the rotor tips. This air mixed with fuel and ignited, spinning the rotors.

However, testing found the XH-17 had a range of just 39 miles, far below the Army’s requirement of almost 100 miles. Its tip jet-mounted rotor blades also produced vibration stresses, which caused it to be frequently grounded during testing. In 1955, the program ended when the rotors reached the end of their design lifespan.

UAL Flight 232: An Impossible Failure and an Improbable Outcome

Bill Walton
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UAL Flight 232: An Impossible Failure and an Improbable Outcome

The story of UAL Flight 232 rewrote aviation history.

On 19 July 1989, McDonnell Douglas DC-10-10 serial number 46618/118 registered as N1819U and flying as United Airlines (UA) flight 232, departed Denver’s Stapleton airport at 1409 local time bound for Chicago O’Hare airport and continuing on to Philadelphia.

One hour and seven minutes into the flight at flight level 370 (37,000 feet), while in a shallow right turn, the flight crew heard a loud bang followed by vibration and shuddering. The number 2 engine, mounted in the vertical stabilizer on the DC-10, had suffered an uncontained failure. The shrapnel generated by the failure severed nearly all of the hydraulic lines routed through the area, causing severe controllability problems for the flight crew. This recording of the radio exchanges between the crew and the ground after 7700 was uploaded to YouTube by adliasea.

[youtube id=”lXqhYB8iyfg” width=”800″ height=”454″ position=”left”]

The hydraulic pressure in all three independent systems in the aircraft was reading 0. The jet began a descending right turn, which the crew could only partially control using throttle settings for the two wing-mounted engines. At 1520, the crew declared an emergency and was given vectors to Sioux City Gateway Airport (SUX) in Iowa by the Minneapolis Air Route Traffic Control Center (ARTCC).

UAL Flight 232’s Crash Landing in Sioux City

The aircraft circled to the right several times while descending. The jet made an approach at 215 miles per hour but with a high sink rate. At the last moment, the aircraft began to porpoise again and pitched down, impacting short of runway 22 and right of the centerline. The right wing impacted first. Then the jetliner rolled inverted, caught fire, and broke up in a cornfield.

Crash site of UAL Flight 232 at Sioux Gateway Airport
Crash site via Iowa ANG

Captain Alfred C. Haynes, First Officer William R. Records, Second Officer Dudley J. Dvorak, and Training Check Airman Captain Dennis E. Fitch (who was deadheading on the flight before coming to the flight deck to assist) had done their best given a really dire set of circumstances.

The accident investigation revealed that when the engine failure occurred, a fan disk disintegrated. The DC-10 had been delivered in 1973 and had amassed 43,403 flight hours over 16,997 cycles at the time of the accident. The lack of hydraulic pressure, caused by the severing of the hydraulic lines near engine 2, took the aircraft’s controllability on approach away from the crew.

Crash site of UAL Flight 232 at Sioux City
Crash site via Iowa ANG

The engine failed because of a previously undetected fatigue crack near the shaft in the engine’s stage 1 fan disk. Three months after the crash, the crack and several individual blades were finally located in a cornfield.

An impurity in the disks’ titanium caused the fatigue crack. Concerned about a recurrence, many of the stage 1 fan disks on in-service General Electric CF6 engines were inspected. At least two other stage 1 fan disks were found to have similar defects. Hydraulic fuses were installed in the number 3 hydraulic system in the area below the number 2 engine on all DC-10 aircraft to ensure controllability in the event that all three hydraulic lines should be damaged in the tail area after the UAL Flight 232 accident.

890719 Z AB123 002
Iowa ANG assisting in cleanup from the crash of UAL Flight 232 via Iowa ANG

Investigation, Aftermath, and Legacy

111 of the 296 souls on board perished in the accident. Several factors contributed to the survival rate, including good weather, daylight, the timing of shift changes at local hospitals, and the presence of Iowa Air National Guard personnel at the airport that day.

Although the National Transportation Safety Board (NTSB) concluded that a successful landing was virtually impossible, the flight crew, who all survived, recovered, and continued their airline careers, deserve a great deal of credit for how much worse this accident could, maybe even should, have been.

In the years before this event, no one had ever survived the complete loss of flight controls in an airliner—until 19 July 1989. When Captain Haynes flew his final airline flight before retirement, he was joined on the flight by several of the first responders and survivors of UAL Flight 232.

890719 Z AB123 003
Iowa ANG and volunteers searching for debris from UAL Flight 232 via Iowa ANG

By The Numbers: The B-2 Bomber Turns 36 Years Old Today

Avgeekery
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By The Numbers: The B-2 Bomber Turns 36 Years Old Today

A very Happy Birthday the B-2 Spirit Stealth Bomber today.  On 17 July 1989, the B-2 Spirit took to the skies for the first time.  The flight took off from Palmdale Plant 42 and landed at Edwards Air Force Base. The bomber was flown by B-2 Test Pilot Bruce Hinds and the B-2 Test Force Commander Col. Richard Couch.  The first flight was a little over 2 hours.  The entire flight was flown with gear down.

B-2 Spirit Stealth Bomber
B-2 Spirit of Washington 88-0332 arrives at Palmdale | IMAGE: Northrop Grumman/USAF

Here is the B-2 Spirit by the numbers:

 

36

Number of years that the B-2 has been flying.  The B-2 first took to the skies on 17 July 1989 for a test flight.

 

$2,100,000,000 ($4.17B in 2024 Dollars) 

Total program cost per aircraft.  This number includes development, testing, engineering, and production.

B-2 Spirit Stealth Bomber
IMAGE: Northrop Grumman/USAF

336,500

Max takeoff weight of the B-2 Spirit Bomber in pounds.

 

21

Total number of bombers built (20 active, 1 test).

 

13

The wingspan of the B-2 is 20 feet longer than the Boeing 767 passenger jet (172 feet (B-2) vs. 152 feet (767)).

 

50,000+

The B-2’s combat ceiling.

B-2 Spirit Stealth Bomber
IMAGE: Northrop Grumman/USAF

20

A B-2 can carry a payload of 20 tons.

 

4

Total number of major incidents.

23 February 2008: B-2 Spirit of Kansas crashed at Guam due to condensation in the aircraft’s Port Transducer Unit causing the air data computer to receive incorrect airspeed information. 

February 2010: B-2 Spirit of Washington suffered severe fire damage at Guam.  It took over 2 years to repair the aircraft which is now back in service.

13-14 September 2021: B-2 Spirit of Georgia made an emergency landing at Whiteman AFB, veering off the runway due to worn landing gear springs and hydraulic microcracks that caused the gear to collapse. Initial repair costs were estimated at $10.1 million.

10 December 2022: A B-2 experienced an in-flight malfunction and made an emergency landing at Whiteman AFB. No one was injured, but a brief fire occurred. All B-2s were grounded until May 2023, when the grounding was lifted without explanation. In May 2024, the Air Force announced plans to retire the B-2, calling repairs uneconomical.

 

1999

The year the B-2 made its combat debut during Operation Allied Force. Two B-2s took off from Whiteman Air Force Base in Missouri, flew over 31 hours to Kosovo, struck multiple targets, and then turned around and flew straight home. Even though the B-2 flew less than 1% of all missions during the first eight weeks, it was responsible for taking out a staggering 33% of the targets.

B-2 Spirit Stealth Bomber
IMAGE: Northrop Grumman/USAF

44

The number of hours it took to complete the longest air combat mission in world history. In 2001, six B-2s, including the Spirit of America, were first into Afghan airspace on a 44-hour mission. One even made a quick 45-minute pit stop—engines running—before flying another 30 hours back to Missouri. That’s over 70 hours in the air, nearly nonstop. The next longest mission was during Operation Midnight Hammer in June 2025 at 36 consecutive hours. 

 

36 

The percentage of the B-2 fleet deployed as part of Operation Midnight Hammer in June 2025.

 

80

Number of Mk-82 bombs that can be carried internally by the B-2 bomber.

 

.1

Estimated radar cross-section (RCS) of the B-2 Bomber in m^2.  By comparison, a B-52 is estimated to have a RCS of 100 m^2.

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