Qatar Airways is under fire after allegedly firing crew members involved in a video shot by popular YouTube aviation vlogger and airline critic Josh Cahill.
Cahill, a Czech-Australian based in Colombo, Sri Lanka, filmed the video at the center of the controversy in August 2023. Cahill was traveling between Colombo’s Bandaranaike International Airport (CMB) and Hamad International Airport (DOH) in Doha, Qatar. DOH is the primary hub for Qatar’s flag carrier, Qatar Airways.
The video, which Cahill titled “The Shocking Decline of Qatar Airways,” was published on YouTube on 26 August 2023 and has since been viewed over 620,000 times on YouTube. You can watch both the original video and Cahill’s subsequent response on the fallout below.
The Flight from Cahill’s Perspective
YouTuber and aviation critic Josh Cahill on board a Qatar Airways Airbus A330-300 | IMAGE: YouTube
Cahill began his critique by expressing dissatisfaction with Qatar’s fleet management, highlighting the use of 15 outdated Airbus A330s – including the one on which he was flying. Reflecting on a prior meeting with former Qatar CEO Akbar Al Baker, who emphasized an expectation of a “world-class performance” from the crew, Cahill experienced a stark contrast upon boarding. He encountered a lackluster reception from the crew, including flight attendants with their backs to passengers during boarding, a departure from Qatar’s typically warm and friendly service.
Cahill’s critique worsened as he discovered that the in-flight entertainment (IFE) box encroached on the legroom at his window seat (and every window seat). He also noted outdated and underwhelming IFE screens. Additionally, the in-flight lunch service was marred by running out of specific menu options, raising questions about Qatar’s catering standards or potential cost-cutting measures.
It was now time for Cahill’s infamous “loo review,” a standard part of each one of his videos. This particular loo review exposed shocking hygiene issues, with urine covering the lavatory floor. Requests for cleanliness were allegedly ignored by the crew, leaving passengers dismayed.
While the second segment of his journey – Doha to London Heathrow (LHR) – fared better than the CMB-DOH leg, the 5.8-year-old Boeing 777 still had issues, particularly with lavatory cleanliness.
Summing up the two flights, Cahill said he was disappointed.
“The first flight was definitely below average and nowhere near international standards,” Cahill said in the video. “In fact, everything was a letdown. It was quite shocking to see such a poor performance from the airline. So was the second flight. While it wasn’t as bad as the first one, you can see a clear pattern of quality decline. Whether it comes through crew, hygiene, or food choices, something isn’t quite right. And it’s definitely not the Qatar Airways that I used to know.”
He questioned whether internal strife at Qatar could be affecting the airline’s overall performance. Despite Qatar’s self-promotion as an industry leader, Cahill asserted that the airline would not even make a top ten global airline in its current state.
Corporate Response and Fallout
Comments of support received on Josh Cahill’s video review of Qatar Airways | IMAGE: YouTube
In a follow-up video, Cahill revealed widespread agreement from other frequent flyers and even Qatar Airways crew members. This uprising prompted a call from Qatar’s PR/marketing department, leading to a revealing communication with the corporate communication team.
Rather than expressing remorse and apologizing for Cahill’s experience, the Qatar team allegedly requested an off-the-record discussion. Cahill, uneasy about the request, recorded the conversation. The team expressed displeasure with the video, citing a disinterest in negative publicity. They offered Cahill a free flight in exchange for removing the critical content, which he deemed a bribe.
When Cahill refused, the team brought up negative comments from cabin crew under his video on YouTube, highlighting issues such as bad working conditions, curfews, minimum rest, and delays in pay. Qatar allegedly asked him to remove those comments. Again, Cahill stood his ground and refused. He offered Qatar officials a chance to explain their side of the story with a new video, but they did not accept the offer.
That would be the last Cahill heard from Qatar for one week. That’s when the fallout intensified even further.
Banning, Suppression, and Qatar’s Shocking Response
A screenshot from Josh Cahill’s video response to Qatar Airways’ response to a negative flight review | IMAGE: YouTube
The following week, Cahill was preparing to check in for another Qatar review flight – this time, to review their new Boeing 737 MAX service from Abu Dhabi International Airport (AUH) to Doha. However, on the day of his scheduled departure, he received an email from Qatar Airways saying the airline had canceled his reservation. The email went on to say that Cahill would also no longer be able to fly with Qatar, citing that he hadn’t obtained permission from the flight crew to record, a claim Cahill refuted.
In desperate attempts to remove the video, Qatar had the crew from the flight email Cahill, denying consent to appear on film. They also filed a complaint with YouTube, requesting the video’s removal. YouTube denied Qatar’s request but did ask that Cahill blur the images of the flight crew, to which he agreed.
Despite these efforts, the video remains online, banned only in Qatar.
The story culminates with a final – and very controversial – act of retaliation by Qatar Airways. Unable to scrub negative press about their company off the internet, the company has allegedly fired the flight crew who worked the flight involved in Cahill’s video.
Qatar Airways Needs to Do the Right Thing
A Qatar Airways Boeing 777-300 departs Adelaide Airport on 15 January 2023 | IMAGE: Mitch Coad via Wikimedia Commons
As is the case for any business, this incident serves as a cautionary tale for airlines navigating the delicate balance between reputation management and customer satisfaction. This is especially true in regions of the world where perfect public image is even more important than truth.
We can argue all day about whether Josh Cahill posts fair and balanced airline reviews for the world to see. Admittedly, I am an avid viewer of Cahill’s videos. In my opinion, his reviews are candid, but fair, albeit a bit dramatic at times. However, I absolutely believe he is doing a good thing for the flying public. Any business – regardless of where in the world they operate – should be fair game for critique. And companies ought to welcome it. After all, how else can they address issues, improve, and grow?
Further, Cahill’s experience with Qatar Airways sheds light on potential issues within the airline. It also raises broader questions about airlines’ transparency, accountability, and responsiveness to honest customer feedback in the digital age.
The aftermath of this incident suggests that the company’s response has almost certainly exacerbated any damage to Qatar Airways’ reputation. Let’s hope that the leadership, including the new CEO Badr Mohammed Al Meer, will take the appropriate steps, such as #UnbanJoshCahill, and – more importantly – extend reconciliation to the dismissed crewmembers by reinstating their positions. This approach would demonstrate a commitment to accountability and contribute to rebuilding Qatar Airways’ trust and credibility in the eyes of the flying public.
Have you seen the videos? If not, watch the original video and Cahill’s update video below. What do you think? Do you think Qatar Airways reacted inappropriately? Or do you think Cahill should have taken the video down? Let us know in the comments.
Blue Angels, Thunderbirds and other demo teams announce 2024 Schedule
By far one of the biggest impacts the U.S. military has on positive public engagement and support is by participating in air shows. Hundreds of shows occur annually nationwide, from small rural shows and fly-ins to big-city skyscrapers and waterfronts with 1 million spectators. Those who fly such shows, particularly the military participants, travel week after week doing so for up to 9 months a year.
Right now everyone is settling in for the Christmas holiday and new year, following the recent ICAS convention in Las Vegas (International Council of Air Shows). That’s where the wheeling and dealing is done for the next year, schedules etc.
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With 2023 now winding down, the various military jet demonstration teams have announced their air show schedules for 2024. They are outlined below:
Let’s start with the big 2, the Navy Blue Angels & USAF Thunderbirds
The Air Force Thunderbirds and Navy Blue Angels fly the “Super Delta” formation. (U.S. Navy/Cody Hendrix)Are The Blue Angels or Thunderbirds Coming To Your Town Next Year? 17
Both the Navy’s Blue Angels and U.S. Air Force Thunderbirds have a full year of flying air shows scheduled for 2024. Some changes are likely over the coming months, but overall these are the appearances that can be expected.
USAF F-35A Demo Team
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The USAF F-35A Lightning II will again be thundering across air shows nationwide next year. And with a new, still to-be-announced demo pilot / commander. The team is from the 388th Fighter Wing at Hill Air Force Base, Utah, responsible for showing off the Air Force’s most advanced 5th generation multi-role stealth fighter. They also honor the history of the Air Force through heritage formation flights with older fighters (such as WWII P-51 Mustangs).
USAF F-22 Raptor Demo Team
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The 14-member F-22 Raptor Demo team comes from the USAF 1st Fighter Wing, based at Joint Base Langley-Eustis, Virginia. Led by Commander and demo pilot Capt. Samuel “RazZ” Larson in his second year as the demo pilot, showcasing the Raptor to millions of spectators nationwide. Unlike the F-35, the F-22 is not an allied fighter. It belongs to America and America alone, making it uniquely capable compared to any other fighter in existence.
USAF F-16 Viper Demo Team
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The USAF F-16 Viper demo team will once again be raging across select American air shows in 2024. They will have a new pilot and commander too, but who that is has yet to be announced. Their demo jet wears a sleek snakeskin paint scheme, nicknamed Venom. Based at the 20th Fighter Wing from Shaw Air force Base in Sumter, S.C.
USAF A-10 Demo Team
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The USAF A-10 demo team has also released their 2024 schedule. Based at Davis-Monthan AFB, Arizona and led by Major Lindsay “Mad” Johnson, the team’s Pilot and Commander.
Other teams that are TBD
The Navy flies single-ship demos too, mostly at air shows where the Blue Angels are not scheduled. That ensures the Navy / USMC still has a presence to engage the public, even if the Blues are not there. Those teams usually announce their schedules in the spring.
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That said, Navy single-jet teams you can expect at select shows next year include the EA-18G Growler team from VAQ-129 in Washington, and F-18 Hornet teams from VFA-106 and VFA-122 (based in Virginia and California). The Navy also flies a F-35C demo, but only at a few shows per year. Their 2024 schedule too is still TBD.
It’s important to note that active duty USAF and Navy units also participate in shows. Squadrons from far and wide may appear, or may be hosting the show itself.
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For example, Navy test squadron VX-9 sent their special-painted heritage jet (above) to select shows in 2023 as a static display. The Army, USMC, USCG and various USAF units do the same. Just go to Sun N Fun or any base show, you’ll see plenty of tax-payer toys on static displays but not actually flying.
USAF Heritage & Navy Legacy Demos
Both the USAF and Navy participate in Heritage and Legacy flight programs, bringing past and present together at air shows as a tribute to those who came before. Military demo pilots will join formation with their civilian counterparts, flying a variety of old fighters from different eras (WWII, Korea, Vietnam etc).
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Other jet teams from other countries will be visiting select American shows in 2024. We all know the Canadian Snowbirds still flying those old Tutors. They have a single-jet CF-18 demo too, with a special paint scheme. Click the hyperlinks for more info.
The Italian Frecce Tricolori demonstration team will be visiting America next year. It will be the first time since 1992 that their signature red, white and green smoke will be seen across North America.
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They will visit Canada to commemorate the 100th anniversary of the RCAF. While in the states they will perform a flyover of the Italian Navy tall ship Amerigo Vespucci as it visits Los Angeles, California. They will visit select shows and various iconic U.S. landmarks next summer, to commemorate the 500th anniversary of Giovanni da Verrazzano’s expedition to America in 1524.
The exact schedule still has not been announced, but select shows who have secured the team are already informing their followers. A couple known shows they will appear at between June and August include Rochester, NY and Cold Lake, Alberta.
Every avgeek has a favorite: the Navy Blue Angels or USAF Thunderbirds. It’s aviation equivalent of the baseball rivalry between the Yankees and the Red Sox with a few differences. Both demonstration teams execute their missions with exceptional dedication year after year to millions of people. And while each team represents different military branches, they ultimately play for the same team, and sometimes join together for cross-team training and familiarization.
On very rare occasions, both teams will actually perform at the same air show. They even fly a joint-formation together, called the Super Delta. It’s been performed numerous times, most recently this spring.
The Air Force Thunderbirds and Navy Blue Angels debut the “Super Delta” flight formation in March. (U.S. Navy/Cody Hendrix)
The Ultimate Prank
Over the decades both teams have shared many jokes and pranks on each other, and have kept the friendly competitive spirit alive between them, always trying to show-off or outdo the other.
In 1976 both teams got together. The Blues were flying A-4s and the Thunderbirds were flying T-38s. But the Blues were not satisfied with just showing off what their Navy jet could do. So they sent the Thunderbirds to the aircraft carrier USS Lexington for a day of real Navy flight ops.
One of those Thunderbird pilots, Stephen Mish, recalled the visit in the interview above.
”The training film they showed us was 30 minutes of just carrier accidents,” said Mish, as he smiled remembering the day. “Then we went out, trapped on the ship, spent the day on the Lexington and catapulted off in the afternoon.”
Photo credit harry gann / www.aerobaticteams.net
The best part though? Once they arrived, the Thunderbirds realized that they were alone. The Blues didn’t even join the trip! They stayed on land and sent the Thunderbirds to the ship without them.
“We got back onshore and they were giggling, asking us “how was the day” and “how’d you like the landing?” It was great. We had a great relationship with those guys.
You can watch the full interview above, and check out the other amazing videos on Blue Angels and Thunderbirds history on Blue Angel Phantoms.
It’s no secret that the aerospace industry has always taken hints from nature, for designs of new aircraft. As amazing as our modern engineering and material sciences are, it still can’t hold a candle to millions of years of wild evolution. One can only wish to fly as good as a Peregrine Falcon.
Sharks however are not creatures that comes to mind when thinking about the physics of flight. But, the iconic head of the Hammerhead Shark seems to serve the same purpose as the wing of an airplane. At least, that’s the leading theory about why they evolved such a bizarre head.
Photo credit: www.bigfishexpeditions.com
Lift or maneuverability?
The increased drag of its giant head means the Hammerhead has to work much harder and use more energy to swim, compared to other streamlined sharks and dolphins. They don’t have a swim bladder either, so they HAVE to keep swimming to avoid sinking. So it made sense to believe that the giant head acted as a wing, to help the Hammerhead stay vertically positioned in the water column. Same as a plane’s wing provides lift in the air.
It makes sense. The name of the shark’s hammerhead, called a cephalofoil, even means “head-wing”. But, in studies, the flow of water over the head does not behave like air over a wing. No more lift is created by the head, when compared to other sharks. So if the head ISN’T a wing to provide lift, what’s it for?
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Survival of the fittest
When the shark’s angle of attack changes (AOA), is where the answer lies. The hammer is not for lift, it’s for maneuverability, and it makes them more maneuverable than any other shark in existence. That means they can tap an ecological niche of food that other sharks can’t get, like prey who dwell on the sea floor.
Such creatures make erratic escape attempts when chased by a threat, darting in all directions at the blink of an eye. The unique wing-shape of a Hammerhead’s head means they can maneuver fast enough to catch those food sources.
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We thought it was interesting. Nature always knows best.
Back in 1930, the airport was state of the art. The runways were plenty long for the aircraft of the day and the airport was a perfect location for the growing LA basin. Fast forward 93 years and the current terminal location and facility is woefully deficient. The gates are mere feet from the runway, forcing non-standard operations with the constant threat of a runway incursion by both taxiing aircraft and ground personnel. The terminal itself is seismically deficient, lacks modern amenities, and falls short of requirements for disabled passengers. The food and drink options that exist are laughably expensive. It’s more than time to replace one of the dankest terminals in the nation–Hollywood Burbank Airport.
Historical Context and Necessity for Change
Burbank Airport, officially known as Hollywood Burbank Airport, has long been a key player in Southern California’s aviation scene. The original terminal complex opened in 1930. It has been expanded since then to accommodate modern airliner operations in a somewhat haphazard design influenced by its landlocked location.
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Today, the outdated terminal handles 6 million passengers a year. The facility is showing its age though with crowded gates, ragged carpet, shoddy bathrooms, and overpriced concession stands that look more like a flea market than a modern airport facility.
The new terminal, proposed with 14 gates, is not just an upgrade; it’s a necessity. This project is envisioned to bring the airport into the 21st century, aligning with the current needs and expectations of travelers and airlines alike.
A Long Process–The California Way
In 2016, voters gave the green light to a project that would significantly alter the landscape of Burbank Airport – the construction of a new replacement terminal. . Set to be situated on the northeast side of the airfield, the new terminal is poised to usher in a modern era for the airport. However, this development is not without its challenges.
Over the past 6+ years, the facility has worked to build out the design of the new terminal, gain local support for the development, and secure the necessary permits. On 14 December 2023, the permits were finally approved for construction. According to documents from Burbank Airport, construction will begin in early 2024. The new terminal should finally open in 2026, nearly 10 years after initial approval by voters.
The Plan for the New Hollywood Burbank Airport Terminal
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The construction of the new terminal on the northeast side of the airfield represents a significant investment in infrastructure. This strategic location was chosen to enhance operational efficiency and passenger convenience. The design promises a more spacious, comfortable, and technologically advanced facility, aiming to elevate the overall travel experience.
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One of the critical improvements of the new terminal is the increased distance between the gates and taxiways, enhancing safety for both aircraft operations and ground personnel. The new terminal’s layout and modern amenities are expected to streamline passenger flow, reduce congestion, and offer a more relaxed and enjoyable travel environment. It will eliminate the very non-standard taxiing procedures that airlines must obey to depart the airport, reducing the risk of a runway incursion.
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One interesting note, the final design does appear to show that boarding will still be conducted airside without gates allowing for passengers to experience the California sun (or rain) one last time before flying back home or to work.
Persistent Challenges and Limitations at Hollywood Burbank airport
Despite these advancements, the new terminal is not a panacea for all of Burbank Airport’s problems. One of the enduring issues is the short primary approach runway. Due to the landlocked location of the airfield, it will remain without any extension. The east/west runway is one of the shortest frequently-used runways for jet operations in the nation.
The airport has also faced a growing number of complaints from those who live nearby the airport. More efficient arrivals for aircraft as part of the FAA’s airspace modernization program have resulted in increased air traffic over neighborhoods near the airport. Additionally, the airport’s private jet operations have grown significantly over the past few years. Burbank’s convenient location makes it attractive for wealthy residents to utilize.
Still Likely Home To Amazingly Expensive Concessions
Adding another layer of complexity to the airport’s future is the economic environment in California. Although the new terminal will be a welcome sight to most travelers, it is likely that the airport will still be home to $8 lattes and $20 burgers. California Governor Gavin Newsom’s move to institute a $20 minimum wage for service workers, effective April 2024. This will ensure that prices for food and beverages will remain comically high. Even with expensive food and drinks, a terminal that prioritizes safety and passenger comfort will be a welcome change for most.
On January 1, 1950, Continental Airlines was little more than a glorified local airline. The backbone of the fleet was made up of 12 dependable Douglas DC-3s, while five twin-engine, pressurized Convair 240s, dubbed ‘Skystreamers’, were the company’s ‘heavy metal’ airliners.
Continental was considered a trunk air carrier, but its route map gave a different impression. Instead of flying long-haul routes between major cities with 4-engine airliners like its contemporaries, Continental’s DC-3 ‘Gooney Birds’ hopped their way across Colorado, New Mexico, Kansas, Oklahoma, and Texas, serving places like La Junta, Dodge City, Hobbs, and Big Spring. The Las Vegas on Continental’s network was the one in New Mexico, not Las Vegas, Nevada.
CONTINENTAL AIRLINES ROUTES IN 1950
Continental’s route map – shown in blue – at the beginning of the 1950s resembled that of a local service airline rather than the trunk carrier it was classified as. David H. Stringer Collection
The Civil Aeronautics Board (CAB), which oversaw every facet of a certificated airline’s operation, had not been very generous with Continental. The airline’s premier route was its non-stop between Denver and Kansas City, a 539–mile segment flown with Convairs.
Continental’s ‘heavy metal’ aircraft in 1950 were 40-passenger Convair 240s, which the airline referred to as ‘Skystreamers’. United Airlines Archives
By the end of the decade, all of that would change. Still under the strict supervision of the CAB, Continental ended 1959 as the envy of the industry – one of the nation’s proudest airlines, flying Boeing 707s from Chicago to Los Angeles and giving the other carriers in the market (American, TWA and United) a run for their money. This transformation came about through determination, planning, and a perfectionist’s ideas about good service.
MEET BOB SIX
The man responsible for the airline’s metamorphosis was a big guy named Robert (Bob) Forman Six from Stockton, California.
Continental DC-3s in updated livery, photographed at Dallas Love Field. Terry Waddington photo via Tom Livesey.
A SOUTHWEST PUDDLE JUMPER
With its 1950 advertising slogan, “Fly the Blue Skyway”, the company’s scheduled flights landed at 28 airports, most of them serving small and medium-sized cities. Its headquarters were located in Denver. A recent award from the CAB had given Continental Airlines permission to serve Las Cruces, Raton, Socorro, and Hot Springs in New Mexico. This was hardly the big time. The citizens of Hot Springs voted to change the town’s name to Truth or Consequences as the result of a television game show contest.
Despite its size, Continental was a consistent profit-maker. Bob Six was a perfectionist who demanded professionalism and the highest standard of service from his employees. He knew that his primary tool for winning customers was to offer them the best service they had ever received. With the company’s good reputation, he began his series of strategic moves to truly push Continental up into the ranks of the major carriers.
Continental’s April 27, 1952 timetable advertises interchange service to the West Coast in conjunction with American Airlines. David H. Stringer Collection
EXPANSION THROUGH INTERCHANGE
Continental Airlines’ first step toward becoming a major player involved the cooperation of other airlines. With the CAB’s approval, on May 20, 1951, the first single-plane service between Houston and Los Angeles was offered with a DC-6 operating over the routes of Braniff (Houston – San Antonio), Continental (San Antonio – El Paso), and American (El Paso – Los Angeles). The crews of each carrier operated the DC-6 over their respective segment. Referred to as the ABC Service (American-Braniff-Continental), Continental leased two DC-6s from American as part of its contribution to the interchange.
In an unexpected boost for Continental, Braniff soon pulled out of the three-way agreement. The CAB responded by authorizing Continental to extend its own system from San Antonio to Houston to fill in the gap left by Braniff’s exit.
In 1953, Continental entered into an interchange agreement with United Air Lines, which brought DC-6s bearing the company’s name to the Pacific Northwest. David H. Stringer Collection
INTERCHANGE WITH UNITED
In 1953 – in another shot at a wider market through the interchange program – Continental Airlines teamed up with United Air Lines to offer through service from Tulsa and Wichita (on Continental’s network) to Portland and Seattle (on United’s), via the junction point of Denver.
Two of the aircraft carrying Continental’s colors westward were brand-new 50-passenger Douglas DC-6Bs, ordered in 1951 for the interchange services.
Continental absorbed local service carrier Pioneer Air Lines through merger in 1955. Passengers deplane a Pioneer DC-3 in this Bill Proctor photo via the Proctor-Livesey-Thomas Collection
THE PIONEER MERGER
Pioneer Air Lines was a local service carrier operating in Texas and New Mexico. The airline had gotten into financial trouble when it replaced its DC-3 fleet with larger Martin 2-0-2s. The CAB refused to increase the subsidy it paid to Pioneer for serving small cities just because the company had purchased larger airplanes. Pioneer then scrambled to find DC-3s once again to replace the Martins. All of this maneuvering had sunk the airline into debt, and a merger with another carrier seemed the only way out. Continental offered to be the merger partner.
Taking on the route system, the debt, and the DC-3s of a feeder airline would not seem like a logical move for a trunk carrier hoping to expand into busier markets. But Bob Six saw the potential in adding Pioneer’s routes to Continental’s system. It would give Continental entry into Dallas, Ft. Worth, and Austin, Texas – all of which were stations on Pioneer’s system. Six guaranteed that he would take every Pioneer employee into Continental’s ranks.
On April 1, 1955, the effective date of the Pioneer merger, Continental added 15 airports to its network along with a bunch of DC-3 Gooney Birds.
A BROADWAY STAR
Broadway and film star Ethel Merman, Bob Six’s second wife.
Bob Six was fascinated with show business. His good friend, Leland Hayward, was a theatrical agent in Hollywood and New York and a producer of Broadway plays.
In September 1951, Hayward invited Six to dinner in New York on the occasion of the first anniversary of the long-running Broadway play, Call Me Madam, which Hayward had produced. At that dinner, Bob Six met Ethel Merman, the star of the show. They were married in March 1953 in Mexicali, Mexico.
Six brought his bride home to Denver, where the local society mavens were thrilled to have a Broadway star in their midst, married to the president of one of their two hometown airlines (the other was local service carrier, Frontier). As if Six himself, who was referred to as a “character”, did not generate enough publicity for the company, his new wife, known for her feisty personality, brought added attention to Continental Air Lines.
But Continental Airlines was about to get even more attention as Bob Six’s wish to make his airline a significant player in the U.S. air transport industry was about to come true.
A brand new Continental DC-7B is captured in this Douglas Aircraft Company photo. Proctor-Livesey-Thomas Collection
THE DENVER SERVICE CASE
The Denver Service Case, which the CAB had initiated in 1952, would determine not only which airlines could fly from Denver to Los Angeles, Chicago, and San Francisco in competition with United, but also other issues, such as non-stop rights from Chicago to the West Coast.
When the Board handed down its decision on November 14, 1955, the industry was stunned. Not only was Continental Airlines given permission to fly from Denver to Los Angeles and to Chicago, but also to operate non-stop from Chicago to L.A.! With this single announcement, Continental Airlines was transformed from a regional carrier into a true trunk airline.
Continental Airlines Viscount 812. The turboprop airliners were very popular with passengers due to their large windows and their vibration-free ride. Tom Livesey Collection
NEW ROUTES, NEW AIRCRAFT
The first aircraft type ordered for the new routes was the Douglas DC-7B. Five of the big propliners would be delivered in 1957. In what must have seemed an unusual move to observers, the DC-7Bs would be outfitted in an all-coach configuration.
Continental referred to its Viscount 812, which incorporated advancements over its predecessors – the Viscount 700 model – as the Viscount II. David H. Stringer Collection
Continental’s next choice was the British-built, turboprop Vickers Viscount. Six’s evaluation team selected the advanced model 812, with more powerful engines and greater seating capacity than the 700 series. Continental’s Viscounts would be outfitted in a 52-passenger, all-First Class configuration with deliveries slated for 1958.
Finally, for an aircraft to operate the nonstop service between Chicago and Los Angeles, the company selected Boeing’s 707, the first of the US-built turbojet airliners to take to the sky—an aircraft type that most in the industry thought Continental was too small to operate. The 707s, with both First Class and Coach cabins, were scheduled to come online in 1959.
Gold stanchions and carpet welcome passengers boarding a Continental Viscount II. United Airlines Archives
GOLD CARPET SERVICE FOR CONTINENTAL AIRLINES
Beginning in the fall of 1956, Continental Airlines’ marketing team started advertising the new ‘Gold Carpet Service’ that passengers would receive aboard Continental’s DC-7B ‘Club Coach’ flights.
Gold Carpet service, introduced aboard Continental Airlines’ coach-class DC-7Bs, was improved upon and then offered aboard the company’s First Class Viscounts. David H. Stringer Collection
To quote Continental’s 1956 annual report: “On April 28, 1957, Continental will inaugurate the finest and most luxurious ‘Club Coach’ service available between Chicago, Denver and Los Angeles. The service will be extended to Kansas City early in July 1957. All flights will be operated with the world’s finest and fastest airliner, the Douglas DC-7B, equipped with RCA Electronic Weather Avoidance Radar for the comfort of the passengers. The cabins of these Continental Club Coaches will be compartmentalized and have stag smoker lounges in addition to spacious five-seat lounges. The cabin interiors will be fabulously finished and upholstered in soft, warm colors. The new low cost fare service will feature reserved seats and, at the option of the passenger, refreshing cocktails and hot ‘Country Club’ meals, with choice of four entrees, served at moderate extra cost.”
TREAT COACH PASSENGERS BETTER THAN EVER
Continental’s DC-7B’s offered reserved seating for Coach Class passengers – a novelty at the time. United Airlines Archives
The idea was to treat Coach passengers better than they had ever been treated before so that they would fill up the new planes and the company would make money on a high volume of low fares.
Continental’s route map (Continental routes are in blue) as it appeared in April 1957. David H. Stringer Collection
According to American Aviation magazine, passengers boarding one of the new DC-7Bs at Chicago-Midway would “walk on a gold carpet bordered by gold stanchions and use steps of anodized gold under a canopy of blue fiberglass.” Arriving passengers would see carpet-lined baggage carts attended by ramp crews wearing white kid gloves. “Two hand-set clock faces [are] installed on the baggage carts, one showing the airplane’s arrival time, the other showing the time the baggage was delivered.” The goal was to deliver bags in 10 minutes or less.
Gold Carpet Service is offered aboard a Continental Airlines Viscount II. Note the large oval windows that the type was famous for. United Airlines Archives
VISCOUNTS FOR FIRST CLASS
Next came the Viscounts, ready to introduce Continental’s version of ‘Gold Carpet’ First Class service to those traveling between Chicago, Kansas City, Denver, and Los Angeles. With interiors designed by Charles Butler and Associates, Continental advertised their new turboprop aircraft as the ‘Viscount II’.
An advertisement for Continental’s Gold Carpet Service aboard all-First Class Viscount II’s. David H. Stringer Collection
On May 28, 1958, Ethel Merman christened the first Viscount, and Continental’s British birds took to the sky. The airline now advertised that it was “First in the West with Jet-Power Flights”. Continental’s marketing and its growing reputation for excellent in-flight service drew the crowds so well that, after four months of Viscount operations, the airline had captured more than 43% of the First Class market on flights out of Denver to both L.A. and Chicago, and about 30% of the First Class passengers traveling between Kansas City and L.A.
Continental Airlines Boeing 707-124 N70773. Boeing Company photo via the Proctor-Livesey-Thomas Collection
FROM GOONEY BIRDS TO GOLDEN JETS
On June 8, 1959, Continental Airlines became the third U.S. domestic carrier to operate its own jets in scheduled service, after American and TWA, both of which had also ordered the 707 (National Airlines had actually operated the first domestic jet service, but it was with a 707 leased from Pan American).
Timetable advertising Continental Airlines’ initial jet services. David H. Stringer Collection
When Bob Six placed his order for 707s, he knew that he would be able to beat United Air Lines inaugurating jet service in the Chicago – Los Angeles, Chicago – Denver, and Denver – Los Angeles markets because United had ordered Douglas DC-8s, which would not be available until September.
The Gold Carpet theme was extended to Continental Airlines Boeing 707s, which the company referred to as Golden Jets. A group of flight attendants stands under the tail of a new 707. Continental would eventually adopt the advertising slogan “The Proud Bird With the Golden Tail”.
By the time 1959 ended, Continental had truly become the gold standard against which other carriers had to compete. The company’s new advertising campaign carried the theme: “The Most Experienced Jetline in the West.” That was a far cry from “The Blue Skyway”, an airline which operated only DC-3s and Convair 240s. Bob Six had done an amazing job in the course of a single decade.
This photo, taken aboard a Continental Airlines DC-10 in the 1970s, shows Bob Six (left) and his third wife, actress Audrey Meadows, along with John Brizendine. Meadows was the true love of Bob Six’s life. The couple stayed together until Six’s death in 1986. United Airlines Archives
EPILOGUE
Bob Six divorced Ethel Merman in 1960 and, the following year, married actress Audrey Meadows, star of Jackie Gleason’s television show, The Honeymooners. Everyone seemed to agree that Meadows was a much better match for Six. They seemed to be the perfect couple and stayed together until his death in 1986.
When Grumman produced the film “The Navy’s Blue Angels” in cooperation with the US Navy precision flight demonstration team in 1966, the Blues were flying Grumman’s F11F-1 (later F-11A) Tiger jet fighter. Tigers were not a long-serving frontline Navy jet though. Far from it.
However, the Blue Angels flew them for ten show seasons- longer than any previous aircraft flown by the Blues. This film, uploaded to YouTube by sdasmarchives, gives us a look at the Blue Angels when they were flying their very first supersonic jet aircraft.
Lineup of Blue Angels Grumman F-11A Tigers | Official US Navy photograph
A New Jet For A New Season
Changes were afoot for the Blue Angels in 1957. The team transitioned from the swept-wing Grumman F9F-8 Cougar (their jets for only a couple of seasons) to the Tiger that year. The Blues had previously trained during the winter season at Naval Air Facility (NAF) El Centro in California.
Over their time flying Tigers the team spent their winter seasons at Naval Air Station (NAS) Key West in Florida. Not bad duty if you can get it!
Official US Navy photograph
The Grumman F-11A Tiger Was Near Show Ready
The Blues required minimal modifications to fly the F11F-1/F-11A. The shell chute fairings and chutes for the internally mounted 20-millimeter cannons were removed.
An external smoke oil line was added on the port side from the oil tank in the gun bay to the jet’s exhaust. The Blues flew the “short nose” F11F-1 for the 1957 and 1958 show seasons, after which they flew the later production “long nose” variant.
Official US Navy photograph
In this bonus silent color air-to-air footage, also uploaded by sdasmarchives, we see the Blue Angels flying their Tigers over the Gulf of Mexico and Key West. Watch for the Naval Reserve Lockheed P2V-5F Neptune from NAS Jacksonville that photobombs the shoot. More gorgeous footage of the Blues flying Tigers!
Throughout military aviation history, there are stories of men and women rising to the occasion to display heroism that resonates for generations. Few stories are as spectacular as “Pardo’s Push,” named after Captain John Robert “Bob” Pardo’s heroic actions during the Vietnam War. It is a testament to his ingenuity and just one distinguished event in his career of service.
A Career Of Service
Farewell Bob Pardo, Hero of 'Pardo's Push' in Vietnam War 66
Bob Pardo was born and raised in Texas. He graduated from Hearne High School in 1952 and enlisted in the Air Force two years later. He was commissioned as a 2nd Lieutenant and awarded his wings in 1955 at Bryan Air Force Base, Texas. During his 20-year career, Pardo served in Vietnam with distinction, earning the Purple Heart and the Distinguished Flying Cross. He was later awarded the Silver Star for his extraordinary act of heroism.
The Extraordinary Airmanship of Pardo’s Push
“Pardo’s Push” by S.W. Ferguson
On March 10, 1967, during the Vietnam War, Captain Pardo did something extraordinary. We captured his full story in an article in Avgeekery years back. Pardo and his wingman, Captain Earl Aman, were on a bombing mission over North Vietnam when both aircraft took enemy fire. Aman’s aircraft was hit by enemy fire and began leaking significant fuel. Without enough fuel to make it back to a safety, Aman would likely have to bail out over enemy territory.
In a split second decision, Pardo decided to do something brave that saved the life of his wingmen. First he tried nuzzling his aircraft up to Aman’s dragchute compartment but the downwash and buffeting killed that idea.
Pardo’s Push Made Possible By A Sturdy Tailhook and Steely Pilot
Fortunately though, the Phantom was also designed to serve in the US Navy where a carrier’s 1000-foot, floating runway was far too short for the prolonged niceties of a fluffy dragchute. As a result, all F4 Phantoms, both Navy and Air Force, sported very sturdy tail hooks to snatch the aircraft to a stop in feet, not miles.
So Pardo backed off. Aman dropped his hook shutting down his engines. Then Pardo closed in to push, using his cockpit canopy to nudge Aman’s lowered tailhook.
And this worked – sort of.
Pardo had already shut down one of his engines due to the fire so he could only slow, not arrest, the rate of descent for both aircraft making it a race against time between the border or the ground. And on top of this, every 30 seconds or so, Aman’s tailhook would slide off Pardo’s polished plexiglass.
Despite all that, after 88 miles of precise pushing, both safely aircraft limped into friendly airspace, but at an altitude of only 6000 feet which meant, at their rate of descent, just 2 more minutes in the air. Pardo was running low on fuel himself, so all four airmen ejected to safety.
Incredibly, Pardo was scolded for not saving his Phantom. Over twenty years later, Pardo finally received the recognition he deserved. Pardo and Aman eventually received the Silver Star for their heroism. (See below for Maj. Pardo’s citation.)
This act of heroism became known as “Pardo’s Push.”
Legacy and Retirement
After retiring from the Air Force in 1974 as a Lieutenant Colonel, Pardo continued his aviation career in the corporate sector, including a role as Chief Pilot for the Adolph Coors Companies. He eventually retired from private aviation in 2002.
Pardo’s legacy extended beyond his military service. He frequently engaged as a guest speaker at Air Force events and was actively involved with the River Rats, a Vietnam combat pilots’ association. In recognition of his heroism, Pardo was honored at The River Rats Museum at Aviation Heritage Park in Bowling Green, Kentucky, during its grand opening weekend in October 2023.
In Memory
Bob Pardo’s story, especially the episode of Pardo’s Push, remains an inspiring chapter in military aviation history. It not only showcases the extraordinary capabilities of pilots in combat but also underscores the profound bonds of trust and camaraderie that exist among those who serve. Pardo’s Push will forever be remembered as a remarkable act of aerial heroism and a poignant reminder of the unwavering spirit of those who take to the skies in defense of their country. The hero flew west on 5 December 2023. He is survived by his wife Kathryn, 5 children and 10 grandchildren. His heroism will live on in a story and aviation career that made him a legend.
Robert L. Johnson, better known as Bob Johnson, the founder and CEO of BET, was at the forefront of a potentially historic aviation endeavor. His vision: to launch DC Air through a merger between United Airlines and US Airways, marking the first Washington-Reagan based airline and the first African-American-owned airline in the United States.
Background – US Airways Was Struggling
US Airways Airbus A330-323X preparing for departure from Manchester Ringway International Airport (MAN) – EGCC, United Kingdom | IMAGE: Dale Coleman via Wikimedia Commons
Fierce competition on the east coast combined with an unfortunate series of incidents led to US Airways struggling to survive. Like many companies that encountered serious financial difficulties, US Airways sought a merger deal that would ensure their survival in the aviation industry. The solution appeared to be a deal with United Airlines, accompanied by a side agreement with Johnson, aiming to alleviate antitrust concerns and pave the way for DC Air.
DC Air Emerges From The Negotiation
The merger between US Airways and United contained a unique proposal. United and US Airways would guarantee a lease of facilities at DCA (Reagan National Airport) to a newly-formed carrier called DC Air. American Airlines would then partner with the airline to provide aircraft and crews. The proposed airline would serve up to 44 cities from its DC hub with over 120 flights a day. Johnson’s venture promised not only to introduce his innovative approaches that he honed in the entertainment industry but also to symbolize a milestone in minority-owned business ventures in aviation.
Bob Johnson–Founder of BET and DC Air
Johnson announced in May 2000, that DC Air would form as part of the merger between United Airlines and US Airways. The two large merging carriers were going to part with a portion of their assets in order to ensure regulatory approval and avoid any antitrust concerns. The airline, which would have been called “DC Air” was intended to be a regional airline with its operations in the Ronald Reagan National Airport in Washington DC, serving a total of forty-four cities with a hundred and twenty-two daily departures. Aside from the innovations that would have been introduced to the airline by the legendary entrepreneur Bob Johnson, both politicians and the common people looked forward to the merger deal and the emergence of DC Air.
American Airlines Joins The Fray
Photo by Bill Abbott (Flickr, CC 2.0)
As part of the deal, American Airlines was going to ‘wet lease’ 11 Fokker F100s to DC Air and take a significant minority stake in the new airline. In a 2001 filing, American stated:
American has agreed to acquire a 49 percent stake in, and to enter into an exclusive marketing agreement with, D.C. Air, LLC (DC Air). American has agreed to pay $82 million in cash for its ownership stake. The Airline will have a right of first refusal on the acquisition of the remaining 51 percent stake in DC Air. American will also lease to DC Air a certain number of Fokker 100 aircraft with necessary crews (known in the industry as a “wet lease”). These wet leased aircraft will be used by DC Air in its operations. DC Air is the first significant new entrant at Ronald Reagan Washington National Airport (DCA) in over a decade. DC Air will acquire the assets needed to begin its DCA operations from United/US Airways upon the consummation of the merger between the two carriers. American’s investment in DC Air and the other arrangements described above are contingent upon the consummation of the merger between United and US Airways and upon execution of definitive documentation between DC Air and United (which has not yet occurred).
The Deal Faced Skepticism But Johnson Was Confident
Bob Johnson was, at the time and remains to this day, a renowned entrepreneur. Even before he decided to be involved in a merger deal with two airlines and form a new one, he founded Black Entertainment Television, which was an entertainment television that was focused on appealing to African American audiences in America. Not only did he spearhead and found BET, but he also succeeded in making it a huge success and later selling the entertainment company for over $3 billion dollars. While he was successful in entertainment, many were skeptical of his ability to replicate that success in the airline industry.
Problems From The Start That Were Larger Than The DC Air Startup
The exact details of the reason why the deal fell through were complicated and much bigger than just DC Air. From the onset, the United and US Airways tie up faced challenges. There were many concerns about the size of the merged airline. Politicians voiced their opposition to the plan stating on numerous occasions that it would not be beneficial to the consumer. Unions worried about possible job cuts from the merger. Shareholders and analysts also expressed concern as they cited poor performance by US Airways and the state of their operation at the time. The US Airways and United merger drama played out in the media and in DC. It was eventually scuttled, thus DC Air which was mostly contingent on the success of the tie up, never happened. There was other skepticism about the deal though according to a Washington Post article from the time.
The Washington Post reported in 2001 that an unnamed member of the US Airways board of directors and Johnson never convinced decision-makers that the BET-founder was prepared to run an airline with such a complicated founding.
It was also rumored that regulators were also skeptical of the merger deal because they had concerns that DC Air would be unable to maintain its independence and stand on its own as an airline. The merger agreement involved DC Air leasing facilities and maintenance services from United Airlines for a period along . American would purchase minority ownership and lease aircraft to the startup Critics maintained that the dependencies inherit in the airline’s makeup would keep DC Air at the mercy of its competitors well after the proposed merger between United and US Airways.
Aftermath of the deal falling through
After the merger failed, the financial problems of US Airways persisted and got worse. In August 2002, following the attacks on September 11th, they filed for bankruptcy. Then the struggling airline filed for bankruptcy again in 2003, earning quite a reputation by filing for bankruptcy twice in just two years.
US Airways Airbus A320-214 (N103US) at Chicago O’Hare International Airport (ORD) on 12 Oct 2011. IMAGE: Aero Icarus via Wikimedia Commons
US Airways eventually reorganized, recovered, and went on to merge with America West. With a strengthened balance sheet from that merger, the airline then later joined forces with American Airlines. United chose Continental as their merger partner.
Bob Johnson sold BET but remained as the company’s CEO for years before passing the baton on to Debra Lee. Today, Bob Johnson owns an asset management company called RLJ. He never became an airline CEO. DC Air was never to be.
From historic firsts to complex mergers, the airlines of Hawaii continue to tell the story of a rich aviation legacy that links the islands to the world and the world to America’s 50th state.
Among all the airlines of Hawaii that have served the state, only one has truly endured: Hawaiian Airlines, proudly owned and operated in the islands. Others have come and gone, some barely making it into the annals of Hawaiian aviation history. Mokulele Airlines, though much smaller, has weathered change over the years and might just earn an honorable mention for its staying power.
Today, many airlines fly to Hawaii, but let’s take a trip down memory lane and revisit 11 airlines of Hawaii that no longer grace the skies of paradise.
1. Air Hawaii
Forgotten airlines of Hawaii: Air Hawaii | One of two Air Hawaii McDonnell Douglas DC-10-10s on the ramp at Oakland International Airport (OAK) in September 1983 | IMAGE: Clinton Groves via Wikimedia Commons
One of the lesser-known chapters of Hawaiian aviation history is that of Air Hawaii. Although the name Air Hawaii had been used at least two times before, this iteration of the name was not related to either.
Founded by entrepreneur Michael Hartley (who would later co-found CheapTickets.com), this quirky carrier lasted less than three months.
Air Hawaii began operations in November 1985. Based at Honolulu’s Daniel K. Inouye International Airport (HNL), the carrier utilized two McDonnell Douglas DC-10-10s for service to the mainland. Air Hawaii operated flights between Honolulu and just two other cities – Los Angeles (LAX) and San Francisco (SFO).
Finding itself in almost immediate financial trouble, Air Hawaii abruptly shut down in February 1986.
Hartley also founded The Hawaii Express, another airline with a similar fate, which we will read about below (see #11). Interestingly, the two DC-10s operated by Air Hawaii were the two Hartley had used for The Hawaii Express.
2. Aloha Airlines
Planes of Paradise: 11 Forgotten Airlines of Hawaii that Shaped its Skies 89
From one of the lesser-known chapters of Hawaiian aviation history to one of the most well-known: Aloha Airlines.
Founded in 1946, Aloha enjoyed a journey that spanned over six decades. Originally established as Trans-Pacific Airlines, the Honolulu-based carrier initially operated a fleet of nine Douglas DC-3 aircraft. The DC-3 was the backbone of the Aloha fleet through 1965.
An Aloha Airlines timetable from September 1956 | IMAGE: From the collections of Björn Larsson via timetableimages.com
Over the years, Aloha underwent several fleet transitions, experimenting with various aircraft types. During the 1960s, the carrier introduced six Fairchild F-27s and four Vickers Viscount 745Ds into the fleet. In the late 1960s, the jet age arrived at Aloha with the introduction of the BAC 1-11. However, it was the Boeing 737-200 that became synonymous with Aloha’s identity, earning the moniker “Funbird.” Operating interisland flights with the 737-200s and extending its reach to the mainland and trans-Pacific destinations with 737-700s, Aloha also operated 737-300/400s and, eventually, even a 737-800 in the late 2000s.
Aloha also operated one McDonnell Douglas DC-10-30 for less than a year in the mid-1980s, opening the carrier up to routes such as Guam International Airport (GUM) and Taipei Taoyuan International Airport (TPE) in Taiwan.
Despite its successes, Aloha Airlines faced a tragic incident on 28 April 1988 when a Boeing 737-200, operating from Hilo International Airport (ITO) to Honolulu (HNL), experienced an explosive decompression at FL240. Miraculously, the skilled crew managed to land the aircraft safely on Maui, but the incident claimed the life of one flight attendant.
Damage inflicted by a massive decompression of an Aloha 737-200 | IMAGE: National Transportation Safety Board (NTSB)
The 2000s saw a series of events that ultimately led to the demise of the once-storied airline. In March 2008, after more than six decades in the skies, Aloha Airlines ceased operations. At the time of shutdown, it operated a fleet of 22 aircraft to 20 destinations.
A former Aloha Boeing 737-700WL in storage in Southend Airport, England, after the airline’s 2008 demise | IMAGE: MilborneOne via Wikimedia Commons
3. Discovery Airways
Forgotten airlines of Hawaii: Discovery Airways | A pair of Discovery Airways British Aerospace BAe 146-200 at Honolulu International Airport (HNL) in April 1990 | IMAGE: William Gilson via JetPhotos.net
Discovery Airways was another short-lived airline that provided interisland service within Hawaii. The Honolulu-based carrier launched in 1990 with service between HNL and Kahului Airport (OGG), Lihue Airport (LIH), and Kona International Airport (KOA).
Discovery operated a fleet of five 96-seat British Aerospace BAe 146-200s. However, just four months after its launch, the Department of Transportation ordered the carrier to shut down. This directive arose when the owner, Phillip Ho, failed to provide proof of American citizenship amidst an investigation, thereby violating a federal law governing airline ownership.
A Discovery Airways route map from February 1990 | IMAGE: From the collection of Don Henchel via timetableimages.com
4. Go! Airlines
Forgotten airlines of Hawaii: Go! | A Go! CRJ-200 in original livery | IMAGE: Aero Icarus via Wikimedia Commons
With a fleet of 12 CRJ-200s, Go! was a regional interisland airline that began operations in June 2006. It was owned by Phoenix-based Mesa Air Group and operated a base at HNL.
Go! provided service to four airports from its HNL hub, including Hilo (ITO), Kahului (OGG), Kona (KOA), and Lihue (LIH).
The carrier’s reputation took a hit in February 2008 when both pilots fell asleep on a flight from Honolulu to Hilo. The CRJ-200 overshot its destination by 18 minutes before the pilots woke up and landed the plane safely at its intended destination.
Go! rebranded as Go! Mokulele (see #5 below) for three years between 2009-2012. However, the carrier shed the Mokulele name in 2012. It operated for two more years before financial difficulties led to Mesa’s decision to reallocate assets to the mainland, permanently ending the Go! brand.
5. Go! Mokulele
Forgotten airlines of Hawaii: Go! Mokulele.| A Mesa Airlines CRJ-200 Regional Jet in the go! Mokulele branding of its two parent companies, Republic Airways Holdings and Mesa Air Group, at Honolulu International Airport (HNL) | IMAGE: Travis Thurston via Wikimedia Commons
Go! Mokulele was an interisland airline that operated as a joint venture between Mesa Airlines and Mokulele Flight Services. The Honolulu-based carrier operated from 2009 to 2012 and served seven cities: Hilo (ITO), Kona (KOA), Lihue (LIH), Lanai City (LNY), Kahului (OGG), Molokai (MKK), and Honolulu (HNL).
Go! Mokulele utilized a fleet of six CRJ-200s (operated by Go!/Mesa) and four Cessna 208B Grand Caravans (operated by Mokulele Airlines).
Following the divestiture of its ownership stake in Mokulele Airlines in late 2011, the brand was discontinued a short time later.
6. Island Air
Forgotten airlines of Hawaii: Island Air | An Island Air ATR 72 N942WP | IMAGE: James Brennan via Flickr
Established in 1980 as Princeville Airways, Island Air provided essential connections between the Hawaiian Islands. In 1987, after being acquired by the Aloha Air Group, the parent company of Aloha Airlines, it was renamed Aloha Island Air. The Honolulu-based carrier operated on routes that could not accommodate the larger Aloha 737-200 jets. Another rebranding took place in 1995 when it became Island Air.
Throughout its 37-year history, Island Air operated a fleet of 64-seat ATR 72s, 19-seat De Havilland Canada DHC-6 Twin Otters, 37-seat De Havilland Canada DHC-8-100/200s, and 78-seat Q400s.
Despite its initial success, Island Air faced persistent financial challenges. It changed hands several times, with billionaire Larry Ellison’s ownership through Ohana Airline Holdings LLC in 2013 and subsequent sale to PacificCap LLC in 2016.
These challenges led to a reduction in its route map and services. Cities like Molokai (MKK), Kapalua/West Maui (JHM), Lihue (LIH), Lanai (LNY), and Hilo (ITO) were among those cut from its operations. Despite promises of expansion and efforts to restore service to previously-served airports, Island Air ultimately succumbed to financial pressures and ceased operations in November 2017.
At the time of its closure, Island Air was operating a fleet that included Bombardier Q400 turboprops, serving only four cities – Kona (KOA), Lihue (LIH), Kahului (OGG), and HNL.
7. Mahalo Air
Forgotten airlines of Hawaii: Mahalo Air | A Mahalo Air ATR ATR-42-320 at Honolulu (HNL) on 25 May 1995 | IMAGE: Paul Spijkers via Wikimedia Commons
Beginning operations in 1993, interisland carrier Mahalo Air initially relied on Fokker F27 Friendship turboprops operated by Empire Airlines while awaiting certification. However, the agreement with Empire ended in May 1994, leading to the temporary shutdown of Mahalo Air.
The brand experienced a swift revival in October 1994, subsequently establishing a fleet of thirteen 48-passenger ATR-42 turboprops. However, like many other carriers, Mahalo Air ran into financial challenges, culminating in the Honolulu-based carrier filing for bankruptcy during the summer of 1997. The carrier officially went out of business in September 1997.
Mahalo’s brief existence included a network of seven destinations connecting principal Hawaiian airports such as Honolulu (HNL), Kahului (OGG), Kapalua (JHM), Molokai (MKK), Kona (KOA), Lanai (LNY), and Lihue (LIH).
8. Mid Pacific Air
Forgotten airlines of Hawaii: Mid Pacific Air | A Mid Pacific Air NAMC YS-11A-659 at Honolulu (HNL) on 1 September 1982 | IMAGE: Richard Silagi via Wikimedia Commons
The peculiar history of Mid Pacific Air began in 1981 as a low-cost airline that carved its niche with a fleet of Japan-built NAMC YS-11 turboprops. The Honolulu-based carrier would later add Fokker F28 Fellowship jets in 1985.
Mid Pacific eventually expanded its reach beyond the Hawaiian Islands, establishing a separate mainland operation in 1985 with routes from Las Vegas (LAS) to Grand Canyon (GCN), Burbank/Bob Hope (BUR), Orange County/John Wayne (SNA), and Fresno (FAT). Ultimately, the carrier struggled to compete with the dominant players, Aloha and Hawaiian, and ended operations in early 1988.
However, the brand experienced a resurrection with a cargo-focused venture based in Lafayette, Ind. (LAF), employing the previously used YS-11s. Additionally, Mid Pacific Air took on a new identity as a commuter carrier named Reno Air Express. It would operate British Aerospace BAe Jetstream 31s out of San Jose International Airport (SJC). This chapter of Mid Pacific Air’s story would be its last, though, as the company shut down in 1995.
A Mid Pacific Air timetable from 1 January 1987 | IMAGE: From the collection of Björn Larsson via timetableimages.com
In its prime, Mid Pacific Air’s Hawaiian destinations included Hilo (ITO), Honolulu (HNL), Kahului (OGG), Kona (KOA), and Lihue (LIH). The fleet consisted of 22 NAMC YS-11s, two F28s, and even a wet-leased Boeing 707 operated by Mid Pacific Arrow for a route connecting Honolulu to Pago Pago, American Samoa (PPG).
9. ‘Ohana by Hawaiian
Forgotten airlines of Hawaii: ‘Ohana by Hawaiian | An ATR 42-500, operated by ‘OHANA BY HAWAIIAN, on final at Kahului Airport (OGG) on 16 August 2015 | IMAGE: Konstantin von Wedelstaedt via Wikimedia Commons
‘Ohana by Hawaiian, a regional subsidiary of Hawaiian Airlines, began operations in 2014 with a fleet that included four ATR 42s owned by Hawaiian and operated under contract by Empire Airlines. These aircraft, configured to accommodate 48 passengers, formed the backbone of ‘Ohana’s operations. The carrier also operated three ATR-72 cargo aircraft.
Serving eight destinations, ‘Ohana connected principal communities across Hawaii, including Honolulu (HNL), Kapalua (JHM), Lanai (LNY), Molokai (MKK), Lihue (LIH), Kona (KOA), Kahului (OGG), and Hilo (ITO). Unfortunately, the airline faced an untimely end in 2021, as the disruptions caused by the COVID-19 pandemic severely impacted island travel, leading to its shutdown.
10. Pacific Wings
Forgotten airlines of Hawaii: Pacific Wings | Passengers board a Pacific Wings Cessna 208B Grand Caravan at Kahului Airport (OGG) on 20 February 2012 | IMAGE: redlegsfan21 via Wikimedia Commons
Pacific Wings can trace its roots back to 1974 when it began operations as an on-demand charter operator named Air Nevada. The airline transitioned to scheduled service in 1978, connecting Las Vegas (LAS) and Grand Canyon (GCN). However, Air Nevada’s operations came to an end in 1998.
The brand soon returned to life when it resurfaced as Kahului-based Pacific Wings, focusing on scheduled service within Hawaii. In 2007, the carrier rebranded as PW Express. It offered $49 flights between Honolulu (HNL) and Molokai (MKK), Lanai (LNY), and Kahului (OGG). PW Express operated a fleet of Cessna 402s and 208B Grand Caravans.
Pacific Wings closed down PW Express in 2009 following a security incident in Kahului. Shortly after, the carrier eliminated all but three routes and ultimately ended all Hawaii flights by 2013.
11. The Hawaii Express
A page from the August 1983 timetable for The Hawaiian Express | IMAGE: From the collection of David Zekria via timetableimages.com
Although not technically Hawaiian-owned (its headquarters was in Los Angeles), we decided to include this interesting piece of aviation history in this story.
Before Air Hawaii’s (see #1) failure, there was The Hawaii Express. With Michael Hartley (the visionary behind Air Hawaii) at the helm, the carrier began operations in August 1982 with a single Boeing 747-100.
Forgotten airlines of Hawaii: The Hawaii Express– A Boeing 747-143 at Los Angeles (LAX) on 6 August 1982 | IMAGE: Ted Quackenbush via Wikimedia Commons
Affectionately nicknamed “The Big Pineapple,” the airline sought to carve a niche in the competitive Hawaii-US Mainland market. Hartley assembled his initial crew by hiring 15 pilots from the recently bankrupted Braniff Airlines. Additionally, he hired 50 flight attendants recently let go from various carriers across the United States.
In May 1983, the carrier acquired two McDonnell Douglas DC-10-10s. Originally intended to replace the aging Boeing 747, all three aircraft operated simultaneously for a brief period. At its peak, The Hawaii Express operated multiple daily trips between LAX and HNL.
However, The Hawaii Express’s journey ended abruptly on 20 December 1983 (due to – you guessed it! – financial woes) with the suspension of all flights. The airline filed for bankruptcy the following day.
The DC-10s, with tail numbers N904WA and N905WA, would later find a new home with Hartley’s Air Hawaii . Following Air Hawaii’s demise, they would serve with American Airlines and FedEx before being stored at Victorville Airport (VCV) as of December 2019. The 747, bearing registration N355AS, had a subsequent career with People Express, Continental, and TWA.
Hawaii’s Aviation History: As Rich as Its Beautiful Landscape
Flying above the Nā Pali Coast on the Hawaiian island of Kauai | IMAGE: Leon Macapagal via Unsplash
With their stunning geography and paradisiacal allure, the Hawaiian Islands have long been a sought-after destination for travelers worldwide.
While just two principal carriers dominate today, many have graced the skies of paradise through the years. And each has a unique story. The story of these 11 airlines of Hawaii is just a small glimpse into Hawaii’s rich (and colorful!) aviation history.
May we honor their legacy and appreciate their role in connecting Hawaii’s beautiful islands to the mainland and the world.
Retired Air Force pilot David Dale recently wrote a book called “Aviation Therapy”. We at Avgeekery are proud to share an excerpt from his new book that features a collection of stories from his time flying in the Air Force. You can purchase his book here.
On a snowy December morning our C-37, callsign SPAR 29, was more than 30 minutes late as I began the approach to Runway 19L, the left of two parallel southbound runways at Andrews AFB. In the cabin not far from our cockpit sat CENTCOM’s commander, General Tommy Franks, and a Marine Corps major, an F-18 fighter pilot, who served as the general’s aide.
The right-side runway at Andrews was closed, perhaps for snow removal, so we could not fly a Category II Instrument Landing System precision approach down to 100 feet above the ground. Because of the less precise instrumentation on the left-side runway, we were instead restricted to using the approach to Runway 19L, which could only be flown to 200 feet above the ground. That 100-foot difference was important on this white winter morning.
According to our C-37 policies, I flew the approach using the Heads-Up Display (HUD) while my copilot peered through the clouds, hoping to spot the runway lights by the time we reached the 200-foot Decision Altitude. My copilot, Don Axlund, an excellent officer and pilot, had just completed his check out in the C-37 the day before. This was his first operational VIP mission, which he got to fly with me, his squadron commander. No pressure, Don.
Flying The General Through A Snowstorm 92
Into the soup and back around
I briefed the ILS approach and lined up for the approach. I emphasized to Don, “If you don’t see the runway, it’s okay. Just call the ‘Go Around’ and we’ll try it again.”
As we approached 300 feet AGL, Don announced, “Approaching Minimums.” At 200 feet, with nothing but white in front of us, Don commanded, “Go Around.” I applied full power and our C-37 rose quickly through the dense white clouds.
Trusted with an important passenger
Two hours earlier, Captain Don Axlund and I had departed Tampa International Airport with General Tommy Franks onboard, bound for Andrews AFB. It was time for him to present another Operation Enduring Freedom update to the President and the Secretary of Defense.
During this timeframe, our MacDill AFB runway had been closed for repair. We were forced to operate out of Tampa International Airport, which was a 30-minute drive north of our air base. This mission got off to a poor start with a delayed takeoff after the general and his party arrived at our C-37 well past the planned takeoff time.
The flight north to Washington, D.C. took two hours but we knew we were flying into a major snowstorm. There is a tendency in Distinguished Visitor Airlift to do anything to please the customer. This led to some crews pressing the corners of the safety envelope to accomplish their mission on-time.
The challenge of DV airlift
On April 3, 1996, US Secretary of Commerce Ron Brown, and 34 other passengers had died in an Air Force CT-43 crash into a mountainside near Dubrovnik, Croatia. The crew had departed five minutes early but due to the wartime routing into Croatia, they were assigned a route that took fifteen minutes longer than planned. In their attempt to provide an on-time arrival, the crew flew faster than normal on their approach to the airfield.
Additionally, they were flying a primitive Non-Directional Beacon instrument approach into a cloud deck that was only 400 feet above the ground. The combination of a non-precision approach flown in bad weather while trying to make up time resulted in a tragic accident. The crew strayed off course in low visibility and impacted the side of a hill, killing all onboard.
At the time of the accident, I was flying NATO troops into Split, Croatia in the Netherlands Air Force KDC-10. Now, as a commander of a DV Airlift squadron, I was constantly aware of the pressures our crews faced to press the limits of safety in an effort to please our customers. As I had learned during my two years at Andrews AFB, it’s okay to say no.
Takeaways from DV flight
Two important safety lessons I brought with me to this new Florida squadron were 1) If the VIP gets mad because you didn’t think it was safe to land, just let it flow like water off a duck’s back. They’ll get over it, but you will all still be alive. 2) Don’t bend over backwards to set a precedent that your fellow squadron pilots can’t meet. In other words, don’t be the reason that the general or his staff could say, “Well, the last guy did it.”
Unable to see the Andrews runway, I applied Go-Around thrust and the powerful C-37 pitched up and climbed quickly to 2,000 feet. Just seconds before the go around, we could see snow covered trees directly below us, so the vertical visibility was almost 200 feet, but the forward visibility in front of us was still low. That restricted forward visibility kept us from seeing the runway or even the bright white approach lights once we reached the Decision Altitude.
Let’s try it one more time…safely.
Knowing we were so close to breaking out, Don requested vectors for a second approach attempt. Ten minutes later, we were on final approach and descending again into the blowing snow. Nothing improved on this second attempt, so rather than “ducking under” the clouds in the hope of seeing the runway, Don again correctly called for the go around, which I performed.
Part of the thrill of instrument flying is intense concentration while flying an approach. Pilots are not concerned with the people riding along in back. We are focused solely on our instruments, the runway, and Mother Nature. Whenever I jockey the throttles to maintain airspeed during gusty winds, I am constantly reminded of my teenage days with Mr. Lovell barking, “Stay on speed!” Or during buffeting crosswinds, he commanded “Fight for centerline!” then commented if I was one or two feet off centerline after I touched down
Pilots take on Mother Nature’s challenges but strive to keep everything within safe limits. If it’s not safe to land, we can always go into a holding pattern and wait, or divert to a better location. Safety, then Comfort, then Reliability. Keeping those priorities in that order is a life-saver.
“Runway in sight”
The winds were very light that particular day, only blowing five miles per hour out of the south. Most airplanes can handle landing with a 10-knot tailwind, so I asked Don to request an opposite direction approach from the south to the north. There were no other planes in the area to create a conflict, so permission was granted, and we lined up for the northbound right-side runway. Fortunately, the weather south of Andrews was clearing.
As I approached 300 feet, the bright white approach lights and the runway came into view through the low clouds. At 200 feet, Don announced, “Runway in sight.” Staring through the HUD, I transitioned my focus from the green instruments on the glass to a visual aimpoint 1,000 feet down the runway.
On this gloomy winter day, Don and I safely delivered General Franks to Washington D.C. … but 45 minutes behind schedule. President Bush and Secretary of Defense Rumsfeld were kept waiting for their warfighting general.
How would General Franks react? Some uppity VIPs are known to not give a hoot about excuses and only want to remain on schedule at all costs. Several of those ranting celebrities or businessmen have paid for that attitude with their lives.
We parked the jet on the red-painted cement “carpet” near Base Operations and our flight engineer opened the door, allowing the brisk winter breeze to blow through the cabin. General Franks and his aide, the Marine F-18 pilot, prepared to exit. Having a fellow aviator onboard turned out to be a Godsend. Although he and his fellow passengers could see the white snow-covered pine trees directly below us on approach, the Marine pilot explained to the other passengers that forward “slant-range” vision is often restricted and considerably less than looking straight down.
People that knew I flew General Tommy Franks often asked me, “What is he like?”
My reply: “Loud! He can be really happy or really pissed off, but he’s always loud!”
As General Franks departed our Gulfstream on that white winter day in Washington D.C., he stepped into our cockpit, popped me on my right shoulder with his large fist and in his deep baritone Texan voice boomed, “Thanks for keeping me safe!” I could not have asked for a better aviation lesson than that for my new copilot.
New Service Features Modern Cabin, Self-Serve Snack Bar, and More. Here’s My Review…
On Thursday, November 30th, United Airlines introduced their first Airbus A321-200NEO to their active fleet. The aircraft, N44501, an Airbus A321-271NX operated the inaugural flight from Houston’s George Bush Intercontinental Airport to Chicago’s O’Hare International Airport. Fittingly, the flight number 321 was assigned to the flight. I took that inaugural flight, as well as the aircraft’s second and third flights from Chicago to Phoenix and back. In total, I spent around 12 hours on the aircraft in various seats so I could get a good sense of whether this really is a game changing aircraft like United claims, or if it’s all smoke and mirrors. United has billed the A321NEO as the future of what passengers can expect on all domestic United flights, and a game changer in passenger comfort in all cabins. So, does United’s new plane live up to the hype? Or is it more of the same old stuff?
United Adds The Largest of the 320 series to their Airbus Fleet
Before I answer that question, let’s get some of the facts out of the way. United already operates a fleet of Airbus A320 series aircraft, however, they are aging Airbus A319’s and A320’s, all of which are over 20 years old at this point. Which means the introduction of this brand new A321NEO marks the first time in over two decades that Untied has taken delivery of a brand-new Airbus. United has 129 further Airbus A321-200NX aircraft on order, as well as another 50 Airbus A321-200XLR aircraft. The NX variant is the high density exit configuration option of the NEO, which replaces the full-size exit doors ahead and aft of the wings with four window plug exits. American and Delta also operate the NX variant and for comparison, Hawaiian Airlines operates the regular A321-200N, where the full-size exits are kept.
United’s A321NEO features 200 seats which include 20 United First seats, 57 United Economy Plus seats, and 123 United Economy seats. The aircraft also features four restrooms for those 200 seats. Three in the economy class section and one in the first-class section. United plans to use the aircraft initially out of Chicago’s O’Hare International Airport to Phoenix, Las Vegas, Orlando, Fort Lauderdale, and Fort Myers. Currently, with only one aircraft in active service, it is only being utilized on the Chicago to Phoenix route.
How was the experience?
United Improves Passenger Experience with Airbus A321NEO Launch 98
So, what was the aircraft like to fly on? Does it deserve the hype that United placed on it? The bottom line is that… It was very nice to fly on, and if you’re lucky enough to fly on one soon, you are in for a great onboard experience. It is easily one of the best aircraft flying domestically in the US where passenger experience is concerned.
As I mentioned, I took the aircraft’s first three revenue flights. I did not have the pleasure of flying in first class on any of the legs, but I did get a chance to try the seat. On the three flights I flew in United Economy Plus twice, and once in United Economy. My seats for the three flights were 11A, 26F, and 14A. 14A being the one standard economy seat. United does have their A321NEO configured with more seats than both Delta and American have on theirs, but in my opinion, the seat features make up for the 4-6 extra passengers United is cramming on. Even in economy, passengers get a large 13” touch-controlled entertainment screen, power ports, high speed wifi, and even Bluetooth audio connectivity on the entertainment system. That’s right, you can pair your own Bluetooth headphones to the entertainment screen and no longer must give up your nice wireless headphones for a cheap airline pair because yours doesn’t have a cord to plug in.
United Improves Passenger Experience with Airbus A321NEO Launch 99
I found all three seats to be very comfortable, and on two of the flights I was in them for over 4 hours at a time. There are those good old hour-long Chicago taxi times for you… The legroom in first class and economy plus was excellent, and it was average in economy. At 6’ 2” tall, my knees basically rested against the seat back pocket in front of me when in regular economy. Which is not good, but also isn’t anything different than American’s A321NEO and you don’t get most of the extra passenger comforts like an inflight entertainment screen on American.
United Improves Passenger Experience with Airbus A321NEO Launch 100
The cabin of the aircraft also features mood lighting, easily making it be most visually appealing United domestic aircraft and a snack bar that economy class passengers use any time during the flight if they’re feeling hungry or thirsty. And just because that snack bar is available, doesn’t mean there were any less services done during the flights. On all three flights I took there was a main service done, as well as a second full drink service. So, don’t think this is United’s way of getting out of doing services. It really is just an extra option for passengers.
United Improves Passenger Experience with Airbus A321NEO Launch 101
Summarizing my A321-NEO Experience
In the end, this is a great addition to the United fleet, and it is a very passenger friendly aircraft. The fact that Untied is moving most of their fleet towards this type of passenger experience is very nice when so many other airlines are removing more and more amentias. Even though United has a slightly denser configuration compared to American or Delta, I think the seats re very comfortable, easy to fly in for 4-5 hours, and the aircraft offers a much better than usual onboard experience. Ultimately, I believe this aircraft does live up to most of the hype!
Full video of flight:
Enjoy all two plus hours of United’s A321NEO first flight.
