Nicknames bring personality to machines. If an airplane really great airplane or a really crappy one, it’ll get a great nickname. If you are a pilot, you probably remember that the first plane you soloed was a Piper Cherokee, or a T-37 Tweet, or a T-34 Mentor. It’s not uncommon for old pilots to say, “I remember the first time I took that Tweet up solo. It was a fantastic day!”
Then some nicknames are so iconic that ‘next generation’ of planes adopt them as their own. The T-6 is named ‘Texan II’ after the original Texan that trained a whole generation of pilots, the F-35 is named ‘Lightning II’ after the original P-38 Lightning, and the C-17 takes on a third generation moniker, the ‘Globemaster III’.
But then there is a third category of nicknames. Ones that are odd, weird, or even really snarky. These nicknames for planes are a mix of cutting, a bit snide, and a large dose of humor mixed in… Here are our top 5 snarky nicknames:
Number 5: Boeing B-52, Nickname ‘BUFF’
Official US Air Force photograph
The Boeing B-52 is legendary. Behind the stealthy B-2, it is probably the most recognized bomber in the world. The jet has a lengthy history. The first demonstration jet flew way back in 1952. It is now on it’s ‘H’ iteration with a whole host of modifications since its introduction. There is even a possibility of upgrading the engines on the venerable bomber in the next couple of years.
So why in the world is the B-52 ‘Strotobomber nicknamed the “BUFF”? The B-52 owes its infamous moniker to a bad paint job from back in Vietnam. The B-52 originally had a bright and shiny bare metal paint job. But the beautiful buffed metal would stick out like a sore thumb over the jungles of Vietnam. So instead, they painted it in a camouflage color scheme. Officers who flew the jet weren’t impressed with how it looked.
The B-52 earned the nickname ‘BUFF’ standing for ‘Big Ugly Fat F*ck’. It might have not been the most PC name, but it stuck. And the B-52 has stuck around too. Some say that the B-52 will become the first military aircraft to fly for at least 100 years.
In an open hanger decorated with aged aviation artwork and maintenance tools sits an Extra 330SC aircraft poised to perform its next air show demonstration at the hands of the new first lady of aerobatics.
Dressed in a black jumper, her blond hair pulled back as she wipes the sweat from her forehead, its pilot steps back to admire her new aircraft. Satisfied, she completes one last preflight check before the upcoming performance.
Patty Rosalie Wagstaff is the world’s top aerobatic pilot whose career includes three U.S. National Championships, and numerous awards of recognition, including the Charlie Hillard Trophy for becoming the top scoring American pilot during the 1996 World Aerobatic Championships. Following a 30-year career, she continues to stay in a throttle-up mode both in the air and in the classroom.
Standing in the Rome Airport hanger during the Wings Over North Georgia Airshow, this aerospace journalist spoke with Patty about her storied career. And, her new role in educating pilots how to manage an in-flight emergency.
U.S. National Aerobatic Champion and air show pilot Patty Wagstaff soars into the record books. (Atkeison)
Patty and her sister Toni were raised around aviation. They grew into their teen years while their father flew as a pilot for Japan Airlines. Toni became a pilot for United Airlines while Patty flew with a different attitude in mind.
Patty Wagstaff Becomes a Trailblazer for Women
“I guess I did set out to be a trail blazer when I decided I would go for winning the U.S. National Championships,” Patty confessed as she reflected upon her early years. “Everybody told me a woman couldn’t do it when I first started saying women aren’t aggressive enough.”
Shaking her head with a grin, Patty said she answered those statements by saying, “I guess you never went to high school.” She feels the lack of women in aviation sports is due to family reasons and that many women are unaware it is available to them.
“Being a women in this field is a kind of responsibility,” she said. “You want to show other people what is available to them, even if they don’t do this there is other careers in aviation.”
In 1994, the Smithsonian Air and Space Museum honored her championships by placing her one of a kind Extra 260 aircraft on display next to her heroine Amelia Earhart’s Lockheed Vega. She still feels excited to have this honor.
Patty Wagstaff’s 1993 Extra hangs on permanent display in the Smithsonian Museum. (Wagstaff)
“It’s awesome – it’s kinda surreal still, actually,” Patty proudly said. “The (Smithsonian) hung that airplane (Extra 260) as it was a prototype, a unique airplane; and the first woman (national champion) was important.”
Her awards and accolades are plentiful. In 1997, Patty was inducted into the International Women’s Aviation Hall of Fame, and in 2004, was inducted into the National Aviation Hall of Fame.
The World’s Top Air Show Aerobatic Performer
Patty’s current air show performances last about 14 minutes and is unlike many of her fellow performers. She has been flying her Extra 330SC for nearly two years.
“It’s kind of a monster – its called a beast,” Wagstaff said looking over her shoulder. “It’s got a lot of power and it just wants to go up. The hardest thing in this airplane is pulling the power back and slowing it down sometimes. It’s amazing.”
Performing low and fast, Wagstaff soars past the Air Force Thunderbirds in 2016. (Atkeison)
Patty keeps the audience in mind as she designs the layout of her air show maneuvers. She states she wants to provide an intimate experience for the guests.
“I like to do barnstormer type aerobatics as I like to keep it low and close to the crowd,” the aerobatic champion said. “I think if you keep it moving, keep it in front of the crowd, keep the smoke on, I think that you can keep the attention.”
Aerobatic and In Flight Emergency Instructor
Today, Patty keeps a busy pace as she performs six to eight air shows each year, and is a flight instructor at the Patty Wagstaff Aerobatic School in St. Augustine, Florida. She and her staff not only specializes in training new pilots, but they also teach all pilots how to avoid loss of control while in-flight. She refers to it as Upset Training.
“What keeps me really busy is our aerobatic school, which includes Upset Training which is teaching people to stay out of trouble,” Patty explained. “We go to corporate flight departments and we train their pilots, or they can come to see us.”
Patty opened the school in 2014, and she has built a world-class flight instructional school. “It’s a lot more fun than I even thought it would be. We get really great students who really want to be there.”
Editor’s Note: This article originally appeared on AvGeekery.com in 2017. Now 73 (as of 2025), Patty Wagstaff continues to soar—performing at airshows, instructing pilots, and running her aerobatic flight school in St. Augustine, Florida. Though retired from competition, she remains a dynamic force in aviation, mentoring the next generation while staying hands-on in the cockpit and the community.
(Charles A Atkeison reports on aerospace and technology. Follow his updates via social media @Military_Flight.)
Pilatus has taken something great and made it even greater, with the release of their new and improved PC-24 business jets. And to celebrate, they decided to land one on a highway in the Australian Outback, something the jet will have do in an Ambulance Service role.
The new jets have an outstanding short runway capability, able to takeoff in 3,090 ft. And they are certificated for operations on grass, gravel, dirt, and snow. No other business jet can operate from unpaved and paved surfaces that short.
Better performance, range & payload for the world’s “first and only Super Versatile Jet”
The new jets can fly 2,000 nautical miles, and carry up to 11 passengers + 1 pilot (yes, it can be flown by a single pilot). They have a cargo capacity of 3,100 lbs., and are powered by Williams International FJ-44-4A engines. Max operating altitude is 40,000 ft.
They come in several interior options and designs too. It just deoends on the customer’s needs. The new PC-24s also feature what Pilatus calls an Advanced Cockpit Environment (ACE).
Watch Pilatus Land its New PC-24 in the Australian Outback 9
“ACE is so capable and offers such a wealth of functionality. In its most basic configuration it boasts the most intuitive and user-friendly cockpit concepts ever in business aviation,” says Pilatus.
“Four 12-inch screens ensure that all relevant information is displayed in the right place and with no delay. The Inertial Reference System (IRS) guarantees excellent reliability and accuracy of altitude and navigation data. ACE also includes a Synthetic Vision System, Autothrottle, Graphical Flight Planning, Traffic Collision Avoidance System (TCAS II), and Localiser Performance with Vertical (LPV) guidance capability.”
Multiple roles for multiple needs
Watch Pilatus Land its New PC-24 in the Australian Outback 10
The new PC-24s will serve well for the business people and folks just looking to jet away for fun and games. But the aircraft may best serve as air ambulances. Their interiors are basically intensive care units. The jets can reach remote emergencies and hospitals quickly, virtually anywhere. Patients can be easily moved on and off the aircraft.
Several organizations worldwide use PC-24s as jet ambulances already. They include the Royal Flying Doctor Service of Australia, KSA Swedish Air Ambulance, Alaska’s North Slope Borough, New South Wales Air Ambulance and more.
Watch Pilatus Land its New PC-24 in the Australian Outback 11Watch Pilatus Land its New PC-24 in the Australian Outback 12
You can see plenty more images of the cockpit and various interiors on the Pilatus website, as well as more information about the new jets.
First orders will start being delivered to customers in 2024.
Introduced in the late 1950s, the Douglas DC-8 was a marvel of its time, revolutionizing long-haul air travel and setting the stage for modern jetliners.
Today, while most of its contemporaries have long been retired, five DC-8s still grace the skies, a testament to this legendary aircraft’s enduring quality and engineering prowess.
Origins and Development
Douglas DC-8 Airplane in Flight | IMAGE: NASA
The Douglas DC-8 was born in an era of fierce competition among aviation giants. Conceived by the Douglas Aircraft Company, the DC-8 was envisioned as a response to Boeing’s new quadjet, the Boeing 707. Douglas aimed to create an aircraft that could rival the 707 in both performance and passenger capacity.
The DC-8 first flew on 30 May 1958. It featured a sleek, low-wing design with four powerful Pratt & Whitney JTC3-6 turbojets mounted underneath.
A DC-8 typically carried 180-220 passengers; however, some versions could seat up to 259 passengers in a high-density configuration.
The Enduring Legacy of the DC-8
Douglas DC-8-31 Photo Courtesy Douglas-Boeing
Following FAA certification in August 1959, launch customers Delta Air Lines and United Airlines began scheduled DC-8 service in September of that year.
Throughout the 1960s, the DC-8 quickly became a symbol of the “Jet Age,” serving as the backbone of many major airlines’ fleets. It crisscrossed continents, connecting people and cultures like never before.
The DC-8 underwent several upgrades and variants, including the stretched DC-8 Series 50 and the advanced Super 70 series, which featured more powerful engines and increased range.
By the time production wrapped up at McDonnell Douglas’ (Douglas became McDonnell Douglas in 1967) Long Beach facility in 1972, a total of 556 DC-8s had rolled off the line.
While newer aircraft models eventually surpassed the DC-8 regarding technology and efficiency, its legacy endures. The DC-8 played a pivotal role in demonstrating the viability and profitability of long-haul commercial flights. It paved the way for the modern wide-body jets that dominate the skies today.
Double jetway bridges are attached to United DC-8s at SFO in the 1960s | IMAGE: Airline Secrets Exposed on Facebook
Despite the passage of time, five DC-8s have managed to defy obsolescence, continuing to serve various roles around the globe.
1-3. Trans Air Cargo Service (TACS)
A Trans Air Cargo Service DC-8-62HF (Reg. 9Q-CJG) departs from Johannesburg (JNB) on 14 May 2012 | IMAGE: pieter van heerden via Planespotters.net
9Q-CJL | MSN: 45909 | Line Number: 307 | Series 60/70 Built for: Alitalia Delivery Date: October 1967
9S-AJG | MSN: 46110 | Line Number: 487 | Series 60/70 Built for: United Airlines Delivery Date: September 1969
9S-AJO | MSN: 46133 | Line Number: 534 | Series 60/70 Built for: Airlift International (However, it was not delivered and instead went to World Airways) Delivery Date: March 1971
Trans Air Cargo Service is a cargo airline based at Kinshasa Ndjili International Airport (FIH) in the Democratic Republic of Congo.
TACS currently has three DC-8 aircraft in service, according to Planespotters.net and the company website. However, it is unclear whether these aircraft are actually still flying – despite being listed as active with the airline. Flight tracking websites do not show any recent movements of the three DC-8s still active with TACS.
4. National Aeronautics and Space Administration (NASA)
The DC-8 aircraft is seen making a banking turn high above the NASA Dryden ramp | IMAGE: NASA
N817NA | MSN: 46082 | Line Number: 458 | Series 60/70 Built for: Alitalia Delivery Date: May 1969
Originally a DC-8-62, NASA’s Super 71 has undergone extensive modifications, making it one of the most advanced flying laboratories in the world. Equipped with cutting-edge technology, it conducts crucial scientific research on climate, atmospheric composition, and Earth’s environment.
The aircraft is based at NASA’s Neil A. Armstrong Flight Research Center, located at the Palmdale Regional Airport (PMD) in Palmdale, California.
According to NASA, the DC-8 boasts a 5,400 nautical mile range and can remain airborne for 12 hours, cruising at altitudes ranging from 1,000 to 42,000 feet. Additionally, it can transport 30,000 pounds of scientific instruments and equipment, accommodating up to 45 researchers and flight crew members.
Sadly, NASA will soon retire its DC-8, replacing it with a 21-year-old ex-Japan Airlines Boeing 777-200ER, which is currently undergoing extensive modification at Langley AFB in Virginia.
5. Samaritan’s Purse
The Samaritan’s Purse DC-8 prepares for Mozambique cyclone relief mission in 2019 | IMAGE: Courtesy of Samaritan’s Purse
N782SP | MSN: 46013 | Line Number: 427 | Series 60/70 Built for: Finnair Delivery Date: January 1969
Boone, NC-based Samaritan’s Purse is a Christian international relief organization committed to providing emergency aid and long-term assistance to communities affected by natural disasters, war, and poverty. Established in 1970, the organization has been at the forefront of disaster relief, operating in over 100 countries and territories around the globe.
One of the ways the organization provides relief is through a global fleet of 24 aircraft, including its flagship DC-8 combi aircraft.
Based at the Greensboro Airlift Response Center at the Piedmont Triad International Airport (GSO) in Greensboro, North Carolina, this aircraft has a range of 7,000 miles and can carry 84,000 lbs of cargo and up to 32 passengers.
First deployed in April 2016, the DC-8 has carried nearly eight million pounds of cargo on 184 missions to locations such as Haiti, Alaska, Mexico, Jamaica, Togo, Colombia, Honduras, Tanzania, Ukraine, Hawaii, and Armenia.
In 2022, Samaritan’s Purse flew 40 missions with its DC-8 to Ukraine to transport more than 760 tons of cargo, including hospital supplies, food, medicine, doctors, water filtration systems, and blankets.
Out of the five DC-8s that remain airworthy around the world today, it would not be surprising if the Samaritan’s Purse DC-8 is the last one flying, as there are no plans to retire it anytime soon.
The DC-8: A Timeless Icon of Aviation History
NASA and Samaritan’s Purse DC-8 aircrafts met on the ramp in front of NASA’s Armstrong Flight Research Center Building 703 on 11 January 2021 | IMAGE: Courtesy of Samaritan’s Purse
The Douglas DC-8’s enduring legacy is a testament to its creators’ ingenuity and engineering excellence. From its early days as a pioneering jet airliner to its continued service in various specialized roles, the DC-8 has proven to be a timeless icon of aviation history.
As these five remarkable DC-8s continue to soar, they serve as a living tribute to the golden age of commercial aviation and a testament to the enduring quality of this legendary aircraft.
In an era before computers and before jets, Eastern Air Lines operated daily flights over an enormous network of routes – concentrated primarily east of the Mississippi River – bringing reliable long-distance and short-haul air service to dozens of cities large and small. By 1959, the airline was serving 102 airports in the eastern United States and two in Canada, plus San Juan, Bermuda, and Mexico City, with daily scheduled service.
In 1959, Eastern was serving 102 airports in the Eastern United States and 2 in Canada, plus Bermuda, San Juan, and Mexico City. Route Map: David H. Stringer Collection.
CAPTAIN EDDIE’S AIRLINE
The company was under the authoritarian rule of Captain Eddie Rickenbacker, a stubborn, opinionated leader who had been a World War One flying ace. Rickenbacker presided over Eastern with an iron fist and, though both he and Eastern had their detractors, his company racked up profits every single year from 1934 through 1959.
Rickenbacker dubbed Eastern’s aircraft The Great Silver Fleet. At the end of 1949, Eastern was operating 88 airliners: 50 Douglas DC-3s, 18 DC-4s, and 20 Lockheed Constellations.
An Eastern DC-3 on the ramp at Washington National Airport (DCA) with a company DC-4 in the background. PHOTO: Howard M. Svendson via the John Wegg Collection.
SILVER FALCONS
Rickenbacker found his DC-3 replacement in the form of a modern twin-engine design offered by the Glenn L. Martin Co. of Baltimore. The Martin 404 (Four-Oh-Four) was a sturdy, pressurized aircraft designed to carry 40 passengers in a comfortable cabin featuring 10 rows of four abreast (two-by-two) seating. Eastern ordered 60 of them.
Several Eastern Martin 404 Silver Falcons populate the ramp at New York’s La Guardia Airport (LGA). PHOTO: Harry Sievers via John Wegg Collection.
The company logo featured a stylized falcon in flight, leading Captain Eddie to name his new twin-engined airliners, which would be the predominant type in his fleet, Eastern’s Silver Falcons.
Although Eastern Air Lines is associated with its burgeoning Constellation fleet in the 1950s, it was the company’s bevy of Martin 404 Silver Falcons that did the short-haul work, blanketing the airline’s territory and bringing air service to cities from Boston to Brownsville.
A lineup of Eastern Martin 404 Silver Falcons at Atlanta’s Municipal Airport – ATL (today’s Hartsfield – Jackson International Airport). PHOTO: David H. Stringer Collection.
LOCAL SERVICE TO SMALL CITIES
Rickenbacker did not care for the Civil Aeronautics Board (CAB), the government agency that regulated America’s airlines. He did not approve of the subsidy provided by the Board to carriers for serving small cities. He believed that the money lost serving smaller cities should be covered by the revenue generated serving popular routes among big cities. And so, while other trunk carriers were gladly turning over their small stations to the newly-created local service airlines, Eastern continued to serve many places like Rome, Georgia; Bowling Green, Kentucky; Anderson, South Carolina; and Danville, Virginia, with its fleet of five dozen Silver Falcons.
Eastern’s L-749A Constellation N119A rests on the ramp at St. Louis Lambert Field (STL) in 1952. Photo: John Wegg Collection.
SUPER CONSTELLATIONS
To keep pace in its long-haul markets, Eastern ordered fourteen, 88-passenger L-1049 Super Constellations, which were delivered in 1951 and 1952. The gleaming silver, tri-tailed Lockheed airliners were becoming synonymous with Eastern.
Publicity photo of An Eastern L-1049C ‘Super-C’ Constellation in flight. PHOTO: PROCTOR/LIVESEY/THOMAS COLLECTION.
The first of sixteen advanced L-1049C Super-C Constellations entered service with the airline in November 1953.
Also that year, Eddie Rickenbacker ‘stepped down’ from his role as President, becoming the company’s Chairman of the Board and CEO, while Thomas F. Armstrong ascended to the presidency. This turned out to be an empty change of title. Captain Eddie was not about to relinquish any of the control that he exerted over ‘his airline’.
The triple-tail of Eastern L-749A Constellation N118A is pictured as one of its sister ships taxis in the background. PHOTO: Jim Shaughnessy via George Hamlin.
EXPERIENCE INSPIRES CONFIDENCE
The company’s motto, “Experience Inspires Confidence”, relayed Rickenbacker’s belief that safety and reliability were paramount, while service was secondary. Terms like experience, confidence, and dependability were emphasized instead of attributes that other carriers were promoting, like finest and fastest.
An Eastern L-1049C ‘Super-C’ Constellation. The boarding stairs in this photo tell us that the location is Quonset Point Naval Air Station in Rhode Island. PHOTO: Proctor/Livesey/Thomas Collection.
And, while Captain Eddie was proud of Eastern’s refusal to accept subsidy, his huge network of short-haul routes serving smaller cities with a large fleet of twin-engined planes was going to be a burden to the airline once the Jet Age dawned.
Colonial Airlines served several cities on a north-south route structure in the northeastern U.S. The international authority to serve Bermuda and Canada made the company an attractive acquisition for Eastern. Route Map: David H. Stringer Collection.
MERGER AND EXPANSION
On June 1, 1956, Eastern acquired Colonial Airlines, a carrier with a small system stretching northward from Washington and New York to Canada. Its international route authority to serve both Canada and Bermuda made it an attractive merger partner.
A Colonial Airlines DC-3 photographed at Washington National Airport (DCA). Colonial’s fleet consisted of unpressurized DC-3s and DC-4s, which Eastern replaced with more modern equipment. PHOTO: David H. Stringer Collection.
Colonial’s outmoded fleet consisted of five unpressurized DC-4s and eight 26-passenger DC-3s. These were aircraft that Eastern did not want as they were a step backwards in the fleet modernization process. Consequently, the former Colonial system from Washington and New York northward was operated as a separate division for a year while the company acquired more modern aircraft.
Eastern purchased 20 new twin-engine Convair 440s to supplement its fleet of Martin 404s and replace Colonial’s DC-3s. The Convairs were also referred to as Silver Falcons. PHOTO: John Wegg Collection.
CONVAIR SILVER FALCONS
Twenty new 44-passenger Convair 440s were ordered. The 440 was yet another twin-engine piston type and, like the Martin 404s, the Convair 440s were designated Silver Falcons. Eastern now had 79 short-to-medium haul twin-engine airliners in its fleet (one of the Martins had been lost in a landing accident at Owensboro, Kentucky). Martins replaced the old DC-3s on the former Colonial system while the new Convairs were employed to supplement the Martins elsewhere.
A ticket jacket advertising Eastern’s Golden Falcons. David H. Stringer Collection.
GOLDEN FALCONS
Realizing the need to promote customer satisfaction, Eastern outfitted the first 12 of its new DC-7Bs, delivered in 1955, with “the most luxurious appointments ever incorporated in a commercial transport.” Dubbed Golden Falcons, these 12 aircraft were part of an initial order for 42 DC-7Bs. In addition, ten of the latest model L-1049G Super G Constellations were ordered from Lockheed and were also designated Golden Falcons.
An Eastern L-1049G ‘Super-G’ Constellation. photographed at Newark by Jim Singer. PHOTO: David H. Stringer Collection.
In 1958, nine jet-prop Lockheed L-188 Electras joined Eastern’s fleet as 70-passenger Golden Falcons.
At the end of 1958, Eastern’s fleet of 197 airliners sat on the ground as the carrier was shut down by strikes of the unions representing Flight Engineers, Machinists, and Flight Attendants from November 24 through December 31.
Note the gold color of the falcon in the logo on this Super-G Constellation denoting that this is one of Eastern’s Golden Falcons. John Pickett Photo via George Hamlin.
THE JET AGE
Rickenbacker was very cautious about the transition to jets. Instead, He decided to let other airlines break them in while he made a heavy investment in turboprop Electras, ordering 40 of them.
Eddie Rickenbacker put his money on the turboprop (prop-jet) Lockheed L-188 Electra to serve his routes in competition with the new jets of other carriers. PHOTO: Lockheed Aircraft Corporation via Proctor/Livesey/Thomas Collection.
His choice for Eastern’s first turbojet aircraft was the DC-8, and he sacrificed early delivery positions in order to wait for the -21 model, which would be equipped with more powerful engines than the initial DC-8-10 series.
In December 1959, rival airlines were flying new Boeing 707 and Douglas DC-8 jetliners over their most lucrative routes while Eastern was trying its best to compete using the Electras.
“Experience inspires confidence” was the motto that Rickenbacker placed on Eastern’s timetables in the 1950s. David H. Stringer Collection.
Rickenbacker had reduced his jet order to only 15 DC-8s, intending to rely on the turboprop Electras as a buffer while the industry transitioned to jets. But the Electras soon met problems as the FAA reduced their allowed maximum speed while a design flaw was corrected. Several crashes had tarnished the turboprop’s reputation. However, the refurbished models – referred to as Super Electras by Eastern – would continue to serve well for many years to come.
Passengers deplane from an Eastern L-188 Golden Falcon Electra in this Jim Shaughnessy photo from the George Hamlin Collection.
INTO A NEW DECADE
Eastern’s fleet situation – not enough jets and a huge stable of Constellations, DC-7Bs, and piston-engined twins – caused problems for the company as it entered the 1960s. It would be the previous decade – the proud era of Silver Falcons and Golden Falcons – that would be looked upon wistfully as Eastern’s glory years.
In a significant milestone for avgeeks and industry followers alike, Alaska Airlines marked the end of an era as it operated its final revenue flight with an Airbus aircraft.
The curtain closed on 30 September 2003 with AS1126, operated by an A321neo, took to the skies from Seattle-Tacoma International Airport (SEA) to Los Angeles International Airport (LAX).
This symbolic flight was preceded by the final transcontinental Airbus service on Saturday morning, 30 September, with flight AS289 departing from Newark Liberty International Airport (EWR) bound for Los Angeles (LAX).
Alaska Became an Airbus Operator Following its 2016 Acquisition of Virgin America
End of a (Short) Era: Alaska Airlines Bids Farewell to Airbus 41
Seattle-based Alaska Airlines has historically been exclusive to Boeing aircraft, taking great pride in supporting the hometown aerospace giant. In fact, a number of Alaska’s planes feature a decal on the fuselage proudly declaring, “Proudly All Boeing.”
While that was blatantly untrue in recent years, the carrier will transition to an exclusive Boeing 737 operator with the retirement of its Airbus aircraft this weekend.
This shift comes after Alaska’s acquisition of Virgin America in 2016, a $4 billion deal that included the addition of 61 Airbus aircraft. Virgin America, which had operated an all-Airbus fleet since its launch in 2007, became a part of Alaska Airlines’ legacy, and the brand was retired in 2018.
Alaska operated ten A319s, 53 A320-200s, and ten A321neos. All will retire by the end of September, ending an era that lasted since the Virgin America acquisition. Five A321s have already been retired, along with the A320s earlier this year and the A319s in early 2020.
What Will Happen to Alaska’s Airbuses
An Alaska Airlines Airbus A321neo begins its takeoff roll at Los Angeles International Airport (LAX) on 3 March 2020 | IMAGE: Yuya N. via planespotters.net
The fate of Alaska’s Airbus aircraft is diverse, as reported by planespotters.net:
A319-100: Five in storage, four scrapped or partially scrapped, one acquired by Braathens Regional Airways as SE-RGC.
A320-200: 13 transferred to Allegiant, five to GlobalX, two to Volotea (Portugal), 28 in storage, and five with unclear status.
A321neo: Five in storage, five just finished flying for Alaska. Their next stop has not yet been determined.
While the A321neos are relatively young – just over five years old – speculation is rife about their future. There are rumors that they may find a new home with American Airlines, although neither carrier has confirmed either way.
Alaska Has Strayed from Boeing Before
An Alaska Airlines McDonnell Douglas MD-83 | IMAGE: By Cubbie_n_Vegas from Las Vegas, USA – Alaska Airlines McDonnell Douglas MD-83 N958AS, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=3660974
Long before the Virgin America Airbuses joined the Alaska fleet, the carrier operated quite a few McDonnell Douglas MD-82s and MD-83s.
The first to appear in Alaska colors was an MD-82, which took to the skies for the first time in 1985. Later that same year, Alaska became the launch customer of the longer-range MD-83. Through acquisitions and purchases, Alaska once operated 48 MD-series aircraft, including 14 MD-82s and 34 MD-83s. The carrier phased out the Mad Dogs by 2008, when it became an all-Boeing airline again.
Alaska’s wholly-owned regional subsidiary, Horizon Air, continues its operations with an exclusive fleet of Embraer E-175 jets. The last of its De Havilland Canada Dash 8-Q400 aircraft was retired in January 2023.
Alaska Doubles Down on the MAX
An Alaska Airlines Boeing 737 MAX flies over the Seattle skyline | IMAGE: Boeing
Looking ahead, Alaska Airlines has reaffirmed its commitment to the Boeing 737, with orders for 10 737-8 and 31 more 737-9 aircraft. In 2022, Alaska exercised options to acquire 52 Boeing 737 MAX aircraft by 2027 and secured rights for an additional 105 through 2030.
This strategic move puts Alaska on track to operate more than 250 aircraft from the 737 MAX series by 2030, cementing its position as a leading operator of the MAX series of aircraft.
As the sun sets on the Airbus era for Alaska Airlines, aviation enthusiasts eagerly await the next chapter in the airline’s storied history, with the mainline fleet now exclusively powered by the iconic Boeing 737.
When Grumman and Aerolog produced the film “The Job of the Prowler” in cooperation with the Navy during 1974, electronic warfare was relatively new and the Grumman EA-6B Prowler had only been flying from carrier decks for about three years. A development of the earlier EA-6A Electric Intruder, the EA-6B was a much more capable aircraft; so much so that it has only recently been retired, replaced by the Boeing EA-18G Growler. This film is a great look at the aircraft and the crews who flew it back in the beginning. Thanks to YouTuber Bob Van Der Linn for uploading it.
The Prowler fleet was incrementally upgraded, updated, and improved over the course of 45 years of service. Flown by both Navy and Marine Corps Tactical Electronic Warfare Squadrons, EA-6Bs have been involved in every conflict since Vietnam. When the Air Force decided to retire their similarly equipped General Dynamics-Grumman EF-111A Raven tactical electronic warfare platform in 1998 the Marine Corps and Navy Prowler squadrons took over for them.
Official US Air Force Photograph
One nearly unique aspect of the Prowler is that the canopy glass panels are inlaid with gold to help protect the crews from the electronic radiation emitted by the aircraft. The Prowler was never a glamorous or even aesthetically pleasing aircraft. Nicknamed Double Ugly and The Family Truckster, there is the obvious family resemblance to the A-6 Intruder, itself no glamour puss. The Prowler was stretched and bulged to accommodate a pair of additional crew to operate the large and complicated electronic warfare (EW) equipment. The airframe also sprouted external antennae associated with the EW system. But ask any pilot whose survival was enhanced by a Prowler and you won’t hear anything but love for the big jets.
The face behind the Hawaiian Airlines Pualani “flower of the sky” logo, Leina’ala Ann Teruya Drummond, has passed away after battling cancer. She was 77 years young.
A wife, mother and grandmother, she was an accomplished entertainer and businesswoman. She was Miss Hawaii 1964, and placed in the top ten of the Miss America Pageant in 1965. The Aloha State native was born on Maui, and finished Hawaiian Airlines Flight Attendant training when she was 18 years old.
The Face of Hawaiian Airlines, Leina'ala Drummond, Has Died 48
She also worked at one point on the company’s sales team, and even did some modeling for the company’s promotional shoots.
Not just a logo
Her profile is the logo on the tail of all Hawaiian Airlines planes. They fly in and out of nearly 30 cities around the world. Over 60 planes make up their current active fleet.
On their website, Hawaiian Airlines says her face / logo is “a promise to our guests that we offer something no other airline can. The warmth, care and generosity that are hallmarks of our Hawaiian culture.”
Employees have said the logo is “not just a picture of a woman with a flower. It’s the way the way Pulani sits on the plane… overlooks and watches over us.” The video above goes into more about their feelings.
Loved by many
“Hawaii lost a talented, poised and gracious woman who touched the hearts of many across the globe,” says the Miss Hawaii organization. “Her iconic smile, elegance and grace will always be remembered.”
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Hawaiian Airlines started using her face / profile as their logo in 1973, with a few variations made since.
“She’s really been more than anyone I’ve ever known. Just the embodiment of aloha and always open arms,” said her son Kawika Drummond in comments to Hawaiian News Now. “Always an open heart for everybody.”
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Much more than a beautiful face and an iconic logo, Drummond was also co-owner of Ian’s Restaurant and Deli in Pukalani with her late husband. She was a god-fearing woman who also served previously as a Maui County councilmember and ordained pastor.
The airline has not yet made any public comments about her passing. Her family intends to hold a celebration of life service for her on Maui in October.
It’s not easy to become a pilot. Here is one story of how Jonathan Swift preped for interviewing for United’s AVIATE program.
The following comes from Jonathan Swift, who recently interviewed with United Airlines for their AVIATE program (NOT the Academy).Despite 6-figure salaries, the airline industry cannot hire enough qualified pilots. United expects U.S. carriers will need 10,000 new pilots in 2023, but only expect 6,600 qualified candidates.
It’s no secret that the costs and years of training required to become an airline pilot are the biggest discouragement to many people who would otherwise pursue the career.
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To help with this problem, United launched AVIATE. It’s their own training program to address the shortage, and diversify the workforce. United is the first major U.S. airline to start its own flight school. We hope Jonathan’s advice from his own interview experience helps anyone thinking about applying themselves.
Applying and getting an interview To United’s Aviate Program
I finished flight school over a year ago, and wanted to check out the United Aviate program because it helps you get hired at partner 135s like AmeriFlight, JSX, and others. After you have “X” amount of hours, you can transfer to United without having to interview again, as long as you still meet their criteria. (‘x’ because the requirements differ by follow on program)
Given that I’m a low hour comm multi guy, I figured it would be a good thing to do. The experience can open more doors in the future, expose me to what it’s like to interview with a big company, and help me possibly get hired at a 135 operator a little sooner.
It was a long application online and felt like it took forever. Once I submitted it, I didn’t hear back for over a month. I did have a letter of recommendation from the 67 year old King Air captain I flew with, who was a 30 year United pilot and recently retired.
I finally got an email asking me to do a personality assessment, and then waited another 1.5 – 2 months. Finally got an invite for an interview at their big training center in Denver, with the flights there and back covered by United.
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Preparation for interview
Aviate wanted me to prepare a flight plan, VFR or IFR, and have all performance specs calculated, math done, everything considered. I went overboard, and completed it the night before so I could have the most accurate and up-to-date weather. It was pages of performance calculations, weight and balance, times, maps, NOTAMS, WX, all printed out.
I threw it all in a 3-ring binder and printed a big “United” logo on the cover with my name on top. More detailed than any check ride prep I had done before.
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The first few pages had basic info, weight and balance, that sort of stuff. Then tabbed after was weather, airport info, NOTAMS, alternates, all that. Also added personal minimums and the preflight acronyms you learn in ppl. Just to show I don’t look over anything when planning a flight.
I printed out a screenshot of departure and destination airport weather info. Also grabbed screenshots from ForeFlight that included any weather, temps, pressures, and altitudes that I used in preflight planning. METARs, TAFs, hourly reports, winds a loft, that sort of thing. Any piece of info from these resources that were used in calculating TAS, takeoff and landing distances, fuel burn, I printed and included.
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For the performance charts I used the charts and wrote the lines in ForeFlight. I screenshot them, and printed them out. Takeoff, landing, fuel burn, TAS, all of them. I went to the performance charts section of the POH and did every single relevant one.
I don’t know how most people prepare for interviews or what is expected for most. This is just what I did and they were happy with my finished product.
Arriving for the interview
A United Airlines Boeing 787 Dreamliner | IMAGE: United
When I arrived, United directed me to the cafeteria to wait with other folks who were interviewing. This is where two things hit me: I was a little under dressed with my slacks, button-up and tie. Everyone else had a sport coat. I was also the only guy interviewing for the AVIATE program. Two of the other guys were active duty military pilots. Another guy was an ATLAS 747 FO, and the rest were regional guys.
Intimidating? yes! All I had was a few months experience right seat in various King Airs. But the guys were great to talk with and it eased my tension.
We were taken down a hall where we left our bags, as well as logbooks and notebooks for them to review. The pilot walking us through was nice, had us all introduce ourselves, and then took us to their little museum. It was pretty fun actually. We were offered complimentary coffee, then brought to a room where the pilot opened the floor to questions from us. Very casual, and it definitely relaxed me.
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Interview time
The interviewers consisted of one HR rep and one current pilot for each of us. They pulled us out one-by-one for the HR portion. I had a few good stories for the “tell me about a time” but felt like I crapped the bed on one or two of them. They gave me a short break, before returning for the technical portion.
I had my notebook ready, but he hardly asked me about anything in it. My gut feeling was he already looked through it, because every major point that I was expected to prepare and explain, he passed over. I had every one of those details and more already considered and laid out in the notebook.
So he found some random things to ask me, to gauge how I consider things like where I would land in certain emergencies if you had to choose between these two airports. He asked, “can you fly through this MOA?”, and “what is required to fly through the Bravo [airspace] here? I chose Centennial airport (KAPA) as my origin airport because I knew that this guy living in Denver would be very familiar with it. It’s also my favorite airport to fly out of.
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Personally, I didn’t even have to look at the map to know all the airspace and altitudes there. Plus I had rented a plane out of KAPA for a flight the night before, so the place was fresh in my mind.
He then asked the expected “Why United” and then opened the floor to any questions I had. I asked how he ended up flying for the company, knowing that pilots love to talk about their experiences.
After the interview
After the interview, we shook hands and he walked me out of the offices. He did comment that my logbooks were messy and to be cautious of that in the future. I was aware, and got a better and more carefully written logbook after I finished my last checkride.
After that I walked the halls aimlessly and got lost trying to find the coffee room. In the cafeteria I saw the pilot that had guided us through that morning. I thanked him for the experience, explained it was my first interview, and told him I appreciated him helping me feel comfortable and welcomed.
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I got the email a week later that I was accepted. Overall, a great experience and feel for what it’s like to sit at the table with a huge company and try to sell myself. I grew up working on ranches and at small companies, so I have never had an experience at a large company. Even with the King Airs, I just showed up and had a casual and personal conversation with the boss because it was a small family owned charter company.
I enjoyed it, and hope this gives some insight for others trying to get a start in aviation. Not everyone has friends or family who know the industry to guide them.
All photos courtesy of United Airlines and Jonathan Swift. We wish him the best in his journey to becoming an airline pilot!
With the pandemic firmly in the rearview mirror and massive capital projects underway at many North American airports, air traveler satisfaction is creeping up, according to the J.D. Power 2023 North American Airport Satisfaction Study.
That’s not to say challenges no longer exist. Indeed, the industry continues to face significant problems, such as the ongoing pilot shortage, weather delays and cancellations, route map contractions, and record volumes of travelers. Overall, though, travelers are happier in 2023 than in 2022.
This year’s #1 airports include two incumbents and a newcomer. Indianapolis International Airport (IND) and Tampa International Airport (TPA) land in the #1 spot for the second consecutive year in the medium and large airport categories, respectively. However, in the mega airport category, last year’s winner – Minneapolis/Saint Paul International Airport (MSP) – was dethroned by fellow Delta superhub Detroit Metropolitan Wayne County Airport (DTW).
The Science Behind the Study
Passengers inside Miami International Airport (MIA) | IMAGE: Photo by Daniel Lee on Unsplash
The 2023 J.D. Power North American Airport Satisfaction Study – now in its 18th year – is based on 27,147 completed U.S. or Canadian traveler surveys between August 2022 and July 2023. To qualify for the survey, travelers must have used at least one U.S. or Canadian airport – including connecting airports – during a roundtrip (one-way flights are not eligible for survey).
J.D. Power conducts the survey by measuring the satisfaction at North America’s busiest mega airports (>33M pax/year), large airports (10-32.9M pax/year), and medium airports (4.5-9.9M pax/year).
The study, which measured an average score of 780 (out of a possible 1000) for overall air traveler satisfaction, focuses on the following six factors:
Terminal facilities
Airport arrival and departure
Baggage claim
Security check
Check-in (including baggage check)
Food, beverage, and retail options
What the Study Tells Us About Air Travel in 2023
Inside the new LaGuardia Airport (LGA) | IMAGE: LaGuardia Airport on Facebook
Following a mind-blowing 25-point drop in the number of happy travelers in 2022, this year’s survey saw a more modest three-point increase in satisfaction on a 1,000-point scale.
Michael Taylor, operating director of travel, hospitality, and retail at J.D. Power, says investments at North American airports – particularly related to post-pandemic food, beverage, and retail operations – are making a positive difference. But he acknowledges that there is still much more to do.
“There is still more [airports] could do to improve passenger experience while also improving their own bottom lines,” said Taylor. “Happy passengers spend a lot more money at the airport, so ongoing efforts to spread passenger volumes throughout the day and deliver superior service at all customer touchpoints will be critical.”
Of particular note was New York’s LaGuardia Airport (LGA), which saw an impressive jump to average (788) in the large airport category after spending years near the bottom of the list. We suspect LGA will continue to rise in the rankings when next year’s findings are released. Another airport that has undergone a massive transformation is Kansas City International Airport (MCI), which also ranks average (788) after being near the bottom of the list of large airports for years.
Additionally, the study notes that 60 percent of travelers reported severe or moderate crowding in airport terminals, which is two points higher than last year’s study.
As additional infrastructure projects improve airport experiences across North America, such as the major project underway at Pittsburgh International Airport (PIT), this list will likely vary in the coming years. However, we don’t see an end to overcrowding or the pilot shortage in the short term.
So, without further ado, here is the list of the top five best and worst mega, large, and medium airports in North America and their survey scores (out of a possible 1000 points). 2022 rankings are in parentheses following this year’s score.
Mega Airports (>33 million pax annually)
Delta Air Lines jets at the stands at Detroit Metropolitan Wayne County Airport (DTW) | IMAGE: Detroit Metro Airport (DTW) via Facebook
Top 5
DTW – Detroit Metropolitan Wayne County Airport: 800 (3)
MSP – Minneapolis-Saint Paul International Airport: 796 (1)
LAS – Harry Reid International Airport: 787 (5)
DFW – Dallas/Fort Worth International Airport: 783 (8) MIA – Miami International Airport: 783 (9)
SFO – San Francisco International Airport: 781 (2)
Bottom 5
EWR – Newark Liberty International Airport: 732 (1)
YYZ – Toronto Pearson International Airport: 749 (5)
SEA – Seattle/Tacoma International Airport: 754 (8)
FLL – Fort Lauderdale-Hollywood International Airport: 762 (9) BOS – Boston Logan International Airport: 762 (4)
ORD – Chicago O’Hare International Airport: 763 (2)
Large Airports (10-32.9M pax annually)
Aerial view of Tampa International Airport (TPA) | IMAGE: Tampa International Airport via Facebook
Top 5
TPA – Tampa International Airport: 832 (1)
SNA – John Wayne Airport, Orange County: 829 (2)
SLC – Salt Lake City International Airport: 825 (6)
DAL – Dallas Love Field: 820 (3)
RDU – Raleigh-Durham International Airport: 813 (5)
Bottom 5
PHL – Philadelphia International Airport: 750 (1)
HNL – Honolulu International Airport: 753 (2)
YUL – Montreal-Pierre Elliott Trudeau International Airport: 759 (6)
OAK – Oakland International Airport: 768 (10)
SAN – San Diego International Airport: 772 (14)
Medium Airports (4.5-9.9M pax annually)
Indianapolis International Airport (IND) | IMAGE: Indianapolis International Airport on Facebook
Top 5
IND – Indianapolis International Airport: 843 (1)
RSW – Southwest Florida International Airport: 839 (4)
ONT – Ontario International Airport: 834 (8)
PBI – Palm Beach International Airport: 828 (7)
ABQ – Albuquerque International Sunport: 827 (6)
Bottom 5
OGG – Kahului AIrport: 771 (2)
BUR – Hollywood Burbank Airport: 772 (1)
BDL – Bradley International Airport: 789 (4)
CLE – Cleveland Hopkins International Airport: 794 (3)
America’s newest airline has gotten off to a slow start. Last year we reported about Northern Pacific Airways coming onto the scene. But a lot has happened since then.
For one, they still are not servicing Alaska or the International flights to Asia that the company originally aimed for. Instead they only fly one route currently, from Ontario, CA to Las Vegas, NV.
The company was sued in a trademark dispute over their name too. In a press release, the airline said, “The reason for the renaming is due to pending litigation that the airline was facing for using the name “Northern Pacific”. According to the airline’s press-release, the new name has no impact on the current operations.
Northern Pacific, or now New Pacific, launched its flights officially in July 2023. The airline, which was planning to connect the US with Asia via Alaska, has began operations by flying once a day between Ontario (CA) and Las Vegas (NV). NP is saying that it still has the same ambitions but is starting with these flights to ensure the company is running smoothly before expanding.”
Adding New Routes
Photo: Mike Killian
The airline also announced that they will begin service between their Ontario base and two new cities. They have announced service to both Reno, Nevada, and Nashville, Tennessee. The airline currently has four Boeing 757-200 aircraft in their fleet. They also offer charter service.
The end goal of the airline is to add service between North America and Asia. The startup has been delayed due to the ongoing Russian-Ukraine conflict and COVID. A key component of the service offering required the use of Russian airspace for efficient routing for the somewhat range-limited, single aisle 757s. The slow recovery of leisure and business travel in the asian region due to the lingering effects of the pandemic also delayed their plans.
Next year, NASA hopes to launch the first humans back to the moon in over 50 years. Thousands of people across the country are currently working on various flight hardware, including engineers at the agency’s Michoud Assembly Facility, who are now installing the 4 main engines of the giant SLS rocket that will help send the crew on their voyage.
Installation of the first RS-25 engine follows the joining of all five major structures that make up the 212-ft SLS core stage earlier this year, which will hold the avionics and propellants for the engines.
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Engines rich with space shuttle history
Two of the four engines for Artemis-II previously launched space shuttles, including this first one, E2059. The other two engines to be installed later will be new engines that include some previously flown hardware.
The engines are all updated and modified from their space shuttle days for the performance needed by the giant rocket. They produce more power, and are adapted to the hotter, more violent and extreme operating environment. They all have new controllers (brains), and additional insulation to protect them during the 8 minutes that they’ll be firing on launch, guzzling 1,500 gallons of fuel per second.
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Artemis-1 flew a virtually flawless uncrewed mission to the moon and back last year. They experienced some issues with hydrogen leaks in the first several countdowns, but eventually were able to fix the issue and proceed to flight. It was a dress rehearsal for Artemis-II, testing and validating everything from ground support, countdown, launch and flight and reentry.
The mission ended with a textbook splashdown of the Orion capsule off the coast of California, where the US Navy retrieved it to return to NASA.
The crew
Official crew portrait for Artemis II, from left: NASA Astronauts Christina Koch, Victor Glover, Reid Wiseman, Canadian Space Agency Astronaut Jeremy Hansen (NASA photo)
NASA astronauts Reid Wiseman, Victor Glover, Christina Koch, and CSA (Canadian Space Agency) astronaut Jeremy Hansen are currently training for their moonshot on Artemis-II.
Glover is the mission’s pilot. He paid a visit to Michoud to witness the first engine being installed on the rocket that will send him and his crewmates to the moon.
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The mission
Their mission is scheduled to last 10 days, and will be very much like Apollo 8. The crew will orbit the moon, but not land on it. Artemis-II is critical in that it will pave the way for the first landing on Artemis-III in the coming years.
NASA hopes to have all 4 main engines installed on the Artemis-II rocket within the next several weeks. The giant core stage will then eventually be prepared for shipping to Kennedy Space Center in Florida, where it will be integrated with other flight hardware and the Orion spacecraft.
