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Billions Down The Drain In Mitsubishi’s SpaceJet Cancellation

Dave Hartland
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Billions Down The Drain In Mitsubishi’s SpaceJet Cancellation

Mitsubishi Heavy Industries (MHI) has pulled the plug on its SpaceJet regional jet program.

The decision came after years of development, multiple delays, and the impact of the COVID-19 pandemic on the aviation industry. With the end of the SpaceJet program, the future of the regional jet industry looks highly uncertain, especially in the United States. 

The Rise and Fall of the MRJ Program 

Mitsubishi MRJ
The first Mitsubishi MRJ taxies at Japan’s Nagoya Airport (RJNA) in 2015 | IMAGE: CHIYODA I, CC BY-SA 4.0 https://creativecommons.org/licenses/by-sa/4.0, via Wikimedia Commons

In 2008, Japanese manufacturer MHI unveiled the Mitsubishi Regional Jet (MRJ) program to develop a more fuel-efficient and technologically advanced regional jet to compete with regional jet juggernauts Embraer and Bombardier.

MHI developed two variants of the MRJ: the 90-seat MRJ90 and the 70-seat MRJ70. The type underwent flight testing mainly at Washington state’s Grant County International Airport (MWH). However, the development of the MRJ was fraught with delays and setbacks. After its initial rollout in 2014 and maiden flight in November 2015, the company paused the program to address issues with the aircraft’s design and development.

The Dawn of the SpaceJet

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Mitsubishi SpaceJet Rendering | IMAGE: Mitsubishi Heavy Industries (MHI)

MHI resumed work on the program in 2019 under the new name SpaceJet. The MRJ90 became the SpaceJet M90, while the company ended development of the MRJ70 in favor of a new 76-seat variant called the SpaceJet M100, designed to meet unique pilot scope clauses in the United States, which caps regional aircraft at 76 pax and 86,000 lbs. 

Mitsubishi also announced plans to purchase the CRJ program from Bombardier in the same year. The company was targeting a mid-2020 delivery date for the first SpaceJet (seven years later than initially planned). The launch customer was Japan’s All Nippon Airways (ANA). The onset of the COVID-19 pandemic caused further delays, and work halted on the program again in October 2020, prompting all flight testing in the United States to relocate back to Japan.

Despite remaining hopeful about restarting the program post-COVID, Mitsubishi ultimately decided to discontinue the SpaceJet program due to disappointing financial results in 2022 and uncertainty in the aviation market. At one point, the company had received 450 orders for the SpaceJet.

A $7.6B Project to Nowhere

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IMAGE: Mitsubishi Heavy Industries (MHI)

As a result, MHI, the parent company of Mitsubishi Aircraft Corporation (MAC), decided to cut its losses and end the program altogether. 

CEO of Mitsubishi Heavy Industries, Seiji Izumisawa, expressed his disappointment at a news conference announcing the project’s demise on 7 February. 

“Many people had high hopes and supported the project, so it is very unfortunate that we came to the decision to end it,” Izumisawa said. “We didn’t have enough resources to continue the development over the long term as a private-firm project.” 

Indeed, it was an expensive venture. The company reportedly spent $7.6 billion on the public-private project over 15 years.

Where Does the Regional Jet Industry Go From Here? 

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A Mitsubishi MRJ prototype taxies past a Fuji Dream Airlines Embraer 175 | IMAGE: By Grasshopper2015 – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=44659152

With the demise of the SpaceJet program, the failure of Bombardier, an unsuccessful merger attempt between Boeing and Embraer, and no other viable alternatives on the horizon, where does that leave the future of the regional jet industry? 

First, one must determine what constitutes a “regional” jet. Typically, regional jets set between 50-100 passengers. However, the cap at 76 pax and 86,000 lbs in the United States severely limits options. 

This article will consider the Embraer E2 as the only viable alternative. One could also consider the Airbus A220 as a quasi-regional jet, although it seats more than 100, making it unusable by regional carriers in the US. And while regional jet programs are under development in China and Russia, they will most likely never see the light of day in North American or European airspace, especially amid ongoing geopolitical turmoil. 

The A220 was part of Bombardier’s CSeries program, which Airbus later acquired. The E2 is the latest iteration of Embraer’s E-Jet series. Both aircraft have been well-received by customers and are among the most fuel-efficient and technologically advanced regional jets on the market.

Comparing the Airbus A220 and the Embraer E2

Airbus A220 Exterior
Airbus A220 Exterior | IMAGE: Delta Air Lines

The Airbus A220 has two variants: the A220-100 and the A220-300. The A220-100 can carry up to 135 passengers, while the A220-300 can carry up to 160. The aircraft features advanced aerodynamics, a state-of-the-art avionics system, and Pratt & Whitney geared turbofan engines, which reduce fuel consumption and noise. The A220 also has a range of roughly 4,000 miles, making it suitable for both short-haul and medium-haul routes.

A United Express/Skywest Embraer 175
A United Express Embraer 175 operated by Skywest Airlines | IMAGE: United Airlines

The Embraer E2 is available in three variants: the E175-E2, the E190-E2, and the E195-E2. The E175-E2 can carry up to 90 passengers, while the E190-E2 and the E195-E2 can carry up to 114 and 146 passengers, respectively. The E2 features advanced aerodynamics, an all-new avionics suite, and Pratt & Whitney PurePower PW1000G engines. The E2 has a range of up to 3,000 miles.

Both the A220 and the E2 have been well-received by airlines and customers. Several major airlines operate the A220, including Delta Air Lines, Air France, and JetBlue. The E2 is also in service with several major airlines, including Porter Airlines, Azul Brazilian Airlines, and KLM Cityhopper. Both aircraft are among today’s most fuel-efficient and environmentally friendly regional jets. Environmental concerns are becoming an increasingly important factor for airlines as they look to reduce their carbon footprint and comply with emissions regulations.

So Where Does this Leave the US? 

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American Eagle/piedmont Airlines Embraer 145s on the ramp at Philadelphia International Airport (PHL) | IMAGE: Piedmont Airlines on Facebook

Although regional jets are still a common site at American airports, they are showing their age. And they certainly have lost their customer appeal. Early models are now more than 30 years old, and there is nothing to replace them with besides the first-generation Embraer 175. 

The end of the regional jet does not bode well for scores of small airports across the country that rely on them to connect their cities to the global travel network. 

Will we see carriers turn to turboprops once again? Will this create opportunities for carriers like Southern Airways Express or Silver Airways? Or will more cities see a resumption of mainline service as more A220s come online? 

One thing is sure: with restrictions due to pilot scope clauses, the US is unlikely to see its carriers turn to the E2. 

The SpaceJet’s Demise is a Reminder that Developing New Aircraft is Not Without Risk

Mitsubishi SpaceJet
A Mitsubishi SpaceJet on the ramp at the 2019 Paris Air Show | IMAGE: Matti Blume, CC BY-SA 4.0 , via Wikimedia Commons

The end of the SpaceJet program is a significant blow for MHI and the Japanese aviation industry. The development of the SpaceJet was a significant initiative for Japan, and the government invested heavily in the program. The SpaceJet was seen as a way for Japan to enter the regional jet market and compete with other major aircraft manufacturers. However, the program’s failure has raised questions about Japan’s ability to compete in the global aviation market.

The SpaceJet’s demise also highlights the challenges of developing new aircraft. Aircraft development is a long and expensive process with many uncertainties and risks. Even major aircraft manufacturers like Boeing and Airbus have faced significant setbacks in developing new aircraft, such as the Boeing 737 MAX and the Airbus A380.

The failure of the SpaceJet program is a reminder that even well-funded and technologically advanced programs can fail. 

Lufthansa Wants to Upgrade Their Passenger 747s

Mike Killian
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Lufthansa Wants to Upgrade Their Passenger 747s

There are only about 40 passenger 747s still flying worldwide, as many airline operators have been retiring the jumbo jet over the last several years. Most airlines just can’t afford it anymore, since newer more fuel-efficient planes are now available.

Those still operating passenger 747s include Asiana Airlines, Mahan Air, Korean Air, Air China and Lufthansa.

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Boeing Delivers the First Lufthansa 747-8 Intercontinental (credit: Boeing)

Lufthansa is actually the largest operator of the 747-8, with 19 in its current fleet, and potential commitments to keep them flying for years to come. Most of them are under 10 years old.

Boeing recently delivered the last 747 they will ever make, which we reported about from the company’s 747 factory in Everett, WA (read about that here). And one of the guests there to celebrate was Lufthansa’s CEO, Carsten Spohr, who made it clear that the company’s 747s will not only fly into the next decade, but will also be upgraded in all passenger classes.

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Lufthansa Wants to Upgrade Their Passenger 747s 12

An investment in the future of Lufthansa’s fleet

“Our crews love the 747, our passengers love it, even plane spotters and photographers love it,” said Spohr. “It’s just so good looking! And that’s why we at Lufthansa are currently looking into another upgrade for our 747-8 in all classes, to fly this airplane way into the next decade. It’s something we are proud of, to represent this amazing airplane for many more years.”

The majority of 747s still flying today are for cargo, with over 300 freighters in operation.

Lufthansa does still operate a smaller fleet of 747-400s, but those won’t be flying for many years longer. So they won’t undergo any upgrades like the 747-8s.

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lufthansa photo

It’s unclear however what exactly Lufthansa will do with reconfiguring new cabins, nor have they given a timeline. One Mile at a Time goes into it in a more detail.

Whatever the case, when Lufthansa gives more details we will let you know. But, it’s good to know that they intend to keep providing passengers the experience of flying on the “Queen of the Skies” well into the 2030s.

End of an Era: No scheduled DC-10 Service In The US

Dave Hartland
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End of an Era: No scheduled DC-10 Service In The US

When FedEx Flight 147 touched down at Memphis International Airport (MEM) on 31 December 2022, it marked the end of an era for the DC-10.

The flight, which originated at Toronto Pearson International Airport (YYZ), was the final revenue flight of a FedEx MD-10-30F, one of the most iconic and recognizable commercial airliners in aviation history.

The MD-10 was a mainstay of the fleet of Memphis-based FedEx Express for more than three decades. Its retirement marks the end of an era for FedEx and the aviation industry as a whole.

The Boeing MD-10, of course, is the updated iteration of the McDonnell Douglas DC-10, brought about by FedEx’s request. The update included the integration of a glass cockpit and the elimination of the flight engineer position.

Many of the DC-10s operating at the time underwent MD-10 conversion. Not to be confused with the MD-11, the MD-10 allowed for a common two person cockpit between both types of jets. The larger MD-11 will still soldier on in the FedEx fleet.

The Storied but Controversial History of the McDonnell Douglas DC-10

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DC-10-20 prototype in flight. Image via McDonnell Douglas/Boeing in public domain.

The DC-10 was introduced in 1970 by McDonnell Douglas, the now-defunct American aerospace manufacturer, as a successor to the older DC-8. The aircraft was designed as a wide-body, tri-jet airliner and was initially intended to compete with Boeing’s 747 jumbo jet.

The DC-10 was well received by airlines and passengers alike, offering a spacious and comfortable cabin and a range of up to 5,800 miles. The aircraft became a popular choice for both passenger and cargo airlines and was used by many of the world’s leading carriers.

However, the DC-10 was not without its share of controversy. In the early 1970s, a series of high-profile accidents involving the aircraft raised concerns about its safety and reliability.

The most notable was the crash of American Airlines Flight 191 in Chicago in 1979, which resulted in 273 deaths. Despite these incidents, the DC-10 continued to be operated by many airlines throughout the 1980s and 1990s. The type was eventually retired from passenger service in 2014.

Ultimately, 446 McDonnell Douglas DC-10s were built between 1970 and 1989. The DC-10 far outsold Lockheed’s L-1011 TriStar, its only direct competitor. By comparison, just 249 TriStars were manufactured between 1971 and 1985. 

FedEx and the DC-10

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A Vintage Postcard spotlighting a federal express mcdonnell douglas dc-10 | IMAGE: hippostcard.com

For FedEx, the DC/MD-10 was a mainstay of its fleet for more than three decades. The carrier took delivery of its first DC-10 in January 1986. It was a workhorse for FedEx, with the cargo airline relying on a total of 113 of the type for its reliability and long-range capabilities. 

In recent years, however, FedEx has been transitioning its fleet to more modern and fuel-efficient aircraft, including the Boeing 767 and 777 and the MD-11.

Are there any DC-10s Still Flying? 

With the MD-10 no longer operating for FedEx, it is interesting to note that there are only two remaining MD-10s operating worldwide as of February 2023 – both of which are the cargo MD-10-30F variant.

Transportes Aéreos Bolivianos (TAB) McDonnell Douglas MD-10-30F arriving at Miami International Airport (MIA)
CP-2791 McDonnell Douglas MD-10-30F TAB Transportes Aéreos Bolivianos arrives at Miami International Airport on 17 Jan 2023 | IMAGE: Colin Cooke Photo via Flickr
  • N330AU, operated as the Orbis Flying Eye Hospital. At nearly 50 years old, it was delivered new to Trans International Airlines in April 1973 as N101TV. It would then go on to operate as a cargo/passenger combi with Transamerica Airlines from October 1979 through April 1984. While operating for Transamerica, N101TV was leased to Nigeria Airways and Air Florida in 1979 and 1981, respectively. It was transferred to Federal Express as N301FE in April 1984, where it operated until the company donated the aircraft to Project Orbis in April 2011. 
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McDonnell Douglas MD-10-30F N330AU operating as the Project Orbis Flying Eye Hospital | IMAGE: Orbis on Facebook

As for the eight remaining FedEx MD-10s, all but three have made their way to the scrapyard. N311FE, N313FE, N316FE, N318FE, and N319FE have all been transferred to Victorville, California (VCV). Meanwhile, N306FE, N307FE, and N321FE are still on the ground in Memphis as of mid-February 2023.

A few other DC-10s remain:

There are four McDonnell Douglas DC-10 tankers serving in fire fighting capacity, based on the West Coast. Those flights are obviously not scheduled but do fly on demand and for training.

The Strange History of N306FE

N306FE, a Federal Express DC-10, at Amsterdam Schiphol (AMS) in June 1986
N306FE, a Federal Express DC-10, at Amsterdam Schiphol (AMS) in June 1986 | IMAGE: Peter Bakema via Wikimedia Commons

The last revenue flight of a FedEx MD-10 was operated with N306FE, the first DC-10 built specifically for FedEx. It began operation with the carrier on 24 January 1986. 

It underwent MD-10 conversion after the Boeing merger and operated FedEx’s final DC/MD-10 flight on 31 December 2022. 

N306FE was also the aircraft involved in one of the most bizarre aviation incidents in history. On 07 April 1994, N306FE was operating Flight 705 on a flight from Memphis to San Jose, California (SJC). A deadheading employee attempted to overpower the cockpit crew and hijack the airplane. Although the attempt was unsuccessful, the attacker severely injured the flight crew.

Additionally, the aircraft underwent extreme stress as the injured crewmembers tried to disorient the attacker by rolling and inverting the DC-10 far beyond its design limits. For more information on this incident, watch this episode of Mayday: Air Disaster featuring the story of Flight 705.   

Because of its history, efforts are underway to save N306FE from the graveyard. A petition on change.org is quickly gaining traction, as it is close to obtaining 10,000 signatures. Organizers hope to preserve the aircraft in an aviation museum in tribute to the bravery demonstrated by the flight crew of Flight 705.

The End of an Era

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A Northwest Airlines DC-10 Lands | IMAGE: Boschh Via Flickr

Although the DC/MD-10 will no longer grace the world’s skies, except for the two MD-10s still in operation (and military KC-10 tankers), its memory will live on in the hearts and memories of aviators everywhere. The DC-10 will always hold a special place in the history of aviation.

The DC-10 retirement from FedEx’s fleet marks the end of an era. Still, its legacy will live on as a reminder of the aviation industry’s innovative spirit and engineering prowess.

Super Bowl 2023 Flyovers, the Best 5 Seconds in Football

Mike Killian
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Super Bowl 2023 Flyovers, the Best 5 Seconds in Football

It’s that time of year again, as 100 million people prepare to watch the Philadelphia Eagles battle the Kansas City Chiefs in Super Bowl LVII tonight. And while flyovers of such highly televised games are common, they are nonetheless important and unifying, and arguably the best 5 seconds in football.

Even many players and coaches agree, flyovers are arguably the best part of the game, and everyone has their own reasons why.

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Super Bowl 2023 Flyovers, the Best 5 Seconds in Football 22

Click HERE to watch the above film, courtesy of NFL Films.

Tonight’s flyover by the U.S. Navy will be a little more special.

First All-Female Navy Crew to Conduct Tonight’s Big Flyover

Three U.S. Navy tactical squadrons are assigned to the flyover, aiming for an impressive 4-ship time-on-target display as the National Anthem comes to an end. And for the first time in history, the Navy flight crew are all women, as the Navy commemorates the 50th anniversary since a group of trailblazing women were first allowed to become naval aviators.

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The fly-over team for Super Bowl LVII (left to right) – Lt. Arielle Ash of Abilene, Texas; Lt. Margaret Dente of North Salem, New York; Lt. Naomi Ngalle of Springfield, Virginia; Lt. Jacqueline Drew of Waltham, Massachusetts; Lt. Suzelle Thomas of Birmingham, Alabama; and, Lt. Kathryn Martinez, also of Springfield, Virginia (US Navy photos)

The 7 ladies will be flying two F/A-18F Super Hornets from the “Flying Eagles” of VFA-122, and a F-35C Lightning II from the “Warhawks” of VFA-97. They will be joined by an EA-18G Growler from the “Vikings” of VAQ-129.

Not only that, but all of the officers and most of the personnel who maintain the jets are women as well.

In 1973, eight women were first allowed to enter flight school. Six earned their wings, and Rosemary Mariner became the first woman to become a U.S. Navy fighter pilot.

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Navy Captain Rosemary Marine, the first woman to officially become a U.S. Navy fighter pilot (Naby photo)

Today, women make up about 15% of the Navy’s pilots.

“It’s not lost on me how special it is that I get to do what I’m doing today because they did it first,” said Lt. Peggy Dente, who will lead the flyover.

The big game starts at 6:30 p.m. ET.

The Flight of The Last B-36 Peacemaker

Bill Walton
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The Flight of The Last B-36 Peacemaker

With the Retirement of the Peacemaker, the US Air Force Became an All-Jet Bomber Fleet.

On 12 February 1959, the last B-36J “Peacemaker” built, Air Force serial number 52-2827, departed Biggs Air Force Base, Texas, where it had been operational with the 95th Heavy Bombardment Wing. The aircraft was flown to Amon Carter Field in Fort Worth, Texas, where it was put on display. With the retirement of this last operational B-36, the United States Air Force Strategic Air Command was henceforth equipped with an all-jet bomber fleet.

B-36 in flight.
Image via USAF

The United States Air Force operated several versions of the Convair B-36 “Peacemaker” from 1949 to 1959. Unique in design, size, capability, and configuration, the B-36 is still the largest mass-produced piston-engine aircraft ever built. With a wingspan of 230 feet the B-36 had the longest wingspan of any combat aircraft ever built. With a range of 10,000 miles and a maximum payload of more than 43 tons, B-36 was capable of intercontinental flight without refueling.

The B-36 had an unsurpassed cruising altitude for a piston-driven aircraft, over 40,000 feet, made possible by its huge wing area and six 28-cylinder engines. The B-36 “featherweight’ configuration resulted in a top speed of 423 miles per hour at 50,000 feet altitude with the ability to fly at 55,000 feet for short periods.

B-36 in flight from a downward angle.
Image via USAF

Until the B-52 became operational, the B-36 was the only means of delivering the first generation Mark-17 hydrogen bomb. The Mark-17 was 25 feet long, 5 feet in diameter, and weighed a whopping 42,000 pounds, making it the heaviest and bulkiest American aerial thermonuclear device ever. Carrying this massive weapon required merging two adjacent bomb bays. The B-36 was the only aircraft designed to carry the T-12 “Cloudmaker,” a gravity bomb weighing 43,600 pounds and designed to produce an earthquake bomb effect.

The B-36’s maximum payload was more than four times that of the World War II-developed B-29, and actually exceeded the payload of the B-52. The B-36’s four bomb bays could carry up to 86,000 pounds of bombs, more than 10 times the load carried by the Boeing B-17 Flying Fortress, and substantially more than the entire B-17’s gross weight. Only more than ten years after the B-36’s retirement were American aircraft capable of carrying larger payloads than the B-36 when the Boeing 747 and Lockheed C-5 Galaxy went into production

B-36 duel wing engines.
Image via USAF

Each B-36 piston engine drove a 19 foot three-bladed propeller in a pusher configuration. These were the second-largest diameter propellers ever used to power a piston-engine aircraft. B-36 maintenance was as large an effort as the airplane itself. There were a total of 336 spark plugs in the six engines. At 7 feet, the wing roots were thick enough for a flight engineer to access the engines and landing gear during flight by crawling through the wings.

Similar to the B-29 and B-50, the pressurized flight deck and crew compartment were linked to the rear compartment by a pressurized tunnel through the bomb bay. In the B-36, movement through the tunnel was on a wheeled trolley, pulling on a rope. The rear compartment featured six bunks and a dining galley, aft of which was the tail turret.

B-29 and B-50 flying in formation.
Image via USAF

The NB-36H was modified to carry a 1 megawatt air-cooled nuclear reactor in the aft bomb bay, with a four-ton lead disc shield installed in the middle of the aircraft between the reactor and the cockpit. The highly modified cockpit was encased in lead and rubber, with a 1 foot thick leaded glass windshield to protect the crew from radiation.

NB-36H in flight.
Image via USAF

The lineage of the B-36 can be traced to early 1941. Concerned that the United States would be forced into the war and not have the ability to base aircraft in Europe, the United States Army Air Corps (USAAC) would need a new class of bomber which could reach Europe and return to bases in North America, necessitating a combat range of at least 5,700 miles, equal to a Gander, Newfoundland to Berlin round-trip flight.

NB-36H coming in for a landing.
Image via USAF

The Army Air Corps realized early in 1943 it needed a bomber capable of reaching Japan from its bases in Hawaii, and the development of the B-36 then resumed in earnest. The USAAF submitted a letter of intent to Convair, ordering an initial production run of 100 B-36s before the completion and testing of the two prototypes. The first delivery was planned for August 1945 and the last delivery in October 1946. Consolidated (by this time renamed Convair after merging with Vultee Aircraft in 1943) delayed the delivery schedule. The B-36 was rolled out on August 20th 1945, and flew for the first time on August 8th 1946.

Early prototype of the B-36.
Image via USAF

After the United States Air Force was born in 1947, strategists sought bombers capable of delivering the very large and heavy first-generation atomic bombs. The B-36 was the only American aircraft with the range and payload to carry the bombs from airfields on American soil to targets in the USSR. The modification to allow the use of the larger atomic weapons on the B-36 was called the “Grand Slam Installation.”

B-36 in flight over the United States.
Image via USAF

Convair referred to the B-36 as the “aluminum overcast”. While General Curtis LeMay headed Strategic Air Command from 1949 to 1957, he turned the B-36 fleet into an effective nuclear weapon delivery force through intense training and development. The B-36 formed the heart of the Strategic Air Command as its so-called “long rifle.”

“Six Turning, Four Burning”

Beginning with the B-36D, Convair added a total of four General Electric J47-19 jet engines. These were dual-mounted in pods outboard of the piston engines. The existing B-36 fleet was retrofitted to include the jet engines. Thus the classic B-36 slogan of “six turning and four burning” was born. The B-36 had more engines than any other mass-produced aircraft. The jet engines were primarily used during takeoff and for added speed over the target.

B-36D pictured with flight crew.
Image via USAF

The RB-36D was developed as a specialized photographic-reconnaissance version of the B-36D. The RB carried a crew of 22 rather than 15, the additional crew members flying along to operate and maintain the photographic reconnaissance equipment that was carried. The bomber’s forward bomb bay was replaced by a pressurized manned compartment carrying the cameras and a small darkroom. The second bomb bay contained photoflash bombs. The third bomb bay could carry an extra 3000 gallons (11,000 liters) of fuel in a droppable tank, which increased mission endurance to 50 hours. The fourth bomb bay carried electronic countermeasures (ECM) equipment.

Diagram of the cockpit of a RB-36D.

The RB-36D had an operational ceiling of 50,000 feet. Later, a lightweight version of this aircraft, the RB-36-III, could reach 58,000 feet. When the RB-36 was developed, it was the only American aircraft having enough range to fly over the Eurasian land mass from bases in the United States, and size enough to carry the bulky high-resolution cameras in use at the time. More than a third of all B-36 models were reconnaissance models.

RB-36D in flight.
Image via USAF

RB-36Ds began probing the boundaries of the Soviet Arctic in 1951. RB-36 aircraft operating from RAF Sculthorpe in England flew overflights of most of the Soviet Arctic bases, including the recently completed nuclear weapons test complex at Novaya Zemlya. RB-36s also performed a great number of rarely acknowledged (read SECRET) penetration reconnaissance missions into Chinese and Soviet airspace under the direct direction of Strategic Air Command General Curtis LeMay himself.

RB-36D prototype inside a development facility.
Last B-36. Image via USAF

Even though no B-36 ever dropped a single bomb on an enemy target, the airplane set the stage for the development of the aircraft and weapons systems that were to come online and eventually replace it during the 50s and 60s. Once the final B-36 was retired in 1959, Strategic Air Command utilized the Boeing B-47 Stratojet and B-52 Stratofortress. The Convair B-58 Hustler and the Rockwell B-1 Lancer were also Strategic Air Command jets when they came into service in 1960 and 1986 respectively.

B-36 on display.
B-26 at USAF Museum. Image via USAF

Enjoy this B-36 feature uploaded to YouTube by Mark Nobles.

[youtube id=”wwn1UYoGJgw” width=”800″ height=”454″ position=”left”]

WATCH: Autobahns Made Splendid Runways

Bill Walton
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3
WATCH: Autobahns Made Splendid Runways

When NATO Aircraft Practiced Their Driving Skills on West German Autobahns

Our quest for awesome aviation footage to share with Avgeekery Nation never ends. We’ve discovered some classic 1980s footage featuring NATO aircraft operating from, of all places, West German autobahns (highways). Now be advised that the audio (and the subtitles) are auf Deutsch, but don’t let that stop you from enjoying the landings, servicing, support equipment, and personnel arming the jets, and takeoffs from Autobahn A29 near Ahlhorn in 1988. The video was uploaded to YouTube by Bundeswehr.

[youtube id=”F_cxkF6qSY8″ width=”800″ height=”454″ position=”left”]

Featured in the film are Luftwaffe F-4F Phantom IIs, Transall C-160 airlifters, Dassault/Dornier Alpha Jets, and Panavia Tornados. Royal Air Force Jaguars, Koninklijke Luchtmacht (Netherlands Air Force) General Dynamics F-16Bs, and US Air Force A-10 Warthogs (“Panzerknackers”) and McDonnell Douglas F-15A Eagles. At the ‘Highway Airfield’ are a mobile tower and radar systems as well as anti-aircraft missiles and gun tracks.

C-130 was one aircraft that could land on autobahns
C-130 landing on highway strip autobahn A29. image via department of defense

These strips are usually 2 to 3.5 kilometer-long (1.2 to 2.2 mile) straight sections of the highway built with removable crash barriers instead of medians. Some strips are also equipped with taxiways and ramps. The roadways are reinforced and pre-positioned temporary airport facilities, such as mobile radar and control towers, are often co-located with the strips. Overpasses close to the strips are adorned with warning panels. We’ve featured the way the Swedes operate their tactical jets from roads.

Other countries who have utilized road surfaces as runways include Argentina, Armenia, Australia, Bulgaria, Chile, China, Cuba, Cyprus, Czech Republic, Estonia, Finland, France, India, Iran, Iraq, Israel, Japan, Jordan, Lithuania, North Korea, Pakistan, Poland, Singapore, Slovakia, South Korea, Sri Lanka, Switzerland, Taiwan, and the former USSR.

The claim that the American Interstate highway system was intended, built, or adapted for use as aircraft runways is an urban legend…as is the claim that the German autobahns were originally built for anything other than transporting supplies and war material- they were only adapted for use as airfields later.

One of many Gernan autobahns
highway strip on autobahn a29. image via department of defense

Up, Up, and Away: A Brief History of Balloon Espionage

Dave Hartland
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0
Up, Up, and Away: A Brief History of Balloon Espionage

Did you have “spy balloon sparks international incident” on your 2023 Bingo card? We definitely did not. 

However, in proving that truth is sometimes stranger than fiction, a spy balloon from China did just that as it drifted across the continental United States last week.

First spotted by a resident of Billings, Montana, on 01 February, the balloon set off a cacophony of theories as to what it was doing, who it belonged to, what it was carrying, and even whether it could be nefarious. Ultimately, the craft was shot down over the Atlantic Ocean by the United States military on 04 February as it exited off the coast of Myrtle Beach, South Carolina. 

The incident led to a ground stop at several airports in the eastern Carolinas in what the U.S. Department of Defense called a “national security effort.” 

Of course, the shootdown of the balloon on Saturday has not stopped rampant speculation over the exact nature of what China called a “civilian meteorological research mission.”

Yeah. Okay.

Anyway, we will let the authorities and pundits debate the unanswered questions as the investigation continues. 

For now, let us take a trip back in time and explore the surprisingly fascinating history of spy balloons.

Spy Balloons During the Civil War

The Union Army Corps balloon Intrepid is filled with hydrogen at the Lowe Balloon Camp in Virginia
The Union Army Corps balloon Intrepid is filled with hydrogen at the Lowe Balloon Camp in Virginia | IMAGE: Library of Congress

Spy balloons are a relatively secretive aspect of military intelligence gathering, but they have a long and storied history dating back to the American Civil War. The use of balloons for military reconnaissance dates back to the 1790s, but it wasn’t until the mid-19th century that militaries began to realize their value as a tool for spying.

The first recorded use of a spy balloon was during the Civil War when both Union and Confederate forces used them to gather information on enemy positions and movements. Balloons were lifted into the air and equipped with telescopes or cameras to collect images and information from above. This data provided military commanders with a bird’s-eye view of the battlefield, allowing them to make better strategic decisions and coordinate their forces more effectively.

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Leader of the Union Army Balloon Corps, Thaddeus Lowe, rises in the Intrepid on 31 May 1862 near Fair Oaks, VA | IMAGE: Library of Congress

Spy Balloon Technology Advances During the World Wars

A World War II German Observation Balloon
A World War II German Observation Balloon | IMAGE: State Library of New South Wales

During World War I, the use of spy balloons became more widespread and sophisticated. The German army, for example, used balloons equipped with cameras to gather intelligence on Allied forces, while the British used balloons to monitor enemy troop movements and report on the effectiveness of their own artillery. Observers would often man the balloons, who would radio back the information they gathered to the ground, where it would be analyzed and used to plan operations.

In the interwar period, the development of lighter-than-air aircraft like blimps and dirigibles made spy balloons largely obsolete. However, they remained a valuable tool for military intelligence during World War II, particularly for the Allies. The British and American intelligence services used balloons to monitor the movements of German and Japanese forces, as well as to gather information on enemy infrastructure and supplies. The balloons, often fitted with cameras and other surveillance equipment, were designed to fly at high altitudes to avoid detection.

Spy Balloons Were Vital in Winning the Cold War

Launch of a Project MOBY DICK balloon at Holloman Air Force Base, New Mexico, circa 1955
Launch of a Project MOBY DICK balloon at Holloman Air Force Base, New Mexico, circa 1955 | IMAGE: Public Domain

The United States used spy balloons during the Cold War to gather intelligence on the Soviet Union and its allies. The U.S. would launch the balloons into the air from super-remote locations. They would then float high above the Earth, transmitting data back to the U.S. for analysis.

The use of spy balloons was a response to the increasing threat posed by the Soviet Union during the Cold War. The U.S. government was concerned about the development of nuclear weapons and other military capabilities by the Soviet Union and sought to gather as much information as possible about the country’s activities. Spy balloons provided a cost-effective and relatively low-risk way of gathering this information, as they could launch from remote locations and were difficult to detect.

One of the most notable examples of a spy balloon mission was Project Moby Dick, which took place in the mid-1950s. This operation involved launching hundreds of balloons over the Soviet Union, each carrying a variety of sensors and cameras. The balloons flew at exceptionally high altitudes, where they were beyond the reach of Soviet anti-aircraft defenses.

Although the use of spy balloons was effective in gathering intelligence, it was not without its challenges. The balloons were vulnerable to high winds, which could cause them to crash or drift off course. Additionally, the Soviet Union developed countermeasures to detect and shoot down the balloons, making it more difficult for the U.S. to gather information.

Despite these challenges, the use of spy balloons remained a vital part of the U.S. intelligence-gathering efforts during the Cold War. Today, many of the technologies and techniques developed during this period continue to benefit modern surveillance and reconnaissance systems.

Spy Balloons in the Modern Era

BLAST (the Balloon-borne Large Aperture Sub-millimetre Telescope) on the 'flightline' at Esrange.
BLAST (the Balloon-borne Large Aperture Sub-millimetre Telescope) on the ‘flightline’ at Esrange, Sweden on 12 July 2005 | IMAGE: No machine-readable author provided. Mtruch assumed (based on copyright claims)., CC BY-SA 3.0 , via Wikimedia Commons

Since the Cold War, the use of spy balloons declined as more advanced technologies like satellites and unmanned aerial vehicles (UAVs) became available. However, they have continued to be used for intelligence gathering in certain situations, particularly where satellites and UAVs are not practical or feasible. For example, spy balloons have been used in recent years to monitor border areas and gather information on natural disasters and other events.

One of the most interesting uses of spy balloons in recent years has been for environmental monitoring. Balloons equipped with sensors gather information on atmospheric conditions, such as temperature, pressure, and humidity, as well as monitor air quality and the presence of pollutants. This information is crucial for understanding the Earth’s atmosphere and how it is changing, and it has helped to inform environmental policy and decision-making.

The Future of Lighter-than-Air Aerial Espionage

The Geostationary Balloon Satellite floats at about 65,000 feet and receives data from a parabolic antenna base station. It rains down cellular data and can capture aerial video and imagery.
The Geostationary Balloon Satellite floats at about 65,000 feet and receives data from a parabolic antenna base station. It rains down cellular data and can capture aerial video and imagery | IMAGE: Kcida10 (talk) (Uploads)., CC0, via Wikimedia Commons

In the years to come, the importance of spy balloons will only continue to increase as the demand for surveillance and reconnaissance capabilities evolve in an ever-more complex and interconnected world.

With the rise of terrorism, cybercrime, and other security threats, organizations and governments are seeking new and innovative ways to gather intelligence and protect their citizens. Spy balloons offer a cost-effective and relatively low-risk solution to these challenges, as they have launch capabilities from remote locations and are difficult to detect. Additionally, their ability to gather information from above and to operate in areas where other technologies are not feasible makes them valuable tools in a wide range of scenarios.

Despite these advantages, ethical challenges remain. For example, governments will need to address privacy and security issues, as spy balloons can collect sensitive information about individuals and organizations. Additionally, the development of countermeasures by potential adversaries will continue to threaten the effective use of spy balloons.

From the Civil War to the China Spy Balloon Crisis of 2023, spy balloons have a rich and fascinating history. From their use on the battlefield to their role in environmental monitoring, these lightweight and versatile aircraft have provided valuable information and insights in countless situations. While their use has declined in recent years with the advent of more advanced technologies, spy balloons will no doubt continue to play an important role in military intelligence and scientific research in the decades to come. 

In the meantime, enjoy this hilarious collection of memes about the Chinese spy balloon. 

Boeing 737-300 ‘Fireliner’ Crashes in Australia

Dave Hartland
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Boeing 737-300 ‘Fireliner’ Crashes in Australia

A Coulson Aviation Boeing 737-300 tanker crashed on Monday during a firefighting mission in Western Australia. 

According to a statement from the company, the two pilots on board the aircraft sustained minor injuries and were able to free themselves from the wreckage. 

The Boeing 737-300 Fireliner (Registration: N619SW / MSN 28035) departed Busselton-Margaret River Regional Airport (BQB) in Busselton, Western Australia, at 1533 local time on Monday, 06 February. The aircraft was responding to a wildfire in the Fitzgerald River National Park when it went down around 1615 local time.   

Fitzgerald River National Park is located on Australia’s southern coast. It is located approximately 285 miles southeast of Perth and 1,800 miles due west of Sydney.

Flight track of Coulson Aviation Tanker 139
Flight track of Coulson Aviation Tanker 139 on 06 February 2023 | IMAGE: FlightAware

Any Landing You Can Walk Away From is a Good Landing

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Coulson Aviation Tanker 139 on the ramp | IMAGE: COULSON AVIATION

Local media reports indicate the two pilots were flown from the accident scene by helicopter to a hospital for assessment.

“Both pilots walked away from the crash and have been medically assessed,” Coulson CEO Wayne Coulson said in a social media post on Monday. “Our thoughts and our immediate concern are for those team members and their families. We’re very grateful the two team members on Tanker 139 are safe. We are offering all the support we can to our local and international crews. We’re also grateful for the support being provided by our firefighting and aviation industry colleagues in Western Australia.”  

Aerial Firefighting Poses Daunting Challenges

Coulson Aviation Boeing 737-300 Fireliner drops flame retardant on a wildfire
A Coulson Aviation Boeing 737-300 drops retardant on a wildfire | IMAGE: Coulson Aviation

There is no word on the cause of the accident. However, Tim Collins, owner of Perth-based Upstream Aviation, explained the hazardous nature of aerial firefighting to local media.

“The logistics of flying a large aircraft close to the ground in those kinds of conditions is extremely challenging,” Collins told WAtoday. “You’re flying at a fairly low speed; you can’t fly too fast; otherwise, the fire retardant will disappear out the back, and you get severe temperature updrafts and downdrafts and wind shear.” 

Collins also added that if the tanker were experiencing a stall, it would have been challenging to recover due to the low speed and altitude of the aircraft. 

The Aircraft was on its Third Mission of the Day

Coulson Aviation Boeing 737-300
This Coulson Aviation Boeing 737-300 Fireliner was lost in an accident on 06 February 2023 | IMAGE: Coulson Aviation

According to FlightAware, the last transmitted altitude before crashing was 825 feet, with a speed of 106 knots. It was the tanker’s third mission of the day. 

Coluson’s Boeing 737-300 Fireliner is a multi-use aircraft with a load capacity of 4,000 gallons of retardant or up to 72 passengers.

Southwest Airlines took delivery of N619SW in 1995. She would operate at Southwest until 2017 when she began service with Coulson Aviation.

Boeing, Atlas Air Paint Special Tribute on Last Built 747

Mike Killian
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Boeing, Atlas Air Paint Special Tribute on Last Built 747

Yesterday (Feb 1), Atlas Air Cargo took off from Boeing’s factory in Everett, WA with the very last 747 that will ever be made. But there was some interesting artwork painted below the cockpit.

It’s a tribute to Joe Sutter, known as the Father of the 747. He led the engineering team at Boeing that made the “Queen of the Skies” nearly 60 years ago.

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Boeing, Atlas Air Paint Special Tribute on Last Built 747 51

Forever Incredible

Sutter and the thousands of folks on his team delivered a plane that would forever change history. And they did it in record time, for what was then the biggest plane in the world – 29 months from concept to rollout.

Sutter and his team became known as “The Incredibles” for the astounding job they did, the first to build and work on the 747. They didn’t even have a building to build the first plane in when they started! At times they would build the plane in snowstorms, while the building was being constructed around them.

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Joe sutter, father of the 747 (boeing photo)

Sutter was the right guy for the job too, and had a hand in other commercial airline projects like the Dash 80, 707 and the 737.

He passed away in 2016, as many of The Incredibles have over the years. But their gift to the world is felt every single day by millions of people, directly or indirectly, and their example continues inspiring others.

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One of the incredibles who worked under joe sutter and built the first 747s (photo: mike killian / avgeekery.com)

Some of The Incredibles were at the ceremony with Boeing this week in Everett, as the company honored them and their legacy. We had an opportunity to speak with some of them too, and will have a story up about that soon.

Make sure to subscribe to our YouTube channel too! Where we will upload those interviews.

Icelandair Announces Detroit Service. Delta says, “Hold my Bjór.”

Dave Hartland
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Icelandair Announces Detroit Service. Delta says, “Hold my Bjór.”

This summer, Icelandair will begin service to its newest North American destination: Detroit, Michigan.

Of course, Detroit Metropolitan Wayne County Airport (DTW) is a Delta fortress hub. So, naturally, it wasn’t long before the Atlanta-based carrier announced it would launch nearly identical service between the two cities.

Icelandair Will Operate Four Weekly Flights to Detroit

Icelandair Boeing 737 MAX 8
An Icelandair Boeing 737 MAX 8 departs Keflavik International Airport (KEF) | IMAGE: Icelandair Group

Icelandair will begin flights between Detroit and Keflavik International Airport (KEF) near Reykjavík, Iceland, on 18 May 2023, according to a press release from Icelandair Group.

The carrier will operate four weekly flights during the summer 2023 travel season, ending 30 October. Icelandair will deploy a 160-seat Boeing 737 MAX 8 on the route.

The westbound flight departs KEF as FI873 at 1655 on Mondays, Tuesdays, Thursdays, and Fridays, arriving in DTW at 1920, both times local. Flight time will be approximately six hours and 25 minutes.

Icelandair’s return flight will depart DTW as FI872 at 2030 and arrive at KEF the following day at 0630. The return flight has a block of six hours.

Once at Icelandair’s Keflavik hub, passengers can continue on to more than 25 destinations in Iceland, Greenland, the UK, and Europe. The carrier also allows customers to take advantage of its Stopover deal, which allows up to seven nights in Iceland at no additional airfare before continuing to their final destination.

Icelandair’s Boeing 737 MAX aircraft features 16 Saga Premium and 144 economy seats.

“Icelandair is pleased to offer Detroit a refreshing new choice when traveling to Iceland and beyond. Icelandair’s DTW service will allow passengers to travel to and from Europe in new, fuel-efficient planes with modern amenities, including gate-to-gate Wi-Fi and inflight entertainment available for all passengers,” said Icelandair chief executive Bogi Nils Bogason. “These new flights will not only help meet the demands of a growing Detroit but also offer more options for Midwestern business and leisure travelers connecting from the Midwest region. We look forward to welcoming Detroit aboard.”

Delta Defends its Turf

Delta Air Lines Boeing 757-200
A Delta Air Lines Boeing 757-200 | IMAGE: Delta Air Lines

The dust had barely settled from Icelandair’s DTW announcement when Delta Air Lines unveiled their newest route: DTW to KEF.

Like Icelandair, Delta will fly four times weekly between Detroit and Reykjavík beginning on 15 May. The carrier will deploy a 193-seat Boeing 757-200 on the route, departing DTW as DL236 at 1955 on Mondays, Wednesdays, Thursdays, and Sundays, arriving at KEF at 0620 the following day, both times local.

Delta’s westbound flight will depart KEF as DL237 on Mondays, Tuesdays, Thursdays, and Fridays at 0805, arriving at DTW at 1055, both times local.

Delta will suspend its seasonal service on 27 October.

“Delta is excited to further connect the United States and Iceland with new service to our hub in Detroit,” a Delta Air Lines spokesperson said. “Launching in summer 2023, this route will bring the total number of flights between the countries to 36 weekly.”

Delta’s Boeing 757-200 features 193 seats, including 20 in first class, 41 in Comfort Plus, and 132 in economy.

Is there Room for Both Airlines?

Icelandair Boeing 737 MAX 8
An Icelandair Boeing 737 MAX 8 | IMAGE: Icelandair via Facebook

Although Iceland remains a tourist hotspot for North American travelers, it is unusual, to say the least, that two airlines would go head to head on a route like DTW-KEF.

The move by Delta was likely the carrier defending its turf as it tends to do in situations like this.

Delta already serves KEF via New York John F. Kennedy International Airport (JFK), Boston Logan International Airport (BOS), and Minneapolis-Saint Paul International Airport (MSP). Icelandair competes with Delta in all three cities.

The new service also does not mark the first time Delta has connected the two cities. The carrier last flew between DTW and KEF in 2003. Detroit is a brand-new destination for Icelandair.

Additionally, Detroit and Reykjavík were connected for a short time in the late 2010s by Wow Air, an Icelandic ultra low-cost carrier that operated between 2012 and 2019.

Whether or not there will be room for both airlines in Detroit remains to be seen. However, customers will surely benefit as the two carriers will likely slash fares to undercut one another.

To check fares or to book a flight, visit icelandair.com.

Frontier Launches All-You-Can-Fly Pass, Announces Caribbean Expansion

Dave Hartland
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Frontier Launches All-You-Can-Fly Pass, Announces Caribbean Expansion

Frontier Airlines this week announced a new unlimited flight pass: for a flat fee of $399 per person, travelers can buy access to an all-you-can-fly fare. 

The GoWild! Summer Pass, which applies to any domestic or international destination Frontier serves, offers significant savings to customers. The $399 pass is a limited-time introductory offer available only through flyfrontier.com for an unlimited number of flights between 02 May and 30 September 2023. 

The announcement is welcome news for budget travelers as they face yet another summer of high gas prices and rising airfares. 

According to the Denver-based airline’s website, customers wishing to utilize the pass can book and confirm domestic travel the day before departure. Customers can book and confirm their flight for international travel ten days before departure. It is ideal for business travelers and vacationers alike, who can easily book one-way weekend trips to visit friends and family, spur-of-the-moment trips to take a break from the office, or longer trips with multiple stops. 

“Everyone loves summer vacation and, with the new GoWild! Summer Pass, you can enjoy even more of what you love,” said Daniel Shurz, senior vice president of commercial, Frontier Airlines. “For people with flexible schedules, this is a terrific opportunity to have a truly epic summer and then some, soaking up rays on the beach, exploring national parks, and visiting new cities.”

Each flight will cost $0.01 in airfare, plus applicable taxes, fees, and charges at booking. Customers will still be responsible for baggage fees, advance seat assignments, and other flight options. 

Frontier CEO: A “Leader in Low-Cost Travel”

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A Frontier Airlines A320 in Texas | IMAGE: Frontier Airlines

Frontier CEO Barry Biffle has expressed his confidence in the plan, calling Frontier “a leader in low-cost travel” and noting that the company’s array of deals will give customers “more flexibility and better incentives” when it comes to airfare. 

In a statement, Biffle said, “At Frontier, we strive to provide our customers with options that suit their budget and lifestyle. The $399 all-you-can-fly pass is a great deal for those who love to travel and explore the world. We have a special place in our hearts for our customers, and this pass is a reflection of that.”

Any flights booked through the GoWild! Summer Pass will not be eligible to accrue FRONTIER Miles. However, the flights will count as activity and will extend the expiration date for those in the frequent flyer program. Additionally, flights will be subject to blackout dates. 

Frontier Bets on Puerto Rico 

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San Juan Luis Muñoz International Airport | IMAGE: San Juan Airport

In other Frontier news, the carrier this week announced a major expansion to the U.S. territory of Puerto Rico. The expansion includes five new nonstop routes to San Juan, as well as service to two new cities: Aguadilla and Ponce. 

New routes to San Juan’s Luis Muñoz International Airport (SJU) include flights from: 

  • Chicago Midway International Airport (MDW)
    • 6x/week beginning 04 May 
  • Dallas-Fort Worth International Airport (DFW)
    • Daily beginning 04 May 
  • Detroit Metropolitan Wayne County Airport (DTW)
    • 4x/week beginning 05 May 
  • Cleveland Hopkins International Airport (CLE)
    • 4x/week beginning 04 May  
  • Baltimore/Washington Thurgood Marshall Airport (BWI)
    • Daily beginning 04 May 
  • Cancun International Airport (CUN)
    • 3x/week beginning 25 May 

Additionally, Frontier will launch nonstop service to Aguadilla’s Rafael Hernández International Airport (BQN) from Tampa International Airport (TPA) and to Ponce’s Mercedita International Airport (PSE) from Orlando International Airport (MCO). Aguadilla and Ponce flights will operate 3x/week beginning 04 May. 

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Map courtesy: gcmap.com

Once service begins in May, Frontier will have 19 nonstop routes to Puerto Rico – more than any other carrier. 

“Puerto Rico is a hugely popular destination for leisure travelers as well as the large population of Puerto Ricans residing in the U.S. who enjoy returning to the island to visit friends and family,” said Shurz. “It is a fantastic vacation destination with stunning beaches, historical sites, and the one-of-a-kind El Yunque National Forest. For those with family and friends on the island, we’re offering more options than ever to fly affordably and conveniently between a multitude of major cities and Puerto Rico.”

San Juan is enjoying a post-pandemic boom, with the number of passengers passing through SJU exceeding 10 million for the first time since 2007. 

Atlas Air Draws Queen’s Crown in the Sky For Boeing’s Last 747

Mike Killian
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0
Atlas Air Draws Queen’s Crown in the Sky For Boeing’s Last 747

The last 747 that Boeing will ever make took off this morning with Atlas Air, flying from Paine Field, WA (flight number 5Y747, tail N863GT) and headed for Cincinnati, OH.

On the way, they wanted to honor the legendary Queen of the Skies and all who built, flew and worked with her for the last 50+ years. So they drew a giant queen’s crown with “747” underneath, over central Washington.

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Atlas Air Draws Queen’s Crown in the Sky For Boeing’s Last 747 64

Nice touch, Atlas Air.

As we reported yesterday, the 747 program changed the travel and airline industries, and in doing so changed the world over the course of more than 50 years. Production is now history, but the queens still in service will be flying for decades (mainly the new ones flown by cargo airlines, such as Atlas and UPS).

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BOEING EMPLOYEE JEFF BARLOW CAPTURING THE HISTORIC LAST 747 ON ITS LAST DAY WITH BOEING. PHOTO: MIKE KILLIAN / AVGEEKERY.COM

The plane is arguably the most beloved ever made. Even people who are not avgeeks usually know the 747. And for decades, an airline wasn’t even considered a serious contender by the public unless they had 747s.

747 was a huge gamble for Boeing, and paid off big time

In the beginning it was a make or break gamble for Boeing, and it nearly bankrupt them. But in the end, it all worked out, thanks in large part to “The Incredibles”, the mechanics who built the first 747s. Pan Am said if Boeing build it they’ll buy it, and they did, and so did nearly everyone else after.

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PAN AM 747 OVER SAN FRANCISCO (PAN AM PHOTO)

Even NASA used modified 747s, taking space shuttles piggyback cross-country and even installing a flying telescope on another 747, called SOFIA. Both of those planes are in museums, at Johnson Space Center in Houston, TX, and Pima Air and Space Museum in Arizona.

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SPACE SHUTTLE ENDEAVOUR HITCHING A PIGGYBACK RIDE CROSS-COUNTRY ON A MODIFIED NASA 747 SHUTTLE CARRIER AIRCRAFT (PHOTO: MIKE KILLIAN)

The jumbo jet has also served as Air Force One for years, flying 6 Presidents, and will continue doing so for many years to come.

Boeing is currently working on two new 747 Air Force Ones to deliver to the Air Force, but they are modified 747s from already produced airframes.

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AIR FORCE ONCE 747 (MIKE KILLIAN PHOTO)

Production is over, but the 747 will fly on for years

Times of course change. Increasing fuel costs and newer plane types with better fuel efficiency and superior design tech have forced major airlines to move away from the 747.

Most now operate as cargo freighters. The global air cargo fleet is expected to grow by more than 60% over the next 20 years. But a few airlines still fly them for passenger travel. They include Asiana Airlines, Mahan Air, Lufthansa, Koren Air, Max Air and Air China.

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Atlas air takes boeing’s taking Off with the last 747 boeing will ever make. Photo: Mike Killian / AvGeekery.com

“The 747 will forever hold a special place in aviation history,” said Stan Deal, president and chief executive officer of Boeing Commercial Airplanes. “Atlas Air began operations 28 years ago with a single 747 and it is fitting that they should receive the last, ensuring that the ‘Queen of the Skies’ plays a significant role in the global air cargo market for decades to come.”

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