In the early hours of the morning on November 17, 2022, I awoke to a 3:00am alarm. At that time, I didn’t know if I’d be flying that day or not, but I’d soon know the answer. A quick check on FlightRadar24 showed that the aircraft I was trying to intercept was still scheduled to operate the flight I had booked the night before, so I made my way to Tulsa International Airport to catch a 5:00am flight to Houston’s William P. Hobby Airport. Only one aircraft had the power to pull me out of bed that early. An aircraft I’d been eagerly following closely as it neared delivery. That aircraft was Southwest Airlines’ brand new retrojet with the tail number N871HK.
N871HK, a Boeing 737-8 Max has easily been one of the most anticipated aircraft deliveries this year. The aircraft is a flying tribute to Herbert D. Kelleher. One of the co-founders of Southwest Airlines. Sadly, Herb passed away in 2019, but his legacy lives on every day in the company he helped build, and now in the form of his very own aircraft. And this is but one small part of what makes N871HK special. Everything about the aircraft, all the way down to the tail number itself is designed to pay tribute to Herb as a person, and Southwest Airlines as a whole.
What makes this jet so special?
First, the aircraft is appropriately named “The Herbert D. Kelleher.” Meaning Herb will always have a plane dedicated to him, flying around the country as a mobile tribute. Second, the aircraft wears Southwest’s original livery, often called the “Desert Gold” or “Mustard Rocket” livery. It was Southwest’s original or “Classic” livery. And last, even the tail number is no random number. N871HK has just as much meaning behind it as the aircraft’s paint and name. Southwest Airlines first revenue flight took to the skies on June 18, 1971. (871). And HK is, of course, Herb Kelleher’s initials. This aircraft isn’t just a pretty coat of paint. It has deep significance to all the employees at Southwest Airlines.
Southwest Classic Winglet
Wasn’t there already one of these classic golden jets before?
Now, you may be thinking…. Didn’t Southwest already have a plane dedicated to Herb? And you’d be right. Previously Southwest had three Boeing 737-700’s painted in this classic livery. One of which bore the tail number N711HK. It was also called “The Herbert D. Kelleher,” but it was scrapped earlier this year along with its two compatriots after nearly 25 years of service with Southwest. This left Southwest’s fleet void of the classic Desert Gold livery for nearly 6 months. That is until last Thursday.
On November 15, 2022, operating flight WN8701, N871HK landed at Phoenix Sky Harbor International Airport on its delivery flight. The aircraft was then made ready for service by Southwest’s maintenance team in Phoenix, and after being on the ground for less than 24 hours, the aircraft was slotted into the schedule. N871HK’s first revenue flight was WN3400 on November 16, 2022, operating between Phoenix, Arizona (PHX) and Dallas, Texas (DAL). I had been watching this closely and had seen that the first revenue flight the aircraft would operate in complete daylight would be the following morning. WN352 with service from Houston, Texas (HOU) to Santa Ana, California (SNA).
My crazy, early wakeup to make this special flight
My flight.
This brings us back to my 3:00am alarm on November 17th. As I mentioned above, after my alarm went off, I promptly checked the aircraft’s scheduling via FlightRadar and saw that N871HK was still scheduled to operate WN352 later that morning. So, off to the airport I went. My flight from Tulsa to Houston departed 10 minutes before N871HK left Nashville, Tennessee (BNA). The location of its first overnight stop. And both my flight and it, were taxiing for takeoff at the same time. My flight from Tulsa was shorter than its flight from Nashville, so after landing in Houston, I was able to eagerly await its arrival at gate 23.
The interior of the jet looks like a standard Southwest 737 MAX.
At around 7:20am N871HK landed in Houston for the first time. It quickly taxied to the gate, where it would turn and burn as it continued to Santa Ana. The flight boarded on time, and at 8:15am, precisely on time, it pushed back with me onboard in seat 20F. The flight was incredibly beautiful and was really the perfect flight to showcase in full 4K. The routing for the flight took us directly over the deserts of the Southwest United States.
The same deserts and part of the country that this Desert Gold livery was inspired by. The flight landed in Santa Ana on time, and fun fact, the aircraft has still yet to take a delay. The Herbert D. Kelleher has a perfect on time performance rating so far.
As always, I recorded the entire flight for my YouTube channel, Skylite Productions. If you so choose, you can watch the entire flight from start to finish in 4K 60fps in the video accompanying this article and you too can take N871HK’s fourth revenue flight with me.
A LATAM Airlines plane crashed into a fire truck on the runway at Jorge Chavez Airport in Lima, Peru today as the plane was taking off.
Videos circulating online this afternoon from various witnesses show the scary incident from different angles as the plane was starting its trip to Juliaca, Peru.
The Airbus A320neo plane (flight LA2213) struck the truck along the plane’s right side, as the truck turned onto the runway.
Data from Flightradar24 showed the plane doing 127 knots at the moment of impact.
LATAM Airlines A320neo has been hit by a vehicle crossing the runway while taking off from Lima Airport in Peru. More to follow. pic.twitter.com/oPchYx7nbM
The impact caused gear collapse and extensive damage to the starboard engine and wing, causing fuel to leak as the plane skidded down the runway throwing sparks, which ignited the fuel into flames, before the plane vanished into smoke and came to a stop.
The LATAM Airlines Airbus A320-271N aircraft (CC-BHB) fuselage is heavily damaged and burnt , MLG and engine sheared , and multiple other damages involving wing and fuselage.
Airport officials say all passengers are ok and were safely evacuated off the aircraft. It is unknown at this time whether those on the truck survived.
The airport was shut down and operations are suspended until Saturday afternoon as crews investigate and clean up the wreckage.
An investigation is underway to figure out why the accident happened.
NASA is all systems GO at Kennedy Space Center in Florida tonight, where the space agency’s giant new 322-ft tall Space Launch System (SLS) rocket and Orion spacecraft stand ready to launch the maiden voyage of the Artemis missions, a new era of American human space exploration to return people to the moon.
Liftoff of Artemis-1 is scheduled for 1:04am EST late tonight (early Wednesday morning, Nov 16) from historic pad 39B, from the same stretch of beach that once launched Apollo moon missions and 135 space shuttle flights.
NASA’s live launch coverage (above) starts at 10:30pm EST, although they are also providing live updates throughout various countdown milestones too (like fueling).
More powerful Than Apollo
The mammoth rocket is a bit shorter than the Apollo Saturn V, but it’s more powerful, and evolvable to launch both crews and cargo to the moon. At liftoff it will become the most powerful operational rocket to ever fly, producing nearly 9 million pounds of thrust to send Orion on a month-long un-crewed flight test to the moon and back.
The mission aims to put the entire system through its paces from launch, to flight, to return and splashdown. The spacecraft will be stressed beyond what astronauts will experience, and go through its paces with various tests and checkouts to validate its design and fly from 60 miles above the moon to 40,000 beyond it in a retrograde orbit.
Crewed Missions to Follow
NASA intends to put the first crew on Artemis-2, followed by the first landing on the moon on Artemis-3, using a SpaceX Starship as the lander (read more about that HERE). A small space station called Gateway will be put in lunar orbit too, serving as a staging point between orbit and the surface.
Artemis-1 rolling out to pad 39B for launch (photo: Mike Killian)
“We’re doing really good right now,” said Jeremy Graeber, Assistant Launch Director. “So far everything is going very smoothly”.
So far, so good…
Tonight’s weather forecast is 90% favorable for liftoff. NASA has a 2-hour window to launch too, which opens at 1:04am EST.
Piedmont Airlines is joining a growing list of carriers sweetening the pot by offering previously unheard-of compensation and bonus packages to qualified pilots.
Desperate times call for desperate measures, right?
On Tuesday, the Salisbury, Maryland-based regional airline announced it would begin offering a jaw-dropping $100,000 upfront bonus for pilots qualified for the left seat. For those not quite at that point but are close to upgrading to captain, Piedmont will fork out $75,000.
Company officials said the goal of the incentive is to help position it for robust growth in 2023.
Piedmont Becomes the Latest Airline to Lure Pilots with Lucrative Financial Incentives
A screenshot taken on 15 November 2022 of Piedmont Airlines website | IMAGE: piedmont-airlines.com
The announcement by Piedmont, which flies exclusively as an American Eagle carrier, comes in a year that has seen its fair share of bold financial incentives to attract employees amid an unprecedented pilot shortage. Companies such as Mesa Airlines, Massachusetts-based startup carrier Connect Airlines, and others are boosting pay and offering other dramatic financial incentives to combat the ongoing pilot shortage.
After striking a deal with the Air Line Pilots Association (ALPA) over the summer, Piedmont itself dramatically raised starting pay for pilots to well above industry averages. Under the new contract, captain pay varies between $146 and $213 per hour, based on total airline experience.
The deal increased pilot pay by 100 percent for new pilots and 400 percent for direct-entry captain applicants.
Piedmont Airlines: Help Us Expand Our Fleet and Our Routes
A Piedmont Airlines Embraer Erj145 in the Hangar | IMAGE: FlyPiedmont via Facebook
Now, Piedmont has become the first carrier to offer a no-questions-asked $100,000 sign-on bonus. CEO Eric Morgan says his airline is uniquely positioned to offer such an incentive.
“Passengers are back, and the demand for travel is high, but our industry hasn’t settled into steady state yet,” said Morgan. “Piedmont has the opportunity to grow even as many other airlines are shrinking. We are in a unique position to say to pilots, ‘come to Piedmont, help us expand our fleet and our routes, and here’s a big check to spend while you do it.’”
The $100K incentive will replace Piedmont’s current pilot retention bonuses, which are set to expire at the end of this year. Additionally, qualified pilots will be paid $100,000 upfront rather than receiving multiple bonuses over five years.
To qualify for the $100,000 bonus, pilots must have at least 950 hours of Part 121 time. Pilots with between 500 and 949 hours of Part 121 time will be eligible for the $75,000 bonus.
It’s a Limited-Time Offer
A pilot steps off of a Piedmont Airlines Embraer ERJ145 | IMAGE: FlyPiedmont via Facebook
There is one catch, however. Pilots must apply to the airline and accept a conditional job offer by the end of December.
Morgan says he hopes the bonus offer will help the carrier attract and retain qualified captains needed for projected expansion.
“We’ve done a tremendous amount of work to get all of our resources aligned to grow,” said Morgan. “But we have a gap in 2023-2024 between the number of airplanes we want to fly and the captains we need to fly them. We’re looking for pilots who can bring their knowledge and experience to Piedmont, fly in the left seat, and get us through that 24-month time period. It’s a $100,000 bonus and top-tier pay for a two-year commitment to Piedmont. These pilots will also be able to take advantage of our contractual flow to American.”
The carrier says interested pilots can apply through AirlineApps.com. They can also contact a Piedmont recruiter by emailing FlyPiedmont@aa.com.
Piedmont is Expanding its Fleet with Ex-Envoy Embraer 145s
A Piedmont Airlines Embraer ERJ145 taxiing for takeoff at Charlotte Douglas International Airport (CLT) | IMAGE: FlyPiedmont via Facebook
Near-term growth at Piedmont will focus on two of American Airlines’ biggest hubs: Charlotte Douglas International Airport (CLT) and Philadelphia International Airport (PHL). Piedmont will also begin flying new routes out of Chicago O’Hare (ORD) next month.
To facilitate the planned growth, Piedmont is adding 15 ex-Envoy Embraer 145s to its exclusively 50-seat ERJ145 fleet. The carrier took delivery of the first two ERJs last month, bringing the total number of aircraft to 47 – 44 of which are currently in service.
Piedmont Airlines currently serves 55 destinations in the eastern United States. It operates crew bases in Charlotte, Philadelphia, and Harrisburg, PA (MDT).
At about 1:30pm the P-63 flew into the tail of the Texas Raiders B-17 Flying Fortress over Dallas Executive Airport, bringing both planes down in front of thousands of spectators. In the videos you can clearly see the P-63s prop cutting the B-17s fuselage in half, just aft of the wing spar, sending the vintage bomber into the ground as it burst into flames.
It is unknown how many people were on both aircraft, whether people on the ground were hurt, what could have caused the accident, or whether anyone on either plane even survived.
Heartbroken. The lives of several aviators and two pieces of aviation history have been lost in the skies over Dallas today. The P-63 King Cobra collided with the B-17 Flying Fortress during the Wings Over Dallas airshow, destroying both planes. Neither aircrew survived. pic.twitter.com/l6Dyhes3hw
“The videos are heartbreaking,” said Dallas Mayor Eric Johnson. “Please say a prayer for the souls who took to the sky to entertain and educate our families today.”
The FAA and NTSB are investigating. The NTSB will be in charge and provide additional updates, which we will post here.
The National Museum of the Air Force (NMUSAF) has had an A-1E Skyraider on display since 1968. That aircraft is the exact tail number, 132649 that Major Bernard Fisher was flying on March 10, 1966 when he landed at the enemy held airstrip in Ashau valley and rescued a fellow A-1 pilot who had crash landed on that airstrip. Major Fisher was awarded the Medal of Honor for this daring and astonishing accomplishment.
Within two years of Major Fisher’s mission, about the same time his aircraft went on display at the Museum, the A-1H and A-1J became available to USAF Skyraider units in SEA as US Naval aviation units upgraded to jet aircraft. Unlike the two seat A-1E, The A-1H is a single cockpit aircraft and the visibility, especially out the right side, is far superior to the A-1E. In addition, the A-1H is an aerodynamically “cleaner” aircraft, thus able to fly longer missions with the same amount of fuel.
A more capable Skyraider
Until 1968, the “Sandy” mission (SAR helicopter escort and SAR on-scene command) was performed by the A-1E with outstanding results, but incurred heavy losses. The newer, more capable, A-1H assumed the SAR role in 1968 with all four USAF A-1 squadrons flying Sandy missions.
What is amazing is that even though it has been 50 years since the last USAF A-1H Skyraider took to the air on a Sandy mission, there has NEVER been an A-1H displayed in the Museum, but that is soon to change! The Museum has had an A-1H in storage since 1997. It was in sorry shape with many missing parts, especially exterior panels that were no longer available.
The A-1H Restoration
Sometime in 1997, an A-1H and A-1E Skyraider arrived at the 309th Aerospace Maintenance and Regeneration Group (aka Boneyard) near Davis-Monthan AFB in Tucson, AZ. Both crated aircraft were painted overall with varying shades of green. They were Skryaiders abandoned by the VNAF on South Vietnam following the fall of Saigon in April 1975. The speculation is that they were seized by US Customs after they were being exported from Vietnam by an unknown party.
The crates containing an A-1E and an A-1H stand in the desert
sun and sand at “the Boneyard” in Arizona in 1997
Sun and sand at “the Boneyard” in Arizona in 1997
The A-1E wound up at the Hill Aerospace Museum near Ogden, Utah and is currently on display there as a tribute to then Major Bernie Fisher’s Medal of Honor mission. The A-1H made its way to NMUSAF. It was uncrated and partially assembled, but then languished in the storage hangar for several years.
Skyraider A-1H languishes in the boneyard.
Restoration effort were not begun until about 2011 when it was moved back to the Restoration Hangar. These efforts were short lived, however when it was discovered that there numerous missing parts, most notably several armored external panels aft of the engine cowl. Since these parts were not readily available, the restoration effort was shelved and the Skyraider was relocated back to the storage hangar.
In early 2019, I became increasingly frustrated and decided to act since there still was no plan for the restoration of the A-1H. One of my training classmates at Hurlburt Field for our A-1 checkouts was another first lieutenant by the name to Lance Smith. Lance had all right assignments, including non-flying assignments, and retired as a 4-Star General. I thought that might help get us some “traction” with NMUSAF to get the A-1H restored. Boy howdy did it get traction.
A proposal for a Skyraider A-1H exhibit
1st Lts Byron Hukee (far left) and Lance Smith (center) pose with Capt Buck Buchanan for their obligatory class photo picture at Hurlburt Field
A team of three former and one current Skyraider pilot visited the Museum in November 2019 and pitched a proposal that was ultimately accepted and acted on. The proposal was that the A-1H would be restored AND would become part of a larger more inclusive display exhibit titled Search and Rescue in Southeast Asia (SAR in SEA). The A-1 Skyraider Association and its members and friends raised the necessary funds for the restoration of the A-1H. There will be a dedication ceremony on 18 November (invited guests only) and The Proud American will be on public display thereafter.
Painted To represent a heroic mission
The Museum’s A-1H will be marked as A-1H 139738. This aircraft was flown by LtCol William A. Jones III on 1 September 1968 during a SAR mission for a downed F-4D crew that was down in southern North Vietnam The Skyraider bore the TT tail code of the 602nd SOS. The downed pilot was alive and needed rescue, while the WSO did not survive the Phantom’s ejection sequence. Jones located the survivor but on one of his passes over the survivor, he took heavy automatic weapons fire and his aircraft was damaged to the extent that the Yankee escape system would not function.
His cockpit filled with smoke and flames and his canopy was jettisoned as he tried to extract, but he could not leave the aircraft. In severe pain, be signaled his wingman to take the lead and they were able to reach their home base. After he landed, he refused treatment and told the intelligence personnel where the downed pilot was located. This information was relayed to the Sandys who remained in the SAR area and a successful rescue was accomplished. LtCol Jones was awarded the Medal of Honor for this mission.
Skyraider Nose art: The Proud American
This same A-1H now marked with the TC tail code of the 1st SOS and the nose art of The Proud American, was flown by Captain Ron Smith as a Sandy on one of the most astonishing SAR missions during the entire Vietnam War. An F-4D from the Triple Nickel (555th TFS) was downed on 10 May 1972, the first day of Operation Linebacker. and Roger Locher, Callsign Oyster 01B was down, but alive and evading the enemy. He was about 40 nm from Hanoi and north of Yen Bai Mig base near the Red River.
Over the next 20 days, he moved north to higher terrain away from the Red River. On 1 June, he heard SAM missiles being launched and then saw two F-4s streaking west away from Hanoi. He called on his survival radio, and said “Any U.S. aircraft, if you read Oyster 1 Bravo, come up on Guard.” The call was heard by the F-4s who relayed the information King, the HC-130 that served as the Airborne SAR Command Post. Captain Ron Smith had his Sandy flight nearby along with the Jolly Green Giant HH-53s. Smith proceeded north for a while, then directed his wingman and the Jolly Greens to stay on the safer south side of the Red River Valley in the high terrain.
Smith proceeded across the Red River and started up the other side of the valley where he was able to contact Oyster 02B. He had taken heavy fire near Yen Bai, but he was able to locate Locher’s general position. He took a longer route back to the other Sandy and Jolly Greens and knew there was no way that the Jolly Greens could get across the Red River to the survivor’s location. Without supressing the SAMs and dealing with the MiGs at Yen Bai airfield, there was no way the SAR task force could get Locher. When the Sandy’s and Jolly Greens reached NKP, they discussed their options. They got on the phone to 7th Air Force HQ and actually discussed the task with Gen Vogt.
The decision was made to “shut down” the Linebacker strikes on the next day and put 7th Air Forces entire effort to the SAR effort for Roger Locher. On June 2, 1972, a total of 119 aircraft – from KC-135 refuelers and radar-jamming EB-66s, to F-4 escorts, F-105 Wild Weasels, A-1 Sandys, and rescue helicopters – took off to rescue one of their own. Capt Ron Smith and his wingman, Capt Buck Buchanan led the effort and it went as planned.
After the large AAA guns, Migs and Sam sites were neutralized, led by the Sandys, the Jolly Green helicopter swooped in and snatched Roger Locher out to the North Vietnam jungle. This turned out to be the furthest north successful SAR during the entire Vietnam War. For his efforts, Captain Ron Smith was awarded the Air Force Cross.
A-1H 139738 is believed to be the only fixed wing aircraft to have been flown on both a Medal of Honor and Air Force Cross mission.
The NMUSAF A-1H is nearly completed.
A-1E and A-1H/J Differences
The USAF actually had three different Skyraider models in the two-seat side-by-side configuration and two single-seat bubble canopy models. The A-1H, though older, was essentially the same as the newer A-1J. All three two-seaters, the A-1E, the A-1E-5, and the A-1G, had the wide side-lifting canopy enclosures and a large, normally blue plexiglass covered rear compartment, dubbed the “ Blue Room.”
What differentiated the A-1E from the A-1E-5 was a complete lack of engine and flight controls in the right seat. The A-1G was essentially the same as the A-1E, albeit a slightly newer version of the A-1E. All these versions are commonly referred to as the A-1E.
An inflight photo of the A-1E and A-1H clearly showing the differences between the two aircraft.
With a larger front profile compared to the “sleeker” profile of the A-1H/J, there was a noticeable increase in drag and in fuel consumption. Any time you put two exactly same aircraft in the same formation, the wingman typically burns more fuel per hour because he is constantly trying to maintain the proper position, whether it be close formation or tactical formation.
In a perfect world, when the two different types were paired together on a combat mission, it would be better for the A-1E to be in the lead with the A-1H on the wing. But nearly all the time, the flight lead was more experiences and felt entitled to fly the more desirable A-1H/J while the wingman had to learn to manage his fuel better.
One of the most important differences between the A-1E and A-1H/J was the reduced visibility out the right side of the aircraft in the A-1E. The diagram below shows only a reduced downward visibility of 11 degrees, but it sure seemed to be more. So much so that when maneuvering in the target area, it tended to force us into a left turning attack pattern. Rule 1 of maneuvering was to vary your turn direction and “jink” at least every five seconds to remain unpredictable. Always turning left decreased the unpredictability and increased the chances you might get hit.
Though the downward visibility out the right side of the A-1E shows only a 11° decrease, it was every bit of that and more.
Spirit Airlines will eliminate more than three dozen routes in early 2023, Airline Weekly reports.
The route cuts include flights in the United States, Latin America, and the Caribbean. However, the changes will affect Florida the most, where at least 25 routes will be discontinued.
Spirit Rains on the Sunshine State
A Spirit Airlines Airbus A320neo waits at the gate | IMAGE: Spirit Airlines via Facebook
With such a large presence in Florida, it is understandable that a large reduction in capacity would disproportionately affect the state.
Among the hardest-hit airports are Tampa International (TPA), Fort Lauderdale-Hollywood International (FLL), and Southwest Florida International (RSW), which are losing eight, seven, and seven routes respectively.
Additional routes will be eliminated from Orlando International (MCO) and Miami International (MIA).
The Complete List of Route Cuts
Spirit Airlines Airbus A319 | IMAGE: Spirit Airlines via Facebook
Baltimore/Washington International Thurgood Marshall Airport (BWI) to:
Louis Armstrong New Orleans International Airport (MSY)
Myrtle Beach International Airport (MYR)
Fort Lauderdale-Hollywood International Airport (FLL) to:
Bradley International Airport (BDL)
Arnold Palmer Regional Airport (LBE)
Manchester-Boston Regional Airport (MHT)
Tocumen International Airport Panama (PTY)
Louisville Muhammad Ali International Airport (SDF)
St. Louis Lambert International Airport (STL)
George Bush Intercontinental Airport (IAH) to:
Denver International Airport (DEN)
La Aurora (Guatemala City) International Airport (GUA)
Los Angeles International Airport (LAX) to:
Milwaukee Mitchell International Airport (MKE)
Orlando International Airport (MCO) to:
Minneapolis-St. Paul International Airport (MSP)
El Salvador International Airport (SAL)
Miami International Airport (MIA) to:
Atlantic City International Airport (ACY)
Bradley International Airport (BDL)
Orlando International Airport (MCO)
Philadelphia International Airport (PHL) to:
Rafael Hernández Marin International Airport, Puerto Rico (BQN)
Louis Armstrong New Orleans International Airport (MSY)
Phoenix Sky Harbor International Airport (PHX) to:
Kansas City International Airport (MCI)
Milwaukee Mitchell International Airport (MKE)
St. Louis Lambert International Airport (STL)
Southwest Florida International Airport (RSW) to:
Bradley International Airport (BDL)
Baltimore/Washington International Thurgood Marshall Airport (BWI)
Cleveland Hopkins International Airport (CLE)
John Glenn Columbus International Airport (CMH)
Minneapolis-St.Paul International Airport (MSP)
Philadelphia International Airport (PHL)
St. Louis Lambert International Airport (STL)
Luis Muñoz Marín International Airport (SJU) to:
Atlantic City International Airport (ACY)
Tampa International Airport (TPA) to:
Bradley International Airport (BDL)
Boston Logan International Airport (BOS)
John Glenn Columbus International Airport (CMH)
Newark Liberty International Airport (EWR)
Arnold Palmer Regional Airport (LBE)
Milwaukee Mitchell International Airport (MKE)
Minneapolis-St.Paul International Airport (MSP)
Philadelphia International Airport (PHL)
But Is It Really That Big of a Deal?
Exterior picture of a Spirit Airlines Airbus A320neo exterior | IMAGE: Spirit Airlines
To put it simply, it depends on who you ask. If you’re a city like Latrobe, Pennsylvania (LBE) – whose sole carrier is Spirit and is losing service to TPA and RSW – the cuts hurt. After the recent (seasonal) elimination of service to Myrtle Beach International (MYR), that leaves MCO as the only city the carrier will serve out of LBE.
Conversely, airports like MCO and TPA won’t feel the effect of the route cuts as much as an airport like LBE.
It is also worth noting that the elimination of 37 routes from the Spirit system isn’t necessarily as drastic a shakeup as it seems. Many routes flown by Spirit are flown on a less-than-daily basis. For instance, cutting a twice-weekly flight between two cities served by Spirit would result in far less of a seat reduction than if a major airline were to eliminate daily service.
Case in point, the route cuts will only result in a five percent reduction in capacity during 1Q23 than 4Q22. Moreover, capacity will be up 11 percent over the year, and 35 percent compared to 2019, according to Airline Weekly.
Will the Cuts be Permanent ?
Spirit Airlines Airbus A319 exterior | IMAGE: Spirit Airlines
While nothing is set in stone, it is possible that at least some of these routes could be reinstated once the carrier extends its booking schedule beyond May 2023.
A spokesperson for the Miramar, Florida-based low-cost carrier told Airline Weekly that the capacity reduction is a product of continued supply chain issues plaguing the industry. Specifically, the spokesperson says aircraft deliveries, engine manufacturing, and overhauls are facing delays.
In addition, staffing issues continue to affect Jacksonville Center, which oversees flights in Floridian airspace. Just last week, U.S. Transportation Secretary Pete Buttigieg urged airlines to utilize over-water Atlantic routes between North Carolina and Florida in an effort to ease congestion.
Once those issues are resolved, Spirit and other airlines will most likely reevaluate their strategy and see where service can be reinstated.
Of course, the other elephant in the room is what JetBlue plans to do with its route structure after its $3.8 billion merger with Spirit is completed in early 2024.
That merger will propel JetBlue to America’s fifth-largest airline.
Transportation Security Administration (TSA) officials at Fort Lauderdale-Hollywood International Airport (FLL) confiscated a firearm found stuffed inside a raw baking hen on Monday.
TSA officials say the weapon was discovered when a female passenger bound for Toussaint Louverture International Airport (PAP) in Port-Au-Prince, Haiti (PAP) attempted to pass through the security checkpoint at FLL. TSA officers spotted the firearm on the x-ray machine and detained the passenger and her poultry.
The Haiti-bound passenger was not permitted to board her flight and was referred to US Customs and Border Protection, according to the Miami Herald.
TSA: Stuffing a Firearm in Your Holiday Bird is a Baste of Time
FLL TSA intercepted a firearm on Monday that had been stuffed in a raw chicken | IMAGE: TSA
TSA took to social media on Monday afternoon to make light of a serious situation via their trademark puns and humor.
“We hate to beak it to you here, but stuffing a firearm in your holiday bird for travel is just a baste of time,” read the post from TSA’s “Travel Tips & Dad Joke Hits” (@tsa) account on Instagram. “This idea wasn’t even half-baked; it was raw, greasy, and obviously unsupervised. The only roast happening here is this poor packing choice!”
Federal regulations prohibit carrying firearms in a carry-on bag – with or without raw chicken.
“Feather you like it or not, there are rules for traveling with guns and ammunition,” continued the pun-packed Instagram post. “So, don’t wing it; roost over the proper packaging info through the link in our bio.”
FLL TSA intercepted a firearm on Monday that had been stuffed in a raw chicken | IMAGE: TSA
According to TSA statistics, more than 700 guns have been confiscated at airports in Florida so far in 2022. FLL TSA officers have confiscated 120 guns so far this year, making it the second-highest total in Florida. Orlando International Airport (MCO) has seen the highest number of firearm discoveries at 129.
TSA stopped more than 5,000 guns at security checkpoints in 2021. Already in 2022, that number has been surpassed. And with the busy holiday season ahead, it appears likely that last year’s record will be broken.
Passengers who attempt to bring an unloaded firearm through a security checkpoint could face fines of up to $2,475. Penalties jump to between $3,000 and $10,000 for loaded firearms. Repeat offenders can be fined up to $13,910. Penalties can change based on factors such as whether the safety is on or if the passenger makes an obvious attempt to conceal the weapon.
The documentary film “The Fighting Lady” was produced by Twentieth Century-Fox in 1944 and released in 1945. Billed as a “Newsdrama of the Pacific” and shot aboard the Essex-class aircraft carrier USS Yorktown (CV-10), the film stars the Fighting Lady and her crew. A supporting credit went to the carrier’s air group and their Grumman F6F Hellcats, Grumman TBF Avengers, Curtiss SB2C Helldivers, and even a few Douglas SBD Dauntlesses. Famed Naval photographer Lieutenant Commander Edward J Steichen supervised the photography for the film and Naval Reserve Lieutenant (and actor) Robert Taylor narrated it. YouTuber AIRBOYD uploaded the film.
The majority of the footage was indeed shot aboard the Yorktown but some additional scenes were captured aboard another Essex-class carrier, the USS Ticonderoga (CV-14). It’s obvious that some of the footage used in the film was shot earlier (and some later) as aircraft insignia and paintwork are inconsistent, but the film is in good shape and the transfer is very clean overall. Captain “Jocko” Clark’s voice sure sounds like that of a young Harry Morgan, but that could just be the wax in my ears. The film explains a great deal about how the carrier functions and its layout.
Official US Navy Photograph
The Yorktown served the nation for a total of 21 years. She earned 11 Battle Stars during World War II in the Pacific, was decommissioned in 1947 and recommissioned in 1953 as an attack carrier (CVA-10) and later changed to an antisubmarine carrier (CVS-10), before being decommissioned for good in 1970. She served as the recovery ship for Apollo 8. The crew was comprised of Commander Frank Borman, Command Module Pilot James Lovell, and Lunar Module Pilot William Anders. The Fighting Lady also found time to earn five Battle Stars during the Vietnam War.
Official US Navy Photograph
Other Yorktown Screen Credits
When Twentieth Century-Fox made another movie about carrier aviation the Yorktown seemed like the natural choice. But this time around the carrier served as a Japanese carrier for the dawn launch sequences of “Tora Tora Tora”. A bunch of converted T-6 Texan and BT-13 Valiant trainers playing Japanese Zeros, Vals, and Kates in the movie. In 1975 the Yorktown became a museum ship at Patriot’s Point in Mount Pleasant, South Carolina. She starred in at least one additional movie, the 1984 New World Pictures science fiction film “The Philadelphia Experiment.”
On Thursday, Alaska Airlines added Salt Lake City to their Flight Pass program. The popular program also tacked on the added benefit of complimentary MVP or MVP Gold Status with purchase.
What is Alaska’s Flight Pass?
Alaska Airlines Flight Pass offers a subscription service for passengers. (Image: Alaska Airlines)
The Flight Pass program is a monthly subscription service that starts at $49 a month. It’s a unique pricing system that offers frequent fliers the opportunity to travel between intra-Californian destinations along with Phoenix, Las Vegas and now Salt Lake City from numerous California cities.
Even at the highest tiers though, the pass is not unlimited. For a set fee per month, travelers can travel a set amount of times per year. The standard Flight Pass at $49/month allows each customer the opportunity to book up to six roundtrips per year. There are restrictions and fees. For the standard Flight Pass, the holder must purchase their tickets at least 14 days in advance. Passenger/facility fees must be paid when booking the ticket.
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Alaska also offers the Flight Pass Pro program with pricing from $199 to $749 a month depending on how often you want to travel. The main benefit to the Pro program is that you can book your ticket with as little as 2 hours advanced notice. Once again, passenger/facility fees do apply.
Is it worth it?
Alaska Airlines (Photo: Avgeekery)
It really depends on how often you travel between the destinations that are part of the program. The standard Flight Pass program could save you money if you visit family or friends regularly. The Pro program could prove beneficial if you need to travel last minute on a semi-regular basis. Also, while most fares are included in the subscription (technically a penny to reserve), Alaska does state that some fares may require an additional purchase during peak times.
The challenge with these types of programs is that you only reap the benefits of the program if you use it. As a subscription, Alaska gets their money no matter what. Customers who sign up commit to at least a 12 month subscription. So it’s not possible just to purchase a $49 plan, use it once, then cancel and bag the savings.
For Alaska Airlines, it’s a dependable and predictable revenue source whether a customer travels frequently or not. The only way they lose money is if the passenger books a seat that they later could have sold for more revenue.
Other Airlines Are Thinking About Doing This Too
Last week, The Points Guy reported that Frontier is also considering a plan to offer a subscription for their flights. It is rumored to be unlimited (with restrictions and limitations). Due to Frontier’s network, it is assumed that their offering would take more of a system-wide approach versus Alaska’s regional offering.
Not a new idea
Offering a subscription service isn’t exactly a new idea. Back in the 1990s, TWA offered a pass system where you could buy passes in advance that you could turn in for a ticket. JetBlue also offered a subscription service for a time. American Airlines once even offered an unlimited first class pass. All these carriers eventually cancelled their offerings.
One of the most unique passes offered was by AirTran. Exclusive to college students, they offered standby passes for a very low price. You can read more about it below:
Icelandair is on track to become the world’s first national flag carrier to operate a 100 percent carbon-free domestic network.
The carrier aims to complete the transition by 2030, according to Icelandair CEO Bogi Nils Bogason.
Icelandair Eyes the Heart Aerospace ES-30
Rendering of a Heart Aerospace ES-30 | IMAGE: Heart Aerospace
Bogason acknowledges uncertainty over whether future carbon-free aircraft will be electric or hydrogen-powered. However, he believes the transition is completely possible.
“We firmly believe it’s realistic that we will be operating a carbon-emission-free aircraft in our domestic operations before the end of this decade,” Bogason told the Financial Times last week. “Our plans are for that, whether it will be hydrogen-powered or a partly electric-powered aircraft.”
To that end, Icelandair intends to partner with Sweden-based Heart Aerospace as it develops a 30-seat hybrid-electric aircraft – the ES-30. The ES-30 will feature battery-powered electric motors and a backup conventional engine with two turbo generators powered by sustainable aviation fuel (SAF).
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The ES-30 will have a zero-emissions range of about 120 miles and an extended range of 250 miles with 30 passengers. It will also have an extended-range flexibility of just under 500 miles with 25 passengers.
Iceland: The Land of Fire and Ice – and Clean Energy
An Icelandair De Havilland Canada DHC-8-400 | IMAGE: Icelandair.com
Icelandair Deputy COO Heida Njola Gudbrandsdottir says it makes sense for Iceland to be a pioneer in clean aviation. Nearly 100 percent of the country’s electric production comes from its vast supply of renewable energy sources such as hydropower, geothermal, and wind.
“We have set ambitious goals to reduce our carbon emissions and one of the measures needed to reach these goals is participating in the development of new technology,” said Gudbrandsdottir. “With short domestic flight routes and ample access to green energy, Iceland is in a unique position to be [at] the forefront of decarbonizing domestic flight. We are very pleased to participate in this development and to help make the energy exchange of aviation a reality.”
Both battery and hydrogen-powered aircraft will likely only be viable on short trips such as the domestic routes within Iceland due to their limited energy density.
Indeed, Icelandair – which is roughly the size of Ohio – operates just three domestic routes from its hub at the capital city of Reykjavik. Unlike Icelandair’s international flights that use Keflavik International Airport (KEF) 30 miles outside of downtown, its domestic flights use Reykjavik City Airport (RKV) which is just over a mile from the city center.
From RKV, Icelandair’s fleet of five Dash-8s serve Akureyri (AEY), Egilsstaðir (EGS), and Ísafjörður (IFJ). With a distance of 237 miles, the flight between RKV and EGS is the longest, clocking in at one hour.
Icelandair Domestic Route Map | GCMaps.com
In addition to its partnership with Heart Aerospace, Icelandair also intends to partner with Los Angeles-based Universal Hydrogen to decarbonize its existing fleet of Dash 8s. To achieve this, Universal Hydrogen would install a hydrogen conversion kit to convert the conventional powertrain into a carbon-free system powered by green hydrogen.
Icelandair’s Goal is Net Zero Emissions by 2050
Rendering of a Heart Aerospace ES-30 | IMAGE: Heart Aerospace
Other carriers, such as United Airlines, Air Canada, US start-up Connect Airlines, Norwegian carrier Wilderøe, and more, each intend to deploy some type of electric or hydrogen-powered aircraft on regional routes in the near future. However, Icelandair’s plans are the most ambitious. And it is presently the only national flag carrier that has announced the transition to entirely carbon-free domestic flights.
If Bogason believes his airline can achieve a carbon-free domestic operation by the end of the decade, much will have to happen between now and then. With the young industry still in the testing and development phase, electric and hydrogen-powered regional aircraft prototypes will need to become commercially viable in roughly seven years.
This may seem like a lot of work – and investment – into an industry that is responsible for just 2.1 percent of all human-induced carbon dioxide emissions. Regardless, Icelandair is taking steps the necessary steps to reduce its share of emissions. And by doing so, it hopes to show the world what is possible in the area of green aviation.
Icelandair is aiming to achieve a company-wide goal of net zero emissions by 2050.
A U.S. Air Force tanker crew from the 22nd Air Refueling Wing at McConnell Air Force Base, Kansas flew a KC-46A Pegasus without a copilot on Oct. 25.
The tanker actually the mission profile twice, with only a single pilot and boom operator, to “validate procedures for operating with a limited aircrew for certain potential high-end combat scenarios,” according to the USAF.
“This employment concept allows the KC-46 to complete its primary mission with a reduced crew complement when needed to rapidly launch aircraft with threats inbound or extend long-range operations in the air with offset crews,” added the USAF.
Learning to Fly a Tanker Without a Copilot
After a thorough pre-brief and planning, the first mission flew the pattern only sortie, followed by a debrief and assessment. The single pilot and boom operator then took off again for a full mission profile, which included aerial refueling.
A KC-46A Pegasus takes off from McConnell Air Force Base, Kansas for the liMited crew flight testing On oct 25 (photo: USAF)
While it was technically single pilot operations, the boom operator was in the cockpit with the pilot, except for boom ops. A second instructor pilot was always on board as a safety observer. A second KC-46 accompanied the latter mission as well, with a full crew of experts to provide assistance by radio, if needed.
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“The dynamics of the future operating environment require us to think in ways we might not usually think,” said Gen. Mike Minihan, commander of Air Mobility Command. “Victory will be delivered on the back of the mobility air forces, and doing so means taking a hard look at every tool we have at our disposal.”
“This mission was practiced extensively in flight simulators,” said Col. Nate Vogel, 22nd ARW commander. “Each phase of evaluation has been carefully considered, taking into account crew safety, aircraft capabilities, and existing federal aviation standards. That allowed us to make a deliberate and thorough analysis of what risks and hurdles are present, how to mitigate those, and allowed us to recommend training requirements to familiarize crews with the basic functions and critical controls of unfamiliar crew positions.”
First time a 767 sized airliner has been flown without a copilot
The mission marks the first time a 767 sized airliner has been flown by a single pilot. The Air Force’s KC-46A is a variation of that, built by Boeing to modernize and replace the Air Force’s KC-135 and KC-10 tanker fleets.
Time will tell if the accomplishment eventually kicks off a further push for single pilot cargo ops.
