On 12 August 2025, the HB-SXA aircraft flew to an altitude of 31,288 feet, setting a world record for the highest flight ever by a solar-powered plane. The aircraft, built by Swiss company SolarStratos, will have two future missions: to demonstrate the capability of solar power for aircraft and to study and operate in the upper atmosphere. Another company, Solar Flight, based in California, is also working on several designs for solar-powered planes.
“Up there, facing the sun that powers our wings, flying without burning a single drop of fuel is an indescribable feeling…a moment out of time,” said the HB-SXA pilot Raphaël Domjan of Switzerland.
HB-SXA Solar-Powered Plane Climbs to a Record 31,288 Feet
On 12 August, the HB-SXA solar-powered plane took off from Sion Airport in Switzerland. During the 5-hour flight, Raphaël Domjan took it up to 31,288 feet over Switzerland’s Valais Alps. The aircraft relied on solar energy and thermal updrafts to ascend. A 50-kilowatt electric motor running at 2,200 RPMs powers the plane, and it produces no pollution. Its forward-mounted propeller has three blades and a 6.23-foot diameter.
Closeup of the cockpit of the HB-SXA solar-powered plane. | Image: SolarStratos
It also has an 81.36-foot wingspan. The HB-SXA has a 236.8-square-foot field of solar cells covering the wings. These cells provide energy to lithium-ion batteries. The plane’s fuselage and wings are made from carbon fiber, which gives them a combination of light weight and strength.
Challenges and Advantages of Solar-Powered Planes
The development of solar-powered planes presents some unique challenges for designers. NASA and various subcontractors have been working on solar-powered aircraft since the 1980s. These include the Pathfinder, Centurion, and Helios. Some of them have wingspans as wide as 737 jets.
Tony Tao, a PhD student at MIT, said an important challenge is that the sun and airborne planes are both moving, which constantly changes the angle at which the sun strikes the solar panels. The result is that they do not capture as much energy as a solar panel on a stationary object like a roof.
Diagram showing relative dimensions of the HB-SXA compared to an A320. | Image: SolarStratos
Tao added that the relationship between a solar-powered plane’s speed and the power it needs to move the plane forward means that the panels only capture about ten to twenty percent of the energy from the sun. More simply, this results in a maximum speed of only about 50 miles per hour.
Another design difficulty in solar-powered planes is that they generally have long, thin wings and delicate solar panels. This makes them vulnerable during bad weather.
An advantage of solar-powered planes is that they do not need to carry fuel or rely on engines that combust oxygen. This allows them to fly at higher altitudes than most types of aircraft. Tao added that these planes are probably better suited for missions like loitering over areas for data collection and surveillance instead of carrying cargo or large numbers of passengers.
Sunseeker Duo Has Tandem Seats in Cockpit
The Solar Flight company in California is working on two unique designs of solar-powered planes. One, the Sunseeker Duo, is one of the only solar aircraft with two seats. The seats are next to each other in the cockpit. Its wingspan is 72 feet, and it has an empty weight of 617 pounds.
The Solar Flight Sunseeker Duo flying over a glacier. | Image: Solar Flight
It also has 1510 solar cells on its wings and tail surfaces. The cells power a battery pack in the fuselage that provides electricity to a 15-kilowatt motor mounted on the front of the vertical stabilizer. Other features of the Sunseeker Duo are a retractable landing gear and folding wings that allow it to take up no more hangar space than a conventional light airplane. It is also possible to take the plane apart and pack it into a trailer.
A view inside the cockpit of the Sunseeker Duo Solar-Powered Plane. | Image: Sustainableskies.org
Company Developing Six-Passenger Solar-Powered Plane
Solar Flight is also working on a six-passenger solar-powered plane. Still in the design stage, the plane’s wing will have a high camber to give it short take-off and landing capability. The primary source of power will be solar cells charging a lithium battery pack, but the company plans to offer an optional range extender. This will be a generator running on unleaded auto gas.
Developed to Operate from Escort Carrier Decks, the F8F Bearcat Barely Missed the Action in World War II
On 23 June 1943, a meeting took place at Pearl Harbor in Hawaii. This particular meeting was between veteran Navy and Marine Corps Grumman F4F Wildcat pilots and Grumman Vice President Jake Swirbul.
The legendary John S. “Jimmy” Thach opined that the most important characteristic in a fighter aircraft was rate of climb. With production of the company’s F6F Hellcat well underway and the type soon to see combat for the first time, Grumman would need to design a completely new aircraft to create a fighter that could operate from the small flight decks of escort carriers.
The F6F was too large and heavy, and the F4F needed to be replaced. The design that Grumman developed to meet the need was designated G-58. You know it as the F8F Bearcat.
F8F-1. Image via US Navy
High Speed Low Drag
Grumman’s design team, led by Bill Schwendler, sought to utilize the proven and powerful Pratt & Whitney R-2800 Double Wasp radial engine to power the G58. They basically designed the smallest fighter around the engine they could. In comparison with the F6F, the G58 was five feet shorter with a seven-foot narrower wingspan and was more than 1,500 pounds lighter.
image via nnam
Didn’t Look Like a Grumman
The G58 did not have the “razorback” structure behind the cockpit that both the F4F and F6F did; the G58 was a bubble canopy design. The G58 utilized heavier-gauge aluminum for its outer skins and was flush riveted and spot-welded together. Longer landing gear legs were required to provide clearance for the large, four-bladed Aeroproducts propeller, which gave the Bearcat its trademark stance.
XF8F-1 Bearcat. Image via NACA/NASA
Better Than the Best Available
Some of the weight savings in the G58 came at the cost of fuel capacity and firepower. The G58 was equipped with a total of four Browning .50-caliber machine guns, whereas many US fighter aircraft had six. These compromises, in turn, meant that the Bearcat would have to perform primarily as an interceptor rather than as a long-range escort. But when the performance numbers were tallied, the G58 was 20% lighter, had a 30% better rate of climb, and was 50 miles per hour faster than the F6F.
image via nnam
Built to Intentionally Shed Its Outer Wings
Detachable wingtips, designed to reduce outer wing panel weight and intended to snap off under high-G loading, proved to be a problematic solution for weight savings. It was thought that a G58 without its outer wing panels could continue flying, but several aircraft were lost due to one or the other of those outer panels not detaching properly, causing asymmetric lift. The wing panels were eventually stressed to the same standards as the rest of the wings and bolted on permanently.
F8F-2s. Image via US Navy
Too Good to Ignore
Just nine months after starting the design of the G58, Grumman test-flew a prototype, now designated XF8F-1, on 21 August 1944. The climb rate was excellent, but stability problems overshadowed the Bearcat’s performance. The addition of a fillet in front of the vertical stabilizer, and later a taller and larger vertical stabilizer, solved the stability issues.
Other issues, including the cockpit being too tight, the trim system, the pitot system, and a low maximum speed for landing gear extension, were also reported. Pilots also wanted six .50-caliber machine guns, but the aircraft was too closely balanced to accommodate two more.
F8F-2. image via US Navy
For the Rest of the Ballad of the Bearcat Bang NEXT PAGE Below
From charter contracts to a possible dedicated fleet, ICE deportation flights are at a turning point.
On Wednesday, 20 August 2025, NBC News broke an exclusive story reporting that US Homeland Security Secretary Kristi Noem is exploring the idea of creating an airline dedicated to Immigration and Customs Enforcement (ICE) deportation operations. According to the report, ICE would use a new “influx of funds” to potentially establish its own fleet, removing the need to rely on charter operators and contractors.
While costly, the move could allow ICE to double the number of deportations each month. Former ICE Chief of Staff Jason Houser told NBC that under the Biden administration, the agency oversaw roughly 15,000 deportations monthly using between 8 and 14 chartered aircraft. Doubling that number would likely take about 30 aircraft, Houser said. With President Trump calling for one million deportations annually, that would require nearly 83,300 removals per month.
There’s no way that number can be achieved under the current system. Hence, the discussion surrounding the creation of an ICE-run airline.
Buying airplanes isn’t cheap. New jets can run anywhere from $80 million to $400 million apiece, putting a fleet purchase squarely in the multibillion-dollar range. Thanks to a $30 billion appropriation for deportation efforts in Trump’s “Big Beautiful Bill,” funding itself may not be the biggest hurdle. Instead, the challenge would be building and running a functioning airline, which would require pilots, flight attendants, mechanics, medics, security officers, and regulatory compliance teams.
For now, though, ICE Air remains a patchwork of charter contracts and subcontracted carriers. And that patchwork is a fascinating one. If you’ve ever spotted a plain white Airbus or Boeing 737 at places like Miami, Mesa, or San Antonio with no obvious airline branding, there’s a good chance you were looking at an ICE flight. From established charter specialists to young budget airlines, a surprisingly diverse group of operators keeps ICE deportation flights moving every day.
Here’s a closer look at who’s doing the flying.
The Prime Contractor: CSI Aviation
A CSI Aviation King Air inside the hangar at ABQ. CSI does not operate ICE deportation flights. Rather, they contract them out to other carriers. | IMAGE: CSI Aviation
CSI Aviation, an Albuquerque, New Mexico-based charter broker that has managed ICE flight contracts for decades, is the leading player in ICE Air Operations.
CSI has signed contracts worth more than $650 million in the last three years, including a no-bid contract valued at up to $219 million (March–August 2025, extendable to February 2026…at the time of this writing, no extension has been publicly acknowledged).
CSI does not operate aircraft directly. Instead, it subcontracts with a mix of commercial and charter airlines to conduct deportation missions.
The company has received over $1.6 billion in ICE contracts across multiple presidential administrations.
This brokerage model means ICE avoids directly owning aircraft, but also ties its operations to whichever carriers are willing and available.
For the airlines, these contracts can be lucrative and predictable. Flights are scheduled regularly, with carriers guaranteed payment for a minimum number of hours and penalties assessed if ICE cancels on short notice. That kind of steady government work is highly attractive in the otherwise cyclical charter market.
The Subcontractors: Who Actually Flies Deportation Missions?
GlobalX (Global Crossing Airlines Group)
An Airbus A320 (N278GX) of GlobalX Airlines turns onto Runway 34 in preparation for take-off from KHPN (Westchester County Airport) | IMAGE: By Dave Montiverdi – HPN – Aircraft of Westchester, https://commons.wikimedia.org/w/index.php?curid=139091454
Headquarters: Miami International Airport (MIA)
Fleet: 18 Airbus A320 family aircraft (10 A320-200s, 8 A321-200s, with 4 A319-100s on order)
Role: Currently the largest ICE flight operator–by far–, responsible for nearly 80% of removal flights in 2024.
Revenue Impact: Emergency five-year contract signed in Sept. 2023, expected to generate $65M annually.
Other Work: Sports charters and entertainment tours (Lady Gaga, Bad Bunny).
GlobalX’s dual identity—flying celebrity tours one week and ICE deportation flights the next—highlights the diverse charter market where carriers often adapt to very different missions.
Avelo Airlines
An Avelo Airlines Boeing 737-800 (reg. N802XT). Avelo began ICE deportation flights in May 2025 | IMAGE: Avelo AIrlines
Headquarters: Houston, Texas
Fleet: 22 Boeing 737s (7 -700s, 13 -800s)
Role: Began ICE operations in May 2025, flying three aircraft from Mesa, Arizona.
Context: Facing financial pressure, CEO Andrew Levy described the ICE deal as “too valuable not to pursue.”
Backlash: Protests in California and Connecticut, though the airline attributes its recent West Coast retreat to broader financial restructuring.
Avelo is the only scheduled passenger airline currently flying ICE deportation flights. For a young airline looking for financial stability, steady ICE contracts provide a buffer against seasonal swings in leisure demand.
Eastern Air Express (part of Eastern Air Holdings)
An Eastern Air Express Boeing 737 at MCI | IMAGE: Eastern Airlines
Headquarters: Kansas City International Airport (MCI)
Fleet: 22 Boeing 737s (300s, 400s, 700s, 800s)
Role: Subcontractor via CSI, began flying deportation missions in 2025.
Eastern Air Express can trace its roots back to the original Eastern Airlines, founded in 1926 and once one of the nation’s “Big Four” carriers that shaped commercial aviation in the United States. Revived through Dynamic International Airways’ 2018 rebrand, the Eastern name is now associated with long-haul Boeing 777 operations. The company also acquired Hillwood Airways in 2023, rebranding it as Eastern Air Express.
Omni Air International (subsidiary of Air Transport Services Group)
Omni Air International, N828AX, Boeing 777-2U8 ER | IMAGE: By Anna Zvereva – Omni Air International, N828AX, Boeing 777-2U8 ER, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=92748182
Headquarters: Tulsa International Airport (TUL)
Fleet: 15 aircraft (12 Boeing 767s, 3 Boeing 777s)
Role: Operates “special high-risk charters” for detainees unsuitable for commercial flights.
Omni is already known in the charter industry for long-haul military and VIP missions, and ICE deportation flights fit into that same niche.
World Atlantic Airlines (Caribbean Sun)
A World Atlantic Airlines McDonnell Douglas MD-83 on approach at Miami International Airport (MIA) in 2014. Also known as Caribbean Sun Airlines, it is one of several carriers that operate ICE deportation flights. | IMAGE: By BriYYZ from Toronto, Canada – World Atlantic McDonnell Douglas MD-83 N802WA, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=41141180
Headquarters: Virginia Gardens, Florida
Fleet: 5 McDonnell Douglas MD-83s
Role: Historically filled in when iAero Airways could not. Active ICE partner since 2013.
World Atlantic’s aging MD-80 series jets may be rare in US skies today, but they remain useful for charter work.
Other Occasional Operators
Oakland International Airport (OAK)-based KaiserAir utilizes Boeing 737-700 for ICE deportation flights when needed | IMAGE: KaiserAir
KaiserAir – An infrequent player, stepping in sporadically for ICE flights when needed.
Gryphon Airlines (ATS)—Gryphon primarily uses Gulfstream jets to carry out long-distance ICE deportation flights to destinations in Africa, the Pacific, and Europe. In one instance, a Gryphon Air Gulfstream was chartered in March 2025 to fly eight Nepali citizens deported from the United States back to Nepal.
GEO Transport, Inc. (subsidiary of GEO Group) – Uses contracted aircraft, occasionally including large military lifts such as the C-5M Super Galaxy, under a five-year CSI subcontract (expected revenue $25M annually).
Historical Shifts: From iAero to Military Aircraft and Back
The current roster of subcontractors reflects major changes in the last few years. For more than a decade, iAero Airways (formerly Swift Air) was the primary ICE charter provider. At its peak, the airline operated nearly 60 ICE deportation flights per month and earned about $4 million weekly. But after filing for bankruptcy in 2023, its role collapsed, creating opportunities for GlobalX and Avelo.
Early in Trump’s second term, ICE briefly relied on military aircraft for removals. By March 2025, however, the practice was largely abandoned due to inefficiency and high cost. The return to civilian charters restored demand for CSI’s network of private carriers.
Airline
HQ / Base
Typical Aircraft
Role in ICE Operations
Notes
GlobalX (Global Crossing)
Miami, FL (MIA)
Airbus A320 family (A320-200, A321-200)
Primary subcontractor via CSI
Operated most removal flights in 2024; also sports & entertainment charters
Avelo Airlines
Houston, TX
Boeing 737-700/800
Subcontractor via CSI (since 2025)
Three aircraft based at Mesa for ICE; only scheduled passenger airline in this list
Eastern Air Express
Kansas City, MO (MCI)
Boeing 737-300/400/700/800
Subcontractor via CSI
Entered ICE rotation in 2025
Omni Air International (ATSG)
Tulsa, OK (TUL)
Boeing 767-200/300, 777-200
Special high-risk & long-haul charters
Used on intercontinental missions and for detainees unsuitable for commercial flights
World Atlantic Airlines
Virginia Gardens, FL
McDonnell Douglas MD-83
Historical subcontractor and overflow
Active since 2013; took more work after iAero bankruptcy
KaiserAir
Oakland, CA
Boeing 737 variants, Gulfstreams
Occasional subcontractor
Sporadic participation
Gryphon Airlines (ATS)
Mesa, AZ (AZA)
Small jets (14–16 seats)
Rare long-distance missions
Used for Africa, Europe, Pacific routes
GEO Transport, Inc. (GEO Group)
Boca Raton, FL
Uses contracted or military aircraft
CSI subcontract
Five-year deal; ~$25M per year
Swift Air / iAero Airways (hist.)
Miami, FL
Boeing 737-400/800
Former primary subcontractor
Bankrupt in 2023; work shifted to other carriers
Flight Patterns and Hubs
View of first runway at new airport in Everglades that was to be the world’s largest airport. Today, it is the site of “Alligator Alcatraz,” and ICE deportation flights.
ICE Air Operations are centered around five primary hubs:
San Antonio International Airport (SAT) | San Antonio, Texas
Miami International Airport (MIA) | Miami, Florida
Alexandria International Airport (AEX) | Alexandria, Louisiana
Brownsville South Padre Island International Airport (BRO) | Brownsville, Texas
One of the most well-known facilities is the “Alligator Alcatraz” site at the Dade-Collier Training and Transition Airport (TNT) in the Florida Everglades, a former training airport now dedicated to ICE operations.
Schedules are unpublished, but flights reportedly operate daily from each hub.
Regional Distribution
According to 2025 data compiled by flight trackers and advocacy groups, ICE deportation flights are heavily concentrated in the Northern Triangle countries of Central America:
Guatemala: Between 48 and 54 flights per month (May–July 2025).
Honduras: Between 35 and 49 flights per month.
El Salvador: 17 to 22 flights per month.
Mexico: Roughly 8–15% of monthly removals, with a dip in July 2025.
Flights to South America average around 25–35 per month, while Africa receives 10–13 deportation flights monthly. These flights often require long-range aircraft such as Omni Air’s 767s and 777s or small Gulfstream jets provided by Gryphon.
Domestic Shuffle Flights
An often overlooked aspect of ICE Air is the large number of domestic transfer flights, known as “shuffle flights.” These flights move detainees between detention facilities across the United States before their international departure.
In July 2025 alone, watchdogs tracked 727 shuffle flights, compared with 207 removal flights.
These flights are critical for capacity management, as detention centers frequently reach their limits.
Aircraft used are often the same narrowbodies that later fly deportation missions, meaning carriers like GlobalX may operate multiple domestic hops before a removal flight abroad.
Aircraft Utilization and Routing
Operationally, ICE deportation flights mirror charter airline logistics:
Multi-stop routings are common. A single flight may carry detainees to multiple destinations in Central America to maximize efficiency.
Long-haul missions to Africa or Europe sometimes use combination aircraft or require fuel stops along the way.
Because flights operate from only five hubs, detainees are often transported long distances domestically before their deportation—sometimes involving two or three separate flights.
Scale of Operations
Monthly totals in 2025 illustrate the scale:
May 2025: 190 deportation flights.
June 2025: 209 flights (record high since Sept. 2021).
July 2025: 207 flights.
Adding shuffle flights, total ICE-related aircraft movements are far higher, often exceeding 900 flights per month.
The Cost of Contracting vs. Owning
GlobalX Airbus A321-231 | IMAGE: GlobalX
Each deportation flight costs roughly $100K–$200K, with hourly rates around $25K. By the end of July 2025, more than 1,000 flights had already been flown, suggesting annual spending well into the hundreds of millions.
Comparisons to the commercial airline sector are revealing. A domestic US airline typically targets 10–15 hours of daily utilization for its aircraft to maximize revenue. ICE charters, by contrast, often operate at lower utilization rates but carry guaranteed revenue from the government. For carriers like GlobalX and Avelo, ICE work represents high-margin flying that can stabilize finances even when passenger markets are soft.
If ICE were to buy its own fleet, it would remove airlines from public criticism but inherit all the responsibilities of a commercial operator—recruiting staff, training crews, maintaining aircraft, and managing scheduling and compliance.
A Decision with Significant Implications
A Boeing 737-4Q8 assisting with ICE deportation flights | IMAGE: US Immigration and Customs Enforcement (ICE)
The future of ICE Air may be at a crossroads. For years, deportation flights have been carried out through a patchwork of charter operators, brokers, and subcontractors. But with Homeland Security Secretary Kristi Noem openly floating the idea of a dedicated ICE-run airline, the discussion is shifting from routine contract renewals to the possibility of a government-operated fleet.
From an aviation perspective, that would be a seismic change. Building an airline from scratch would make ICE responsible for everything a commercial carrier manages every day: pilot and cabin crew training, FAA compliance, aircraft acquisition and maintenance, labor agreements, and long-term fleet planning. While agencies like the US Marshals Service operate a handful of aircraft, no federal agency has ever run a passenger airline at scale.
Economically, the key debate is whether ICE would own or lease its fleet. Leasing narrowbodies such as Airbus A320s or Boeing 737s would lower the up-front cost and offer flexibility, while outright ownership would give the agency full control over utilization. Either way, staffing requirements would be immense. A fleet of 30 aircraft, using commercial norms, could require thousands of employees across pilots, dispatchers, mechanics, medics, and security personnel.
The ripple effects wouldn’t stop there. For airlines like GlobalX and Avelo, ICE contracts provide steady, high-margin flying that helps balance their books. If ICE transitions to its own fleet, those contracts could vanish, forcing carriers to chase more volatile charter business. On the flip side, some airlines that have faced protests for their ICE work might quietly welcome being removed from the equation.
Operationally, a dedicated ICE airline could offer efficiency gains. Today’s mix of subcontracted carriers leads to multi-stop routings, extensive “shuffle flights” moving detainees between facilities, and logistical complexity. A standardized fleet with dedicated scheduling could streamline operations and reduce costs over time. Still, standing up an airline of this size would take years, and the federal government is not exactly the poster child for moving quickly.
It bears watching how this all plays out. Deportation flights are a small slice of the US air transport system, but they are unusual in how they bring together government funding, specialized logistics, and private-sector flying. If ICE does move ahead with its own airline, it could reshape not only immigration enforcement but also the unique segment of government charter aviation—a market that, until now, has quietly thrived behind the scenes.
For the moment, ICE Air remains a fleet you won’t find in any published timetable. But if you’ve ever spotted a plain white 737 or A320 taxiing at sunrise from Mesa, Miami, or San Antonio, you may have already seen it in action.
New Saudi Arabian airline Riyadh Air plans to offer its customers a new standard in business travel with its Business Elite suites on its Boeing 789-9 Dreamliner aircraft. The new airline is scheduled to make its first commercial flight before the end of 2025. The company promises that the suites will be comparable to first-class offerings from Emirates, Qatar Airways, and Etihad Airways.
Business Elite Suites Filled With Luxurious Features
Riyadh Air will configure its 789-9 Dreamliners with 28 seats in its business class cabins, four of which will be the “Business Elite” suites arranged in a 1-2-1 layout. They will be loaded with features unique to business class travel. First, the seats will convert to beds that are 78 inches long and 22.5 inches wide. The two center suites can be opened and combined into a double bed. The suites will also have 52-inch walls and sliding doors.
Comfortable Seating in Riyadh Air’s Business Elite Suites. | Image: OneMileAtATime.com
The technology of the Business Elite suites truly stands out. Perhaps the most impressive feature will be their 32-inch monitors, larger than in business class on any other airline. The seats will also have speakers integrated into the headrests, so passengers won’t need headphones. Other tech features will include multiple USB and AC power outlets and wireless charging pads.
Riyadh Air is also adding distinctive design elements such as gold and marble-style accents and mood lighting.
The airline wants the Business Elite suites to replace first-class seats, which won’t be on its Dreamliners. So far, they have not announced a price for booking one of the suites.
Overhead View of the Business Elite Suites. | Image: OneMileAtA Time.com
“And what you would expect to receive by way of service and amenity in Business Elite will be at the standard of the best of first class,” said Riyadh Air’s CEO, Tony Douglas.
Etihad Airways First-Class Cabins an Expensive Luxury Experience
Riyadh Air’s Business Elite suites will give passengers an alternative to other luxurious and expensive seating options like the Etihad Airways First-Class Apartments on their Airbus A380 aircraft. These large compartments have unique features like private minibars, private lavatories with high-end toiletries, and even in-flight showers. There are nine of the Apartments on each A380.
Leather Armchair in Etihad Airways First Class Apartment. | Image: ThePointsGuy.com
The Etihad Airways Apartments also have leather armchairs and separate beds. They do have 24-inch touchscreen monitors, quite a bit smaller than monitors in the Riyadh Air Business Elite suites.
The gourmet meals really stand out on the Etihad Airways Apartments. A recent menu offered many choices including caviar, beef tenderloin, truffle polenta, and a mocha mascarpone tarte.
Bed on Etihad Airways First Class Apartment. | Image: ThePointsGuy.com
All of this comes at a very high cost, with a typical flight costing between $12,000 and $15,000.
Emirates Provides Unlimited Caviar and Champagne
Emirates’ first-class accommodations also offer luxurious features. These include suites with closing doors, unlimited caviar and champagne, meals on demand, and pajamas. The Emirates A380s also have a bar and showers.
Bar on Emirates A380. | Image: Flighfox.com
Like the Etihad Apartments, Emirates’ first-class suites are very expensive. A round-trip flight between New York and Dubai can cost more than $22,000.
Qatar Airways Offer Flexible Seating for Couples and Groups
Qatar Airways’ Qsuites are another premium first-class option. They have closing doors, flexible seating for couples and groups, luxury bedding, and dine-on-demand menus. Depending on the route and time of year, passengers flying in the Qsuites will pay between $6000 and $16,000 for a round-trip flight.
Qatar Airways Qsuite configured for sleeping. | Image: MonkeyMiles.com
With the Riyadh Air Business Elite suites classified as business class, it seems logical that they won’t cost as much as the first-class options from Etihad Airways, Emirates, and Qatar Airways. That may make them popular once they begin flying.
The Riyadh Air flights will take time to become established. Initially, they will install the suites in just two of their 72 Boeing Dreamliners. The first flights will be between Saudi Arabia and two, so far unnamed, European cities. The airline will receive one plane per month starting in 2026, and they plan to serve more than 100 destinations by 2030.
You don’t need to be an astute observer to notice that hangars—those utilitarian metal boxes that house planes but often lack personality or purpose beyond storage—haven’t really evolved very much since, well…the very dawn of aviation.
And that’s a problem. You see, most hangars at US airports were built decades ago, back when the “big” jets of the day looked positively petite compared to a modern Gulfstream G700 or Global 8000. Those old hangars weren’t designed for today’s larger wingspans, taller tails, and beefier fuselages. Trying to fit an Ultra Long-Range jet in some of them is like squeezing a yacht into a rowboat’s dock.
So when I heard about BLACKBIRD PARTNERS, a Greenville, SC-based real estate developer shaking up the aviation world with their innovative hangar concept, called The Nest, I was intrigued.
Imagine hangars with 140-foot clear spans, 28-foot-tall doors, and the flexibility to house anything from a Vision Jet to the biggest long-range aircraft you can buy (short of a BBJ or ACJ). No squeezing. No crossing your fingers every time you tow in. And no renting space in a shared metal box alongside five other airplanes.
But The Nest is more than just spacious. BLACKBIRD PARTNERS, the team behind this concept, has combined their backgrounds in jet sales, high-end real estate development, and concrete construction to create hangars that match the way jet owners actually live. We’re talking semi-custom interiors from 3,500–4,000 square feet that can be personalized to your taste, whether that’s a sleek boardroom, a golf simulator lounge, a full bar and kitchen, or even a private lobby.
As BLACKBIRD co-founder Carson Fox told me, “If you’ve got one of the nicest jets in the world, why on earth would you park it in a glorified metal shed?”
“If you’ve got one of the nicest jets in the world, why on earth would you park it in a glorified metal shed?”
BLACKBIRD co-founder Carson Fox
That was all the invitation I needed to sit down with Carson and his business partner, Ryan Bedford, to discuss how they’re shaking up the hangar game and why they think The Nest is the future for jet owners who want control, comfort, and a place they’re proud to call home base.
Rear exterior of The Nest | IMAGE: BLACKBIRD PARTNERS
AvGeekery: Let’s start from the beginning. Tell us the story behind BLACKBIRD PARTNERS.
BLACKBIRD PARTNERS co-founders Ryan Bedford (L) and Carson Fox (R)
RB:We’re primarily a multifamily real estate developer based in Wisconsin. Apartments are our bread and butter—we build, develop, and manage our own units. But we’ve also got this offshoot business: a concrete company that’s now the nation’s largest insulated concrete form contractor. It’s a specialized form of concrete we use to build our apartments, and it’s incredibly durable.
As that side of the business grew, we found ourselves moving teams all over the country—South Carolina, Florida, Georgia, Utah, you name it. That’s when aviation went from being a convenience to being a necessity for us.
So, we decided to build our own hangar development at our local airport. And, being real estate developers, we weren’t about to settle for a standard, tin can, crappy-looking hangar.
Everything we build goes through architectural review boards. Aesthetics matter to us. So we came up with a design that’s a cut above—two models, same look, that make people stop and say, “Now that’s what a hangar should look like.” That concept caught people’s attention, and that’s how I got connected with Carson through mutual acquaintances. He loved the product, loved the idea, and jumped on board right away.
It’s not just a hangar. First, it’s built like a fortress—all concrete, rock-solid. Second, it’s a lifestyle shift. It’s not just a spot to park your plane. In a few weeks, I’m hosting a friend’s wedding in my hangar for 400 people. We’ve had pickleball tournaments, birthday parties—I’ve even got a bounce house in there right now for my kids. It’s an extension of your life, not just a storage unit. We think it can get more people excited about aviation as a lifestyle, instead of settling for the same old rickety, rusty tin can most planes get shoved into.
One of the personalized touches that can be included in The Nest is a golf simulator | IMAGE: BLACKBIRD PARTNERS
AvGeekery: So it almost becomes a community center in a way?
RB: Yeah–it can be. It’s really just an extension of your house, right? Some people have a vacation house or a lake house—this becomes your hangar, with a dual purpose.
For instance, our building has three hangars, and each owner uses the space differently. Mine’s all about family—we’ve got a family room where we hang out, host parties, and play pickleball, volleyball, even basketball inside. It’s fun for us.
A pickleball court inside The Nest | IMAGE: BLACKBIRD PARTNERS
Another guy in the building has older kids, so his is more business-oriented. He’s got a boardroom for meeting executives and even a golf simulator to break the ice with clients. It depends on the person, but you can truly make the space your own. That’s what’s unique—it’s not just a hangar.
CF: My background’s a bit different. I came from real estate, then jet brokerage, before joining Ryan on the development side. Ryan touched on it earlier, but I saw the same disconnect over and over working with high-net-worth clients: these people have incredible homes, cars, and offices, but their hangars? Usually just plain metal boxes. It doesn’t match the rest of their lifestyle.
And you mentioned innovation—that’s something Ryan really brought to The Nest at UES (Waukesha County Airport in Waukesha, WI). A couple of things stand out to me: First, hangars are needed all across the U.S., especially in the ultra-long-range jet sector, because so much of the existing infrastructure simply can’t handle these aircraft. Second, owners have rarely had the ability to truly control their own hangar space.
We’re changing that. With us, you own the space on a long-term ground lease, which gives you the control and security you want. And our sole focus is hangars—we’re not moving planes, servicing them, or fueling them. We just want to build the best hangars possible and make BLACKBIRD synonymous with quality.
Aerial view of The Nest at UES (Waukesha County Airport, Wisconsin) | IMAGE: BLACKBIRD PARTNERS
AvGeekery: Is The Nest your only product at the moment?
CF: Yeah, it’s our only product, but we will have multiple locations–two in the next 2.5 years and at least ten by 2030. Down the road, we might launch other products, but for now, The Nest is our focus. It’s the type of hangar space we develop—and will continue developing—in the future.
AvGeekery: Why ‘The Nest?’ Tell us the story behind that.
RB: We moved away from the word “hangar” because it carries a negative connotation. When you hear “hangar,” you picture those ugly tin-can buildings. We wanted something that speaks to lifestyle, not just storage.
Blackbird was already our company name, and Carson came up with The Nest. I thought it was genius—because that’s where birds live. It’s their home base, not just the place they take flight. Birds could launch from any branch, but the nest is where they return. It fits perfectly with our marketing and the culture we’re building.
CF: It’s a very personal, intimate space—just like a bird’s nest or your own house. Ryan’s hangar is designed for his family, with their needs in mind. Another hangar on the same airfield is for a corporation, completely customized to their operations. Each one reflects the owner.
IMAGE: BLACKBIRD PARTNERS
AvGeekery: You’re targeting private and business aviation, right?
CF: Yes. For now, we’re focusing on premium sites—major airports where demand already exists, not second- or third-tier locations. From an investment standpoint, we’re not here to speculate whether traffic will come to an airport or not. For the larger aircraft we’re targeting, we go where the demand is already proven.
Most of our locations will be at large international airports, but some will be at select local airports with more available land. Land is a big challenge—it’s one of the main constraints in this space.
We also prioritize airports that offer on-site US Customs facilities. If you’re flying internationally, you shouldn’t have to land somewhere else just to clear Customs and then reposition your aircraft. With our developments, you land, clear, and go home—all in one stop. No detours. No delays.
Our hangars can accommodate everything from a light jet, like a Vision Jet or TBM, all the way up to ultra-long-range aircraft. Each development includes hangars sized for different categories, and while I’m sure some piston aircraft owners will buy them, that’s not our primary market from a marketing perspective.
AvGeekery: How do you balance the lifestyle-driven appeal of The Nest with the practical needs of aircraft maintenance and ownership?
RB: People in aviation—whether they’re owner-pilots or just ride in the back—see it as a time machine. Time is their most valuable asset, and they want to enjoy it. It’s like someone who’s ultra-high-net-worth and loves boating—they don’t just own a boat they take out now and then; they also have a lake house. They want to be around it, even if they’re not on it. Aviation works the same way. If you have the space, the lifestyle and the aircraft side naturally mesh.
The problem is, until now, no one’s built a facility nice enough to support both. Our hangars have living spaces—golf simulators, pickleball courts, and even basketball courts for the kids in the winter or on rainy days. And right there in the same space? The plane. It’s multi-use by design.
We’ve also made sure the day-to-day experience matches the luxury of the aircraft itself. Every unit includes a fully equipped kitchen with top-tier Wolf appliances, plus spa-like bathrooms with full showers, so owners can freshen up after a flight in comfort that rivals home. The Nest gives owners flexibility, and there’s simply nothing else like it in the market.
Kitchen space inside The Nest | IMAGE: BLACKBIRD PARTNERSLiving space inside The Nest | IMAGE: BLACKBIRD PARTNERS
CF: Even with a lake house, some people are there every weekend, others just a couple of times a year—it’s the same with The Nest. Some owners will use the space constantly; others might only stop in to shower before or after a flight, or have a team member cook in the kitchen, which we outfit with premium appliances like Wolf.
It’s about flexibility and control. Owners decide how much or how little they want to use it. Either way, they’ve got a premium, private space for their aircraft—no sharing, no compromises.
Right now, shared hangars are a big issue. We see “hangar stuffing” all the time—packing 125 to 150 percent of capacity. That’s when you start seeing hangar rash from overcrowding. Having your own space significantly reduces that risk. It’s about control, and about protecting what’s often a multi-million-dollar asset from unnecessary damage.
RB: One of our current customers is a fractional charter company about to open two of our hangars. They’re using the exact same building design—but as a terminal for their clients. It has the same architectural appeal and structure, just customized with offices, a boardroom, and client amenities. It’s a completely different use, but that’s the point—The Nest adapts to what the owner needs.
Living space inside The Nest | IMAGE: BLACKBIRD PARTNERS
AvGeekery: How are you preparing for the rise of electric and hybrid aircraft into The Nest?
RB: As electric aircraft become more common—and I believe they’re coming, even if we’re not quite there yet—our hangars are already prepared. I was just talking to someone about an electric-powered glider, which is wild. It’s happening.
Right now, if you’re a piston or turboprop owner, you don’t need much power in your hangar. But as soon as you get into mid-size or super-mid jets, you need that extra power for ground starts. Since we’re designing The Nest to handle those larger jets, the infrastructure is already in place to support electric or hybrid aircraft.
You’ll be able to charge an electric aircraft using the same power systems we’re installing for starting jets. In other words, when that shift comes, we’re ready.
AvGeekery: What’s the most surprising or forward-thinking idea you’ve discussed for future developments?
CF: Honestly, when it comes to how we could make our product stand out, we’ve talked about just about everything. We’re serious about pushing boundaries. Sustainability is a big one—especially with SAF (sustainable aviation fuel), electric planes, and eVTOLs on the horizon.
One project we’re looking at is adding green roofs over the interior spaces. They’d look incredible from the air when you’re coming in to land, and they’d also be good for the environment. That’s a big one for us.
We’re also constantly refining the interiors. Ryan’s Waukesha site is already really impressive—it’s done incredibly well—but it’s still the first iteration. As with any product, there’s always room for improvement. Waukesha is our launch site, but every airport we develop after this will benefit from what we learn along the way.
RB: I’d add that our hangars, as designed and built, are LEED-ready. If a customer wants LEED certification, we can deliver because it’s already built into our system. You can’t do that with a tin-can hangar unless you wrap it in 12 inches of insulation and seal every inch—and even then, it’s not the same.
We’re also working on eliminating traditional sprinkler systems. Our roofs and walls are fire-rated, which reduces costs and avoids liabilities like water damage from sprinklers or foam systems—both of which have destroyed aircraft in the past.
AvGeekery: What’s the most compelling reason for private jet owners to invest in BLACKBIRD PARTNERS’ products?
CF: The product really sells itself because it’s so far ahead of anything else out there. First, it’s about control—aircraft owners want to own their space, and that’s exactly what our developments provide. Depending on the airport, we’ll typically build eight to twelve hangars, so owners can secure their space for the long term and use it however they want.
Second, it’s the lifestyle. Whether you own a Cessna 172 or a Global 8000, most owners are passionate about aviation. Yes, they use their aircraft as a timepiece, but they also genuinely enjoy being around it. The Nest lets them do more than just fly—it’s a space for events, charity functions, or simply preparing for a trip in a premium, upscale, and private environment. It’s a piece of home at the airport.
The Nest is a perfect location to celebrate special occasions | IMAGE: BLACKBIRD PARTNERS
Third, it’s location, location, location—the golden rule of real estate. We’re developing at prime airports, so owners get a spot exactly where they’ve always wanted to be.
RB:And location isn’t just about the airport—it’s about where you are on that airport. We want to partner with top FBOs to service these aircraft.
Take two owners as an example: one might own a CJ4 and tug and fuel it themselves. Another might own a Falcon 7X. They’re going to want the FBO to handle all of that: towing, fueling, maintenance, everything an FBO normally does in a shared hangar. We want those services available in their personal hangar.
Exterior of The Nest | IMAGE: BLACKBIRD PARTNERS
That’s why proximity to the right FBO matters, and why we’re looking at creating service agreements with them for handling, fueling, and more. It’s about building the best product, partnering with the best service providers, and creating a true aviation community.
We’ve already implemented this model at our Waukesha location and will continue to do so at all future sites. In cases where land is available but no existing FBO is adjacent to us, we plan to partner with an FBO operator and co-develop the facilities in tandem. It’s all about ensuring that aircraft owners not only have top-tier hangar space but also seamless access to elite FBO services right next door.
BLACKBIRD PARTNERS: Building Hangars Statements
Carson and Ryan aren’t in the business of building hangars. They’re in the business of building statements. The Nest isn’t just where a jet sleeps—it’s where ownership begins to feel like possession, and possession becomes experience.
And as Super Midsize and Ultra Long Range jets dominate the skies as the fastest-growing segments in private aviation, BLACKBIRD PARTNERS is designing specifically for them. Bigger bays, smarter layouts, and interiors that blur the line between flight prep and home life aren’t just luxuries—they’re necessities for aircraft that demand more from the ground up.
Boardroom or golf simulator. Pickleball court or private lounge. If you can dream it, they can house it…right alongside your jet.
For BLACKBIRD PARTNERS, square footage isn’t the most important aspect of a hangar. Rather, it’s about control, privacy, and a space that reflects the aircraft’s owner as much as the aircraft itself. As Carson told me, it’s “a piece of home at the airport.” A place where a trip to Tokyo starts in your own kitchen, and your hangar key unlocks more than a door—it unlocks a way of living.
In a business aviation world racing toward bigger, faster, more advanced aircraft, BLACKBIRD is ensuring the ground game keeps pace. The Wright Brothers may have invented flight, but The Nest is reinventing where it lands.
For more information on The Nest and BLACKBIRD PARTNERS, please visit blackbirdpartners.com.
AvGeekery extends sincere gratitude to Carson, Ryan, and the team at BLACKBIRD PARTNERS for their time and openness in sharing their vision with our readers today.
President Donald Trump flexed American airpower today upon meeting Vladimir Putin in Alaska, with a B-2 stealth bomber and four F-35s flying over Russia’s leader to greet him on American soil.
The U.S. Air Force B-2 just recently conducted bombing strikes on underground nuclear facilities in Iran, named Operation Midnight Hammer. They dealt a major blow to any Iranian nuclear ambitions in the near future.
The two world leaders met at Joint Base Elmendorf-Richardson in Anchorage, with Trump welcoming Putin on a red carpet backdropped by Air Force One, and with F-22s.
Two B-2s arrived at the base from Whiteman AFB, MO on Friday. The F-35s were from Eilson AFB in Fairbanks.
Ending Russia’s war in Ukraine?
Their highly-anticipated meeting has the world hopeful for an end finally to the war in Ukraine. It has become the largest land conflict in Europe since WWII.
That is, ultimately, everyone’s goal. However the President has stated this meeting is not to end the war and broker a deal on Ukraine’s behalf, but rather get Putin back to the negotiating table.
Ukraine’s President Volodymyr Zelensky is not attending, but says he is “counting on America.”
On 5 August 2025, Ravn Alaska shut down operations for the second—and final—time.
The Anchorage-based regional carrier, long considered a cornerstone of Alaska’s intra-state connectivity, quietly folded after nearly 77 years of service. Its collapse leaves behind a fragmented regional network and raises concerns about the long-term viability of rural air service in one of the most aviation-dependent regions in the world.
The company’s last flight, operated between Valdez Airport (VDZ) and Ted Stevens Anchorage International Airport (ANC), touched down without ceremony. Days later, the airline’s website displayed a final statement: “We appreciate the years of service we were able to provide to Alaska communities. While we are no longer operating flights in Alaska, we’re grateful for the trust you placed in us during our time serving the region.”
Current CEO Tom Hsieh confirmed to the Anchorage Daily News that all flights “have been canceled.” No official figure has been released on job losses, though the carrier employed at least 270 people at the time of closure.
The Ravn Alaska website as of 15 August 2025 announcing its closure | IMAGE: Ravn Alaska
From Bush Beginnings to Regional Mainstay
An Era Alaska Beechcraft 1900C | IMAGE: Ravn Alaska
Ravn’s origins stretch back to 1948, when pilot Carl Brady founded Economy Helicopters. Under US government contracts, Brady flew Bell 47s to map Alaska’s vast and unmapped interior (remember: Alaska wasn’t granted statehood until 1959). In the 1950s, the company became Era Helicopters, and in 1967, it was purchased by Houston-based offshore drilling contractor Rowan Companies. Initially used to support oil exploration and the construction of the Alyeska Pipeline, Era expanded into fixed-wing operations with De Havilland Twin Otters and Convair 580s to serve isolated towns.
By 1983, Era Aviation had evolved into a scheduled passenger carrier, connecting communities such as Valdez, Kenai, Kodiak, Cordova, Bethel, and Homer. Over the following decades, a web of mergers—including Hageland Aviation and Corvus Airlines—and acquisitions such as the 2017 purchase of defunct Yute Air’s assets, formed what became known as the Ravn Air Group.
Rebranded Ravn Alaska in 2014, the airline at its height operated more than 70 aircraft to over 100 destinations, including many communities accessible only by air. Its fleet history is a cross-section of Alaskan bush flying itself: Beechcraft 1900s, Cessna Caravans and 207s, Piper Navajos, Twin Otters, Convair 580s, Dash 7s, and finally, its core fleet of Dash 8-100s and -300s.
A Ravn Alaska Route Map at its peak | IMAGE: Ravn Alaska
Ravn Alaska Fleet History (1948–2025)
Era
Aircraft Type
Role/Notes
1948–1960s
Bell 47
The starting point — Carl Brady’s Economy Helicopters used Bell 47s for U.S. government mapping contracts, helping chart Alaska’s still-unmapped interior.
1950s–1970s
De Havilland Canada DHC-3 Otter
Early bush operations expanded to fixed-wing; rugged STOL performer ideal for short gravel strips and lake landings.
1970s–1980s
De Havilland Canada DHC-6 Twin Otter
A workhorse in Alaska’s villages; reliable in extreme cold and short-field environments, connecting communities without paved runways.
1970s–1990s
Convair 580
Era’s first real “mainline” aircraft; carried passengers and cargo on longer routes such as Anchorage–Bethel and Anchorage–Kodiak, often in challenging weather.
1970s–1980s
Piper Navajo
Twin piston aircraft for low-volume scheduled service and light cargo, bridging the gap between bush planes and larger turboprops.
1980s–1990s
Cessna 207
A true village lifeline; carried mail, groceries, and passengers to isolated settlements on some of Alaska’s shortest and roughest strips.
1980s–2010s
Beechcraft 1900C/D
Staple of commuter and EAS operations; served small towns on tight schedules, often as the only link to the road system.
1980s–2000s
Cessna 208 Caravan
A versatile passenger/cargo hauler; suited for mixed loads and flexible routing, frequently flown in marginal weather.
1980s–1990s
De Havilland Canada DHC-7 Dash 7
Four-engine STOL turboprop used on runways too short for most regional aircraft, including some Aleutian and bush destinations.
2010s–2025
De Havilland Canada DHC-8-100 (37-seat)
The backbone of the revived Ravn fleet under FLOAT Shuttle; served 12 key Alaskan destinations until the 2025 shutdown.
2010s–2025
De Havilland Canada DHC-8-300 (50-seat)
Single example used on higher-demand routes; offered more seats while retaining short-field capabilities.
Turbulence During the Pandemic
Ravn Alaska Dash 8s on the ramp at Ted Stevens Anchorage International Airport (ANC) | IMAGE: Ravn Alaska
In April 2020, COVID-19 grounded Ravn’s fleet and forced a Chapter 11 bankruptcy filing. The sudden halt stranded thousands in rural Alaska, prompting state and federal agencies to scramble for emergency service providers.
The airline’s assets were purchased later that year by California-based FLOAT Shuttle, which relaunched Ravn in late 2020 with a trimmed-down fleet of Dash 8-100s and a renewed focus on scheduled passenger service to 12 core destinations.
Modernization Dreams, Unmet
Under FLOAT ownership, Ravn leaned into a sustainability narrative, announcing a 2021 letter of intent for 50 electric short takeoff and landing (eSTOL) aircraft from Airflow. This was followed by an MOU with ZeroAvia to explore hydrogen-electric retrofits for its Dash 8 fleet. While the announcements generated industry buzz, neither project reached implementation before the airline’s final grounding.
Retrenchment and Fleet Pressure
A Ravn Alaska Dash 8 at Kenai Municipal Airport (ENA) in Kenai, AK | IMAGE: Ravn Alaska
By 2024, warning signs had returned. Ravn trimmed service to parts of the Aleutians, laid off 130 employees, and withdrew from certain Essential Air Service (EAS) routes. Then, in early 2025, the airline informed the US Department of Transportation of a “significant and unanticipated” reduction in available aircraft after Canadian lessor Avmax declined to renew leases on multiple Dash 8-100s.
With few viable replacements in the market and capital constraints limiting options, the network rapidly unraveled.
One of Ravn Alaska’s final route maps shows a drastically reduced intra-Alaska network | IMAGE: Ravn Alaska
A Silent Departure
A Ravn Alaska Dash 8-300 in the hangar at ANC | IMAGE: Ravn Alaska
The final shutdown came with little public forewarning. On 5 August 2025, Ravn stopped all flights and quietly informed regulators and partners. The rapidity of the exit contrasted sharply with the high-profile 2020 grounding.
Ravn was the artery between the bush and the world. When it stopped, everything slowed down.
Former Ravn Alaska pilot
For many in rural Alaska, the impact was immediate. As one former pilot described, “Ravn was the artery between the bush and the world. When it stopped, everything slowed down.”
Parent Company: New Pacific’s Narrower Horizons
Northern Pacific Airways launched in 2022 | IMAGE: Mike Killian Photo
Ravn’s parent company, New Pacific Airlines, remains operational but in drastically scaled-back form. Originally launched in 2022 under the name Northern Pacific Airways, the startup aimed to replicate the Icelandair model by connecting North America and Asia through Anchorage with a fleet of aging Boeing 757-200s, initially delivered to USAir in the early 1990s. However, persistent regulatory delays and shifting market conditions have kept the airline from launching scheduled service. Today, New Pacific operates only charter flights.
Interestingly, New Pacific’s own corporate heritage traces back to Ravn’s roots, founded on 20 June 1948, as Economy Helicopters. In a twist of aviation lineage, the same entity that began with a single Bell helicopter mapping Alaska has ended its scheduled passenger operations, now surviving only through its charter division.
Implications for Rural Aviation
A Ravn Alaska Dash 8 basking in the early spring sun after a winter of darkness | IMAGE: Ravn Alaska
Ravn’s demise underscores the fragility of high-cost, low-margin regional aviation in extreme geographies. Alaska’s vast distances, unpredictable weather, and heavy reliance on air service make carriers particularly vulnerable to fluctuations in fuel costs, aircraft availability, and labor markets.
While carriers such as Ryan Air, Grant Aviation, and Alaska Airlines’ Ravn Connect partners have stepped in to cover certain routes, no operator matches Ravn’s former scale. The long-term consequences for rural connectivity remain uncertain.
For much of its history, many Alaskans considered Ravn not just an airline but part of their state’s infrastructure. Its flight schedules were the lifeblood of villages, clinics, and supply chains across a state where road access is the exception, not the rule.
The Alaska skies are quieter now, but the need Ravn once met remains: urgent, constant, and still without a clear solution.
First things first: this post is strictly about aviation. It is not about politics, and we ask that comments and discussion focus on the unique aviation aspect of this event — specifically the Ilyushin Il-96.
A Rare Arrival on American Soil
Russian Federation Il-96 took the polar route from VKO-ANC | IMAGE: FlightAware
On Thursday, 14 August 2025, an Ilyushin Il-96-300PU — the VIP transport variant of Russia’s long-range four-engine Il-96 airliner — touched down at Ted Stevens Anchorage International Airport (ANC) just after sunrise.
Operating as Special Flight Detachment Rossiya 381 (RSD381), registration RA-96023, the jet departed Moscow Vnukovo (VKO) at 0750 local time, arriving in Anchorage at 0641 local time. The flight took a polar route across the Arctic to reach Alaska.
Such a routing required special airspace exemptions, as Russian-registered aircraft remain banned from American airspace under current restrictions. These exceptions are rarely granted, making today’s arrival particularly significant.
Multiple Russian Aircraft Heading to ANC
An Ilyushin Il-96 in flight | IMAGE: Fisch
While online speculation suggested President Vladimir Putin might have been aboard, the Kremlin denied this, stating that the flight carried an advance team and senior members of the Russian delegation, along with forward support and security personnel.
At the time of writing, at least three other Russian government flights — including two additional Il-96-300s (RSD171 and RSD308) — were inbound to ANC. A Bombardier Global Express (JTC9580) was also en route from Vnukovo.
It’s worth noting that, if President Putin were to arrive, Elmendorf — not ANC — would be the likely landing point. The same applies to US President Donald Trump, who is expected to arrive at Joint Base Elmendorf-Richardson (JBER) for Friday’s summit.
Summit Context and Geographic Significance
LITTLE DIOMEDE, Alaska – The native village of Little Diomede sits just 2.4 miles from the border of Russia and the United States | IMAGE: US Coast Guard Photo by Petty Officer Richard Brahm
The Trump–Putin meeting, set for 15 August at 1130 local time (1530 EDT), will take place at JBER, which is located roughly 14 miles northeast of ANC and just over eight miles from downtown Anchorage. Strategically, Elmendorf is only about 630 miles from Russia’s Chukotka region.
Only 2.4 miles and the International Date Line separate Russia’s Big Diomede Island from America’s Little Diomede Island in the Bering Strait, underscoring Alaska’s geographic proximity to Russia.
This will be the first time Trump and Putin have met on US soil, and the first time Putin has visited the United States in a decade.
The Aircraft: “Flying Kremlin” vs. Air Force One
A comparison of Russia’s Ilyushin Il-96-300PU “Flying Kremlin” vs USA’s VC-25A “Air Force One”
The Il-96-300PU (PU = Punkt Upravleniya, “Command Post”) is the Russian counterpart to the United States’ VC-25A Air Force One. Though about 50 feet shorter, the Il-96-300PU’s wingspan is slightly longer than that of the VC-25A.
Base Aircraft
Ilyushin Il-96-300PU: Based on the Ilyushin Il-96-300, first introduced in the early 1990s, powered by 4 × Aviadvigatel PS-90A turbofans, entirely Russian-built.
Boeing VC-25A: Based on the Boeing 747-200B, first introduced in 1990, powered by 4 × GE CF6-80C2B1 turbofans, globally recognized.
Size & Performance
Feature
Il-96-300PU
VC-25A
Length
181 ft 6 in (55.3 m)
231 ft 10 in (70.7 m)
Wingspan
197 ft 2 in (60.1 m)
64.4 m (211 ft 5 in)
MTOW
551,000 lb (~250,000 kg)
833,000 lb (~375,000 kg)
Range
6,835 mi (~11,000 km)
7,800 mi (~12,550 km)
Cruise Speed
Mach 0.80 (~850 km/h)
Mach 0.84 (~900 km/h)
Passenger Capacity (commercial version)
~262–300
~400+ (commercial), ~70–100 in VC-25A VIP layout
Special Modifications
Il-96-300PU: Secure communications, encrypted data links, conference rooms, private offices, medical facilities, defensive countermeasures, hardened electronics for EMP resistance, possible in-flight refueling.
VC-25A: EMP-hardened, secure satellite comms, aerial refueling, anti-missile systems, onboard medical suite, and extensive staff capacity.
Il-96 Visits to the US: Rare but Not Unprecedented
Rossiya – Special Flight Detachment Il-96-300PU | IMAGE: Bui Tuan Khiem
The Ilyushin Il-96-300 is an uncommon visitor to the United States, but not entirely absent:
Routine Diplomatic Flights: Several times a year for diplomatic staff rotations (per Russian MFA).
Notable Flights: March 2022 (Washington Dulles), June 2023 (New York/DC), December 2024 (New York/DC), June 2025 (New York).
Political and logistical constraints — particularly the airspace ban — mean that each appearance is an aviation event in its own right.
Ted Stevens Anchorage International Airport and Joint Base Elmendorf-Richardson
Joint Base Elmendorf-Richardson | IMAGE: By Airman 1st Class Andrew Britten – USAF – Public Domain
Ted Stevens Anchorage International Airport is a world-class cargo hub, but VIP arrivals of Russian four-engine aircraft are rare. Joint Base Elmendorf–Richardson (JBER) in Anchorage, Alaska, was formed in 2010 by merging Elmendorf Air Force Base with Fort Richardson. The installation spans approximately 25,899 hectares and serves as a major joint military hub. It hosts key units including the 673rd Air Base Wing, the 3rd Wing, the 176th Wing, and the headquarters for Alaskan Command, Alaskan NORAD Region, and other critical operational commands.
The 673rd Air Base Wing supports over 5,500 joint military and civilian personnel, operates one of the Air Force’s largest hospital facilities in the Pacific region, and provides comprehensive medical services to more than 35,000 servicemembers, dependents, and veterans. It also manages and maintains base infrastructure valued at roughly $11.4 billion.
Strategically located at the intersection of the Arctic and Asia-Pacific regions, JBER plays a vital role in air sovereignty, combat readiness, Arctic operations, and rapid global mobility. Its dual Air Force–Army structure enables integrated joint training, large-scale exercises, and rapid deployment capabilities unmatched by most U.S. installations.
JBER features two main runways:
RWY 06/24: 10,000 ft (~3,048 m)
RWY 16/34: 7,500–8,033 ft, being extended to 10,000 ft (~2,284–2,447 m)
Elmendorf is no stranger to hosting high-profile historic events. It hosted the 1971 meeting between President Nixon and Emperor Hirohito, the first-ever meeting between a US president and a reigning Japanese emperor.
Aerial image of Elmendorf AFB | IMAGE: By United States Geological Survey (USGS) – USGS The National Map, via MSR Maps (formerly TerraServer-USA), Public Domain
Feature
Details
Base
Joint Base Elmendorf–Richardson (JBER), Anchorage, Alaska
Total Area
~25,899 hectares
Host Units
673rd Air Base Wing, 3rd Wing, 176th Wing, Alaskan Command HQ, Alaskan NORAD Region HQ, other joint operational commands
Personnel Supported
~5,500 joint military and civilian personnel
Medical Support
Services for ~35,000 servicemembers, dependents, and veterans
Infrastructure Value
~$11.4 billion
Runway 06/24
~3,048 m (~10,000 ft), asphalt
Runway 16/34
Historically ~2,284–2,447 m (7,500–8,033 ft), extended in 2023 to 10,000 ft; final ILS installation pending
Extension Project
+2,900 ft; ~$309M; includes new taxiways, shoulders, lighting, grading, drainage; southern threshold shifted ~400 ft north; northern expansion ~2,500 ft underway
Strategic Role
Air sovereignty, Arctic operations, rapid global mobility, joint Army–Air Force training and deployment hub
Flight Restrictions
FAA TFR Notice for ANC region on 15 Aug 25 | IMAGE: FAA
The FAA has issued a Temporary Flight Restriction (TFR) for a 30-mile radius around Anchorage from 0915 to 1615 local time on Friday, 15 August. Commercial traffic at ANC should remain largely unaffected, but all pilots are urged to file flight plans and maintain radio contact. NORAD warns it will respond to any unauthorized aircraft entering the TFR.
A Vanishing Type
A Russian government Il-96-300 | IMAGE: By Sergey Riabsev – http://www2.airliners.net/photo/Russia-State-Transport/Ilyushin-Il-96-300/1148350/L/, GFDL 1.2, https://commons.wikimedia.org/w/index.php?curid=5896428
In the commercial world, the Ilyushin Il-96 is now a near-extinct species. Only Cubana still lists the type in its fleet, and even in their case, only two of the type exist (and only one is listed as active).
A Cubana Il-96-300 on approach to Beijing Capital International Airport (PEK) | IMAGE: By N509FZ – Own work, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=74238532
In Russia, just 18 Il-96-300s remain in active service, including 11 active airframes with the Russian government, tasked with official transport duties.
Born in the twilight years of the Soviet Union, the Il-96 was their answer to Western long-haul giants from Airbus and Boeing. It combined the spirit of Cold War engineering with ambitions of global reach, yet it never gained the international foothold its designers envisioned. That history makes its arrival in Anchorage not just rare, but a fleeting echo of another aviation era.
Whatever the geopolitical backdrop, the sight of a four-engine Russian widebody touching down at ANC in 2025 is a gift for spotters and us avgeeks. Even in an age ruled by efficient twin-engine airliners, an aircraft can still catch you off guard and spark a sense of wonder. For a brief moment on the tarmac, history, technology, and human curiosity converge, proving that aviation can transcend borders, bridging differences to unite those who share a passion for flight.
On 11 August, Spirit Airlines dropped a bombshell in its quarterly filing with the Securities and Exchange Commission: a going-concern warning.
For those who’ve read enough 10-Qs to know, that’s the big red flag no airline wants on its record. It’s essentially management’s formal admission that there is “substantial doubt” about the company’s ability to keep operating over the next 12 months without drastic changes or an infusion of cash.
For Spirit, this comes just five months after emerging from bankruptcy, making the timing particularly troubling.
Um, What Exactly is a Going-Concern Warning?
A Spirit Airlines Airbus A321neo | IMAGE: Spirit Airlines
In finance terms, a going-concern warning is more than just an “Uh-oh.” It’s the legal signal that the company might not make it another year under current conditions. Auditors and management issue these when they believe the business may struggle to meet its obligations, avoid default, or stave off liquidation.
As the filing spells out, Spirit “continued to be affected by adverse market conditions, including elevated domestic capacity and continued weak demand for domestic leisure travel in the second quarter of 2025, resulting in a challenging pricing environment.”
In Spirit’s case, the warning points directly to its post-bankruptcy debt agreements and a potentially deal-breaking issue with its credit card processor. The processor has told Spirit it will need more collateral to keep the partnership going after 31 December. Without that agreement in place, Spirit risks losing the ability to process ticket payments the way it does now, a nightmare scenario for any airline.
Spirit’s Tumultuous Few Years
A Spirit Airlines jet taxis past a JetBlue Airbus at the gate at Fort Lauderdale-Hollywood International Airport (FLL) | IMAGE: Photo by Randolph Rojas on Unsplash
Spirit’s current troubles are made more jarring by how quickly they have surfaced after its March 2025 bankruptcy exit. That restructuring trimmed debt and was meant to stabilize operations. It was also historic — Spirit was the first major U.S. airline to enter bankruptcy protection since American Airlines in 2011.
The airline had already endured a turbulent few years: failed merger attempts, a full bankruptcy process, and a partial reinvention of its product. Under then-CEO Ted Christie, Spirit moved to attract a more premium customer base. That meant rolling out a premium economy option, adding extra-legroom seating, revamping its frequent flyer program, and expanding partnerships to boost revenue per passenger. Those initiatives paid off better than expected compared to the “bare bottom” fares the ULCC was known for (remember when their bright yellow engines proudly declared Spirit was home of the “bare fare”?).
But the bigger picture was less rosy. In April 2025, Christie stepped down, and Dave Davis — formerly president and CFO of Sun Country Airlines — took over as CEO. Now Davis must confront a solvency crisis head-on.
The Market Is Not Playing Nice
A pair of Spirit Airlines Airbus aircraft at Myrtle Beach International Airport (MYR) | IMAGE: Myrtle Beach International Airport via Facebook
The Dania Beach-based carrier’s troubles go beyond internal challenges. The US domestic market is oversupplied with seats, particularly in the leisure segment where Spirit competes most aggressively. Compounding the issue are ongoing problems with Pratt & Whitney PW1100G-JM geared turbofan (GTF) engines, tied to contaminated powdered metal used in certain components. These issues have forced the grounding of numerous Airbus aircraft worldwide, further limiting available capacity. Layer onto that an economy showing signs of strain, and you have a recipe for weaker demand from budget-conscious travelers, who are often the first to scale back travel plans when times get tough.
Spirit has cut capacity by more than one million seats compared to last year, even as it has added destinations like Key West International Airport (EYW), Middle Georgia Regional Airport (MCN) in Macon, Georgia, Philip S. W. Goldson International Airport (BZE) in Belize City, Belize, and Owen Roberts International Airport (GCM) in Grand Cayman, Cayman Islands.
The airline has also announced it will furlough about 270 pilots and demote 140, beginning on 1 November. This contraction marks the third round of pilot furloughs or downgrades since September 2024.
Spirit Must Merge, Shrink, or Face the Endgame
Spirit Airlines Airbus A320neo | IMAGE: Spirit Airlines
Spirit’s filing makes it plain: without new cash, default looms. Management is weighing options, including selling additional aircraft, real estate, and even airport gates. However, they admit these moves may not be enough, conceding, “There can be no assurance that such initiatives will be successful.”
The options on the table sound familiar to anyone who has followed Spirit’s recent history: merge, shrink, or liquidate. The JetBlue deal died in 2024 after DOJ intervention. Talks with Frontier resumed last October, but Spirit rejected the offer, citing costs, risks, and the chance regulators would block it again.
Given the warning in the 10-Q, the window for Spirit to pull off a successful merger—or even a survival-level restructuring—is closing fast.
Spirit now finds itself at an unenviable crossroads. With a going-concern warning on record, a CEO just months into the job, and an airline model under pressure from both market oversaturation and macroeconomic headwinds, the next 12 months will determine whether the flying school buses remain a fixture at US airports or join the ranks of carriers that couldn’t make it through the turbulence.
Boeing’s C-97 Stratofreighter airlifter was first flown on 9 November 1944. A development of the B-29 Superfortress, the C-97 essentially shared the bomber’s wings, tail, and engines- at least at first.
But after the tenth airframe was completed, Boeing switched to the taller vertical tail assembly from the B-50. The video below was uploaded to YouTube by our good friends at AirshowStuffVideos. Enjoy!
The C-97 Stratofreighter Served for More Than 30 Years
Over the subsequent 31 years of service, C-97s would be converted for use as aerial tankers, medical evacuation transports, electronic warfare aircraft, and air-sea rescue platforms.
The world’s only airworthy C-97 Stratofreighter departs Floyd Bennett Field in November 2017 | IMAGE: BAHF
Starting Out as a Tanker
Owned and operated by the Berlin Airlift Historical Foundation (BAHF), the C-97G airlifter flew in 2017 for the first time in 15 years. Lovingly restored at Floyd Bennett Field in Brooklyn, New York, the C-97G flew again on 7 November 2017. Originally delivered by the United States Air Force (USAF) in 1954, the BAHF’s C-97G started life as a KC-97G aerial refueling tanker.
A C-97 Stratofreighter takes part in a midair refueling
Odd Jobs and a Unique Legacy
After serving for 20 years, the aircraft was retired to the boneyard at AMARG in 1974. After that, the aircraft’s odyssey included seizure by US Marshals, humanitarian flights to South Africa, and carrying cargoes of fish in Alaska. Today, the beautifully restored aircraft wears the colors of the only C-97 to participate in the Berlin Airlift- YC-97A 45–9595. You can learn more about the project here.
EDITOR’S NOTE (November 2025): This article first appeared on Avgeekery in November 2017. Since then, the Berlin Airlift Historical Foundation’s prized C-97G “Angel of Deliverance” has been parked at the Mid-Atlantic Air Museum in Reading, Pennsylvania, since 2019. But the foundation hasn’t given up on the last flyable Stratofreighter in the world. It sits in Reading awaiting an engine and inspection before it can return to the skies.Thankfully, it appears that after a years-long delay, plans are once again in motion.
After years of focusing on keeping its C-54 operational, the foundation is once again turning its attention to the C-97. In 2021, the group acquired a complete C-97G in Greybull, Wyoming, as a source for replacement parts, followed by the donation of two additional airframes. Those acquisitions make the foundation the world’s largest C-97 fleet owner with four aircraft.
The next step, which was set for sometime in 2025, is to recover and transport key components to support the restoration effort. It is part of what the foundation calls its Boeing C-97 “Tiger Team” initiative. You can read about the latest foundation update here.
Famed Apollo astronaut Jim Lovell has passed away at age 97. His legendary life and career touched many, even becoming a household name in 1970 when he radioed to Earth “Houston, we have a problem” and limped 250,000 miles home from the moon in a crippled spacecraft on Apollo 13.
NASA’s current acting Administrator Sean Duffy said Lovell died Thursday in Lake Forest, Illinois.
Famed Apollo Astronaut Jim Lovell has Passed Away 68
“NASA sends its condolences to the family of Capt. Jim Lovell, whose life and work inspired millions of people across the decades,” said Duffy. “Jim’s character and steadfast courage helped our nation reach the Moon and turned a potential tragedy into a success from which we learned an enormous amount. We mourn his passing even as we celebrate his achievements.”
Lovell’s family released the following statement:
Famed Apollo Astronaut Jim Lovell has Passed Away 69
“We are enormously proud of his amazing life and career accomplishments, highlighted by his legendary leadership in pioneering human space flight. But, to all of us, he was Dad, Granddad, and the Leader of our family. Most importantly, he was our Hero. We will miss his unshakeable optimism, his sense of humor, and the way he made each of us feel we could do the impossible. He was truly one of a kind.”
Lovell was a key player in NASA’s success reaching the moon
Tom Hanks of course would make Lovell famous to a new generation in the 1995 movie, but that wasn’t his only trip to the moon.
Famed Apollo Astronaut Jim Lovell has Passed Away 70
Apollo 13 was actually Lovell’s second moonshot. Lovell was a key player in NASA’s success reaching the moon. He also flew Apollo 8, the very first humans to fly to the moon. After all, someone had to prove humans could fly there at all, before Neil and Buzz could attempt the first landing.
Lovell and his crewmates on Apollo 8 were struck most by how beautiful Earth looked from the moon, and captured arguably one of the most iconic photos in history as they watched the Earth rise over the moon’s surface as they flew into “Earthrise”.
Famed Apollo Astronaut Jim Lovell has Passed Away 71
Lovell always looked back on that flight fondly, noting that they went to discover the moon, and instead they discovered Earth.
In total Lovell flew to space 4 times; twice with Apollo and twice before that on Gemini missions 7 and 12. Apollo 13 was his final space mission.
Lovell was a Navy fighter pilot
Before becoming an astronaut for NASA, Lovell was a Navy fighter pilot, with many achievement and awards for his service.
CHICAGO – FEBRUARY 11: Captain James A. Lovell, Jr. attends the Abraham Lincoln Presidential Library Foundation’s Lincoln Leadership Prize ceremony at the Four Seasons Hotel on February 11, 2010 in Chicago, Illinois. (Photo by Barry Brecheisen/WireImage)
According to his NASA bio, Lovell had numerous aviator assignments, including a 4-year tour as a test pilot at Naval Air Test Center, Patuxent River, Maryland as Program Manager for the F4H “Phantom” Fighter.
He also served as Safety Engineer with the Fighter Squadron 101 at Naval Air Station, Oceana, Virginia.
Lovell logged more than 7,000 hours flying time, with more than 3,500 hours in jet aircraft.
Enola Gay Was a Specially Modified Aircraft for an Unthinkable Secret Task
There once was a B-29 Superfortress bomber known to entire generations of Americans. That B-29, actually a B-29-45-MO, Army Air Forces serial number 44-86292, was built not by Boeing, but by the Glenn L. Martin Company at its plant in Bellevue, Nebraska. By no means unique but certainly rare, 44-86292 was one of the first 15 Silverplate B-29s. Specially modified to do an unthinkable but necessary job, this well-known B-29 was named Enola Gay- the B-29 that dropped the first atomic bomb.
Colonel Tibbets in Enola Gay. Image via USAF
Silverplates
Silverplate B-29s were modified to enable them to carry the atomic bombs of their day. Revisions to these special Superforts included pneumatically operated bomb bay doors, dual redundant British bomb attachment and release systems, improved Wright R-3350-41 Duplex-Cyclone turbo-supercharged radial engines with revised fuel injection and cooling systems turning reversible propellers, and the removal of the dorsal and ventral remote-controlled gun turrets. A weaponeer crew position was added in the cockpit area.
B-29 Enola Gay. Image via USAF
Hand-Picked by Tibbets Himself
Colonel Paul Warfield Tibbets Jr. personally selected 44-86292 while the aircraft was still being assembled at the Martin plant on 9 May 1945. Tibbets, the commander of the 509th Composite Group, later named the bomber Enola Gay after his mother.
After the B-29 was accepted by the United States Army Air Forces (USAAF) on 18 May 1945 it was assigned to the 393rd Bombardment Squadron (BS) of the 509th. The aircraft was flown to the 509th base at Wendover Army Air Field (AAF) in Utah, on 14 June 1945.
Colonel Tibbets with Enola Gay. Image via USAF
Wearing False Colors
Just shy of two weeks later, 44-86292 was on its way to Guam in the Marianas Islands. There the aircraft had its bomb bay modified, after which it was flown to North Field on Tinian on 6 July 1945. From there the bomber flew eight practice/training flights, usually flown by a different aircraft commander- Captain Robert A. Lewis.
Lewis also flew two missions in late July to drop 10,000 pound pumpkin bombs on industrial targets- first on Kobe and then on Nagoya. The tail identification markings on 44-86292 were those of a different squadron to maintain secrecy. On 31 July 1945, 44-86292 flew a rehearsal flight for the atomic bomb mission.
B-29 Enola Gay. Image via USAF
Squabble Over the Iconic Name
During preparations for the atomic mission on 5 August, Tibbets officially named 44-86292 Enola Gay. Allan L. Karl painted the name in the aircraft. This did not please Lewis, who believed as aircraft commander he was being slighted. Lewis flew the mission with Tibbets as co-pilot. The B-29 had to be lifted using a special rig so the atomic bomb could be loaded into its forward bomb bay. The B-29 departed North Field in the company of two other Silverplate B-29s: The Great Artiste, carrying instrumentation, and an additional B-29 to take photographs.
B-29 Enola Gay returning to North Field. Image via USAF
The Release and Return
The three B-29s proceeded to Iwo Jima, where they rendezvoused and set course for Japan. The three bombers arrived over Hiroshima with clear skies and unlimited visibility (CAVU) conditions at 32,333 feet altitude. The weapon, unarmed to that point in the mission, was armed, and the safety devices were removed.
Released at 0815 local time, the “Little Boy” bomb took 43 seconds to fall from 31,600 feet. Enola Gay traveled 11.5 miles before the shock waves from the blast were felt onboard. The plane returned safely to North Field at 1458 local time after 12 hours and 13 minutes in the air. Tibbets received the Distinguished Service Cross after the return of the Enola Gay.
B-29 Enola Gay post-mission. Image via Smithsonian National Air and Space Museum
Enola Gay Also Flew the Second Mission
Enola Gay was flown by a different crew as a weather reconnaissance ship during the Nagasaki mission on August 9th. After that the bomber did not fly another wartime mission. The 509th and Enola Gay flew stateside to Roswell AAF and operated there from November 1945 until May of 1946, when the plane flew west to another Pacific destination- this time Kwajalein for Operation Crossroads. 44-86292 was not selected to fly the mission to drop an atomic bomb on Bikini Atoll.
Later in 1946, it was removed from USAAF inventory and transferred to the Smithsonian Institution. The well-known bomber was then ferried from one Air Force Base to another until 1961, when Enola Gay was disassembled and trucked to the Smithsonian Institution storage facility in Suitland, Maryland.
B-29 Enola Gay restored. Image via Smithsonian National Air and Space Museum
Controversy Over History
Enola Gay was embroiled in controversy during the 1980s when veterans groups expressed interest in displaying the historic aircraft in Washington. Politics ensued, delaying display of the bomber until only the fuselage was displayed at the National Air and Space Museum (NASM) in recognition of the 50th anniversary of the Hiroshima mission- amid inevitable controversy. The aircraft was restored, completely assembled, and has since 2003 been on display at NASM’s Steven F. Udvar-Hazy Center.
B-29 Enola Gay. Image via Smithsonian National Air and Space Museum
The Crew of the Enola Gay
The crew of the Enola Gay on her 6 August 1945 mission were pilot and aircraft commander Colonel Paul W. Tibbets Jr., co-pilot Captain Robert A. Lewis, bombardier Major Thomas Ferebee, navigator Captain Theodore “Dutch” Van Kirk, weaponeer and mission commander Captain William S. Parsons, USN, radar countermeasures officer First Lieutenant Jacob Beser, assistant weaponeer Second Lieutenant Morris R. Jeppson, tail gunner Staff Sergeant George R. “Bob” Caron, flight engineer Staff Sergeant Wyatt E. Duzenbury, radar operator Sergeant Joe S. Stiborik, assistant flight engineer Sergeant Robert H. Shumard, and VHF radio operator Private First Class Richard H. Nelson.
Alaska Airlines continues its expansion of international operations as it announced two new nonstop routes from Seattle. Beginning in spring of 2026, Alaska will launch service from its Seattle Hub to London Heathrow and Reykjavik, Iceland. The service to London will be operated utilizing Alaska’s Boeing 787-9 that were acquired during the acquisition of Hawaiian Airlines in 2024.
New Service, New 787 Livery For Fleet
Alaska Airlines Adds Service To London and Iceland, Debuts New 787 Livery 83
The service to London will be operated utilizing Alaska’s Boeing 787-9 that were acquired during the acquisition of Hawaiian Airlines in 2024. Each flight will be equipped with 34 fully enclosed lie-flat business class seats alongside coach service.
As part of unveiling the service offering to London, Alaska also unveiled their new livery for the Boeing 787 fleet. Alaska’s striking global exterior design will be featured on our growing fleet of up to 17 widebody 787 Dreamliner aircraft inherited from Hawaiian. Alaska states that their new design is inspired by their heritage as they make a dedicated effort to expand to new regions around the globe.
Reykjavik new flights will be operated from Seattle with Boeing 737-8 MAX aircraft.
These new additions mark Alaska’s fourth and fifth long haul intercontinental destinators from Seattle for Alaska Airlines. This service enhancement is part of Alaska’s broader effort to introduce 12 such routes by 2030.
Alaska Airlines Adds Service To London and Iceland, Debuts New 787 Livery 84
Statement from Alaska Airlines CEO on new service
Alaska CEO shared his thoughts on the new service in a press release.
“With these bold moves, we are accelerating our vision to connect our guests to the world. We are seizing this moment to redefine the international experience and level up. And we’re doing it with the same relentless focus on safety, care and performance that’s always defined us. I’m so proud of how our people continue to step up and deliver as we push ahead on these initiatives, with even more to come.”
Schedules, pricing, and booking details will be released later this fall. Interested travelers can register for early notifications on their website.
When the US Air Force began planning for a manned orbital re-entry vehicle, it also identified a need to develop systems to allow crews to bail out from orbit. The development of the X-20 Dynasoar was one of the first of these aircraft. Engineers came up with three unique designs for bailout systems: the Paracone, the Moose, and the FIRST Glider.
The X-20 Dyna-Soar was an Early Design of a Reusable Orbital Spacecraft
In the 1960s, the Air Force and NASA were focused on developing reusable spacecraft or spaceplanes. The goal was for them to be launched by a rocket and then land like an airplane. One of these designs was the Boeing X-20 Dyna-Soar (Dynamic Soaring).
Photo showing relative size of X-20 Dyna-Soar. | Image: U.S. Air force
The Air Force plan was for the X-20 to be an orbital spacecraft. It would travel in the exoatmosphere, about 62 miles above sea level, a boundary level between Earth’s atmosphere and outer space. Flying at this level, the X-20 would gradually descend and then rely on its speed and the lift from its wings to bounce or skip to a higher altitude.
Eventually, the speed would reduce, and the X-20 would re-enter the atmosphere and glide to a landing in a similar way as the Space Shuttle decades later. While developing the X-20, engineers identified the need for it to have a system for pilots to bail out from orbit following a major system failure or even an enemy attack.
Douglas Paracone Allowed the Pilot to Re-enter With Only The Seat
In 1963, the simplest design allowing pilots of the X-20 and similar vehicles to bail out from orbit was the Douglas Paracone. This system was basically the pilot and his seat. After separating from the aircraft, the device would have a small solid rocket motor attached to struts above the pilot’s chest. The system also had cold jet thrusters, which the pilot would use to turn so he was facing in the proper orbital direction.
Diagram showing the Features of the Douglas Paracone System, which allowed Pilots to Bail Out From Orbit. | Image: Projectrho.com
Next, the pilot began the procedure to bail out from orbit by igniting the rocket motor, and it would fire for 60 seconds, initiating the re-entry. The motor would then separate from the seat, and a lightweight Teflon-coated fabric shell would deploy around the pilot. Engineers determined the heat during the re-entry would not exceed the capacity of the pilot’s life support system.
Paracone Drawing | Image: astronautix.com
The total weight of the Paracone and pilot would be about 500 pounds. The Paracone would reach 9.6 G’s during the bailout and come down without a parachute. Its terminal velocity would reach just 26.1 miles per hour and impact the ground, similar to the impact pilots would experience with conventional ejection seats.
Pilots Would Descend in Coffin-Sized General Electric Moose
The General Electric Moose was another system designed to allow pilots to bail out from orbit. Tested in 1963, it was basically a flexible, folded heat shield that the pilot would deploy by pulling a cord. The pilot also wore a chest-mounted parachute. Then the system would unfurl the shield into proper shape and surround the pilot’s back with a form-fitting polyurethane layer.
Deployment of Moose Bailout System. | Image: Public Domain
The pilot would use a small, hand-held gas device to maneuver the Moose to the correct angle for the re-entry and then fire a solid rocket motor. Once the pilot reached the atmosphere, he had the option of staying with the shield and landing on land or water, and the polyurethane foam would absorb the impact. The pilot also had the option to jettison the shield and make a parachute landing.
Much like with the Paracone, engineers determined that the heat during re-entry with the Moose would not exceed the limits of the pilot’s space suit backpack. General Electric initially designed it for a single pilot to bail out from orbit, but they also considered larger systems that could accommodate three or more crew members.
Aerojet FIRST Glider Allowed Pilots to Leave Orbit on Inflatable Wings
The Aerojet FIRST (Fabrication of Inflatable Re-entry Structures for Test) was a glider designed in 1960 to allow pilots to bail out from orbit. It had inflatable, flexible wings and a coffin-sized cylinder, and the entire system would be carried in a cylinder attached to the exterior of a spacecraft like the X-20. The wings were wire fabric impregnated with silicone.
FIRST Re-entry Glider | Image: Astronatix.com
In an emergency, the pilot would enter the cylinder, seal its hatch, and separate from the spacecraft. The wings would then inflate, and the pilot would use a gas system to adjust the angle of the FIRST for re-entry. A rocket would then fire for the re-entry.
Back in the Earth’s atmosphere, the glider would be moving close to the speed of sound at about 27,000 feet in altitude. Its landing speed would drop to about 24 mph, and just before touching down, it would be moving at just 5.59 mph.
In the event of an equipment failure, the pilot could blow the cylinder open, exit, and descend under his own parachute.
Late in the 1960s, as the Air Force and NASA turned to more modern aircraft and spacecraft, and the Paracone, Moose, and FIRST Glider programs were cancelled.
The Lockheed L-1011 Was Unable to Stay Aloft Due to Wind Shear
On 2 August 1985, a Delta Air Lines Lockheed L-1011-385-1 Tristar registered N726DA and operating as Delta Flight 191, was approaching Dallas/Fort Worth International Airport runway 17L. The flight had originated at Fort Lauderdale-Hollywood International Airport (KFLL) near Miami in Florida and was ultimately bound for Los Angeles International Airport (KLAX) in California. Delivered to Delta Air Lines on 28 February 1979 and powered by Rolls-Royce RB211-22B high-bypass turbofan engines, Delta 191 had left KFLL at 1410 local time that fateful day.
Delta L1011. By Aero Icarus from Zürich, Switzerland (12bl) [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
Experienced Flight Crew Knew Their Business
The flight crew for this flight consisted of 57-year-old pilot Captain Edward N. Connors, 42-year-old co-pilot First Officer Rudolph P. Price, and 43-year-old Flight Engineer Nick Nassick. Between them, the crew had more than 40,000 hours of flight time, 8,700 of them in L-1011 type aircraft. Connors, in particular, was described as a meticulous pilot who strictly adhered to company policies and welcomed suggestions from fellow crew members. But it was the flight crew who ultimately decided the fate of Delta 191.
Delta L-1011. By Aero Icarus from Zürich, Switzerland [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
Flight Was Slightly More Than Half Full
The flight that day was far from full. The passenger cabin had a capacity of 246 passengers. Thankfully, in addition to eight flight attendants on the aircraft, there were a total of 152 passengers in the cabin when Delta 191 left Florida bound for Texas. En route weather was a concern right away; the flight was filed under Instrument Flight Rules (IFR) and the crew of Delta 191 was informed prior to departure that scattered rain showers and thunderstorms were forecast for the Dallas vicinity- like most August days. As the flight progressed westward from Fort Lauderdale, the weather in the Dallas area deteriorated- like many August days.
Delta L-1011. By Aero Icarus from Zürich, Switzerland [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)], via Wikimedia Commons
Flying Around Weather Inbound from the East
Passing New Orleans, the crew decided to deviate north from their intended route to avoid storms. After holding over Texarkana, DAL 191 was cleared into the Dallas area. DAL 191 was then forced to deviate around isolated thunderstorms along the approach path to KDFW. Finally cleared for an Instrument Landing System (ILS) approach at 1802, the L-1011 flew through rain without incident north of KDFW before the control tower remarked that there were variable winds north of the airport due to a rain shower. DAL 191 flew through that rain shower, too.
Image via AP
When the Air is Sinking, Climbing Isn’t Enough
While preparing for landing, DAL 191 had just completed their landing checklist and extended landing gear when the aircraft entered another storm cell. The air was descending inside the storm cell, and it simply couldn’t support the jet as it flew through. With their aircraft robbed of lift, the crew reacted predictably, inputting controls for climbing the aircraft and throttling up the engines, but it wasn’t enough.
At 1805, the aircraft touched down on its landing gear in a plowed field more than a mile from the airport and more than a hundred yards east of 17L centerline. Unable to get airborne again due to the descending air, the jet rolled across the plowed field, trying to get back in the air as it approached Texas Highway 114- an airport perimeter road.
Image via AP
Carnage on the Ground as the Jet Careens Across Terrain
When the aircraft got to Highway 114, it first struck a streetlight. Engine number one struck a vehicle on the highway, decapitating the driver. Then the jet continued southward, hitting two more streetlights.
At that point, N726DA began breaking up. Losing its port-side horizontal stabilizer, engine cowling parts, elevator and flap parts, and nose gear, the jet grazed a large water tank. It struck a second, which rotated the fuselage counterclockwise.
There was fuel fire observed coming from the port side wing root, which spread to the cabin interior. The impact with the second water tank and the fuel fire destroyed the entire forward portion of N726DA, all the way back to where the tail section separated from the rest of the aircraft.
Image via AP
Many Survivors Were Seated Aft in the Tail Section That Broke Off the Jet
Separated from the rest of the aircraft when it contacted the first water tank, the tail section contained the only two survivors who had no injuries, and all ten who had minor injuries. The starboard side of the tail section was the best place to be. Everyone seated forward of row 20 was killed. Few survivors emerged from the section between row 20 and row 33, where the tail section separated.
Had the flight been full, the result would certainly have been far worse. As it happened, 136 of the 163 souls on board DAL 191 died as a result of the crash that day in Dallas. Two injured passengers died months after the crash. Of the crew, only three flight attendants survived.
Image via Star-Telegram/AP
Bringing Wind Shear and Microburst into the Vernacular
The National Transportation Safety Board concluded that the crash occurred due to pilot error, in that the pilot flew the aircraft into a thunderstorm. Other factors, most importantly the weather itself, obviously contributed. The crash brought the terms wind shear and microburst into mainstream vernacular. Commercial airliners were soon required to be equipped with Doppler wind shear detection and alert systems. The Delta 191 tragedy wasn’t the last aviation accident caused by wind shear and/or microburst, but it certainly increased focus on the phenomenon. Delta retired the last of their Lockheed L-1011 Tristars in 2001.
Image via AP
The Video (With ATC Transmission Audio)
This video with cockpit and ATC transmissions was uploaded to YouTube by Alec Joshua Ibay.
While JetBlue’s news of pending route cuts, its Blue Sky Alliance with United approval, and the offloading of assets have been in the news lately, the carrier has also been busy behind the scenes refining its onboard experience.
This fall, the New York-based carrier is rolling out a slew of updates that double down on what makes JetBlue, well, JetBlue: curated entertainment and food that punches above its weight. The updates reflect JetBlue’s continued push to differentiate the inflight experience through content curation and premium food partnerships.
The changes offer a look at how JetBlue is evolving its cabin strategy across both core and Mint experiences in an environment where premium is king.
Let’s take a look at what JetBlue is unveiling this fall.
Strategic Content: YouTube Comes to Seatback Screens
IMAGE: JetBlue
JetBlue will become the first US carrier to offer Chicken Shop Date, the cult-favorite YouTube interview series hosted by Amelia Dimoldenberg, as part of its seatback entertainment lineup. Featuring high-profile guests like Andrew Garfield and Cher, the series introduces a new tone of in-flight content…one that leans into viral, personality-driven media rather than traditional licensed film and TV.
This is part of JetBlue’s broader effort to modernize its content mix and appeal to younger demographics. The airline continues to prioritize free, seatback entertainment as a core brand pillar, a contrast to the bring-your-own-device model adopted by many domestic competitors.
Family and Franchise: Building Out the Kids’ Portfolio
IMAGE: JetBlue
For those flying with little ones, JetBlue’s got great news: Bluey is landing onboard in September. The Aussie animated hit is a parent-pleaser, and its absence until now was a bit of a head-scratcher.
JetBlue reports over 40 children’s films and 230 episodes of children’s TV currently available, supported by its partnership with Nickelodeon. This partnership brings recognizable content like PAW Patrol and SpongeBob SquarePants into the cabin. As leisure travel remains strong and family travel continues to rebound, expect this kind of kid-centric media investment to remain a key differentiator on domestic routes. And I’ll be honest: as a father of a young son, I couldn’t be happier to hear this news!
Content is also being shaped thematically around the calendar, with new categories like Class Is in Session for back-to-school season and JetBoo returning for Halloween. Hispanic Heritage Month in mid-September will see a focused rollout of titles like In the Heights, Coco, and Flamin’ Hot, according to a JetBlue press release.
For Real Life? Bluey Joins the Party
JetBlue Airbus A321 Aircraft
Still no word on whether JetBlue will be adding Magic Claws to its lineup in inflight entertainment. However, for those flying with little ones, JetBlue’s got great news: Bluey is landing onboard in September. The Aussie animated hit is a parent-pleaser, and its absence until now was a bit of a head-scratcher.
With over 40 kids’ movies and 230 episodes of shows like PAW Patrol and SpongeBob SquarePants already in the mix, thanks to their Nickelodeon tie-up, JetBlue’s clearly betting on keeping families happy.
They’re also getting creative with themed content. Expect “Class Is in Session” for back-to-school season, “JetBoo” for Halloween spooks, and a nod to Hispanic Heritage Month with films like In the Heights, Coco, and Flamin’ Hot. It’s a smart way to keep the inflight vibe seasonal and inclusive, especially as family travel stays hot.
Mint Menus Get a Glow-Up with Charlie Bird
If you’re lucky enough to snag a Mint seat, JetBlue’s premium cabin is getting a culinary refresh via its partnership with NYC’s Charlie Bird. The new menus are all about seasonal, chef-driven dishes that make you forget you’re eating on a plane.
Breakfast might mean farro pancakes with roasted apples, avocado toast with a peppery kick, or baked eggs in a chickpea-pomodoro sauce. For lunch or dinner, passengers will enjoy such selections as sweet corn soup with brown butter, a juicy flat iron steak with summer squash caponata, or baked rigatoni loaded with mushrooms.
These are rolling out on select Mint routes, especially transatlantic ones, where competition for premium passengers is intense and the food offering can be a key brand differentiator.
Core Cabin Gets a Boost on Transatlantic Flights
IMAGE: JetBlue
Even in the main cabin, JetBlue’s not skimping—especially on transatlantic routes. They’ve teamed up with Dig Inn to serve dishes that feel more “fresh market” than “airplane food,” with the aim of bridging the gap between traditional buy-on-board and complimentary service with dishes focused on health-forward, fresh ingredients.
New breakfast items include coconut yogurt with pineapple compote and pumpkin seed granola, while main meal options range from sesame noodles with grilled chicken to a chicken grain bowl with cucumber yogurt.
It’s a nod to what travelers want these days: healthier, cleaner ingredients that don’t feel like an afterthought. On long-haul flights, this kind of menu can make all the difference.
JetBlue Aims to Stand Out in a Sky Full of Competitors
IMAGE: JetBlue
For JetBlue, these updates aren’t just about keeping passengers entertained or well-fed…and I’ll be the first to say that the new offerings sound delicious. Rather, they’re part of a long-term brand strategy to position the airline as a service-oriented alternative in both the domestic and transatlantic markets.
While JetBlue’s competitors continue to optimize for cost through streaming-only content and pared-down food options, JetBlue is betting on tangible onboard investments to build loyalty.
With Chicken Shop Date, Bluey, Charlie Bird, and Dig Inn all making their debuts this fall, JetBlue continues to fine-tune its product offering for specific customer segments: young travelers, families, and premium flyers.
Whether that translates into market share gains or brand affinity remains to be seen, but JetBlue’s approach is clear: It believes the onboard experience still matters.
For travelers, this is fantastic news. For moms and dads, this is GREAT news! And we hope that other airlines follow suit.
For full listings and menu details, visit JetBlue’s website.
People on Delta flight 56 from SLC to Amsterdam got more than they bargained for on July 30. After reaching cruising altitude the plane pushed into a region of stormy weather, where it hit major turbulence and diverted to Minneapolis. 25 people were sent to the hospital, including 7 flight attendants.
Weather radar and flight tracking from the website FlightRadar24 showed other airliners avoiding the weather. For whatever reason, flight 56 did not. Weather radar is always delayed several minutes, but the environment ahead was no mystery.
This was no ordinary turbulence
credit FlightRadar24.com
Flight tracking showed changes in altitude consistent with severe turbulence, even dropping 1,000ft at one point as they flew across WY. They experienced 3 incidents of severe turbulence, each worse than the previous.
A passenger who spoke with SLC news station Fox 13 said the FA were serving passengers when they hit the first turbulence event unexpectedly, sending the FA and their service carts airborne.
After that, anyone who was not in their seats with seatbelts on would pay the price if the turbulence happened again. It did, sending anyone not in a seatbelt into the ceiling.
https://youtu.be/tR08ZLGa7m4
“Every one of them flew and hit the ceiling, the beverage carts also flew into the air,” said the passenger. “Any items that were loose in the cabin got thrown everywhere. The plane is a mess, covered in liquids and service items.”
FAA is investigating
The FAA is now investigating to figure out why this happened. It’s unclear if the flight crew ever asked ATC to deviate around the stormy weather.
The United States, Germany, and France have experimented with tail-sitter aircraft. Designed to have vertical takeoff and landing (VTOL) capabilities, these aircraft did not make it past the experimental stage. Military planners wanted these aircraft to be able to operate from small, dispersed airfields instead of large, potentially vulnerable main operating bases.
In the 1940s, the United States and other allied air forces studied VTOL tail-sitter aircraft as a potential solution to the threat of Soviet attacks. The idea was that these jets could operate from roads, small airfields, and even ships instead of from large bases.
Convair and Lockheed Receive Contracts to Develop VTOL Tail-Sitter Aircraft Designs
In 1947, the US Air Force and Navy awarded contracts to Convair and Lockheed to explore vertical takeoff and landing (VTOL) technologies using tail-sitter aircraft designs. Convair developed the XFY-1 Pogo, while Lockheed created the XVF-1. Both aircraft were powered by the Allison YT40-A-14 turboprop engine, which combined two T38 gas turbines to drive a standard gearbox. This gearbox powered a pair of three-bladed, coaxial propellers—two propellers mounted on the same axis, one inside the other, rotating in opposite directions.
Convair XFY-1 PogoTail-Sitter Aircraft During a Test Flight. | Image: National Air and Space Museum
Both tail-sitter aircraft could take off vertically, hover, transition to horizontal flight, and then return to vertical for landing. However, designers and pilots encountered similar problems with both designs. Pilots experienced control and stability problems with both. Perhaps the most significant issue was determining their rate of descent when landing.
Lockheed XVF-1 | Image: VTOL.org
Convair and Lockheed only built one prototype each. Eventually, after multiple technical problems and the need for specially trained pilots, both programs were canceled by 1955.
Ryan X-13 Tail Sitter Designed For Use on Submarines
Another tail-sitter aircraft was the Ryan Aeronautical X-13 Vertijet. In 1947, the US Navy awarded Ryan a contract to study the concept of a VTOL fighter that could operate from a submarine.
Ryan designed an unmanned demonstration aircraft with an Allison J33 jet turbine engine. It had a ball-mounted exhaust nozzle to provide control while hovering. Engineers then converted a B-47 fuel tank into a cockpit and attached it to the engine. On 24 November 1953, pilot Peter Girard took off in the first-ever manned hovering flight in a jet aircraft.
Eventually, as with many experimental aircraft projects, funding ran out, and the Navy canceled it, but that was not the end of the concept. The US Air Force then became interested in the idea of a tail-sitter aircraft and, in 1954, awarded Ryan Aeronautical a contract to build two demonstrators, which they called the X-13 Vertijet.
US Air Force Revives Ryan X-13 Project
As with the earlier ideas, the Air Force was interested in operating the aircraft from minimal, widely dispersed airfields. Ryan also designed a trailer that could tilt vertically for takeoffs and landings.
Ryan X-13 Vertijet in its Takeoff Position | Image: media.defense.gov
The aircraft was attached via a hook to a cable prior to taking off. Takeoffs and landings were complex. Once the pilot applied enough throttle, the jet lifted until its nose hook separated from the recovery cable attached to the trailer. Next, the jet backed away from the trailer and accelerated vertically.
Landings were even more difficult for pilots. They had poor visibility and found it almost impossible to determine their altitude as they neared the trailer. Communicating with ground crews, the pilots would slowly reduce throttle until the nose hook caught the cable.
Image of X-13 Flight Profile | Image: media.defense.gov
During flight, the Vertijet could shift from vertical to horizontal and fly. However, the Air Force found that its performance could not match that of other fighters. The Air Force also decided that its bases were essential for large-scale operations and that they could be protected and made survivable from enemy attack. These factors led to funding being cut off for the project in 1958.
Germans Experiment with Tail Sitter During World War II
The United States was not the first nation to study these aircraft. During the Second World War, Germany drew up plans for a VTOL tail-sitter aircraft called the “Triebflugel” or “thrust-wing fighter.” They were interested in using the aircraft as a fighter-interceptor to counter US and British bombers. The design featured three airfoils instead of true wings. The airfoils were mounted on a rotating collar, and they would have ramjet engines on their tips.
Plastic Model of German Triebflugel. | Image: Scalespot.com
The Germans may have done some wind tunnel testing of the Triebflugel before the war ended, but they did not build a full-scale prototype. People are still curious about the unique design of the Triebflugel and often build it from plastic scale model kits.
French Tail-Sitter Design Another Failure for the Concept
On its final mission, on 25 July 1959, the pilot was supposed to transition back to a hover at 2000 feet and descend to a landing. The tail-sitter aircraft could not achieve its hover and began dropping too quickly. It began to oscillate uncontrollably, and the pilot ejected at 150 feet, receiving serious injuries. The Coléoptère then rotated to a 50-degree angle, accelerated, and crashed. The French eventually followed the United States in moving away from the tail-sitters and shifted to the development of new fighter designs.
America’s ultra-low-cost (ULCC) airlines are on a roll. Breeze Airways, Frontier Airlines, and Allegiant have all unveiled significant route expansions for late 2025/early 2026, reinforcing their shared strategy of targeting underserved airports, secondary cities, and leisure-heavy markets.
Breeze continues its aggressive expansion, planting its flag in new cities like Tri-Cities, TN, and Lincoln, NE. Frontier is bulking up at New York-JFK. Allegiant is launching another wave of seasonal Florida service. Together, these moves indicate that America’s ULCCs are not backing down from point-to-point flying and regional growth anytime soon.
Here is what you need to know about the ULCC expansion.
Breeze Airways Keeps Up the Momentum: 7 New Routes and 2 New Cities
IMAGE: Breeze Airways
Breeze Airways is adding another layer to its growing route map, focusing on point-to-point leisure and regional expansion. The airline will soon launch seven new routes, including first-time service to Tri-Cities, TN (TRI) and Lincoln, NE (LNK), adding two more pins to its rapidly expanding network.
New Breeze Routes:
TRI to Washington Dulles (IAD)
TRI to Orlando (MCO)
LNK to Orlando (MCO)
Raleigh-Durham (RDU) to Portsmouth, NH (PSM)
Manchester, NH (MHT) to Myrtle Beach (MYR)
Fort Myers (RSW) to Albany (ALB)
Fort Myers (RSW) to Rochester, NY (ROC)
These additions are classic Breeze: skipping the hubs and connecting city pairs on a less-than-daily schedule that the majors often overlook. The Tri-Cities and Lincoln additions push Breeze closer to CEO David Neeleman’s goal of serving 150 cities by 2030.
Frontier Goes Big: 15 New Routes, Two New Cities, and JFK Growth
Frontier Airlines Airbus A320 neo
Frontier is making waves with its latest announcement, which will add a whopping 15 new routes, two brand-new destinations, and even more growth at JFK. The growth at JFK is somewhat interesting, as it is a relatively premium base for a ULCC. Still, Frontier must sniff an opportunity for growth there, or they wouldn’t be going in.
Notable New Frontier Routes:
Atlanta (ATL) to Omaha, NE (OMA) and Richmond, VA (RIC)
Dallas-Ft.Worth (DFW) to Charleston, SC (CHS), El Paso (ELP), Tucson (TUS)
Tampa (TPA) to Kansas City (MCI), St. Louis (STL)
Phoenix (PHX) to San Antonio (SAT)
Denver (DEN) to Tulsa (TUL), Richmond (RIC), Corpus Christi (CRP)
Newark (EWR) to Chicago Midway (MDW)
JFK to Chicago O’Hare (ORD) and Denver (DEN)
The additions of Corpus Christi (CRP) and Richmond (RIC) expand Frontier’s reach into markets with relatively light ULCC coverage. Flights from DEN to both cities will operate 2x weekly starting in October.
At JFK, Frontier is now operating 10 routes, which is a significant footprint for a ULCC at one of the country’s busiest and most premium-focused airports. JFK to Chicago and Denver will launch later this fall, each operating less than daily.
Allegiant Joins the Party: A Midwest–Florida Winter Surge
A new Allegiant Boeing 737 MAX 8 over the Florida coast | IMAGE: Allegiant
Not to be outdone, Allegiant is rolling out a wave of seasonal service connecting the Midwest to Florida in time for snowbird season. Based on the newly released schedule, Allegiant will add over a dozen new round-trip routes beginning in mid-November 2025. Amid the flurry of route additions is one new city for Allegiant: Fort Myers (RSW).
New Allegiant Routes (Starting 12-21 November 2025):
Allentown, PA (ABE), Appleton, WI (ATW), and Des Moines, IA (DSM) to Fort Myers (RSW)
Fort Lauderdale (FLL) to Fort Wayne, IN (FWA)
Nashville (BNA) to Gulf Shores, AL (GUF)
New Orleans (MSY) to Punta Gorda, FL (PGD)
Sarasota, FL (SRQ) to Toledo, OH (TOL)
Other new pairings include PGD–MSY, RSW–DSM, and FWA–FLL, with a focus on warm-weather escapes and secondary airports. For those who’ve followed Allegiant over the years, you know this approach has long been a cornerstone of their strategy.
What’s clear here is a coordinated bet on leisure travel peaking late Q4 into the holidays. Unlike Breeze and Frontier, Allegiant’s routes start just in time for Thanksgiving getaways.
Contrast with Avelo: A Strategic Retreat from the West Coast
Breeze Airways Airbus A220 and Avelo Airlines Boeing 737
In a sharp contrast to these expansion stories, Avelo Airlines recently announced it will end West Coast service by early December 2025, including its base at Burbank (BUR). The move follows what the airline cited as high costs and stiff competition in the West.
Instead, Avelo is focusing future growth on East Coast and Florida markets—though with Breeze, Allegiant, and Frontier all doubling down in those regions, the competition may just be heating up again in a different neighborhood.
You can read more about Avelo’s West Coast exit here.
ULCCs Double Down Where Others Cut Back
IMAGES: Allegiant/Avelo/Breeze/Frontier via Facebook, Spirit via Photo by David Syphers on Unsplash
While legacy carriers continue to trim regional operations and consolidate, America’s ULCCs are taking a different approach by doubling down on underserved cities, adding seasonal point-to-point flights, and even challenging big boys at airports like JFK.
Even Spirit Airlines joined the party last week, announcing new flights from Macon, GA (MCN) and Key West (EWY) to its FLL hub. Spirit will operate the flights two and four times weekly, respectively.
From new cities like Lincoln and Corpus Christi to expanded frequencies from Fort Myers and Denver, the trend is clear: low-cost flying isn’t going anywhere—and in fact, it’s going everywhere.
A Guide to Overcoming Medical and Financial Challenges in the Sometimes Overwhelming Journey from Enlisted to Airline (E2A)
Avgeekery is proud to partner with Erik Sabiston to share a series of articles on how to become a pilot in the aviation industry. Erik was founder of RTAG, an organization that has helped thousands of pilots and non-pilot military members turn their experiences into a professional career in aviation. He is also an airline pilot, founder of the highly successful Make the Donuts podcast, and has led multiple aviation-related businesses to success.
Stay tuned for a comprehensive reference series geared towards other specific groups, such as helicopter pilots, fixed-wing military aviators, and enlisted/non-aviator officers interested in transitioning to military flight school. For now, get ready to learn how to bankroll your wings without selling that deployment car you bought at 35% interest (We kid…)
Protect Your FAA Medical: Scrub Before You Soar
IMAGE: FAA
E2A folks, before you chase those wings, scrub your medical records like you should have scrubbed your first enlistment contract. Service members’ records can hide erroneous info (think “heart arrhythmia”) inadvertently entered under your name.
Catching mistakes now saves time and cash later by spotting conditions that could ground you. It also allows you to expunge errors or fix issues before they become disqualifying.
You’ll need someone with experience to review your medical history. Trying to decipher it yourself is like reading NOTAMS. I’d rather watch an apple core turn brown.
Veteran Service Organizations (VFW, American Legion, DAV, etc.) can actually help find all the stuff lurking on those pages before the FAA hears about it. Hotlines like the AOPA Medical Certification service (membership may apply) or experienced aviation medical examiners can provide quick, often free consults. Got a tricky medical issue?
Don’t wing it. Reach out to pros like Wingman Med for expert help navigating FAA red tape. If you need a special issuance, it’ll move through Oklahoma City about as fast as MRE cheese spread does through your lower intestine, but at least your military paycheck will keep the bills paid while you wait.
You good now? Then go get that Class 1 FAA medical ASAP
IMAGE: AOPA
Too many folks on the journey from enlisted to airline pilot drop a fortune on training only to crash into a mountain of medical problems when it’s time to go get a job. Don’t be that guy who finds out post-ATP/CTP that the FAA doesn’t want you flying commercially if your PTSD diagnosis makes it sound like you’re still suffering from major issues. Start now, or you’ll be stuck on the ground, still watching others live the life that you wanted.
Below, I’ll walk through the three routes that you can take to arrive at your eventual goal…the cockpit. Feel free to read the details on all the options below. Or, if you already know your path, feel free to click ahead to read more info on how to achieve it.
Enlisted to Airline: Show Me the Money (Collegiate Route)
The flightline at Infinity Flight Group in Trenton, NJ. Infinity is a great resource for those going from Enlisted to Airline. | IMAGE: Infinity Flight Group
Flight training runs $80,000-$150,000, more than a military toilet seat (barely). But if you’ve endured a Med Cruise, you can handle this. Enlisted and non-aviator officers have access to benefits that civilians would kill to have if they weren’t so afraid of, well, killing. No, a four-year degree is no longer a requirement, but it’s still good to have. Let’s unpack this duffel bag and get you airborne.
Collegiate Route Funding Options for Veterans
CREDENTIALING ASSISTANCE: Still in uniform? The Department of Defense Credentialing Assistance Program funds certifications, but flight training eligibility varies. The Army offers up to $2,000/year ($1,000 cap for pilot licenses) for Active Duty, National Guard, and Reserve through ArmyIgnitED, covering private pilot or instrument ratings at Part 141 schools. You might end up with a two-year service obligation, but the rules on this stuff change more often than a report time for a Division run. The Air Force provides up to $4,500/year for Active Duty, Guard, and Reserve via Air Force COOL, funding one flight training credential (e.g., private pilot) at a time with no additional obligation. The Navy, Marine Corps, and Coast Guard offer up to $4,500/year through Navy COOL, Marine Corps COOL, and Coast Guard COOL, but flight training is not covered, as credentials must align with MOS/AFSC/ratings (e.g., aviation maintenance, not piloting). Again, this program is constantly changing.
GI BILL: Ignore the barracks lawyers, your private pilot certificate IS covered under the Post-9/11 GI Bill. In-residence college programs can fund your entire training, while VA-approved standalone schools cover a chunk. Use the “WEAMS” website to find your school. Funding resets every August 1, so time your courses like a precision approach from FAF to MAP. In 2024, over 5,000 veterans used GI Bill benefits for aviation, per VA data. The Post-9/11 GI Bill (Chapter 33) and Montgomery GI Bill (MGIB, Chapter 30 for Active Duty or Chapter 1606 for Selected Reserve) offer veterans distinct benefits for flight training, with differences in coverage, payment structure, and applicability to in-residence/online collegiate programs versus standalone Part 141 flight schools. Let’s break it down, Barney style, shall we?
POST-9/11 GI BILL
Coverage: Covers 100% of in-state tuition and fees at public colleges or for veterans with 36+ months of Active Duty service post-10 September 2001 (prorated for less service). For private or out-of-state schools, it’s capped at $29,920.95 for the 2025-2026 academic year. You’ll also get a monthly housing allowance (based on E-5 BAH rates for the school’s ZIP code, averaging $1,934.80, less for online-only programs) and up to $1,000/year for books/supplies. Private pilot certificates are covered if part of an approved aviation degree program (e.g., Embry-Riddle’s Bachelor’s in Aeronautics).
Eligibility: Requires at least 90 days of Active Duty post-10 September 2001, or 30 days with a service-connected disability discharge. Benefits last indefinitely for those discharged on/after 1 January 2013 (Forever GI Bill).
Payment: It’s paid directly to the school for tuition/fees; housing and book stipends go to the veteran. This option requires monthly enrollment verification.
Example: At Embry-Riddle (a Yellow Ribbon participant), a veteran could get full tuition for a bachelor’s with flight training plus housing and books, maximizing benefits.
MONTGOMERY (you are so old) GI Bill
Coverage: It pays up to $2,150/month (2025 rate) for 36 months, directly to the veteran, regardless of program type. This covers flight training within aviation degree programs but only up to 60% of approved charges for flight-specific costs (e.g., lab fees for PPL, IR, CPL). Veterans must cover any tuition/fees exceeding this amount out-of-pocket. No housing allowance or book stipend is given, and private pilot certificates are covered only as part of an approved degree program.
Eligibility: You must serve at least two years on Active Duty (MGIB-AD) or Reserve/Guard service (MGIB-SR). Benefits expire 10 years after separation (MGIB-AD) or when Reserve/Guard service ends (MGIB-SR).
Payment: Monthly payments are sent to the veteran, not the school, requiring careful budgeting for tuition-heavy programs.
Example: At a public college like Central Texas College, MGIB might cover $2,150/month for a 2-year aviation degree, but you’re on the hook for any shortfall, and no housing help means you’re couch surfing or hot bunking it like you’re on a submarine.
Post-9/11 GI Bill: This applies to veterans with 100% eligibility at private or out-of-state colleges (not vocational schools). Participating schools (e.g., Liberty University, Embry-Riddle) waive a portion of tuition/fees exceeding the $29,920.95 cap, and the VA matches it dollar-for-dollar. For example, Liberty offers up to $13,100/year, matched by the VA for a total of $26,200 above the cap, covering most or all remaining costs. Active Duty members and spouses became eligible as of 1 August 2022.
The Montgomery GI Bill is not eligible for Yellow Ribbon, as MGIB doesn’t cover tuition directly or offer additional funding for private/out-of-state schools. You’re stuck with the $2,150/month cap, like an outstanding DTS claim you get stuck with just for going to training during the Christmas holiday.
Note: Finished with all your flight training, but still have money left over? Go get as much education as you can! Life happens, and you could end up furloughed or lose your medical. Prepare yourself for this possibility if life throws you a curveball. It’s a great way to spend your overnights as a new airline pilot. Slam-clicking to study in your hotel room gives you an excuse to skip the mandatory fun time at the bar with your boomer Captain, as he shows you 153 pics of his new home renovation on his flip phone. Plus, the extra money is nice to have during those first couple years of low pay!
Enlisted to Airline: Show Me the Money (Vocational Route)
Part 141 flight schools are an invaluable resource for those on the journey from enlisted to airline | IMAGE: James Hughes
What about Part 141 Flight Schools (Non-Degree Vocational Programs)? First off, if a school says to you, “We’re getting GI Bill any day now!” don’t walk away, run. If you’re on a track, lap them. This ranks right up there with, “If you enlist now, you can transfer to flight school as soon as you get out of basic training.” Don’t believe the hype. Getting approved for the GI Bill takes flight schools years, longer than some enlistments last. So, what do you get with these programs if you’re not excited about study groups with 18-year-old college students?
Vocational Route Funding Options for Veterans
POST-9/11 GI BILL
Coverage: You can get up to $16,535.46/year (2025-2026) for vocational flight training at FAA-approved Part 141 schools (e.g., Pray Aviation, US Aviation Academy). Reimburses 100% of approved charges (tuition, flight instruction, simulator fees) up to this cap. For E2A and non-pilot officers, this option requires a private pilot license (PPL) and a second-class medical certificate (first-class for ATP) before starting. You’re not getting a housing allowance or book stipend for vocational training.
Eligibility: Same as above (90 days Active Duty post-10 September 2001 or 30 days with a disability discharge). Payments are issued after training completion, with schools submitting charges to the VA.
Payment: Veterans pay upfront and are reimbursed up to the cap, which can sting like that 19th round of Anthrax shots if your cash flow is tight.
Example: At a Part 141 school, the VA might reimburse $16,535.46 for a CPL course, but you’ll need to front the cost and pray the paperwork doesn’t get lost in the bureaucracy.
MONTGOMERY GI BILL
Coverage: Reimburses 60% of approved charges for Part 141 vocational flight training, up to the $2,150/month cap for 36 months. Requires a PPL and second-class medical certificate (first-class for ATP). It does cover advanced ratings (IR, CPL, CFI, ATP). No housing or book stipends for you, and veterans must cover the remaining 40% out-of-pocket.
Eligibility: Same as above (two years Active Duty for MGIB-AD or Reserve/Guard service for MGIB-SR). This benefit expires 10 years post-separation (MGIB-AD).
Payment: Reimbursed to the veteran after training, based on submitted charges, with every $466 paid equating to one month of MGIB entitlement. Budget like you’re at JRTC and running out of TP.
Example: For a $20,000 CPL course at a Part 141 school, MGIB might cover $12,000 (60%), leaving you to scrounge $8,000, with no housing to soften the blow.
YELLOW RIBBON PROGRAM
Post-9/11 GI Bill: Keep dreaming. Yellow Ribbon is exclusive to degree-granting institutions (colleges/universities). You’re capped at $16,535.46/year for vocational training, so choose your school wisely or risk a financial nosedive.
Montgomery GI Bill: No soup for you. You seeing a trend here? Here’s a couple more VA benefit updates: Last year’s Supreme Court ruling on Rudisill v. McDonough allows vets who’ve served multiple periods to combine their Montgomery and Post-9/11 bennies, giving them a new total of 48 months of eligibility! Going for a STEM degree? Get another $30,000 through the Edith Nourse Rogers Scholarship. Log in to VA.gov to learn more.
Enlisted to Airline: Show Me the Money (Mo Money!)
A U.S. Air Force C130J-30 takes off from an unpaved runway as Distinguished Visitors (DV) look on during Sentry Storm 24 DV Day, 17 April 2024, at Camp Branch, Logan County, W.Va. | IMAGE: 130th Airlift Wing
Workforce Innovation and Opportunity Act (WIOA): This Department of Labor program paid for my commercial and instrument ratings! Open to those going from enlisted to airline, it’s free money if your flight school applies. Your school has to apply, so make them aware of what they’re missing out on. Expect intake tests and monthly check-ins for a year. States control the funds, so verify residency rules.
VR&E (Vocational Rehabilitation): Don’t skip this! If you’ve got a VA disability rating of at least 10% with an employment handicap, VR&E retrains you for high-demand careers like piloting, often paired with a college degree through an approved program.
You’ll typically need a private pilot license first, but for eligible E2A vets, it’s a golden ticket to advanced training without worsening your condition. In 2023, VR&E supported over 1,200 veterans in aviation programs, per VA stats. You really need to compile a stack of documents and evidence to counter the seemingly inevitable objections of some VA counselors. Even if you choose to get a degree in something more useful than aviation, do not let this benefit slip past you.
DoD SkillBridge:Not funding, but a smart transition tool. This Department of Defense SkillBridge Program lets you work with industry partners for up to six months while drawing full military pay and benefits. Training must be free or low-cost, you can’t earn a paycheck during SkillBridge, and there needs to be a solid chance of a job if you perform well.
You’ll also need to be allowed to return to your unit for out-processing. Smaller operators have embraced SkillBridge in the last few years, netting themselves cheap meat servos and mechanics. Use caution, though. Some SkillBridge companies charge these employers several thousand dollars per veteran to fill out a few sheets of paperwork and funnel you to their partners. What seems like a good deal isn’t always best for you; it’s best for them. Skip the middleman unless it’s your absolute dream gig, but look into it.
According to DoD reports, over 3,000 service members used SkillBridge in 2024, and it beats doing PT. Not sure if your command will support you? Be respectful, but remind them that they’ll be paying for your unemployment benefits when you leave uniform if you don’t find work.
Forces to Flyers and FAA Aviation Workforce Development Fund: The Forces to Flyers program connected vets with aviation training, but has since paused operations. Even if it doesn’t return, it helped many vets. I do know a regional pilot and former E2A who used it.
The FAA Aviation Workforce Development Fund is also a lesser-known program that provides grants directly to schools and organizations that train pilots. In 2024, $10 million was awarded. According to FAA reports, AWDF often benefits veteran-focused programs. Research these; they’re like a headwind on takeoff.
Outstanding Scholarship Opportunities
2021 RTAG Convention in San Diego | IMAGE: RTAG
Scholarships are a TOGA boost for E2A training. These are just a few of the most well-known organizations offering scholarship opportunities for those on the journey from enlisted to airline. I’ve listed them below from smallest to largest annual awards.
Sisters of the Skies awards $5,000-$10,000 annually for Black women pilots, supporting private and advanced ratings.
TPNx (The Pilot Network Exchange) provides $5,000-$15,000 annually in scholarships through its networking events, connecting pilots with funding opportunities.
Latino Pilots Association (LPA) awards $10,000-$20,000 annually for private, instrument, and commercial ratings. Active membership and enrollment in a U.S. flight school are required.
Tuskegee Airmen Foundation funds minority pilots with $10,000-$20,000 annually, honoring the Tuskegee Airmen legacy.
Experimental Aircraft Association (EAA) awarded $238,000 in 2024 for private pilot certificates and ratings, open to Young Eagles and members.
RTAG awarded $250,000 in 2024 for veteran-focused flight training, emphasizing RTP (Rotor Transition Program) and E2A applicants.
The Ninety-Nines offers $500,000-$600,000 annually via the Amelia Earhart Memorial Scholarship, helping about 50 women pilots in 2024.
For more opportunities, check Pathways to Aviation for a curated scholarship list and join the Aviation Scholarships Facebook page for real-time updates and community tips. Start applying now. If you don’t, you’ll have zero excuses for why you can’t afford flight training, like landing with calm winds on a long runway. Begin yesterday, even if your DD-214 is years away.
In Part 2, we’ll dive into building flight hours and balancing education to prep for your airline career so you can go from enlisted to airline.
Need help? Reach out at sabistonconsulting.com or sabistonconsulting@gmail.com. Also, tune into the Make the Donuts podcast for insights from aviation experts and airline execs to fuel your E2A journey.
